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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.
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 |
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