Lafayette Subdivision – Rail Capacity Enhancements

• Addition of Second Mainline from Dawes to Dayton Junction

*No public benefits of individual rail improvements were identified.

The identified rail improvements represent what may be considered the ultimate build-out. It should be noted, however, that incrementally phasing in the rail improvements may also provide near to immediate private and public benefits. Railroad infrastructure improvements and at-grade crossing closure/separation could be phased in as follows:

• Phase I – Dawes to Sheldon, approximately 8 miles
• Phase II – Sheldon to Dayton, approximately 17 miles

Addition of Second Mainline from Dawes to Dayton Junction

A single mainline of track currently makes up the Lafayette Subdivision between Dayton and Dawes. Limited passing sidings combined with a large local industry base along the corridor do not allow trains to pass one another, nor are there adequate locations for trains entering into the Houston rail network to sit and wait their turn to get into the queue for movement to one of the rail yards or outlying locations. The addition of a second mainline of track ultimately from Dayton to Dawes will improve the mobility of train traffic moving through this corridor, and may reduce westbound train re-crew requirements.

Analysis

Mobility would essentially be improved because the local trains could perform their daily pick-up and delivery requirements, ultimately providing a more reliable level of service to the industries served, while allowing through trains to pass by on the new line. Currently, the predominant flow on this route is westbound; however a second mainline may ultimately accommodate bidirectional traffic.

Phase I

The first phase may include constructing approximately 8 miles of a second mainline between Dawes and Sheldon to a point just west of the San Jacinto River crossing. An alignment shift may be necessary so that the second mainline can be constructed between the existing rail line and Business US Hwy 90. Concurrently, however, for this improvement to have merit, an additional mainline between East Settegast and Dawes may be required.

The addition of a second mainline along the subdivision from Dawes to Sheldon is estimated to cost $42,080,000 and is classified as a level 2 mid-range railroad improvement.

Phase II

The second phase may include the addition of a second mainline along the subdivision from Sheldon to Dayton Junction is estimated to cost $117,000,000 and is classified as a level 4 long-range improvement. The addition of a second mainline 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.

Back to top

Identified Improvements

• Overview
• Crossing Closures
• Rail Capacity Enhancements