South of The Lake Study

ATTACHMENT 5
SOUTH OF THE LAKE CORRIDOR STUDY
Chicago Terminal Limits PE/NEPA Project
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Detroit-Chicago High Speed Rail Corridor Study Update
“South-of-the-Lake Corridor”
Amtrak Purchase Order S-049-31385
HNTB Project 36152
Sponsored by:
M ichigan Department of T ransportation

Indiana Department of T ransportation
National Railroad Passenger Corporation
December 2004 Update
Detroit-Chicago High Speed Rail Corridor Study Update Page 1

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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 Station

to Englewood Junction……….…………………………… Page 8
2.2 Segment 2: Englewood Junction Grade

Separation 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 Porter

at 110 mph…....................………………………… Page 19
2.4.2 Segment 4B: Buffington Harbor to Porter

on CSXT Shared Use 79 mph Alignment ………… Page 29
2.4.3 Segment 4C: Buffington Harbor to Porter

on PRR/IHB/Wabash Exclusive Use High
Speed 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 Way
Improvement Program ………………………………………........ Page 39
3.1 Introduction…..…………………………………………… Page 39
3.2 Cost Update using Michigan DOT Segmentation –

Porter to Milwaukee Junction……………………………. Page 39
3.3 Description of Track Work Improvements

from Porter to Detroit ……………………………………. Page 40
3.3.1 Segment 2: Porter to Kalamazoo –

Amtrak MP 241.0 to MP 143.0 ……………… Page 40
3.3.2 Segment 3: Kalamazoo to Battle Creek –

MP 143.0 to MP 121.4 – 21.6 Miles …………….. Page 42
3.3.3 Segment 4: Battle Creek to West Detroit –

MP 119.7 to MP 3.0 – 116.7 Miles ……………… Page 42
3.3.4 Segment 5: West Detroit to Milwaukee

Junction – Michigan I CSAO MP 3.0 to
Holly MP 4.2 – 5.3 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 I – South-of-the-Lake Corridor Capital Cost Estimates
Appendix II – Proposed High Speed Rail Alignments
Appendix III – Calumet River Bridge Inspection Report
Appendix IV – Indiana Harbor Canal (Hick) Bridge Inspection Report
Appendix V – Meeting Minutes and Correspondence

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1.0 E xecutive 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-speed
passenger rail service in the Midwest. Given the growing freight volumes on the existing
Norfolk Southern Cleveland-Chicago mainline and Amtrak’s experience with delays due
to freight interference, the states and Amtrak had determined that new high speed rail
infrastructure would prove necessary to support reliable service. The study was
undertaken by Charles H. Quandel and Associates with Parsons Brinckerhoff and
Proudfoot Associates serving as subconsultants. The team considered previous concepts
prepared by HDR Engineering in 1994 and 1996 and concluded that a feasible alignment
could be constructed from Chicago to Porter using existing and abandoned rights of way
to provide reduced travel times with minimal freight interference. The corridor segments
from 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 way
included segments of the former Pennsylvania Railroad, Indiana Harbor Belt and Wabash
from the vicinity of Gary Airport to Willow Creek. The currently operational CSXT
Michigan Central alignment was employed from Willow Creek to Porter. A draft report
was submitted in December 1999.
In November 2001, Amtrak revised the study objectives to reconsider operating railroad
corridors, since the likelihood of obtaining an intact corridor (comprised of abandoned
right of way) had diminished with increased development in the region. Over the
intervening time period, Mr. Quandel’s firm had been acquired by HNTB. At the request
of Quandel and Associates, HNTB was assigned a contract to complete the report
focusing on several specific tasks as follows:
 Inspect and prepare cost estimates for rehabilitating or reconstructing bridges at the
Calumet River and Indiana Harbor Canal (Hick Bridge).
 Develop conceptual plans and cost estimates for track improvements from Chicago to
Buffington Harbor using the previously defined Amtrak, NS and CSX rail corridor.
 Develop conceptual track plans and cost estimates for infrastructure improvements
from Buffington Harbor to Porter using a Norfolk Southern alignment.
 Develop conceptual track plans and cost estimates for infrastructure improvements
from Buffington Harbor to Porter using a CSX alignment.
 Update the capital costs for infrastructure improvements between Porter and Detroit
on the route used by Amtrak passenger trains.

