ALTERNATIVE RAIL CORRIDOR STUDY LANDER COUNTY, NEVADA · 2013-09-11 · Alternative Rail Corridor Study Lander County, Nevada 2.0 METHODOLOGY The first step in evaluating alternative

ALTERNATIVE RAIL CORRIDOR STUDY LANDER COUNTY, NEVADA

Prepared For:

Lander County Board of County Commissioners

Prepared By:

ETS Pacific, Inc. 3030 S.W. Moody Ave.

Portland, Oregon 97201-4867 (503)222-5840

November 1994

Contents

Section Page

1.0 INTRODUCTION .............................................. 1 1.1 Purpose . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1

2.0 METHODOLOGY .............................................. 5

3.0 GENERAL GEOGRAPHIC DESCRIPTION ........................... 7 3.1 Corridor Specific Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7

3.1.1 Reese River Route . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 Reese River Valleyflndian Valley Route . . . . . . . . 10 3.1.1.1

3.1.2 Antelope Valley Route . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 Crescent Valley Route . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 Carico Lake Valley Route . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 Grass Valley Route . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13

3.1.3 3.1.4 3.1.5 3.1.6 Carlin Route . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13 3.1.7 Hickson Summit Route . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14 3.1.8 Rail Connection To Southern Pacific Main Line . . . . . . . . . . . . 14

4.0 CONCLUSION ............................................... 18

APPENDIX A: Preliminary Rail Corridor Study. 1990

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Figures

Number

Fig . 1-1 Fig . 1-2 Fig . 3-1 Fig . 3-2

Page

Location Map . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Rail Routes Identified By DOE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Route Map . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 Interstate 80 Crossing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17

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Alternative Rail Corridor Study Lander County, Nevada

1.0 INTRODUCTION

Lander County is one of ten affected units of local government (AULG) participating in the Yucca Mountain Repository Program. The County is particularly concerned about potential shipments of high-level radioactive wastes passing through Lander County enroute to the Yucca Mountain site. Major transportation facilities which could be used as routes include Interstate 80, U.S. Highway 50 and two mainline railroads which pass through nothern Lander County. All of these existing routes could be used for the transportation of waste to Yucca Mountain (See Figure 1-1).

With the development of the Multipurpose canister, approximately 90 percent of the nation’s waste will have to be shipped by rail to a geologic repository. Yucca Mountain is not currently served by rail. Rail access would have to be developed through portions of Nevada to the site.

In an initial attempt to identify potential rail access to Yucca Mountain, the U.S. Department of Energy in 1990 undertook a preliminary evaluation of potential rail corridors in Nevada (See Appendix A). A total of ten such routes were reviewed primarily for land use conflicts and grades. The proposed Carlin Route (See Figure 1-2) was identified as a potential route to Yucca Mountain. This route passes through southeastern Lander County approximately 15 miles east of Austin, Nevada.

Although the Department of Energy has reviewed several routes, at this time they have not designated any routes in Nevada to the Yucca Mountain site. As a result, route configuration and access/entry points are open to changes and or modifications.

Lander County residents have expressed concerns about transportation of high level nuclear waste. In a recent survey conducted by Lander County, only 36 percent of the respondents felt that high level nuclear waste could be transportated in an acceptably safe manner. As compared to other rural communities, the percentage of survey respondents who believed waste could be transported in an acceptably safe manner was much lower suggesting that the perceived level of risk is higher among Lander County residents.

1.1 Purpose

In response to issues of waste transportation and potential routing configurations, Lander County has undertaken an alternate rail route review with the intent of developing sufficient information about rail routing options which may be available through Lander County to the Yucca Mountain site. The County is not selecting routes, but rather developing an understanding of potential constraints and or advantages of corridors in Lander County. With such information the County is better able to evaluate and discuss routing options which are in the best interest of the County, its residents and the region as a whole. This study also reviews portions of the proposed Carlin Rail Route which passes through Lander County east of Austin, Nevada.

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Churchill County

Pers hing County

Carlir

Eureka County

# To Eureka

Miles

0 2 4 6 8 LOCATION MAP m

2

-- - OREGON I IDAHO

NEVADA

- HIGHWAY ROUTES

- MAINLINE RAILROADS

+ccc IDENTIFIED RAIL ALTERNATIVES

1 VALLEY 2 ARDEN 3 JEAN 4 CRUCERO 5 LUDLOW 6 MlNA

6A MlNA OPTION 7 CALIENTE 8 CARLIN 9 CHERRY CREEK 10 DIKE

Figure 1-2 Rail Options Identified by DOE 1989.

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The development of such information about rail routing options at the County level may also serve to alleviate concerns Lander County residents may have about the safe transportation of wastes through their communites.

In addition to the work done in this report, the County will also develop additional information about routing options through Lander County in order to adequately characterize and analyze potential route corridors. Such information will include the identification of potential environmental conflicts of the alternates routes as well as the Carlin Route and potential beneficial uses of rail routes. The information collected will be transferred and stored in digital format and will serve as a basis for the geographic information system being developed by Lander County for transportation analysis and cumulative risk assessment efforts.

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2.0 METHODOLOGY

The first step in evaluating alternative rail corridor routes through Lander County was to identify possible candidates by using USGS quadrangle maps (scale 1:250,000). Railway grade was the primary determinant in selecting potential alignments. Therefore routes were chosen that traversed valley floors and appeared to have transition grades into adjoining valleys that would accommodate train movement. The maps also flag geography that could be troublesome to a railroad such as narrow corridors, wetlands and drainages, towns, and roads. It is to be noted that the maps have contour intervals of only 200 feet so obstructions significant to a railroad often do not appear. For example, a hill 200 feet high at a distance of 10,000 feet (almost 2 miles) presents a grade of 2% which is significant and would not be evident.

Using a target maximum grade of 3.5%, preliminary corridor alignments were drafted onto the contour maps. The resulting routes were reviewed by Lander County representatives and corridors to be reconnoitered were selected. At the same time, criteria for evaluating the routes were developed and a spread-sheet was created for use in the field (Figure 1-1).

The field reconnaissance was conducted by driving the corridors, using the spread-sheets to note general terrain and any aspects that could be troublesome. The previously drawn alignments were modified when field conditions presented better alternatives. The following guidelines were used to define the preferred routes:

a

a

a

a

a

Keep to the valley edges Avoid bottom and/or irrigated land Avoid signs of human habitation Target the apparent lowest transition elevation between valleys Avoid crossings of streams and roads

0 Avoid hilly or striated topography

Determination of grades in the field was possible only to the extent of estimating relative ranges of steepness. The contours on the topographic maps used for the final alignment recommendations were used to determine the average grades reported.

Limiting grades for acceptability as a viable haul route are arguable. Typically a railroad route will be designed or compared on the basis of a tonnage rating. A tonnage rating is that tonnage that can be hauled at a specified minimum speed over a given territory. The acceptable ruling grade for a commercial operation might well vary from that which is acceptable for a limited use, short train operation like the nuclear waste train. The intent of this study is to identify corridors over which modern railroads could operate - not necessarily those which a freight railroad would choose. The limiting grades considered in previous reports include:

a Evaluate Alternative Rail Corridor Routes through Lincoln Co., NV to Yucca Mountain, NV, ETS Pacific, Inc., 1989: This study assumed an annual gross tonnage range of up to 0.9 MGT with 7 trains per week. Based on this premise, train speeds

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of 35 mph could be maintained on 2% grades. On grades of 3.5%, speeds of 20 MPH could be achieved (with 10 - 15 mph being considered just sufficient to keep the train moving).

DOE design standards: The DOE is employing limiting grades of 2% as a desirable maximum and 2.5% as an absolute maximum.

Railroad Engineering, Hay, 1982: This text cites an example of a train carrying 2,677 gross tons on a 2.5% grade at a minimum speed of 12 mph. Since this tonnage is more than twice that of the envisioned nuclear train, a 3.5% grade seems defensible for the preliminary consideration of routes.

This study is designed to identify corridors that may support additional investigation based on technically feasible railroad practices. The following route descriptions define average grades between points of changing slopes. The relative attractiveness of a given alignment, from a grade standpoint, can be inferred by reviewing the range of slopes, their frequency, and lengths.

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3.0 GENERAL GEOGRAPHIC DESCRIPTION

The general terrain consists of north - south oriented valleys separated by mountain ranges. Where one range approaches another, there generally occurs a gap or pass which offers a transition access from one valley to the next. It is these transition zones that present the main physical challenge in aligning railroad corridors through Lander County.

The grade profile across these transitions can be viewed in two ways. First, the ascending and descending slopes as one moves from a valley floor to the top of a ridge or gap. This viewpoint assumes that the railroad grade will follow the terrain and thus necessitate relatively light grading for the roadbed, at the expense of running on adverse grades. The second viewpoint considers the net average slope between valley floors. The implication is that, with heavy grading or tunnelling, the ruling grade could be quite light.

The second most prevalent feature is the many intermittent or dry streams that run from the watersheds separating the valleys. These streams run east - west, perpendicular to the corridors. For the most part they are of little consequence other than they indicate flow lines that would emerge during run-off after storms. The mitigation would be to raise the roadbed slightly above grade and provide culverts as required. The roadbed of the Nevada Central track and the drainage ditch cuts along the shoulders of the local roads attest to this approach.

The remaining geographic elements that distinguish one route from another are essentially limited to the prevalence of crossing roadways, the presence of mining and/or farming activities, wetlands, and the width of the corridors. Of special note is the presence of free- ranging cattle which are everywhere. Any rail corridor would have to be protected from livestock for its entire length.

3.1 Corridor Specific Description

This section describes the alternates routes reviewed in the study. Maps showing the locations of each route are shown on USFS Quad maps. A route map key is shown in Figure 3-1.

3.1.1 Reese River Route

This route begins in Battle Mountain and generally follows the roadbed of the now- abandoned Nevada Central Railway (NC) to Austin. From Austin the proposed line swings west to cross Railroad Pass, on U.S. Highway 50, into Smith Creek Valley. A corridor continuation beyond Austin in the Reese River Valley was not considered because, south, in Nye County, the valley climbs to a narrow pass into Indian Canyon at an elevation of almost 8,000 feet. Also this route would conflict with the Yomba Indian Reservation and the Toiyabe National Forest.

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KEY TO .1:.100000 USGS MAPS

Alternative Rail Corridor Study Lander Countv. Nevada

The NC (the Nevada Central Railroad) was a 93 mile long narrow gauge line built in 1880. It followed the valley of the Reese River for almost its entire distance. In 1881 plans were afoot to extend the line to Tonopah. The route would cross the Reese River Valley, go through what is now Railroad Pass, and traverse southward down the west slope of the Shoshone range to a point opposite Grantsville (abandoned). In the early 1900’s and again in the mid-30’s, this extension was promoted but never built. The NC was abandoned in 1938.

The proposed line would branch from the SP track east of Battle Mountain, off the tangent track west of Argenta Point (this connection will be discussed in a subsequent article). The route generally follows a 4WD road southwestward, south of the airport, crossing Hilltop Road and Old 8A. The line joins the old NC grade where it crosses State Highway 305, at Mile Post (MP) 20.5. From here it follows the old railroad grade, to the west of 305, for about 27 miles to where it rejoins 305 and begins the entry into Reese River Canyon.

