Chapter 3 Overview of the Virginia Rail System

he year 2007 marked the 400th anniversary of railroads. Years of deferred maintenance and the operated by two Class I railroads – the Norfolk Virginia and freight and passenger movement trend toward the use of newer and heavier Southern Corporation (2,020 miles) and CSX (850 Tremains a critical part of the Commonwealth’s 286,000 pound railcars have created a need to miles). Major rail lines run north-south and east- economy today. Factors that impact the state’s rail invest in shortline infrastructure. west and converge at key nodes: Norfolk, Richmond, system are: Lynchburg, Roanoke and Alexandria. Figure 3-1 is :: Fourteen different railroads coordinate passenger :: Both Amtrak and VRE use Norfolk Southern and the State Rail Map with the various freight and and freight service over 3,200 miles of private CSX owned tracks. Given the increases in freight passenger lines noted. track, most of which is operated by the state’s demand and the desire to expand passenger rail, two Class I railroads – Norfolk Southern and CSX. Amtrak, VRE and the railroads will need to Twelve freight railroads (shown in Figure 3-2) and collaborate to share costs and benefits of two passenger railroads operate the Commonwealth’s :: Much of the rail system is single track, creating improvements. rail system. Two are Class I national railroads natural bottlenecks in high traffic areas. (defined as line-haul freight railroads exceeding :: VRE is already at capacity and ridership is $319.3 million in annual operating revenue). The :: The largest commodity (by tonnage) carried by expected to double in the next 20 years. remaining 10 freight railroads are Class III (shortline) rail is coal (59 percent). The increased global railroads (defined as line-haul carriers with annual appetite for coal that is shipped fron Virginia These factors have been considered in the revenues less than $25 million). Two of these are ports is placing greater demand on Virginia’s development of the Statewide Rail Plan. They are primarily switching railroads serving marine east-west rail corridors. described in more detail in this chapter. terminals and industrial facilities. There are no Class II Railroads in Virginia. Two passenger systems – :: Shortlines often provide the critical first or last link Virginia’s rail system dates from the 1800’s and has Amtrak and VRE – utilize this private track freight in the business-to-business delivery of goods or been evolving continuously since then. Today, it railroad system. materials by providing the intensive switching consists of more than 3,200 miles of private track operations that are not profitable for the Class I (excluding trackage rights), most of which are

Virginia Statewide Rail Plan - DRAFT Overview of the Virginia Rail System 21 Figure 3-1 EXISTING STATE RAIL MAP (2007)

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E Inland Port L AMTRAK Routes A Dulles International A Airport Washington, DC W CSX Routes Front Royal A A A Alexandria A R A E Norfolk Southern Routes A Short Line Routes A

A A I Highways N I G A R I A V Charlottesville T A A W A Richmond A Y C K A N T U Appalachian Roanoke A K E A Coalfields Port of Virginia Newport News A

B B Virginia Beach Norfolk

Bristol A Danville E S E N O R T H CAROLINA E S T E N N

22 Overview of the Virginia Rail System Virginia Department of Rail and Public Transportation Much of the rail system is single track. Single track shown in Figure 3-4, pass-through traffic is Figure 3-2 railroads are natural bottlenecks, operating like a primarily utilizing the north-south network. VIRGINIA’S CURRENT RAIL SYSTEM PRIVATELY- one-lane highway that must accommodate two-way North-south rail movements should increase OWNED BY FREIGHT RAILROADS traffic. Just as cars would need to stop and take significantly as major rail chokepoints on the I-95 turns proceeding on a stretch of single-lane road, (CSX National Gateway) and I-81 (Norfolk trains must stop to allow other trains to pass. This Southern Crescent Corridor) are removed and type of operation requires careful dispatching system improvements are completed in Virginia procedures for safety reasons and can cause and adjacent states. significant capacity constraints and on-time performance delays. According to the most recent data from the Association of American Railroads (2005), there Virginia Rail Tonnage* were a total of 2,426,523 carloads of freight carried The Virginia Statewide Multimodal Freight Study, in Virginia with a total tonnage of 178,423,334 Phase I, utilized a national freight database known tons. The largest commodity carried by tonnage was as TRANSEARCH, which included a set of rail coal (59 percent). According to the most recent data network flow maps, based on model assignments available from the USDOT (2004), Virginia’s and freight data from 2004. Review of multimodal transportation system handled around TRANSEARCH rail flow reveals that: 915 million tons of freight worth more than $2.1 trillion. This includes freight carried by trucking, rail, :: For existing Virginia-based tonnage (moving air, domestic water and international water. It also inbound, outbound or within the includes freight moving inbound to, outbound from, :: Unit Trains (long trains of 7,500 to 10,000 feet Commonwealth), the highest volume flows are within and through the Commonwealth. On the consisting of a single commodity, often coal). east-west and focused on the Ports of Hampton basis of tonnage, trucking handled approximately 74 Coal trains most often move east-west, between Roads. Coal represents a large share of current rail percent, followed by rail at 20 percent (183 million the coalfields of Appalachia and Hampton Roads tonnage in this corridor, as well as intermodal tons), water at 14 percent and air at less than one or between the coalfields and Tennessee/North movements on the Heartland Corridor. The north- percent. On the basis of value, trucking handled Carolina. About half of the coal moving over south movement of Virginia rail traffic is a lesser approximately 94 percent, rail handled Virginia’s rail system is through traffic, traveling to share of rail business. (Figure 3-3). approximately four percent and air and water a non-Virginia destination. handled approximately two percent. :: Rail tonnage that has both an origin and a :: General Merchandise Trains (carload trains of destination outside of Virginia and passes Rail Types and Services varying lengths, consisting of different car types, through Virginia mirrors that of trucking. As Virginia’s rail freight traffic is generally one of three such as tank cars, hopper cars, flatcars or types (Figure 3-5): traditional boxcars). Carloads carry varied commodities (agricultural products, chemicals, * Rail freight data discussed in this report was obtained primarily from the Virginia Statewide Multimodal Freight Study, Phase I, Final Report, April 2008.

Virginia Statewide Rail Plan - DRAFT Overview of the Virginia Rail System 23 Figure 3-3 paper, lumber, food, etc.) and represent more VIRGINIA RAIL TONNAGE - INBOUND, OUTBOUND AND INTERNAL (2004) than 25 percent of Virginia tonnage. They move primarily in the north-south direction, paralleling I-95 and I-81. Like coal, about half of this is through traffic.

:: Intermodal/Auto Trains (long trains of 6,000 to 13,000 feet consisting of specialized railcars designed to carry intermodal shipping containers or automobiles). Intermodal containers represent approximately 19 percent of Virginia’s rail freight traffic on a per-unit basis but only three percent on a per-ton basis because containers tend to carry lower weight, higher value commodities. Intermodal traffic moves both north-south and east-west over Virginia’s rail network. Around one-half is moving between Virginia origins and destinations (Virginia Port Authority facilities and other intermodal Figure 3-4 terminals) and Illinois, where it may interchange RAIL TONNAGE PASSING THROUGH VIRGINIA (2004) with the western Class I carriers. The remainder consists mostly of through traffic in the Florida-New Jersey and Illinois-North Carolina corridors.

The movement of general merchandise and intermodal trains has been significantly improved as a result of double-stack technology. In 1984, container trains began using specially engineered rail cars that could carry two tiers of containers instead of one, significantly reducing the locomotive power, track capacity and train crews required to move trains. The implementation of this technology is largely dependent on the railroad being able to sufficiently raise the height of tunnels, bridges and other structures to allow double-stack trains to operate. The Heartland Corridor Initiative between Norfolk

24 Overview of the Virginia Rail System Virginia Department of Rail and Public Transportation Figure 3-5 Hampton Roads and West Virginia/Kentucky/ PERCENT OF FREIGHT RAIL TONNAGE (2005) Tennessee and north-south connections along the I-95 and I-81 corridors to adjacent states and national regions. The majority of Virginia’s freight rail network within the national network runs roughly north-south, while the major lines carrying Virginia tonnage run east-west.

