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Noise Wall Mitigation Changes in the FEIS
The Spring 2010 Issue No. 2 Newsletter described the changes in the preliminary FEIS noise wall mitigation compared to the DEIS noise wall mitigation - 10,500 linear feet of noise walls in the FEIS compared to 37,200 linear feet in the DEIS for EMU. The noise wall mitigation reductions are due to modifications in the North Metro operations plan for the Preferred Alternative in 2035 that result in lower speeds and shorter trains than assumed for the DEIS. More information on the speed comparison between the FEIS and DEIS can be found in the newsletter.The table below compares the noise walls in the DEIS with those in the FEIS. The 11 figures included after the table show the preliminary post-mitigation noise impacts from the upcoming FEIS including the revised locations for the noise walls. Quiet Zones - where safety measures are employed so that trains are not required to sound their horns at grade crossings - are assumed as part of the mitigation strategies.
- View FEIS post mitigation maps showing noise impact areas and FEIS noise wall locations. (PDF)
- View Noise Fact Sheet 09-12-08 (PDF)
- View Noise Mitigation Measures for Moderate Impacts
Fact Sheet 03-18-07 (PDF)
RTD and the North Metro Project Team
Select a Preferred Alternative
North Metro Corridor Preferred Alternative Description
The following is a brief overview of the Preferred Alternative that is the culmination of the process that began in Sept. 2006 to develop and screen proposed alternatives; perform a detailed environmental evaluation of each alternative; and incorporate public and agency feedback.The Preferred Alternative alignment generally follows the BNSF Brush Subdivision to UP Boulder Branch between DUS to just north of SH-7, a distance of approximately 18 miles. This is referred to as the BNSF/UP Boulder Alternative.
ALIGNMENT
The southern terminus is at the DUS access point, also known as the "DUS throat" (at approximately 20th Street), and the northern terminus is just north of SH-7 in Thornton. The Preferred Alternative is located adjacent to and just east of the BNSF mainline (Brush Subdivision) in Denver. In Commerce City, the Preferred Alternative crosses over the BNSF mainline and is generally adjacent to the O'Brian Canal through private commercial and industrial parcels in what is referred to as the "Cross-County Area." (The Preferred Alternative follows what had been described in the DEIS as alignment option B-2 in the southern section.) The alignment connects with the UP Boulder Branch right-of-way (ROW) near West 70th Avenue. North of Commerce City, the Preferred Alternative remains within the UP Boulder Branch ROW, which was purchased by RTD in 2009.
The majority of the alignment is single-track, except for five areas with a passing track: from DUS to 38th Street; from South of 72nd Avenue to around 74th Avenue; from north of Thornton Parkway to just north of 104th Avenue; from south of 124th Avenue to before the York Street crossing; and from SH7 to the end of line, approximately 162nd Avenue. The second track in these locations allows trains in two directions to pass without delay, thus maintaining the peak period service plan for 15 minute headways between DUS and SH 7/162nd Avenue station.
VEHICLE TECHNOLOGY
The preferred rail vehicle is the Electric Multiple Unit or EMU. This vehicle would be powered via an overhead contact system (OCS) similar to that provided for the existing Light Rail Transit (LRT) lines. Facilities to distribute power to the trains, known as paralleling stations, would be provided at 2 to 4 locations along the project alignment, typically within station areas.
SUPPORT FACILITIES
A mid-day layover track would be provided in the southern section near 31st Street. This facility would primarily be used to store trains between the weekday morning and afternoon peak periods, and for emergencies. It would not typically be used for overnight storage or for maintenance. A tail track would be provided north of
the SH 7/162nd Avenue station to stage trains preparing to head south or
for emergencies.
The trains will be maintained at the CRMF at the Fox North site on the Northwest Rail Corridor.
STATIONS
The following proposed stations are included in the Preferred Alternative:
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