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All Aboard Florida I
A possible solution — elevated tracks starting just north of Frederick Small road and ending north of the I�,
Village of Tequesta. �I
�
Frederick Small to Ju ' — �
piter Medical Center a distance of 1.8 miles. This is more than sufficient distance ,
to elevate the track to provide a 20' to 25' clearance prior to reaching Jupiter Medical Center. The '�
elevated track would then carry through and across the Loxahatchee River and Tequesta and begin to I
return to grade after passing County Line Road. '�
Distance from Fredrick Small Road to the north side of County Line Road is 5.4 miles. I '
Cost estimates to double track at grade $1.5MM to $3MM per mile for class 5 track. Cost estimates to �i
upgrade existing track to level 5$400K to $600. ,
Additional cost to elevate, unknown.
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R. Doty
October 2009 '
Guidelines for Developing a Successful Solution for the Peninsula Rail
Corridor
These are guidelines for technical issues which must be considered in the planning of a
rail corridor. The challenge for the San Francisco to San Jose segment of California High
Speed Rail (referred to as the Peninsula Rail Corridor) is that Caltrain commute period
operations and freight access must be maintained during and after construction.
1. Consider systemwide implications for passenger and freight operations.
a. Both HSR and Caltrain have plans to electrify and run on grade separated
corridors, therefore separating the two systems (i.e. HSR in a tunnel,
Caltrain/freight at grade) will increase the project cost for electrification and
grade separations.
b. A straighter (vertical and horizontal) track profile is preferred for train
operations, passenger comfort, and construction/cost efficiencies. Consider
what the profile will be in adjacent segments of the corridor to minimize the
"roller coaster effect." Elevated or underground railroad tracks require:
• A one percent grade change (approximately one foot in vertical
elevation every 100 feet of horizontal distance) to accommodate
fre�ht trains, which translates to over 10,000 feet of distance for a
train to surface from a 100-foot deep tunnel.
• A two percent grade change (approximately two feet in vertical
elevation every 100 feet of horizontal distance) for diesel-hauled
assenger trains, which translates to over 5,000 feet of distance for a
train to surface from a 100-foot deep tunnel.
PROFILE VIEW
30'
At-Grade �- Q/o To of elevated structure At-Grade �`--' 5,500'—� At-Grade
I �--- 1,700'- -100' %
� Bottom of tunnel
30'
�~ To of elevated structure -- 10,500'
At-Grade "- At-Grade � At-Grade
%
L -~ 3,100'_ ^�100' 1%
� Bottom of tunnel
c. The corridor will continue to be used by freight trains that must access
industries along the corridor. If the railroad is elevated or located
underground, there will be limited access to freight customers along the
corridor who are currently served by tracks at-grade.
Note: This information is provided for discussion purposes only and includes data and assumptions
representative of similar programs. The actual requirements for the Peninsula Rail Corridor have not been
established.
1 of 21
R. Doty
October 2009
2. Consider the pros and cons of different construction methods:
The following charts and information sheets have been developed to provide a
qualitative comparison of different construction methods that will be considered on
the Peninsula:
• Elevated — Aerial Structure
• Elevated — Raised Earth / Berm
• At grade — Street level
• Below ground — Trench (Shallow tunnel, open air)
• Below ground — Cut and Cover Tunnel (Shallow tunnel, covered)
� Below ground — Bored Tunnel (Deep tunnel)
Each construction method has been given a qualitative rating (small to large circles)
based on different criteria. A small circle represents more favorable outcomes than a
large circle. The criteria shown in the following charts include:
1. Length of Construction Period
2. Construction Impact to Caltrain Service
3. Width of Right of Way (construction)
4. Width of Right of Way (final configuration)
5. Project Cost
6. Incompatibility with Freight
7. Requires Station Relocation (above or below ground)
8. Time Required for Emergency Respanse
9. Noise from Operations (without mitigation)
10. Visual Impact/Obstruction
11. Delays to Automobile Traffic
Note: This information is provided for discussion purposes only and includes data and assumptions
representative of similar programs. The actual requirements for the Peninsula Rail Corridor have not been
established.
2 of 21
_ _ __ _ _.
COMPARISON OF CONSTRUCTION METHODS - CONSTRUCTION IMPACTS
Length of Construction Width of Right of Width of Right of
Option Construction Impact to Way Needed Way Needed Caveats
Period Caltrain Service (Construction) (Final)
Aerial �
Raised Earth
� �
At-Grade =�: '
Trench ,
���
;ut and Cover Tunnel �; �'
�,
� ,_ � - Greater right of way width needed at tunnel entrance/exit both during
Bored Tunnel � �
� construction and for final configuration
te: This information is provided for discussion purposes only and includes data and assumptions representative of similar programs. The actual requirements for the Peninsul�
il Corridor have not been established.
