HAMPTON ROADS HIGH-SPEED AND INTERCITY PASSENGER RAIL PRELIMINARY VISION PLAN

Transcription

1 PREPARED FOR HAMPTON ROADS TRANSPORTATION PLANNING ORGANIZATION July 2010 HAMPTON ROADS HIGH-SPEED AND INTERCITY PASSENGER RAIL PRELIMINARY VISION PLAN PROGRESS REPORT C: PRELIMINARY INFRASTRUCTURE ANALYSIS July 2010 Prepared by Transportation Economics & Management Systems, Inc.

2 ACKNOWLEDGEMENT/DISCLAIMER Prepared in cooperation with the U.S. Department of Transportation (USDOT), the Federal Highway Administration (FHWA), the Virginia Department of Rail and Public Transportation (DRPT), and the Virginia Department of Transportation (VDOT). The contents of this report reflect the views of the Hampton Roads Transportation Planning Organization (HRTPO). The HRTPO is responsible for the facts and the accuracy of the data presented herein. The contents do not necessarily reflect the official views or policies of the FHWA, VDOT, or DRPT. This report does not constitute a standard, specification, or regulation. These opinions, findings and conclusion are preliminary in nature and do not represent final statements of fact or final projections of high-speed and intercity passenger rail service to Hampton Roads. It is anticipated upon completion of the next phase of the study, these initial study results will be refined to a level that supports a Hampton Roads Vision Plan for High-Speed and Intercity Passenger Rail services from Washington D.C. to the Hampton Roads metropolitan area. Transportation Economics & Management Systems, Inc. C-1

3 PROGRESS REPORT C: PRELIMINARY INFRASTRUCTURE ANALYSIS C.1 OVERVIEW One of the key elements in evaluating high-speed and enhanced intercity passenger rail service in the Washington-Richmond-Hampton Roads Corridor is the review of the existing rail infrastructure and the development of an understanding of the potential corridor constraints and opportunities for improvements for supporting high-speed and intercity passenger rail service. For the purpose of the preliminary analysis, this assessment was accomplished by using the following process: 1. Gathered information from a spot review of the rail corridor between Richmond and the Hampton Roads area. 2. Gathered information from prior Engineering analyses of the Washington-Richmond-Hampton Roads rail corridors including a review of available Environmental documentation and cost data. 3. Identification of typical corridor infrastructure issues and constraints. 4. Identification of the design standards typically applied for the various classes of passenger rail service. 5. Development of an initial conceptual cost estimate of rail improvements to support the various Steps of passenger rail service. It should be noted that for the purposes of this preliminary analysis no corridor mapping or detailed inspection of the rail corridors were completed, which will be needed to finalize the infrastructure analysis at a feasibility level. This chapter documents the preliminary infrastructure analysis taken for the high-speed and intercity passenger rail assessment. It presents the preliminary results of the overview of existing conditions of the rail infrastructure between Richmond and the Hampton Roads area, typical design standards used for the development of the various speeds of passenger rail service and the preliminary conceptual costs estimated for the development of the various Steps of passenger rail service between Washington Richmond-Hampton Roads. Transportation Economics & Management Systems, Inc. C-2

4 C.2 EXISTING CONDITIONS Existing passenger rail conditions were examined for the Norfolk Southern (NS) Railroad line and the CSX Transportation (CSXT) rail line between Richmond, Virginia and the Hampton Roads area. In addition, the section of rail between the Amtrak Staples Mill station was reviewed in the field. This existing conditions review was a completed by a drive-by survey of the rail corridors. The existing conditions review was accomplished by driving to access crossing (intersecting streets, overpasses) of the rail lines and seeing the rail corridors at these access points. The remaining portions of the Washington D.C. Richmond rail corridor was not reviewed in the field rather previous report information was used in the formulation of improvement plans for the high-speed rail alternatives of Step 3 and Step 4. A more thorough examination of the existing rail infrastructure would need to be accomplished by traveling the entire corridor. The following photos provide an overview of the two existing rail corridors between Richmond and Hampton Roads. C.2.1 CSXT RICHMOND PETERSBURG RAIL CORRIDOR Photo 1: Typical Amtrak Station Staples Mill station north of CSXT Acca Yard Transportation Economics & Management Systems, Inc. C-3

