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RAILROAD COMMUNICATIONS Amtrak
RAILROAD COMMUNICATIONS Amtrak Amtrak Police Department (APD) Frequency Plan Freq Input Chan Use Tone 161.295 R (160.365) A Amtrak Police Dispatch 71.9 161.295 R (160.365) B Amtrak Police Dispatch 100.0 161.295 R (160.365) C Amtrak Police Dispatch 114.8 161.295 R (160.365) D Amtrak Police Dispatch 131.8 161.295 R (160.365) E Amtrak Police Dispatch 156.7 161.295 R (160.365) F Amtrak Police Dispatch 94.8 161.295 R (160.365) G Amtrak Police Dispatch 192.8 161.295 R (160.365) H Amtrak Police Dispatch 107.2 161.205 (simplex) Amtrak Police Car-to-Car Primary 146.2 160.815 (simplex) Amtrak Police Car-to-Car Secondary 146.2 160.830 R (160.215) Amtrak Police CID 123.0 173.375 Amtrak Police On-Train Use 203.5 Amtrak Police Area Repeater Locations Chan Location A Wilmington, DE B Morrisville, PA C Philadelphia, PA D Gap, PA E Paoli, PA H Race Amtrak Police 10-Codes 10-0 Emergency Broadcast 10-21 Call By Telephone 10-1 Receiving Poorly 10-22 Disregard 10-2 Receiving Well 10-24 Alarm 10-3 Priority Service 10-26 Prepare to Copy 10-4 Affirmative 10-33 Does Not Conform to Regulation 10-5 Repeat Message 10-36 Time Check 10-6 Busy 10-41 Begin Tour of Duty 10-7 Out Of Service 10-45 Accident 10-8 Back In Service 10-47 Train Protection 10-10 Vehicle/Person Check 10-48 Vandalism 10-11 Request Additional APD Units 10-49 Passenger/Patron Assist 10-12 Request Supervisor 10-50 Disorderly 10-13 Request Local Jurisdiction Police 10-77 Estimated Time of Arrival 10-14 Request Ambulance or Rescue Squad 10-82 Hostage 10-15 Request Fire Department 10-88 Bomb Threat 10-16 -
Freight Rail B
FREIGHT RAIL B Pennsylvania has 57 freight railroads covering 5127 miles across the state, ranking it 4th largest rail network by mileage in the U.S. By 2035, 246 million tons of freight is expected to pass through the Commonwealth of Pennsylvania, an increase of 22 percent over 2007 levels. Pennsylvania’s railroad freight demand continues to exceed current infrastructure. Railroad traffic is steadily returning to near- World War II levels, before highways were built to facilitate widespread movement of goods by truck. Rail projects that could be undertaken to address the Commonwealth’s infrastructure needs total more than $280 million. Annual state-of-good-repair track and bridge expenditures for all railroad classes within the Commonwealth are projected to be approximately $560 million. Class I railroads which are the largest railroad companies are poised to cover their own financial needs, while smaller railroads are not affluent enough and some need assistance to continue service to rural areas of the state. BACKGROUND A number of benefits result from using rail freight to move goods throughout the U.S. particularly on longer routes: congestion mitigation, air quality improvement, enhancement of transportation safety, reduction of truck traffic on highways, and economic development. Railroads also remain the safest and most cost efficient mode for transporting hazardous materials, coal, industrial raw materials, and large quantities of goods. Since the mid-1800s, rail transportation has been the centerpiece of industrial production and energy movement. Specifically, in light of the events of September 11, 2001 and from a national security point of view, railroads are one of the best ways to produce a more secure system for transportation of dangerous or hazardous products. -
Harrisburg Division
HARRISBURG DIVISION NORTHERN REGION TIMETABLE NUMBER 1 EFFECTIVE SEPTEMBER 19, 2015 COMMITTED TO SAFETY DOUBLE ZEROS ZERO INJURIES ZERO INCIDENTS HARRISBURG DIVISION TIMETABLE TABLE OF CONTENTS I. Timetable General Information..................................................5 a. Train Dispatcher Contact Information…………………….4 b. Station Page........................................................................5 c. Explanation of Characters.................................................5 d. Diesel Unit Groups.............................................................6 e. Main Track Control.............................................................6 f. Division Special