2008-02-22_APPLICATION CORRESPONDENCE - C2008086 (46)

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CHAPTERTWO Alternatives A railroad spur is proposed to connect the Red Cliff Mine to the railroad main line near Mack, Colorado, to cost-effectively transport coal into the market. The proposed railroad spur would traverse approximately 9.5 miles of BLM land and approximately 5 miles of private land. The railroad would cross BOR- and BLM-administered lands, which are outside of the proposed coal lease area and therefore require ROW approval on these federal lands. It is proposed to load the coal onto rail cars at the mine site and transport the coal via the rail spur to the main rail line connection. The loadout would be comprised of a coal stockpile, reclaim tunnel, conveyor belt(s), and loadout tower. Ethylene glycol would be applied to the coal and coal cars to minimize freezing during winter months. These products are stored in tanks located near the loadout structure. There would be an average of four trains per day (two full and two empty) at a maximum production rate of 8,000,000 tpy, traveling at a speed of approximately 20 miles per hour (mph) full and 25 mph empty. Each car carries approximately 100 to 110 tons of coal, and each train would typically consist of between 100 and 120 cars, with three, four, or five locomotives. Trains would typically be 6,500 to 7,700 feet in length. The trains would cross public roads in three locations. Proposed crossings include agrade- separated crossing with SH 139 and at-grade crossings for CR 10 and CR M8. The train would cross through these intersections a maximum of four times per day and would not stop on the track as they cross the county roads. The amount of time that the trains would block the county roads would vary according to speed, number of cars in the train, and whether the southbound loaded trains would need to stop between CR 10 and CR M8 for mainline access. Estimates are that the trains would block CR M 8 for 5.5 to 6.5 minutes, and would block CR 10 for 6.5 to 7.0 minutes. The at-grade crossings have been designed to provide the maximum sight distance possible. The average vehicle volume on these highways is low, and sight distance is generally good. Proposed installation of crossing warning devices and two-quadrant gate systems with pavement markings at the two at-grade crossings would provide additional safety measures. Figure 2-8, Grade Crossing Safety Devices, depicts typical grade crossing safety devices to be installed. Active warning devices that would give advanced warning of "train on track" would be installed along the county roads before the crossings. A "wye" would be constructed to link the railroad spur with the main line at Mack to allow uninterrupted train flow in all directions. To improve the sight distance at the CR 10 crossing, CAM has worked with Mesa County to realign CR 10 (Figure 2-3, County Road 10 Realignment). This realignment would provide a longer time for vehicular traffic to see the crossing and allow CR 10 to cross the tracks at an angle closer to 90 degrees. Rail Alignments Following UPRR guidelines for rail grades, slopes, and curves, a railroad alignment was developed that would avoid, to the maximum extent practicable, key drainages, state parks, irrigated lands, and individual residences. Additional data and information have been collected since the initial rail alignment was proposed in CAM's application for ROW, Application for Transportation and Utility Systems and Facilities on Federal Lands, submitted to BLM by CAM on September 27, 2005 (CAM 2005). 2-33