The new Dayton to Cleveland single mainline rail corridor consists of approximately 40 miles of track. It connects the UPRR Lufkin Subdivision and the BNSF Conroe Subdivision near Cleveland to the UPRR Baytown Subdivision south of Dayton.
Study Area Map
Segment 1 |
Segment 2 |
Segment 3
Signal System
Incorporating a CTC signal system with set-out tracks and passing sidings along this line would permit bi-directional traffic flow.
Characteristics
Currently, the BNSF intermodal, auto and carload operations take place at either Pearland on the BNSF Mykawa Subdivision or New South Yard on the West Belt Subdivision. Trains inbound from Temple or Teague must take the long way around to get to either facility, while trains being prepared for departure often occupy the main track preventing the passage of additional trains.
The Cleveland to Dayton connection carries with it the relocation of current BNSF carload, intermodal, and auto operations, to a site not yet determined, however the Dayton area is preferred. Utilizing their existing network, BNSF can access Dayton from either Temple or Teague bypassing the Houston rail network. BNSF PTRA and coal trains, to name a few, would continue operating within the existing network.
Relocation
This relocation would essentially free up capacity on existing rail lines and enhance movement capabilities on other existing rail corridors within the region. The following table displays the identified improvement and associated cost:
Identified Improvements| Class | Estimated Cost | Estimated Public Benefit |
| Class 3 Improvements (Grade Separations) | $55,400,000 | |
| Class 4 Improvements (Rail Capacity Additions) | $212,000,000 | |
| Total Identified Improvements | $267,400,000 |
125 East 11th Street . Austin, Texas 78701 
Copyright 2011. Texas Department of Transportation. All Rights Reserved.
