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Mandeville Industrial Park Railroad Feasibility Study.pdf
Mandeville Industrial Park Railroad Feasibility Study Prepared For: Prepared By A Proposed Industrial Park In Gallatin County, Montana March 27, 2007 The City of Bozeman 411 East Main Street Bozeman, MT 59715 Chris Laity, PE PO Box 4817 2030 11th Avenue Helena, MT 59604 406 - 449 -8627 GreatWest engineering TABLE OF CONTENTS TABLEOF CONTENTS ....................................................................................... ............................... I LISTOF FIGURES ............................................................................................... .............................II LISTOF TABLES ................................................................................................. .............................II LIST OF APPENDICES ......................................................................................... .............................II TRANSPORTATIONACRONYMS ....................................................................... ............................... II 1.0 EXECUTIVE SUMMARY ........................................................................ ............................... 1 2.0 INTRODUCTION .................................................................................... ............................... 1 2.1 Site Location and Study Area .......................................................... ............................... 1 2.2 Development Description ................................................................ ............................... 1 3.0 EXISTING AREA CONDITIONS ............................................................. ............................... 3 3.1 Roadway Network ........................................................................... ............................... 3 3.2 Site Access ....................................................................................... ............................... 3 3.3 Rail System ...................................................................................... ............................... 4 4.0 PROPOSED DEVELOPMENT .................................................................. ............................... 4 4.1 Mandeville Industrial Park ............................................................... ............................... 5 4.2 Restrictions to Mandeville Industrial Park ...................................... ............................... 5 4.3 DNRC Development ........................................................................ ............................... 5 5.0 ANALYSIS ............................................................................................. ............................... 7 5.1 Site Access ....................................................................................... ............................... 7 5.1.1 Rail Crossing Access Option ................................................... ............................... 7 5.1.2 No Rail Crossing Access Option ........................................... ............................... 10 5.2 Rail Access Alternates ................................................................... ............................... 11 5.2.1 Alternate 1 — Rail Spur along the 1 -90 Corridor .................... ............................... 11 5.2.2 Alternate 2 — Rail Spur along the Mainline ........................... ............................... 13 5.2.3 Alternate 3 —Rail Spur through the Center of the Property ... ............................... 15 5.3 Summary of Alternates .................................................................. ............................... 17 6.0 CONCLUSION ..................................................................................... ............................... 17 7.0 REFERENCES ...................................................................................... ............................... 18 Mandeville Industrial Park Railroad Feasibility Study — Page i LIST OF FIGURES Figure 1: Project Location Map ...................................................................... ............................... 2 Figure2: Aerial Vicinity Map ......................................................................... ............................... 6 Figure 3: State Highway 10 Reconfiguration ................................................. ............................... 9 Figure 4: Rail Spur Alternative 1 .................................................................. ............................... 12 Figure 5: Rail Spur Alternative 2 .................................................................. ............................... 14 Figure 6: Rail Spur Alternative 3 .................................................................. ............................... 16 LIST OF TABLES Table 3 -1. Through Train Traffic ................................................................... ............................... 4 Table 5 -0: State Highway 10 & Redwing Drive Improvements ................ ............................... 8 Table 5 -1: Alt. 1 - Rail Spur along the I -90 Corridor ................................... ............................... 11 Table 5 -2: Alt. 2 - RaiI Spur along the Mainline .......................................... ............................... 13 Table 5 -3: Alt. 3 - Rail Spur through Center of the Property ....................... ............................... 