Chapter 10 - Rail in the Richmond Region
Moving people and goods in the most efficient, cost effective and environmentally
beneficial manner is a primary goal of the transportation system and the benefits are not
mutually exclusive. The regional planning process can support policies that advocate
investments in the rail system and to a lesser degree, also allocate financial resources which
can also support these policies. While the regional financial resources are not sufficient to
support improvements for the entire corridor, the region is capable of supporting spotimprovements with independent utility such as extension of sidings, crossovers, signal
upgrades or grade-separation of crossings which can improve the performance of the rail
system to the benefit of both passenger and freight movements. In Virginia, the passenger
rail operates on privately held systems owned by CSX and Norfolk Southern.
This chapter will summarize the National Rail Policy, Virginia’s Statewide Rail Policy, the role
of the CSX and Norfolk Southern in goods movement and investment needed to realize the
economic and transport opportunities associated with higher speed rail connecting cities
along the eastern seaboard.
National Rail Plan
In 2008, the Passenger Rail Investment and Improvement Act (PRIIA) was signed in to law. It
directed the Federal Railroad Administration (FRA) to, “Develop a long-range national rail
plan… to promote an integrated, cohesive, efficient, and optimized national rail system for
the movement of goods and people”.
The need for a plan of this nature is critical. The U.S. population is expected to grow by 70
million people over the next 25 years, with the majority of this growth anticipated in
already congested metropolitan regions. Furthermore, this population growth will lead to a
corresponding increase in the movement of goods. The FRA forecasts that in order to serve
a growing nation, the rail network will need to carry 2.8 billion additional tons of freight. A
national rail plan is necessary to ensure a coordinated and intelligent system that provides
safe, reliable, and efficient passenger and freight rail service for a Nation that will place
increasing demands on the network.
One key to such a system is higher-performing passenger rail, including the full
spectrum of high-speed rail (HSR). High-speed rail systems can relieve
congestion, promote livable communities, facilitate economic expansion,
respect environmental sustainability, and provide transportation choices for
the American public.
Over the next several decades, HSR will become increasingly important to the Richmond
region as forecast growth more closely links us with the densely populated Northeast. It is
Chapter 10 - Rail in the Richmond Region
10-1
expected that large urbanized areas such as those in the Northeast will converge into larger
networks of metropolitan areas that are coming to be classified as mega-regions. While
these mega-regions will stress the transportation network, they can also provide economic
opportunity if appropriate planning and infrastructure is in place.
FRA’s vision for this HSR infrastructure consists of tiered corridors with varied levels of
service. These tiers include Core Express Corridors, Regional Corridors, and
Emerging/Feeder Routes.
Core Express Corridors: These routes would connect large urban areas up to 500 miles
apart with 2-3 hour travel times and train speeds between 125 and 250 mph. Service will be
frequent and will operate on electrified, dedicated track that is publicly owned. Based on
their operation in and between large, dense metropolitan regions, the Core Express
corridors will form the “backbone” of the national passenger rail system.
Regional Corridors: This network would connect mid-sized urban areas, and smaller
communities in between, with convenient, frequent 90-125 mph service on a mix of
dedicated and shared track. In some areas, these corridors could connect to Core Express
corridors, with many potential passenger services operating over both the Core Express and
Regional routes.
Emerging/Feeder Routes: Emerging routes would connect regional urban areas at speeds
up to 90 mph on shared track. In some areas, the Emerging/Feeder routes could connect to
the Core Express or Regional corridors, allowing residents of these smaller or more distant
areas to have efficient access to the national system.
The U.S. Department of Transportation is in the process of developing criteria to identify
regions of the country where Core Express, Regional, and Emerging/Feeder corridors could
be feasible. These criteria will include variables such as estimated trip times, highway and
airport congestion, ridership estimates, distance, and other key cost and benefit measures.
Already, however, the Richmond region has been included in the federally designated
Southeast High-Speed Rail (SEHSR) Corridor. The SEHSR Corridor consists of a number of rail
segments located in South Atlantic states with through service to and from the Northeast
Corridor. The majority of HSR development thus far has been focused on the portion of the
Corridor from Washington, D.C. to Charlotte, N.C. The SEHSR Corridor will include
operations at top speeds of 110 mph, meaning that it will likely be defined as a Regional
Corridor in the NRP. Recently, Draft Environmental Impact Statements (DEIS), critical
components to project development, were issued for the Richmond to Hampton Roads and
Richmond to Raleigh sections of the corridor.
