North Carolina Railroad Company

Transcription

1 North Carolina Railroad Company Shared Corridor Commuter Rail Capacity Study Greensboro to Goldsboro, NC American Railway Engineering and Maintenance of Way Association 2008 Annual Conference September 23, 2008 James Kessler, P.E., Principal Engineer HNTB North Carolina, P.C. 343 East Six Forks Road, Suite 200 Raleigh, NC 2760 (919) , (919) Fax and Glenn Hartsoe. P.E., Consulting Engineer North Carolina Railroad Company 2089 Highwoods Boulevard, Suite 100 Raleigh, NC (919) , (919) Fax

2 North Carolina Railroad Company Shared Corridor Commuter Rail Capacity Study Greensboro to Goldsboro, North Carolina ABSTRACT North Carolina Railroad s (NCRR) Commuter Rail Capacity Study is one of the most significant evaluations of the use of the NCRR railroad corridor since the Railroad s inception. The corridor segments evaluated for commuter rail are NCRR s H Line between Greensboro and Goldsboro and Norfolk Southern s J Line as follows: Burlington to Greensboro Burlington to Durham/Raleigh Goldsboro to Raleigh/Durham Hillsboro to Carrboro/Chapel Hill ( J Line) The commuter rail operations evaluated for the study consist of four peak hour trains in both the morning and evening time frames and one mid-day round trip. The proposes services would utilize FRA compliant push-pull passenger or diesel multiple unit rail equipment. Key aspects of the study include: General locations of station stops and commuter train schedules were developed. Freight and Amtrak passenger train traffic data was collected from the operating railroads, Norfolk Southern and CSX. The Rail Traffic Controller (RTC) Model, was being utilized to determine the effects of commuter trains on train performance and to evaluate alternative infrastructure scenarios that would mitigate those effects. Infrastructure improvements required to alleviate the identified capacity constraints and construct a commuter rail system were identified and evaluated. A high level conceptual environmental analysis was completed. Conceptual level cost estimates were prepared. The NCRR will be able to provide accurate information to regional and local organizations for planning and cost assumptions as they consider transportation options utilizing the NCRR for improved and safer transportation in North Carolina. i

3 North Carolina Railroad Company Shared Corridor Commuter Rail Capacity Study Greensboro to Goldsboro, North Carolina NORTH CAROLINA RAILROAD COMPANY The North Carolina Railroad Company (NCRR) is a private railroad company owned by the State of North Carolina. The NCRR is a 317 mile long rail corridor that connects Morehead City, which is the location of one of the North Carolina State Port Authorities major facilities, to North Carolina s largest city, Charlotte. The mission of the NCRR is: To manage, improve and protect the State of North Carolina s rail properties and corridors in a manner that will enhance passenger and freight rail service and promote economic development. The NCRR was authorized by the NC State Legislature in 1848 to construct a railroad linking the eastern part of the state to the Piedmont. Construction began in 1851 and in 1859 the first train ran between Goldsboro and Charlotte. In 1989, the Atlantic and North Carolina Railroad which ran from Goldsboro to Morehead City was merged into the NCRR. The NCRR owns and manages the rail corridor. Norfolk Southern (NSR) through an operating agreement with NCRR operates and maintains the railroad for NCRR. Over 70 freight trains currently operate on the NCRR corridor on a daily basis. In addition to freight trains, Amtrak currently operates eight inter-city passenger trains over the NCRR. An additional round trip between Raleigh and Charlotte has recently been announced by Amtrak and is scheduled to begin in NCRR AND THE ECONOMY OF THE STATE OF NORTH CAROLINA The NCRR since its inception has been closely tied to the economy of the State of North Carolina a situation that continues to this day. Cities such as Durham and Burlington were developed due to the location of the railroad. Many of the states major communities are located along the railroad including Goldsboro, Raleigh, Greensboro, Salisbury and Charlotte. Today the NCRR is a vital link in the transportation system in North Carolina. In May 2007, the Research Triangle Institute (RTI) completed a study analyzing NCRR s ties to the state s economy. In their report, The Economic Impact of the North Carolina Railroad, RTI found that industries representing over 24 percent of North Carolina s economy (representing $143 billion of economic output) rely on freight service proved on the NCRR and that industries utilizing NCRR freight rail provide 14.7% of North Carolina s jobs. RTI calculated that having freight 1