5 Photo 2: Amtrak Staples Mill station north of Acca Yard Photo 3: CSXT line looking south towards Acca yard leaving Staples Mill Station Transportation Economics & Management Systems, Inc. C-4

6 Photo 4: Southern entrance to Acca Yard at Westwood Avenue Photo 5: S line straight and A line diverging to right south of Acca Yard Transportation Economics & Management Systems, Inc. C-5

7 Photo 6: S line corridor south of Acca Yard Photo 7: Connection from S Line to CSXT Peninsula Sub north of Main Street Station Transportation Economics & Management Systems, Inc. C-6

8 Photo 8: A Line inside Powhite Parkway corridor Photo 9: Main Street Station in Richmond Transportation Economics & Management Systems, Inc. C-7

9 Photo 10: I-64/CSXT corridor looking south from Richmond Main Street station Photo 11: S Line corridor at Goodes Street flood gate in south Richmond Transportation Economics & Management Systems, Inc. C-8

10 Photo 12: Section of S Line double track north of Bellwood Photo 13: Section of S Line south of Bellwood Transportation Economics & Management Systems, Inc. C-9

11 Photo 14: A Line Centralia Road Crossing Photo 15: A Line at Chester, VA next to new urban mixed-use development Transportation Economics & Management Systems, Inc. C-10

12 Photo 16: A Line Underpass Route 144 in Chester Photo 17: A Line crossing over Route 1 south of Chester Transportation Economics & Management Systems, Inc. C-11

13 Photo 18: A Line crossing over Route 1 in Colonial Heights Photo 19: Amtrak Ettrick Station in Petersburg, VA Transportation Economics & Management Systems, Inc. C-12

14 Photo 20: A Line Appomattox River Bridge single track Photo 21: A Line Appomattox River Bridge single track Transportation Economics & Management Systems, Inc. C-13

15 Photo 22: A Line Appomattox River Bridge single track C.2.2 NS/ROUTE 460 RAIL CORRIDOR MAIN LINE PETERSBURG NORFOLK Photo 23: Proposed site NE Quadrant Collier connection A line to Route 460/NS rail corridor Transportation Economics & Management Systems, Inc. C-14

16 Photo 24: Proposed site NE Quadrant Collier connection A line to Route 460/NS rail corridor Photo 25: NS Petersburg Beltline at Collier passing under A Line single track Transportation Economics & Management Systems, Inc. C-15

17 Photo 26: Existing CSXT-NS Connection at Collier in SW Quadrant Photo 27: Existing CSXT-NS Connection at Collier in SW Quadrant Transportation Economics & Management Systems, Inc. C-16

18 Photo 28: NS Line crossing though swamp adjacent to Route 460. Photo 29: NS Line through downtown Waverly. Transportation Economics & Management Systems, Inc. C-17

19 NS Main Line Photo 30: Multiple grade crossings in Waverly. Photo 31: NS Line crossing though Blackwater River. Transportation Economics & Management Systems, Inc. C-18

20 Photo 32: Humped grade crossing of NS double track in downtown Windsor. Photo 33: NS double track multiple grade crossings in downtown Windsor. Transportation Economics & Management Systems, Inc. C-19

21 Photo 34: Double track NS line crossing Lake Meade on a high embankment. Photo 35: Humped grade crossing, Lake Cahoon Road, along NS double track Transportation Economics & Management Systems, Inc. C-20

22 Photo 36: Kilby Crossing: CSXT Line on the left, abandoned V Line and NS main line crossing over both Photo 37: Kilby Crossing, looking east, CSXT Portsmouth Subdivision Transportation Economics & Management Systems, Inc. C-21

23 Photo 38: NS double track mainline in downtown Suffolk Photo 39: Alternative Connection from NS mainline into CSXT Portsmouth Subdivision in downtown Suffolk Transportation Economics & Management Systems, Inc. C-22

24 Photo 40: NS moveable bridge in Chesapeake, VA Photo 41: Portlock Road /NS 8 track crossing Transportation Economics & Management Systems, Inc. C-23