While advancement of sections of the Nation’s HSR network is occurring, a long-range
national rail plan is not yet in place. To date, several important steps in the development of
the NRP have been reached. The most significant of which was the delivery to Congress in
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Chapter 10 - Rail in the Richmond Region
2009 of a Preliminary Plan (PNRP) as called for by PRIIA. The Preliminary Plan represents a
springboard for development of the long-range NRP. It sets forth the FRA’s proposed
approach to developing the long-range NRP, including goals and objectives for the greater
inclusion of rail in the national transportation system.
Since the delivery of the Preliminary Plan, the FRA has begun official work on the NRP. The
process commenced with FRA led public outreach events and meetings with expert
stakeholders to gain a comprehensive understanding of the issues, and develop strategies
to leverage strengths of the current system. The next steps include identifying regions of
the country where Core Express, Regional, and Emerging/Feeder corridors could be feasible;
estimating investments to develop the passenger rail network and improve freight rail
intermodal corridors; and evaluating the return on investment, including public benefits,
from system investments. Finally, there will be a comprehensive strategy to implement the
Plan with legislative, policy, and administrative recommendations.
An NRP progress report was submitted to Congress by the FRA in the fall of 2010. Since that
time, no formal action has been taken on the Plan.
Statewide Rail Plan
The federal legislation mandating the development of a National Rail Plan also requires that
the FRA take into consideration state rail plans during formulation of the NRP. This
requirement gives state rail authorities the opportunity to influence the strategies and
priorities important to their region as well as the broader system.
Virginia’s most recent rail plan was completed in 2008 by the Department of Rail and Public
Transportation (DRPT), the State agency responsible for rail and transit policy. At the
broadest level, the Statewide Rail Plan provides the vision and strategies to address rail
needs in the Commonwealth. The plan also outlines the current condition of Virginia’s rail
system, challenges facing the system, and identifies projects necessary for improvement of
the network.
14 railroads operate freight and passenger service over 3,200
miles of track in Virginia. The State’s two passenger railroads,
Amtrak and Virginia Railway Express (VRE), provide intercity
and commuter service. Freight rail is primarily operated by
Class I railroads CSX and Norfolk Southern. Ten short-line
railroads provide critical first and last links in the freight
network. In the near future, higher-speed rail will also operate
in Virginia. SEHSR projects are in progress to upgrade the
system to accommodate high-speed trains along the I-95
corridor and from Richmond to Hampton Roads.
Triple Crossing at 14th and Dock St.,
Courtesy of VDOT
Chapter 10 - Rail in the Richmond Region
10-3
In the recent past, DRPT has achieved several major accomplishments. 2005 saw the
creation of the Rail Enhancement Fund (REF), Virginia’s first dedicated source of funding for
passenger and freight rail improvements. The REF supports projects such as expediting
freight movement through the Port of Hampton Roads, improving infrastructure to
accommodate double-stacked trains, and eliminating inefficient at-grade crossings. DRPT
also strengthened the short-line industry through improvements to the Buckingham Branch
railroad and to the Commonwealth Railway, which provides access to the new APM Marine
Terminal and the future Craney Island Marine Terminal. Construction was also completed
on a new bridge over Quantico Creek, relieving rail congestion by removing the last singletrack section on the Washington, D.C. to Richmond corridor. Through fiscal year 2012,
$114,606,265 in Rail Enhancement Funds were allocated to infrastructure projects on the
Norfolk Southern line between Norfolk and Petersburg, with a small percentage of this total
dedicated towards improvements on the CSX system in the Petersburg area. These
improvements will enable direct passenger rail service from Norfolk to the Staples Mill
Station in the Richmond region beginning in December 2012.
Looking forward, DRPT has identified a variety of potential rail investment projects
important to Virginia. Future projects are designed to meet one or more of the following
needs: alleviating highway congestion and reducing energy demand and pollutants by
taking passenger car and truck freight traffic off the roads; increasing freight capacity to
meet the growing demand for freight rail shipping; and improving passenger rail by
enhancing system performance and adding capacity.
These projects are separated into four categories. They include Class I and short-line
railroads, the Port of Hampton Roads, passenger rail initiatives, and high-speed rail
initiatives. The Class I and short-line projects represent $1.8 billion in potential investment.
