Ill Il I Ill I Il Il
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Workspace ID: S100001
Workspace Description: VIRGININ VA
Folder: VRE
Name of existing Folder: VIRGINIA
RAILWAY EXPRESS
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THE
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VIRGINIA RAILWAY EXPRESS
SERVICE EXTENSION STUDY
Prepared For:
Parsons Brinckerhoff Quade and Douglas, Inc.
Virginia Railway Express
Norfolk Southern Corporation
Prepared By:
The Woodside Consulting Group, Inc.
April 2003
385 Sherman Avenue
Suite 1
Palo Alto, CA 94306-1840
(650) 289,9850
FAX: (650) 289-9856
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Page No.
Table of Contents
I.
II.
111.
.
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Conclusions and Recommendations.. .....................................
A. VRE Scenario I: Start-up Service to Gainesville ..................
B. VRE Scenario 11: Extended Service to Haymarket ...............
C. VRE Scenario 111: Extended Service to Haymarket and
Bealeton.. .................................................................
Introduction
Alternative Service Scenarios For The Proposed VRE Extension..
..................
...............
...................................................................
A. VRE Scenario I: Start-up Service to Gainesville
B. VRE Scenario II: Extended Service to Haymarket
C. VRE Scenario 111: Extended Service to Haymarket and
Bealeton..
IV.
V.
Projected NS Train Volumes in the Expanded VRE Operating
Territory
................................
:.. .....................................
Physical Descriptions of the Norfolk Southern Lines to be Used
A. Piedmont Division: Alexandria-Bealeton..
B. Piedmont Division: Manassas-Haymarket..
VI.
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Projected Train Conflicts From Operation of the Proposed VRE
Commuter Trains
...........................................................
A. VRE Scenario I: VRE Train Conflicts From Start-up Service
to Gainesville
B. VRE Scenario 11: VRE Train Conflicts From Extended Service
to Haymarket
C. VRE Scenario 111: VRE Train Conflicts From Extended
Service to Haymarket and Bealeton
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Page No.
Table of Contents
(Cont’d)
VLI. Recommended Construction Projects ....................................
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Project No. 1: Extend Springfield Runaround Track, MP 15.1
Project No. 2: Construct Third Main Track Between Manassas
(MP 32.8) and VRE Station at Broad Run
(MP 36.1).
Project No. 3: Construct New B Line Connection at the North Leg
of the Manassas Wye Track
Project No. 4: Construct Second Main Track on the South Leg of
the Manassas Wye Track
Project No. 5: Construct Second Main Track Between Manassas
(MP B1.O) and Gainesville (MP B9.0)
Project No. 6: Construct Side Track Between MP B7.8 and MP
B9.0 Near Gainesville
Project No. 7: Extend Second Main Track From Gainesville
(MP B9.0) to Haymarket (MP B11.5)
Project No. 8: Construct Station Track at Haymarket Station
(Near MP B1l.O)
Project No. 9: Extend Second Main Track From Nokesville
(MP 39.0) to Calverton (MP 46.0)
Project No. 10: Construct Station Track at Bealeton
(Near MP 52.8)
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List of Attachments
A
Routes of the Proposed Extended VRE Commuter Service
B
Summary of Recommended Construction Projects by VRE Scenario
C
Scenario 11- VRE Train Schedules: Extended Service To Haymarket
Scenario I11 - VRE Train Schedules: Extended Service To Haymarket and
E.
Scenario I VRE Train Schedules: Start-up Service To Gainesville
Bealeton
F
Current and Projected Train Volumes In The VRE Expanded Operating
Territory
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NS Timetables and VRE Stations Lists for VRE Expanded Operating
Territory
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Photographic Study of the Piedmont Division Lines
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VRE Scenario I: Main Line, Alexandria-Broad Run
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1-2
1-3
1-4
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VRE Scenario I: B Line, Manassas-Gainesville
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J-2
5-3
J-4
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Expected Meets and Passes
Stringline Chart, Alexandria-Charlottesville
Stringline Chart, Alexandria-MP 55.0 (enlarged)
Train Schedules
Expected Meets and Passes
Stringline Chart, Manassas-Riverton Jct.
Stringline Chart, Manassas-MP 15.0 (enlarged)
Train Schedules
VRE Scenario II: Main Line, Alexandria-Broad Run
K- 1
K-2
K-3
K-4
Expected Meets and Passes
Stringline Chart, Alexandria-Charlottesville
Stringline Chart, Alexandria-MP 55.0 (enlarged)
Train Schedules
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List of Attachments
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VRE Scenario II: B Line, Manassas-Haymarket
L- 1
L-2
L-3
L-4
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VRE Scenario 111: Main Line, Alexandria-Bealeton
M-1
M-2
M-3
M-4
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Expected Meets and Passes .
Stringline Chart, Manassas-fiverton Jct.
Stringline Chart, Manassas-MP 15.0 (enlarged)
Train Schedules
Expected Meets and Passes
Stringline Chart, Alexandria-Charlottesville
Stringline Chart, Alexandria-MP 55.0 (enlarged)
Train Schedules
VRE Scenario 111: B Line, Manassas-Haymarket
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N-2
N-3
N-4
Expected Meets and Passes
Stringline Chart, Manassas-fiverton Jct.
Stringline Chart, Manassas-MP 15.0 (enlarged)
Train Schedules
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Project No. 1: Extend Springfield Runaround Track, MP 15.1
P
Projects In and Around Manassas Yard
P- 1
P-2
P-3
P-4
P-5
Overview Map of Projects Related to Manassas Yard
Detailed Drawing of Manassas Yard Projects
Project No. 2: Construct Third Main Track Between Manassas ( M P 32.8)
and VRE Station at Broad Run (MP 36.1)
Project No. 3: Construct New B Line Connection at North Leg of the
Manassas Wye Track
Project No. 4: Construct Second Main Track on the South Leg of the
Manassas Wye Track
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List of Attachments
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Track Chart of B Line Projects
Project No. 5: Construct Second Main Track Between Manassas (MP B1.O)
and Gainesville ( M p B9.0)
Project No. 6 : Construct Side Track Between MP B7.8 and M P B9.0 near
Gainesville
Project No. 7: Extend Second Main Track from Gainesville (MP B9.0) to
Haymarket (MP B 11.5)
Project No. 8: Construct Station Track at Haymarket Station (near MP
Bll.0)
Main Line Projects Between Broad Run and Bealeton
Track Chart of Projects Between Broad Run and Bealeton
Project No. 9: Extend Second Main Track from Nokesville (MP 39.0) to
Calverton (MP 46.0)
R-3 Project No. 10: Construct Station Track at Bealeton (near MP 52.8)
R-1
R-2
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B Line Projects Between Manassas and Haymarket
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Brochure of The Woodside Consulting Group, Inc.
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VRE Service Extension Study
I.
Introduction
In December 2002, The Woodside Consulting Group, Inc. (“Woodside”) was
retained as a subconsultant to Parsons Brinckerhoff Quade and Douglas, Inc. (“PB”) to
provide railroad operations and engineering consulting services on behalf of Virginia
.and Norfolk Southern Corporation (“NS”). Our assignment
Railway Express (,‘Wy)
was to conduct a study with regard to the impacts on existing and projected NS and
Amtrak train operations of the proposed extension of VRE’s Northern Virginia rail
commuter service, both south of Manassas to Bealeton on NS’s Main Line and west of
Manassas as far as Haymarket on NS’s “B” Line.
As an important element of the Phase 2 Strategic Plan now being developed by
PB, our Study is intended to provide the basis for agreement by VRE and NS on the scope
of the rail infrastructure investment required for extending VRE’s rail commuter service
on either or both of these two NS-owned lines. One objective stated by NS was to seek to
facilitate implementation of the proposed extended VRE commuter service, while
minimizing interference with NS’s current and projected freight and Amtrak’s passenger
train operations. It is NS’s intent that all of the trains on a line will co-mingle, and that,
because of marketplace demands, NS cannot schedule its freight trains around peak VRE
commuter travel periods.
Our specific assignment was to determine the impacts of the proposed VRE
commuter trains on the operations both of NS’s fieight trains and of Amtrak’s passenger
trains, to identify specific railroad track capacity needs required to mitigate those impacts,
and to estimate the costs of construction of the required physical improvements.
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The railroad lines over which the VRE commuter service is proposed to be
extended are a part of NS’s Piedmont Division, and are shown on the map in Attachment
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A. NS’s Piedmont Division extends generally in a southwesterly direction fiom
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Alexandna, VA, and Front Royal, VA, to Norcross, GA, near Atlanta. It includes other
lines to such important locations as Charleston, SC, Asheville, NC, and Raleigh-Durham,
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NC, as well as connections to other NS divisions and to other railroads. Both of the NS
lines to be used by VRE’s proposed commuter service extension are critical parts of the
NS main line that connects the Southwestern and Northwestern regions of the U S .
Founded in 1980, The Woodside Consulting Group is a small, four-person railroad
consulting firm. Three Woodside Consultants prepared this Study:
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John H. Williaiu, President and Project Manager;
Alan D. DeMoss, Principal; and
Judith H. Roberts, Vice President.
The brochure for The Woodside Consulting Group, which summarizes the range of
consulting services that we provide, lists selected clients for whom we have performed
work, and provides summary resumes for each of these three consultants, is included as
Attachment S .
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During the conduct of our VRE Service Extension Study, we performed the
following:
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Review of PB’s 2002 Report entitled VRE-Phase 1 Strategic Plan;
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Field inspections, both by hy-rail vehicle and automobile, of NS’s Piedmont
Division Lines between Alexandria and Charlottesville.and between
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Manassas and Front Royal;
Interviews of NS’s Piedmont Division Operations personnel, located in
Greenville, SC;
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and of other current and projected Amtrak passenger train schedules on the
Piedmont Division; and
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Analyses of the proposed VRE service extension commuter train schedules
Analyses of NS’s current and projected freight train schedules and actual
freight train movements over both the Alexandria-Charlottesville and the
Manassas-Front Royal lines of the Piedmont Division.
Throughout our Study, we received full cooperation from PB, VRE, and NS.
This is our Final Report for the VRE Service Extension Study.
