South of the Lake Study

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Chicago Terminal Limits PE/NEPA Project

ATTACHMENT 5

SOUTH OF THE LAKE CORRIDOR STUDY

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Detroit-Chicago High Speed Rail Corridor Study Update Page 1South-of-the-Lake CorridorAmtrak Purchase Order S-049-31385HNTB Project 36152

Detroit-C icago Hig Spee Rai Corri or Stu y Up ateSouth-of-the-Lake Corridor

Amtrak Purchase Order S-049-31385

HNTB Project 36152

Sponsor ed by:

M ichigan Department of T ransportationIndiana Department of T ransportationNational Railroad Passenger Corporation

December 2004 Update

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Detroit-Chicago High Speed Rail Corridor Study UpdateSouth-of-the-Lake Corridor

Table of Contents

1.0 Executive Summary Page 1

1.1 Introduction..... Page 1

1.2 Corridor Segments.. Page 3

1.3 Major Improvements... Page 5

1.4 Stakeholder Coordination Page 6

1.5 MWRRI Interface Page 6

1.6 Conclusions and Capital Costs ... Page 7

2.0 Corridor Segment Descriptions... Page 8

2.1 Segment 1: Chicago Union Stationto Englewood Junction. Page 8

2.2 Segment 2: Englewood Junction GradeSeparation to Grand Crossing. Page 12

2.3 Segment 3: Grand Crossing to NS MP 501.8 . Page 15

2.4 Corridor Options CP 501 to Porter .. Page 19

2.4.1 Segment 4A: NS MP 501.8 to Porterat 110 mph.................... Page 19

2.4.2 Segment 4B: Buffington Harbor to Porteron CSXT Shared Use 79 mph Alignment Page 29

2.4.3 Segment 4C: Buffington Harbor to Porteron PRR/IHB/Wabash Exclusive Use HighSpeed Rail Alignment . Page 32

2.4.4 Segment 4D: NS CP 501.8 to Porter

at 79 mph.. Page 35

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3.0 Chicago to Detroit Corridor Right of WayImprovement Program ........ Page 39

3.1 Introduction.. Page 39

3.2 Cost Update using Michigan DOT SegmentationPorter to Milwaukee Junction. Page 39

3.3 Description of Track Work Improvementsfrom Porter to Detroit .Page 40

3.3.1 Segment 2: Porter to KalamazooAmtrak MP 241.0 to MP 143.0 Page 40

3.3.2 Segment 3: Kalamazoo to Battle CreekMP 143.0 to MP 121.421.6 Miles .. Page 42

3.3.3 Segment 4: Battle Creek to West DetroitMP 119.7 to MP 3.0116.7 Miles Page 42

3.3.4 Segment 5: West Detroit to MilwaukeeJunctionMichigan I CSAO MP 3.0 toHolly MP 4.25.3 Miles .. Page 43

3.4 Other Infrastructure Improvements...... Page 45

3.4.1 Summary of Porter to Detroit Cost Update... Page 49

3.5 Table 1: Segment Cost Report... Page 51

3.6 Table 2: Quantity Take-off Report.... Page 54

3.7 Table 3: Crossing Report... Page 56

3.8 Table 4: Time Savings... Page 68

Appendix ISouth-of-the-Lake Corridor Capital Cost Estimates

Appendix IIProposed High Speed Rail Alignments

Appendix IIICalumet River Bridge Inspection Report

Appendix IVIndiana Harbor Canal (Hick) Bridge Inspection Report

Appendix VMeeting Minutes and Correspondence

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1.0 Executive Summary

1.1 Introduction

Amtrak, Michigan DOT and Indiana DOT commissioned a study to evaluate possible

alignments through northeastern Illinois and northwestern Indiana for new high-speedpassenger rail service in the Midwest. Given the growing freight volumes on the existingNorfolk Southern Cleveland-Chicago mainline and Amtraks experience with delays dueto freight interference, the states and Amtrak had determined that new high speed railinfrastructure would prove necessary to support reliable service. The study wasundertaken by Charles H. Quandel and Associates with Parsons Brinckerhoff andProudfoot Associates serving as subconsultants. The team considered previous conceptsprepared by HDR Engineering in 1994 and 1996 and concluded that a feasible alignmentcould be constructed from Chicago to Porter using existing and abandoned rights of wayto provide reduced travel times with minimal freight interference. The corridor segmentsfrom Chicago Union Station to Buffington Harbor employed rights of way and/or tracks

owned by Amtrak, Norfolk Southern (NS), or CSXT. The abandoned rights of wayincluded segments of the former Pennsylvania Railroad, Indiana Harbor Belt and Wabashfrom the vicinity of Gary Airport to Willow Creek. The currently operational CSXTMichigan Central alignment was employed from Willow Creek to Porter. A draft reportwas submitted in December 1999.

In November 2001, Amtrak revised the study objectives to reconsider operating railroadcorridors, since the likelihood of obtaining an intact corridor (comprised of abandonedright of way) had diminished with increased development in the region. Over theintervening time period, Mr. Quandels firm had been acquired by HNTB. At the requestof Quandel and Associates, HNTB was assigned a contract to complete the reportfocusing on several specific tasks as follows:

Inspect and prepare cost estimates for rehabilitating or reconstructing bridges at theCalumet River and Indiana Harbor Canal (Hick Bridge).

Develop conceptual plans and cost estimates for track improvements from Chicago toBuffington Harbor using the previously defined Amtrak, NS and CSX rail corridor.

Develop conceptual track plans and cost estimates for infrastructure improvementsfrom Buffington Harbor to Porter using a Norfolk Southern alignment.

Develop conceptual track plans and cost estimates for infrastructure improvementsfrom Buffington Harbor to Porter using a CSX alignment.

Update the capital costs for infrastructure improvements between Porter and Detroiton the route used by Amtrak passenger trains.

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Photo C-1: Westbound AmtrakLake Shore Limited LeavingPorter, IN on NS Cleveland-Chicago Main LineMP 482.7

Concurrently with this work, a study for the Midwest Regional Rail Initiative (MWRRI),commissioned by nine state DOTs, was underway. Costs and routes developed for this

Detroit-Chicago High Speed Rail Corridor Study Update were incorporated in theMWRRI analysis.

The consultant team briefly considered the impacts of adding new passenger service onthe existing infrastructure (including structures, tracks, signals, and general civil works)between Chicago and Porter. Amtrak currently operates 18 trains per day on track ownedby Norfolk Southern and CSX to serve routes between Chicago and Detroit and Chicagoand Cleveland. Freight traffic over portions of this route may reach 80 trains per day. (Alate 2004 daily train count from Norfolk Southern AEI readers indicated 54 trains atEnglewood, 81 trains per day at Whiting, 95 trains per day at Gary and 76 trains per dayat Porter. These counts include the Amtrak traffic.) The MWRRI program anticipates

the addition of approximately 72 new passenger trains on portions of the route. Inaddition, freight traffic volumes are forecast to grow at between 2 and 5% annually,leading to greater congestion and delays for both passenger and freight trains.

Passenger trains must operate on a reliable schedule to attract ridership in a competitivetransportation market. As the number of freight trains increases along this route,passenger service will become more unreliable, resulting in poor economic performance.A successful passenger rail service must provide frequent, reliable and rapid service to beof benefit to the community. This would not prove possible without significantinfrastructure improvements, including new tracks, to accommodate both passenger andfreight service growth.

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1.2 Corr idor Segments

This report addresses infrastructure improvements by dividing the alignments into naturalsegments moving from Chicago east to Porter. Segments are defined as follows:

Segment 1: Chicago Union Station to Englewood. Segment 2: Englewood to Grand Crossing. Segment 3: Grand Crossing to CP 501. Segment 4A: CP501 to Porter on NS at 110 mph. Segment 4B: CP501 to Porter on CSX at 79 mph. Segment 4B is further divided into

subsegments.

Segment 4C: CP501 to Porter on PRR/IHB/Wabash. Segment 4D: CP 501 to Porter on NS at 79 mph.Improvements planned for each segment are described by text and track plans. Capitalcosts are summarized by segment. Photographs of existing conditions are presented todefine the challenges and possible solutions. Exhibit 1 presents a schematic depiction of

the different route segments.

Four route alternatives between Chicago Union Station and Porter, IN can be constructedby assembling the segments listed above. Each route alternative uses Segments 1, 2 and3 from Chicago Union Station to CP 501 on Norfolk Southerns Cleveland-Chicago mainline. From CP501 east to Porter, four different strategies have been explored.

Photo C-3 Westbound NSAu totrain on NS Cleveland-Chicago Main Line atPorter , INMP 482.7

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Corridor 1-2-3-4A employs Norfolk Southerns Cleveland-Chicago mainline right of wayto construct a 110 mph generally, grade separated alignment parallel to the existing twotrack mains. When placed at common elevation with the existing freight railroad, theconceptual design and cost estimate provide a nominal 30 ft track centerline spacingbetween the high speed passenger service and the freight service.

