APPENDIX F

REFINED OPERATIONS ANALYSIS MODELING 

TECHNICAL MEMOS
1

MEMO

Date: November 7, 2017

To: Virginia Department of Rail and Public Transportation

From: DC2RVA Project Team

Subject: Results of DRPT’s Refined Operations Analysis to Satisfy FRA Requests and

Enable FRA Support for Issuance of the DC2RVA Project Tier II Draft 

Environmental Statement

1.0 SUMMARY

This report describes the approach, assumptions, and results of a refined operations analysis 

undertaken by the Virginia Department of Rail and Public Transportation (DRPT) for the 

Federal Railroad Administration (FRA) in support of the Washington, D.C. to Richmond 

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

Plan (the DC2RVA Project). Table 1 contains a summary of the modeling results from the 

refined operations analysis simulations undertaken by DRPT (see table on page 2).

2.0 BACKGROUND AND PURPOSE

The DCRVA Project proposes to increase track capacity between Arlington, Richmond, and 

Centralia, Virginia, to improve passenger rail service frequency, reliability, and travel time in a 

corridor shared by increasing volumes of passenger, commuter, and freight rail traffic. The 

DC2RVA Project is part of the larger Southeast High Speed Rail (SEHSR) corridor, which 

extends from Washington, D.C. through Richmond and continues east to Hampton Roads 

(Norfolk and Newport News), VA and south to Raleigh, NC, and Charlotte, NC, and then 

continues west to Atlanta and south to Florida. The DC2RVA Project connects to the National 

Railroad Passenger Corporation (Amtrak) Northeast Corridor (NEC) at Union Station in 

Washington, D.C.
T E C H N I C A L M E M O R A N D U M

2

Table 1: Summary of Modeling Results from the Refined Operations Analysis Simulation

Case

DC2RVA 

2045

NO BUILD

DC2RVA

2045 

BUILD

DC2RVA

2045 

BUILD 

2ASH

DC2RVA

2045 

BUILD

2ASH + TOS

DC2RVA

2045 

BUILD 

XR2

Infrastructure Tested No Build 3 Tracks south 

of Alexandria

3 Tracks south 

of Alexandria, 

except 2 tracks 

through 

Ashland

3 Tracks south of 

Alexandria, except 

2 tracks through 

Ashland, and with 1 

track out of service 

north of 

Fredericksburg

3 Tracks south 

of Alexandria, 

and 2 tracks 

south of 

Crossroads

Passenger Train End-Point On-Time Performance, Petersburg to Washington Union Station

Amtrak Long-Distance 

Intercity Passenger Train OTP 69.6% 95.8% 97.2% 96.9% 97.1%

Amtrak Regional and 

Interstate Corridor Intercity 

Passenger Train OTP

76.9% 93.0% 93.0% 93.2% 92.6%

All Amtrak Intercity Passenger 

Trains Aggregated OTP 73.3% 93.8% 94.2% 94.3% 93.9%

Virginia Railway Express 

Commuter Train OTP 97.0% 98.5% 98.7% 94.1% 97.9%

Passenger Train All-Stations On-Time Performance, Petersburg to Washington Union Station

Amtrak Long-Distance 

Intercity Passenger Train OTP 72.3% 94.9% 95.5% 96.1% 95.0%

Amtrak Regional and 

Interstate Corridor Intercity 

Passenger Train OTP

82.3% 96.7% 96.8% 96.7% 96.2%

All Amtrak Intercity Passenger 

Trains Aggregated OTP 78.7% 96.3% 96.5% 96.6% 95.9%

Virginia Railway Express 

Commuter Train OTP 99.7% 99.7% 99.9% 98.9% 99.5%

Freight Train Minutes of Delay per 100 Train-Miles

All Freight Trains 30.8 24.8 28.4 31.2 42.2
T E C H N I C A L M E M O R A N D U M

3

The intent of this refined operations analysis was to use operations simulations (also known as 

operations modeling) to estimate the operational performance of passenger, freight, and 

commuter trains in the corridor under four different “build case” operations simulations 

identified by FRA and DRPT, as well as a No Build case to which the four build case 

simulations would be compared. The four build cases to be tested under this refined operations 

analysis include a three-track infrastructure alternative previously analyzed for the Tier II Draft 

Environmental Impact Statement (DEIS) for the DC2RVA Project, as well as three other 

infrastructure alternatives proposed by DRPT in a letter dated April 4, 2017, and agreed to by 

FRA in a letter dated April 7, 2017. This refined analysis builds upon operations simulation 

modeling work previously done by DRPT for the DC2RVA Project using the Rail Traffic 

Controller (RTC) model for the full length of the DC2RVA corridor from Washington, D.C. 

through Centralia, VA.

In a letter to DRPT dated March 27, 2017, FRA proposed the process for undertaking a refined 

operations analysis to support the forthcoming publication of the Tier II Draft Environmental 

Impact Statement for the DC2RVA Project. The March 27 letter from FRA identified four items 

for limited re-analysis:

 Revisions to the proposed DC2RVA corridor track infrastructure at specific locations 

identified by FRA. These revisions are detailed in Section 2.2 of this report.

 Development of a representative station platform (i.e., track) assignment plan for 

intercity passenger trains and commuter trains. The platform assignment plan is 

discussed in Section 2.3 of this report.

 Incorporation of the platform assignment plan into the operations simulation work 

undertaken in this analysis through adjustments to the RTC programming logic. The 

track assignment plan assessed in this refined operations analysis is discussed in Section

2.3 of this report.

 Inclusion of a constrained operating environment case that assesses the performance 

impact of track outages and maintenance windows. The representation of maintenance 

work developed for this refined operations analysis is discussed in Section 3 of this 

report.

In all operations simulation cases undertaken as part of this refined operations analysis, the 

infrastructure alternatives were tested for proposed operations in the year 2045, which 

represents the concluding year of a 20-year horizon for the Project, based on the Project’s 

proposed implementation year of 2025.

The performance estimates produced by the operations simulation for each infrastructure 

alternative have been benchmarked against performance goals for freight and passenger trains 

that were established by FRA under the Passenger Rail Investment and Improvement Act 

(PRIIA), notably a passenger train on-time performance goal of 90% for both end-to-end and allstations operations.

Operations simulation cases where performance estimates generated by the operations 

simulation software exceed the established goals will be considered confirmation that the 

infrastructure alternative assessed in that case will adequately support the level of passenger, 

commuter, and freight service presented in the forthcoming DC2RVA DEIS, and that the 

infrastructure alternative assessed is sufficient to deliver the DC2RVA Project’s proposed 2045
T E C H N I C A L M E M O R A N D U M

4

full-build service plan with intercity passenger trains operating up to 90 mph with an “all 

stations” and “end-to-end” on-time performance goal of 90%, while sustaining planned growth 

in freight and commuter service through 2045.

This report describes the draft results of the refined operations analysis. The operations 

simulation portion of these results will require additional analysis.

3.0 ASSUMPTIONS AND PARAMETERS

The refined operations analysis work was conducted between April 17, 2017 and June 7, 2017. 

The work was conducted using a methodology, assumptions, and parameters outlined in 

“Change Order Request CR-0007 – Additional Operations Simulation Modeling (v2) to Satisfy 

FRA Requests,” dated April 11, 2017. DRPT issued a Notice to Proceed with this work on April 

17, 2017.

The most significant aspects of the operations simulation methodology, assumptions, and 

parameters outlined in the Change Order of April 11, 2017 are outlined below, some of which 

represent changes from the way previous DC2RVA Project operations simulation work was 

conducted under the DC2RVA Operations Modeling Methodology report dated January 2016.

3.1 Simulation Year

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

simulation) demonstrate that the proposed project is sufficient to increase capacity to deliver the 

proposed passenger rail service and accommodate growth of freight rail service in an efficient 

and reliable multimodal rail corridor over a typical 20-year time horizon following the 

completion of the passenger project.

The operations simulations performed for all cases in this refined operations analysis were run 

for the simulation year of 2045. 2045 is the concluding year of the DC2RVA Project’s 20-year 

planning horizon, based on the Project’s proposed implementation year of 2025.

3.2 Infrastructure Assumptions

In FRA’s letter to DRPT on March 27, 2017, FRA requested that specific modifications be made 

to the proposed DC2RVA track infrastructure and assessed as part of the refined operations 

analysis work. Subsequent calls and discussion between FRA and DRPT, specifically 

correspondence between FRA and DRPT dated April 26, 2017 and May 4, 2017, provided 

further clarification and revisions to the initial request made in the March 27, 2017.

The infrastructure modifications listed below represent all of the changes agreed to by FRA and 

DRPT, which were incorporated into the refined operations analysis work under DRPT’s 

Change Order Request of April 11 and subsequent correspondence dated April 26, 2017 and 

May 4, 2017.

 The RO interlocking (milepost CFP 110.1) was modified from a full universal 

interlocking to a one-way interlocking providing access to all four mainline tracks only 

for northbound trains crossing from the westernmost track (Main Track 3) to the 

easternmost track (Main Track 0). Full universal access between main tracks 1, 2, and 3 

was also provided at the RO interlocking.
T E C H N I C A L M E M O R A N D U M

5

 The Slaters Lane interlocking (milepost CFP 106.3) was modified from a full universal 

interlocking to a one-way interlocking providing access to all four mainline tracks only 

for southbound trains crossing from the westernmost track (Main Track 3) to the 

easternmost track (Main Track 0). Full universal access between main tracks 0 and 1 

only, and full universal access between main tracks 2 and 3 only was also provided at 

the Slaters Lane interlocking.

 The Ravensworth interlocking (milepost CFP 97.3) was modified to provide full 

universal access to all tracks.

 The Crossroads interlocking (milepost CFP 53.2) was modified to provide full universal 

access to all tracks.

 A new 15,000-foot siding was added south of Fredericksburg to allow for the staging of 

freight trains mid-corridor during the VRE commuting period. This siding was added 

on the west side of the corridor, parallel to main track 3. The north end of the siding is 

accessed from main track 3 at a point just south of the Lansdowne Road grade crossing 

(approximately milepost CFP 57.44) and the south end of the siding is accessed from 

main track 3 just north of the Massaponax Creek bridge (approximately milepost CFP 

54.47).

 The Elmont interlocking (milepost CFP 11.4) was modified to provide full universal 

access to all tracks.

 The Acca Yard East Bypass passenger tracks were extended farther north to milepost 

CFP 6.0 to accommodate the staging of full-length freight trains north of the North Acca 

interlocking (milepost CFP 3.4).

 The relocated Staples Mill Road passenger rail station (milepost CFP 4.6) was modified 

to reduce the number of platform tracks from four to three tracks.

 The track configuration of the Staples Mill Road Station was modified to allow for the 

platform tracks to be dedicated station tracks served by high-level platforms. This 

design prevents freight trains from use of the Staples Mill Road Station platform tracks. 

As a result, a new universal interlocking and connection between the Acca Yard East 

Bypass passenger tracks and an adjacent CSXT Acca Yard lead track was added south of 

the Staples Mill Road Station, at approximately milepost CFP 3.8, to allow for 

interoperability on the Acca Yard East Bypass passengertracks.

 The Hermitage interlocking on the S-Line (milepost SRN 3.5) was modified to provide 

universal access to the two center main track and eastern main track of the three track SLine, which become the East Acca Bypass passenger tracks, and also to provide access to 

and from Acca Yard for freight trains on the center main track and western main track of 

the three-track S-Line.

 Intermediate crossovers on the S-Line were removed in the vicinity of Lombardy Street 

(milepost SRN 2.9) and North Belvidere Street (milepost SRN 2.2).

 AM Junction interlocking in Richmond (milepost SRN 0.7) was modified to permit direct 

non-diverging moves by freight trains operating northward on the S-Line between 

Fulton and Acca Yards.
T E C H N I C A L M E M O R A N D U M

6

The track changes made in the RTC model also include subsequent modifications to the 

DC2RVA infrastructure requested by FRA during a June 9, 2017, meeting with DRPT.