15 LIST OF APPENDICES Appendix A — Think Tank Design Group - Concept Site Plan Appendix B — Selected Greater Bozeman Area Transportation Plan, 2001 Update Figures TRANSPORTATION ACRONYMS ADA Americans with Disabilities Act AREMA American Railroad Engineers Maintenance Association BNSF Burlington Northern Santa Fe CFR Code of Federal Regulations EIS Environmental Impact Statement FHWA Federal Highway Administration FRA Federal Railroad Administration GIS Geographic Information System HCM Highway Capacity Manual ITS Intelligent Transportation Systems MDT Montana Department of Transportation MEPA Montana Environmental Policy Act MRL Montana Rail Link NEPA National Environmental Policy Act (1969) SAFETEA -LU Safe, Accountable, Flexible, and Efficient Transportation Equity Act: A Legacy for Users VHT Vehicle Hours Traveled VMT Vehicle Miles Traveled VPD Vehicles Per Day Mandeville Industrial Park Railroad Feasibility Study — Page ii 1.0 EXECUTIVE SUMMARY The alternatives analysis identified a cost of approximately $1.00 per each developable square foot associated with the proposed Mandeville Farms Industrial Park. This additional cost for rail access and crossing improvements appears feasible for the current Bozeman real estate market. It is recommended that further planning incorporate a railroad spur line into the site development plan. It is important to note that individual lot development costs associated with rail development are not included above. These costs could include individual lot rail spurs, overhead cranes, hoppers, and rail to road transfer stations and would be borne by the individual owners during lot development. This RR Feasibility Study recommends that the Traffic Impact Study (TIS) determine what the impacts along North 7`h Avenue and surrounding intersections would be if Flora Lane (eastern portion of Redwing Drive) was a primary access to the site. This would be the result of abandoning the existing rail crossing at Redwing Drive. This RR Study also recommends reviewing the use of the North 19`h Ave. interchange, North 19`h Ave. & Springhill Drive, and Springhill Drive & the Frontage Road to access this site. The TIS should be revised to model these additional intersections for interstate semitruck traffic. 2.0 INTRODUCTION The intent of this Study is to determine the feasibility of rail access to the proposed Mandeville Industrial Park, as well as to identify rail related transportation issues. This Study will review three alternates for rail access including a cost analysis and site access options concerning rail crossings. 2.1 Site Location and Study Area The site is located adjacent to and southeast of State Highway 10 between the I -90 interchanges of North 7h Ave. and North 19'h Ave. See the attached Project Location Map. This site is located in Section 36, Township 1 South, Range 5 East, in Gallatin County. The site is specifically described in Certificate of Survey 2153 and is comprised of Tracts 1 -A, 2 -A, 3 -A, and 4 -A. 2.2 Development Description The proposed development consists of converting 85 acres of farmland to be used as an Industrial Park. Mandeville Industrial Park Railroad Feasibility Study — Page I Project Location CATRON 5T x 42' 30' G engineering 2030 111E Av— 9e�te I1 "l— Art 59601 11061149-8622 /�;7/77/77/77/';7. CG •Tj , 09 z U-1217 END �� 00 PROJECT LOCATION MAP MANDEVILLE SUBDIVISION BOZEMAN, MONTANA PROJECT NO. 1-P6189 Figure No.1 3.0 EXISTING AREA CONDITIONS The City of Bozeman and the surrounding area are currently experiencing high residential and commercial growth. It is anticipated that an industrial park with rail access may be beneficial. 3.1 Roadway Network Bozeman is currently in the process of updating its long range transportation plan. The Greater Bozeman Area Transportation Plan, 2001 Update lists the following intersections that may be impacted by this project as having capacity problems: • North 7th Ave. & Griffin Drive (high accident location) • North 7th Ave. & I -90 on/off ramps • North 7th Ave. & Oak St. (high accident location) • Griffin Drive & N. Rouse Ave. • North 19a' Ave. & I -90 on/off ramps • North 19th Ave. & Springhill Road Committed Transportation System Management (TSM) Projects per the Update: o North 7th Ave. & Griffin Drive — New traffic signal (Completed) o North 7th Ave. & Baxter Lane — Restrict eastbound left turns (Completed) o North 19th Ave. & Baxter Lane — New traffic signal (Completed) Recommended TSM Projects per the Update: • North 7th Ave. & Oak St. — Add protected left turn lanes, north and southbound. (Completed) • Griffin Drive & N. Rouse Ave. — Modify intersection (currently being designed) • North 19th Ave. & I -90 on/off ramps — Modify intersection & install traffic signals (Completed) • North 19th Ave. & Springhill Road — Modify intersection & install traffic signals (Stop Sign Currently) The Update also identifies the following corridors that may be impacted by this development as having capacity problems: • North 19th Ave. • North 7th Ave. • Frontage Road (State Highway 10) The Update recommends the following major improvements: • Frontage Road (State Highway 10) — Widen to three lanes from North 7th to Belgrade • North 19th Ave. — Widen to five lanes from Baxter Lane to Springhill Road (Completed) 3.2 Site Access The site is currently accessed from State Highway 10 (Frontage Road) on Red Wing Drive from the northwest via a rail crossing near the North 196h Interchange or from the southeast on Redwing Drive where it intersects with North 7th Avenue. There is currently only one rail crossing to access this site. Mandeville Industrial Park Railroad Feasibility Study — Page 3 3.3 Rail System The Montana Rail Link's (MRL) Trident to Huntley Main Line is located between the subject property and State Highway 10. This line is currently owned by Burlington Northern Santa Fe (BNSF) and leased to MRL. The lease on this line began in October of 1997 and is valid until 2045, at which time MRL has the first rights to purchase. Access to the Main Line will be coordinated through MRL. The Main Line is classified as a FRA Class 4 Track. This class has a maximum operating speed of 60 mph. MRL currently operates this line at the following speeds: eastbound trains from a mile east of Logan @ 60mph to Cardinal Distributing (East of Griffin Ave.), then 35 mph to middle of yard, then 40 mph to the overpass (in the canyon). Note that westbound trains