Wellton Branch Study Final Report

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TABLEOFCONTENTS

1.0 INTRODUCTION.........................................................................................................................................1 1.1 BackgroundoftheWelltonBranch.....................................................................................1

2.0 EXISTINGCONDITIONS...........................................................................................................................2 2.1 RollIndustrialLead....................................................................................................................3 2.2 WelltonBranch:WesternPortionofthePhoenixLine...............................................5 2.3 PhoenixLine..................................................................................................................................6 2.4 SummaryofFeatures................................................................................................................7

3.0 ALTERNATIVESCENARIOS...................................................................................................................8 3.1 AlternativeScenarios................................................................................................................9 3.2 RailroadRequirementsandPlans.......................................................................................9 3.3 Scenario1:ThroughFreightServiceOnly.....................................................................10 3.4 Scenario2:ThroughFreightServiceandBasicAmtrakService..........................12 3.5 Scenario3:ThroughFreightServiceandHigherSpeedPassengerService...14 3.6 PositiveTrainControl............................................................................................................15 3.7 AdditionalDownstreamImprovements........................................................................17

4.0 COSTANALYSIS.......................................................................................................................................17 4.1 AlternativeScenarios.............................................................................................................17 4.2 CostMethodology....................................................................................................................18 4.3 CostEstimateAssumptions.................................................................................................19 4.4 CapitalCostEstimate..............................................................................................................25

5.0 CONCLUSION............................................................................................................................................25

6.0 NEXTSTEPS..............................................................................................................................................26

LISTOFEXHIBITSExhibit1 HistoryoftheWelltonBranchExhibit2 SummaryofPhysicalFeaturesExhibit3 ADOTCrossingInventoryExhibit4 ListofBridgesExhibit5 ConceptfortheExtensionoftheMcElhaneyFeedYardSidingExhibit6 SidingLocationsandLengthsExhibit7 SidingLocationsSchematicExhibit8 AlternativeScenario#1–Class2TrackExhibit9 AlternativeScenario#2–Class3TrackExhibit10 AlternativeScenario#3–Class4Track

LISTOFFIGURESFigure1 StudyAreaOverviewFigure2 RollIndustrialLead

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1.0 INTRODUCTION

TheWelltonBranchRailroadRehabilitationStudywasconductedinanefforttounderstandtheexistingconditionsoftheUnionPacificRailroad’s(UPRR)WelltonBranchandtodevelopimprovementscenariosandcapitalcostestimatesforfreightandpassengerrailservicebetweenArlingtonandWellton,Arizona.ThereestablishmentofrailroadserviceontheWelltonBranchwouldprovideadirectrailconnectionfromLosAngelestoPhoenix.ThisstudywascompletedconsideringapplicableFederalandStateregulationsincludingthoseestablishedthroughtheFederalRailroadAdministration(FRA)aswellasUPRRdesignstandardsandpractices.

EstablishedstatewidegoalsidentifiedintheStateRailPlanincludeexaminingthepossibilityofimprovingstatewideconnectivitythatincreasesthesupportofeconomicdevelopmentobjectives.Thisstudywillhelptowardfurtherunderstandingtheviabilityofofferingpassengerrailservicealongexistingrailcorridorswhichiscontingentuponthepreservationofexistingcommercialfreightcorridors.

ThisFinalReportfortheWelltonBranchRailroadRehabilitationStudysummarizestheresultsandrecommendationsidentifiedineachofthethreeWorkingPapersthatwerepreparedthroughoutthecourseofthestudy.ThethreekeyWorkingPapersincorporatedintothisreportare:

WorkingPaper#1,AnalysisofExistingConditions WorkingPaper#2,ScenarioDevelopmentOptions WorkingPaper#3,CostAnalysis

ItshouldbenotedthatthephysicalinventoryoftheWelltonBranchwasconductedentirelyfrompublicright‐of‐way.ThisinventorywasconductedinAugust,2012.Additionalinformationanddetails,suchasthetrackchartsfortheWelltonBranch,wereprovidedbytheArizonaDepartmentofTransportation(ADOT).

1.1 BackgroundoftheWelltonBranch

TheWelltonBranchisasegmentoftheUPRRPhoenixSubdivisionthatextendsbetweendowntownPhoenixandWellton,Arizona.The45‐mileportionbetweenPhoenixandArlingtonandthe11.6‐mileportionbetweenRollandWelltonarecurrentlytheonlyportionsofthebranchstillinservice.Thewesternmost11.6milesfromRolltoWelltonispartofasegmentknownastheRollIndustrialLead.ThepurposeofthisstudywastoanalyzetheexistingconditionsoftheoutofserviceportionoftheWelltonBranch,developscenariosunderwhichservicecanberestored,andprovideacostestimateforthosescenarios.ThestudyareaandstudyareacharacteristicsidentifiedfortheWelltonBranchRailroadRehabilitationStudyareshowninFigure1.

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Figure1 StudyArea

2.0 EXISTINGCONDITIONS

Atotalof76.6milesofthe90.8milesbetweenWelltonandArlingtonwereremovedfromservicein1997.TheAutomaticBlockSignal(ABS)system,whichhelpstodirecttrainmovements,wasabandonedin2005withFRAconditionalapproval.

TrafficovertheUPRRGilaSubdivision,orSunsetRoute,currentlyconsistsofapproximately50freighttrainsperdayandthetri‐weeklyAmtrakSunsetLimitedineachdirection.

Exhibit2containsasummaryofthephysicalfeaturesofthetrack,at‐gradecrossings,bridges,culverts,andotherpertinentinformationfortheentirelengthoftheWelltonBranch.Exhibit3containstheADOTcrossinginventory,andExhibit4containsalistofthebridgeslocatedthroughoutthestudyarea.StudyexhibitsarelocatedattheendofthisreportfollowingSection6.

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2.4 SummaryofFeatures

Basedonfieldreconnaissance,conductedfrompublicright‐of‐wayandconsideringthedesertenvironment,thefollowingconclusionsweremaderelativetotheexistingconditionoftheboththeRollIndustrialLeadandtheWelltonBranch.

2.4.1 Track

Theexistingconditionoftheballast,rail,andtieswarrantsreplacementifthesesectionsoftrackaretobeoperatedinthefuture.ThelevelofupgradesnecessarywillbedependentuponwhichClassoftrackarerecommended.Dependingonalternativerecommendationsimprovementswouldincluderailreplacement,tiereplacement,ballastcleaning/replacement,andsidingrebuildingand/orextensiontoaccommodatelongerfreighttrainsinthefuture.

ThesidingatJBSFiveRiversCattleFeeding–McElhaneyFeedYardistooshortinitscurrentconditiontoaccommodateunittrainlengthsof125carsasproposedbythecattleranchandUPRR.Thesidingwouldneedtobeextendedtoaccommodatetheincreasedfreighttrainlength.Industryuserswithrailroadfacilitiesthataccommodateaunittraincanqualifyforlowershippingratesandtypicallytheindustrypaysfortheexpansion,howeverthesituationishandledonacasebycasebasisbytherailroad.Futureimprovementswillneedtoconsider“cuttingthecrossing”(uncouplingthecarssothecrossingwouldnotbeblocked)when125‐cartrainsarebeingunloaded.

2.4.2 RailroadSignalSystem

Theautomaticblocksignalsystemwasabandonedin2005withFRAconditionalapproval.Dependingontrafficvolumes,commoditieshandled,andFRArequirements,CentralizedTrafficControl(CTC),PositiveTrainControl(PTC),orTrackWarrantControl(TWC)maybenecessary.CTCallowsaDispatchertocontrolswitchesandsignalsfromaremotelocation.TraincrewsmustobeytheDispatchers’instructionsandsignals.PTCissimilartoCTCexceptthatifatrainpassesaredsignal,itisautomaticallystopped.TWCisamethodofaDispatchergivingverbalinstructionsoverthetrainradio.Thecrewrepeatstheverbalinstructionsandthenfollowsthem.

2.4.3 At‐GradeCrossings

Basedonfieldreconnaissanceconductedfrompublicright‐of‐way,alloftheat‐gradecrossingswouldneedtobereplacedwiththelatesttechnologyincludingnewlights/bells/gates(activewarningdevices)andconstantwarningpredictors.Theexistingtechnologyatthesecrossingsdoesnotmeetcurrentdesignstandards.Crossingswithcross‐bucksmayrequirelights/bells/gatesornewcrossbucksandroadsigns(passivewarningdevices)

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3.1 AlternativeScenarios

ThefollowingalternativescenarioswereidentifiedfortheWelltonBranchRailroadRehabilitationStudytoprovidearangeofopportunities:

1. WelltonBranchrehabilitationforthroughfreightserviceonly(FRAClass2Track),allowingamaximumspeedof25mphforfreighttrains.

2. WelltonBranchrehabilitationforthroughfreightandbasicAmtrakservice(FRAClass3Track),allowingamaximumoperatingspeedof40mphforfreighttrainsand60mphforpassengertrainsdependinguponthesignalingsystem.MethodoftraincontrolwouldbeTWC.

2A. WelltonLinerehabilitationforthroughfreightandbasicAmtrakservice(FRAClass3Track).Allowsmaximumoperatingspeedof40mphforfreighttrainsand60mphforpassengertrainsdependinguponthesignalingsystem.MethodoftraincontrolwouldbePTC.

3. WelltonBranchrehabilitationforthroughfreightandhigherspeedpassengerservice(FRAClass4Track),allowingamaximumoperatingspeedof60mphforfreighttrainsand80mph(actually79mph)forpassengertrainsdependinguponthetypeofsignalingsystem.