The grade down the valley is slightly ascending at less than 0.5% and crosses numerous minor washes. The route crosses McCoy Mine Road at MP 23 and Fish Creek Road at MP 35. The latter road is the access to Fish Creek Basin and 2, 48 inch culverts at the crossing attest to the runoff that does occur. Irrigated farm land and ranch crossings occur at MP 40 and 45 and Antelope Valley Road intersects at MP 43. From MP 51.6 to 56.6 the old railroad grade and the highway occupy the same space. The canyon is tight and the grade increases slightly to a little over 0.6%.

The valley grows wider (about 1/2 mile) from MP 56.6 to 68, except for a narrow spot near MP 59, where Carico Lake Valley intersects. This section passes through agricultural land including Walters Ranch and D U G Meadows. At MP 68 a troublesome spot occurs where the railroad grade crosses the highway and the highway crosses the Reese River. There is only about 1/4 mile width in which to maneuver.

The next 14 miles are in a broad valley with the old railroad grade following the river, crossing from the east side to the west at MP 73. The grade is slightly ascending at 0.3% and there are numerous small washes from the Ravenswood watershed. These washes are typical of most of the terrain in all of these valleys. The requirement for the roadbed is to build on a modest embankment to raise the tracks above the flood plain. This type of construction was visible for most of the bed of the old road.

From MP 82 to 88 the line skirts the east side of Vigus Butte in a narrow valley. The railroad lies to the west of the river and follows it with numerous curves as it winds around the foot of the Butte. The corridor is further constrained by the highway which lies just to the east of the river. Grade is slightly ascending.

Once around Vigus Butte the route opens up into a broad valley with a light up-grade of 0.4% for the next 12 miles. Just past the Butte, at about MP 88, the old railroad grade curves to the southeast and heads toward Austin. At this point the proposed line swings to the southwest and crosses the valley toward Railroad Pass. There is no physical impediment to construction in this section except that the area is lush farmland all the way from the Butte to Austin. The terrain is bottom land and as such a light embankment would be

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Alternative Rail Corridor Study Lander Countv, Nevada

required to raise the track above the drainage. At MP 91 the line crosses U.S. Highway 50, just north of the Austin Airport, and begins to converge with State Highway 722.

At MP 100 the grade increases to 1.2% for 2.6 miles as it begins the ascent toward Railroad Pass, crossing 722 at MP 101.9. From MP 102.6 to 103.9 the grade increases to 2.5%. To gain the next 0.7 mile to the summit of the pass at elevation 6430 requires a 5% grade. The proposed line then crosses to the north side of 722 just west of the summit. The summit and slope down the west side are more gentle with a level portion for 0.4 mile, 2.5% for 0.8 mile, 3.3% for 0.5 mile, and 1.25% for the remaining 1.5 miles to the bottom of the pass at MP 107.8. The terrain through this segment is rocky and rolling.

From Railroad Pass the line enters Smith Creek Valley paralleling Highway 722 and passing south of what appears to be a large dry lake bed with a landing strip. The route crosses to the south side of 722 at MP 112.4 and continues down the east side of the broad valley, leaving the highway near Peterson Station at MP 116. The 17.7 miles from the bottom of the pass to MP 125.5 are on a slight up-grade of 1/4%. For a mile and a half there is a grade increase to 1.6% as the line ascends to the top of the ridge separating Smith Creek Valley from Ione Valley. The peak elevation is 6440 at MP 127 and the grade is level from here to the County line at MP 128. Beyond the lake bed the vegetation is sagebrush and the ridge separating the two valleys is of rolling terrain which will make the roadbed somewhat troublesome.

3.1.1.1 Reese River Valley /Indian Valley Route

This route follows the Reese River Valley south past Austin toward Black Mountain and Indian Valley. It was not identified as a possible candidate for field reconnaissance, based upon the preliminary routes drawn on the USGS 1:250,000 scale map, due to the high elevation at the south end of Reese River Valley, the long climbing grade, the narrow valley passes, and the steep grade descending through Indian Valley toward Tonopah.

The route would extend from MP 91 of the Reese River Valley Route at Vigus Butte west of Austin and proceed south of Highway 50 (Elev 5650’) for 20 miles (to MP 20) in a wide valley with a moderate +0.38% grade. It then begins to climb for another 22 miles (to MP 42) up a valley approximately 4 miles wide at a +0.78% grade. At MP 42 it enters a narrow (approximately l/4 mile wide) valley that climbs to the pass (MP 54) elevation of 7850’ at a 1.5% grade. From this point it begins a steep, 3.2%, downgrade for 11 miles through Indian Valley and on to Tonopah. The troublesome sections of this route are the long grade ascending to Indian Valley, the steep down grade from Indian Valley toward Tonopah, the high elevation of the pass, and the narrow canyons leading to and from the pass.

3.1.2 Antelope Valley Route

The Antelope Valley Route parallels the Reese River corridor and offers an alternative line from Battle Mountain that diverges to the west of the Shoshone Range and enters Smith Creek Valley at its head, thereby avoiding the transition through Railroad Pass. The

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proposed line leaves the Reese River alignment at MP 35 and proceeds in a southwesterly direction along the base of the Fish Creek Mountains, following Cain Creek for 18 miles. This alignment largely avoids the drainage and farmland of the Reese River. The grade is very slightly ascending, the terrain is somewhat hilly requiring light cuts and fills, and there are several farm crossings.

Between MP 18 and 35 the line follows Antelope Creek threading its way past three buttes that rise between 170 and 350 feet above the creek. The corridor here is limited to perhaps 1/2 mile and the ground is rising at a little over 1/2%. In the next five miles the grade increases to almost 1% and the route enters a small creek-bed canyon at White Sage Flat. From MP 40 to 48.5 the grade continues to increase to 1.3% while the line follows the small winding Antelope Creek canyon through 120 to 145 foot high striations of drainage from watersheds on either side. For the next 2.5 miles the route climbs at almost 2% to the north of a 275 foot butte, following a tributary of Antelope Creek to the gap marking the head of Smith Creek Valley at MP 51 and elevation 6480. Cuts and fills will be required in this area.

From the ridge top the descent into Smith Creek Valley is a more gradual 1% for 4 miles. The line goes between two 220 foot buttes and passes just east of Peterson’s Mill. For the next four miles the valley continues to widen and the slope decreases to 1/2%. The corridor crosses Highway 50 at MP 56.8, between New Pass and Mount Airy, just east of the Churchill County line. The route follows the west side of Smith Creek Valley on the level for the next 28 miles (MP 58 to 85). The line crosses numerous drainages from the Desatoya Mountains watershed and some cut and fill work, up to 20 feet, will be required. At MP 79.3 the corridor crosses Highway 722, roughly 4-5 miles west of Peterson Station and the Reese River alignment.

The line then begins to rise at a 1.5% grade passing to the east of three 200 foot buttes for 2.5 miles to elevation 6440 at the same ridge above Ione Valley described in the Reese River alignment. The last mile is level to the County line and the confluence with the Reese River route.

3.1.3 Crescent Valley Route

Although this alignment has its beginning at Beowawe in Eureka County, it soon enters Lander County at the town of Crescent Valley and offers a second route from the SP main line through the County which would provide access to the Tonopah area. An attractive feature of this line is that it connects to the SP in a location where the railroad runs south of Interstate 80 thereby avoiding the crossing of that highway.

From the connection at Beowawe the route travels southwesterly following the alignment of Coyote Creek and State Highway 306 along the west side of the valley. The line crosses from the east to the west side of 306 at MP 6.2. The grade for the first 15 miles is slightly ascending at 0.3%. There is bottom land to the east of the route and there is mining activity in the area with several mine access roads criss-crossing the valley.

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From MP 15 to 31.3 the grade is flat and passes through rolling hills up to 75 feet high. The line again crosses 306 at MP 22.5, east of Tenabo where the highway swings west toward the Gold Acres mine area. At MP 31.3 the valley is still wide but the grade begins a perceptible climb of 1.2% toward Dry Canyon. From MP 34.5 to 38.5 the slope increases to 1.6% and the corridor narrows to a tight valley 500 feet wide. For the next 6.7 miles the grade increases to 2.4% and the canyon narrows to 200 feet and becomes quite windy as it works its way through 150 high side hills. Flooding and slides would be a concern in this section. The peak elevation of 6300 is reached at Dry Canyon Summit at MP 45.2.

The descent down the first 5 miles of Dry Canyon is more gradual at 1.6% but the canyon is still winding and narrow at 400 feet wide with 100 foot side hills. The next 5 miles down Dry Canyon Wash is more gradual yet at 0.7% and the wash widens to perhaps 1,000 feet. From MP 55 to 65.6 the route is level along the west edge of 11 mile wide Grass Valley. This section is characterized by numerous small transverse washes from the east side of the Toiyabe Range watershed and rolling terrain. The hillocks are in the order of 30 feet high and the washes are perhaps 15 feet across.

At the south end of Grass Valley the route follows Callaghan Creek and begins a gradual rise of 0.6% for 8.6 miles. The geography is one of lush farmland with the Grass Valley Ranch sitting at the confluence of several creeks at MP 71. The line crosses State Road 21 at MP 74.2 and begins a more aggressive ascent of 1.6% up a 400 foot wide canyon. After 3.5 miles the grade turns steeper yet at 2.6% and the canyon narrows to 200 feet. The summit at elevation 6550 is reached at MP 79.5.

From the summit the descending grade is 1.3% for 7 miles through Rye Patch Canyon which averages 400 feet wide. At MP 86.5 Rye Patch Canyon begins to widen out into the head of Big Smoky Valley and the grade lightens to 0.8%. After 7 miles the route crosses Highway 50 at MP 93.6 and the descent flattens to 0.3% for another 10.4 miles. From this point on the corridor is essentially flat and runs for an additional 6.75 miles to the County line at MP 110.75, crossing Birch Creek and the all-weather road that crosses the Toquima Range into Monitor Valley.

The troublesome sections of this route are the heavy agricultural use at the south end of Grass Valley and the 20 miles of difficult terrain fiom there through the Rye patch Canyon area.

3.1.4 Carico Lake Valley Route

This alternative connects the north end of the Crescent Valley corridor to the middle section of the Reese River Valley line. The attributes of this alignment are that it takes advantage of the easy Beowawe connection to the SP and avoids the difficult geography of the lower Grass Valley and Rye Patch Canyon segments of the Crescent Valley line and the canyon section south of the entrance to Antelope Valley on the Reese River.

The route begins at MP 31.3 of the Crescent Valley corridor, south of Squaw Butte. It runs southwest for 2.5 miles across wet bottom land at an ascending grade of slightly less than

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1/2% toward the entrance to Rocky Pass. Rocky Pass itself is occupied by the access road to the valley and a ranch with a spring and a couple of wells. The grade through this short area of 0.6 miles is climbing at 1.3% through the narrow 160 foot pass. The next 4 miles continues a gradual ascent of 0.3% through a 1,000 foot wide cut between 40 foot high ridges. The geography in this area consists of irrigated farmland.

The next 18.4 miles follows the north edge of the wide valley, skirting the 3 mile long dry bed of Carico Lake, on a light ascending grade of 0.2%. The land east of Carico Lake is open pasture and to the west it is mostly undeveloped sagebrush. At MP 25.4 the terrain begins to rise at 1.3% as it follows a narrow drainage between 80 to 180 foot hills. From MP 26.0 to 26.7 the slope increases to 2.5% as the line winds around hills to the summit of the pass into Reese River at elevation 5400.

