CSX’s I-95 Corridor for the Virginians for High Speed Rail March 13, 2007

2 Today’s discussion:  Provide an overview of CSX’s I-95 Corridor in Virginia  Discuss Amtrak performance  Review actions to improve performance  Update construction projects  In depth look at the Quantico Bridge cut-in  The path to the Corridor of the Future and to the funding

3 On-time performance of Amtrak trains is largely dependent on three factors.  Physical characteristics of the operating territory  Single/double track?  Signal System?  The operating mix of train traffic  How many trains?  What kinds of trains?  The validity of schedules  Can they be reliably maintained?  Do they adjust for known activities?

4 CSX’s DC to Richmond corridor is our busiest multi-use, double track corridor and one of the busiest in the US.  ~110 miles of double track with centralized traffic control (CTC )  48 Daily passenger/commuter trains  18 Amtrak trains  30 VRE commuter trains  ~ 32 daily freight trains  Over half the train slots filled by passenger trains  And until recently, a single track bridge Richmond Washington Richmond Washington

5 Passenger operations outperform freight operations even with increased traffic and few capacity enhancements.  The high standard deviations for freight trains mean poor reliability for freight customers  Poor freight reliability means more highway congestion

6 CSX and BNSF have the lowest levels of freight train interference. Freight Interference by Road

7 In 2005 and 2006, CSXT delays to Amtrak trains have been driven more by maintenance than by freight train delay. Maintenance of Way, Signal, and Slow Order Caused Amtrak Delays

8 CSX is completing a robust RF&P maintenance program.  Invested $19 million in RF&P track structure in 2005 and 2006  Replaced 176,092 ties (138.2 track miles)  97,165 feet of rail (9.2 track miles)  Another $10.5 M planned in 2007  Replacing 48,000 ties (43.68 track miles south of VRE service area)  Replacing 78,000 feet of rail (14.74 miles)  Investments benefit passenger service: Better ride and more reliable service  However, tie replacement:  Requires the removal of the rail anchors  Breaks the surface friction between the ties and the ballast  Destabilizes track, and  Requires a conservative approach to heat.

9 Last summer’s passengers experienced significant delays; the root cause was a lack of capacity.  The most severe delays resulted from a combination of causes  June flooding set records  Severe electrical storm caused catastrophic damage at Possum Point  Traffic congestion due to booming economy  Lack of capacity  Lack of capacity identified as the root cause of delays years ago  VRE agreement  1999 Federal Railroad Administration Report to Congress  2000 CANAC Line Capacity Study for Virginia, VRE and CSX  MAROPS (Mid Atlantic Rail Ops Study - VA, FRA, FHWA, state DOTs, and Ports)  Causes significant traffic congestion which inhibits reliability and growth  Prevents recovery, regardless of the cause of the initial delay  Few stations have platforms serving both tracks, resulting in a single track operation for VRE  Only a small portion of the delays were attributable to heat orders  Affects trains between 1 PM and 7 PM only  50 MPH, not 70 MPH, but multiple station stops limit the impact  Maximum delay of 10 minutes for Fredericksburg riders; more for Richmond and Newport News

10 As responsible partners, we’ve taken a number of actions to improve performance as the capacity improvements are underway.  Intensified tactical focus produces results  Assigned experienced dispatchers to territory  Added operations superintendent to network dispatch center to monitor daily operations  Established new train manager for area  Increased signal, track and mechanical maintenance presence on corridor  Changed freight schedules for trains departing Richmond, Baltimore and Cumberland  Partnering with Amtrak & VRE on major maintenance work  Working nights to minimize disruptions when possible — Minimizes train cancellations — Less productive, more costly and more challenging for workers — But produces additional concerns during summer heat  Establishing an experienced based, realistic schedule

11  Phase One – Complete  AF Interlocking  Dispatcher Consolidation  Phase Two – Complete  Arkendale crossovers  Elmont crossovers  Phase Three – Underway  L’Enfant 3rd main  Phase Four – 2007/2008  Quantico Bridge (Feb. 2007)  Slater’s Lane to RO (Design)  Franconia 3rd main (Design)  Phase Five – 2008  Fredericksburg to HA 3rd main (Design) The capacity enhancements will make a real difference, especially the opening of the Quantico Bridge.

12 The new 2-track Quantico Bridge opened February 17.

13 P098 was the first train over the new Quantico Bridge.

14 The $30M Quantico cut-in involves far more than just the construction of a new bridge.

15 In addition, the Rail Advisory Board is funding the preliminary engineering for 11 miles of 3rd main between Arkendale and Powells Creek.  Increases capacity significantly  Eliminates congestion at Quantico Creek  Capitalizes on new Quantico Creek Bridge; from 1 to 3 tracks  Complements on-going, publicly- funded capacity improvements  Includes a new Cherry Hill VRE station stop  Uses match from a private developer

16 But the consensus finding is that major investments are needed to finish the project in three phases.  Phase 1  Build the third main track from DC to Richmond now — Exclude the high cost projects — Seek the preliminary engineering needed for firm estimates  Phase 2  Attack the challenging, high cost projects next — Major bridges Potomac Aquia — Ashland constraints — Fredericksburg viaduct  Phase 3  Develop the Corridor of the Future — Sealed high-speed freight passenger separation — Expanded freight capacity

17 The DC to Richmond Third Track Feasibility Study provides the path for completion.  Complete the VTA 2000 program of projects.  Complete a comprehensive alternatives analysis  Conduct operational modeling  Review alternate right-of-ways  Analyze public and private benefits  Conduct an environmental review and the preliminary engineering  Determine the specific design  Develop accurate estimate of costs  Establish agreements  Identify a dedicated source of funding for capital and operating costs

18 Federal support is the key. Funding  Federal appropriations (primary source of funding)  2008/9 Transportation Reauthorization Bill  Corridors of the Future  State Appropriations  ~$100m spent by Commonwealth of VA  ~$20m in VA transportation bill  Local governments and other agencies  (1995 VRE agreement to fund 3 rd main)  Amtrak  CSX - right of way & existing improvements Benefits Intercity passenger capacity / reliability Commuter capacity / reliability Trucks off the highway Reduced highway congestion on I-95 Environmental benefits

19 CSX’s Corridor of the Future application may surprise you.  Corridor stretches 1,200 miles from Washington to Miami.  Corridor must be modified to address three major challenges  Both passenger and freight trains need to travel faster  Both passenger and freight trains need greater reliability and recoverability  Both passenger and freight train volume will increase  CSX’s vision for the future is:  Passenger trains must be able to travel unimpeded at 110 MPH  Freight trains must be able to operate at speeds of 50 MPH to 70 MPH  Passenger service must be physically separated from freight operations —Higher density industrial areas may require freight tracks on both sides of passenger tracks  The corridor must be sealed to prevent motor vehicle intrusion —1700 at-grade highway rail crossings must be addressed

20 We must finish the project; the next steps are…  Set realistic expectations during current construction  Align stakeholders around a common plan  Seek consensus and action on “Quick Hits”  Perform preliminary engineering – refine cost estimates  Organize and energize all stakeholders to advocate for these changes  Gain federal support

21 Thanks for your attention. Questions?