Norfolk Southern According to the company’s profile, Norfolk Southern Photos courtesy ofJeffHawkins Corporation is a Norfolk, VA-based company that controls a major freight railroad, Norfolk Southern Railway Company. The railway operates approximately 21,000 route miles in 22 eastern states and Washington, DC, serves all major eastern ports and connects with rail partners in the West and Canada, Unit Train 60% Carload 24% Intermodal/Auto 16% linking customers to markets around the world. Long trains of a single railcar type and Mixed trains with different railcar types and Containers, autos, other on railcars – a Norfolk Southern provides comprehensive logistics product, like coal – mostly travel east/west products – mostly travel north/south future north/south opportunity services and offers the most extensive intermodal network in the East. In 2007, the principal operating revenue sources were: coal, coke and iron ore (25 percent); intermodal containers (21 percent); metals Southern, the federal government and the states of in Norfolk. Figure 3-6 depicts the Norfolk Southern and construction (12 percent); chemicals (12 percent); Ohio, West Virginia and Virginia represented a major and CSX freight lines in Virginia. Interconnectivity of agricultural, consumer products and government (11 initiative to support freight rail movement through the overall system is shown in Figure 3-7, with percent); automotive (10 percent); and paper, clay improvements to support double stack operations. The system maps for Norfolk Southern and CSX shown and forest products (nine percent). In 2007, rail Heartland Corridor project doubles freight capacity in Figures 3-8 and 3-9 respectively. The vast majority revenue ton miles equaled $196 billion; and rail along Route 460 through Virginia and significantly of Virginia’s freight rail track infrastructure is in the shipments (including containers and trailers) equaled improves freight shipping time between the Ports of possession of the two Class I railroads, Norfolk approximately 7.6 million rail carloads. Hampton Roads and markets in the Midwest. Southern (approximately 60 percent) and CSX (approximately 30 percent), with the remaining 10 Norfolk Southern’s routes are: Class I Railroads percent being carried by the shortline railroads. :: The Crescent Corridor. These are the north-south (Norfolk Southern and CSX) mainlines in Virginia. One segment runs from The two main Class I railroads operating in Virginia Virginia’s freight rail network is comprised of tracks, Alexandria to Danville and then south to Atlanta, are Norfolk Southern and CSX Transportation. bridges, sidings and terminals. Both freight railroads GA via Greensboro and Charlotte, NC and Norfolk Southern’s corporate headquarters is located offer major east-west connections between

Virginia Statewide Rail Plan - DRAFT Overview of the Virginia Rail System 25 26 :: CLASS I RAILROADS IN VIRGINIA (NORFOLK SOUTHERN AND CSX) CLASS Figure 3-6 Southern’s primary intermodal train system other states. The Heartland Corridor is Norfolk then to Midwest markets in Ohio, Illinois and West Virginia border in Southwest and runs from the Ports of Hampton Roads to the The Heartland Corridor. merchandise and auto trains. the Crescent Corridor are intermodal, general (VIP) near Front Royal. The principal train types on serves the Commonwealth’s Virginia Inland Port Royal and Bristol, VA (the Shenandoah line) and mainline segment parallels I-81 between Front Spartanburg, SC (the Piedmont line). The second Overview of the Virginia Rail System

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ohlines merge to conti both Line from the coalfields to Abilene, VA, where former Virginia Line and the Norfolk Western Corridor is a dual line section consisting of the Terminal at Lamberts Point in Norfolk. The Coal coalfields to the Norfolk Southern Coal Marine use, carrying unit trains of coal from the Appalachian The Coal Corridor. intermodal trains. in order to handle heavier double-stack national markets and is currently being improved connecting the Ports of Hampton Roads to

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R E :: :: routes are: CSX’s and other miscellaneous freight (two percent). and iron ore (30 percent); automotive (10 merchandise containers/trailers (58 percent); coal, coke 2007, the principal operating revenue sources were: Washington, DC and two Canadian provinces. In network linking commercial markets in 23 states, railroads in the eastern U.S. with a 21,000-mile rail Transportation Inc., operates one of the largest railroads. Its principal operating company, CSX lake ports, as well more than 200 shortline companies, connecting more than 70 river, ocean and are among the nation’s leading transportation rail, intermodal and rail-to-truck transload services that based in Jacksonville, FL, owns companies providing Corporation, According to the Company’s profile, CSX TransportationCSX to handle double-stack intermodal trains. national markets and is currently being improved connecting the Ports of Hampton Roads to primary intermodal train system Corridor is CSX’a Ports of Hampton Roads. The National Gateway the mainline has an eastward extension to NC just below the Virginia-North Carolina border, Emporia, generally paralleling I-95. At Weldon, continues further south via Petersburg and mainline runs from Alexandria to Richmond, then The National Gateway Corridor. in Newport News. down the Peninsula Coal Marine Terminal to CSX’s Appalachian coalfields through Richmond and lines carries unit trains of coal from the CSX The Coal Corridor. Virginia Department of Rail and Public Transportation One of the most heavily used This north-south Figure 3-7 NATIONAL RAIL NETWORK

Source: Cambridge Systematics

Virginia Statewide Rail Plan - DRAFT Overview of the Virginia Rail System 27 Figure 3-8 Class III Shortline Railroads NORFOLK SOUTHERN SYSTEM MAP Shortline railroads (defined as line-haul carriers with annual revenues less than $25 million) have become a critical component of the rail industry, providing benefits to shippers and local communities trying to support economic development to industries. Shortlines act as the originating and terminating Waterville railroads for approximately one-third of all rail Rouses Point shipments, often providing the first or last link in business-to-business delivery by providing the intensive Buffalo switching operations that are not profitable for the Des Moines Detroit Albany Chicago Binghamton Class I railroads. Shortline tracks must handle 286,000 Toledo Cleveland pound capacity railcars and container shipments in Ft. Wayne New York Allentown Northern New Jersey order to interface effectively with the Class I railroads. Kansas City Columbus Pittsburgh Harrisburg Indianapolis Philadelphia Wilmington Cincinnati St Louis Front Royal Baltimore In Virginia, the shortlines consist of 10 railroads (plus Charleston Manassas rail operations to the Port of Richmond) with Louisville Lexington Richmond Roanoke approximately 489 route miles. Figure 3-10 shows the Norfolk locations of the shortline system in the Commonwealth Knoxville Winston- Memphis Salem Raleigh and Figure 3-11 provides a list of the number of Asheville Chattanooga Charlotte carloads carried in 2007 by the shortline operators. Huntsville Morehead City Atlanta Columbia Dallas Birmingham Many of the shortlines were built over 100 years ago Meridian Macon using lighter weight rails and less ballast (gravel bed) Charleston and in many cases have experienced track and, Savannah consequently, operational problems due to Brunswick Mobile New Orleans postponement of regular maintenance (e.g., deferred Jacksonville maintenance). Many of the lines were previously Palatka Norfolk Southern System owned by some of the major Class I railroads which Major Terminals NS Routes divested them as a result of low traffic volumes or NS Trackage/Haulage Rights declining revenues. Maintenance of a railroad is a costly, continual operation and the smaller Class III Miami shortline railroads are constrained by the financial challenges of balancing the cost of operations and Source: Norfolk Southern track maintenance.