4 service provided on NCRR saves customers $198 million in transportation costs annually. RTI also found that NCRR provides significant public benefits, including Reduced air pollution and greenhouse gas emissions; Reduced noise emissions; Reduced injuries and accidents; 254,000 freight car loads per year on NCRR removes over 1 million trucks from North Carolina highways saving over $20 million in highway maintenance costs; and 300,000 passengers per year removes over 200,000 cars form North Carolina highways. INTEREST IN USING THE NCRR CORRIDOR FOR PASSENGER RAIL Several state and local agencies have expressed interest in using the NCRR Corridor for passenger rail. This interest has ranged from using the existing track to operate passenger services to constructing entirely new passenger rail systems, separate from the freight tracks, on the NCRR Corridor. Examples of this interest include: The North Carolina Department of Transportation (NCDOT) Rail Division completed a study in 1999 looking at Potential commuter rail corridors in the state. Corridors on the NCRR included Charlotte to Salisbury; Salisbury to Greensboro; Greensboro to Burlington and Raleigh to Selma. In 2002, the NCDOT Rail Division completed a study of commuter rail lines focusing on the Triad region (Greensboro Winston Salem High Point). Corridors on the NCRR evaluated in this study includes Salisbury to Greensboro and Greensboro to Burlington The Eastrans Commuter Rail Feasibility Study as completed in This study by the Eastrans Commuter Rail Alliance and the Town of Knightdale looked at the feasibility of implementing commuter rail on two corridors east of Raleigh, including the NCRR between Raleigh and Selma. Triangle Transit (formerly TTA) was developing plans for rail transit in the Wake, Durham and Orange County area of NC. Phase I of their project was a passenger rail service that included separate dedicated passenger rail tracks constructed on the NCRR Corridor between Raleigh and Durham. This project has been suspended due to not receiving funding. Piedmont Authority for Regional Transportation (PART) has been evaluating transportation alternatives in the Triad Region including commuter rail on NCRR Corridors. The Charlotte Area Transit System (CATS) is currently designing an extension of their LYNX light rail line. This northeast extension is planned to be constructed partially on the NCRR corridor. 2

5 In addition to commuter rail and regional rail, other studies have looked at intercity passenger rail on NCRR. The NCDOT Rail Division has completed studies evaluating passenger rail service to both southeastern NC and western NC both of which would operate partially on the NCRR Corridor. The Southeast High Speed Rail Corridor includes the portion of NCRR between Raleigh and Charlotte. Amtrak currently operates eight intercity passenger trains on the NCRR. The Crescent, running between New York and New Orleans, uses the NCRR between Greensboro and Charlotte. The New York to Miami Silver Star runs on the NCRR between Selma and Cary. NCDOT supports Amtrak service in North Carolina including the Piedmont between Charlotte and Raleigh and the New York to Charlotte Carolinian which is on NCRR between Selma and Charlotte. NCDOT and Amtrak have recently announced an additional Piedmont train anticipated to begins service in Unfortunately, some of these proposals have been developed without significant prior input from the freight railroads and without a thorough understanding the freight railroads requirements and constraints. Through the NCRR Commuter Rail Shared Corridor Capacity Study, a plan is being developed for the railroad infrastructure that would be required in order to support commuter rail operations on the NCRR corridor while also maintaining existing and projected freight and intercity passenger operations. The NCRR will gain an understanding of the impacts of commuter rail on their corridor and this understanding will be conveyed to the transit authorities as proposals for commuter rail are developed. TYPES OF PASSENGER RAIL There are several modes of passenger rail transportation that are characterized by infrastructure and operational requirements. Key characteristics that identify types of passenger rail operation are frequency of service, station spacing, type of equipment (FRA vs. non-fra compliant) and right-of-way requirements. The most common passenger rail modes are: Light Rail Heavy Rail Intercity Passenger Rail Commuter Rail Light Rail Light rail generally has frequent service (several times per hour) over relatively short distances of 5 to 20 miles. Station spacing is ¼ to 2 miles. Most light rail systems are powered by an overhead catenary system although some light rail systems use diesel powered multiple units. Light rail vehicles may operate on a separate right-of-way or in a mixed environment with roadway traffic. However, light rail vehicles are not suitable for mixed operation with freight and intercity passenger rail equipment. There must be a physical or temporal separation of light rail and freight rail operations. 3