For 0.3 miles the grade is a steep 3% down from the pass as it follows a 100 foot wide creek bed. After this the line descends at a more gradual 1.5% for a mile and a half until it exits at the Reese River Valley floor at elevation 5210. From MP 28.6 to MP 30, where it connects to the Reese River Valley route at MP 58.4, the line follows the valley floor at an up-grade of a little more than 0.1%.

The north leg of the Iowa Creek drainage, which contains an access road into Carico Lake Valley, was considered as an alternative to the difficult southern exit described above. This corridor was found to be too steep, narrow, and winding to offer any advantage.

3.1.5 Grass Valley Route

The Grass Valley corridor differs from the Crescent Valley route in that it uses the short Cortez Canyon gap between the Toiyabe Range and the Cortez Mountains to directly access Grass Valley at its northern extremity. After leaving the Crescent Valley line at MP 20 the route heads due south across the valley floor at a declining grade of 0.8% for 5 miles and then an ascending grade of the same magnitude for another 5.6 miles. The geography through this section is the same as described for the Crescent Valley route.

At MP 10.6 the line encounters the entrance to Cortez Canyon. Although less than 3 miles long this canyon is likely the most problematic obstruction in any of the corridors. It is a narrow 160 feet wide and is already occupied by State Road 21. The ruling grade is 5.4% which accounts for most of the elevation gain on the entire route. Finally the line winds between steep rocky side hills which would make grading very difficult.

Emerging from the canyon the grade is level for over 8 miles as the line runs along the northwest edge of Grass Valley. From MP 21.6 the route turns due south again between the eastern flank of the Toiyabe Range and the flat bottom land of the valley which would be subject to flooding. At MP 24.4 the line curves to the southwest around Hot Springs Point and heads toward the connection with the Grass Valley Route at MP 36.6 (= MP 60 on Grass Valley). The grade in this segment declines at 0.3% to MP 27.4 and then ascends the rest of the way at 0.2%. The terrain throughout the corridor south of Cortez Canyon is characterized by rolling hillocks about 30 feet in height.

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3.1.6 Carlin Route

The Carlin Route, as proposed by the DOE, would cut diagonally southwest across Eureka County and cross the southeast corner of Lander County near the intersection of Monitor Valley and the west end of Bean Flat. This report characterizes the 28.6 miles of corridor that lies in Monitor Valley in Lander County.

At the east county line the grade elevation is 6250. Where the route leaves the County on the south border the elevation has increased to 6600. The line then is ascending at a little over 0.2%. At MP 6.9 the route crosses Highway 50. The valley is very wide, sparsely populated, and poses no problems for railroad construction.

3.1.7 Hickison Summit Route

This alternative route connects the Carlin line in Monitor Valley to the Crescent Valley corridor in Big Smoky Valley. The line begins at MP 5 on the Lander County Carlin segment and runs southwest across Monitor Valley toward Highway 50 and the gap through the Simpson Park Mountains. The first 3.8 miles is on a light up-grade of 0.25%.

The route crosses the highway at MP 4 and the ascent to Hickison Summit begins on a 1.8% slope, following along the south side of the highway. From MP 5.3 to 6.15 the grade increases to over 3% as the corridor rises to the summit. The proposes line then crosses back to the north side of the highway and descends at a steep 5.7% for a little over a mile in a narrow canyon next to the road. Besides the heavy grades in this section, the line would be subject to rock slides.

Exiting the canyon at MP 7.3 the grade reduces significantly to 2.2% and continues this way for a little over 2 miles, again crossing Highway 50 at MP 7.4. From here the line leaves the highway and heads southwest across Big Smoky Valley and the grade flattens to 1.4% from MP 9.38 to 10.64. The rest of the route to the connection with the Crescent Valley line at MP 20.7 (MP 100.9 on Crescent Valley) is on a gentle down-slope of 1/2%. The valley floor presents no problems although the route crosses two all-weather roads, including the one to Petes Canyon at MP 17, and Birch Creek.

3.1.8 Rail Connection To Southern Pacific Main Line

There are two primary corridors that have been identified that connect to the main line of the Southern Pacific Railroad. The Reese River Route is the only one that will need to cross Interstate Highway 80 (See Figure 3-1). The other, at Crescent Valley, would connect at Beowawe where the railroad lies to the south of 180.

Throughout the United States the railroads were usually in place prior to the construction of the Interstate System. Because of this sequence the highway alignments were designed to provide grade separation at railroad crossings. Generally the roadway passes over the railroad tracks. This arrangement is logical because it caused little disruption to the railroad

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and the width of the crossing is much narrower than if the railroad had to cross the highway.

In the present situation, one option would be to re-profile a section of the Interstate and simply allow the railroad to pass under. Assuming a 3% grade and the necessity to gain an elevation differential of 30 feet, about 0.4 mile of highway would need to be re-graded. In the context of the development of a nuclear haul route to Yucca Mountain, this approach might well be feasible. In this case the location of the connection to the railroad could be made anywhere that would allow track access to the Reese River Valley. The decision would be geo-political and is beyond the scope of this study.

Because the highway is already there, this report focuses on the railroad over-crossing the roadway. There is an identified crossing like this on Interstate 84 in Oregon, just west of Boardman. The situation here is that the Portland General Electric Company coal-fired power plant is located south of the Interstate while the Union Pacific Railroad tracks are on the north. It is required to deliver unit trains of coal to the plant, so a grade-separated crossing was needed. The line is configured such that there is an east-facing turnout from the main line that connects to a spur to the south and the line simultaneously rises and curves toward the highway. After reaching the required elevation, the track crosses the Interstate on a railroad bridge, thereafter descending to natural grade.

The most significant physical feature that limits flexibility in the development of a similar connection in Lander County is the close proximity of the railroad track to the highway. Horizontal separation is about 250 feet for most of the distance east of Battle Mountain, widening to 750 feet about 1/2 mile out of town. On the west side the separation is on the order of 500 feet. This arrangement makes it more difficult to gain elevation and get turned to cross 180.

The railroad and highway grade elevations across the valley at Battle Mountain are essentially the same, so the connection location(s) cannot take advantage of a pre-existing natural grade separation. The criteria therefore involve the direction of train travel, track grade, space to gain and lose the separation elevation, and conflicting geo-physical obstructions. For planning purposes the assumed track grade is 1% and the elevation to be gained is 20 feet. With these parameters it will require 2,000 track feet to gain the height necessary to cross the Interstate.

Because of the narrow distance between the main line and road, the spur line will have to run essentially parallel to and between the two for 2,000 feet to gain elevation. Also because of the narrow corridor, the line will have very little room for curvature to align for crossing the highway. For these reasons it makes sense to locate the crossing at a pre-existing highway curve to gain as much relative angulation as possible. Such an opportunity exists where the main line and I80 come around the west side of Argenta Point. There is almost 2 miles of tangent track, heading in a southwesterly direction, west of Argenta siding, before the alignment curves west near the gravel pit to the east of Rosny. The east end of this curve is the proposed location for the crossing with the turnout connection at the main line being about 1/2 mile east.

15

Alternative Rail Corridor Study Lander Counw, Nevada

A preliminary opinion of cost range for this connection is $1.5 million based on 2,000 feet of embankment to raise track grade 20 feet, a 200 foot long concrete pile and cap, steel stringer, ballasted-deck bridge, and a 2,000 foot long decline embankment. This cost does not include the turnout or the 4,000 feet of track because they would be required at any connection.

Besides the alignment, this location has other advantages: The switch will be facing the direction of the inbound trains. The location is well to the east of downtown Battle Mountain and trains will not have to go through town. The corridor is the broadest here and skirts the more developed sections of the area.

Regarding other possible connection locations in Lander County, there really are not any. The only valley in the County accessible to the SP is Reese River. The Argenta Rim blocks access to the east and Battle Mountain blocks it to the west. An alternative connection could be made to the west of Battle Mountain which would involve a very acute angle of crossing because there is no highway curve to take advantage of. Additional difficulties with this alignment are the negatives of the Argenta Point location: the turnout would face away from inbound traffic; the corridor is more constrained and the track would have to come closer to developed parts of town; the line would cross State Highway 305; and the route would have to curve from a southeasterly departure direction around to the southwesterly Reese River alignment.

A third possibility is a west facing switch at the railroadhighway curve just east of town. The fatal flaw with this alignment is that the spur would have to occupy the same corridor as Hilltop Road and the track would run right into the Airport.

16

H 1

ELEVATION AT OVERCROSSING 1' = M'

PLAN AT 180 OVERCROSSING SCALE 1- = 500'

TO REESE RIVER ROUTE

Figure 3-2 Interstate 80 Overcrossing 17


4.0 CONCLUSIONS

The selection of a preferred corridor is dependent on a number of geographic factors, not all topographical, and socio-economic considerations. These factors and considerations include the following:

Average track grade Average curve deflection Average train speed Number of grade crossings Amount of cut and fill required Number of tunnels and/or bridges required Length of corridor Character of the rest of the route, south of Lander County Total project cost Flooding potential Population density Environmental sensitivity, e.g., wetlands, agricultural lands, tribal lands, etc. Economic opportunity, i.e., potential for serving other public or private transportation needs Political considerations

As can be seen by looking at this list, a number of trade-offs come into play when selecting the best alternative. In the case of a nuclear waste haul route, the traditional evaluation of these variables becomes skewed because of the nature of and the reason for the product being carried and its political sensitivity. From a strictly railroad building point of view all of the studied routes are feasible. It is not the intent of this study to conduct an analysis and present a ranking of corridors. It may be helpful to furnish a broad, brief comparison in order to help gain a perspective of the significant, physical differences among the alternatives.

There are basically two primary routes involved - Reese River Valley and Crescent Valley. The advantage of the latter is that it can connect to the SP without crossing 1-80. The other corridors offer trade-offs that may or may not offer an overall advantage.

The Antelope Valley route avoids four troublesome segments of the Reese River Valley alignment: the narrow, 5 mile section of Reese River Canyon; the tight spot at MP 68; the narrow valley east of Vigus Butte; and Railroad Pass. The trade-off is the passage through the Antelope Creek canyon, from White Sage Flat to the head of Smith Creek Valley. This passage, however, is not a severe limitation and the maximum grade is still only 2%.

The Crescent Valley Route has two troublesome sections - the passages over Dry Canyon Summit and up to and through Rye Patch Canyon. The Carico Lake Valley alignment avoids the Reese River Canyon segment on that route and Rye Patch Canyon on The Crescent Valley Route at the cost of a relatively severe transition into the Reese River Valley. The Grass Valley route avoids Dry Canyon Summit at the expense of having to get through Cortez Canyon. Finally, the Hickison Summit Route offers a way to access Big Smoky

18


Valley. However, the crossing of the summit would be costly.

As mentioned before, and in the context of the overall cost of a railroad to Yucca Mountain (not to mention the total Yucca Mountain project cost) none of the difficult terrain discussed herein would appear to prohibit the further evaluation of any of these routes. By observation, at this point, it looks like the Antelope Valley route has the fewer trouble spots.