Corridor 1-2-3-4D also employs Norfolk Southerns Cleveland-Chicago mainline right ofway to construct a 79 mph partially grade separated alignment parallel to the existing twotrack mains. The conceptual design and cost estimate provide nominal 15 ft trackcenterline spacing between the high speed passenger service and the freight service. It isassumed that both freight and passenger service may be routed to employ any of the fourtracks in the corridor.

Corridor 1-2-3-4B employs PRR, IHB and CSXT right of way to construct a 79 mphpartially grade separated alignment parallel to the existing tracks. One to two new tracksare constructed to provide nominal 15 ft track spacing. It is assumed that both freight and

passenger service may be routed to employ any of the tracks in the corridor. The routinguses several historic rail alignments from CP501 to Clarke Junction to Tolleston toWillow Creek to Porter and is more fully described within this report.

Corridor 1-2-3-4C employs PRR, IHB, Wabash and CSXT alignments to construct agenerally grade separated two track alignment suitable for 110 mph passenger service.The routing is CP501 to Clarke Junction to Tolleston to Willow Creek to Porter. Thisalignment was described fully in the 1999 draft report. As this alignment is notconsidered a possible option due to significant residential and commercial developmentalong the corridor, it is not analyzed further within this report.

Segment 4B is analyzed in multiple subsegments:

4B-1 CP501 to Tolleston

4B-2 Tolleston to Willow Creek

4B-3 Willow Creek to Porter

This segregation has been developed to allow allocation of costs for providing servicebetween Chicago and eastern destinations Detroit-Ft. Wayne-Toledo (north) andIndianapolis/Cincinnati (south) under the MWRRI program.

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Exhibit 1: South of the Lake Corr idor Segments

1.3 Major Improvements

A significant impediment to scheduled passenger train reliability on this corridor isimposed by the crossing of the Norfolk Southern and the Metra Rock Island District atEnglewood, IL. Metra and Norfolk Southern have considered constructing a gradeseparation at this location for some time to eliminate the existing conflict between

passenger and freight services in the Chicago terminal area. Currently the routes cross atEnglewood over six crossing diamonds. Approximately 146 trains operate through thiscrossing daily, resulting in less than desirable reliability. The increase in the quantity ofpassenger trains with the Midwest Regional Rail Initiative and normal commuter servicegrowth, plus the anticipated freight growth will require mitigation of this bottleneck. Theconstruction of a flyover structure carrying Metra trains over the Chicago to Porter

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corridor is the preferred solution. Fortunately, the construction of this flyover isanticipated to occur under the CREATE program

Historic movable bridges over the Calumet River and the Indiana Harbor Canal havebeen removed from service, but left in place in an open position to avoid obstructing ship

traffic. A new passenger rail service in this corridor would require the use of thesebridges to avoid bottlenecks with the freight service. The Calumet River Bridge and theIndiana Harbor Canal (Hick) Bridge were inspected in January 2002. HNTBs inspection

reports are included within the body of this report. HNTB recommended that bothbridges be replaced with new structures due to the deteriorated condition and cost ofrefurbishment. The estimated bridge replacement costs are included within the segmentcapital cost estimates.

Under all route alternatives, it is necessary to construct a flyover to enable the high speedrail service to transition from the CSXT Lakeshore subdivision on the northeast of theNorfolk Southern Cleveland-Chicago mainline to available right of way on the southwest.

This 6000 ft double track flyover lies in the vicinity of NS CP 501 north of Gary Airport.

Another significant capital cost element common to all routes is a grade separation atPorter to allow passenger trains to travel through this interlocking without conflictingwith crossing freight traffic. Each route requires a grade separated connection toAmtraks Michigan Line for service to Detroit and to Norfolk Southerns Cleveland-Chicago main line for service to Ohio.

1.4 Stakeholder C oordination

Amtrak and the consultant team have made a significant effort to consider the needs ofaffected parties in developing the design options. Meetings have been held with NorfolkSouthern, CSXT, Chicago Gary Airport and the National Park Service to discuss therouting and infrastructure issues. Meeting minutes with Chicago Gary Airport and theNational Park Service are attached as appendices.

1.5 MWR RI Interface

The Midwest Regional Rail Initiative (MWRRI) study developed capital costs for high-speed rail infrastructure within a nine-state region with Chicago as the hub. The MidwestRegional Rail System considers seven major routes, three of which will employ thisSouth of the Lake Corridor. Capital costs have been developed for each of the sevenroutes. The MWRRI study incorporates the capital costs developed under this Detroit-Chicago Study, specifically: Segments 1-3 (Chicago Union Station to CP501) $265.3million, Segment 4A (CP501 to Porter) $315.3 million, and Segment 4B-1 (CP501 toTolleston) $62.8 million.

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1.6 Conclusions and Capital Costs

This Detroit-Chicago study investigated multiple route options through northern Indianafor high-speed passenger rail service from Chicago to eastern destinations includingDetroit and Cleveland. The study concludes that both Norfolk Southern and CSX routes

provide feasible solutions for service between Chicago and Detroit, as both routes offerthe higher speeds and reduced travel time for intercity passenger service.

Other studies under the MWRRI program investigated route options from Chicago toCincinnati. Possible connection points to the Chicago Terminal Area limits includedTolleston and Willow Creek. The MWRRI investigation determined that a connection atTolleston offers the greater benefit to cost ratio, and would require that the CSXimprovements defined in Segment 4B-1 (CP501 to Tolleston) be constructed.

Estimated capital costs for each segment and route option are presented in thousands of2002 dollars in the following Table 1. It is important to note that the costs of right of way

to locate new tracks are not included in these estimates. Unit costs are derived fromthose used in previous MWRRI studies. All unit costs are comprised of estimatedconstruction cost, plus 31% to cover engineering, project management, constructionmanagement, insurance and contingencies.

Segment Segment Description

Total in$000s

(Year 2002)

1 Chicago Union Station to Englewood $ 131,474

2 Englewood to Grand Crossing $ 29,632

3 Grand Crossing to Buffington Harbor (CP501) $ 104,1771,2,3 Chicago to CP 501 Total $ 265,283

4A CP 501 to Porter, NS - 110 mph $ 315,297

4D CP 501 to Porter, NS - 79 mph $ 244,812

1,2,3,4A Chicago to Porter, NS - 110 mph Total $ 580,580

1,2,3,4D Chicago to Porter, NS - 79 mph Total $ 510,095

4B-1 CP 501 to Tolleston, CSXT $ 62,806

4B-2 Tolleston to Willow Creek, CSXT $ 94,194

4B-3 Willow Creek to Porter, CSXT $ 74,719

4B CP 501 to Porter, CSXT $ 231,719

1,2,3,4B Chicago to Porter, CSXT - 79 mph Total $ 497,002

4C CP 501 to Porter, Private Parcels (former Wabash) $ 290,179

1,2,3,4C Chicago to Porter, Private Parcels - 110 mph Total $ 555,462

Table 1: Segment and Route Capital Costs

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2.0 Corridor Segment Descriptions2.1 Segment 1: Chicago Union Station (NS MP 523.0) to Englewood Junction (NS MP515.8) (7.2 miles)

This segment extends from Amtrak owned, Chicago Union Station (CUS) to Englewood

Junction. Amtrak enters and leaves CUS on two main tracks. However, there is a thirdmain track available if necessary due to train congestion. Amtrak owns the tracks andright of way from Union Station to NS MP 522, including the Chicago River SouthBranch Bridge. Norfolk Southern (NS) owns the tracks and right of way from NS MP522 through Englewood.

The proposed infrastructure design speeds for passenger equipment on this track segmentare 45 miles per hour extending south from Union Station for 2 mi and 79 mph south ofNS MP 521 to the Englewood curve at NS MP 516.2, where the curvature will restrictspeeds to 40-50 mph. The proposed upgraded track design includes rehabilitating theexisting main tracks, reconfiguring/upgrading the signal system and installing new

turnouts. Multiple infrastructure improvements are required to provide reliable passengerservice.

The two mainline tracks will be refurbished from NS MP 523.0 to NS MP 515.8 with a33% tie renewal and new ballast. The third main track south of Union Station will beupgraded in a similar manner from NS MP 523 to NS MP 522.

The capital cost estimate included in this report allows for reconstruction of the 21 stStreet Interlocking at NS MP 520.8 including rebuilding the (Canadian National-IllinoisCentral) CN-IC crossing with two #15 turnouts and the UP connection with one #15turnout and a new diamond. The abandonment of the St. Charles Airline, envisionedunder the Chicago CREATE program would alter this strategy and result in theelimination of all the diamonds at the 21st Street Interlocking.

Two crossovers and a single turnout (all #20 turnouts) for 45 mph operation will beinstalled at NS MP 522 to improve operational flexibility. A #20 crossover will beinstalled at NS MP 521.

The Amtrak bridge over the South Branch of the Chicago River at NS MP 521.5 will berefurbished with new bridge locks, track and bridge ties to permit greater passengerequipment speeds.