28 Overview of the Virginia Rail System Virginia Department of Rail and Public Transportation Figure 3-9 Over the past decade, the industry has generally CSX TRANSPORTATION SYSTEM MAP moved from railcars with a weight and capacity equaling 256,000 pound cars, to 263,000 pound cars, to the current standard of 286,000 pound railcars for Syracuse transporting heavy bulk materials like coal, grain and Buffalo Selkirk lumber. Portions of the Class I system have even been Detroit designed for 315,000 pound railcars. Studies have Walbridge Chicago shown that the 286,000 pound railcars can operate Stanley Cleveland on lighter weight rail if all the other track components Willard are in good shape with tight rail joints. Given the Greenwich Cumberland typical soil conditions for Virginia, it is more cost- Avon Columbus Curtis Bay effective to install a heavier weight rail to help resist Cincinnati Locust Point bending under load and to protect the investment to Russell the rail infrastructure. Evansville Louisville Richmond The combination of deferred maintenance and the trend towards the use of newer and heavier Nashville Erwin Rocky Mount 286,000 pound railcars has created a need to invest in shortline infrastructure. Hamlet Florence All of Virginia’s shortlines are classified by the Birmingham Atlanta Federal Railroad Administration (FRA) as Class III railroads (line-haul carriers with annual revenues less Charleston than $25 million), except for the Deepwater E Savannah Terminal Railroad operated by the City of Richmond. Montgomery This railroad has no official FRA designation. A brief Waycross Mobile description of the existing shortline railroads follows. Baldwin Jacksonville New Orleans Bay Coast Railway (BCR) CSX Transportation System BCR operates the former Eastern Shore Railroad line, Major Terminals providing service from Pocomoke City, MD, to Tampa CSX Rail Network Norfolk. This north-south route on the Delmarva Peninsula remains the most direct route between the Northeast and Norfolk. The rail line is unique in its ability to handle special over-height rail shipments – Source: CSX

Virginia Statewide Rail Plan - DRAFT Overview of the Virginia Rail System 29 30 and Norfolk Southern in Pocomoke City, MD. Norfolk and Portsmouth Belt Line Railroad in Norfolk interchanges with Norfolk Southern and the BCR States and is the longest water route in country. one of only two remaining in the Eastern United having a 25 railcar capacity. This float operation is A tug boat is used to move a barge (car float) Chesapeake Bay between Cape Charles and Norfolk. service to span the 26-mile water route across uses a rail ferry (particularly in urban city areas). BCR because of tunnel and bridge restrictions mainland corridors Norfolk Southern and CSX shipments that cannot be accommodated on the SHORTLINE RAILROAD SYSTEM Figure 3-10 Overview of the Virginia Rail System

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and the Shenandoah Valley Railroad. Amtrak operates Norfolk Southern BB receives freight cars from CSX, connection is owned by the BB. CSX Dillwyn in Buckingham County northward to the Subdivisions. The 19-mile line of railroad from North Mountain, Washington and Piedmont Alleghany Division and is further divided into the Clifton Forge. This line is known as the Richmond 200 mile long line of railroad from Richmond to Central Virginia. The BB also leases and operates a over 219 miles of historic and strategic track in BB is a family-owned shortline railroad operating Buckingham Branch Railroad (BB)

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R E of Portsmouth are also served by CWRY. as the BASF Chemical plant in West Norfolk area the Virginia Port Authority. Existing industries, such future Craney Island Marine Terminal proposed by rail service to the new container terminal and APM Terminal in Portsmouth, providing double-stack CWRY is the primary rail carrier to new Maersk from DRPT’s Rail Enhancement Program. line from Norfolk Southern with funding assistance 2008, CWRY purchased the remaining interest in Railway line from Suffolk, to Portsmouth. In May of track the former Norfolk, Franklin and Danville CWRY, owned by Rail Link Inc., operates 16.5 miles Commonwealth Railway, Inc. (CWRY) operated by the Shenandoah Valley Railroad (SV). Harrisonburg to Pleasant Valley is now owned and of Norfolk Southern. A portion the line south the extent of its lines, today it operates as CHW Virginia. Through many changes in ownership and CHW began as an intrastate railroad in west-central Chesapeake Western Railroad (CHW) with both Norfolk Southern and CSX. from Chesapeake to Edenton, NC. CA interchanges 82 miles of trackage leased from Norfolk Southern Railroad and is owned by RailAmerica. It operates on CA is operated by the North Carolina and Virginia Chesapeake and Albemarle Railroad (CA) also originates unit rock trains that operate on the line. line, providing local station service along the line. CSX over approximately 130 miles of the 200-mile leased the Cardinal passenger train route three days a week Virginia Department of Rail and Public Transportation CWRY provides dual Class I railroad access to the Figure 3-11 marine terminals and industries in Portsmouth, with SHORTLINE RAILROADS – SUMMARY OF ANNUAL CARLOADS (2007) rail connections to both Norfolk Southern and CSX near Suffolk. CWRY also operates a new rail marshalling yard in Suffolk to assemble intermodal train segments from the Maersk APM Terminal into a full unit trains for transit to outlying areas.

Norfolk and Portsmouth Belt Line (NPBL) NPBL has been operating in Norfolk, Portsmouth and Chesapeake since 1898. Its ownership is 57 percent Norfolk Southern and 43 percent CSX Transportation.

COMMODITY Bay Coast Railroad Buckingham Branch Railroad Chesapeake & Albemarle Railroad Railroad Chesapeake Western Inc. * Commonwealth Railway, Belt Line Norfolk & Portsmouth North Carolina & Virginia Railroad Railroad Shenandoah Valley Virginia Southern Railroad Railroad Co. Winchester & Western Railroad ** Deepwater Terminal The Belt Line interchanges with CA, CSX Base Metals XXX Transportation, BCR and Norfolk Southern. The Belt Line is a terminal switching company that owns 36 Milled Grain Products XX XX XXX Gravel and miles of track (plus 27 miles of trackage rights) and X X X X links commerce around the deepwater port from Crushed Stone Sewells Point to Portsmouth Marine Terminal and Plastic and Rubber X X X X including the Southern Branch of the Elizabeth River. Wood Products X X X X X X X All locomotives are leased from Norfolk Southern. Waste and Scrap XX X Misc. Manufactured X X North Carolina and Virginia Railroad (NCVA) Products NCVA started in 1987 on the former Seaboard Coast Nonmetallic Minerals X X Line Railroad. It interchanges with CSX Transportation Paper X X X X X X in Boykins. The line is owned by RailAmerica. Basic Chemicals X X X X X Transportation Shenandoah Valley Railroad (SV) X X Equipment SV extends northward from Staunton to Pleasant Metallic Ore & Valley. The line was originally built by the Baltimore X Concentrates and Ohio Railroad and later purchased in 1942 by the CHW. The new shortline was formed in 1993 by Machinery X X several major shippers and adopted the old historic Cargo – Not XX X XXXXXXX name which was not in use. SV is operated under Otherwise Specified contract by the Durbin and Greenbrier Valley Railroad TOTALS 1,909 542,888 6,329 N/A 839 25,841 23,974 1,305 3,878 6,277 393 (DGVR). DGVR operates four excursion trains on * Does not include containerized cargo from the new Maersk APM Terminal in Portsmouth which opened in late 2007 and will generate many new carloads in the future (as will the future VPA Craney Island Marine Terminal to open in 2017). ** DWT is not classified by FRA.