19


Appendix A Preliminary Rail Access Study 1990

20

Y,

US. DEPARTMEM OF ENERGY -'- --L .. " 'X

0 C R W M

YUCCA MOUNTAIN PROJECT

PRELIMINARY RAIL ACCESS STUDY

JANUARY 1990 UNITED STATES DEPARTMENT OF ENERGY NEVADA OPERATIONS OFFlCElVUCCA MOUNTAI N PROJECT OFFICE


Prepared by: Technical & Management Support Services Contractor

Yucca Mountain Project Contract #DE-AC08-87NV10576

Prepared for: Yucca Mountain Project Office Nevada Operations Office U.S. Department of Energy

Las Vegas, Nevada

JANUARY 1990

6.0 REFERENCES

NWPA (Nud.r W m Pdicy M), 1982. Nuckrr waste Pdicv Ad of 1-42 USC

NWPM (Nudear WproI PooCy Arnmdmm &!), 1987. Nud# Wersto Palicv A m-

10101.

ACtat1987.

Trans- J w , 1m. State of N- 1986. StBkuuid. Reil Ptanmna Prwram, -of

code of Federal Reg&tbfu T i 10, Part 960,1985 Ed-

R-1

ACKNOWLEDGMENT

This document was prepared by:

J. J. Tappen (Westinghouse Electric Corporation) and W. B. Andrew (Science Applications International Corporation [SAC]) of the Technical and Management Support Services (TLMSS) contractor under direction of Kathleen F. Grassmeier, Transportation Coordinator, Project and Operations Control Division, Operations Control Branch, Yucca Mountain Project Office, U.S. Department of Energy. The authors appreciate and acknowledge the support and assistawe of:

F. Parker, SAICTTLMSS J. Coombs, SAICTTLMSS M. Westcamp, SAIC/T&MSS and C. Weiss, SAlCm&MSS

Report was prepared under Contract #DE-AC08-87NV10576

REPRODUCTION REQUEST

INSTRUCTIONS: THIS REQUEST MUST BE COMPLETED IN FULL AND ACCOMPANY ALL WORK. FAILURE TO ANSWER THE REQUIRED INFORMATION MAY DELAY COMPLETION.

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DATE OF REQUEST: TIME :

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SPECIAL INSTRUCTIONS

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BINDING L l3C A A a G € oh/€S

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&INGLE SIDED ORIGINAL 0 DOUBLE SIDED ORIGINAL 0- SINGLE SIDED COPY WDOUBLE SIDED COPY

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ADMINISTRATIVE c) STATISTICAL

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TABLE OF CONTENTS

Executive Summary v . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 . 0 INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1

1.1 Background . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 1.2 Office of Civilian Radioactive Waste Management Transportation Activities . . . . 2 1.3 ReportOve rview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2

2.0 PRELIMINARY RAIL ACCESS STUDY . . . . . . . . . . . . . . . . . . . . . . . . . 3

2.1 IdentificationofRoutes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 2.2 Land-UseCompatibility . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 2.3 Access to Regional Rail Carriers . . . . . . . . . . . . . . . . . . . . . . . . . 4 2.4 De- of Energy Sponsored Public and Agency Forums . . . . . . . . . . 5

3.0 RAIL ACCESS OPTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6

3.1 Description of Options . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 Option 1 . Valley . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6

Opbon 3 . Jean . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 Option 4 . Crucero . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 Option 5 . Ludlow . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14 Option6-Mina . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14 option 7 . catiente . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17 Option 8 . Carlin . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21 Option 9 . Cherry Creek . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21 Option 10- Dike . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24 Lincoln County Option . Route A . . . . . . . . . . . . . . . . . . . . . . . . . 24 Lincoln County Option . Route B . . . . . . . . . . . . . . . . . . . . . . . . . 24 Lincoln County Option . Route C . . . . . . . . . . . . . . . . . . . . . . . . . . 24

3.2 Capital, Operasing, and Maintenance Costs . . . . . . . . . . . . . . . . . . . 26 3.2.1 Capital cost estimates . . . . . . . . . . . . . . . . . . . . . . . . . . . 26 3.2.2 Operating and maintenance cost estimates . . . . . . . . . . . . . . . . . 27

4.0 OPTION EVALUATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29

4.1 Land-we Compatibility . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29 4.2 Access to Regional Carriers . . . . . . . . . . . . . . . . . . . . . . . . . . . 32

5.0 RECOMMENDATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33

6.0 REFERENCES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . R1

Opti2-Arden . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9

iii

LIST OF FIGURES Fiaure . Tile

Figure 1 Figure 3-1 Figure 3-2 Figure 3-3 Figure 3-4 Figure 3-5 Figure 3-6 Figure 3-7 Figure 3-8 Figure 3-9 Figure 3-10 Figure 3-11 Figure 3-12

Department of Energy Identified rail options . . . . . . . . . . . . . . . . . vi Option 1 : Valley Siding . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 Valley Option-land use considerations . . . . . . . . . . . . . . . . . . . . . 8 Option 2: Arden . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 Option 3: Jean . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 Option 4: Crucero . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13 Option 5: Ludlow . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15 Option 6: Mina . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16 Option 6a: Mina alternative . . . . . . . . . . . . . . . . . . . . . . . . . 18 Option 7: Caliente . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22 Option 9: Cherry Creek . . . . . . . . . . . . . . . . . . . . . . . . . . . 23 Option 10: Dike . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25

Option 8: C irlin

LIST OF TABLES

Table 3-1 Summary of option costs . . . . . . . . . . . . . . . . . . . . . . . . . . . 28 Table 4-1 Land-use conflicts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30

i v


EXECUTlVE SUMMARY The Yucca Mountain site, located on the southwestern edge of the Nevada Test Site (NTS), is an undeveloped area under investigamn as a potential site for nudear waste disposal by the US. Department of Energy (DOE). The site currently lacks rail service or an existing right-of-way. If the site is suitable and selected for development as a disposal site, rail sew- ice is desirable to the Office of Civilian Radioactive Waste Management (OCRWM) Program because of the potential of rail transportabon to reduce costs relatiie to highway transportation (DOE, 1986, Appendix A).

Routes described here do not represent the DOE selection of routes. .The DOE recognizes that transportation issues, including routing, will need a full and open treatment under requirements of the National Environmental Policy Act. This means that the issue of transportation will be included in public hearings to support development of an Environmental Impact Statement for the Yucca Mountain Project. This study was completed as part of DOE activities to evaluate options for addressing, as appropriate, the effects of waste transportation.

Ten rail options were identified in DOE rail access investigations to date. Alternatives within each major option were also developed wherever possible. These opons were developed to conform to standard railroad engineering practices and avoidance of obvious land use conflicts. Each option was then evaluated further for other potential land use conflicts and p e tential access to regional rail camers. Three Routes with few potential land use conflicts and access to regional carries are recommended for further investigation. Figure 1 shows the location of the ten rail options.

All of the ten options provided access to one or more regional rail carriers. The major options are named for the area at which they connect to the mainline railroad. They are identified as the Valley, Arden, Jean, Caliente, Crucero, Dike, Ludlow, Mina, Cherry Creek, and Cariin, omons. The first six opt~ons would be spurs from the Union Pacific (UP) Railroad; the Ludlow option would connect to me S-ta Fe (SF) and UP mainlines: the Mina option would onginate from the Sarthem Pacific (SP) Railroad. The Cherry Creek and Carlin options would originate from the UP and the SP railroads. The Jean option could also access the SF Railroad throogh an existing agreement with the UP.

Each of the options were reviewed to identrfy land-use compatibility issues. They were cate- gorized as either having existing conflicts that are not likely to change prior to DOE needing access, having potential conflicts, or having no identified conflicts. Caliente and Jean options were found to have no significant land-use conflicts. .

Land-use conflicts were identified for the Arden, Crucero/Ludlow, and Dike options. The Arden route appears incompatible with exsting pnvate development activities and uncertan- ties associated with future private use. Development of the CruceroLudlow options would present an apparent conflict with lands in California designated by the Bureau of Land Management (BLM) as limited-use areas. The Dike route appears incompatible with the Nellis Air Force Base operations.

V

The Mina Valley, Cadin, and Cherry Creek options were also found to have potential land- use Conftkb, primarily relating to pnvate activitieduse. Cadin was judged to have the least potential for serious conflicts of the routes connecting to the SP line based on a detailed review of current ownership patterns and development status.

Subsequent to the identification of these ten rail options, three additional alternative alignments were identified by Lincoln County and the City of Wiente, Nevada. Although different criteria were used in the selection of these alternatives, each of the proposed aJternatives were evaluated on the basis of potential land use conflicts and potential access to regional rail carriers. Two of the proposed aiternatnres were found to have land use conflicts and me third does not provide direct access to the site.

The three roukes recommended for further engineering evaluations were those routes with the least land use conflicts wtth the objective of not exduding access to any of the three regional rail carriers. These routes are Jean. Caliite, and Win. These recommendations are preliminary and could be revised based on new information becoming available that affects the potential feasibility of the identified routes or the identification of additional route OptKMS.

The final routes selected for consideration as potential rail access alignments to the Project site will be identified and discussed as part of the Environmental Impact Statement (EIS) scoping process. The physical and operations characteristics of each alignment as well as the associated potential impacts will be addressed in the €IS. Development activities on the selected alignment are not expected to begin until the site is approved. It is anticipated that rail acc~ss to the site will be available W i n 2 years of site approval in order to support site development activities.

vii

1 .O INTRODUCTION

The Yucca Mountain site, located on the southwestern edge of the Nevada Test Site (NTS), is an Undeveloped area under investigation as a potential Site for nuclear waste disposal by the U.S. Department of Energy (DOE). The site currently lacks rail service and an existing rail right-of-way. If the site is suitable and selected for development as a disposal site, rail service is desirable to the Office of Civilian Radioactive Waste Management (OCRWM) Program because of the potential of rail to reduce number of shipments and costs relative to highway transportation (DOE, 1986, Appendix A). This preliminary report is a summary of progress to date for activities to identify and evaluate potential rail options from major rail carriers in the region to the Yucca Mountain site. It is currently anticipated that the rail spur will be operational after the year 2OOO.

Routes describeci here do not represent the W E selection of routes. The DOE recognizes that transportation issues, including routing, will need a MI and open treatment under requirements of the National Environmental Policy Act. This means that the issue of transportation will be induded in public hearings to support development of an Environmental Impact Statement for the Yucca Mountain Project. This study was completed as part of W E activities to evaluate options for addressing, as appropriate, the effects of waste transportation.

1.1 BACKGROUND The U.S. Government plans to begin operating the first geologic repository for permanent disposal of commeraal spent nudear fuel and high-level radioactive waste (HLW) soon after the tum of the century. In order to meet this goal, the OCRWM of the DOE must cany out the responsibilities assigned to the DOE by the Nudear Waste Policy Act of 1982 (NWPA, 1982) and revised in 1987, Nudear Waste Policy Amendment Act (NWPAA, 1987).

In 1987, the NWPA was amended and Yucca Mountain, Nevada, was named as the only site to be characterized. Activities at the other candidate sites at Hanford, Washington and Deaf Smith County, Texas were terminated. The NWPAA also provided for public participa- tion by establishing a p~ocess by which the State of Nevada and affected units of local government could receive grants to support review, monitoring, testing, evaluation and infor- mational activities, as well as the prepararion of requests for impact assistance.

The evaluation of site suitability for the Yucca Mountain site will be documented in a draft EnvironmentaJ Impact Statement (EIS) to be presented for public review. If the site is found suitable for development as a HLW repositcq, a final €IS will be prepared and submitted to tt.e President, with the secretary of Energy's recommendation regarding the construction of a repository for approval (NWPAA. 1987). If the President's decision is to construct the repository at Yucca Mountain, the Seaetary will submit an application to the U.S. Nudear Regulatory Commission (NRC) for construction authorization for a repositw and an application for licenses which will authorize the DOE to receive HLW.

