Louisville and Indiana Railroad Track Upgrade Program Steven P. Lorek PE, HDR Inc. (Lead Author), James Connolly, LIRC

NUMBER OF WORDS: 2,880

Abstract The paper and presentation will provide details on the Louisville and Indiana Railroad (LIRC) Track Upgrade project concluding in 2019. The major infrastructure improvement project will support increased train traffic over the 106 mile LIRC line. These changes will provide enhanced rail access for the Port of Indiana- Jeffersonville, increase capacity and efficiency along this corridor and improve connectivity for manufacturers, farmers, industrial shippers and other contributors to the area’s economic growth. The improvements will take the line from 263k at 25mph to 286k at 49mph. The paper and presentation will focus on both the program management and implementation of multiple simultaneous construction contracts which include 100 miles of roadbed and drainage improvements, 105 miles of new CWR, various bridge improvements including major pin truss replacement, and rehabilitation of all turnouts and grade crossings over a 4 year span.

OUTLINE History Project Background Existing Conditions and Infrastructure Project Development - Segmentation - Annual Progress - Bridge 401.9 - Seymour Diamond and Crossings - Underwood Siding

HISTORY The growth potential traces back to the Louisville and Indiana Railroad Company’s (LIRC) roots, which extend to two railroads: the Madison & Indianapolis Railroad, which started business in 1838; and the Jeffersonville Railroad, which began operating in 1850. The railroads merged in 1866 and later became part of the . The Pennsylvania and New York Central railroads merged in 1968; and after the Penn Central's bankruptcy, the LIRC became part of Conrail in 1976. Anacostia Rail Holdings Inc. bought the Indianapolis-Louisville mainline in 1994 and formed the LIRC.

The Louisville & Indiana Railroad was formed in March 1994 to acquire 106 miles of rail line between Indianapolis and Louisville. Today, LIRC hauls a variety of commodities, including cement, chemicals, food products, grain lumber, manufactured goods, paper, plastics, scrap and steel. The LIRC interchanges with two Class Is, CSX and Norfolk , and three short lines: the Indiana Rail Road Co., MG Rail Inc. and the Paducah & Louisville Railway. LIRC also serves the Port of Indiana- Jeffersonville, and has transload facilities in Franklin, Jeffersonville and Seymour, Ind.

For a period of time between 1940 and 1971, this segment of Pennsylvania RR line hosted passenger service between , Illinois and , Florida. The South Wind departed and ran through Indianapolis to Louisville Union Station. It then proceeded down the Louisville & Nashville main line to Montgomery. From Montgomery, it ran down the Atlantic Coast Line to Jacksonville. Then down the Florida East Coast Line to Miami. The 1,559 mile trip took approximately 29 hours and 30 minutes at an average speed exceeding 50mph.

PROJECT BACKGROUND In 2013, the LIRC and interchange partner CSX filed a request with the Surface Transportation Board (STB) for approval of an easement and joint-use agreement under which the Class I would increase the number of trains it runs on the short line's track and invest in infrastructure upgrades and take approximately 7 years to complete. As part of the agreement, the LIRC would sell an easement to CSX.

The proposed joint use would allow CSXT to operate overhead traffic (that is, traffic originating from outside the local area) on the LIRC. The operating easement would cover 106.5 miles of the L&I Line between its connection with CSX in Indianapolis at MP 4.0 (the Indianapolis Terminal Subdivision – Louisville Secondary Branch) and its connection with CSX in Louisville at MP 110.5 (the Louisville Connection). CSX proposes to operate an additional 13 to15 trains per day over the LIRC Line, including traffic rerouted from the LCL Subdivision (from Louisville to Cincinnati, Ohio) and Indiana Terminal Subdivision (from Cincinnati to Seymour).

The project would help the 106-mile LIRC better serve existing customers and attract new ones and provide CSX more capacity to improve service for its customers in the Indianapolis-Cincinnati-Louisville area. The project would provide the following specific benefits to both CSX and LIRC: • Diverting trains from congested, less-efficient routes to the improved LIRC line would enable CSX to accommodate anticipated business growth and provide better service.

• LIRC customers would become more competitive and open to new markets because they'd be able to use 286k gross-weight cars, as well as double-stack and high-cube equipment.

• With an additional route between the north and east, and Louisville, CSX would gain the flexibility to improve car utilization and reduce fuel consumption.

• The Port of Indiana-Jeffersonville would obtain better rail access to markets north of the Ohio River, including routing options for grain and coal, western products via Chicago, and potash from Canada.

• Intermodal service to Louisville would benefit southern Indiana markets; services include imports and exports

via East Coast ports, coordinated service and access to additional markets via CSX's Northwest Ohio intermodal facility.

• An increased ability to handle automotive traffic through Louisville.

The railroads labeled the project "South Wind” track upgrade program and received STB approval to proceed on April 10, 2015.