3.3 Service Assumptions

3.3.1 DC2RVA Service Plan

The service plan tested in this refined operations analysis was the proposed DC2RVA Staples 

Mill/Main Street Station “Full Service” option, wherein Regional, Interstate Corridor, and Long 

Distance intercity passenger trains make station stops at both Richmond Staples Mill Road 

Station and Richmond Main Street Station. This service plan incorporates the nine additional 

roundtrip intercity passenger trains proposed by the DC2RVA Project, which will operate in 

addition to the ten existing roundtrip intercity passenger trains currently providing service in 

the corridor.

Access between the two Richmond stations is provided by the Project’s proposed East Acca 

Bypass passenger tracks. The Amtrak Auto Train would continue to operate as a nonstop 

service that does not make stops at either station. The Auto Train was modeled using its current

route along CSXT’s A-Line between Richmond and Centralia.

In the operations simulations undertaken, Regional trains serving Richmond’s Main Street Station 

bound to and from Newport News used the station’s east side platform tracks, which provide the 

sole access to CSXT’s Peninsula Subdivision linking Richmond and Newport News. Regional 

trains bound to and from Norfolk and all Interstate Corridor and Long Distance passenger trains 

used the station’s west side platform tracks, which are part of the CSXT S-Line linking Richmond 

and Centralia, VA, the southern end of the DC2RVA Project limits and the junction with CSXT’s 

A-Line. The one roundtrip Regional train that originates/terminates at Main Street Station and 

lays over at the Brown Street Yard also used the west side platform tracks.

3.3.2 Maximum Speed

The maximum authorized speed of intercity passenger trains was 90 mph, where feasible.

3.3.3 Freight and Commuter Operations Modeled

The refined operations analysis includes the operation of freight trains and VRE commuter 

trains. Freight growth was projected using the existing CSXT growth methodology to year 2045.

The 38 VRE commuter trains (19 round trips) taken into account by the DC2RVA Project also 

were modeled, using schedules provided by VRE for the DC2RVA Project operations 

simulation work.

To further ensure representational operation of VRE commuter trains in the refined operations 

analysis work, a station dwell time of 90 seconds for VRE station stops was programmed into 

the RTC software. The station dwell time used was provided by VRE.
T E C H N I C A L M E M O R A N D U M

7

3.3.4 Operations Plan: Platform Assignment Plan

For the refined operations analysis, a representative station platform assignment plan for intercity 

passenger trains and commuter trains was developed at FRA’s request that assigned each 

commuter train and passenger train to a specific platform at station stops. This plan was developed 

to provide a consistent, predictable pattern of station platform usage for Amtrak intercity passenger 

trains and VRE commutertrains, to aid in passenger convenience when boarding trains.

Settings selected in the RTC software instructed the software to incorporate the platform 

assignment plan into each operations simulation case. The platform assignment plan defines the 

primary platform assignments for intercity passenger trains and VRE commuter trains during 

the morning and evening peak commuter periods, when corridor train volumes are predicted to 

be at their heaviest.

The platform assignment plan devised for this refined operations analysis encompasses the 

entire D2RVA corridor, from Washington through Spotsylvania and Richmond, to Centralia, for 

the morning and evening peak commuter periods. Figures 1 and 2 below show the platform 

assignment plan, which incorporates several minor modifications that were requested by FRA 

during a meeting with DRPT on June 9, 2017. Figure 1 shows the corridor’s northern half, 

between Washington and Spotsylvania, and Figure 2 shows the corridor’s southern half, 

between Spotsylvania and Centralia.

In the platform assignment plan used for the morning peak commuter period, VRE commuter 

trains used Main Track 1 (the easternmost track) between Crossroads and Dahlgren Junction 

and Main Track 3 (the westernmost track) between Dahlgren Junction and CP Virginia in 

Washington, D.C. Manassas Line VRE trains joining the corridor at AF interlocking in 

Alexandria also used Track 3 north to CP Virginia. Northbound intercity passenger trains and 

freight trains used Main Track 1 between Crossroads and CP Virginia, although Main Track 3 

was utilized as an alternate track for northbound passenger trains, provided VRE trains were 

not delayed. Southbound intercity passenger trains and freight trains used Main Track 2 

between CP Virginia and Spotsylvania.

In the platform assignment plan used for the evening peak commuter period, VRE commuter 

trains used Main Track 3 between CP Virginia and Dahlgren Junction and Main Track 1 

between Dahlgren Junction and Crossroads. Manassas Line VRE trains also used Track 3 from 

CP Virginia to AF interlocking in Alexandria where they departed the corridor toward 

Manassas. Southbound intercity passenger trains also used Track 3 between CP Virginia and 

Crossroads, although Main Track 2 was utilized as an alternate track for southbound passenger 

trains when conflicts with freight trains could be minimized. Southbound freight trains used 

Main Track 2. Northbound intercity passenger trains and freight trains used Main Track 1 

between CP Virginia and Spotsylvania.

In the Richmond area, the platform assignment plan for the two Richmond stations during both 

the morning and evening peak periods allows for passenger trains operating on the S-Line 

between Staples Mill Road and AM Junction (near Main Street Station) to operate on the two 

eastern tracks of the three-main-track S-Line, which provides a direct, non-diverging route for 

passenger trains between the S-Line and the Acca Yard East Bypass passenger tracks. 

Northbound freight trains from Fulton Yard operating on the S-Line to Acca Yard make a 

direct, non-diverging move through AM Junction to reach the westernmost of the S-Line’s three 

main tracks, which provides a direct, non-diverging northward route to Acca Yard.
T E C H N I C A L M E M O R A N D U M

8

Figure 2: DC2RVA Refined Operations Analysis Platform Assignment Plan, SpotsylvaniaCentralia

Figure 1: DC2RVA Refined Operations Analysis Platform Assignment Plan, 

Washington-Spotsylvania
T E C H N I C A L M E M O R A N D U M

9

3.3.5 Operations Plan: Revised Operations Analysis Conceptual Schedule

Passenger train running times and recovery times between Washington Union Station and 

Petersburg Station in the refined operations analysis were modified from the initial DC2RVA 

conceptual schedule included in the DEIS to enable trains to achieve an all-stations and end-toend on-time performance at a sufficient margin above 90%, such that the performance could be 

considered likely to be achieved in normal real-world operation of the DC2RVA corridor under 

the revised corridor infrastructure and platform assignment plan described above. It is 

important to note that an on-time performance of 90% represents a significant improvement 

over the existing realized passenger train on-time performance of 66% in the corridor.

Schedules were not modified uniformly, but rather adjusted on a train-by-train basis in 

consideration of the regularly expected operating conditions within the corridor at that time of 

day (i.e., peak commuter periods). Table 2 provides the range of travel times modeled in the 

refined operations analysis and the time savings achieved by intercity passenger trains in 

comparison with travel times in 2017.

In addition, the passenger train schedules in the refined operations analysis were further 

modified to incorporate an increase in station dwell times at Alexandria Station to 5 minutes for 

all northbound Amtrak long-distance trains to account for the possibility of a double stop at the 

short platform serving Main Tracks 2 and 1.

Table 2: Summary of Travel Time Adjustments made to DC2RVA Refined Operations 

Timetable, in comparison with DC2RVA DEIS ConceptualSchedule

Train

Long 

Distance

Long 

Distance

Interstate 

Corridor

Interstate 

Corridor Regional Regional

Direction South North South North South North

Washington to Richmond Staples Mill Road Station

DC2RVA FRA Refined 

Operations Travel Times 

(hours:minutes)

1:59-2:04 2:15-2:34 1:55-2:05 2:05-2:12 2:05-2:21 2:06-2:25

Median Travel Time Savings 

Compared with June 2017 

schedule (minutes)

5 4 14 8.5 11 9.5

Washington to Richmond Main Street Station

DC2RVA FRA Refined 

Operations Travel Times 

(hours:minutes)

2:32-2:37 2:50-3:04 2:21-2:31 2:30-2:45 2:26-2:44 2:34-2:53

Median Travel Time Savings 

Compared with June 2017 

schedule (minutes)

n/a n/a n/a n/a 10 21

*Travel time reductions are the median of the reductions experienced by individualtrains.

3.3.6 Performance Metrics and Thresholds

The performance of passenger trains and commuter trains in the refined operations analysis 

was measured against on-time performance standards for intercity passenger rail service 

developed by FRA and Amtrak in accordance with Section 207 of the Passenger Rail Investment
T E C H N I C A L M E M O R A N D U M

10

and Improvement Act (PRIIA). In all cases, passenger trains tested in the operations simulation 

were assumed to arrive into the modeled territory not more than 15 minutes late, using a 

triangular distribution of late departure from Washington Union Station or late arrival at 

Petersburg.

On-time performance for passenger and commuter trains was measured as follows:

 End-to-end (endpoint) on-time performance was measured between Washington Union 

Station in Washington, D.C. and Petersburg Station, VA, for passenger trains operating 

between Washington and Norfolk, North Carolina, or Georgia/Florida. Endpoint ontime performance was measured between Washington Union Station and Richmond 

Main Street Station for passenger trains operating between Washington and Newport 

News or Richmond. Endpoint on-time performance was measured between Washington 

Union Station and Spotsylvania station for VRE commuter trains. Endpoint on-time 

performance was measured as the percentage of times a train arrived at its endpoint 

terminal more than 10 minutes after its scheduled arrival time. The endpoint on-time 

performance threshold for passenger trains and commuter trains in the model was 90%.

 All-Stations on-time performance was measured at all station stops for all passenger and 

commuter trains using the DC2RVA corridor between Washington Union Station and 

Petersburg Station. All-Stations on-time performance was measured as the percentage of 

times a train departed from its origin station or arrived at all other stations within 15 

minutes of its scheduled time. The All-Stations on-time performance threshold for 

passenger trains and commuter trains in the model was 90%.

Endpoint and All-Stations on-time performance was measured for four different passenger train 

types:

 Amtrak Long Distance

 Amtrak Regional and Interstate Corridor

 All Amtrak Trains Aggregated

 Virginia Railway Express

The performance of freight trains in the refined operations analysis was measured as follows:

 Freight train performance was measured between CP Virginia in Washington, D.C., and 

Centralia, VA as minutes of freight train delay per 100 train-miles.

4.0 OPERATIONS SIMULATION CASES

Four operations simulation Build cases were tested utilizing the DRPT recommended corridor 

alternative that provides Full Service to both Richmond Staples Mill Road and Main Street 

Stations. The four cases were modeled for the Year 2045 Full-Build (Horizon Year) incorporating 

the additional infrastructure changes, service changes, assumptions, and parameters described 

in Section 3.

All of the operations simulation cases performed for the refined operations analysis were 

conducted in the same modeled territory, from CP Virginia in Washington, D.C. to Petersburg, 

VA. Changes in infrastructure tested in each case are described below. All cases had a common 

track configuration between Richmond Staples Mill Road Station and Petersburg, VA, including
T E C H N I C A L M E M O R A N D U M

11

two main tracks along the S-Line across the James River. All cases were dispatched with the 

infrastructure modifications described in Section 3.2 and documented in the Version 9 track 

schematics included with this report. The only exceptions to the use of a common infrastructure 

in this operations analysis are described below, when a simulation case required a specific 

modification to the common infrastructure.

The following cases were developed and tested.

No Build 2045. This case measures performance on the DC2RVA corridor with the No Build 

infrastructure, as described in the DC2RVA DEIS, and does not include the new intercity 

passenger trains proposed by the DC2RVA Project.

Build 2045. This Build case measures performance on the DC2RVA corridor with three main 

tracks from Alexandria to Richmond Staples Mill Road Station. This case includes the new 

intercity passenger trains proposed by the DC2RVA Project.

