D.C. TO RICHMOND SOUTHEAST HIGH SPEED RAIL

OPERATIONS MODELING I
Operations Modeling Technical Report 
D.C. to Richmond Southeast High Speed Rail i Operations Modeling Technical Report 

TABLE OF CONTENTS 

Table of Contents ........................................................................................................................................ i

1. INTRODUCTION ...................................................................................................................... 1-1

1.1 DC2RVA Project ......................................................................................................................... 1-1

1.2 Purpose of Operations Simulation Analysis .......................................................................... 1-2

2. PARAMETERS AND ASSUMPTIONS OF THE OPERATIONS SIMULATION 

MODEL ........................................................................................................................................ 2-1

2.1 Parameters................................................................................................................................... 2-1

2.1.1 Geographic Limits of the Model ............................................................................... 2-1

2.1.2 Implementation and Horizon Years for Service ..................................................... 2-4

2.1.3 Time of Year of Model ................................................................................................ 2-4

2.1.4 FRA Regulations that Affect Model .......................................................................... 2-4

2.1.5 CSXT Rules and Regulations in Effect ...................................................................... 2-4

2.1.6 Roadway At-Grade Crossing Blockages .................................................................. 2-5

2.1.7 Maximum Authorized Speeds .................................................................................. 2-5

2.1.8 Curve Superelevation and Unbalance ...................................................................... 2-6

2.2 Assumptions ............................................................................................................................... 2-6

2.2.1 Regulations and Rules Affecting Freight Train Performance ............................... 2-6

2.2.2 Freight Train Growth Characteristics ....................................................................... 2-7

2.2.3 Operations Simulation Cases ..................................................................................... 2-7

2.2.4 Infrastructure Assumed at Implementation and Horizon Year ........................... 2-8

2.2.5 No Build Infrastructure Alternative Assumptions ................................................. 2-9

2.2.5.1 No Build Alternative Infrastructure Improvements ............................ 2-10

2.2.5.2 Rail Service Growth in the No Build Alternative ................................. 2-14

2.2.6 Build Alternative Infrastructure Assumptions ..................................................... 2-15

2.2.7 Train Types in the 2015 Base Case .......................................................................... 2-16

2.2.7.1 Passenger Train Types in the 2015 Base Case ....................................... 2-17

2.2.7.2 Commuter Train Types in the 2015 Base Case ...................................... 2-19

2.2.7.3 Freight Train Types in the 2015 Base Case ............................................ 2-20
TABLE OF CONTENTS 

D.C. to Richmond Southeast High Speed Rail ii Operations Modeling Technical Report 

2.2.8 Train Types in the 2025 and 2045 No Build Cases ................................................ 2-22

2.2.8.1 Passenger Train Types in the 2025 and 2045 No Build Cases ............. 2-23

2.2.8.2 Commuter Train Types in the 2025 and 2045 No Build Cases ........... 2-24

2.2.8.3 Freight Train Types in the 2025 and 2045 No Build Cases .................. 2-25

2.2.9 Train Types in the 2025 and 2045 Build Cases ...................................................... 2-25

2.2.9.1 Passenger Train Types in the 2025 and 2045 No Build Cases ............ 2-26

2.2.9.2 Service Plan Development ....................................................................... 2-29

2.2.9.3 Travel Time and Reliability ..................................................................... 2-33

2.2.10 Characteristics of Passenger and Commuter Trains Operated in the Model ... 2-34

2.2.10.1 Existing Passenger and Commuter Trains ............................................ 2-34

2.2.10.2 Future Passenger and Commuter Trains ............................................... 2-35

2.2.11 Passenger Train On-Time Metrics and Freight Train Delay Metrics ................. 2-36

2.2.11.1 Passenger Train On-Time Performance ................................................. 2-36

2.2.11.2 Freight Train Delay ................................................................................... 2-37

2.2.12 Bypasses .................................................................................................... 2-38

3. ESTIMATED PURE RUNNING TIMES FOR PASSENGER TRAINS IN THE 

DC2RVA CORRIDOR ............................................................................................................... 3-1

3.1 Introduction ................................................................................................................................ 3-1

3.2 Key Findings ............................................................................................................................... 3-3

3.3 Tools and Assumptions Used to Develop Running Time Estimates in the Northern 

and Central Virginia Areas ....................................................................................................... 3-4

3.3.1 Alignments and Train Types Developed for Each Alternative ............................ 3-5

3.3.1.1 General Considerations .............................................................................. 3-5

3.3.1.2 Descriptions of Alignments ....................................................................... 3-5

3.3.1.3 Train Types and Stopping Patterns .......................................................... 3-7

3.3.2 Additional Assumptions ............................................................................................ 3-8

3.4 Results of the Northern and Central Virginia Calculations ................................................. 3-9

3.4.1 Running Time Differences by Alignment ................................................................ 3-9

3.4.2 Comparison with Existing Passenger Operations in the DC2RVA Corridor ... 3-12

3.4.3 Effect of Station Stops on Pure Running Time ...................................................... 3-13

3.5 Tools and Assumptions Used to Develop Running Time Estimates in the 

Richmond Area ........................................................................................................................ 3-16

3.5.1 Alignments and Train Types Developed for Each Alternative .......................... 3-17

3.5.1.1 General Considerations and Train Types .............................................. 3-17
TABLE OF CONTENTS 

D.C. to Richmond Southeast High Speed Rail iii Operations Modeling Technical Report 

3.5.1.2 Descriptions of Richmond Alignments .................................................. 3-17

3.5.2 Additional Assumptions .......................................................................................... 3-19

3.6 Results of the Richmond Area Calculations ......................................................................... 3-20

3.6.1 Running Time Differences by Alignment .............................................................. 3-22

3.6.2.1 Existing Richmond Passenger Train Travel Times .............................. 3-29

3.6.2.2 Proposed DC2RVA Richmond Passenger Train Travel Times........... 3-30

3.6.2.3 Travel Times South of Main Street Station on the S-Line .................... 3-33

3.7 Previous Richmond Area Running Time Evaluations ........................................................ 3-33

3.7.1 Key Findings from Previous Richmond-Area Calculations ................................ 3-34

3.7.2 Tools and Assumptions Used to Develop Running Time Estimates ................. 3-34

3.7.3 Alignments Developed for Each Station Location ................................................ 3-35

3.7.3.1 General Considerations ............................................................................ 3-35

3.7.3.2 Descriptions of Alignments ..................................................................... 3-35

3.7.3.3 Two Station Option Evaluation .............................................................. 3-36

3.7.4 Additional Assumptions .......................................................................................... 3-37

3.7.5 Results of the Calculations ....................................................................................... 3-37

3.7.5.1 Single Station Options .............................................................................. 3-38

3.7.5.2 Two-Station Options ................................................................................. 3-39

3.7.5.3 Additional Evaluation of Two-Station Options .................................... 3-41

3.8 TPC Estimates For Proposed Curve and Infrastructure Improvements Eliminated 

During Screening ..................................................................................................................... 3-43

3.8.1 Running Time Estimates and Curve Analysis Following August 2015 FRA 

Review ........................................................................................................................ 3-43

3.8.1.1 Running Times Estimates for 9 Curves .................................................. 3-44

3.8.1.2 Right-of-Way Impacts .............................................................................. 3-46

3.8.2 Running Time Estimates and Curve Analysis Following April 2016 

Engineering/Operations Track Schematic Review .............................................. 3-50

3.8.2.1 Running Times Estimates for Seven Curves ......................................... 3-51

3.8.2.2 Right-of-Way Impacts .............................................................................. 3-53

3.8.3 Estimated Time Savings from a Flyover at Doswell ............................................ 3-56

3.9 Train Performance Comparison with One Locomotive or Two Locomotives in 

SEHSR Consists ........................................................................................................................ 3-60

3.10 Prior Estimates of Passenger-Train Running Time on DC2RVA Main Track 

Alignment Alternatives and Curve Unbalance ................................................................... 3-61
TABLE OF CONTENTS 

D.C. to Richmond Southeast High Speed Rail iv Operations Modeling Technical Report 

4. OPERATIONS ANALYSIS ESTIMATES ................................................................................ 4-1

4.1 Introduction And Background ................................................................................................. 4-1

4.2 Preliminary Ashland And Fredericksburg Simulation Modeling ...................................... 4-2

4.3 Additional Ashland Simulation Modeling ............................................................................. 4-3

4.4 Richmond Area Simulation Modeling .................................................................................... 4-4
D.C. to Richmond Southeast High Speed Rail 1-1 Operations Modeling Technical Report 

INTRODUCTION 

This technical appendix describes the operations simulation modeling conducted as part of the 

alternatives development and screening process for the Washington, D.C. to Richmond 

Southeast High Speed Rail Tier II Environmental Impact Statement and Service Development 

Plan (the DC2RVA Project). The operations simulations undertaken and information presented 

herein was used to support the alternatives analysis and screening for the DC2RVA Draft 

Environmental Impact Statement and its accompanying Alternatives Technical Report. 

1.1 DC2RVA PROJECT 

The DC2RVA Project is being undertaken by the Virginia Department of Rail and Public 

Transportation (DRPT), with funding provided by the Federal Railroad Administration (FRA), 

DRPT, and CSX Transportation (CSXT). The overall process for the DC2RVA Project includes 

establishing a range of alternatives for consideration and then systematically evaluating and 

screening the range down to only the most reasonable for detailed analysis in the Project’s Tier 

II Draft Environmental Impact Statement (EIS). 

The DC2RVA Project builds on the decisions made by FRA as part of a Tier I EIS completed in 

2002 for the Southeast High Speed Rail (SEHSR) corridor. The SEHSR Tier I EIS addressed the 

development, implementation, and operation of high speed passenger rail service in the 

approximately 500-mile travel corridor from Washington, D.C. through Richmond, VA and 

Raleigh, NC to Charlotte, NC. The 2002 Tier I EIS established the overall purpose for the SEHSR 

program, which is to provide a competitive transportation choice to travelers within the 

Washington, D.C. to Richmond, Raleigh, and Charlotte travel corridor. As part of the Tier I EIS 

process, FRA released a SEHSR Draft Implementation Plan in October 2002 that identified the 

need for a third main line track to be built in phases between Alexandria and Richmond in 

order to accommodate the freight and passenger growth needs of all users and to institute the 

proposed high-speed passenger service. 

The current DC2RVA Project carries forward the purpose of the SEHSR Tier I EIS within the 

Washington, D.C. to Richmond segment of the larger SEHSR corridor. The purpose of the DC2RVA 

Project is to increase the rail capacity between Washington, D.C. and Richmond to deliver higher 

speed passenger rail; improve frequency, reliability, and travel times; expand commuter rail; and 

accommodate growth of freight rail service in an efficient and reliable multimodal rail corridor. The 

DC2RVA Project will enable passenger rail to be a competitive transportation choice for intercity 

travelers between Washington, D.C. and Richmond and beyond. 

1 
INTRODUCTION 

D.C. to Richmond Southeast High Speed Rail 1-2 Operations Modeling Technical Report 

1.2 PURPOSE OF OPERATIONS SIMULATION ANALYSIS 

The purpose of railroad operations simulation modeling is to estimate the performance of 

anticipated or planned trains on a proposed rail network under conditions different than the 

present day, or, to estimate the infrastructure necessary to deliver anticipated or planned trains 

to a desired performance level. “Performance” means the travel time and schedule adherence 

(also called “reliability”) of passenger trains, and the travel time (measured as unplanned delay 

encountered in route) of freight trains. Conditions different than the present day typically 

include a combination of the following: additional passenger and/or freight trains, a different 

passenger train schedule and station stop plan, increased maximum speeds for passenger 

and/or freight trains, different freight train en-route work events, different freight train types 

(e.g., more intermodal trains as a proportion of all freight trains), longer passenger and/or 

freight trains, and increased horsepower for passenger and/or freight trains. This combination 

of changes is determined by the transportation planning of the passenger and freight 

stakeholders. Typically, increased freight train volume, lengths, or speeds and changes in 

freight train type are forecast, based on intrinsic economic growth and/or growth of specific 

industries or freight flows in the region served by the rail network. 

Computer-based railroad operations simulation modeling is being conducted by DRPT to assist 

in the evaluation of alternatives, to provide freight and passenger train operational metrics to 

enable stakeholders to estimate whether three main tracks between Washington, D.C. and 

Richmond are sufficient to support the Project’s proposed increases in reliability, speed, and 

service frequency, and to estimate the performance of passenger and freight trains in the 

Washington, DC to Richmond corridor following the construction of proposed infrastructure. 

DRPT has completed a preliminary phase of operations simulation modeling to estimate rail 

performance in the corridor and inform DRPT’s evaluation of alternatives. Operations 

simulation modeling is an iterative process that is ongoing, and additional operations 

simulation analyses will be conducted through the Final EIS and Service Development Plan 

(SDP) phases of the Project. The preliminary phase of operations simulation modeling focused 

on the development of freight and passenger train operational metrics to enable stakeholders to 

evaluate whether suggested infrastructure is sufficient to meet the DC2RVA Project’s Purpose 

and Need, and specifically to meet intercity passenger train and freight train service 

performance goals established by the Passenger Rail Investment and Improvement Act of 2008

(PRIIA), also known as Public Law 110-432, and published as the Metrics and Standards for 

Intercity Passenger Rail Service Under Section 207 of the Passenger Rail Investment and Improvement 

Act of 2008, in the Federal Register on May 12, 2010. The preliminary phase of operations 

modeling assessed, at a high level, the additional infrastructure required to operate the Project’s 

proposed nine additional daily round-trip passenger trains in the DC2RVA corridor at the 

increased maximum authorized speed (MAS) of 90 mph while maintaining the following: 

 An estimated performance of CSXT freight trains similar to that estimated for the No 

Build Alternative 

 An estimated future performance of VRE commuter trains that share a portion of the 

DC2RVA corridor similar to that estimated for the No Build Alternative 

 Meeting or exceeding, on a sustained long-term basis including normal disruptions for 

weather, rail traffic congestion, and station delays, federally established on-time 
INTRODUCTION 

D.C. to Richmond Southeast High Speed Rail 1-3 Operations Modeling Technical Report 

performance requirements for intercity Regional, Interstate Corridor, and Long Distance 

passenger trains that use the DC2RVA corridor 

The preliminary estimates were made within the geographic limits of the DC2RVA corridor. 

For the operations simulation modeling work performed for the DC2RVA Project, DRPT 

established a Project implementation year of 2025, in consultation with FRA and other 

stakeholders, as the Project’s implementation year, with a 20-year planning horizon year of 

2045. Corridor performance estimates were made for freight and passenger train traffic 

anticipated to occur in year 2025. Performance estimates in certain modeling cases tested during 

the preliminary phase were made for year 2045. Each of the different Build Alternatives 

simulated in 2025 were compared against a 2025 No Build Alternative, while each of the 

different Build Alternatives simulated in 2045 were compared against a 2045 No Build 

Alternative. The No Build Alternative parameters were: 

 The No Build passenger-train service levels 

 Anticipated intrinsic growth of freight train volume that would occur by year 2025 or 

2045 

 Planned or funded improvements in rail infrastructure identified for the No Build 

Alternative would be constructed and in service 

The Build Alternative parameters were: 

 The proposed increase in passenger-train service levels of nine round trips per day 

between Washington, DC and Richmond 

 The same anticipated intrinsic growth of freight train volume that would occur by year 

2025 or 2045 as in the respective No Build Case 

 The same planned or funded improvements in rail infrastructure identified for the No 

Build Alternative would be constructed or in service as in the No Build Case 

 Different Build Case Alternatives, in order to estimate passenger and freight train 

performance with all conditions identical to the No Build Case except for the increase in 

passenger train frequency to nine round trips per day, and the different infrastructure 

proposed in each Build Alternative 

The operations simulation modeling software used in all cases was Rail Traffic Controller©, 

developed by Berkeley Simulation Software, LLC. Although virtually all of the trains being 

modeled originate and terminate at locations beyond the DC2RVA Project limits, the operations 

simulation modeling only measured the impacts on operations within the DC2RVA Project 

area, based on the infrastructure changes proposed within the DC2RVA Project area. 

DRPT performed the operations simulation modeling, and host railroad CSXT reviewed the 

modeling. The operations simulation modeling work performed was consistent with U.S. rail 

industry practice for operations simulation modeling of mixed freight, passenger, and 

commuter corridors, and incorporated experience with FRA, state Rail and Transportation 

Departments, Amtrak, commuter railroads, and host freight railroad requirements for 

operations simulation models in other passenger corridors. The work was also informed by 

FRA’s publication Railroad Corridor Transportation Plans: A Guidance Manual and the FRA’s 

requirements for operations modeling as described in the July 2010 Notice of Funding 

Availability for Service Development Programs (Federal Register/Vol. 75, No. 126). The work 
INTRODUCTION 

D.C. to Richmond Southeast High Speed Rail 1-4 Operations Modeling Technical Report 

was consistent with best practices documented in NCHRP Report 773: Capacity Modeling 

Guidebook for Shared Use Passenger and Freight Rail Operations (Transportation Research Board, 

2014). 

Section 2 of this appendix discusses the parameters and assumptions of the operations 

simulation model, including geographic limits, implementation and horizon years of the 

Project, characteristics of passenger, freight, and commuter trains being modeled, proposed 

service increases resulting from the Project as well as growth projections for freight and 

commuter traffic that are forecast to occur independent of the Project, operations simulation 

modeling cases developed for the Project, and operating rules and regulations. 

Section 3 summarizes the estimated pure running times for passenger trains in the DC2RVA 

corridor. These estimates were made using the Train Performance Calculator (TPC) feature of 

the Rail Traffic Controller (RTC) operations simulation model. 

Section 4 presents the results of the preliminary operations simulation modeling and analysis 

conducted to support the development and screening of alignment alternatives in the 

Fredericksburg, Ashland, and Richmond areas.
D.C. to Richmond Southeast High Speed Rail 2-1 Operations Modeling Technical Report 

PARAMETERS AND ASSUMPTIONS OF THE 

OPERATIONS SIMULATION MODEL 

This section details the parameters and assumptions used in the preliminary operations 

simulation modeling performed for the Draft EIS. These assumptions and parameters were 

established by DRPT in cooperation with FRA, CSXT, Amtrak, and VRE prior to 

commencement of the operations simulation modeling. 

2.1 PARAMETERS 

2.1.1 Geographic Limits of the Model 

The DC2RVA Project limits extend approximately 123 miles from RO, milepost (MP) CFP-110, in 

Arlington, VA south to the CSXT A-Line/S-Line junction at MP A-11 in Centralia, VA 

(Chesterfield County). At the northern terminus in Arlington, VA, the Project limits end at the 

Long Bridge over the Potomac River for infrastructure improvements in Virginia. The southern 

terminus in Centralia is the midpoint between downtown Richmond and downtown Petersburg. 

Additional segments of the Project include approximately 8.3 miles of the CSXT Peninsula 

Subdivision CA-Line from Beulah Road (MP CA-76.1) in Henrico County to AM Junction in the 

City of Richmond, and the approximately 26-mile Buckingham Branch Railroad (BBRR) from AM 

Junction to the CSXT RF&P Subdivision crossing (MP CA-111.8) in Doswell, VA. 

In order to capture potential effects on capacity and velocity of existing and future freight, 

passenger, and commuter rail operations, both within and outside of the corridor associated 

with changes to infrastructure and service, the operations simulation model limits were greater 

than the DC2RVA Project limits, and included: 

 Amtrak Washington Terminal District from the limits of Washington Union Station 

south to CSXT-owned trackage at CP Virginia in Washington, D.C. 

 BBRR Piedmont Subdivision between Doswell and control point Bob near East 

Gordonsville, VA 

 CSXT Philadelphia Subdivision between Philadelphia, PA and Bay View, MD 

 CSXT Baltimore Terminal Subdivision between Bay View, MD and St. Denis, MD 

 CSXT Capital Subdivision between St. Denis, MD and C Tower in Washington, D.C. 

 CSXT Landover Subdivision between Landover, MD and Washington, D.C. 

 CSXT Capital Subdivision Alexandria Branch between Riverdale Park, MD (JD Tower) 

and M Street in Washington, D.C. 

2
PARAMETERS AND ASSUMPTIONS OF THE OPERATIONS SIMULATION MODEL 

D.C. to Richmond Southeast High Speed Rail 2-2 Operations Modeling Technical Report 

 CSXT Metropolitan Subdivision between F Tower in Washington, D.C. and Weverton, 

MD 

 CSXT Cumberland Subdivision between Weverton, MD and the Mexico interlocking in 

Cumberland, MD 

 CSXT Cumberland Terminal Subdivision between the Mexico interlocking and Viaduct 

Junction in Cumberland, MD 

 CSXT Old Main Line Subdivision between St. Denis, MD and Point of Rocks, MD 

 CSXT Old Main Line Subdivision Frederick Branch between Frederick Junction, MD and 

Frederick, MD 

 CSXT RF&P Subdivision Dahlgren Branch between Dahlgren Junction, VA and Sealston, 

VA 

 CSXT Peninsula Subdivision between Beulah Road in Henrico County, VA and Newport 

News, VA 

 CSXT Hopewell Subdivision between Bellwood, VA and Hopewell, VA 

 CSXT North End Subdivision between Centralia, VA and control point Charlie Baker in 

Rocky Mount, NC 

 CSXT Portsmouth Subdivision between Weldon, NC and Portsmouth, VA 

 CSXT Rivanna Subdivision from Rivanna Jct. to Maidens, VA 

 NS Washington District between Alexandria, VA and Springfield, VA 

The operations simulation model encompassed the following seven railroad operating 

subdivisions, which are also illustrated in Figure 2.1-1 below: 

1. Amtrak Washington Terminal District: Washington Union Station (MP 136.0) to CP 

Virginia interlocking in Washington, D.C. (MP 137.1) — 1.1 miles 

2. CSXT RF&P Subdivision: M Street interlocking in Washington, D.C. (MP CFP 113.8) to 

Greendale, VA (MP CFP 4.8) — 109.0 miles 

3. CSXT Richmond Terminal Subdivision: Greendale, VA (MP CFP 4.8) to Hermitage 

interlocking in Richmond (MP SRN 3.5) — 4.6 miles 

4. CSXT Bellwood Subdivision: Hermitage interlocking in Richmond (MP SRN 3.5) to 

Centralia (MP S 10.9) — 14.4 miles 

5. CSXT North End Subdivision: West Acca Yard (AY) interlocking in Richmond (MP 

ARN 3.3) to Centralia (MP A 10.7) — 14.0 miles 

6. CSXT Peninsula Subdivision: AM Junction in Richmond (MP CA 85.4) to Beulah, VA 

(MP CA 76.2) — 9.2 miles 

7. BBRR Piedmont Subdivision: AM Junction in Richmond (MP 85.5) to Doswell (MP 

111.8) — 26.3 miles 
PARAMETERS AND ASSUMPTIONS OF THE OPERATIONS SIMULATION MODEL 

D.C. to Richmond Southeast High Speed Rail 2-3 Operations Modeling Technical Report 

FIGURE 2.1-1: DC2RVA CORRIDOR RAIL OPERATING SUBDIVISIONS 
PARAMETERS AND ASSUMPTIONS OF THE OPERATIONS SIMULATION MODEL 

D.C. to Richmond Southeast High Speed Rail 2-4 Operations Modeling Technical Report 

2.1.2 Implementation and Horizon Years for Service 

FRA-funded passenger projects generally require that operations analysis (and specifically 

operations simulation) demonstrate that the proposed Project incorporates sufficient 

infrastructure capacity to deliver the proposed passenger service for its intended schedule and 

intended schedule adherence, which may include increased frequency, increased maximum 

authorized speed, and increased schedule adherence from existing, while reasonably mitigating 

effects of the proposed passenger service on other passenger rail services and freight services 

that also use the corridor. The mitigation is typically considered to be effective if the effects of 

the proposed passenger service on other passenger rail services and freight services are not 

unreasonable. The measurement of reasonable mitigation is typically made at the 20th year after 

the implementation of the proposed passenger service. Because the other passenger services 

and freight services using the corridor are typically not static during this 20-year period, the 

effects of the proposed passenger service are measured after changes that may occur in other 

passenger rail services and freight services in the corridor. These changes are inclusive of 

intrinsic freight traffic growth, and infrastructure projects anticipated to be separately 

constructed by the other passenger rail services or freight rail services in the corridor. 

For the operations simulation modeling work performed for the DC2RVA Project, DRPT 

established a Project implementation year of 2025, in consultation with FRA and other 

stakeholders, as the Project’s implementation year, with a 20-year planning horizon year of 

2045. For the purposes of calibrating the operations simulation model, the year 2015 was 

selected as data had been compiled for this year. 

2.1.3 Time of Year of Model 

The trains files used in the base operations simulation modeling case were developed from realtime data provided by CSXT for trains operating in the operations simulation territory limits 

during a 14-day period between August 27, 2014 and September 9, 2014. Implementation year 

for passenger service was estimated to be 2025. Future year scenarios were modeled in the years 

2025 and 2045, using CSXT-projected freight growth calculations (see Section 2.2.2). 

2.1.4 FRA Regulations that Affect Model 

The model incorporates current CSXT employee timetables and operating rules, which reflect 

current FRA regulations on track classification, maximum train speed by track classification, 

method of operation, etc. 

2.1.5 CSXT Rules and Regulations in Effect 

Trains in the model adhere to current CSXT operating rules and regulations, signal aspects, and 

braking curves. Operations and Infrastructure in the model were developed in accordance with 

the following CSXT documents: 

 Baltimore Division Timetable No. 1, effective Wednesday, April 1, 2015 

 Florence Division Timetable No. 7.1 effective Tuesday, May 1, 2012 and incorporating 

Rules Conversion effective January 1, 2014 

 Huntington Division East Timetable No. 3.1 effective Sunday, August 5, 2012 and 

incorporating Rules Conversion effective January 1, 2014 
PARAMETERS AND ASSUMPTIONS OF THE OPERATIONS SIMULATION MODEL 

D.C. to Richmond Southeast High Speed Rail 2-5 Operations Modeling Technical Report 

 CSXT Operating Rules, effective January 1, 2014 

 CSXT Safe Way rulebook, effective July 1, 2012 

2.1.6 Roadway At-Grade Crossing Blockages 

Standing trains in the model do not block a public at-grade roadway crossing for more than 10 

minutes. Private grade crossings in the model can be blocked for up to 30 minutes by standing 

trains. 

2.1.7 Maximum Authorized Speeds 

The maximum authorized passenger rail speed in the Build Cases was 90 miles per hour. The 

maximum authorized passenger rail speed in the Base and No Build Cases was 70 miles per 

hour, and the maximum authorized freight train speed in the Base, No Build, and Build Cases 

was 60 miles per hour for intermodal trains and 55 miles per hour for other freight train types. 

Certain sections of the DC2RVA corridor have operating speeds reduced from these maximums 

owing to track geometry constraints or operating characteristics. For example, the Richmond 

Terminal area has lower maximum authorized track speeds owing to the constrained 

geography and complex freight activity, and the main track speed from Washington Union 

Station to Richmond is limited at certain locations owing to geometric constraints such as 

curvature. To assist in the screening of alignment alternatives, track speeds were defined using 

Train Performance Calculations to estimate, for example, the benefit of higher operating speeds, 

with the results and findings incorporated into this appendix. 

On CSXT trackage, train speeds are authorized by: 

a) Rules, or 

b) Special instructions, or 

c) Train documents, or 

d) Dispatcher messages, or 

e) Form EC-1, or 

f) Signal indications. 

According to the current CSXT operating rulebook, the following terms apply when used to 

authorize train speed: 

a) Limited Speed: A speed not exceeding 45 mph 

b) Medium Speed: A speed not exceeding 30 mph 

c) Slow Speed: A speed not exceeding 15 mph 

d) Restricted Speed: A speed that permits stopping within one-half the range of vision. It 

also permits stopping short of a train, a car, on-track equipment, an obstruction, a Stop 

signal, a derail, or an improperly lined switch. It permits looking out for broken rail. It is 

not to exceed 15 mph. 

Trains using other than main or signaled tracks must move at a speed that permits stopping 

within one-half the range of vision, short of a train, a car, on-track equipment, an obstruction, a 

Stop signal, a derail, or an improperly lined switch and must not exceed: 

a) 25 mph on non-signaled sidings, or 
PARAMETERS AND ASSUMPTIONS OF THE OPERATIONS SIMULATION MODEL 

D.C. to Richmond Southeast High Speed Rail 2-6 Operations Modeling Technical Report 

b) 15 mph when moving to and from the main track, operating through hand-operated 

switches not equipped with a signal, or 

c) 10 mph when not moving to or from the main track, operating through hand-operated 

switches, or 

d) 10 mph on other than main tracks or signaled tracks, or 

e) 5 mph within designated locomotive service track or car shop repair track areas. 

According to the current CSXT operating rulebook, the following speeds must not be exceeded: 

a) 70 mph for passenger trains with multi-level auto-racks or auto frame equipment, or 

b) 59 mph for passenger trains operating within the limits of a signal suspension or against 

the current of traffic, or 

c) 49 mph for freight trains operating within the limits of a signal suspension or against the 

current of traffic, or 

d) 10 mph for trains operating on excepted track, or 

e) Restricted speed for 15 minutes for trains that encounter an unattended burning fusee 

near the track, unless the fusee is beyond the first rail of an adjacent track 

2.1.8 Curve Superelevation and Unbalance 

Superelevation is the height difference in inches between the high (outside) and low (inside) 

profile rail. Superelevation is used to counteract, or partially counteract the centrifugal force 

acting radially outward on a train when it is traveling through the curve. A state of equilibrium 

is reached when the centrifugal force acting on a train is equal to the counteracting force pulling 

on a train by gravity along the superelevated plane of the track. 

On CSXT’s Baltimore and Florence divisions, existing curves have a maximum superelevation 

of 4 inches. Existing maximum curve unbalance for freight trains is 2 inches, and existing 

maximum curve unbalance for passenger trains is 4 inches. 

Where upgrade of track classification and passenger speeds are proposed for the 

implementation of passenger rail service, main track and controlled siding track and signal 

standards will allow full interoperability of freight and passenger trains, per the DC2RVA 

Engineering Basis of Design. 

2.2 ASSUMPTIONS 

2.2.1 Regulations and Rules Affecting Freight Train Performance 

For operations simulation cases modeled in the 2025 Implementation Year and 2045 Horizon 

Year, trains in the model are assumed to adhere to FRA and CSXT operating regulations and 

rules in effect in 2015, and that these regulations and rules will not be changed in any 

substantive way that would reduce maximum operating speeds, acceleration and braking 

curves, train lengths, train dwells, or other parameters of freight train and passenger train trip 

time and over-the-road performance. Passenger and freight train performance acceleration, 

braking, unbalance, and maximum speed limit characteristics in the 2025 and 2045 cases are 

assumed to be the same as today. 
PARAMETERS AND ASSUMPTIONS OF THE OPERATIONS SIMULATION MODEL 

D.C. to Richmond Southeast High Speed Rail 2-7 Operations Modeling Technical Report 

Passenger train on-time performance requirements are assumed to be identical to those in effect 

today, including the on-time performance metrics developed by FRA and Amtrak in accordance 

with Section 207 of the Passenger Rail Improvement and Investment Act. 

2.2.2 Freight Train Growth Characteristics 

To forecast freight growth likely to occur from 2015 to 2025 and ultimately to 2045, the U.S. 

Department of Transportation (U.S. DOT) Freight Analysis Framework (FAF) data was used. 

Typically, a selected growth rate is a combination of the general anticipated economic growth of 

the U.S. (approximately 2 percent Gross Domestic Product [GDP] growth), plus known local 

expected changes, such as specific industries, customers, or commodities that are exhibiting 

changes in traffic (e.g., the Port of Virginia) that are substantially less or more than the national 

GDP growth rate. The host freight railroad may choose to provide data on their own freight 

growth forecasts, or an annual freight growth rate of 2 percent is used. DRPT, following 

consultation with CSXT and other stakeholders, applied a freight growth rate of approximately 

2.3 percent for CSXT freight traffic. To forecast the growth rate for the DC2RVA corridor, the 

ton-miles for the states in which CSXT operates was used to forecast growth by train type. 

Using this approach, CSXT forecast freight volumes on the DC2RVA corridor to increase from 

an average of 21.6 daily trains in 2015 to an average of 27.8 trains in 2025 and 42.5 trains in 2045. 

The crucial assumptions in this freight forecast methodology is that freight growth statewide 

will be uniformly distributed throughout the state, its distribution by mode will be in similar 

proportion to today, and that shippers will be willing and able to pay similar freight rates in the 

future adjusted for inflation as they do today. These assumptions are reflected accordingly in 

the forecasted growth of CSXT freight traffic operating through these states. 

