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Baltimore and Potomac Tunnel

May 04, 2024

The Baltimore and Potomac Tunnel (or B&P Tunnel) is a double-tracked, masonry arch railroad tunnel on the Northeast Corridor in Baltimore, Maryland, just west of Pennsylvania Station. Opened in 1873, the tunnel is used by about 140 Amtrak and MARC passenger trains and two freight trains every day, as of 2008.[1]

West portal of B&P Tunnel in 1977.

The 7,669-foot (2,338 m) tunnel, which passes under the Baltimore neighborhoods of Bolton Hill, Madison Park, and Upton, consists of a single tube with two tracks. It is punctuated by two open-air cuts for ventilation of exhaust fumes and smoke—Pennsylvania Avenue Opening and John Street Opening—that divide the main tunnel into three "sub-tunnels", designated (from south to north) Gilmor Street Tunnel, Wilson Street Tunnel, and John Street Tunnel.[1][2][3]

History and operations edit

Constructed by the Baltimore and Potomac Railroad under Winchester Street and Wilson Street in Baltimore, the tunnel opened on June 29, 1873.[4] The B&P tunnel allowed the Pennsylvania Railroad (PRR) direct access to Washington, D.C., for the first time by connecting its Northern Central Railway affiliate, which arrived in Baltimore from the north, to the Baltimore and Potomac's new spur, which ran to Washington, D.C.[5]

Between 1916 and 1917, the PRR expanded the tunnel to accommodate larger trains. The railroad lowered the tunnel floor about 2+1⁄2 feet, underpinned the side walls, installed a concrete invert slab, and rebuilt the track structure. The bases of the tunnel walls were chipped away to improve horizontal clearance.[6]

Before the PRR electrified its New York City–Washington main line in 1935, the poorly ventilated tunnel filled with smoke from steam locomotives. The smoke also was a nuisance to the residential neighborhoods above the tunnel.[6]

In preparation for the electrified operation, the tunnel was lined with gunite to waterproof the arch and prevent icicles from shorting out the catenary wires.

Financial considerations prevented the PRR from constructing a new passenger tunnel on the Presstman Street alignment, for which it previously had acquired rights. The PRR's plan had envisioned using the new Presstman Street tunnel and the original bores of the Union Tunnel for passenger operations, while the old B&P Tunnel and the newer bores of the Union Tunnel (completed in the 1930s) would have been used for freight operations.[6]

In the late 1950s, the tunnel became a hindrance to the growth of PRR's Trailer-on-Train service, which required additional vertical and horizontal clearance to accommodate semi-trailers on top of railroad flatcars. The curve at Pennsylvania Avenue was the biggest constraint. The PRR modified the tunnel walls and ceiling for a distance of 2,200 feet (670 m) to improve clearance and enable high cars and piggyback trailers to traverse the tunnel without damaging their roofs.[6] Additionally, a 928-foot (283 m) gauntlet track was installed on southbound Track 3 to shift trains 17 inches (430 mm) closer to the middle of the tunnel. However, the gauntlet track effectively created a single-track tunnel: trains could not use Track 2 while a train was using the gauntlet track, and if a train using the gauntlet track became disabled, the tunnel would be shut down until the disabled train was moved.[6] In addition, even with the gauntlet track, the tunnel could not accommodate cars that were taller than 16 feet 3 inches (4.95 m) or exceeded the Plate C loading gauge.[6]

In the early 1980s, the tunnel underwent rehabilitation as part of the Northeast Corridor Improvement Project. The repairs included replacing the existing invert, repairing the tunnel lining, upgrading the track structure, installing a new gauntlet track, and rehabilitating the tunnel drainage system. No fundamental change was made in the tunnel's difficult geometry. Eventually,[when?] the gauntlet track was removed, due to freight traffic largely shifting to the ex-Baltimore and Ohio route through the Howard Street Tunnel.[6]

Problems edit

The tunnel has long been one of the worst bottlenecks for rail traffic along the Northeast Corridor[7] and its maintenance is costly:

  • A sharp curve at the south portal of the tunnel limits southbound trains to 30 mph (48 km/h)[6]
  • The spacing between tracks is tight[specify]
  • There are water infiltration and drainage issues
  • A mile-long, 1.34 percent grade—the steepest grade on the NEC between Philadelphia and Washington—further constrains train performance[6][8]

Collectively, the tunnel's height, speed, and capacity limitations threaten the ability for the Port of Baltimore to be competitive with increased shipping volumes.[9]

Plans for improvements edit

In June 2008, the U.S. House of Representatives voted to support a study of the environmental impacts of different possible replacement tunnels.[1] On January 28, 2010, $60 million in funding was awarded under the American Recovery and Reinvestment Act to conduct the study, but not the money that would be required for a replacement tunnel.[10] Estimates in 2013 put the cost around $1.5 billion.[11]

An outgrowth of the ARRA funds, the B&P Tunnel Project was an environmental and engineering study by the FRA, MDOT, and Amtrak to evaluate potential improvements to the tunnel. The study held multiple open houses in 2014–2015 to share information and solicit public input.

Preliminary alternatives edit

In December 2014, the study published the Preliminary Alternatives Screening Report, in which four alternatives from 16 were selected to be carried forward for further consideration and study:[12][13][14]

  • Alternative 1, No Build: do nothing
  • Alternative 2, Rebuild/Rehabilitate: improve the existing tunnel to either eliminate the need for a new tunnel or complement a new tunnel[3]
  • Alternative 3, Great Circle Passenger Tunnel: construct a new 10,900-foot (3,300 m) tunnel on a wide, continuous arc to the north of the existing tunnel, bypassing it entirely[15]
  • Alternative 11, Robert Street South: construct a new 9,500 feet (2,900 m) tunnel roughly parallel to and within 2–4 blocks of the existing tunnel[16]

Among the criteria used to evaluate the alternatives was the ability to accommodate double-stack container cars. The 12 eliminated alternatives included several that varied greatly from the existing alignment and bypassed Pennsylvania Station entirely (including one using the former I-170 right of way), as well as several that reused one or more of the three existing tunnel sections.[14][17]

Selected alternative edit

In November 2016, Alternative 3B (Great Circle) was chosen as the preferred alternative in the Final Environmental Impact Statement (FEIS) over Alternative 1 (No Build) and two other variations of the Great Circle Alternative (Alternatives 3A and 3C).[18] Highlights of Alternative 3B are:

  • A design that permits a maximum speed of over 100 mph (160 km/h), up from 30 mph (48 km/h) for the existing tunnel.
  • A total cost (including engineering, design, and construction) of $4.52 billion.
  • A total project length of 3.67 mi (5.91 km), including a 2 mi (3.2 km) tunnel with four single-track tubes.
  • Three diesel exhaust ventilation facilities.
  • Approximately 2:30 in travel time savings for Amtrak trains and 1:50 for MARC trains, compared to the existing tunnel.
  • Reconstruction of the West Baltimore MARC Station with high-level platforms.
  • Displacement of 22 residences and six businesses.

The Federal Railroad Administration released its Record of Decision on the new tunnel, the final step in the NEPA process, in March 2017.[19]

Final plan edit

In June 2021, Amtrak and Maryland announced that they would be moving forward with design and construction of the new tunnel, albeit with several significant changes from the previously announced plan (Alternative 3B):[20][21]

  • The number of single-track tubes is reduced from four to two; the third and fourth single-track tubes could be constructed in the future if funding becomes available.
  • The design is revised to only accommodate electric trains, requiring the MARC Penn Line to be converted from a mix of diesel and electric locomotives to all-electric power.
  • The project is revised to remove the ability to accommodate double-stack freight trains in the new tunnel and instead maintains the B&P Tunnel for use by diesel powered freight trains.