$1.7 billion is planned for investment in passenger rail, and $1.2 billion for high-speed rail.
$178 million is slated for projects benefiting the Port of Hampton Roads. The table below
provides initial descriptions for projects in each category.
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Chapter 10 - Rail in the Richmond Region
Figure 10-1: Potential System Investments
Project
Corridor
Class I and Shortline Railroad Projects
Description
CSX National Gateway
Corridor
Norfolk Southern
Crescent Corridor
I-95, I-295,
I-495
I-81
Norfolk Southern
Heartland Corridor
Route 460
Norfolk Southern
Coal Corridor
Shortline Railroad
Preservation
Route 460
Double-stack clearances; rail yard construction; Virginia
Avenue Tunnel clearance.
39 projects to expand single main-line tracks to double
tracks; add passing sidings; realign curves; improve
connections; and add track signals and signal systems.
Access improvements for Roanoke Regional Intermodal
Facility; development of parallel double-stack route;
additional tunnel clearances and track capacity.
Capacity improvements through additional track.
Statewide
Improve all railroads to meet Federal freight and passenger
standards.
Norfolk International
Terminals Central Rail Yard
Expansion
Craney Island Rail
Connection
Route 460
Norfolk/Portsmouth
Beltline Railroad
Route 460
Rail intermodal yard expansion; construction of additional
track, ties, ballast, switches, pavement in rail yard and
container handling areas.
Construction of siding track in the median of Route 164;
planning and design connection between APM Terminal and
Craney Island on-dock intermodal yard.
Improvements to train operation and grade crossing at the
NIT main gate; improvements to existing rail yard.
Port of Hampton Roads
Route 460
Passenger Rail Initiatives
Commuter Rail
Improvements
Commuter Rail
Improvements
Commuter Rail
Improvements
Urban Crescent Express
I-66
Upgrades to track between Alexandria and Manassas.
I-66
TransDominion Express
I-81, Routes 29
and 460
Infrastructure and capacity improvements for expansion of
VRE on NS track between Manassas and Gainesville.
Construction of third track for VRE operation on CSX tracks
between Fredericksburg and Washington, DC.
Rail infrastructure, capacity, and system improvements for
additional Amtrak service between Washington, D.C.,
Richmond, and Newport News.
Rail infrastructure, capacity, and system improvements for
more frequent Amtrak service to Lynchburg and
Charlottesville and expanded service to Roanoke, Bristol,
and Richmond.
I-95, I-395,
I-495
I-95, I-64, I-295,
Route 460
High-Speed Rail Initiatives
Southeast High-Speed Rail
I-95, I-295, I495, I-85, I-64,
Route 460
Infrastructure improvements for high-speed rail between
Richmond and North Carolina line, and between Richmond
and Hampton Roads.
Source: Virginia Department of Rail and Public Transportation
Virginia’s Class I Railroads
Two of the Nation’s Class I railroads, CSX and Norfolk Southern, operate in Virginia. These
railroads own the majority of freight rail track infrastructure in the State. Norfolk Southern
Chapter 10 - Rail in the Richmond Region
10-5
operates roughly 60% of Virginia’s freight rail track, while CSX operates about 30%. Both
CSX and Norfolk Southern have been working on system-wide corridor investments to
improve the intermodal connectivity to U.S. mid-west markets.
Both railroads provide major east-west and north-south connections. Typically, tonnage
that is Virginia-based (moving inbound, outbound, or within the State) moves east-west and
is focused on the Port of Virginia. By tonnage, coal accounts for over two thirds of Virginiabased rail traffic. Rail tonnage that has both an origin and destination outside Virginia (passthrough traffic) primarily moves north-south.
Norfolk Southern
Norfolk Southern operates approximately 20,000 route-miles in 22 eastern states and the
District of Columbia, and serves every major container port in the U.S. This network includes
2,079 miles in Virginia along three corridors; the Crescent Corridor, the Heartland Corridor,
and the Coal Corridor.
The Crescent Corridor consists of two north-south lines. The Piedmont line runs from
Alexandria to Danville, and the Shenandoah line runs from Front Royal to Bristol serving the
Virginia Inland Port. Principal train types on these lines are intermodal, general
merchandise, and auto. The Heartland Corridor runs through the southern portion of the
State from the Hampton Roads to West Virginia. The Heartland Corridor is Norfolk
Southern’s primary intermodal train system connecting the Port of Virginia to Midwest
markets. The Coal Corridor is the line with the heaviest use, carrying unit trains from the
Appalachian coalfields to the Norfolk Southern Coal Marine Terminal at Lambert’s Point,
Norfolk.