Build 2045, 2 tracks Ashland. This Build case measures performance on the DC2RVA corridor 

with three main tracks from Alexandria to Richmond Staples Mill Road Station with the 

exception of a two-track segment through Ashland. The northern and southern limits of the 

two-main-track section through Ashland encompass a distance of approximately 2.01 miles, 

from a proposed interlocking north of Vaughan Road at milepost CFP 15.75 to a proposed 

interlocking south of Ashcake Road at milepost CFP 13.74. This case includes the new intercity 

passenger trains proposed by the DC2RVA Project. This case is programmatically a component 

of the Service Development Plan, but was brought forward to this refined operations analysis to 

satisfy FRA requests for operations simulation modeling that would support FRA’s issuance of 

the DEIS.

Build 2045, 2 tracks Ashland + MOW Outage. This Build case measures performance on the 

DC2RVA corridor with three main tracks from Alexandria to Richmond Staples Mill Road 

Station with the exception of a two-track segment through Ashland, plus a randomly selected 

additional two-track segment of approximately 10 miles in length between Alexandria and 

Crossroads, in order to test the response of the network to a simulated maintenance-of-way 

outage. In this case, the two-main-track section through Ashland was identical to the one used 

in Case 2. In addition, a track outage was added to the corridor on Main Track 2 between North 

Possum Point (CFP 81.3) and Arkendale (CFP 72.1), a distance of 9.2 miles. This outage 

restricted trains from using Main Track 2 for a period of 7 hours, from 9:00 a.m. to 4:00 p.m., for 

all of the days modeled. This case includes the new intercity passenger trains proposed by the 

DC2RVA Project. This case is programmatically a component of the Service Development Plan, 

but was brought forward to this refined operations analysis to satisfy FRA requests for 

operations simulation modeling that would support FRA’s issuance of theDEIS.

Build 2045, 2 tracks only Crossroads-Greendale. This Build case measures performance on the 

DC2RVA corridor with three main tracks from Alexandria to Crossroads, and two main tracks 

from Crossroads to Richmond Staples Mill Road Station. This case includes the new intercity 

passenger trains proposed by the DC2RVA Project. This case was not programmatically a 

component of the Service Development Plan, and has not been previously identified, but was 

incorporated in this refined operations analysis to satisfy FRA requests for operations 

simulation modeling that would support FRA’s issuance of the DEIS.
T E C H N I C A L M E M O R A N D U M

12

5.0 DELIVERABLES

The deliverables for the refined operations analysis consist of the following elements, as 

specified in Change Order Request CR-0007 – Additional Operations Simulation Modeling (v2) 

to Satisfy FRA Requests, dated April 11, 2017:

1. Passenger train endpoint on-time performance data for each case, as measured at 

Washington Union Station, Petersburg Station (for trains headed to/from Norfolk, 

North Carolina, Georgia, and Florida) and Richmond Main Street Station (for trains 

headed to/from Newport News and Richmond). This data is presented in Section 

6.0.

2. Passenger train all stations on-time performance data for each case, as measured at 

passenger rail stations on the DC2RVA corridor between Washington Union Station 

and Petersburg Station. This data is presented in Section 6.0.

3. Freight train delay per 100 train miles data for each case, measured in the DC2RVA 

corridor only. This data is presented in Section 6.0.

4. Modified passenger train schedules modeled in the refined operations analysis.

5. A schematic depiction of the infrastructure modeled in the refined operations 

analysis.

6. A platform assignment plan. This plan was presented in Section 3.3.5.

7. An operations plan describing the platform assignments for each train, and the 

modified timetable. This operations plan is described in Section 3.3.4 and 3.3.5. 

6.0 RESULTS

This section presents the results of the operations simulations for the refined operations 

analysis. The metrics that are reported are as follows:

For passenger trains:

 On-Time Performance by train type. The train types measured were:

- Amtrak Long-Distance

- Amtrak Regional and Interstate Corridor

- All Amtrak Trains Aggregated

- Virginia Railway Express
T E C H N I C A L M E M O R A N D U M

13

 Passenger train On-Time Performance is reported by endpoint and at all station stops 

For freight trains:

 Minutes of Delay per 100 Train-Miles

Minutes of Delay per 100 Freight Train-Miles is calculated by the RTC operations simulation 

model as follows:

 Adding all of the train miles of all of the trains that operate during the model’s statistical 

capture period

 Adding all of the minutes of delay of all of the trains that operate during the model’s 

statistical capture period

 Dividing the total delay by total train miles divided by 100.

 Displayed as a formula:

Σ Delay

Σ Train Miles/100

 Delay for each freight train that operates during the model’s statistical capture period is 

calculated by the RTC model as the difference between the run time of each freight train 

in an unimpeded case and each train’s actual run time in the model.

The results achieved to date are summarized below for each of the cases in the refined 

operations analysis.

 Passenger train On-Time Performance in all cases except the No Build 2045 case exceeds 

90% for both end-point and all-stations measurements.

 Freight train minutes of delay per 100 train-miles for the Build 2045 and Build 2045 2 

tracks Ashland are less than freight train minutes of delay per 100 train-miles for the No 

Build 2045 case.

 Freight train minutes of delay per 100 train-miles for the Build 2045 2 tracks Ashland + 

MOW Outage case and the Build 2045 2 tracks Crossroads-Greendale case are more than 

freight train minutes of delay per 100-train miles for the No Build 2045 case.

During the Service Development Plan phase of the DC2RVA project, additional seeds of 

operations simulation cases for the preferred alternative will be dispatched to fulfill 

randomization requirements described in the DC2RVA Operations Modeling Methodology 

report dated January 2016.

No Build 2045

Passenger Train End-Point On-Time Performance

 Amtrak Long-Distance – 69.6

 Amtrak Regional and Interstate Corridor – 76.9

 All Amtrak trains aggregated – 73.3

 Virginia Railway Express – 97.0

Passenger Train All-Stations On-Time Performance
T E C H N I C A L M E M O R A N D U M

14

 Amtrak Long-Distance – 72.3

 Amtrak Regional and Interstate Corridor – 82.3

 All Amtrak trains aggregated – 78.7

 Virginia Railway Express – 99.7

Freight Train Minutes of Delay per 100 Train-Miles

 30.8 minutes

Build 2045

Passenger Train End-Point On-Time Performance

 Amtrak Long-Distance – 95.8

 Amtrak Regional and Interstate Corridor – 93.0

 All Amtrak trains aggregated – 93.8

 Virginia Railway Express – 98.5

Passenger Train All-Stations On-Time Performance

 Amtrak Long-Distance – 94.9

 Amtrak Regional and Interstate Corridor – 96.7

 All Amtrak trains aggregated – 96.3

 Virginia Railway Express – 99.7

Freight Train Minutes of Delay per 100 Train-Miles

 24.8

Build 2045, 2 tracks Ashland

Passenger Train End-Point On-Time Performance

 Amtrak Long-Distance – 97.2

 Amtrak Regional and Interstate Corridor – 93.0

 All Amtrak trains aggregated – 94.2

 Virginia Railway Express – 98.7

Passenger Train All-Stations On-Time Performance

 Amtrak Long-Distance – 95.5

 Amtrak Regional and Interstate Corridor – 96.8

 All Amtrak trains aggregated – 96.5

 Virginia Railway Express – 99.9

Freight Train Minutes of Delay per 100 Train-Miles

 28.4
T E C H N I C A L M E M O R A N D U M

15

Build 2045, 2 tracks Ashland + MOW Outage

Passenger Train End-Point On-Time Performance

 Amtrak Long-Distance – 96.9

 Amtrak Regional and Interstate Corridor – 93.2

 All Amtrak trains aggregated – 94.3

 Virginia Railway Express – 94.1

Passenger Train All-Stations On-Time Performance

 Amtrak Long-Distance – 96.1

 Amtrak Regional and Interstate Corridor – 96.7

 All Amtrak trains aggregated – 96.6

 Virginia Railway Express – 98.9

Freight Train Minutes of Delay per 100 Train-Miles

 31.2

Build 2045, 2 tracks only, Crossroads-Greendale

Passenger Train End-Point On-Time Performance

 Amtrak Long-Distance – 97.1

 Amtrak Regional and Interstate Corridor – 92.6

 All Amtrak trains aggregated – 93.9

 Virginia Railway Express – 97.9

Passenger Train All-Stations On-Time Performance

 Amtrak Long-Distance – 95.0

 Amtrak Regional and Interstate Corridor – 96.2

 All Amtrak trains aggregated – 95.9

 Virginia Railway Express – 99.5

Freight Train Minutes of Delay per 100 Train-Miles

 42.2
1

MEMO

Date: November 7, 2017

To: Virginia Department of Rail and Public Transportation

From: DC2RVA Project Team

Subject: Results of Network-Wide Refined Operations Analysis Modeling to Estimate

Potential Freight Delay Outside the DC2RVA Corridor

1.0 SUMMARY

This memorandum describes the results of a Network-Wide Refined Operations Analysis to 

Estimate Potential Freight Delay Outside the DC2RVA Corridor (Network-Wide Analysis) 

undertaken by the Virginia Department of Rail and Public Transportation (DRPT). This 

additional operations analysis was conducted to help inform DRPT’s work on the Washington,

D.C. to Richmond Southeast High Speed Rail TierII Environmental Impact Statement and Service 

Development Plan (the DC2RVA Project) by estimating the potential for freight train delays 

outside of the DC2RVA corridor that could be attributable to the increases in passenger train 

frequency proposed by the DC2RVA Project.

Table 1 contains a summary of the modeling results from the Network-Wide Analysis operations 

simulations undertaken by DRPT.

Table 1: Summary of Modeling Results from Network-Wide Analysis Operations Simulation 

(averaged results from 5 randomizedcases)

Case

DC2RVA 

2045

NO BUILD

DC2RVA 

2045 

BUILD

DC2RVA

2045 

BUILD 

2ASH

DC2RVA

2045 

BUILD

2ASH + TOS

DC2RVA

2045 

BUILD 

XR2

Infrastructure Tested No Build 3 Tracks south 

of Alexandria

3 Tracks south of 

Alexandria, except 

2 tracks through 

Ashland

3 Tracks south of 

Alexandria, except 

2 tracks through 

Ashland, and with 1 

track out of service 

north of 

Fredericksburg

3 Tracks south of 

Alexandria, and 2 

tracks south of 

Crossroads

Passenger Train Endpoint On-Time Performance, Petersburg to Washington Union Station

Amtrak Long-Distance 

Intercity Passenger Train 

OTP

71.32% 96.64% 95.77% 95.49% 95.57%
T E C H N I C A L M E M O R A N D U M

2

Table 1: Summary of Modeling Results from Network-Wide Analysis Operations Simulation 

(averaged results from 5 randomizedcases)

Case

DC2RVA 

2045

NO BUILD

DC2RVA 

2045 

BUILD

DC2RVA

2045 

BUILD 

2ASH

DC2RVA

2045 

BUILD

2ASH + TOS

DC2RVA

2045 

BUILD 

XR2

Amtrak Regional and 

Interstate Corridor Intercity 

Passenger Train OTP

77.87% 91.41% 91.90% 90.88% 90.58%

Virginia Railway Express 

Commuter Train OTP

96.97% 97.82% 98.88% 96.39% 98.60%

Freight Train Delay Minutes per 100 Train-Miles, Network-Wide, by Train Type

All Freight Trains 

(cumulative)

42.9 43.4 45.5 46.2 48.0

Expedited Intermodal Freight 

Trains

16.8 31.3 34.3 33.8 37.0

Intermodal (non-expedited) 

Freight Trains

21.3 32.0 32.4 35.1 36.5

Merchandise Freight Trains 48.0 38.6 40.7 41.1 42.9

All Other Freight Train Types 65.1 64.6 67.5 68.1 69.0

Number of Freight Trains Delayed per Day, by Number of Hours, Network-Wide

1 Hour 38.3 43.3 43.7 44.0 44.8

2 Hours 21.7 23.9 25.4 25.8 26.9

3 Hours 13.1 13.1 13.9 14.3 15.4

4 Hours 8.3 7.2 8.2 7.9 9.0

5 Hours 5.3 4.2 4.9 4.9 5.4

6 Hours 3.6 2.4 3.1 3.2 3.5

7 Hours 2.4 1.5 2.0 2.4 1.9

8 Hours 1.7 1.0 1.3 1.7 1.3

9 Hours 1.1 0.7 0.9 1.1 1.0

10 Hours 0.8 0.5 0.5 0.8 0.7

Cumulative Freight Train Hours of Delay, Over 12 Days, Network-Wide

Cumulative Hours of Delay 1,532.9 1,550.6 1,631.0 1,655.0 1,711.1

Number of Trains Recrewed per Day, Network-Wide

Number of Trains Recrewed 

per Day

19.4 13.8 13.4 21.6 18.3
T E C H N I C A L M E M O R A N D U M

3

2.0 BACKGROUND AND PURPOSE

The DCRVA Project proposes to increase track capacity between Arlington and Centralia, 

Virginia, to improve passenger rail service frequency, reliability, and travel time in a corridor 

shared by increasing volumes of passenger, commuter, and freight rail traffic. The DC2RVA 

Project, undertaken by DRPT in cooperation with the Federal Railroad Administration (FRA), is 

part of the larger Southeast High Speed Rail (SEHSR) corridor, which extends fromWashington,

D.C. through Richmond and continues east to Hampton Roads (Norfolk and Newport News), 

VA and south to Raleigh, NC, and Charlotte, NC, and then continues west to Atlanta and south 

to Florida. The DC2RVA Project connects to the National Railroad Passenger Corporation 

(Amtrak) Northeast Corridor (NEC) at Union Station in Washington, D.C.