TheonlydifferencebetweenAlternatives#2and#2Aintermsofprojectcostisthetypeoftraincontrol(i.e.,TWCvs.PTC)utilized.

3.2 RailroadRequirementsandPlans

Beforeeachofthealternativescenariosandtheinfrastructureimprovementsweredefined,therequirementsandplansoftheUPRRandneedsofAmtrakwereidentified.DiscussionswiththeUPRRandAmtrakprovidedthefollowinginformation.

3.2.1 UnionPacificRailroad

TheUPRRiscurrentlyupgradingtheactiveportionsofthePhoenixSubdivisionbetweenArlingtonandPicachotoallowmoreefficientoperationsatspeedsbetween20mphand60mph.AccordingtotheUPRR,thereisadailyaverageof13trainsperday,andwithmanyofUPRRcustomerslocatedwestofPhoenix,mostofthefreightactivityisinthatarea.

Currently,therearenoplansbyUPRRtore‐activatetheWelltonBranchasthereisnodemandforserviceovertheline.UPRRwouldconsiderre‐activatingthelineinphasesshoulddemandwarranttheservice.

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3.2.2 Amtrak

AmtrakcurrentlyoperatestheSunsetLimitedovertheSunsetRouteonatri‐weeklyscheduleineachdirection.Amtrak’slongtermvisionincludesdailyservicefortheSunsetLimited.

3.3 Scenario1:ThroughFreightServiceOnly

ThisscenarioinvolvesrehabilitatingtheWelltonLinetoUPRRClass2trackstandardsfortheoperationoffreighttrainsonly.FRAClass2trackstandardsallowmaximumoperatingspeedsof30mphforpassengertrainsand25mphforfreighttrains.ThiswillallowUPRRtomovetrafficdirectlybetweenthewest(LosAngeles)andPhoenixshoulditbeadvantageous.ThemethodoftraincontrolwouldcontinuetobeTWC.TWCisamethodwhereaDispatchergivesverbalinstructionstoatraincrewoverthetrainradio.Thetraincrewrepeatstheverbalinstructionsandthenfollowsthemonceitisagreedthattheyhavecopiedthemcorrectly.

UPRRiscurrentlyrehabilitatingactiveportionsofthePhoenixSubdivisiontoallowincreasedfreighttrainspeeds.

ThefollowingwouldberequiredtorestorethesingletrackmainandthepassingsidingsbetweenWelltonandArlingtonforfreightrailserviceonly.

Theactive(inservice)portionoftheRollIndustrialLead(11.6miles)wouldrequire:

Cleanandreplacefouledballasttoachieve8inchesofsub‐ballastand8inchesofballast.

Improvedrainageandculvertsincludingremovalofdebrisandvegetation.

Replacebadties(assume30%).

Weldandgrindrailendbatter(11.6milesmaintrackand0.65milesiding).

Weldandgrindswitchpoints,andturnoutfrogs.

ExtendsidingatMcElhaneyFeedYardby2,900feet(0.55mile)ineachdirectiontoaccommodate125‐cartrains.Thesidingextensionwouldalsoinclude:

o 2new#10turnoutswith115#rail(removeexistingsidingturnouts)o 1new120‐footbridgeoverprivateroad(PrivateRoadatMilepost774.2)o 1publicat‐gradecrossing(Avenue33EatMilepost773.87)withnewactive

warningdevicesandconcretecrossingpanelso 1new36‐inchconcretepipeculvert(Milepost773.7)o 1new90‐footbridge(westendatMilepost775.18)

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o Theexistingsidingisassumedtobeextendedequallyby2,900feetineachdirection.Ifnecessary,thesidingcanbecenteredontheload‐outduringthedesignoftheextension.

(SeeExhibit5foraschematicdrawingofthesite.)

Makeminorrepairstobridgesandhandrailsfor6bridgestotaling2,240feetinlength.

Replaceactivewarningdevicesat5at‐gradepubliccrossings.

Replacepassivecross‐bucksandrailroadcrossingsignsat1publiccrossing(Avenue37E)and1privatecrossing.

Replacecrossingsurfaceswithconcretepanelsat6publiccrossingsand3privatecrossings.

TherehabilitationrequirementsfortheinactiveportionoftheRollIndustrialLeadareincludedwiththeWelltonBranchportionthatiscurrentlyoutofservice.TherehabilitationplanwouldbetoupgradethesingletrackandpassingsidingstoUPRRClass2standards.TheproposedmethodoftraincontrolwouldbeTWCasusedcurrentlyontheactiveportionoftheRollIndustrialLead.

Therehabilitationoftheout‐of‐serviceportionsoftheRollIndustrialLead(19.7miles)andtheWelltonBranch(56.9miles)wouldrequire:

Cleanandreplacefouledballast.

Improvedrainageandculvertsincludingremovalofdebrisandvegetation.

Replacebadties(assume60%).

Replacebadrail(assume20%)withneworre‐lay115#railandweldandgrindrailendbatter(76.6milesmaintrackand1.39milesfor2sidings).

ReplaceturnoutateastendofGillespiespurwithanew#10turnoutwith115#railonwoodties.

Weldandgrindswitchpoints,andturnoutfrogs.

Makeminorrepairstobridgesandhandrailsfor115bridgestotalinganestimated7,989feetinlength.

Makemajorrepairsto8bridgestotaling671feetinlength(5%ofthetotalof146bridgestotaling11,102feetontheout‐of‐servicetrack).

Replace50%ofthe42existingbridgesthatare10feetto30feetinlength(21bridgesand360feetinlengthtotal)withconcreteboxculverts.

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Replace1ormorebridgestotaling195feetinlength(equivalenttothebridgeatMilepost482.75wherethewashoutoccurred).

Replaceactivewarningdevicesat5at‐gradepubliccrossingsincludinglights,bells,gates,andconstantwarningpredictors.

Replacepassivecross‐bucksandrailroadcrossingsignsat10publiccrossings.


3.4 Scenario2:ThroughFreightServiceandBasicAmtrakService

TherehabilitationoftheWelltonLinetoUPRRClass3trackstandardswouldallowmaximumoperatingspeedsof60mphforpassengertrainsand40mphforfreighttrains.ThesemaximumspeedsareconsistentwithUPRR’splannedrehabilitationoftheactiveportionofthePhoenixLine.

ThepreferredmethodoftraincontrolfortheentirealignmentwouldbeTWC(Alternative2)asisusedcurrentlyontheactiveportionoftheRollIndustrialLead.CurrentFRAregulationsmayrequirePTCtraincontrol(seeSection3.6)beaddedtothiscorridorduetotheproposedmixedfreightandpassengerrailservice(Alternative2A).

Giventhecurrentcondition(atthetimeofthe2012inspection)oftheRollIndustrialLeadandtheWelltonBranch,itisrecommendedthatthetrackbereplacedwithClass3track.TheClass3trackwouldbeconstructedtoUPRRstandardsandpractices.TherehabilitationoftheRollIndustrialLeadandtheWelltonBranchbetweenWelltonandArlingtonwouldincludethefollowingcomponents:

Removerail,ties,andballastfor90.8milesofmaintrackand2.73milesofpassingsidingsandgraderoadbed.

Improvedrainageandculvertsincludingremovalofdebrisandvegetationalong90.8milesofmaintrack.

Install10inchesofsub‐ballastand10inchesofcrushedrockballast,newwoodties,new115#continuousweldedrail(CWR),andothertrackmaterial(OTM)includingnewdoubleshouldertieplates,railclips,andrailanchorsfor90.8milesofmaintrackand6.8milesofpassingsidings.Thelengthofthe4existingpassingsidingswouldbeincreasedto9,000feeteach.Considerationwouldbegiventothereuseof20%oftheexisting113#railasapotentialcostsavingmeasure.

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Install8new#20turnoutswith115#railandwoodtiesatfoursidingsandreplacemaximumof7new#10turnoutswithneworre‐lay115#railandwoodtieslocatedinthemaintrackatindustrialtracks.

Construct8newbridgestotaling290feetinlengthtoallowsidingstobelengthened.NewbridgeswouldeitherbeconcreteorsteelgirderofUPRRdesign.AnewbridgeisaresultofeitheranexistingbridgethatneedstobereplacedduetostructuralissuesorisneededbecauseofatrackextensionsuchasasidingsuchastheMcElhaneyFeedYardextension.


Makemajorrepairsto8bridgestotaling671feetinlength(5%ofthetotalof146bridgestotaling11,102feetontheout‐of‐servicetrack).


Replace1ormorebridgestotaling195feetinlength(equivalenttothebridgeatMilepost482.75wherethewashoutoccurred).

Replaceactivewarningdevicesat10existingat‐gradepubliccrossingsandat5additionalcrossingsthatcurrentlyhavepassivewarningdevices.Activecrossingwarningdeviceswouldincludeflashinglights,bells,gates,mediansorquadgates,andconstantwarningpredictors.

Replacepassivecross‐bucksandrailroadcrossingsignsat6publiccrossings.


ThepreferredmethodoftraincontrolfortheentirealignmentwouldbeTWCasisusedcurrentlyontheactiveportionoftheRollIndustrialLead.TheadditionofpassengerrailserviceinthiscorridormayrequirePTCforthiscorridor(seediscussionofFederalRequirementforPTCinSection3.6),unlessanexceptionisobtainedfromtheFRA.

Scenario2A

Scenario2AincludesallthesamerehabilitationelementsasScenario2.However,insteadofTWC,themethodoftraincontrolforthisscenariowouldbePTC.AllotherrehabilitationcomponentswouldremainthesameasScenario2.