Virginia Statewide Rail Plan - DRAFT Overview of the Virginia Rail System 31 scenic routes in nearby West Virginia. The railroad Surface Transportation Board authorized railroad, However, recent increases in fuel and energy prices interchanges with BB and Norfolk Southern railroads. DWT is recognized by the Commonwealth for its have generated a higher demand for passenger rail importance for preservation and continuance of that should result in an even higher annual ridership Virginia Southern Railroad (VSRR) operations to serve the Port of Richmond and increases than those experienced over the past few VSRR is a 75-mile line that runs from Burkeville to industries along the line. years. Oxford, NC. A portion of the line between Clarksville and Oxford, NC has not been in use for more than a Passenger Rail In 2007, Amtrak operated 20 daily intercity trains decade. VSRR is operated by NCVA and is owned by and two tri-weekly trains in the Commonwealth RailAmerica. It is headquartered in Keysville and Amtrak Intercity Rail with 929,594 passengers either boarding or interchanges with Norfolk Southern. This line section When established in 1971, Amtrak was required to alighting within Virginia (a state ridership of is leased from Norfolk Southern. operate a basic system of corridor and long distance 464,797). Including passengers on the routes from routes as designated by the U.S. Department of other states that are passing through Virginia, the Winchester and Western Railroad Company Transportation. Amtrak’s enabling legislation (Rail total ridership was 2,006,171 passengers. (WW) Passenger Service Act) provided for states to contract Additionally, Amtrak estimates that of the 3.7 WW is Virginia’s oldest operating shortline. The 54- for additional service. Under this provision, known million Amtrak passengers who annually use the mile railroad operates between Gore and Winchester as Section 403(b), the percentage of costs paid by Washington DC Union Station, well over one million and from Winchester, up though the Eastern states changed many times. Section 403(b) of the reside in Virginia. Panhandle of West Virginia, to Hagerstown, MD. Rail Passenger Service Act was repealed in 1997 and WW is exclusively a freight line with connections to subsequent legislative directives and current funding Amtrak expended $50,021,407 for goods and CSX Transportation and Norfolk Southern. WW has levels preclude Amtrak from operating additional services in Virginia in FY2007. At the end of FY2007, a partnership with H.H. Omps Trucking to transport services unless those services are state-supported. Amtrak employed 760 Virginia residents and the bulk materials from Omps’ facilities in Winchester. Therefore, any expansion of rail passenger service in total wages of Amtrak employees living in Virginia Virginia has to be funded by the Commonwealth. were $50,219,471. Deepwater Terminal Railroad (DWT) The Port of Richmond Deepwater Terminal Railroad Figure 3-12 depicts the existing Amtrak national Unfortunately, according to Amtrak’s 2006 Annual (DWT) owns approximately four miles of track from passenger service map and Figure 3-13 depicts the Report, one key performance indicator that has not downtown Richmond to the Port of Richmond on eight existing Amtrak routes serving Virginia. moved in the right direction is the relatively poor on- the west side of the James River. DWT is a terminal Ridership by station is shown in Figure 3-14 and time performance of many long-distance and (non- and switching shortline railroad served directly by Figure 3-15 depicts the annual ridership on Amtrak Northeast Corridor) corridor trains. Where Amtrak CSX under an operating agreement and indirectly by routes between 2000 and 2007. As can be seen owns the track and controls the dispatching of Norfolk Southern via a switching agreement. DWT from Figure 3-15, there has been a steady increase trains (the Northeast Corridor), on-time performance extends south between the James River and I-95 in passenger rail usage in Virginia since 2003, is generally good. However, on routes where Amtrak within Richmond City limits and primarily serves the averaging approximately five percent per year. This operates over rail infrastructure owned, operated Port’s imports and exports of containers and has been lower than Amtrak’s 12 percent national and dispatched by freight railroad companies (as is miscellaneous bulk cargo. Although DWT is not a annual average in ridership increase since 2002. the case in Virginia), on-time performance is often

32 Overview of the Virginia Rail System Virginia Department of Rail and Public Transportation Figure 3-12 AMTRAK NATIONAL PASSENGER RAIL ROUTES

Source:Amtrak

Virginia Statewide Rail Plan - DRAFT Overview of the Virginia Rail System 33 Figure 3-13 Northeast Corridor Regional Route AMTRAK PASSENGER ROUTES SERVING VIRGINIA :: Daily passenger rail service from Newport News to Boston, MA. :: Amtrak station stops in Virginia include Newport Existing AMTRAK Routes* News, Williamsburg, Richmond (Main Street and

M Existing VRE Routes A Staples Mill), Ashland, Fredericksburg, Quantico, R Y L A N Woodbridge, Springfield, Alexandria and AMTRAK Station D D Washington, D.C. E L Washington, DC. *Green line width reflects relative number Union Station A of AMTRAK passenger routes W Alexandria Manassas A :: Service is provided on CSX tracks. Springfield R Lorton & Woodbridge E Woodbridge :: Currently there are four daily round trips to Quantico Culpeper Richmond with two continuing to Newport News. A I Fredericksburg N Staunton I :: Annual ridership in 2007 was 224,760 passengers G R I V Charlottesville from Virginia and a total ridership of 401,510

T Clifton Forge S Ashland CardinalE passengers including out-of-state passengers. W Richmond Staples Mill Road Richmond Main Street Regional :: On-time performance for the first quarter of 2008

K Y U C Lynchburg Williamsburg was 60 percent. K E N T Roanoke Petersburg :: This regional service (which includes the I-95 and Newport News Virginia Beach I-64 transportation corridors) carried approximately Norfolk (Bus) (Bus) 49 percent of all Amtrak passengers in Virginia in Bristol Danville 2007 as shown in Figure 3-17. E N ORTH CAROLINA S E Crescent Auto Train N E S T E N Carolinian Palmetto Carolinian Route (Train 79/80) Silver Meteor Silver Star :: Daily passenger rail service from Charlotte, NC to New York City. :: Amtrak station stops in Virginia include Petersburg, poor. In FY2006, only 30 percent of Amtrak’s long- hand, succeeds when capacity is greater than Richmond (Staples Mill), Fredericksburg, Quantico, distance trains arrived on time. Figure 3-16 shows demand. Bridging this operational chasm is critical Alexandria and Washington, DC. Amtrak on-time performance for 2007. to resolving the dilemma of on-time performance :: Service is provided on a combination of Norfolk for passenger rail. Certainly the current scenario Southern, CSX and Amtrak tracks. Amtrak delays are usually due to insufficient rail hampers growth and impedes Amtrak’s ability to :: Annual ridership in 2007 was 33,221 passengers capacity and the need for additional infrastructure provide reliable service. However, Virginia can only from Virginia and a total ridership of 256,212 investment by freight railroads. There is also a do so much absent national policy changes. passengers, including out-of-state passengers. fundamental contradiction between freight and :: On-time performance for the first quarter of 2008 passenger rail. Freight rail succeeds when demand is A brief description of Amtrak’s eight passenger was 27 percent. greater than capacity. Passenger rail, on the other routes serving Virginia follows. :: This rail service is part of the I-95 transportation corridor.

34 Overview of the Virginia Rail System Virginia Department of Rail and Public Transportation Figure 3-14 Palmetto Route (Train 89/90) ANNUAL AMTRAK RIDERSHIP BY STATION – VIRGINIA (2007) :: Daily passenger rail service from Savannah, GA to New York City. :: Amtrak station stops in Virginia include Petersburg, Richmond (Staples Mill), Alexandria and Washington, DC. :: Service is provided on a combination of CSX and Amtrak tracks. :: Annual ridership in 2007 was 18,997 passengers from Virginia and a total ridership of 156,998 passengers, including out-of-state passengers. :: On-time performance for the first quarter of 2008 was 55 percent. :: This rail service is part of the I-95 transportation corridor.