The changes were made to reduce the project's cost by $1 billion and to address concerns about diesel exhaust fumes from communities near the ventilation facilities. The changes did not trigger the need for a new Environmental Impact Statement.[21]

Frederick Douglass Tunnel edit

The new tunnel, which will be named for Frederick Douglass, is scheduled to open in 2035.[22][23] Amtrak started the process to procure construction services in June 2022.[24] On January 30, 2023, President Joe Biden visited the tunnel to kick off the project and promote the $1 trillion Infrastructure Investment and Jobs Act (IIJA). Biden, who had taken "a thousand trips" through the tunnel on Amtrak between Wilmington and Washington during his time as Senator from Delaware, remarked that "you wonder how in the hell [the B&P Tunnel] is still standing".[25][26] Amtrak was awarded $4.7 billion in Infrastructure Investment and Jobs Act funds in November 2023. Amtrak and Maryland MTA will contribute an additional $1.2 billion.[27][28] Amtrak awarded a construction contract in February 2024 and demolition of several buildings began later that month.[29][30][31]

See also edit

References edit

  1. ^ a b c Brown, Matthew Hay (June 12, 2008). "House OKs funds for tunnel study: Alternative sought to outmoded passage that runs under city". The Baltimore Sun.
  2. ^ (PDF). B&P Tunnel Project. May 2014. Archived from the original (PDF) on November 29, 2014. Retrieved November 19, 2014.
  3. ^ a b (PDF). B&P Tunnel Project. October 2014. Archived from the original (PDF) on November 29, 2014. Retrieved November 19, 2014.
  4. ^ Wilson, William Bender (1895). History of the Pennsylvania Railroad Company: With Plan of Organization. Philadelphia: Henry T. Coates. p. 339. tunnel.
  5. ^ Robert T. Netzlof (June 12, 2002). . Archived from the original on December 14, 2007. Retrieved October 1, 2007.
  6. ^ a b c d e f g h i U.S. Federal Railroad Administration. Washington, DC. "Report To Congress: Baltimore's Railroad Network, Challenges and Alternatives." November 2005. p. 2.16.
  7. ^ Porter, David (September 29, 2015). "A look at the worst bottlenecks on the Northeast Corridor". The Hour. Norwalk, Connecticut. Associated Press. Retrieved October 14, 2020.
  8. ^ (PDF). B&P Tunnel Project. September 29, 2014. Archived from the original (PDF) on November 29, 2014. Retrieved November 19, 2014.
  9. ^ Rector, Kevin (May 22, 2015). "B&P Tunnel replacement new focus of Baltimore's push for double-stacked trains". The Baltimore Sun. Retrieved August 6, 2017.
  10. ^ (Press release). U.S. Senator Barbara Mikulski. January 28, 2010. Archived from the original on March 3, 2016.
  11. ^ Rector, Kevin (November 22, 2013). . The Baltimore Sun. Archived from the original on December 2, 2013. Retrieved November 25, 2013.
  12. ^ (PDF). B&P Tunnel Project. December 2014. Archived from the original (PDF) on March 4, 2016. Retrieved October 13, 2015.
  13. ^ (PDF). B&P Tunnel Project. October 2014. Archived from the original (PDF) on November 29, 2014. Retrieved November 19, 2014.
  14. ^ a b (PDF). B&P Tunnel Project. October 2014. Archived from the original (PDF) on November 29, 2014. Retrieved November 19, 2014.
  15. ^ (PDF). B&P Tunnel Project. October 2014. Archived from the original (PDF) on November 29, 2014. Retrieved November 19, 2014.
  16. ^ (PDF). B&P Tunnel Project. October 2014. Archived from the original (PDF) on November 29, 2014. Retrieved November 19, 2014.
  17. ^ (PDF). B&P Tunnel Project. October 2014. Archived from the original (PDF) on November 29, 2014. Retrieved November 19, 2014.
  18. ^ . B&P Tunnel Project. November 2016. Archived from the original on December 20, 2016. Retrieved December 16, 2016.
  19. ^ . B&P Tunnel Project. Archived from the original on August 3, 2017. Retrieved August 3, 2017.
  20. ^ Lazo, Luz (June 18, 2021). "A 148-year-old tunnel is the biggest rail bottleneck between D.C. and New Jersey. Here's the new plan to replace it". The Washington Post. Retrieved June 22, 2021.
  21. ^ a b "B&P Tunnel Replacement Program: Frequently Asked Questions" (PDF). Amtrak.
  22. ^ "President Biden visits Baltimore to discuss upgrades to newly-named Frederick Douglass Tunnel". CBS News. Retrieved January 31, 2023.
  23. ^ "FREDERICK DOUGLASS TUNNEL PROGRAM FREQUENTLY ASKED QUESTIONS" (PDF). 2023. Retrieved November 6, 2023.
  24. ^ "Amtrak Launches Procurement for Upcoming Major Contract for the B&P Tunnel Replacement Program" (Press release). Amtrak. June 21, 2022.
  25. ^ Megerian, Chris (January 30, 2023). "'Amtrak Joe' Biden hails plans for big East Coast tunnel fix". Associated Press. Retrieved February 1, 2023.
  26. ^ Wanek-Libman, Mischa (January 31, 2023). "B&P Tunnel Replacement Program gets state funding boost and visit from President Biden". Mass Transit Magazine.
  27. ^ "FY 2022-2023 Federal-State Partnership for Intercity Passenger Rail Program for the Northeast Corridor (FSP-NEC) Selections: Project Summaries" (PDF). Federal Railroad Administration. November 6, 2023.
  28. ^ "FACT SHEET: President Biden Advances Vision for World Class Passenger Rail by Delivering Billions in New Funding" (Press release). The White House. November 6, 2023.
  29. ^ "Amtrak selects builder for Frederick Douglass Tunnel". Trains News Wire. February 6, 2024. Retrieved February 6, 2024.
  30. ^ "Amtrak Awards Contract to Build New Frederick Douglass Tunnel in Baltimore" (Press release). Amtrak. February 6, 2024.
  31. ^ Rosa, Luigi; Hunter, Danelle (February 27, 2024). "Frederick Douglass Tunnel Program Update: Initial Demolition Begins" (Press release). Amtrak.