Instructions.............................................6 II. Harrisburg Division Station Pages.....................................7-263 III. Harrisburg Division Special Instructions......................265-269 NORFOLK SOUTHERN DIVISION HEADQUARTERS Train Dispatching Office 4600 Deer Path Road Harrisburg, PA 17110 Assistant Superintendent – Microwave 541-2146 Bell 717-541-2146 Dispatch Chief Dispatcher Microwave 541-2158 Bell 717-541-2158 Harrisburg East Dispatcher Microwave 541-2136 Bell 717-541-2136 Harrisburg Terminal Dispatcher Microwave 541-2138 Bell 717-541-2138 Lehigh Line Dispatcher Microwave 541-2139 Bell 717-541-2139 Southern Tier Dispatcher Microwave 541-2144 Bell 717-541-2144 Mainline Dispatcher Microwave 541-2142 Bell 717-541-2142 D&H Dispatcher Microwave 541-2143 Bell 717-541-2143 EMERGENCY 911 HARRISBURG DIVISION TIMETABLE GENERAL INFORMATION A. -
HATS Regional Freight Plan Update Followed the Following Primary Tasks
Harrisburg Area TransportaƟ on Study REGIONAL FREIGHT PLAN Thursday, June 29, 2017 September 2017 This page intentionally left blank Harrisburg Area Transportation Study Regional Freight Plan Prepared for: Harrisburg Area Transportation Study 112 Market Street, 2nd Floor Harrisburg, PA 17101 (717) 234‐2639 www.tcrpc‐pa.org/hats/ By: Michael Baker International, Inc. 4431 N. Front Street Harrisburg, PA 17110 (717) 213‐2900 September 22, 2017 The preparation of this publication was financed in part through the United States Department of Transportation’s Federal Highway Administration and the Pennsylvania Department of Transportation. 4 Harrisburg Area Transportation Study Regional Freight Plan Message from the MPO Chairman Dear reader – Whether you are a municipal official, major shipper/receiver, or freight carrier, we all share a common objective: to keep our regional freight infrastructure operating at peak condition. We all recognize that having good freight infrastructure is a vital part of maintaining our economy. The Greater Harrisburg area has historically served as a freight hub – that distinction has only grown, even as our economic base has transitioned from one of manufacturing to one of transportation and logistics. The Harrisburg Area Transportation Study continues to work with PennDOT and its many partners in investing in our freight transportation system. This includes notable, high‐profile projects such as the widening of Interstate 81 between PA 581 and PA 114, and improvements to Interstate 83 in Dauphin County. More are on the way. The formal update of the regional freight plan over the past year has provided us with an opportunity to take a closer look at the freight concerns our region faces. -
RAIL (FREIGHT) B 2006 Report Card for Pennsylvania’S Infrastructure
RAIL (FREIGHT) B 2006 Report Card for Pennsylvania’s Infrastructure In 1998, 919 million tons of freight passed through the Commonwealth. In 2020, that value is expected to be 1,397 million tons. Railroad freight demand is growing at a much faster rate than the general population, and railroad traffic is steadily approaching World War II levels. Projects that could be undertaken to address the Commonwealth’s infrastructure needs total some $280 million. Annual state of good repair track and bridge expenditures for all railroad classes within the state are projected to be approximately $560 million. Class I and larger railroads are more poised to cover their own financial needs. Smaller railroads are not as fortunate and need the most assistance to remain competitive. BACKGROUND A number of benefits result from supporting rail freight: congestion mitigation, air quality improvement, improving transportation safety, curtailing truck traffic growth on highways, job growth and economic development. Railroads also remain the safest and most viable mode for transporting hazardous materials, coal, industrial raw materials and large quantities of goods. Since the mid-1800’s, rail transportation has been the centerpiece of industrial production and energy generation. Specifically, in light of September 11th and from a national security point of view, railroads are one of most secure options for transporting dangerous or hazardous products. In fact, the majority of spent nuclear fuel rods will likely be sent via rail to the newly established federal depository. Surely, many of these shipments will pass through the Keystone State. By further improving the rail infrastructure, railroad operation can become even safer and more difficult to disrupt by any terrorist group. -
