Corporate Strategies, Inc. (CSI) was selected to perform analyses of the operating characteristics of various high speed train scenarios over the Charlotte to Raleigh section of the SEHSR. These analyses evaluated the passenger operation in association with the existing and planned freight operations. The studies conducted both train performance (measuring how well various locomotives and passenger cars performed on a proposed route) and capacity analyses (determining how well the number of passenger and freight trains performed along the route and where capacity improvements may be made). ⁸

5.2 TRAIN PERFORMANCE ANALYSES

The engineering evaluation completed by JBM and described earlier showed possible track and signal improvements to reduce travel time over the existing Charlotte to Raleigh route to under two hours with average speeds of 95-100 mph. In addition to the JBM high speed evaluation, an earlier engineering study has been completed and funded to make signal and track improvements along the route. This program is called "Rail IMPACT" and would design the route to maximum speeds of 79 mph, reducing the current 3 hours 45 minutes travel time by 30 minutes. The train performance simulations analyzed both sets of improvements.

A number of equipment types were evaluated for their potential to provide fast service under the improvement scenarios.

• Existing equipment, consisting of 3000 horsepower (hp) F40 or GP40 locomotives with "Heritage" (rebuilt conventional) cars, similar to the equipment used by North Carolina’s Piedmont. This equipment is limited to top speeds of approximately 100 mph by the gear ratio of the locomotive.
  
• 3200 hp F59PHI locomotives with "Amfleet" (Amtrak short distance) cars, currently used in California, with a maximum speed of 125 mph.
  
• ADtranz Flexliner equipment from Europe, with maximum speeds of 100 mph.

• 4000 hp locomotives with Talgo cars, which have tilt capability that can reduce the amount of curve straightening required to maintain higher speeds. The 4000 hp locomotives currently have a maximum speed of 103 mph but could be designed for higher speeds. The Talgo equipment is currently in use in Washington State and Europe and has the capability to run at 125 mph.

The first set of analyses examine equipment runs using 1) current track and speed limits, 2) Rail IMPACT improvements, and 3) the 100 mph improvements proposed by JBM engineering evaluation. The results of the analyses are shown in Table 5-1.

Table 5-1: Train Performance Analysis, Minimum Trip Times, Raleigh - Charlotte
(Assuming seven stops with 1 minute dwell time at stations and no recovery time.)

Because station dwell times are often more than one minute, and since trains often face congestion delays and track repair slow orders, the current scheduled run time is 3 hours 45 minutes (or around 15 minutes more than simulated by CSI). As seen above, the Rail IMPACT project should save almost half an hour. The third line shows that adding a higher horsepower engine and tilt equipment will save almost an additional half hour. Therefore, a full hour could be saved off of today’s schedule with relatively minor improvements to the track, signals and equipment.

As seen in Table 5-1, however, the most powerful non-electric locomotives could not make the trip with multiple stops in under two hours with the route improvements proposed by the engineering evaluation. The use of tilt equipment, however, on routes designed for more limited speeds raises the possibility of increasing average speeds with less redesign and track investment. This is especially true with the Rail IMPACT scenario and to some extent with the 100 mph plan.

To take advantage of the higher speeds, more frequent service is also being proposed for the SEHSR. This passenger service will likely be overlaid on existing NS freight operations. Given the limits of the rail line segments involved, serious capacity issues arise.

Currently there are about 25 through freight trains per day operating over the SEHSR between Charlotte and Greensboro and about six freight trains per day between Greensboro and Raleigh. The segment between Greensboro and Charlotte has more freight due to its part of the NS main line from Atlanta to Washington. The NS freight trains are in addition to the six daily passenger trains between Charlotte and Greensboro and four between Greensboro and Raleigh.

The proposed HSR passenger services call for four to eight round trip trains along the route. CSI overlaid the schedules developed by Amtrak and KPMG onto the current NCRR track network between Raleigh and Charlotte.

From Charlotte to Greensboro, additional mainline track would be needed in Charlotte and Greensboro to accommodate the meeting of passenger trains. Congestion would also occur in areas around Salisbury where additional sidings will be needed to accommodate up to 2 mile long freight trains. In sum, 10 to 12 miles of additional track will be needed on this segment.

From Greensboro to Raleigh there are far fewer daytime freight trains and the improvements from the Rail IMPACT project should provide most of the needed capacity. Additional upgrades of sidings totaling three miles and some additional double track will be needed to ensure minimal conflict.

It should be noted that no analysis was made of future growth of NS freight. This is due to the uncertainty of Norfolk Southern’s lease with the North Carolina Railroad, it’s acquisition of Conrail, and the eventual amount of NS traffic, if any, along the SEHSR. When settlements are reached on this matter additional analyses will be necessary.

5.4 SUMMARY AND RECOMMENDATIONS

Substantial travel time savings can be made on the corridor with some track, capacity and signal improvements and use of tilt equipment. Train performance analysis shows that the improvements from the Rail IMPACT project, combined with other corridor congestion improvements and the use of tilt train technology, could cut an hour off of the current 3 hour 45 minute schedule between Charlotte and Raleigh.

Current non-electric equipment will not allow two hour travel time to occur along the route where multiple stops are made. There is currently no diesel locomotive built that will travel at speeds above 103 mph. A diesel locomotive can be designed, however, to accommodate high speeds and additional engineering analysis can be done to determine the optimal amount of equipment improvements (include tilt technology) and track improvements necessary to make the trip air competitive.

Some track improvements will be necessary beyond those proposed by the engineering evaluation to accommodate passenger and freight service. Assuming no growth in NS freight activity, an additional 13 to 18 miles of extra main track and siding extensions will be needed beyond those proposed by JBM. Most of those improvements will occur between Charlotte and Greensboro. This additional information will be incorporated in the preliminary engineering efforts to be completed at a later date.

⁸One should note that the Charlotte to Raleigh segment of the SEHSR will mostly consist of an upgrade of an active passenger and freight railroad (consisting mostly of the NCRR track) while the Raleigh to Richmond segment will restore the old Seaboard Air Line route (currently out of service in most segments) which would primarily have passenger trains with minor amounts of intermodal freight from CSX. Because of these distinctions in passenger and freight operations, train dispatch and capacity analyses were conducted separately for each of these segments of the SEHSR.