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High-Speed Rail, sometimes called High-Speed Ground Transportation, is self-guided intercity passenger ground transportation that is time-competitive with air and/or autos on a door-to-door basis for trips in the approximate range of 100 to 500 miles. This is a market-based, not a speed-based definition: it recognizes that the opportunities and requirements for High-Speed Rail differ markedly among different pairs of cities.
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There are five High-Speed rail corridors authorized by Congress under the Intermodal Surface Transportation Efficiency Act of 1991 (ISTEA) and six under the 1998 Transportation Equity Act for the 21st Century (TEA-21) for a total of eleven corridors. To date, the U.S. Department of Transportation has designated ten corridors and numerous corridor extensions. Three corridors of importance to this project are
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- Boston – New York – Washington, DC Corridor: The Northeast Corridor (NEC) is the only high-speed rail service at present in the United States. It is also the busiest passenger rail line in the U.S. by ridership and service frequency. Amtrak operates a 150 mph train service known as “Acela” in this corridor.
- Washington, DC – Richmond, VA – Charlotte, NC: In 1992 the U.S. Department of Transportation designated the Southeast High-Speed Rail Corridor connecting Charlotte, NC, Richmond, VA, and Washington, DC. This corridor designation has been extended south to Northern Florida through subsequent actions of the Department. (Visit www.sehsr.org)
- In 1995 the Southeast High Speed Rail Corridor designation was extended from Richmond, VA to Hampton Roads, VA.
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- Provide an alternative to congested highways and help manage traffic congestion between Richmond and Hampton Roads
- Provide competitive travel times to and from Richmond/Hampton Roads and offer rail connections to regional and national destinations
- Reduce fuel consumption
- Enhance local economies:
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- Support tourism and local business
- Attract employees and boost job growth
- Generate new tax revenue
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- Revitalize urban/rural centers
- New and/or improved freight access for a faster and cheaper way to bring goods to market
- Improve track safety and capacity
- Improve air quality
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The Richmond/Hampton Roads Passenger Rail Project is tasked with exploring the feasibility of higher speed passenger rail access between Richmond and the Hampton Roads region with linkages to other cities and states to the north and south. The project is being conducted through the mechanism of an Alternatives Analysis and Environmental Impact Statement to satisfy the requirements of the National Environmental Policy Act (NEPA).
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The Southeast High Speed Rail Project (SEHSR) is currently being studied. The SEHSR is determining the specific alignment and costs of adding high-speed rail service between Charlotte, NC and Washington, DC with stops in Petersburg and Richmond. Depending on the alternative selected for Richmond/Hampton Roads Passenger Rail, the projects could share the same route between Petersburg and Richmond. For more information on this project, visit www.sehsr.org.
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This project expands upon two previous studies that have recommended passenger rail improvements in the Richmond/Hampton Roads area.
I-64 Major Investment Study (MIS): In the late 1990s, the Commonwealth conducted the I-64 MIS between Richmond and Newport News that included a conceptual analysis of intercity rail alternatives. The Richmond Metropolitan Planning Organization (MPO), the Hampton Roads MPO and the Commonwealth Transportation Board have adopted the Locally Preferred Alternative of the MIS. The adopted alternative included a recommendation to widen I-64 and to improve passenger rail service by double tracking the existing CSXT rail line, increasing passenger train speeds to 110 mph, and increasing frequencies to eight round trips per day.
High-Speed Rail Feasibility Study: In 2002, the Commonwealth completed a study of the feasibility of running high-speed rail between Richmond and South Hampton Roads via Petersburg and the U.S. Route 460 corridor.
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The Richmond to Hampton Roads travel corridor was recently rated the second worst highway traffic bottleneck in the country. The highways of the region and the airports along the Eastern seaboard simply cannot handle the present traffic volumes, let alone accommodate future travel needs.
As our population grows, we will need more affordable, safe, modern and reliable alternatives to driving on crowded interstates or flying short distances. The corridor would serve an additional public safety role by providing another evacuation route for Hampton Roads in the event of an emergency.
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The project team is currently completing the Tier I Draft Environmental Impact Statement (DEIS). This document evaluates the benefits, costs and environmental impacts of several possible alternatives. The DEIS is scheduled for completion in spring 2006, with public hearings immediately following to allow the public to comment on the alternatives that have been identified as the most viable options. After the public hearings, the Virginia Department of Rail and Public Transportation (DRPT) will submit a recommendation to the Commonwealth Transportation Board to approve one alternative to advance for further project through a Tier II Environmental Impact Statement.
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Not necessarily. The project will analyze the feasibility and desirability of higher speed passenger rail service on both sides of the James River. Two of the four alternatives involve a combination of service along both routes.
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There are several alternatives under final review by DRPT:
Alternative 1: Serves both the Peninsula and the Southside, with three daily round trips on the Peninsula and six daily round trips on the Southside. The Peninsula service would remain the same as in the 2025 Baseline alternative, with three 79 mph maximum speed daily round trips between Newport News and Richmond, using the existing Newport News Amtrak Station. The Southside service would include six daily round trips operating at speeds of 90 mph or 110 mph between Downtown Norfolk, Chesapeake (Bower’s Hill Station), Petersburg and Richmond Main Street Station.
Alternative 2a: Serves both the Peninsula and the Southside, with six daily round trips on the Peninsula and three daily round trips on the Southside. The Peninsula service would include six daily round trips operating at maximum speeds of 90 mph or 110 mph. This alternative would serve the proposed Newport News Downtown Station rather than the existing Newport News Amtrak Station. The Peninsula trains continue to provide service to Williamsburg and Richmond Main Street Station. The Southside route of Norfolk, Bower’s Hill, Petersburg and Richmond Main Street Station would be served by three 79 mph daily round trips.