COMPARISON OFCONSTRUCTION METHODS
Incompatibility Requires
Option Project Cost With Freight Relocation of Caveats
Caltrain Stations
- Elevating heavier freight trains necessitates stronger structural requirements.
Aerial - Elevated tracks make access to freight customers challenging. Longer distances require�
�- to make elevation changes.
Raised Earth �; � - Elevated tracks make access to freight customers challenging. Longer distances requirec
to make elevation changes.
At-Grade no issues
t :�
Trench - - Below-grade tracks make access to freight customers challenging. Longer distances
required to make elevation changes.
- Underground freight operations limit access to freight customers along the corridor.
�ut and Cover Tunnel Longer distances required to make elevation changes.
� .� �
- Above ground ventilation shafts required every 300 to 500 feet for diesel-powered freighi
operations.
- Underground freight operations limit access to freight customers along the corridor.
Bored Tunnel Longer distances required to make elevation changes.
- Above ground ventilation shafts required every 300 to 500 feet for diesel-powered freighi
operations.
te: This information is provided for discussion purposes only and includes data and assumptions representative of similar programs. The actual requirements for the Peninsul�
il Corridor have not been established.
COMPARISON OF CONSTRUCTION METHODS - ULTIMATE ENVIRONMENTAL AND NEIGHBORHOOD IMPACTS
Time Required Noise from Visual Impact / Delays to
Option for Emergency Operations (w/o Automobile Caveats
Response mitigation) Obstruction Traffic
- Minimal delays to automobile traffic assumes no street closures. All
Aerial �` existing roads crossing the tracks at grade would go under the aerial
structure.
- Minimal delays to automobile traffic assumes no street closures. All
Raised Earth existing roads crossing the tracks at grade would go under the raised
earth berm.
- Will require modification of existing grade crossing: road over tracks,
At-Grade road under tracks, or closure of crossing.
�
- May limit roadway access for adjacent properties.
Trench �' - Minimal delays to automobile traffic assumes no street closures. All
existing roads crossing the tracks at grade would go over the trench.
- Above ground ventilation shafts required, which will transmit noise.
:ut and Cover Tunnel '� , �" � (every 300 to 500 feet for diesel-powered operations and 5,280 to
_- 6,600 feet for electric vehicles)
" - Above ground ventilation shafts required, which will transmit noise.
Bored Tunnel ��'. (every 300 to 500 feet for diesel-powered operations and 5,280 to
`" 6,600 feet for electric vehicles)
te: This information is provided for discussion purposes only and includes data and assumptions representative of similar programs. The actual requirements for the Peninsul�
il Corridor have not been established.
AERIAL S7'RUCTURES
The following provides basic inforination on construction of the aerial o tp ions. All dimensions provided are generic and ai•e for
informational purposes only. Actual dimensions are site and p�•oject specific and are dependent on the stu•rounding geographic and
geological conditions, as well as construction methods and phasing.
Single Column
• Single column supporting an aerial structure
o Requires approximately 20 feet on either side of column for foundation and -
column constrttction �
• Two options for the aerial structure: cast-in-place or pre-cast '� ; I �' �
_ ,- _ �..- -
o Cast-in-place: concrete poured into wooden fi•ames � � � � . — � � � --
.. . .
o Pre-cast: segments of the aerial structure are pre-cast off-site and raised into ��� -- -
position , '
�:
o Construction of aerial strlicture requires at a�ninimum the entire width �=
beneath the structure for construction �.� �
• May require re-alignment of tracks and/or roads to maintain train and traff'ic
service dtu�ing construction (dependent on size of ROW)
o May cause disruption to surrounding traffic and utilities � ��
• May require private property takes (dependent on size of ROW) �� � � � �� �� �� �� � �
• Can be constructed in phases or seginents to minimize construction footprint Not To Scale
• Elevated stations needed
• To accommodate freight operations, vertical grades must be 1`%. Diesel-powered -� , "`
passenger trains require 2% grade. �_ � ��_,.��
�- b �
• Tracks/roads can be re-located below final aerial structure. ���a � �; �
— .�,�
• Least expensive option - 3.5 times at-grade construction cost '� ' '!?� ~ -"-`' � � ,' Y y , � _
_ -_ ` . i� I i� 'Vl -:.��,�,.�
A �
/ : _ .f� — �j � � , ��.::
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s „��.. .. � � �' . `�:.,�, .' � - _
Note: This information is provided for• discussion purposes only and includes data and assumptions representative of similar programs. The actual eequirements
for the Peninsula Rail Corridor l�ave not been established.