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II.
Conclusions.and Recommendations
In our Study, we determined the impacts of the proposed VRE service extension
commuter train schedules for each of the three scenarios provided by PB to us. We
determined the impacts on the operations of NS’s current and projected freight trains and
on Amtrak’s current and projected passenger trains, using projections of future NS freight
train and Amtrak train volumes that NS provided to us. We identified specific railroad
track capacity needs that would mitigate the impacts, and estimated the current costs of
construction required to provide the additional track capacity. Our cost estimates, at 2002
cost levels, were based on those normally used by Class I railroads for railroad
construction projects and on our experience.
A.
VRE Scenario I: Start-up Service to Gainesville
VRE’s Scenario I would provide start-up service to Gainesville, add four reverse
peak commuter trains, and increase the total number of VRE trains operating to and from
Alexandria each weekday to twenty from the current volume of eighteen.
For NS’s Piedmont Division Lines between Alexandria and Broad Run and
between Manassas and Gainesville, we identified the conflicts with other scheduled VRE
and Amtrak passenger trains and NS freight trains that would be created by the
introduction of the proposed VRE service extension Scenario I commuter train schedules.
Additional potential conflicts with other non-scheduled NS freight trains were also
identified.
From our analyses, we recommend six construction projects, at an estimated cost
of $37.6 million, that would provide additional track capacity in order to minimize the
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train delays both to the proposed VRE commuter passenger trains and to all other trains
projected to be operating on the Lines. These six recommended construction projects are
summarized in Attachment B.
B.
VRE Scenario II: Extended Service to Haymarket
VRE’s Scenario I1 would extend VRE service to Haymarket, add six reverse peak
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commuter trains, and increase the total number of VRE trains operating to and from
Alexandria each weekday to thirty-four from the current volume of eighteen.
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For NS’s Piedmont Division Lines between Alexandria and Broad Run and
between Manassas and Haymarket, we identified the conflicts with other VRE and
Amtrak scheduled passenger trains and NS freight trains that would be created by the
introduction of the proposed VRE service extension Scenario I1 commuter train
schedules. Additional potential conflicts with other non-scheduled NS freight trains were
also identified.
From our analyses, we recommend eight construction projects, at an estimated cost
of $50.4 million, that would provide additional track capacity in order to minimize the
train delays both to the proposed VI@ commuter trains and to all other trains projected to
be operating on the Lines. These eight recommended construction projects are also
summarized in Attachment B.
C.
VRE Scenario III: Extended Service to Haymarket and Bealeton
W ’ s Scenario I11 would extend VRE service to Bealeton as well as to
Haymarket, add six reverse peak commuter trains, and increase the number of IRE trains
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operating to and fiom.Alexandria each weekday to thirty-six from the current volume of
eighteen.
For NS’s Piedmont Division Lines between Alexandria and Bealeton and between
Manassas and Haymarket, we identified the conflicts with other VRE and Amtrak
scheduled passenger trains and NS freight trains that would be created by the introduction
of the proposed VRE service extension Scenario I11 commuter train schedules.
Additional potential conflicts with other non-scheduled NS freight trains were also
identified.
From our analyses, we recommend nine construction projects, at an estimated cost
of $66.1 million, that would provide additional track capacity in order to minimize the
train delays both to the proposed VRE commuter trains and to all other trains projected to
be operating on the Lines. These nine recommended construction projects are also
summarized in Attachment B.
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III.
Alternative Service Scenarios For The Proposed VRE Extension
PB provided three alternative scenarios for the proposed VRE service extension:
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VRE Scenario I: Start-up Service to Gainesville;
VRE Scenario 11: Extended Service to Haymarket; and
VRE Scenario 111: Extended Service to Haymarket and Bealeton.
VRE Scenario I is a start-up weekday operation of three pairs of VRE trains
to/fiom Gainesville in addition to seven pairs of trains to/fiom Broad Run, projected to
occur no sooner than 2006 and probably in the 2008 time frame. VRE Scenarios I1 and
111are alternatives to each other, with each reflecting a relatively high level of service, a
potential “ultimate” or long-term service configuration. Either Scenario I1 or Scenario I11
is projected to be implemented in 20 13. All three scenarios include proposed reverse
peak commute service, which does not exist today. In order to provide an appropriate
context for the projected VRE operations in the years 2008 and 2013, we worked with NS
to project NS freight and Amtrak train volumes for those same time periods.
A.
VRE Scenario I: Start-up Service to Gainesville
The proposed VRE Scenario I train schedules, with “start-up service” to
Gainesville on NS’s B Line, are shown in Attachment C . Key characteristics of this
service include:
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Three morning and three evening weekday peak trains between Gainesville
and Washington, DC;
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Deadhead train movements between the Broad Run maintenance and
servicing facility either to or fiom Gainesville for each of the six weekday
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trains serving Gainesville;
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Five northbound morning and five southbound evening weekday trains
between Broad Run and Washington; and
Two southbound morning and two northbound afternoon weekday reverse
peak trains between Broad Run and Washington.
PB notes that the proposed Scenario I train schedules that include start-up service
on NS’s B Line would require only one more train set than does VRE’s current operation.
B.
VRE Scenario 11: Extended Service to Haymarket
The proposed VRE Scenario I1 train schedules, with extension of service to
Haymarket on NS’s B Line, are shown in Attachment D. -Key characteristics of this
service include:
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Peak headways of thirty minutes at all stations beyond Manassas, similar to
current headways at existing stations. With train operations to and fiom
both Haymarket and Broad Run, this would result in fifteen-minute peak
headways at Manassas, Manassas Park and Burke Centre stations;
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Alternate peak trains would skip Rolling Road and Backlick stations,
providing improved running times on the limited stop trains, while
preserving thirty-minute headways at these stations;
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From Broad Run, three trains would operate in the morning peak, and an
additional train would amve in Washington in the late afternoon;
Six trains would operate from Haymarket in the morning peak, in addition
to two later “shoppers specials” amving in Washington-after9:OO a.m.;
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Reverse peak commuter service is introduced, focused on workplaces
between Manassas and Haymarket. Two trains an hour apart depart
Washington in the morning and four trains to Washington depart in the
afternoon and evening hours between 2:50 and 7:OO p.m., the last three
running a little more than an hour apart; and
Seven deadhead train movements between the Broad Run maintenance and
servicing facility and Haymarket for twelve of the twenty-six trains serving
Haymarket, usually involving a pair of trains coupled together and operated
as a single deadhead movement.
In this scenario, thirty-four VRE trains would be operated between Alexandria and
Manassas and twenty-six VRE! trains would be operated on the B Line between Manassas
and Haymarket.
C.
VRE-Scenario 111: Extended Service to Hagmarket and Bealeton
The proposed VRE Scenario I11 train schedules, an alternative to VRE Scenario 11,
are shown in Attachment E. Scenario I11 would provide service to both Haymarket and
Bealeton. Thirty-six trains would operate each weekday between Alexandria and
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Manassas, twenty-six trains between Manassas and Haymarket, and eight trains between
Manassas and Bealeton.
Much of VRE Scenario I11 is identical to Scenario 11. The key characteristics of
Scenario 111that are identical to those of Scenario I1 are:
Peak headways of thirty minutes at all stations beyond Manassas, similar to
existing headways at existing stations. With train operations to and from
both Haymarket and Broad Run, this would result in fifteen-minute peak
headways at Manassas, Manassas Park, and Burke Centre stations;
Alternate peak trains would skip Rolling Road and Backlick stations,
providing improved running times on the limited stop trains, while
preserving thirty-minute headways at these stations; and
Reverse peak commuter service is introduced, focused on workplaces
between Manassas and Haymarket. Two trains an hour apart depart
Washington in the morning and four trains to Washington depart in the
afternoon and evening hours between 2:50 and 7:OO p.m., the last three
running a little more than an hour apart.
However, the key characteristics that make Scenario I11 unique are:
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Service is extended to Bealeton, with four peak trains in each direction;
No reverse peak commute service is scheduled to Bealeton; and
Scenario I11 assumes new storage yards are built at Haymarket and
Bealeton, thereby eliminating the need for all deadhead train movements.
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IV.
Prqjected NS Train Volumes in the Expanded VRE Operating Territory
VRE Scenario I, the start-up of service to Gainesville, is projected to occur in
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about 2008 and implementation of either VRE Scenario I1 or VRE Scenario 111 is
projected to occur in the year 2013. In order to provide an appropriate context for the
projected VRE operations, we worked with NS to project both NS freight and Amtrak
intercity passenger train volumes for those same time periods.
Attachment F summarizes current and projected train volumes for the years 2008
and 2013 in the expanded VRE operating territory, including the main line between
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Alexandria and Manassas, the B Line between Haymarket and Manassas, and the main
line south of Manassas. Train volumes are provided for VRE commuter service, Amtrak
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intercity passenger service, and NS through and local freight service.
As shown by Attachment F, total train volumes between Alexandria and Manassas
are expected to increase from the current weekday volume of thirty-five trains to fortyfive trains in the year 2008 and to sixty-one trains in the year 2013, primarily because of
the substantial increase in the number of VRE trains.
On the B Line, weekday train volumes are projected to increase from the current
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volume of sixteen trains to twenty-eight trains between Gainesville and Manassas in the
year 2008 and to fifty-two trains between Haymarket and Manassas in the year 2013.
These train volume increases occur primarily because of the increase from zero to twentysix in the number of VRE trains, but also because of the increase from twelve to twentytwo in the number of NS through freight trains.
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On the main line, south of Manassas to Bealeton, weekday train volumes are
projected to increase from their current volume of twenty-six trains to forty trains in the
year 2008 and to fifty-two trains in the year 2013. The train volume increases in this,
territory occur not only because of the addition of eight VRE trains, but also because of
the growth from four to eight in the number of Amtrak trains and the increase from
twenty to thirty-four in the number of NS through freight trains.
