“Transforming Rail in Virginia”

KTHW wrote: ↑Tue Oct 18, 2022 4:11 pm Interesting update out of the VPRA meeting. It looks like VRE is planning "core shuttles" between ALX and WAS once the new Long Bridge is completed.

Another reason why the whole Long Bridge project needs to be started and completed as soon as possible. IMO that means Critical path work should be made a 24 / 7 priority.

Do i recall correctly that only one train at a time is allowed in first street tunnel due to ventilation issues?
How many tph can the tunnel clear?
I'm under the impression this shuttle service wouldn't be using the current galley and locomotive equipment.

As far as I recall the one train at a time is correct. Now does that mean each tunnel bore is dispatched one train each way at same time have no idea. That would probably be determined if the 2 bores are connected. The tunnel is grandfarther with this layout. A new tunnel with 2 bores will require all the ventilation and emergency egress either to surface or the other bore. IMO what would be ideal is running new bores adjaecent to present one and connect ventilation and egress to present tunnel.

The union station portal was shown as being brick lined. Now if the whole tunnel(s) bore is brick lined it will be interesting.

https://youtu.be/ZZDKpSApo1s
It's brick/ stone lined single bores all the way through. I think there are recessed arches for emergency purposes.
So I guess dispatch is per bore. I've been told that a new tunnel is unlikely, due to national security, and the tunnels can't be expanded as they are built right over wmata.
So, looks like any EMU would need on board batteries to clear tunnels.

To be clear, the 1st Street Tunnel passes next to Congress, the Supreme court, the Library of Congress buldings, and many Congressional office buildings. So even modifications to allow more traffic is unlikely. You're more likely to get a wye-like link off the NEC near Cheverly than any new tunnels.

ST and SCRATCHY: Thanks for those clarifications as was not sure about them. I always worry about the brick arch techniques because just a few bricks fail together ---?

As far as maintenance in those bores no comment.

Yeah. Just the "We can't expand it to electrify or do more bores because Homeland Security has issues" made me say "Okay, double-tracking the CSX line out to the NEC line itself makes more sense now..."

STrRedWolf wrote: ↑Thu Oct 20, 2022 2:41 pm Yeah. Just the "We can't expand it to electrify or do more bores because Homeland Security has issues" made me say "Okay, double-tracking the CSX line out to the NEC line itself makes more sense now..."

I seem to recall references to a "metro express" from new carrollton to alexandria on greatergreaterwashington a few years ago. Would make sense for a service to get folks around downtown DC, with just a stop at the rebuilt L'efant station.
Anyone know it the new tunnels are tall enough to have wire over double stacks?
Also, Hitachi will have a plant in maryland, and I know they do have EMU and DMU in their catalogue.

MikeBPRR wrote: ↑Thu Apr 01, 2021 6:00 pm I never knew that regarding the platforms and VRE’s equipment. Thank you. I just assumed that since Virginia has been investing a lot in its railroads that they were also using high-level platforms and equipment compatible with level boarding. Serves me right. Looking at Google Maps, it doesn’t look like there is much in the way of space for expanded VRE storage.

The easiest train storage solution is to turn a few trains around during the day between the morning and evening rush hours, assuming VRE can get access to the rail corridor then. Adding tracks along the shared right of way on both NS and CSX routes in VRE territory would go a long way in overcoming the freight railroads displeasure. But that takes money the VRE does not have lots of.

In the DRPT monthly news letter, the state shared that they are rapidly advancing the NEPA process for a 4th track from Alexandria to Spotsylvania. This would build on the existing DC2RVA framework and mean a complete separation of passenger and freight trains in the next 10-15 years.