operate at the same speeds. Train operations on this Mainline vary primarily due to demands from Montana's Hiline region and Spokane operations. There is currently no set schedule. MRL is currently operating one local train from Livingston to Logan and back to Livingston Monday through Friday. This local train accounts for 520 trains per year (260 each direction). The number of cars on this local train varies due to local lumber pickups in Bozeman but averages approximately five cars per train. Through train traffic averages approximately 110 cars per train. Through train traffic with no stops in the Bozeman area are listed in the table below: Table 3 -1: Through Train Traffic 2006 Quarter Number of Trains 1 1428 2 1504 3 1414 4 1323 Total 5669 Through train traffic in January 2007 was 478 trains. This is down 20 trains from 2006. Future upgrades to this line may include increasing the rail from 136 pound to 141 pound rail to comply with national trends. It is anticipated that a 286,000 pound car will become the industry standard. MRL will require bridge structures to be designed using the EAE loading requirements. Maintenance operations such as replacing ties are also expected. 4.0 PROPOSED DEVELOPMENT Proposed development related to this Railroad Feasibility Study includes the Mandeville Industrial Park and the DNRC property to the south. Mandeville Industrial Park Railroad Feasibility Study — Page 4 4.1 Mandeville Industrial Park The proposed development is bounded by State Highway 10, MRL Main Line, and Redwing Drive to the north and east, I -90 to the west, and DNRC property to the south. The location has recently been incorporated into the City of Bozeman. This development proposes to convert 85 acres of farmland for use as an industrial park. A Concept Site Plan has been prepared by Think Tank Design Group and is included for reference in Appendix A. This Concept Site Plan includes a rail spur line adjacent to the 1 -90 corridor. Identified lots include 27 for development and 2 for park and pedestrian usage. The lots vary in size from 1.2 acres to 8.1 acres. Buildable acreage for this concept is approximately 69.6 acres. This plan includes access from State Highway 10 via the existing rail crossing. The second access point is the extension of Wheat Drive across the DNRC property to the south. 4.2 Restrictions to Mandeville Industrial Park This site has been incorporated into the City of Bozeman and is zoned M -2 Manufacturing & Industrial. The intent of the M -2 manufacturing and industrial district is to provide for heavy manufacturing and industrial uses, servicing vocational and employment needs for Bozeman residents. Refer to the Unified Development Ordinance (UDO) Chapter 18.20. This chapter identifies authorized uses, lot coverage and floor areas, lot area and widths, yard setbacks, and building heights. The Uniform Development Ordinance has identified I -90 and State Highway 10 (Frontage Rd) as Class I roads. Chapter 18.30 of the UDO contains the regulations regarding the Bozeman Entryway Corridor Overlay District. This development is subject to these regulations as the site is located within 660 -ft from the centerlines of both roadways. A setback of 50 -ft is imposed and a Certificate of Appropriateness is required. All other requirements of the UDO, not specifically discussed above, still apply. These include but are not limited to development restrictions due to the creek, parking requirements, roadway design, etc. 4.3 DNRC Development The land to the south of the site is owned by the State of Montana and is administered by the Department of Natural Resources & Conservation (DNRC). This land is bounded by Mandeville Drive to the south, I -90 to the west, the Mandeville Industrial Park to the north and development along North 7`h Ave. to the east and is included within the City Limits. Proposed access to this property is from Wheat Drive from Mandeville Road, Flora Lane from North 7d' Ave. and access through the Mandeville Industrial Park via the existing railroad crossing. The site is zoned M -1 as Light Industrial and has approximately 147.6 developable acres. This acreage would be developed into 37 lots ranging in size from 1.3 to 19 acres. The average lot size is proposed at 3 acres. See Appendix A, City and State Concept Site Plan. Mandeville Industrial Park Railroad Feasibility Study — Page 5 VR > D D PROJECT TITLE _._.. SHEET TRLE JOB /ACRD NUMBER: m v DRAWN BY: G7 RAILROAD FEASIBILITY STUDY AERIAL VICINITY DESIGNED BY. ,�v������¢ N MANDEVILLE SUBDMSION MAP CHECKED BY: �j 6 BOZEMAN MONTANA APaRoVEn BY., engineering DATE MARCH 2007 mu , w c w,c „ faM�aam ,nuM na,owi sm, 5.0 ANALYSIS Discussions with local business owners, city staff, and the Montana Rail Link indicate that the City of Bozeman and the surrounding area have a current need for an industrial park with rail access. MRL has recommended that a minimum of five daily cars service this industrial park. There are currently five cars servicing the Bozeman city area. The relocation of local businesses to this site would satisfy this recommendation. It is anticipated that while some may relocate, additional marketing will be required to identify other potential businesses. This Study reviewed access requirements to the site, conceptual roadway impacts and three rail access alternates. 5.1 Site Access Two access points will be required for this site due to internal traffic circulation, emergency vehicles, and maintenance operations on the roadways. The options of perpetuating the existing rail crossing or abandoning this crossing are reviewed below. 