A new passenger track will be constructed west of the I-90/94/CTA (Dan RyanExpressway/CTA Red Line) bridge on the north side of the alignment for use by Amtrak.The track will be extended on a new multi-span bridge over the expressway and the CTA.

A placeholder of $100 million is included for acquisition of NS real estate and track, plusfreight improvements necessary to allow exclusive passenger traffic use of the twoeasternmost tracks between Union Station and the I-90/94 bridge.

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The full length of the segment will also require upgraded Centralized Traffic Control(CTC) double track signaling for 7.2 mi. and Positive Train Control (PTC) signaling,when available, for 5.2 mi. The existing CTC is assumed to be modified extensively tosupport revised block lengths to optimize capacity for higher speed passenger equipment.

Chain link fence, 10 ft high, will be provided on both sides of the alignment to detertrespassers in this urban area.

The estimated capital cost is $131.5 million. Details are presented in Appendix I: Southof the Lake Corridor Capital Cost Estimates.

The alignment is plotted and stationed in 1000 ft increments on USGS Digital RasterGraphic base mapping in Appendix II: Proposed High Speed Rail Alignments.

Photo E-20: View ofAmtrak Tracks from theUnion Station SouthConcourse

Photo E-21: Nor folkSouthern Main T racksApproaching CN-IC St.Charles Airl ine Bridge

MP 522.0

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Photo E-24: 21s St reetInter locking - C N/NS DiamondsMP 521.1

Photo E-23: Amtrak OwnedSouth Br anch Lift BridgeMP 521.3

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Photo E-25: Norfolk SouthernMain Tracks Approaching UPCanal Y ard on the WestMP 520.8

Photo E-23: Amtrak OwnedSouth Br anch Lift Bridge

Photo D-5: Englewood Curveon NS - 5 degr ees 19 minMP 516.2

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2.2 Segment 2: Englewood Junction Grade Separation (MP 515.8) to Grand Crossing

(MP 513.6) (2.4 miles)

This segment extends southeast from Englewood Junction to Grand Crossing, a distanceof approximately 2.4 miles. The proposed infrastructure design speed is 110 miles perhour.

The proposed alignment requires the construction of two new passenger train tracks fromEnglewood to Grand Crossing on the north side of the existing NS alignment. These twotracks will occupy the former New York Central (NYC) railroad right of way. A totallength of 4.8 mi. of new track will be constructed. It will be necessary to construct one#20 turnout to allow a transition from the new track to the NS line east of Englewood tocross the I-90/94/CTA bridges on the northernmost NS track.

At Englewood Junction, the Norfolk Southern and Metras Rock Island District (RID)cross at grade in a multi-diamond interlocking. A flyover by Metras RID has beenconsidered for many years to alleviate congestion at this busy intersection. A previous1999 study estimated the cost of constructing this flyover at $39 million. The South ofthe Lake Corridor Study assumes that such a flyover would be constructed by theCREATE program in advance of the high speed rail program.

A CN-IC connection at Grand Crossing is included in the capital cost estimate as anallowance of $13.2 million. The work includes construction of 10,000 ft of new trackand signals on the former Nickel Plate rail roadbed, which crosses under the NS/NYCembankment and connects to the two new passenger tracks on the NYC alignment.

(It should be noted that this entire cost may not be required as the CREATE programproposes to construct the freight component of the CNIC connection as part of thePassenger Express Corridor project.)

Photo D-6: NS Br idge over

I-90/94 and CT A Red LineMP 515.9

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Two #24 crossovers are required to allow for movement between the two passengertracks at high-speed. Between the new tracks and the NS tracks, two #20 crossovers willbe constructed to allow the use of all tracks under maintenance outages. Additional #20turnouts are required at Grand Crossing to connect to the CNIC for rerouted Amtrakpassenger service to Champaign Urbana.

Ten existing bridges on the NYC right of way will be refurbished to ensure suitability forhigh speed passenger rail use.

Full CTC and PTC signaling allowing high speed operations will be provided over the2.4 mi. segment. Similarly, 10 ft chain link fencing will be provided to deter trespassers.

The estimated capital cost is $30.0 million. Details are presented in Appendix I: South ofthe Lake Corridor Capital Cost Estimates.

The alignment is plotted and stationed in 1000 ft increments on USGS Digital Raster

Graphic base mapping in Appendix II: Proposed High Speed Rail Alignments.

Photo E-11: EnglewoodJunction: Crossing of NS andMetra RIDMP 515.8

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Photo E-2: New York CentralAlignment Stee l BridgesMP 515.0 to MP 513.4

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2.3 Segment 3: Grand Crossing (NS MP 513.6) to NS MP 501.8 (11.8 mi.)

Segment 3 extends from Grand Crossing southeast to NS MP 501.8, a point just west ofBuffington Harbor. Two new passenger tracks will be constructed throughout theapproximately 11.8 mile route segment. The alignment employs former NYC right of

way between Grand Crossing and Calumet Park (100

th

Street, NS MP 509). From thispoint south, the new passenger tracks will be constructed on the existing CSXT LakeSubdivision. The capital cost estimate anticipates that the existing CSXT tracks will beremoved and replaced with new rail, ties and ballast. This segment is designed with amaximum passenger speed of 110 mph, with speed restrictions of 80 mph at the newCalumet River Bridge (NS MP 510) and the new Hick Bridge (NS MP 503.5), and 70mph at the IHB diamonds (NS MP 503).

At the Calumet River (NS MP 510) the historic and out of service NYC double trackbridge will be replaced with a new vertical lift bridge at a cost of $28 million. Consultantstaff inspected the two unused bridges over the Calumet River in January 2002 and

prepared a report, provided in Appendix III: Calumet River Bridge Inspection Report.

At NS MP 508.5, one #15 turnout will be installed to provide a CSXT freight access tothe power plant tracks.

At NS MP 506, two #24 crossovers will be installed between the two new tracks as wellas two #20 crossovers between the northernmost NS track and the southernmost newpassenger track. This will allow use of either the NS or new passenger tracks, by eitherfreight or passenger equipment in the event of a bridge outage or track maintenance.

From NS MP 505.5 through 503.5, a freight siding with two #15 turnouts will beconstructed for the use of CSXT coal trains.

At Hick (NS MP 503.5) the historic and out of service CSXT double track bascule bridgecrossing the Indiana Harbor Canal will be replaced with a new bascule bridge with anincreased span length (140) to allow for the planned widening of the waterway. The

estimated cost is $20 million. In January 2002, consultant staff inspected the CSXTbridge and prepared a report, provided in Appendix IV: Indiana Harbor Canal (Hick)Bridge Inspection Report.

At the IHB/Inland Steel rail crossing (NS MP 503), east of the Hick Bridge, two crossingdiamonds will be installed, as it is very costly to achieve grade separation with the IHBdue to the close proximity of the Buffington Harbor access ramp from Indiana StateRoute 912. New flange bearing crossing technology may be considered to allow highspeeds and reduced wear.

East of the new Hick Bridge, in the vicinity of NS MP 503, two #24 crossovers will beinstalled between the two new passenger tracks and two #20 crossovers will be installedbetween the northernmost NS track and the southernmost new passenger track. This willallow use of either the NS or new passenger tracks, by either freight or passenger

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equipment in the event of a bridge outage or track maintenance. Again, it is anticipatedthat NS will cover the cost of one of the #20 crossovers between the high-speed railsystem and the NS alignment.

Between Grand Crossing (NS MP 513.6) and NS MP 501.8, 24 existing bridges will be

refurbished for the new passenger service.

Full CTC and PTC signaling allowing high speed operations will be provided over the11.8 mi. segment. Similarly, 10 ft chain link fencing will be provided to detertrespassers.

Four roadway/rail grade crossings exist in this segment: Calumet Ave (NS MP 507.1),Lake Ave (NS MP 506.6), 117th Street (NS MP 506.0), and Front Street (NS MP 505.6).Each will be fitted with four-quadrant gates. In addition, Calumet Ave, a particularlyhigh volume crossing, will be fitted with trapped vehicle detection.



Photo E-3: Former NY C AlignmenNorth of the NS Provides anExisting Roadbed and Br idges forthe Installation of Two NewPassenger TracksMP 509 to MP 513

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Photo E-5: One of the Out of

Service Vertical Lift Bridges overthe Calumet River Must BeReplaced to Provide a PassengerT rack BridgeMP 509.0

Photo E-7: CSX T L ake Subdivisio117th St ree t Provides a Two TrackRoadbed for Reconstruction of H igSpeed Passenger TracksMP 505.9

Photo E-9: The North Side IndianaShip Canal Bascule Bridge at HickMust Be Replaced to Provide HighSpeed Passenger Service without

F reight ConflictMP 503.1

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Photo E-10: Due to Conflict withthe Inland Stee l Access RoadwayBridge, the IHB Crossing at G radMust Be RetainedMP 502.0

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2.4 Corridor Options CP 501 to Por ter

This study developed four alternative route options to provide passenger service betweenCP 501 and Porter. Two alternatives parallel the existing Norfolk Southern Cleveland-Chicago mainline currently used by Amtrak service. The other two routes use CSXTalignments and abandoned rail corridors to south of the NS corridor. All four corridoralternatives employ Segments 1-3 between Chicago Union Station and CP 501.