6 Heavy Rail Heavy rail transit is often found in cities with large populations and major employment centers. Examples of heavy rail transit are WMATA in Washington, DC and MARTA in Atlanta. Headways are relatively short, 10 minutes to 20 minutes, and routes are generally 15 to 50 miles in length. Stations have high platforms and are spaced between ½ and 5 miles apart. Heavy rail vehicles are electrically powered, most often via a third rail, and operate on a dedicated separate right-of-way. Heavy rail transit is not suitable for mixed operation with freight rail. Intercity Passenger Rail Intercity passenger rail operates over long distances on a regular schedule between major city centers. Station spacing is usually over 30 miles. Service frequency can vary from as many as several trips per day to as few as a few trips per week. In the United States this service is provided by Amtrak. NCDOT supports the Piedmont and Carolinian services in North Carolina. The equipment used in intercity passenger service is Federal Railroad Administration (FRA) compliant and can operate in mixed service with freight operations. Commuter Rail Commuter rail passenger transportation is focused primarily on providing transportation for commuters between suburbs and city centers. The majority of service is provided in the morning and afternoon peak commuter hours although some commuter rail systems provide service from early morning to late at night and also on weekends. Most commuter rail systems provide service from suburbs and outlying communities to center cities (VRE and Music City Star are examples). Other commuter rail systems provide service between adjacent city centers (Trinity Railway Express in Dallas Fort Worth, for example). Stations are generally spaced between 2 and 10 miles apart. Station amenities may vary from simple stations with platforms and shelters to much more elaborate stations that include food and beverage services and other commuter focused retail services. Providing sufficient parking is often a key concern when planning commuter rail stations, especially those in outlying areas. The equipment used in commuter rail service is generally either a push-pull arrangement of locomotive and coaches or a diesel multiple units (DMU). Some commuter rail systems operate electrical multiple units (EMU) that are powered via an overhead catenary system. Commuter rail equipment is FRA compliant and may operate in mixed service with freight and intercity passenger trains. This is the type of service that NCRR is evaluating in the Shared Corridor Commuter Rail Capacity Study between Goldsboro and Greensboro. 4

7 SHARED CORIDOR CAPACITY STUDY BACKGROUND AND GUIDELINES Background Rail Assets and Freight Operations NCRR owns and manages the mostly single track 317 mile long rail corridor between Charlotte and Morehead City. Key locations along the line include New Bern, Kinston and Goldsboro in the Eastern portion of the state and Raleigh, Durham, Mebane, Burlington, High Point, Lexington, Thomasville, Salisbury, Kannapolis and Concord in the Piedmont. Freight operations are the responsibility of Norfolk Southern (NSR) under a long term operating agreement. Economic Impact of the NCRR The NCRR line is a major freight artery, serving many industries and creating thousands of jobs in North Carolina. NCRR and NSR are strongly committed to maintaining and increasing freight service to new and existing industries in North Carolina. Freight service is especially important to the state s manufacturing areas, the NC State Ports, and economic development. The NCRR segment between Greensboro and Charlotte is a high volume freight interstate main line for the east coast. NSR maintains key yard facilities at Charlotte, Linwood, Greensboro, East Durham, Raleigh, and New Bern. Key users of NCRR s freight rail line include the NC State Port at Morehead City; military facilities at Cherry Point Marine Corps Air Station and Seymour Johnson Air Force Base; power generating stations owned by Progress Energy and Duke Power; major industries such as Cargill, Nucor Steel, Wyerhaeuser, and PCS Phosphate; and agribusiness companies (grain, fertilizer, lumber, chemicals, etc.). Coexistence of Freight and Commuter Rail NCRR s freight operations agreement with NSR makes provision for shared freight and passenger tracks for conventional commuter rail on NCRR owned lines so long as NCRR s and NSR s freight carrying capacity is protected and the costs are borne by the commuter rail sponsor. If properly planned, funded and designed so as to not preclude existing and future freight needs, NCRR believes that commuter rail can co-exist with freight operations, thereby improving North Carolina s transportation options. NCRR is committed to work with appropriate agencies for commuter rail within the following guidelines. Commuter Rail Study Guidelines Prior to the initiation of the study, guidelines were developed to provide a basis for the evaluation. 5

8 Service to Existing and Future Freight Industries Any commuter rail plan model adopted by NCRR will include provision for freight service to existing and future industries 24 hours per day, 7 days per week without delay. Safety and Grade Crossings The most important element of any commuter rail design is safety. In evaluating track design and station locations, safety considerations are paramount. All plans proposed by commuter rail operating authorities affecting bridges, grade crossings and pedestrian access will be carefully reviewed by NCRR. Significantly increasing the number of trains at grade crossings by adding commuter trains can have key safety and cost implications. Grade crossings need to be evaluated for the possibility of consolidation, closure and/or grade separation. Grade crossings that remain may need to have upgraded warning devices. The costs of capital improvements, maintenance, and ongoing operating costs will need to be adequately funded by the commuter rail operating authority. Dispatching of Commuter Trains with Freight Trains Passenger and freight trains on a shared rail line should be dispatched by a single party in order to promote safe, shared track operations. Under the 1999 Agreement with NSR, NSR dispatches the NCRR line. Of note, however, for the Cary to Raleigh segment (approximately 8 miles) CSX currently dispatches all existing freight and passenger trains including trains on NCRR tracks. Passenger Train Equipment All passenger rail equipment or other equipment on shared tracks must meet FRA requirements for shared track operations and must meet NSR requirements under the 1999 Agreement. Operations and Stations Commuter rail schedules for the purposes of this study are anticipated to be four trips in the morning peak hours, four trips in the afternoon/evening peak hours and one mid-day round trip. The schedules were developed using 60 miles per hour maximum speeds and allowing 3 minutes for each station stop (deceleration, dwell time and acceleration). Station locations will be evaluated on a site specific basis. Key factors will be access for both vehicles and pedestrians, proximity of development to rail lines, and types of development proposed by commuter rail operating agencies. Commuter Rail Operation Limits The NCRR shared Corridor Commuter Rail Capacity Study is focused commuter rail operating on the NCRR Corridor between Greensboro and Goldsboro as follows: Burlington (MP H-21) to West Greensboro (MP 286). 6