Federal requirements established under the Passenger Rail Investment and Improvement Act of 2008 

(PRIIA) set performance requirements forfederally supportedpassengerrail projects such asDC2RVA:

 Intercity passenger trains must achieve a 90 percent or better on-time performance, on 

average, every day.

 The Project cannot unreasonably impact existing and anticipated future freight and 

commuter trains.

These requirements must be met for 20 years from the day the project is implemented. For 

planning purposes, DRPT has assumed that the DC2RVA Project would be implemented in 2025, 

and therefore the PRIIA performance requirements must be met through 2045.

The intent of DRPT’s additional Network-Wide Analysis was to use operations simulations (also 

known as operations modeling) to estimate the potential for freight train delays both within and 

beyond the DC2RVA corridor(i.e., “network-wide” delays) in the year 2045 that could be attributable 

to the increases in passengertrain frequency proposed by the DC2RVA Project. This work was carried 

out by measuring the operational performance of CSXT freight trains throughout the DC2RVA 

Project’s “modeled territory” (described below in Section 3.1) as well as passenger and commuter 

trains that use the DC2RVA corridor. Operational performance was measured under four different 

“build case” operations simulations previously agreed upon in past Refined Operations Analysis 

work conducted by DRPT for FRA, as well as a No Build case to which the four build case simulations 

would be compared. The five cases modeled in the Network-Wide Analysis consist of:

 DC2RVA 2045 No Build: The DC2RVA corridor infrastructure in this case consists of the 

No Build infrastructure identified in the DC2RVA DEIS.

 DC2RVA 2045 Build: The DC2RVA corridor infrastructure in this case consists of three 

main tracks from Alexandria to Richmond Staples Mill Road.

 DC2RVA 2045 Build, 2 tracks Ashland: The DC2RVA corridor infrastructure in this case 

has been identified in other documents as “3-2-3” and consists of three main tracks from 

Ashland to Richmond Staples Mill Road, except at Ashland, will have two main tracks.

 DC2RVA 2045 Build, 2 tracks Ashland + Track Out of Service North (MOW Outage): 

The DC2RVA corridor infrastructure in this case consists of three main tracks from 

Alexandria to Richmond Staples Mill Road, except at Ashland, which would have two 

main tracks, and a randomly selected additional segment of approximately 10 miles in 

length between Alexandria and Crossroads representing a daytime maintenance-of-way 

outage, which would have two main tracks during the maintenance-of-way outage and 

three main tracks at other times.
T E C H N I C A L M E M O R A N D U M

4

 DC2RVA 2045 Build, 2 tracks south of Crossroads: The DC2RVA corridor infrastructure 

in this case consists of three main tracks from Alexandria to Crossroads, and two main 

tracks from Crossroads to Richmond Staples Mill Road.

Section 4.0 contains full descriptions of all cases modeled in the Network-Wide Analysis. For this 

work, “network-wide” performance estimates were defined as performance estimates of trains 

operating within the modeled territory described in Section 3.1. The four build cases tested in the 

Network-Wide Analysis simulations included a three-track infrastructure alternative previously 

analyzed for the Tier II Draft Environmental Impact Statement (DEIS) for the DC2RVA Project, 

as well as three other infrastructure alternatives that were identical to those developed for 

previous FRA Refined Operation Analysis simulations carried out between April and June of 

2017 and described in a memo to FRA dated June 9, 2017 titled “Draft Results of DRPT’sRefined 

Operations Analysis to Satisfy FRA Requests and Enable FRA Support for Issuance of the 

DC2RVA Project Tier II Draft Environmental Statement”.

In the previous operations simulations work done for FRA, as summarized in the June 9, 2017, 

draft results report, freight train performance impacts were estimated within the 123-mile 

DC2RVA project area between Control Point RO in Arlington, VA (CSXT milepost CFP 110) and 

Centralia, VA (CSXT milepost A 11). Performance impacts were also assessed along a contiguous 

segment of the CSXT mainline rail corridor adjacent to and south of the DC2RVA Project Area 

between Centralia and Petersburg, VA (CSXT milepost A 22), as well as a contiguous segmentof 

the CSXT mainline rail corridor adjacent to and north of the DC2RVA Project Area between 

Arlington, VA and Control Point Virginia in Washington, D.C. (CSXT milepost CFP 112.2) (See 

Figure 1.)

In the additional Network-Wide Analysis conducted by DRPT, freight train performance impacts 

were estimated across the larger “modeled territory,” which included not only all of the trackage 

in the DC2RVA Project Area, but all of the trackage in the DC2RVA Modeling Limits, as defined 

in the “D.C. to Richmond Southeast High Speed Rail Operations Modeling Methodology” dated 

January 15, 2016 (see Figure 2).

3.0 ASSUMPTIONS AND PARAMETERS

DRPT’s additional Network-Wide Analysis work was conducted in August and September of 

2017. The work was conducted using the same methodology, assumptions, and parametersused 

in the previous FRA Refined Operations Analysis modeling work conducted between April and 

June of 2017, and outlined in “Change Order Request CR-0007 – Additional Operations 

Simulation Modeling (v2) to Satisfy FRA Requests,” dated April 11, 2017.

The most significant aspects of the operations simulation methodology, assumptions, and 

parameters used in the Network-Wide Analysis are outlined below.

3.1 Geographic Limits of the Modeled Territory

The modeled territory used to conduct the additional Network-Wide Analysis simulations 

encompasses all trackage in the DC2RVA Modeling Limits, as defined in the “D.C. to Richmond 

Southeast High Speed Rail Operations Modeling Methodology” dated January 15, 2016, as well as 

additional line segments subsequently added to the DC2RVA Modeling Limits at the request of host 

railroads during stakeholderreview of the January 15, 2016, modeling methodology (see Figure 2).
T E C H N I C A L M E M O R A N D U M

5
T E C H N I C A L M E M O R A N D U M

6
T E C H N I C A L M E M O R A N D U M

7

“Network-wide” performance estimates are defined as performance estimates of trains operating 

within the modeled territory described in this section. The modeled territory used in the 

Network-Wide Analysis simulations consists of the following line segments:

 The DC2RVA project limits, which 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-11in 

Centralia, VA (Chesterfield County). 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, the 

approximately 14.4-mile CSXT Bellwood Subdivision (S-Line) from Hermitage (SRN 3.5) 

in the City of Richmond to Centralia (S 10.9), and the approximately 26-mile BBRR from 

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

 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.

 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 Beall 

Street 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 between M Street in Washington, D.C. and control point RO in 

Arlington, VA.

 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.
T E C H N I C A L M E M O R A N D U M

8

 CSXT South End Subdivision between control point Charlie Baker in Rocky Mount, NC 

and control point DI in Rocky Mount, NC.

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

 CSXT Rivanna Subdivision between Rivanna Jct. in Richmond, VA and Maidens, VA.

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

The modeled territory consists of 2,209 track-miles, of which the DC2RVA project limits represent 

approximately 15%.

3.2 Simulation Year

FRA requirements for the DC2RVA Project include demonstration through operations analysis 

(and specifically operations simulation) that the Project has provided sufficient railroad capacity 

to deliver the proposed passenger rail service and accommodate growth of freight rail service in 

an efficient and reliable multimodal rail corridor over a 20-year time horizon following the 

completion of the passenger project.

For the operations simulations performed in the additional Network-Wide Analysis, all cases 

were run for the simulation year of 2045. The year 2045 is the concluding year of the DC2RVA 

Project’s 20-year planning horizon, based on the Project’s proposed implementation year of 2025.

3.3 Infrastructure Assumptions

All infrastructure modifications made within the DC2RVA Project limits for the FRA Refined 

Operations Analysis simulations were also included in the subsequent Network-Wide Refined 

Operations Analysis simulations. These infrastructure changes were summarized in DRPT’s 

memo to FRA dated June 9, 2017, and titled “Draft Results of DRPT’s Refined Operations Analysis 

to Satisfy FRA Requests and Enable FRA Support for Issuance of the DC2RVA Project Tier II Draft 

Environmental Statement”.

In addition, the Network-Wide Refined Operations Analysis to Estimate Potential Freight Delay 

Outside the DC2RVA Corridor simulations includes subsequent modifications to the DC2RVA 

infrastructure requested by FRA during a June 9, 2017, meeting with DRPT.

For the railroad subdivisions outside of the DC2RVA corridor included in the “network-wide” 

modeling (identified in Section 3.1), the following infrastructure modifications were made to the 

original infrastructure files provided by CSXT in 2015 for the DC2RVA Project’s operations 

simulation work, in accordance with the DC2RVA Operations Modeling Methodology and the 

DC2RVA Tier II DEIS:

 For all cases modeled, including the No Build and all Build cases, infrastructure 

improvements associated with the DC2RVA “No Build” case were added. These 

improvements include:

- Reconstruction of the Virginia Avenue Tunnel in Washington, D.C. to provide two 

mainline tracks on CSXT’s RF&P Subdivision from control point M Street in 

Washington, D.C. southward to control point Jersey in Washington, D.C. 

(Construction work on this project is currently underway.)
T E C H N I C A L M E M O R A N D U M

9

- Construction of additional track capacity in Washington, D.C. to provide four 

mainline tracks on CSXT’s RF&P Subdivision from control point Virginia in 

Washington, D.C. southward to control point L’Enfant in Washington, D.C. This work 

also included the reconstruction of VRE’s L’Enfant commuter rail station platform as 

an island platform between the two westernmost tracks of the subdivision, with 

platform edges to serve each track. (Construction work on this project has not begun, 

but is assumed to have occurred before the DC2RVA Project is implemented.)

- Construction of additional track capacity across the Potomac River to provide four 

mainline tracks on CSXT’s RF&P Subdivision from control point L’Enfant in 

Washington, D.C. to control point RO in Arlington, VA, the north end of the DC2RVA 

Project limits. (Construction work on this project has not begun, but is assumed to 

have occurred before the DC2RVA Project is implemented.)