External links edit

  • U.S. Federal Railroad Administration. Report To Congress: Baltimore's Railroad Network, Challenges and Alternatives. November 2005.
    • Executive Summary
    • "Part 1: Challenges." Discussing the history and recent state of Baltimore rail infrastructure.
    • "Part 2: Alternatives." Discussing possible replacement tunnel alignments along Presstman Street (see page 7-7) or US Route 40, among others (see page 7–9).
  • B&P Tunnel Project

39°18′11″N 76°38′07″W / 39.303°N 76.6352°W / 39.303; -76.6352

May 04, 2024
baltimore, potomac, tunnel, been, suggested, that, this, article, should, split, into, article, titled, frederick, douglass, tunnel, discuss, november, 2023, tunnel, double, tracked, masonry, arch, railroad, tunnel, northeast, corridor, baltimore, maryland, ju. It has been suggested that this article should be split into a new article titled Frederick Douglass Tunnel discuss November 2023 The Baltimore and Potomac Tunnel or B amp P Tunnel is a double tracked masonry arch railroad tunnel on the Northeast Corridor in Baltimore Maryland just west of Pennsylvania Station Opened in 1873 the tunnel is used by about 140 Amtrak and MARC passenger trains and two freight trains every day as of 2008 1 West portal of B amp P Tunnel in 1977 The 7 669 foot 2 338 m tunnel which passes under the Baltimore neighborhoods of Bolton Hill Madison Park and Upton consists of a single tube with two tracks It is punctuated by two open air cuts for ventilation of exhaust fumes and smoke Pennsylvania Avenue Opening and John Street Opening that divide the main tunnel into three sub tunnels designated from south to north Gilmor Street Tunnel Wilson Street Tunnel and John Street Tunnel 1 2 3 Contents 1 History and operations 2 Problems 3 Plans for improvements 3 1 Preliminary alternatives 3 2 Selected alternative 3 3 Final plan 3 4 Frederick Douglass Tunnel 4 See also 5 References 6 External linksHistory and operations editConstructed by the Baltimore and Potomac Railroad under Winchester Street and Wilson Street in Baltimore the tunnel opened on June 29 1873 4 The B amp P tunnel allowed the Pennsylvania Railroad PRR direct access to Washington D C for the first time by connecting its Northern Central Railway affiliate which arrived in Baltimore from the north to the Baltimore and Potomac s new spur which ran to Washington D C 5 Between 1916 and 1917 the PRR expanded the tunnel to accommodate larger trains The railroad lowered the tunnel floor about 2 1 2 feet underpinned the side walls installed a concrete invert slab and rebuilt the track structure The bases of the tunnel walls were chipped away to improve horizontal clearance 6 Before the PRR electrified its New York City Washington main line in 1935 the poorly ventilated tunnel filled with smoke from steam locomotives The smoke also was a nuisance to the residential neighborhoods above the tunnel 6 In preparation for the electrified operation the tunnel was lined with gunite to waterproof the arch and prevent icicles from shorting out the catenary wires Financial considerations prevented the PRR from constructing a new passenger tunnel on the Presstman Street alignment for which it previously had acquired rights The PRR s plan had envisioned using the new Presstman Street tunnel and the original bores of the Union Tunnel for passenger operations while the old B amp P Tunnel and the newer bores of the Union Tunnel completed in the 1930s would have been used for freight operations 6 In the late 1950s the tunnel became a hindrance to the growth of PRR s Trailer on Train service which required additional vertical and horizontal clearance to accommodate semi trailers on top of railroad flatcars The curve at Pennsylvania Avenue was the biggest constraint The PRR modified the tunnel walls and ceiling for a distance of 2 200 feet 670 m to improve clearance and enable high cars and piggyback trailers to traverse the tunnel