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Figure 39. Aerial view of the Bowden Yard depicting the five consolidated census blocks used to represent nearby populations. 77 Figure 40. Average population density per latitudinal mile from the Bowden Yard to the Hialeah Yard. 79 Figure 41. Aerial image of the route between Hialeah Yard and the Port of Miami. 80 Figure 42. Representative graphical output of IR versus distance from PHAST Risk for slow train speed, train configuration C-1, and the highest population density of 11,800 people per square mile. The peak value is located at the route. The IR drops in a parabolic fashion moving perpendicularly away from the route. 85 Figure 43. FN curve for the baseline train configuration C-1 mainline train movement for train speeds less than 25 mph along the highest population density portion of the mainline (at 11,800 people/mile2). 86 Figure 44. Representative graph of IR versus distance for high speed train, train configuration C-1, and a population density of 11,800 people per square me. The peak value is located at the route. The IR drops in a parabolic fashion moving perpendicularly away from the route. 88 Figure 45. FN curve for the baseline train configuration C-1 mainline train movement for train speeds between 25 mph and 60 mph along the highest population density portion of the mainline (at 11,800 people/mile2). 89 Figure 46. The IR contours for the Hialeah Yard and baseline train configuration C -I using Route A. 93 Figure 47. The IR contours for the Hialeah Yard and baseline train configuration C-1 using Route B. 94 Figure 48. FN curve for Route A at the Hialeah Yard and baseline train configuration C-1. 95 Figure 49. The IR contours for the Port of Miami intermodal facility and baseline train configuration C-1. North is up. 97 Figure 50. FN curve for the Port of Miami intermodal facility and baseline train 1308194.001 - 5691 viii