2.2.3 Operations Simulation Cases 

DRPT has completed a preliminary phase of operations simulation modeling to estimate rail 

performance in the corridor and inform DRPT’s evaluation of alternatives. Operations 

simulation modeling is an iterative process that is ongoing, and additional operations 

simulation analyses will be conducted through the Final EIS and SDP phases of the Project. The 

preliminary phase of operations simulation modeling focused on the development of freight 

and passenger train operational metrics to enable stakeholders to evaluate whether suggested 

infrastructure is sufficient to meet the DC2RVA Project’s Purpose and Need, and specifically to 

meet intercity passenger train and freight train service performance goals established by the 

Passenger Rail Investment and Improvement Act of 2008 (PRIIA), also known as Public Law 110-

432, and published as the Metrics and Standards for Intercity Passenger Rail Service Under Section 

207 of the Passenger Rail Investment and Improvement Act of 2008, in the Federal Register on May 

12, 2010. The preliminary phase of operations modeling assessed, at a high level, the additional 

infrastructure required to operate the Project’s proposed nine additional daily round-trip 

passenger trains in the DC2RVA corridor at the increased maximum authorized speed (MAS) of 

90 mph while maintaining the following: 

 An estimated performance of CSXT freight trains similar to that estimated for the No 

Build Alternative; 

 An estimated future performance of VRE commuter trains that share a portion of the 

DC2RVA corridor similar to that estimated for the No Build Alternative; and 
PARAMETERS AND ASSUMPTIONS OF THE OPERATIONS SIMULATION MODEL 

D.C. to Richmond Southeast High Speed Rail 2-8 Operations Modeling Technical Report 

 Meeting or exceeding, on a sustained long-term basis including normal disruptions for 

weather, rail traffic congestion, and station delays, federally established on-time 

performance requirements for intercity Regional, Interstate Corridor, and Long Distance 

passenger trains that use the DC2RVA corridor. 

Cases were developed for the years 2015 (Base Case), 2025 (Implementation Year), and 2045 

(Horizon Year). In all cases, a ten-day period was modeled, using a two-day warm-up and oneday cool-down period, and output metrics were captured for the middle seven days. The 

following cases were developed: 

 2015 Base Case 

- Infrastructure and service in existence in 2015. This operations simulation case was 

used to construct and calibrate the operation simulation model’s ability to 

realistically estimate the performance of freight and passenger trains in the corridor. 

 2025 No Build (Implementation Year) Case with Planned, Programmed and Budgeted 

Infrastructure Exclusive of the DC2RVA Infrastructure Improvements 

- This case adds currently planned, programmed, and budgeted infrastructure to the 

Base Case infrastructure. Forecasted growth in freight traffic and planned commuter 

growth expected to occur by the year 2025 are also added to the operations 

simulation model. 

 2045 No Build (Horizon Year) Case with Planned, Programmed and Budgeted 

Infrastructure Exclusive of the DC2RVA Infrastructure Improvements 

- This case adds currently planned, programmed, and budgeted infrastructure to the 

Base Case infrastructure. Forecasted growth in freight traffic and planned commuter 

growth expected to occur by the year 2045 are also added to the operations 

simulation model. 

 2025 Build (Implementation Year) Case with DC2RVA Infrastructure and Service 

- This case adds the DC2RVA infrastructure alternatives under evaluation to the 2025 

No Build Case and tests and estimates the performance of DC2RVA Project 

passenger trains described in the proposed DC2RVA service plan, as well as other 

passenger trains and freight trains, in the corridor, that are expected to operate in the 

corridor in the year 2025. 

 2045 Full Build (Horizon Year) Case with DC2RVA Infrastructure and Service 

- This case adds the DC2RVA infrastructure alternatives under evaluation to the 2045 

No Build Case and tests and estimates the performance of DC2RVA Project 

passenger trains described in the proposed DC2RVA service plan, as well as other 

passenger trains and freight trains, in the corridor, that are expected to operate in the 

corridor in the year 2045. 

2.2.4 Infrastructure Assumed at Implementation and Horizon Year 

Physical improvements to the corridor in the Build Case were identified and developed by 

DRPT to support the DC2RVA Project’s proposed increases in passenger train frequency, 

reliability, and operating speed. Physical improvements to the corridor in the No Build Case 
PARAMETERS AND ASSUMPTIONS OF THE OPERATIONS SIMULATION MODEL 

D.C. to Richmond Southeast High Speed Rail 2-9 Operations Modeling Technical Report 

were identified and developed by CSXT to accommodate planned improvements in freight 

service, by DRPT and CSXT to accommodate planned improvements in regional and intercity 

passenger service in the corridor, and by DRPT, CSXT, and VRE to accommodate planned 

improvements in commuter passenger service in the corridor. In the Build Case, the maximum 

authorized passenger train speed was increased to 90 miles per hour, while the maximum 

authorized freight train speed remains the same as at present, at 60 miles per hour. The Build 

Alternatives assume that the corridor between CP Virginia and Centralia will continue to be a 

shared-use freight, passenger, and commuter corridor with all trains intermingled on main 

tracks, and a passenger-commuter only segment between CP Virginia and Washington Union 

Station. 

In consultation with stakeholders, DRPT developed conceptual infrastructure parameters for 

the alternatives. These parameters included maximum authorized speeds on all main tracks and 

sidings incorporated into the model; the vertical and horizontal alignment of the infrastructure; 

curve superelevation and spirals; authorized equipment unbalance; track centers; signal spacing 

and aspects; and whether use of tracks will be restricted by type of train. The operations 

simulation modeling work described in this appendix was carried out to support the 

development and screening of rail infrastructure alternatives. DRPT and FRA set 2025 as 

DC2RVA’s year of implementation and 2045 as the long-range planning horizon for purposes of 

evaluating the proposed infrastructure improvements and service development. 

The DC2RVA Project builds on the decisions made by FRA as part of a Tier I EIS completed in 

2002 for the Southeast High Speed Rail (SEHSR) corridor. The SEHSR Tier I EIS addressed the 

development, implementation, and operation of high speed passenger rail service in the 

approximately 500-mile travel corridor from Washington, D.C. through Richmond, VA and 

Raleigh, NC to Charlotte, NC. The 2002 Tier I EIS established the overall purpose for the SEHSR 

program, which is to provide a competitive transportation choice to travelers within the 

Washington, D.C. to Richmond, Raleigh, and Charlotte travel corridor. The SEHSR Tier I EIS 

considered and dismissed using locomotives powered by an overhead electrified catenary 

system in favor of diesel-electric powered equipment; therefore, electrification of the corridor is 

not evaluated in the DC2RVA Tier II EIS or within the Project’s operations simulation modeling. 

As part of the Tier I EIS process, FRA released a SEHSR Draft Implementation Plan in October 

2002 that identified the need for a third main line track to be built in phases between Alexandria 

and Richmond in order to accommodate the freight and passenger growth needs of all users 

and to institute the proposed high-speed passenger service. 

2.2.5 No Build Infrastructure Alternative Assumptions 

The No Build Alternative defines the future (2025) infrastructure and service levels that will 

result from planned investments in the Washington, D.C. to Richmond rail corridor, 

independent of the improvements planned by the DC2RVA Project. The No Build Alternative 

provides a basis for comparing and contrasting the potential impacts of different DC2RVA 

Build Alternatives. 

Information about planned physical improvements and rail service additions in the corridor 

was gathered from fiscally constrained Metropolitan Planning Organization (MPO) planning 

documents, Commonwealth multi-year improvement programs, and from transit agency 

planning documents. If a project was under construction, fully funded, or was the focus of 

advanced collaborative planning (evidenced by partial funding, board-level commitments, or 
PARAMETERS AND ASSUMPTIONS OF THE OPERATIONS SIMULATION MODEL 

D.C. to Richmond Southeast High Speed Rail 2-10 Operations Modeling Technical Report 

interagency agreements), it was assumed to be complete by 2025 for the purposes of this 

evaluation. This includes, for example, projects in the VRE 2040 System Plan, which was 

adopted by the VRE Operations Board in 2014, and has received support from VDOT and other 

state agencies. 

2.2.5.1 No Build Alternative Infrastructure Improvements 

Table 2.2-1 summarizes the infrastructure improvements that are assumed to be in place by 

2025 and would remain in place in 2045, and is followed by a detailed description of each 

infrastructure improvement project included in DC2RVA’s No Build Alternative. 

TABLE 2.2-1: NO BUILD INFRASTRUCTURE ASSUMPTIONS 

Mode Project Source for Inclusion 

Rail Washington Union Station Capacity upgrade Amtrak Washington Union Station Master Plan 

Virginia Avenue Tunnel expansion CSXT National Gateway Program 

VRE 4th Track: CP Virginia – Long Bridge VRE 2040 System Plan 

Long Bridge Expansion FRA/DDOT Pre-NEPA Study 

RF&P Franconia-Featherstone improvements (CSXT 

“Fast Track agreement”) 

DRPT FY2016 Six Year Improvement Program 

RF&P Powells Creek – Arkendale improvements DRPT FY2016 Six Year Improvement Program 

Main Line Relocation Project at Acca Yard and 

Crossovers South of the James River 

DRPT FY2016 Six Year Improvement Program 

Richmond-Petersburg segment improvements for 

service expansion to Norfolk 

DRPT FY2016 Six Year Improvement Program 

Franconia to Occoquan third mainline track 

improvements 

DRPT FASTLANE Grant 

VRE Broad Run/Crossroads Yard expansion VRE 2040 System Plan 

VRE Gainesville/Haymarket Extension VRE 2040 System Plan 

VRE Station Platform Expansion Program VRE 2040 System Plan 

VRE Potomac Shores Station VRE 2040 System Plan 

Washington Union Station Capacity Upgrade—Union Station has two track levels. The upper 

level consists of mostly high-level platforms serving stub-end tracks and is utilized by MARC 

and Amtrak trains terminating in Washington, D.C. The lower level consists of four low–level 

platforms located along eight through-running tracks that lead to the First Street Tunnel, which 

serves VRE and Amtrak trains that continue south to Virginia. The Union Station Master Plan 

has identified improvements to the lower track level that will proceed in the first phase of the 

master plan project. A new low-level side platform will be added on the easternmost track, for a 

total of five platforms serving eight lower tracks. Two of the existing lower level platforms will 

be upgraded as high-level platforms to provide level boarding on four tracks for faster boarding 

and alighting of Amtrak trains. The new side and two other existing platforms will remain low-
PARAMETERS AND ASSUMPTIONS OF THE OPERATIONS SIMULATION MODEL 

D.C. to Richmond Southeast High Speed Rail 2-11 Operations Modeling Technical Report 

level providing four tracks to accommodate VRE’s rolling stock, which is incompatible with 

high-level platforms. Construction began January of 2017 with completion in 2021. 

Virginia Avenue Tunnel Expansion—CSXT began construction on an expansion of the Virginia 

Avenue Tunnel in Washington, D.C. in 2015. CSXT uses the current single-track Virginia Avenue 

Tunnel to bypass Union Station as freight trains travel through Washington, D.C. between 

Virginia and Maryland. The single-track tunnel is a bottleneck for CSXT, as freight trains must 

wait for clearance to travel through the tunnel at slow speeds, causing delays for freight 

movements along the DC2RVA corridor, causing passenger trains to wait behind freight trains, or 

operate in both directions on the remaining free track. The expansion will add a second track to 

the tunnel and increase its height to allow for double-stack freight trains to travel through the 

tunnel.1 CSXT opened the first of two tracks for double-stack operation in 2016, with completion 

of both tracks planned for 2017. 

VRE 4th Track CP Virginia–CP L’Enfant—VRE has allocated funding under its capital program 

to construct a 4th mainline track between Control Point (CP) Virginia and CP L’Enfant in 

Washington, D.C. The track extension, identified in the 2040 System Plan adopted by the VRE 

Board in 2014, will provide four tracks through the VRE L’Enfant station and generally separate 

intercity passenger and commuter traffic from CSXT freight traffic in southwest Washington, 

D.C. The CP Virginia-CP L’Enfant section is outside the limits of the DC2RVA Project, but 

affects the operation of intercity passenger, commuter and freight operations continuing south 

to Virginia. 

Long Bridge Expansion—DDOT and FRA are preparing a separate EIS for the expansion of rail 

capacity from CP Virginia in Washington, D.C. across the Potomac River to CP RO in 

Alexandria, VA through an expansion of the Long Bridge. The existing Long Bridge is a twotrack bridge completed in 1903 and owned and operated by CSXT. The Long Bridge is a 

bottleneck for train traffic capacity between Virginia and Washington, D.C. DDOT is 

considering alternatives that would add additional capacity to the bridge to accommodate 

planned growth in intercity passenger, commuter and freight train traffic traveling across the 

river. As part of the Atlantic Gateway Project, the Commonwealth of Virginia, in cooperation 

with VRE and the FRA, has begun program development to advance engineering, stakeholder 

agreements, and outreach in support of the construction of a new bridge. VRE is in the process 

of identifying money in its capital program to support the Long Bridge Expansion program. 

RF&P Subdivision, Franconia-Featherstone Improvements—DRPT is advancing 

improvements to the DC2RVA corridor in Northern Virginia between Franconia and 

Featherstone, south of Woodbridge, VA. The improvements are focused around the Auto Train 

station in Lorton, VA, where the daily Auto Train service originates and runs non-stop to 

Sanford, FL. The Auto Train station is located on a spur from the DC2RVA corridor. The 

improvements will provide improved switches to support faster train movements through 

Lorton. Construction began in the spring of 2016 and is planned for completion in 2020. 

Franconia to Occoquan Third Mainline Track Improvements—As part of the Atlantic 

Gateway Project, DRPT is advancing 8 miles of new third mainline track from the FranconiaSpringfield Station south to a location just north of the Occoquan River. The additional third 

track would connect with the existing third mainline track constructed between Alexandria and 

 

1 “Double-stack freight trains” are trains in which containers are stacked two high on railroad cars. 
PARAMETERS AND ASSUMPTIONS OF THE OPERATIONS SIMULATION MODEL 

D.C. to Richmond Southeast High Speed Rail 2-12 Operations Modeling Technical Report 

Franconia in 2009, to provide approximately 20 miles of continuous three mainline track 

railroad from Arlington, VA to the Occoquan River. DRPT will prepare a draft Categorical 

Exclusion (CE) worksheet for FRA review and approval prior to construction of this project. 

Construction is planned to begin in the spring of 2017 with completion in early 2020. 

RF&P Subdivision, Arkendale–Powells Creek Improvements—Construction is underway on 

approximately 9 miles of third mainline track constructed adjacent to existing tracks in the 

CSXT right-of-way. Construction encompasses additional track, siding, turnouts, a new 

platform at Quantico station, and the Bauer Road Bridge near Marine Corps Base Quantico. This 

capacity project was pursued by DRPT as the first part of the SEHSR corridor to begin 

construction. Construction began in 2014 and is planned for completion in 2020. 

Main Line Relocation Project at Acca Yard—Acca Yard, CSXT’s major freight yard in the 

Richmond area, creates freight-passenger rail conflicts for trains traveling south of Richmond’s 

Staples Mill Road station. The activities in the yard require passenger trains to travel at slow 

speeds and often require passenger and/or freight trains to wait as freight trains clear the active 

tracks. Construction is underway on a project that will remove all mainline tracks from inside 

the yard and relocate them to the western edge of the yard and signal them, enabling through 

passenger and freight trains to bypass yard operations and move through the terminal area 

more smoothly and at a higher speed. The project will also add a fourth mainline track between 

Staples Mill Road station and the north throat of Acca Yard, and rebuild interlockings at the 

south throat of the yard so through trains can pass by at a higher operating speed. This will 

reduce passenger train delays and reduce trip time through Acca Yard. In exchange for these 

improvements, CSXT has provided DRPT with the right to operate an additional round trip of 

Amtrak’s Northeast Regional service between Washington, D.C. and Lynchburg, VA, and 

extend two Northeast Regional (Virginia) trains currently terminating in Richmond to Norfolk, 

VA. Construction began in late 2015 and is planned for completion in 2020. 

Richmond-Petersburg Segment Improvements for Service Expansion to Norfolk—DRPT 

restored Amtrak service to Norfolk in 2012 after improvements were made to Norfolk Southern 

and CSXT track south of Petersburg. Additional improvements are to be constructed between 

Richmond and Petersburg to support the extension of the two Northeast Regional (Virginia) 

trains that currently terminate in Richond to Norfolk for a total of three daily Northeast 

Regional (Virginia) roundtrip trains to Norfolk. Construction began in 2015 and is planned for 

completion in 2018. 

VRE Broad Run/Crossroads Yard Expansion—VRE is expanding two rail yards (the Broad Run 

Yard serves the Manassas Line, the Crossroads Yard serves the Fredericksburg Line) to store 

additional train sets needed for VRE’s planned future service expansion. Each yard will be able 

to store eight 8-car train sets overnight. Construction began in 2015 and is planned for 

completion in 2018. 

VRE Gainesville/Haymarket Extension—The VRE 2040 System Plan identified a VRE service 

expansion to serve population and job centers in Gainesville and Haymarket, Prince William 

County, VA. The 11-mile extension would include three stops along an existing railroad rightof-way. The service would join the Manassas Line west of Manassas station, and would join the 

DC2RVA corridor at AF interlocking south of Alexandria Station. VRE has identified funding in 

its current capital plan to support the planning of service to Gainesville and Haymarket. On 

March 17, 2017, VRE canceled plans to support the planning of service to 

Gainesville/Haymarket in favor of expanding and relocating the Broad Run station. The 
PARAMETERS AND ASSUMPTIONS OF THE OPERATIONS SIMULATION MODEL 

D.C. to Richmond Southeast High Speed Rail 2-13 Operations Modeling Technical Report 

cancellation of this project, however, does not affect the operations simulation modeling that 

was conducted for the DC2RVA Project as VRE is still increasing the number of trains on thei 

Manassas Line as anticipated. 

VRE Station Platform Expansion Program—Most VRE stations in the DC2RVA corridor consist 

of a single low-level platform on the east side of the tracks south of Alexandria and on the west 

side of the tracks between Alexandria and Washington, D.C. At these stations, all VRE trains, 

regardless of direction, must use the eastern track for boarding and alighting south of 

Alexandria, then switch to the west side north of Alexandria. This requires all other traffic 

passing in both directions to utilize the opposite track. Additionally, many VRE stations have 

platforms that can only accommodate five to six rail cars. As VRE expands to longer train 

consists (up to ten rail cars), the shorter platforms currently deprive VRE of the ability for 

simultaneous boarding and alighting passengers of all rail cars, which lengthens station dwell 

time. In preparation for VRE’s planned fleet expansion, and to improve operational flexibility 

along the DC2RVA corridor, VRE is planning or implementing improvements at the stations 

listed below. Construction is planned to begin in 2018 with completion by 2021 or earlier. 

 VRE L’Enfant Station—VRE will create an island platform serving the two westernmost 

tracks. 

 VRE Crystal City Station—VRE will build a new island platform serving the two 

westernmost tracks. 

 VRE Alexandria Station—VRE will lengthen and widen the existing island platform so 

that it can also serve Track 1. VRE will also improve the tunnel connecting the island 

platform to the main station for ADA accessibility. 

 VRE Franconia-Springfield Station—VRE will lengthen the existing platforms and widen 

the east platform. 

 VRE Lorton Station—VRE will lengthen the existing eastern platform, and add a side 

platform on the western side of the right-of-way. 

 VRE Woodbridge Station—VRE will lengthen the existing eastern platform. 

 VRE Rippon Station—VRE will lengthen the existing eastern platform, and add a side 

platform on the western side of the right-of-way. 

 VRE Quantico Station—VRE is lengthening both existing platforms to accommodate 

longer trains, and is converting the west side platform into an island platform for 

operational flexibility. 

 VRE Brooke Station—VRE will lengthen the existing eastern platform, and add a side 

platform on the western side of the right-of-way. 

 VRE Leeland Road Station—VRE will lengthen the existing eastern platform, and add a 

side platform on the western side of the right-of-way. 

 VRE Potomac Shores Station—VRE is constructing a new station at Potomac Shores, 

with two side platforms that accommodate eight car trains. 

The track improvements through the VRE stations that are planned as part of the DC2RVA 

Project will accommodate the additional platforms and modifications outlined in this section. 
PARAMETERS AND ASSUMPTIONS OF THE OPERATIONS SIMULATION MODEL 

D.C. to Richmond Southeast High Speed Rail 2-14 Operations Modeling Technical Report 

2.2.5.2 Rail Service Growth in the No Build Alternative 

Rail service levels vary along the length of the DC2RVA corridor, and not all passenger service 

is continuous through the entire DC2RVA corridor. The DC2RVA corridor hosts all VRE 

commuter rail service and Amtrak passenger rail service to points south of Washington, D.C. 

between CP Virginia in Washington, D.C. and AF interlocking in Alexandria. At AF 

Interlocking, VRE and Amtrak trains heading toward Manassas, Charlottesville and Lynchburg 

leave the DC2RVA corridor (presently two to three daily Amtrak round trips and nine weekday 

VRE round trips, including one non-revenue VRE round trip). The remaining VRE service 

(currently, eight weekday round trips) continues on the DC2RVA corridor south of Alexandria 

to Crossroads Yard south of the VRE Spotsylvania station. Approximately 20 to 30 freight trains 

operate on the DC2RVA corridor between Washington, D.C. and Richmond, along with five 

daily round-trip Amtrak Northeast Regional (Virginia) intercity passenger trains and five daily 

round-trip Amtrak long-distance and interstate corridor (Carolina) passenger trains. 

Table 2.2-2 summarizes existing service along the DC2RVA corridor and provides the estimated 

2025 and 2045 service assumptions for the No Build condition. The table is a summary of all 

activity on the corridor, excluding local freight trains and yard assignments. Existing service 

along the DC2VA corridor is an estimated 79 to 89 daily trains (depending on the volume of 

freight trains). Planned rail infrastructure improvements described in Section 2.2.5.1 above 

would support the operation of one additional Amtrak Northeast Regional (Virginia) roundtrip passenger train to Lynchburg and two additional VRE commuter train round trips, along 

with an estimated 2.3 percent annual growth in freight service. Additionally, Amtrak intends to 

increase the operations of the Cardinal (a long-distance passenger train that operates via 

Charlottesville and Alexandria) through the corridor from three trips per week to one round 

trip daily. To forecast freight train growth in the corridor from existing (2015) levels, CSXT 

provided freight volumes for the future years 2025 and 2045 using the U.S. DOT Freight Analysis 

Framework projected growth rates for rail. CSXT freight growth is independent of the DC2RVA 

Project and will occur regardless of whether or not the DC2RVA Project is implemented. CSXT 

actual freight growth may be greater or less than the projected growth rates based on market 

demands. DRPT estimates that the total number of trains in the No Build condition in 2025 to be 

between 91 and 103 daily trains, and in the No Build condition in 2045 to be between 106 and 

121 daily trains. 

TABLE 2.2-2: EXISTING AND NO BUILD SERVICE ALONG DC2RVA CORRIDOR (DAILY 1-WAY 

TRIPS) 

Service 

Type 

Existing Service 2025 No 

Build 

Proposed Change 

in Service from 

Existing 

2045 No 

Build 

Proposed Change 

in Service from 

Existing 

Freight 20-30 trains 25-37 trains 

(est.) 

Increase of 5-7 trains 40-55 trains 

(est.) 

Increase of 20-25 

trains 

Amtrak Long 

Distance 

11 trains (1 train 3x a 

week) 

12 trains Increase of 1 train 12 trains Increase of 1 train 

Interstate 

Corridor (NC) 

2 trains 2 trains No change 2 trains No change 

Northeast 

Regional (VA) 

12 trains 14 trains Increase of 2 trains 14 trains Increase of 2 trains 
PARAMETERS AND ASSUMPTIONS OF THE OPERATIONS SIMULATION MODEL 

D.C. to Richmond Southeast High Speed Rail 2-15 Operations Modeling Technical Report 

TABLE 2.2-2: EXISTING AND NO BUILD SERVICE ALONG DC2RVA CORRIDOR (DAILY 1-WAY 

TRIPS) 

Service 

Type 

Existing Service 2025 No 

Build 

Proposed Change 

in Service from 

Existing 

2045 No 

Build 

Proposed Change 

in Service from 

Existing 

VRE 34 trains (including 

nonrevenue movements) 

38 trains Increase of 4 trains 38 trains Increase of 4 trains 

Total Daily 

Trains (est.) 

79-89 trains 91-103 trains Increase of 12-14 

trains 

106-121 trains Increase of 27-32 

trains 

Notes: 

 VRE train counts in 2015 include nonrevenue movements. Future train counts assume that nonrevenue movements are converted to 

revenue movements, based on data provided by VRE 

 The 2 additional Northeast Regional (VA) trains in 2025 and 2044 operate between Washington and Lynchburg, and use the 

DC2RVA corridor only between Washington and Alexandria. 

 The 4 additional VRE trains in 2025 and 2045 are comprised of 2 additional Fredericksburg Line trains operating on the DC2RVA 

corridor between Washington and Spotsylvania, and 2 additional Manassas Line trains that operate on the DC2RVA corridor only 

between Washington and Alexandria. 

Intercity service levels outside the physical boundaries of the DC2RVA corridor are relevant to 

travel demand estimates within the DC2RVA corridor because mobility improvements that are 

created by potential transportation improvements would affect total travel both within and 

outside the DC2RVA corridor. The No Build Alternative includes two additional round-trip 

intercity passenger trains within North Carolina between Raleigh and Charlotte that will be 

introduced as a result of the state’s Piedmont Improvement Program. The No Build Alternative 

also incorporates Amtrak’s plans for future Northeast Corridor service, including planned 

changes to Northeast Regional services north of Washington, D.C., as additional NEC 

infrastructure and additional high-speed-train services are introduced. 

2.2.6 Build Alternative Infrastructure Assumptions 

For evaluation in the Tier II Draft EIS, DRPT combined and categorized the build alternatives into 

six areas along the corridor. The build alternatives in each of the six areas are specific to the existing 

conditions of the area, and will be linked to form a single corridor preferred alternative. The six 

areas and the segments associated with each are identified in Table 2.2-3. Detailed descriptions of 

the operations simulation work undertaken to be support the development and screening of these 

alternatives are provided in subsequent sections of this appendix. 

TABLE 2.2-3: SEGMENTS WITHIN SIX BUILD ALTERNATIVE AREAS 

Build Alternative 

Area 

Mileposts Segments Reason for Grouping 

Area 1: 

Arlington 

CFP 110 - 

CFP 109.3 

01: Arlington to Alexandria (ROAF) Alternative bridge approach 

alignments developed pending 

decision on location of Long 

Bridge capacity expansion 
PARAMETERS AND ASSUMPTIONS OF THE OPERATIONS SIMULATION MODEL 

D.C. to Richmond Southeast High Speed Rail 2-16 Operations Modeling Technical Report 

TABLE 2.2-3: SEGMENTS WITHIN SIX BUILD ALTERNATIVE AREAS 

Build Alternative 

Area 

Mileposts Segments Reason for Grouping 

Area 2: 

Northern Virginia 

CFP 109.3 - 

CFP 62 

02: Alexandria to Franconia (AFFR) 

03: Franconia to Lorton (FRLO) 

04: Lorton to Powells Creek (LOPC) 

05: Powells Creek to Arkendale (PCAR) 

06: Arkendale to Dahlgren Junction (ARDJ) 

Relatively similar alignment 

throughout this area 

Area 3: 

Fredericksburg 

CFP 62 - 

CFP 48 

06: Arkendale to Dahlgren Junction (ARDJ) 

07: Dahlgren Junction to Fredericksburg 

(DJFB) 

08: Fredericksburg to Hamilton (FBHA) 

09: Hamilton to Crossroads (HAXR) 

10: Crossroads to Guinea (XRGU) 

21: Fredericksburg Bypass (FBBP) 

Consideration of different 

alignments through or around 

(bypass option) Fredericksburg 

Area 4: 

Central Virginia 

CFP 48 - 

CFP 19 

10: Crossroads to Guinea (XRGU) 

11: Guinea to Milford (GUMD) 

12: Milford to North Doswell (MDND) 

13: North Doswell to Elmont (NDEL) 

Relatively similar alignment 

throughout this area 

Area 5: 

Ashland 

CFP 19 - CFP 9 13: North Doswell to Elmont (NDEL) 

14: Elmont to Greendale (ELGN) 

22: Ashland Bypass (ASBP) 

Consideration of multiple 

alignments through or around 

(bypass option) Ashland 

Area 6: 

Richmond 

CFP 9 - A 011 

(Centralia) 

14: Elmont to Greendale (ELGN) 

15: Greendale to South Acca Yard/west Acca 

Yard (GNSA) 

16: SAY/WAY to AM Junction (Hermitage 

Lead) (SAAM) 

17: AM Junction to Centralia- S-Line (AMCE) 

18: West Acca Yard to Centralia–A Line 

(WACE) 

19’: AM Junction to Fulton Yard (AMFY) 

20’. Buckingham Branch/Hospital Wye 

(BBHW) 

Multiple station options for 

Richmond on separate 

alignments 

2.2.7 Train Types in the 2015 Base Case 

The purpose of the 2015 Base Case is to estimate the initial operating performance based on the 

existing infrastructure and the operating characteristics of existing services on the corridor prior 

to implementing the investments that will be defined in the DC2RVA EIS. The 2015 Base Case is 

used to calibrate the model to enable accurate modeling of future cases. 

The 2015 Base Case captures the infrastructure and freight, passenger, and commuter 

operations of the selected territory as they exist as of August, 2014. This case was run with 

randomized freight, passenger, and commuter train schedules. The Project limits as identified in 
PARAMETERS AND ASSUMPTIONS OF THE OPERATIONS SIMULATION MODEL 

D.C. to Richmond Southeast High Speed Rail 2-17 Operations Modeling Technical Report 

Section 2.1.1 were the geographic limits for the 2015 Base Case. Operators on the corridor 

include CSXT, Amtrak, VRE, NS, and BBRR. The maximum authorized passenger rail speed is 

70 mph, intermodal freight is 60 mph and other freight is 55 mph. Lower speeds are in effect in 

many sections due to the physical characteristics of the line and speed restrictions through 

several communities. 

2.2.7.1 Passenger Train Types in the 2015 Base Case 

The following four types of Amtrak passenger trains currently operate on the DC2RVA corridor 

and were modeled in the 2015 Base Case. 

 Northeast Regional (Virginia). Northeast Regional (Virginia) trains provide a travel 

alternative to driving I-95. Northeast Regional (Virginia) trains are southward 

extensions of Amtrak regional trains operating on the Northeast Corridor between 

Boston, New York, and Washington to endpoint stations in Virginia. The trains’ trips are 

extended south of Washington, D.C. on four different routes through Virginia that 

terminate at Norfolk, Newport News, Richmond, and Lynchburg, providing passengers 

with a one-seat ride to destinations throughout the Northeast. A Northeast Regional 

(Virginia) train can carry approximately 300 to 600 passengers, depending on the 

number of cars in the train. Northeast Regional (Virginia) trains are powered by P42 

diesel locomotives south of Washington, D.C. (one per trainset) and consist of Amfleet I 

coaches (four to seven per trainset), an Amfleet Business class car, and an Amfleet alltable cafe (food-service car). One trainset (an overnight train between Boston and 

Newport News) also operates with a Viewliner II baggage car. As of 2015, Northeast 

Regional (Virginia) trains provide six daily round trips that used all or part of the 

DC2RVA corridor. Five of the six Northeast Regional (Virginia) trains operate from 

Washington, D.C. to Richmond, VA with two terminating in Richmond, two extending 

to Newport News, VA and one extending to Norfolk, VA. The sixth Northeast Regional 

(Virginia) train operates from Washington, D.C. to Lynchburg, VA and departs the 

DC2RVA corridor after serving the Alexandria station. Northeast Regional (Virginia) 

trains serve all Amtrak passenger rail stations located in the DC2RVA corridor with the 

exception of the Auto Train terminal at Lorton, VA. The Commonwealth of Virginia 

funds the operation of Northeast Regional (Virginia) passenger trains as required under 

Section 209 of the Passenger Rail Investment and Improvement Act of 2008. The 

Northeast Regional frequencies in the DC2RVA corridor consist of: 

- 2 round trips daily between the NEC, Washington, D.C. and Newport News, VA 

- 2 round trips daily between the NEC, Washington, D.C. and Richmond, VA (Staples 

Mill Road Station) 

- 1 round trip daily between the NEC, Washington, D.C. and Norfolk, VA 

- 1 round trip daily between the NEC, Washington, D.C. and Lynchburg, VA, 

operating in the DC2RVA corridor between Washington, D.C. and AF interlocking 

in Alexandria, VA 

 Interstate Corridor (Carolinian). The Carolinian operates one daily round trip between 

New York, NY and Charlotte, NC. Carolinian Service is similar to Northeast Regional 

(Virginia) Service, in that it operates as an extension of Northeast Corridor service south 

of Washington, D.C., but in this case with funding provided solely by the state of North 

Carolina. The Carolinian is powered by a single P42 diesel locomotive and consists of a 
PARAMETERS AND ASSUMPTIONS OF THE OPERATIONS SIMULATION MODEL 

D.C. to Richmond Southeast High Speed Rail 2-18 Operations Modeling Technical Report 

Viewliner II baggage car, four Amfleet I coaches, an Amfleet Business class car, and an 

Amfleet café car. The Carolinian serves Alexandria, Quantico, Fredericksburg, 

Richmond Staples Mill Road, and Petersburg stations in Virginia 

 Long Distance. Long Distance trains are trains that operate on routes greater than 750 

miles. States are not required to provide operating support for Long Distance trains. As 

of 2015, Amtrak operated five Long Distance roundtrip trains in the DC2RVA corridor: 

three roundtrip trains use the full length of the DC2RVA corridor continuing through 

Virginia to Georgia and Florida and two roundtrip trains use the portion of the 

DC2RVA corridor between Washington and Alexandria. Most Long Distance trains with 

journeys that require overnight operation are powered by two P42 diesel locomotives. 