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Photo C-1: W estbound A mtrak
L ake Shore L imited L eaving
Porter, I N on NS C leveland-
C hicago M ain L ine
M P 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 the
MWRRI analysis.
The consultant team briefly considered the impacts of adding new passenger service on
the existing infrastructure (including structures, tracks, signals, and general civil works)
between Chicago and Porter. Amtrak currently operates 18 trains per day on track owned
by Norfolk Southern and CSX to serve routes between Chicago and Detroit and Chicago
and Cleveland. Freight traffic over portions of this route may reach 80 trains per day. (A
late 2004 daily train count from Norfolk Southern AEI readers indicated 54 trains at
Englewood, 81 trains per day at Whiting, 95 trains per day at Gary and 76 trains per day
at Porter. These counts include the Amtrak traffic.) The MWRRI program anticipates
the addition of approximately 72 new passenger trains on portions of the route. In
addition, 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 competitive

transportation 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 be
of benefit to the community. This would not prove possible without significant
infrastructure improvements, including new tracks, to accommodate both passenger and
freight service growth.

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Photo C-3 W estbound NS
A utotrain on NS C leveland-
C hicago M ain L ine at
Porter, I N
M P 482.7
1.2 Cor ridor Segments
This report addresses infrastructure improvements by dividing the alignments into natural
segments 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. Capital
costs are summarized by segment. Photographs of existing conditions are presented to
define 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 constructed
by assembling the segments listed above. Each route alternative uses Segments 1, 2 and
3 from Chicago Union Station to CP 501 on Norfolk Southern’s Cleveland-Chicago main
line. From CP501 east to Porter, four different strategies have been explored.

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Corridor 1-2-3-4A employs Norfolk Southern’s Cleveland-Chicago mainline right of way
to construct a 110 mph generally, grade separated alignment parallel to the existing two
track mains. When placed at common elevation with the existing freight railroad, the
conceptual design and cost estimate provide a nominal 30 ft track centerline spacing
between the high speed passenger service and the freight service.
Corridor 1-2-3-4D also employs Norfolk Southern’s Cleveland-Chicago mainline right of

way to construct a 79 mph partially grade separated alignment parallel to the existing two
track mains. The conceptual design and cost estimate provide nominal 15 ft track
centerline spacing between the high speed passenger service and the freight service. It is
assumed that both freight and passenger service may be routed to employ any of the four
tracks in the corridor.
Corridor 1-2-3-4B employs PRR, IHB and CSXT right of way to construct a 79 mph
partially grade separated alignment parallel to the existing tracks. One to two new tracks
are 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 routing
uses several historic rail alignments from CP501 to Clarke Junction to Tolleston to
Willow 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 a
generally 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. This
alignment was described fully in the 1999 draft report. As this alignment is not
considered a possible option due to significant residential and commercial development
along 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 service
between Chicago and eastern destinations Detroit-Ft. Wayne-Toledo (north) and
Indianapolis/Cincinnati (south) under the MWRRI program.

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E xhibit 1: South of the L ake Cor ridor Segments
1.3 M ajor Improvements
A significant impediment to scheduled passenger train reliability on this corridor is

imposed by the crossing of the Norfolk Southern and the Metra Rock Island District at
Englewood, IL. Metra and Norfolk Southern have considered constructing a grade
separation 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 at
Englewood over six crossing diamonds. Approximately 146 trains operate through this
crossing daily, resulting in less than desirable reliability. The increase in the quantity of
passenger trains with the Midwest Regional Rail Initiative and normal commuter service
growth, plus the anticipated freight growth will require mitigation of this bottleneck. The
construction 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 is
anticipated to occur under the CREATE program
Historic movable bridges over the Calumet River and the Indiana Harbor Canal have
been 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 these
bridges to avoid bottlenecks with the freight service. The Calumet River Bridge and the
Indiana Harbor Canal (Hick) Bridge were inspected in January 2002. HNTB’s inspection
reports are included within the body of this report. HNTB recommended that both
bridges be replaced with new structures due to the deteriorated condition and cost of
refurbishment. The estimated bridge replacement costs are included within the segment
capital cost estimates.
Under all route alternatives, it is necessary to construct a flyover to enable the high speed
rail service to transition from the CSXT Lakeshore subdivision on the northeast of the
Norfolk 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 at
Porter to allow passenger trains to travel through this interlocking without conflicting
with crossing freight traffic. Each route requires a grade separated connection to
Amtrak’s Michigan Line for service to Detroit and to Norfolk Southern’s Cleveland-
Chicago main line for service to Ohio.
1.4 Stakeholder Coordination
Amtrak and the consultant team have made a significant effort to consider the needs of
affected parties in developing the design options. Meetings have been held with Norfolk
Southern, CSXT, Chicago Gary Airport and the National Park Service to discuss the
routing and infrastructure issues. Meeting minutes with Chicago Gary Airport and the
National Park Service are attached as appendices.
1.5 M W R R I 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 Midwest
Regional Rail System considers seven major routes, three of which will employ this
South of the Lake Corridor. Capital costs have been developed for each of the seven
routes. The MWRRI study incorporates the capital costs developed under this Detroit-
Chicago Study, specifically: Segments 1-3 (Chicago Union Station to CP501) $265.3
million, Segment 4A (CP501 to Porter) $315.3 million, and Segment 4B-1 (CP501 to
Tolleston) $62.8 million.

