As a result of this comprehensive analysis, NCDOT will initiate the following strategies for study and implementation of the SEHSR:
Begin preliminary engineering and an environmental assessment of the corridor. The engineering evaluation found that the project's capital cost would be approximately $2.5 million per mile, which is well within the range of most incremental high speed rail programs. Furthermore, the original environmental screening found no major environmental issues with the preliminary route selection. The state has begun an environmental assessment that includes public input and evaluates all of the routes under consideration for the SEHSR.
Begin a public outreach and education process. In the fall of 1999, as a part of the environmental study process, the state will begin an outreach program to help residents along the corridor better understand the effects of improved rail service on their communities, as well as working with business and community leaders to consider the positive economic, fiscal and social impacts of a balanced transportation network.
Analyze additional freight/passenger issues as needed. The operating agreement between NS and the NCRR, and the Conrail acquisition by NS and CSX will have significant impacts on the future of freight traffic in North Carolina and Virginia. As the amount of future freight traffic along the SEHSR becomes clearer, additional work will be needed to determine the capacity of the route and potential freight and passenger rail conflicts.
Acquire right-of-way and endangered corridors as soon as possible. The engineering evaluation has already identified segments required to improve the corridor to high speed status that are in danger of encroachment and increasing urban development. Securing endangered rights-of-way now may prevent costly relocations of businesses and residences in the future. In 1998 the state acquired the NCRR and began negotiations to acquire other rail lines to secure them for improved high speed rail service.
Continue coordination of the SEHSR with the Commonwealth of Virginia, Amtrak and others involved in the corridor. Improvements planned by Virginia include increased service between Richmond and Hampton Roads and Richmond to Washington, DC. Because these programs ultimately affect each other and the SEHSR, North Carolina and Virginia are closely coordinating their passenger rail improvements. Furthermore, both North Carolina and Virginia have cooperated with the Federal Railroad Administration's efforts for long-term capacity planning for the Northeast Corridor, since many SEHSR trains will travel to points north of Washington, DC.
Continue coordination of the SEHSR with additional service improvements in North Carolina. Many incremental enhancements to passenger rail service in North Carolina will take place along the SEHSR's route over several funding cycles. In the past eight years the state has invested millions in Federal and state funds in its "sealed corridor" program to reduced at-grade crossing along the SEHSR. The state has also successfully improved and eliminated dozens of crossings in cooperation with local communities along the SEHSR. In several places along the proposed corridor the State is also working with local planners and engineers to ensure compatible future regional transit, state intercity rail service and local development. Other programs include plans to better stations and rolling stock on the corridor. In addition, the state's Congestion Mitigation Program has been funded to improve freight and passenger operations between Raleigh and Charlotte. Passenger travel time will be reduced as a result of these improvements from 3 hours 45 minutes between Charlotte and Raleigh. Other rail improvements in North Carolina recommended by the Transit 2001 Commission include resumption of service to Western and Eastern North Carolina, and extension of the Piedmont train to Atlanta. These new services will have an impact on the SEHSR, and vice versa. Close coordination will be necessary to ensure prudent use of limited resources in constructing the SEHSR.
The following table summarizes the next steps to be taken by North Carolina in the implementation of the Southeast High Speed Rail corridor.
Table 17-1: Future Steps for SEHSR Implementation
| RECOMMENDED ACTION | IMPLEMENTATION STEPS | NOTES |
| Start project engineering and environmental assessment | Environmental Impact Statement (EIS) of entire corridor from Charlotte to Washington, DC to be initiated Summer 1999
EIS will include technical analysis and public hearings to evaluate route alternatives Signal study underway by Virginia Department of Rail and Public Transportation to create compatible signaling systems among all freight, passenger and commuter rail users of the SEHSR |
Cooperation needed among all Federal, state and local agencies to effectively implement EIS |
| Begin public outreach and education process | Public outreach will begin in Fall of 1999 in the form of town meetings, brochures, internet site, etc.
State working with Metropolitan Planning Organizations (MPOs), local planning staff, business and community leaders, and necessary state and Federal agencies to determine all impacts |
SEHSR must be incorporated into local Transportation Improvement Plans (TIP) |
| Resolve freight and passenger conflicts along corridor | Additional freight traffic projections along SEHSR under analysis
State now owns North Carolina Railroad (NCRR) and is negotiating to resolve future freight and passenger conflicts along route |
Continual analysis will be necessary as future NS, CSX and Conrail freight patterns are revealed
Approval of any freight merger should include guarantee of passenger rail services |
| Secure right-of-way (ROW) potentially necessary for SEHSR | State has purchased all private shares of NCRR and will own most of the necessary ROW between Charlotte and Raleigh
Acquisition of North Carolina portion of S line underway for Raleigh to Richmond segment of corridor Additional corridors under negotiation for use |
Additional engineering and environmental analysis required to determine exact locations of all needed ROW (see number 1 above) |
| Pursue public/private partnerships | Ensure corridor improvements benefit both passenger and freight services
Form partnerships on station area development in Charlotte, Durham and Raleigh Continue study of potential private operator of SEHSR via operating contract or operating concession |
Partnerships along NCRR may depend upon negotiations with Norfolk Southern
Partnerships on equipment already demonstrated with Talgo (Washington State) and Bombardier/Alstom American Flyer (Amtrak Northeast Corridor) Two independent studies have stated the SEHSR has a high potential for public-private partnerships |
| Continue coordination with others involved in the corridor | Virginia and North Carolina jointly funding studies on signalization and environmental assessment of SEHSR and coordinating all HSR efforts
North Carolina and Virginia cooperating with the Federal Railroad Administration's capacity planning for the NEC NC and VA pursuing possible joint operations, including purchase of high speed trainsets |
Additional analysis needed state-wide to minimize freight, high speed and commuter rail conflicts
SEHSR service will extend into the Northeast Corridor; potential NEC/SEHSR conflicts will need to be resolved |
| Continue coordination with other North Carolina services improvements along the corridor | NCDOT conducting analyses of rail capacity in Raleigh-Durham area to minimize conflicts with local transit and freight operations
Planning underway for implementation of Congestion Mitigation program to improve passenger and freight operations between Raleigh and Charlotte; state will ensure plans are compatible Over $10 million in station improvements along corridor underway; additional station improvements in Charlotte, Greensboro, Durham and Raleigh to be completed State planning for other service improvements, including Western and Eastern regional rail service, extension of the Piedmont to Atlanta, and commuter rail along right-of-way |
Resolution of all plans will not be achieved until completion of the lease between the NCRR and Norfolk Southern
Local cooperation required to bring new station development |
| Travel Time, Charlotte . Raleigh (hr:min) |
Travel Time, Raleigh . Richmond (hr:min) |
Measures |
Costs1 |
Funding Sources |
Comments |
Completion Schedule |
| 3:45 | 3:35 | Current Schedule | ||||
| NA | NA | $ 50
$ 3.5 $ 2.0 |
T 20012
Federal, NC Federal, VA |
Joint venture with Virginia
Joint venture with Virginia |
2000-2002 | |
| NA | NA |
$ 963 |
Federal, NC, VA | Joint venture with Virginia | 2003-2005 | |
| 2:504 | 1:45 | $158
$ 73 |
Federal, NC, VA |
Joint venture with Virginia
Study shared funding arrangement with Local transit authorities (Begin running trains on S-line) |
2006-2008 | |
|
2:00 |
1:45 |
$375 | Federal, NC, LTAs | Study shared funding arrangement with Local transit authorities | 2009-2010 |
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