Wikipedia

Virginia Avenue Tunnel

The Virginia Avenue Tunnel is a pair of railroad tunnels in Washington, D.C. owned by CSX Transportation. It is part of the CSX RF&P Subdivision and serves freight trains along the eastern seaboard routes, providing a bypass around Union Station.

Virginia Avenue Tunnel
1992 photograph of the northwest entrance to the tunnel taken from New Jersey Avenue SE
Overview
LocationWashington, D.C.
SystemCSX Transportation
Operation
Opened1872
Rebuilt2015–2018
OwnerCSX Transportation
OperatorCSX Transportation
TrafficTrain
CharacterFreight
Technical
Length3,788 feet (1,155 m)
No. of tracks2
Track gauge1,435 mm (4 ft 8+1⁄2 in) standard gauge
Operating speed25 mph (40 km/h)
Tunnel clearance18.25 feet (5.56 m) max. for original tunnel; 21.25 feet (6.48 m) for rebuilt tunnels[1]: 2–4 [2]: 44 
Width28 feet (8.5 m)

The pair of single tracked tunnels is located under Virginia Avenue SE, from 12th Street SE to 2nd Street SE. The eastern portal connects to the Anacostia Railroad Bridge and the CSX Capital Subdivision. At the western end the RF&P Sub runs to the Long Bridge into Virginia.[3]

CSX built the tunnels to replace a single tunnel constructed in 1870–1872 by the Baltimore and Potomac Railroad (B&P). That tunnel had deteriorated over the prior 140 years and CSX needed to increase the capacity to allow double-stacked containers to pass through and to allow for traffic in both directions in preparation for expected increases in rail traffic due to the widening of the Panama Canal. Construction began in 2015 and the project completed in 2018.[4] The new tunnels were extended to 12th St SE, where the old one had ended at 11th St. SE.

History

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The tunnel was constructed in 1870–1872, and finished on January 13, 1872,[5] by the B&P and later controlled by the Pennsylvania Railroad (PRR). It originally served the B&P station on the present-day site of the National Gallery of Art, on the National Mall at 6th & B Street NW (today's Constitution Avenue) and was part of a branch line between Bowie and Alexandria that gave the PRR access to DC and the south. The tunnel was built using the cut and cover method. It was constructed of ashlar stone for the sidewalls, and brick and stone for the arches. In 1904 the tunnel was extended to its present length due to a track relocation.[3]

Initially the tunnel served both freight and passenger service until Union Station's opening in 1908, and since that time it has been freight-only.[6] The tunnel's second track was removed in 1936 to accommodate electrification and increasingly large railroad equipment.[7]

Tunnel modifications

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In 2008, CSX proposed to modify or replace the tunnel to provide room for a second track and sufficient height to allow use of double-stack freight cars and autoracks. The railroad also planned to address the tunnel's deteriorated structure, in particular its cracked masonry and failing drainage system.[8]

CSX initially sought government funding in a public-private partnership as part of its National Gateway initiative,[9][10] but in 2011, it announced that it would fund the tunnel project itself.[11]

In 2012, CSX and government agencies considered four design alternatives for a new tunnel, conducting public outreach meetings, and preparing an environmental impact assessment for each of the alternatives. A final decision on the selected alternative was expected in spring 2013, but did not come until 2014.[12]

Environmental impact statements and objections to the proposal

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CSX released its Draft Environmental Impact Statement (DEIS) for the Virginia Avenue Tunnel project in July 2013.[13] During the comment period, many local residents and organizations, including Casey Trees, the Capitol Hill Restoration Society (CHRS),[14] the Sierra Club, and the Committee of 100 on the Federal City, expressed concerns. CHRS highlighted potential negative impacts on historic structures, economic effects on Barracks Row, and concerns about the project's impact on the L'Enfant Plan.[15] Supporters of the tunnel argued that the project was a case of NIMBYism, while critics dismiss these claims.

Throughout the process, critics pointed to several concerns. An Environmental Protection Agency review noted several deficiencies in the DEIS, including issues related to environmental justice, health, and community impacts."[16] Though CSX stated that it planned to use a cut-and-cover method to maintain rail and road traffic during construction, neighbors were concerned because it would necessitate partial closures of Virginia Avenue for three years. Citing the 2013 Lac-Mégantic derailment, critics expressed concern about crude oil shipments through the city, but CSX assured that the tunnel improvements would not lead to more crude oil shipments.[17][18] Opponents of the new tunnels also accused CSX, DDOT, and FHWA of rushing the project without properly addressing local concerns or exploring alternative options. Congressional Delegate Eleanor Holmes Norton requested an expedited release of the FEIS in April 2014 to resolve the ongoing issue.[19][20]

The FHWA released the 2,639-page FEIS on June 13, 2014,[13] which favored renovating and replacing the existing tunnel rather than rerouting trains through new lines in Southern Maryland.[21] The FEIS offered some financial compensation to affected residents, though many felt it did not adequately address their concerns..[22][23]

Appendix A of the FEIS revealed that DDOT issued an occupancy permit in 2012, granting CSX a right-of-way, before the review was complete.[24][25]