These trains have a Viewliner II baggage car, Viewliner sleeping cars (one to three per 

trainset), a Heritage dining car, an Amfleet diner-lounge, and three to five Amfleet II 

leg-rest coaches (with greater seat pitch than the Amfleet I coaches used on Northeast 

Regional trains). The daytime-only Palmetto operates between New York and Savannah, 

GA with one P42 locomotive, one baggage car, and six Amfleet cars. Long Distance 

trains in the DC2RVA corridor serve Washington Union Station, Alexandria, 

Fredericksburg, Richmond Staples Mill Road, and Petersburg stations in Virginia. All 

but one of these trains operates nonstop between Alexandria and Richmond. LongDistance trains on the DC2RVA corridor originate in New York, NY and operate over 

the NEC through Washington, D.C. and continue into Virginia to points south and west. 

These trains consist of: 

- Palmetto: 1 round trip daily between New York, NY and Savannah, GA 

- Silver Meteor: 1 round trip daily between New York, NY and Miami, FL 

- Silver Star: 1 round trip daily between New York, NY and Miami, FL 

- Crescent: 1 round trip daily between New York, NY and New Orleans, LA, operating 

in the DC2RVA corridor between Washington, D.C. and AF interlocking in 

Alexandria, VA 

- Cardinal: 1 round trip tri-weekly (Sunday/Wednesday/Friday in each direction) 

between New York, NY and Chicago, IL, operating in the DC2RVA corridor between 

Washington, D.C. and AF interlocking in Alexandria, VA 

 Auto Train. Amtrak’s Auto Train is a separate Long Distance service that is unique both 

among trains in the DC2RVA corridor and the entire Amtrak system. It exclusively 

serves passengers with an accompanying motor vehicle and operates as a daily nonstop, 

overnight train between dedicated station facilities in Lorton, VA and Sanford, FL. The 

Auto Train operates with bi-level Superliner passenger equipment (coaches, lounges, 

diners, and sleepers), and specialized multi-level aluminum vehicle carrier cars that 

transport automobiles. The train is typically powered by two P40 diesel locomotives and 

has a maximum consist length of 50 cars (17 Superliner cars and 33 vehicle carriers). 

Figure 2.2-1 illustrates the type and frequencies of current Amtrak intercity passenger rail 

services operating in the DC2RVA corridor. Passenger train schedules for all intercity passenger 

trains operated in the 2015 Base Case can be found in Appendix J describing the travel demand 

estimating process for the DC2RVA Project. 
PARAMETERS AND ASSUMPTIONS OF THE OPERATIONS SIMULATION MODEL 

D.C. to Richmond Southeast High Speed Rail 2-19 Operations Modeling Technical Report 

FIGURE 2.2-1: EXISTING (2015) PASSENGER TRAIN FREQUENCIES IN THE DC2RVA 

CORRIDOR 

2.2.7.2 Commuter Train Types in the 2015 Base Case 

Commuter services in the DC2RVA corridor are provided by Virginia Railway Express (VRE). 

VRE commuter trains operate on two routes that serve Union Station in Washington, D.C.: 

 VRE Fredericksburg Line: 7 weekday-only round trips between Washington, D.C. and 

Fredericksburg, VA. The model reflects operations on the corridor as of August, 2015, 

prior to the opening of the VRE Spotsylvania Station and the addition of an 8th round 

trip. 

 VRE Manassas Line: 8 weekday-only round trips between Washington, D.C. and 

Manassas, VA, operating in the DC2RVA corridor between Washington, D.C. and AF 

interlocking in Alexandria, VA. 1 weekday-only non-revenue round trip between 

Washington, D.C. and Manassas, VA. 
PARAMETERS AND ASSUMPTIONS OF THE OPERATIONS SIMULATION MODEL 

D.C. to Richmond Southeast High Speed Rail 2-20 Operations Modeling Technical Report 

Table 2.2-4 shows the passenger stations in service on the DC2RVA corridor, along with the 

type of passenger train services currently offered at each station. 

TABLE 2.2-4: STATIONS IN THE DC2RVA CORRIDOR (2014 SERVICE SHOWN) 

Station 

VRE 

Commuter 

Service 

Amtrak Long 

Distance 

Service 

Amtrak 

Northeast 

Regional 

(Virginia) 

Service 

Amtrak Auto 

Train 

Amtrak 

Interstate 

Corridor 

(Carolinian) 

Service 

Washington Union 

Station    

L’Enfant, D.C.   

Crystal City, VA  

Alexandria    

Franconia/Springfield  

Lorton 

Lorton (Auto Train) 

Woodbridge   

Rippon  

Quantico   

Brooke  

Leeland Road 

Fredericksburg   

Ashland  

Richmond Staples Mill 

Road Station   

Richmond Main Street 

Station  

Note: This represents Amtrak service as of August 2014. On August 31, 2015, Amtrak’s Silver Meteor, Trains 97 and 98, began serving 

Fredericksburg. 

2.2.7.3 Freight Train Types in the 2015 Base Case 

The 2015 Base Case incorporates actual freight operations data, provided by CSXT, from two 

full weeks of operation in August and September, 2014. The following types of freight trains 

operate in the DC2RVA Corridor and will be modeled in the 2015 Base Case: 

 Intermodal Trains: Intermodal trains typically carry time-sensitive cargo, often on 

expedited schedules to compete with trucks, and as such are often given the highest 

dispatching priority among freight trains. Intermodal trains on the DC2RVA corridor 
PARAMETERS AND ASSUMPTIONS OF THE OPERATIONS SIMULATION MODEL 

D.C. to Richmond Southeast High Speed Rail 2-21 Operations Modeling Technical Report 

between Washington and Richmond can operate at a higher maximum speed than other 

types of freight trains. 

 Manifest Trains: Manifest trains carry multiple goods and commodities in individual 

carloads for multiple shippers between multiple origin and destination pairs. Manifest 

trains carry a variety of commodities, including food products, lumber, metals, 

chemicals, auto parts, paper products, waste, and scrap using different car types, such as 

boxcars, gondolas, tank cars, covered hopper cars, and other specialized rail equipment. 

Most manifest traffic moves door-to-door, although customers without direct rail access 

or who need less-than-carload quantities use transload facilities, where products can be 

transferred from railcars to trucks. Manifest trains are usually classified (i.e., sorted) and 

perform pickups and setouts en route. 

 Bulk Trains: Bulk trains, often called unit trains, carry one single commodity and 

generally originate, operate, and terminate as intact trainsets between one shipper and 

one receiver. Bulk trains do not require intermediate switching en route. Bulk freight 

trains do not usually operate on set schedules, but rather are dispatched at times where 

they do not interfere with the operation of intermodal, scheduled manifest freight or 

passenger and commuter trains, and in a timely manner to meet customer requirements. 

 Local Trains: Local trains pick up and drop off cars at businesses, industries, bulk 

transfer facilities, industrial parks, and other locations requiring rail service. Local trains 

are based out of rail yards, where the cars for local customers are picked up or set out by 

long-haul manifest freight trains. Local trains usually operate on schedules designed to 

meet individual customer needs and requirements. 

CSXT provided freight train data for current operating levels, based upon actual train dispatch 

data, which will be incorporated into the modeling process. CSXT provided data for two weeks 

of freight service operation from August and September, 2014; CSXT data includes, by train: 

 Locomotive type and number per train 

 Length and tonnage of train 

 Classification of train type 

- Intermodal 

- Manifest 

- Bulk 

- Local 

 Entry and exit points on model 

 Work events and crew change locations and times 

 Approximate time of day of train’s operation 

 Prioritization of freight trains within each type, if any 

Table 2.2-5 shows the 2015 Base Case daily service frequencies by train type and corridor 

section. 
PARAMETERS AND ASSUMPTIONS OF THE OPERATIONS SIMULATION MODEL 

D.C. to Richmond Southeast High Speed Rail 2-22 Operations Modeling Technical Report 

TABLE 2.2-5: 2015 BASE CASE DAILY SERVICE FREQUENCY ASSUMPTIONS IN THE DC2RVA 

CORRIDOR 

DC2RVA Corridor Section 

Passenger Commuter Freight 

Amtrak 

Northeast 

Regional 

(Virginia) 

Amtrak 

Interstate 

Corridor 

(Carolinian) 

Amtrak 

Long 

Distance 

Amtrak 

Auto 

Train VRE 

CSXT/ 

BBRR 

RF&P: RO (CFP 110.1)-AF (CFP 

104.3) 12 2 10 0 32 * 

RF&P: AF (CFP 104.3)-Lorton (CFP 

92.3) 10 2 6 0 14 * 

RF&P: Lorton (CFP 92.3)-Crossroads 

(CFP 53.2) 10 2 6 2 14 * 

RF&P: Crossroads (CFP 53.2)-Acca 

Yard (CFP 1.7) 10 2 6 2 0 * 

A-Line: Acca Yard (CFP 1.7)-Centralia 

(A 10.7) 2 2 6 2 0 * 

S-Line: Acca Yard (CFP 1.7)-AM Jct. 

(SRN 1.0) 4 0 0 0 0 * 

S-Line: AM Jct. (SRN 1.0)-Centralia (S 

10.9) 0 0 0 0 0 * 

Peninsula: AM Jct. (CA 85.4)-Beulah 

(CA 76.2) 4 0 0 0 0 * 

Buckingham Branch: AM Jct. (MP 

85.5).-Doswell (MP 111.9) 0 0 0 0 0 * 

*Specific freight train volumes by line segment are CSXT confidential and proprietary data. 

2.2.8 Train Types in the 2025 and 2045 No Build Cases 

The 2025 No Build (Implementation Year) and 2045 No Build (Horizon Year) cases include 

planned, programmed and budgeted infrastructure exclusive of the DC2RVA improvements, 

and portray anticipated operations and operating performance on the corridor in 2025 and 2045, 

assuming there is no DC2RVA Project and service. The case adds planned, programmed and 

budgeted infrastructure as of 2015, described in Section 2.2.5, to the base infrastructure model. 

The No Build Cases will include train files for CSXT’s forecasted freight growth through 2025 

and 2045, VRE service growth through 2045 (1 additional round trip on the Manassas Line and 

1 additional round trip on the Fredericksburg Line), and expanded Amtrak-VA Regional service 

(1 additional round trip from Washington, DC to Lynchburg/Roanoke; 2 additional round trip 

trains from Richmond to Norfolk). 
PARAMETERS AND ASSUMPTIONS OF THE OPERATIONS SIMULATION MODEL 

D.C. to Richmond Southeast High Speed Rail 2-23 Operations Modeling Technical Report 

2.2.8.1 Passenger Train Types in the 2025 and 2045 No Build Cases 

The 2025 No Build Case will include the same volume and characteristics of the 2015 Base Case; 

however, with the addition of two Amtrak Northeast Regional (Virginia) train frequencies from 

Richmond to Norfolk (south of Richmond); and the addition of one Amtrak Northeast Regional 

(Virginia) frequency from Washington, D.C. and Lynchburg/Roanoke (north of Alexandria). 

(This operating plan will introduce one new round trip frequency on the DC2RVA corridor, but 

only on the section between Washington, D.C. and Alexandria, VA.) 

 Amtrak Northeast Regional (Virginia) Service: 

- Norfolk Service: 3 round trips daily between Washington, D.C. and the NEC and 

Norfolk, VA, operating in the DC2RVA corridor between Washington, D.C. and 

Richmond, VA Staples Mill Station. The operation of 2 additional round trips from 

Richmond to Norfolk is accomplished by extending 2 existing roundtrip trains that 

currently terminate in Richmond. (No additional roundtrip frequencies on the 

DC2RVA corridor between Washington, D.C. and Richmond, VA will be required 

for this service improvement.) 

- Lynchburg Service: 2 round trips daily between Washington, D.C. and the NEC and 

Lynchburg, VA, operating in the DC2RVA corridor between Washington, D.C. and 

AF interlocking in Alexandria, VA. (This will include 1 new round trip frequency 

between Washington, D.C. and Lynchburg/Roanoke, which will operate over the 

DC2RVA corridor north of Alexandria, VA). 

Figure 2.2-2 illustrates the type and frequencies of Amtrak intercity passenger rail services 

operating in the DC2RVA corridor in the No Build (2025) Alternative. These frequencies will be 

identical in the No Build (2045) alternative. Passenger train schedules for all intercity passenger 

trains operated in the No Build Alternative (scheduled departure times and frequencies were 

identical for 2025 and 2045) can be found in Appendix J describing the travel demand 

estimating process for the DC2RVA Project. 
PARAMETERS AND ASSUMPTIONS OF THE OPERATIONS SIMULATION MODEL 

D.C. to Richmond Southeast High Speed Rail 2-24 Operations Modeling Technical Report 

FIGURE 2.2-2: NO BUILD ALTERNATIVE PASSENGER TRAIN FREQUENCIES IN THE DC2RVA 

CORRIDOR IN 2025 AND 2045 

2.2.8.2 Commuter Train Types in the 2025 and 2045 No Build Cases 

The 2025 and 2045 No Build Cases will include the same commuter-train volumes and 

characteristics of the 2015 Base Case, but with the addition of two roundtrip commuter 

frequencies on the Fredericksburg and Manassas lines. 

 VRE Fredericksburg Line: 9 weekday-only round trips between Washington, D.C. and 

Spotsylvania, VA. (This includes one additional round trip frequency.) 

 VRE Manassas Line: 10 weekday-only round trips between Washington, D.C. and 

Manassas, VA, operating in the DC2RVA corridor between Washington, D.C. and AF 

interlocking in Alexandria, VA. (This includes one additional round trip frequency plus 

the conversion of one existing non-revenue round trip to a revenue round trip on the 

DC2RVA corridor between Washington, D.C. and Alexandria, VA.) 
PARAMETERS AND ASSUMPTIONS OF THE OPERATIONS SIMULATION MODEL 

D.C. to Richmond Southeast High Speed Rail 2-25 Operations Modeling Technical Report 

2.2.8.3 Freight Train Types in the 2025 and 2045 No Build Cases 

The primary difference between the 2015 Base Case and 2025 and 2045 No Build Cases will be 

the forecasted organic growth in freight service by 2025 and 2045, respectively, as provided by 

CSXT. Table 2.2-6 shows the No Build daily service frequencies by train type and corridor 

section. 

TABLE 2.2-6: NO BUILD CASE DAILY SERVICE FREQUENCY ASSUMPTIONS IN THE DC2RVA 

CORRIDOR 

DC2RVA Corridor 

Section 

Passenger (2025 and 2045) Commute

r 

(2025 and 

2045) 

Freight 

(2025) 

Freight 

(2045) 

Amtrak 

Northeast 

Regional 

(Virginia) 

Amtrak 

Interstate 

Corridor 

(Carolinian) 

Amtrak 

Long 

Distance 

Amtrak 

Auto 

Train VRE 

CSXT/ 

BBRR 

CSXT/ 

BBRR 

RF&P: RO (CFP 110.1)-AF 

(CFP 104.3) 14 2 10 0 38 * * 

RF&P: AF (CFP 104.3)-Lorton 

(CFP 92.3) 10 2 6 0 18 * * 

RF&P: Lorton (CFP 92.3)-

Crossroads (CFP 53.2) 10 2 6 2 18 * * 

RF&P: Crossroads (CFP 53.2)-

Acca Yard (CFP 1.7) 10 2 6 2 0 * * 

A-Line: Acca Yard (CFP 1.7)-

Centralia (A 10.7) 6 2 6 2 0 * * 

S-Line: Acca Yard (CFP 1.7)-

AM Jct. (SRN 1.0) 4 0 0 0 0 * * 

S-Line: AM Jct. (SRN 1.0)-

Centralia (S 10.9) 0 0 0 0 0 * * 

Peninsula: AM Jct. (CA 85.4)-

Beulah (CA 76.2) 4 0 0 0 0 * * 

Buckingham Branch: AM Jct. 

(MP 85.5).-Doswell (MP 

111.9) 

0 0 0 0 0 * * 

*Specific freight train volumes by line segment are CSXT confidential and proprietary data. 

2.2.9 Train Types in the 2025 and 2045 Build Cases 

The purpose of the 2025 Full Build (Implementation Year) Case and 2045 Full Build (Horizon 

Year) Case is to estimate the future operating performance based on the completion of all 

infrastructure improvements required for the implementation of 9 new round-trip SEHSR trains 

as defined in the DC2RVA EIS and improvement to the operating characteristics of all trains on 

the corridor in 2025 and 2045, respectively, to meet the Purpose and Need of the DC2RVA EIS 
PARAMETERS AND ASSUMPTIONS OF THE OPERATIONS SIMULATION MODEL 

D.C. to Richmond Southeast High Speed Rail 2-26 Operations Modeling Technical Report 

(increased speed, improved trip time and improved reliability). Each of the 9 new round-trip 

SEHSR trains to be added in the Build Cases will be one of two train types: Northeast Regional 

(SEHSR) or Interstate Corridor (SEHSR). Details on the characteristics of each train type appear 

below in Section 2.2.9.1. 

The 2025 Full Build (Implementation Year) Case builds upon all infrastructure from the 2025 No 

Build Case as well as the 2025 No Build operating plan for freight, passenger and commuter 

service. This case adds DC2RVA infrastructure improvements to the 2025 No Build Case and 

tests and estimates the potential infrastructure to efficiently and reliably support the proposed 

DC2RVA service plan, along with commuter and freight service increases for the model year. 

The passenger and commuter service in the 2045 Full Build (Horizon Year) Case remain 

unchanged and unimpeded from the 2025 Full Build (Implementation Year) Case, however, 

freight operations were increased to reflect their respective forecasted levels of service through 

2045, subject to available capacity. 

The 2025 and 2045 Build Cases will estimate the projected performance of both freight, 

passenger, and commuter traffic on the corridor after planned, programmed, or budgeted 

improvements are implemented, and will serve as a performance benchmark against which 

future infrastructure improvement and service increase case will be compared. The 

infrastructure changes to the Base Case Model are as follows: 

 2025 No Build Infrastructure: Planned, programmed and budgeted (as of 2015) DRPT, 

Amtrak, CSXT, and VRE infrastructure improvements to be completed in the near term, 

as determined in consultation with stakeholders. 

 2025 Full Build (Implementation Year) Proposed DC2RVA infrastructure improvements. 

- The maximum authorized passenger train speed will be 90 miles per hour and the 

maximum authorized freight train speed will be 60 miles per hour. 

- Long Bridge and CSXT improvements to CP Virginia: As in the 2025 No Build Case, 

it is assumed that 4 tracks will be available north of CP RO in Arlington, VA across 

the Long Bridge and on CSXT trackage in Washington, D.C. from Long Bridge to CP 

Virginia.

2.2.9.1 Passenger Train Types in the 2025 and 2045 No Build Cases 

The DC2RVA Project proposes to add rail infrastructure to support the following proposed 

intercity passenger train service frequency increases between Washington, D.C., Richmond, VA 

and Centralia, VA: 

 Four new Interstate Corridor (SEHSR) roundtrip passenger trains operating between 

New York and Raleigh/Charlotte, NC. These trains will use the DC2RVA corridor 

between Washington, Richmond, and Centralia, VA. South of Centralia, these trains are 

assumed to use a restored S-Line right-of-way between Collier, VA (south of Petersburg) 

and Raleigh, NC, with a maximum speed of 110 mph. 

 Five new Northeast Regional (SEHSR) roundtrip passenger trains operating between 

Boston, New York, or Washington and destinations in Virginia. These trains will use the 

DC2RVA corridor between Washington, Richmond, and Centralia, VA. Three of the new 

Northeast Regional (SEHSR) roundtrip passenger trains will operate to Norfolk. One 

new Northeast Regional (SEHSR) roundtrip passenger train will operate to Newport 
PARAMETERS AND ASSUMPTIONS OF THE OPERATIONS SIMULATION MODEL 

D.C. to Richmond Southeast High Speed Rail 2-27 Operations Modeling Technical Report 

News, and one new Northeast Regional (SEHSR) roundtrip passenger train will operate 

to Richmond. 

It is important to note that the implementation of the proposed passenger rail service increases 

described above are not solely dependent on rail infrastructure improvements made within the 

DC2RVA corridor, but also depend on improvements made in adjoining rail corridors to 

accommodate these service increases. Improvements made in adjoining rail corridors are 

outside the scope of the DC2RVA Project. 

The maximum operating speed for all passenger trains on the DC2RVA corridor, with the 

exception of the Auto Train, will be increased to 90 mph. For planning purposes, a future train 

consist for all Northeast Regional (Virginia), Northeast Regional (SEHSR), Interstate Corridor 

(Carolinian), and Interstate Corridor (SEHSR) was developed in consultation with Amtrak 

consisting of two diesel locomotives and 10 coaches (of which one coach is presumed to be a 

food service car and one coach is presumed to be a Business class car). Two locomotives were 

chosen as opposed to the current practice of one locomotive owing to the increased length and 

weight of the proposed consist and the need for trains to operate at a maximum authorized 

speed 20 mph higher than the current practice. 

Figure 2.2-3 illustrates the type and frequencies of Amtrak intercity passenger rail services 

operating in the DC2RVA corridor in the 2025 Build (Implementation Year) Alternative. These 

frequencies will be identical in the 2045 Build (Horizon Year) Alternative. Passenger train 

schedules for all intercity passenger trains operated in the Build Alternative (scheduled 

departure times and frequencies were identical for 2025 and 2045) can be found in Appendix J 

describing the travel demand estimating process for the DC2RVA Project. 
PARAMETERS AND ASSUMPTIONS OF THE OPERATIONS SIMULATION MODEL 

D.C. to Richmond Southeast High Speed Rail 2-28 Operations Modeling Technical Report 

FIGURE 2.2-3: BUILD ALTERNATIVE PASSENGER TRAIN FREQUENCIES IN THE DC2RVA 

CORRIDOR IN 2025 (IMPLEMENTATION YEAR) AND 2045 (HORIZON YEAR) 

Commuter train and freight train frequencies in the 2025 Full Build (Implementation Year) and 

2045 Full Build (Horizon Year) Case remain unchanged and unimpeded from frequencies in 

their respective 2025 No Build (Implementation Year) and 2045 No Build (Horizon Year) cases. 

As in the No Build cases, freight operations were increased to reflect forecasted levels of service 

in 2025 and 2045. Table 2.2-7 shows the Build Case daily service frequencies by train type and 

corridor section. 
PARAMETERS AND ASSUMPTIONS OF THE OPERATIONS SIMULATION MODEL 

D.C. to Richmond Southeast High Speed Rail 2-29 Operations Modeling Technical Report 

TABLE 2.2-7: BUILD CASE DAILY SERVICE FREQUENCY ASSUMPTIONS IN THE DC2RVA 

CORRIDOR 

DC2RVA Corridor 

Section 

Passenger (2025 and 2045) Commute

r 

(2025 and 

2045) 

Freight 

(2025) 

Freight 

(2045) 

Amtrak 

Northeast 

Regional 

(Virginia 

and 

SEHSR) 

Amtrak 

Interstate 

Corridor 

(Carolinian

and 

SEHSR) 

Amtrak 

Long 

Distance 

Amtrak 

Auto 

Train VRE 

CSXT/ 

BBRR 

CSXT/ 

BBRR 

RF&P: RO (CFP 110.1)-AF 

(CFP 104.3) 24 10 10 0 38 * * 

RF&P: AF (CFP 104.3)-Lorton 

(CFP 92.3) 20 10 6 0 18 * * 

RF&P: Lorton (CFP 92.3)-

Crossroads (CFP 53.2) 20 10 6 2 18 * * 

RF&P: Crossroads (CFP 53.2)-

Acca Yard (CFP 1.7) 20 10 6 2 0 * * 

A-Line: Acca Yard (CFP 1.7)-

Centralia (A 10.7) * * * 2 0 * * 

S-Line: Acca Yard (CFP 1.7)-

AM Jct. (SRN 1.0) * * * 0 0 * * 

S-Line: AM Jct. (SRN 1.0)-

Centralia (S 10.9) * * * 0 0 * * 

Peninsula: AM Jct. (CA 85.4)-

Beulah (CA 76.2) 6 0 0 0 0 * * 

Buckingham Branch: AM Jct. 

(MP 85.5).-Doswell (MP 

111.9) 

0 0 0 0 0 * * 

Notes: 

a) Passenger counts assume new Interstate Corridor (SEHSR) trains to North Carolina will operate as Amtrak Interstate Corridor (Carolinian) 

trains, and new Northeast Regional (SEHSR) trains to Virginia will operate as Amtrak Northeast Regional (Virginia) trains. 

b) Passenger train service frequencies and routings on specific corridor sections south of Richmond to be determined through the Richmond 

station alternatives analysis process. 

*Specific freight train volumes by line segment are CSXT confidential and proprietary data. 

 

2.2.9.2 Service Plan Development 

Sources Used to Determine Future Passenger Train Frequencies. The additional passenger 

train frequencies proposed in the DC2RVA Project are determined primarily by previously 

signed federal Records of Decision governing the development of high-speed intercity 

passenger rail service in the federally designated SEHSR corridor. The proposed DC2RVA 
PARAMETERS AND ASSUMPTIONS OF THE OPERATIONS SIMULATION MODEL 

D.C. to Richmond Southeast High Speed Rail 2-30 Operations Modeling Technical Report 

Project service frequency increases would add 9 new round trips (18 passenger trains) to the 

DC2RVA corridor between Washington, D.C. and Richmond, VA as follows: 

 The four proposed Washington-North Carolina Interstate Corridor (SEHSR) round trips 

are planned to operate between the NEC and Washington, D.C. through the DC2RVA 

corridor to Raleigh and Charlotte, NC as defined in the Richmond to Raleigh Tier II EIS. 

The Interstate Corridor (SEHSR) trains do not exist today, and would be new passenger 

frequencies implemented under the DC2RVA Project. This new Interstate Corridor 

passenger service would add eight new trains per day under the DC2RVA Project. These 

new trains would supplement, not replace, the one Interstate Corridor (Carolinian) 

round trip that currently operates daily between Washington, D.C. and Charlotte, NC. 

 One proposed new Northeast Regional (SEHSR) daily round trip (two trains) would be 

added between Washington, D.C. and Newport News, VA under the DC2RVA Project, 

supplementing the two daily Northeast Regional (Virginia) round trips (four trains) 

between Washington, D.C. and Newport News that currently operate. The DC2RVA 

Project will support the expansion of service between Washington. D.C. and Newport 

News from two round trips (four trains per day) to three round trips (six trains per day). 

This additional Northeast Regional (SEHSR) train to Newport News was defined in the 

Richmond to Hampton Roads Tier I EIS in 2012. 

 Three proposed new Northeast Regional (SEHSR) daily round trips (six trains) would be 

added between Washington, D.C. and Norfolk, VA under the DC2RVA Project. This 

would supplement the one daily Northeast Regional (Virginia) round trip between 

Washington and Norfolk that operates today, and the two daily Northeast Regional 

(Virginia) round trips that currently operate between Washington and Richmond and 

are planned to be extended to Norfolk with the completion of capacity projects currently 

underway. The DC2RVA Project will support the expansion of service between 

Washington and Norfolk from three round trips (six trains) to six round trips (12 trains). 

The additional Northeast Regional (SEHSR) trains to Norfolk were defined in the 

Richmond to Hampton Roads Tier I EIS in 2012. 

One proposed new Northeast Regional (SEHSR) daily round trip (two trains) would be added 

between Washington, D.C. and Richmond, VA. This train would provide for a 6 a.m. northbound 

Richmond origination and a late-evening southbound arrival back in Richmond. This would allow the 

other trains from Newport News and Norfolk to operate at more traveler-friendly times to improve 

the attractiveness of the passenger rail service to those cities. 

Service Patterns for DC2RVA corridor passenger trains. The following general service patterns 

were established for the train types proposed to operate in the DC2RVA corridor: 

 New Interstate Corridor (SEHSR) trains to/from Charlotte and Raleigh make the 

following station stops in the DC2RVA corridor: Alexandria, Fredericksburg, and 

Richmond. These trains operate via the S-Line between Petersburg and Raleigh. 

 The daily Interstate Corridor (Carolinian) between New York and Charlotte makes the 

same stops in the DC2RVA corridor as it does today: Alexandria, Quantico, 

Fredericksburg, and Richmond. The Carolinian continues to operate via the A-Line 

between Petersburg and Raleigh. 
PARAMETERS AND ASSUMPTIONS OF THE OPERATIONS SIMULATION MODEL 

D.C. to Richmond Southeast High Speed Rail 2-31 Operations Modeling Technical Report 

 New Northeast Regional (SEHSR) trains, as well as existing Northeast Regional 

(Virginia) trains make the following station stops in the DC2RVA corridor: L’Enfant 

(limited peak-hour departures), Alexandria, Woodbridge, Quantico, Ashland, and 

Richmond. 

 Long Distance trains and Auto Train frequencies and stopping patterns do not change, 

except for the following: 

- The Silver Star (trains 91 and 92) is rerouted onto the S-Line between Petersburg and 

Raleigh. 

- The Cardinal, which uses the DC2RVA corridor between Washington and 

Alexandra, is projected to operate as a daily train by the proposed DC2RVA 2025 

implementation year. 

 All trains (including Long Distance trains but not Auto Train) are scheduled to operate 

at a higher maximum authorized speed between Arlington and Richmond up to 90 mph 

where authorized. 

 All Northeast Regional (Virginia and SEHSR), Interstate Corridor (Carolinian and 

SEHSR), and Amtrak Long Distance train are planned to operate north of Washington, 

D.C., with the exception of one roundtrip train, which may terminate in Washington, 

D.C. 

Specific station stop patterns within the DC2RVA corridor, as well as north and south of the 

corridor are subject to future refinement based on ridership analyses, future operating 

conditions, and stakeholder and public input. 

Figure 2.2-4 illustrates potential service patterns of the proposed intercity passenger rail services 

operating in the DC2RVA corridor in the Build Alternative by identifying the specific station 

stop patterns for the different passenger train types. DRPT will finalize service patterns as part 

of the Service Development Plan. 
PARAMETERS AND ASSUMPTIONS OF THE OPERATIONS SIMULATION MODEL 

D.C. to Richmond Southeast High Speed Rail 2-32 Operations Modeling Technical Report 

FIGURE 2.2-4: SERVICE PATTERNS OF PROPOSED PASSENGER TRAINS IN THE DC2RVA 

CORRIDOR 

Conceptual timetables incorporating the train frequency, train speed, and consist assumptions 

described above have been developed, with running time estimates developed using the Train 

Performance Calculator function of a rail operations simulation software tool developed and 

marketed under the name Rail Traffic Controller (RTC)© by Berkeley Simulation Software, LLC. 

To aid in preliminary ridership forecasting, conceptual timetables were developed for each of 

the Richmond Build Alternatives described in Section 4. These timetables incorporated the 

estimated RTC running times, intermediate station dwell times of 1 to 4 minutes depending on 
PARAMETERS AND ASSUMPTIONS OF THE OPERATIONS SIMULATION MODEL 

D.C. to Richmond Southeast High Speed Rail 2-33 Operations Modeling Technical Report 

the station stop, and recovery times (8 percent of the RTC-derived running time for Northeast 

Regional and Interstate Corridor trains between Washington and Richmond). 

2.2.9.3 Travel Time and Reliability 

Table 2.2-8 summarizes the estimated travel times, inclusive of station stops, between 

Washington and Richmond based on the conceptual timetables developed for each Richmond 

Build Alternative. 

