|
Rail Capacity Enhancements |
Improvement Classification Level |
Estimated Cost |
Estimated Public
Benefit* |
Ratio:
Benefit/Cost |
|
Second Main: Tower 30 to Sinco Jct |
2 |
$25,000,000 |
NA |
NA |
|
Second Main: Seabrook Industrial Lead |
1 |
$13,000,000 |
NA |
NA |
|
Tower 86 Wye |
2 |
$4,000,000 |
NA |
NA |
|
Total Identified Improvements |
$42,000,000 |
NA |
|
*No public benefits of individual rail improvements were identified.
Addition of Second Mainline from Tower 30 to Sinco Junction
Currently, only a single main track exists between Tower 30 and Sinco Junction.
Work trains or locals providing service to the customer base typically occupy
the main track, preventing trains coming to or leaving the Port area to operate
on the Strang Subdivision. The identified addition of a second mainline track
will allow continuation of local service while allowing for passage of
additional trains, ultimately increasing rail capacity within the Strang
Subdivision and decreasing travel time.
The estimated cost of a second mainline from Tower 30 to Sinco Junction on
the Strang Subdivision is $25,000,000 and is classified as a level 2 mid-range
railroad improvement. The improvements 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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Strang Yard Expansion and the Addition of a Second Mainline along the
Seabrook Industrial Lead
The Seabrook Industrial Lead is the main track that connects the Strang
Subdivision to the Port of Houston facilities at Bayport and Barbours Cut.
Constructing additional classification and receiving/departure tracks at Strang
Yard will foster the operating plan that allows industry support or satellite
terminals to directly serve the customer base and allow the train traffic to
bypass the core yards/terminals running directly to the processing terminals
outside of the Houston area.
Trains bound for Bayport with the current alignment would be required to
approach the end of the line and then back up into the Bayport Intermodal
Facility. With the planned expansion at Bayport, and the associated tracks
internal to the terminal, this type of an operation may not be operationally
effective. Adding a dedicated second mainline between Bayport and West Fairmont
Parkway will facilitate this movement of traffic.
The estimated cost of a second mainline along the Seabrook Industrial Lead on
the Strang Subdivision is $13,000,000 and is classified as a level 1
improvement, meaning that the improvement was determined to be 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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Strang - East Belt Subdivision Connection at the SW Quadrant (Tower 86) Currently, the industrial lead track on the Strang Subdivision near Tower 86
does not permit northbound trains on the East Belt Subdivision to connect to the
Strang Subdivision. Traffic destined for Englewood yard must currently operate
to Tower 87, which is currently constrained during peak periods of train
traffic.
Adding the connection track in the SW Quadrant at Tower 86 will provide an
alternative route to Englewood Yard via the Strang Subdivision, allowing
flexibility in the routing of train traffic which may potentially alleviate
congestion not only at Tower 87, but perhaps Tower 26 as well. The estimated cost of connection tracks between the Strang Subdivision and the
East Belt Subdivision at Tower 86 is $4,000,000 and is classified as a level 2
improvement, meaning that the improvement was determined to be a mid-range
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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Identified Improvements
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