In the event that Yucca Mountain is found unsuitable for. use as a site for the repository, sitespecific a c t i i i s are to be terminated by the DOE, disturbed areas will be redaimed to preexisting conditions, and a report will be made to Congress.

1

1.2 OFFICE OF CIVILIAN RADIOACTIVE WASTE MANAGEMENT TRANSPORTATION ACTIVITIES

The office of Civilian Radioactive Waste Management (OCRWM). under the responsibilities delegated to the DOE under the NWPAA. will design, develop, and implement a system for the transportation of high-level waste from commercial reactors and DOE facilities to the repository, or other fadlities in the waste management system. These responsibilities indude the development of equipment and hardware, procurement of services to transport the waste. and the design and implementation of an insmubjonal program that will assist in the development and operation of a transportation system. To meet these responsibilities, the DOE will use private industry to the greatest extent possible.

The base for the transportaQon system required under the NWPM currently exists. The transportation procedures and technologies used by the DOE, the eiectrical utilities and the transportation industry provide the foundatiocl for a system designed qkcifically for the han- dling of radioacaive waste. This system will be desiined to meet the increased requirements for transportation activities as stated in the NWPAA

In developing and operating this system, the OCRWM wid, in accordance with the NWPAA, develop new transportation equipment, procedures and infrastructure as necessary. Cask de velopment will indude engineering design and development, prototype fabrication, and testing and certification of the casks. Operational procedures will be developed and will indude the physical transport of the waste from the source to the repository, maintenance of casks and equipment and the training of operations personnel. In addition, the OCRWM will coordi- nate and implement a program of public information and interaction to assure that interested citiiens are fully informed of program activities.

Transportation acWitks in Nevada focus on development of rail access to the Yucca Mountain site, evaluations of potential transportation impacts in Nevada, coordination with other DOE transportation activities, and response to transportation issues raised in Nevada. These activities will be described in more detail in the Nevada Transportation Studies Plan presently under development

1.3 REPORT OVERVIEW The remainder of this report is divided into discussions of the study scope (Section 2), description of the routes (Section 3), evaluation of the routes for carcier access and land-use compatibilhy (section 4), and recommendations for further evaluations (Section 5).

2

2.0 PRELIMINARY RAIL ACCESS STUDY

This report describes ten rail spur options to the Yucca Mountain site that have been identified by the DOE in rail access investigations to date. A preliminary evaluation of these options against existing (known) or potential land-use conflicts and access to regional rail carriers was completed. Three routes with few potential land use conflicts and access to regional carriers are recommended for further investigation. The recommended routes are preliminary and do not preclude the identification of additional viable routes or additional consideration of current options should new information become available that affects their potential feasibility. A route for detailed design and construction will be identified through National Environmental Policy Act process for the Yucca Mountain site, if it is selected as a disposal site for high-level radioactive waste.

The option at Dike Siding was previously identried in the Environmental Assessment (DOE, 1986) for Yucca Mountain. Dike Siding is approximately 11 miles northeast of Las Vegas. This option is considered in this study even though a review of land-use considerations indi- cated th8t it would require access to land withdrawn from publk use by Nellis Air Force Base.

Three potential rail options, identified by Lincoln County and the City of Caliinte, have been included (ETS Pacific, 1989). Although different criteria wero tisod in the identification of these alternatives, the three alternatives were evaluated on the basin of potential land use conflicts and access to regional carriers. These options are considered in this study even though one does not provide direct site access and review of the other options indicate that they would require access to land withdrawn from public use by tho DOE and the U.S. Air Force.

2.1 IDENTIFICATION OF ROUTES Locations of existing and now-abandoned railroads, areas of obvious land-use incompatibil- ity, and areas of favorable topography throughout Nevada were reviewed in order to develop potential options. Options were chosen to maximize the use of Federal lands, provide access to any of three regional rail carriers, avaid obvious land use conflicts and meel current railroad engineering practices. Lands withdrawn from public use by Federal actins were avoided.

Several of the options traverse the same general COnidoTr as tmveled by the now- abandoned railroads built in the early 19009. Occasionally, the options deviate considerably from the SarHer railroad routes to avoid developed, or environmentally sensitive areas. Other options traverse terrain not previousty used for railroads. The terrain for these options is often much more rugged than those previously followed. AIthough feasible from an engineering viewpoint, routes over rugged terrain would generally require large amounts of earthwork, and may result in a relatively higher level of environmental impact and operational difficulties than the others.

Design standards employed by DOE at this preliminary staw indude limiting grades to a 2 percent desirable maximum and a 2.5 percent absolute maximum. Horizontal curves are limited to 8 degrees (minimum 7174 radius). Crossings at all primary and State highways are assumed to require grade separations. However, crossings of secondary and m n t y high-

3

ways, and minor roads were assumed to require only automatic gates for protection. Provision for turnouts andlor passing tracks will be made in subsequent design work, but locations for these were not specifically identified.

The design criteria for those attematives proposed by Lincoln County and the City of Caliente are presented in Evaluate Alternative Rail Corridor Routes throuah Lincoln Counk NV to Yucca Mountain, NV, (ETS Pacific, 1989). These routes generally considered less restrictive design criteria, assumed access to land withdrawn from public use and routes with only partial site access.

2.2 LAND USE COMPATIBILITY For the purpose of this report, all of the rail access options were examined to determine the degree of compatibilitv with existing and projected private development activities as well as existing and potentia Federal and/or State agency land-use designations.

Land-we compatibility is defined as the presence or absence of a land-use conflict, and the potential for abatement of that conflict if one exists. The rail access spur options were evaluated for land-use conflicts, based on the following conditions:

o I(nowm There is definite conflict with existing or planned land-use activities or classification; high degree of uncertainty as to the resolution of the conflict; low probability that the conflict could be abated.

o Pofentjak Conflict with current or planned land use activities or classification is likely, however, the extent of the conflict is unknown; the probability exists that the conflict could be abated by DOE actions or resolved due to external, non-DOE activities.

None: No conflicts with existing or planned land use activities or classification have been identified at this time. Right-of-way would need to be granted by the U.S. Department of the interior' (Dol).

o

Most, if not all, of the land traversed by the potential rail routes is under public ownership in order to minimize land use conflicts. For those routes where lands are not exclusively under public ownership, the Dol, Bureau of Land Management (BLM) would expect the applicant for a Right-of-way on publicly owned lands to have negotiated an easement with the owner of the private lands. Processing of the application for a Right of Way, by the BLM, would not begin until it was demonstrated that such easements could be obtained. At a minimum, this means that the land owner acknowledge, in writing, hidher intent to provide an easement.

2.3 ACCESS TO REGIONAL RAIL CARRIERS Details of transportation operations for the rail shipment of HLW to Yucca Mountain are presently uncertain. However, current guidance requires the use of private industry to the fullest extent possible. Plans for operating policies are currently being developed. Because of this uncertainty on the final form of these policies, routes that access regional carriers are recommended for further investigation. Access to more than one carrier by an option would permit greater flexibility in operations planning.

4

Currently, the state of Nevada is primarily serviced by three regional railroads: the Union Pacific Railroad (UP), the Southern Pacific Transportation Company (SP), and the Santa Fe Railroad (SF). The UP is the only rail line in southern Nevada and maintains trackage b e tween Caliente, Nevada and Barstow, California. The SF railroad can use the UP trackage under an existing agreement. Both the UP and the SP service northern Nevada between Flanagan, Nevada, and Montello and Wendover, Nevada. For the most part, the lines run as parallel trackage or as shared (common) trackage.

2.4 DEPARTMENT OF ENERGY SPONSORED PUBLIC AND AGENCY FORUMS

The DOE intends to provide wide exposure of rail access route informatiin to ensure that the proposed routes are well known and that any questions and comments concerning the routes are addressed. Copies of this report and subsequent on88 that may follow will be available for public review and comment.

Through a process of soliciting public comments, the DOE will seek the public's involvement as the W E identifies and evaluates the feasibility of proposed right&-ways to be used for a rail spur to the Yucca Mountain site. The process of identification and evaluation of options will be included in the EIS scoping process, and will condude with the release of the final EIS that includes the analysis and selection of a rail spur option, as well as analyses of potential regional and national transportation impacts.

5

3.0 RAIL ACCESS OPTIONS Ten major options have been identified under the DOE program and are named for the area where they would connect to the mainline railroad. These options are identified as the Valley, Arden, Jean, Crucero, Caliente, Ludlow, Mina, Cherry Creek, Cadin, and Dike options.

The following sections describe each of the ten options in more detail, including their primary engineering features and generalized maps are provided. For the sake of simplicity, the maps do not provide all of the details described in the text. These locations shown for options are preliminary and indicate only the general location of the potenti track. Construction and operating costs are described in Section 3.2.

Three additional alternatives, proposed by Lincoln County and the Crity of Caliente, are iden- t i ed as Options A, B and C. Detailed discussion of these options are presented in ETS Pacifii (1989). Summarized descriptions of the Lincoln County proposed alternatives are also presented for completeness.

3.1 DESCRIPTION OF OPTIONS

OPTION 1 - V A U Y

As shown on Figure 3-1, this option would begin at the Valley Siding of the Union Pacifii Railroad about 6 miles nomeast of Las Vegas. This siding was selected as an alternative to the Dike Siding, Option 10, discussed in the EA (DOE, 1986), because the land adjacent to Dike Siding is withdrawn from public use for the Nellis Air Force Base.

From me Valley Siding, the option would run northerly, away from Las Vegas, for approximately 4 miles and would turn west to skirt the Floyd Lamb State Park, the Nellis Bombing and Gunnery Range, and the Quail Springs Wilderness Study Area (Figure 3-2). The proposed option would cross over U.S. Highway 95 on an elevated structure about 13 miles west of Valley Siding. The route would continue west for about 3 to 4 miles to pass a Paiute Indian reservation betore turning north and crossing over or under Kyle Canyon Road (Nevada Highway 157). The irregular pattern .of privately and puMidy owned land along this westerly portion of the route would require acquisition of private land currently under development.

Valley Siding option mnrM proceed north on the south side of U.S. Highway 95. The route would run dose to U.S. Highway 95 where it approaches the Desert V i Nature Area to minimize visual impacts. North of the Desert V i Nature Area, the option would continue on the south side of U.S. Highway 95. The route around Indian Springs would rise northwesterly across the slope to pass behind the first row of hills south of Indian Springs, re- turning to U.S. Highway 95 about 15 miles west of Indian Springs. This option would negotiate more rugged terrain than is found on the north side of US. Highway 95 to avoid conflict with Nellis Bombing and Gunnery Range, the U.S. Air Force lndi Springs Auxiliary Field and the town of Indian Springs.

An identified alternative, alternative lA, shown in figure 3-1, would cross through the mountains south of Indian Springs to provide a separation of over 5 miles from the runway at Indian Springs Auxiliary Field. Alternative 1A would add o m 20 miles of additional

6

DESERT

NATlO NAL

WILDLIFE

RANGE

.

QUAIL SPRINGS WILDERNESS STUDY AREA

NELLIS WILDERNESS

STATE

VALLEY OPTION

NELLIS AIR FORCE BASE

-7 RESIDENTIAL AREAS ./ ,’ / / / / /

NORTH LAS VEGAS REGIONAL PARK LAS VEGAS

./ JOT TO SCALE

Figure 3-2. Valley Option Land Use Considerations Near Las Vegas.