2.4.1 Segment 4A : NS M P 501.8 to Porter (M P 481.2) at 110 mph (20.3 miles)

Segment 4A provides a route for a double track passenger alignment from the CSXTLake Subdivision at NS MP 501.8 to Porter using the Norfolk Southern Cleveland-Chicago mainline corridor. The maximum design speed for passenger service on thistrack segment is 110 miles per hour, except where restricted to approximately 95 mph bycurves at NS MP 484.1 and NS MP 484.6. The vertical curves in the flyovers mayrestrict passenger speeds due to geometric conflicts. Flyovers are provided at CP 501 andPorter (NS MP 483.0). In general, the conceptual design for this alignment provides for adouble track alignment constructed within railroad owned right of way for the exclusiveuse of high speed passenger service.

At MP 501.8, in the vicinity of CP 501, a new passenger track flyover is required to allowthe passenger service to transition from the CSXT Lake Sub to the south side of the NSright of way west of Pine Junction. The flyover also provides grade separation with theroadway underpass entrance to Buffington Harbor. The proposed flyover begins at NSMP 501.8 (Sta. 1010+00), crosses the NS mainline at NS MP 501.4 (Sta. 1045+00) at a20-degree skew and descends to NS MP 500.7 (Sta. 1070+00), west of the EJ&E gradeseparation at Pine Junction. From this point, the high speed passenger tracks extendalong the south side of the NS alignment to NS MP 498.5. It is believed that sufficientroom exists to fit the two new tracks under the EJ&E grade crossing structure (perhapsnot achieving the desired 25 ft track centers to the freight alignment). The tracks willcross Clark Rd. (NS MP 499.3) at grade, requiring a new four quadrant gate gradecrossing warning system.

At NS MP 498.5 the tracks ascend to an elevated structure to provide grade separationwith numerous roadway crossings and a rail connection between NS and CSX. Thisdouble track elevated structure continues along the south side of the NS alignment to NSMP 493.0 with no speed restrictions. The structure provides grade separation with theCSX/NS CP 497 crossover (NS MP 497.2), Buchanan St. (NS MP 496.8), the CalumetRiver (NS MP 496.6), Broadway St (NS MP 496.1), Virginia St. (NS MP 495.6) and

Tennessee St. (NS MP 495.2). It is anticipated that the IHB Dune Park Branch overheadstructure at NS MP 494.6 could be removed, as this line is abandoned. The total distanceof elevated track is approximately 5.5 miles.

At NS MP 493.0 the track descends to the existing grade. This alignment section runsthrough the Indiana Dunes National Lakeshore and is constructed on an embankmenttraversing wetlands, which are located primarily to the north side of the existing tracks.

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New double track high speed rail bridges are required at South Lake St. (NS MP 492.5)and Grand Ave. (NS MP 492.2). The embankment will be widened for approximately1.1 mile to provide greater than 25 ft centers from the NS tracks, allowing unrestrictedmaintenance of either track under 49 CFR 214.355.

East of Miller at MP 492.1, the Chicago South Shore Railroad alignment runs paralleland on the south side of the NS. Sufficient space exists between the tracks of the tworespective railroads to construct a generally at grade two track high speed rail alignment.Grade separations (high speed rail over roadway) will be provided at County Line Rd.(NS MP 490.1), Ogden Dunes Rd. (NS MP 488.3), Continental Can Rd. (NS MP 488.0),Steel Mill Rd. (NS MP 485.2), and US 20 (NS MP 483.1).

A four quadrant gate grade crossing warning system will be provided at Mineral SpringsRd. (NS MP 482.7), as the geometry does not readily permit a grade separation with theexisting I-94 overhead bridges located at NS MP 482.6. A similar system will berequired at the Indiana Harbor overweight truck access point in Burns Harbor Yard at NS

MP 487.0.

New bridges will be provided over Burns Ditch (NS MP 487.7) and the Calumet River(NS MP 484.4). The State of Indiana is constructing a highway overpass at MidwestSteel (NS MP 478.4). Amtrak has provided rail alignment data to the grade separationproject team to ensure clearance for the proposed high speed rail alignment.

Existing highway and railroad overpass structures at EJ&E (NS MP 500.0), Wilson Rd.(NS MP 486.7), Chicago South Shore Railroad (NS MP 484.9), US Highway 12 (NS MP484.6) and Interstate 94 (NS MP 482.6) provide sufficient horizontal clearance to fit thenew double track high speed rail alignment. Some repositioning of existing tracks orreallocation of tracks may be required to accomplish the objective of constructing newhigh speed rail tracks without disturbing existing overhead structures.

Under the Highway 12 bridge, the existing NS track must be shifted several feet to allowspace for the double track passenger alignment to pass through the existing bridgeaperture. Similar shifts may be required at other bridge locations.

Universal #24 crossovers are proposed at NS MP 498.8, NS MP 492.5 and NS MP 483.5to provide operational flexibility for high density, high speed passenger service.

At Porter (NS MP 482.8), a double track flyover is proposed to cross above theintersecting CSX mainline to provide uninterrupted high speed passenger rail service onthe Norfolk Southern Cleveland-Chicago mainline alignment to Ohio. The viaductprovides a grade separation with Jackson St. (NS MP 482.1). A single track flyoversegment is proposed to connect the new passenger track to Amtraks Michigan Line inthe northeast quadrant, crossing above the NS double track mainline.

Track sections constructed at grade or on embankment will include protective fencing todeter trespassing.

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The entire segment will require CTC and PTC signaling, when available, for 20.3 miles.



Photo B-14: The proposedelevated structu re lies betweenthe Norfolk Southern Cleveland-Chicago tracks and the CSX BarrSub. The photo lookseast towardBuchanan Street on the CSX BarSub. The EJ& E C i ty t rack lies tothesouth. Thecrossover connectsNS and CS X mainlines at NS MP497.2.

Photo B-12: CP 501 lookingsoutheast along the CSXtracks. The track on theright proceeds to Clark

Junction and the CSX Ft.

Wayne li ne. The track onthe left proceeds to PineJunction. NS Cleveland-Chicago mainline tracks areon the left . The proposedflyover lands between the NSand CSX tracks.

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Photo B-10: NS C leveland-Chicamainline at NS MP 493 looking wtoward the abandoned IH Boverhead bridge. Spaceexists onthesouth side to construct anelevated two track st ructu re to thwest and a two track embankmento theeast.

Photo A-6: Sufficient spaceexists between CSS and NS atCP 491 to construct new

passe

nge

r trac

ks

at grade

.

Photo B-20: A n abandonedIH B bridgecrosses the NS at

NS M P 494.6. I t is anticipatedthat thiscould be removed toprevent conflict with aneleva ted high speed railalignment on thesouth side ofthe NS main line.

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Photo B-17: DuneHighway/County Line Rd. NSMP 490.2 crossing at grade

looking east.

Spaceexistsbetween the CSS on thesouthand the NS to construct agradeseparated high speedpassenger double trackstructu re and fill at greaterthan 25 ft track centers to thefreight tracks.

Photo A-2: Ogden Dunes Rdcrosses the NS at grade at NSMP 488.4. Spaceexists fornew passenger tracks on agradeseparated structu re andfill between the NS and CSS.

Photo A-1: Burns Ditch at NSMP 487.6, looking along theCSS electrified tracks. The NStracks are located to the north.

Spaceexists between the CSSand NS. A new fixed waterwaybridge is required.

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Photo C-24: MidwestStee l crossing at NS MP487.3. The State ofIndiana isconstructinga new gradeseparationat thissite.

Photo C-20: West end ofBurns Ha rbor Yar d at NSMP 486.9 looking east at theWilson Rd overpass.Proposed alignment liesbetween CSS and NS atgrade.

Photo C-22: Port of Ind ianaand Burns Harbor Yardoverweight truck accessrequires 4 quadrant gates.

Wilson Rd overpass providessufficient clearance for twotracks at grade.

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Two Vertical Lift Bridgesoverthe CalumetRiver Chicago, Illinois

Detroit-Chicago High Speed Rail Corridor Study Update 2

South-of-the-Lake RerouteAmtrak Purchase Order S-049-31385HNTB Project 36152

Photo C-17: A utility bridgec

rosses

ove

r the

e

as

te

nd of the

Burns Ha rbor Yar d at NS MP485.6. Sufficient clearanceexists for a high speed railalignment at grade on thesouth side of the NS main line.

Photo C-14: CSSoverpass looking west.The NS main line tracksmust move north toprovideclearance for atwo track high speed railalignment on thesouthside at grade.