5.1.1 Rail Crossing Access Option This option perpetuates the rail crossing at Redwing Drive and is consistent with the access points presented by Think Tank. The Conceptual Site Plan presented in Appendix A has two primary access points to the site. The primary access point to this site is from State Highway 10 (Frontage Road) MRL's mainline via an existing rail crossing on Redwing Drive. A secondary access to the site crosses the proposed DNRC property to the south. This access is the expansion of Wheat Drive (refer to Sheet XO in Appendix A). Pros • Redwing and Wheat Drive provide two access points. • Redwing Drive provides direct access to the Industrial Park. • The location of these access points help to create a balance of traffic distribution to both the North 19"' Ave. and the North 7"' Ave. interchanges with I -90. • City of Bozeman owns the R/W for Wheat Drive. • An easement exists for Redwing Drive across the tracks. ConS (see Improvements to State Highway 10 and Redwing Drive below) • The development will increase traffic across the tracks creating additional safety concerns. • Automatic Gates (cross -arms and flashers) will be required at Redwing Drive. • There is limited storage space between the rails and Highway 10 (Frontage Road). Deceleration / storage lanes will likely be required for east and westbound traffic on the Frontage Road. • An acceleration lane for right - turning vehicles onto the Frontage Road will likely be required due to the 60 mph posted speed limit. • An interconnected signal system will likely be required. Mandeville Industrial Park Railroad Feasibility Study — Page 7 5.1.1.1 Improvements to State Highway 10 & Redwing Drive The Draft Traffic Impact Study (TIS) recommends the installation of east and west bound left turn lanes on State Highway 10, the addition of a traffic signal prior to full build out, and the addition of a right turn lane on Redwing Drive for eastbound movements. Off -site improvements are also recommended. The TIS did not study access to the site from the interchange of N 19P Ave. and I -90. It is recommended to study the existing conditions at the ramps, adjust the proposed trip distribution to include this interchange, and revise the proposed Level of Service calculations. This RR Feasibility Study recommends the use of an Automatic Gate system (crossing arms & flashers), an improved crossing surface, and an interconnect system at the existing rail crossing should it be perpetuated. This RR Feasibility Study also recommends reviewing the need for additional storage when the gates are down due to the potential for vehicles to back up into traffic on State Highway 10. A queuing study for this crossing is recommended to determine the need and length for an eastbound right turning lane. The Draft TIS indicates that State Highway 10 has a posted speed limit of 60 mph. Rail access to the site will likely increase the semitruck traffic to this Industrial Park over the No Rail Access option. This RR Feasibility Study recommends that an acceleration lane be reviewed for use for right turning eastbound traffic from Redwing Drive onto State Highway 10. The following table presents a planning level cost estimate to improve State Highway 10 and Redwing Drive. See the following figure for impacts to State Highway 10. Table 5 -0: State Highway 10 & Redwing Drive Improvements Item Quan. Unit Cost/ Cost Unit (Rounded) ____________.._.._..._..._..___._...._-...._._.._.._._._ ..... _ .......... ...... ..... ____._. ............. _ ..... - ...__._________. ..... --- �- __.._ -... Street Excavation 100 CY $20.00 $5,000 _ PMBS — Grade D (4 ") 1,900 TON $86.00 $165,000 Crushed Aggregate Course (14') 5,100 CY $17.00 $85,000 _.__._._._._._...__.._.__ Earthwork - -_ —� -� Signalization -- 14,400 1 CY LS — $10.00 $200,000 $145,000 -- $200,000 Automatic Gate Set 1 EA $180,000 $180,000 Crossing Surface _ .._ ........ .... Utility Adjustment / Relocation 65 ___..._. 1 LF LS $1,000 _........_..�_�__.. $35,000 $65,000 ._.__._.._..__..___ $35,000 Traffic Control 1 LS $50,000 $50,000 Miscellaneous _ 1 LS $50,000 $50,000 Mobilization 1 LS $125,000 $125,000 Contingency (15 %) 1 LS $165,000 $165,000 TOTAL $1,270,000 Mandeville Industrial Park Railroad Feasibility Study — Page 8 -tow r i \ I Yp l Taper 840' Storage Deceleration Taper I 100' 1 Lane 540' 1 252' Taper 840' --110— Taper Deceleration Storage 2300' Acceleration Taper 252' Lane 540' 100' Lane 840' LANE RECONFIGURATION SCHEMATIC Not to Scale I 6 N-sl b TELL0115TWE PIE LINE Co. EA z �r \Z 200 0 200 400 Scale in Feet C U7 .. + C S � 8 D O U O W K 0z T O Of 00 _G: z wo �w V� 71 Z O_ N L Z H J m o W 000 m jf DATE I REVISION FIGURE 3 5.1.2 No Rail Crossing Access Option This section is included to review the potential for providing two access points to the development while eliminating the safety risks associated with a rail crossing. The existing terrain prohibits an additional, or a relocated access point from State Highway 10 from the north due to the fill slope from the railroad mainline. An alternate access point to this site may be accomplished from Flora Lane (eastern portion of Redwing Drive) through the DNRC property (refer to Sheet XO in Appendix A). This location, directly off of North 7th Avenue, is expected to be the main access if the Redwing Drive rail crossing is abandoned. Additional traffic modeling to supplement the Draft TIS will be required to determine the operational impacts to North 7th Avenue. Costs associated with improvements to the intersection of Flora Lane and North 7th Avenue have not been prepared for this RR Study due to the variable treatment options. Pros No mainline rail crossings are required. Wheat & Flora Drive provide two access points. City of Bozeman owns the R/W for Wheat Drive. Cons • Potential impacts to North 7th Ave. will need to be studied, as well as associated costs of improvements. Sight distance may be an issue at this location. • City of Bozeman will need to acquire R/W from DNRC for Flora Lane. Coordination with DNRC is required for the location of Flora Lane. • Access to the Industrial Park will be through DNRC property. This may include interstate semitruck traffic. • These access points are in close proximity to the North 7'0' Ave. interchange. This will likely result in the lack of use for the North 19th Ave. interchange. Mandeville Industrial Park Railroad Feasibility Study — Page 10 5.2 Rail Access Alternates This RR Feasibility Study reviewed three alternates for rail access to the site and are presented below. Minimizing internal rail crossings was included throughout the alternatives analysis. Actual spur layout will be subject to lot layout, lot depths, internal road configuration and traffic circulation. 