without damaging their roofs 6 Additionally a 928 foot 283 m gauntlet track was installed on southbound Track 3 to shift trains 17 inches 430 mm closer to the middle of the tunnel However the gauntlet track effectively created a single track tunnel trains could not use Track 2 while a train was using the gauntlet track and if a train using the gauntlet track became disabled the tunnel would be shut down until the disabled train was moved 6 In addition even with the gauntlet track the tunnel could not accommodate cars that were taller than 16 feet 3 inches 4 95 m or exceeded the Plate C loading gauge 6 In the early 1980s the tunnel underwent rehabilitation as part of the Northeast Corridor Improvement Project The repairs included replacing the existing invert repairing the tunnel lining upgrading the track structure installing a new gauntlet track and rehabilitating the tunnel drainage system No fundamental change was made in the tunnel s difficult geometry Eventually when the gauntlet track was removed due to freight traffic largely shifting to the ex Baltimore and Ohio route through the Howard Street Tunnel 6 Problems editThe tunnel has long been one of the worst bottlenecks for rail traffic along the Northeast Corridor 7 and its maintenance is costly A sharp curve at the south portal of the tunnel limits southbound trains to 30 mph 48 km h 6 The spacing between tracks is tight specify There are water infiltration and drainage issues A mile long 1 34 percent grade the steepest grade on the NEC between Philadelphia and Washington further constrains train performance 6 8 Collectively the tunnel s height speed and capacity limitations threaten the ability for the Port of Baltimore to be competitive with increased shipping volumes 9 Plans for improvements editIn June 2008 the U S House of Representatives voted to support a study of the environmental impacts of different possible replacement tunnels 1 On January 28 2010 60 million in funding was awarded under the American Recovery and Reinvestment Act to conduct the study but not the money that would be required for a replacement tunnel 10 Estimates in 2013 put the cost around 1 5 billion 11 An outgrowth of the ARRA funds the B amp P Tunnel Project was an environmental and engineering study by the FRA MDOT and Amtrak to evaluate potential improvements to the tunnel The study held multiple open houses in 2014 2015 to share information and solicit public input Preliminary alternatives edit In December 2014 the study published the Preliminary Alternatives Screening Report in which four alternatives from 16 were selected to be carried forward for further consideration and study 12 13 14 Alternative 1 No Build do nothing Alternative 2 Rebuild Rehabilitate improve the existing tunnel to either eliminate the need for a new tunnel or complement a new tunnel 3 Alternative 3 Great Circle Passenger Tunnel construct a new 10 900 foot 3 300 m tunnel on a wide continuous arc to the north of the existing tunnel bypassing it entirely 15 Alternative 11 Robert Street South construct a new 9 500 feet 2 900 m tunnel roughly parallel to and within 2 4 blocks of the existing tunnel 16 Among the criteria used to evaluate the alternatives was the ability to accommodate double stack container cars The 12 eliminated alternatives included several that varied greatly from the existing alignment and bypassed Pennsylvania Station entirely including one using the former I 170 right of way as well as several that reused one or more of the three existing tunnel sections 14 17 Selected alternative edit In November 2016 Alternative 3B Great Circle was chosen as the preferred alternative in the Final Environmental Impact Statement FEIS over Alternative 1 No Build and two other variations of the Great Circle Alternative Alternatives 3A and 3C 18 Highlights of Alternative 3B are A design that permits a maximum speed of over 100 mph 160 km h up from 30 mph 48 km h