P & W Railroad/U P Railroad Connection Study (Draft) - 2.20.1998 1
I PACIFIC
8405 S.W. Nimbus Avenue
Beaverton,OR 97008-7120
February 20 1998 DRAFT
Michael McKillip, City Engineer
City of Tualatin
18880 S.W. Martinazzi
Tualatin, Oregon 97062
Re: Portland & Western Railroad/Union Pacific Railroad Connection Study
W&H Pacific Job No: 0130-1001
Dear Mike:
Attached is the results of the study to evaluate the feasibility of up to five alternative
railroad routes to connect the Portland& Western Railroad, Inc. (P&W)with the Union
Pacific Railroad Company(UP) in Tualatin.
Of the five alternative routes provided by the City,two of the routes satisfy the design,
operating and safety criteria that we established at the outset of the study or are otherwise
acceptable to the P&W. One alternative varies from the criteria,a,but could be considered
by the P&W since it is expected to have one of the lowest construction costs. A fourth
alternative varies from the design and operational criteria and is considered marginal, and
the fifth is not feasible because it will not satisfy the required criteria.
After you review this report,we will talk further about the most suitable presentation
graphic for you to resent the results to the Ci Council.
�P Y P City .
We have enjoyed the opportunity to work with you and the railroad, and would be
pleased to provide assistance as the City moves forward with the next step.
CorqgizK. i
Grr
Project Manager
Wayne Stanley
Project Engineer
Attachment
(503) 626-0455 Fax (503) 526-0775 Planning • Engineering • Surveying • Landscape Architecture
A
PORTLAND & WESTERN RAILROAD/UNION PACIFIC RAILROAD
CONNECTION FEASIBILITY STUDY
CITY OF TUALATIN
INTRODUCTION
The City of Tualatin engaged W&H Pacific, Inc. to conduct a study to evaluate the feasibility of
five alternative railroad routes. These routes were identified by the City to connect the Portland
& Western Railroad, Inc. (P&W) main track(former Burlington Northern Sante Fe Main Track)
with the Union Pacific Railroad Company(UP)Main Track(under 20-year lease to the P&W).
This study was intended to provide a recommended route or routes to complete this connection
to allow abandonment of a portion of the existing P&W trackage in Tualatin for other uses. A
preferred route must satisfy the design and operating requirements of the P&W and the safety
requirements of the Safety Section of the Oregon Department of Transportation(ODOT).
Limited horizontal,vertical and topographic data was available for this evaluation. The results
of the study are based on interpretation and interpolation of these data from GIS mapping,
supplemented by an aerial photograph dated July 20, 1997, and by observations made during a
driving/walking reconnaissance of the route locations. The alignments shown on the attached
map exhibit are accurate and detailed only to the extent necessary to determine the general
feasibility of each alternative and to make relative comparisons of the alternatives.
EVALUATION CRITERIA
The railroad design and operating criteria used in the development of the study was established
at a meeting at the City of Tualatin offices on December 29, 1997, attended by Michael A.
McKillip of the City of Tualatin; Robert I.Melbo, Charles R. Gilbert, and Bruce Carswell of the
P&W; and Gregory K. Gifford and Wayne L. Stanley of W&H Pacific, Inc. The following
criteria was used as the basis for the evaluation presented in this report:
• 1.2% ruling grade, 1.0% desirable; curves compensated at a rate of 0.04%per degree of
curve
• Rate of change for vertical curves is 0.1%per station in sags and 0.2%per station on crests
• Class 4 operations (60 mph for passenger trains; 40 mph for freight trains)
• 25 mph on east(Portland) side of wye connections; 10 mph on west side of wye connections
• Number 14 turnouts
• Nine-degree to 10 degree curves are acceptable,particularly on wyes,with flatter curves if
possible at other locations
• Roadbed top width shall be 26 feet(13-foot half-width)
• Embankments and excavations for track roadbeds shall be constructed with side slopes
having a ratio of 2 horizontal to 1 vertical
• Toe ditches shall be provided for drainage
• Trestles were suggested as the means for mitigating encroachment on wetland areas
•, Right-of-way width shall be 60 feet(30-foot half-width)with slope easements if more than
60 feet required because of slope encroachments.
• Track material shall be 136 pound RE rail, and other track material, 7"x 9"x 9'-0"treated
wood crossties spaced at 18-inches in at-grade road crossings and 21-%i inches in open track.