5.2.1 Alternate 1— Rail Spur along the I -90 Corridor This section perpetuates the Conceptual Site Layout attached in Appendix A (prepared by Think Tank Design Group). This alternate utilizes a mainline switch to divert train traffic onto this site approximately 200 -feet east of the North 19th Avenue overpass. This spur line parallels the western boundary of the site and then curves to follow the southern boundary up to the creek. Another spur is branch off of this line using a second switch to service additional sites as well as facilitating loading and unloading operations. Pros • The location of this spur line maximizes developable land. • The terminal of the spur line can be developed as a common loading 1 unloading location that may serve both the City of Bozeman's property and the DNRC property. • The terrain allows a down gradient from the mainline and can provide for a level portion of track for operations. Cons • The location of the spur line next to the I -90 corridor infringes on the view of the subdivision from the interstate (Class I Entryway Corridor). • Only a portion of the rail is accessible from both sides. • The spur line crosses a conceptual road that connects this site with the proposed DNRC parcel. This crossing will likely need automatic gates as well as an improved crossing surface. The cost of the gate system is included below. • Future expansion of the spur across the creek can only serve two additional lots. Cost Estimate Table 5 -1: Alt. 1 - Rail Item ._ ................ _ ..... .......... __._______. -__.. ..._...._ . ___..._.____.._____._- Mainline Switch Spur along the 1 -90 Corridor Quan. Unit Cost/ Cost .__ ----- — _ ..- Unit- -. raa de-dL 1 EA $150,000 $150,000 Spur Switch 2 EA $80,000 $160,000 Crossing Surface 65 LF $1,000 $70,000 Automatic Gate System l EA _ $180,000 $180,000 Earthwork _ _._ __....__....._...._ ........... ....__._....._................. Sub ballast 24,000 __.................._ 6,500 CY __ _._... CY $10 _.._— .._..._..__._— $8 $240,000 ..._._...._. _ $50,000 Ballast, Rail & Ties 6,500 LF $130 $850,000 Mobilization I LS $150,000 $150,000 Contingency (10 %) 1 LS $190,000 $190,000 TOTAL $2,040,000 Mandeville Industrial Park Railroad Feasibility Study – Page 11 6 I 00+10 -4b � �f NITARY SEWER EASEMENT O 1 0 7 000, fY loh > > >>> PROJECT TITLE SHEET TITLE JOB/AM NUMBER: DRAWN B. — — — — — RAILROAD FEASIBILITY STUDY RAIL SPUR OENGNED BY: Greaffic MANDEVILLE SUBDIVISION CHECKED BY. ALTERNATE 1 0 BOZEMAN MONTANA APPROVED Or. engineenng — 11 DATE-, MARCH 2D07 5.2.2 Alternate 2 — Rail Spur along the Mainline This alternate places the access spur line adjacent to the existing mainline. Conceptually, the spur line can be built within the existing railroad right -of -way. Pros • Only one rail crossing is necessary. No crossings are necessary if the secondary access to the site can be located from Flora Lane. See Site Access discussion. • Little to no developable land will be impacted. • The majority of the loading and unloading locations are located adjacent to the mainline fill. This reduces the view from State Highway 10 (Frontage Road). • The spur line will be built on Redwing Drive, providing a stronger subbase. • Expansion of the spur line across the creek will serve an additional six lot (based on Think Tank's concept layout). Cons • An agreement with MRL will be required to conduct operations within their right -of -way. • Redwing Drive will no longer exist and cannot provide access to the northern lots. • Building rears will be exposed to State Highway 10. (Class I Entryway Corridor) • This location may restrict the use of flammable liquid tank cars to the site. • Access to the spur line is from one direction only. Cost Estimate Table 5 -2: Alt. 2 - Rail Spur along the Mainline Item Quan. Unit Cost/ Cost _- __ .............. ......_....._.._.. .........._.__._............._. Unit __.__..'.._._ ..___._. (Rounded) .._..._..__.....- _..._...._..._ Mainline Switch 1 EA $150000 $150,000 ......... ....._._._- ........ __ _..____ ._...._.._ _ .. Spur Switch - __.___._.____._ ................__..__� _._._-. _._.___ ........ _---.....__...._ 2 _.__._______..._._.__.__— EA _.____ __.. $80,000 — . .... . .... _. $160,000 Crossing Surface 65 LF $1,000 $70,000 Automatic Gate Set (included in 0 EA $180,000 $0 Redwing Crossing: Table 5-0) __._ ...... ....... -__ Earthwork ..... _ .... ----...__..._. __..__...._.._..- 21,000 __- .___— ___.__ CY $10 $210,000 Sub ballast ...... _ .... _.. ._....._._._...._.__...._.._.._ 5,700 CY $8 $50,000 Ballast, Rail & Ties 5,700 LF $130 $740,000 _..._ ........._..... .__._._.___.._ -- Mobilization 1 LS $150,000 $150,000 Contingency (10 %) 1 LS $150,000 $150,000 TOTAL $1,680,000 Mandeville Industrial Park Railroad Feasibility Study - Page 13 I tr �s t 9 ;` . - � 4"m r ' „ t . �. r I r r i \ iti T �F� f F CD FT l i� "r. N Ld d Q N Z J W W �a 2 ��o mo QV)M ��w W 000 5 I / ort[ acHSlox FIGURE 5 5.2.3 Alternate 3 —Rail Spur through the Center of the Property This alternate was prepared to place rail access away from the viewsheds of I -90 and State Highway 10, both of which are Class I Entryway Corridors. Pros • Building fronts will likely face I -90 and State Highway 10, satisfying Entryway Corridor Standards. • This alternate provides for a centralized loading / unloading area. • Overhead crane placement is not impacted by property boundaries. • Lot depth is limited to the site boundaries and not by interior roads. • Access to rail is provided from both sides. • Number of lots served prior to crossing the creek is greatest. Cons • The location of this line requires the most developable land. The northwest lot will likely be unusable in size (Think Tank's Concept Layout). • The location of this line needs to avoid the existing gas pipe line. • An exterior road adjacent to the west and southern boundary will be required to provide access to the southern and western lots. The rear of buildings developed in the DNRC property will likely face this road. • An interior road / rail crossing with automatic gates will likely be necessary to facilitate interior traffic circulation. This cost is included below. Cost Estimate Table 5 -3: Alt. 3 - Rail Spur through Center of the Property Item Qtian. Unit Cost/ Cost Unit (Rounded) Mainline Switch .......... . ..................... 