CSXs I95 Corridor for the Virginians for High Speed Rail

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CSXs I-95 Corridorfor the Virginians for
High Speed Rail

• March 13, 2007

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Todays discussion

• Provide an overview of CSXs I-95 Corridor in
  Virginia
• Discuss Amtrak performance
• Review actions to improve performance
• Update construction projects
• In depth look at the Quantico Bridge cut-in
• The path to the Corridor of the Future and to the
  funding

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On-time performance of Amtrak trains is largely
dependent on three factors.

• Physical characteristics of the operating
  territory
• Single/double track?
• Signal System?
• The operating mix of train traffic
• How many trains?
• What kinds of trains?
• The validity of schedules
• Can they be reliably maintained?
• Do they adjust for known activities?

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CSXs DC to Richmond corridor is our busiest
multi-use, double track corridor and one of the
busiest in the US.

• 110 miles of double track with centralized
  traffic control (CTC)
• 48 Daily passenger/commuter trains
• 18 Amtrak trains
• 30 VRE commuter trains
• 32 daily freight trains
• Over half the train slots filled by passenger
  trains
• And until recently, a single track bridge

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Passenger operations outperform freight
operations even with increased traffic and few
capacity enhancements.

• The high standard deviations for freight trains
  mean poor reliability for freight customers
• Poor freight reliability means more highway
  congestion

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CSX and BNSF have the lowest levels of freight
train interference.
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In 2005 and 2006, CSXT delays to Amtrak trains
have been driven more by maintenance than by
freight train delay.
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CSX is completing a robust RFP maintenance
program.

• Invested 19 million in RFP track structure in
  2005 and 2006
• Replaced 176,092 ties (138.2 track miles)
• 97,165 feet of rail (9.2 track miles)
• Another 10.5 M planned in 2007
• Replacing 48,000 ties (43.68 track miles south of
  VRE service area)
• Replacing 78,000 feet of rail (14.74 miles)
• Investments benefit passenger service Better
  ride and more reliable service
• However, tie replacement
• Requires the removal of the rail anchors
• Breaks the surface friction between the ties and
  the ballast
• Destabilizes track, and
• Requires a conservative approach to heat.

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Last summers passengers experienced significant
delays the root cause was a lack of capacity.

• The most severe delays resulted from a
  combination of causes
• June flooding set records
• Severe electrical storm caused catastrophic
  damage at Possum Point
• Traffic congestion due to booming economy
• Lack of capacity
• Lack of capacity identified as the root cause of
  delays years ago
• VRE agreement
• 1999 Federal Railroad Administration Report to
  Congress
• 2000 CANAC Line Capacity Study for Virginia, VRE
  and CSX
• MAROPS (Mid Atlantic Rail Ops Study - VA, FRA,
  FHWA, state DOTs, and Ports)
• Causes significant traffic congestion which
  inhibits reliability and growth
• Prevents recovery, regardless of the cause of the
  initial delay
• Few stations have platforms serving both tracks,
  resulting in a single track operation for VRE
• Only a small portion of the delays were
  attributable to heat orders
• Affects trains between 1 PM and 7 PM only
• 50 MPH, not 70 MPH, but multiple station stops
  limit the impact
• Maximum delay of 10 minutes for Fredericksburg
  riders more for Richmond and Newport News

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As responsible partners, weve taken a number of
actions to improve performance as the capacity
improvements are underway.

• Intensified tactical focus produces results
• Assigned experienced dispatchers to territory
• Added operations superintendent to network
  dispatch center to monitor daily operations
• Established new train manager for area
• Increased signal, track and mechanical
  maintenance presence on corridor
• Changed freight schedules for trains departing
  Richmond, Baltimore and Cumberland
• Partnering with Amtrak VRE on major maintenance
  work
• Working nights to minimize disruptions when
  possible
• Minimizes train cancellations
• Less productive, more costly and more
  challenging for workers
• But produces additional concerns during summer
  heat
• Establishing an experienced based, realistic
  schedule

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The capacity enhancements will make a real
difference, especially the opening of the
Quantico Bridge.