CSX
CSX operates a 21,000 route-mile network serving 23 states, Washington, DC, the Canadian
provinces of Ontario and Quebec, and 70 ports. The Virginia portion of this network is
1,054 miles. CSX trains in the Commonwealth move along the National Gateway and Coal
Corridors. The National Gateway Corridor generally follows I-95 with an extension to
Hampton Roads. It is CSX’s principal intermodal train system connecting the Port of Virginia
to external markets. Like the Norfolk Southern Coal Corridor, the CSX Coal Corridor is the
company’s line of heaviest use, transporting coal from Appalachia through Richmond to
Peninsula coal marine terminals.
Corridor Profiles
Network improvements result in significant gains, both public and private. Benefits accrue
to:
 Import and export customers: increased capacity and decreased transit time.
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Chapter 10 - Rail in the Richmond Region


The Port of Virginia: making the port more attractive to ocean carriers by improving
intermodal connectivity to the U.S. Midwest markets.
The public: Removing trucks from highways improves safety, lowers maintenance
costs, alleviates congestion, and reduces fuel consumption and greenhouse gas
emissions.
Most importantly, network improvements cannot be considered in either geographic or
proprietary isolation. A network, by its nature, spreads the benefits of improvement
throughout the system to many users. Therefore, enhancements can be leveraged into
proportionally outsized gains. For the same reason, investment must be considered with
great care and foresight. When opportunities exist, the region must be deliberative, but
also ready to act.
The Heartland Corridor
The Heartland Corridor is a public-private partnership between Norfolk Southern and
Virginia, West Virginia, Ohio, and the federal government to create the shortest, fastest
route for double-stacked container trains moving between the Port of Virginia and the
Midwest. The new routing improves transit time between Norfolk and Chicago from four
days to three, and is nearly 250 miles shorter than previous routings.
The 2010 opening of the corridor to double-stacked intermodal traffic was the result of one
of the most extensive railroad engineering projects of the last century. It is also a model of
the type of public-private partnerships that can strengthen Virginia’s and the Nation’s
transportation infrastructure.
National Gateway
The National Gateway is an innovative public-private partnership that will create a doublestack freight rail corridor between Mid Atlantic sea ports and the Midwest. The
improvement projects are designed to increase the vertical clearances at 61 locations on
CSX rail lines in the region to accommodate intermodal trains carrying double-stack
intermodal containers. CSX is targeting a 2015 completion date for the project to coincide
with the expansion of the Panama Canal, which is expected to bring more traffic through
East Coast ports.
Regional Impacts of the Heartland and National Gateway Corridors
While the Heartland and National Gateway Corridors are major undertakings, opportunities
for system improvements that enhance regional competitiveness are abundant. This
region’s rail network is the legacy of four separate railroads whose confluence was
Richmond. The result of this fragmentary infrastructure today is a network that is heavily
congested due to traffic volume, a mix of train types, and many conflicting routes.
Chapter 10 - Rail in the Richmond Region
10-7
Improvements to facilities such as CSX’s Fulton rail yard and “S” line could bring benefits to
Richmond like those that the Heartland Corridor and National Gateway will generate for the
Port of Virginia and Hampton Roads. Improved rail access could have a positive impact on
the Port of Richmond and its growing barge service. It would also help ensure that the
SEHSR corridor includes Main Street Station, bringing associated economic development
opportunities to downtown Richmond.
Passenger Rail
The Richmond region is located at the juncture of two of the nation’s most important rail
corridors. It is located at the southern end of Amtrak’s Northeast Corridor (NEC) which runs
from Boston to Newport News and Lynchburg via New York, Philadelphia, Baltimore,
Washington D.C., and Richmond. Within Virginia, the NEC service comprises over 350 miles,
and includes stops at Alexandria, Franconia/Springfield, Woodbridge, Quantico,
Fredericksburg, Ashland, Richmond (Staples Mill Road/Greendale Station and Main Street
Station), Williamsburg and Newport News, Charlottesville and Lynchburg. A total of 34
southbound and 34 northbound trains serve Richmond each week along this corridor.