9 Burlington (MP H-21) to Raleigh (MP H-81). West Durham (MP H-54) to Goldsboro (MP H-130). University Road (MP J-0) to Carrboro (MP J-10) Goals The goal of NCRR s Shared Corridor Commuter Rail Capacity Study between Goldsboro and Greensboro is to determine if it is feasible to improve the NCRR to allow commuter rail service on shared tracks while encouraging rail freight service to continue to grow for economic development. The study initiative will provide a meaningful framework to regional and local governments for planning and cost assumptions as they consider transportation options, including commuter rail where feasible utilizing the NCRR Corridor for improved and safer transportation in North Carolina. Through this important study, the North Carolina Railroad will be able to provide accurate information to regional and local organizations for planning and cost assumptions as they consider transportation options, including commuter rail where feasible, utilizing the NCRR for improved and safer transportation in North Carolina. Project Team The project team working with NCRR was led by HNTB North Carolina, P.C located in Raleigh, NC. HNTB provided all project management services along with freight railroad and commuter rail operations expertise and the development of infrastructure requirements and costs. HNTB was assisted by The Woodside Consulting Group, providing capacity modeling capabilities, and EcoScience, evaluating environmental impacts. SHARED CORIDOR CAPACITY STUDY - CORRIDOR CHARACTERISTICS The Shared Corridor Capacity Study encompasses the following railroad corridors: A short segment of NCRR s Main Line in Greensboro between mileposts and NCRR s H Line between Greensboro (Milepost H-0.0) and Goldsboro (Milepost H-130). NSR s J Line between its junction with NCRR s H: Line at GLENN (Milepost H-46). The J Line provides a connection from NCRR (Milepost J-0) to Chapel Hill / Carrboro (Milepost J-10). Right-of-way The NCRR right-of-way is generally 200 feet wide. There are some exceptions especially in urban areas. Although the right-of-way is relatively wide, there are many encroachments which reduce the available area that is readily usable for additional tracks and other facilities. In many locations streets and roadways have been constructed on parallel alignments to the tracks, sometime as close as 25 feet. 7

10 AMTRAK (CHARLOTTE & ATLANTA) WEST GREENSBORO GREENSBORO AMTRAK (WASHINGTON) GREENSBORO / BENBOW RD. GREENSBORO EAST LOOP AREA ELON BURLINGTON MEBANE AREA EFLAND AREA HILLSBOROUGH AREA UNIVERSITY ROAD BLACKWOOD UNC NORTH CARRBORO / CHAPEL HILL BURLINGTON - WEST GREENSBORO GREENSBORO / BURLINGTON - RALEIGH GOLDSBORO - WEST DURHAM / UNIVERSITY ROAD UNIVERSITY ROAD - CHAPEL HILL / CARRBORO UNIVERSITY ROAD WEST DURHAM DURHAM CARY WEST RALEIGH NORTH RESEARCH TRIANGLE PARK AMTRAK MORRISVILLE AREA / RDU RESEARCH TRIANGLE PARK / RDU (SOUTHERN PINES & FLORIDA) RALEIGH AMTRAK SOUTH RALEIGH / WEST GARNER AREA GARNER AREA (FLORENCE & FLORIDA) I-540 (FUTURE) CLAYTON AREA SELMA PRINCETON AREA ROSEWOOD AREA WILSONS MILL AREA AMTRAK GOLDSBORO (RICHMOND, WASHINGTON & NEW YORK) SHARED CORRIDOR COMMUTER RAIL CAPACITY STUDY