25 Photo 42: NS Portlock Yard looking west Photo 43: Proposed terminus of Route 460/NS passenger service at Norfolk Harbor Park Stadium Transportation Economics & Management Systems, Inc. C-24

26 Photo 44: NS moveable bridges connecting to proposed Norfolk station C.2.3 NS/ROUTE 460 V LINE: SUFFOLK - NORFOLK Photo 45: Portion of V line converted for municipal bikepath in Suffolk. The V Line right-of-way has been taken for highway use east of here. Transportation Economics & Management Systems, Inc. C-25

27 Photo 46: Old bed of V Line track Photo 47: Abandoned V Line track at proposed Bowers Hill station site Transportation Economics & Management Systems, Inc. C-26

28 Photo 48: Portion of v Line in operation Photo 49: V Line lift bridge over South Branch Elizabeth River Transportation Economics & Management Systems, Inc. C-27

29 Photo 50: NS Main Line/V Line Y connection east of Portlock yard C.2.4 CSXT/I-64 RAIL CORRIDOR NEWPORT NEWS RICHMOND Photo 51: CSXT Line adjacent to downtown Newport News and near entrance to CSXT Newport News Terminal. Transportation Economics & Management Systems, Inc. C-28

30 Photo 52: Downtown Newport News adjacent to CSXT Line Photo 53: Coal train storage tracks east of existing Newport News Amtrak Station Transportation Economics & Management Systems, Inc. C-29

31 Photo 54: Existing Newport News Amtrak Station on CSXT mainline Photo 55: CSXT mainline single track on double track bed Transportation Economics & Management Systems, Inc. C-30

32 Photo 56: Portions of CSXT mainline double tracked Photo 57: Portions of CSXT mainline double tracked Transportation Economics & Management Systems, Inc. C-31

33 Photo 58: Grade crossing on CSXT Line in Lee Hall Photo 59: Portion of CSXT single track near Williamsburg with limiting track curvature Transportation Economics & Management Systems, Inc. C-32

34 Photo 60: Portion of CSXT single track near Williamsburg with limiting track curvature Photo 61: Williamsburg Amtrak train station on CSXT line Transportation Economics & Management Systems, Inc. C-33

35 Photo 62: Portion of CSXT single track near Williamsburg with limiting track curvature Photo 63: Portion of CSXT single track near Williamsburg with limiting track curvature Transportation Economics & Management Systems, Inc. C-34

36 Photo 64: Private crossing humped road- near Providence Forge. Photo 65: Typical section of CSXT track transitioning from double to single track. Transportation Economics & Management Systems, Inc. C-35

37 Photo 66: SR 155 grade crossing in Providence Forge. C.2.5 EXISTING CONDITIONS DOCUMENTATION NEXT STEPS During the next phase of the study of high-speed and enhanced intercity passenger rail service to Hampton Roads, a more detailed analysis of the existing rail corridors will need to be undertaken. The analysis should include as many of the following elements: A complete inspection of the existing rail including (if possible) hi-railing the corridor by the freight railroads. Environmental overview/scan of environmental constraints. Review of available aerial mapping of the rail corridors. A review of potential Greenfield alignment segments using available aerial mapping Discussion of rail connection requirements with freight railroads and DRPT. Completing the above elements would help in providing a more thorough understanding of the capital infrastructure costs for the high-speed passenger rail Steps 3 and 4. A feasibility level capital cost estimate would then be prepared for the Vision Plan. C.3 ENGINEERING STANDARDS There are generally accepted rail infrastructure standards used in the development of passenger rail service. These standards define the type of improvements or expectations for track and infrastructure upgrades necessary to add passenger rail service on existing freight railroad corridors or adjacent to these Transportation Economics & Management Systems, Inc. C-36