• The track ballast section shall consist of 8-inches of No. 4 American Railway Engineering
and Maintenance Association(AREMA)ballast beneath the crossties on 12-inches of
subballast(e.g., ODOT base aggregate)
• At-grade track crossings of roadways are to be as close to perpendicular as possible and shall
utilize OMNI improved concrete panels
• At-grade track crossings shall be protected, where appropriate,by flashing light signals
having automatic gate anus
CONNECTION ROUTE DESCRIPTIONS
Alternative A
This route diverges northerly from the P&W Main Track south of S.W. Tonquin Road through a
No. 14 turnout split to accommodate continued access to a portion of the Main Track that will
remain as a lead to S.W. 89`h Avenue to provide rail service to some industrial spur tracks.
The horizontal alignment turns northwesterly across land which is part of a Morse Brothers
planned expansion through a 2°15' curve and continues on the northerly side of a high-voltage
power line right-of-way across S.W. Dahlke Lane, S.W. Oregon Street, and S.W. Tualatin-
Sherwood Road and proceeds to the UP Railroad Main Track at a point just east of the
intersection of the UP with S.W. Tualatin-Sherwood Road,where a wye connection is made
through No. 14 turnouts and 10° curves. The No. 14 turnout in the UP Main Track on the west
leg of the wye will be located on the west side of the UP and S.W. Tualatin-Sherwood Road
intersection, creating an additional grade crossing, in order to keep the turnout connecting the
west leg of the wye with the UP Main Track. The horizontal alignment will provide for 60 mph
passenger and 40 mph freight train operations, except the wyes,where 35 mph and 25 mph
operations are possible on the east leg of the wye connection and 20 mph and 10 mph are
possible on the west leg of the wye. The length of this route between the P&W Main Track and
the UP Main Track including the east leg of the wye is approximately 11, 900 feet. The length
of the west leg of the wye is approximately 1,280 feet.
The differences in elevation and the horizontal distance between the P&W Main Track and S.W.
Oregon Street result in a-1.51%grade being required to provide grade crossings at S.W. Oregon
Street and S.W. Tualatin-Sherwood Road. It will not, however,be possible to provide the
required vertical curves and achieve less than a 4%to 5% grade in the horizontal distance
available between S.W. Oregon Street and the UP Main Track. Therefore, it is not feasible to
provide a connection that includes grade crossings of both S.W. Oregon Street and S.W.
Tualatin-Sherwood Road.
A connection is possible along this horizontal alignment, utilizing approximately 8,500 feet
(1.61mi.) of-1.89% grade from the P&W Main Track to a grade separation carrying the rail
connection under S.W. Oregon Street and a+0.47% grade from S.W. Oregon Street across
S.W. Tualatin-Sherwood Road to the UP Main Track. Some minor adjustments of the S.W.
Tualatin-Sherwood Road profile may be required to provide a smooth match with the track. A
grade crossing will also be created at S.W. Tonquin Road and S.W. Dahlke Lane.
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This alternative would require variance from the design grade criteria that may result in an
increase in the motive power requirements for train operations. The route will go directly
through an area of planned expansion by Morse Brothers and three to four industrial/commercial
businesses in the northeast quadrant of the S.W. Tualatin-Sherwood Road intersection with the
UP Main Track. Two of the buildings displaced are relatively new facilities housing automotive
related enterprises (transmission repair shop) and third is a combination storage and office
housing a forest products business. It appears that up to six residential and/or residential out
buildings and an industrial/commercial building will be displaced by the route between the
P&W Main Track and S.W. Oregon Street.
The estimated construction cost for the Alternative A is S 26,900,000, including right-of-way
acquisition and displacement of homes and industrial/commercial buildings. This is the highest
cost alternative.
Alternative B
This route diverges northerly from the P&W Main Track north of S.W. Tonquin Road near S.W.
1st Street through a No. 14 turnout split to accommodate continued access to a portion of the
Main Track that will remain in place as a lead to near S.W. 891'Avenue to provide rail service to
some industrial spur tracks.
The route continues horizontally north and slightly west through a 2° 15' curve to the left and
then a 20 15' curve to the right and crosses S.W. Tualatin-Sherwood Road approximately at the
southerly projection of S.W. 124 'Avenue,continues northerly on the east side of S.W. 124`h
Avenue and proceeds to the UP Main Track on the south side of S.W. Herman Road, where a
wye connection is made through No. 14 turnouts and 10°curves. The west lei of the wye
connection will create a grade crossing of an unimproved portion of S.W. 124 Avenue. The
horizontal alignment will provide for 60 mph passenger and 40 mph freight train operation,
except at the wye, where 35 mph passenger and 25 mph freight train operations are possible on
the east leg of the wye and 20 mph passenger and 10 mph freight train operations are possible on
the west leg of the wye connection. The length of the route from the P&W Main Track to the UP
Main Track including the east leg of the wye, is 10,725 feet. The length of the west leg of the
wye is approximately 2,100 feet.