Delegate Norton requested an extension for the review period to allow residents more time to assess the impact of the project, but one was not granted.[26][27]

FHWA approval

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The FHWA issued a Record of Decision, approving the tunnel project on November 4, 2014.[13] Lawsuits attempting to stop the project were denied in court decisions, and construction on the project began in 2015.[28]

Project completion

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The first phase of the project was completed on December 23, 2016, when the first double-stack train passed through the newly constructed parallel tunnel.[29] Work then began on removing the old tunnel and replacing it with a new, taller one. The full project was completed in fall 2018.[4]

See also

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References

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  1. ^ "Final Environmental Impact Statement - Chapter 2" (PDF). Virginia Avenue Tunnel. CSX Transportation. Retrieved 9 January 2017.
  2. ^ Schmidt, Brian (February 2017). "National Gateway Realized". Trains. 77 (2): 38–45.
  3. ^ a b U.S. Federal Railroad Administration, Washington, DC and Maryland Department of Transportation, Baltimore, MD (2011). "Baltimore's Railroad Network: Analysis and Recommendations." January 2011. pp. 11-1, 11-2.
  4. ^ a b "Virginia Avenue Tunnel: Project Overview". Projects and Partnerships. CSX. Retrieved 2021-09-28.
  5. ^ "Letter from Washington". The Baltimore Sun. 13 January 1872.
  6. ^ National Railway Historical Society, Washington, D.C. Chapter. "Washington Railroad History Timeline" at #14.
  7. ^ "About the Tunnel."
  8. ^ "FAQs". Virginia Avenue Tunnel. CSX Transportation. Retrieved 2015-07-26.
  9. ^ CSX Corporation, Jacksonville, FL (2008). "CSX Announces National Gateway to Improve Flow of Freight." 2008-05-01.
  10. ^ Metropolitan Washington Council of Governments, Washington, DC (2009). "CSX National Gateway Projects in the Washington Region." Accessed 2009-12-05.
  11. ^ CSX (2011-05-18). "CSX Commits Additional $160 Million to National Gateway." Press release.
  12. ^ "Virginia Avenue Tunnel Project: Environmental Impact Statement & Section 106 Coordination; Public Meeting" (PDF). Virginia Avenue Tunnel. CSX Transportation. 2012-09-27. Presentation materials.
  13. ^ a b c "NEPA Process Archive". Virginia Avenue Tunnel. CSX Transportation. Retrieved 2015-12-25.
  14. ^ "Capitol Hill Restoration Society  » CSX Tunnel". Capitol Hill Restoration Society. Retrieved 13 September 2014.
  15. ^ "Capitol Hill Restoration Society" (PDF). Chrs.org. Retrieved 7 October 2014.
  16. ^ Rudnick, Barbara (2013-09-24). "Re: Draft Environmental Impact Statement and Section 4(f) Evaluation, Virginia Avenue Tunnel Reconstruction, Washington, D.C., July 2013, CEQ# 20130207" (PDF). Philadelphia, PA: U.S. Environmental Protection Agency. Memorandum to DDOT and FHWA.
  17. ^ Wolfe, Kathryn A.; King, Bob (2014-06-18). "Oil boom downside: Exploding trains". Politico.
  18. ^ "Navy Yard Residents to Council: We Really, Really Do Not Want the CSX Tunnel - City Desk". Washington City Paper. Retrieved 13 September 2014.
  19. ^ Lazo, Luz (2014-04-02). "Norton urges decision on CSX tunnel project in SE". Washington Post.
  20. ^ Lazo, Luz (2014-06-06). "A key step for Virginia Avenue Tunnel project expected soon". Washington Post.
  21. ^ "Study: hazardous rail cargo near Capitol should continue". WUSA9.com. 2014-06-13. Retrieved 7 October 2014.
  22. ^ "Company Offers Cash To Ease D.C. Residents' Fear Of Possible Oil Trains Through Neighborhood - ThinkProgress". Thinkprogress.org. Retrieved 7 October 2014.
  23. ^ "Disastrous record shows tank car hazard". MSNBC. Retrieved 7 October 2014.
  24. ^ Lazo, Luz (2014-06-19). "DDOT's early commitment to CSX tunnel project in Southeast D.C. irks residents". Washington Post.
  25. ^ "DC Pre-Approves CSX Tunnel Plans Before Federal Environmental Study". DC Safe Rail. Retrieved 7 October 2014.
  26. ^ "Norton Asks DOT Secretary for Review Period Extension on Virginia Avenue Tunnel EIS". Congresswoman Eleanor Holmes Norton. 2014-06-24. Press release.
  27. ^ Lazo, Luz (2014-06-25). "D.C. residents need more time to review CSX tunnel project, Norton says". Washington Post.
  28. ^ Lazo, Luz (2015-05-28). "Opponents of Virginia Avenue Tunnel project lose again". The Washington Post.
  29. ^ "First New Virginia Avenue Tunnel Complete". Virginia Avenue Tunnel. CSX Transportation. 2016-12-23. Retrieved 2017-01-08.
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38°52′39″N 76°59′28″W / 38.877399°N 76.9911°W / 38.877399; -76.9911

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