Our beginning point for developing projected fhture Amtrak intercity passenger
and NS freight train volumes in the expanded VRE operating territory was the current
Amtrak schedules and NS freight train schedules provided to us by the NS Piedmont
Division. We accepted the current Amtrak schedules and the NS through freight train
schedules without modification. However, due to differences observed in the field from
the printed schedules for NS local trains, we modified the NS local freight train schedules
in accordance with information regarding on and off duty times and locations provided to
us by the Piedmont Division Trainmaster with jurisdiction for the VRE expanded
territory. Although the work required on any particular day may result in different
working limits and schedule timing for any given local, our analysis is based on NS local
freight train schedules that reflect the full bulletined run for each local train.
The projected year 20 13 NS and Amtrak train volumes that are applicable to both
VRE Scenario I1 and VRE Scenario 111 were derived as follows:
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include the addition of four Bristol passenger trains, in accordance with the
schedules provided by Amtrak and addressed in Woodside’s January 2002
Phase II Report entitled Bristol, Roanoke, and Richmond Passenger Train
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Amtrak passenger train projections between Alexandria and Charlottesville
Study;
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NS through freight train projections between Charlottesville and Riverton
Jct. include ten additional trains daily, consisting of four merchandise trains
expected to be rerouted via Manassas from their current route between
Riverton Jct. and Roanoke plus six additional intermodal trains expected to
be generated from growth in the marketplace; and
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NS through freight train projections between Alexandria and Charlottesville
include four new daily Northeast Corridor trains, consisting of a pair of
Atlanta-New York internodal trains and a pair of Linwood-Allentown
merchandise trains.
Total train volumes projected for Amtrak and NS in the year 2008 are identical to
the year 2013 projections, except that only two of the six new intermodal trains that are
projected for 2013 are projected to be operating between Charlottesville and Riverton Jct.
in the year 2008. Thus, as shown by Attachment F, the numbers of NS through freight
trains projected for the year 2008 are eighteen on the B Line and thirty on the main line
south of Manassas.
The NS freight trains that are to be rerouted from their current Riverton JunctionRoanoke route to the route via Manassas are the 15T, 16T, 374, and 38Q. Based on the
schedules for other NS merchandise trains operating between Riverton Junction and
Lynchburg via Manassas, we constructed a composite schedule that was applied to the
four rerouted merchandise trains. That composite schedule totaled 13 hours 30 minutes
between Hagerstown and Roanoke via Manassas, 11 hours 40 minutes between
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Hagerstown and Lynchburg via Manassas, and 8 hours 40 minutes between Riverton
Junction and Lynchburg via Manassas. For,the two southbound'trains to be rerouted,
Nos. 15T and 37Q, we started with the current departure times from Hagerstown and
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applied the composite schedule from Hagerstown to Roanoke via Manassas. For the
northbound trains to be rerouted, Nos. 16T and 384, we started with the current departure
times fkom Roanoke and applied the composite schedule from Roanoke to Hagerstown
via Manassas.
NS has projected that six additional intermodal trains would operate between
Riverton Junction and Lynchburg via Manassas because of future growth in the
intermodal market. Two of these additional intermodal trains are projected to be
operating in the year 2008, with the additional four trains projected to be operating in the
year 2013. For these new intermodal trains, we projected running times that reflect NS’s
current intermodal train schedules for NS Trains Nos. 21 1 and 212, which operate
between Atlanta and Croxton, NJ. Assuming the continued operation of all current NS
freight trains, as well as the four rerouted trains, we then created schedules through the
expanded VRE operating territory for all six additional NS intermodal trains.
The two additional intermodal trains projected to be operated in the year 2008
were scheduled across the B Line about twelve hours in advance of the current schedules
for Trains Nos. 21 1 and 212. Because we do not know precisely when NS would elect to
operate these two additional intermodal trains, we created a second schedule slot for each
train, resulting in two possible schedule slots for each additional intermodal train. The
four schedule slots that we created for the two projected additional intermodal trains are
identified on the stringline charts as NSX211, NSY211, NSX212, and NSY212.
We also created two schedule slots for each of the four additional NS intermodal
trains projected to be operated in the year 2013; these schedules were again based on the
current running times for NS Trains Nos. 21 1 and 212. Selection of these additional
schedule slots was based primarily on the availability of time slots that would permit
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these trains to meet or pass other NS trains on the B Line at the existing Allison Siding
(MP B2 1.1) or on the double track between Cody (MP B45.2) and Woods (MP B47.6).
These eight schedule slots are identified on the stringline charts as NS 1211,NS22 11,
NS3211, NS4211, NS1212,NS2212, NS3212, andNS4212.
We further created two schedule slots for each of the four new Northeast Corridor
trains that are projected to operate daily between Alexandria and Charlottesville in both
years 2008 and 2013. For the projected new southbound intermodal train, we created two
schedule slots based on the current schedule for NS Train No. 21 1. These two slots
would permit arrival in Atlanta either thirty minutes or twelve hours after Train No. 2 11's
currently scheduled arrival time in Atlanta. For the projected new northbound intermodal
train, we also created two schedule slots based on departures from Atlanta that were both
thirty minutes and twelve hours later than NS Train No. 212 is currently scheduled to
depart. These four schedule slots are shown on our stringline charts as NSIMS 1,
NSIMS2, NSIMN1, and NSIMN2.
Four schedule slots for the two daily additional merchandise trains that are
projected to operate via the Northeast Corridor were created in a similar manner, based on
the current schedules for NS merchandise Trains Nos. 11R and 12R. For the new
southbound merchandise train, schedule slots were created for arrival at Linwood both
thrty minutes and twelve hours after the currently scheduled arrival of NS Train No. 11R.
Similarly, the two schedule slots created for the projected additional northbound
merchandise train were predicated on departures from Linwood that were thirty minutes
and twelve hours later than NS Train No. 12R's current departure time. These four
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additional merchandise train schedule slots are designated on our stringline charts as
NSMS1, NSMS2, NSMNl, andNSMN2.
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V.
Physical Descriptions of the Norfolk Southern Lines to be Used
VRE currently operates rail commuter service between Washington, DC, and
Broad Run, VA ( V R E ’ s layover terminal), on a portion of NS’s Piedmont Division line
between Alexandria, VA, and Montview, near Lynchburg, VA.
,
VRE plans to extend rail commuter service from Broad Run to Bealeton, which is
between the NS stations of Calverton and Remington on the NS main line to Lynchburg.
VRE also plans to initiate a new rail commute service via NS’s Manassas freight yard to
Haymarket on the Piedmont Division’s ManassasEdinburg Line, known as the “B”Line.
VRE’s plans to serve Bealeton and Haymarket will increase the number of trains
in rail commuter service between Alexandria, Broad Run, and Bealeton, as well as
between Manassas and Haymarket.
A.
Piedmont Division: Alexandria - Bealeton
NS’s Piedmont Division includes the line that runs from Alexandria to Bealeton,
as shown by the map in Attachment A. The 8.2-mile line from Washington, DC, to
Alexandria is not owned by NS and has not been considered by our Study. Attachment H
includes a photographic study of the Alexandria-Bealeton line segment.
Attachment G includes portions of the Piedmont Division Timetable No. 19, in
effect June 20, 1999, that shows the mileposts and names of NS’s stations between
Alexandria and Bealeton. The distance from Alexandria to Bealeton is 44.6 miles.
Bealeton is at MP 52.8, between the NS stations of Calverton and Remington.
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. .
Also shown by Attachment G is a list of current and future VRE stations, with
corresponding NS mileposts, located between Alexandria and Bealeton. As shown, NS's
line between Alexandria and Bealeton passes existing VRE stations at Backlick Road,
Rolling Road, Burke Center, Manassas Park, Manassas, and Broad Run. Attachment G
also shows proposed future VRE passenger stations at Fairfax Station, Clifton, Bristow,
Nokesville, Catlett, Calverton and Bealeton. The mileposts of those stations correspond
to the NS mileposts shown on the Alexandria-Montview line segment in the NS
Timetable.
NS zone train speeds between Alexandria and Bealeton are 79 mph for passenger,
60 mph for intermodal freight, and 50 mph for all other freight trains. However, there are
eleven locations where passenger train speeds are reduced generally to the range of 40
mph to 60 mph because of curves ranging from 1" to 5" 30'. In addition, there are four
double crossovers, three single crossovers, and two end of double track turnouts requiring
that train speeds be reduced to the range of 40 mph to 45 mph, except for the Powell
Crossover at M p 33.8 and the power turnout to VRE's Broad Run Yard (South
Manassas), which are 25 mph. In the town of Manassas, there is a 25 mph speed
restriction for all trains passing over at-grade crossings for a distance of over one mile.
From CR Tower (MP 10.7) south, the railroad gradient generally increases,
ranging fiom about 0.25% to 1.OS% until reaching a summit near Crestwood (MP 23),
after which the gradient declines on a district ruling grade of 1.4% to M P 29 near Bull
Run. Thereafter, the gradient through Manassas and on to Bealeton at MP 52.8 ranges
fiom level to undulating gradients of about one percent.
The track structure conforms to Federal Railroad Administration (FRA) Class 4
track in regard to drainage, subgrade, ballast, crossties, fastenings, frogs, switch points,
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and rail conditions. The rail is all 132 lb. continuous welded rail (CWR). There are 21
railroad drainage structures on this line segment, most of which are open deck, steel deck
plate structures ranging in total length of 25 ft. to 565 ft. There is one ballast deck, steel
deck plate structure that is 46 ft. long. Also, there are five beam steel structures ranging
fiom 20 ft. to 270 ft. in total length, and three concrete arch culverts of 10 ft. to 50 ft. in
width.
The line segment between Alexandria and Bealeton has a total of 20 highway
grade separations, of which 18 are highway structures over the railroad and two are
highways under the railroad. There are 2 1 at-grade highway crossings that have
automatic flashing lights and gates warning systems and ten at-grade roadway crossings
with no automated warning systems, although some have passive warning signs. The
entire line segment between Alexandria and Bealeton has Automatic Block Signals
(ABS) and Train Control (TC) with remotely controlled power switches at crossovers and
at the end of double track. All of this line segment is double track, bi-directional TC,
except for single track between M p 39.0, near Nokesville, and MP 46.0, at Calverton, as
summarized in the table below:
Double Track
(Route Miles)
Alexandria to Bealeton
Alexandria-Nokesville*
Nokesville-Calverton
Calverton-Bealeton
30.8
---
6.8
Total
37.6
Total route miles of Double Track
37.6
Total route miles of Single Track
7.0
-
Total Route Miles
44.6
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End of double track is at MP 39.0, which is 0.4 miles north of W ’ s proposed
Nokesville station.