11 The J Line right-of-way is also generally 200feet wide. Tracks Main Line The track configuration between the connection with the H line and Pamona Yard consists of two main tracks and a yard lead track. H Line The NCRR H Line is essentially a single track railroad between Greensboro and Goldsboro. The exceptions is an eight mile double track segment between Raleigh and Cary (one track is owned by NCRR and one track is owned by CSX). This line is approximately 130 miles long extending from milepost H-0 at the connection with the Main Line in Greensboro to milepost H-130 at Goldsboro. At Goldsboro the H Line connects with NCRR s EC Line (formerly the Atlantic and East Carolina Railroad). Between Greensboro and Raleigh (milepost H-81) the maximum authorized speed (MAS) for freight trains is 50 miles per hour. Between Raleigh and Selma (milepost H-110) the MAS for freight trains is 49 miles per hour and east of Selma the MAS for freight trains is 40 miles per hour. Passenger trains operate on the portion of the H Line between Greensboro and Selma. Currently the MAS for passenger trains is 79 miles per hour between Greensboro and Raleigh and 59 miles per hour between Raleigh and Selma. A project scheduled for the summer of 2008 will increase the MAS for passenger trains between Raleigh and Selma to 79 miles per hour. No passenger service is currently operated east of Selma on the NCRR. The above speeds are restricted at interlockings and on a significant number of curves, primarily between Greensboro and Durham. Passing sidings on the H Line are located at: McLeansville (H-7.8 to H-9.8) Mebane (H-31.7 to H-34.1) Funston (H-47.8 to H-49.8) East Durham (H-56 to H-59) Auburn (H-90.4 to H-94) Powhatan (H-100 to H-102.1), and Selma (H to H-111.7) J Line The J Line is a single track railroad. The MAS for freight trains on this line is 10 miles per hour. Passenger service currently does not operate on this line. The J Line has a significant number of sharp curves (up to 10 degrees) and steep grades (up to 1.95%). 9

12 Signals Main Line The Main Line is equipped with train control signals. H Line Until 2004, the NCRR did not have train control signals east of Greensboro except for the eight mile segment between Cary and Raleigh where there were signals which controlled by CSX. In 2007, the signals on this portion of the railroad were upgraded to bi-directional running through a project sponsored by NCDOT Rail Division. In 2004, a signal system was installed on the portion of the H Line between Greensboro and Cary, a distance of 72 miles. Signals were installed on the NCRR H line between Raleigh and Pine Level, a distance of 31 miles, in With the completion of this project, the NCRR H Line is now has train control signals between Greensboro (H-0) and Pine Level (H-112). The NCRR H Line east of Pine Level to Goldsboro does not have any train control signals. J Line The J Line does not have train control signals. Capital Improvements Capital improvement projects on the NCRR are designed and constructed through the efforts of NCRR, NSR and NCDOT Rail Division. Recently Completed Projects The NCRR, NSR and the NCDOT Rail Division have implemented projects to upgrade the track and signal facilities on the NCRR in the last several years. NCDOT s efforts have focused on reducing trip times and improving reliability for passenger trains between Raleigh and Charlotte. These projects have included the siding extensions at McLeansville, Mebane and Funston, the reconfiguration of the D&S Junction Interlocking and the installation of signals between Cary and Greensboro. NCDOT has also been instrumental in completing improvements to grade crossing warning devices and closing at-grade crossings on the NCRR. NCRR has completed a number of projects designed to improve the capacity of the railroad and promote safety. Their projects have included: the replacement of the bridge over NC 54 and curve improvements near MP H-64; construction of passing sidings at Auburn, Powhatan and Selma; yard improvements at Selma; installation of a signal system between Raleigh and Pine Level; replacement of a bridge span at Clayton thereby eliminating a slow order and roadway clearance restriction; and running rail replacement east of Selma. 10

13 Planned Projects Plans are currently under way for improvements to the track geometry between Raleigh and Selma in order to increase the passenger train maximum authorized speeds from 59 miles per hour to 79 miles per hour. Other projects currently being envisioned are a grade separation at Hopson Road in Research Triangle Park, improvements to at-grade crossing warning devices and closing of at-grade crossings. SHARED CORRDOR CAPACITY STUDY The commuter trains schedules and stations locations for the study were developed in accordance with the guidelines presented herein. Commuter Train Schedules The basis for developing the commuter rail schedules for this study was four peak hour trains in the morning, four peak hour trains in the afternoon and one mid-day round trip. A single commuter train as depicted in this study is not thought to go the entire distance from Greensboro to Goldsboro. Rather the service developed for analysis for this study is as follows: Greensboro to Burlington The Greensboro to Burlington commuter service consists of four trains that depart Burlington in the morning between 6:15 AM and 8:15 AM and arrive in Greensboro between 6:54 AM and 8:54 AM. The four return trips in the afternoon are planned to depart Greensboro between 4:30 PM and 6:30 PM and arrive in Burlington between 5:09 PM and 7:09 PM. There is also one mid-day round trip. The distance between Greensboro and Burlington is approximately 22 miles. Burlington to Raleigh Burlington to Raleigh is a distance of approximately 60 miles. A trip between the two cities as developed in this study would take approximately 1 hour 35 minutes. Key locations served by this service include Hillsborough, Durham, Research Triangle Park (RTP), Cary and Raleigh. Major employment centers are located at West Durham / Durham (medical centers and Duke University), RTP (major research and manufacturing), West Raleigh (NC State University) and Raleigh (government and commercial). Both the triangle Metro Center and Morrisville Stations are located close to RDU international Airport and connections would be possible form either location. Trains would be scheduled to leave Burlington between 5:45 AM and 7:45 AM and arrive at Durham between 6:36 and 8:36 AM and Raleigh between 7:20 and 9:20 AM. All Burlington Raleigh trains connect with the J Line shuttle trains to Chapel Hill / Carrboro. 11

