Moderators: mtuandrew, therock, Robert Paniagua
Build Scenario 1, 2 & 3From the above (pages 6-7)
In addition to the 2040 no-build scenario, three build scenarios were evaluated. The first build scenario is based on information provided by MTA which assumed doubling the frequencies of the Penn Line during peak hours for testing purpose only. This scenario was used to determine an upper limit for the potential demand for the corridor, although operating at this increased frequency would be infeasible based on current capacity restrictions. Comparing the transit headways coded in the MWCOG, BMC, and DVRPC models, the proposed schedule reduces the headway by 50% and off peak headways are unchanged. Standard practice is to assume wait time is to be half of headways. Thewait time was reduced by half between TAZ pairs served by the extension for peak periods. This build scenario assumes the rail route is connected but does not account for the speed differences between MARC and SEPTA.
The second build scenario differs by assuming transfers at Newark for both peak period and off peak period. The transfer time is added by identifying the arrival and departure times for MARC and SEPTA service. Additional boarding time was added to TAZ pairs that are served by the extensions that use the Newark station.
The third build scenario is based on the new schedule “MARC Exercise #1a – schedule with express service.xlsx” provided by WILMAPCO. The new schedule was compared with the first build scenario and additional wait time was added to the TAZ pairs crossing through the Newark station. The seven- to eight-minute transfer time at Newark in the daily last run for both northbound and southbound was not accounted for due to model limitations. The detailed headways for all scenarios can be found in Table 4.
A resolution in the General Assembly would direct DelDOT to work with Maryland and Pennsylvania, Amtrak and other regional entities to strengthen the rail service across all three states.
The goal is to fill a 20 mile gap in service for regional rail, the area between Newark and Perryville, Maryland.
R36 Combine Coach wrote: ↑Wed Apr 08, 2020 10:25 pm Reminds of the Chesapeake, an Arrow/Silverliner train in the late 70s.R36: The "Chesapeake" ran from May 1978 to October 1983.
njt/mnrrbuff wrote: ↑Thu Apr 09, 2020 9:13 pm Getting that third track between Bacon and Prince Interlocking would be up to Amtrak since it's considered the Northeast Corridor and Amtrak can make its own decisions when it comes time for the Northeast Corridor. That third track between Bacon and Prince is paramount since MARC will be running north of Perryville to Newark. Not just MARC, but Amtrak wants to run Acelas every 30 minutes between NYP-WAS. Building that station in Elkton is a must. Having a second platform at Perryville Station on the other side of the NEC is crucial.Given that the service would mainly benefit Maryland and Delaware, and that Amtrak's budget is constantly kept at a "maintain service" level by Congress (see the Amtrak forum for details on that), having the states fund the track and station improvements would quickly get Amtrak on board.
njt/mnrrbuff wrote: ↑Fri Apr 10, 2020 11:46 am Installing high level platforms at Perryville and Elkton are a must. Not many MARC trains continue north of Baltimore Penn Station and we have to ask ourselves the question-will all of the trains that head to Perryville continue their runs to NRK after service officially begins. If it's in the plan to have all of the Perryville trains continue to NRK, then the flyover probably wouldn't make sense. This may be related to the MARC extension from Perryville to Newark, Del-it might be a good idea for Maryland to consider adding high level platforms on both sides at Martin State Airport Station. If Maryland can make the rest of the stations north of Baltimore Penn Station high level platform, that that would be good. The platforms are along straight tracks, I think. Just remember that even after MARC is extended to Newark, Delaware, people will still take Amtrak.This should be a top priority for MARC with the stimulus being a main discussion on this site (and maybe even Baltimore to York, PA or Harrisburg service? ). A flyover at Perryville would not be necessary but rather a second platform at the other side of the station would be needed since it would no longer be the terminus for the Penn line.