A-0.79% grade between the P&W Main Track and S.W. Tualatin-Sherwood Road will provide
a grade crossing at S.W. Tualatin-Sherwood. It is not possible to provide a grade of even 2.5%
to 3.0% and provide the required vertical curves to provide an acceptable grade between S.W.
Tualatin-Sherwood Road and the UP Main Track. It is possible,however, to provide a vertical
alignment for a grade separation carrying the railroad under S.W. Tualatin-Sherwood Road with
approximately 5,500 feet of-1.37 % grade from the P&W Main Track to S.W. Tualatin-
Sherwood Road and a-0.98% grade from S.W. Tualatin-Sherwood Road to the UP Main Track.
The route will create grade crossings at S.W. McCamant Drive in addition to the grade
separation at S.W. Tualatin-Sherwood Road. A grade crossing will also be created by the west
leg of the wye at S.W. 124 'Avenue if this street is improved southerly from its limits just south
of the UP Main Track at S.W. Herman Road.
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This route may result in additional motive power being required for train operations because of
the variance from the design grade criteria. The east leg of this route has been oriented to the
east and clear.of a corrugated metal-sided warehouse/shop building in the southeast quadrant of
the UP Main Track and S.W. 124'h Avenue. The west leg of the wye has been shown longer than
technically necessary to avoid contact with improvements on the Lumber Products Co. site at the
southwest quadrant of the UP Main Track and S.W. 124`h Avenue.
The estimated construction cost of Alternative B, including right-of-way acquisition, is
$14,800,000. This is the second lowest cost alternative.
Alternative C
This route diverges northerly from the P&W Main Track of S.W. Tonquin Road near S.W. 1"
Street at the same point as Alternate B through a No. 14 turnout split to accommodate continued
access to a portion of the existing Main Track that will remain as a lead to near S.W. 890h Avenue
to provide rail service to some industrial spur tracks.
The horizontal alignment of this route turns directly north through a 2° 15' curve to the right
and proceeds across S.W. McCamant Drive and crosses S.W. Tualatin-Sherwood Road about 3/8
miles west of the S.W. Tualatin-Sherwood Road/S.W. Avery Street intersection. The route
continues directly north to the UP Main Track on the south side of S.W. Herman Road, where a
wye connection is made through No. 14 turnouts and 10° curves. The horizontal alignment of
this route will provide for 60 mph passenger and 40 mph freight train operations, except at the
wye connection,where 35 mph passenger and 25 mph freight train operations are possible over
the east leg of the wye and 20 mph passenger and 10 mph freight train operations are possible
over the west leg off the wye. The length of this route between the P&W Main Track and the UP
Main Track, including the east leg of the wye, is approximately 12,000 feet. The length of the
west leg of the wye is approximately 1,515 feet.
Approximately 5,700 feet of-1.2% grade from the P&W Main Track to S.W. Tualatin-Sherwood
Road, Track results in a grade crossing at S.W. McCamant Road and S.W. Tualatin-Sherwood
Road,with a level segment across S.W. Tualatin-Sherwood, and a-0.92% grade from S.W.
Tualatin-Sherwood Road to the UP Main. This conforms to the vertical design criteria of the
P&W Railroad. This alternative connection route should not require that additional motive
power needs be considered above and beyond what is currently being utilized by the P&W.
The west leg of the wye has been oriented to miss a concrete tilt-up moving and storage
warehouse facility. The east leg of the wye will go to the east of two old structures, one a
corrugated metal-sided building and the other a frame building, that were part of an onion
packing operation. The line between S.W. Tualatin-Sherwood Road and the wye connection
goes through, or at least in the proximity of, a storage area congested with truck trailers and
some small wood frame yard offices. Insofar as it is possible to determine, it appears that the
line will clear the small frame offices.
The estimated construction cost of Alternative C, including right-of-way acquisition, is
$21,300,000. This is the third lowest cost alternative.