Figure 3-15 AMTRAK ANNUAL VIRGINIA RIDERSHIP (2000 – 2007)

480,000

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400,000 Virginia Ridership Virginia 380,000

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340,000 2000 2001 2002 2003 2004 2005 2006 2007 Calendar Year Source:Amtrak

Virginia Statewide Rail Plan - DRAFT Overview of the Virginia Rail System 35 Figure 3-16 Auto Train Route (Train 53/52) AMTRAK ON-TIME PERFORMANCE OF PASSENGER ROUTES SERVING VIRGINIA :: Direct daily passenger rail service and automobile transfers between Lorton and Sanford, FL (no 80 station stops in between). 70 :: Service is provided on CSX tracks. :: 60 Annual ridership in 2007 was 108,911 passengers from Virginia and a total ridership of 50 217,822 passengers including out-of-state 40 passengers. :: On-time performance for the first quarter of 2008 30 was 55 percent. 20 :: This rail service is part of the I-95 transportation

On-Time Performance(%) On-Time corridor. 10

0 Crescent Route (Train 19/20) Northeast Carolinian Palmetto Silver Star Silver Meteor Auto Train Crescent Cardinal Corridor Route Route Route Route Route Route Route :: Daily passenger rail service from New Orleans, LA Regional Route to New York City. Amtrak Passenger Route Serving Virginia :: Amtrak station stops in Virginia include Danville, Source:Amtrak Lynchburg, Charlottesville, Culpeper, Manassas, Alexandria and Washington, DC. Silver Star Route (Train 91/92) Silver Meteor Route (Train 97/98) :: Service is provided on a combination of Norfolk :: Daily passenger rail service from Miami and :: Daily passenger rail service from Miami, FL to New Southern and Amtrak tracks. Tampa, FL to New York City. York City. :: Annual ridership in 2007 was 33,550 passengers :: Amtrak station stops in Virginia include :: Amtrak station stops in Virginia include from Virginia and a total ridership of 257,608 Petersburg, Richmond (Staples Mill), Alexandria Petersburg, Richmond (Staples Mill), Alexandria passengers including out-of-state passengers. and Washington, DC. and Washington, DC. :: On-time performance for the first quarter of 2008 :: Service is provided on a combination of CSX and :: Service is provided on a combination of CSX and was 68 percent. Amtrak tracks. Amtrak tracks. :: This rail service is part of the I-81 and Route 29 :: Annual ridership in 2007 was 17,754 passengers :: Annual ridership in 2007 was 10,602 passengers transportation corridors. from Virginia and a total ridership of 329,132 from Virginia and a total ridership of 291,735 passengers including out-of-state passengers. passengers including out-of-state passengers. :: On-time performance for the first quarter of 2008 :: On-time performance for the first quarter of 2008 was 55 percent. was 55 percent. :: This rail service is part of the I-95 transportation :: This rail service is part of the I-95 transportation corridor. corridor.

36 Overview of the Virginia Rail System Virginia Department of Rail and Public Transportation Cardinal Route (Train 50/51) Figure 3-17 :: Passenger rail service three times a week from AMTRAK - VIRGINIA RIDERSHIP - VIRGINIA ROUTES (COMMONWEALTH PASSENGERS ONLY = 464,797) Chicago, IL to New York City. :: Amtrak station stops in Virginia include Clifton Crescent Cardinal 33,550 17,004 Forge, Staunton, Charlottesville, Culpeper, Auto Train 7% 4% Manassas and Washington, DC 108,911 :: Service is provided on a combination of Norfolk 23% Southern, CSX, BB and Amtrak tracks. :: Annual ridership in 2007 was 17,004 passengers from Virginia and a total ridership of 95,154 passengers, including out-of-state passengers. :: On-time performance for the first quarter of 2008 was 18 percent. Silver Meteor :: This rail service is part of the I-81 and Route 29 10,602 Silver Star 2% Palmetto Carolinian Northeast Corridor Regional transportation corridors. 17,754 18,997 33,221 224,760 4% 4% 7% 49% Virginia Railway Express Source:Amtrak VRE was founded in 1992 with a vision to provide a safe, convenient, energy-efficient public In 2007, VRE reported a total ridership of 3,435,561 serving 18 stations in eight Northern Virginia transportation alternative to driving congested passengers as follows: jurisdictions. From 2005 to 2007, VRE experienced highways from the Northern Virginia suburbs to the :: An average of 15 trains per day on the declines in ridership due to lowered on-time business districts of Alexandria, Crystal City and Fredericksburg Line with 1,816,826 passengers performance brought about by equipment Washington, DC. Organizationally, VRE is a joint per year (I-95 corridor), operated on CSX tracks. breakdowns, train traffic congestion and heat and operation undertaken by two commissions – the :: An average of 16 trains per day on the Manassas other weather delays. Increasing fares and service Northern Virginia Transportation Commission (NVTC) Line with 1,618,735 passengers per year (I-66 cutbacks also impacted VRE ridership during this and the Potomac and Rappahannock Transportation and Route 29 corridors), operated on Norfolk three-year period. The summer of 2006 marked the Commission (PRTC) – which represent the Northern Southern tracks. worst extended on-time performance in the history Virginia counties and municipalities in the service of VRE. Figure 3-19 illustrates on time performance area. Members of both entities sit on the VRE As illustrated in Figure 3-18, VRE has been trends while Figure 3-20 illustrates delay causes for Operations Board, which governs VRE. Daily successful in providing an alternative to driving. FY2007. operations and capital projects are financed from a Since 1992, daily trips have increased from 6,500 to combination of federal, state and local grants and upwards of 15,000 passenger trips per day today. VRE’s improved performance can be largely through the sale of tickets (often referred to as the Each weekday, VRE’s 29 revenue trains operate over attributed to investments made by the fare box revenues). two branch lines, covering 90 route miles and Commonwealth as part of VTA2000 and a 2007

Virginia Statewide Rail Plan - DRAFT Overview of the Virginia Rail System 37 general fund special appropriation that provided for projects to add third track, improve signaling replacing over 80,000 ties and several miles of rail. funding for projects to add capacity and improve and build a new bridge over Quantico Creek. In These improved on-time performance and increased operational efficiency. These improvements, totaling addition, CSX performed significant rail capacity. In exchange for these investments, the $77.45 million of state funding, supported the costs infrastructure improvement programs, including Commonwealth was able to secure four round trip

Passengers assemble to board the Virginia Railway Express commuter rail service.

38 Overview of the Virginia Rail System Virginia Department of Rail and Public Transportation Figure 3-18 train slots to operate expanded passenger rail VRE RIDERSHIP, JULY 1997 – MAY 2008 service. The Commonwealth has also allocated $20

18,000 million for the purchase of 50 railcars and $15 million to provide for the purchase new locomotives. 16,000

14,000 VRE commuter trains are operated by Amtrak under 12,000 contract with NTC and PRTC. 10,000

8,000

6,000 Figure 3-20 4,000 VRE CAUSES OF DELAY 2,000 Oct Jan Apr Jul Oct Jan Apr Jul Oct Jan Apr Jul Oct Jan Apr Jul Oct Jan Apr Jul Oct Jan Apr Jul Oct Jan Apr 0 2001 2002 2003 2004 2005 2006 2007 :: Amtrak 2008 Trains :: Freight Trains

Figure 3-19 :: VRE Trains VRE ON-TIME PERFORMANCE, JULY 2001 – MAY 2008 :: Mechanical 100% 95% :: Late Turns 90% 85% :: Passengers 80% :: Weather 75% 70% :: Crew 65% :: Other 60% 55% :: Signal and Switch 50% :: Slow Orders/Restricted 45% Jul Oct Jan Apr Jul Oct Jan Apr Jul Oct Jan Apr Jul Oct Jan Apr Jul Oct Jan Apr Jul Oct Jan Apr Jul Oct Jan Apr 2001 2002 2003 2004 2005 2006 2007 2008 Speeds/Stop Signals