TABLE 2.2-8: DC2RVA CORRIDOR TRAVEL TIMES (HOURS:MINUTES) BY RICHMOND 

STATION OPTION, WASHINGTON UNION STATION TO RICHMOND, VA 

Service Type Interstate Corridor Northeast Regional Long Distance 

Direction South North South North South North 

No Build (to Staples Mill Road) 2:06 2:16 2:16 2:20 2:02 2:22

No Build (to Main Street Station) No Service No Service 2:40 2:50 No Service No Service 

6A: Staples Mill Road Station Only 1:50 1:50 1:58 1:57 1:49 2:10 

6B–A-Line: Boulevard Station Only, A-Line 1:56 1:58 2:04 2:05 1:55 2:14 

6B–S-Line: Boulevard Station Only, S-Line 1:56 1:58 2:04 2:05 1:55 2:14 

6C: Broad Station Street Only 2:01 2:02 2:09 2:09 2:00 1:58 

6D: Main Street Station Only 2:06 2:06 2:14 2:13 2:05 2:23 

6E: Split Service, Staples Mill Road/Main 

Street Stations (travel time to Staples Mill) 

1:50 1:50 1:58 1:57 1:49 2:10 

6E: Split Service, Staples Mill Road/Main 

Street Stations (travel time to Main Street) 

2:15 2:13 2:21 2:18 2:20 2:37 

6F: Full Service, Staples Mill Road/Main Street 

Stations (travel time to Staples Mill) 

1:50 1:50 1:58 1:57 1:49 2:10 

6F: Full Service, Staples Mill Road/Main Street 

Stations (travel time to Main Street) 

No Service No Service 2:29 2:25 No Service No Service 

6G: Shared Service, Staples Mill Road/Main 

Street Stations (travel time to Staples Mill 

Road) 

1:50 1:50 1:58 1:57 1:49 2:10 

6G: Shared Service, Staples Mill Road/Main 

Street Stations (travel time to Main Street) 

2:15 2:13 2:21 2:18 No Service No Service 

Currently, intercity passenger trains traveling between Washington, D.C. and Richmond reach 

the end of their trip segment on the DC2RVA corridor on time approximately 66% of the time – 

meaning that 34% of the trains are late. Given that the definition of “on-time” includes a 

potential delay interval – i.e., a train may be several minutes past its scheduled arrival into a 

station and still be classified as “on-time” – this makes it difficult for many train travelers to rely 

on the train schedules, and forces passengers to allot additional time to their trips to 

compensate for the potential delays. The DC2RVA Project, by increasing capacity and 
PARAMETERS AND ASSUMPTIONS OF THE OPERATIONS SIMULATION MODEL 

D.C. to Richmond Southeast High Speed Rail 2-34 Operations Modeling Technical Report 

interoperability of the main tracks, would improve the reliability of intercity passenger trains 

within the corridor. For example, a recent (June 9, 2017) train trip on Northeast Regional Train 

#95 from Washington Union Station to Richmond’s Staples Mill Road Station, illustrates how 

the limited track capacity on this busy shared-use corridor can cause delays. Train #95, 

traveling south from Boston on the Northeast Corridor, arrived in Washington Union Station 

late. After an engine change, crew change, and passenger loading and unloading, train #95 

departed Washington Union Station approximately 20 minutes behind schedule. Because it was 

late leaving Union Station, and owing to heavy passenger and freight train volume on the 

corridor south of Washington, D.C., Train #95 was positioned behind a slower freight train. 

Passenger and freight traffic moving in the opposite direction used the adjacent second main 

track to pass Train #95, leaving no opportunity for Train #95 to cross to the adjacent track and 

overtake the slower freight train until well south of Fredericksburg, more than an hour after 

departing Washington. As a result, Train #95 was 61 minutes late arriving into Staples Mill 

Road Station – an additional 41 minutes of delay caused by congestion on the corridor. 

The DC2RVA Project would not be able to improve the on-time performance of trains arriving 

into Union Station from the Northeast Corridor – however, the added track capacity and 

additional crossovers of the DC2RVA Project would provide additional opportunities for 

higher-speed passenger trains to pass slower-speed freight trains and commuter trains making 

frequent station stops. The additional infrastructure planned by the DC2RVA Project would 

allow intercity passenger trains to closely adhere to their scheduled travel time between 

Washington, D.C. and Richmond without incurring delays in that segment of their total trip. 

The DC2RVA Project shares PRIIA’s performance goals for intercity passenger trains for all 

passenger trains to be on-time at each station and corridor endpoints at least 90% of the time. 

2.2.10 Characteristics of Passenger and Commuter Trains Operated in the Model 

2.2.10.1 Existing Passenger and Commuter Trains 

Amtrak currently operates General Electric P-40 and P-42AC locomotives on the corridor. One 

locomotive is assigned to Amtrak Northeast Regional (Virginia) and Amtrak Interstate Corridor 

(North Carolina) trains, and two locomotives are assigned to Long Distance trains and the Auto 

Train. VRE currently operates one Motive Power Corporation MP-36 locomotive per trainset. 

Freight train consists, power, lengths, and tonnage were provided by CSXT as part of their RTC 

model. 

Passenger and commuter train consists, lengths, and tonnages used in the model are 

summarized in Tables 2.2-8 and 2.2-9. Tonnages in the tables below were derived by 

determining the empty weight and revenue seating of the equipment consists, then adding 

weights for passengers and baggage, assuming an average load factor of 85 percent per train 

and an average weight per passenger with baggage of 200 lbs. per passenger. 

TABLE 2.2-8: SEATING CAPACITY OF REVENUE PASSENGER CARS USED ON TRAINS 

OPERATING IN THE DC2RVA CORRIDOR 

Revenue Car Type Seats Assigned Service 

Amfleet I Capstone coach 72 Amtrak-VA Regional, Amtrak-NC Interstate Corridor 
PARAMETERS AND ASSUMPTIONS OF THE OPERATIONS SIMULATION MODEL 

D.C. to Richmond Southeast High Speed Rail 2-35 Operations Modeling Technical Report 

TABLE 2.2-8: SEATING CAPACITY OF REVENUE PASSENGER CARS USED ON TRAINS 

OPERATING IN THE DC2RVA CORRIDOR 

Revenue Car Type Seats Assigned Service 

Amfleet I Capstone Business Class 62 Amtrak-VA Regional, Amtrak-NC Interstate Corridor, 

Long Distance 

Amfleet II ADA long-distance coach 60 Amtrak Long Distance 

Viewliner I sleeping car 30 Amtrak Long Distance 

Superliner II coach 74 Amtrak Auto Train 

Superliner II sleeping car 42 Amtrak Auto Train 

Superliner II deluxe sleeping car 32 Amtrak Auto Train 

Gallery cab car 123 VRE commuter 

Gallery coach 144 VRE commuter 

Gallery coach with toilet 132 VRE commuter 

TABLE 2.2-9: EXISTING (2015) PASSENGER AND COMMUTER TRAIN TONS AND LENGTHS 

OPERATING IN THE DC2RVA CORRIDOR 

Train Cars Locomotives 

Approx. Tons 

(with 

passengers) 

Approx. Length 

(without 

locomotive) 

Approx. Length 

(with 

locomotive) 

Amtrak Northeast Regional 

(Virginia) trainset 8 1 587 684 feet 753 feet 

Amtrak Interstate Corridor 

(North Carolina) trainset 8 1 587 684 feet 753 feet 

Amtrak Long Distance trainset 11 2 1,037 939 feet 1,077 feet 

Amtrak Auto Train trainset 50 2 4,405 4,415 feet 4,553 feet 

VRE Commuter Train trainset 5 1 453 425 feet 495 feet 

Note: Existing VRE train consists vary between 4 and 8 cars. Consists of 7 and 8 cars are employed, along with shorter consists, during peak 

hour operations. 

2.2.10.2 Future Passenger and Commuter Trains 

For modeling purposes, no changes were anticipated to passenger train and commuter train 

consists in the No Build cases. 

For modeling purposes, two Motive Power Corporation HSP-46 locomotives were used on all 

Northeast Regional (Virginia), Northeast Regional (SEHSR), Interstate Corridor (North 

Carolina) and Interstate Corridor (SEHSR) trains for all Full Build cases. Two locomotives were 

chosen as opposed to the current practice of one locomotive owing to the increased length and 

weight of the proposed consist and the need for trains to operate at a maximum authorized 

speed 20 mph higher than the current practice. This same operating philosophy was used in 
PARAMETERS AND ASSUMPTIONS OF THE OPERATIONS SIMULATION MODEL 

D.C. to Richmond Southeast High Speed Rail 2-36 Operations Modeling Technical Report 

Illinois and Michigan, where two locomotives are deployed on consists to allow them to attain 

110 mph MAS. The consist length for these trains will be ten cars, after review and consultation 

with Amtrak. No changes are anticipated to Amtrak passenger train or VRE commuter train 

consists between the 2025 and 2045 Full Build cases. 

Passenger and freight train consists, lengths, and tonnages used in future year modeling cases 

are summarized in Table 2.2-10. 

TABLE 2.2-10: FUTURE (2025 AND 2045) BUILD CASE PASSENGER AND COMMUTER TRAIN 

TONS AND LENGTHS OPERATING IN THE DC2RVA CORRIDOR 

Train Cars Locomotives 

Approx. Tons 

(with 

passengers) 

Approx. Length 

(without 

locomotive) 

Approx. 

Length (with 

locomotive) 

Amtrak Build Case Northeast 

Regional (Virginia and SEHSR) 

trainset (2025 and 2045) 

10 2 929 850 feet 992 feet 

Amtrak Build Case Interstate 

Corridor (Carolinian and 

SEHSR) trainset (2025 and 2045) 

10 2 929 850 feet 992 feet 

Amtrak Long Distance trainset 

(2025 and 2045) 11 2 1,037 939 feet 1,077 feet 

Amtrak Auto Train trainset 

(2025 and 2045) 50 2 4,405 4,415 feet 4,553 feet 

VRE Commuter Train trainset 

(2025 and 2045) 5 1 453 425 feet 495 feet 

2.2.11 Passenger Train On-Time Metrics and Freight Train Delay Metrics 

2.2.11.1 Passenger Train On-Time Performance 

On-Time Performance (OTP) of passenger trains in the model is measured using the Metrics 

and Standards for intercity passenger rail service developed by FRA and Amtrak in accordance 

with PRIIA, also known as Public Law 110-432, and published as the Metrics and Standards for 

Intercity Passenger Rail Service Under Section 207 of PRIIA in the Federal Register on May 12, 

20102. OTP metrics differ depending on the type of train being operated. OTP requirements for 

passenger trains operating in the DC2RVA corridor are as follows: 

 Northeast Regional (Virginia) and Northeast Regional (SEHSR) trains: OTP of 90%, with 

“on-time” defined as arriving within 15 minutes of schedule at the endpoint terminal for 

NEC trains with trips of 251 to 350 miles (e.g., New York-Richmond); within 20 minutes 

 

2 The U.S. Surface Transportation Board rule July 28, 2016 (STB Docket Number EP-726) requiring OTP to be 

measured station-by-station, instead of at final terminal only, effective August 26, 2016, is not yet incorporated into 

the operations simulation methodology or parameters because schedules for existing trains incorporating this rule 

have not yet been developed or implemented by Amtrak.
PARAMETERS AND ASSUMPTIONS OF THE OPERATIONS SIMULATION MODEL 

D.C. to Richmond Southeast High Speed Rail 2-37 Operations Modeling Technical Report 

of schedule for NEC trains with trips of 351 to 450 miles; within 25 minutes of schedule 

for NEC trains with trips of 451 to 550 miles; and within 30 minutes of schedule for trips 

of 551 or more miles (e.g., Boston-Newport News or Boston-Norfolk). 

 Interstate Corridor (Carolinian) and Interstate Corridor (SEHSR) trains to Charlotte: 

OTP of 90%, with “on-time” defined as arriving within 30 minutes of schedule at the 

endpoint terminal, according to the metrics for a non-NEC corridor train of 551 or more 

miles. 

 Interstate Corridor (SEHSR) trains to Raleigh: OTP of 90%, with “on-time” defined as 

arriving within 25 minutes of schedule at the endpoint terminal, according to the metrics 

for a non-NEC corridor train of 451 to 550 miles. 

 Long Distance trains and Auto Train: OTP of 85%, with "on-time" defined as arriving 

within 30 minutes of schedule at the endpoint terminal, according to the metrics for a 

long-distance train with a route of more than 550 miles. 

For the Northeast Regional (Virginia and SEHSR) services above, at intermediate stations, trains 

are measured as “late” if they depart 15 minutes or more behind schedule. 

OTP estimates were calculated for each train incorporating the following late train tolerances: 

 For Northeast Regional and Interstate Corridor trains (target OTP = 90%) 

- OTP = 100 x (Actual Running Time in model + 15 minutes / Scheduled Running 

Time) 

 For Long Distance trains and Auto Train (target OTP = 90%) 

- OTP = 100 x (Actual Running Time in model + 15 minutes / Scheduled Running 

Time) 

OTP for intercity passenger trains was measured between the CP Virginia interlocking in 

Washington, D.C. and the Petersburg, VA passenger rail station for trains destined to and from 

points south of the DC2RVA corridor, or at Richmond Main Street Station for trains destined to 

and from Newport News, or at the Alexandria, VA passenger rail station for trains destined to 

and from Lynchburg and Clifton Forge, VA. OTP for commuter trains was measured between 

the CP Virginia interlocking in Washington, D.C., and the Alexandria passenger rail station for 

trains destined to and from Manassas, or at the Crossroads interlocking in Spotsylvania County 

for trains on the Fredericksburg Line. 

2.2.11.2 Freight Train Delay 

Changes in freight train delay that occur as a result of the passenger service in the Build 

Alternative were also measured and compared against freight train delay in the No Build 

Alternative. Freight train delay is measured as average hours and minutes of delay per train, 

per 100 elapsed train-miles. This metric compares the actual elapsed time a train takes to cover 

its route, compared to the elapsed time the train would have taken to cover its route had it 

encountered no unplanned delays en route. Delays en route include events such as waits for 

other trains; waits for clear track ahead; waits for signal clearances; and speed reductions 

caused by taking crossovers or sidings, or clearing in sidings or yard tracks for other trains. 

Delays en route do not include terminal and yard dwells or work events that are built into each 

freight train’s trip plan. The total estimated delay for all freight trains was calculated as follows: 
PARAMETERS AND ASSUMPTIONS OF THE OPERATIONS SIMULATION MODEL 

D.C. to Richmond Southeast High Speed Rail 2-38 Operations Modeling Technical Report 

 Freight Train Delay per 100 train-miles = 100 x (Total Delay of All Trains/Total Train 

Miles) 

Freight train delay was measured between the CP Virginia interlocking in Washington, D.C. 

and the Petersburg, VA passenger rail station, or at Richmond Main Street Station for trains 

destined to and from Newport News. 

2.2.12 Bypasses 

In the alternatives that propose bypasses around Fredericksburg and Ashland, the bypass 

infrastructure has been designed with two main tracks to enable trains to meet and pass 

without waits in passing sidings or at either end of the bypass. The use of two-track bypasses 

enables the bypass infrastructure to deliver the same capacity and flexibility as three main 

tracks located within the same right-of-way with crossovers between them that enable 

overtakes and meet/pass events, and to accommodate maintenance-of-way outages on one or 

more main tracks. 
D.C. to Richmond Southeast High Speed Rail 3-1 Operations Modeling Technical Report 

ESTIMATED PURE RUNNING TIMES FOR PASSENGER 

TRAINS IN THE DC2RVA CORRIDOR 

3.1 INTRODUCTION 

Section 3 summarizes estimated intercity passenger-train pure running times on the DC2RVA 

Corridor. “Pure” running times (PRTs) are running times that assume no impedance to intercity 

passenger trains for meet-pass events or conflicts with other trains, and no station or other 

delay. Recovery time is not included. Station dwell times are one second in duration. 

Accordingly, actual timetable running times, which include station dwell times sufficient to 

board and alight passengers and baggage, recovery time, and adjustments for train congestion 

and seasonal weather affects, are longer. 

These estimates were developed in July 2016, using the proposed infrastructure designs and 

passenger train consists that were current at that time. The endpoints of the running time 

estimates are Control Point (CP) RO interlocking in Arlington, Virginia, and either 11 miles 

south of Richmond in Centralia, Virginia, or 9 miles east of Richmond in Beulah, Virginia. 

Running time estimates were developed for the five types of intercity passenger trains 

described in Section 3.3 below, proposed to operate or currently operating, on the different 

main track alignment options described in Section 3.3 below, that were developed as part of 

Washington, D.C. to Richmond Southeast High Speed Rail Project (the DC2RVA Project). 

These running times are based on refinements completed in Spring 2016 to proposed 

alignments developed by the DC2RVA Project engineering team. Passenger-train running times 

had also been developed on prior versions of these alignments at previous stages of the Project, 

as part of the alternatives development and screening process. The refinements developed in 

Spring 2016 to the rail alignments were generated as mitigation measures or alternative 

solutions developed in response to initial screening efforts or requests for additional analysis 

received during public and stakeholder comment periods. The intercity passenger-train pure 

running times developed on the refined alignments were then used to estimate travel times and 

develop conceptual train schedules. (Note: Running time estimates were developed for intercity 

passenger trains only. Travel times for VRE commuter trains were developed by VRE as part of 

the preparation of commuter train schedules that VRE provided to DRPT to simulate existing 

and proposed VRE operations in the DC2RVA Project operations simulation modeling work. 

This approach is consistent with the DC2RVA Project’s operations modeling methodology, and 

DRPT does not propose making any changes to the VRE schedules used in the DC2RVA 

modeling effort. DRPT’s modeling approach, consistent with its understanding of the NEPA 

process, treats the VRE future growth and operations schedule as part of the No Build 

condition, not a build condition that would be subject to the Project’s alternatives evaluation or 

screening.) 

3
ESTIMATED PURE RUNNING TIMES FOR PASSENGER TRAINS 

D.C. to Richmond Southeast High Speed Rail 3-2 Operations Modeling Technical Report 

Developing potential rail alignments was an iterative process. Rail alignment modifications 

were made to avoid or minimize adverse effects on environmental resources and existing 

infrastructure, while preserving the ability of that alignment to meet the Project’s Purpose and 

Need. The process focused on each rail alignment’s ability to improve passenger service 

reliability and frequency and reduce trip times based on track design speed and rail operations. 

The results of prior pure running times estimates calculated between August 2015 and Spring 

2016 are also included in this section, where the results led to decisions about proposed train 

consists and development of potential rail alignments. 

The purpose of these pure running time estimates is to assist in the development of alignment 

alternatives and the analysis and decision-making process for the selection of preferred 

alignment alternatives between Arlington and Richmond, and between Richmond and 

Centralia/Beulah among the alternatives carried forward into the DC2RVA Tier II Draft 

Environmental Impact Statement. 

Section 3 is organized as follows: 

Section 3.2 (Key Findings) provides a high-level summary of the results of the passenger-train 

running time estimates calculated for the five proposed alignment alternatives between 

Arlington and Greendale (the Northern and Central Virginia Areas) with a passenger-train 

maximum authorized speed of 90 mph, and seven proposed alignment and station alternatives 

between Greendale and Centralia (the Richmond Area). (An eighth Richmond alternative was 

not modeled, but is assumed to have similar pure running time characteristics as another 

alternative modeled.) 

Section 3.3 (Tools and Assumptions Used to Develop Running Time Estimates in the Northern 

and Central Virginia Areas) discusses the passenger-train types and consists, passenger-train 

stopping patterns, and five different main track alignment alternatives between Arlington and 

Greendale, including bypasses at Fredericksburg and Ashland, used in the estimates of 

passenger-train running times. 

Section 3.4 (Results of the Northern and Central Virginia Calculations) present the estimated 

pure running times of different five passenger-train train types between Arlington and 

Greendale for the five different main track alignment alternatives compared, including bypasses 

at Fredericksburg and Ashland. 

Three sections discuss the intercity passenger-train pure running time estimates for the 

Richmond Area of the Project between Greendale, Centralia, and Beulah. Section 3.5 (Tools and 

Assumptions Used to Develop Running Time Estimates in the Richmond Area) discusses the 

alignment alternatives developed for the seven different Richmond Area station options 

analyzed, and the intercity passenger-train types and consists used in the estimates of intercity 

passenger-train running times. Section 3.6 (Results of the Richmond Area Calculations) presents 

the estimated pure running times of two intercity passenger train types between Greendale, 

Centralia, and Beulah for the seven different Richmond area track alignments compared. 

Section 3.7 (Previous Richmond Area Running Time Evaluations) presents the initial draft 

results of intercity passenger-train running times estimates for prior versions of several 

Richmond area alignments developed as part of the DC2RVA Project’s Richmond-area station 

location screening process 

Section 3.8 (TPC Estimates for Proposed Curve and Infrastructure Improvements Eliminated 

during Screening) summarizes the results of intercity passenger-train pure running-time 
ESTIMATED PURE RUNNING TIMES FOR PASSENGER TRAINS 

D.C. to Richmond Southeast High Speed Rail 3-3 Operations Modeling Technical Report 

estimates between Washington Union Station and the Richmond Staples Mills Road Station to 

address specific requests from FRA and stakeholders to identify curves that could be reassessed 

for improved operating performance and to estimate operating results associated with reduced 

degree of curvature at those locations. This section also describes passenger-train pure running 

time estimates associated with the construction of a passenger-train flyover to eliminate the atgrade crossing of rail lines at Doswell, Virginia. 

Section 3.9 (Train Performance Comparison with One Locomotive or Two Locomotives in 

SEHSR Consists) compares the results of intercity passenger-train pure running time estimates 

between Washington Union Station and the Richmond Staples Mills Road Station when either 

one locomotive or two locomotives are used. 

Section 3.10 (Prior Estimates of Passenger-Train Running Time on DC2RVA Main Track 

Alignment Alternatives) summarizes the results of intercity passenger-train pure running time 

estimates between Washington Union Station and the Richmond-Staples Mill Road Station 

under various main track alignment and unbalance alternatives (3 inches, 4 inches, and 5 

inches). 

It is important to note that Section 3, and Section 4 that follows, summarize only the results of the 

operations simulation modeling work conducted for the development and screening of 

alternatives. Many other factors also were incorporated into the process of developing and 

screening alternatives for the DC2RVA Project. These additional factors are described in detail in 

the Alternatives Technical Report (Appendix A of the Draft EIS). Likewise, the decisions that 

determined which alternatives would be carried forward into the Draft EIS are also described in 

detail in the Alternatives Technical Report. That report should be consulted in order to receive a 

full understanding of the factors and decisions that determined which alternatives would be 

carried forward into the Draft EIS. 

3.2 KEY FINDINGS 

The estimates of passenger-train pure running times indicate the following for the segment of 

the DC2RVA corridor in the Northern Virginia and Central Virginia Areas between CP RO 

interlocking in Arlington and the Greendale interlocking in Richmond. 

 An Improved Speed rail alignment that enables trains to operate at 90 mph, where 

possible, permits trains to save approximately 11 minutes of running time compared 

with the Existing Speed 70-mph alignment between Arlington and Greendale. 

 Use of the proposed Ashland bypass route saves 62 seconds to 69 seconds of pure 

running time compared with the Improved Speed alignment through downtown 

Ashland. 

 Use of the proposed Fredericksburg bypass adds approximately 4 minutes of running 

time compared with the Improved Speed alignment through downtown Fredericksburg. 

 Use of both the Ashland and Fredericksburg bypasses adds approximately 3 minutes of 

running time compared with the Improved Speed alignment. 

 The net effect of the proposed intermediate station stops on pure running time is 

modest, compared to a pure running time with no intermediate station stops. Each 

station stop adds approximately 60 seconds of pure running time. (Pure running time 
ESTIMATED PURE RUNNING TIMES FOR PASSENGER TRAINS 

D.C. to Richmond Southeast High Speed Rail 3-4 Operations Modeling Technical Report 

does not include the station dwell time allotted to allow for passengers boarding or 

other station activities.) 

 The addition of a second locomotive on an existing Northeast Regional (Virginia) 8-car 

consist operating at 90 mph reduced the running time between Arlington and Greendale 

by approximately 3 minutes. 

The estimates of pure passenger-train running times indicate the following for the Richmond 

Area of the DC2RVA corridor between the Greendale interlocking in Richmond and the 

southern and eastern limits of the Project in Centralia and Beulah, respectively. (Pure running 

times are the unimpeded running times between endpoints, and do not include other factors 

that may affect overall trip time such as operational delays or dwell times at stations.) 

 The Staples Mill Road Station Only option using the A-Line offers the fastest pure 

running time between Centralia and Beulah. 

 The Main Street Station Only option using the S-Line offers the second fastest pure 

running time for Interstate Corridor and Northeast Regional trains, but adds 

approximately 12 minutes of running time compared to the Staples Mill Road Station 

only option, owing to the Line’s slower proposed track speeds through central 

Richmond. 

 Station options for passenger trains using the A-Line and a loop station track to reach 

Boulevard Station or Broad Street Station are the slowest pure running time options for 

Interstate Corridor and Northeast Regional trains, between 12 and 15 minutes slower 

than operating via the A-Line directly to Staples Mill Road Station only. 

 Two-station options that require stops at both Staples Mill and Main Street Station add 

less than 1 minute of additional running time, owing to the 10-mph track speed in the 

Main Street Station area. The slow track speed means little additional time is required 

for braking and acceleration to make a Main Street Station stop. 

3.3 TOOLS AND ASSUMPTIONS USED TO DEVELOP RUNNING TIME 

ESTIMATES IN THE NORTHERN AND CENTRAL VIRGINIA 

AREAS 

Passenger train pure running time estimates were made using the Train Performance Calculator 

(TPC) feature of the Rail Traffic Controller (RTC) operations simulation model. The TPC 

analysis was based on rail alignments, curves, distances, and maximum curve speeds provided 

by the DC2RVA Project engineering team for Project improvements in the Northern Virginia 

Area and Central Virginia Area between Arlington and Greendale in June 2016. Alignments 

were developed for five potential main track infrastructure alignment options, and specific rail 

improvements based on the DC2RVA Engineering Basis of Design were identified for each 

alignment. 

All alignments share a common northern endpoint of the north end of Control Point (CP) RO, 

located at milepost CFP 110.8 on CSXT’s RF&P Subdivision near the south bank of the Potomac 

River in Arlington, Virginia, and a common southern endpoint of Greendale, Virginia, located 

at milepost CFP 4.8 on CSXT’s RF&P Subdivision just north of the Richmond Staples Mill Road 

Station, in order to provide a base-line comparison of changes in passenger-train running times 
ESTIMATED PURE RUNNING TIMES FOR PASSENGER TRAINS 

D.C. to Richmond Southeast High Speed Rail 3-5 Operations Modeling Technical Report 

on the RF&P Subdivision. Running time estimates were calculated based on track design speed 

for each alignment. 

3.3.1 Alignments and Train Types Developed for Each Alternative 

3.3.1.1 General Considerations 

Passenger-train pure running time estimates were calculated over five alignment alternatives, 

which include the existing CSXT main line with a 70-mph passenger train speed, an improved 

CSXT main line reconfigured for 90-mph passenger train speeds where possible, and two 

proposed bypass alignments to avoid the existing constrained rail operations within the historic 

downtowns of Fredericksburg and Ashland, Virginia. Running-time estimates were calculated 

for five different passenger train types, reflecting proposed operations in the DC2RVA corridor 

for the year 2025. 

3.3.1.2 Descriptions of Alignments 

Northern Virginia and Central Virginia Area rail alignment options were identified by DRPT 

based on their abilities to improve track design speed. The rail alignments these two areas are 

described below. 

(In Richmond, the existing dense urban development, grade changes, and historic rail 

configuration limit opportunities to improve travel time; additionally, there are multiple rail 

lines and two CSXT north-south rail lines, the A-Line and S-Line, to consider. Because of these 

factors, DRPT developed preliminary rail alignments and other improvements for the 

Richmond area based on the ability to serve potential station locations and passenger train 

routes. As a result, the potential improvements that were developed stayed largely within the 

existing right-of-way. Richmond rail alignments and improvements are presented in Sections 

3.5 through 3.7.) 

Pure running time estimates were calculated for the following rail alignments developed for the 

Northern Virginia and Central Virginia sections of the DC2RVA corridor. 

Existing Speed on Existing Alignment Option. This alignment option uses the existing CSXT 

RF&P Subdivision between CP RO and Greendale as operated in 2015, with a maximum 

authorized speed (MAS) for passenger trains of 70 mph. The Existing Speed Option would add 

one main track, either east or west of the existing tracks, that matches the existing track design 

speed. Pure running time estimates were calculated for the Existing Speed on Existing 

Alignment Option, and were also used to provide a baseline of comparison of changes to 

passenger-train running times with the other proposed alignment options. Total length of the 

Existing Speed Option alignment between RO and Greendale is approximately 106.0 miles. 

Improved Speed Option (Hold Bridges/Tangents). The Improved Speed Alignment was 

designed to maximize passenger train speed up to 90 mph where possible while keeping all 

tracks (new and reconfigured) within the limits of the existing right-of-way. A track design to 

reach 90 mph is not achievable within all sections of existing right-of-way due to existing curves 

and limited distances of straight (tangent) track between curves. The Improved Speed 

Alignment includes the following characteristics: 
ESTIMATED PURE RUNNING TIMES FOR PASSENGER TRAINS 

D.C. to Richmond Southeast High Speed Rail 3-6 Operations Modeling Technical Report 

 Addition of a main track within the existing right-of-way that is designed to allow the 

maximum possible speed up to 90 mph for passenger trains where possible. 

 Reconfiguration of existing main line tracks to allow the maximum possible speed up to 

90 mph for passenger trains where possible. 

 Track alignment for the redesigned tracks is constrained to fit within the existing rightof-way. 

A variation on the Improved Speed Alignment was also developed that optimizes use of 

existing rail infrastructure while also seeking to achieve the maximum possible speed up to 90 

mph—the Improved Speed Alignment (Hold Bridges/Tangents). The Improved Speed 

Alignment (Hold Bridges/Tangents) maintains existing tangent (e.g., straight) tracks and 

continues to use the existing rail bridges and alignment over roads and waterways. New 

bridges would be required alongside the existing rail bridges to carry the additional main track, 

and the existing track would be realigned through some curves to increase track design speed. 

Where the potential environmental effects of the two improved speed alignments are 

comparable, the Improved Speed Alignment (Hold Bridges/Tangents) is preferred due to lower 

infrastructure impacts and anticipated cost savings from continuing use of existing rail bridges 

and tangent track alignments. 

Fredericksburg Bypass. This alignment is identical to the Improved Speed alignment described 

above, except for the use of a 13.42-mile bypass route that diverges from the existing alignment 

to the east side of the urban area of Fredericksburg, Virginia. The bypass alignment option 

tested was Fredericksburg East Bypass 6C. The north end of the bypass diverges from the CSXT 

main line at milepost CFP 60.83 at Dahlgren Junction, Virginia, and the south end rejoins the 

CSXT main line at milepost CFP 51.54 near Summit, Virginia. (More information about this 

bypass alignment option can be found in Chapter 6 of Appendix A, the Alternatives Technical 

Report.) The bypass is designed with a geometric MAS of 80 mph for passenger trains, although 

curves on the bypass alignment have lower maximum operating speeds between 35 mph and 70 

mph. Trains not required to make a station stop at Fredericksburg, Virginia are presumed to use 

this bypass. Use of the Fredericksburg Bypass adds approximately 4.13 route-miles to the 

approximate 106.0 alignment length between RO and Greendale, for a net total of 

approximately 110.1 miles for trains that use the Fredericksburg Bypass. 

Ashland Bypass. This alignment is identical to the Improved Speed alignment described above, 

except for the use of a 8.32-mile bypass route that diverges from the existing alignment to the 

west side of the urban area of Ashland, Virginia. The bypass alignment option tested was 

Ashland West bypass AWB 4. The north end of the bypass diverges from the CSXT main line at 

milepost CFP 18.52 near Taylorsville, Virginia, and the south end rejoins the CSXT main line at 

milepost CFP 11.61 just north of the Elmont interlocking. (More information about this bypass 

alignment option can be found in Chapter 6 of the Alternatives Technical Report.) The bypass is 

geometrically designed for a MAS of 90 mph for passenger trains. Trains not required to make a 

station stop at Ashland, Virginia are presumed to use this bypass. Use of the Ashland Bypass 

adds approximately 1.41 route-miles to the approximate 106.0 alignment length between RO 

and Greendale, for a net total of approximately 107.4 miles for trains that use the Ashland 

Bypass. 

Fredericksburg and Ashland Bypass. This alignment is identical to the Improved Speed 

alignment described above, but uses both the 13.42-mile Fredericksburg bypass and 8.32-mile 
ESTIMATED PURE RUNNING TIMES FOR PASSENGER TRAINS 

D.C. to Richmond Southeast High Speed Rail 3-7 Operations Modeling Technical Report 

Ashland bypass in place of the CSXT main line at those locations. Use of both the 

Fredericksburg and Ashland bypasses adds approximately 5.54 route-miles to the total 

alignment length between RO and Greendale, for a net total of approximately 111.5 miles for 

trains that use both the Ashland and Fredericksburg bypasses. 

Operating speeds were estimated through an iterative process between the DC2RVA 

engineering and rail operations teams that maximized the advantages of the Improved Speed 

Option alignment, without requiring constant or excessively frequent changes in locomotive 

throttle position in either traction power or dynamic braking modes. From the south end of RO 

interlocking at milepost CFP 109.75to the north bank of the Occoquan River at milepost CFP 

90.15, segment speeds were optimized to achieve a MAS of 80 mph. From the curve north of 

Brooke station at milepost CFP 68.49 to the Crossroads interlocking at milepost CFP 53.53, 

segment speeds were optimized to achieve a MAS of 75 mph, owing to the corridor’s 

curvilinear alignment and adjacent urban development in those segments. Total length of the 

Improved Speed Option alignment between RO and Greendale is also approximately 106.0 

miles. 