 For all 2045 Build cases (only) modeled: Construction of additional track capacity in 

central Virginia identified in the Southeast High Speed Rail Richmond, VA to Raleigh, NC 

Tier II Final Environmental Impact Statement dated August 2015 to provide three 

mainline tracks on CSXT’s North End Subdivision from Centralia, VA, the south end of 

the DC2RVA Project limits, to control point South Collier near Petersburg, VA. South 

Collier is the diverging point where SEHSR passenger trains using the reconstructed “SLine” to and from North Carolina enter and exit the CSXT freight rail network in the 

modeled territory. (Construction work on this project has not begun, but is assumed to 

have occurred before the DC2RVA Project is implemented.)

3.4 Service Assumptions

3.4.1 DC2RVA Service Plan

The service plan tested in the additional Network-Wide Analysis was the same plan that was 

used in the previous FRA refined operations analysis simulations: the proposed DC2RVA Staples 

Mill Road/Main Street Station “Full Service” option, wherein Regional, Interstate Corridor, and

Long Distance intercity passenger trains make station stops at both Richmond Staples Mill Road 

Station and Richmond Main Street Station.

This service plan incorporates the nine additional roundtrip intercity passenger trains proposed 

by the DC2RVA Project, which will operate in addition to the ten existing roundtrip intercity 

passenger trains currently providing service in the DC2RVA corridor and presumed to continue 

providing service in the No Build case and all Build Cases modeled. The nine additional 

roundtrip intercity passenger trains proposed by the DC2RVA Project consist of:

 Four new Interstate Corridor (SEHSR) roundtrip passenger trains operating between

New York and Raleigh or Charlotte, NC, operating via the reconstructed “S-Line” south 

of Petersburg, VA. These trains will supplement the service provided by one existing 

Interstate Corridor roundtrip passenger operating via the CSXT “A-Line” (which was 

modeled in the No Build case and all Build cases).

 Five new Northeast Regional (SEHSR) roundtrip passenger trains operating between 

Boston, New York, or Washington and destinations in Virginia.
T E C H N I C A L M E M O R A N D U M

10

- Three of the new Northeast Regional (SEHSR) roundtrip passenger trains will 

operate to Norfolk. In addition, three existing roundtrip passenger trains operating 

between Washington and Norfolk were modeled in the No Build case and all Build 

cases.

- One new Northeast Regional (SEHSR) roundtrip passenger train will operate to 

Newport News. In addition, two existing roundtrip passenger trains operating 

between Washington and Newport News were modeled in the No Build case and all 

Build cases.

- One new Northeast Regional (SEHSR) roundtrip passenger train will operate 

between Washington and Richmond Main Street Station.

All Build cases also included the rerouting of one existing roundtrip Long Distance intercity 

passenger train south of Collier, VA, away from its current routing via CSXT’s A-Line and onto 

the reconstructed S-Line to serve North Carolina.

Access between the two Richmond stations is provided by the DC2RVA Project’s proposed East 

Acca Bypass passenger tracks. (The Auto Train would continue to operate as a nonstop service 

that does not make stops at either station, consistent with its existing operation. As it does today, 

the Auto Train was modeled using CSXT’s A-Line between Richmond and Centralia.) Regional 

trains serving Richmond’s Main Street Station bound to and from Newport News use the station’s 

east side platform tracks, which provide the sole access to CSXT’s Peninsula Subdivision linking 

Richmond and Newport News. Regional trains bound to and from Norfolk, as well as all 

Interstate Corridor and Long Distance passengertrains use the station’s west side platform tracks, 

which are part of the CSXT S-Line linking Richmond and Centralia, VA, the southern end of the 

DC2RVA Project limits and the junction with CSXT’s A-Line. The one roundtrip Regional train 

that originates/terminates at Main Street Station and lays over at the Brown Street Yard also uses 

the west side platform tracks.

In all cases, crew changes and baggage-handling services occur only at Richmond Staples Mill 

Road Station, and station dwell times that allow for these activities were incorporated into the 

passenger train schedules used in the Network-Wide Analysis simulations.

3.4.2 Maximum Speed

The maximum authorized speed of intercity passenger trains in the DC2RVA Corridor between 

Washington and Richmond, with the exception of the Auto Train, was increased from the existing 

70 mph maximum to 90 mph, where feasible, in all Build cases.

3.4.3 Freight and Commuter Operations Modeled

The Network-Wide Analysis included the operation of freight trains and VRE commuter trains. 

Freight growth was projected using the existing CSXT growth methodology to year 2045. The 38 

VRE commuter trains (19 round trips) proposed by the DC2RVA Project were modeled using 

schedules provided by VRE for the DC2RVA Project operations simulation work.

To further ensure representational operation of VRE commuter trains in the Network-Wide 

Analysis work, a station dwell time of 90 seconds for VRE station stops was programmed into 

the RTC software. The station dwell time used was provided by VRE.
T E C H N I C A L M E M O R A N D U M

11

3.4.4 Operations Plan: Platform Assignment Plan

For the Network-Wide Analysis, a representative station platform assignment plan for intercity 

passenger trains and commuter trains was used. DRPT had initially developed a station platform 

assignment plan for the previous FRA refined operations analysis. However, the station platform 

assignment plan used in the Network-Wide Analysis simulations included modifications to the 

original plan as requested by FRA during a meeting with DRPT on June 9, 2017.

This plan assigns each commuter train and passenger train to a specific platform at station stops. 

Settings selected in the RTC software instructed the software to incorporate the platform 

assignment plan into each operations simulation case. The platform assignment plan defines the 

primary platform assignments for intercity passenger trains and VRE commuter trains during the 

morning and evening peak commuter periods, when corridor train volumes can be predicted to 

be at their heaviest. The platform assignment plan encompasses the entire D2RVA corridor, from 

Washington through Spotsylvania and Richmond, to Centralia, forthe morning and evening peak 

commuter periods.

Figures 3 and 4 below show the modified platform assignment plan, incorporating revisions 

requested by FRA on June 9, 2017. Figure 3 shows the corridor’s northern half, between 

Washington and Spotsylvania, and Figure 4 shows the corridor’s southern half, between 

Spotsylvania and Centralia.

Figure 3: Modified DC2RVA Refined Operations Analysis Platform Assignment Plan 

Washington-Spotsylvania
T E C H N I C A L M E M O R A N D U M

12

In the platform assignment plan used for the morning peak commuter period, VRE commuter 

trains used Main Track 1 (the easternmost track) between Crossroads and Dahlgren Junction and 

Main Track 3 (the westernmost track) between Dahlgren Junction and CP Virginia in Washington,

D.C. Manassas Line VRE trains joining the corridor at AF interlocking in Alexandria also used 

Track 3 north to CP Virginia. Northbound intercity passenger trains and freight trains used Main 

Track 1 between Crossroads and CP Virginia, although Main Track 3 was utilized as an alternate 

track for northbound passenger trains provided VRE trains were not delayed. Southbound 

intercity passenger trains and freight trains used Main Track 2 between CP Virginia and 

Spotsylvania.

In the platform assignment plan used for the evening peak commuter period, VRE commuter 

trains used Main Track 3 between CP Virginia and Dahlgren Junction and Main Track 1 between 

Dahlgren Junction and Crossroads. Manassas Line VRE trains also used Track 3 from CP Virginia 

to AF interlocking in Alexandria where they departed the corridor toward Manassas. 

Southbound intercity passenger trains also used Track 3 between CP Virginia and Crossroads, 

although Main Track 2 was utilized as an alternate track for southbound passenger trains when 

conflicts with freight trains could be minimized. Southbound freight trains used Main rack 2. 

Northbound intercity passenger trains and freight trains used Main Track 1 between CP Virginia 

and Spotsylvania.

Figure 4: Modified Refined Operations Analysis Platform Assignment Plan 

Spotsylvania-Centralia
T E C H N I C A L M E M O R A N D U M

13

In the Richmond area, the platform assignment plan for the two Richmond stations during both 

the morning and evening allows for passenger trains operating on the S-Line between Staples 

Mill Road and AM Junction (near Main Street Station) to operate on the two eastern tracks of the 

three-main-track S-Line, which provides a direct, non-diverging route for passenger trains 

between the S-Line and the Acca Yard East Bypass passenger tracks. Northbound freight trains 

from Fulton Yard operating on the S-Line to Acca Yard make a direct, non-diverging move 

through AM Junction to reach the westernmost of the S-Line’s three main tracks, which provides 

a direct, non-diverging northward route to Acca Yard.

3.4.5 Operations Plan: Revised Operations Analysis Conceptual Schedule

Passenger train running times and recovery times between Washington Union Station and 

Petersburg Station in the Network-Wide Analysis simulations were identical to those developed 

for the previous FRA refined operations analysis simulations. These schedules had been modified 

from the initial DC2RVA conceptual schedule included in the DEIS to enable trains to achieve an 

all-stations and end-to-end on-time performance at a sufficient margin above 90%, such that the 

performance could be considered likely to be achieved in normal real-world operation of the 

DC2RVA corridor under the revised corridor infrastructure and platform assignment plan 

incorporated into the FRA refined operations analysis simulation work. Details of the train 

schedule and running time modifications developed for this work were summarized in DRPT’s 

memo to FRA dated June 9, 2017, and titled “Draft Results of DRPT’s Refined Operations Analysis 

to Satisfy FRA Requests and Enable FRA Support for Issuance of the DC2RVA Project Tier II Draft 

Environmental Statement”.

3.4.6 Performance Metrics and Thresholds

The performance estimates of passenger trains and commuter trains in DRPT’s additional 

Network-Wide Analysis were measured against on-time performance standards for intercity 

passenger rail service developed by FRA and Amtrak in accordance with Section 207 of the 

Passenger Rail Investment and Improvement Act (PRIIA). In all cases, passenger trains tested in 

the operations simulation were assumed to arrive into the modeled territory not more than 15 

minutes late, using a triangular distribution of late departure from Washington Union Station or 

late arrival at Petersburg.

On-time performance estimates for passenger and commuter trains were measured as follows:

 End-to-end (endpoint) on-time performance was measured between Washington Union 

Station in Washington, D.C. and Petersburg Station, VA, for passenger trains operating 

between Washington and Norfolk, North Carolina, or Georgia/Florida. Endpoint ontime performance was measured between Washington Union Station and Richmond 

Main Street Station for passenger trains operating between Washington and Newport 

News or Richmond. Endpoint on-time performance was measured between Washington 

Union Station and Spotsylvania station for VRE commuter trains. Endpoint on-time 

performance was measured as the percentage of times a train arrived at its endpoint 

terminal more than 10 minutes after its scheduled arrival time. The endpoint on-time 

performance threshold for passenger trains and commuter trains in the model was 90%.

Endpoint on-time performance estimates were measured forthree different passengertrain types:

 Amtrak Long Distance intercity passenger trains
T E C H N I C A L M E M O R A N D U M

14

 Amtrak Regional and Interstate Corridor intercity passenger trains

 Virginia Railway Express commuter trains

The performance estimates forfreight trains in the Network-Wide Analysis were measured across 

the entire 2,209-track-mile modeled territory between Philadelphia, PA, Cumberland, MD, 

Newport News, VA, and Rocky Mount, NC, plus connecting lines, as described in Section 3.1. 

Specific freight train performance estimated assessed during the simulations included:

1. Freight train delay minutes per 100 train-miles, by train type, network-wide

2. Number of freight trains delayed per day, by number of hours, network-wide

3. Cumulative freight train hours of delay, over 12 days, network-wide

4. Number of freight trains recrewed per day due to Hours of Service, network-wide

5. Hours of total freight train delay, by location, where total train delays exceeded 3 hours 

in the 12-day model period, network-wide

4.0 OPERATIONS SIMULATION CASES

Four operations simulation Build cases were tested utilizing the DRPT recommended corridor 

alternative that provides Full Service to both Richmond Staples Mill Road and Main Street 

Stations. The four cases were modeled for the Year 2045 Full-Build (Horizon Year)incorporating 

the additional infrastructure changes, service changes, assumptions, and parameters described in 

Section 3.