8

track length in mountainous terrain. The inaeased length adds both significant capital cost increases ($41 million), and potential railroad operational problems due to the additional rise and fall and track curvature.

For the remainder of the route along U.S. Highway 95, the Valley option would cross over to the north side of US. Highway 95 and passes within 1.25 miles of the end of the Desert Rock Air Stnp runway. The option would enter the site by bridging over Fortymile Wash. m e counties that could be impaaed by the selection of this route are Clark and Nye counties.

Total track length for the Valley option is 99 miles. Major engineering features for the route indude a bridge over Fwtymile Wash, and a total of three grade seoarations of which two are major structures over US. Highway 95.

The Valley option discussed here could significantly change H the Quail Springs and Nellis Wilderness Study Areas (WSAs) are not designated as wilderness areas by Congress. At this time, the President is required to report his recommendations for wilderness areas to Congress by October 1993. These recommendations will be based on recommendations of the Secretary of the Interior. The Bureau of Land Management (BLM) has not recommended either the Quail Springs or the Nellis WSA's for wilderness area status (001, 1988). However, until the Presidential recommendations are made and Congress acts on these recommendations, the BLM is required to maintain the WAS suitability for wilderness as a designation. Hence, no new right-of-ways could be issued.

OPTION 2 ARDEN

As illustrated in Figure 3-3. this option would begin close to the end of the UP spur, approximately 8 track miles northwest of the Arden siding. The track would proceed northerly through the eastern edge of the hills to the west of Las Vegas, cutving, to avoid as much as possible, the areas likely to be utilized for future urban expansion. However, there would be unavoidable conflicts with private lands slated for future development. At its dosest point, the track would pass within 5 miles of the Red Rock Canyon Recreation Area. The counties that could be impacted by the selection of this route are Clark and Nye counties.

The option would cross three minor roads, induding he access mad to the recreation area and Nevada Highway 157. Trafffc volumes %e anticipated to be low enough (an average daily traffic count bekw ZOO0 v e h i i s ) to permit automatiegate protection instead of requiring grade separations on at least two of the three crossings. This alignment would merge with Alignment 1 just north d Nevada Highway 157 for a total length of 99 miles. If a grade separation was required tor Nevada Highway 157, the option would have a total of two grade separations, indudircg a mapr structure over US. Highway 95, and a major bridge across Fortymile Wash.

OPTION 3 - JEAN

As shown in Figure 3-4, this option would begin near Jean, along the Union Padfic (UP) mainline, about 20 miles southwest of Arden Siding. The track would moss U.S. Interstate 15 via a grade separation about 1 mile south of the Jean Landing Strip. West of US. Interstate 15, the tradc would turn toward the northwest and then run parallel to Nevada Highway 161 about 1 mile to the south, passing about 1 mile south of the town of Goodsprings. The track would reach the maximum 2.5 percent grade while ascending the Spring Mountains.

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North of the UeSt, the option would negotiate a cross slope of about 13 percent, requiring significant earth and drainage work on the steep cross slope. As illustrated in Figure 34 , the track for the Jean option would follow the eastern slope of the Pahrump Valley northwesterly along the Nevada-Caliomia border. It would pass to the southwest of the town of Pahrump. Toward the north end of the Pahrump Valley, the track would cross Nevada Highway 372, a secondary road, via a grade separation.

At the end of Pahrump Valley, the option would cross through a ridge of hills into the Stewart Valley dry lake. Depending on the degree of cross slope on the eastem side of the Pahrump and Stewart Valleys, some special provision for drainage may have to be made, such as ditches on the uphill side of the track to divert storm water sheet flow into culverts under the roadbed. This option would continue norlhwesterly for approximatety 16 miles before turning northerly toward the site. The Jean option would pass approximately 6 miles south of Devil’s Hole, an isolated portion of Death Valley National Monument, and within 2 miles of the community of Ash Meadows.

The Jean option would proceed northerly across the Ash Meadows basin, ascending a gradient of less than 2 percent before crossing over U.S. Highway 95 some .13 miles to the north. The Jean option would join the Valley option (described previously) about 10 miles north of Lathrop Wells (Amargosa Valley). The counties that are potentially impacted by the selection of this route are Clark and Nye counties.

From beginning to end. the Jean option would cover 121 track miles, making it 22 miles longer than the alignments beginning closer to Las Vegas. The route would require one minor and two major grade separations and the bridge over Fortymile Wash.

OPTION 4 - CRUCERO This Option begins at the Union Paafic tracks in the vicinity of Crucero, California (Figure 3-5). Because the Fort Soda area, which was traversed by the original Tonopah and Tidewater (Tan Railroad trackage in the early 19OOs, has been designated as an Area of Critical Environmental Concern (ACEC) by the Bureau of Land Management, the proposed alignment would climb northerly through the Soda Mountains west of Fori Soda and closely follow the alignment of U.S. Interstate 15 easterly through the hills. Depending on the drainage in the area of U.S. Interstate 15, a bridge or levees and a culvert could be required to channel storm water runsff.

Once through this area, this o p t i i would swing northeriy and moss over US. Interstate 15 on a skew-grade separation about 3 miles to the north. The tracks would then ascend northwesterly through the Soda Mountains, away from the Silver Lake area, approaching a 2.5 percent maximum grade, and then reversing back to the northeast and descending into the Silurian Valley and crossing Route 127 via a grade separation about 3 miles north of Silver Lake.

From this point, this option would follow the old TBT grade norihedy past the Silurian Hills. The proposed route is primarily level, following the 1,000-11 elevation contour line. At the foot of the Silurian Hills, about 8 miles to the north, this route would depart from the T8T grade to climb northerly over the Aljean and Alexander Hills into the California Valley, reaching a maximum gradient of 2.5 percent, The proposed route would skirt the eastern edge of the Nopah Range and continue through the northern end of the Pahrump Valley and on to a junction with the route of Option 3 in the Stewart Valley. Route 178 would be crossed via

12

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13

a grade Separation. The junction of the PahrumP and Stewart Valleys contains a dry lake bed and wash that would have to be skirted and/or perhaps crossed to proceed into Nevada. The counties in Nevada that could be impacted by use of this route are Clark and Nye counties.

The Crucero option is a total of 147 track miles long. It would have four grade separations with highways, the most major being with U.S. Interstate 15. Additionally, this option would require a bridge over Fortymile Wash.

OPTION 5 - LUDLOW

The Ludlow option is identical wrth the Crucero route, north of Crucero. The addition IS a mnectron running from the Santa Fe (SF) tracks around Ludlow northerly across the 25 miles of desert to Crucero (Figure 3-6). The trackage would closely parallel me old TBT route and would not present any unique engineenng problems. The only additional structures required are bndges over US. Interstate 40 to the west of Ludlow and over the Union Pacific (UP) tracks in the vianity of Crucero. The total length of this option would be 170 track miles. 11 would have six grade separations Hnth highways, plus the bndge over Fortymile Wash. The counties in Nevada potentially impacted by use of this option are Clark and Nye countres.

OPTION 6 - MlNA

This opbon totals 209 miles for the base case. It begins about 5 miles north of Mina on the Southern Padfic (SP) branch line to Mina Alter bypassing Mina to the east. it roughly paral- ;S;s rhe routes of the old Tonopah 8 Goldfield Railroad (T&G) on the northern end and the Las Vegas and Tonopah (LV&T) on the southern end. The proposed opbon from Mina follows the US. Highway 95 comdor to the south past the Columbus Salt Marsh and the town of Coaldale.

The proposed option would cross over U.S. Highway 95 on the approximate alignment of the pfewous railroad before turning southwesterly away from the old railroad grade in order to pass to the west of the Goldfield area, and prowde a mom direct route to Yucca Mountain (Figure 3-7). The proposed opmn’would follow the old grade along Nevada Highway 265. them cross Nevada Highway 265 via a grade sepamion and pass to the west of the town of Silverpeak and the salt evaporation area. The traa ascends the Montezuma Mountains through Railroad Pass. Because Railroad Pass has an average grade of 4.7 percent, considerable development would be necessary to keep the maximum grade at 2.5 Pe-.

From the Monteurma Mountains, the proposed track would descend to follow the south side of US. Highway 95 past the town of stony's Junction. The option wouM cross Nevada Highways 266 and 267 via grade separations before bridging over US. Highway 95 to the north side. about 12 miles southwest of Scotty‘s Junction. On the norlh side of the highway, the track would be located fairly dose to the road because of rough terrain, particularly as it swings southeasterly around Bare Mountain. The wumes potentially impacted by this route are Nye, Esmemlda and Mineral.

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16

An engineering advantage of this option is that it could approach the site from the west and avoid briming the main part of Fortymile Wash. However, a major culvert or smaller bridge would be required to cross an arm of the wash on the way into the site. This option would requim that about 84 miles of the existing SP Mina branch from Wabuska south to the beginning of the spur connection be upgraded. The remaining 41 miles of me branch line from Wabuska north to the SP mainline at Hazen is in relatively good condition. An important land-use consideration of this option is that it would avoid use of private land except for the SP right-of-way because of the remoteness of the location. However, a potential land use conflict does exist with this option. Currently, the Walker Lake Indian Reservation is disputing the SP's ownership of the right-of-way through reservation lands.

In August 1989, the Interstate Commerce Commission (ICC) published an Environmental Assessment on the Notice of Exemption filed by the Southem Pacific Transportation Company (SP), (ICC, 1989). In the Notice of Exemption, the SP proposed to abandon the rail line between Thome and Mina, Nevada. The SP intends to abandon' the line, salvaging tracks, ties, and related materials. In the review of the proposed action. the ICC concurred with the SP that abandonment would not affect, significantly, the quality 0f.the human envi- ronment and requested public comment. To date, the ICC has received a Petition for Reconsideration and is evaluating the petition.

Attematlw To avoid potential conflicts with the Walker Lake Indian Reservation and the issue of disputed ownership of the right-of-way, the Mina option has one major sub-omon that is designated Route 6A (Figure 3-8). It consists of the base Mina route, plus the addition of a detour departing from the SP Mina branch line at Fod Churchill (10 miles north of Wabuska). It detours easterly, and then southerly around the Walker Lake Indian Reservation to connect with the SP branch line just north of Mina The length of new con- struchn with Route 6A is 368 miles. Of this total, 209 miles are trom the base route and 159 miles comprise the new bypass. The bypass would avoid all but 5 miles of the 84-mile portion of the Mina branch line that would have to be upgraded. It would not require any private land beyond use of the SP right-of-way. The optii, east of U.S. Highway 95, would pass between the U.S. Navy bombing ranges which the Navy plans to expand. The counties patentially impacted by use of this alternative are Nye, Esmeralda. Mineral, Lyon and chwchlll.

The terrain which would be traversed by the Mina bypass is generally very rugged. This would lead to higher construction costs, and increased risk of washout or slope failure. The expense of constructing the bypass would be an estimated $275 million more man rehabili- tating the existing branch line.

OPTION 7 - CAUENTE

An option was selected from the Caliente area in order to-avoid land use impacts encoun- tered in most of the southern areas of Nevada, and is shown in Figure 3-9. The Caliente option consists of a base route with five alternatives. The base route has the most favorable land-use compatibility, but would incur significant costs due to the complex engineering and construdbn required to traverse rough terram.