Elevated Options — Aerial Structures
6of21
Straddle Bent
The sh•addle bent is an aerial track structure supported by a beams (i_.e. bents) that
span between two coluinns.
• Two columns (supporting a bent)
o Requires approximately 20 feet on either side of each colunln for foundation
and coluinn consh•uction
• Bent
o Temporary columns are set-up around the pernlanent concrete columns to � �� ��� � ��
support wooden falsework �
, ,_ _.._ _.__�
o Requires approximately 5 to 10 feet on either side of each concrete column for � — �-��
temporary support columns - - _ -- -- � --= ---
• Aerial structure � � ��
o Cast-in-place: concrete poured into wooden falsework
o Pre-cast: segments of the aerial stilicture a1�e pre-cast off-site and raised into �
position
- --
o Construction of aerial structure requires at a minimum the entire width
--
beneath the structure for construction Not To Scale
• May require re-alignment of tracks and/or roacis to maintain train and traffic
service during construction (dependent on size of ROW)
o May cause disruption to surrounding traffic and utilities
• May require private property takes (dependent on size of ROW)
• Can be constrticted in phases or segments to minimize construction footprint
• Elevated stations needed
• To aeeominodate fi•eight operations, vertical grades must be 1°/�. Diesel-powered
passenger trains require 2% grade.
• Tracksh•oads can be re-located below final aerial structure (between two
coluinns).
• More expensive option — 4.2 times at-grade construction cost
Note: Tl�is info��ination is provided for discussion purposes only and includes data and assumptions representative of similar programs. The actual requirements
for t11e Peninsula Rail Corridor have not been established.
Elevated Options — Aer•ial Structui•es
7of21
PROFILE VIEW
; �30'
' To of elevated structure
At-Grade , At-Grade
� 2% I
' �--� 1, 700' I
� �30'
At-Grade f To of elevated structure
At-Grade
� I �% I
� —� 3,100'--�
Note: This information is provided for discussion purposes only and includes data and assumptions representative of similar programs. The actual requirements
for the Peninsula Rail Corridor have not been established.
Elevated Options — Aerial Structures
8of21
Aerial Structures
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Elevated Options — Aerial Structw�es
9of21
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Elevated Options — Aeriai Striictures
10 of 21
RAISED EARTH / BERM OPTIONS
The following provides basic information on construction of raised earth/berm o tions. All dimensions provided are generic and are
for informational purposes only. Actual dimensions are site and project specific and are dependent on the surrounding geographic and
geological conditions, as well as construction methods and phasing.
Berm
• Compacted raised earth with tracks located at the top
• Requires approximately 15 feet from the base for construction I � ��
� ;
• May require re-alignment of tracks and/or roads to maintain train and traffic �, y . �� � y , ,= I
service during construction (dependent on size of ROW) �-
o May cause disruption to surrounding traffic and utilities �
• May require private property takes (dependent on size of ROW) /
• Can be constructed in phases or segments to minimize construction footprint �'��, \\ /�
• Elevated stations needed ______�
• Tracks can be re-located on top of final berm structure. Not To Scale
• Least expensive option - 1.5 times at-grade construction cost
Mechanically Stabilized Earth (MSE�
• Compacted raised earth stabilized by metal "straps" and contained by walls on
either side �� � � �
• Requires approximately 20 feet from the walls for construction �;
• May require re-alignment of tracks and/or roads to maintain train and traffic
service during construction (dependent on size of ROW) •°�•°.
o May cause disruption to surrounding traffic and utilities �.
• May require private property takes (dependent on size of ROW) � J
• Can be constructed in phases or segments to minimize construction footprint �, J �
• Elevated stations needed ��� —�_ /--_�-'
• Tracks can be re-located on top of final MSE structure Not To Scale
• More expensive option (comparable to Retained Fill option) - 2 times at-grade
construction cost
Note: This information is provided for discussion purposes only and includes data and assumptions representative of similar programs. The actual requirements
for the Peninsula Rail Corridar have not been established.
Elevated Options - Raised Earth/Berm
11 of 21
Retained Fill
• Compacted raised earth stabilized by retaining walls
• Requires approximately 30 feet from the retaining walls for construction �_� ` � �_ �
• May require re-alignment of tracks and/or roads to maintain train and traffic '� I � i I
service during construction (dependent on size of ROW) �, - -.