All of the operations simulation cases performed as part of DRPT’s Network-Wide Analysis were 

conducted in the same modeled territory between Philadelphia, PA, Cumberland, MD,Newport 

News, VA, and Rocky Mount, NC, plus connecting lines, as described in Section 3.1. All cases 

had a common track configuration throughout the modeled territory, except within the DC2RVA 

corridor where different infrastructure alternatives were tested in different cases, as described 

below. All cases were dispatched with the infrastructure modifications between Washington and 

Centralia that were described in Section 3.4. The only exceptions to the use of a common 

infrastructure in this operations analysis are described below, when a simulation case required 

a specific modification to the common infrastructure. The following cases were developed and

tested.

DC2RVA 2045 No Build. This case measured network-wide freight train performance with the 

No Build infrastructure on the DC2RVA corridor, as described in the DC2RVA DEIS, and did not 

include the new intercity passenger trains proposed by the DC2RVA Project.

DC2RVA 2045 Build. This Build case measured network-wide freight train performance with 

three main tracks on the DC2RVA corridor from Alexandria to Richmond Staples Mill Road 

Station. This case included the new intercity passenger trains proposed by the DC2RVA Project.

DC2RVA 2045 Build, 2 tracks Ashland. This Build case measured network-wide freight train 

performance with three main tracks on the DC2RVA corridor from Alexandria to Richmond 

Staples Mill Road Station with the exception of a two-track segment through Ashland. The 

northern and southern limits of the two-main-track section through Ashland encompass a

distance of approximately 2.01 miles, from a proposed interlocking north of Vaughan Road at 

milepost CFP 15.75 to a proposed interlocking south of Ashcake Road at milepost CFP 13.74. This

case included the new intercity passenger trains proposed by the DC2RVA Project.
T E C H N I C A L M E M O R A N D U M

15

DC2RVA 2045 Build, 2 tracks Ashland + Track Out of Service North (MOW Outage). This Build 

case measured network-wide freight train performance with three main tracks on the DC2RVA 

corridor from Alexandria to Richmond Staples Mill Road Station with the exception of a twotrack segment through Ashland, plus a randomly selected additional two-track segment of 

approximately 10 miles in length between Alexandria and Crossroads, in order to test the 

response of the network to a simulated maintenance-of-way outage. In this case, the two-maintrack section through Ashland was identical to the one used in Case 2. In addition, a track outage 

was added to the corridor on Main Track 2 between North Possum Point (CFP 81.3) and 

Arkendale (CFP 72.1), a distance of 9.2 miles. This outage restricted trains from using Main Track 

2 for a period of 7 hours, from 9:00 a.m. to 4:00 p.m., for all of the days modeled. This case included 

the new intercity passenger trains proposed by the DC2RVA Project.

DC2RVA 2045 Build, 2 tracks south of Crossroads. This Build case measured network-wide 

freight train performance with three main tracks on the DC2RVA corridor from Alexandria to 

Crossroads, and two main tracks from Crossroads to Richmond Staples Mill Road Station. This 

case included the new intercity passenger trains proposed by the DC2RVA Project.

5.0 RESULTS

This section presents the results of the Network-Wide Analysis conducted by DRPT. “Networkwide” performance estimates are defined as performance estimates for trains operating within 

the modeled territory described in Section 3.1. The metrics that are reported are as follows:

For passenger trains:

 Endpoint On-Time Performance by train type, between Petersburg and Washington 

Union Station (averaged results from 5 randomized cases).

 The passenger train types measured were:

- Amtrak Long-Distance Intercity Passenger Trains

- Amtrak Regional and Interstate Corridor Intercity Passenger Trains

- Virginia Railway Express Commuter Trains 

For freight trains:

 Minutes of Delay per 100 Train-Miles, Network-Wide (averaged results from 5 

randomized cases)

 Number of Freight Trains Delayed per Day, by Number of Hours, Network-Wide 

(averaged results from 5 randomized cases)

 Cumulative Freight Train Hours of Delay, Over 12 Days, Network-Wide (averaged results 

from 5 randomized cases)

 Number of Freight Trains Recrewed per Day due to Hours of Service, Network-Wide 

(averaged results from 5 randomized cases)

 Hours of Total Train Delay, by Location, Where Total Train Delays Exceed 3 Hours in the 

12-Day Model Period, Network-Wide (averaged results from 5 randomized cases)
T E C H N I C A L M E M O R A N D U M

16

 The freight train types measured were:

- All Freight Trains (cumulative); the All Freight Trains category is a weighted average 

of all freight train types

- Expedited Intermodal Freight Trains

- Intermodal (non-expedited) Freight Trains

- Merchandise Freight Trains

- All Other Freight Train Types

Note that Minutes of Delay per 100 Freight Train-Miles is calculated by the RTC operations 

simulation model as follows:

 Adding all of the train miles of all of the trains that operate during the model’s statistical 

capture period

 Adding all of the minutes of delay of all of the trains that operate during the model’s 

statistical capture period

 Dividing the total delay by total train miles divided by 100.

 Displayed as a formula:

Σ Delay

Σ Train Miles/100

 Delay for each freight train that operates during the model’s statistical capture period is 

calculated by the RTC model as the difference between the run time of each freight train 

in an unimpeded case to each train’s actual run time in the model.

Passenger Train On-Time Performance

Table 2 shows the passenger train endpoint on-time performance in each case.

Table 2: Passenger train endpoint on-time performance, Petersburg to Washington Union 

Station (averaged results from 5 randomizedcases)

CASE

DC2RVA 

2045

NO BUILD

DC2RVA

2045 

BUILD

DC2RVA

2045 

BUILD 

2ASH

DC2RVA

2045 

BUILD

2ASH + TOS

DC2RVA

2045 

BUILD 

XR2

Late 

Tolerance

Infrastructure Tested No Build 3 Tracks 

south of 

Alexandria

3 Tracks south 

of Alexandria, 

except 2 tracks 

through 

Ashland

3 Tracks south of 

Alexandria, except 2 

tracks through 

Ashland, and with 1 

track out of service 

north of 

Fredericksburg

3 Tracks 

south of 

Alexandria, 

and 2 tracks 

south of 

Crossroads

Amtrak Long-Distance 

Intercity Passenger Train 

OTP

71.32% 96.64% 95.77% 95.49% 95.57% 15 minutes

Amtrak Regional and 

Interstate Corridor 

Intercity Passenger Train 

OTP

77.87% 91.41% 91.90% 90.88% 90.58% 10 minutes

Virginia Railway Express 

Commuter Train OTP

96.97% 97.82% 98.88% 96.39% 98.60% 5 minutes
T E C H N I C A L M E M O R A N D U M

17

Freight Train Delay Minutes per 100 Train-Miles

Table 3 shows the freight train delay minutes per 100 train-miles, network-wide, incurred by five 

different freight train types in each case.

Table 3: Freight Train Delay Minutes per 100 Train-Miles, Network-Wide (averaged results 

from 5 randomized cases)

CASE

DC2RVA 

2045

NO BUILD

DC2RVA

2045 

BUILD

DC2RVA

2045 

BUILD 

2ASH

DC2RVA

2045 

BUILD

2ASH + TOS

DC2RVA

2045 

BUILD 

XR2

Infrastructure Tested No Build 3 Tracks south 

of Alexandria

3 Tracks south 

of Alexandria, 

except 2 tracks 

through 

Ashland

3 Tracks south of 

Alexandria, except 

2 tracks through 

Ashland, and with 1 

track out of service 

north of 

Fredericksburg

3 Tracks south 

of Alexandria, 

and 2 tracks 

south of 

Crossroads

All Freight Trains(cumulative) 42.9 43.4 45.5 46.2 48.0

Expedited Intermodal Freight 

Trains

16.8 31.3 34.3 33.8 37.0

Intermodal (non-expedited) 

Freight Trains

21.3 32.0 32.4 35.1 36.5

Merchandise Freight Trains 48.0 38.6 40.7 41.1 42.9

All Other Freight Train Types 65.1 64.6 67.5 68.1 69.0

*Note: The All Freight Trains category is a weighted average of all freight train types

Number of Freight Trains Delayed per Day, by Number of Hours

Table 4 shows the number of freight trains delayed per day, by number of hours, within the entire 

modeled territory (network-wide) in each case.

Table 4: Number of Freight Trains Delayed per Day, by Number of Hours, Network-Wide 

(averaged results from 5 randomizedcases)

CASE

DC2RVA 

2045

NO BUILD

DC2RVA

2045 

BUILD

DC2RVA

2045 

BUILD 

2ASH

DC2RVA

2045 

BUILD

2ASH + TOS

DC2RVA

2045 

BUILD 

XR2

Infrastructure Tested No Build 3 Tracks south 

of Alexandria

3 Tracks south 

of Alexandria, 

except 2 tracks 

through 

Ashland

3 Tracks south of 

Alexandria, except 

2 tracks through 

Ashland, and with 1 

track out of service 

north of 

Fredericksburg

3 Tracks south 

of Alexandria, 

and 2 tracks 

south of 

Crossroads

Train Delay Per Day

1 Hour 38.3 43.3 43.7 44.0 44.8
T E C H N I C A L M E M O R A N D U M

18

Table 4: Number of Freight Trains Delayed per Day, by Number of Hours, Network-Wide 

(averaged results from 5 randomizedcases)

CASE

DC2RVA 

2045

NO BUILD

DC2RVA

2045 

BUILD

DC2RVA

2045 

BUILD 

2ASH

DC2RVA

2045 

BUILD

2ASH + TOS

DC2RVA

2045 

BUILD 

XR2

2 Hours 21.7 23.9 25.4 25.8 26.9

3 Hours 13.1 13.1 13.9 14.3 15.4

4 Hours 8.3 7.2 8.2 7.9 9.0

5 Hours 5.3 4.2 4.9 4.9 5.4

6 Hours 3.6 2.4 3.1 3.2 3.5

7 Hours 2.4 1.5 2.0 2.4 1.9

8 Hours 1.7 1.0 1.3 1.7 1.3

9 Hours 1.1 0.7 0.9 1.1 1.0

10 Hours 0.8 0.5 0.5 0.8 0.7

Cumulative Freight Train Hours of Delay, Over 12 Days

Table 5 summarizes the cumulative hours of delay incurred by freight trains, network-wide, over 

a 12-day model run in each case.

Table 5: Cumulative Freight Train Hours of Delay, Over 12 Days, Network-Wide (averaged 

results from 5 randomized cases)

CASE

DC2RVA 

2045

NO BUILD

DC2RVA

2045 

BUILD

DC2RVA

2045 

BUILD 

2ASH

DC2RVA

2045 

BUILD

2ASH + TOS

DC2RVA

2045 

BUILD 

XR2

Infrastructure Tested No Build 3 Tracks south 

of Alexandria

3 Tracks south 

of Alexandria, 

except 2 tracks 

through 

Ashland

3 Tracks south of 

Alexandria, except 

2 tracks through 

Ashland, and with 1 

track out of service 

north of 

Fredericksburg

3 Tracks south 

of Alexandria, 

and 2 tracks 

south of 

Crossroads

Cumulative Hours of Delay 1,532.9 1,550.6 1,631.0 1,655.0 1,711.1

Number of Trains Recrewed per Day Due to Hours of Service

When a freight train crew reaches its federally regulated 12-hour on-duty time (known as hours of 

service), the train crew must cease operation and the freight train must be stopped until a new crew 

arrives. Table 6 shows the average number of trains that had to be recrewed per day, network-wide, 

in each case, in the 12-day model period, because a train crew exceeded its on-duty time.
T E C H N I C A L M E M O R A N D U M

19

Table 6: Numbers of Trains Recrewed per Day Due to Hours of Service, Network-Wide 

(averaged results from 5 randomizedcases)

CASE

DC2RVA 

2045

NO BUILD

DC2RVA

2045 

BUILD

DC2RVA

2045 

BUILD 

2ASH

DC2RVA

2045 

BUILD

2ASH + TOS

DC2RVA

2045 

BUILD 

XR2

Infrastructure Tested No Build 3 Tracks south 

of Alexandria

3 Tracks south 

of Alexandria, 

except 2 tracks 

through 

Ashland

3 Tracks south of 

Alexandria, except 

2 tracks through 

Ashland, and with 1 

track out of service 

north of 

Fredericksburg

3 Tracks south 

of Alexandria, 

and 2 tracks 

south of 

Crossroads

Number of Trains 

Recrewed per Day

19.4 13.8 13.4 21.6 18.3

Hours of Total Train Delay, By Location, Where Total Train Delay Exceeds 3 Hours in 

the 12-Day Model Period

Table 7 shows the hours of total freight train delay, by location (identified by subdivision and 

milepost), network-wide, where total freight train delay exceeds 3 hours in the 12-day model 

period. Delays were recorded by subdivision and field milepost. Freight train delays of more than 

3 hours were recorded at 203 distinct locations, as seen in the table below. In 21 instances at eight 

different locations, freight trains experienced total delays exceeding 24 hours over the 12-day 

model period, including at Newport News (Peninsula Subdivision, milepost 11.75) where total 

train delays ranged between 4 days and 6 days.