Photo C-12C: The NSmain linecrosses theeastbranch of the CalumetRiver at NS MP 484.4.Construction of a highspeed rail alignmentrequires a new bridge andwidened embankment .

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Photo C-10: CP 483 looking west.While thesouth side of thealignment isclear to the west, asiding extends from NS 483.5 to

481.6 on thesouth side. Theconstruction of a new two tr ackhigh speed rail alignment at gradewill require moving or realigningtheexisting NS tracks through thsection.

Photo C-4: I-94 bridge at NSMP 482.6. Spaceexists forconstruction of two new trackson thesouth side at grade withsome repositioning orreallocation of existing tracks.NS facilities include a sidingand two mains.

Photo C-7: H ighway 20railroad bridge NS M P 483.1looking east towar d the I-94overpass. Spaceexists forconstruction of a new twotrack alignment at grade onthesouth side with somerepositioning or reallocationof existing tracks.

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Photo C-2: Connection toAmtraks Michigan Line at NS

MP 482.2 looking east.

Sufficient spaceexists toconstruct a two track eleva tedstructu re on thesouth side ofthe NS , providing gradeseparation with the CSX T and asingle northeast quadrant trackconnection for service toDetroit.

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2.4.2 Segment 4B: NS CP 501.8 to Porter (NS MP 481.2) at 79 mph on CSXT (21.5miles)

Segment 4B provides a high speed rail route through northwestern Indiana usingabandoned rail rights of way, CSXT property and the lightly used Michigan Central Line,

also owned by CSXT, between Willow Creek and Porter. This route had been proposedby CSXT in a meeting with Amtrak on July 21, 2001. Appendix II includes a trackschematic drawn by CSXT representing this route, as well as an alignment plotted andstationed in 1000 ft increments on a USGS digital raster graphic base map. Themaximum design speed for passenger service on this track segment is 79 miles per hourwith some speed restrictions.

Flyovers are provided at Clark Jct., Willow Creek and Porter. The conceptual designprovides three main tracks between Tolleston and Willow Creek (where freight traffic isheaviest) and two main tracks at other locations. Frequent crossovers are provided toallow use of all tracks by passenger and freight service. Roadway crossings are generally

at grade, except where existing embankments provide grade separation or where existingelevated roadways have been constructed. Grade crossings will be improved to includefour quadrant gate warning systems.

A CTC signal system will be installed. In addition, much of the alignment will be fencedto minimize trespassing.

The end points of the route are similar to those of the other alternatives of the currentstudy, from CP501 to Porter. From Chicago Union Station to CP 501, the route employsthe previously defined Segments 1-3 of this report.

The total estimated capital cost for Segment 4B is $231.7 million. Details are presentedin Appendix I: South of the Lake Corridor Capital Cost Estimates.

2.4.2.1 CP 501 to Tolleston (5.2 miles)

As the passenger service tracks lie to the north of the CSXT Lake Subdivision in thevicinity of CP501, a two-track fly-over is required to cross over the CSXT and NS tracksnear Buffington Harbor, north of Gary Airport. South of the CSXT and NS tracks, theproposed alignment intersects an old Conrail and former Penn Central Railroad (PRR)grade. Unlike the profile of the 1999 study (Segment 4C), this alignment remains at ahigh elevation, flying over Clark St. and the CSXT Barr Subdivision tracks at ClarkJunction. An abrupt decent is required to pass under the Elgin, Joliet and EasternRailway elevated track, northwest of Gary Airport. An existing EJ&E bridge providessufficient horizontal and vertical clearance for the new alignment with little modification.

Four quadrant gate grade crossing warning systems are required at Fifth Ave. and Taft St.Existing structures provide grade separation from the PRR grade at I-90, the ChicagoSouth Shore and South Bend Railroad and Fourth Ave.

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East of Taft Street at Tolleston, the PRR grade intersects an abandoned, elevated IndianaHarbor Belt Dune Park line. A connection in the northeast quadrant can be restored witha relatively abrupt grade to meet the IHB embankment elevation, maintaining thecrossing at Taft St.

While the CSX schematic depicts several miles of improvements from Tolleston toIvanhoe, such work is not included under the high speed rail scope and cost estimate.

The estimated capital cost for Segment 4B-1 is $62.8 million. Details are presented inAppendix I: South of the Lake Corridor Capital Cost Estimates.

2.4.2.2 Tolleston to Willow Creek (9.7 miles)

The alignment proceeds eastward on the abandoned IHB embankment. New track mustbe constructed and the embankment widened to support two tracks. (While the CSXT

track schematic depicts three tracks between Tolleston and Willow Creek, the partiesagreed that two tracks would be sufficient for the foreseeable future.) The existingbridges on the old IHB alignment embankment at Grant St., Harrison St. and Madison St.must be replaced. The alignment leaves the IHB embankment east of Madison St. Anew embankment and bridges must be constructed at Washington St., Broadway St.Massachusetts St. and Virginia St. to transition to grade on the CSXT Porter Subdivision.Ohio St. may be crossed at grade and new four quadrant gates installed.

Sufficient clearance exists under I-90 to construct the two new tracks adjacent to theexisting CSXT Porter Subdivision track. Similarly, sufficient clearance exists at the I-80/94 roadway overpass. A new low level, double track bridge is required over BurnsDitch. A series of streets are crossed at grade between I-80/94 and Willow Creek,including Clay St., Gibson St., Grand Blvd., Cemetery St., State Highway 51 and DombeRd. Union St. and DeKalb St. would be closed. A new single track bridge is required atWillow Creek and a 6000 ft double track flyover is required at the Willow Creek controlpoint to provide grade separation with the CSXT Garret Subdivision.

Willow Creek Rd. must be closed and the Crisman Rd. (SR 249) bridge reconstructed toprovide greater clearance over the railroad. Old Crisman Rd. is anticipated to cross atgrade, requiring a four quadrant gate crossing warning system.


2.4.2.3 Willow Creek to Porter (6 .6 miles)

East of Willow Creek, the route joins the CSXT Michigan Central Line, a lightly usedsingle track freight railroad. The project would build one new track to provide a twotrack railroad for passenger and freight service. Several roadways including Samuelson

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Rd., Salt Creek Rd., SR 149 and Babcock Rd. cross at grade, warranting four quadrantgate warning systems. A single track bridge structure must be constructed over SaltCreek. Approaching Porter, the grade rises to provide grade separation with the NorfolkSouthern Cleveland-Chicago main line. Mineral Springs Rd. must be relocated to thewest and provided with a four quadrant gate warning system. A single track segment

connects to the new passenger track to Amtraks Michigan Line in the northeast quadrant,crossing above the NS double track mainline. Similarly, a single track flyover connectsto the CSXT Grand Rapids Subdivision and NS Cleveland Chicago mainline.


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2.4.4 Segment 4C: NS CP 501.8 to Porter (NS MP 481.2) at 110 mph onPRR/I H B/Wabash/CSXT Michigan Centr al (22.8 miles)

Segment 4C provides a high speed rail route through northwestern Indiana usingabandoned rail rights of way and the lightly used Michigan Central Line owned by

CSXT, between Willow Creek and Porter. This route had been investigated under theinitial study conducted by Charles Quandel and Associates with Parsons Brinckerhoffand Proudfoot Associates. The consultant team prepared a conceptual engineering studyand capital cost estimate, producing a draft report in November 1999. Shortly thereafter,Amtrak and the consultant team determined that commercial and residential developmentalong key segments of the right of way had made development of this alternativeimpractical.

The design criteria for the initial study identified a generally grade separated, doubletrack alignment with track geometry configured for 110 mph service. While the routewas anticipated to provide principally high speed passenger rail service for the Midwest

Regional Rail System, the conceptual design provided clearances for double stack freightand intermodal service.

The end points of the route are similar to those of the other alternatives of the currentstudy. From Chicago Union Station to CP 501, the route employs the previously definedSegments 1-3 of this report. As the passenger service tracks lie to the north of the CSXLake Subdivision in the vicinity of CP501, a two-track fly-over is required to cross overthe CSX and NS tracks near Buffington Harbor, north of Gary Airport. South of the CSXand NS tracks, the proposed alignment intersects an old Conrail and former Penn CentralRailroad (PRR) grade, passing under the east-west double track CSXT Barr Subdivisionand the under the Elgin, Joliet and Eastern Railway elevated track, northwest of GaryAirport. An existing EJ&E bridge provides sufficient horizontal and vertical clearancefor the new alignment with little modification, but significant construction is required tograde separate the CSXT and passenger rail tracks at Clark Junction, by elevating thefreight tracks.

In an effort to minimize potential conflicts with automobiles, grade separations aresought where the geometric conditions allow. New roadway-over-rail separations areplanned at Clark St., while Fifth Ave. (US 20) must include a four quadrant gate system.Existing structures provide grade separation from the PRR grade at I-90, the ChicagoSouth Shore and South Bend Railroad and Fourth Ave.

