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Andrews to Murphy (A2M) Rail Reactivation Study PROJECT REPORT

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Andrews to Murphy (A2M) Rail Reactivation Study PROJECT REPORT Andrews to Murphy (A2M) Rail Reactivation Study PROJECT REPORT NCDOT Rail Division February 2015 Prepared by: I “Good ideas are common—what’s uncommon are people who’ll work hard enough to bring them about.” – Ashleigh Brilliant II NC DOT Rail Division Table of Contents Acknowledgements Executive Summary 01 History & Need 02 Study Objectives & Assumptions 03 Region Context & Site Description 04 Methodology & Data 05 Rail Line Infrastructure Needs 06 Evaluate Market Need & Investment Viability 07 Environmental/Cultural Assessment 08 Recommendations & Conclusions Appendix III Acknowledgements Thank you to all of the organizations and individuals who committed their time, energy and resources to this effort. This market feasibility study would not have been possible without the support of many throughout the process. IV NC DOT Rail Division NCDOT Rail Division PAUL WORLEY, CPM MARC HAMEL STEVE HEAD JAMES BRIDGES, CPM DAN FISHER The Town of Murphy MAYOR BILL HUGHES The Town of Andrews MAYOR NANCY CURTIS Cherokee County JOSH CARPENTER, ECONOMIC DEVELOPMENT DIRECTOR Appalachian Regional Commission (ARC) KRISTI CARTER Southwestern Commission RYAN SHERBY AdvantageWest TOM JOHNSON Chambers of Commerce CHEROKEE COUNTY—PHYLIS BLACKMON, EXECUTIVE DIRECTOR Blue Ridge Mountain EMC ERIK BRINKE, DIRECTOR OF ECONOMIC DEVELOPMENT V Executive Summary HISTORY Following the discontinuation Originally constructed in the 1880s, the Murphy Branch proved to be a popular passenger line, particularly around the turn of the of freight traffic on the line, 19th century. Four trains ran from Asheville to Murphy each day during this time period. While passenger rail between Asheville the State of North Carolina and Murphy became less attractive to travelers over the course of the early 20th century, freight traffic peaked in the 1940s around the construction of the Fontana Dam, which was supplied purchased the stretch of by regular freight shipments on this. Production of copper ore from mines in western North Carolina and Tennessee increased track between Dillsboro the supply of tonnage shipped. As the trucking industry grew and became more competitive and cost-effective, the freight rail and Murphy to forestall the volumes declined and service became unprofitable. Following the discontinuation of freight traffic on the line, the State of North Carolina purchased the stretch of track between Dillsboro and removal of the track. Murphy to forestall the removal of the track. The Andrews to Murphy rail line, once an integral and active PROJECT NEED freight and passenger rail corridor, was closed to freight traffic The 2008 recession hit western North Carolina particularly hard, in 1985, following years of declining use and profitability. negatively impacting key industries in the region. As industries Passenger service was discontinued almost 40 years prior to closed or relocated, supporting businesses, such as retail, that date, in 1948, as Americans increasingly moved towards commercial, and entertainment companies, also experienced the automobile as the primary form of transportation. With the reduced returns, though tourism remains a strong contributor rail line lying substantially inactive for decades, many regional to the local economy. Rail service to the region has the leaders feel the rail line is an untapped resource. “We must potential to further enhance the tourism industry, but rethink the way this vital asset can be reused or reinstituted”, also provides the opportunity to cost-effectively ship raw states Mayor Bill Hughes. As a response, NCDOT Rail materials and finished products to end markets in North Division commissioned this study with the purpose of assessing Carolina and beyond. The intent of this study is to evaluate the marketing potential, technical requirements, and the feasibility of reopening the rail line and includes technical return on investment of reactivating the existing rail line from studies of infrastructure needs, including the track, bridges, and Andrews to Murphy. supporting facilities; projections for costs and repairs; operational VI NC DOT Rail Division considerations; economic forecasts, engagement was facilitated through one- including a market assessment, economic The economic on-one stakeholder interviews, a public development potential, and funding symposium, and focus group discussions. sources; and an examination of the return analysis on investment (ROI). REGION CONTEXT & SITE indicates the DESCRIPTION KEY STAKEHOLDERS The rail line is still in relatively good A variety of stakeholders are invested in condition. The track itself consists of this project, including local and regional addition of lighter