1 - EA $150,000 — $150,000 --- .- .- .--- -.__ -- _ . ......... - .._ ...... .__...----- Spur Switch ..__.._. .__ .................... 2 _.. _ .. -_ EA $80,000 $160,000 ... .... ._..._........._.__._....___-_.-_.__.-__.__.-.____.__.- ......... -- ............ _ ...... _ ........ Crossing Surface ._._-_.. ..- .---- - ............ .......... 65 LF $1,000 $70,000 ....... _ ..................... -- -- __ _ _ — ._ .................. _ ._....._..... .......... Automatic Gate Set .- _.._.__._......- .............. 1 - -- EA - .._._...._ $180,000 -... __. $180,000 Earthwork 20,000 CY $10 $200,000 Sub ballast 5,500 CY $8 $50,000 Ballast, Rail & Ties 5,500 LF $130 $720,000 Mobilization 1 LS $150,000 S 150,000 Contingency (10 %) 1 LS $170,000 S170,000 TOTAL. x;1,850,000 Mandeville Industrial Park Railroad Feasibility Study - Page 15 7 a% IK N. 19 TH AVE Ar. I le Z! � / I / j/// N�ITAFVrSEWER EASEMENT 6 1p '.v �' �' fo. �a r� 'W ell I >> > >> PROJECT TITLE SHEET TITLE 71 G) RAILROAD FEASIBILITY STUDY m MANDEVII I F SUBDIVISION RAIL SPUR BOZEMAN MONTANA ALTERNATE 3 .6 AiA6M& JOB /ACRD NUMBER: DRAWN BY: DESIGNED BY: CHECKED BY. APPROWD BY. engineering DATE. MARCH 2OD7 m �, (.•-anzl 5.3 Summary of Alternates • Rail Related independent of Rail Access: • Upgrade Redwing Drive RR Crossing: $320,000 • Reconfiguration of State Highway 10: $950,000 $1,270,000 • Alternate Cost Summary • Alternate 1: Rail Spur along the 1 -90 Corridor: $2,040,000 • Alternate 2: Rail Spur along the Mainline: $1,680,000 • Alternate 3: Rail Spur through Center of Property: $1,850,000 • Cost per Acre: (acreage based on Sheet XO in Appendix A and does not include acreage dedicated to the cell tower, pedestrian easements, or right -of -way). • Alternate 1: $47,500 ($1,270,000 + $2,040,000 over 69.6 acres) • Alternate 2: $42,400 ($1,270,000 + $1,680,000 over 69.6 acres) • Alternate 3: $44,800 ($1,270,000 + $1,850,000 over 69.6 acres) • Cost per Square Foot: Based on 69.6 acres, and is in addition to subdivision infrastructure costs, necessary off -site improvements, and specific lot improvements. o Alternate 1: $1.09 o Alternate 2: $0.97 o Alternate 3: $1.03 6.0 CONCLUSION Each of the three alternates reviewed above have different pro's and con's but have a similar cost. A preferred rail access alternate is not chosen at this time. Additional site development work is necessary to identify constraints to each alternate. A separate Ranking Criteria Worksheet will be prepared to assist in determining the preferred alternate. Mandeville Industrial Park Railroad Feasibility Study — Page 17 7.0 REFERENCES American Association of State Highway and Transportation Officials (AASHTO). A Policy on Geometric Design of Highways and Streets. Washington, DC: AASHTO, 2001. American Association of State Highway Transportation Officials (AASHTO). Roadside Design Guide. Washington, DC: AASHTO, 2002. American Railway Engineering and Maintenance -of -Way Association ( AREMA). Manual for Railway Engineering 2000. AREMA CD -ROM 2000. City of Bozeman. Uniform Development Ordinance. Latest Edition. Federal Highway Administration (FHWA). Manual on Uniform Traffic Control Devices. Washington, D.C: U.S. Department of Transportation (USDOT), FHWA, 2003 Institute for Transportation Engineers (ITE). Traffic Safety Toolbox: A Primer on Traffic Safety. Washington, DC: ITE 1993. Montana Department of Transportation (MDT) Traffic Engineering Manual. Helena, Montana: 2000. R.L. Banks & Associates, Inc. 2000 Montana State Rail Plan Update. Montana Department of Transportation website: 2000. Robert Peccia & Associates, Greater Bozeman Area Transportation Plan, 2001 Update. City of Bozeman website. Robert Peccia & Associates. Traffic Impact Study — Draft, Mandeville Development, Bozeman, Montana. March 2006. Think Tank Design Group Inc. City of Bozeman Mandeville Farm Site Analysis. January 2006. Transportation Research Board (TRB). Highway Capacity Manual 2000. Washington, DC: TRB, National Research Council (NRC), 2000. U.S. Architectural and Transportation Barriers Compliance Board (US Access Board). Americans with Disabilities Act Accessibility Guidelines for Buildings and Facilities (ADAAG). 36 CFR Part 1191. As amended through September 2002. U.S. Department of Transportation (U.S. DOT). Guidance on Traffic Control Devices at Highway -Rail Grade Crossings. U.S. DOT website: ed. FHWA, FRA, FTA, & NHTSA, November 2002. Mandeville Industrial Park Railroad Feasibility Study — Page 18 Think Tank Design Group Concept Site Plan A P P e n d i x Ed] A I B 1 C D E F G at" PROPERTY BOUNDARY PROPOSED TRACT REALIGNMENT ----------- - ------------ --------------- --- SETBACKS EXISTING SEWER AND WATER �•\` ,1 SS y �.* PROPOSED SEWER AND WATER RAIL LINE (EXISTING AND PROPOSED) 1 \�`• ,� Zo POSSIBLE FUTURE SUBDIVSION / ±'\ • WATER COURSE J `� \\� =;, :\ ENTRYWAY CORRIDOR 0 150 300 600 IORTH NEW TRACT 2-A S Z 13.4 ac ` ` �� \, NEW TRACT 1 -A TRA,:,l 2— 19.5 ac o.0 I- 4 m , �iol I-- To Ns p co l /, , 0 �lpxl' NEW TRACT 4-A 2 \♦ 1.9 ac 40 Ro NEW TRACT 0, 17.1 ac N q�ELL TOWER SITE STATE LANDS - H 67))l 112., Selected "Greater Bozeman Area Transportation Plan, 2001 Update" Figures A P P e n d i raill c ,`� ✓:� ) ` 46 l i Map Not to Scale CO Z2 J CTSM•21 , \ iopj CTSM 9rtrincrCanvonDave Umm 41 j _ Tschachc \ `. ..