South Central Pennsylvania Regional Goods Movement Study
South Central Pennsylvania Regional Goods Movement Study final report prepared for Harrisburg Area Transportation Study South Central Pennsylvania Regional Goods Movement Steering Committee prepared by Cambridge Systematics, Inc. with Global Insight PB Farradyne A. Strauss-Wieder, Inc. November 2006 www.camsys.com final report South Central Pennsylvania Regional Goods Movement Study prepared for Harrisburg Area Transportation Study South Central Pennsylvania Regional Goods Movement Steering Committee prepared by Cambridge Systematics, Inc. 4800 Hampden Lane, Suite 800 Chevy Chase, Maryland 20814 with Global Insight PB Farradyne A. Strauss-Wieder, Inc. date November 2006 South Central Pennsylvania Regional Goods Movement Study: Steering Committee Membership Mr. Eulois Cleckley – FHWA-HQ Mr. Richard Schmoyer – Adams County Mr. Matthew Smoker – FHWA – PA Mr. Kirk Stoner – CCPC Mr. Carmine Fiscina FHWA-Philadelphia Mr. Phil Tarquino – FCPC Mr. John Bork – FHWA Mr. Christopher Neumann – LCPC Mr. Dennis McGee FMCSA-PA Mr. Glenn Taggart – LCPC – PROJECT FACILITATOR Mr. Patrick Quigley FMCSA-PA Mr. David Royer – LCPC Mr. Paul Lang FHWA-DE Division Mr. Jonathan Fitzkee – Lebanon County Ms. Tameka Macon FHWA – NJ Ms. Felicia Dell – YCPC Mr. Robert Hannigan – PennDOT Central Mr. Donald Bubb – YCPC Mr. Brian Wall – PennDOT Central Mr. Jeph Rebert – YCPC Mr. Dan Walston – PennDOT Central Mr. Rick Crawford – Norfolk Southern Corporation Mr. Walt Panko – PennDOT Central Mr. William Shafer – Norfolk Southern Corporation Mr. Jeff Reed – PennDOT Central Mr. James Runk – PAMTA Mr. Terry Adams – PennDOT 8-0 Mr. Donald Siekerman – PAMTA Mr. Greg Vaughn – PennDOT 8-0 Mr. Craig Zumbrun – South Central Assembly Mr. Dennis Sloand – PennDOT 8-0 Ms. Megan Ardary – South Central Assembly Deputy Secretary Sharon Daboin – PennDOT BRFP &W Mr. -
Pennsylvania Comprehensive Freight Movement Plan
Draft Final PENNSYLVANIA COMPREHENSIVE FREIGHT MOVEMENT PLAN Prepared for: Pennsylvania Department of Transportation Prepared by: June 3, 2015 PA On Track Freight Planning: A Multi-state and Multi-modal Approach Supply chains and freight flows vary by commodity, industry, supply and demand, and origins and destinations and are rarely limited to a single jurisdiction. Transportation freight plans are best approached by a multi-faceted perspective of trade lanes, key commodities, or key industries in the U.S. and neighboring trade partners, such as Latin America and Canada, rather than simply from a state’s geography. PennDOT, for example, is a critical component of the freight movement system in the I- 95 Corridor – a region of 16 States (from Maine to Florida) generating 41% of the Nation’s Gross Domestic Product and representing 40% of the Nation’s population. Within this essential region are: • 41 Ports, and Coastal Shipping Lanes in the Atlantic, and the Intercostal and Inland Waterways • 106+ Airports • 907,000 miles of Highway • 30,495 miles of Freight Railroad Track, with 1,111 heavy-rail directional route miles (70% of the national total) As international markets continue to emerge for imports and exports, and with expansions of the Panama and Suez Canals, the port-airport-rail-highway system in the I- 95 Corridor will remain one of the most critical components of the United States’ freight network. Comprehensive freight planning must address the systems within individual political jurisdictions or state boundaries while recognizing the multi-state economic corridor that comprises the trip of a particular mode. Assistance for addressing the growing needs of the industry will come from the USDOT national freight strategic plan guidance, with its national freight framework built upon multistate corridors. -
I-95 Corridor Coalition
