CSX’s I-95 Corridor

for the

Virginians for High Speed Rail

March 13, 2007

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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

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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?

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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

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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

Train Type From To Distance Avg Time Deviation MPHVRE Washington (CP VA) Fredericksburg 53.5 1:31 0:12 35.1Amtrak Washington (CP VA) Richmond (Greendale) 107.5 2:10 0:19 49.3Intermodal Washington (CP VA) Richmond (Greendale) 107.5 2:53 0:40 37.1Merchandise Washington (CP VA) Richmond (Greendale) 107.5 4:11 1:31 25.7Unit Washington (CP VA) Richmond (Greendale) 107.5 4:19 1:26 24.9

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CSX and BNSF have the lowest levels of freight train interference.

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DATA SOURCE - AMTRAK HOST DELAY REPORT(No J une 06 Data)

Freight Interference by Road

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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

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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.

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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

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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

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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.

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The new 2-track Quantico Bridge opened February 17.

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P098 was the first train over the new Quantico Bridge.

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

P09816 0508 (Arkendale) 0608 (Featherstone)

Segment 3 17-Feb SA thru 18-Feb SU (0700-0700 ??? hours)Single track Featherstone (87.0) to Arkendale (72.1) - 14.9 miles (Signals Suspended)Absolute Curfew February 17, 2007 1200 hours until 1400 hours -- after P079/89 ComboAmtrak/VRE will have 2 T&E employees in the Locomotive Cab to copy DTC Blocks

P05216 0723 (Arkendale) 0823 (Featherstone)P06717 CancelledP08217 0843 (Arkendale) 0943 (Featherstone)P08817 CancelledP09216 1036 (Arkendale) 1136 (Featherstone)P08917 Combine w P07917P07917 1129 (Featherstone) 1229 (Arkendale)P19417 CancelledP19517 CancelledP09117 1543 (Featherstone) 1643 (Arkendale)P05317 1620 (Featherstone) 1720 (Arkendale)P08017 Combined w/P090 at Richmond on PO 90'S ScheduleP09917 CancelledP09017 1846 (Arkendale) 1946 (Featherstone)

P090 will depart Rich 1 hour later than scheduled due to switching P080 into consistP06617 CancelledP09717 2006 (Featherstone) 2106 (Arkendale)

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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

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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

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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

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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 3rd 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

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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

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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

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Thanks for your attention.

Questions?