EXISTING CONDITIONS AND INFRASTRUCTURE The existing LIRC infrastructure had been maintained in good condition as Class 2 track at a maximum authorized speed of 25mph to service local traffic. The primary rail within the network was jointed 130lb with areas of jointed 115lb, 136lb, and 140lb. There were also small sections of continuously welded rail (CWR), primarily 115lb, totaling approximately 5 miles in varying lengths to support specific operations or curves. The track roadbed was in good condition with a few areas raised over time with less than optimal shoulder and side slopes. Structures were also in good condition and a capitol improvement program was in place to address any deficiencies from annual inspections. The system has two major structures within it at MP 40.19 over the Flatrock River in Columbus, IN and MP 108.11 over the Ohio River in Louisville, KY. The Bridge 40.19 is a 100 year old pinned truss span on masonry piers with both speed and weight restrictions. Bridge 108.11 is a 5,000 ft multi span bridge crossing the Ohio River with a vertical lift movable span over the navigable channel. There is a current program to improve condition and reliability of this structure but will not be the focus of this paper.

For the purposes of this upgrade project, the proposed rail infrastructure upgrades primarily included: replacement of the existing 130 pound jointed rail with heavier CWR, associated turnouts and crossovers, incremental tie replacement, and replacement of Bridge 40.19 over the Flatrock River. In addition, other infrastructure improvements required to support CWR and standard roadbed section include roadbed and alignment correction, undercutting, all affected crossing surfaces, and drainage improvements. The improvements will bring the LIRC up to Class 4 standards and enable an increase in maximum train speeds from the existing 25 miles per hour (mph) to 49 mph and move double-stacked and multi-level railcars weighing up to 286,000 pounds gross weight.

Detailed breakdown of work tasks to be completed include: - Primary Items o 105 Miles of 136 lb CWR o 40 Turnouts, 3 Crossovers o 51,500 Ties o Bridge 40.19 Replacement

- Additional Items to Support CWR o 10 Miles of undercutting o 262,000 Tons of ballast o 158 Crossings (207 Total) o 105 Culverts (230 Total) o Seymour Realignment o Clagg Realignment

PROJECT DEVELOPMENT Upon The program delivery team included a robust and capable LIRC team lead by roadmaster James Connolly. The LIRC team was supplemented by a program manager which would assist with coordination of: engineering, environmental, property services, public outreach, and construction management and inspection. LIRC brought in multiple consultants and contractors to collaborate on solutions to completing the total upgrade project. It was decided that focus should be put on implementation of upgrade segments that would deliver the highest return on investment for operational benefits of the train speed increase. The project was segmented into manageable sizes. Understanding that the Seymour, IN connection is a project critical CSX intersection with the LIRC, it was determined that Seymour (MP 50) south would be the starting point. And implementation would progress south until

the Louisville Connection than proceed back North from Seymour until Indianapolis. This will the team to procure materials and begin work immediately while allowing time for Bridge 40.19 design and construction and coordination with communities on the northern end of the line.

LIRC was able to rely on qualified internal resources and trusted partners to manage critical aspects of the project start up. A designated accounting and procurement manager was assigned to the project to handle all the material procurement and budget reconciliation. A strategic communications lead worked with LIRC property services partner and the legal team to develop a safety campaign for local communities. Communicating out ahead of the project helped alleviated local concerns about how this project was going to effect their area and when construction was going to take place. This includes posting signs at every public crossing notifying the public that train frequency, length, and speed will be increasing. The LIRC team also worked with INDOT and local jurisdictions to identify redundant crossings for possible closure or grade crossings requiring safety improvements. To date, over 100 crossings have had safety improvements as a result of the project many from passive crossings (cross bucks) to active warning devices (flashers and/or gates).

The LIRC program manager then set out to develop construction packages for the proposed work elements. Directly after the STB approval in early 2015, environmental partners cleared the initial 20 mile segment of track upgrade for construction. Rail and other track materials (OTM) was secured and a construction contract was advertised and awarded for the work. LIRC forces worked overtime preparing roadbed, culverts, etc. prior to the CWR crew to come in. As rail was being delivered, the track contractor was preparing crossing panels, turnouts, and laying out material as needed for the operation. Concurrently undercutting operations were beginning, culverts were being extended, headwalls/wingwalls were extended to cover high embankments, and overall roadbed was being prepped. With multiple contractors working in the same areas it was critical to establish a safety culture and consistent communication while establishing and staying within work limits. This was accomplished on a daily coordination call and a daily plan that was established from LIRC that allow for extended work windows. The beginning of the project saw daily 6-8 hour work windows which has been substantially reduced as the project has progressed and train speeds have increased.