East of Taft Street at Tolleston, the PRR grade intersects an abandoned, elevated IndianaHarbor Belt Dune Park line. A connection in the northeast quadrant can be restored,requiring the closure of Taft St., as the grade rises to meet the IHB embankmentelevation. The existing bridges on the old IHB alignment embankment at Grant St.,Harrison St., Madison St., Adams St., Washington St., Broadway St. and Virginia St.must be replaced.

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The proposed alignment leaves the IHB embankment to join the old Wabash gradeseveral hundred feet west of I-65, crossing over Ohio St. on a new railroad structure andunder a relocated I-65 access ramp. Sufficient clearance exists under I-90 to constructthe new high speed rail alignment with minimal excavation to provide overhead clearancebelow the roadway. The grade rises to the east to achieve grade separations with the

crossing streets. Utah St. can be closed and New Jersey St extended under a new railstructure to connect with US 20. A new rail embankment and bridge structures arerequired at Clay St., Lake St., Hobart St. and Ripley St. West of Ripley, the alignmentdescends to the original grade to cross Burns Ditch on a new double track, low levelbridge and cross under I-80/94 through an existing roadway span.

From I-80/94, the alignment continues east rising to cross over the CSXT double trackmainline at Willow Creek on a major flyover structure. Grade conflicts require thatDombey Rd. be relocated to the east and that Clem Rd. be closed. Similarly, WillowCreek Rd. must be closed and the Crisman Rd. (SR 249) bridge reconstructed to providegreater clearance over the railroad. Old Crisman Rd. is anticipated to cross at grade,

requiring a four quadrant gate crossing warning system.

East of Willow Creek, the route joins the CSXT Michigan Central Line, a lightly usedsingle track freight railroad. The project would build two new tracks to provide a threetrack railroad for passenger and freight service. Several roadways including SamuelsonRd., Salt Creek Rd., SR 149 and Babcock Rd. cross at grade, warranting four quadrantgate warning systems. Two single track bridge structures must be constructed over SaltCreek. Approaching Porter, the grade rises to provide grade separation with the NorfolkSouthern Cleveland-Chicago main line. Mineral Springs Rd. must be relocated to thewest and provided with a four quadrant gate warning system. A single track segmentconnects to the new passenger track to Amtraks Michigan Line in the northeast quadrant,

crossing above the NS double track mainline.

The 1999 study did not provide a grade separated connection to the NS Cleveland-Chicago main line. This has been revised with the addition of a single track connectionand crossovers, similar to the configuration considered under Segment 4B. An additional$22.5 million is included in the cost estimate.


The entire segment will require CTC and PTC signaling for 22.8 miles.

The estimated capital cost is $290.2 million. This cost was developed in the previousstudy and updated for inflation to 2002 costs. Details are presented in Appendix I: Southof the Lake Corridor Capital Cost Estimates.

The horizontal alignment is plotted and stationed at 100 scale increments on USGSDigital Raster Graphic base mapping. The vertical alignment is plotted on a similar

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2.4.4 Segment 4D: NS C P 501.8 to Porter (M P 481.2) at 79 mph (20.3 miles)

Segment 4D provides a lower cost, lower speed route (in comparison to Segment 4A) fora double track passenger alignment from the CSXT Lakeshore Sub right of way at NSMP 501.8 to Porter using the Norfolk Southern Cleveland-Chicago mainline. The

maximum design speed for passenger service on this track segment is 79 miles per hour.The vertical curves in the flyovers may restrict passenger speeds due to geometricconflicts. Flyovers are provided at Clarke Jct. (NS MP 498.5) and Porter (NS MP 483.0).In general, the conceptual design for this alignment provides for a double track alignmentconstructed within railroad owned right of way at 14 ft track centers for the shared use ofhigh speed passenger service and freight service.

This option was developed to accommodate parameters identified by Norfolk Southern inthe companys policy statement, dated February 28, 2002. A copy of this statement isincluded in Appendix V. Key objectives cited by NS include transparent operationsand no delay to freight trains. This alternative provides an entirely new set of two

tracks in the corridor, fully achieving the defined objectives. Frequent crossovers areprovided to allow the freight and passenger service to run on any of the four tracks in thecorridor, so as to provide the maximum flexibility of operations and benefit to bothpassenger and freight service. The existing NS two track mainline will be upgraded witha 33% tie replacement and surfacing to provide for comfortable Class 4 passengeroperations.

At MP 501.8, in the vicinity of CP 501, a new double track passenger track flyover isrequired to allow the passenger service to transition from the CSXT Lake Sub right ofway to the south side of the NS right of way west of Pine Junction. The flyover alsoprovides grade separation with the roadway underpass entrance to Buffington Harbor.The proposed flyover begins at NS MP 501.8 (Sta. 1010+00), crosses the NS mainline atNS MP 501.4 (Sta. 1045+00) at a 20-degree skew and descends to NS MP 500.7 (Sta.1070+00), west of the EJ&E grade separation at Pine Junction. From this point, thepassenger tracks extend along the south side of the NS alignment to NS MP 498.5. It isbelieved that sufficient room exists to fit the two new tracks under the EJ&E gradecrossing structure at 14-15 ft track centers to the freight alignment. The tracks will crossClark Rd (NS MP 499.3) at grade, requiring a new four quadrant gate crossing warningsystem.

At NS MP 498.5 the tracks ascend to an elevated structure to provide grade separationwith numerous roadway crossings and a rail connection between NS and CSX. Thisdouble track elevated structure continues along the south side of the NS alignment to NSMP 496.5 with no speed restrictions. The two mile structure provides grade separationwith the CSX/NS CP 497 crossover (NS MP 497.2), Buchanan St. (NS MP 496.8) andthe Calumet River (NS MP 496.6). The new double track railroad is constructedgenerally at grade or on embankment with new double track railroad bridge structures toprovide grade separation with Broadway St. (NS MP 496.1), Virginia St. (NS MP 495.6)and Tennessee St. (NS MP495.2). The new alignment can pass under the IHB Dune Park

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Branch overhead structure at NS MP 494.6. Alternatively, the structure may be removedas the line is no longer in use.

From NS MP 494.6, the track runs at grade through the Indiana Dunes NationalLakeshore and is constructed on an embankment traversing wetlands, which are located

primarily to the north side of the existing tracks. The embankment will be widened toprovide 14-15 ft centers from the NS tracks. New double track high speed rail bridges arerequired at South Lake St. (NS MP 492.5) and Grand Ave. (NS MP 492.2).

East of Miller at NS MP 492.1, the Chicago South Shore Railroad alignment runs paralleland on the south side of the NS. Sufficient space exists between the tracks of the tworespective railroads to construct a generally at grade two track high speed rail alignment.Grade separations (high speed rail over roadway) will be provided at County Line Rd.(NS MP 490.1), Ogden Dunes Rd. (NS MP 488.3), Continental Can Rd. (NS MP 488.0),Steel Mill Rd. (NS MP 485.2), and US 20 (NS MP 483.1).

A four quadrant gate warning system will be provided at Mineral Springs Rd. (NS MP482.7), as the geometry does not readily permit a grade separation with the existing I-94overhead bridges located at NS MP 482.6. A similar system will be required at theIndiana Harbor overweight truck access point in Burns Harbor Yard at NS MP 487.0.

New bridges will be provided over Burns Ditch (NS MP 487.7) and the Calumet River(NS MP 484.4). The State of Indiana is constructing a highway overpass at MidwestSteel (NS MP 478.4). Amtrak has provided rail alignment data to the grade separationproject team to ensure clearance for the proposed high speed rail alignment.

Existing highway and railroad overpass structures at EJ&E (NS MP 500.0), Wilson Rd.(NS MP 486.7), Chicago South Shore Railroad (NS MP 484.9), US Highway 12 (NS MP484.6) and Interstate 94 (NS MP 482.6) provide sufficient horizontal clearance to fit thenew double track high speed rail alignment. Some repositioning of existing tracks orreallocation of tracks may be required to accomplish the objective of constructing newhigh speed rail tracks without disturbing existing overhead structures.

Under the Highway 12 Bridge, the existing NS track must be shifted several feet to allowspace for the double track passenger alignment to pass through the existing bridgeaperture. Similar shifts may be required at other bridge locations.

Operational flexibility for high speed passenger and freight service is provided byfrequent #20 crossovers spaced at 5 mile intervals along the route. An additional 13crossovers, combined with the existing 7 crossovers on the NS mainline tracks should besufficient.

At Porter (NS MP 482.8, Sta. 80+00), a double track flyover is proposed to cross abovethe intersecting CSX mainline to provide uninterrupted high speed passenger rail serviceon the Norfolk Southern alignment to Ohio. A single track flyover segment is proposed

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to connect the new passenger track to Amtraks Michigan Line in the northeast quadrant,

crossing above the NS double track mainline.


The entire segment will require CTC signaling for 20.3 mi.


The alignment is plotted and stationed in 1000 ft increments on USGS Digital RasterGraphic base mapping in Appendix II: Proposed High Speed Rail Alignments. Thisalignment is essentially identical to that of Segment 4A with minor variation for reducedstructure length and standard track spacing.