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Alternative D
This route diverges northerly from the P&W Main Track just north of S.W. Avery Street through
a No. 14 turnout split to accommodate continued access to a portion of the existing Main Track
that will remain as a lead to near S.W. 89`h Avenue to provide rail service to some industrial spur
tracks.
The horizontal alignment turns to the left through a P curve and runs directly north
approximately half-way between the southerly projection of S.W. 108`h Avenue and S.W. Teton
Avenue across S.W. Tualatin-Sherwood Road and S.W. Manhasset Drive, turns slightly to the
north northwest through a P curve to the left to mitigate the impact on some wetlands areas and
continues to the UP Main Track on the south side of S.W. Herman Road where a Wye
connection is made through No. 14 turnouts and 10° curves. The horizontal alignment of this
route will provide for 35-mph passenger and 25 mph freight operations for all except the west
leg of the wye, where 20-mph passenger and 10 mph freight operations are possible. The length
of this route between the P&W Main Track and the UP Main Track, including the east leg of the
wye, is approximately 4,985 feet. The length of the west leg of the wye is approximately 1,120
feet.
The difference in elevation between the P&W Main Track and S.W. Tualatin-Sherwood Road is
too great and the distance is too limited to provide an operational grade with the required vertical
curves to construct a route with a grade crossing of S.W. Tualatin-Sherwood Road.
It is possible to provide a-1.0%grade between the P&W Main Track and S.W. Tualatin-
Sherwood Road approaching a new grade separation over the road. Once over the road,
however, the difference in elevation is too great and the distance is too limited between the grade
separation over S.W. Tualatin-Sherwood Road and the UP Main Track to provide operational
grade with the required vertical curves.
It is not technically possible to locate a route having an acceptable grade with either an at-grade
or separated crossing of S.W. Tualatin-Sherwood Road. Therefore; this alternative is not
considered feasible.
The route would go through an industrial warehouse/office type building north of S.W.
Manhasset Drive and both legs of an optimized wye alignment would go through a large area of
pipe laydown storage near the UP Main Track along that portion of the route between S.W.
Tualatin-Sherwood Road and the Main Track. Since this alternative is not feasible, no estimated
construction cost was developed.
Alternative E
This route diverges from the P&W Main Track in a northeasterly direction through a No. 14
turnout split to accommodate continued access to a portion of the existing Main Track that will
remain as a lead near S.W. 89`h Avenue to provide rail service to some industrial spur tracks.
The horizontal alignment of this route turns slightly further to the north through a P curve to the
left to proceed with an extremely oblique angle at-grade crossing of S.W. Tualatin-Sherwood
5
Road at S.W. 95`h Drive. The route then turns northerly through a 10° curve to the left and
continues to the UP Railroad Main Track on the south side of S.W. Herman Road,where a wye
connection is made through No. 14 turnouts and 10°curves. The horizontal alignment of this
route will provide for 35-mph passenger and 25 mph freight train operations for all except the
west leg of the wye, where 20-mph passenger and 10 mph freight operations are possible. The
length of this route between the P&W Main Track and the UP Main Track, including the east leg
of the wye, is approximately 5,870 feet. The length of the west leg of the wye is approximately
1,340 feet.
The vertical difference in elevation and the distance between the P&W Main Track and S.W.
Tualatin-Sherwood Road, as well as the acute crossing angle,will include approximately 750
feet of-2.0% grade(77.5 feet actual-2.%with remainder in transition between-2.% and-0.85%
or-1.23%) from the P&W Main Track to north of S.W. Tualatin-Sherwood Road for a grade
crossing of S.W. Tualatin-Sherwood Road. Representatives of the P&W have indicated this
would be acceptable. The route continues on an approximately level grade to the UP Main Track
from a point north of S.W. Tualatin-Sherwood Road.
The undesirable safety aspects of the extremely acute grade crossing angle of S.W. Tualatin-
Sherwood Road can be mitigated by flashing light signals with crossing gate arms to control
vehicular traffic when trains are approaching and occupying the crossings. The impact on
wetland areas between S.W. Tualatin-Sherwood Road can be mitigated by placing the tracks on a
trestle-type bridge structure. The route sneaks between two industrial buildings, one on each
side of S.W. Tualatin-Sherwood Road. If this route were selected for construction, a retaining
wall should be considered in final design to reduce the impact of the embankment slope
encroachment on the building north of the road. The west leg of the wye will displace one
industrial type building on the south side of the UP Main Track and S.W. Herman Road. The
east leg of the wye will cross S.W. 90`h Avenue. This crossing will be immediately contiguous
to the existing UP crossing of S.W. 90`h Avenue and will be controlled by the existing flashing
light signals with automatic gate arms.