17

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18

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19

The Caliente option is 406 miles long. It would begin on the UP mainline 4 miles east of Caliente to avoid impacts to the town and proceeds north-westerty across the mountain ridges, crossing U.S. Highway 93 on a long trestle at Indian Cove about 2 miles north of Caliente. The route would then wind southerly through the mountains until reaching U.S. Highway 93. From the highway, the option would travel westward toward the Pahranagat Valley. After a detour around private land holdings in the Pahranagat Valley, the option would roughly follow Nevada Highway 375 and U.S. Highway 6 acmss central Nevada to the north of the Nevada Test Site and the Nellis Bombing and Gunnery Range. Counties potentially impacted by use of this route are Lincoln and Nye.

Much of the terrain for this option is very rugged, and would require complex engineering and extensive earthwork. This is particularly true on the bypasses around Caliente and the Pahranagat Valley. Because much of the difficulty would be caused by attempting to avoid all contact with private land, Alternatives 7C. 7D, and 7E were developed, and are discussed subsequently.

The base option would turn southwesterly about 8 miles east of Tonopah and pass through the Goldfield area. The base option would thread east of Goldfield between the private land holdings to the west, and the Nellis Bombing and Gunnery Flange to the east. Option 7 would join Option 6, the Mina route, about 22 miles south of Goldfield.

Altemrtlvea Goldfield and on the eastern end of the route. The options around Goldfield were selected to give more flexibility in crossing the adjacent mountain ranges. The base route would pass east of Goldfield between the Nellis Air Force Range and the many private land holdings around Goldfield. Alternative 7A would pass just west of Goldfield, crossing the route of the historic Las Vegas 8 Tonopah Railroad. However, the old railroad grade is much steeper than the 2.5 percent grade chosen as the maximum on the Yucca Mountain rail a m s s route, and would require significant earth work.

There are a total of five alternatives to the base option in the vicinity of

Alternative 78 would m s s to the north of Goldfield and join the Mina route sooner than the other two alternatives. AJternative 78 would be easier to construct, but would go an additional 50 miles in comparison to the other options. The counties potentially impacted by use of either alternative are Lincoln, Esmeralda and Nye. These two options would add $6 to $50 million to construction costs, respectively.

As alternatives to the use of very rugged terrain to avoid private land on the eastern end of the base route, Alternatives 7C, 7D, and 7E, which pass through Calinte and the Pahranagat Valley, are induded. Since all of the alternatives are within Lincoln County, the counties potentially impacted are Lincoln and Nye counties. Alternative 7C leaves the UP mainline northeast of the main part of town at the junction with the now-abandoned UP PiochsPrince branchline. lt would traverse a generally undeveloped area to join the base route akmg U.S. Highway 93. Alternative 7D would leave the UP mainline southwest of the town and proceed northwesterly along U.S. Highway 93. Both alternatives would cross to the north side of U.S. Highway 93 via a grade separation. The alternatives eliminate 17 to 18 miles from the base route, all of it in very rugged, mountainous terrain. Construction cost would be $52 to $56 million less with one of these options.

20

Alternative 7E would go directly across the Pahranagat Valley on the north side of U.S. Highway 93 and Nevada Highway 375, crossing Nevada Highway 318 via a grade separation. This alternative would avoid 26 miles of very difficult mountainous terrain and $60 million in construction expense. Combining Alternatives 7C and 7E would create the most direct route and would save 44 miles of track in mountainous terrain and $1 13 million in construction costs.

OPTION 8 CARLIN

Several areas were explored for this option in order to obtain access to Yucca Mountain from the paired trackage of the SP and UP between Wells and Winnemucca in northern Nevada. However, the checkerboard pattern of private and public land ownership sur- rounding the railroads across northern Nevada makes the complete avoidance of private land difficult. The minimum impact departure point is a location about 5 miles west of Carlin. The terrain in this area is so rugged that private developers were uninterested in the land, and as as a result, the greater portions of the terrain were left in BLM ownership.

The proposed option would depart from the UPBP paired trachge and proceeds parallel to Nevada Highway 278 along the border of Eureka and Elko Counties, as shown in Figure 3-10. To minimize contact with private land, the base route would traverse a rugged ridge east of the highway. Option 8A provides an alternative route for a Smile portion of this route that would present much less engineering difficulty, but would require use of private land doser to Nevada Highway 278.

About 40 miles south of mainline railroads, the proposed route would leave the vicinity of Nevada Highway 278 and pass southwesterly into the Monitor Valley and crosses US. Highway 50 into Lander County. It would follow the Monitor Valley into Nye County, and continue on through the Ralston Valley to a junction with the Calinte route south of U.S. Highway 6, about 12 miles east of Tonopah, Nevada. The counties potentially impacted by the use of this route or its alternative are Nye, Esmeralda, Eureka, Lander and Elko counties.

The base Carlin route is 365 miles long. Because the mountain ranges in Nevada are pre- dominantly north and south, thii route generally would have more favorable topography than other east-west routes.

OPTION 9 - CHERRY CREEK

The Cherry Creek option, as shown in Figure 3-1 1, is 370 miles in length, and connects with the abandoned Nevada Nofthem (NN) right-of-way, presently owned by the Department of Water 8 Power, City of Los Angeles, in the vicinity of Cherry Cteek The NN right-of-way was purchased to ensure rail access to a coal fired power plant planned for the Cherry Creek Valley sometime after 1991 (Nevada, 1986). Although about 92 miles of the Nevada Northern trackage would have to be rehabilitated, this linkage with the NN, would give a direct connection to both the Union Pacific Railroad (UPRR) and the Southern Pacific Transportation Co. (SPTCo.), about 20 miles west of the Utah border. The use of this right- of-way by coal trains supplying the power plant will require upgrading of the existing track.

From Cherry Creek, the proposed option would wind southwesterly across the mountain ridges and valleys of White Pine County, crossing U.S. Highway 50 about 50 miles west of Ely, and continuing into Nye County. In Nye County, the route would follow a southerty course to U.S. Highway 6, and then join with the Caliente route 3 miles east of Warm

21

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Springs along Nevada Highway 375. Because Cherry Creek is about 80 -miles east and about 120 miles north of the junction with the Caliente route, this option would have to cross a series of north-south mountain ridges, which would add significant engineering difficutty. However, no private land would be required for the right-of-way. The counties potentially impacted by use of this option are White Pine and Nye counties.

OPTlON 10 - DIKE ,

This option originalty identified in the Environmental Assessment for the Yucca Mountain site (DOE, 1986), is approximately 100 miles in length and originates off the Union Pacific Railroad mainline approximately 11 miles northeast of Las Vegas. From this siding, the route heads east-northeast for approximately 10 miles where it bears to the NE, skirting the Las Vegas and Sheep Ranges. This alignment would pass through the Nellis Air Force Base and the Quail Springs Study Area. From that point the option closely parallels the alignment of U.S. 95 to Indian Springs where it passes through the Indian Springs Air Force Auxiliary Field. The option continues west of Indian Springs a few miles where it diverges from U.S. 95 and heads toward Mercury and on to the Yucca Mountain site (Figure 3-12). The counties potentially impacted by this option are Clark and Nye counties.

Uncoln Co -ty Optlon - Rout. A

The 206 mile Alternative Route A begins in Caliente, Nevada, and heads north to Pioche on the abandoned Union Pacific Railroad right-of-way. The line continues up Lake Valley to Bristol Wells and turns westerly down through Dry Lake Valley south of Burnt Peak to cross Nevada Highway 318. The line continues to Timber Mountain Pass then descends into Coal Valley through Water Gap, into Garden Valley, then into San Spring Valley. The line then runs southwest to Chalk Mountain crossing Nevada Highway 375 and going into Nellis Air Force Range. The line continues down Emigrant Valley around the toe of Rhyolite Hills to Groom Pass. From Groom Pass, the line descends to Yucca Flats then up along Mine Mountain into Mid Valley, then westerty to Yucca Mountain.

Uncoln County Optlon - Row B

The 203 mile Alternative Route B begins at Crestline,'heads up Sheep Spring Draw, then descends just east of Panaca Hills in Meadow Valley and connects to Route A just north of Condor Canyon. From here it follows Route A.

Uncoln County OpUon - Rout. C

The 116 mile Alternative Route C begins west of Caliente at Elgin, Nevada The line climbs out of Meadow Valley Wash and follows Kane Spring Valley and Coyote Spring Valley to U.S. Highway 93. then parallels Highway 93 north to Lower Pahrangat Lake. The line then climbs southwest up through Sheep Range into Desert National Wildlife Refuge passing Desert Lake on the east side. The line continues south, crossing into Chrlc County and heads southwestern just east of Banded Ridge. The line continues downhill in a southwesterly direction and ends near U.S. Highway 95.

24

2 5

3.2 CAPITAL, OPERATING, AND MAINTENANCE COSTS The folloWing section discusses the preliminary estimates of capital, and operating and maintenance (OBM) costs for each of the options. Routes suggested by Lincoln county did not have equivalent cost information and are not addressed in thii section. The capital costs which indude track work, grading, and drainage, and operating and maintenance costs were estimated using standard railroad industry methods. Right-of-way (ROW) costs for BLM land was assumed to be zero, while ROW costs for private Land were estimated to range between 2 to 10 percent of construction costs, depending on the degree to which the land was developed. These costs were developed in order to identify order of magnltude costs for estimating proposes.

3.21 CAPITAL COST ESTIMATES

For the purpose of this preliminary study, railroad construction costs were assumed to be $1 million per mile in flat to rolling terrain, $2 million per mile in mountainous tenain, and $2.2 million per mile in very rugged mountainous terrain. These f~u res indude the cost of track- work at approximately $5OO,OOO per mile and grading, drainage, fencing, and appurtenances totaling slightly over $soO,OOO per mile in flat to rolling terrain. In mountainous terrain, an additional $1 million to $1.2 million per mile is allotted for increasing grading and drainage. Subsequent rail access studies are expected to refine these costs.

The costs of grade separations and major bridges were estimated separately to range from $600,000 to $2 million. The cost of a rail bridge over Fortymile Wash is estimated to cost $2 million. A high bridge or trestle 0-1 U.S. Highway 93 at Indian Cove north of Caliente was estimated to cost $12 million. All cost estimates are in 1988 dollars.

Right-of-way costs were estimated for private parcels of land that could expect to be required mainly in the vianity of Las Vegas. Some private land would also be required around Carlin, along the Ludlow/Crucero options, at one point on the Cherty Creek route, and along alternatives of the Caliente route. None of the likely right-of-way for private parcels of land is known to be developed. Only BLM land, which is assumed to be available at minimal cost, would be required for the right-of-way elsewhere. The cost of the private land is expected to be relatively minor, raising the cost of the railroad construction by 2 percent per mile in rural areas and 10 percent per mile in undeveloped urban areas.

Additional costs were included for upgrading existing branch and spur railroad utilized by the Mina, Arden, and Cherry Creek Options. Although condition of the existing track is not known for the Arden route, the upgrade estimates cover the cost of installing new ballast and rails, and performing tie replacmmt that would probably be required to ensure safety and permit utilization of 130-ton cars. A similar estimate was made for the Mina route, where the 84 miles south of Fort Churchill will have to be upgraded, and for the 92 miles of the Nevada Northern to Cherry Creek.

No costs were included for rolling stock, which can be expected to be the same for all alternatives. Nominal capital costs were included for possible purchase of the Mina branchline and the Nevada Northem. Current information indicates the SPTCo m y seek to abandon or sell the branchline in the 1990s. Therefore purchase of the branchline may be necessary.

