Forest Street Rail Crossing Analysis - Alternatives
The documents in this section are preliminary and intended to provide conceptual illustrations for input from property owners and the public. As the Forest Street rail crossing analysis proceeds, these illustrations will evolve and a final recommendation will be produced. In the overpass illustrations, a pink color indicates a raised structure or ramp. A black color indicates new surface improvements that are at ground level.
This map illustrates the location of two of the three categories of alternatives – overpass and relocation. The third category – do nothing – is not illustrated.
The overpass alternatives (1-5) are located between 200 South and the existing Forest Street alignment. Construction of any of the overpass alternative would include closure of the at-grade rail crossing at Forest Street.
The relocation alternatives (6 and 7) are located to comply with three requirements for relocation of the switching operation that currently occurs at the Forest Street crossing. The first requirement is for a site that is located on the Ogden subdivision of the Union Pacific Railroad. The second requirement is for a site that is located within a five mile radius of the existing operation in order to maintain operational function within the Union Pacific system. The third requirement is for a site that is relatively flat. Construction of a relocation alternative would leave the existing Forest Street rail crossing open for traffic, but would eliminate the switching operations there which create the majority of the delays.
2 – Alternative 1
This alternative provides a four lane overpass structure (two lanes in each direction). Access from 900 W. and 950 W. is provided by ramps. Access to Pioneer Park is by a short raised ramp into the east driveway between the swimming pool and playground area. 800 W. is extended to the area underneath the span structure to provide access for properties in the area near the ramp, and for the rail switching yard. 950 W. and 1000 W. are connected by a new driveway that provides access to properties fronting the south side of Forest Street.
3 – Alternative 1A
This alternative modifies Alternative 1 with an expanded bridge structure that preserves the western access into Pioneer Park, and eliminates the deviation of 800 W. that is included in Alternative 1. Alternative 1A also includes a ramp at the east end of the overpass structure that connects Forest Street to 800 W., enhancing circulation in that area.
4 – Alternative 1B
This alternative is identical to Alternative 1A with the addition of a surface street connecting 900 W. and Forest Street, bypassing the overpass structure.
5 – Alternative 2
This alternative is similar to Alternative 1, however no ramps are provided for 900 W. and 950 W. Access to properties west of the rail lines is provided by connecting 900 W., 950 W., and 1000 W. with new surface driveways and streets.
6 – Alternative 2A
This alternative modifies Alternative 2 with an expanded bridge structure that preserves the western access into Pioneer Park, and eliminates the deviation of 800 W. that is included in Alternative 2. Alternative 2A also includes a ramp at the east end of the overpass structure that connects Forest Street to 800 W., enhancing circulation in that area.
7 – Alternative 2B
This alternative is identical to Alternative 2A with the addition of a surface street connecting 900 W. and Forest Street, bypassing the overpass structure.
8 – Alternative 3
This alternative provides a two lane overpass structure (one lane in each direction). The bridge structure is narrower, allowing for a one-way travel lane on either side of the bridge structure. The one-way lanes provide access for Pioneer Park and properties fronting Forest Street both east and west of the rail lines. 950 W. and 1000 W. are connected to enhance circulation.
9 – Alternative 3A
This alternative is similar to Alternative 3, but includes a surface street connecting 900 W. and Forest Street, bypassing the overpass structure. It also includes a one way lane on the north side of the overpass structure west of the rails. The bridge structure is expanded to preserve the western access to Pioneer Park, and includes a surface street connecting Forest Street and 800 W., enhancing circulation in that area.
10 – Alternative 3B
This alternative is similar to Alternative 3A, except that it eliminates the one way lane north of the overpass structure on the west side of the tracks. A cul-de-sac at the south end of 900 W. provides a location for southbound vehicles to turn around and go north.
11 – Alternative 4
This alternative deviates from the alignment of Forest Street, following the berm on the north side of Watkins Park. The ramp structure begins at the west side of Watkins Park, and then merges with Forest Street after spanning the rail lines. Ramps provide access to the Forest Street bridge structure from 900 W. and from 950 W. Shorter ramps provide access to and from 800 W. New surface streets are located both east and west of the rail lines, but are more extensive on the east side, providing a higher degree of access to Pioneer Park and businesses near the rail lines.
12 – Alternative 5
This alternative utilizes elevated grades at the 200 S. alignment, and connects 200 S. to 1000 W. This alternative would also require expansion and improvement to 800 W. and 200 S. It would also redirect existing traffic patterns from Forest Street to 200 S.
13 – Alternative 6
This alternative relocates the switching yard operation to an area east of the Brigham City Municipal Airport. This alternative would require construction of approximately 9.8 miles of new track on 9 separate alignments. There are no existing rail crossings that would be impacted by this alternative. New access roads would need to be constructed, and a maintenance yard area would need to be included. The brown shaded area in this illustration is likely to include jurisdictional wetland areas, which would require a 404 permit from the US Army Corps of Engineers to develop. Soils in the area would also likely require special construction methods in order to be suitable for rail use. This drawing includes a schematic diagram of the rail layout and distances for the switching yard illustrated in Alternative 6.
14 – Alternative 7
This alternative relocates the switching yard operation to an area south of 1100 S., partially in Brigham City, but mostly in Perry. As with Alternative 6, this alternative would require construction of approximately 9.8 miles of new track on 9 separate alignments. There are three existing rail crossings that would need to be closed, and new road improvements would need to be installed to provide access for properties currently served by these crossings. Some likely wetland impacts would occur, necessitating a 404 permit from the US Army Corps of Engineers to develop. Soils in the area are likely better suited for rail development than in Alternative. This drawing includes a schematic diagram of the rail layout and distances for the switching yard illustrated in Alternative 7.