|
Rail Capacity Enhancements |
Improvement Classification Level |
Estimated Cost |
Estimated Public
Benefit* |
Ratio:
Benefit/Cost |
|
Wye at Tower 76 |
1 |
$2,800,000 |
NA |
NA |
|
Second Main: Bridge 16 |
1 |
$9,600,000 |
NA |
NA |
|
Expand Settegast Yard |
1 |
$6,300,000 |
NA |
NA |
|
Lengthen tracks at Pierce Yard |
2 |
$15,000,000 |
NA |
NA |
|
Total Identified Improvements |
$33,700,000 |
|
|
*No public benefits of individual rail improvements were identified.
Wye Connection Track between East Belt and Lufkin Subdivisions at Tower 76
Currently, there is no connection between the Lufkin Subdivision and the East
Belt Subdivision at Tower 76, commonly called “the Rabbit Crossing”, which is
located where the two rail lines intersect under US Hwy 59 just north of the
Loop 610 interchange. The Lufkin Subdivision and the East Belt Subdivision
mainlines intersect at-grade with a crossing diamond, which does not allow
travel from one subdivision to the other at the intersection.
Trains destined for Englewood Yard from the west or the south at Tower 26 must
travel either east to Tower 87 or north to Belt Junction to gain access into
Settegast Yard. Constructing this wye track would provide an alternative route
into Englewood yard, potentially reducing the congestion at other locations and
improving the mobility of trains through the Houston terminal area.
Cost
The addition of a wye connection track at Tower 76 is estimated to cost
$2,800,000 and is classified as a level 1 improvement, meaning that the
improvement is a near-term railroad improvement.
This improvement should undergo
further testing to determine the extent of the improvement’s impact on the
region’s rail network, and to quantify the associated public and private
benefits that may be attained.
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Addition of a Second Mainline over Buffalo Bayou (Bridge 16)
The existing single track bridge over Buffalo Bayou is approximately 360 feet in
overall length. The approaches at each end of the bridge consist of double track
mainlines, making the single track bridge a chokepoint in the rail network on
the East Belt Subdivision. Adding a second mainline would require the addition
of a parallel railroad bridge over Buffalo Bayou to minimize the impact of this
location on the movement of trains.
Cost
The addition of a bridge over Buffalo Bayou is estimated to cost $9,600,000, and
is classified as a level 1 improvement, meaning that the improvement is a
near-term railroad improvement.
This improvement should undergo further testing to determine the extent of the
improvement’s impact on the region’s rail network, and to quantify the
associated public and private benefits that may be attained.
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Expansion of Settegast Yard
Settegast Yard is a major railroad terminal in the Houston area where rail cars
are classified, or sorted, into trains that will serve the local industries,
exchange with another railroad, or depart the Houston region for other parts of
the State or Country. Originally opened in June of 1950, the yard was built on
375 acres and was intended to act as a flat switching yard to fulfill the need
for expanded facilities created by the fast-growing Texas Gulf Coast
petrochemical industry. Since that time, the yard has grown in size, and
function, now incorporating service for intermodal traffic as well.
As a result of the large number of rail cars handled daily and the associated
movements of trains through the yard, by-pass tracks are frequently used for
dispersing empty and loaded rail cars. At times, local freight trains with
commodities for local delivery also occupy the by-pass tracks, making the
movement of non-stop trains through Settegast Yard difficult.
Constructing an approximate 9,000 foot passing siding track would permit trains
destined for the Beaumont Subdivision via the East Belt Subdivision a dedicated
route for movement, eliminating the need to keep a yard track clear for this
activity.
An extended trim lead from the south end of Settegast yard through
Interstate Junction and east toward the Terminal Subdivision should also be
constructed. These improvements could assist in the movement of 10 to 15 trains
daily through Settegast Yard, while providing an alternative through route for
trains that would normally pass through Tower 26 enroute to the Beaumont
Subdivision. This improvement may play an integral role in improving train
mobility through the Houston Terminal.
In addition to the bypass track, a separate switching lead at South Settegast
Yard toward Pierce Junction dedicated just to the switching trains on the east
side of Settegast should be constructed. This additional lead doesn’t entirely
eliminate conflicts; there’s no practical way to do that with the available
land. However, it keeps the Settegast trains off the two main tracks of the East
Belt; allowing many other trains and engines to make parallel and simultaneous
moves.
Cost
The expansion of Settegast Yard is estimated to cost $6,300,000, and is
classified as a level 1 improvement, meaning that the improvement is a near-term
railroad improvement.
This improvement should undergo further testing to determine the extent of the
improvement’s impact on the region’s rail network, and to quantify the
associated public and private benefits that may be attained.
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Expansion of Pierce Yard
Pierce Yard is located on the East Belt Subdivision near Settegast Yard and,
along with the BNSF Hub Center, plays an important role in the location of rail
cars and locomotives needed to properly work Settegast Yard.
In the course of
normal yard operations, trains are cut down to a certain length of rail cars,
moved to a temporary location, switched onto the track to complete the make-up
of a train, and then routed for delivery. In many instances, due to the length
of the yard tracks approaching Pierce Yard, these trains occupy the mainline of
the East Belt Subdivision and restrict the movement of mainline trains.
Extending the Pierce Yard tracks by approximately 2,500 feet toward the BNSF Hub
Center Yard will essentially create a third mainline track in the area through
Pierce Yard allowing for the continued bidirectional movement of trains on the
East Belt Subdivision without having yard operations at Settegast Yard impact
this movement.
Homestead Road spans over the East Belt Subdivision in the area
where this line expansion is identified, and, as a result, portions may require
reconstruction if the alignment of the track extension cannot avoid the
supporting structure of the Homestead Road overpass.
Cost
The expansion of Pierce Yard is estimated to cost $15,000,000, and is classified
as a level 2 improvement, meaning that the improvement is a mid-range railroad
improvement. This improvement should undergo further testing to determine the
extent of an improvement’s impact on the region’s rail network, and to quantify
the associated public and private benefits that may be attained.
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Identified Improvements
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