I-95 Corridor Coalition Southeast Rail Operations Study, Phase II Tasks 1 and 2: Strategic Corridor Identification and Mapping FINAL REPORT June 2011 Tasks 1 and 2: Strategic Corridor Identification and Mapping Southeast Rail Operations Study, Phase II Tasks 1 and 2: Strategic Corridor Identification and Mapping Prepared for: I-95 Corridor Coalition Sponsored by: I-95 Corridor Coalition Prepared by: Cambridge Systematics FINAL REPORT June 2011 This report was produced by the I-95 Corridor Coalition. The I-95 Corridor Coalition is a partnership of state departments of transportation, regional and local transportation agencies, toll authorities, and related organizations, including law enforcement, port, transit, and rail organizations, from Maine to Florida, with affiliate members in Canada. Additional information on the Coalition, including other project reports, can be found on the Coalition’s web site at http://www.i95coalition.org. Tasks 1 and 2: Strategic Corridor Identification and Mapping Table of Contents Executive Summary ............................................................................................. ES-1 Passenger Rail Initiatives ........................................................................... ES-1 Freight Rail Initiatives ................................................................................ ES-5 Next Steps ..................................................................................................... ES-9 1.0 Objective ..................................................................................................... -
Transportation Planning for the Philadelphia–Harrisburg “Keystone” Railroad Corridor
VOLUME I Executive Summary and Main Report Technical Monograph: Transportation Planning for the Philadelphia–Harrisburg “Keystone” Railroad Corridor Federal Railroad Administration United States Department of Transportation March 2004 Disclaimer: This document is disseminated under the sponsorship of the Department of Transportation solely in the interest of information exchange. The United States Government assumes no liability for the contents or use thereof, nor does it express any opinion whatsoever on the merit or desirability of the project(s) described herein. The United States Government does not endorse products or manufacturers. Any trade or manufacturers' names appear herein solely because they are considered essential to the object of this report. Note: In an effort to better inform the public, this document contains references to a number of Internet web sites. Web site locations change rapidly and, while every effort has been made to verify the accuracy of these references, they may prove to be invalid in the future. Should an FRA document prove difficult to find, readers should access the FRA web site (www.fra.dot.gov) and search by the document’s title or subject. 1. Report No. 2. Government Accession No. 3. Recipient's Catalog No. FRA/RDV-04/05.I 4. Title and Subtitle 5. Report Date Technical Monograph: Transportation Planning for the March 2004 Philadelphia–Harrisburg “Keystone” Railroad 6. Performing Organization Code Corridor⎯Volume I: Executive Summary and Main Report 7. Authors: 8. Performing Organization Report No. For the engineering contractor: Michael C. Holowaty, Project Manager For the sponsoring agency: Richard U. Cogswell and Neil E. Moyer 9. -
Freight Rail Projects
Pennnsylvania Intercity Passenger and Freight Rail Plan Appendix 9 Freight Rail Projects SEPTEMBER 2010 Appendix 9 Freight Rail Projects In an effort to identify the capital needs of the freight industry in Pennsylvania, PennDOT conducted an extensive outreach initiative, in coordination with the Keystone State Railroad Association, to secure input from all 65 operating railroads within the Pennsylvania freight rail network. This outreach effort included solicitation for planned capital projects at rail-related conferences and e-mail correspondence, as well as follow-up telephone calls during July and August 2010. The project submissions provided in the following table characterize the full extent of known planned capital investments for railroad infrastructure