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3.0 Chicago to Detroit Cor ridor Right of Way Improvement Program

3.1 Introduction

The Chicago to Detroit High Speed Rail Right of Way Improvement Program wascompleted in August 1994. This effort divided the corridor into 33 segments fromChicago to Beaubien. During the initial phase of this study, the number of segments wasreduced from 33 to 9. Segments 1 through 3 included the South of the Lake Corridorfrom Chicago Union Station to Porter. Segments 4 through 9 included Porter toBeaubien.

In December 1999, this project was placed on hold. At that time, the followingdeliverables were submitted and are presented in Tables 1 through 4:

1. Segment Cost Report2. Quantity Take-off Report

3. Crossing Report4. Time Savings by Segment Improvement with Simulation, Using Talgo

Equipment at 110 mph

As noted in the Executive Summary, deliverables were modified to finalize the report,including updating the construction cost estimate using the Michigan Department ofTransportation (MDOT) final segments for the Midwest Regional Rail Initiative(MWRRI) Study. A comparison of the 1999 Porter to Detroit Costs with the 2003MDOT segmentation costs is shown below and provides an analysis of cost differentialsby segments. Allcosts are in thousand dollars.

3.2 Cost Update using Michigan DO T segmentation - Porter (Michigan Amtrak MP241.0) to Milwaukee Junction (North Branch CR MP 4.2) Segments delineatedDecember 1999 versus M D O T/MWRRI segments

1999 Segmentation/Costs 2003 MDOT Segmentation/Costs#4: Porter to Kalamazoo #2: Porter to KalamazooAmtrak AmtrakMichigan Amtrak MP 241.0 to Michigan Amtrak MP 241.0 toMichigan Amtrak MP 145.0 Michigan NS MP143.096.0 miles 98.0 miles$70,418 $119,801

#5: Kalamazoo to Battle Creek #3: Kalamazoo to Battle CreekNorfolk Southern Norfolk SouthernMichigan Amtrak MP145.0 to Michigan NS MP 143.0 toMichigan NS MP121.8 Michigan NS MP 121.423.2 miles 21.6 miles

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$25,328 $36,423

#6: Gord to Baron Cost Incl inSeg #3 aboveMichigan NS MP 121.8 to Gord to BaronMichigan NS MP 119.8 Michigan NS MP 121.4 to

2.0 miles Michigan NS MP 119.7$5,136 1.7 miles

#7: Battle Creek to West Detroit #4: Battle Creek to West DetroitNorfolk Southern Norfolk SouthernMichigan NS 119.8 to Michigan NS 119.7 toMichigan NS 3.0 Michigan NS 3.0116.8 miles 116.7 miles$152,162 $141,877

#8: West Detroit Track Connection #5: West Detroit to Milwaukee Junction

Michigan CSAO MP 3.0 Michigan CSAO MP 3.0 (N. Branch CSAO(N. Branch CSAO MP 1.5) to MP 1.5) to Holly MP 4.2North Branch CSAO MP 2.9 5.3 miles2.4 miles $20,302$12,030

#9: West Detroit to Beaubien Cost Incl inSeg #5 aboveNorth Branch CSAO MP 2.9 to Holly MP 4.2 toNorth Branch CSAO MP 6.5 (Holly MP 3.5) Holly MP 3.53.6 miles 0.7 miles$3,683

Cost ComparisonTotal Costs Segments 4 to 9 Total Costs Segments 2 to 5$268,756 $318,403Total Mileage: 240.0 Total Mileage: 240.0

3.3 D escription of T rack Wor k Improvements from Porter to Detroit

The Porter to Detroit cost of 1999 of $268,756 was updated to $318,404. These costswere included within the MWRRI Capital Cost update of April 18, 2003. The total costsof track work improvements account for $161,736 or 51% of the total costs from Porterto Detroit. A description of these costs follows:

3.3.1 Segment 2: Porter to KalamazooAmt rak M P 241.0 to MP 143.098 miles

The maximum proposed speed in this segment is 110 mph. Recommendedimprovements include the following:

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Track Work with Cost - $69,396HSR on New Embankment25miles - $24,825MP 202.0 to MP 192.0add a second main track10 milesIdeal day analysisMP 212.3 to MP 202.310 miles

Ideal day analysisMP 178.0 to MP 173.05 miles(An Ideal Day Analysis was performed by Transportation Economics &Management Systems, Inc as part of the MWRRI project. The results of thisanalysis were incorporated into the overall costs)

Timber &Surfacew/66% TieReplacement- 38.5miles- $12,744MP 241.0 to MP 217.024 miles

Upgrade of existing sidings for passenger sidings15 milesMP 228.4 to MP 226.2 2.2 milesMP 213.8 to MP 211.6 2.2 milesMP 202.15 to MP 200.45 1.7 miles

MP 192.25 to MP 190.45 1.8 milesMP 180.1 to MP 178.0 2.1 milesMP 172.79 to MP 171.33 1.4 milesMP 161.5 to MP 160.1 1.4 milesMP 147.2 to MP 145.0 2.2 miles

Relay Trackwith 136# CWR8.5miles - $3,009The 1999 estimate included 15 miles of relay consistent with upgrading 15miles of existing sidings. During a meeting on July 18, 2002 with MDOTstaff, the 15 miles were reduced to 8.5 miles since 6 miles of track hadbeen previously upgraded.

PassengerSiding15miles- $20,640Amtraks Michigan Line from MP 241.0 to CP 147.0 is single track withpassing sidings. The Norfolk Southern route is mostly single track. Therule of thumb of single track territory in the MWRRS is to add 5 miles ofsiding for each 25-mile section or a 10-mile passing siding for each 50miles of single track territory, in addition to any existing sidings. This 94-mile segment would require an additional 15-mile passenger siding or 210-mile sidings. An additional 15 miles of passenger siding on newembankment was assumed for this segment. This is in addition to the 15miles of ideal day sidings calculated by TEMS.

Fencing

98miles- $8,178Fencing has been estimated for both sides of the railroad right of way. Based onan assumed distribution of 80% for 4 ft woven wire, 15% for 6 ft chain link fence,and 5% for decorative fencing, the distribution is as follows:

4 ft woven wire both sides 78 miles6 ft chain link 15 miles

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Decorative fencing 5 miles

3.3.2 Segment 3: Kalamazoo to Batt le C reekMP 143.0 to MP 121.421.6 miles

The maximum speed in this segment is 110 MPH. Recommended improvements includethe following:

Track Work with Cost - $10,202HSR on Existing Roadbed1mile - $993

This was a recommendation of the TEMS ideal day analysis for a passingsiding by extending the double track in Battle Creek and is included inHSR on existing roadbed

Timber &Surfacew/66% TieReplacement22.4miles - $7,414This work is for the entire length of this segment (21.5 miles) plus work

on .9 miles of upgrade to double track in Battle Creek.

Fencing21.5miles - $1,794Fencing has been estimated for both sides of the railroad right of way. Based onan assumed distribution of 80% for 4 ft woven wire, 15% for 6 ft chain link fence,and 5% for decorative fencing, the distribution is as follows:

4 ft woven wire both sides 17 miles6 ft chain link 3 milesDecorative fencing 1.5 miles

Battle CreekBaronto Gord ImprovementsA placeholder of $15,000 was included within this segment for futureimprovements between Baron and Gord, inclusive.

3.3.3 Segment 4: Battle C reek to W est DetroitMP 119.7 to MP 3.0116.7 miles

The maximum speed in this segment is 110 mph. Recommended improvements includethe following:

Trackwork with Cost - $82,139Timber &Surfacewith 33% TieReplacement26miles- $5,772

MP 54.0 to MP 28.026 miles

Timber &Surfacewith 66% TieReplacement - 90.6miles - $29,989Relay Trackwith 136# CWR90.6miles- $32,072

The remaining 90.6 miles in this segment, as of July 18, 2002, require thistreatment.

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FreightSiding - 2miles - $1,824Based on the TEMS Ideal Day Analysis, a 2-mile freight siding is added atMichigan NS MP 34.0

Passe

ngerS

iding

2m

iles

- $2,

752Based on the TEMS Ideal Day Analysis, a 2-mile passenger siding isproposed at Chelsea between Michigan NS MP 58.0 and MP 56.0

Fencing116.6miles - $9,730Fencing has been estimated for both sides of the railroad right of way. Based onan assumed distribution of 80% for 4 ft woven wire, 15% for 6 ft chain link fence,and 5% for decorative fencing, the distribution is as follows:

4 ft woven wire both sides 93.3 miles6 ft chain link 17.5 milesDecorative fencing 5.8 miles

3.3.4 Segment 5: West Detroit to Milwaukee Junction Michigan I CSAO MP 3.0to Holly MP 4.25.3 miles

The termini of the comparable segment from the 1999 segmentation was CP Beaubien atNorth Branch MP 6.1. The offsetting distance between CP Beaubien and MilwaukeeJunction is 0.7 miles. A placeholder of $15,302 for the West Detroit Connection to NewCenter Station based on the Lansing to Detroit Study and a placeholder of $5,000 forimprovements to the Conrail Shared Assets tracks from MP 3.2 to MP 5.6 accounts forthe estimated segment costs of $20,302.