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3.5 Scenario3:ThroughFreightServiceandHigherSpeedPassengerService

TherehabilitationoftheWelltonLinetoUPRRClass4trackstandardswouldallowmaximumoperatingspeedsof80mph(actually79mph)forpassengertrainsand60mphforfreighttrains.ThesemaximumspeedsaretypicallyhigherthanUPRR’splannedrehabilitationoftheactiveportionsofthePhoenixLine,whichistypicallyClass3trackandsomeportionsofClass4track.

Giventhecurrentcondition(atthetimeofthe2012inspection)oftheRollIndustrialLeadandtheWelltonBranch,itisrecommendedthatthetrackbereplacedwithClass4trackjustasdescribedforClass3track.Besidesmaximumspeed,themajordifferencebetweenClass3andClass4trackisthetolerancestowhichthetrackisconstructedandmaintained.TheClass4trackwouldbeconstructedtoUPRRstandardsandpractices.TherehabilitationoftheRollIndustrialLeadandtheWelltonBranchbetweenWelltonandArlingtonwouldincludethefollowingcomponents:

Removerail,ties,andballastfor90.8milesofmaintrackand2.73milesofpassingsidingsandgraderoadbed.

Improvedrainageandculvertsincludingremovalofdebrisandvegetationalong90.8milesofmaintrack.

Install12inchesofsub‐ballastand12inchesofcrushedrockballast,newconcreteties,new136#CWR,andOTMincludingnewdoubleshouldertieplates,railclips,andrailanchorsfor90.8milesofmaintrackand10.2milesofpassingsidings.Thelengthofthe4existingpassingsidingswouldbeincreasedto9,000feeteachand2newsidingswouldbeneededforthemaximumoperationalflexibility.

Install12new#20turnoutswith136#railandwoodtiesatsixsidingsandreplacemaximumof7new#10turnoutswith136#railandwoodtieslocatedinthemaintrackatindustrialtracks.

Construct12newbridgestotaling600feetinlengthtoallowsidingstobelengthenedandnewsidingstobeconstructed.NewbridgeswouldeitherbeconcreteorsteelgirderofUPRRdesign.AnewbridgeisaresultofeitheranexistingbridgethatneedstobereplacedduetostructuralissuesorisneededbecauseofatrackextensionsuchasasidingsuchastheMcElhaneyFeedYardextension.


Makemajorrepairsto8bridgestotaling671feetinlength(5%ofthetotalof146bridgestotaling11,102feetontheoutofservicetrack).

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Replace2ormorebridgestotaling272feetinlength(equivalenttothebridgeatMilepost482.75wherethewashoutoccurredplustheaverageof77feetperbridge).

Replace6talkingdetectorsthatwereontheline.Atalkingdetectorisawaysidedevicethatsensesa"hotbox"(overheatedjournalbearingonanaxle)orsometimesdraggingequipment.Theunithasatapedmessagewhichwarnsatraincrewanddispatcherthatahotboxordraggingequipmenthasbeendetected.

Replaceactivewarningdevicesat10existingat‐gradepubliccrossingsandatthe11remainingpubliccrossingsthatcurrentlyhavepassivewarningdevicessothatallpubliccrossingshaveactivewarningdevices.Activecrossingwarningdeviceswillincludeflashinglights,bells,gates,mediansorquadgates,andconstantwarningpredictors.

Replacepassivecross‐bucksandrailroadcrossingsignsat10privatecrossingsinaccordancewiththelateststandards.


Installnewrailroadsignalingsystemconsistingof90.8routemilesofPTC(seediscussionofFederalRequirementforPTCbelow).

3.6 PositiveTrainControl

TheRailSafetyImprovementActof2008mandatesthatPTCbeinstalledonrailroadlineshandlingcertainhazardousmaterialsandthosehandlingpassengersbyDecember31,2015.Theoriginalrulemakingwasmodifiedtouseproposed2015hazardousmaterialtrafficpatternsratherthan2008hazmattrafficpatterns.TherulemakingmandatesPTConmainlinerailroutesthathandleintercityandcommuterrailpassengersandpoisonortoxic‐by‐inhalationhazardousmaterialsof5millionormoregrosstonsoftotaltrafficannually.

PositiveTrainControlisdefinedas“asystemdesignedtopreventtrain‐to‐traincollisions,over‐speedderailments,incursionsintoestablishedworkzonelimits,andthemovementofatrainthroughaswitchleftinthewrongposition.”SincetheenactmentoftheRailSafetyImprovementActof2008,therailroadindustryandsignalingsuppliershavebeendiligentlyworkingtodevelopsystemsthatmeetthePTCmandatethatalsoprovideinteroperabilityovertheNationalRailroadNetwork.Thusfar,thesystemsunderdevelopmentrepresentanoverlayonexistingCTCsystems.TheproposedPTCsystems

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involvesignalingandcommunicationsequipmentonboardlocomotivesandnon‐poweredcabcontrolcars,atwaysidecontrolandinterlockingpointsandswitchpointmonitoring,anddispatchofficesandright‐of‐waylocations.

TheFRAregulationsforrailroadsignalingarecontainedin49CFRPart236,SubpartI,Section236.1011.Inadditiontootherrequirements,therailroadsarerequiredtofileaPTCImplementationPlandescribingindetailhowPTCwouldbeimplementedovertheirlines.ThePTCImplementationPlandocumentationhaswithinittheexceptionclausesforrelieffromPTC.ThefollowingexcerptfromthePTCImplementationPlandocumentationspecifiestheexceptionrequirementsforPTC:

Accordingly,inparagraph(c)(3)FRAhasprovidedafurthernarrowexceptionforClassIlinescarryingnomorethanfourintercityorcommuterpassengertrainsperdayandcumulativeannualtonnageoflessthan15milliongrosstons(mgt),subjecttoFRAreview.ThelimitoffourtrainstakesintoconsiderationthatitismuchlessburdensometoequipthewaysideofaClassIraillinethantoinstallafullPTCsystemonarailroadthatwouldnototherwiserequireone.Again,theexceptionisnotautomatic,andFRA’sapprovalofaparticularlinesegmentwouldbediscretionary.AnyClassIlinecarryingboth5mgtandpoisonous‐by‐inhalation(PIH)trafficwould,ofcourse,notbeeligibleforconsideration.

Thenewparagraph(d)makesclearthatFRAwillcarefullyrevieweachproposedmaintrackexceptionandmayrequirethatitbesupportedbyappropriatehazardanalysisandmitigations.FRAhaspreviouslyvettedthroughtheRailroadSafetyAdvisoryCommittee(RSAC)aCollisionHazardAnalysisGuidethatcanbeusefulforthispurpose.IfFRAdeterminesthatfreightoperationsarenot“limited”asamatterofsafetyexposureorthatproposedsafetymitigationsareinadequate,FRAwilldenytheexception.

Paragraph(e)(formerlyparagraph(d)intheproposedrule)providesthedefinitionoftemporalseparationwithrespecttoparagraph(c)(2).ThetemporalseparationapproachiscurrentlyusedundertheFRA‐FederalTransitAdministrationJointPolicyonSharedUse,whichpermitscoexistenceoflightrailpassengerservices(duringtheday)andlocalfreightservice(duringthenighttime).SeeJointStatementofAgencyPolicyConcerningSharedUseoftheTracksoftheGeneralRailroadSystembyConventionalRailroadsandLightRailTransitSystems,65FR.42,526(July10,2000);FRAStatementofAgencyPolicyConcerningJurisdictionOvertheSafetyofRailroadPassengerOperationsandWaiversRelatedtoSharedUseoftheTracksoftheGeneralRailroadSystembyLightRailandConventionalEquipment,65FR42,529(July10,2000).

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3.7 AdditionalDownstreamImprovements

Whenarailroadcorridorisimprovedorreopened,asisthecasewiththeWelltonBranch,thereissometimesaneedtoprovideadditionaldownstreamimprovementsoneithersideoftheimprovedcorridorinordertomaintainqualityrailroadoperations.Examplesofdownstreamimprovementsmayincludeadditionalyardtracks,modificationstoexistingtracks,sidingtracks,engineservicingandmaintenancefacilitiesandcrewfacilities.Atthistime,noadditionaldownstreamimprovementswereidentifiedduringthestudythatwouldbenecessaryinthePhoenixandYumaareasiffreightandpassengertrafficweretobeincreasedovertheWelltonBranch.AdditionalstudyandtheuseofatrainsimulationprogramwouldberequiredinordertoidentifyanyspecificdownstreamimprovementsrelatedtopassengerstationsandotherUPRRandAmtrakfixedplantimprovements.

ThroughdiscussionswithAmtrak,coordinationwiththeSunsetLimitedrouteandfreightscheduleswouldbenecessaryinthefuture.Inaddition,abetterunderstandingofhowtojunctionfromthePhoenixSubdivisiontotheSunsetRoutewouldbenecessaryaswellasanunderstandingoftheprosandconsforcoordinatedUPRRoperations.

4.0 COSTANALYSIS

Thepurposeofthissectionistodevelopplanning‐levelcapitalcostestimatesforeachofthealternativescenariosforupgradingtheWelltonBranch.TheresultsfromtheExistingConditionsandAlternativeScenariosectionsofthisreportservedasthestartingpointforthedevelopmentofthecapitalcostestimates.

4.1 AlternativeScenarios

Thecostestimatesincludecapitalcostestimatesforeachofthefollowingalternativescenarios:

1. WelltonLinerehabilitationforthroughfreightserviceonly(FRAClass2Track).Allowsmaximumspeedof25mphforfreighttrainsonly,nopassengertraffic.

2. WelltonLinerehabilitationforthroughfreightandbasicAmtrakservice(FRAClass3Track).Allowsmaximumoperatingspeedof40mphforfreighttrainsand60mphforpassengertrainsdependinguponthesignalingsystem.MethodoftraincontrolwouldbeTWC.