for the existing tunnel A total cost including engineering design and construction of 4 52 billion A total project length of 3 67 mi 5 91 km including a 2 mi 3 2 km tunnel with four single track tubes Three diesel exhaust ventilation facilities Approximately 2 30 in travel time savings for Amtrak trains and 1 50 for MARC trains compared to the existing tunnel Reconstruction of the West Baltimore MARC Station with high level platforms Displacement of 22 residences and six businesses The Federal Railroad Administration released its Record of Decision on the new tunnel the final step in the NEPA process in March 2017 19 Final plan edit In June 2021 Amtrak and Maryland announced that they would be moving forward with design and construction of the new tunnel albeit with several significant changes from the previously announced plan Alternative 3B 20 21 The number of single track tubes is reduced from four to two the third and fourth single track tubes could be constructed in the future if funding becomes available The design is revised to only accommodate electric trains requiring the MARC Penn Line to be converted from a mix of diesel and electric locomotives to all electric power The project is revised to remove the ability to accommodate double stack freight trains in the new tunnel and instead maintains the B amp P Tunnel for use by diesel powered freight trains The changes were made to reduce the project s cost by 1 billion and to address concerns about diesel exhaust fumes from communities near the ventilation facilities The changes did not trigger the need for a new Environmental Impact Statement 21 Frederick Douglass Tunnel edit The new tunnel which will be named for Frederick Douglass is scheduled to open in 2035 22 23 Amtrak started the process to procure construction services in June 2022 24 On January 30 2023 President Joe Biden visited the tunnel to kick off the project and promote the 1 trillion Infrastructure Investment and Jobs Act IIJA Biden who had taken a thousand trips through the tunnel on Amtrak between Wilmington and Washington during his time as Senator from Delaware remarked that you wonder how in the hell the B amp P Tunnel is still standing 25 26 Amtrak was awarded 4 7 billion in Infrastructure Investment and Jobs Act funds in November 2023 Amtrak and Maryland MTA will contribute an additional 1 2 billion 27 28 Amtrak awarded a construction contract in February 2024 and demolition of several buildings began later that month 29 30 31 See also editPennsylvania Station Baltimore Union Tunnel Baltimore Howard Street Tunnel another rail tunnel under Baltimore that s part of the former Baltimore Belt Line References edit a b c Brown Matthew Hay June 12 2008 House OKs funds for tunnel study Alternative sought to outmoded passage that runs under city The Baltimore Sun Existing B amp P Tunnel and Vicinity Map PDF B amp P Tunnel Project May 2014 Archived from the original PDF on November 29 2014 Retrieved November 19 2014 a b Alternative 2 Restore Rehabilitate Existing Tunnel PDF B amp P Tunnel Project October 2014 Archived from the original PDF on November 29 2014 Retrieved November 19 2014 Wilson William Bender 1895 History of the Pennsylvania Railroad Company With Plan of Organization Philadelphia Henry T Coates p 339 tunnel Robert T Netzlof June 12 2002 Corporate Genealogy Union Railroad Archived from the original on December 14 2007 Retrieved October 1 2007 a b c d e f g h i U S Federal Railroad Administration Washington DC Report To Congress Baltimore s Railroad Network Challenges and Alternatives November 2005 p 2 16 Porter David September 29 2015 A look at the worst bottlenecks on the Northeast Corridor The Hour Norwalk Connecticut Associated Press Retrieved October 14 2020 Purpose and Need Statement PDF B amp P Tunnel Project September 29 2014 Archived from the original PDF on November 29 2014 Retrieved November 19 2014 Rector Kevin May 22 2015 B amp P