Fredericksburg Line Manassas Line :: Maintenance of Way

Virginia Statewide Rail Plan - DRAFT Overview of the Virginia Rail System 39 The Business of Freight Railroads

Railroads’ Capital Investment U.S. railroads are private corporations that own their rail rights-of-way, including the tracks. These companies are large publicly owned stock companies with a fiduciary responsibility to conduct their business in a manner that maximizes stockholder fiscal returns. To develop effective public private partnerships, DRPT and the railroads work together to create “win-win” situations where the railroads meet their responsibility to minimize risk and maximize profits for their shareholders, the public need for effective and efficient passenger rail service is provided, freight is diverted from trucks to rail on crowded highways to reduce congestion and improve safety and air quality in urban areas. Operating in a highly competitive environment, some of the detailed operations of railroad companies is privileged information and is not Double-stack containers literally double the capacity of freight trains, delivering twice the amount of freight on just one train and removing an shared with the public when developing these average of 200 trucks at a time from highways. projects. Passenger Rail Service on Property Owned by :: Freight railroads do not want exposure to any Norfolk Southern and CSX operate in many states Freight Railroads liability associated with passenger train service. At other than Virginia and their corporate decisions on The position of the freight industry with respect to a minimum, freight railroads expect some which rail improvement projects are to be financed passenger rail service has been clear and consistent: enforceable limits on freight rail liability. Without within any particular year are based on the best such limits set at a policy level by the federal interests of the respective railroads after considering :: Passenger rail service must be complementary to, government, liability issues will remain a major the business climate, risk and return on investment. not in conflict with, freight rail development. obstacle in the growth of passenger rail service. Rail projects that are important to the :: Freight railroads should be fully compensated for Commonwealth compete with other states asking the use of their property by passenger trains. The nation’s privately-owned freight railroads want Norfolk Southern and CSX to use finite financial :: Absent voluntary negotiated agreements, freight passenger rail to succeed and at present freight resources to implement rail improvement projects in railroads should not be forced to give passenger railroads are successful partners with passenger rail their states. rail operators access to their property. operators across the country, including in Virginia. :: Freight railroads should not be expected to Amtrak is the only continental U.S. intercity subsidize passenger rail. passenger railroad. Approximately 97 percent of the

40 Overview of the Virginia Rail System Virginia Department of Rail and Public Transportation 22,000 miles that Amtrak currently operates over is created in 1970, there were few commuter trains passenger priority, slow orders on the railroad and owned by freight railroads. Many new passenger rail providing corridor services. Since then, average maintenance needs and practices also impact the routes are being considered in Virginia and freight rail density has increased 379 percent, with ability to provide efficient commuter rail service. The throughout the nation to relieve highway traffic the result that available train “slots” on major rail current VRE operating agreement that allowed VRE congestion, improve travel mobility and protect the corridors have become scarce. If passenger trains fill access to CSX rail lines requires the replacement of environment; most of these are on tracks owned by these slots at below-market prices, the result is a track capacity through the addition of a third track freight railroads. major subsidy from freight to passenger rail. If slots between Fredericksburg and Washington, DC. This are not available to freight trains, this also limits the requirement must be fulfilled for additional train In 1970, for permission to exit the passenger ability of freight railroads to serve those areas. capacity necessary to operate increased commuter business, freight railroads agreed to a number of rail service in the corridor. Since VRE’s inception Amtrak terms: Freight railroads are not required to allow commuter in1992, VRE and its funding partners have invested :: Freight railroads must give Amtrak access to their rail operators like VRE to operate over their rail lines. over $100 million dollars towards capital tracks upon request Lacking Amtrak’s statutory rights of access to freight improvement associated with the third track :: Freight railroads must charge heavily discounted railroads, commuter railroads must negotiate with requirement. Improvements to date will be dwarfed rates for that access freight railroads. These negotiations often are very by future costs for improvements associated with :: Freight railroads must give Amtrak trains priority difficult because commuter rail is typically operated major bridges such as the Potomac River, Aquia over all other trains in larger metropolitan areas along corridors where Creek, Powell’s Creek, Neabsco Creek, intermodal trains and other high priority scheduled Rappahannock River and Occoquon River. Amtrak pays fees to freight railroads to cover some freight trains also operate to support larger of the costs associated with Amtrak corridor and population and employment centers. The AAR While all commuter rail transit agencies share their long-distance intercity passenger train operations on reports that in 2006, the Class I railroads operating operations with freight railroads to different freight tracks, but, according the freight industry, in the US had an average Revenue per ton mile of degrees, they have the option to avoid negotiations these do not come close to the full costs incurred by $0.0284 and that the average tons per train was with railroads by electing to acquire dedicated right- freight railroads for hosting Amtrak trains. However, 3,163. It can be calculated that, on average, a U.S. of-ways and facilities to support passenger rail passenger trains run at higher speeds on rigorous Class I railroad earns approximately $89.83 per train- service. However, rail transit agencies have not schedules and require certain track standards and mile. Compare that to VRE, for example, which pays chosen this option due to land use considerations, design to do so. The freight trains benefit because a the host freight railroad a $17.47 per train-mile efficiency and cost. From a land use perspective, in higher grade track enables them to run their trains access fee under its operating agreements. dense metropolitan areas it would be nearly at higher speeds and even better schedules. These Accordingly, the railroads’ key negotiation impossible to acquire the land needed to support tighter schedules improve freight railroads’ ability to requirement is the provision of sufficient capacity to rail right-of-way — consider the difficulty of operate intermodal freight movement. support the desire for new and or expanded acquiring right-of-way for a new line or interstate commuter rail service. through Hampton Roads, Richmond and the Based on Association of American Railroad (AAR) Northern Virginia regions. It would also be data, the issue of full compensation has become Commuter railroad operators have learned that inefficient to have a dedicated right-of-way for most more important in recent years as rail capacity has capacity is just one of the issues that needs to be commuter rail operations since these are typically become increasingly constrained. When Amtrak was negotiated with the railroad owner. Issues related to designed and operated to accommodate peak hour