2A. WelltonLinerehabilitationforthroughfreightandbasicAmtrakservice(FRAClass3Track).Allowsmaximumoperatingspeedof40mphforfreighttrainsand60mphforpassengertrainsdependinguponthesignalingsystem.MethodoftraincontrolwouldbePTC.

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3. WelltonLinerehabilitationforthroughfreightandhigherspeedpassengerservice(FRAClass4Track).Allowsmaximumoperatingspeedof60mphforfreighttrainsand80mph(actually79mph)forpassengertrainsdependinguponthetypeofsignalingsystem.

TheonlydifferencebetweenAlternatives#2and#2Aintermsofprojectcostisthetypeoftraincontrol(i.e.,TWCvs.PTC)utilized.

4.2 CostMethodology

ThemethodologyutilizedfordevelopingthecapitalcostestimatesfortheWelltonBranchRailroadRehabilitationStudyincludedincorporatingtheexistingconditionsdescribedinSection2ofthisreportandthealternativescenariosidentifiedinSection3toidentifythemajorcostcategoriesforestimatingthecapitalcostsforeachalternativescenario.Realizingthattheexistingconditionsinventoryhadtobeconductedfrompublicright‐of‐way,thecostestimatesweredevelopedatahighplanninglevelwithaminimumamountofdetail.

TheunitcostsweredevelopedfromseveralsourcesincludingexperiencewithUPRRandotherClass1railroads.OthersourcesincludedestimatesfromADOTforcrossingimprovements,othercurrentrailprojects,andseparateroughorderofmagnitudeestimatesbaseduponthecharacteristicsofthe90‐mileWelltonBranch.

Unitcostswereidentifiedfortheunitsofmeasureforthemajorcostcategoriesandappliedtothequantitiesidentifiedorcalculatedforeachalternative.

Thecostestimatesforeachalternativescenarioareindependentofeachother.Eachestimateisbasedupontheexistingconditionsrehabilitatedtoeachalternativescenario’srequirementsanddoesnotbuilduponanyotheralternativescostestimate.

ThecostestimatesarebaseduponaccomplishingtherehabilitationworkinaccordancewithcurrentFederal,State,andUPRRstandards.Itshouldalsobenotedthattrackandotherfixedplantelementsareconsistentlydesignedtohigherstandardswhenpassengerserviceistobeoperated.ThecurrentUPRRstandardsandpracticesareapprovedbytheFRAandareofhigherqualitythantheminimumtracksafetystandardsintheFRAregulations(49CFRPart213).WhenAmtrakoperatesonahostClass1railroadtheyoperateonthestandardsofthehostrailroad.

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4.3 CostEstimateAssumptions

Thisstudyrepresentsaplanninglevelexerciseduetothelackofacompleteinventory,fieldinspection,anddesigndrawings;therefore,severalassumptionsweremadeinordertodeveloptheplanninglevelcapitalcostestimates.Theassumptionsareasfollows:

A. GeneralAssumptions

1. Thecostestimatesarepresentedincurrent2013U.S.dollars.

2. Acontingencyallowanceof40%oftheconstructioncostforeachalternativeisincludedduetotheplanninglevelofthestudy.ThisamountofcontingencyisprovidedduetothelevelofthestudyandconsideringthefactthattherehabilitationworkcoverseverymileoftheWelltonBranchratherthanjustapercentageofthelinewhichincreasesthepotentialforunidentifiedcosts.Thecontingencywouldbereducedasengineeringprogressesbutataplanninglevel,thecontingencycoversunknowncostsandquantities,fluctuationinunitpricesofrail,ties,ballast,activecrossingwarningdevices,etc.,additionalbridgerepairs,drainageimprovementsbaseduponhydrologyandhydraulicstudies,unidentifiedenvironmentalmitigationcost,communityandlocalissues,andunforeseencoststhatcannotbeidentifiedatthistime.

3. Right‐of‐waycostsarenotincludedintheestimates.Someinitiallevelofengineeringwouldberequiredinordertodetermineifanyadditionalright‐of‐waywouldbeneededforAlternative#3withthe80mph(actually79mph)maximumpassengeroperatingspeed.

4. ForAlternativeScenarios#2and#3,passengerstationandrollingstockcostsarenotincludedintheestimates.

5. Allowancesforenvironmentalmitigationat3%,utilities(includingcommercialpower)at5%,andprofessionalservices(design,constructionmanagement,mobilization,etc.)at4%ofconstructioncostareincluded.

6. ThecostestimatesforallthreealternativesassumethatUPRRforceswouldperformthetrackrehabilitationwork.

7. Operationalperformanceandreliabilityarenotconsideredinthecostestimatesassuchdataarenotcurrentlyavailable.

8. Nocostsareincludedforpotential“downstream”effectsduetotherehabilitationoftheWelltonBranch.

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B. ConstructionAssumptions

1. Solarpowerwouldnotbeallowed;onlycommercialpowerwouldbeusedforsignalingandat‐gradecrossings.

2. Drainageimprovementsincludesideditching,crossdrainage,andvegetationremovalat$120,000perroutemile.Thisdoesnotincludecostforbridgesand/orculverts.

3. TrackupgradesforAlternativeScenario#1,Class2track,arebasedupon:

Replacing30%ofthetiesintheactiveportionat$500,000permile Replacing20%oftherailand60%ofthetiesfortheoutofservice

portionat$800,000permile Cleaningandreplacingballastforbothactiveandoutofservice

portions Weldingandgrindingrailendsandswitchpointsandfrogs ExtendingtheMcElhaneyFeedYardsidingby2,900feetineach

directiontoaccommodate125‐cartrains.Coveredhoppercarsareeachapproximately70feetinlengthwithagrossrailweightof315,000pounds.Theexistingsidingisassumedtobeextendedequallyby2,900feetineachdirection.Ifnecessary,thesidingcanbecenteredontheload‐outduringthedesignoftheextension.

4. ForAlternativeScenario#2thetrackwouldbereplacedintotalwithnew115#railonwoodties.Class3trackwouldhave10inchesofsub‐ballastand10inchesofballastundertheties.Asapotentialcostsavingsoption,there‐useofapproximately20%oftheexisting113#railisalsoconsidered.Thepotentialcostsavingswouldincludeconsiderationfortheamountandcostofprovidingthe20%equivalentofnew115#rail.There‐useoftheexistingrailwouldbesubjecttothoroughinternalrailinspectionandUPRR’scurrentstandardsandpractices.

5. ForAlternativeScenario#3,thetrackwouldbereplacedintotalwithnew136#CWRonconcreteties.Class4trackwouldhave12inchesofsub‐ballastand12inchesofballastundertheties.

6. Formaintracksidings,#20turnoutswith115#railandwoodtiesareusedforAlternativeScenario#2.Turnoutsoffthemaintrackforindustrialtracksare#10turnoutswith115#railwithwoodties.Thelocationsofnewsidingsorthedirectionsofsidingextensionsareapproximateandaresubjecttochangebasedupontheresultsoftrainsimulation.Exhibit6containsthelocationandmilepostsfortheproposedsidingimprovements,andExhibit7providesaschematicwiththepotentialsidinglocations.

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7. Formaintracksidings,#20turnoutswith136#railandwoodtiesareusedforAlternativeScenario#3.Turnoutsoffthemaintrackforindustrialtracksare#10turnoutswith136#railandwoodties.Thelocationsofnewsidingsorthedirectionsofsidingextensionsareapproximateandaresubjecttochangebasedupontheresultsoftrainsimulation.Exhibit6containsthelocationandmilepostsfortheproposedsidingimprovements,andExhibit7providesaschematicwiththepotentialsidinglocations.

8. Minorbridgerepairsincludecosmeticwork,repairofhandrailsandwalkways,bridgeties,stringers,andothernon‐structuralwork.Anestimateof$450perlinealfootisbaseduponestimatedcostsfrombridgeengineers.Thecostrepresentsanaverageperbridgeassomebridgeswouldneedmoreworkthanotherbridges.

9. Majorbridgerepairsincludereplacingstructuralmemberssuchasbents,piles,abutments,etc.Anaverageof$1,600perlinealfootperbridgeisincludedfor5%ofthe154bridgestotaling13,427linearfeetinlength.Thelinearfootestimateisbaseduponanestimateof$160,000fora100‐footlongbridge.

10. Newbridgesarerequiredwhereanexistingbridgeisnolongerserviceableduetoheavystructuraldamageorisneededduetotheextensionofasiding.NewbridgesinmaintrackareassumedtobeatleastaslongasthebridgeatthewashoutatMilepost882.75withanadditionalbridge,orbridges,attheaverageof77feetperbridge.Anestimateof$8,000perlinealfootisbasedupontheaverageforthetwomostcommonrailroadbridgetypes(i.e.,pre‐stressedconcretebridgesat$6,000perlinealfootandsteelgirderbridgesat$9,900perlinealfoot).

11. Itismorecosteffectivetoreplacesomeshortbridgestructureswithconcreteboxculvertsthanitistoperformmajorbridgeworkorreplacetheentirebridgeforagingtimberstructures.Forallofthealternativescenarios,itisassumedthat50%ofthe42bridgesinthe10‐footto30‐footlengthswouldbereplacedwithconcreteboxculverts.Bridgesat10‐footwouldbereplacedwithasingle6x6box(9bridgesat90linearfeettotal),bridgesat15‐footwouldbereplacedwithadoublecell6x6box(6bridgesat90linearfeet),andbridgesat30‐footwouldbereplacedwithaquadcell6x6boxstructure(6bridgesat180linearfeet).