� - r 1 9 CTSM -3 �- s — l a Tar:rarar.6 St. $ DBrslon F.U. _ ! ! 1.4 _ r.._.._.._ lilpr( St JAIL111 j f ld� tinn.al tit qi� I I c I I I T 1 ! o I •,r •"• : r s� 1 ! R rrnrh SL 1 c.f 7.7 jI ilzr c r 15 U f • I r. l r S — � Sr !'A SI OiI'erSnt Sr m � _ I jjI�� � hr.nrl u ? H. • �._ 1a1i Lv n /+`f I l i I � n 9•�c =1,. Gram St. I CD Sruc1 l ..J ; K,rrl =Btvf; 3 I I 9 :R — Legend _..__..�.._. l Committed TSM Improvement Ft7 i G Recommended TSM Improvement O Recommended TSM Improvement �• j ; = / a Intersection Modifications and Traffic Signal Installations ` City Limits I Committed TSM Improvements CTSM -1. Install new traffic signal at the intersection on Griffin and North 7' CTSM -2. Install a new traffic signal at Baxter and North 19" CTSM•3. Restrict east Bound left turns at the intersection of Baxter and North 7° Recommended TSM Improvements TSM -1. North 7' and Oak Street: Modify the traffic signal to include protected left rums for the north and south approaches. TSM -2. S Avenue and Villard Street: Install stops igns on the north andsoulh approaches to the intersection, and to trim [he tree limbs to improve the sight distance. TSM -3. N. 7' and Mendenhall: The operation of this intersection could be improved by restriping the east approach to include a designated right turn lane. TSM-4. Willson, Olive toMai n: Remove parking from the east side of the street, and stripe two northbound lanes. TSM•5, MainandRouse: Restrict parking along the east side of Rouse within a half block of the intersection and provide designated right turn lane. TSM-6. Rouseand Babcock: Channelize Intersection. TSM -7. Grand Avenue and Koch Street: Fourteen accidents occurred at this intersection during the study period, with one injury reported. All but one of these accidents were right angle collisions. It is recommended to install stop signs on the north and south approaches. TSM -6, KagyandFairway: Improve thesighl distance at this intersection by removing the vegetation. TSM -9. Kagy and Sourdough: Improve the sight distance at this intersection by removing the vegetation. TSM-10. Kagy Boulevard and Highland Boulevard: Improve the sight distance at this intersection by removing the vegetation. TSM-11. Frontage Road, Bozeman to Belgrade: Conduct a speed limit study. TSM -12. Frontage Road, Bozeman to Belgrade: Eliminate the passing zones in the vicinity of driveways and intersections. TSM-13. Jackrabbit Lane: Conduct a speed study. TSM -14. S. 3rd & Goldenstein: Install right turn lane or ramp on south approach. TSM-15. Main& 11th: Increase the radius on the southwest corner to improve intersection geometrics. TSM-`16. G alligator Corridor:Acqu ire the old railroad bed southwest of town between Bozeman and Gallatin Gateway for use as a porli on of the ped/bike trail system. TSM- 17through46. Modify Intersection and Install Traffic Signal. N N3 C W y a ty SD w ZZ Committed TSM Improvements CTSM -1. Install new traffic signal at the intersection on Griffin and North 7' CTSM -2. Install a new traffic signal at Baxter and North 19" CTSM•3. Restrict east Bound left turns at the intersection of Baxter and North 7° Recommended TSM Improvements TSM -1. North 7' and Oak Street: Modify the traffic signal to include protected left rums for the north and south approaches. TSM -2. S Avenue and Villard Street: Install stops igns on the north andsoulh approaches to the intersection, and to trim [he tree limbs to improve the sight distance. TSM -3. N. 7' and Mendenhall: The operation of this intersection could be improved by restriping the east approach to include a designated right turn lane. TSM-4. Willson, Olive toMai n: Remove parking from the east side of the street, and stripe two northbound lanes. TSM•5, MainandRouse: Restrict parking along the east side of Rouse within a half block of the intersection and provide designated right turn lane. TSM-6. Rouseand Babcock: Channelize Intersection. TSM -7. Grand Avenue and Koch Street: Fourteen accidents occurred at this intersection during the study period, with one injury reported. All but one of these accidents were right angle collisions. It is recommended to install stop signs on the north and south approaches. TSM -6, KagyandFairway: Improve thesighl distance at this intersection by removing the vegetation. TSM -9. Kagy and Sourdough: Improve the sight distance at this intersection by removing the vegetation. TSM-10. Kagy Boulevard and Highland Boulevard: Improve the sight distance at this intersection by removing the vegetation. TSM-11. Frontage Road, Bozeman to Belgrade: Conduct a speed limit study. TSM -12. Frontage Road, Bozeman to Belgrade: Eliminate the passing zones in the vicinity of driveways and intersections. TSM-13. Jackrabbit Lane: Conduct a speed study. TSM -14. S. 3rd & Goldenstein: Install right turn lane or ramp on south approach. TSM-15. Main& 11th: Increase the radius on the southwest corner to improve intersection geometrics. TSM-`16. G alligator Corridor:Acqu ire the old railroad bed southwest of town between Bozeman and Gallatin Gateway for use as a porli on of the ped/bike trail system. TSM- 17through46. Modify Intersection and Install Traffic Signal. 1 z Map Not to Scale j 90 *�\el Hulbert 8 _.._.._.. w j � 1 ,• � f • '1 - I s uadmans Gulch j 90 C ''I r, :'1-e - 5ri•.ine• tour on Drive, / �- i 30 11 I i I 2U reni:,rac,, Sr C_1 /ilrJv. ,i i I f rn Won . r I' . I r i IT :1 l W t 'n ,1 i 9 2 j 3 ^ _t o f C r1, - r I h_ I str r S. I _ l im . n. a or st 3 _ A fr.-,;nj kr I v `6 yam. Cinvolaild 14t I a j 1 i I Grant 3 Nagy Blvd. xa , 5 ' ' _ Stuck d �.._. : Karl,,Btid - 5 I > 16 '� I •ni 1 ; 40 % L I _.J i 25 r �a Legend City Limits Recommended Improvement I•• -• © Recommended Improvement Reference Number ✓� =---�� C -2 Committed Major Road Improvement Number Committed Major Road Improvement �ordensrernB;. Major Recommended Improvements 1. N. 19' - Baxter to Springhill, widen to 5 -12111e urban arterial. 2. S. 19' - College to W. Main, widen to 54ane urban arterial. 