14 As a result of input received through the public outreach process, two trains in the morning and two trains in the evening are shown to originate / terminate at Greensboro instead of Burlington. This would provide a commuter connection between the Greensboro / Elon areas and Chapel Hill / Carrboro. Durham to Goldsboro Between West Durham and Goldsboro the distance is approximately 78 miles. A complete trip between these two points is estimated to be 2 hours 4 minutes. Key locations along this segment are Selma, Clayton, Garner, Raleigh, RTP and Durham. The major employment centers on this route, and the ability to access RDU International Airport, are similar to that for the Burlington to Raleigh service. Again, as a result of input received through the public outreach process, there was a desire expressed to be able to travel from Durham, RTP and Raleigh to Chapel Hill / Carrboro in the morning and return in the afternoon. To accommodate this request, two Goldsboro to West Durham trains were extended to the University Road Station. Hillsborough to Chapel Hill At the proposed University Road station located between Hillsborough and West Durham there is a rail connection to Chapel Hill / Carrboro via NSR s J Line. A commuter rail shuttle service is proposed that would connect Chapel Hill / Carrboro to the commuter trains operating on the NCRR H Line. The distance between the H Line and Chapel Hill / Carrboro is 10 miles and would take approximately 24 minutes. Station Locations Stations proposed for this service and brief description of each are: H Line West Greensboro: New station located near UNC Greensboro and the Greensboro Coliseum Greensboro: Existing station in downtown currently used by Amtrak, PART busses and Greensboro Transit Authority busses. Greensboro Benbow Road: New station near NC A & T University. Greensboro Outer Loop: New park and ride station near US 70 and the Outer Loop. Elon Area: New station near Elon University and the Town of Elon. Burlington: Existing Amtrak station in downtown Burlington. Terminus of the Burlington to Greensboro and Burlington to Raleigh services. Mebane Area: New station near downtown Mebane. Efland Area: New park and ride station near US 70 and I-85 Hillsborough Area: New park and ride station near downtown Hillsborough. University Road: Transfer station between the H Line and J Line trains. Some opportunity for park and ride. West Durham: New station near major medical centers and Duke University. 12

15 Durham: Existing Amtrak station in downtown area. North Research Triangle Park: New park and ride station in RTP also providing connections to RTP businesses. Research Triangle Park / RDU: New station in RTP providing shuttle connections to businesses in RTP and to Raleigh Durham International Airport (RDU). Morrisville Area: New park and ride station near downtown Morrisville also providing connections to RDU. Cary: Existing Amtrak station near downtown Cary. West Raleigh: New station serving North Carolina State University and surrounding areas. Raleigh: Existing Amtrak station near downtown Raleigh. South Raleigh / West Garner Area: New park and ride station near office parks. Garner Area: New park and ride station with access to US 70 and I-40. Clayton Area: New park and ride station with access to US 70 and NC 42. Wilsons Mill Area: New park and ride station with access to US 70. Selma: Existing Amtrak station near downtown Selma with park and ride access to I-95. Princeton Area: New park and ride station near downtown Princeton with access to US 70. Rosewood Area: New park and ride station near US 70. Goldsboro: New station near downtown Goldsboro. J Line University Road: Transfer station between the H Line and J Line trains. Some opportunity for park and ride. Blackwood Area: New park and ride station near I-40. UNC North / Horace Williams: New station near planned UNC North campus. Chapel Hill / Carrboro: New station near downtown Chapel Hill / Carrboro. Passenger Equipment The passenger equipment assumed for this study is a combination of locomotive hauled push-pull equipment and diesel multiple units. The push-pull consists are assumed to be one locomotive and four coaches. The DMU consists are assumed to be single units. All equipment will be FRA compliant and able to operate in mixed service with both freight and intercity Amtrak equipment. Due to the relatively long distances of each of the H Line routes, it is not possible to use each set of equipment for more than one run in the morning and evening. Four sets of push-pull equipment are required for each of the three H Line services plus one set of spare equipment for a total of thirteen sets of pushpull equipment. For the J Line shuttle service between University road and Chapel Hill / Carrboro, two DMUs are required to cover this service. Including an additional spare, three DMUs are required. 13