38 freight rail corridors. In addition, grade crossing protection standards need to be established for each type of passenger rail service from 79-mph to 150-mph operations. The following provides an overview of the design standards and grade crossing protection proposed for the various types of passenger rail service. Finalization of these design criteria for these specific rail corridors would be completed through discussions with the freight railroads and state agencies. C.3.1 DESIGN STANDARDS The design criteria in Exhibit C-1 are typical standards used as a starting point in the development of passenger rail. EXHIBIT C-1: CORRIDOR PROTECTION STANDARDS Item 79-mph Service 90-mph Service 110-mph Diesel HSR Service 150-mph Electric HSR Service Track Use Existing Class 4 Upgrade to Class 5 where feasible Construct Class 6 Construct Class 8 Speed Restrictive Geometry Existing Geometry Adjusted where feasible New Geometry and adjusted where feasible New Geometry Crossings Speed Restrictions Communities Current Protection Enhanced Protection All Updated to Quadgates Retained Retained Raised to higher levels Grade Separations Speed Restrictions in Urban Areas Movable Bridges Corridor Protection Use Existing Speed Restriction / retrofit for 50-mph No Special Requirements Consider retrofit to mph Retrofitted to 60-mph Retrofitted to 60-mph No Speed Restrictions Corridor is sealed and totally fenced Corridor is seated and totally fenced Signal Systems Existing, Conventional Wayside Block Replaced and Upgraded CAB or PTC All New PTC All New PTC Double Tracking As Required As Required Dedicated Signal Track All Dedicated Double Track - Electrified Grade Separation No new separations considered No new separations considered Sealed Corridor All Grade Separated * PTC Positive Train Control, CAB - Signaling Grade crossing protection varies depending on the speed/classification of passenger rail service. The following are representative grade crossing protection - Transportation Economics & Management Systems, Inc. C-37

39 79 90-MPH OPERATION ENHANCED PROTECTION Private Grade Crossing Warning Signs 2 Quadrant Gate Protection 110-MPH OPERATION SEALED CORRIDOR 4 Quadrant Gate Protection Long Arm Gate Protection 150-MPH OPERATION GRADE SEPARATED Grade Separated Crossing Closed Crossing Transportation Economics & Management Systems, Inc. C-38

40 C.4 INFRASTRUCTURE CAPITAL COSTS The infrastructure capital costs are summarized in this appendix. The unit cost data base and corridor infrastructure costs are conceptual in nature and will be further refined in future phases of this study through discussions with the freight railroads and representatives of the Commonwealth of Virginia. C.4.1 INFRASTRUCTURE CAPITAL COST DEVELOPMENT The infrastructure capital unit costs used in the development of the preliminary capital cost estimates were developed from TEMS library of HSR unit costs. Peer panels, freight railroads and construction contractors have reviewed these costs. In addition, a summary validation was completed comparing the TEMS unit costs with unit costs used in regional rail studies around Virginia. Capital cost categories include: Land and right-of-way Sub-grade, structures and guideway Track Signals and communications Electrification Demolition Stations Maintenance and facilities Highway and railroad crossings Fencing and corridor protection Using the Engineering News Record Construction Cost Index (ENR CCI) Indices, unit costs used in this preliminary/initial portion of the Vision Plan study were adjusted for geographic region and annual escalation. C.4.2 TYPICAL RAIL UNIT COSTS The representative unit costs in Exhibit C-2 were developed in previous TEMS work for the Midwest Regional Rail Authority high-speed rail studies and for the Rocky Mountain Rail Authority High-Speed Rail studies. The unit costs have been accepted by state agencies and participating railroads as a basis for the development of business plans for high-speed rail projects. In the future phases of the high-speed and intercity passenger rail project, the unit costs can be refined through discussions with DRPT representatives and freight railroad representatives. Transportation Economics & Management Systems, Inc. C-39

41 EXHIBIT C-2: INFRASTRUCTURE UNIT COSTS INFRASTRUCTURE UNIT COST Double track on Existing Right-of-Way Double Track on New Right-of-Way Electrification Double Track Signals, Communication and Dispatch Rail Elevated Bridge Structure for Double Track High Level Bridge Structure for Double Track Four Quadrant Gates w/trapped Vehicle Detector Grade Separated Crossing $2.3 M/mi $3.1 M/mi $3.1 M/mi $1.5 M/mi $41.8 M/mi $84.5 M/mi $0.6 Each $5.0 Each Greenfield Rail Segment Rural Flat $18.7 M/mi Rural Hilly $35 M/mi Land Acquisition and Utilities Assumptions (based on VDOT Planning Guidelines) Rural $0.25 M/mi Rural/Low Density $0.5 M/mi Suburban High Density $0.6 M/mi Central Business District $1.0 M/mi Contingency and Soft Costs Design and Construction Contingency 30% Project Development Costs 28% C.4.3 CAPITAL COST SUMMARY The capital cost for rail corridor infrastructure for the four Steps of implementing high-speed and enhanced intercity passenger rail is summarized in the following table. Transportation Economics & Management Systems, Inc. C-40