Note that other rail alignments for the Northern Virginia and Central Virginia Areas were also 

developed and eliminated from screening at stages prior to the beginning of operations 

simulation modeling work. These additional alignments are described in Chapters 5 and 6 of 

the Alternatives Technical Report. 

3.3.1.3 Train Types and Stopping Patterns 

Pure running time estimates were calculated for the following five different types of trains: 

1. Long Distance (LD): This train type represents an Amtrak Long Distance train consist of 

2 P42 locomotives and 11 cars, forming a total consist length of 1,076 feet and weight 

including passengers of 993 tons. This train type makes one intermediate stop at 

Alexandria, Virginia. 

2. Interstate Corridor Nonstop (ICNS): This train type represents the proposed Interstate 

Corridor (SEHSR) train consist of two HSP46 locomotives and 10 Amfleet cars, forming 

a total consist length of 995 feet and weight including passengers of 875 tons. This train 

type makes no intermediate stops, and is used in TPC calculations for comparative 

purposes; it is not representative of a service type being proposed for the DC2RVA 

Project. 

3. Interstate Corridor Express (ICX): This train type represents the proposed Interstate 

Corridor (SEHSR) train consist of two HSP46 locomotives and 10 Amfleet cars, forming 

a total consist length of 995 feet and weight including passengers of 875 tons. This train 

type makes one intermediate stop at Alexandria, Virginia. 

4. Interstate Corridor (IC): This train type represents the proposed Interstate Corridor 

(SEHSR) train consist of 2 HSP46 locomotives and 10 Amfleet cars, forming a total 

consist length of 995 feet and weight including passengers of 875 tons. This train type 

makes two intermediate stops at Alexandria and Fredericksburg, Virginia. 

5. Northeast Regional (NER): This train type represents the proposed Northeast Regional 

(SEHSR) train consist of two HSP46 locomotives and 10 Amfleet cars, forming a total 

consist length of 995 feet and including passengers weight of 875 tons. This train type 
ESTIMATED PURE RUNNING TIMES FOR PASSENGER TRAINS 

D.C. to Richmond Southeast High Speed Rail 3-8 Operations Modeling Technical Report 

makes five intermediate stops at Alexandria, Woodbridge, Quantico, Fredericksburg, 

and Ashland, Virginia. 

One passenger train type that uses the DC2RVA corridor was not included in these estimates: 

Amtrak’s Auto Train. The reason for its omission in the calculations is that the equipment used 

in the Auto Train consist limits its speed on CSXT to 70 mph, and thus the train would not 

experience a significant benefit in operating performance on a main line reconfigured for 90-

mph passenger train speeds. In addition, the train operates between its endpoint stations of 

Lorton, Virginia, and Sanford, Florida, without making intermediate passenger stops, 

eliminating the need to estimate running times between stations within the DC2RVA corridor. 

Table 3.3-1 shows the combinations of alignments and train types that were tested. 

TABLE 3.3-1: TRAIN CONSISTS AND STOPPING PATTERNS USED IN TPC CALCULATIONS, 

BY TRAIN TYPE 

Train Type 

Long Distance 

(LD) 

Interstate 

Corridor 

Nonstop 

(ICNS) 

Interstate 

Corridor 

Express (ICX) 

Interstate 

Corridor (IC) 

Northeast 

Regional (NER) 

Locomotives 2 P42 2 HSP46 2 HSP46 2 HSP46 2 HSP46 

Cars 11 10 10 10 10 

Station Stops 

Alexandria x x x x 

Woodbridge x 

Quantico x 

Fredericksburg x x 

Ashland x 

Bypass Used 

Fredericksburg Y Y Y N N 

Ashland Y Y Y Y N 

TPCs per 

direction 5 5 5 3 2 

3.3.2 Additional Assumptions 

Pure running time estimates comparing the alignment options used the infrastructure 

alignments, train type, and direction of travel as the independent variables; the pure running 

time is the sole dependent variable. To control for the effects of the different independent 

variables, separate estimates were made for each combination of independent variable, as 

follows: 

1. Infrastructure Alignments: Alignments used were described in Section 3.1 above. 
ESTIMATED PURE RUNNING TIMES FOR PASSENGER TRAINS 

D.C. to Richmond Southeast High Speed Rail 3-9 Operations Modeling Technical Report 

2. Curve Unbalance: Runs were made with passenger trains operating at 4-inch 

unbalance. 

3. Train Type: Train types and their station stop patterns were described in Section 3.1 

above. Passenger train deceleration into a station and acceleration out of a station 

were accounted for. 

The following assumptions and inputs were used in creating and running the models: 

1. Curve speeds and curve locations were provided by the DC2RVA Engineering team. 

2. Northbound and southbound runs were recorded. 

3. A one-second dwell time was used for modeling all station stops. 

4. No recovery time was added to any of the schedules. 

5. Existing permanent speed restrictions, i.e., civil speeds not strictly related to 

curvature (e.g., Ashland, Virginia civil speed restriction) were retained in the cases. 

3.4 RESULTS OF THE NORTHERN AND CENTRAL VIRGINIA 

CALCULATIONS 

The following tables present the estimated pure running times of five train types between 

Arlington and Greendale for the five different main track alignments compared. Estimates were 

for calculated for all train types operating in both the northbound and southbound direction. 

Running times are measured in hours and minutes and seconds (hh:mm:ss). 

Note that the estimated running times are not actual travel times that would be contained in a 

timetable, as they do not include station dwell time, recovery time, and schedule adjustments 

for train congestion or seasonal weather conditions, nor do they necessarily reflect contractual 

on-time performance agreements between the operator, owner, and host railroads at present or 

that might exist in the future. 

3.4.1 Running Time Differences by Alignment 

Tables 3.4-1 through 3.4-5 show the estimated pure running time between CP RO (Arlington) 

and Greendale for five different train types over the five alignment options. The tables also 

show the changes in running time introduced by the Fredericksburg and Ashland bypasses. 

The estimates of pure running times presented in Tables 2 through 5 for the different alignment 

options indicate the following: 

 An Improved Speed Option rail alignment that enables trains to operate at 90 mph 

where possible permits trains to save approximately 11 minutes of running time 

compared with the Existing Speed Option 70-mph alignment between Arlington and 

Greendale. 

 Use of the proposed Ashland Bypass route saves 62 seconds to 69 seconds of pure 

running time compared with the Improved Speed alignment through downtown 

Ashland. 

 Use of the proposed Fredericksburg bypass adds approximately 4 minutes of running 

time compared with the Improved Speed alignment through downtown Fredericksburg. 
ESTIMATED PURE RUNNING TIMES FOR PASSENGER TRAINS 

D.C. to Richmond Southeast High Speed Rail 3-10 Operations Modeling Technical Report 

 Use of both the Ashland and Fredericksburg bypasses adds approximately 3 minutes of 

running time compared with the Improved Speed alignment. 

TABLE 3.4-1: INTERSTATE CORRIDOR NONSTOP TRAIN PURE RUNNING TIMES 

(HH:MM:SS): CP RO (ARLINGTON)-GREENDALE 

Train Type: Interstate Corridor Nonstop 

Alignment Option 

Southbound Northbound 

Pure 

Running Time 

Change 

From 

Base 

Change 

From Main 

Line 

Alignment 

Pure Running 

Time 

Change 

From 

Base 

Change 

From Main 

Line 

Alignment 

Existing Speed (Base) 01:39:25 00:00 n/a 01:39:12 00:00 n/a 

Improved Speed 01:27:50 -00:11:35 00:00 01:27:25 -00:11:47 00:00 

Improved Speed with 

Ashland bypass 

01:26:43 -00:12:42 -00:01:07 01:26:16 -00:12:56 -00:01:09 

Improved Speed with 

Fredericksburg bypass 

01:31:54 -00:07:31 +00:04:04 01:31:43 -00:07:29 +00:04:18 

Improved Speed with 

Fredericksburg + Ashland 

bypasses 

01:30:47 -00:08:38 +00:02:57 01:30:38 -00:08:34 +00:03:13 

TABLE 3.4-2: INTERSTATE CORRIDOR EXPRESS TRAIN PURE RUNNING TIMES 

(HH:MM:SS): CP RO (ARLINGTON)-GREENDALE 

Train Type: Interstate Corridor Express 

Alignment Option 

Southbound Northbound 

Pure 

Running Time 

Change 

From 

Base 

Change 

From Main 

Line 

Alignment 

Pure Running 

Time 

Change 

From 

Base 

Change 

From Main 

Line 

Alignment 

Existing Speed (Base) 01:40:07 00:00 n/a 01:39:54 00:00 n/a 

Improved Speed 01:29:04 -00:11:03 00:00 01:28:44 -00:11:10 00:00 

Improved Speed with 

Ashland bypass 01:27:59 -00:12:08 -00:01:05 01:27:36 -00:12:18 -00:01:08 

Improved Speed with 

Fredericksburg bypass 01:33:05 -00:07:02 +00:04:01 01:33:02 -00:06:52 +00:04:18 

Improved Speed with 

Fredericksburg + Ashland 

bypasses 01:31:58 -00:08:09 +00:02:54 01:31:58 -00:7:56 +00:03:14 

Note: Station dwell times not included in running time calculations. Trains make one intermediate station stop at Alexandria, Virginia. 
ESTIMATED PURE RUNNING TIMES FOR PASSENGER TRAINS 

D.C. to Richmond Southeast High Speed Rail 3-11 Operations Modeling Technical Report 

TABLE 3.4-3: INTERSTATE CORRIDOR TRAIN PURE RUNNING TIMES (HH:MM:SS): CP RO 

(ARLINGTON)-GREENDALE 

Train Type: Interstate Corridor 

Alignment Option 

Southbound Northbound 

Pure Running 

Time 

Change 

from Base 

Change 

from Main 

Line 

Alignment 

Pure Running 

Time 

Change 

from Base 

Change 

from Main 

Line 

Alignment 

Existing Speed (Base) 01:40:51 00:00 n/a 01:40:28 00:00 n/a 

Improved Speed 01:29:49 -00:11:02 00:00 01:29:22 -00:11:06 00:00 

Improved Speed with 

Ashland bypass 

01:28:42 -00:12:09 -00:01:07 01:28:17 -00:12:11 -00:01:05 

Improved Speed with 

Fredericksburg bypass 

n/a n/a n/a n/a n/a n/a 

Improved Speed with 

Fredericksburg + Ashland 

bypasses 

n/a n/a n/a n/a n/a n/a 

Note: Station dwell times not included in running time calculations. Trains make intermediate station stops at Alexandria and Fredericksburg, 

Virginia. 

TABLE 3.4-4: NORTHEAST REGIONAL TRAIN PURE RUNNING TIMES (HH:MM:SS): CP RO 

(ARLINGTON)-GREENDALE 

Train Type: Northeast Regional 

Alignment Option

Southbound Northbound 

Pure 

Running 

Time 

Change 

from 

Base 

Change 

from Main 

Line 

Alignment 

Pure 

Running 

Time 

Change 

from 

Base 

Change 

from Main 

Line 

Alignment 

Existing Speed (Base) 01:43:30 00:00 n/a 01:43:18 00:00 n/a 

Improved Speed 01:32:49 -00:10:41 00:00 01:32:33 -00:10:45 00:00 

Improved Speed with 

Ashland bypass n/a n/a n/a n/a n/a n/a 

Improved Speed with 

Fredericksburg bypass n/a n/a n/a n/a n/a n/a 

Improved Speed with 

Fredericksburg + 

Ashland bypasses n/a n/a n/a n/a n/a n/a 

Note: Station dwell times not included in running time calculations. Trains make intermediate station stops at Alexandria, Woodbridge, 

Quantico, Fredericksburg, and Ashland, Virginia. 
ESTIMATED PURE RUNNING TIMES FOR PASSENGER TRAINS 

D.C. to Richmond Southeast High Speed Rail 3-12 Operations Modeling Technical Report 

TABLE 3.4-5: LONG DISTANCE TRAIN PURE RUNNING TIMES (HH:MM:SS): CP RO 

(ARLINGTON)-GREENDALE 

Train Type: Long Distance 

Alignment Option 

Southbound Northbound 

Pure 

Running 

Time 

Change 

from 

Base 

Change 

from Main 

Line 

Alignment 

Pure 

Running 

Time 

Change 

from 

Base 

Change 

from Main 

Line 

Alignment 

Existing Speed (Base) 01:40:10 00:00 n/a 01:39:50 00:00 n/a 

Improved Speed 01:29:10 -00:11:00 00:00 01:28:47 -00:11:03 00:00 

Improved Speed with 

Ashland bypass 01:28:06 -00:12:04 -00:01:04 01:27:45 -00:12:05 -00:01:02 

Improved Speed with 

Fredericksburg bypass 01:33:10 -00:07:00 +00:04:00 01:33:07 -00:06:43 +00:04:20 

Improved Speed with 

Fredericksburg + 

Ashland bypasses 01:32:04 -00:08:06 +00:02:54 01:32:09 -00:07:41 +00:03:22 

Note: Station dwell times not included in running time calculations. Trains make one intermediate station stop at Alexandria, Virginia. 

No station stops are planned within the Fredericksburg and Ashland bypass routes. Although 

the bypasses may serve as an alternate routing for certain trains operating in the DC2RVA 

corridor, they are not intended to replace the existing CSXT main line through those 

communities, since passenger and commuter trains would still make use of existing station 

facilities located on the existing CSXT main line in Fredericksburg and Ashland. 

3.4.2 Comparison with Existing Passenger Operations in the DC2RVA Corridor 

It is important to note that the estimated approximate 11 minute savings in pure running time 

with the 90-mph Improved Speed Option rail alignment is measured against projected future 

consists used uniformly throughout the calculations. These consists are not representative of the 

intercity and long-distance passenger trains operating in 2015 in the DC2RVA corridor, which 

have fewer cars and in some cases different motive power. For example, the standard Northeast 

Regional (Virginia) consist operating in 2015 on the DC2RVA Corridor had one P42 locomotive 

and 8 cars, compared with the projected future Northeast Regional (SEHSR and Virginia) 

consist used in the TPC calculations of two HSP46 locomotives and 10 cars. 

Amtrak schedules in effect in April 2015 indicate that Northeast Regional (Virginia) trains 

operating between CP RO and Greendale had a pure running time of approximately 01:45:00 in 

both directions, using the Existing Speed 70-mph alignment. Long distance trains operating 

between the same points had a pure running time of approximately 01:43:00. For comparison, 

the proposed pure running times on the 90-mph Improved Speed Option rail alignment average 

01:33:00 for Regional trains and 01:29:00 for Long distance trains. 

Thus, the time savings from the Improved Speed Option rail alignment when compared with 

passenger operations in 2015 is estimated to be approximately 12 minutes to 14 minutes. 
ESTIMATED PURE RUNNING TIMES FOR PASSENGER TRAINS 

D.C. to Richmond Southeast High Speed Rail 3-13 Operations Modeling Technical Report 

3.4.3 Effect of Station Stops on Pure Running Time 

Table 3.4-6 examines the effects of station stops on pure running time in the DC2RVA corridor. 

For this comparison, one train type and one alignment were selected. The train type selected is 

the proposed Interstate Corridor (SEHSR) trainset consisting of two HSP46 locomotives and 10 

coaches, which is the type of trainset proposed for all Interstate Corridor and Northeast 

Regional services in the DC2RVA corridor. The alignment chosen was the Improved Speed 

Option, which enables passenger trains to operate at MAS of 90 mph where possible. 

The estimated pure running times in Table 3.4-6 indicate that the effect of station stops on 

running time is modest. Each station stop adds approximately 60 seconds of pure running time 

to trains using the Optimized alignment. Note that running times do not include station dwell 

times, which range from 1 minute to 4 minutes, but do factor in train braking and acceleration 

required for a station stop. 

TABLE 3.4-6: EFFECT OF STATION STOPS ON PURE RUNNING TIMES: (HH:MM:SS) CP RO 

(ARLINGTON)-GREENDALE 

Improved Speed (Hold Bridges/Tangents) Alignment (Mas 90 Mph), No Bypasses 

Train Type 

Southbound Northbound 

Pure 

Running 

Time 

Change 

from 

ICNS 

Running 

Time 

Station 

Stops 

Pure 

Running 

Time 

Change 

from 

ICNS 

Running 

Time 

Station 

Stops 

Interstate Corridor 

Nonstop 01:27:50 00:00 0 01:27:25 00:00 0 

Interstate Corridor 

Express 01:29:04 +00:01:14 1 01:28:44 +00:01:19 1 

Interstate Corridor 01:29:49 +00:01:59 2 01:29:22 +00:01:57 2 

Northeast Regional 01:32:49 +00:04:59 5 01:32:33 +00:05:08 5 

Tables 3.4-7 through 3.4-11 show running times between stations for all train types, and the time 

savings between each station pair that trains achieve using the Improved Speed alignment 

when compared to the Existing Speed alignment. Note that running times do not include station 

dwell times, but do factor in train braking and acceleration. 
ESTIMATED PURE RUNNING TIMES FOR PASSENGER TRAINS 

D.C. to Richmond Southeast High Speed Rail 3-14 Operations Modeling Technical Report 

TABLE 3.4-7: NORTHEAST REGIONAL TRAIN RUNNING TIMES BETWEEN STATIONS 

(HH:MM:SS): CP RO (ARLINGTON)-GREENDALE 

Northeast Regional 

Station Pairs 

Southbound Northbound 

Existing 

Speed 

Alignment 

Improved 

Speed 

Alignment 

Change 

from Base 

Existing 

Speed 

Alignment 

Improved 

Speed 

Alignment 

Change 

from Base 

CP RO (Arlington)-

Alexandria 00:07:20 00:06:43 -00:00:37 00:07:06 00:06:31 -00:00:35 

AlexandriaWoodbridge 00:15:39 00:14:28 -00:01:11 00:15:38 00:14:38 -00:01:00 

WoodbridgeQuantico 00:10:08 00:09:12 -00:00:56 00:10:15 00:09:23 -00:00:52 

QuanticoFredericksburg 00:18:27 00:16:44 -00:01:43 00:18:32 00:16:47 -00:01:45 

FredericksburgAshland 00:41:10 00:36:10 -00:05:00 00:41:10 00:36:06 -00:05:04 

Ashland-Greendale 00:10:46 00:09:32 -00:01:14 00:10:37 00:09:08 -00:01:29 

TABLE 3.4-8: INTERSTATE CORRIDOR TRAIN RUNNING TIMES BETWEEN STATIONS 

(HH:MM:SS): CP RO (ARLINGTON)-GREENDALE 

Interstate Corridor 

Station Pairs

Southbound Northbound 

Existing 

Speed 

Alignment 

Improved 

Speed 

Alignment 

Change 

from Base 

Existing 

Speed 

Alignment 

Improved 

Speed 

Alignment 

Change 

from Base 

CP RO (Arlington)-

Alexandria 00:07:20 00:06:43 -00:00:37 00:07:06 00:06:31 -00:00:35 

AlexandriaFredericksburg 00:42:06 00:37:54 -00:04:12 00:42:05 00:38:06 -00:03:59 

FredericksburgGreendale 00:51:25 00:45:12 -00:06:13 00:51:17 00:44:45 -00:06:32 

FredericksburgGreendale VIA 

Ashland Bypass n/a 00:44:05 -00:07:20 n/a 00:43:40 -00:07:37 
ESTIMATED PURE RUNNING TIMES FOR PASSENGER TRAINS 

D.C. to Richmond Southeast High Speed Rail 3-15 Operations Modeling Technical Report 

TABLE 3.4-9: INTERSTATE CORRIDOR EXPRESS TRAIN RUNNING TIMES BETWEEN 

STATIONS (HH:MM:SS): CP RO (ARLINGTON)-GREENDALE 

Interstate Corridor Express 

Station Pairs

Southbound Northbound 

Existing 

Speed 

Alignment 

Improved 

Speed 

Alignment 

Change 

From Base 

Existing 

Speed 

Alignment 

Improved 

Speed 

Alignment 

Change 

From Base 

CP RO (Arlington)-

Alexandria 00:07:20 00:06:43 -00:00:37 00:07:06 00:06:31 -00:00:35 

Alexandria-Greendale 01:32:47 01:22:21 -00:10:26 01:32:48 01:22:13 -00:10:35 

Alexandria-Greendale 

VIA Ashland Bypass n/a 01:21:16 -00:11:31 n/a 01:21:05 -00:11:43 

Alexandria-Greendale 

VIA Fredericksburg 

Bypass n/a 01:26:22 -00:06:25 n/a 01:26:31 -00:06:17 

Alexandria-Greendale 

VIA Ashland and 

Fredericksburg Bypass n/a 01:25:15 -00:07:32 n/a 01:25:57 -00:07:21 

TABLE 3.4-10: INTERSTATE CORRIDOR NONSTOP TRAIN RUNNING TIMES BETWEEN 

STATIONS (HH:MM:SS): CP RO (ARLINGTON)-GREENDALE 

Interstate Corridor Nonstop 

Station Pairs

Southbound Northbound 

Existing 

Speed 

Alignment 

Improved 

Speed 

Alignment 

Change 

from Base 

Existing 

Speed 

Alignment 

Improved 

Speed 

Alignment 

Change 

from Base 

CP RO (Arlington)-

Greendale 01:39:25 01:27:50 -00:11:35 01:39:12 001:27:25 -00:11:47 

CP RO (Arlington)-

Greendale VIA 

Ashland Bypass n/a 01:26:43 -00:12:42 n/a 01:26:16 -00:12:56 

CP RO (Arlington)-

Greendale VIA 

Fredericksburg Bypass n/a 01:31:54 -00:07:31 n/a 01:31:43 -00:07:29 

CP RO (Arlington)-

Greendale VIA 

Ashland and 

Fredericksburg Bypass n/a 01:30:47 -00:08:38 n/a 01:30:38 -00:08:34 
ESTIMATED PURE RUNNING TIMES FOR PASSENGER TRAINS 

D.C. to Richmond Southeast High Speed Rail 3-16 Operations Modeling Technical Report 

TABLE 3.4-11: LONG DISTANCE TRAIN RUNNING TIMES BETWEEN STATIONS (HH:MM:SS): 

CP RO (ARLINGTON)-GREENDALE 

Long Distance 

Station Pairs

Southbound Northbound 

Existing 

Speed 

Alignment 

Improved 

Speed 

Alignment 

Change 

From Base 

Existing 

Speed 

Alignment 

Improved 

Speed 

Alignment 

Change 

From Base 

CP RO (Arlington)-

Alexandria 00:07:28 00:06:46 -00:00:42 00:07:12 00:06:35 -00:00:37 

Alexandria-Greendale 01:32:42 01:22:24 -00:10:18 01:32:38 001:22:12 -00:10:26 

Alexandria -Greendale 

VIA Ashland Bypass n/a 01:21:20 -00:11:22 n/a 01:21:10 -00:11:28 

Alexandria g-Greendale 

VIA Fredericksburg 

Bypass n/a 01:26:24 -00:6:18 n/a 01:26:32 -00:06:06 

Alexandria-Greendale 

VIA Ashland and 

Fredericksburg Bypass n/a 01:25:18 -00:07:24 n/a 01:25:34 -00:07:04 

3.5 TOOLS AND ASSUMPTIONS USED TO DEVELOP RUNNING TIME 

ESTIMATES IN THE RICHMOND AREA 

Passenger-train pure running times were also calculated for the Richmond area segment of the 

DC2RVA corridor. This segment of the corridor encompasses two different routes used by 

passenger trains. One route extends from the Greendale interlocking, just north of Staples Mill 

Road station in suburban Richmond, Virginia, to the southern end of the DC2RVA corridor in 

Centralia, Virginia; it is used by passenger trains operating between Washington, D.C. and 

points south of Richmond such as Norfolk, Charlotte, and Florida. The other route extends from 

Greendale interlocking through central Richmond to the Beulah interlocking east of Richmond; 

it is used by passenger trains operating between Washington, D.C. and Newport News, 

Virginia. 

Pure running time estimates for both routes were made using the TPC feature of the RTC 

operations simulation model. The TPC analysis was based on rail alignments, curves, distances, 

and maximum curve speeds provided by the DC2RVA Project team for Project improvements 

between Greendale, Centralia, and Beulah. Alignments were developed for seven of the eight 

different Richmond Area station location options, and specific rail improvements based on the 

DC2RVA Engineering Basis of Design were identified for each alignment. The running time 

estimates presented below are based on refinements made by DC2RVA Project team in Spring 

2016 to the seven Richmond-area alignments. Earlier running time estimates had been 

performed in December 2015 on prior versions of these alignments. 

All alignments share a common northern endpoint of Greendale, just north of Staples Mill Road 

Station, a common southern endpoint of Centralia, 11 miles south of Richmond, and a common 

eastern endpoint of Beulah, 9 miles east of Richmond, in order to provide a base-line 
ESTIMATED PURE RUNNING TIMES FOR PASSENGER TRAINS 

D.C. to Richmond Southeast High Speed Rail 3-17 Operations Modeling Technical Report 

comparison of changes in passenger-train running times through Richmond for each potential 

station location. Pure running time estimates through Richmond were calculated based on track 

design speed for each alignment. 

3.5.1 Alignments and Train Types Developed for Each Alternative 

3.5.1.1 General Considerations and Train Types 

Passenger-train pure running time estimates were calculated over seven alignment alternatives, 

based on the seven Richmond station options described below. 

Running-time estimates were calculated for the two different passenger train types that are 

proposed to operate in the DC2RVA corridor in year 2025. The train types are: 

1. Long Distance (LD): This train type represents an Amtrak Long Distance train 

consist of two P42 locomotives and 11 cars, forming a total consist length of 1,076 

feet and weight of 993 tons. 

2. Northeast Regional (NER)/Interstate Corridor (IC): This train type represents the 

proposed future Northeast Regional (Southeast High Speed Rail), Northeast 

Regional (Virginia), Interstate Corridor (Southeast High Speed Rail) train consists of 

two HSP46 locomotives and 10 Amfleet cars, forming a total consist length of 995 

feet and weight of 875 tons. 

3.5.1.2 Descriptions of Richmond Alignments 

Eight different rail alignments were developed based on the eight different Richmond area 

station options carried forward into the Draft EIS. Each alignment makes use of one of the two 

existing CSXT-owned north-south main lines through the Richmond area. The two CSXT rail 

lines diverge at the south end of Acca Yard (3 miles south of Greendale), and rejoin at Centralia, 

operating through the Richmond area as follows: 

 A-Line: From Acca Yard, this line uses a bypass route that arcs around the west side of 

Richmond and avoids the city center. The A-Line is CSXT’s main north-south freight 

route through the Richmond area. It is also used by all Amtrak intercity and longdistance passenger trains headed to points south of Richmond. 

 S-Line: From Acca Yard, this line heads south to serve Richmond’s city center and 

industrial areas south of the James River. The S-Line is the only existing rail line that 

provides access to Main Street Station in Richmond’s city center. The S-Line is used by 

CSXT local freight trains and by CSXT freight trains and Amtrak intercity passenger 

trains headed to Newport News. 

These eight station options propose the use of one or two stations at four potential Richmond 

area locations. Figure 3.5-1 below shows the location of the four potential Richmond area station 

locations, in relation to the CSXT freight lines described above. 
ESTIMATED PURE RUNNING TIMES FOR PASSENGER TRAINS 

D.C. to Richmond Southeast High Speed Rail 3-18 Operations Modeling Technical Report 

FIGURE 3.5-1: POTENTIAL RICHMOND STATION AREA LOCATIONS 

Based on the Stage I, II, and III Screening for the Richmond area, DRPT carried forward the 

following rail alignment sets (defined by station location options) for further evaluation and 

screening in the Tier II Draft EIS: 

Single Station Options 

 Staples Mill Road Station Only (via A-Line). 

 Boulevard Station Only, A-Line (via A-Line). 

 Boulevard Station Only, S-Line (via S-Line). 

 Broad Street Station Only (via A-Line). 

 Main Street Station Only (via S-Line). 

Two Station Options 

 Split Service, Staples Mill Road/Main Street Stations (via S-Line). 

 Full Service, Staples Mill Road/Main Street Stations (via A-Line). 

 Shared Service, Staples Mill Road/Main Street Stations (via A-Line and S-Line). 
ESTIMATED PURE RUNNING TIMES FOR PASSENGER TRAINS 

D.C. to Richmond Southeast High Speed Rail 3-19 Operations Modeling Technical Report 

The two station options include rail service to both Main Street Station and Staples Mill Road 

Station in the following service patterns: 

 Full Service (via S-Line)—All Long Distance, Interstate Corridor, and Northeast 

Regional passenger trains moving north-south through Richmond route through Staples 

Mill Road Station and the west side of Main Street Station, and then to Centralia using 

the S-line; Northeast Regional service to Newport News continues on the east side of 

Main Street Station, on the Peninsula Subdivision from Beulah. 

 Split Service (via A-Line and S-Line)—All Long Distance, Interstate Corridor, and 

Northeast Regional passenger trains moving north-south through Richmond route 

through Staples Mill Road Station to Centralia using the A-line, bypassing Main Street 

Station; Northeast Regional service to Newport News continues from the east side of 

Main Street Station on the S-Line, on the Peninsula Subdivision from Beulah. 

 Shared Service (via A-line and S-Line)—All Long Distance and Interstate Corridor 

passenger trains moving north-south through Richmond route through Staples Mill 

Road Station to Centralia using the A-line; all Interstate Corridor (SEHSR) and 

Northeast Regional (Virginia and SEHSR) trains moving north-south through Richmond 

route through Staples Mill Road Station and the west side of Main Street Station and 

then to Centralia using the S-line; Northeast Regional service to Newport News 

continues from the east side of Main Street Station on the S-Line, on the Peninsula 

Subdivision from Beulah. 

Alignments for each station location were also developed in consideration of how best to route 

trains past Acca Yard, CSXT’s major freight classification yard serving Richmond. Bypass tracks 

on either the west side or the east side of Acca Yard were incorporated into the alignments, with 

the selection of a bypass route based on the particular station location site and routing via the SLine or A-Line. 

3.5.2 Additional Assumptions 

Pure running time estimates comparing the alignment options used the infrastructure 

alignments, train type, and direction of travel as the independent variables; the running time is 

the sole dependent variable. To control for the effects of the different independent variables, 

separate estimates were made for each combination of independent variable, as follows: 

1. Infrastructure Alignments: Alignments used were described in Section 5.1.2 above. 

2. Curve Unbalance: Runs were made with passenger trains operating at 4-inch 

unbalance. 

3. Train Type: Train types and their station stop patterns are described in Section 5.1 

above. Passenger train deceleration into a station stop and acceleration out of a 

station stop were accounted for. 

The following assumptions and inputs were used in creating the estimates: 

1. Curve speeds and curve locations were provided by the DC2RVA Engineering 

Team. 

2. Northbound and southbound runs were recorded. 
ESTIMATED PURE RUNNING TIMES FOR PASSENGER TRAINS 

D.C. to Richmond Southeast High Speed Rail 3-20 Operations Modeling Technical Report 

3. A one-second dwell time was used for modeling all station stops. 

4. No recovery time was added to any of the schedules. 

5. Existing permanent speed restrictions, i.e. civil speeds, not strictly related to 

curvature were retained in the cases. 

3.6 RESULTS OF THE RICHMOND AREA CALCULATIONS 

The following tables present the estimated pure running times of the two train types between 

Greendale, Centralia, and Beulah for the seven different Richmond area station options 

compared. (An eighth alternative, Boulevard Station Only, S-Line, was not modeled, but is 

assumed by DRPT to have similar pure running time characteristics to the Main Street Station 

Only option.) Estimates were for calculated for all train types operating in both the northbound 

and southbound direction. Running times are measured in hours, minutes, and seconds 

(hh:mm:ss). 

Note that the estimated running times are not actual travel times that would be contained in a 

timetable, as they do not include station dwell time, recovery time, and schedule adjustments 

for train congestion or seasonal weather conditions, nor do they necessarily reflect contractual 

on-time performance agreements between the operator, owner, and host railroads at present or 

that might exist in the future. 

The estimates of pure running times presented below in Tables 3.6-1 through 3.6-8 for the 

different alignment options indicate the following: 

 The Staples Mill Road Station Only option using the A-Line offers the fastest pure 

running time. 

 The Main Street Station Only option using the S-Line is second fastest in pure running 

time for Interstate Corridor and Northeast Regional trains, but adds approximately 12 

minutes of pure running time when compared to the Staples Mill Road Station Only 

option, owing to the route’s slower proposed track speeds through central Richmond. 

 Station options for passenger trains using the A-Line and a loop station track to reach 

Boulevard Station or Broad Street Station are the slowest options in pure running time 

for Interstate Corridor and Northeast Regional trains, between 12 minutes and 15 

minutes slower than operating via the A-Line directly to Staples Mill Road Station only. 