12. TheestimatefortheinstallationofPTCisbaseduponcostsfromrecentrailprojectsintheMidwestthatwasextrapolatedforthe90.8‐mileWelltonBranch.TheunitcostforPTCisestimatedtobe$500,000perroutemilebasedupontherecentrailprojects.ThePTCestimateexcludesrollingstockon‐boardequipmentandcommercialpower.Atthistime,PTCisassumedonlyforAlternativeScenario#3withthehigheroperatingspeedsandforAlternative#2Awherean

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exceptionisnotgrantedbyFRA.AlternativeScenarios#1and#2assumethatTWCwouldbeutilized.TWCisamethodoftraincontrolthatusestrainradioandcopiedformstoprovideinstructionstotraincrews.NowaysidesignalsorotherequipmentisnecessaryforTWC.NocostsforTWCareincludedinthesecostestimates.Forillustrativepurposes,thecostofaddingPTCtoAlternativeScenario#2hasbeencalculatedandisincludedinExhibit9.

13. Thecostofthe“talkingDetectors”(hotboxorjournalanddraggingequipmentdetectors)includesthereplacementofthesixdetectorsthatwereonthelinewhenitwasanactivethroughrailroad.Eachdetectorisestimatedtobe$65,750andareonlyincludedintheestimateforAlternativeScenario#3.

14. Activeat‐gradecrossingcostsarebaseduponestimatesforcrossingimprovementsprovidedbyADOT.Theaverage“high”costof$352,000percrossingisusedforreplacingactivedevicesincludingflashinglights,bells,gateswithcantilevers,andconstantwarningpredictor.Replacementofthecrossingsurfacewithconcretepanelsisbasedupontheaverageof$1,690pertrackfootforpubliccrossings.Concretecrossingsurfacesforprivatecrossingsisbaseduponanaverageof$1,200pertrackfootforthereplacementofjustthecrossingsurfaceatthreepubliccrossingsfromtheADOTdata.ThereplacementofpassivesignageatpubliccrossingsisbaseduponrecentestimatesandincludesyieldsignsandotherimprovementsincompliancewithrailroadstandardsandtheManualonUniformTrafficControlDevices(MUTCD).Forthequantityofconcretecrossingpanels,apublicroadisassumedtobe40feetwide(34feetplus3feetofshoulderoneachside)andaprivateroadisassumedtobe16feetwide.

AsummaryoftherehabilitationworkforeachalternativescenarioisprovidedinTable1.

Table1 SummaryofProposedRehabilitationWork

RehabilitationWork

Alternative#1Alternatives

#2/2A Alternative#3

Class2Track Class3Track Class4TrackMaximumOperatingSpeed–Freight 25mph 40mph 60mphMaximumOperatingSpeed–Passenger 30mph 59mph 79mphTotalRouteMilesofMainTrack 90.8 90.8 90.8MilesofMainTrackOutofService 76.6 76.6 76.6Number/MilesofSidingTrack 4/2.04 4/6.8 6/10.2

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RehabilitationWork


#2/2A Alternative#3

Class2Track Class3Track Class4Track

Drainage&Vegetation

Improvesideditchesandcrossdrainage.Removevegetationfrombridgesandculverts.



UpgradeMainTrack–Ballast

Cleanexistingballastandaddnewballasttoachieve8inchesofsub‐ballastand8inchesofballast.

Replaceballastwith10inchesofnewsub‐ballastand10inchesofnewballast.

Replaceballastwith12inchesofnewsub‐ballastand12inchesofnewballast.

UpgradeTrack–Rail

Repairexistingrailandreplacebadrail(20%)oninactivetrackwithneworrelay115#jointedrail.

Replacerailwithnew115#CWRrail.Considerre‐use20%ofexisting113#railascostsavings.

Replacerailwithnew136#CWRrail.

UpgradeTrack–Ties

Replacebadties(30%onactivetrack,60%oninactivetrack)withnewwoodties.

Replacetieswithnewwoodties.

Replacetieswithnewconcreteties.

UpgradeSidingTrack

Replacebadrail,ties,andaddballast.

Replacerail(neworrelay115#),woodties,andaddballastandextend3of4existingsidingsto9,000feet

Replacerail(new136#),concreteties,andaddballastandextend4existingsidingsto9,000feetandadd2newsidingsat9,000feet.

UpgradeTurnouts

Weldandgrindexistingrailandreplacebadwoodties.

Replaceturnoutswithnew#20turnoutsatsidingsand#10turnoutsatindustrialtrackswithneworrelay115#railandwoodties.

Replaceturnoutswithnew#20turnoutsatsidingsandnew#10turnoutsatindustrialtrackswith136#railandwoodties.

LengthenSidingatMcElhaneyFeedYardLengthensidingby2,900feetineachdirection.

Lengthensidingby2,900feetineachdirection.

Lengthensidingby2,900feetineachdirection.

Bridges–Number/Length(trackfeet) 154/13,427TF 154/13,427TF 154/13,427TFMinorRepair 124/12,201TF 124/12,201TF 123/12,124TF

MajorRepair

Majorrepairsto8bridgestotaling671TF(5%oftotal).



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RehabilitationWork


#2/2A Alternative#3

Class2Track Class3Track Class4Track

ReplaceBridgewithConcreteBoxCulvert(6x6with1,2,or4boxes)

21/360TF(50%of42bridges10feetto30feetinlength)



ReplacewithNewBridge 1to2/195TF 1to2/195TF 2to3/272TF

InstallNewBridgeforSidingExtension2/210TF(inclMcElhaney)

10/ 500TF(inclMcElhaney)

14/810TF(inclMcElhaney)

At‐GradeCrossings–TotalNumber 31 31 31

PublicwithActiveWarningDevices

Replaceactivedevicesat10existingcrossingswithnewstandarddevices.

Replaceactivedevicesat10existingand5additionalcrossingswithnewstandarddevices.

Replaceactivedevicesat10existingand11additionalcrossingswithnewstandarddevices.

PublicwithPassiveWarningDevices

Repair/replacebadsignageandmarkingsat11crossings.

Repair/replacebadsignageandmarkingsat6crossings.

Allpassive devicesreplacedwithactivedevicesatallpubliccrossings.

PrivatewithPassiveWarningDevices

Repair/replacebadsignageandmarkingsat10crossingswithnewstandards.



CrossingSurface

Replacesurfacewithnewconcretepanelsat10publiccrossingsandrepairexistingsurfaceat11publicand10privatecrossings.

Replacesurfacewithnewconcretepanelsat15publiccrossingsandrepairexistingsurfaceat6publicand10privatecrossings.

Replacesurfacewithnewconcretepanelsat21publiccrossingsand10privatecrossings.

RailroadSignaling

DispatchwithoutwaysidesignalsusingTrackWarrantControl(TWC).

DispatchwithoutwaysidesignalsusingTWC(a).

InstallPTC andreplace6talkinghotbox/draggingequipmentdetectors.

EnvironmentalMitigation(%constructioncost)

3% 3% 3%

UtilityAllowance(%constructioncost) 5% 5% 5%

ProfessionalServices(%constructioncost) 4% 4% 4%

ProjectContingency(%constructioncost)

40% 40% 40%

(a) RailroadSignaling:Alternative#2willutilizeTWCandAlternative#2AwillusePTC.TheonlydifferencebetweenAlternatives#2and#2Aintermsofprojectcostisthetypeoftraincontrol(i.e.,TWCvs.PTC)utilized.

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4.4 CapitalCostEstimate

Theestimatedcapitalcostsforeachofthealternativescenariosaresummarizedasfollows:

AlternativeScenario TotalEstimatedCost AverageCost/RouteMile

#1–Class2Track $165.4million $1.8million

#2–Class3Track $194.8million $2.1million

#2A–Class3withPTC $266.0million $2.9million

#3 – Class4Track $420.3million $4.6million

ThecostestimatedetailsareprovidedinExhibits8,9,and10fortherespectivealternativescenarios.

5.0 CONCLUSION

TheWelltonBranchRailroadRehabilitationStudyanalyzedtherequiredimprovementsforfourscenariosanddevelopedplanninglevelcostestimatesforeachscenario.Theseoptionsprovideanunderstandingofthemagnitudeofcostassociatedwitheachtypeoffreightand/orpassengerrailoperation.Inaddition,thecoordinationwithUPRRandAmtrakprovidedexistingandfutureplansfortheWelltonBranchRailroadcorridor.

Atthistime,thecurrentfreightdemandalongtheactiveportionoftheWelltonBranchandPhoenixSubdivisiondoesnotwarranttherehabilitationoftheout‐of‐servicesegmentoftheWelltonBranch.Inaddition,asfreightdemandincreasesalongthecorridor,theraillinecouldberehabilitatedbyphasesorinincrementsasneeded.Inregardtopassengerrailoperations,AmtrakenvisionsadailytrainineachdirectionalongtheSunsetLimitedroutethatoperatesonUPRRcorridorsinArizona.

AfteranalyzingthecostestimatesandplansforfreightandpassengerrailoperationsalongtheWelltonBranchRailroad,thestudyfindingsindicateaneedtoincreasefreightdemandtodevelopacosteffectiveinvestmentontheout‐of‐servicerailline.Atthistime,reopeningthiscorridorsolelyforpassengerservicewouldbecostprohibitive.TherehabilitationoftheWelltonBranchforbothfreightandpassengerrailoperationssupportthestatewidevisionforrailroadoperationsintheState.

