BALTIMORE – Clark Construction/Stacy and Witbeck Joint Venture has been selected by Amtrak as the construction contractor for the Southern Approach Package (package B) of the Frederick Douglass Tunnel Program, according to an Amtrak news release. This is one of three major contracts to be awarded in work on the tunnel project.
The Frederick Douglass Tunnel will replace the B&P Tunnel through Baltimore, which dates to the time of the Civil War [see “Amtrak, Maryland announce new approach for replacement of B&P Tunnel,” News Wire, June 21, 2021]. The B&P Tunnel, which is mainly used by Amtrak and MARC commuter trains, has become a bottleneck on the Northeast Corridor.
“This award represents the culmination of years of hard work to deliver significant long-term improvements right in the heart of a vital segment of the Northeast Corridor,” said Amtrak Executive Vice President, Capital Delivery Laura Mason. “Building the new Frederick Douglass Tunnel along with the other program improvements is a win-win for Baltimore that will create thousands of jobs and improve the experience for thousands of customers who rely on this critical connection every day.”
The total investment for the Frederick Douglass Tunnel is estimated at approximately $6 billion, which is supported in part by federal funding from the Infrastructure Investment and Jobs Act, along with contributions from Amtrak and the State of Maryland.
“This progress is more evidence of how rail investments create jobs and opportunity in local communities,” said FRA Administrator Amit Bose. “The Federal Railroad Administration is proud of our support of the new Frederick Douglass Tunnel, and this project is one of several we plan to move forward through the Bipartisan Infrastructure Law and as part of our agency’s commitment to modernizing and expanding passenger rail.”
The Southern Approach Package is being delivered using a “construction manager at-risk” delivery method. Under this approach the construction manager commits to deliver the project at a guaranteed maximum price based on documentation and specifications at the time of contracting.
The Southern Approach Package contract includes:
- Building a new ADA-accessible West Baltimore MARC Station
- Constructing the southern approach from south of the West Baltimore Station area and extending north to the new Frederick Douglass Tunnel south portal
- Replacing multiple railroad undergrade bridges including N. Warwick Avenue, W. Mulberry Street, and W. Franklin Street
- Replacing the Edmondson Avenue and W. Lafayette Avenue bridges
- Relocating and realigning various utilities
“This important milestone moves us one step closer to bringing the long-anticipated replacement of the B&P Tunnel into fruition,” said Maryland Transportation Secretary Paul J. Wiedefeld. “We look forward to continued collaboration with Amtrak as we deliver this vital connection and enhance overall mobility for commuters in Baltimore and beyond.”
“The Frederick Douglass Tunnel is a critical infrastructure project which will improve mobility and access for riders across the region,” said Maryland Transit Administrator Holly Arnold. “Improvements to the West Baltimore MARC station are key to the transforming MARC Train from commuter rail to regional rail.”
Additionally, separate contracts have been awarded to K.K. Adams and Delaware Cornerstone Builders, two local Small Business Enterprises that will complete supplemental preconstruction activities ahead of major construction.
Construction contracts for the other two major packages of the Frederick Douglass Tunnel are proceeding separately. Package A – the actual tunnel construction — is currently in the procurement phase with an award anticipated later this year. Package C – tunnel outfitting including track, systems, and ventilation — will be awarded sometime during 2025 and 2026.
Amtrak indicates the entire project will be completed in 2035.
It will go under several existing streams in Baltimore. Plus like all other jobs Baltimore will get all of the utilities that would pass over the tunnel completely rebuilt. That ends up jacking up the total price.
Or maybe….it’s because they’re tunneling under existing houses and other buildings. That was likely not the case in 1873.
If someone was going to be tunneling under YOUR house, you’d want them to use advanced technology and be very careful.
This has been bothering me. The article gives a time frame of 12 years to dig the tunnel. The original tunnels (there are three consecutive tunnels) took half that time right after the Civil War. The line opened in 1873.
Perhaps we should consider reverting to construction practices of the 1860’s (over 150 years ago) to save considerable time. We would need picks and shovels; the nearby Amish could supply horses and wagons, wranglers and teamsters.
Could it cut the construction time in half?
What are they doing to the old tunnel after 2015?
Retained for freight service.
Two reasons::
1. It’s Amtrak
2. It’s government money, therefor endless impact statements, armies of consultants.
Why will it take 10 years to “outfit” the tunnel?
If the funding flows like that of funding the major federal highways in PA, there is a commitment to the overall grant but the money is released annually with only so much at a time. Therefore, there is not ongoing construction happening around the clock which causes far longer time until completion. I have no idea if that applies to this project but if it does, look for significant cost overruns.