B.
Piedmont Division: Manassas-Haymarket
I
NS’s Piedmont Division includes the line that runs from Manassas to Front Royal
i and Edinburg, which is known as the “B” Line, shown by the map in Attachment A.
Attachment G includes a portion of the Piedmont Division Timetable No. 19, in effect
1 June 20, 1999, that shows the ManassadEdinburg line segment. The Haymarket freight
is shown on NS’s track chart at about MP B10.6. The VRE service plan also
I ,station
shown in Attachment G indicates that the planned Haymarket station would be located at
i MP B 10.9. Attachment H includes a photographic study of the Manassas-Haymarket
Line Segment.
1
The zone speed for trains on the B Line is 45 mph for all trains, including
intermodal and passenger trains. The train speed for all trains in the first mile through
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Manassas Yard and around the wye track is 10 to 15 mph. Between MP B1 .O and MP
B2.5, there are five (5) public at-grade highway crossings where train speed is restricted
to 25 mph. There are 13 curves ranging from 1’ to 4”, which reduce train speeds to the
range of 35 mph to 40 mph in this segment.
The railroad gradient on the B Line from Manassas west to Haymarket is generally
over rolling terrain of long summits and sags ranging over several miles with typical
grades of 0.5% to 1% and a maximum grade of 1.53% for a short distance west of
Gainesville. The track structure conforms to FRA Class 4 standards with respect to
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drainage, subgrade, ballast, crossties, fastenings, fiogs, switch points, and rail conditions.
The rail is all 132 lb. CWR.
There is only one significant drainage structure between Manassas and Haymarket,
at about MP B4.75. It is a 14 ft. structural arch culvert. Between Manassas and MP 11,
near Haymarket, there are 13 at-grade highway crossings with automatic flashing lights
and gates warning systems. There are two at-grade roadway crossings with passive
warning signs.
The entire B Line, including the 10.9-mile segment from Manassas to Haymarket,
is unsignaled and trains operate under Track Warrant Control (TWC). Under TWC, the
use of the main track within specified limits is under the direction of the train dispatcher,
who commonly uses voice radio communications following preprinted forms.
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VI.
Prqjected Train Conflicts From Operation of the Proposed VRE Commuter
Trains
This portion of our Report discusses the train conflicts that we have projected
would occur fiom the operation of the proposed VRE commuter passenger trains on the
proposed schedules. Our discussion of the train conflicts addresses each of the three
VRE Scenarios separately.
Identification of the conflicts between VRE, Amtrak, and NS trains utilized the
proposed VRE train schedules described in Chapter I11 of this Report and the projected
NS and Amtrak train schedules described in Chapter IV of this Report. Schedule data for
VRE, Amtrak, and NS trains are combined for each of the three VRE Scenarios, for both
the Alexandria-Charlottesville Main Line and the Manassas-Front Royal B Line
segments, in Attachments I-4,J-4, K-4, L-4, M-4, and N-4.
For each of the three VRE Scenarios, the train schedule data for VRE, Amtrak, and
NS trains were used to develop stringline charts for both the Main Line and the B Line
segments. These stringline charts (in Attachments 1-2, J-2, K-2, L-2, M-2, and N-2)
illustrate how the proposed VRE commuter trains would interact with the NS freight
trains and Amtrak trains (if any) using NS’s Main Line and B Line segments.
Enlargements of the detail in these stringline charts are also provided (in Attachments 1-3,
5-3, K-3, L-3, M-3, and N-3) to more clearly display the train conflicts for the line
segments between Mileposts 5.0 and 55.0 on the Main Line and between Mileposts BO.0
andB15.0ontheBLine.
Intersections on the stringline charts of the proposed VRE commuter trains with
other trains indicate potential conflicts. At the indicatedJocations of potential conflicts,
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either multiple main tracks, crossovers, or other trackage must be available in order to
permit meets or passes with the proposed VRE commuter passenger trains without
causing delays either to any VRE or Amtrak passenger trains or to NS freight trains.
1
It should be recognized that actual train movements will vary somewhat from their
stringline chart schedules at any specific location, and that such operational variations,
especially for high speed passenger trains, can shift the points of train conflicts away
from the precise locations shown on the stringline charts. Thus, construction projects that
we recommend must and do provide an infrastructure with sufficient capacity to
accommodate these expected operational Variations.
The stringline charts in Attachments I through M simulate operations on the NS
Main Line and on the B Line for a single representative twenty-four hour day, midnight to
midnight. Generally, a train is indicated as a single continuous line on a stringline chart.
However, some of the trains on these lines do not complete operations by midnight, but
continue over to the next calendar day. In order to reflect’the entire run within one
calendar day on the stringline charts, the representation of such trains has been split into
two parts, with the suffixes “a” and “b” used for all such trains having schedules that
extend beyond midnight. Alphabetic suffixes have also been used to indicate changes in
a train’s operating direction, as is typical of most local trains that terminate at their origin
locations.
The stringline charts in Attachments I through M were used to identify the
expected meets and passes between the proposed VRE commuter trains and all other
Amtrak passenger trains and NS freight trains on the Main Line between Alexandria and
either Broad Run or Bealeton and on the B Line between Manassas and either Gainesville
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or Haymarket. The lists of expected meets and passes are included in Attachments I- 1, J1, K;l, L-1, M-1 md N-1.
Certain abbreviations have been used in Attachments I- 1, J- 1, K- 1, L- 1, M- 1, and
N-1:
.
PX South Wye Track #1 means the new single track now being constructed
on the south leg of the wye at Manassas over which VRE deadhead trains
would operate;
.
Proposed South Wye Track #2 means the second track that we propose be
constructed on the south leg of the wye at Manassas;
.
North Leg Wye Track means the track on the north leg of the wye at
Manassas; and
.
Proposed Main Track #3 means the third main track that we propose be
constructed between Manassas and Broad Run.
In general, the word “proposed” is used to refer to tracks that do not currently
exist, but that we propose be constructed in order to mitigate train conflicts.
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A.
VRE Scenario I: VRE Train Conflicts From Start-up Service to
Gainesville
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VRE’s Scenario I would provide “start-up service” to Gainesville, with operations
on NS’s lines between Gainesville and Alexandria, as well as between Broad Run and
Alexandria.
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Attachment I contains the following data developed for our analysis of VRE
Scenario I train conflicts on NS’s Main Line between Broad Run and Alexandria:
Attachment 1-1
Expected Meets and Passes
Attachment 1-2
Stringline Chart, Alexandria-Charlottesville
Attachment 1-3
Stringline Chart, Alexandria-MP 5 5 .O (enlarged)
Attachment 1-4
Train Schedules
Attachment J contains similar data developed for our analysis of VRE Scenario I
train conflicts on NS’s B Line between Gainesville and Manassas:
Attachment J- 1
Expected Meets and Passes
Attachment 5-2
Stringline Chart, Manassas-Riverton Jct.
Attachment 5-3
Stringline Chart, Manassas-MP 15.0 (enlarged)
Attachment J-4
Train Schedules
Attachments 1-4 and 5-4 contain all of the VRE Scenario I train schedules, as well
as all of the Amtrak and NS train schedules projected for the year 2008, as discussed in
Chapter IV of our Report. These train schedules were translated into stringline charts for
NS’s Main Line between Alexandria and Charlottesville in Attachment 1-2, with an
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enlarged stringline chart between Alexandria and Milepost 55.0 in Attachment 1-3, and
for NS's B Line between Manassas and Riverton Jct. in Attachment 5-2, with'an enlarged
stringline chart between Manassas and Milepost 15.0 in Attachment 5-3. These stringline
charts and train schedules were used to identify and analyze expected meets and passes
between the proposed VI2E Scenario I commuter trains and all other Amtrak passenger
trains and NS freight trains on the Main Line between Alexandna and Broad Run and on
the B Line between Manassas and Gainesville, as shown in Attachments I- 1 and J- 1.
1.
Train Conflicts at Springfield
The Springfield Runaround Track at MP 15.1 is an industrial support track with a
capacity of about 53 cars. However, Newton Asphalt and Vulcan Materials receive a
total of about 90 cars per day near this location, thus requiring that cars must be set out on
Main Track No. 2.
As shown by Attachment I- 1, we identified six train conflicts between the VRE
commuter trains and NS locals working at Springfield. These conflicts require that NS
locals be able to clear both main tracks, so that VRE trains are not delayed. As shown by
Attachment I- 1, the six Scenario I VRE train conflicts with NS local trains at MP 15.1
are:
.
.
.
.
.
VRE Train No. 330 and NS Train No. E44a;
VRE Train No. 332 and NS Train No. E43c;
VRE Train No. 323 and NS Train No. E46a;
VRE Train No. 325 and NS Train No. E44a;
VRE Train No. 325 and NS Train No. E46c; and
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VRE Train No. 327 and NS Train NO. E43c.
In order to mitigate these train conflicts, we recommend extending the Springfield
Runaround Track, so that all NS trains working at Springfield can be clear of the main
track when VRE trains are operating.
2.
Train Conflicts Between Manassas Station and Broad Run
In Attachment 1-1, we identified three sets of train conflicts that we believe can be
mitigated only by constructing a third main track between a point just south of Manassas
Station (MP 32.6) and the VRE Station at Broad Run (MP 36.1). The stringline charts in
Attachments 1-2 and 1-3 visually present these train conflicts.
The first of these conflicts would be among northbound VRE Train No. 328,
southbound Amtrak Train No. P881, and southbound NS Train No. 341. The following
table indicates the time conflicts among these three trains in the geographic territory
between Broad Run and Manassas Station:
I
Train
-328
(N)
ATKF'881 (S)
NS341 (S)
Broad
Run
750
751
8:35
-
I Manassas I N. Leg of I
w
Jct.
7:54
7:48
7:s
7:48
6:29
8:30
Manassas
Station
7:56-7
7:46-8
6:28
I
Main
Track No.