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6.0 NEXTSTEPS

ThecostestimatesdevelopedintheWelltonBranchRailroadRehabilitationStudyprovidearangeofcostsforfreightandpassengerrailoperations.Giventhestudyfindings,nofurtheranalysisisidentifiedatthistime.AsfreightdemandandoperationsdevelopandwarrantstherehabilitationofsegmentsoftheentireWelltonBranchRailroadline,itisrecommendedthatthefollowingstepsaretakenwithregardtooperatingfuturefreightandpassengerservice:

1. ObtainaccesstotheUPRRright‐of‐wayandconductadetailedinventoryofthelineincludingtrack,bridges,culverts,andat‐gradecrossings.

2. Conductdetailedbridgeinventoryanddocumenttheexistingconditionofeachbridge.Alsoidentifythespecificbridgesthatare10‐footto30‐footlengththatcouldbereplacedwithconcreteboxculverts.Conducthydrologystudiesifnecessary.

3. Conductadetailedinventoryofeachat‐gradecrossingandidentifythespecificimprovementsnecessaryateachcrossinginordertomeetcurrentFederalandStaterequirements.

4. CoordinatewithUPRRandAmtraktoidentifypotentialtrainandtrafficvolumeandflow.Conducttrainsimulationifnecessary.IdentifyanynecessaryrevisionstothepreviousassumptionsusedinthestudyincludingthoseassociatedwiththeoperationofpassengertrainsovertheWelltonBranch.

5. CoordinatewithUPRRtoconfirmthestandardsandrequirementstobeusedfortherehabilitationworkinvolvingtrack,crossings,bridges,andculverts.

6. Revisethecostestimatesasnecessarybaseduponthenewdetailedinformation.7. Continuetoidentifyanddevelopfreightopportunities.

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EXHIBIT1

HISTORYOFTHEWELLTONBRANCH

Wellton Branch Railroad Line

Request: Work in partnership with the federal government, the regional business community, the State of Arizona, and the Union Pacific Railroad to put the Wellton Branch line back in service, or develop an alternative line, to facilitate freight movement and Amtrak service to the Valley.

WELLTON BRANCH REHAB AREARegional IssueThe Wellton Branch is a seg-ment of the Union Pacific Railroad (UPRR) Phoenix Subdivision through west central Arizona. A forty-five mile segment of the Wellton Branch between Phoenix and Buckeye/Arlington has significant industrial devel-opment along its right-of-way and is currently in ser-vice. The McElhaney Cattle Company has trackage rights on more than six miles of the branch east of Wellton and handles about 11,000 carloads of grain annually. However, approximately 80 miles of track is out of service between the commu-

Continued on back

Figure 1: ADOT State Rail Plan/BQAZ.

nities of Arlington and Roll. This segment is used for railroad car storage. The entire line would require rehabilitation in order to be reactivated (see Figure 1).

Background• TheWelltonBranchwasbuiltbytheSouthernPacific

Railroad between 1923-1926 and opened for through passenger service to Phoenix in 1927.

• ThebranchhasbeenownedbyUnionPacificRailroadsince 1996.

• ThefinalAmtrakSunsetLimitedpassengertrainservicewas in June 1996.

• Itwasclosedtothroughfreightin1997afterallPhoenix-Yuma traffic was rerouted east through Picacho Jct.

• An80-mileportionbetweenArlingtonandRollisusedfor surplus railcar storage.

• Potentialforreactivationwillcontributedirectbenefitsto the CANAMEX Corridor and Amtrak.

WELLTON BRANCH LINE

Figure 2: Out of service Welton Branch near Hyder, Arizona (ADOT/M. Pearsall.)

BenefitsImprovementstokeyrailbranch lines of the Union Pacific Railroad will improve freight movements within Arizona and the MAG Region by providing better connections to Southern California and Mexico. This will also help commodity distribution and manufac-turing throughout the state.

Reestablishing service on the UPRR Wellton Branch to Phoenix from the west to the UPRR Sunset Route, as well as reconnecting Phoe-nix to Amtrak’s national passenger rail network will help create a comprehensive and well connected railroad system in Arizona. This will also help alleviate the need for current Union Pacific

Wellton Branch Railroad Line (continued)

Figure 4: Wellton Branch meets UPRR Sunset Route Mainline at Wellton Jct., Arizona. (ADOT/M. Pearsall)

Figure 3: Welton Branch Map. (MAG)

Railroad freight trains from having to make the unnecessary, extra-miles-detour between Yuma, Picacho Jct. (Eloy)/Tuc-son, Coolidge and the East Valley to reach Phoenix and the West Valley.

The potential of a new thirty-mile long railroad line connect-ing the communities of Buckeye and Gila Bend would also contribute to the development of an enhanced CANAMEX transportation alternative for the Hassayampa Valley and the SR-85 corridors. Contact: MarcPearsall,TransitPlannerIII, MAG Transportation Division 602-254-6300, [email protected] For more information visit: azmag.gov/transportation

WELLTON BRANCH CONNECTION

FORMER AND CURRENT AMTRAK ROUTES IN THE REGION

FinalReport

April2014

EXHIBIT2

SUMMARYOFPHYSICALFEATURES

FinalReport

April2014

Exhibit2:WelltonBranchRailroadRehabilitationStudy–SummaryofPhysicalFeatures

Roll WelltonPhoenixLine Totals

PhysicalFeature IndustrialLead OutofService InService

RouteMiles(TotalWelltontoArlington) 31.3 56.9 2.6 90.8

OutofServiceRouteMiles 19.7 56.9 0 76.6

NumberofSidings 1 2 1 4

NumberofCustomers 3 0 2 5

Rail Jointed Jointed Jointed

RailWeight 113# 113# 112#/113#

RailRolledDates 1942to1948 1942to1949 1936/1949

Crossties Wood Wood Wood

CurrentMaximumOperatingSpeedLimit 20mph 0mph 40mph

NumberofPublicCrossings 11 10 0 21

NumberofPrivateCrossings 3 6 1 10

CrossingswithActiveWarningDevices 7 3 0 10

CrossingswithPassiveWarningDevices 7 13 1 21

NumberofBridges 23 129 2 154

LinearFeetofBridges 3,414 9,938 75 13,427

NumberofCulverts 11 1 0 12

FinalReport

April2014

EXHIBIT3

ADOTCROSSINGINVENTORY

FinalReport

April2014

Exhibit3:WelltonBranchRailroadRehabilitationStudy–ADOTCrossingInventory

Crossing ID Milepost Street

City Name

Crossing Type

Crossing Position

Train Detection

Active/Passive Crossing Signals

Traffic Signs or Signals

Crossbucks (#)

Stop Signs (#)

Traffic Lanes (#)

Crossing Surface

Functional Classification

Estimated AADT Year

Estimated AADT

742074R 771.12 US 80 (Over) Wellton Public RR Under No None None 2 Unconsolidated R. Major Collector 2010 3798

741735D 773.87 Ave 33E Wellton Public At Grade Constant Warning Time

Yes – Gates Yes 0 0 2 Timber R. Local 1988 361

741736K 774.2 Private Wellton Private RR Over No RR Over 1970

741737S 774.94 Ave 34E Wellton Public At Grade Constant Warning Time

Yes – Gates Yes 2 1 2 Timber R. Local 1988 690

741738Y 775.97 Irrigation Tacna Private At Grade No Asphalt 1970

741739F 777.78 8th St (Under) Roll Public RR Over No 2 Unconsolidated R. Major Collector 2010 844

741740A 778.15 Private Roll Private RR Over No RR Over 1970

741741G 778.54 Ave 37E Roll Public At Grade None No Yes 2 3 2 Timber R. Local 1988 28

741742N 779.65 6th St Roll Public At Grade None Yes – Gates Yes 0 0 2 Concrete R. Local 1988 165

741743V 780.92 5th St Roll Public At Grade Constant Warning Time

Yes – Gates Yes 0 0 2 Wood R. Local 1988 510

741744C 781.95 Private Roll Private At Grade No 1970

741745J 782.28 Ave 39E Roll Public At Grade None Yes – Gates Yes 0 0 2 Timber R. Local 2010 3684

741746R 782.59 4th St Roll Public At Grade None Yes – Gates Yes 0 0 2 Timber R. Local 2010 3684

741747X 783.5 4th St Roll Public At Grade None Yes – Gates Yes 0 0 2 Timber R. Local 2010 595

741748E 784.82 Ave 40E Roll Private At Grade No Asphalt 1970

741749L 788.36 Dept of Int Roll Public At Grade None No Yes 2 0 2 Timber R. Local 1988 2

741750F 792.95 Ave 45E Dateland Public At Grade None No Yes 1 0 2 Timber R. Local 1988 3

741751M 801.08 Public Dateland Public At Grade None No No 2 Timber R. Local 1988 5

741752U 808.35 Public Dateland Public At Grade None Yes No 0 1 Asphalt R. Local 1988 3

742083P 810.17 Public Dateland Public At Grade None Yes Yes 2 2 Asphalt R. Local 1988 7

742084W 811.93 Public Dateland Public At Grade None Yes Yes 2 2 Timber R. Local 1988 15

742085D 812.80 White Wing Dateland Public At Grade 2 1 Sectional 15

742086K 813.38 BC Systems Dateland Private At Grade No Asphalt 1970

742087S 814.22 Ave 68E Dateland Public At Grade Constant Warning Time

Yes – Gates Yes 2 2 Timber R. Local 1988 4

748776G 816.62 PVT Railroad Yuma Private At Grade No Asphalt 1981

742088Y 821.31 Ave 74E Dateland Public At Grade None Yes Yes 2 2 2 Timber R. Local 1988 104

742089F 823.19 Private Dateland Private At Grade RR Advance No 1970

741753B 825.5 County Rd Gila Bend Public At Grade DC/AFO Yes – Gates Yes 2 2 Timber R. Local 1988 110