26

3.2.2 OPERATING AND MAINTENANCE COST ESTIMATES

Expected Operating costs were based on work by W. W. Hay (1982) in addition to baseline estimates of railroad operating costs. Increases to typical mainline operating costs because of relativdy low tonnage were balanced out by expected emdendes of operating a short-line railroad. These Calculations resulted in an estimated Operating cost of $16.70 per 1,000 gross ton miles (gtm).

Track maintenance costs were estimated to be $5,140 per track mile per year, equivalent to an additional operating cost of $50.1 5 per 1 ,OOO gtm. This value is based on data from studies which indude maintenance costs reported to the California Public Utilities Commission for short-line railroads. The unit costs per gtm reflect the relatively low total tonnaga, heavy (130- to 150-ton) cars, and high concam about safely. Because the track would need to be maintained during the period between waste emplacement and repository dosure for possible waste retrieval, O&M costs atter the expected end of operations and up to decommissioning would continue at a rate of 70 to 75 percent of the O&M costs during operalion.

For the pwpose of this preliminary study, all operating cost figures are based on a projected tonnage of 102,500 gross tons per year, corresponding to an average of 11 2 one-way trains per year (Roberts, 1988). Each train consists of five 131-ton HLW cars and a 30-tOn ca- boose with four 30-ton gondola cars for buffers, two on each end of the HLW cars. Although different cost and tonnage estimates will lead to different absolute costs, there would be minor comparative differences among the alternatives.

Additional financial outlays were projected for the costs of operating over rise and fall, curvature, and the incremental distance compared with the shortest alternative. The additional costs of rise and fall and curvature are not significant factors in the total O&M costs, com- prising less than 2 percent of the average OBM costs.

Table 3-1 summarizes the lengths of, and costs associated with, each of the options and their alternatives. It should be noted that some of the proposed options share common alignments, and in some cases, ammon alternatives. The length of, and capital costs, ranged from a kw of 99 miles at $142 million for the Valley option to a maximum of 448 miles at $735 million for the Caliente option utilized in’alternative 78 alignment

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Table 34. Summary of option costs

Option* Lenoth (miles) Cost IS millions) Total ind.

Attemative New const. Rehabilitation Capital Annual O&M

(1) Valley

1A

(2) Arden

(3) Jean

(4) crucero

(5) Ludlow

(6) Mina

wll A

6A

(7) Caliente

7A 78 7 c 70 7E 7CE

(8) Ca in

8A

(9) Cherry Creek

wi7A W l 7 8

(10) Dike Siding

99

119

99

119

121

1 47

1 70

209

368

406

41 3 448 389 388 380 367

365

365

370

3 n 41 2

100

99

119

108

128 .

121

1 47

170

293

373

406

41 3

389 388 380 367

365

365

.462 469 504 100

M a

1 42

183

144

1 85

183

205

238

394

669

692

698 735 639 636 631 579

661

659

642

649 685 121

0.74

0.87

0.80

0.93

0.89

1.10

1.20

1.50

2.67

2.90

2.90 3.30 2.80 2.80 2.70 2.60

2.90

2.50

3.30

3.30 3.70

0.69

Several of the options utilize common alignments; however, where applicable, costs for alternatives were induded.

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4.0 OPTION EVALUATION The option evaluation discussed in the followng section is based on a review of existing BLM maps, contact with agency/developer personnel, and preliminary review of county land ownership records.

4.1 LAND-USE COMPATIBILITY The following is a discussion of the land-use compatibiii of each of the identified rail access spur options. The extent of land-use conflicts associated with each of the routes is summarized in Table 4-1.

0

0

0

0

Valley Option: The irregular pattern of privately- and publicly-owned land along the southern pottiin of the route and the passage of the route through the boundaries of North Las Vegas indicate that a high potential exists for land-use conflicts, although the exact development plans for these lands are currently unknown. The Valley option would pass within 5 miles of the Nellis Wilderness Study Area, Floyd Lamb State Park, and through the Desert V i Nature Area The possibility exists that the alignment of this option could be s i g n i f i i changed pending resolution of the designation of the Wilderness Study Areas. Congress can consider changing the status of these areas in 1993. (DOI, 1988)

Jean Option: This route, as presentty aligned, has only minor potential for contact with private land (patented mining claims and the town of Jean), and it is highly probable that current tracts of private land could be avoided. This option has no significant conflicts with current BLM land-use plans.

Arden Oplion: This option is in direct conflict with areas currently being developed privately on the west side of Las Vegas. In addition, the proposed route would atso impad the Desert View Nature Area Viewshed. Finally, the route would pass within 5 miles of the Red Rock Canyon Recreation Area, and would intersect with existing access roads to the area As a result, the option is considered to have known

Mina Option: The base option would avoid private lands completely. However, the Southem Padfic branch line, w t t i i this option would access, does traverse the Walker Indian Resenration and ownership of this right-of-way is being contested. In addition, the SP has filed for permission to abandon the portion of the branchline between Thome and Mina, Nevada (ICC, 1989). The alternative to this option, idenWied as Mina Bypass (6A), would avoid the potentii conflict with the Walker Indian Reservabo * n. However, the option would pass within 5 miles of the U.S. Navy (USN) Bombing Ranges. The USN is currently planning to expand these ranges. No conflicts with BLM or other agency land-use plans have been identified. Due to the uncertainty of the ownership of the right of way through the Reservation, the status of the abandonment proceedings, and the USN Bombing Range expansion plans, this route is considered to have a potential land-use conflid.

land-uw contli.

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Table 4-1. Land-uae confllctr

Option Known. PotentiaP NoneC

Valley Jean Mina Caliente Ludlow CNcero Cherry Creek Carlin Arden Dike Option A Option B Option C

X

X X

X X X

X X

Wmwn I There is a definite conflict with existing or planned Iand-USe activities; high degree of uncertainty as to the resolution of the conflict; an extremely low probability that CMlfJiCI would abate. bPotential I A conflict with current or planned hnd-use activity or classification exists; however, the extent of conflict is unknown; the probability exists that conflict could be abated, or may be resolved, due to external, non-OOE, activities. CNone t There is no identified conflict with existing or planned-use activities.

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0

0

0

0

0

0

0

0

0

cahnte Option: The base route for W i e and alternatives 7A and 78 avoid private lands completely. These options, w h i i would bypass Caliente, would traverse mowrtains containing some arctwokqical sites and a deer habitat. However, no BLM land-use plan conflicts are currently identified. The alternatives to this base case, Caliente 7C. 7D, 7E, are estimated to cross about 2 miles of private land.

Currently, due to the lack of any identified existing or planned land-use conflict, the base Caliinte route and alternatives 7A and 78 are considered to have only minor potential conflicts.

Ludlow Option: There are no known or potential private land-use conflicts assod- ated with this route. However, this option would conflid with existing BLM land-use plans by requiring use of 'limited use' lands which may not be available if a reasi- ble alternative' exists. In addition, the option passes in dose proximity to Areas of Critical Environmental Concerns. As a resutl of these potential conflicts, the option is identitied as having a known land-use conflict.

C r m m Option. This option has the same land-use concerns as those identffied for the Ludlow option and, hence, has a similar evaluation. Cheny Creek Option: This option would avoid private land completely, and there fore, does not have a conflict. However, the Nevada Northern Railroad rightsf- way, which this option wouM access is currently owned by a private company, and the plans and schedules for developing this line are uncertain. Should this line be developed, operational conflicts in the area of usage and scheduling could occur as a result of private ownership. The probability exists that the line could be designated as an industrial spur requiring negotiation of access and usage fees. As a result, a potential conflict exists. with respect to BLM land-use plans, minimal conflicts exist.

As a result of the uncertainty associated with the Nevada Northern Railroad right- of-way optm, this option is considered to have a potential land-use conflict.

Cadin Option: Due to the checkerboard pattern of land ownership in the vicinity of the raikoack across northern Nevada. both the base option and the alternative, Cartin SA, would require some private land, currently estimated at not more than 5 miles in length. As in the previous option, the Carlin option has some minimal conflid with BLM land-use plans. Due to the minimal private land required and the minimal BtM land-use conflicts, the option is currently considered to have only a minor potential land-use conflicts. Dike Oplion: As presentty aligned, this route would traverse Department of the Air Force land that has been withdrawn. As a result the route is considered to have known land us8 conflicts. Opfim A As aligned, this option would cross land withdrawn from public use by the DOE and the Department of Defense. As a result. this option is currently considered to have a known land use conflict.

Option B: This option has the same land use conflict as that identified for Option A, and, hence, has a similar evaluation.

OpiiOn C: This option would traverse the proposed Wilderness Study Area near the lower Pahrangat Lake and the Desert National WlMlite Refuge. This option, therefore, is considered to have known land use conflicts.

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4.2 RAIL ACCESS TO REGIONAL CARRIERS The ability to access more than one regional wrier is considered important since it permits increased fiexibility in operations planning. 01 the ten routes identifii by DOE, two routes, Carlin and Cherry Creek, would have direct access to more than one regional carrier. Of the remaining routes, including tfiose proposed by Lincoln County, all would have indirect access to more than one carrier except Lincoln County, Option C. Indirect access means that although the option has one origin point in a single line, access to that origin point can be accomplished by mote than one regional carrier.

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5.0 RECOMMENDATIONS Two criteria for recommendation of routes for further investigation have been evaluated for the ten routes identified by DOE and the three routes proposed by Lincoln County. These criteria are avoidance of obvious land use conflicts and potential access to each of the three regional rail carriers.

01 the ten options identified by DOE in this report, the Arden, Valley, C~cero, Ludlow, and Dike options were identified as having known land-use conflicts that have a low probability of being resolved. Each of the three options proposed by Lincoln County were found to have similar land use conflicts. The Jean and Caliente options were shown to have no, or minimal, potential land-use conflicts. The remaining options, Cherry Creek, Mina, and Cariin, have a potential land-use conflict that may be resolved. This breakdown of land-use conflict was previously summarized in Table 4-1.

Recommendation of the Jean and Caliente options would avoid significant land use conflict, but would only allow access to two of the three tegional rail carrim. For this reason, the Cadin, Chew Creek, and Mina options were evaluated to recommend the option with the least potential for irreconcilable conflicts. Due to uncertainty facing both the Cherry Creek and M i options in the areas of access and ownership. fespectively, it was judged that the Cartin option had the least potential for significant conflid based on current intormation.

As a resuit of this preliminary study, the Jean, Caliente, and Cartin options are remm mended to be the focus of further rail access development activities. These activities would indude development of conceptual designs to support more detailed costs, engineering, land access and environmental evaluations. The remaining seven DOE options, Cnrcero, Ludlow, Arden, Valley, Mina, Cheny Creek, and Dike, and the three Lincdn County proposed options will amlinue to be monitored for changes in their status that could affect their potential feasibility.

Additional options may be considered in the future if additional routes with potential to meet the aiteria developed in this report are identified. The focus of future rail development activities will also be evaluated penodiity in order to continue to support the needs of the Yucca Mountain Project and in response to new information on the current options.

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ALTERNATIVE RAIL CORRIDOR STUDY LANDER COUNTY, NEVADA · 2013-09-11 · Alternative Rail Corridor Study Lander County, Nevada 2.0 METHODOLOGY The first step in evaluating alternative