,
o May cause disruption to surrounding traffic and utilities i.�� i
• May require private property takes (dependent on size of ROW) � j� �
• Can be constructed in phases or segments to minimize construction footprint � �.� ,
• Elevated stations needed � u �' j�
• Tracks can be re-located on top of final retained fill structure. \�� —� —�'
• More expensive option (comparable to MSE option) - 2 times at-grade Not To Scale
construction cost
PROFILE VIEW
��30�
To of elevated structure
At-Grade + 20 � At-Grade
i �
� � 1,700'--�
�� To of elevated structure
At-Grade I At-Grade
1%
I � 3,100'- �
Note: This information is provided for discussion purposes only and includes data and assumptions representative of similar programs. The actual requirements
for the Peninsula Rail Corridor have not been established.
Elevated Options - Raised Earth/Berm
12 of 21
Raised Earth / Berm
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Elevated Options - Raised Earth/Berm
13 of 21
AT-GRADE OPTION
The following provides basic information on construction of an at- ra�de o_ption. This is an existing condition on most of the Caltrain
right of way and is a viable option where the existing right of way can accommodate four tracks. All dimensions provided are generic
and are for informational purposes only. Actual dimensions are site and project specific and are dependent on the surrounding
geographic and geological conditions, as well as construction methods and phasing.
At-Grade
• Constructed on the existing Caltrain right of way, next to existing tracks � � �
• Will require modification of existing grade crossings — road over, road under, or �'
closure of crossing. j ,� I
• Requires approximately 10 feet from track centerline for construction �- y I s s I
• May require re-alignment of tracks and/or roads to maintain train service and � �
traffic access during construction (dependent on size of right of way) � �
��
o May cause disruption to surrounding traffic and utilities �� r--__�
• It is anticipated that construction of at-grade track will remain within the existing
Caltrain right of way.
• Can be constructed in phases or segments to minimize construction footprint
• Least expensive option to construct
Not To Scale
Note: This information is provided for discussion purposes only and includes data and assumptions representative of similar programs. The actual requirements
for the Peninsula Rail Corridor have not been established.
At-Grade Option
14 of 21
At-G rade
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At-Grade Option
15 of 21
BELOW GROUND OPTIONS
The following provides basic information on below �round options, including trench construction and the two most common methods
of tunnel construction, the cut and cover method and the bored method. All dimensions provided are generic and are for informational
purposes only. Actual dimensions are site and project specific and are dependent on the surrounding geographic and geological
conditions, as well as construction methods and phasing.
Trench
• Additional land takes required, in addition to the trench width, for construction
process (equipment, soil disposal, etc.)
o Requires approximately 15-20 feet from sheeting/trench wall to allow for
construction equipment movement.
o Requires periodic staging areas along the alignment, approximately 1 to 2
acres, every mile or so.
• May require re-alignment of tracks and/or roads to maintain train and traffic � � � � �;��—"
service during trench construction (dependent on size of ROW) � �� i; �� � i,j �
o M a c a u s e d i s ru t ion t o s u r r o u n d i n t ra f f ic a n d u t i l i t i e s I �� I� � !��
Y P g . I �� � J
• Ma y re quire private pro pert y takes, as well, for construction and/or trench �• � �
(dependent on size of ROW) �� � r '� � $ � � � ��' ��
i
• Trenched stations needed �— -
• To accommodate freight operations, vertical grades must be 1%. Diesel-powered _' '�
passenger trains require 2% grade.
• Can be constructed in phases or segments to minimize construction footprint
• Least expensive option - 3.5 times at-grade construction cost
• Potentially requires most amount of permanent land takes.
Note: This information is provided for discussion purposes only and includes data and assumptions representative of similar programs. The actual requirements
for the Peninsula Rail Corridor have not been established.
Below Ground Options
16 of 21
Cut and Cover Tunnel
The cut and cover method is a simple method for constructing shallow tunnels where
a trench is excavated in a similar method as trenching and then roofed over.
• Additional land takes required, in addition to the tunnel width, for construction
process (equipment, soil disposal, etc.)
o Requires approximately 15-20 feet from sheeting/tunnel wall to allow for
construction equipment movement.