741754H 827.7 555th Ave Gila Bend Public At Grade DC/AFO Yes - Gates Yes 0 0 2 Timber R. Local 1988 50

741755P 831.74 Rocky Point Gila Bend Public At Grade 2 2 Sectional 60

741756W 841.27 Private Arlington Private At Grade No Asphalt 1970

741757D 843.78 Private Arlington Private At Grade No Asphalt 1970

741758K 845.9 Private Arlington Public RR Over No 1970

741759S 854.06 Agua Caliente Arlington Public At Grade None Yes Yes 1 0 2 Asphalt R. Local 1988 42

741760L 856 EPNG Arlington Private At Grade No Asphalt 1970

741762A 860.25 Youngsters Arlington Private At Grade No Asphalt 1970

FinalReport

April2014

EXHIBIT4

LISTOFBRIDGES

FinalReport

April2014

Exhibit4:WelltonBranchRailroadRehabilitationStudy–ListofBridges

Milepost BridgeStructureLength(ft) BridgeOver Notes

772.49 BallastedDeck 60 RollIndustrialLead774.20 TimberTrestle,BD 120 PrivateRoad WestendMcElhaney775.18 TimberTrestle,BD 90 EastendMcElhany775.68 TimberTrestle,BD 90 777.78 BallastedDeck 44 8thStreet 777.81 SteelTruss,12span,BD 1,836 GilaRiver 788.89 BallastedDeck 10 790.73 BallastedDeck 60 791.55 BallastedDeck 108 792.67 BallastedDeck 196 WestendGrowler793.51 BallastedDeck 60 EastendGrowler793.88 BallastedDeck 60 794.29 BallastedDeck 60 795.01 BallastedDeck 105 795.43 BallastedDeck 105 795.97 BallastedDeck 45 796.36 TimberTrestle,BD 105 797.13 BallastedDeck 75 798.89 BallastedDeck 10 799.44 BallastedDeck 40 800.32 BallastedDeck 30 801.45 BallastedDeck 30 801.97 BallastedDeck 75 EndofRollInd.Lead

Subtotal–RollIndustrialLead 3,414 23bridges 803.04 TimberStringers,5span 75 WelltonBranch,Kofa804.27 TimberStringers,8span 40 804.91 TimberStringers,4span 40 805.63 TimberStringers,4span 40 806.26 TimberStringers,7span 70 807.15 TimberStringers,4span 40 808.22 TimberStringers,4span 40 808.72 TimberStringers,2span 20 808.87 TimberStringers,1span 10 809.15 TimberStringers,4span 40 809.57 TimberStringers,2span 20 809.99 TimberStringers,6span 60 810.39 TimberStringers,5span 75 810.59 TimberStringers,11span 165 AmericanWash 810.93 TimberStringers,10span 150 Damaged?811.74 TimberStringers,1span 10 812.15 TimberStringers,3span 45

FinalReport

April2014


812.63 TimberStringers,3span 30 813.09 TimberStringers,3span 45 WestofHorn813.77 TimberStringers,1span 10 EastofHorn814.03 TimberStringers,2span 30 814.43 TimberStringers,21span 316 814.93 TimberStringers,4span 60 815.81 TimberStringers,5span 75 WestWash Somedamage?816.32 TimberStringers,4span 60 SmithWash Somedamage?816.58 TimberStringers,3span 45 DecarloWash 816.94 TimberStringers,7span 105 BridgeWash 817.30 TimberStringers,2span 30 817.61 TimberStringers,5span 75 BaraganWash 818.10 TimberStringers,5span 75 RamseyWash Somedamage?818.58 TimberStringers,Conc,9span 135 ClantonWash 819.16 TimberStringers,Conc,7span 105 SlaytonWash 820.06 TimberStringers,Conc,3span 45 820.81 TimberStringers,Conc,6span 90 NineMileWash 821.56 TimberStringers,Conc,3span 45 821.95 TimberStringers,2span 30 WestofHyder822.85 TimberStringers,2span 30 EastofHyder823.68 TimberStringers,Conc,2span 30 824.18 TimberStringers,Conc,5span 75 824.41 TimberStringers,Conc,5span 75 824.96 TimberStringers,Conc,3span 45 825.77 TimberStringers,Conc,3span 45 826.53 TimberStringers,Conc,6span 90 ColumbusWash 827.39 TimberStringers,Conc,2span 90 827.78 TimberStringers,Conc,4span 40 828.16 TimberStringers,Conc,4span 40 828.47 TimberStringers,Conc,4span 40 828.92 TimberStringers,Conc,4span 40 829.35 TimberStringers,10span 150 Copper Wash 829.75 TimberStringers,Conc,4span 60 830.23 TimberStringers,Conc,3span 45 830.62 TimberStringers,Conc,4span 60 831.55 TimberStringers,6span 90 831.88 TimberStringers,3span 46 832.06 TimberStringers,Conc,4span 60 832.29 TimberStringers,Conc,4span 41 832.57 TimberStringers,Conc,6span 58 833.14 TimberStringers,4span 40 834.98 TimberStringers,1span 15 835.35 TimberStringers,3span 45 835.81 TimberStringers,11span 135

FinalReport

April2014


836.36 TimberStringers,8span 90 836.81 TimberStringers,1span 10 837.05 TimberStringers,5span 33 837.26 TimberStringers,9span 102 837.66 TimberStringers,7span 75 838.12 TimberStringers,5span 75 838.36 TimberStringers,14span 210 BuffaloWell 838.63 TimberStringers,2span 30 838.88 TimberStringers,3span 45 839.25 TimberStringers,3span 45 839.58 TimberStringers,14span 210 839.86 TimberStringers,12span 150 840.04 TimberStringers,1span 10 840.22 TimberStringers,2span 30 840.4 TimberStringers,1span 10 840.57 TimberStringers,9span 136 840.72 TimberStringers,7span 105 840.87 TimberStringers,8span 120 841.30 TimberStringers,19span 285 841.38 TimberStringers,10span 150 841.92 TimberStringers,2span 30 842.06 TimberStringers,7span 105 842.67 TimberStringers,2span 30 842.75 TimberStringers,13span 195 Washout843.19 TimberStringers,14span 210 843.55 TimberStringers,2span 30 843.88 TimberStringers,1span 15 844.43 TimberStringers,1span 10 844.90 TimberStringers,6span 90 845.31 TimberStringers,3span 150 QuailSprgsWash 845.89 TimberStringers,3span 180 QuailSprgsWash 846.09 TimberStringers,3span 180 QuailSprgsWash 846.28 TimberStringers,1span 10 846.34 DeckPlateGirder,3span 180 QuailSprgsWash 846.79 DeckPlateGirder,3span 180 QuailSprgsWash Amtrakderailment847.00 TimberStringers,5span 75 847.15 TimberStringers,3span 45 847.43 TimberStringers,10span 150 847.68 TimberStringers,3span 45 847.86 TimberStringers,1span 15 847.94 TimberStringers,10span 150 848.20 TimberStringers,1span 15 848.29 TimberStringers,1span 5 848.42 TimberStringers,1span 15

FinalReport

April2014


848.83 TimberStringers,1span 10 848.94 TimberStringers,1span 15 849.04 TimberStringers,Conc,1span 15 849.49 TimberStringers,3span 30 849.58 TimberStringers,Conc,3span 30 849.70 TimberStringers,Conc,2span 30 850.01 TimberStringers,6span 60 850.44 TimberStringers,5span 75 850.55 TimberStringers,6span 60 851.08 TimberStringers,3span 45 851.31 TimberStringers,Conc,2span 30 851.65 TimberStringers,Conc,1span 15 851.99 TimberStringers,Conc,1span 15 852.27 TimberStringers,Conc,2span 30 852.44 TimberStringers,4span 60 852.89 TimberStringers,4span 45 853.35 TimberStringers,5span 75 853.97 TimberStringers,5span 75 855.47 TimberStringers,5span 75 856.01 TimberStringers,5span 75 857.56 TimberStringers,20span 300 858.01 TimberStringers,20span 300 858.45 TimberStringers,20span 301 858.85 TimberStringers,20span 300 Endoutofservicetrack WestofPaloVerde

SubtotalWelltonBranch 9,928 129bridges 859.37 TimberStringers,3span 45 InservicePhoenixLine860.72 TimberStringers,2span 30 WestofArlington Subtotal–InservicePhoenixLine 75 2bridges TotalRollLead&WelltonBranch 13,417 154bridges ABBREVATIONS:BD=BallastedDeck,Conc=ConcreteAbutmentand/orfooting

FinalReport

April2014

EXHIBIT5

CONCEPTFORTHEEXTENSIONOFTHEMcELHANEYFEEDYARDSIDING

To RollTo Wellton

McElhaney Feed Yard

McElhaney Feed Yard

N e w Brid g eP ropose d Exte nsion P ropose d Exte nsionN e w Brid g e

Exte nsion Lim itsExte nsionLim its Exte nsion Lim its Exte nsion

Lim its

Aven

ue 34

e

Aven

ue 34

e

County 9th St

Aven

ue 33

e

County 9th St

MP 773.87MP 773.70 MP 774.20 MP 775.18 MP 775.68

P:\TRANSPORTATION\ADOT_TPD\22242956_Wellton-Branch\GIS\mxds\Mcelhaney_Siding.mxd (BLC 4/21/2014)