rail sections on timber crossties, governments, regional industries, tourism while the bridges along the track are businesses, the Great Smoky Mountains nearly 1900 mostly timber trestles with two steel Railroad, the Blue Ridge Southern Railroad bridges over the Valley River. All of the (BLU), Cherokee Nation, the Western jobs and bridges are in need of some repair, Carolina Regional Airport, the Appalachian while culverts and roadway crossings Regional Commission (ARC), and many $60 million are in need of an upgrade to support others. This project has a potential to have rail transportation at the current a profound impact on the region and will standard. require the support of these and many additional other important stakeholders. The rail line sits on an easement reserved wages, for railroad purposes. In some cases, RAIL EVALUATION PROCESS homes, businesses, and roadways may In order to evaluate the potential and providing a encroach on the area reserved for viability of tourism, passenger, and/or safe railroad operation (25’ horizontal freight rail on the Andrews to Murphy line, clearance). Access to the A2M section decision-makers and stakeholders examined substantial is via the BLU and GSMR railroads from not only objective measures, such as an Asheville. These rail lines traverse rugged economic development analysis, a market boost to the terrain which presents challenges to assessment, and detailed engineering site/ modern freight services. Tunnels and infrastructure repair and cost projections, economic structures limit freight capacity. but also more subjective input, such as These challenges can often be mitigated stakeholder interviews and comparative vitality of by carefully managing railroad operations case studies. The rail line analysis used the to avoid costly improvements. Depending NCDOT-adopted TREDIS (Transportation on service requirements, rehabilitation Economic Development Impact System) Cherokee and upgrades to tunnels and bridges may model to better understand the freight be necessary to accommodate modern full and ancillary development impacts. Public County. size (and weight) freight cars. VII METHODOLOGY/MINIMUM RAIL LINE the return on investment from the reactivation indicated that the INFRASTRUCTURE NEEDS service would provide a substantial boost to the economic vitality The Stantec team performed field reviews on three occasions, of Cherokee County. which included a preliminary observational review and two more detailed site inspections. This analysis provided site-specific ENVIRONMENTAL SCREENING recommendations for track, bridge, crossing and culvert repairs Environmental resources along the rail corridor, including streams, and improvements. In addition to these field reviews, Stantec wetlands, protected floodplains, and protected species, as well specialists evaluated the railroad operating capacity, conducted as details of the possible direct impacts to these resources, were stakeholder interviews, and performed economic modeling evaluated at a desk-top level. Additionally, this section provides using the TREDIS model. These analyses revealed a number information on the “human environment” elements surrounding of important considerations regarding both site and track the rail corridor, such as historic structures, farmlands, and schools. improvements as well as economic viability. A preliminary assessment was conducted to identify sensitive natural and human environment areas in close proximity to the Stantec has identified $10.3 million of repairs to the rail line. Field investigations including additional data-gathering and A2M rail line will be necessary to reconstitute freight, detailed analysis would be required in subsequent design phases. passenger, and/or tourism rail service. To enhance crossing safety and railroad operations, $3.9 million of upgrades may RECOMMENDATIONS AND CONCLUSIONS be considered. GSMR has estimated $4.4 million of repairs to The findings contained in this report indicate that their rail line to provide access to the A2M corridor (maximum reactivating the Andrews to Murphy rail line to provide 50% State contribution). Including project design and incidentals, freight and tourism rail service would provide an the total project cost is estimated to be $17.4 million. In economic boost to Cherokee County and should be addition, approximately $5 million of repairs and upgrades to considered along with other rail priorities in North local infrastructure in Andrews and Murphy is recommended to Carolina. In fact, the results of this detailed economic accommodate tourists using the rail service – anticipated to be analysis indicate a boost to the regional economy of addressed by others. approximately $60 million and the addition of nearly 1900 jobs over the next 15 years. This will provide a MARKET POTENTIAL AND wage related Benefit-Cost Ratio
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