• Phase One Complete
• AF Interlocking
• Dispatcher Consolidation
• Phase Two Complete
• Arkendale crossovers
• Elmont crossovers
• Phase Three Underway
• LEnfant 3rd main
• Phase Four 2007/2008
• Quantico Bridge (Feb. 2007)
• Slaters Lane to RO (Design)
• Franconia 3rd main (Design)
• Phase Five 2008
• Fredericksburg to HA 3rd main (Design)

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The new 2-track Quantico Bridge opened February
17.
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P098 was the first train over the new Quantico
Bridge.
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The 30M Quantico cut-in involves far more than
just the construction of a new bridge.
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In addition, the Rail Advisory Board is funding
the preliminary engineering for 11 miles of 3rd
main between Arkendale and Powells Creek.

• Increases capacity significantly
• Eliminates congestion at Quantico Creek
• Capitalizes on new Quantico Creek Bridge from 1
  to 3 tracks
• Complements on-going, publicly-funded capacity
  improvements
• Includes a new Cherry Hill VRE station stop
• Uses match from a private developer

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But the consensus finding is that major
investments are needed to finish the project in
three phases.

• Phase 1
• Build the third main track from DC to Richmond
  now
• Exclude the high cost projects
• Seek the preliminary engineering needed for
  firm estimates
• Phase 2
• Attack the challenging, high cost projects next
• Major bridges
• Potomac
• Aquia
• Ashland constraints
• Fredericksburg viaduct
• Phase 3
• Develop the Corridor of the Future
• Sealed high-speed freight passenger separation
• Expanded freight capacity

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The DC to Richmond Third Track Feasibility Study
provides the path for completion.

• Complete the VTA 2000 program of projects.
• Complete a comprehensive alternatives analysis
• Conduct operational modeling
• Review alternate right-of-ways
• Analyze public and private benefits
• Conduct an environmental review and the
  preliminary engineering
• Determine the specific design
• Develop accurate estimate of costs
• Establish agreements
• Identify a dedicated source of funding for
  capital and operating costs

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Federal support is the key.

• Funding
• Federal appropriations (primary source of
  funding)
• 2008/9 Transportation Reauthorization Bill
• Corridors of the Future
• State Appropriations
• 100m spent by Commonwealth of VA
• 20m in VA transportation bill
• Local governments and other agencies
• (1995 VRE agreement to fund 3rd main)
• Amtrak
• CSX - right of way existing improvements

• Benefits
• Intercity passenger capacity / reliability
• Commuter capacity / reliability
• Trucks off the highway
• Reduced highway congestion on I-95
• Environmental benefits

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CSXs Corridor of the Future application may
surprise you.

• Corridor stretches 1,200 miles from Washington to
  Miami.
• Corridor must be modified to address three major
  challenges
• Both passenger and freight trains need to travel
  faster
• Both passenger and freight trains need greater
  reliability and recoverability
• Both passenger and freight train volume will
  increase
• CSXs vision for the future is
• Passenger trains must be able to travel unimpeded
  at 110 MPH
• Freight trains must be able to operate at speeds
  of 50 MPH to 70 MPH
• Passenger service must be physically separated
  from freight operations
• Higher density industrial areas may require
  freight tracks on both sides of passenger
  tracks
• The corridor must be sealed to prevent motor
  vehicle intrusion
• 1700 at-grade highway rail crossings must be
  addressed

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We must finish the project the next steps are

• Set realistic expectations during current
  construction
• Align stakeholders around a common plan
• Seek consensus and action on Quick Hits
• Perform preliminary engineering refine cost
  estimates
• Organize and energize all stakeholders to
  advocate for these changes
• Gain federal support

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Thanks for your attention.

• Questions?