Two-station options that require stops at both Staples Mill and Main Street Station add 

less than 1 minute of additional running time, owing to the 10-mph track speed in the 

Main Street Station area. The slow track speed means little additional time is required 

for braking and acceleration to make a Main Street Station stop. 

Table 3.6-1 summarizes the running time estimates among all of the Richmond station options 

and train types that were calculated. 
ESTIMATED PURE RUNNING TIMES FOR PASSENGER TRAINS 

D.C. to Richmond Southeast High Speed Rail 3-21 Operations Modeling Technical Report 

TABLE 3.6-1: PURE RUNNING TIMES FOR EIGHT RICHMOND STATION OPTIONS (MM:SS) 

(GREENDALE-CENTRALIA/BEULAH) 

Northbound Southbound 

Station 

Option 

Northeast 

Regional: 

Norfolk/ 

Int. 

Corridor 

Long 

Distance 

Northeast 

Regional: 

Newport 

News 

Station 

Option 

Northeast 

Regional: 

Norfolk/ 

Int. 

Corridor 

Long 

Distance 

Northeast 

Regional: 

Newport 

News 

Staples Mill 

Road Station 

Only via A-Line 19:30 19:32 30:57 

Staples Mill 

Road Station 

Only via ALine 19:30 19:32 31:19 

Boulevard 

Station Only, 

A-Line, via ALine and East 

Acca bypass 31:32 31:18 30:02 

Boulevard 

Station Only, 

A-Line, via ALine and East 

Acca bypass 34:01 31:18 31:49 

Boulevard 

Station Only, SLine, via S-Line 

and East Acca 

bypass * * * 

Boulevard 

Station Only, 

S-Line, via SLine and East 

Acca bypass * * * 

Broad Street 

Station Only 

via A-Line and 

East Acca 

bypass 32:12 31:38 41:59 

Broad Street 

Station Only 

via A-Line and 

East Acca 

bypass 31:49 31:38 41:50 

Main Street 

Station Only 

via S-Line 31:18 32:44 29:02 

Main Street 

Station Only 

via S-Line 31:30 32:44 29:46 

Full Service, 

Staples Mill 

Road/Main 

Street stations 31:38 33:04 29:22 

Full Service, 

Staples Mill 

Road/Main 

Street 

stations 31:53 33:04 30:20 

Split Service, 

Staples Mill 

Road/Main 

Street stations 19:29 19:32 33:18 

Split Service, 

Staples Mill 

Road/Main 

Street 

stations 19:24 19:32 34:13 

Shared Service, 

Staples Mill 

Road/Main 

Street stations 31:51 19:42 29:14 

Shared 

Service, 

Staples Mill 

Road/Main 

Street 

stations 32:01 19:42 30:35 

*Note: The Boulevard Station, S-Line option was not calculated, but is assumed by DRPT to have similar pure running time characteristics to 

the Main Street Station Only option. 
ESTIMATED PURE RUNNING TIMES FOR PASSENGER TRAINS 

D.C. to Richmond Southeast High Speed Rail 3-22 Operations Modeling Technical Report 

3.6.1 Running Time Differences by Alignment 

Specific running time information for each station option is presented in Tables 3.6-2 through 

3.6-8. These tables show the estimated pure running time between Greendale and Centralia, and 

between Greendale and Beulah, for two different train types over the seven alignment options 

compared. Tables 3.6-2 through 3.6-5 detail the four single-station options. 

TABLE 3.6-2: PURE RUNNING TIMES FOR STAPLES MILL ROAD STATION ONLY 

(HH:MM:SS) 

Staples Mill Road Station Only 

Corridor Locations 

Southbound Northbound 

Northeast 

Regional/ 

Interstate 

Corridor Long Distance 

Northeast 

Regional/ 

Interstate 

Corridor Long Distance 

Acca Yard Bypass West West West West 

Station Stops SM SM SM SM 

Norfolk/North Carolina/Florida Trains

Greendale-Centralia (A-Line) 00:19:30 00:19:32 00:19:30 00:19:29 

Total Run Time 00:19:30 00:19:32 00:19:30 00:19:29 

Newport News Trains

Greendale-Beulah 00:30:57 00:31:19 

Total Run Time 00:30:57 00:31:19 
ESTIMATED PURE RUNNING TIMES FOR PASSENGER TRAINS 

D.C. to Richmond Southeast High Speed Rail 3-23 Operations Modeling Technical Report 

TABLE 3.6-3: PURE RUNNING TIMES FOR BOULEVARD STATION, A-LINE (HH:MM:SS) 

Boulevard Station, A-Line 

Corridor Locations 

Southbound Northbound 

Northeast 

Regional/ 

Interstate 

Corridor Long Distance 

Northeast 

Regional/ 

Interstate 

Corridor Long Distance 

Acca Yard Bypass East East East East 

Station Stops BV BV BV BV 

Norfolk/North Carolina/Florida Trains

Greendale-Boulevard 00:06:21 00:06:22 00:07:40 00:07:56 

Boulevard-Centralia (A-Line) 00:25:11 00:24:56 00:26:21 00:26:03 

Total Run Time 00:31:32 00:31:18 00:34:01 00:33:59 

Newport News Trains

Greendale-Boulevard 00:06:21 00:05:58 

Boulevard-Beulah 00:23:41 00:25:51 

Total Run Time 00:30:02 00:31:49 

Note: The Boulevard Station, S-Line option was not calculated, but is assumed by DRPT to have similar pure running time characteristics to the 

Main Street Station Only option presented in Table 3.6-5. 
ESTIMATED PURE RUNNING TIMES FOR PASSENGER TRAINS 

D.C. to Richmond Southeast High Speed Rail 3-24 Operations Modeling Technical Report 

TABLE 3.6-4: PURE RUNNING TIMES FOR BROAD STREET STATION ONLY (HH:MM:SS) 

Broad Street Station Only 

Corridor Locations 

Southbound Northbound 

Northeast 

Regional/ 

Interstate 

Corridor Long Distance 

Northeast 

Regional/ 

Interstate 

Corridor Long Distance 

Acca Yard Bypass East East East East 

Station Stops BS BS BS BS 

Norfolk/North Carolina/Florida Trains

Greendale-Broad Street 00:11:29 00:11:09 00:11:55 00:11:41 

Broad Street-Centralia (A-Line) 00:20:43 00:20:29 00:19:54 00:19:22 

Total Run Time 00:32:12 00:31:38 00:31:49 00:31:03 

Newport News Trains

Greendale-Broad Street 00:11:29 00:11:49 

Broad Street-Beulah 00:30:30 00:30:01 

Total Run Time 00:41:59 00:41:50 
ESTIMATED PURE RUNNING TIMES FOR PASSENGER TRAINS 

D.C. to Richmond Southeast High Speed Rail 3-25 Operations Modeling Technical Report 

TABLE 3.6-5: PURE RUNNING TIMES FOR MAIN STREET STATION ONLY (HH:MM:SS) 

Main Street Station Only 

Corridor Locations 

Southbound Northbound 

Northeast 

Regional/ 

Interstate 

Corridor 

Northeast 

Regional/ 

Interstate 

Corridor 

Northeast 

Regional Long Distance 

Acca Yard Bypass East East East East 

Station Stops MS MS MS MS 

Norfolk/North Carolina/Florida Trains 

Greendale-Main Street (S-Line) 00:15:37 00:15:39 00:15:53 00:16:30 

Main Street-Centralia (S-Line) 00:15:41 00:17:05 00:15:37 00:15:36 

Total Run Time 00:31:18 00:32:44 00:31:30 00:32:06 

Newport News Trains 

Greendale-Main Street 00:16:29 00:17:31 

Main Street-Beulah 00:12:33 00:12:15 

Total Run Time 00:29:02 00:29:46 

Tables 3.6-6 through 3.6-8 present the estimated running times for the three two-station options, 

which propose varying degrees of service to both Staples Mill Road and Main Street Station. 
ESTIMATED PURE RUNNING TIMES FOR PASSENGER TRAINS 

D.C. to Richmond Southeast High Speed Rail 3-26 Operations Modeling Technical Report 

TABLE 3.6-6: PURE RUNNING TIMES FOR FULL SERVICE, STAPLES MILL ROAD/MAIN 

STREET STATIONS (HH:MM:SS) 

Full Service, Staples Mill Road/Main Street Stations 

Corridor Locations 

Southbound Northbound 

Northeast 

Regional/ 

Interstate 

Corridor Long Distance 

Northeast 

Regional/ 

Interstate 

Corridor Long Distance 

Acca Yard Bypass East East East East 

Station Stops SM + MS SM + MS SM + MS SM + MS 

Norfolk/North Carolina/Florida Trains

Greendale-Main Street (S-Line) 00:15:57 00:16:00 00:16:17 00:16:53 

Main Street-Centralia (S-Line) 00:15:41 00:17:04 00:15:36 00:15:35 

Total Run Time 00:31:38 00:33:04 00:31:53 00:32:28 

Newport News Trains

Greendale-Main Street 00:16:49 00:17:58 

Main Street-Beulah 00:12:33 00:12:22 

Total Run Time 00:29:22 00:30:20 
ESTIMATED PURE RUNNING TIMES FOR PASSENGER TRAINS 

D.C. to Richmond Southeast High Speed Rail 3-27 Operations Modeling Technical Report 

TABLE 3.6-7: PURE RUNNING TIMES SPLIT SERVICE, STAPLES MILL ROAD/MAIN STREET 

STATIONS (HH:MM:SS) 

Split Service, Staples Mill Road/Main Street Stations 

Corridor Locations 

Southbound Northbound 

Northeast 

Regional/ 

Interstate 

Corridor Long Distance 

Northeast 

Regional/ 

Interstate 

Corridor Long Distance 

Acca Yard Bypass West West West West 

Station Stops 

SM (all) + 

MS (Newport 

News only) SM 

SM (all) + 

MS (Newport 

News only SM 

Norfolk/North Carolina/Florida Trains

Greendale-Centralia (A-Line) 00:19:29 00:19:32 00:19:24 00:19:24 

Total Run Time 00:19:29 00:19:32 00:19:24 00:19:24 

Newport News Trains

Greendale-Main Street 00:20:52 00:21:51 

Main Street-Beulah 00:12:26 00:12:22 

Total Run Time 00:33:18 00:34:13 
ESTIMATED PURE RUNNING TIMES FOR PASSENGER TRAINS 

D.C. to Richmond Southeast High Speed Rail 3-28 Operations Modeling Technical Report 

TABLE 3.6-8: PURE RUNNING TIMES FOR SHARED SERVICE, STAPLES MILL ROAD/MAIN 

STREET STATIONS (HH:MM:SS) 

Shared Service, Staples Mill Road/Main Street Stations 

Corridor Locations 

Southbound Northbound 

Northeast 

Regional/ 

Interstate 

Corridor Long Distance 

Northeast 

Regional/ 

Interstate 

Corridor Long Distance 

Acca Yard Bypass East West East West 

Station Stops SM + MS SM SM + MS SM 

Norfolk/North Carolina/Florida Trains

Greendale-Centralia (A-Line) 00:19:42 00:19:40 

Greendale-Main Street (S-Line) 00:16:10 00:16:25 

Main Street-Centralia (S-Line) 00:15:41 00:15:36 

Total Run Time 00:31:51 00:19:42 00:32:01 00:19:40 

Newport News Trains

Greendale-Main Street 00:16:41 00:18:13 

Main Street-Beulah 00:12:33 00:12:22 

Total Run Time 00:29:14 00:30:35 

3.6.2 Comparisons of Estimated Travel Times through Richmond with Existing 

Passenger Services 

Section 3.6.2 provides some background into the development of proposed passenger-train 

timetable travel times between the Richmond Staples Mill Road and Main Street stations, based 

on the TPC running time estimates presented above, and how the proposed travel times 

compare with today’s passenger train operation. This comparative information was requested 

by FRA during a meeting held on May 25, 2016 with FRA, the DC2RVA Project team, and 

Amtrak to review the DC2RVA conceptual train schedules. 

Comparisons between today’s operation between Staples Mill and Main Street and the 

DC2RVA conceptual timetables can only be made with four of the eight proposed DC2RVA 

Richmond station options: 

1. Main Street Station Only 

2. Full Service, Staples Mill Road/Main Street Stations 

3. Split Service, Staples Mill Road/Main Street Stations 

4. Shared Service, Staples Mill Road/Main Street Stations 
ESTIMATED PURE RUNNING TIMES FOR PASSENGER TRAINS 

D.C. to Richmond Southeast High Speed Rail 3-29 Operations Modeling Technical Report 

The other four Richmond options would not employ the use of Main Street Station; and have 

other operational characteristics unique to those options, such as loop tracks with the proposed 

Broad Street and Boulevard station options, do not enable meaningful comparisons with the 

running time of existing services. 

The following general conclusions can be made when comparing current operations to the 

proposed DC2RVA service: 

 When an eastern bypass around Acca Yard is employed, southbound DC2RVA trains 

experience a total travel time reduction of 7 minutes to 10 minutes and northbound 

DC2RVA trains experience a travel time reduction of 7 minutes to 15 minutes, when 

compared with 2015 travel times between Staples Mill Road and Main Street stations. 

 In the Split Service, Staples Mill Road/Main Street Stations option, in which an eastern 

Acca bypass is not used, southbound DC2RVA trains experience a total travel time 

reduction of 0 minutes to 3 minutes and northbound DC2RVA trains experience travel 

time changes of 2 additional minutes for one train and a reduction of 4 minutes to 7 

minutes for two other trains when compared with 2015 travel times between Staples 

Mill Road and Main Street stations. 

3.6.2.1 Existing Richmond Passenger Train Travel Times 

Table 3.6-9 below details the existing passenger rail travel times between the Staples Mill Road 

and Main Street stations, based on Amtrak schedules, effective April 2015. Travel times are 

made up of the following components: 

 Running time, which is the scheduled operating time between stations. 

 Recovery time, which is time added to allow for unanticipated events that may 

temporarily delay a train. 

 Time adjustment, which is time added to allow for anticipated events that will delay a 

train’s journey, usually as a result of infrastructure limitations, such as a scheduled meet 

at a siding between two trains on a single-track section of railroad. 

 Dwell time, which is time allotted for trains to board and disembark passengers at a 

station. 

Table 3.6-9 contains the travel time information for each Amtrak train operating between 

Staples Mill Road and Main Street Station in April 2015. 

TABLE 3.6-9: AMTRAK 2015 TRAVEL TIMES: STAPLES MILL ROAD TO MAIN STREET 

STATION (MINUTES) 

Direction Southbound Northbound 

Train Number 67 95 99 83 66 94 194 

Days of Operation Daily M-F Sa-Su Fri Daily M-F Sa-Su 

Dwell time: 

Staples Mill Road Station 

(not included in travel time 

calculation) 5 5 5 5 5 5 5 
ESTIMATED PURE RUNNING TIMES FOR PASSENGER TRAINS 

D.C. to Richmond Southeast High Speed Rail 3-30 Operations Modeling Technical Report 

TABLE 3.6-9: AMTRAK 2015 TRAVEL TIMES: STAPLES MILL ROAD TO MAIN STREET 

STATION (MINUTES) 

Direction Southbound Northbound 

Train Number 67 95 99 83 66 94 194 

Days of Operation Daily M-F Sa-Su Fri Daily M-F Sa-Su 

Running time: 

Staples Mill-Main St. 22 22 22 22 20 20 20 

Recovery time: 

Staples Mill-Main St. 1 2 2 4 0 7 7 

Time adjustment: 

Staples Mill-Main St. 0 0 0 0 5 8 5 

Dwell time: 

Main Street Station 

(not included in travel time 

calculation) 3 3 3 2 2 3 3 

Total travel time: 

Staples Mill-Main St. 23 24 24 26 25 35 32 

Notes for Table 3.6-9: 1) Train 66 schedule is adjusted by 5 minutes for meet with Train 95 on single track. 

2) Train 94 schedule is adjusted by 8 minutes for meet with Train 67 on single track. Train 94’s recovery time represents recovery time for 

entire Newport News-Main Street journey, using the industry standard of 8 percent of PRT added. 

3) Train 194 schedule is adjusted by 5 minutes for meet with Train 67 on single track. Train 194’s recovery time represents recovery time for 

entire Newport News-Main Street journey, using the industry standard of 8 percent of PRT added. 

Staples Mill Road and Main Street Stations are approximately 8 miles apart. 

Current average speed between stations is approximately 20 mph for southbound trains, and 

between 15 mph and 24 mph for northbound trains. 

3.6.2.2 Proposed DC2RVA Richmond Passenger Train Travel Times 

Table 3.6-10 below details the proposed running times for DC2RVA Southeast High Speed Rail 

trains between Staples Mill Road and Main Street in three different Richmond station options. 

Running times for these options were based on TPC calculations performed by the DC2RVA 

operations modeling team. All three options employ the use of a double-track bypass around 

the east side of Acca Yard. Operating speeds on the bypass were set at 40 mph for passenger 

trains, owing to curves around the existing yard, which is the same speed currently in effect for 

passenger trains on the existing Passenger Main around the west side of Acca Yard. (If 

discussions between DRPT and CSXT indicated that a passenger train speed increase on the 

East Acca bypass could potentially be made, travel times might be further reduced.) 

Between Acca Yard and Main Street Station, operating speeds were increased slightly, from a 

passenger MAS of 30 mph to 40 mph. Numerous curves and a northbound grade of 1.2 percent 

on the S-Line between Acca Yard and Main Street Station precluded a higher increase in 

operating speeds. 

However, the additional track capacity proposed for this area will permit bidirectional 

passenger operations, which is currently not possible on existing infrastructure, while also 
ESTIMATED PURE RUNNING TIMES FOR PASSENGER TRAINS 

D.C. to Richmond Southeast High Speed Rail 3-31 Operations Modeling Technical Report 

adding trackage where freight trains can reverse direction and cut off helper locomotives 

without delaying passenger operations. 

The employment of the bypass tracks, along with the additional track capacity and speed 

increases on the S-Line proposed between the south end of Acca Yard and Main Street Station, 

allowed for a reduction in running time and an increase in reliability, reflected in the schedules 

by the elimination of recovery time between the two stations. (Trains arriving at Richmond 

from points east and south have recovery time factored into their proposed travel times 

between Richmond and the station immediately before it, either Petersburg or Williamsburg.) 

As a result, southbound DC2RVA trains experience a total travel time reduction of 7 minutes to 

10 minutes and northbound DC2RVA trains experience a travel time reduction of 7 minutes to 

15 minutes when compared with 2015 travel times between Staples Mill Road and Main Street 

stations. 

TABLE 3.6-10: PROPOSED DC2RVA 2025 TRAVEL TIMES BETWEEN STAPLES MILL ROAD 

AND MAIN STREET WITH EASTERN BYPASS (MINUTES) (STAPLES MILL + MAIN STREET 

FULL SERVICE OPTION AND SHARED SERVICE OPTION; MAIN STREET STATION ONLY 

OPTION) 

Train Number 

Southbound Northbound 

SEHSRVA+NC LD REG 

NPN 

67 

(NPN) 

SEHSR 

VA+NC LD 

REG 

NPN 

66 

(NPN) 

Dwell time: 

Staples Mill Road 

5 (NFK) 

7 (N.C.) 9-12 5 5 

5 (NFK) 

7 (N.C.) 7-10 5 5 

Running time: 

Staples Mill-Main St. 16 16 17 17 16 17 18 18 

Recovery time: 

Staples Mill-Main St. 0 0 0 0 0 0 0 0 

Time adjustment: 

Staples Mill-Main St. 0 0 0 0 0 0 0 0 

Total travel time: 

Staples Mill-Main St. 16 16 17 17 16 17 18 18 

Dwell time: 

Main Street Station 2 3 2 2 2 3 2 2 

Notes for Table 3.6-10: 1) Running times between Staples Mill Road and Main Street Station are based on TPC calculations 

prepared by the DC2RVA operations modeling team. 

2) Long distance trains and the Carolinian do not serve Main Street Station in Staples Mill+Main Street Shared Service option. 

3) Running times and recovery times between Staples Mill and Main Street are identical for Main Street Station Only option as 

well; however, the Staples Mill Road Station stop would be eliminated and dwell times at Main Street Station would be 

increased to the dwell times shown at Staples Mill Road. 

As a result of the proposed improvements, average speed between stations increases to 

approximately 28 mph to 30 mph for southbound trains, an improvement of 8 mph to 10 mph, 

and approximately 27 mph to 30 mph for northbound, an improvement of 3 mph to 15 mph. 
ESTIMATED PURE RUNNING TIMES FOR PASSENGER TRAINS 

D.C. to Richmond Southeast High Speed Rail 3-32 Operations Modeling Technical Report 

Table 3.6-11 below details the proposed travel times for DC2RVA in the Staples Mill 

Road+Main Street Split Service option. This option differs from other two-station options in that 

only trains to and from terminating points at Richmond and Newport News would make both 

Richmond station stops. Other DC2RVA trains would make just one stop at Staples Mill Road 

and continue around the city of Richmond on the A-Line. The service option closely resembles 

the current service levels provided by Amtrak passenger trains in Richmond. 

As a result of the limited service to Main Street Station, an eastern bypass was not proposed, 

and trains would be presumed to use the current Passenger Main around the west side of Acca 

Yard, as they do today, and continue to cross the south throat of the yard at AY interlocking to 

operate to/from the S-Line and Main Street Station. The limited number of capacity 

improvements between Staples Mill and Main Street proposed in the Split Service option is 

reflected in the longer proposed running time between stations, and the continued use of 

recovery times and adjustment times similar to those found in today’s operation. 

Table 3.6-11 shows that when an eastern Acca bypass is not used, southbound DC2RVA trains 

experience a total travel time reduction of 0 minutes to 3 minutes and northbound DC2RVA 

trains experience travel time changes of 2 additional minutes for one train and a reduction of 4 

minutes to 7 minutes for two other trains when compared with 2015 travel times between 

Staples Mill Road and Main Street stations. The travel time increase experienced by Train 66 is a 

result of a schedule adjustment to account for a meet with Train 95. 

TABLE 3.6-11: PROPOSED DC2RVA 2025 TRAVEL TIMES BETWEEN STAPLES MILL ROAD 

AND MAIN STREET WITH EASTERN BYPASS (MINUTES) (STAPLES MILL + MAIN STREET 

SPLIT SERVICE OPTIONS) 

Train Number 

Southbound Northbound 

REG 

NPN 

67 

(NPN) 

REG 

NPN 

66 

(NPN) 

Dwell time: 

Staples Mill Road 5 5 5 5 

Running time: 

Staples Mill-Main St. 21 21 22 22 

Recovery time: 

Staples Mill-Main St. 2 2 1 1 

Time adjustment: 

Staples Mill-Main St. 0 0 0 5 

Total travel time: 

Staples Mill-Main St. 23 23 24 28 

Dwell time: 

Main Street Station 3 3 3 3 

Notes for Table 3.6-11: 1) Long distance trains, the Carolinian, and SEHSR trains to Norfolk and North Carolina do not serve Main Street 

Station in Staples Mill+Main Street Split Service option. 

2) Additional running time and recovery time between Staples Mill and Main Street is incorporated to account for the absence of an eastern 

Acca bypass and the need for Newport News trains to continue to cross the south throat of Acca Yard at AY interlocking. 
ESTIMATED PURE RUNNING TIMES FOR PASSENGER TRAINS 

D.C. to Richmond Southeast High Speed Rail 3-33 Operations Modeling Technical Report 

In this option, the average speed between stations is approximately 21 mph for southbound 

trains, slightly better than today’s average of 20 mph, and approximately 17 mph to 21 mph for 

northbound trains, a range that indicates the more consistent and reliable operation of the 

proposed service when compared with the 15 mph to 24 mph range of today’s trains. 

3.6.2.3 Travel Times South of Main Street Station on the S-Line 

Three of the eight Richmond station options that propose the use of Main Street Station would 

require trains from points south of Richmond such as Norfolk, North Carolina, and Florida to 

use the S-Line between Centralia, Virginia and Main Street Station. This portion of the S-Line 

includes a segment of 10-mph trackage from Main Street Station, where the tracks are on an 

elevated viaduct, south on a bridge across the James River and across a diamond with a Norfolk 

Southern Railway (NS) branch line. Normal track speed resumes south of the diamond. (The 

diamond has recently been replaced; it is now a flange-bearing, one-way low-speed [OWLS] 

diamond for the crossing route, and normal speed for the main track route.) This segment of 10-

mph operation is approximately 0.8 miles in length, and requires approximately 5 minutes for a 

train to traverse. 

As part of the DC2RVA Project, the S-Line south of the James River and the NS diamond would 

be upgraded to a passenger MAS of 79 mph where curves and grades allow. However, the 

DC2RVA Project proposes lower operating speeds between Main Street Station and the NS 

diamond. 

A second track will be restored on the historic elevated viaduct between Main Street Station and 

the James River Bridge, a distance of approximately 0.2 miles; however, the track speed on 

viaduct is proposed to remain at the existing 10 mph. 

The DC2RVA Project proposes to add a second single-track parallel to the existing single-track 

S-Line bridge. Although the bridge’s design and construction may enable a higher operating 

speed, the proposed scheduling and operation of passenger trains was designed to enable the 

use of either bridge across the James River and either platform track at Main Street Station. 

(DRPT and CSXT could coordinate the potential for structural remediation that could increase 

the operating speed on the bridge above 10 mph.) As a result, TPC runs and train schedules 

between Main Street Station and Petersburg were derived using the more restrictive existing 

operating speed of 10 mph between Main Street Station and the NS diamond south of the James 

River, since some percentage of passenger trains will be presumed to use the existing James 

River bridge. 

3.7 PREVIOUS RICHMOND AREA RUNNING TIME EVALUATIONS 

Initial passenger train running times estimates for several Richmond area alignments were 

developed in December 2015, as part of the DC2RVA Project’s Richmond-area station location 

screening process. Some of the alignments were in earlier stages of preparation at that time, 

which will account for the differences in running time estimates presented in Section 7 below 

when compared to the running time estimates calculated in Sections 5 and 6. 

As before, estimated passenger-train running times through Richmond were evaluated between 

the Greendale interlocking, just north of Staples Mill Road station in suburban Richmond, 

Virginia and the southern end of the corridor in Centralia, Virginia. Running time estimates 
ESTIMATED PURE RUNNING TIMES FOR PASSENGER TRAINS 

D.C. to Richmond Southeast High Speed Rail 3-34 Operations Modeling Technical Report 

were developed for six different alignments associated with four potential train station locations 

within the City of Richmond. 

Based on a preliminary screening, the following four potential station locations were identified 

by DRPT as locations to carry forward for additional analyses. They are: 

 Staples Mill Road 

 Boulevard 

 Broad Street 

 Main Street 

3.7.1 Key Findings from Previous Richmond-Area Calculations 

The estimates of passenger-train running times calculated in December 2015 indicated the 

following: 

 The Staples Mill Road Station only option using the A-Line offers the fastest pure 

running time. 

 Station options for passenger trains using the S-Line, and making one Richmond stop at 

either Main Street Station or Boulevard Station, are next fastest in pure running time, 

approximately 2 minutes slower than the Staples Mill Road Only option. 

 Station options for passenger trains using the A-Line and a loop station track to reach 

Boulevard Station or Broad Street Station are the slowest pure running time options, 

over 3 minutes and 5 minutes slower, respectively, than operating via the A-Line 

directly to Staples Mill Road Station only. 

 Two-station options add approximately 2 minutes to 7 minutes of pure running time 

between Greendale and Centralia, depending on the alignment and station combination 

selected. 

 The fastest pure running time two-station option is Main Street Station plus Staples Mill 

Road, which are the two stations that are the farthest distance apart. 

 Pure running times are slowest for any two-station option involving Broad Street 

Station, due to the necessity of a slow-speed loop track required to serve the station 

facility. 

3.7.2 Tools and Assumptions Used to Develop Running Time Estimates 

Running time estimates were made using the TPC feature of the RTC operations simulation 

model. The TPC analysis was based on rail alignments, curves, distances, and maximum curve 

speeds provided by DC2RVA Project team for Project improvements between Greendale and 

Centralia. Alignments were developed for each potential Richmond Area station location, and 

specific rail improvements based on the DC2RVA Engineering Basis of Design were identified 

for each alignment. 

All alignments share a common northern endpoint of Greendale, just north of Staples Mill Road 

Station, and a common southern endpoint of Centralia, 11 miles south of Richmond, in order to 

provide a baseline comparison of changes in passenger-train running times through Richmond 
ESTIMATED PURE RUNNING TIMES FOR PASSENGER TRAINS 

D.C. to Richmond Southeast High Speed Rail 3-35 Operations Modeling Technical Report 

for each potential station location. Running time estimates through Richmond were calculated 

based on track design speed for each alignment. 

3.7.3 Alignments Developed for Each Station Location 

3.7.3.1 General Considerations 

Six alignments were developed to serve the four potential Richmond area station locations. All 

of the alignments made use of existing CSXT-owned rail lines. Because there are two CSXT rail 

lines through the Richmond area, two different alignments were developed for some station 

locations, if the site allowed for the use of either CSXT route. 

The two CSXT rail lines diverge at the south end of Acca Yard (3 miles south of Greendale), and 

rejoin at Centralia, operating through the Richmond area as follows: 

 A-Line: From Acca Yard, this line uses a bypass route that arcs around the west side of 

Richmond and avoids the city center. The A-Line is CSXT’s main north-south freight 

railroad route through the Richmond area. It is also used by all Amtrak intercity and 

long-distance passenger trains headed to points south of Richmond. 

 S-Line: From Acca Yard, this line heads south to serve Richmond’s city center and 

industrial areas south of the James River. The S-Line is the only existing rail line that 

provides access to Main Street Station in Richmond’s city center. The S-Line is used by 

CSXT local freight trains and by CSXT freight trains and Amtrak intercity passenger 

trains headed to Newport News. 

Alignments for each station location were also developed in consideration of how best to route 

trains past Acca Yard, CSXT’s major freight classification yard serving Richmond. Bypass tracks 

on the west side and east side of Acca Yard were incorporated into the alignments, with the 

selection of a bypass route based on the particular station location site and routing via the SLine or A-Line. 

3.7.3.2 Descriptions of Alignments 

Running time estimates were calculated for all alignments described below. Note that estimates 

were prepared only for passenger trains presumed to be operating the entire length of the 

alignment between Centralia and Greendale. Passenger trains from Newport News, Virginia 

were not included, because these trains enter Richmond from the east and require only partial 

use of the alignments. 

Staples Mill Road Station Only. This alignment assumes that Staples Mill Road Station is the 

only Richmond area station. In this alignment, passenger trains from points south of Richmond 

operate via CSXT’s A-Line around the west side of the city. Passenger trains from Newport 

News operate through the city center via the S-Line, passing Main Street Station without 

stopping. All passenger trains operate via a West Acca Yard bypass track. 

Main Street Station Only. This alignment assumes that Main Street Station is the only 

Richmond area station. In this alignment, passenger trains (except the Auto Train) from points 

south of Richmond operate via CSXT’s S-Line through Richmond’s city center and stop at Main 

Street Station’s west side. Passenger trains from Newport News stop on the east side of Main 

Street Station as they do today, then continue north on the S-Line. All passenger trains (except 
ESTIMATED PURE RUNNING TIMES FOR PASSENGER TRAINS 

D.C. to Richmond Southeast High Speed Rail 3-36 Operations Modeling Technical Report 

the Auto Train) operate via an East Acca bypass. Passenger trains pass Staples Mill Road Station 

without stopping. 

Boulevard Station, S-Line, via S-Line. This alignment assumes the construction of a new 

station facility at the Boulevard overpass on the CSXT S-Line that would serve as the only 

Richmond area station. In this alignment, passenger trains (except the Auto Train) from points 

south of Richmond operate via CSXT’s S-Line through Richmond’s city center, passing Main 

Street Station without stopping. Passenger trains from Newport News operate via the S-Line 

north of Main Street Station to reach the Boulevard Station. All passenger trains (except the 

Auto Train) operate via an East Acca bypass track. 

Boulevard Station, A-Line, via A-Line. This alignment assumes the construction of a new 

station facility at the Boulevard overpass on the CSXT S-Line that would serve as the only 

Richmond area station. In this alignment, passenger trains from points south of Richmond 

operate via the A-Line to Acca Yard, and all (except the Auto Train) then enter an elevated loop 

track to access the Boulevard station and continue north. Passenger trains from Newport News 

operate via the S-Line north of Main Street Station to reach the Boulevard Station, without 

requiring use of the loop track. All passenger trains (except the Auto Train) operate via an East 

Acca bypass track. 