3
1
2
As shown above, southbound NS Train No. 341 would occupy Main Track No. 2
between the north leg of the Manassas Wye and Manassas Junction for about two hours
between 6:29 a.m. and 8:30 a.m., while picking up and setting out cars. During that same
time period, southbound Amtrak Train No. P881 would depart Manassas at 7:48 a.m. and
pass Broad Run at 7:51 a.m., while occupying Main Track No. 1. Unless the proposed
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third main track were available to it, VRE Train No. 328, scheduled to depart Broad Run
at 7:50.a.m., would be delayed.
The second set of train conflicts would be among southbound VRE Train No. 323
and NS Trains Nos. R38Q, 1IR, and E46a, as shown by Attachment 1-1 and summarized
by the table below:
Broad
Train
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vRE323 (S)
NSR38Q (NW)
NSllR (E%)
NSE46a (S)
Run
9:45
9:22
9:47
9:51
Manassas N. Leg of
Jct.
Manassas
Station
Main
Track No.
9:25
9:23-4
-__
--
9:46
9:46
3
1
2
1
m!!?
9:30
9:29
9:41
9:48
.
--
During this time period, NS Train No. R38Q would be operating northbound from
Broad Run on Main Track No. 1 at 9:22 a.m., and passing Manassas Junction at 9:29 a.m.
as it proceeds westerly on the B Line. At the same time, NS Train No. 11R would be
moving easterly from the B Line, passing Manassas Junction at 9:41a.m. on Main Track
No. 2, and then operating southbound on Main Track No. 2, passing Broad Run at 9:47
a.m., enroute to change crews at Bristow between 9:50 a.m. and 10:05 a.m. Southbound
NS Train No. E46ayoccupying Main Track No. 1, would pass Manassas Junction at 9:48
a.m. and Bristow at 9:52 a.m., overtaking NS Train No. 1lR, which would have stopped
to change crews. Unless the proposed third main track were available to it, VRE Train
No. 323, scheduled to depart Manassas Junction at 9:30 a.m., would be delayed at least
until northbound NS Train No. R38Q had cleared Main Track No. 2 at Manassas Jct.
The third set of train conflicts would be among southbound VRE Train No. 333,
southbound NS Train No. 22Gyand northbound Amtrak Train No. P882, as shown by
Attachment I- 1 and summarized by the table below:
-1
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n m 3 3 3 (S)
NS22G (S)
ATKP882 fM
20:32
20:29
20:29
Manassas N.Leg of
Jct.
WE
Manassas
Station
20:22
20:23
20:31
20:18
20: 17-18
--
--
20:31
20:32-34
Main
Track No.
3
2
1
.
During this time period, southbound NS Train No. 22G, moving easterly fiom the
B Line, would be passing Manassas Junction at 20:23 and Broad Run at 20:29, while
occupying Main TrackNo. 2. Northbound Amtrak Train-No. P882 would be passing
Broad Run at 20:29 and Manassas Junction at 20:3 1, while occupying Main Track No. 1.
Unless the proposed third main track were available to it, VRE Train No. 333, departing
Manassas Junction at 20:22 and scheduled to amve at Broad Run at 20:32, would be
delayed until Amtrak Train No. P882 had departed Manassas Jct.
3.
Train Conflicts on the South Leg of The Manassas Wye Track
As shown by Attachment 1-1, a conflict would exist between Train No. VREDN1,
a VRE deadhead movement scheduled to depart Broad Run at 5:OO a.m. enroute to
Gainesville, and NS Train No. M2R, also scheduled to operate westbound on the B Line,
departing Broad Run at 4 5 9 a.m. According to their schedules, these two trains would
operate side-by-side between Broad Run, at MP 35.7, to MP B1.8, on the B Line near
Graham. These simultaneous and parallel train movements could occur only if the second
track on the south leg of the wye (ie., the proposed South Wye Track No. 2) that we
recommend is constructed.
4.
Train Conflicts on the B Line Between Manassas,and Gainesville
All three proposed VRE Scenarios provide for rail commuter service on NS’s B
Line, where no passenger service is currently operated. NS views the B Line between
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Manassas and Front Royal as a critical link in NS’s core main line that connects the
Southeast and Northeast regions of the U S . The operation on the B Line of VRE
commuter trains would potentially conflict with the operations of scheduled NS through
and local freight trains, as well as with any non-scheduled NS through freight and local
freight trains. Because the B Line between Manassas and Haymarket consists of only a
single main track,.additional track capacity and other improvements will be required to
permit the proposed VRE commuter trains to meet or pass the freight trains operating on
the B Line, without excessive delays to either commuter or freight trains.
In our opinion, the proposed VRE commuter trains cannot be operated with the
train warrant control (TWC) method of:operation currently in place on the B Line. With
the existing TWC method of operation, the positions of trains are known to the dispatcher
only by radio contacts and the dispatcher’s estimates of train running times between
sidings. . Although the current system is adequate for NS’s freight trains, it is simply not
precise enough to control the mix of commuter passenger trains and freight trains without
causing significant delays to all trains on the B Line.
A related complexity of a TWC method of operation is the time that would be
required for a freight train to enter and operate through sidings on the B Line, if the use of
sidings instead of double track were proposed. If the switches that control access to the
sidings are not power operated, an NS freight train must stop short of the switch and a
member of the train crew must do the following: climb down from the locomotive, walk
to the switch, line the switch for the siding, stand clear while the freight train pulls by,
realign the switch for the main track, and walk the one to two-mile length of the train to
return to the locomotive. The time required for a train to take a siding varies somewhat
by location and by length of train, but the process requires at least thirty to forty-five
minutes, based on our experience.
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Furthermore, using a TWC method of operation, there is usually an additional
delay of perhaps as much as fifteen minutes, while awaiting the arrival of the meeting or
passing train. Thus, if the turnouts were not power operated and of a grade suitable to
permit high speeds through them, and if the sidings were not constructed to permit high
speeds entering and leaving them (i.e., 45 mph, instead of the 15-20 mph speeds usually
authorized), then each NS freight train that must meet or be passed by the proposed VRE
commuter passenger trains would be delayed a minimum of forty-five minutes to one
hour. Such delays would not be acceptable to NS, and we believe that they must be.
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control panel lights on a display console that enable the dispatcher to see the locations of
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remotely control power operated turnouts on the line.
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recommended train control system will be installed on the B Line between Manassas and
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The more precise train control (TC) method of train operation that is. in place on
many of NS’s more heavily used lines (including those between Alexandria and Bealeton)
provides, in addition to radio contact and the dispatcher’s own estimates of running time,
trains traversing the line. A train control system also permits the central dispatcher to
We do not believe it would be possible to operate the proposed passenger trains
on time and with reliability without using a train control system. Accordingly, for all
three VRE Scenarios, our analysis of projected train conflicts has assumed that the
either Gainesville or Haymarket.
The introduction of six VRE commuter trains and an additional six VRE deadhead
movements between Manassas and Gainesville in proposed VRE Scenario I would create
six meets or passes with NS freight trains. These six meets or passes would occur in the
7.4 miles between Milepost B 1.O, at the junction of the north and south legs of the
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Manassas Wye tracks, and the Gainesville passenger train station at MP B8.4. As shown
by Attachment J- 1,these train conflicts are:
0
.
0
VRE Train No. DN1 and NS Train No. M2R at Milepost B1.8;
VRE Train No. 340 and NS Train No. M2R at Milepost B7.2;
VRE Train No. 344 and NS Train No. Y2 11 at Milepost B8.4,
Gainesville passenger station;
0
VRE Train No. 344 and NS Train No. R16T at Milepost B5.5;
0
VRE Train No. 341 and NS Train No. M1R at Milepost B3.9; and
.
VRE Train No. DS3 and NS Train No. Y212 at Milepost B1.9.
As demonstrated by these six meets or passes, construction of a double track
between the Manassas Wye tracks and Gainesville, including the installation of a train
control method of operation, would be required in order to operate the VRE commuter
trains on the B Line reliably, without delaying NS fieight trains.
5.
VRE Commuter Train MeetsDelays at Stations
South of Alexandria, all VRE stations, except Manassas, are located on the
magnetic east side of the NS Main Line adjacent to Main Track No. 1. Except for
Manassas, no VRE station has a second platform adjacent to Main Track No. 2.
Accordingly, usual VRE train operations in both directions would be on Main Track No.
1, so that crossover movements into and out of the VRE stations would not be required.'
In order to minimize W2E crossover movements and conflicts with NS fieight
trains, a similar pattern has been proposed for the B Line, with station locations on the
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magnetic north side of and adjacent to NS’s existing B Line main track, which we have
referred to as Main Track No. 1.
In VRE Scenario I, the operation of start-up service to Gainesville, we identified
no VRE! train meets or other train conflicts that would require that a second station
platform be available at any specific VRE station. However, the introduction of station
stops at Fairfax Station and Burke Centre for reverse peak VRE commuter Train No. 332
is of potential concern. Even though no conflicts were identified in our stringline charts
or other analyses, crossover movements could be required, because of non-scheduled or
delayed W,Amtrak, or NS train operations.
It is our opinion and recommendation that, if VRE trains are to be simultaneously
operated in both directions on both of NS’s main tracks on either the Main Line or the B
Line, then station platforms should be available on the appropriate side at all stations to
be served, to eliminate the need for crossover movements in order to reach existing VRE
stations.
B.
VRE Scenario 11: VRE Train Conflicts From Extended Service to
Haymarket
VRE’s Scenario I1 would extend service on the B Line to Haymarket, thereby
providing VRE operating service between Haymarket and Alexandria, as well as between
Broad Run and Alexandria.
Attachment K contains the following data developed for our analysis of VRE
Scenario I1 train conflicts on NS’s Main Line between Broad Run and Alexandria:
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Attachment K- 1
Expected Meets and Passes
Attachment K-2
Stringline Chart, Alexandria-Charlottesville
Attachment K-3
Stringline Chart, Alexandria-MP 55.0 (enlarged)
Attachment K-4
Train Schedules
Attachment L contains similar data developed for our analysis of VRE Scenario I1
train conflicts on.NS’s B Line between Haymarket and Manassas:
Attachment L-1
Expected Meets and Passes
Attachment L-2
Stringline Chart, Manassas-Riverton Jct.
