• Track work on the NEC

  • Discussion related to Amtrak also known as the National Railroad Passenger Corp.
Discussion related to Amtrak also known as the National Railroad Passenger Corp.

Moderators: GirlOnTheTrain, mtuandrew, Tadman

  by RRspatch
 
STrRedWolf wrote: Sun May 31, 2020 12:53 pm
RRspatch wrote: Sat May 30, 2020 1:37 am From what Jeff posted and my CETC 1 knowledge of the territory it looks like they're only redoing Track "A" between Winans and Bridge and probably surfacing on No.1 track. I would see no reason to shut down No.2 and No.3 track between Bridge and Grove unless the concrete ties on those tracks are going bad already.
Or you're swapping the wood on the interlocks for concrete, which is what I see off of Google Maps. Just doing Track A? Not an issue.
As far as turning Winans into a full interlocking I believe long range plans are for a new interlocking just south of Stony Run curve which is just south of BWI. Eventual plans are to extend "A" track down to Grove so I would guess at that point Winans would go away. I believe one of the reasons for the new station building at BWI was to create a bigger space between the station building and the No.1 track platform for a future "A" track. Once done the No.1 track platform would become an island platform with the overhead walkway extended over it.

Remembering my CETC 1 days ....
The plan was to extend Track A all the way to GROVE and then rename it 1, bumping all the other numbers up 2-3-4. This would require a complete rebuild of BWI, pushing the station north, building a new bridge over the tracks, laying down two new tracks, and turning existing track 1 into an island platform.

Right now, though... well, it can still be done... but it makes the rebuilt station feel like $5mil wasted.
(Note: spent way too long fighting with HTML codes to try and get my replies inserted at the right point. Had a long day and was too tired to fight with the computer)

(Regarding replacing switches at Winans and Bridge)
While it's possible Winans is getting a concrete switch I seriously doubt Bridge is getting redone at this point. Amtrak will probably wait for a new B&P tunnel before doing anything major at Bridge such as re-configuring the interlocking. As far as changing out wood for concrete in switches Amtrak has/had a large machine called the Switch Exchange System (SES) that could remove half of an old switch (rail cut at the mid point) and replace it with a new switch panel. When I saw this done back in the 80's during my Baltimore division tower days Amtrak was only using wood for switches. The whole procedure to replace one end of a crossover was usually done on a Saturday night starting at 2200. The switch was installed, surfaced, tested and back in service by Sunday afternoon once the signal department released it. I'm pretty sure the SES can handle concrete switches. Assuming Amtrak still has this system I see no need for a long term outage at Bridge to replace the No.91 and No.12 switches if Amtrak decides to renew them now. Amtrak is in the process for replacing the switches at Hook. I asked on one of the FB Amtrak groups if they were using the SES and concrete ties but I never got an answer. I assume Amtrak is using concrete at Hook.

(Regarding new station at BWI and future Track "A" though same as well as track renumbering)
I don't think you'll see the tracks renumbered between Grove and Bridge until a new B&P tunnel is built. From what I've heard the plan is for a diverging switch at Grove from No.1 track to Track A which I guess would be called the No.19 switch. As for BWI the best plan would be to have two island platforms with one serving "A" and No.1 and the other serving No.2 and No.3 track. Looking at the Google Street View image of BWI station (just past the Mack cement truck) I'm guessing there's not enough room between the new station building and the No.1 track platform to squeeze track "A" in. So yes, it's probably $5 million wasted. I must say that's a pretty impressive parking garage they've built since I was last back east.

(regarding to plan to extend Track "A" to Grove and why they're doing it .... someday)
The plan to extend "A" track down to Grove basically gives MARC a northbound track to it's self between Hanson/Carroll and Bridge. No longer would they have to hold at Grove for an Amtrak train (ACELA or Regional) ahead stoppig at BWI. Southbound Amtrak added a new switch at Bridge going from No.3 track to No.2 track (No.23) which allows a parallel from No.3 to No.2 at the same time a northbound is going from No.1/"A" to No.2 track. This now allows a MARC train to be sent out of Baltimore ahead of a late out of slot Amtrak train. The Amtrak train (assuming it doesn't stop at BWI) runs No.2 track Bridge to Grove or perhaps (depending on traffic) all the way to Carroll where Amtrak installed a new No.32 switch.

By the way extending "A" track south to Grove would be the easy part. Going further south the tracks slew from one side to the other in two places. Because of these two track slews platforms at Odenton (No.1 track side), Bowie State and Seabrook (No.3 track side) would have to be moved back for the forth track. I'm guessing Grove to Bowie would be the next segment to be added.
  by twropr
 
Are flat cars or bridge plates being used for passengers to access Baltimore-bound trains at Halethorpe and West Baltimore?
Andy
  by STrRedWolf
 
RRspatch wrote: Mon Jun 01, 2020 1:36 am By the way extending "A" track south to Grove would be the easy part. Going further south the tracks slew from one side to the other in two places. Because of these two track slews platforms at Odenton (No.1 track side), Bowie State and Seabrook (No.3 track side) would have to be moved back for the forth track. I'm guessing Grove to Bowie would be the next segment to be added.
I explored this out earlier (I pick up at Odenton myself going northbound pre-pandemic). At Odenton, you got plenty of room to move the platform back 12 feet against the tunnel opening. Any further and you're reconstructing a tunnel... which may be in the cards since Amtrak recognizes that this is "too busy" station for MARC and wants to give it an island platform.

Bowie State... well, your extending two tunnels, full stop.
  by RRspatch
 
twropr wrote: Mon Jun 01, 2020 12:57 pm Are flat cars or bridge plates being used for passengers to access Baltimore-bound trains at Halethorpe and West Baltimore?
Andy
At Halethorpe a flat car or two are on Track "A" with bridge plates out to No.2 track. West Baltimore has a low level platform. I assume walkways out to No.2 track are being provided. There have been pictures posted to the FB "Amtrak Northeast Corridor Railfans" group showing the flat cars and bridge plates at Halethorpe. The bridge plates at Halethorpe can be removed to allow work trains and MW equipment past. I assume there are flat cars at BWI on No.1 track as well.
  by RRspatch
 
STrRedWolf wrote: Mon Jun 01, 2020 7:55 pm
RRspatch wrote: Mon Jun 01, 2020 1:36 am By the way extending "A" track south to Grove would be the easy part. Going further south the tracks slew from one side to the other in two places. Because of these two track slews platforms at Odenton (No.1 track side), Bowie State and Seabrook (No.3 track side) would have to be moved back for the forth track. I'm guessing Grove to Bowie would be the next segment to be added.
I explored this out earlier (I pick up at Odenton myself going northbound pre-pandemic). At Odenton, you got plenty of room to move the platform back 12 feet against the tunnel opening. Any further and you're reconstructing a tunnel... which may be in the cards since Amtrak recognizes that this is "too busy" station for MARC and wants to give it an island platform.

Bowie State... well, your extending two tunnels, full stop.
Yes, I do see that the east tunnel entrance at Odenton is indeed back far enough for the No.1 track platform to be moved back. As for Bowie State the first track slew from empty track way 1-2-3 to 1-2-3 empty track way is around MP 117 where the new curve was created as part of NECIP back in the 80's. Building a new track along side No.1 track from Grove to MP 117 and a new track along side No.3 track from MP 117 to Bowie would be the way to do it. Several weekends to do a cut and throw on each track would give you four tracks Bridge to Bowie. At that time you could reconfigure Bridge so that MARC was on the outside tracks and Amtrak on the center tracks. A similar track slew occurs just south of Seabrook at MP 125 but that could be phase 3 Bowie to Carroll.