16 Layover Facilities, Maintenance Facilities The general location and scope of layover and maintenance facilities are considered in this study both for input into the rail traffic modeling and for cost purposes. Layover facilities are assumed to be located in: the Burlington area for the overnight storage of the Greensboro to Burlington equipment and the Burlington to Raleigh equipment; near West Durham for the daytime storage of the Goldsboro to West Durham equipment; near Raleigh for the daytime storage of the Burlington to Raleigh equipment; Goldsboro for the overnight storage of the Goldsboro to West Durham equipment; and near Carrboro for the overnight storage of the J line DMU equipment. A maintenance facility is assumed to be located in either the Raleigh or Durham areas and is assumed to be capable of servicing both the push-pull and diesel multiple unit equipment. There may be some opportunity to combine the maintenance functions with the maintenance of the NCDOT Piedmont equipment at least on a short term basis if the initial commuter rail start-up is only a portion of the system studied here and requires less equipment to cover the operations. Operations Analysis HNTB s subconsultant, the Woodside Consulting Group, completed the operations analysis in order to evaluate the existing rail traffic data; to determine the effects the proposed rail traffic in the year 2012, including the proposed commuter trains, on train performance; and to evaluate alternative infrastructure scenarios that would mitigate those effects. The Rail Traffic Controller (RTC) model was utilized for this effort. The RTC Model, a computer simulation model, is widely used throughout the North American railroad industry and is generally recognized as the best tool currently available for evaluating railroad line capacity. In order to ensure that the RTC Model provides a reasonable representation of actual train operations, the RTC Model results were calibrated to those of actual train operations in a 2007 Base Case. Existing train data was obtained from Norfolk Southern and CSX. In addition, discussions were held with the NSR East Carolina Business Unit (ECBU) to assess their existing and planned traffic. This data served as the basis for the modeling and developing the 2007 base case. Adjustments were made to the existing traffic data as follows to arrive at the 2012 train volumes. Four (4) future Piedmont Amtrak trains daily on the Raleigh to Greensboro segment; 14

17 48 commuter trains each week day (28 operating on portions of the H Line between Goldsboro and Greensboro and 20 operating on the branch line to/from Chapel Hill); A net increase on the H Line of 19 unit grain, ethanol, and rock trains per week; and Longer and heavier intermodal, merchandise, and coal trains (plus additional growth trains) on the NS Piedmont Division main line, projected using growth rates provided by NS. For the 2012 Future Case, the goal was to add sufficient capacity on each line segment so that the RTC Model train performance for all train groups (i.e., commuter, Amtrak, expedited, and freight) is reasonably comparable in 2012 to that of Key metrics used were average train speed (mph) and delay per 100 train miles (in minutes). Initial infrastructure improvement recommendations were developed and incorporated into the 2012 Future Case. A comparison of total RTC Model network train performance for the 2012 Future Case (including the recommended infrastructure improvements) vs. the 2007 Base Case showed that, despite the increase during the 7-day study period of 28 new Amtrak trains, 240 new commuter trains, 5 new intermodal trains, and 19 new freight trains (a total increase of 292 trains): average train speeds are generally comparable across all train groups, with the average overall train speed increasing because of both the larger volume and the larger proportion of Amtrak and commuter trains: Average Train Speeds (mph) Base Case Future Case Total RTC Model Network Passenger Expedited Freight Averages Delay per 100 train miles is generally comparable between the two cases across all train groups: Delay Per 100 Train Miles (Minutes) Base Case Future Case Total RTC Model Network Passenger Expedited Freight Averages

18 A comparison of total RTC Model H Line only train performance for the 2012 Future Case (including the recommended infrastructure improvements) vs. the 2007 Base Case shows that, despite the increase during the 7-day Study Period of 28 new Amtrak trains, 140 new commuter trains, and 15 new freight trains (a total increase of 183 trains): Average Train Speeds are generally comparable across all train groups, with the average overall train speed increasing because of the larger volume and larger proportion of Amtrak and commuter trains: Delay Per 100 Train Miles (Minutes) Base Case Future Case H-Line RTC Model Results Passenger Freight Averages Delay Per 100 Train Miles is generally comparable between the two Cases across all train groups: Delay Per 100 Train Miles (Minutes) Base Case Future Case H-Line RTC Model Results Passenger Freight Averages The comparison of the two cases above shows that the recommended infrastructure improvements used in the 2012 Future Case will permit reasonable attainment of the study goal that Amtrak and NS train performance will not deteriorate because of the addition of the proposed commuter service. Infrastructure Improvements The infrastructure improvements recommended through the RTC modeling process were given to the HNTB engineering staff for evaluation and the development of conceptual plans and cost estimates. The recommended infrastructure improvements included the construction of second tracks, passing sidings and crossovers as well as installation of a signal system on the currently dark territory east of Pine Level on the H Line and on the J Line. Engineers further developed the recommendations to include required improvements to grade crossings, structure replacements and modifications, signal relocations, grading and drainage and erosion control. HNTB s consultant, EcoScience, then evaluated each of the recommended improvement for any fatal flaw issues that may preclude their construction. 16