Attachment L-3
Stringline Chart, Manassas-MP 15.0 (enlarged)
Attachment L-4
Train Schedules
Attachments K-4 and L-4 contain all of the VRE Scenario I1 train schedules, as
well as all of the Amtrak and NS train schedules projected for the year 2013, as discussed
in Chapter IV of our Report. These train schedules were translated into stringline charts
for NS’s Main Line between Alexandria and Charlottesville in Attachment K-2, with an
enlarged stringline chart between Alexandria and Milepost 55.0 in Attachment K-3, and
for NS’s B Line between Manassas and Riverton Jct. in Attachment L-2, with an enlarged
stringline chart between Manassas and Milepost 15.0 in Attachment L-3. These stringline
charts and train schedules were used to identify and analyze the expected meets and
passes between the proposed VRE Scenario I1 commuter trains and all other Amtrak
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passenger trains and NS freight trains on the Main Line between Alexandria and Broad
Run and on the B Line between Manassas and Haymarket, as shown in Attachments K- 1
and L-1.
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1.
As we found for VRE Scenario I, there would be train conflicts between the
Scenario I1 VRE commuter trains and NS locals working at Springfield. These conflicts
would require that NS locals be able to clear both main tracks, using an extended
Springfield Runaround Track, so that VRE trains would not be delayed. As shown by
Attachment K- 1,we identified eight conflicts between VRE trains and NS local trains at
this location:
.
VRE Train No. 354 and NS Train No. E44a;
.
VRE Train No. 356 and NS Train No. E43c;
0
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Train Conflicts at Springfield
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VRE Train No. 321 and NS Train No. E46a;
VRE Train No. 345 and NS Train No. E44a;
VRE Train No. 345 and NS Train No. E46c;
VRE Train No. 347 and NS Train No. E43c;
VRE Train No. 361 and NS Train No. E42a; and
VRE Train No. 363 and NS Train No. E42a.
In order to mitigate these Scenario I1 train conflicts, we recommend extending the
Springfield Runaround Track, so that all NS trains working at Springfield can be clear of
the main track when VRE trains are operating.
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Train Conflicts Between Manassas Station and Broad Run
2.
In Attachment K- 1, we identified three train conflicts that we believe can b e
mitigated only by constructing a third main track between a point just south of Manassas
Station (MP 32.6) and the VRE Station at Broad Run ( M p 36.1). The stringline charts in
Attachments K-2 and K-3 visually present these train conflicts.
The first of these conflicts would be among northbound VRE deadhead Train No.
DN1,southbound NS Train No. 2 13, and southbound NS Train No. 42 11. The following
table indicates the time conflicts among these three trains in the geographic territory
between Broad Run and Manassas Station:
I
Broad
Train
.
VREDNl (N)
NS213 (S)
NS4211 (S)
4:OO
4:02
4:lO
I Manassas I N. Leg of I
Jct. i - -w
--
4:05
3:56
4:08
---
Manassas
Station
----
1
Main
Track No.
3
1
2
As shown above, southbound NS Train No. 213 would occupy Main Track No. 1
between Manassas Junction and Broad Run between 3:56 a.m. and 4:02 a.m., enroute to
change crews at Bristow between 4:05 a.m. and 4: 15 a.m. During that same time period,
southbound NS Train No. 421 1 would leave the B Line, departing Manassas Junction at
4:08 a.m., and pass Broad Run at 4:lO a.m., while occupying Main Track No. 2. Unless
the proposed third main track were available to it, northbound VRE Train No. DNl,
scheduled to depart Broad Run at 4:OO a.m., would be delayed.
The second set of train conflicts would be among northbound VRE deadhead
Train No. DN2, southbound NS Train No. 321 1 , and northbound NS Train No. M2R, as
shown by Attachment K- 1 and summarized by the table below:
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Broad
Train
VREDNZOV)
NS3211 (S)
NSMZR 0
5:05
5:lO
459
Manassas N. Leg of
Jct.
Wye
5:lO
--
---
5:08
5:04
Manassas
Station
Main
Track No.
--
3
1
---
2
During this time period, NS Train No. M2R would be passing Broad Run at 4:59
a.m. on Main Track No. 2, and passing Manassas Jct. at 5:04 a.m. enroute westbound to
proposed Main Track No. 2 on the B Line, where it would meet eastbound VRE Train
No. 342 just slightly east of Sudley. At the same time, NS Train No. 321 1 would be
operating westerly from the B Line, departing southbound from Manassas Jct. on Main
Track No. 1 at 5:08 a.m., and passing Broad Run at 5: 10 a.m. Unless the proposed third
main track were available to it, VRE Train No. DN2, scheduled to depart Broad Run at
5:05 a.m., would be delayed until southbound NS Train No. 321 1 had passed Broad Run
after 5: 10 a.m.
The third set of train conflicts would be among northbound VRE Train No. 326,
northbound NS Train No. 342, and southbound NS Train No. IMS2, as shown by
Attachment K-1 and summarized by the table below:
I
Train
VRE326(M
. ,
NS342 OV)
NSIMS2(S)
I Broad I Manassas I N; Leg of I
I & (
Jct.
I W y e I
I, 1550 1 15:53 I 1554 I
1458
16:30
I 1453
15:59
1558
1 16:02
Manassas I Main
Station
TrackNo.
1555-56 I
3
16:31
2
- 1558
1
I
1
As shown above, northbound NS Train No. 342 would occupy Main Track No. 2
between Manassas Jct. and the north leg of the Manassas Wye for about one and one-half
hours between 14:58 p.m. and 16:30 p.m., while picking up and setting out cars. During
that same time period, southbound NS Train No. IMS2, occupying Main Track No. 1,
would depart Manassas at 15:58 p.m. and pass Broad Run at 16:02 p.m. Unless the
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proposed third main track were available to it, northbound VRE Train No. 326, scheduled
to depart Broad Run at 15:50 p.m., would be delayed.
3.
Train Conflicts on the South LeP of the Manassas Wye Track
In Attachment L- 1, we identified three conflicts that we believe can be mitigated
by constructing a second track on the south leg of the wye at Manassas. The stringline
charts in Attachments L-2 and L-3 visually present these train conflicts.
The first of these conflicts would be between westbound VRE deadhead Train No.
DN1 and eastbound NS Train No. 421 1. The following table indicates the time conflicts
between these two trains in the geographic territory between Broad Run, on NS’s Main
Line, and Graham, on NS’s B Line:
Train
VREDNl (W)
NS4211 (E)
Broad Manassas Manassas S.
Jct.
Leg of Wye
4:OO
4:OS
4:07
4:lO
4:08
4:08
_
.
Graham
4:11
4:02
South Wye
Track No.
Passenger #1
Proposed #2
During this time period, VRE deadhead Train No. DN1 would have departed
Broad Run at 4:OO a.m., operating westerly, and passed Manassas Junction at 4:05 a.m. on
the Passenger South Wye Track No. 1,passed Manassas-South Leg of Wye (MP B 1.O) at
4:07 a.m., and passed Graham at 4: 11 a.m. The opposing eastbound NS Train No. 421 1
would have passed Graham at 4:02 a.m., passed Manassk-South Leg of Wye at 4:08 a.m.
on Proposed South Wye Track No. 2, and passed Manassas Junction at 4:08 a.m. If the
proposed second track on the south leg of the wye were not constructed, then VRE Train
No. DN1 would be delayed at Manassas Junction until NS Train No. 421 1 had cleared.
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The second set of train conflicts would be among westbound VRE deadhead Train
No. DN2, eastbound VRE Train No. 342, westbound NS Train No. M2R, and eastbound
NS Train No. 321 1. The following table indicates the time conflicts among these four
trains in the geographic territory between Broad Run, on NS’s Main Line, and Graham,
on NS’s B Line:
Broad Manassas Manassas S.
Run
Jct. Leg of Wye
--5:31
5:05
5:lO
5:12
4:59
5:04
5:05
5:lO
5:08
5:08
Train
VRE342 (E)
VREDN20
NSM2R 0
NS3211 CE)
South Wye
Track No.
NIA
Proposed #2
Proposed #2
Passenger #1
Graham
5:27
5:17
5:13
5:02
Because eastbound VRE Train No. 342 is scheduled to meet both westbound VRE
deadhead Train No. DN2 and westbound NS Train No. M2R between Sudley and
Manassas-South Leg of Wye, both of these westbound trains must operate on Proposed
South Wye Track No. 2 or be delayed, by 19 minutes and 26 minutes, respectively, until
VRE Train No. 342 clears the crossovers at Manassas South Leg of the Wye at 5:3 1 a.m.
Because of its earlier schedule, NS Train No. 3211 can operate on Passenger South Wye
Track No. 1 without a conflict with VRE Train No. 342, thus permitting the two
..
westbound trains, VRE Train No. DN2 and NScTrain No. M2R, to utilize the Proposed
South Wye Track No. 2.
The third set of conflicts would be between eastbound VRE Train No. 356 and
westbound NS Train No. 214, as summarized by the table below:
I Broad I Manassas I Manassas S. I
VRFC.356 (E)
NS214 (W)
1
-15:02
I
-15:09
15:09
15:lO
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15:17
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South Wye
I
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W E Train No. 356 is scheduled to pass Manassas-South Leg of Wye at 15:09
p.m., while NS Train No. 214 is scheduled to pass Manassas-South Leg of Wye at 15:lO
p.m. If there were only a single track on the south leg of the wye at Manassas, then NS
Train No. 214 would be delayed until VRE Train No. 356 had cleared the crossovers in
the vicinity of Manassas-South Leg of Wye.
4.
Train Conflicts on the B Line Between Manassas and Haymarket
The introduction of twenty-six VRE commuter trains and an additional seven VRE
deadhead train movements, or a total of thirty-three VRE train movements, onto the B
Line between Manassas and Haymarket would create forty-one meets or passes with VRE
commuter or NS freight trains, as shown by Attachment L-1 . This is a high volume of
meets or passes to occur within about a ten-mile segment of the B Line. In our opinion,
these Scenario I1 VRE trains could not be operated reliably, with no delay of VRE
commuter trains or NS freight trains, without construction of a second main track
between the Manassas Wye Tracks and Gainesville, as recommended above for Scenario
I, as well as further extension of that track to Haymarket, along with installation of a train
control method of operation.