3. S. 19' - Kagy to College, widen to 5-lane urban arterial. 4. Kagy - S. 19' to Willson, widen to 3 -lane urban arlerial. 5. S. 3' - Graff to Kagy, widen to 3-lane urban collector. 6. Rouse - E. Main to Story Mill, widen to 3 -lane urban arterial. 7. College - W. Main to S. 191h, widen to 5 -lane urban arterial. 8. College - S 19' to S. 8', widen to 3-lane urban arterial. 9. Cottonwood - Stucky to Valley Center, construct 3-lane urban arterial. 10. Fowler/Davis - Stucky to Valley Center, construct 2 -lane urban arterial. 11. Hulbert - Valley Center to Cottonwood, construct 2 -lane urban collector. 12. Deadmans Gulch - N. 19' to Cottonwood, construct 2 -lane urban collector. 13. Kagy /Stucky - S.19'to Cottonwood, construct 2 -lane urban arterial. 14. Durston - N. 19' to Cottonwood, widen to 3 -lane urban arterial. 15. Oak - N. 19' to Cottonwood, construct 3 -lane urban arterial. 16. Graff - S. r to S. 19', connect with paved 2 -lane urban collector. 17. S. 11' - Kagy to Graff, connect with 2 -lane urban collector. 18. NA 1' - Durston to Baxter, connect with a 2 -lane urban collector. 19. N. 15' - Durston to Baxter, connect with a 2 -lane urban collector. 20. N. 27' - Durston to Valley Center, connect with 2 -lane urban collector. 21. KagylBozeman Trail - Highland to 1 -90, upgrade to 2 -lane rural arterial and realign. 22. W. Babcock - W. Main to Ferguson, widen to 3-lane urban collector. 23. W. Babcock -11' to 19', upgrade to 2 -lane urban collector. 24. Lincoln - S. 11' to S. 19', upgrade to 2 -lane urban collector. 25. Sourdough - Kagy to Goldenstein, upgrade to 2 -lane rural collector. 26. S. Church - Upgrade to 2 -lane urban collector. 27. W. Main - 7' to 19', install raised median, landscape median where possible. 28. Frontage Road - N7th to Belgrade, widen to 3 -lane rural arterial, 29. Springhill Road- Frontage Road to Sypes Canyon, widen to 3-lane rural arterial. 30. Baxter Lane - N 11 th to N 19th, upgrade to 2 -lane urban arterial. 31. Baxter Lane -191h to Cottonwood upgrade to 2 -lane urban arterial. 32. Haggerty LanelBozeman Trail - East Main to Kagy, upgrade to 2 -lane urban arterial. 37. Griffin Drive/Railroad Underpass. 38. Cedar Street - Upgrade to 2 -lane urban collector and connect to Rouse. 39. Ferguson - Main to Valley Center, connect with 2 -lane urban collector. 40. Highland Trail Improvements - Construct a trail along Highland Ridge from Kagy to Goldenstein. Committed Major Road Improvements C -1 Reconstruct Durston as a three -lane road from N. 7' to N. 191h. C -2 Upgrade traffic signal and make geometric improvements at Main and N. 19°' including: widen south approach, add double left on west approach, extend left turn lane on north approach, and modifying the S. 19' /Babcock intersection to restrict some movements. C -5 Upgrade old traffic signals and coordinate entire traffic signal system (not shown on figure). CD O � m ® m 03 N 0 � CID C oa fy CID iv o `� cn C) a o' CID r•-F tlg Major Recommended Improvements 1. N. 19' - Baxter to Springhill, widen to 5 -12111e urban arterial. 2. S. 19' - College to W. Main, widen to 54ane urban arterial. 3. S. 19' - Kagy to College, widen to 5-lane urban arterial. 4. Kagy - S. 19' to Willson, widen to 3 -lane urban arlerial. 5. S. 3' - Graff to Kagy, widen to 3-lane urban collector. 6. Rouse - E. Main to Story Mill, widen to 3 -lane urban arterial. 7. College - W. Main to S. 191h, widen to 5 -lane urban arterial. 8. College - S 19' to S. 8', widen to 3-lane urban arterial. 9. Cottonwood - Stucky to Valley Center, construct 3-lane urban arterial. 10. Fowler/Davis - Stucky to Valley Center, construct 2 -lane urban arterial. 11. Hulbert - Valley Center to Cottonwood, construct 2 -lane urban collector. 12. Deadmans Gulch - N. 19' to Cottonwood, construct 2 -lane urban collector. 13. Kagy /Stucky - S.19'to Cottonwood, construct 2 -lane urban arterial. 14. Durston - N. 19' to Cottonwood, widen to 3 -lane urban arterial. 15. Oak - N. 19' to Cottonwood, construct 3 -lane urban arterial. 16. Graff - S. r to S. 19', connect with paved 2 -lane urban collector. 17. S. 11' - Kagy to Graff, connect with 2 -lane urban collector. 18. NA 1' - Durston to Baxter, connect with a 2 -lane urban collector. 19. N. 15' - Durston to Baxter, connect with a 2 -lane urban collector. 20. N. 27' - Durston to Valley Center, connect with 2 -lane urban collector. 21. KagylBozeman Trail - Highland to 1 -90, upgrade to 2 -lane rural arterial and realign. 22. W. Babcock - W. Main to Ferguson, widen to 3-lane urban collector. 23. W. Babcock -11' to 19', upgrade to 2 -lane urban collector. 24. Lincoln - S. 11' to S. 19', upgrade to 2 -lane urban collector. 25. Sourdough - Kagy to Goldenstein, upgrade to 2 -lane rural collector. 26. S. Church - Upgrade to 2 -lane urban collector. 27. W. Main - 7' to 19', install raised median, landscape median where possible. 28. Frontage Road - N7th to Belgrade, widen to 3 -lane rural arterial, 29. Springhill Road- Frontage Road to Sypes Canyon, widen to 3-lane rural arterial. 30. Baxter Lane - N 11 th to N 19th, upgrade to 2 -lane urban arterial. 31. Baxter Lane -191h to Cottonwood upgrade to 2 -lane urban arterial. 32. Haggerty LanelBozeman Trail - East Main to Kagy, upgrade to 2 -lane urban arterial. 37. Griffin Drive/Railroad Underpass. 38. Cedar Street - Upgrade to 2 -lane urban collector and connect to Rouse. 39. Ferguson - Main to Valley Center, connect with 2 -lane urban collector. 40. Highland Trail Improvements - Construct a trail along Highland Ridge from Kagy to Goldenstein. Committed Major Road Improvements C -1 Reconstruct Durston as a three -lane road from N. 7' to N. 191h. C -2 Upgrade traffic signal and make geometric improvements at Main and N. 19°' including: widen south approach, add double left on west approach, extend left turn lane on north approach, and modifying the S. 19' /Babcock intersection to restrict some movements. C -5 Upgrade old traffic signals and coordinate entire traffic signal system (not shown on figure).