Initial development of the Bridge 40.19 replacement project started in 2014 due to the challenging project constraints. As an alternate to the traditional project delivery method of design/bid/build (DBB), the replacement of Bridge 40.19 followed a different path using the design/build (DB) method. Being in an environmentally sensitive area and adjacent to a city park, the LIRC environmental team developed specifications for new bridge requirements to be included with the DB procurement. DB documents were completed and a DB contract was advertised and awarded. The project was fast tracked with design and environmental permits completed early in 2015. With a focus on the southern end of the network the project was put on hold until prioritized later in the upgrade project.

Near the end of each construction season, a project coordination budget meeting and hyrail trip was completed. Priorities were discussed and a plan was developed for the following year. Once budgets were approved, work would commence on the years plan. The following is a breakdown of the project execution over the 5 year project life cycle.

Louisville and Indiana Railroad - Southwind Project

DESCRIPTION 2015 2016 2017 2018 2019 TOTAL

4.0-21.5, 26.6-50, 52- 21.5-26.6 – 115 CWR CWR (Track Miles) 55.7-75.8 (20.1 Miles) 75.8-110.5 (34.7 Miles) 104.5 55.7 (44.6 Miles) (5.1 Miles)

TIES (Each) 10,000 17,000 22,000 2,500 51,500

BALLAST (Tons) 50,000 87,000 112,000 13,000 262,000

UNDERCUTTING (Miles) 5 3 2 10

TURNOUT (Each) 5 16 19 40

CROSSOVER (Each) 3 3

CROSSING PUBLIC (Each) 35 56 62 5 158

CULVERTS (Each) 62-110 (60) 4-62 (45) 105

BRIDGES 40.19 Flat Rock River

Underwood Siding, Misc Drainage, Capacity, MISC Clagg Reconfigure Rail Expansion Joints Seymour Realignment Signals SEYMOUR (MP 59.3) COLUMBUS (MP 40.1) SEYMOUR and SPEED INCREASE South North COLUMBUS COLUMBUS (MP 42- 58.5) South

During the 2015 year end review, priorities for 2016 were set to complete the last 35 miles of the southern portion of the network. This included CWR, turnouts, crossings, drainage, crossovers at the south end, and a complex track realignment project requiring relocation of signals between the south end of the Ohio River Bridge and the connection with CSX called Clagg. The completion of these projects allowed for train speeds to increase from Seymour south to Louisville connection. The first major benefit of the upgrade projects was being realized and traffic was beginning to increase on the southern end of the network. At the beginning of each year, construction packages were advertised and awarded. This involved an increase in LIRC contracted track and bridge forces and gradual reduction in outside contractor forces with the idea of getting to a level of internal expertise that will be able to maintain Class 4 track on into the future.

With an increase in traffic levels the priorities for 2017 were to delay the Bridge 40.19 bridge construction and shift priority to completion of the CWR north end. This involved an aggressive schedule to accomplish over 44 miles of CWR installation and associated track work made possible with the support of LIRC internal construction forces. While 2017 was nearing completion with incremental speed increases, preparations were being made to undertake an important final step in the upgrade project that will ultimately connect the dots for the system speed increase. The final gaps in operational improvements would now be Columbus Flatrock River Bridge restriction and the Seymour realignment restriction.

2018 was a busy year on the LIRC upgrade project. In addition to Bridge 40.19 Flatrock River being restarted, multiple packages were awarded for work on the Seymour realignment, 5 miles of 115# CWR replacement at MP 21, and the a siding was conceived and constructed near Underwood, IN at MP 82.

Bridge 40.19 Flatrock River Bridge Replacement

Construction on Bridge 40.19 started late spring of 2018 with contractor mobilization and drilled foundations. The pinned truss was being replaced on the same alignment with a new long span through plate girder with precast concrete approach spans. Due to the challenging flood conditions and proposed new low chord elevation, the track profile on the new bridge was raised approximately 4 feet which requires a significant grade run off. Having one of the wettest summers in recent years, the contractor constantly battled high water and causeway washouts. But was still able to meet schedule for bridge replacement in October. The well orchestrated bridge replacement and profile change was completed well ahead of the scheduled 72 hour track outage in late October.

Seymour Track Realignment Coordination with the City of Seymour was critical to the Seymour as the project required a substantial track raise and realignment through the middle of the heart of the City. The project involved 11 crossings 3 grade crossing closures, new diamond and shift with CSX. The project was designed and planned in coordination with the city for three phases. Phase 1 would involved replacement and realignment of the existing CSX diamond and closure of a secondary street. Phase 2 and 3 were prepared back to back and involved complete removal of two crossing, replacement and realignment of 9 crossings including 2 state routes, realignment of track, and raising the track approximately 2 feet at the highest point. The project involved coordination with City and State officials on the track raises, paving runoff in a pedestrian friendly downtown, local festivals, and scheduling outages. In addition, a public utility requested piggy backing on the outage to install a new water mane through the 2nd street crossing. The project was completed in two 48 hour outages (planned around Seymour’s largest Oktoberfest) with relatively minimal disruption to traffic and downtown commerce.