5.
VRE Commuter Train MeetsDelays at Stations
As discussed earlier with regard to VRE Scenario I, the introduction of station
stops at Fairfax Station and Burke Centre for reverse peak VRE commuter Train No. 356
is of potential concern, because it could require crossover movements on the Main Line
between Alexandria and Manassas. As shown by the stringline chart in Attachment K-3,
as well as by the analysis of expected meets and passes in Attachment K-1, there were no
other similar conflicts identified between any scheduled VRE trains and any scheduled
PFNREl203035.3
Amtrak or NS train operations on the Main Line. However, because VRE Train No. 356
is a reverse peak commuter train operating against the primary flow of VRE traffic, and
because of the possibility of either late or non-scheduled VRE, Amtrak, or NS operations
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along that line, we recommend that station platforms be constructed adjacent to Main
Track No. 2 both at Fairfm Station and Burke Centre stations, where VRE Train No. 356
is scheduled to stop.
in VRE Scenario 11, as shown by Attachhent L-1, there is a4multaneous
scheduled station stop on the B Line at Sudley at 17:55-17:56 p.m. for VRE Trains Nos.
360 eastbound and 351 westbound. Thus, we recommend construction of a station
platform adjacent to proposed Main Track No. 2, so that both VRFi trains can serve the
station at Sudley simultaneously.
C.
VRE Scenario 111: VRE Train Conflicts From Extended Service to
Haymarket and Bealeton
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VRE’s Scenario I11 would extend service on the Main Line southward to Bealeton
from the present terminus at Broad Run and on the B Line to Haymarket, thereby
providing VRE operating services both between Haymarket and Alexandria and between
Bealeton and Alexandria.
I ’ Attachment M contains the following data developed for our analysis of VRE
Scenario I11 train conflicts on NS’s Main Line between Bealeton and Alexandria:
I
Attachment M- 1 Expected Meets and Passes
I
Attachment M-2 Stringline Chart, Alexandria-Charlottesville
Attachment M-3 Stringline Chart, Alexandria-MP 55 (enlarged)
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Train Schedules
Attachment N contains similar data developed for our analysis of VRE Scenario I11
train conflicts on NS’s B Line between Haymarket and Manassas:
Attachment N- 1
Expected Meets and Passes
Attachment N-2
Stringline Chart, Manassas-Riverton Jct.
Attachment N-3
Stringline Chart, Manassas-MP 15.0 (enlarged)
Attachment N-4
Train Schedules
Attachments M-4 and N-4 contain all of the VRE Scenario I11 train schedules, as
well as all of the Amtrak and NS train schedules projected for the year 2013, as discussed
in Chapter IV of our Report. These train schedules were translated into stringline charts
for NS’s Main Line between Alexandria and Charlottesville in Attachment M-2, with an
enlarged stringline chart between Alexandria and Milepost 55.0 in Attachment M-3, and
for NS’s B Line between Manassas and Riverton Jct. in Attachment N-2, with an enlarged
stringline chart between Manassas and Milepost 15.0 in Attachment N-3. These
stringline charts and train schedules were used to identify and analyze the expected meets
and passes between the proposed VRE Scenario I11 commuter trains and all other Amtrak
passenger trains and NS freight trains on the Main Line between Alexandria and Bealeton
and .on the B Line between Manassas and Haymarket, as shown in Attachments M- 1 and
N-1.
1.
Train Conflicts at Springfield
As we found for VRE Scenarios I and 11, there would be train conflicts between
the Scenario I11 VRE commuter trains and NS locals working at Springfield. These
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conflicts would require that NS locals be able to clear both main tracks, using an extended
Springfield Runaround Track, so that VRE trains would not be delayed. Nearly all of the
VRE train schedules north of Manassas in Scenario I11 are identical to those in Scenario
11, and the same eight conflicts between VRE trains and NS locals at Springfield are
projected for Scenario I11 as for Scenario 11.
In order to mitigate these Scenario I11 train conflicts, we again recommend
extending the Springfield Runaround Track, so that all NS trains working at Springfield
can be clear of the main track when VRE trains are operating.
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2.
.
Train Conflicts Between Manassas Station and Broad Run
As shown by Attachment E, the Scenario I11 VRE train schedules include four
trains in each direction extending south from the present terminus at Broad Run to
Bealeton: VRE Trains Nos. 370, 372,374, 376,371,373,375, and 377. All eight of
these trains are scheduled to stop at Broad Run Station, which is not located adjacent to
Main Track No. 1. However, the third main track that we propose be constructed on the
easterly side of Main Track No. 1 from a point just south of Manassas Station (MP 32.8)
to a point just south of the VRE station at Broad Run (MP 36.1) would be to the west of
and adjacent to the Broad Run Station platform. Thus, all eight Bealeton trains would use
the proposed third main track, in order both to access Broad Run station, as well as to
meet or pass other trains between Manassas Station and the VRE Broad Run Station.
In addition, as in Scenario 11, there would be Scenario I11 train conflicts among
northbound VRE Train No. 326, northbound NS Train No. 342, and southbound NS Train
No. IMS2, as shown by Attachment M-1 and summarized by the table below:
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Train
VRE326N
NS342 (N)
NSIMS2 (S)
.
I
I Broad 1 Manassas I N.Legof I
I m I Jct, I W s e I
I
1550
14:53
16:02
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14:58
15:59
I
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16:30
1558
I
Manassas
Station
I
Main
TrackNo.
15:55-56
16:31
1558
I
3
2
1
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As shown above, northbound NS Train No. 342 would occupy Main Track No. 2
between Manassas Jct. and the north leg of the Manassas Wye for about one and one-half
hours between 14:58 p.m. and 16:30 p.m., while picking up and setting out cars. During
that same time period, southbound NS Train No. IMS2, occupying Main Track No. 1,
would depart Manassas at 1 5 5 8 p.m. and pass Broad Run at 16:02 p.m. Unless the
proposed third main track were available to it, northbound VRE Train No. 326, scheduled
to depart Broad Run at 15:50 p.m., would be delayed.
Because the proposed VRE Scenario 111 operations do not require deadhead
movements between Broad Run and Haymarket, the Scenario I11 schedules would avoid
the train conflicts described earlier for VRE Scenarios I and I1 deadhead trains. We did
not analyze the effects of deadhead train movements to and from Haymarket in Scenario
111, because none were proposed. However, it is our opinion, based on our analyses in
Scenarios I and 11, that it would probably be feasible to operate deadhead trains in
Scenario 111, if VRE and NS agreed to do so, and if the construction projects that we have
recommended were completed.
3.
Train Conflicts on the Main Line Between Broad Run and Bealeton
The VRE Scenario 111train schedules shown in Attachment E provide for four
trains in each direction between Bealeton and Alexandria. NS’s main line is double
tracked south of Broad Run to Nokesville, at M P 39.0, and between Calverton, at MP
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46.0, and the proposed passenger station at Bealeton, in the vicinity of MP 52.8. Only a
single track exists in the 7.0-mile segment between Nokesville and Calverton.
As shown in Attachment M- 1, we identified eight meet or pass conflicts involving
VRE trains on the Main Line between Broad Run and Bealeton. Two of these conflicts
involve trains that are scheduled to meet or pass on the single track between Nokesville,
at MP 39.0, and Calverton, at MP 46.0:
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VRE Train No. 371 (S) andNS Train No. E41b (N) at MP 41.0, between
Nokesville and Catlett; and
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VRE Train No. 373 (S) and NS Train No. MlR ( S ) at MP 44.1, at Catlett.
Four other VRE trains have meet or pass conflicts withm one to three minutes of
the single track, so that any train delay could move the conflict to the single track
segment:
VRE Train No. 370 (N) and NS Train No. 321 1 (S) at MP 49.0, between
Calverton and Bealeton;
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VRE Train No. 373 (S) and Amtrak Train No. 50 (N) at MP 49.0, between
Calverton and Bealeton;
VRE Train No. 375 ( S ) and Amtrak Train No. 50 (N) at MP 35.7, at Broad
Run; and
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VRE Train No. 377 (S) and NS Train No. Y212 (N) at MP 46.3, slightly
south of the Calverton passenger station.
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As demonstrated by the above six train conflicts, construction of a second main
track between Nokesville, at MP 39.0, and Calverton, at M p 46.0, and extension of NS's
train control method of operation on the new track, as well as construction of two
intermediate crossovers, would be required in order to operate the VRE commuter,trains
between Broad Run and Bealeton reliably according to their schedules, without delaying
NS freight trains.
4.
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Train Conflicts on the B Line Between Manassas and Hagmarket
The VRE Scenario I11 schedules assume construction of a VRE layover facility at
Haymarket and, therefore, no need for VRE deadhead movements onto the B Line.
Although the absence of deadhead movements would reduce the number of meets and
passes, as compared with Scenario 11, there would still be twenty-three meets or passes
between VRE trains and NS freight trains, as shown by Attachment N-1 . This is still a
high volume of meets and passes to occur within about a ten-mile segment of the B Line.
Therefore, it is our opinion that these Scenario I11 VRE trains could not be operated
reliably, with no delay of VRE commuter trains or NS freight trains, without construction
of a second main track between the Manassas Wye Track and Haymarket, along with the
installation of a train control method of operation.
5.
VRE Commuter Train Meetsmelays at Stations
As discussed earlier with regard to VRE Scenarios I and 11, Scenario I11 VRE
Train No. 356 is a reverse peak commuter train. Accordingly, for Scenario 111, we
reiterate our earlier recommendation that station platforms be constructed adjacent to
Main Track No. 2 at Fairfax Station and Burke Centre stations, where VRE Train No. 356
is scheduled to stop.