Tunnel replacement new focus of Baltimore s push for double stacked trains The Baltimore Sun Retrieved August 6 2017 Mikulski Cardin Laud Federal Investment in High Speed Rail for Maryland Press release U S Senator Barbara Mikulski January 28 2010 Archived from the original on March 3 2016 Rector Kevin November 22 2013 Aged tunnel where Amtrak train derailed may be replaced The Baltimore Sun Archived from the original on December 2 2013 Retrieved November 25 2013 Preliminary Alternatives Screening Report PDF B amp P Tunnel Project December 2014 Archived from the original PDF on March 4 2016 Retrieved October 13 2015 Next Steps PDF B amp P Tunnel Project October 2014 Archived from the original PDF on November 29 2014 Retrieved November 19 2014 a b Preliminary Alternatives Map PDF B amp P Tunnel Project October 2014 Archived from the original PDF on November 29 2014 Retrieved November 19 2014 Alternative 3 Great Circle Passenger Tunnel PDF B amp P Tunnel Project October 2014 Archived from the original PDF on November 29 2014 Retrieved November 19 2014 Alternative 11 Robert Street South PDF B amp P Tunnel Project October 2014 Archived from the original PDF on November 29 2014 Retrieved November 19 2014 Evaluation of Preliminary Alternatives PDF B amp P Tunnel Project October 2014 Archived from the original PDF on November 29 2014 Retrieved November 19 2014 Final Environmental Impact Statement B amp P Tunnel Project November 2016 Archived from the original on December 20 2016 Retrieved December 16 2016 Record of Decision ROD B amp P Tunnel Project Archived from the original on August 3 2017 Retrieved August 3 2017 Lazo Luz June 18 2021 A 148 year old tunnel is the biggest rail bottleneck between D C and New Jersey Here s the new plan to replace it The Washington Post Retrieved June 22 2021 a b B amp P Tunnel Replacement Program Frequently Asked Questions PDF Amtrak President Biden visits Baltimore to discuss upgrades to newly named Frederick Douglass Tunnel CBS News Retrieved January 31 2023 FREDERICK DOUGLASS TUNNEL PROGRAM FREQUENTLY ASKED QUESTIONS PDF 2023 Retrieved November 6 2023 Amtrak Launches Procurement for Upcoming Major Contract for the B amp P Tunnel Replacement Program Press release Amtrak June 21 2022 Megerian Chris January 30 2023 Amtrak Joe Biden hails plans for big East Coast tunnel fix Associated Press Retrieved February 1 2023 Wanek Libman Mischa January 31 2023 B amp P Tunnel Replacement Program gets state funding boost and visit from President Biden Mass Transit Magazine FY 2022 2023 Federal State Partnership for Intercity Passenger Rail Program for the Northeast Corridor FSP NEC Selections Project Summaries PDF Federal Railroad Administration November 6 2023 FACT SHEET President Biden Advances Vision for World Class Passenger Rail by Delivering Billions in New Funding Press release The White House November 6 2023 Amtrak selects builder for Frederick Douglass Tunnel Trains News Wire February 6 2024 Retrieved February 6 2024 Amtrak Awards Contract to Build New Frederick Douglass Tunnel in Baltimore Press release Amtrak February 6 2024 Rosa Luigi Hunter Danelle February 27 2024 Frederick Douglass Tunnel Program Update Initial Demolition Begins Press release Amtrak External links editU S Federal Railroad Administration Report To Congress Baltimore s Railroad Network Challenges and Alternatives November 2005 Executive Summary Part 1 Challenges Discussing the history and recent state of Baltimore rail infrastructure Part 2 Alternatives Discussing possible replacement tunnel alignments along Presstman Street see page 7 7 or US Route 40 among others see page 7 9 B amp P Tunnel Project 39 18 11 N 76 38 07 W 39 303 N 76 6352 W 39 303 76 6352 Retrieved from https en wikipedia org w index php title Baltimore and Potomac Tunnel amp oldid 1219832561 New Frederick Douglass Tunnel, wikipedia, wiki, book, books, library,

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