Underwood Siding With increasing traffic levels on the south end of the network, it was determined early in 2018 that a siding was ready for implementation. Having concepts completed, environmental permits were obtained and property was acquired to construct the siding between Leota Road and Radio Tower Road near Underwood, IN. Given the relatively short duration, the construction contract was advertised and awarded with construction beginning in

September. The contractor impressively worked through the fall and early winter to construct the roadbed, turnouts, single span bridge, two road crossings, and install rail to get in service prior to the end of 2018.

AWARDS: - The Louisville & Indiana Railroad (LIRC) as 2019 Short Line of the Year by the American Short Line and Regional Railroad Association - LIRC FlatRock River Bridge Replacement (i+icon) National Railroad and Maintenance Association 2018 Small Project of the Year.

AKNOWLEDGEMENTS: Louisville and Indiana Railroad CSX Transportation HDR Engineering, Inc. RL Vuckson Construction Legacy Construction JB Fay Construction RJ Corman Construction Road and Rail, Inc.

Learning Objectives:

1) Upon completion of this presentation, the learner will be able to categorize the types of track improvements required to upgrade the LIRC line from 263k to 286k

Question: What size track was installed as a part of the upgrade.

Answer: 136LB CWR

2) Upon completion of this presentation, the learner will be able to characterize the different between a grade crossing with passive warning devices and active warning devices.

Question: What type of crossing has Flashers and Gates?

Answer: Active Crossing

3) Upon completion of this presentation, the learner will examine the construction phasing of a major pin truss replacement.

Question: How many hours did the Flat Rock River Bridge replacement take?

Answer: 72 hours

4) Upon completion of this presentation, the learner will be able to identify the different ways the project accounted for high embankments and drainage improvements.

Question: What was done to the culverts within the high embankment areas?

Answer: Headwalls and wing walls were raised.

Louisville and Indiana Railroad Track Upgrade Program Presented by: James Connolly, LIRC Steve Lorek PE, HDR Inc. Outline

• History • Background • Existing Conditions and Infrastructure • Project Development • Segmentation • Annual Progress • Bridge 40.19 • Seymour Diamond and Crossings • Underwood Siding HISTORY

• Began Operation in 1850 • 1868 Pennsylvania Railroad • 1976 Conrail • 1994 LIRC • 1940-1971 “South Wind” BACKGROUND

• LIRC CSX Partnership • STB Approval • Operational Improvements • Expanded Service • Customers • Intermodal and Automotive EXISTING CONDITIONS EXISTING CONDITIONS

EXISTING PROPOSED • Class 2 – 25mph • Class 4 – 49mph • 130lb jointed rail • 136lb CWR • Flatrock River Bridge • New Roadbed Section • New TPG Bridge INFRASTRUCTURE

• Primary Items • Additional Items to • 105 Miles of 136 lb CWR Support CWR • 40 Turnouts, 3 Crossovers • 10 Miles of undercutting • 51,500 Ties • 262,000 Tons of ballast • Bridge 40.19 • 158 Crossings (207 Total) Replacement • 105 Culverts (230 Total) • Seymour Realignment • Clagg Realignment PROJECT DEVELOPMENT

• Organization • Team • Communication • Construction Packages SEGMENTATION

• Seymour South • Seymour North • Flatrock Bridge • Seymour Diamond • Capacity ANNUAL PROGRESS Bridge 40.19 Replacement

• Design Build Contract • Schedule Shift • Environmental • Construction Challenges • Outage Execution Bridge 40.19 Replacement Bridge 40.19 Replacement

5ft Bridge 40.19 Replacement Bridge 40.19 Replacement Bridge 40.19 Replacement Bridge 40.19 Replacement Bridge 40.19 Replacement Bridge 40.19 Replacement Seymour Track Realignment Seymour Track Realignment Seymour Track Realignment Seymour Track Realignment Seymour Track Realignment Underwood Siding Underwood Siding Underwood Siding Underwood Siding Underwood Siding Underwood Siding Awards

• The Louisville & Indiana Railroad (LIRC) as 2019 Short Line of the Year by the American Short Line and Regional Railroad Association • LIRC Flat Rock River Bridge Replacement (i+icon) National Railroad and Maintenance Association 2018 Small Project of the Year. Acknowledgements

• Louisville and Indiana Railroad • CSX Transportation • HDR Engineering, Inc. • RL Vuckson Construction • Legacy Construction • JB Fay Construction • RJ Corman Construction • Road and Rail, Inc. Louisville and Indiana Railroad Track Upgrade Program Presented by: James Connolly, LIRC Steve Lorek PE, HDR Inc.