A description of the proposed improvements is as follows:

Currently, Amtrak operates directly from the NS to the Amtrak Detroit station atWoodward Avenue through Bay City. The proposed passenger service will operate moredirectly connecting from the NS tracks to CN tracks at West Detroit with a newnorthwest quadrant connecting track. The connecting track will include a new #20turnout on the NS No. 1 main near MP 4.0 and a new #20 turnout at Vinewood on theCN. In, addition, crossovers are required north of Vinewood to allow the passengerservice to cross from the westernmost CN track to the easternmost Conrail Shared Assetstrack to serve the proposed New Center Station on the east side of the embankment. Acrossover will be required west of NS MP 4.0 to allow passenger trains to utilize the NSNo 2 main on the south side. Two crossovers will be required north of the New CenterStation to allow passenger trains to utilize the NS No 2 main on the south side. Twocrossovers will be required north of the New Center Station to allow passenger trains tocross to the CN tracks to travel on to Pontiac. This new service requires the constructionof two miles of connecting track and rehabilitation of two CN/CSAO tracks fromVinewood to Woodward Avenue, a distance of 2.5 miles. In addition, the CN bridges

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Signals (all costs in thousands of dollars)Positive train control is required for speeds in excess of 80 mph. MDOT and

Amtrak have installed positive train control in the area of MP 216.1 and MP150.5. Between Porter and Detroit, additional PTC is required at the followinglocations:

#2: Porter to New Buffalo MP 240.7 to MP 216.1 24.6 milesKalamazoo MP 150.5 to MP 147.3 3.2 miles

#3: Kalamazoo to Battle Creek MP 140.0 to MP 121.4 18.6 miles

#4: Battle Creek to West Detroit MP 114.3 to MP 96.3 18.0 milesMP 94.5 to MP 80.6 13.9 milesMP 71.0 to MP 29.8 41.2 miles

MP 28.9 to MP 11.5 17.4 milesTotal PTC mileage 136.9 miles

The costs associated with signals including signals for sidings with high speedturnouts; installation of PTC; signals for crossovers; and signals for turnouts are:

#2: Porter to Kalamazoo $11,422#3: Kalamazoo to Battle Creek $4,125#4: Battle Creek to West Detroit $21,448

Stations (all costs in thousands of dollars)A placeholder of $500 has been allocated to renovate or build a full servicepassenger station at each stop between Porter and Detroit in accordance with thefollowing schedule:

#2: Porter to Kalamazoo $2,000MP 228.0 Michigan CityMP 192.0 NilesMP 179.5 DowagiacMP 143.5 Kalamazoo

#3 Kalamazoo to Battle Creek $500MP 120.8 Battle Creek

#4 Battle Creek to West Detroit $2,000MP 95.9 AlbionMP 75.0 JacksonMP 38.0 Ann ArborMP 8.0 Dearborn

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Bridges (all costs in thousands of dollars)An inventory of overhead and undergrade bridges was prepared based on dataprovided within the track charts for the Porter to Detroit section. The distributionof bridges by segment is as follows:

#2: Porter to KalamazooOverhead bridge 21Undergrade bridge 22

#3 Kalamazoo to Battle CreekOverhead bridge 3Undergrade bridge 10

#4 Battle Creek to West DetroitOverhead bridge 21

Undergrade bridge 55

#5 West Detroit to Milwaukee JunctionOverhead bridge 1Undergrade bridge 30

No costs were assumed for upgrade of bridges within this section. However, 6undergrade bridges (over two-lane highways) at a cost of $18,324 were estimatedin Segment 2 between Porter and Kalamazoo and 5 undergrade bridges (over two-lane highways) at a cost of $15,270 were estimated for Segment 4 between BattleCreek and West Detroit.

Crossings (all costs in thousands of dollars)An inventory of crossings was prepared for Segments 2, 3, and 4. The crossingswere categorized and an analysis was performed for proposed treatment consistentwith proposed speeds through the crossing. For the MWRRI infrastructureanalysis, grade crossing improvements were classified with estimated costs asfollows:

Installation of precast panels with approach roadway improvements at$150 each

Installation of precast panels without approach roadway improvements at$80 each

Installation of Michigan type grade crossing surface (bituminous concretepaving instead of precast panels) at $15 each

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Category ProposedtreatmentPrivate greater than 79 MPH 25% closure, remaining to dual gatesPrivate less than 79 MPH no improvementPublic greater than 79 MPH signals only convert to quad gates

Public greater than 79 MPH flashers only convert to quad gatesPublic greater than 79 MPH flashers/gates convert to quad gatesPublic less than 79 MPH signals only convert to dual gatesPublic less than 79 MPH flashers only convert to dual gatesPublic less than 79 MPH flashers/gates no improvements

A distribution of crossings across these segments by category is as follows:

Category Seg# 2Seg#3 Seg#4Private greater than 79 MPH 25 16 14Private less than 79 MPH 1 1 11

Public greater than 79 MPH signals only 5 0 4Public greater than 79 MPH flashers only 0 0 0Public greater than 79 MPH flashers/gates 66 11 61Public less than 79 MPH signals only 0 0 0Public less than 79 MPH flashers only 0 0 10Public less than 79 MPH flashers/gates 15 26 53

After analysis and discussion with staff of MDOT and Amtrak, recommendedaction and treatment were estimated for each segment as follows:

#2: Porterto Kalamazoo $13,934Action Quantity CostPrivate Closure 7 $ 581Install Four Quad Gates 5 $1,440Convert dual gates to quad gates 22 $3,300Conventional gates single main-line tracks 18 $2,988Conventional gates double main-line tracksConvert flashers only to dual gatesSingle gate with median barrier 22 $3,960Convert single gate to extended arm 22 $ 330Install Michigan type grade crossing surface 89 $1,335

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Segment#3 Kalamazooto Battle CreekNSMP 143.0to MP 121.521.5milesItem CostTrackwork $10,202Turnouts $ 900Curves $ 1,195

Signals $ 4,125Stations $ 500Bridges $ 0Crossings $ 4,502Baron to Gord $15,000Segment Totals $36,423

Segment#4 Battle Creekto West Detroit NSMP 119.6to MP 3.0116.6milesItem CostTrackwork $ 82,139Turnouts $ 1,240

Curves $ 3,428Signals $ 21,448Stations $ 2,000Bridges $ 15,270Crossings $ 16,351Segment Totals $141,877

Segment#5 West Detroit to Milwaukee Junction CRShared Assets MP 3.0 toMP 4.2 - 5.3miles

Item CostWest Detroit to Beaubien $15,302Track Improvements $ 5,000Segment Totals $20,302

Grand Total Porter to Detroit $318,403

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T W O V E R T I C A L L I F T B RI D G E SO V E R T H E C A L U M E T R I V E R

C H I C A G O , I L L I N O I S

S T RUC T URA L , M E C H A N I C A L , A N D E L E C T R I C A LE V A L U A T I O N R E PO R T

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JA NU AR Y 2002

T W O V E R T I C A L L I F T B RI D G E SO V E R T H E C A L U M E T RI V E RC H I C A G O , I L L INO IS

S T R U C T U R A L, M E C H A N I C A L , A N D E L E C T R I C A L

E V A L U A T I O N R E P O R T

T A B L E O F C O N T E N T S

INTRODUCTION ..................................................................................................... 3

BRIDGE DESCRIPTION.......................................................................................... 3INSPECTION PROCEDURE ................................................................................... 3FIELD OBSERVATIONS ......................................................................................... 4INSPECTION SUMMARY ...................................................................................... 8RECOMMENDATIONS ........................................................................................... 9

APPENDICES

A. PHOTOGRAPHS ................................................................................................. 9B. COST ESTIMATES ............................................................................................ 23

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Detroit-Chicago High Speed Rail Corridor Study Update 4South-of-the-Lake Reroute

Amtrak Purchase Order S-049-31385HNTB Project 36152

Mechanical components were visually inspected for wear and deterioration and noteswere recorded based on these observations. No machinery was disassembled during theinspection. Detailed measurements of machinery components were not taken. Photographs weretaken to provide a visual record of individual components. Selected photographs taken duringthis inspection are included with this report. Since the bridges are out-of-service, no machinery

was observed in operation during the inspection.

Electrical components were visually inspected and the findings recorded. No electricalequipment was disassembled during the inspection. The bridges are out-of-service and theincoming service lines removed, therefore, no voltage or current readings were recorded.Photographs were taken and a select number of photographs are included with this report.

The opinions, statements and recommendations made in this report are based solely onthe conditions revealed by the inspection. No representation or warranty is made that all defectshave been discovered or that defects will not appear later. Nothing contained herein shall be

Documents

South of the Lake Study