mtuandrew wrote: ↑Mon Aug 19, 2019 10:21 am
Mr. Roberts: short of the Federal government purchasing the RF&P from CSX, or somehow weaving a new right-of-way along the I-95 corridor, I don’t see WAS-RVR/RVM-PTB electrification happening. With 125 mph diesels (which could be biodiesel-fueled with no adverse effects or performance limitations), I also don’t see the need!
Even if electrification and common ownership do happen, I think WAS will be a long station stop regardless. Having the new passenger concourse will help, especially if they create (and allow) multiple boarding points along the platform.
I could see it happening to a limited extent. Historically, the Virginia Avenue freight route and Long Bridge were electrified to allow PRR/PC/Conrail electric freights to access Potomac Yard in Alexandria for RF&P interchange. Potomac yard's long gone now that CSX owns a good chunk of Conrail and the B&O and the RF&P and doesn't need an interchange there.
There is a plan to add a third track to Long Bridge as part of the DC2RVA/SEHSR expansion. I don't see the funding being there for DC to Richmond or even Fredericksburg electrification.
However, the Ivy City Yard's Acela service facility could be relocated to Northern Virginia and expanded to serve longer trains. This would give Acela speedier access to Northern Virginia and room to grow. The regionals would probably still need to change engines at WAS.
The catenary would need to be very high since the B&O, Virginia Avenue and the RF&P are cleared for doublestacks (two trains per day, although it was 4 this spring).