Table 7: Hours of Total Train Delay, by Location, where Total Train Delay Exceeds 3 Hours in 

the 12-Day Model Period, Network-Wide (averaged results from 5 randomized cases)

CASE

DC2RVA 

2045

NO BUILD

DC2RVA

2045 

BUILD

DC2RVA

2045 

BUILD 

2ASH

DC2RVA

2045 

BUILD

2ASH + TOS

DC2RVA

2045 

BUILD 

XR2

Infrastructure 

Tested

No Build 3 Tracks south 

of Alexandria

3 Tracks south 

of Alexandria, 

except 2 tracks 

through Ashland

3 Tracks south 

of Alexandria, 

except 2 tracks 

through Ashland, 

and with 1 track 

out of service 

north of 

Fredericksburg

3 Tracks south 

of Alexandria, 

and 2 tracks 

south of 

Crossroads

Subdivision

Field 

Milepost dd:hh:mm:ss dd:hh:mm:ss dd:hh:mm:ss dd:hh:mm:ss dd:hh:mm:ss

Baltimore 

Terminal

1.71 00:05:49:39 00:05:33:49 00:05:24:51 00:06:14:17 00:05:27:25

Baltimore 

Terminal

2.15 00:04:43:09
T E C H N I C A L M E M O R A N D U M

20

Table 7: Hours of Total Train Delay, by Location, where Total Train Delay Exceeds 3 Hours in 

the 12-Day Model Period, Network-Wide (averaged results from 5 randomized cases)

CASE

DC2RVA 

2045

NO BUILD

DC2RVA

2045 

BUILD

DC2RVA

2045 

BUILD 

2ASH

DC2RVA

2045 

BUILD

2ASH + TOS

DC2RVA

2045 

BUILD 

XR2

Subdivision

Field 

Milepost dd:hh:mm:ss dd:hh:mm:ss dd:hh:mm:ss dd:hh:mm:ss dd:hh:mm:ss

Baltimore 

Terminal

3.825 00:12:44:51 00:11:57:02 00:13:51:08 00:15:25:48 00:15:36:14

Baltimore 

Terminal

6.525 00:04:23:22

Baltimore 

Terminal

89.725 00:05:55:11 00:04:01:58 00:04:14:30 00:04:34:14

Baltimore 

Terminal

89.85 00:17:33:19 00:17:01:04 00:17:21:24 00:16:08:34 00:22:33:44

Baltimore 

Terminal

91.69 00:04:06:06 00:03:16:51 00:03:52:36

Baltimore 

Terminal

93.66 00:09:26:55 00:10:55:59 00:10:57:50 00:09:25:44 00:09:16:52

Baltimore 

Terminal

94.65 00:06:40:33 00:03:37:20

Bellwood 0.41 00:06:47:38

Bellwood 0.625 00:03:25:50

Bellwood 1.24 00:04:50:20

Bellwood 1.26 00:03:20:32

Bellwood 1.96 00:03:29:12

Bellwood 3.04 00:06:15:29

Bellwood 3.20 00:04:39:07 00:04:20:12 00:04:07:14

Bellwood 5.02 00:08:24:57 00:03:54:27 00:05:29:49

Bellwood 7.16 00:05:26:42

Bellwood 10.46 00:04:38:34

Bellwood 10.75 00:0:10:15

Capital 10.67 00:06:35:10 00:06:58:26 00:10:11:11 00:05:19:40

Capital 13.275 00:03:35:43 00:05:30:40 00:05:36:34 00:05:21:06

Capital 15.925 00:03:24:08 00:05:59:02 00:04:08:54 00:03:26:42

Capital 16.00 00:03:40:53
T E C H N I C A L M E M O R A N D U M

21

Table 7: Hours of Total Train Delay, by Location, where Total Train Delay Exceeds 3 Hours in 

the 12-Day Model Period, Network-Wide (averaged results from 5 randomized cases)

CASE

DC2RVA 

2045

NO BUILD

DC2RVA

2045 

BUILD

DC2RVA

2045 

BUILD 

2ASH

DC2RVA

2045 

BUILD

2ASH + TOS

DC2RVA

2045 

BUILD 

XR2

Subdivision

Field 

Milepost dd:hh:mm:ss dd:hh:mm:ss dd:hh:mm:ss dd:hh:mm:ss dd:hh:mm:ss

Capital 19.45 00:03:09:56

Capital 32.55 00:03:34:45

Capital 33.65 00:14:57:21 00:05:56:57 00:05:37:45 00:07:11:33 00:07:48:16

Capital 114.825 00:03:26:41 00:03:15:29

Capital 117.40 00:06:50:20 00:04:19:08 00:04:45:47 00:04:23:41 00:06:27:33

Capital 118.55 00:11:03:22 00:04:18:04 00:05:29:21 00:04:48:43 00:04:35:42

Capital 120.45 00:03:04:16

Cumberland 81.89 00:04:26:43 00:03:48:20

Hopewell 7.575 00:03:14:40

Hopewell 8.80 00:03:38:05

Hopewell 10.59 00:04:02:21 00:07:10:31 00:07:57:11 00:08:18:20 00:08:52:38

Hopewell 11.88 00:03:21:36

Hopewell 13.10 00:03:15:56

James River 5.46 00:03:26:12

Metropolitan 36.90 00:05:16:44

Metropolitan 39.05 00:05:26:51

Metropolitan 42.50 00:03:19:33

Metropolitan 68.825 00:06:19:21

Metropolitan 70.80 00:07:27:05

Metropolitan 71.50 00:03:32:55

Metropolitan 72.875 00:09:20:26

Metropolitan 75.175 00:04:17:36

Metropolitan 75.20 00:04:09:59 00:03:07:59

Metropolitan 75.45 00:04:10:21 00:10:20:21

Metropolitan 75.525 00:06:00:46

Metropolitan 75.825 00:03:06:00
T E C H N I C A L M E M O R A N D U M

22

Table 7: Hours of Total Train Delay, by Location, where Total Train Delay Exceeds 3 Hours in 

the 12-Day Model Period, Network-Wide (averaged results from 5 randomized cases)

CASE

DC2RVA 

2045

NO BUILD

DC2RVA

2045 

BUILD

DC2RVA

2045 

BUILD 

2ASH

DC2RVA

2045 

BUILD

2ASH + TOS

DC2RVA

2045 

BUILD 

XR2

Subdivision

Field 

Milepost dd:hh:mm:ss dd:hh:mm:ss dd:hh:mm:ss dd:hh:mm:ss dd:hh:mm:ss

Metropolitan 77.18 00:10:43:21

North End 1.19 00:03:51:42

North End 3.30 00:07:00:45 00:03:47:07 00:03:01:23 00:03:37:51 00:03:50:48

North End 3.82 00:04:35:12

North End 5.575 00:03:27:09 00:05:21:50 00:04:14:29

North End 8.12 00:08:42:45

North End 8.70 00:03:08:30

North End 9.33 00:03:18:51 00:11:10:44 00:05:19:23

North End 13.13 00:06:40:16 00:07:53:39 00:08:59:51 00:04:02:36

North End 14.95 00:04:16:16 00:03:47:28

North End 18.20 00:03:30:37

North End 20.65 00:03:21:18

North End 22.97 00:10:18:53 00:10:28:54 00:10:34:33 00:11:06:22 00:09:54:37

North End 26.65 01:05:42:52 00:04:23:35 00:03:12:52 00:09:00:45 00:09:32:54

North End 26.85 00:09:34:36

North End 28.70 00:05:32:00 00:05:31:18 00:05:53:27 00:04:22:52

North End 28.725 00:06:32:42 00:08:01:35 00:07:38:13 00:08:59:42 00:08:35:09

North End 28.80 00:04:11:24 00:03:00:04

North End 29.95 00:04:32:00 00:05:53:10

North End 31.13 00:12:48:44

North End 32.36 00:03:19:29

North End 33.63 00:04:43:19 00:07:47:05 00:06:44:57

North End 34.88 00:03:04:27 00:05:02:04 00:04:17:09 00:07:40:38

North End 36.89 00:08:06:05 00:07:46:55 00:09:54:26 00:11:30:02

North End 37.84 00:03:35:31 00:11:06:05 00:08:32:10 00:10:10:47 00:13:51:56

North End 40.53 00:05:12:13 00:03:30:46 00:04:37:11
T E C H N I C A L M E M O R A N D U M

23

Table 7: Hours of Total Train Delay, by Location, where Total Train Delay Exceeds 3 Hours in 

the 12-Day Model Period, Network-Wide (averaged results from 5 randomized cases)

CASE

DC2RVA 

2045

NO BUILD

DC2RVA

2045 

BUILD

DC2RVA

2045 

BUILD 

2ASH

DC2RVA

2045 

BUILD

2ASH + TOS

DC2RVA

2045 

BUILD 

XR2

Subdivision

Field 

Milepost dd:hh:mm:ss dd:hh:mm:ss dd:hh:mm:ss dd:hh:mm:ss dd:hh:mm:ss

North End 41.37 00:07:37:25 00:17:29:15 00:20:53:28 00:23:28:44 01:02:20:17

North End 42.11 00:16:24:47 01:02:47:20 01:00:03:32 01:02:28:58 01:02:23:15

North End 51.17 00:12:00:02 00:12:57:20 00:12:50:14 00:15:47:13 00:12:51:17

North End 56.36 00:03:29:08 00:03:20:47

North End 57.67 00:04:46:03 00:13:19:37 00:10:09:55 00:08:35:27 00:14:54:52

North End 57.82 00:11:02:34 00:19:26:25 00:22:05:13 00:17:08:16 00:16:40:49

North End 64.65 00:13:47:30 00:21:01:23 00:19:59:06 00:21:20:37 00:18:27:09

North End 67.825 00:08:12:22 00:11:10:31 00:06:54:37 00:07:03:20

North End 67.875 00:06:16:25 00:08:32:09 00:05:07:45 00:04:37:52

North End 68.76 00:05:47:06 00:05:47:40 00:05:20:10

North End 71.87 00:06:29:34 00:04:55:46 00:05:57:07 00:05:26:58

North End 73.31 00:03:46;49 00:05:08:06 00:03:31:46

North End 74.05 00:08:03:29 00:08:47:01 00:07:39:14 00:08:26:51 00:07:05:13

North End 76.93 00:04:03:34

North End 78.59 00:10:16:02 00:20:59:20 00:19:29:41 00:17:56:30 00:18:08:51

North End 80.37 00:03:30:57

North End 81.79 00:06:31:00 00:07:34:38 00:09:26:15 00:10:09:55 00:09:26:20

North End 81.89 00:03:49:01 00:04:18:54 00:03:41:16 00:05:11:34

North End 84.80 00:06:30:21 00:10:20:28 00:09:45:55 00:09:21:20 00:09:45:44

North End 85.95 00:04:03:37 00:06:27:05 00:05:11:57

North End 86.40 00:05:22:43 00:07:48:59 00:09:56:56 00:08:08:51 00:10:35:38

North End 86.525 00:03:03:11 00:04:04:05 00:04:19:21 00:04:48:04 00:05:54:06

North End 88.90 00:20:51:25 01:04:46:42 01:04:16:15 01:05:13:02 01:06:49:39

North End 97.34 00:17:20:22 01:00:48:49 01:07:02:11 01:01:16:14 01:05:34:58

North End 97.64 00:03:37:23 00:04:40:16 00:04:08:22

North End 99.00 00:04:03:00 00:03:17:33
T E C H N I C A L M E M O R A N D U M

24

Table 7: Hours of Total Train Delay, by Location, where Total Train Delay Exceeds 3 Hours in 

the 12-Day Model Period, Network-Wide (averaged results from 5 randomized cases)