Virginia Statewide Rail Plan - DRAFT Overview of the Virginia Rail System 41 travel only. Finally, the cost of acquiring right-of-way majority of rail projects qualify for a “Categorical Commissions under this Article shall not exceed Two in metropolitan regions is expensive, ranging from Exclusion” in accordance with federal NEPA Hundred Million Dollars ($200,000,000). $32 - $95 per square foot in Northern Virginia and requirements and regulations. In situations where It is standard practice for railroads to request $0.75 - $1.50 per square foot in agricultural areas, the anticipated environmental impacts might be indemnification and hold harmless contractual based on VDOT right-of-way. Combining this with moderate, FRA and/or FHWA may require the language in its access or operating agreements with the expense of constructing rail (ranging from $5 to preparation of an “Environmental Assessment”; or public entities related to accidents or incidents that $6 million per mile) makes it cost prohibitive to for large projects with portions of the project occur as a result of allowing passenger rail construct dedicated commuter rail infrastructure. outside of existing rail rights of way and where the operations on freight rail. The request to be anticipated environmental impacts might be indemnified and held harmless is often broad and Preemptive Rights: The Railroad’s Right to significant an “Environmental Impact Statement” includes coverage for events that are attributable to Build Facilities may be required. The preemptive rights of railroads gross negligence or unsafe practices by the host Class I railroads are regulated by the Surface exempt railroads from local land use and zoning railroad. This language is problematic for special Transportation Board (STB, the former Interstate requirements. However, these rights do not exempt transportation districts and can be a “deal breaker” Commerce Commission [ICC]), not by local or state the railroads from these environmental requirements. for state governments that are unwilling to waive governments. The ICC Termination Act of 1995, Pub. sovereign immunity. Typically, a state requires activity L. No. 104-88, 109 Stat. 803 (1995) (ICCTA), shields Indemnification by its legislature before allowing a state agency to railroad operations and facilities from the application The operating agreement between CSX and VRE enter into an agreement that holds a private of most state and local laws. This is known as the states: The Commissions shall protect, defend, company harmless from liability for damages, loss or Federal preemption provision and is contained in 49 indemnify and hold harmless Railroad…and all injuries caused by the sole or joint negligence of the U.S.C. 10501(b). While railroads can be required to liability for death personal injury or property damage private company. comply with some local health and safety rules, such (including, but not limited for death, personal injury as fire and electric codes, this provision exempts or property damage [including, but not limited to The cost for insurance for public entities that enter railroads from local land use and zoning requirements. the property and employees of a Railroad]), which is into these agreements is typically very expensive, Preemptive rights, however, do not exempt railroads attributable in any way to, or which is exacerbated especially in the early years of operation, since there from certain Federal environmental statutes, such as by, the operation of the Service over the Tracks of is insufficient accident information for an insurance the Clean Air Act (locomotive emissions) and the Railroad, or to the presence of cars, equipment, carrier to assess risk. The request for indemnification Clean Water Act (e.g., wetlands protection). personnel, contractors, agents or passengers of the has been exacerbated by concerns associated with Commissions or an Operator on or about the acts of terrorism. VRE has experienced significant Projects that utilize federal funds must be in property of Railroad. The Commissions shall increases in insurance premiums since 2001. It’s compliance with appropriate National Environmental indemnify and hold Railroads harmless under Article insurance premium has increased by 86 percent Policy Act (NEPA) requirements as administered by Nine whether or not such death, injury or damage is since 2001 and totals approximately $3.9 million the Federal Railroad Administration (FRA) and/or the caused, in whole or in part, by the negligence, (FY2008) annually, representing 6.6 percent of its Federal Highway Administration (FHWA). Since most regardless of its character or degree, of Railroad and FY2008 operating budget. rail improvement projects are within existing rights whether the damages are compensatory, punitive or of way with minimal environmental impacts, the exemplary; provided that the liability of the

42 Overview of the Virginia Rail System Virginia Department of Rail and Public Transportation High Speed Rail Following World War II, significant improvements to Urban mass transport systems in the United States automobiles and aircraft placed personal transport were largely abandoned in favor of road expansion. Background within the means of most Americans. With severe Compared to Europe and Japan, U.S. passenger In the late 19th and early 20th centuries, passenger antitrust restrictions on railroads and with railways have been less competitive partly because railways were the major form of mass transportation. government subsidization of interstate highways the federal government has tended to encourage Railway companies in the U.S. and Europe used and airports, automobile travel surged and and fund road and air transportation. But today — streamlined trains from the early 1930’s for high passenger rail travel experienced a significant as population grows and population density speed services with an average speed of up to 80 decline. In Europe and Japan, emphasis was given increases in major urban corridors, as highway and mph and top speeds of more than 100 mph. With to rebuilding the railways after WWII, whereas in airline congestion increase and as energy costs this service they were able to compete with airline the U.S., emphasis was given to building a vast increase — rail ridership is increasing across the travel at that time. national interstate highway system and airports. country.

It is instructive to compare U.S. passenger and freight rail service with other major countries in the world. For other developed nations of the world, there is significantly more passenger rail ridership on rail lines than freight. Inversely, for the United States, there is significantly more freight hauled by rail than passenger rail. India has one of the highest uses of passenger rail (251 billion passenger-miles) and among the lowest usage of freight rail (175 billion ton-miles per year). The opposite is true for the U.S., where passenger rail use is low when compared with developed countries (six billion miles per year) but freight rail usage is the highest in the world (1,390 billion ton-miles per year).

High speed rail is primarily a type of passenger rail service that operates significantly faster than the normal speed of rail traffic. In the U.S., the FRA has established a threshold of 90 mph for high speed rail, whereas in Europe the threshold has been set at 124 mph. There are no single standards and lower speeds are often required even on a high speed High speed rail service offer travelers a competitive choice to air travel with lower ticket costs and a 90 mile-per-hour trip to their destinations. corridor by local constraints.

Virginia Statewide Rail Plan - DRAFT Overview of the Virginia Rail System 43 Figure 3-21 HIGH SPEED CORRIDORS

Vancouver

Seattle

Portland Montreal

Minneapolis/St Paul Eugene Buffalo Milwaukee Detroit Albany Chicago Boston Cleveland Pittsburgh New York Columbus Philadelphia Cincinnati Sacramento Washington, DC San Francisco St Louis Louisville Richmond

Tulsa Hampton Roads

Oklahoma City Charlotte Raleigh Little Rock Atlanta Los Angeles Birmingham Columbia Dallas/Fort Worth Savannah Austin Mobile Jacksonville Houston San Antonio New Orleans Orlando High-Speed Rail Corridors Tampa Federally Designated Miami Existing Amtrak Service (Conventional)

44 Overview of the Virginia Rail System Virginia Department of Rail and Public Transportation The world’s first “high speed train” service occurred Section 1103(c) of the Transportation Efficiency Act region. Because of the high capital cost associated in Japan, which started in 1964 with trains speeds for the 21st Century (TEA-21) for passenger rail with high speed rail systems, the Commonwealth of approximately 125 mph on the Tokyo–Nagoya– service in high population density and congested has been following an incremental approach in past Kyoto–Osaka route. In Europe, the first high speed intercity sections of the nation. This designation years to construct rail improvements that eliminate rail was Italy’s 125 mph service in 1969. The only allows a corridor to receive specially targeted key rail chokepoints and to increase rail speeds and high speed rail service at present in the U.S. is funding for highway-rail grade crossing safety on-time performance on existing passenger rail Amtrak’s Acela Express, which operates in the improvements and recognizes the corridor as a corridors – particularly the I-95 and I-81 Northeast Corridor between Boston, MA, New York potential center of high speed rail activity. These transportation corridors. Virginia, like all states, has City and Washington, DC; it uses tilting trains to designated corridors are shown in Figure 3-21. They been awaiting federal legislation that would provide achieve speeds of up to 150 mph on existing tracks. include a high speed rail corridor from Washington, a national policy and funding framework (similar to While high speed rail is designed mainly for DC to Richmond and the Southeast High Speed Rail the development of the interstate and airport passenger travel, it also offers possibilities for freight Corridor between Richmond and Charlotte, NC. system) to allow high speed passenger rail services service such as mail, overnight deliveries and other to become a reality in Virginia in the not-to-distant types of cargo. According to FRA, a number of states are planning future. Bordering Virginia from Washington, DC to high speed rail systems and making the necessary the north, is Amtrak’s 165 mph high speed High-speed rail tracks must have high-turn radii, be improvements. The technologies these states are Northeast Corridor. The Northeast Corridor has welded together and be extremely well-supported planning to use typically involve upgrades of existing recently been extended northward from New York and anchored to avoid vibrations and other rail lines, rather than entirely new rail lines exclusively City to Boston, MA. This extension has proven that damage. The track itself in most cases is devoted to 150 to 200 mph trains, such as operate high speed passenger rail in the United States is a uninterrupted, with roads and other tracks crossing in Europe or Japan or 250-300 mph maglev, such as new stakeholder in the growth of America’s ground over bridges. Although most existing forms of high planned in Germany and Japan. Amtrak has also transportation system. Key considerations for high speed rail are electrically driven via overhead cables, offered to operate “Acela Regional” type service in speed rail will be available funding and the other forms of propulsion, such as diesel other state-sponsored corridors if funds are made development of capacity to support increased locomotives, may be used – particularly the new available for the necessary capital upgrades. In freight flows and safe operations. generation of environmentally friendly and fuel- addition to upgrading a number of rail lines, efficient diesel-electric locomotives. Magnetic California has prepared a business plan to construct The I-95 corridor has been identified as a priority levitation (maglev) trains are considered high speed a 200 or 300 mph system. corridor for high speed rail. The Southeast High rail; however, due to their unique track-oriented Speed Rail (SEHSR) corridor would extend high vehicles and their inability to operate on High-Speed Rail in Virginia speed rail service south from Washington, DC, to conventional railroads, they are usually considered a Fast, efficient passenger rail service is important for Richmond and on to Raleigh and Charlotte, NC. The separate type of high speed transport system. Virginia. The Commonwealth has initiated studies SEHSR corridor would later expand further south and preliminary design associated with high speed from Charlotte, NC to New Orleans, LA via Atlanta, In 2002, the FRA designated 10 high speed rail corridors passing through Virginia and has GA and from Raleigh, NC to Jacksonville, FL and east corridors under Section 1010 of the Intermodal participated in Multi-State Coalitions looking at from Richmond to Hampton Roads. DRPT and the Surface Transportation Act of 1991 (ISTEA) and improving passenger rail services in the mid-Atlantic rail division of the North Carolina department of

