In the endgame I’d like to see a true HS route constructed between Harrisburg and Sanford, with Charlotte-Raleigh trains using the existing trackage Charlotte-Harrisburg and an upgraded S-line between Sanford and Cary. I’m not suggesting that trains be dropped all along the current route; of course not. But if we really want to achieve Jim Hunt’s original goal of 2 hours flat (or better) between downtown Raleigh and uptown Charlotte, something dramatic has to be done.
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In like, 2075 or whatever, I still think a great development would ultimately be a more direct high-speed greenfield route between Raleigh and Charlotte that roughly follows NC-64 and then NC-49. Then run more regional trains from Siler City(?)/Pittsboro to Raleigh. And include the zoo stop on the way to CLT!!
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I know there are good arguments against this - but I am also for the greenfield route. Run the trains in a triangle, Ral/CLT/Grns and reversed. But I think that a new line would be a big boost for the whole SEHSR from DC to somewhere in suburban ATL
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I think 2 hours is possible on an upgraded NCRR with:
- The curviest segments realigned - looking at you Orange and Alamance. NCDOT has plans already drawn up to accomplish this.
- Dedicated higher-speed (125mph) third track for portions of the line between Greensboro and Charlotte
- Electrification
- Lastly, a super express stopping pattern. Raleigh-Greensboro-Charlotte.
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Perhaps so, but I wonder about the cost of completely eliminating grade crossings through so many towns and raising bridges for catenary compared to building a virgin line through the middle of nowhere in central NC. That’s the approach taken by the French and the Japanese, except for terminal trackage.
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If we are dreaming I prefer no stops between Raleigh and Charlotte and 200mph+ like Asian countries. It’s only 130 miles straight line distance. That would be truly transformative
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Is Durham-Greensboro supposed to eventually be double-tracked? That project would address most of the remaining grade crossings between Raleigh and Charlotte. There aren’t a lot of grade crossings between Charlotte and Greensboro other than passing through the middle of various small cities/towns along that corridor (which probably necessitate lower train speeds anyway).
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I agree that a Raleigh-Charlotte nonstop line would be awesome, but politically, and practically, modernizing the line through Greensboro should come first, because it’s a smaller project, pulls in the Triad, and delivers lots of side benefits in terms of enabling better regional service.
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I counted public grade crossings between Cary and the Charlotte station. There are 112. Of course, there used to be a lot more but the low-hanging fruit has already been picked.
If the endgame is 90 mph between Cary and Charlotte, we don’t have to close a large number of those. But if the endgame is 125+ mph with electrification, most of those crossings will have to be closed and many of them replaced by bridges. Because of the ROW requirements for bridge construction, that would be a massively expensive program and also very controversial in small towns that straddle the NCRR. Those small towns carry a lot of weight at the General Assembly.
Note that the lease agreement between NS and NCRR specifically says NS will not dispatch the lines if the speed limit exceeds 90.
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I dont think raising the speed limit past 90 for the entire corridor is feasible at all, choosing the right segments to build dedicated 125(?) mph passenger-only tracks, and electrification to get up to speed quickly on those segments, could cut quite a bit of time off of the schedule. They’ve been planning a big realignment between Durham and Hillsborough since the ARRA stimulus for example.
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Mixed-mode electrification and diesel is doable but there are tradeoffs. The Amtrak/Metro-North P32AC-DMs use third-rail 750V DC (definitely not in the cards here) and can’t run on electricity for more than 10 minutes at a time. Supposedly the new Siemens SC-42DMs on order will not have the time restriction and, unlike the P32AC-DMs, will be able to run at 125 mph regardless of power source. They don’t use pantographs, however, and given the distances I assume electrification in NC would use overhead 12.5 kV AC. It’s unclear to me that the 750V DC third-rail can supply enough power to feed the SC-42DMs at 125.
How well the SC-42DMs will work in service is anyone’s guess. The ALC-42s and SC-42/44s have been a real disappointment in terms of reliability.
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The grade crossing at Rogers Lake Rd in Kannapolis is being replaced by a bridge, although it’s taking forever to finally complete construction. Imo, Webb Rd between China Grove and Salisbury is one of the last grade crossings between Charlotte and Greensboro where a bridge could be easily justified. Most of the remaining ones throughout that section are around the center of small towns and cities, and I don’t think it’s worth trying to eliminate most of those crossings. I didn’t count the number of grade crossings (112 sounds right) but it looked to me like most of the ones that make sense to close/bridge over are between Greensboro and Durham, not to mention a lot of that section is still just single tracked.
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As I understand it, the FRA requires that for 110-125 mph there must be “full width barriers capable of absorbing the impact of highway vehicles.” Those aren’t your standard gates, not even four-quadrant gates. Above 125 mph, FRA says to “close or grade separate ALL highway-rail crossings” [emphasis added].
You could dodge the requirement by slowing to 109 mph at grade crossings. I believe this is one reason why Raleigh-Petersburg is set for 110 mph max (maintaining track to Class VI standards instead of Class VII is another).
I think you’re right that most of the problem exists between Greensboro and Cary.
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This new N&O article states that the Siemens plant in Lexington will be supplying the Carolinian with Aero trainsets by 2028, and the Piedmont with Aero trainsets by 2032.
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As the Aero trainsets come into service, Amfleet cars will become available. I wonder if the Piedmonts will receive some of them as an interim measure.
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Asheville Intercity Bus Service Surpasses 10,000 Riders Since Relaunch
Seems like a good sign for future passenger rail. I do wish that the state would invest more in intercity buses as there is probably a lot of untapped potential there, especially with proper branding and not contracting through Greyhound.
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