• Requires re-alignment of tracks and/or roads to maintain train and traffic service
during tunnel construction (dependent on size of ROW) 1 �
o May cause disruption to surrounding traffic and utilities ��� �
• May require private property takes, as well, for construction (dependent on size of i j�' ' i� ��'��,F �
ROW) I � ' �
' i �I
• Can be constructed in phases or segments to minimize construction footprint ��, �_�� � ; �-; ��
• Underground stations needed �-- � f�
• Freight operations will require short haul operators with electric locomotives and
a maximum 1% gradient. (diesel-powered passenger trains require a 2% gradient) Not To Scale
• Property required for following safety requirements:
o Ventilation shafts (distance between shafts dependent on expected fire
loading)
■ Electric only: 1 shaft / all tunnels every 1-1.25 miles, i.e. 5,280-6,600 feet
■ With Diesel: 1 shaft / all tunnels every 300-500 feet
o Cross passages between tunnels will be required approximately every 800 feet
o Emergency evacuation: Located with the ventilation shafts or along alignment
if tunnel is shallow enough.
• Shallower tunnels may see buoyancy issues, dependent on water table.
• No risk of subsidence to adjacent structures if located approximately 20 feet from
excavation.
• HSR specific requirements (from Jan 2004 CHSRA Tunneling Issues report)
o For twin single track tunnels over 6 miles long, a third tunnel is required for
ventilation, evacuation, and construction access.
o Cross passages required for tunnels longer than 3,280 feet
o Cooling system needed for tunnels longer than 6 miles
• Least expensive tunnel construction method – 4 times at-grade construction cost
Note: This information is provided for discussion purposes only and includes data and assumptions representative of similar programs. The actual requirements
for the Peninsula Rail Corridor have not been established.
Below Ground Options
17 of 21
� I
Bored Tunnel � �
� � ;�
This method uses a tunnel boring machine to cut the tunnels, which are then � `� ��
reinforced by various methods. ' �°� � ,
• Depth: 2 diameters from top of ground to top of tunnel. In order for the tunnel to � �, �`,
reach it appropriate depth, cut and cover tunnel approaches will be required at ' �' ``
each end of the bored tunnel. I ,.��, ��, I
• Approximately 4-5 acres of land takes will be required at the beginning of the (' `���r ��``,� �I
tunnels for site preparation, construction lay down, storage and disposal of � 35 � ��i� ; '1 G� r� ;
excavated material, and possibly for storage of pre-fabricated lining segments � \��'� �
• Approximately 2 acres of land takes will be required at the end to disassemble the i �
TBM in addition to the area required to build the exit cut and cover tunnel `35' r
• Underground stations needed � �
• Frei ht o erations will re uire short haul o erators with electric locomotives and ` '�''—`�' �
g P q P �;;�'�',,,, ;� ,., �
a maximum 1% gradient. (diesel-powered passenger trains require a 2% gradient) -se� i'� ( 1� �
� � �,� �1� � i ,
Property required for following safety requirements: � �. , ;,� � I
o Ventilation shafts (distance between shafts dependent on expected fire �� �
loading) `��
■ Electric only: 1 shaft / all tunnels every 1-1.25 miles, i.e. 5,280-6,600 feet �_ _ � _�
■ With Diesel: 1 shaft / all tunnels every 300-500 feet
o Cross passages between tunnels will be required approximately every 800 feet �,
o Emergency evacuation: Located with the ventilation shafts �
• Risk of settlement for all infrastructure above the tunnels (tracks, utilities, � ;'
buildings etc) �
� � �
� � j ��
• No buoyancy issues due to depth of tunnels. � �'
�'\
• HSR specific requirements (from Jan 2004 CHSRA Tunneling Issues report) I I ��
o For twin single track tunnels over 6 miles long, a third tunnel is required for � �
'
ventilation evacuation and construction access. ! ��
> > ,�``c�-�:, �������;. �
o Cross passages required for tunnels longer than 3,280 feet � 2�� �; i �`' � �`;,. '
o Cooling system needed for tunnels longer than 6 miles � � �: ,,,�, , , �� � �, . . ,� �
o TBM Speed: 30 ft/day �
• Most expensive tunnel construction method — 6.5 times at-grade construction cost `----___ Not To Scale
Note: This information is provided for discussion purposes only and includes data and assumptions representative of similar programs. The actual requirements
for the Peninsula Rail Corridor have not been established.
Below Ground Options
18 of 21
PROFILE VIEW
At-Grade � � 5,500' - At-Grade
^�100' %
� Bottom of tunnel
At-Grade , � 10,500' -� At-Grade
� 1% �
� 100'
t , Bottom of tunnel
At-Grade � 17,500' -I At-Grade
� , 1% I
� 170
� � Bottom of tunnel
Not To Scale
Note: This information is provided for discussion purposes only and includes data and assumptions representative of similar programs. The actual requirements
for the Peninsula Rail Corridor have not been established.
Below Ground Options
19 of 21
Trencr� / Cut and Cover Tunnels
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20 of 21
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