Broad Street Station Only via A-Line and East Bypass. This alignment assumes the 

construction of a new station facility off the CSXT S-Line right-of-way in the vicinity of the 

former Broad Street Station (now the Science Museum of Virginia) that would serve as the only 

Richmond area station. In this alignment, passenger trains from points south of Richmond 

operate via the A-Line to Acca Yard, and then all (except the Auto Train) enter an at-grade loop 

track to access Broad Street Station and continue north. Passenger trains from Newport News 

operate via the S-Line north of Main Street Station and access the same at-grade loop track 

serving Broad Street Station. All passenger trains (except the Auto Train) operate via an East 

Acca bypass that requires northbound passenger trains departing Broad Street to cross the 

CSXT S-Line at grade before accessing passenger bypass tracks around the east side of Acca 

Yard. 

Broad Street Station Only via A-Line and West Bypass. This alignment assumes the 

construction of a new station facility off the CSXT S-Line right-of-way in the vicinity of the 

former Broad Street Station (now the Science Museum of Virginia) that would serve as the only 

Richmond area station. In this alignment, passenger trains from points south of Richmond 

operate via the A-Line to Acca Yard, and then all (except the Auto Train) enter an at-grade loop 

track to access Broad Street Station and continue north. Passenger trains from Newport News 

operate via the S-Line north of Main Street Station and access the same at-grade loop track 

serving Broad Street Station. All passenger trains operate via a West Acca bypass that enables 

passenger trains from points south to remain on the west side of the S-Line while serving Broad 

Street Station and continuing north. 

3.7.3.3 Two Station Option Evaluation 

In addition to testing pure running times for the single station location options described above, 

pure running time estimates were also developed for combinations of Richmond stations, to 

estimate the impact on operations if passenger trains were to stop at more than one Richmond 

area station. The following station combinations were tested: 
ESTIMATED PURE RUNNING TIMES FOR PASSENGER TRAINS 

D.C. to Richmond Southeast High Speed Rail 3-37 Operations Modeling Technical Report 

 Main Street + Staples Mill Road via S-Line and East Acca bypass 

 Main Street + Boulevard via S-Line and East Acca bypass 

 Boulevard + Staples Mill Road via S-Line and East Acca bypass 

 Boulevard + Staples Mill Road via A-Line and East Acca bypass 

 Broad Street + Staples Mill Road via A-Line and West Acca bypass 

 Broad Street + Staples Mill Road via A-Line and East Acca bypass 

 Main Street + Broad Street via S-Line and East Acca bypass 

As detailed in Section 3.7.5 below, six of the seven two station options were dismissed from 

further review during screening owing to proximity and efficiency of station operations. 

3.7.4 Additional Assumptions 

Pure running time estimates comparing the potential station location options used the 

infrastructure alignments, train type, and direction of travel as the independent variables; the 

running time is the sole dependent variable. To control for the effects of the different 

independent variables, separate estimates were made for each combination of independent 

variable, as follows: 

1. Infrastructure Alignments Developed for Each Potential Station Location: 

Alignments used were described in Section 7.3.2 above. 

2. Curve Unbalance: Runs were made with passenger trains operating at 4-inch 

unbalance. 

3. Train Type: Runs were made with a proposed Interstate Corridor (SEHSR) train 

consist of two HSP46 locomotives and 10 Amfleet cars, forming a total consist length 

of 995 feet and weight of 875 tons. Passenger train de-acceleration into a station and 

acceleration out of a station were accounted for. 

The following assumptions and inputs were used in creating and running the models: 

1. Curve speeds and curve locations were provided by the DC2RVA Engineering team. 

2. Northbound and southbound runs were recorded. 

3. A one-second dwell time was used for modeling all station stops. 

4. No recovery time was added to any of the schedules. 

5. Existing permanent speed restrictions, i.e., civil speeds, not strictly related to 

curvature (e.g., James River S-Line bridge) were retained in the cases. 

3.7.5 Results of the Calculations 

The following tables present the estimated Pure Running Times between Greendale and 

Centralia for the four different Richmond single station options modeled and the seven twostation options modeled. Estimates were for calculated for a proposed 10-car Interstate Corridor 

(SEHSR) consist operating in both the northbound and southbound direction. Running times 

are measured in minutes and seconds (00:00). 
ESTIMATED PURE RUNNING TIMES FOR PASSENGER TRAINS 

D.C. to Richmond Southeast High Speed Rail 3-38 Operations Modeling Technical Report 

Note that the estimated running times are not actual schedule times that would be contained in 

a timetable, as they do not include station dwell time, recovery time, and schedule adjustments 

for train congestion or seasonal weather conditions, nor do they necessarily reflect contractual 

on-time performance agreements between the operator, owner, and host railroads at present or 

that might exist in the future. 

3.7.5.1 Single Station Options 

Table 3.7-1 shows the estimated pure running time between Greendale and Centralia for the 

four Richmond single station options. Table 3.7-1 also shows the additional time required for 

passenger trains using a station option other than the Staples Mill Road Station Only option via 

the A-Line. The Staples Mill Road Only pure running time appears in the table below as 00:00, 

and is used as a baseline for time comparison with the other options. 

The estimates of pure running times for the single station options presented in Table 24 indicate 

the following: 

 The Staples Mill Road Station Only option using the A-Line offers the fastest pure 

running time. 

 Station options for passenger trains using the S-Line, and making one Richmond stop at 

either Main Street Station or Boulevard Station, are next fastest in pure running time, 

approximately 2 minutes slower than the Staples Mill Road Only option. 

 Station options for passenger trains using the A-Line and a loop station track to reach 

Boulevard Station or Broad Street Station are the slowest pure running time options, 

over 3 minutes and 5 minutes slower, respectively, than operating via the A-Line 

directly to Staples Mill Road Station only. 

 Running time estimates for the Broad Street Station option via the West Acca bypass do 

not take into account potential passenger/freight train conflicts at the AY interlocking. 

TABLE 3.7-1: SINGLE STATION OPTION PURE RUNNING TIMES: GREENDALE-CENTRALIA 

(MM:SS) 

Northbound Southbound 

Station 

Option 

Pure 

Running 

Time 

Time 

Differential 

over 

Staples Mill 

Only 

Alignment 

Miles 

Station 

Option 

Pure 

Running 

Time 

Time 

Differential 

over 

Staples Mill 

Only 

Alignment 

Miles 

Staples Mill 

Road 

Station 

Only via ALine 17:46 00:00 19.08 

Staples Mill 

Road 

Station 

Only via ALine 17:57 00:00 19.32 

Main Street 

Station 

Only via SLine 20:05 02:19 20.45 

Main Street 

Station 

Only via SLine 19:39 01:42 20.12 
ESTIMATED PURE RUNNING TIMES FOR PASSENGER TRAINS 

D.C. to Richmond Southeast High Speed Rail 3-39 Operations Modeling Technical Report 

TABLE 3.7-1: SINGLE STATION OPTION PURE RUNNING TIMES: GREENDALE-CENTRALIA 

(MM:SS) 

Northbound Southbound 

Station 

Option 

Pure 

Running 

Time 

Time 

Differential 

over 

Staples Mill 

Only 

Alignment 

Miles 

Station 

Option 

Pure 

Running 

Time 

Time 

Differential 

over 

Staples Mill 

Only 

Alignment 

Miles 

Boulevard 

Station, SLine, via SLine 20:34 02:48 20.45 

Boulevard 

Station, SLine, via SLine 20:14 02:17 20.12 

Boulevard 

Station, ALine, via ALine 21:30 03:44 21.59 

Boulevard 

Station, ALine, via ALine 21:35 03:38 21.54 

Broad 

Street 

Station 

Only via ALine and 

East Acca 

bypass 22:49 05:03 22.11 

Broad 

Street 

Station 

Only via ALine and 

East Acca 

bypass 23:13 05:16 22.06 

Broad 

Street 

Station 

Only via ALine and 

West Acca 

bypass 23:27 05:41 22.02 

Broad 

Street 

Station 

Only via ALine and 

West Acca 

bypass 23:39 05:42 21.97 

3.7.5.2 Two-Station Options 

Table 3.7-2 summarizes the results of the two-station options. Two-station options add 

approximately 2 minutes to 7 minutes of pure running time between Greendale and Centralia, 

depending on the alignment and station combination selected. (Note that any two-station 

option would also have additional dwell time associated with the second station stop, which 

would further increase overall travel time through Richmond compared with a single station 

option.) 

Pure running time estimates indicate that the fastest of the two-station options are the stations 

that are also the farthest distance apart — Main Street plus Staples Mill Road. Running times 

are slowest for the Broad Street Station options, due to the necessity of a slow-speed loop track 

required to serve the station facility. Two-station scenarios involving Broad Street add 

approximately 6 minutes to 7 minutes of pure running time though Richmond, more than any 

other two-station option. 
ESTIMATED PURE RUNNING TIMES FOR PASSENGER TRAINS 

D.C. to Richmond Southeast High Speed Rail 3-40 Operations Modeling Technical Report 

TABLE 3.7-2: TWO-STATION OPTION PURE RUNNING TIMES: GREENDALE-CENTRALIA (MM:SS) 

Northbound 

Station Stops 

Pure Running 

Time 

Time 

Differential 

Alignment 

Miles 

Time Between 

Stops 

Miles Between 

Stops 

Main Street and 

Staples Mill (via S-Line) 21:42 00:00 20.45 09:36 7.5 

Main Street and 

Boulevard (via S-Line) 21:46 00:04 20.64 06:42 3.9 

Boulevard and 

Staples Mill (via S-Line) 22:11 00:29 20.45 04:54 4.0 

Boulevard and 

Staples Mill (via A-Line) 23:07 01:25 21.59 04:42 3.8 

Broad Street and 

Staples Mill (via A-Line and East 

Acca bypass) 24:27 02:45 22.11 07:30 4.8 

Broad Street and 

Staples Mill (via A-Line and 

West Acca bypass) 25:08 03:26 22.06 07:54 4.7 

Main Street and 

Broad Street (via S-Line) 26:15 04:33 21.64 08:00 4.0 

Southbound 

Station Stops 

Pure Running 

Time 

Time 

Differential 

Alignment 

Miles 

Time Between 

Stops 

Miles Between 

Stops 

Main Street and 

Staples Mill (via S-Line) 21:20 00:00 20.17 09:30 7.7 

Main Street and 

Boulevard (via S-Line) 21:32 00:12 20.31 06:42 4.0 

Boulevard and 

Staples Mill (via S-Line) 21:53 00:33 20.12 04:54 4.1 

Boulevard and 

Staples Mill (via A-Line) 23:14 01:54 21.54 04:42 3.8 

Broad Street and 

Staples Mill (via A-Line and East 

Acca bypass) 24:46 03:26 22.06 07:00 4.9 

Broad Street and 

Staples Mill (via A-Line and 

West Acca bypass) 25:21 04:01 21.97 07:36 4.9 

Main Street and 

Broad Street (via S-Line) 25:57 04:37 21.35 08:18 4.0 
ESTIMATED PURE RUNNING TIMES FOR PASSENGER TRAINS 

D.C. to Richmond Southeast High Speed Rail 3-41 Operations Modeling Technical Report 

3.7.5.3 Additional Evaluation of Two-Station Options 

Table 3.7-3 presents additional evaluation from the DC2RVA Project team of the four potential 

Richmond-area station locations. It also contains preliminary recommendations by the DC2RVA 

Project team for whether the Richmond-area station location option should be carried forward 

or eliminated as part of the screening process. Based on evaluation of the four station locations, 

and input from the City of Richmond, Henrico County, and others, the DC2RVA Project team 

recommended that following station locations be carried forward into the Draft EIS for detailed 

side-by-side evaluation: 

 Single Station Options 

- Staples Mill Road Station Only (via A-Line) 

- Boulevard Station, A-Line (via A-Line 

- Boulevard Station, S-Line (via S-Line) 

- Broad Street Station Only (via A-Line) 

- Main Street Station Only (via S-Line) 

 Two-Station Options 

- Staples Mill Road/Main Street Stations 

 Full Service (via S-Line) 

 Split Service (via A-Line) 

 Shared Service (via A-Line and S-Line) 

TABLE 3.7-3: TWO-STATION OPTION EVALUATION AND PRELIMINARY RECOMMENDATION 

Station 

Option 

Pure 

Running 

Time 

(MM:SS) 

Time 

Differential 

(MM:SS) 

Time 

Between 

Stops 

(MM:SS) 

Miles 

Between 

Stops 

Comments Preliminary 

Recommendation 

Staples Mill 

Road and 

Main Street 

21:42 00:00 09:36 7.5 Distance between 

stations ~7.5 miles, 

similar to distance 

between Union 

Station in 

Washington, D.C. 

and Alexandria 

Station, VA 

Full Service Option, 

Long Distance & 

Norfolk trains use SLine: Carried forward 

for detailed analysis 

 Split Service Option, 

Long Distance & 

Norfolk trains use ALine: Carried forward 

for detailed analysis 

 Shared Service 

Option, Long 

Distance & Norfolk 

Trains use either SLine or A-Line: 

Carried forward for 

detailed analysis 
ESTIMATED PURE RUNNING TIMES FOR PASSENGER TRAINS 

D.C. to Richmond Southeast High Speed Rail 3-42 Operations Modeling Technical Report 

TABLE 3.7-3: TWO-STATION OPTION EVALUATION AND PRELIMINARY RECOMMENDATION 

Station 

Option 

Pure 

Running 

Time 

(MM:SS) 

Time 

Differential 

(MM:SS) 

Time 

Between 

Stops 

(MM:SS) 

Miles 

Between 

Stops 

Comments Preliminary 

Recommendation 

Boulevard 

and Main 

Street (via 

S-Line) 

21:46 00:04 06:42 3.9 Close proximity of 

stations does not 

provide adequate 

choice for regional 

riders, adversely 

affects efficiency of 

train operations, and 

reduces fuel efficiency 

Dismissed 

Staples Mill 

Road and 

Boulevard 

(via S-Line) 

22:11 00:29 04:54 4.0 Close proximity of 

stations does not 

provide adequate 

choice for regional 

riders, adversely 

affects efficiency of 

train operations, and 

reduces fuel efficiency 

Dismissed 

Staples Mill 

Road and 

Boulevard 

(via A-Line) 

23:07 01:25 04:42 3.8 Close proximity of 

stations does not 

provide adequate 

choice for regional 

riders, adversely 

affects efficiency of 

train operations, and 

reduces fuel efficiency 

Dismissed 

Staples Mill 

and Broad 

Street (via 

A-Line and 

East Acca 

bypass) 

24:27 02:45 07:30 4.8 Close proximity of 

stations does not 

provide adequate 

choice for regional 

riders, adversely 

affects efficiency of 

train operations, and 

reduces fuel efficiency 

Dismissed 

Staples Mill 

Road and 

Broad 

Street (via 

A-Line and 

West Acca 

bypass) 

25:08 03:26 07:54 4.7 Close proximity of 

stations does not 

provide adequate 

choice for regional 

riders, adversely 

affects efficiency of 

train operations, and 

reduces fuel efficiency 

Dismissed 

Main Street 

and Broad 

Street (via 

S-Line) 

26:15 04:33 08:00 4.0 Close proximity of 

stations does not 

provide adequate 

choice for regional 

riders, adversely 

affects efficiency of 

train operations, and 

reduces fuel efficiency 

Dismissed 
ESTIMATED PURE RUNNING TIMES FOR PASSENGER TRAINS 

D.C. to Richmond Southeast High Speed Rail 3-43 Operations Modeling Technical Report 

3.8 TPC ESTIMATES FOR PROPOSED CURVE AND 

INFRASTRUCTURE IMPROVEMENTS ELIMINATED DURING 

SCREENING 

3.8.1 Running Time Estimates and Curve Analysis Following August 2015 FRA 

Review 

The DC2RVA engineering and operating teams held a Northern Virginia Working Group 

meeting and Central Virginia Working Group meeting with the Federal Railroad 

Administration (FRA) on August 13, 2015 to review the proposed DC2RVA Project Improved 

Speed alignment for the DC2RVA corridor between RO (Arlington), Virginia, and Greendale 

(Richmond), Virginia. 

During the meetings, a request by the FRA was made to review the curves in the Northern 

Virginia section of the corridor and identify curves as potential candidates for full or partial 

straightening to improve operating speeds. The DC2RVA operations and engineering teams 

met on August 24, 2015, and identified nine curves that could be reassessed for improved 

operating performance and right-of-way impacts associated with improving curves at those 

locations. 

The engineering and operations team examined each of the curves and determined that the 

potential running time savings from an increased operating speed through the curves would be 

minimal and not sufficient enough to justify the right-of-way impacts that would occur as a 

result of the curve realignments at those locations. 

Table 3.8-1 details the location of these curves, and a summary of the right-of-way (ROW) 

impacts and potential time savings for passenger trains. 

TABLE 3.8-1: AUGUST 2015 NORTHERN VIRGINIA CURVE RE-ANALYSIS 

Location Curve # Deg. 

Begin 

MP 

End 

MP 

Planned 

Improved 

Speed 

Potential 

New 

Speed 

ROW 

impact Comments 

Four Mile 

Run 52N 2 107.77 107.40 75 80 Yes 

Cannot flatten curve to 

achieve 80 mph. Flatter curve 

would require tangent below 

minimum curves and ROW 

impacts 

Slaters Lane 50N 2 106.90 106.52 75 90 Yes 

ROW impacts: buildings, 

trails, and parallel roadway 

Seminary 47N 2 103.22 102.65 75 80 Yes 

Cannot flatten curve to 

achieve 80 mph. Flatter curve 

would require tangent below 

minimum curves and ROW 

impacts 

Newington/ 

Pohick 40N 2 95.30 94.74 75 90 Yes 

Significant ROW impact; 

several businesses and grade 

crossings 
ESTIMATED PURE RUNNING TIMES FOR PASSENGER TRAINS 

D.C. to Richmond Southeast High Speed Rail 3-44 Operations Modeling Technical Report 

TABLE 3.8-1: AUGUST 2015 NORTHERN VIRGINIA CURVE RE-ANALYSIS 

Location Curve # Deg. 

Begin 

MP 

End 

MP 

Planned 

Improved 

Speed 

Potential 

New 

Speed 

ROW 

impact Comments 

Aquia 18N 1 70.59 69.99 80 90 No 

Preceding and following track 

geometry limits MAS to 80 

mph 

Courthouse 

Road 17N 1 69.71 69.34 80 90 No 

Preceding and following track 

geometry limits MAS to 80 

mph 

Mt. Hope 

Church 15N 2 67.87 67.38 70 80 Yes 

ROW impact for roadbed; 

VRE station platform impact 

Ross 14N 2 67.06 66.69 75 90 Yes 

Significant ROW impact on 

private property 

Daffan 12N 2 64.98 64.43 75 90 Yes 

Significant ROW impact on 

private property 

Note: Curve degree represents the rounded degree of curve for the Planned Improved Speed option 

Southbound Running Time Saving if All 9 Curves are Modified for Potential New Speed 36 Seconds 

Northbound Running Time Saving if All 9 Curves are Modified for Potential New Speed 47 Seconds 

A summary of the TPC running time estimates and an assessment of right-of-way impacts 

appear below. 

3.8.1.1 Running Times Estimates for 9 Curves 

Pure running time estimates were made using the TPC feature of the RTC operations simulation 

model. Running times estimated were made for trains operating on the DC2RVA corridor main 

track between CP Virginia in Washington, D.C. and the Greendale interlocking in Richmond, 

Virginia. The estimates incorporated the revised curve alignments and potential new speeds at 

the nine locations listed in Table 3.8-1 above. 

Trains were simulated operating over the realigned curve segments as well as the existing 

alignment to provide a baseline comparison of changes in passenger train running times with 

the proposed alignment. Note that these running times are not actual schedule times that 

would be contained in a timetable, as they do not include station dwell time, recovery time, and 

schedule adjustments for train congestion or seasonal weather conditions, nor do they 

necessarily reflect contractual on-time performance agreements between the operator, owner, 

and host railroads at present or that might exist in the future. 

This comparison uses the infrastructure alignments, train type, and direction of travel as the 

independent variables; the pure running time is the sole dependent variable. To control for the 

effects of the different independent variables, separate estimates were made for each 

combination of independent variable, as follows: 

1. Infrastructure Alignments: 

a) Existing conditions (Base). 
ESTIMATED PURE RUNNING TIMES FOR PASSENGER TRAINS 

D.C. to Richmond Southeast High Speed Rail 3-45 Operations Modeling Technical Report 

b) Flattened curve alignments outside of the CSXT right of way. 

2. Curve Unbalance: Runs were made with passenger trains operating at 4-inch 

unbalance. 

3. Train Type: Runs were made with the following train types: 

a) Northeast Regional (Virginia) train consist (one P42 locomotive, 8 coaches, 684 

feet, 518 tons). 

The following assumptions and inputs were used in creating and running the models: 

1. Curve speeds and curve locations were provided by the DC2RVA Engineering team. 

2. Station stops were made at Alexandria, Woodbridge, Fredericksburg, Ashland, and 

Staples Mill Road. 

3. Northbound and southbound runs were recorded. 

4. A one-second dwell time was used for modeling all station stops. 

5. No recovery time was added to any of the schedules. 

6. Existing permanent speed restrictions, i.e., civil speeds not strictly related to 

curvature (e.g., Ashland and Doswell were retained in the cases). 

Modeling results are detailed in Table 3.8-2. 

TABLE 3.8-2: AUGUST 2015 NORTHERN VIRGINIA CURVE REANALYSIS TPC RESULTS 

(VIRGINIA-GREENDALE) 

Alignment 

Southbound 

Running Time Alignment Notes 

Northbound 

Running Time 

Alignment 

Notes 

Improved Speed 90 01:34:34 

Improved Speed alignment 

with 90 mph MAS, 4-inch 

unbalance only 01:33:35 

Improved Speed 

alignment with 90 

mph MAS, 4-inch 

unbalance only 

Improved Speed 01:34:09 

Improved Speed alignment 

with 90 mph MAS, 4-inch 

unbalance only, and 9 curves 

set to 80/90 mph, 4-inch 

unbalance only 01:32:48 

Improved Speed 

alignment with 90 

mph MAS, 4-inch 

unbalance only, 

and 9 curves set to 

80/90 mph, 4-inch 

unbalance only 

Variance 

(hh:mm:ss) - 00:00:36 - 00:00:47 n/a 

Key finding: A Northeast Regional (Virginia) passenger train operating over the Improved 

Speed alignment with revised curve alignments at the nine locations identified in Table 3.8-1 

experiences a reduction in running time of 36 seconds southbound and 47 seconds northbound 

compared to the Improved Speed alignment. 
ESTIMATED PURE RUNNING TIMES FOR PASSENGER TRAINS 

D.C. to Richmond Southeast High Speed Rail 3-46 Operations Modeling Technical Report 

3.8.1.2 Right-of-Way Impacts 

A description of the right-of-way impacts associated with straightening each of the nine curves 

appears below. 

Curve 52N: At Curve 52N (see Figure 3.8-1), the Improved Speed option track speed for 

passenger trains is 75 mph. Curve straightening to increase speed above 75 mph would violate 

the host railroad’s minimum tangent length criteria between curves, impact properties adjacent 

to the right-of-way, and would yield a minimum improvement in trip time. For these reasons, 

Curve 52N is not feasible to flatten to achieve an 80-mph operating speed. 

FIGURE 3.8-1: CURVE 52N 

Curve 50N: Curve 50N (see Figure 3.8-2) has an Improved Speed option track speed for 

passenger trains of 75 mph, but was analyzed for a Maximum Speed option track speed of 90 

mph. The curve straightening solution to increase speed above 75 mph would result in impacts 

to parallel roadways, trails, and businesses adjacent to the rail line, and would yield a minimum 

improvement in trip time. For these reasons, Curve 50N is not feasible to flatten to achieve 80- 

or 90-mph operating speeds. 

FIGURE 3.8-2: CURVE 50N 
ESTIMATED PURE RUNNING TIMES FOR PASSENGER TRAINS 

D.C. to Richmond Southeast High Speed Rail 3-47 Operations Modeling Technical Report 

Curve 47N: Curve 47N (see Figure 3.8-3) has an Improved Speed option track speed for 

passenger trains of 75 mph. Curve straightening to increase speed above 75 mph would violate 

the host railroad’s minimum tangent length criteria between curves, impact properties adjacent 

to the right-of-way if property were to be acquired from Cameron Run Regional Park, and 

would yield a minimum improvement in trip time. For these reasons, Curve 47N is not feasible 

to flatten to achieve 80- or 90-mph operating speeds. 

FIGURE 3.8-3: CURVE 47N 

Curve 40N: Curve 40N (see Figure 3.8-4) has an Improved Speed option track speed for 

passenger trains of 75 mph, but was analyzed for a Maximum Speed option of 90 mph. The 

curve straightening solution to increase speed above 75 mph would result in significant impacts 

to businesses adjacent to the right-of-way, and would yield a minimum improvement in trip 

time. Additionally, new grade separations would be required for Backlick Road (a two-lane 

road) and the Fairfax County Parkway/Route 286 (a four-lane road). For these reasons, Curve 

40N is not feasible to flatten to achieve 80- or 90-mph operating speeds. 

FIGURE 3.8-4: CURVE 40N 
ESTIMATED PURE RUNNING TIMES FOR PASSENGER TRAINS 

D.C. to Richmond Southeast High Speed Rail 3-48 Operations Modeling Technical Report 

Curve 18N: Curve 18N (see Figure 3.8-5) has an Improved Speed option track speed for 

passenger trains of 80 mph, but was analyzed for a Maximum Speed option of 90 mph. The 

curve straightening solution to increase speed above 80 mph would result in right-of-way 

impacts, and would yield a minimum improvement in trip time; however, track speed cannot 

exceed 80 mph owing to the preceding and following track geometry adjacent to this curve. For 

these reasons, Curve 18N is not feasible to flatten to achieve a 90-mph operating speed. 

Curve 17N: Curve 17N (see Figure 3.8-5) has an Improved Speed option track speed for 

passenger trains of 80 mph, but was analyzed for a Maximum Speed option speed of 90 mph. 

Despite no apparent right-of-way impact, track speed cannot exceed 80 mph owing to the 

preceding and following track geometry adjacent to this curve, and would yield a minimum 

improvement in trip time. For these reasons, Curve 17N is not feasible to flatten to achieve a 90-

mph operating speed. 

FIGURE 3.8-5: CURVES 18N AND 17N 

Curve 15N: Curve 15N (see Figure 3.8-6) has an Improved Speed option track speed for 

passenger trains of 70 mph, but was analyzed for a higher operating speed of 80 mph. The 

curve straightening solution to increase speed above 70 mph would result in impacts for 

roadbed, as well as impacts to the VRE commuter rail station platform at Brooke, and would 

yield a minimum improvement in trip time. For these reasons, Curve 15N is not feasible to 

flatten to achieve 80- or 90-mph operating speeds. 
ESTIMATED PURE RUNNING TIMES FOR PASSENGER TRAINS 

D.C. to Richmond Southeast High Speed Rail 3-49 Operations Modeling Technical Report 

FIGURE 3.8-6: CURVE 15N 

Curve 14N: Curve 14N (see Figure 3.8-7) has an Improved Speed option track speed for 

passenger trains of 75 mph, but was analyzed for a Maximum Speed option track speed of 90 

mph. The curve straightening solution to increase speed above 75 mph would result in 

significant impacts to properties adjacent to the right-of-way, and would yield a minimum 

improvement in trip time. For these reasons, Curve 14N is not feasible to flatten to achieve a 90-

mph operating speed. 

FIGURE 3.8-7: CURVE 14N 

Curve 12N: Curve 12N (see Figure 3.8-8) has an Improved Speed option track speed for 

passenger trains of 75 mph, but was analyzed for a Maximum Speed option speed of 90 mph. 

The curve straightening solution to increase speed above 75 mph would result in significant 

impacts to properties adjacent to the right-of-way, and would yield a minimum improvement in 

trip time. For these reasons, Curve 12N is not feasible to flatten to achieve a 90-mph operating 

speed. 
ESTIMATED PURE RUNNING TIMES FOR PASSENGER TRAINS 

D.C. to Richmond Southeast High Speed Rail 3-50 Operations Modeling Technical Report 

FIGURE 3.8-8: CURVE 12N 

3.8.2 Running Time Estimates and Curve Analysis Following April 2016 

Engineering/Operations Track Schematic Review 

The DC2RVA engineering and operating teams performed a second analysis of potential curves 

that could be straightened to achieve higher operating speeds as part of a review of DC2RVA 

corridor track schematics and operating speeds for the Northern and Central Virginia segments 

of the corridor. This analysis was performed during April 2016. During the review, the teams 

identified seven curves that could be reassessed for improved operating performance and rightof-way impacts associated with improving curves at those locations. 

The engineering and operations team examined each of the curves and determined that the 

potential running time savings from an increased operating speed through the curves would be 

minimal and not sufficient enough to justify the right-of-way impacts that would occur as a 

result of the curve realignments at those locations. 

Table 3.8-3 details the location of these curves, and a summary of the right-of-way (ROW) 

impacts and potential time savings for passenger trains. 

TABLE 3.8-3: APRIL 2016 DC2RVA ENGINEERING/OPERATIONS CURVE REANALYSIS 

Location Curve # Deg. 

Begin 

MP 

End 

MP 

Planned 

Improved 

Speed 

Potential 

New 

Speed 

ROW 

Impact Comments 

Widewater/

Arkendale 21N 1 75.87 75.45 85 90 Yes ROW impact 

Widewater/

Arkendale 19N 1 73.32 72.80 80 90 Yes 

ROW impact onto 

parallel road 
ESTIMATED PURE RUNNING TIMES FOR PASSENGER TRAINS 

D.C. to Richmond Southeast High Speed Rail 3-51 Operations Modeling Technical Report 

TABLE 3.8-3: APRIL 2016 DC2RVA ENGINEERING/OPERATIONS CURVE REANALYSIS 

Location Curve # Deg. 

Begin 

MP 

End 

MP 

Planned 

Improved 

Speed 

Potential 

New 

Speed 

ROW 

Impact Comments 

Brooke 16N 2 68.49 67.97 70 75 Yes 

Cannot be 

redesigned for 75 

mph; requires too 

short of a tangent 

between adjacent 

curves; will cause 

ROW impacts and 

will impact VRE 

station platform 

Mt. Hope 

Church 15N 2 67.87 67.37 70 75 Yes 

Cannot be 

redesigned for 75 

mph; shortens 

tangent to VRE 

station; will cause 

ROW impacts 

Hamilton 4N 2 56.78 56.46 70 75 Yes ROW impact 

Hamilton 3N 2 55.59 54.79 70 75 Yes ROW impact 

Penola 15C 1 33.82 32.90 70 75 

Note: Curve degree represents the rounded degree of curve for the Planned Improved Speed 

option 

Southbound Running Time Saving if All 7 Curves are Modified for Potential New Speed 23 Seconds 

Northbound Running Time Saving if All 7 Curves are Modified for Potential New Speed 24 Seconds 

A summary of the TPC running time estimates and an assessment of impacts appear below. 

3.8.2.1 Running Times Estimates for Seven Curves 

Pure running time estimates were made using the TPC feature of the RTC operations simulation 

model. Running times estimated were made for trains operating on the DC2RVA corridor main 

track between CP RO in Arlington, Virginia and the Greendale interlocking in Richmond, 

Virginia. The estimates incorporated the revised curve alignments and resulting higher 

operating speeds at the seven locations listed in Table 28 above. 

Trains were simulated operating over the realigned curve segments as well as the existing 

alignment to provide a baseline comparison of changes in passenger train running times with 

the proposed alignment. Note that these running times are not actual schedule times that 

would be contained in a timetable, as they do not include station dwell time, recovery time, and 

schedule adjustments for train congestion or seasonal weather conditions, nor do they 

necessarily reflect contractual on-time performance agreements between the operator, owner, 

and host railroads at present or that might exist in the future. 

This comparison uses the infrastructure alignments, train type, and direction of travel as the 

independent variables; the pure running time is the sole dependent variable. To control for the 
ESTIMATED PURE RUNNING TIMES FOR PASSENGER TRAINS 

D.C. to Richmond Southeast High Speed Rail 3-52 Operations Modeling Technical Report 

effects of the different independent variables, separate estimates were made for each 

combination of independent variable, as follows: 

1. Infrastructure Alignments: 

a) Existing conditions (Base). 

b) Flattened curve alignments outside of the CSXT right of way. 

2. Curve Unbalance: Runs were made with passenger trains operating at 4-inch 

unbalance. 

3. Train Type: Runs were made with the following train types: 

a) Proposed Interstate Corridor (SEHSR) train consist (2 HSP46 locomotives, 10 

coaches). 

The following assumptions and inputs were used in creating and running the models: 

1. Curve speeds and curve locations were provided by the DC2RVA Engineering team. 

2. Existing station stop patterns were used (detail below). 

3. Northbound and southbound runs were recorded. 

4. A one-second dwell time was used for modeling all station stops. 

5. No recovery time was added to any of the schedules. 

6. Existing permanent speed restrictions, i.e., civil speeds not strictly related to 

curvature (e.g., Ashland, Doswell, and Fredericksburg) were retained in the cases. 

Modeling results are detailed in Table 3.8-4. 