Exhibit 5

McElhane y Sid ingWellton Branch Railroad

Rehabilitation Study

LegendExisting UP R R Trac kP ropose d UP RR Trac k

0 700 1,400Fe e t

MP 773.736" CP

MP773.87

MP 774.20

Ave 33e

N e w #10 Turnout

Approxim ate lyMP 773.65

P rivate (Und e rpass)with 120' Tre stle

UP R R Main Trac k

MP775.18 MP 775.68

90' Tre stle

90' Tre stle

N e w #10Turnout

Approxim ate lyMP 775.65

2900’ Exte nsion

2900’Exte nsion

N e w Brid g e N e w Brid g e

McElhaney Siding Schematic

(N ot to Scale )

FinalReport

April2014

EXHIBIT6

SIDINGLOCATIONSANDLENGTHS

FinalReport

April2014

Exhibit 5 Wellton Branch Railroad Rehabilitation Study

Siding Locations and Lengths (Assumed)

Siding Location Existing: Length Proposed : Length Applies To

(Approximate) From MP To MP (feet) From MP To MP (feet) Alternative

Existing Sidings:

McElhaney Feed Yard 774.2 775.1 4,750 773.65 775.65 10,550 All

Roll 780.65 781.3 3,450 780.1 781.8 9,000 #2 and #3

Hyder 822.0 822.7 3,685 821.6 823.3 9,000 #2 and #3

Gillespie (existing spur) 850.7 851.4 3,660 850.2 851.9 9,000 #3 Only

Arlington 860.7 861.4 3,625 860.5 862.2 9,000 #2 and #3

New Sidings:

Kofa N/A N/A N/A 802.2 803.9 9,000 #3 Only

Big Horn (Pass) N/A N/A N/A 833.6 835.3 9,000 #3 Only

NOTE: Siding locations are subject to change pending results of train simulation.

Exhibit 6

FinalReport

April2014

EXHIBIT7

SIDINGLOCATIONSCHEMATIC

Wellton770.7

Roll780.9

Growler793.2

Kofa802

Hyder822.3

Saddle840.1

Gillespie851.1

Arlington861.3

Buckeye875.7MP

856.5

MP836.6

MP816.5

Big Horn (Pass)

P:\

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Exhibit 7

Siding Location Schematic

Wellton Branch RailroadRehabilitation Study

LegendMile Post

Existing Siding

New Siding

Union Pacific RailroadSourcesFederal Railroad Administration (FRA), URS

Not to ScaleNote: New siding locations are subject to change pending results of train simulation

FinalReport

April2014

EXHIBIT8

ALTERNATIVESCENARIO#1CLASS2TRACK

FinalReport

April2014

WELLTON BRANCH RAILROAD REHABILITATION STUDY ‐ CAPITAL COST ESTIMATES

ALTERNATIVE: #1 CLASS 2 TRACK ‐ Freight Service Only

Unit of Unit Total

Cost Category Measure Quantity Cost Cost Remarks

Active Roll Industrial Lead (Wellton MP770.70 to East of Roll MP782.3 = 11.6 Miles):

Improve Drainage Mile 11.6 $120,000 $1,392,000 Incl. Remove vegetation

Upgrade Track, Class 2 Mile 12.25 $500,000 $6,125,000 11.6 = main, .65 = siding

Minor Bridge Repairs LF 2,240 $450 $1,008,000 6 bridges

Replace Active Crossing Devices Each 5 $352,000 $1,760,000 Public crossings

Replace Passive Crossing Signs Each 2 $18,000 $36,000 Avenue 37E and private

Replace Xing Surface w/Concrete TF 240 $1,690 $405,600 6 public

Replace Xing Surface w/Concrete TF 48 $1,200 $57,600 3 private

Subtotal $10,784,200

EXTEND McElhaney Feed Yard Siding:

Extend Track (2900 feet) Mile 1.10 $600,000 $660,000 115# rail, wood ties

New #10 Turnouts Each 2 $90,000 $180,000 Incl. removal of 2 existing

New Bridge, Steel, Ballasted Deck LF 210 $8,000 $1,680,000 2 bridges, 1 = 120', 1 = 90'

New Culvert, Concrete Pipe, 36" LF 50 $250 $12,500 MP 773.7

Replace Active Warning Devices Each 1 $352,000 $352,000 Avenue 33E

Replace Xing Surface w/Concrete TF 40 $1,690 $67,600 Avenue 33E

Subtotal $2,952,100

Cost for Active Roll Industrial Lead $13,736,300

NOTE: Cost Estimate EXCLUDES Right‐of‐Way Costs.

FinalReport

April2014


ALTERNATIVE: #1 CLASS 2 TRACK ‐ Freight Service Only

Unit of Unit Total


Out of Service Roll Industrial Lead & Wellton Branch (MP782.3 to MP 858.85 = 76.6 Miles):


Upgrade Track, Class 2 Mile 77.99 $800,000 $62,392,000 76.6 main + 1.39 sidings

Replace Turnout at East Gillespie Each 1 $99,000 $99,000 #10, 115# rail, wood ties


Major Bridge Repairs LF 671 $1,600 $1,073,600 8 bridges (5% of total)

Replace Bridge LF 195 $8,000 $1,560,000 1 or more bridges

Replace Bridge with Box Culvert Each 9 $325,000 $2,925,000 Single box at 10' bridges

Replace Bridge with Box Culvert Each 6 $435,000 $2,610,000 Double box at 15' bridges

Replace Bridge with Box Culvert Each 6 $865,000 $5,190,000 Quad box at 30' bridges

Replace Active Crossing Devices Each 5 $352,000 $1,760,000 Public crossings

Replace Passive Crossing Signs Each 10 $18,000 $180,000 Public crossings

Replace Xing Surface w/Concrete TF 600 $1,690 $1,014,000 15 public crossings

Replace Xing Surface w/Concrete TF 112 $1,200 $134,400 7 private crossings

Subtotal for Out of Service Roll Industrial Lead & Wellton Branch $91,725,050

Total Construction Cost for Class 2 Track $105,461,350

Environmental Mitigation % Const. 3% $105,461,350 $3,163,841

Utility Allowance % Const. 5% $105,461,350 $5,273,068

Professional Services % Const. 4% $105,461,350 $4,218,454


Contingency (40%) % Project 0.40 $118,116,712 $47,246,685

TOTAL COST FOR CLASS 2 TRACK $165,363,397

Average Cost per Route Mile $1,821,183

NOTE: Cost Estimate EXCLUDES Right‐of‐Way Costs.

FinalReport

April2014

EXHIBIT9

ALTERNATIVESCENARIO#2and

ALTERNATIVESCENARIO#2ACLASS3TRACK

FinalReport

April2014


ALTERNATIVE: #2 CLASS 3 TRACK ‐ Freight Service and Basic Amtrak Service

Unit of Unit Total


Wellton to Arlington (MP770.70 to MP 861.3 = 90.8 Miles):


General Grading, Roadbed Mile 97.6 $130,000 $12,688,000

Replace Main Track Mile 90.8 $703,000 $63,832,400 115# rail, CWR, wood ties

Replace and Extend Sidings Mile 6.8 $600,000 $4,080,000 115# rail, CWR, wood ties

New Turnouts, #20 Each 8 $175,000 $1,400,000 115# rail, wood ties (4 sdgs)

Replace Turnouts, #10 Each 7 $90,000 $630,000 115# rail, wood ties




New Bridge for Siding Extension LF 290 $8,000 $2,320,000 8 bridges




Install PTC Signal System Mile 0 $500,000 $0 Excludes rolling stock

Replace Talking Detector Each 0 $65,750 $0 Hotbox or dragging equip.

Replace/New Active Xing Devices Each 14 $352,000 $4,928,000 10 existg. + 5 addtnl public



















Cost for Class 3 Track with re‐use of 20% existing 113# rail $190,398,742

(18 miles of new 115# rail = 202.4 tons/mile at $1205/ton = $4,390,056)

NOTE: Cost Estimate EXCLUDES Right‐of‐Way Costs or passenger station costs.

FinalReport

April2014


ALTERNATIVE: #2A CLASS 3 TRACK ‐ Freight Service and Basic Amtrak Service & PTC Signal System

Unit of Unit Total




General Grading, Roadbed Mile 97.6 $130,000 $12,688,000

Replace Main Track Mile 90.8 $703,000 $63,832,400 115# rail, CWR, wood ties

Replace and Extend Sidings Mile 6.8 $600,000 $4,080,000 115# rail, CWR, wood ties










Install PTC Signal System Mile 90.8 $500,000 $45,400,000 Excludes rolling stock

Replace Talking Detector Each 0 $65,750 $0 Hotbox or dragging equip.

Replace/New Active Xing Devices Each 14 $352,000 $4,928,000 10 existg. + 5 addtnl public

















TOTAL COST FOR CLASS 3 TRACK & PTC Signal System $265,975,998


Cost for Class 3 Track with re‐use of 20% existing 113# rail $261,585,942

(18 miles of new 115# rail = 202.4 tons/mile at $1205/ton = $4,390,056)


FinalReport

April2014

EXHIBIT10

ALTERNATIVESCENARIO#3CLASS4TRACK

FinalReport

April2014


ALTERNATIVE: #3 CLASS 4 TRACK ‐ Freight Service and Higher Speed Passenger Service

Unit of Unit Total




General Grading, Roadbed Mile 101 $150,000 $15,150,000

Replace Main Track Mile 90.8 $1,600,000 $145,280,000 136# rail, CWR, conc. ties

Replace and Extend Sidings Mile 10.2 $1,200,000 $12,240,000 136# rail, CWR, conc. ties










Install PTC Signal System Mile 90.8 $500,000 $45,400,000 Excludes rolling stock

Replace Talking Detector Each 6 $65,750 $394,500 Hotbox or dragging equip.

Replace/New Active Xing Devices Each 20 $352,000 $7,040,000 All public crossings



















Documents

Wellton Branch Study Final Report