Investment in passenger rail benefits the surface transportation system by providing more
reliable passenger service, increased highway capacity for goods movement, reduced fuel
consumption per passenger mile, and a reduction in highway system impacts.
Richmond area residents are served by two primary north-south routes operated by
Amtrak:


New York-Washington-Raleigh-Jacksonville
(Silver Meteor/Silver Star/Palmetto service) –
This Amtrak route includes 175 miles in
Virginia, with stops at Alexandria, Quantico,
Fredericksburg, Richmond, and Petersburg.
Three southbound and three northbound
trains operate each day along this route, resulting in 21 weekly northbound and 21
weekly southbound trips.
New York-Washington-Raleigh-Charlotte (Carolinian service) – The Carolinian service
traverses 175 miles in Virginia, with stops in Alexandria, Quantico, Fredericksburg,
Richmond, and Petersburg. One train trip is made daily in the northbound and
southbound directions.
The Richmond region is also located at the northern end of the Southeast High Speed Rail
(SEHSR) Corridor; one of the five original national corridors designated under the
Intermodal Surface Transportation Efficiency Act of 1991 (ISTEA) which authorized a
program of high-speed rail corridors nationwide. The SEHSR corridor was first designated
by the U.S. Department of Transportation in 1992, and ran from Washington D.C. to
Charlotte, N.C. via Richmond and Raleigh, N.C. Its original designation was extended to
include South Carolina, Georgia and Florida. The SEHSR corridor has also been extended to
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Chapter 10 - Rail in the Richmond Region
include a link between Richmond and Hampton Roads. Under the new National Rail Policy,
the inter-city high speed rail would now be considered as a “Regional Corridor” rail service.
Within Virginia, the SEHSR program proposes improvements in two phases – Washington,
D.C. to Richmond (Main Street Station) and Richmond (Main Street Station) to Raleigh,
North Carolina. With the return of passenger rail service to Main Street Station in 2003,
continued investments in the rail system will be required in order to fully realize the
potential of center-city to center-city rail service envisioned in the National Rail Policy. In
1996, the SEHSR corridor was extended to include the corridor from Richmond to Hampton
Roads, while continuing to focus on the Richmond to Raleigh corridor. The selected
alternative for Hampton Roads provides train service south from Richmond to Petersburg,
then connecting to the NS line that parallels U.S. Route 460 and terminating in Norfolk.
Recognizing the need for investing in the corridor, DRPT has been working with CSX and FRA
to identifying investments that are needed in support of Regional Corridor service between
the center-cities of Washington, D.C. and Richmond. The business community and local
governments within the region are united in their support of this effort as demonstrated by
a resolution and presentation of support which was provided to Governor Kaine in July
2009. The summary details of the projects and projected costs are detailed in the attached
map and tables.
Chapter 10 - Rail in the Richmond Region
10-9
Map 10-1: I-95 Passenger Rail Corridor, Richmond Area
10-10
Chapter 10 - Rail in the Richmond Region
Figure 10-2: Richmond Area/Acca Yard Improvements Phase I
(note: cost estimates are base year 2009 and prepared by DRPT for a2009 American Reinvestment and Revitalization Act application)
I
<15% PE
Design
Build
Richmond Area/Acca Yard Improvements Phase I - Relocation of all Northeast Corridor System
Originating and Terminating at Staples Mill Station to Main Street Station - 13 Miles
Project Result -Enhances train service to Main Street station by the relocation of all regional trains
originating and terminating at Staples Mill Station to Main Street Station and improves the efficiency
of train movements for Newport News regional intercity trains through Acca Yard. Key project in the
development of the Southeast High Speed Rail Corridor since the corridor utilizes this route. Assists in
the separation of passenger and freight trains in Richmond area this alleviating congestion.