Virginia Statewide Rail Plan - DRAFT Overview of the Virginia Rail System 45 Rail safety is a top priority in Virginia. DRPT works cooperatively with VDOT to provide safer at-grade highway/rail crossings. transportation have joined forces to support the and would pay for itself in terms of annual In addition to the SEHSR Tier 1 EIS, DRPT is working planning and engineering of projects in Virginia and operating costs. While the Tier 1 EIS ridership and to select the corridor’s route alignment between North Carolina. revenue forecasts are positive, DRPT will take a more Richmond’s Main Street Station and Doswell. The conservative approach in estimating ridership and actual route selection was not made in the SEHSR The project length is approximately 168 miles, of revenue as the project progresses through the Tier 1 EIS and FRA requires an Environmental which 99 miles are in Virginia. The capital cost of planning and engineering process. The next phase Assessment to select one of the two route options implementing the SEHSR will likely be a multi-billion of the EIS preparation is currently underway and to continue through the federal planning process. dollar project. The Tier 1 Environmental Impact includes preliminary design of the system. This Analysis to select the high speed rail route between Study (EIS) of SEHSR ridership and fare structure should be completed by 2011 at which time final Main St. Station and Doswell, compares the Eastern indicated that the project would require no subsidies design and construction could be initiated. route along the Buckingham Branch line and the

46 Overview of the Virginia Rail System Virginia Department of Rail and Public Transportation Western route along the CSX line sections began in :: National: At the national level there were 2,728 used for freight rail crossings as well. By designating February 2008 and is scheduled for completion in collisions, 986 injuries and 330 fatalities associated additional federal safety funds for railroads, VDOT the summer of 2009. Work on this project includes with highway-rail grade crossings. There were 393 has been able to complete between 15 and 40 identifying track infrastructure and facility needs, injuries and 486 fatalities associated with projects per year. Support is also provided for grade assessing environmental impacts and receiving trespassers on railroad rights of way. separations that will be paid for by other funds. public comments. Closures of existing at-grade crossings are made :: Virginia: Within the Commonwealth, there were where possible under this funding program. Rail Safety 64 injuries and no fatalities associated with Highway-rail grade crossing safety is a critical rail highway-rail grade crossings. There were six A recent rail safety project example is the safety issue. According to AAR, from 1980 through injuries and five fatalities associated with Commonwealth Railway Mainline Safety Relocation 2007 the number of grade crossing incidents fell 74 trespassers on railroad rights of way. project currently under construction and scheduled percent, while the grade crossing incident rate for completion by the end of 2009. The project (incidents per million train-miles) fell 77 percent. In Virginia, DRPT and VDOT have responsibilities consists of relocating approximately 4.5 miles of Based on accident data, 2007 was the safest year involving grade crossing safety. VDOT administers existing shortline rail tracks (Commonwealth ever in terms of grade crossing safety. the Federal Section 130 Grade Crossing Safety Railway) to the medians of the Western Freeway Funds, but often DRPT Rail Preservation Funds are (Route 164 and I-664) through Portsmouth, AAR estimates that there are approximately 145,000 use to improve grade crossings as part of a series of Chesapeake and Suffolk. In the early 1980s, both public grade crossings in the United States and that improvements in a stretch of shortline railroad. roadways were built to accommodate a dual set of improving grade crossing safety represents an rail tracks within their medians. This rail-ready enormous challenge that will take the combined The Commonwealth through VDOT has received corridor will be used to serve both the planned efforts of railroads; state, local and federal approximately $6.7 million in federal funds under Craney Island Marine Terminal and the recently governments; public safety officials; and the public. Section 1103(f) since 1993 for its portion of the completed Maersk APM Terminal. Rail traffic from A freight train moving at 55 miles an hour can take designated Southeast High-Speed Corridor. These these two facilities is expected to exceed one million a mile or more to stop. According to a June 2004 funds have been used to install lights, gates and TEUs annually. As shown in Figure 3-22, relocation report issued by DOT’s Inspector General, 94 percent constant warning time devices at 36 crossings, of the existing rail line to the Route 164/I-664 of all grade crossing accidents are caused by risky construct a pedestrian overpass over the high speed Median Rail-Ready Corridor will: driver behavior and about half of all grade crossing corridor in Prince William County and support accidents occur at crossings that are already design and construction of three grade separations :: Move the rail line away from densely populated equipped with active warning devices such as bells, completed with Section 148 funds. areas of Chesapeake and Portsmouth, to a secure, gates and lights. guard-rail protected rail corridor away from Under the FHWA Section 148 Highway Safety pedestrian and motorist traffic. Improvement Program (HSIP), the Commonwealth receives $4.4 million per year for highway-rail grade :: Eliminate the potential for rail-related accidents at crossing safety projects. These Section 148 funds are the 14 at-grade crossings currently used by not restricted to passenger rail lines, but can be motorists and pedestrians.

Virginia Statewide Rail Plan - DRAFT Overview of the Virginia Rail System 47 Figure 3-22 :: Limit the noise levels and pollution emissions COMMONWEALTH RAILWAY MAINLINE SAFETY RELOCATION from automobiles idling at railroad crossings as well as from trains passing through the neighborhoods in the vicinity of the existing lines.

:: Divert containerized cargo traffic away from regional highways, thereby reducing highway congestion and improving highway safety.

As the number and frequency of trains continue to increase in Virginia, concern has been raised by municipalities and communities where past land use decisions have allowed residential neighborhoods to be built near mainline rail tracks and where crossing of rail tracks by automobiles is an accepted practice to access main highways.

A recent study by the Hampton Roads Planning District Commission identified a number of at-grade crossings in the Suffolk area where communities have been adversely impacted by the increase in the number of trains carrying coal and intermodal cargo. Where significant impacts occur, VDOT serves as the Commonwealth’s agency with the responsibility to evaluate the need for crossing improvements or the elimination of the crossing by constructing a grade separating bridge to carry the highway over the existing rail tracks.

48 Overview of the Virginia Rail System Virginia Department of Rail and Public Transportation