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As shown by Attachment N-1, VRE Scenario I11 includes simultaneous station
stops on the B Line at Sudley for two pairs of VRE trains: eastbound VRE Train No. 360
and westbound VRE Train No. 351 at 17:55-56 p.m., and eastbound VRE Train No. 362
and westbound VRE Train No. 355 at 1859 p.m. Thus, we recommend construction of a
station platform adjacent to proposed Main Track No. 2, so that each pair of VRE trains
can serve the station at Sudley simultaneously.
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WI. Recommended Construction Projects
Having determined the conflicts of the proposed VRE commuter trains with
Amtrak’s passenger trains and NS’s freight trains, we identified additional track capacity
and track improvement needs and estimated the cost of construction that would be
required to mitigate those conflicts. Our recommendations for each of the ten
construction projects are discussed in this portion of our Report.
As summarized in Attachment B for VRE Scenario I, start-up service to
Gainesville, we recommend six construction projects, at an estimated cost of $37.6
million that would provide additional track capacity and track modifications necessary to
minimize the delays resulting from conflicts between the proposed VRE commuter trains
and other Amtrak passenger trains and NS freight trains.
As summarized in Attachment B for VRE Scenario 11, extended service to
Haymarket, we recommend eight construction projects at an estimated cost of $50.4
million that would provide additional track capacity and track modifications necessary to
minimize the delays resulting fiom conflicts between the proposed VRE commuter trains
and other Amtrak passenger trains and NS freight trains.
As summarized in Attachment B for VRE Scenario 111, extended service to
Haymarket and to Bealeton, we recommend nine construction projects at an estimated
cost of $66.1 million that would provide additional track capacity and track modifications
necessary to minimize the delays resulting from conflicts between the proposed VRE
commuter trains and other Amtrak passenger trains and NS freight trains.
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We have analyzed the proposed VRE train schedules for all three scenarios and
tailored our construction project recommendations to fit those locations where train
conflicts are projected to occur, so that the construction projects we recommend are
sensitive to the on-time performance of the proposed VRE commuter trains. Clearly,
unless the proposed VRE trains are operated precisely on time, then either Amtrak or NS
will be required to absorb the impact of the resulting train delays. It is our opinion,
therefore, that the VRE train schedules that will actually be operated must be realistic and
attainable, in accordance with the judgments of both VRE and NS.
Because of the additional main tracks, signaling, and power turnouts that we have
proposed, the construction projects that we recommend do provide some operational
flexibility to accommodate the occurrence in day-to-day operations of non-scheduled or
delayed passenger and freight trains. Accordingly, we believe that the operational
flexibility of the Main Line and B Line physical plant that the recommended construction
projects will help to achieve, together with the skill of the Piedmont Division dispatchers,
will largely permit train delays to be minimized.
Following is a discussion of each of the ten specific construction projects that we
recommend for the three VRE scenarios:
Prqiect No. 1: Extend Springfield Runaround Track, MP 15.1
As described in Attachment 0, lengthening the Springfield Runaround Track by
about forty car lengths is intended to permit all NS local freight trains working at that
location to clear Main Track No. 2 for meets and passes between VRE trains and Amtrak
and other NS trains. As shown in Attachment 0, we estimate the cost of this Project at
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$0.6 million. Construction of the extended Springfield runaround track is recommended
for Scenarios I, I1 and 111.
Prqject No. 2: Construct Third Main Track Between Manassas (MP 32.8)
and VRE Station at Broad Run (MP 36.1)
Attachment P-1 is an overview map of the Manassas-Broad Run (South Manassas)
area, showing the location of the proposed third main track on NS’s Main Line with
related projects in the Manassas Yard area. The drawing that is Attachment P-2 provides
details of the Manassas Yard Plan.
As described in Attachment P-3, construction of the proposed third main track
from a point near the Grant Street underpass in Manassas, at MP 32.8, to a point just
south of the VRE Station at Broad Run, at MP 36.1, would permit VRE trains to bypass
the congestion in the vicinity of Manassas Yard. As shown in Attachment P-3, we
estimate the cost of this Project at $8.0 million. Construction of the proposed third main
train is recommended for Scenarios I, I1 and 11.
Prqject No. 3: Construct New B Line Connection at the North Leg of the
Manassas Wye Track
VRE commuter trains serving the B Line stations will access NS’s AlexandriaCharlottesville Main Line using the North Leg of the Manassas Wye Track. Attachment
P-1 provides an overview of the North Leg of the Wye track connections in Manassas
Yard, and the drawing that is Attachment P-2 provides details of the Manassas Yard Plan.
As described in Attachment P-4, our objective was to design the B Line route for VRE
commuter trains around the north end of the Manassas Yard so that route would be
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isolated fkom yard operations, with no intermediate turnouts, and so that it would permit
train speeds of 30 mph. The proposed new B Line connection at the North Leg of the
Manassas Wye Track would be used almost exclusively by VRE commuter trains.
Although NS local fieight trains would also use it, as they do now, no through freight
trains are projected to operate via the new B Line connection.
As shown in Attachment P-4,we estimate the cost of this Project at $4.9 million.
The new B Line connection at the north leg of the Manassas Wye track would be required
for VRE train operations in Scenarios I, I1 and 111.
Prqiect No. 4: Construct Second Main Track on the South Leg of the
Manassas Wye Track
As described in Attachment P-5, this Project would add a second main track to the
new South Leg of the Manassas Wye track that is currently under construction, in the
location shown by the map in Attachment P-1 and the drawing in Attachment P-2. The
second main track of the south leg of the Manassas Wye Track is needed to prevent
freight train delays resulting from the movement of deadheading VRE commuter trains
that would be operating between the VREi Broad Run layover facility and either
Gainesville or Haymarket on the B Line, as planned in VRE Scenarios I and 11.
As shown by Attachment P-5, we estimate the cost of this Project at $1.4 million.
Because the operating plan in VRE Scenario I11 anticipates that no deadhead VRE trains
would be operated, there would be no VRE commuter trains using the South Leg of the
Manassas Wye, and the construction cost for a second main track has been excluded from
'Scenario 111.
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Project No. 5: Construct Second Main Track Between Manassas (Mp B1.O)
and Gainesville (MP B9.0)
Attachment Q-1 is a track chart showing the proposed projects on the B Line
between Manassas and Haymarket. Included is Project No. 5, described in Attachment
Q-2, construction of a second main track from the tail of the Manassas Wye track, at MP
B1.0, to Gainesville, at MP B9.0, so that meets and passes between VRE commuter trains
and NS freight trains could occur with minimal train delays. As shown by Attachment Q-
2, we estimate the cost of this Project at $20.4 million. This Project would be utilized in
Scenarios I, I1 and 111.
Prqject No. 6: Construct Side Track Between M P B7.8 and MP B9.0 Near
Gainesville
The track chart that is Attachment Q-1 illustrates the location of the proposed side
track near Gainesville. As described in Attachment 4-3, the construction of the proposed
second main track (Project No. 5) would eliminate the present storage and runaround
track near the west end of Gainesville. Therefore, it would be necessary in this Project
No. 6 to replace that trackage with a new side track on the magnetic south side of the
proposed new second main track, extending fkom about MP B7.8 to MP B9.0. The
proposed side track would function as a combination storage track, industrial lead, and
short siding for passing locals and turnaround VRE commuter trains.
As shown in Attachment 4-3, we estimate the cost of this Project at $2.3 million.
This Project would be utilized in Scenarios I, 11, and 111.
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Project No. 7: Extend Second Main Track From Gainesville (MP B9.0) to
Haymarket (MP B11.5)
In Scenarios I1 and 111, VRE proposes to extend commuter service beyond
Gainesville to Haymarket, as described in Attachment 4-4. Although the preliminary
proposed location of the Haymarket VRE Station is at MP B10.9, it is our opinion that the
more likely station location will be on the westerly side of Highway U.S. 15, in the
vicinity of MP B11 .O. Thus, we recommend extension of the second main track further
west from Gainesville, and beyond the more likely Haymarket station location, to MP
B11.5. The track chart in Attachment Q-1 shows the proposed extension of the double
track fiom Gainesville to Haymarket and the location of three crossovers between
Manassas and Haymarket.
As shown by Attachment 4-4, we estimate the cost of this project at $1 1.0 million.
This Project would be utilized in Scenarios I1 and 111.
Prqject 8: Construct Station Track at Haymarket Station (Near M P Bll.0)
As shown by the track chart in Attachment Q-1, with the construction of Project
No. 7, the westerly end of the proposed double track on the B Line would be at
Haymarket, at about MP B11.5. The Scenario I1 operating plan is for deadhead VRE
train movements, usually consisting of two VRE trains coupled together, between the
Broad Run layover facility and Haymarket. We propose the construction of this station
track to hold one or both of the deadhead VRE trains waiting to be operated, as described
in Attachment Q-5. This station track would also be used by VRE commuter trains
waiting to depart at their scheduled times, allowing them to be met or passed by NS
freight trains in both directions.
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As shown by Attachment Q-5, we estimate the cost of this Project at $1.8 million.
This Project would be utilized in Scenarios I1 and III.
Project No. 9: Extend Second Main Track From Nokesville (MF’ 39.0) to
Calverton (MP 46.0)
Attachment R-1 is a track chart showing the proposed track construction projects
that we recommend in order to operate VRE’s extended service to Bealeton. As
described in Attachment R-2, this Project would involve construction of 7.0 miles of
second main track, including two double crossovers, so that all of NS’s Main Line
between the VRE Broad Run Station and the proposed VRE Bealeton Station would
consist of double track.
As shown by Attachment R-2, we estimate the cost of Project No. 9 at $16.0
million. This Project would be utilized in VRE Scenario 111.
Project No. 10: Construct Station Track at Bealeton (Near MP 52.8)
In VRE Scenario 111, a passenger station and layover facility would be located at
Bealeton. As described in Attachment R-3, Project No. 10 would involve construction of
a station track accessing the Bealeton station platform. The station track would connect
to the passenger train layover and storage facilities, all of which would be located off
NS’s main track, perhaps somewhat like a smaller version of VRFi’s Broad Run facilities.
This station track would permit other Amtrak and NS trains to continue to operate on the
main tracks through Bealeton without delay.
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As shown by Attachment R-3,we estimate the cost of Project No. 10 at $1.1
million. This project would be utilized in VRE Scenario 111.
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