TABLE 3.8-4: APRIL 2016 NORTHERN AND CENTRAL VIRGINIA CURVE REANALYSIS TPC 

RESULTS (VIRGINIA-GREENDALE) 

Curve # 

Improved Speed 

Alignment 

(mph) 

Potential New 

Speed (mph) 

Southbound 

Running Time 

Savings (seconds) 

Northbound Running 

Times Savings 

(seconds) 

21N 85 90 1 1 

19N 80 90 7 7 

16N 70 75 2 3 

15N 70 75 2 3 

4N 70 75 1 2 

3N 70 75 3 3 

15C 70 75 7 5 

Total Time 

Savings 

(seconds) 23 24 

Key finding: An Interstate Corridor (SEHSR) passenger train operating over the revised curve 

alignment experiences a reduction in running time of 23 seconds southbound and 24 seconds 
ESTIMATED PURE RUNNING TIMES FOR PASSENGER TRAINS 

D.C. to Richmond Southeast High Speed Rail 3-53 Operations Modeling Technical Report 

northbound compared to the Improved Speed alignment, but none of the proposed curve 

realignments were determined to be feasible to flatten to achieve the potential higher operating 

speed. 

3.8.2.2 Right-of-Way Impacts 

A description of the right-of-way and environmental impacts associated with straightening each 

of the seven curves is below. 

Curve 21N: Curve 21N (see Figure 3.8-9) has an Improved Speed option track speed for 

passenger trains of 85 mph, but was analyzed for a Maximum Speed option track speed of 90 

mph. The curve straightening solution to increase speed to 90 mph would require land 

acquisition outside of the right-of-way, resulting in impacts to property adjacent to the right-ofway, and would yield a minimum (1 second) improvement in trip time. For these reasons, 

Curve 21N is not feasible to flatten to achieve a 90-mph operating speed. 

FIGURE 3.8-9: CURVE 21N 

Curve 19N: Curve 19N (see Figure 3.8-10) has an Improved Speed option track speed for 

passenger trains of 80 mph, but was analyzed for a Maximum Speed option track speed of 90 

mph. The curve straightening solution to increase speed to 90 mph would result in impacts to 

parallel roadways, and would yield a minimum (7 seconds) improvement in trip time. For these 

reasons, Curve 19N is not feasible to flatten to achieve a 90-mph operating speed. 
ESTIMATED PURE RUNNING TIMES FOR PASSENGER TRAINS 

D.C. to Richmond Southeast High Speed Rail 3-54 Operations Modeling Technical Report 

FIGURE 3.8-10: CURVE 19N 

Curve 16N: Curve 16N (see Figure 3.8-11) has an Improved Speed option track speed for 

passenger trains of 70 mph, but was analyzed for a slight realignment at a 70 mph speed, as this 

curve cannot be designed for 75 mph. This curve straightening solution would create too short 

of a tangent between the south end of Curve 16N and the north end of Curve 15N, which would 

violate the host railroad’s minimum tangent length criteria between curves, would impact land 

adjacent to the right-of-way, and would yield a minimum (2 to 3 seconds) improvement in trip 

time. Additionally, it would also interfere with the VRE commuter rail station platform at 

Brooke, which is about to be lengthened as part of a VRE platform improvement project. For 

these reasons, Curve 16N is not feasible to flatten to achieve higher operating speeds. 

Curve 15N: Curve 15N (see Figure 3.8-11) has an Improved Speed option track speed for 

passenger trains of 70 mph, but was analyzed for a higher operating speed of 75 mph. This 

curve straightening solution to increase speed above 70 mph would create too short of a tangent 

between the north end of Curve 15N and the south end of Curve 16N, which would violate the 

CSXT’s minimum tangent length criteria between curves, as well as impact adjacent properties, 

and yield a minimum (2 to 3 seconds) improvement in trip time. Additionally, it would also 

interfere with the VRE commuter rail station platform at Brooke, which is about to be 

lengthened as part of a VRE platform improvement project. For these reasons, Curve 15N is not 

feasible to flatten to achieve a 75-mph operating speed. 
ESTIMATED PURE RUNNING TIMES FOR PASSENGER TRAINS 

D.C. to Richmond Southeast High Speed Rail 3-55 Operations Modeling Technical Report 

FIGURE 3.8-11: CURVES 16N AND 15N 

Curve 4N: Curve 4N (see Figure 3.8-12) has an Improved Speed option track speed for 

passenger trains of 70 mph, but was analyzed for a higher operating speed of 75 mph. There is a 

potential right-of-way impact associated with this curve straightening solution, and curve 

straightening to increase speed above 70 mph would yield a minimum (1 to 2 seconds) 

improvement in trip time. For these reasons, Curve 4N is not feasible to flatten to achieve a 75-

mph operating speed. 

FIGURE 3.8-12: CURVE 4N 
ESTIMATED PURE RUNNING TIMES FOR PASSENGER TRAINS 

D.C. to Richmond Southeast High Speed Rail 3-56 Operations Modeling Technical Report 

Curve 3N: Curve 3N (see Figure 3.8-13) has an Improved Speed option track speed for 

passenger trains of 70 mph, but was analyzed for a higher operating speed of 75 mph. This 

curve straightening solution to increase speed above 70 mph would result in right-of-way 

impacts to adjacent properties located within the Fredericksburg Battlefield of the National Park 

Service, and would yield a minimum (3 seconds) improvement in trip time. For these reasons, 

Curve 3N is not feasible to flatten to achieve a 75-mph operating speed. 

 

FIGURE 3.8-13: CURVE 3N 

3.8.3 Estimated Time Savings from a Flyover at Doswell 

At Doswell, the single-track Buckingham Branch Railroad crosses the two track CSXT mainline 

in an east-west direction at-grade in a double diamond configuration. Passenger trains using the 

CSXT tracks slow to approximately 60 mph or less to cross through the diamond. The BBRR 

maintains a rail yard in the northwest quadrant of the rail crossing, with rail served industrial 

properties north of the rail yard and in the southwest quadrant. The northeast quadrant is 

occupied by the Doswell Historic District. Immediately to the east of the CSXT mainline is the I95 interstate corridor. The BBRR passes under I-95. (Additional detail on the CSXT RF&P 

Subdivision through Doswell and the BBRR is provided in Chapter 3 of Appendix A.) Early in 

the conceptual design process of the Project, DRPT considered various options to eliminate this 

at-grade double-track diamond crossing, specifically the potential for grade separating the rail 

crossing with a flyover. The BBRR is constrained by the I-95 overpass to the east and the need to 

maintain surface access to their yard and customers on the west of the CSXT mainline, and was 

therefore dismissed by DRPT from consideration for a flyover. 

On July 30, 2015, the DC2RVA operations and engineering teams assessed the potential 

engineering requirements and operational benefits of replacing the 60-mph at-grade diamond 
ESTIMATED PURE RUNNING TIMES FOR PASSENGER TRAINS 

D.C. to Richmond Southeast High Speed Rail 3-57 Operations Modeling Technical Report 

crossing of the CSXT RF&P Subdivision and the Buckingham Branch Railroad (BBRR) with a 90-

mph flyover that would carry passenger trains on the RF&P Subdivision over the Buckingham 

Branch. (See Figure 3.8-14 for the existing track configuration.) Estimates were calculated for 

existing Northeast Regional trains (one P42 locomotive, 8 coaches) traveling between Arlington 

and Greendale. 

FIGURE 3.8-14: EXISTING CSXT-BBRR AT-GRADE CROSSING AT DOSWELL 

The proposed flyover bridge would be able to accommodate 90-mph passenger train speeds, 

eliminating the need for passenger trains to slow to 60 mph to cross the existing diamond as 

well as the potential for passenger train delays caused by BBRR trains crossing the diamond. 

The running time calculations estimated that a passenger train flyover at Doswell would create 

a potential running time savings of 22 seconds. Figure 3.8-15 shows the track schematic used for 

this analysis. 

Subsequent to the development of these findings, DRPT dismissed the concept of taking the 

CSXT main line, including a potential third track, up and over the BBRR. A two- or three-track 

structure carrying passenger and freight trains over the BBRR would necessarily extend for 
ESTIMATED PURE RUNNING TIMES FOR PASSENGER TRAINS 

D.C. to Richmond Southeast High Speed Rail 3-58 Operations Modeling Technical Report 

several miles to provide an adequate grade, and would either encroach onto the BBRR rail yard 

and/or the Doswell Historic District. DRPT also considered the potential for constructing a 

single-track flyover on the east side of the CSXT mainline to serve as a passenger train only 

track, allowing intercity passenger trains to pass through the rail crossing without slowing 

down. However, the time-savings of allowing passenger trains to proceed over the BBRR at 90 

mph versus slowing to cross the diamond would be minimal (22 seconds). After considering the 

minimal reduction in travel time against the potential infrastructure costs and impacts, DRPT 

determined the concept of grade-separating the CSXT and BBRR rail crossing was not 

reasonable and would not be evaluated further. 
ESTIMATED PURE RUNNING TIMES FOR PASSENGER TRAINS 

D.C. to Richmond Southeast High Speed Rail 3-59 Operations Modeling Technical Report 

FIGURE 3.8-15: PROPOSED DOSWELL FLYOVER SCHEMATIC
ESTIMATED PURE RUNNING TIMES FOR PASSENGER TRAINS 

D.C. to Richmond Southeast High Speed Rail 3-60 Operations Modeling Technical Report 

3.9 TRAIN PERFORMANCE COMPARISON WITH ONE LOCOMOTIVE 

OR TWO LOCOMOTIVES IN SEHSR CONSISTS 

On August 26, 2015, the DC2RVA operations modeling team performed pure running times 

estimates on the DC2RVA main track between CP Virginia in Washington, D.C. and the Amtrak 

Staples Mills Road station in Richmond, Virginia, incorporating two different consist makeups 

for Northeast Regional (SEHSR) trains: 

1. One P-42 locomotive and eight cars 

2. Two P-42 locomotives and eight cars 

The purpose of this exercise is to assist in the decision-making process for the selection of a 

preferred train consist for future Northeast Regional (SEHSR) and Interstate Corridor (SEHSR) 

trains for the DC2RVA Project. 

The estimates were made using the TPC feature of the RTC operations simulation model. Note 

that these running times are not actual schedule times that would be contained in a timetable, 

as they do not include station dwell time, recovery time, and schedule adjustments for train 

congestion or seasonal weather conditions, nor do they necessarily reflect contractual on-time 

performance agreements between the operator, owner, and host railroads at present or that 

might exist in the future. 

This comparison used the infrastructure alignments, train type, and direction of travel as the 

independent variables; the pure running time is the sole dependent variable. To control for the 

effects of the different independent variables, separate estimates were made for each 

combination of independent variable, as follows: 

1. Infrastructure Alignment: 

a) Existing Conditions (Base). 

b) Improved Speed alignment (“Opt”): Operate all segment speeds up to 90 mph to 

the extent they can be accomplished within the existing right-of-way, with the 

exception of mileposts 53.53 to 69.38 and 90.16 into Washington Union Station, 

where segment speeds were designed to achieve 80 mph. 

2. Curve Unbalance: Runs were made with passenger trains operating at 4-inch 

unbalance. An accompanying spreadsheet has a tab feature allowing the viewer to 

review speeds for each run for 3-inch and 5-inch unbalance scenarios as well. 

3. Train Type: Runs were made with the following train types: 

a) An 8-car train consist with one locomotive 

b) An 8-car train consist with two locomotives 

The following assumptions and inputs were used in creating and running the models: 

1. Curve speeds and curve locations were provided by the DC2RVA Engineering team. 

2. In the constrained alignment scenario, if a train consist could only accelerate on a 

tangent section to or just above 80 mph, before commencing braking for a 

subsequent curve or permanent speed restriction, a maximum design speed of 80 

mph was designated for that section of tangent track to keep it within the FRA Class 

4 standard. 
ESTIMATED PURE RUNNING TIMES FOR PASSENGER TRAINS 

D.C. to Richmond Southeast High Speed Rail 3-61 Operations Modeling Technical Report 

3. Northbound and southbound runs were recorded. 

4. Station stop patterns reflect proposed Virginia High Speed services. 

5. A one-second dwell time was used for modeling all station stops. 

6. No recovery time was added to any of the schedules. 

7. Existing permanent speed restrictions, i.e., civil speeds not strictly related to 

curvature (e.g., Ashland and Doswell) were retained in the cases. 

Key findings (4-inch unbalance, optimized track alignment): 

The addition of a second locomotive reduced the running time of a Northeast Regional (SEHSR) 

passenger train operating between CP Virginia and Staples Mill by the following amount: 

 Southbound: 3 minutes, 25 seconds 

 Northbound: 2 minutes, 58 seconds 

3.10 PRIOR ESTIMATES OF PASSENGER-TRAIN RUNNING TIME ON 

DC2RVA MAIN TRACK ALIGNMENT ALTERNATIVES AND CURVE 

UNBALANCE 

On August 7, 2015, the DC2RVA operations modeling team summarized the results of 

passenger-train pure running time estimates on the DC2RVA main track between Washington 

(D.C.) Union Station and the existing station at Staples Mills Road in Richmond, Virginia, under 

various main track alignment and unbalance alternatives. The results are presented in Table 

3.10-1 below. 

These estimates were made using the TPC feature of RTC operations simulation model. The 

purpose of these estimates was to assist in the decision-making process for infrastructure 

alignment selection. Passenger trains were simulated operating over two proposed alignments 

as well as the existing alignment to provide a base-line comparison of reductions in passengertrain-running time, if any. Note that these running times are not actual schedule times that 

would be contained in a timetable, as they do not include station dwell time, recovery time, and 

schedule adjustments for train congestion or seasonal weather conditions, nor do they 

necessarily reflect contractual on-time performance agreements between the operator, owner, 

and host railroads at present or that might exist in the future. 

Estimates were calculated for the three initial alignment options developed to represent the 

range of potential Additional Alternative alignments along the DC2RVA corridor. (Details 

about these alignment options can be found in Chapters 5 and 6 of the Alternatives Technical 

Report.) 

This comparison used the infrastructure alignments, train type, and direction of travel as the 

independent variables; the pure running time is the sole dependent variable. To control for the 

effects of the different independent variables, separate estimates were made for each 

combination of independent variable, as follows: 

1. Infrastructure Alignment: 

a) Existing Speed Alignment: Adds one new track to either side of the existing track 

while maintaining existing speed. 
ESTIMATED PURE RUNNING TIMES FOR PASSENGER TRAINS 

D.C. to Richmond Southeast High Speed Rail 3-62 Operations Modeling Technical Report 

b) Improved Speed Alignment (Constrained): Maximizes passenger train speed up 

to 90 mph, while keeping all tracks (new and reconfigured) within the limits of 

the existing right-of-way. 

c) Maximum Speed Alignment: Adds one new track and realigns existing track the 

maximum allowable speed of 90 mph unconstrained by existing right-of-way. 

d) Improved Speed Alignment (Hold Bridges/Tangents): Optimizes use of existing 

rail infrastructure while also seeking to achieve the maximum possible passenger 

train speed of 90 mph. This alignment maintains existing tangent (e.g., straight) 

tracks and continues to use the existing rail bridges and alignments over roads 

and waterways. 

2. Curve Unbalance: Runs were made with passenger trains operating at 3-inch, 4-

inch, and 5-inch unbalance. Maximum Curve speeds were adjusted for each 

unbalance. 

3. Train Type: Runs were made with the following train types: 

a) Long Distance. Existing Amtrak Long-Distance train consist of 2 P-42 

locomotives and 11 coaches. Station stops were made at Washington Union 

Station, Alexandria, and Richmond Staples Mill Road Station. 

b) Interstate Corridor (SEHSR). Existing Northeast Regional (Virginia) consist and 

the initial proposed Southeast High Speed Rail train consist of 1 P-42 locomotive 

and 8 coaches. Station stops were made at Washington Union Station, 

Alexandria, Fredericksburg, and Richmond Staples Mill Road Station. 

c) Northeast Regional (SEHSR). Existing Northeast Regional (Virginia) consist and 

the initial proposed Southeast High Speed Rail train consist of 1 P-42 locomotive 

and 8 coaches. Station stops were made at Washington Union Station, 

Alexandria, Woodbridge, Fredericksburg, Ashland, and Richmond Staples Mill 

Road Station. 

d) Northeast Regional (Virginia). Existing Northeast Regional (Virginia) consist of 1 

P-42 locomotive and 8 coaches. Station stops were made at Washington Union 

Station, Alexandria, Woodbridge, Quantico, Fredericksburg, Ashland, and 

Richmond Staples Mill Road Station. 

The following assumptions and inputs were used in creating and running the models: 

1. Curve speeds and curve locations were provided by the DC2RVA Engineering team. 

(These curves assessed at their original proposed alignment speeds, without 

considerations for additional flattening as described in Section 3.8.) 

2. In the constrained alignment scenario, if a train consist could only accelerate on a 

tangent section to or just above 80 mph, before commencing braking for a 

subsequent curve or permanent speed restriction, a maximum design speed of 80 

mph was designated for that section of tangent track to keep it within the FRA Class 

4 standard. 

3. For each type of service, existing station stop patterns were used (detail on the 

spreadsheet). 

4. Northbound and southbound runs were recorded. 
ESTIMATED PURE RUNNING TIMES FOR PASSENGER TRAINS 

D.C. to Richmond Southeast High Speed Rail 3-63 Operations Modeling Technical Report 

5. Station stop patterns reflect existing Long Distance, Interstate Corridor (Carolinian), 

and Northeast Regional (Virginia) services and proposed Interstate Corridor 

(SEHSR) and Northeast Regional (SEHSR) services. 

6. A one-second dwell time was used for modeling all station stops. 

7. No recovery time was added to any of the schedules. 

8. Existing permanent speed restrictions not strictly related to curvature (e.g., Ashland, 

Doswell, and Fredericksburg) were retained in the cases. 

9. No proposed bypasses (e.g., Fredericksburg, Doswell, and Ashland) were included 

in the cases. 

TABLE 3.10-1: ESTIMATES OF PASSENGER-TRAIN PURE RUNNING TIME ON DC2RVA MAIN 

TRACK ALIGNMENT ALTERNATIVES AND CURVE UNBALANCE (HH:MM:SS) 

Unbalance Southbound 3” Unbalance Northbound 3” Unbalance 

Alignment 

Existing 

Speed 

Imp. 

Speed 

Max. 

Speed 

Imp. 

Speed 

(Hold 

B/T) 

Existing 

Speed 

Imp. 

Speed 

Max. 

Speed 

Imp. 

Speed 

(Hold 

B/T) 

Long Distance 1:51:34 1:33:59 1:27:45 1:34:54 1:52:58 1:35:22 1:28:15 1:35:09 

IC (SEHSR) 1:56:39 1:38:42 1:30:26 1:37:08 1:55:20 1:38:01 1:30:52 1:37:30 

REG (SEHSR) 1:55:34 1:38:33 1:33:04 1:39:41 1:57:03 1:39:55 1:32:46 1:39:20 

REG (VA) 1:56:40 1:39:48 1:34:12 1:40:49 1:57:56 1:41:51 1:34:52 1:41:16 

Unbalance Southbound 4” Unbalance Northbound 4” Unbalance 

Alignment 

Existing 

Speed 

Imp. 

Speed 

Max. 

Speed 

Imp. 

Speed 

(Hold 

B/T) 

Existing 

Speed 

Imp. 

Speed 

Max. 

Speed 

Imp. 

Speed 

(Hold 

B/T) 

Long Distance 1:51:31 1:29:06 1:22:58 1:29:24 1:52:58 1:30:31 1:23:20 1:29:48 

IC (SEHSR) 1:56:35 1:33:58 1:26:02 1:31:51 1:55:17 1:33:26 1:26:08 1:32:16 

REG (SEHSR) 1:55:29 1:34:03 1:28:58 1:34:39 1:56:59 1:35:20 1:28:04 1:34:07 

REG (VA) 1:56:36 1:35:24 1:30:05 1:35:44 1:57:53 1:37:28 1:30:31 1:36:15 

Unbalance Southbound 5” Unbalance Northbound 5” Unbalance 

Alignment 

Existing 

Speed 

Imp. 

Speed. 

Max. 

Speed 

Imp. 

Speed 

(Hold 

B/T) 

Existing 

Speed 

Imp. 

Speed 

Max. 

Speed 

Imp. 

Speed 

(Hold 

B/T) 

Long Distance 1:51:31 1:26:49 1:22:53 1:27:44 1:52:58 1:28:21 1:23:14 1:28:13 

IC (SEHSR) 1:56:35 1:31:53 1:25:55 1:30:24 1:55:17 1:31:16 1:26:08 1:30:43 

REG (SEHSR) 1:55:29 1:31:59 1:28:51 1:33:11 1:56:59 1:33:10 1:28:04 1:32:29 

REG (VA) 1:56:36 1:33:18 1:29:58 1:34:16 1:57:53 1:35:19 1:30:31 1:34:37 
ESTIMATED PURE RUNNING TIMES FOR PASSENGER TRAINS 

D.C. to Richmond Southeast High Speed Rail 3-64 Operations Modeling Technical Report 

As can be seen, pure running time improved from 3-inch to 4-inch unbalance, and further 

improvements in pure running time were achieved from 4-inch to 5-inch unbalance. For 

example, on the Improved Speed alignment, the pure running time of Regional (Virginia) trains 

improved by approximately 5 minutes, 5 seconds when unbalance was increased from 3 inches 

to 4 inches, and by approximately 1 minute, 28 seconds more when unbalance was increased 

from 4 inches to 5 inches. Chapter 6 of the Alternatives Technical Report (Appendix A of the 

Draft EIS) provides detailed descriptions of the screening results for the alignment options 

tested above, and the selection of alignment options within each segment of the DC2RVA 

corridor that were carried forward. 

 
D.C. to Richmond Southeast High Speed Rail 4-1 Operations Modeling Technical Report 

OPERATIONS ANALYSIS ESTIMATES 

4.1 INTRODUCTION AND BACKGROUND 

DRPT has conducted preliminary operations simulation modeling to estimate rail performance 

in the corridor and inform DRPT’s evaluation of alternatives. Operations simulation modeling 

is an iterative process that is ongoing, and additional operations simulation analyses will be 

conducted through the Final EIS and SDP phases of the Project. 

DRPT’s preliminary operations simulation modeling focused on the development of freight and 

passenger train operational metrics to enable stakeholders to evaluate whether suggested 

infrastructure is sufficient to meet the DC2RVA Project’s Purpose and Need, and specifically to 

meet intercity passenger train and freight train service performance goals established by the 

Passenger Rail Investment and Improvement Act of 2008 (PRIIA), also known as Public Law 110-

432, and published as the Metrics and Standards for Intercity Passenger Rail Service Under Section 

207 of the Passenger Rail Investment and Improvement Act of 2008, in the Federal Register on May 

12, 2010. PRIIA’s performance goals for intercity passenger trains are for all passenger trains to 

be on-time at each station and at corridor endpoints at least 90% of the time. On-time, as 

defined by PRIIA, means arriving at a station at the scheduled time or within a set “late 

tolerance” period following the scheduled time. The length of the late tolerance period varies by 

the type of intercity passenger service and the total distance between the train’s scheduled 

endpoints. PRIIA’s performance goal for freight service is for intercity passenger rail service to 

not materially delay the movement of freight. The performance of freight trains is compared for 

different alternatives by estimating future freight train delay and comparing against existing 

freight train performance. Freight train delay is measured as minutes of delay per train, per 100 

train-miles. This metric compares the simulated time a freight train took to cover its route 

inclusive of interactions with other trains, passenger and freight, compared to the time the 

freight train would have taken to cover its route had it encountered no delays en route. 

The operations simulation analyses evaluate a schedule of planned train movements 

(encompassing all intercity passenger, commuter, and freight trains moving through the 

corridor) in combination with a set of existing or proposed infrastructure. The results of the 

analyses estimate whether the combined schedule of operations and infrastructure performs 

sufficiently to meet the PRIIA goals. The operations simulation analyses include the proposed 

intercity passenger trains described in Section 2.2.9.1, as well as CSXT freight trains and VRE 

commuter trains. DRPT assumed the new DC2RVA service (18 additional intercity passenger 

trains per day) would be in place in 2025, and that no additional changes in intercity passenger 

trains would occur between 2025 and the horizon year of 2045. VRE commuter train frequencies 

were assumed to increase from 34 weekday trains in 2015 to a projected 38 weekday trains for the 

years 2025 through 2045. To forecast freight train growth from existing (2015) levels, CSXT 

provided freight volumes for the future years 2025 and 2045 using the U.S. DOT Freight Analysis 

4
OPERATIONS ANALYSIS ESTIMATES 

D.C. to Richmond Southeast High Speed Rail 4-2 Operations Modeling Technical Report 

Framework projected growth rates for rail. CSXT freight growth is independent of the DC2RVA 

Project and will occur by itself regardless of whether or not the DC2RVA Project is implemented. 

CSXT actual freight growth will be driven by market forces and may be greater or less than the 

projected growth rates. 

Intercity passenger train and freight train performance estimates from the different Build 

Alternatives simulated in 2025 are compared against performance estimates for a 2025 No Build 

Alternative consisting of the No Build infrastructure and service levels described in Sections 

2.2.5. 

DRPT has completed three preliminary phases of operations simulation modeling that assess 

the performance of trains operating in the DC2RVA corridor between Washington, D.C. and 

Centralia, VA. These three phases have assumed ideal operating conditions: that all tracks are 

fully operational, with no outages for maintenance, repairs, or other restrictions on operations. 

These preliminary operations simulations also apply an intercity passenger train schedule 

developed by DRPT to reduce travel time through the corridor to the maximum extent practical 

by assuming intercity passenger trains will operate at the maximum practical speed allowed by 

track design and geometry between station stops. The operations simulations incorporate VRE’s 

operating schedule, and projected movements of CSXT freight trains. The three preliminary 

phases of operations simulation modeling completed to date are: 

1. Preliminary Ashland and Fredericksburg Simulations Modeling - performed to estimate 

whether two main tracks through Ashland and/or Fredericksburg would be sufficient in 

the Build Alternative. See Section 4.2.

2. Additional Ashland Simulation Modeling - performed to estimate the operational 

impacts of 11 potential infrastructure and service options in the Ashland/Hanover area 

that, if proven operationally feasible, would not require the addition of a third main 

track through the Town of Ashland, VA. See Section 4.3.

3. Richmond Area Simulation Modeling - performed to compare passenger train and 

freight train operating performance among the Richmond‐area alternatives carried 

forward into the Draft EIS. See Section 4.4.

4.2 PRELIMINARY ASHLAND AND FREDERICKSBURG SIMULATION 

MODELING 

This first phase of the preliminary operations modeling was performed to estimate whether two 

main tracks through Ashland and/or Fredericksburg would be sufficient to consider in a Build 

Alternative. In 2002, the SEHSR Tier I EIS concluded that adding a third track between 

Alexandria and Richmond was necessary to accommodate the freight and passenger growth 

needs of all users and institute high speed passenger service. 

Based on previous studies, such as the 2002 SEHSR Tier 1 document, DRPT assumed three main 

tracks in the corridor from Arlington to Richmond, and then evaluated the effects on train 

performance of having only two main tracks through Fredericksburg and/or Ashland. The 

operations simulation for year 2025 estimated that having only two main tracks in 

Fredericksburg and/or Ashland could potentially meet the PRIIA on-time performance goal for 

the corridor. However, operations simulation for year 2045 estimated that having only two 

main tracks in Fredericksburg and/or Ashland failed to dispatch (i.e., the operations simulation 
OPERATIONS ANALYSIS ESTIMATES 

D.C. to Richmond Southeast High Speed Rail 4-3 Operations Modeling Technical Report 

concluded that the infrastructure had insufficient capacity for the number of trains projected to 

operate in the corridor in the year 2045). DRPT’s preliminary conclusion, based on the schedule, 

infrastructure, and operating parameters evaluated in this initial phase of operations 

simulation, was that three main tracks through Fredericksburg, or a two-track bypass around 

Fredericksburg in lieu of a third main track through the city and town, would be required by 

year 2045 to accommodate the projected future levels of passenger, freight, and commuter 

service. DRPT also concluded that additional operations simulation modeling should be 

undertaken in the Ashland Area to test a broader range of infrastructure and service options 

that might not require the addition of a third main track through the Town of Ashland. 

4.3 ADDITIONAL ASHLAND SIMULATION MODELING 

DRPT’s second phase of preliminary operations simulation modeling was performed to 

estimate the operational impacts of additional potential infrastructure and service options in the 

Ashland/Hanover area that, if proven operationally feasible, would not require the addition of 

a third main track through the Town of Ashland. DRPT evaluated the effects of a tunnel 

beneath the Town in lieu of a third track at grade, effects of operating trains at a maximum 

speed of 70 mph instead of 90 mph, and modifying or eliminating station service, including 

relocation of the station to south of Ashcake Road. DRPT also evaluated the effects of routing 

some northbound freight trains onto the Buckingham Branch Railroad between Richmond and 

Doswell. (Not all northbound freight trains are feasible to be rerouted onto the Buckingham 

Branch owing to operational requirements and clearance restrictions.) Figure 4.3-1 illustrates 

how the Buckingham Branch rail line between Richmond and Doswell was used in a directional 

running operating plan devised for this phase of simulation modeling. 

FIGURE 4.3-1: DIRECTIONAL RUNNING OPERATING SCHEME INCORPORATING USE OF THE 

BUCKINGHAM BRANCH 
OPERATIONS ANALYSIS ESTIMATES 

D.C. to Richmond Southeast High Speed Rail 4-4 Operations Modeling Technical Report 

The train performance estimates derived from this second phase of DRPT’s preliminary 

operations simulation suggested that in order to accommodate the additional 18 intercity 

passenger trains per day , accommodate CSXT’s projected freight growth, and meet PRIIA’s 

passenger and freight train on-time performance goals through 2045, either a third main track 

through Ashland or a two-track bypass around Ashland would provide the highest likelihood 

that trains would meet their performance goals under the service level and schedule projected. 

DRPT’s preliminary conclusion, based on the schedule, infrastructure, and operating 

parameters evaluated in this second phase of operations simulation was that, while a third main 

track through Ashland or a two-track bypass around Ashland would accommodate the Project’s 

service and performance goals through 2045, other alternatives should be considered, perhaps 

in concert with service and schedule modifications, that could also achieve the Project’s service 

and performance goals. 

4.4 RICHMOND AREA SIMULATION MODELING 

Preliminary operations simulation modeling was also performed by DRPT to compare 

passenger train and freight train operating performance among the Richmond-area alternatives 

carried forward into the Draft EIS. Like the earlier preliminary operations simulation modeling, 

DRPT applied a preliminary intercity passenger train schedule based on maximum practical 

reductions to travel time, assumed an additional 18 intercity passenger trains plus CSXT’s 

projected growth for 2025 and 2045, and assumed ideal operating conditions. The seven 

Richmond-area Alternatives modeled are listed below: 

 6A. Staples Mill Road Station (all trains via A-Line and West Acca bypass) 

 6B. Broad Street Station (all trains via A-Line and East Acca bypass) 

 6C. Boulevard Station (all trains via A-Line and East Acca bypass). Note: An eighth 

alternative, Boulevard Station S-Line option (all trains via S-Line and East Acca bypass), 

was not modeled, but is assumed by DRPT to have similar operating parameters as 

Alternative 6D Main Street Station. 

 6D. Main Street Station (all trains via S-Line and East Acca bypass) 

 6E. Main Street / Staples Mill – Split Service (only Newport News trains make both 

stops; all other via trains via A-Line with a Staples Mill only stop; West Acca bypass) 

 6F. Main Street / Staples Mill – Full Service (all trains make both stops, operate via SLine and East Acca bypass) 

 6G. Main Street / Staples Mill – Shared Service (all Regional and Interstate Corridor 

trains make both stops, operate via S-Line and East Acca bypass; long distance trains 

operate via A-Line and stop at Staples Mill Only) 

DRPT’s third phase of preliminary operations simulation modeling estimated that alternatives 

relying on the A-Line to carry both passenger and freight trains through 2045 (Alternatives 6A, 

6B, 6C, 6E and 6G) failed to meet the PRIIA performance goals. Factors that contributed to the 

inability of the A-Line options to accommodate the projected passenger and freight train service 

levels at the performance thresholds required under PRIIA include the lack of a third main track 

from Acca Yard south within the existing median of I-195 and across the James River and the 

operating complexities associated with freight trains entering and exiting the Acca Yard 

terminal area. The third phase also estimated that the two Richmond-area alternatives (6C 
OPERATIONS ANALYSIS ESTIMATES 

D.C. to Richmond Southeast High Speed Rail 4-5 Operations Modeling Technical Report 

Boulevard Station S-Line and 6F Main Street/Staples Mill Road – Full Service) that keep most 

freight trains and the Amtrak Auto Train on the A-Line while using the S-Line through 

Richmond for the regular intercity passenger trains could potentially meet the PRIIA 

performance goals through 2045.