I-1
I-2
I-3
I-4
I-5
I-6
I-7
Multiple Sub-Project Summary
$ 243.10
PE
$
5.23
Fi na l Des i gn
$
18.23
Cons tructi on
Temporary Rail Connection Improvements South Acca Yard to West Side Acca Current Passenger Main
for Passenger Train Access to Staples Mill Station Until New Parham Station is Built under Richmond
Area/Acca Yard Improvements Phase II
$ 219.64
$
6.00
PE
$
0.15
Fi na l Des i gn
$
0.45
$
5.40
$
34.10
Cons tructi on
Amtrak Junction Hospital Street to South Acca Yard Track and Signal Construction ($2.0M FRA Grant
funding PE in Under Agreement) - 3 Miles SRN 1 - SRN 4
PE
-
Fi na l Des i gn
$
2.60
$
31.50
Cons tructi on
Main Street Station/Brown Street Yard Improvements - New Brown Street Passenger Train Yard,
Interlocking, and Main Street Station Tracks
$
42.80
PE
$
1.07
Fi na l Des i gn
$
3.21
Cons tructi on
$
38.52
Brown Street Yard Turning Facility for Passenger Trains - Construction of Wye
$
9.80
PE
$
0.25
Fi na l Des i gn
$
0.74
$
8.82
$
20.00
PE
$
0.50
Fi na l Des i gn
$
1.50
Cons tructi on
$
18.00
$
95.00
PE
$
2.38
Fi na l Des i gn
$
7.13
Cons tructi on
$
85.50
$
35.40
PE
$
0.89
Fi na l Des i gn
$
2.66
Cons tructi on
$
31.86
Cons tructi on
Ruffin Siding Construction Relocates Crew Change Point Away from Current Main Line at Main Street
Station East and West Side - 2 Miles BBRR MP 87 to MP 90
Rivanna Junction to Beulah Wye - 8 Miles CA 84.5 - CA 76.2
Main Street Station Platforms East and West Side - Amtrak services area inside station
Chapter 10 - Rail in the Richmond Region
10-11
Figure 10-3: Richmond Area/Acca Yard Improvements Phase II
(note: cost estimates are base year 2009 and prepared by DRPT for a2009 American Reinvestment and Revitalization Act application)
<15% PE
Design
Build or
Heavy
Richmond Area/Acca Yard Improvements Phase II - Track Upgrades Richmond to Centralia/Petersburg
Maint.
to Relocate North/South Amtrak Trains to Main Street Station - 15 Miles
II
Project Result - Relocates all intercity passenger trains from Staples Mill Station to new Parham Road
Station through east side Acca Bypass. Also provides Relocation of all north/south intercity passenger
trains to serve Main Street Station upon completion of the Main Street to Centralia track improvement
project. Without these projects, intercity trains could not gain access from the south to serve Main
Street Station including potential trains to/from Norfolk. Separates freight and passenger train
movements through Acca yard. Key project in the development of the Southeast High Speed Rail
Corridor since the corridor utilizes this route to serve Main Street Station. Assists in the separation of
passenger and freight trains in Richmond area thus alleviating congestion. S 0 to S 11 and CFP1 to
CFP5
II-1
II-2
II-3
II-4
II-5
II-6
II-7
II-8
10-12
Multiple Sub-Project Summary
$ 348.50
PE
$
8.71
Fi na l Des i gn
$
26.14
Cons tructi on
$ 313.65
Track Upgrade and Construction - Main Street Sta-Centralia 11 Miles
$
92.20
PE
$
2.31
Fi na l Des i gn
$
6.92
Cons tructi on
$
82.98
$
30.00
PE
$
0.75
Fi na l Des i gn
$
2.25
Cons tructi on
$
27.00
Signal System Upgrade and Construction - Main Street Station to Centralia
Facility Relocations Greendale - South Acca Yard
$
33.00
PE
$
0.83
Fi na l Des i gn
$
2.48
Cons tructi on
$
29.70
Bypass Tracks Construction Greendale - South Acca Yard
$
50.00
PE
$
1.25
Fi na l Des i gn
$
3.75
Cons tructi on
$
45.00
$
49.00
PE
$
1.23
Fi na l Des i gn
$
3.68
Cons tructi on
$
44.10
Construction of Tracks 1 and 4 - Greendale to Parham
Construction of New Parham Road Station Facility
$
32.30
PE
$
0.81
Fi na l Des i gn
$
2.42
$
29.07
Cons tructi on
Grade Separations Greendale - Hungary Rd as Reported by FRA as Required for Four Tracks at Road
Crossings
$
60.00
PE
$
1.50
Fi na l Des i gn
$
4.50
Cons tructi on
$
54.00
$
2.00
PE
$
0.05
Fi na l Des i gn
$
0.15
Cons tructi on
$
1.80
Greendale Storage Track
Chapter 10 - Rail in the Richmond Region