19 The recommended improvements are: Greensboro Construct a station track in Greensboro extending from MP to MP Greensboro to Burlington Construct new second main track between Greensboro and Burlington Convert existing turnout to a crossover at MP H-0.6 Construct a universal crossover at H-12.0 Construct a universal crossover at H-21.7 Burlington to West Durham Extend the Mebane siding to the west for an additional 0.6 miles Construct a two mile long siding at Efland. Construct a new second main track from the University Road Station (connection with the J Line) to West Durham Construct No. 20 crossover west of University Road Station Construct No. 20 crossover east of University Road Station Construct crossovers to access the layover facility at West Durham. West Durham to Raleigh Construct a second main track between West Durham and Cary Install new No. 20 crossover at MP H-54.9 Install new No. 20 universal crossover at MP H-59 Install new No. 20 universal crossover at MP H-68 Reconfigure existing interlocking at Fetner (Cary) Install new No. 20 universal crossover at MP H-76.6 Raleigh to Selma Construct new second main track at Raleigh station. Construct new second main track between Wilsons Mill and Selma Construct new crossover at MP H Construct new crossover at MP H Selma to Goldsboro Construct a two mile long siding between Princeton and Rosewood. Construct west leg of wye track at CP&L lead Install signal system from Pine Level to Goldsboro J Line Construct siding at MP J-6 Construct siding at MP J-9 17

20 In addition to the recommended track and signal infrastructure improvements noted above, work associated with these items was also identified and evaluated. These items include: Upgrades and modifications to grade crossing warning devices. Modification or replacement of under grade bridges to accommodate a second track. Modifications of overhead bridge structures to provide adequate horizontal clearances for the addition of a second track. Grading and drainage Permitting. Other Infrastructure Infrastructure to support a commuter rail operation was also identified and included in the cost estimates. These items included: Layover facilities Maintenance facilities Passenger rail equipment Stations Communications systems Fare collection systems. Cost estimates Cost estimates were developed for the infrastructure requirements. Recognizing that it may not be feasible or practical to construct the entire commuter rail system being studied, the estimates were developed in segments. This will enable transit authorities or other agencies that may propose to construct and operate a commuter rail system on NCRR to evaluate the cost for various segments of the NCRR Corridor. For example, if it is determined that an initial start-up system should be constructed between Selma and Raleigh, it will be possible to break out those infrastructure recommendations and costs for further study. Next Steps This study is only an initial step towards evaluating whether a commuter rail system on the NCRR Corridor is feasible. Further steps include: A ridership study to assess the demand for a commuter rail service. The current study did not include any effort at determining whether there is such a demand. The ridership study would also be able to asses the level of commuter rail service required and establish a more precise location for the stations. Environmental studies and evaluations. Operations studies that would evaluate and determine the cost of operating a commuter rail system on NCRR. The evaluation should include both operating and maintenance costs. 18

21 Discussions with operating railroads on the NCRR to determine their requirements including operations, maintenance and insurance. Verify that the recommended infrastructure recommendations are in accordance with the current railroad criteria and adhere to constructability constraints. Evaluate the funding requirements or both capital and operating costs. Identify funding sources and ensure that they are sufficient to both construct and operate the commuter rail system, CONCLUSION This study has shown that it is possible to design and construct infrastructure improvements that would permit commuter rail operations to co-exist with freight railroad operations and inter-city Amtrak services on the NCRR between Greensboro and Goldsboro. Through this important study, the North Carolina Railroad will be able to provide accurate information to regional and local organizations for planning and cost assumptions as they consider transportation options, including commuter rail where feasible, utilizing the NCRR for improved and safer transportation in North Carolina. 19

22 ACKNOWLEDGEMENTS The authors wish to acknowledge the assistance of the staffs of North Carolina Railroad Company (NCRR), Norfolk Southern Corporation (NSR), Norfolk Southern East Carolina Business Unit (ECBU),CSX and NCDOT Rail Division. We especially wish to acknowledge: Scott Saylor, President, NCRR Catherine Campbell, Planning Assistant, NCRR Kat Christian, Public Affairs Director, NCRR Jay Traywick, General Manager, NSR ECBU Larry Etherton, Director of Engineering, NSR Paul Worley, NCDOT Alan Paul, NCDOT 20