42 EXHIBIT C-3: INFRASTRUCTURE COST SUMMARY BY STEP HAMPTON ROADS HSR INFRASTRUCTURE COST SUMMARY BY STEP $2010 (1,000) STEP 1 Construction Cost Design and Construction Contingency Professional Services and Environmental TOTAL COST NORFOLK - RICHMOND $93,000 $0 $0 $93,000 NEWPORT NEWS - RICHMOND $0 $0 $0 $0 RICHMOND - WASHINGTON D.C. $0 $0 $0 $0 TOTAL $93,000 $0 $0 $93,000 STEP 2 Construction Cost Design and Construction Contingency Professional Services and Environmental TOTAL COST NORFOLK - RICHMOND $195,712 $58,714 $54,799 $309,225 NEWPORT NEWS - RICHMOND $82,363 $24,709 $23,062 $130,133 RICHMOND - WASHINGTON D.C. $419,259 $125,778 $117,392 $662,429 TOTAL $697,333 $209,200 $195,253 $1,101,787 STEP 3 Construction Cost Design and Construction Contingency Professional Services and Environmental TOTAL COST NORFOLK - RICHMOND $968,797 $290,639 $271,263 $1,530,699 NEWPORT NEWS - RICHMOND $302,215 $90,664 $84,620 $477,499 RICHMOND - WASHINGTON DC* $676,950 $132,005 $123,205 $932,160 TOTAL $1,947,961 $513,309 $479,088 $2,940,358 STEP 4 Construction Cost Design and Construction Contingency Professional Services and Environmental TOTAL COST NORFOLK - RICHMOND $1,730,874 $519,262 $484,645 $2,734,781 NEWPORT NEWS - RICHMOND $714,182 $214,255 $199,971 $1,128,407 RICHMOND - WASHINGTON D.C.* $1,546,455 $301,559 $281,455 $2,129,468 TOTAL $3,991,511 $1,035,075 $966,070 $5,992,657 *Cost Share of 65% HRPTO HSR / 35% SEHSR In the cost summary table, the capital costs for Step 1 and Step 2 are the programmed / planned costs as reported by DRPT in legislation and Environmental documentation. The capital costs for Step 3 and Step 4 are developed using the unit cost data for the rail corridors between Richmond - Norfolk and Richmond Newport News. The Step 3 and Step 4 capital cost estimates for the rail corridor between Washington D.C. and Richmond were developed using the unit cost data combined with available previous cost estimate information. Transportation Economics & Management Systems, Inc. C-41

43 Costs for the segment of rail corridor between Washington D.C. and Richmond, VA are divided with a ratio of 65% HRTPO HSR /35% Southeast HSR. This ratio was assigned based on the percentage of projected HSR trains operated by each corridor. It should be noted that in Step 3 and 4 for the HSR alternatives; if no costs were apportioned to the Southeast High Speed Rail (SEHSR) project and 100% of the costs were assigned to the HRTPO HSR project, the total cost of infrastructure on the Washington D.C. Richmond segment would increase by a little more than 50%. The costs in the previous table are summarized in the following chart. EXHIBIT C-4: CAPITAL COST SUMMARY (MILLIONS $2010) $7,000 $6,000 $5,000 $4,000 $3,000 $2,000 $1,000 $0 $93 $0 $0 $93 $309 $130 $662 $1,102 $1,531 $477 $932 $2,940 $2,735 $1,128 $2,129 $5,993 STEP 1 STEP 2 STEP 3 STEP 4 LEGEND NS/Route 460 CSXT/I-64 Route Washington to Richmond Total: Washington to Hampton Roads Transportation Economics & Management Systems, Inc. C-42