Alternative 2b: Serves the Peninsula only, with nine daily round trips. Trains would operate at maximum speeds of 90 mph or 110 mph, providing service to the proposed Newport News Downtown Station rather than the existing Newport News Amtrak Station. It would continue to provide service to Williamsburg and Richmond Main Street Station.
No-Build Alternative (2025 Baseline): This alternative shows what would happen if no major improvements are made. It is necessary as part of the environmental study process. It includes three daily round trips on the Peninsula only. Trains would continue to operate at a maximum of 79 mph between Newport News and Richmond. The three trains represent Amtrak’s two existing trains plus one additional daily round trip planned by Amtrak in the future. It serves the Newport News Amtrak Station, Williamsburg Station and Richmond Main Street Station.
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The project has identified the following potential station locations along the two main routes. The specific stations will be determined once the preferred alternative is chosen. Note that two of the alternatives include service on the both Peninsula and the Southside.
Peninsula Route: Three stops would be associated with this route: Richmond's Main Street Station, Williamsburg Station, and either the existing Newport News Amtrak Station or a new Newport News Downtown Station.
Southside Route: Four stops would be associated with this alternative: Richmond's Main Street Station, Petersburg Station, Bower’s Hill, and a new Norfolk Downtown Station.
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The project has evaluated travel time savings resulting from higher train speeds along the two routes considered in the alternatives above:
Peninsula Route: The existing Amtrak schedule for trains operating between Richmond and Newport News along the Peninsula route indicates 1 hour 09 minutes (1:09 minutes) of scheduled running time. The train operating speed limit for the existing service is 79 mph. By extending the service to Downtown Newport News from the existing Amtrak station and by making the necessary infrastructure improvements to support a higher speed limit of 90 mph, the estimated schedule would be reduced to 1:03 minutes. By increasing the speed limit to 110 mph, travel time would be reduced to 0:57 minutes. Driving travel time between Richmond and Downtown Newport News is predicted to be 2:05 minutes in the planning year 2025.
Southside Route: There is no existing passenger service on the Southside between Richmond and Downtown Norfolk. The train running time estimated for the Southside route between Richmond and Norfolk is 1:35 minutes at a train speed limit of 90 mph. By making the necessary infrastructure improvements to support a higher speed limit of 110 mph, estimated scheduled running time is reduced to 1:27 minutes. Driving travel time is predicted to be 2:29 minutes in the planning year 2025. Back to Top
The Virginia Department of Rail and Public Transportation (DRPT) is the project sponsor and will lead the Environmental Impact Statement process as well as overall project management. DRPT is also working with the host freight railroads and other interested parties. The Federal Railroad Administration is serving as the lead federal agency on the project. Over 20 local governments are participating in the Project as members of the Technical Working Group.
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More precise cost estimates will be included in the DEIS. Those costs will include some contingency for negotiations with railroad owners and other engineering details that will all affect the final cost. No costs associated with the Southeast High Speed Rail project are included. The Southeast High Speed Rail project would provide the necessary Richmond – Petersburg line segment on the Southside route.
There are numerous funding options available including funds from federal, state and local sources. These will be considered in more detail as more reliable cost estimates become available.
Initial cost estimates prior to the completion of the DEIS are detailed below for the three build alternatives. No costs are included for the no-build option since it includes improvements already programmed for funding from sources other than this project. These cost estimates will be updated and adjusted based on information to be published in the DEIS.
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The project will examine a variety of revenue options and provide estimates of ticket prices.
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Implementing the Richmond/Hampton Roads service will be a lengthy process. Detailed cost estimates, environmental clearances, construction permits, equipment selection and manufacturing, ordering of materials, and actual reconstruction of the rail lines must take place before high-speed trains can operate. The project team is working through the federal NEPA process to meet federal standards and qualify for federal funding, an integral component of the project’s financial package.
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No. The Richmond/Hampton Roads Passenger Rail Project has a planning horizon of 20 years. The project assumes that the Third Crossing will not be in place during that period. This assumption is consistent with the regional transportation plan.
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The project has examined maximum speeds between 79 and 110 mph. There are, however, many areas where such speeds are not possible, especially in congested areas, near station stops, etc. Built up areas would receive security fencing and landscaping as appropriate to maximize public safety and minimize the line's intrusion to the community.
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Grade crossings are where roads cross the railroad tracks. Grade crossing safety is a key consideration in any rail corridor. The project inventories existing and proposed grade crossings and the existing level of protection at the crossings. It also makes recommendations regarding the appropriate level of protection at each crossing in the event that high-speed rail is implemented in the corridor. Options include upgraded protection (lights and gates), grade separation, and closure.
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New passenger rail service will help manage traffic congestion between Richmond and Hampton Roads, recently listed as the second worst bottleneck area in the country. The construction and operation of the rail corridor will have a positive impact on the economies of the regions and towns it passes through. Estimates of construction employment as well as permanent employment attracted to the corridor by the advent of higher speed rail service will be made as a part of the project. Because the lines will carry both passengers and freight, new and/or improved freight access and improved reliability could bring goods to market faster. The improved rail infrastructure will make the Hampton Roads region more competitive thereby retaining existing businesses and attracting new business ventures to the region.
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The Virginia Department of Rail and Public Transportation (DRPT) is the project sponsor and leads the Environmental Impact Statement process as well as overall project management. DRPT is also working with the host freight railroads and other interested parties. The Federal Railroad Administration serves as the lead federal agency on the project. Over 20 local governments are participating in the project as members of the Technical Working Group.
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Yes, Amtrak is a member of the Technical Working Group. No decision has been made as to whom the operator of service will be, but Amtrak is the only national passenger railroad company. The success of rail service to Hampton Roads is dependent on those trains being able to travel through Richmond and Washington to points in the Northeast Corridor.
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