The estimated construction cost of Alternative E is$ 6,932,000, including right-of-way
acquisition and the displacement of an industrial building. This alternative has the lowest
estimated construction cost.
CONCLUSIONS
Alternatives C and E are technically feasible and meet the criteria establis ed for the study.
Alternative B does not fully meet the criteria but could be feasible if it d s not impose
unacceptable additional operating cost for the railroad. Alternative A al does not meet the
criteria and should be considered further only if Alternatives B and C rove to be
unacceptable after further evaluation. Alternative D does not meet the criteria and no mitigation
has been identified. This alternative is considered not feasible.
The relatively high estimated construction costs for Alternative E ($6,932,000), Alternative B
($14,800,000), Alternative C ($21,300,000), and Alternative A($26,900,000) are attributable
mainly to extensive earthwork volumes and right-of-way acquisition. Since the depth of the
excavations for the alternative routes are so great and will result in very wide excavation widths,
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it has been assumed for the purpose of this study that slope easements for slopes outside the
basic 60-foot right-of-way will not be acceptable and the entire width of the excavated areas will
be purchased outright.
RECOMMENDATIONS
Alternative E is recommended as the preferred alternative since it is technically and
operationally acceptable to the P&W Railroad and is anticipated to be the least cost. It meets all
except the desired speed criteria established at the outset of the study. Alternative C is
recommended as the second choice. Although it is anticipated to be more expensive than
Alternative B, it satisfies the design and operational criteria completely. Alternative B is
recommended as third choice and Alternativ
asurth choice. Neither fully meets the
established criteria but could be reevaluated he Railroad if other alternatives prove to be
unacceptable. Alternative D is not feasible ould not be considered further.
7
Portland & Western Railroad/Union Pacific Railroad
Connection Study
Alternative Route Comparison Matrix
Alternative A Alternative B Alternative C Alternative D Alternative E
Route Length 11,900 Ft. 10,725 Ft. 12,000 Ft. 4,985 Ft. 5,870 Ft.
Incl. E.Leg Wye
W. Leg Wye 1,280 Ft. 2,100 Ft. 1,515 Ft. 1,120 Ft. 1,340 Ft.
Total Length 13,180 Ft. 12,825 Ft. 13,515 Ft. 6,105 Ft. 7,210 Ft.
Max.Grade 1.89% 1.37% 1.20% 4%-5% 2.00%
Curvature 2°15';10° 2°15';10° 2°15';10° 5°;10° 5°;10°
Grade X-ings ISIZ Z. '813 * Ilk 3
Grade Separat. 1 1 - * _
Speed MPH 60/40 60/40 60/40 35/25 35/25
Pass/Freight
Earthwork cu yd 825,000(excav) 895,000(excav) 1,475,000(exc) * 63,000(embank)
Max.cut/fill 60 Ft. 66 Ft. 101 Ft. * 13 Ft.
Bridges 1 0 2 2 1
ConunAndust 5± 0 0 3 1
Bldg.Displace
Res.Bldg. 6 0 0 * 0
Displacement
Major Wetlands No No No * Yes
Mit.Required
R/W Req.-Fee 22 AC± 10 AC± 12 AC± * 6A±
Vacant
R/W Req.-Fee 10 AC± 0 0 * 0
Single Fam.Res.
R/W Req.—Fee 1 AC± 8 AC± 14 AC± * 0
Agr.
R/W Req:Fee 0 5 AC± 0 * 0
Forest
R/W Req.-Fee 1 AC± 5 AC± 11 AC± * 4 AC±
Indust.
TCE-Vacant 2 AC± 1 AC± 1 AC± * 4 AC±
TCE-Single 0 0 0 * 0
Far.Res.
TCE-Agr. 0 1.5 AC± 6 AC± * 0
TCE-Forest 0 0.5 AC± 0 * 0
TCE-Indust. 1 AC± 2 AC± 1 AC± * 0
Technically Yes Yes Yes No Yes
Feasible
Operationally Does not meet Does not meet Yes No Yes
Feasible criteria—mitig, criteria—mitig.
unlikely possible
Est.Const.Cost $26,900,000 $14,800,000 $21,300,000 * $6,932,000
* Data for these items and estimated cost not developed because route is not feasible
** Includes 25 % contingency
TCE Temporary Construction Easement
8