CASE

DC2RVA 

2045

NO BUILD

DC2RVA

2045 

BUILD

DC2RVA

2045 

BUILD 

2ASH

DC2RVA

2045 

BUILD

2ASH + TOS

DC2RVA

2045 

BUILD 

XR2

Subdivision

Field 

Milepost dd:hh:mm:ss dd:hh:mm:ss dd:hh:mm:ss dd:hh:mm:ss dd:hh:mm:ss

North End 100.65 00:03:41:30

North End 100.78 00:04:12:26 00:03:16:35 00:03:07:59 00:03:13:05

North End 101.08 00:03:58:29 00:05:10:29 00:05:52:32 00:06:48:15 00:04:47:56

North End 101.21 00:05:01:29 00:04:46:13 00:05:26:10 00:03:14:13

North End 101.31 00:07:15:01 00:04:54:25 00:04:13:35

North End 102.49 00:03:56:20 00:03:41:00

North End 104.98 00:04:52:59 00:04:05:21

North End 105.05 00:09:03:32 00:12:35:14 00:14:32:29 00:11:05:00 00:14:34:17

North End 107.02 00:03:07:07

North End 112.07 00:14:17:31 00:20:45:14 00:21:15:46 00:17:55:23 01:00:51:13

North End 115.90 00:03:20:44 00:03:24:44

North End 116.025 00:04:50:51 00:03:50:36

North End 118.62 00:06:35:31

Peninsula 11.75 04:11:09:48 05:08:35:46 05:11:33:33 05:05:19:46 05:11:39:36

Peninsula 13.75 00:04:01:57 00:08:10:16 00:08:50:23 00:07:01:13 00:09:56:56

Peninsula 14.025 00:03:01:13

Peninsula 22.50 00:03:09:02 00:03:35:36 00:05:08:44 00:04:29:21 00:04:10:14

Peninsula 42.96 00:03:58:55

Peninsula 58.66 00:04:31:12 00:05:09:54 00:03:09:41 00:04:57:47

Peninsula 76.16 00:03:30:39 00:04:09:27

Peninsula 81.25 00:03:21:17

Peninsula 82.85 00:08:27:36 00:18:43:22 00:18:56:28 01:06:26:57 00:15:11:31

Peninsula 82.875 00:03:08:54 00:03:31:02 00:06:54:14 00:10:55:19

Peninsula 82.90 00:05:29:10

Peninsula 83.025 00:09:56:23 00:07:38:16 00:04:09:49 00:07:03:14 00:08:01:35

Peninsula 83.05 00:03:56:29 00:03:26:00
T E C H N I C A L M E M O R A N D U M

25

Table 7: Hours of Total Train Delay, by Location, where Total Train Delay Exceeds 3 Hours in 

the 12-Day Model Period, Network-Wide (averaged results from 5 randomized cases)

CASE

DC2RVA 

2045

NO BUILD

DC2RVA

2045 

BUILD

DC2RVA

2045 

BUILD 

2ASH

DC2RVA

2045 

BUILD

2ASH + TOS

DC2RVA

2045 

BUILD 

XR2

Subdivision

Field 

Milepost dd:hh:mm:ss dd:hh:mm:ss dd:hh:mm:ss dd:hh:mm:ss dd:hh:mm:ss

Peninsula 83.075 00:05:42:23 00:03:28:53 00:04:28:30 00:04:59:33

Peninsula 83.25 00:11:24:58 00:05:33:28 00:03:14:10 00:08:28:06 00:03:22:42

Peninsula 83.325 00:06:12:17 00:06:34:24 00:06:06:23 00:06:25:16

Peninsula 84.325 00:04:41:01

Philadelphia 1.36 00:09:00:47

Philadelphia 4.72 00:11:19:54 00:05:57:49 00:09:16:16 00:06:23:18 00:06:11:49

Philadelphia 11.87 00:04:55:04 00:03:39:02

Philadelphia 13.725 00:10:26:13 00:10:54:26 00:10:53:38 00:08:42:38 00:07:44:37

Philadelphia 27.30 00:09:49:53 00:07:23:52 00:08:11:22 00:07:15:27 00:06:05:49

Philadelphia 29.29 00:13:04:49 00:05:27:40 00:06:28:57 00:07:41:02 00:07:45:24

Philadelphia 41.56 00:09:44:50 00:05:12:07 00:04:12:54 00:05:33:46 00:06:06:31

Philadelphia 43.62 00:08:26:55 00:07:04:28 00:09:39:40 00:07:48:25 00:10:27:42

Philadelphia 54.50 00:07:25:05 00:03:05:47 00:03:40:54 00:03:17:43 00:04:14:57

Philadelphia 56.50 00:17:23:17 00:11:49:53 00:14:24:04 00:17:36:36 00:14:44:09

Philadelphia 70.29 00:08:15:26 00:05:44:44 00:06:03:18 00:06:39:14 00:06:19:35

Philadelphia 72.24 00:20:42:22 00:16:54:01 00:16:25:07 00:16:04:33 00:21:02:44

Philadelphia 84.54 00:11:02:00 00:04:44:13 00:06:14:07 00:06:42:45 00:06:44:39

Philadelphia 88.30 00:03:17:04

Philadelphia 89.20 00:03:03:52

Portsmouth 3.00 00:03:25:42

Portsmouth 3.60 00:06:53:35

Portsmouth 14.00 00:03:37:08 00:05:09:52 00:04:29:29 00:03:09:27

Portsmouth 15.07 00:03:22:14

Portsmouth 20.31 00:03:17:09 00:03:03:45

Portsmouth 21.525 00:06:04:58 00:06:05:07 00:04:47:10 00:04:24:24 00:05:20:54

Portsmouth 22.30 00:10:07:25 00:03:23:42
T E C H N I C A L M E M O R A N D U M

26

Table 7: Hours of Total Train Delay, by Location, where Total Train Delay Exceeds 3 Hours in 

the 12-Day Model Period, Network-Wide (averaged results from 5 randomized cases)

CASE

DC2RVA 

2045

NO BUILD

DC2RVA

2045 

BUILD

DC2RVA

2045 

BUILD 

2ASH

DC2RVA

2045 

BUILD

2ASH + TOS

DC2RVA

2045 

BUILD 

XR2

Subdivision

Field 

Milepost dd:hh:mm:ss dd:hh:mm:ss dd:hh:mm:ss dd:hh:mm:ss dd:hh:mm:ss

Portsmouth 22.65 00:05:18:45 00:05:27:34 00:06:24:47 00:04:53:47 00:03:52:16

Portsmouth 24.45 00:03:12:12 00:03:45:25

Portsmouth 24.50 00:03:03:04

Portsmouth 43.15 00:03:03:44 00:03:25:46

Portsmouth 57.08 00:06:06:02 00:09:27:17 00:05:15:01 00:07:27:37 00:05:28:17

Portsmouth 77.45 00:04:15:39 00:06:14:04 00:04:33:13 00:04:42:26

Portsmouth 81.79 00:03:54:27 00:04:15:35

RF&P 5.625 00:05:25:58

RF&P 5.68 00:03:37:16

RF&P 13.58 00:10:16:39 00:09:47:12

RF&P 14.25 00:06:52:54

RF&P 15.71 00:03:55:30

RF&P 15.80 00:09:45:08 00:08:08:42

RF&P 29.85 00:03:23:10

RF&P 55.70 00:03:58:32 00:03:43:25 00:03:21:27 00:05:05:38

RF&P 55.825 00:04:37:28

RF&P 58.02 00:04:34:22

RF&P 58.73 00:03:40:38

RF&P 72.40 00:03:04:00

RF&P 79.75 00:04:11:03

RF&P 82.40 00:12:00:39

RF&P 92.20 00:21:51:51

RF&P 93.25 00:03:09:44 00:05:56:13

RF&P 93.70 00:03:18:12

RF&P 97.35 00:05:53:10

RF&P 104.675 00:07:51:23
T E C H N I C A L M E M O R A N D U M

27

Table 7: Hours of Total Train Delay, by Location, where Total Train Delay Exceeds 3 Hours in 

the 12-Day Model Period, Network-Wide (averaged results from 5 randomized cases)

CASE

DC2RVA 

2045

NO BUILD

DC2RVA

2045 

BUILD

DC2RVA

2045 

BUILD 

2ASH

DC2RVA

2045 

BUILD

2ASH + TOS

DC2RVA

2045 

BUILD 

XR2

Subdivision

Field 

Milepost dd:hh:mm:ss dd:hh:mm:ss dd:hh:mm:ss dd:hh:mm:ss dd:hh:mm:ss

RF&P 106.35 00:06:18:09

RF&P 106.45 00:06:55:02 00:04:35:30 00:05:41:12

Richmond 

Terminal

1.80 00:11:02:31 00:05:32:57 00:04:55:42 00:06:54:31 00:08:14:49

Richmond 

Terminal

1.875 00:03:56:32

Richmond 

Terminal

1.95 00:03:29:07 00:05:24:11 00:07:34:29

Richmond 

Terminal

1.975 00:03:55:12 00:03:11:15

Richmond 

Terminal

2.00 00:03:17:03

Richmond 

Terminal

3.30 00:03:26:45

Richmond 

Terminal

3.45 00:14:00:37 00:06:41:05 00:05:07:53 00:06:25:02 00:06:46:15

Richmond 

Terminal

3.50 00:03:39:43

Richmond 

Terminal

3.55 00:03:38:38 00:03:06:56

Richmond 

Terminal

3.60 00:06:20:48 00:05:55:57

Richmond 

Terminal

3.65 00:04:44:17

Richmond 

Terminal

4.67 00:03:13:41

Richmond 

Terminal

4.73 00:09:48:40

Richmond 

Terminal

4.89 00:03:32:04 00:05:43:24

Rivanna 0.22 00:03:08:55 00:03:37:19 00:03:05:01 00:04:17:32

Rivanna 29.76 00:03:40:41

South End 120.025 00:03:11:11
T E C H N I C A L M E M O R A N D U M

28

Table 7: Hours of Total Train Delay, by Location, where Total Train Delay Exceeds 3 Hours in 

the 12-Day Model Period, Network-Wide (averaged results from 5 randomized cases)

CASE

DC2RVA 

2045

NO BUILD

DC2RVA

2045 

BUILD

DC2RVA

2045 

BUILD 

2ASH

DC2RVA

2045 

BUILD

2ASH + TOS

DC2RVA

2045 

BUILD 

XR2

Subdivision

Field 

Milepost dd:hh:mm:ss dd:hh:mm:ss dd:hh:mm:ss dd:hh:mm:ss dd:hh:mm:ss

South End 120.25 00:06:47:02 00:06:41:56 00:05:25:16 00:08:10:37

South End 121.00 00:06:09:32 00:05:20:45

South End 121.125 00:03:12:09 00:03:29:17

South End 121.475 00:08:26:42 00:16:02:42 00:17:51:17 00:15:25:50 00:17:06:13

South End 121.55 00:03:50:17