across Pennsylvania as of August 2010. The table is organized alphabetically by railroad and lists projects by implementation timeframe (near-term: 1-3 years, mid-term: 3-5, and long-term: more than 5 years). Brief project descriptions, location, and estimated costs are also included. Project categories were contributed by the Keystone State Railroad Association. PennDOT will also evaluate all submitted projects against the goals and objectives outlined in the Pennsylvania Intercity Passenger and Freight Rail Plan to assist the Department in making future funding decisions. PennDOT’s grant application process will be used to maintain a current list of projects. Appendix 9 – Rail Freight Projects Pennsylvania Intercity Passenger and Freight Rail Plan Connections to the Future 2035 -
Implementation of Positive Train Control Systems
Report o f the Railroad Safety Advisory Comm ittee to th e Federal Railroad Adm inistrator Implementation of Positive Train Control Systems September 8,1999 "s jnals, Control and nications Table of Contents Executive Summary............................................................. v I. Introduction...................................................... 1 II. The Role of Current and Forecasted Railroad Traffic to National Transportation...................5 HI. Methods of Operations and PTC ........................................................... .............. 13 A. Introduction....................................... 13 1. Operations by Signal Indications ............................................................... .............13 2. Operations by Mandatory Directives ........................................................................13 3. Operations by Manual Block Rules.......... ........... ........... .......................................14 4. Other Methods of Operation................................................. ....................................14 5. Requirements for Signal and Train Control Systems................................................ 15 B. Current PTC System Concepts...................... ........................................................... 15 1. PTC Level 1 ............................................................................................................16 2. PTC Level 2 ..................................................................... .......................................16 -
Crescent Corridor Crescent Corridor
CRESCENT CORRIDOR CRESCENT CORRIDOR Norfolk Southern locomotives can haul 280 TRUCKLOADS in a single train and have the energy to move a ton of freight 436 MILES on just one gallon of fuel. With that kind of horsepower, we offer solutions for the most urgent transportation, energy, and environmental problems facing the country today – solutions that sup- port jobs, tax bases, and economic development. CRESCENT CORRIDOR 81 North Jersey 81 Allentown New York 78 78 Bethlehem Harrisburg Reading Pittsburgh 76 Columbus Trenton Lancaster Philadelphia Hagerstown 83 95 Wilmington Indianapolis 70 Front 270 Baltimore Cincinnati Royal 66 81 Washington Alexandria Manassas East St. Louis Louisville Charleston 95 64 64 77 Richmond Roanoke Lynchburg Petersburg 81 Norfolk 85 81 77 Nashville 95 40 Winston-Salem Greensboro 40 Durham 40 85 55 Knoxville 40 40 24 75 Raleigh Asheville Memphis Chattanooga Charlotte Greenville Corinth 77 Huntsville 26 75 95 65 85 59 Florence Columbia Atlanta 20 Birmingham 20 55 Tuscaloosa Augusta 59 26 20 95 Meridian Speedway Macon Meridian to Dallas Meridian Charleston 85 16 20 Columbus Jackson Montgomery Savannah 75 65 Norfolk Southern 59 Mobile Crescent Corridor 12 10 10 and Parallel Interstate Highways New Tallahassee Jacksonville Orleans > WHAT IS NORFOLK SOUTHERN H ORSEPO W ER? In the world of transportation, it means solutions and opportunities. Partnerships between Norfolk Southern and government agencies offer solutions to meet the rising demand for the transportation services that keep the American economy competitive, while creating opportunities to reduce highway congestion and environmental degradation. The outlook is clear. U.S. freight volumes are projected to grow 88 percent by 2035 alone.