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1.6 Conclusions and C apital Costs
This Detroit-Chicago study investigated multiple route options through northern Indiana
for high-speed passenger rail service from Chicago to eastern destinations including
Detroit and Cleveland. The study concludes that both Norfolk Southern and CSX routes
provide feasible solutions for service between Chicago and Detroit, as both routes offer
the higher speeds and reduced travel time for intercity passenger service.
Other studies under the MWRRI program investigated route options from Chicago to
Cincinnati. Possible connection points to the Chicago Terminal Area limits included
Tolleston and Willow Creek. The MWRRI investigation determined that a connection at
Tolleston offers the greater benefit to cost ratio, and would require that the CSX
improvements defined in Segment 4B-1 (CP501 to Tolleston) be constructed.
Estimated capital costs for each segment and route option are presented in thousands of
2002 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 from
those used in previous MWRRI studies. All unit costs are comprised of estimated
construction cost, plus 31% to cover engineering, project management, construction
management, insurance and contingencies.
Total in
$000’s
Segment Segment Description (Y ear 2002)
1 Chicago Union Station to Englewood $ 131,474

2 Englewood to Grand Crossing $ 29,632
3 Grand Crossing to Buffington Harbor (CP501) $ 104,177
1,2,3 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
T able 1: Segment and Route C apital Costs

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2.0 Corridor Segment Descriptions
2.1 Segment 1: Chicago Union Station (NS MP 523.0) to Englewood Junction (NS MP
515.8) (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 third
main track available if necessary due to train congestion. Amtrak owns the tracks and
right of way from Union Station to NS MP 522, including the Chicago River South
Branch Bridge. Norfolk Southern (NS) owns the tracks and right of way from NS MP
522 through Englewood.
The proposed infrastructure design speeds for passenger equipment on this track segment
are 45 miles per hour extending south from Union Station for 2 mi and 79 mph south of
NS MP 521 to the Englewood curve at NS MP 516.2, where the curvature will restrict
speeds to 40-50 mph. The proposed upgraded track design includes rehabilitating the
existing main tracks, reconfiguring/upgrading the signal system and installing new
turnouts. Multiple infrastructure improvements are required to provide reliable passenger
service.
The two mainline tracks will be refurbished from NS MP 523.0 to NS MP 515.8 with a
33% tie renewal and new ballast. The third main track south of Union Station will be
upgraded 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 21st
Street Interlocking at NS MP 520.8 including rebuilding the (Canadian National-Illinois
Central) CN-IC crossing with two #15 turnouts and the UP connection with one #15
turnout and a new diamond. The abandonment of the St. Charles Airline, envisioned
under the Chicago CREATE program would alter this strategy and result in the
elimination of all the diamonds at the 21st Street Interlocking.
Two crossovers and a single turnout (all #20 turnouts) for 45 mph operation will be
installed at NS MP 522 to improve operational flexibility. A #20 crossover will be
installed at NS MP 521.
The Amtrak bridge over the South Branch of the Chicago River at NS MP 521.5 will be
refurbished with new bridge locks, track and bridge ties to permit greater passenger
equipment speeds.
A new passenger track will be constructed west of the I-90/94/CTA (Dan Ryan
Expressway/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, plus
freight improvements necessary to allow exclusive passenger traffic use of the two
easternmost 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 to
support 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 deter
trespassers in this urban area.
The estimated capital cost is $131.5 million. Details are presented in Appendix I: South
of the 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-20: V iew of

A mtrak T racks from the
Union Station South
Concourse
Photo E-21: Norfolk

Southern M ain T racks
A pproaching C N-I C St.
C harles A irline B ridge
M P 522.0

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Photo E-23: A mtrak O wned
South B ranch L ift B ridge
M P 521.3
Photo E-24: 21st Street

Interlocking - C N/NS Diamonds
M P 521.1

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Photo E-25: Norfolk Southern
M ain T racks A pproaching UP
C anal Y ard on the W est
M P 520.8
Photo D-5: E nglewood C urve

on NS - 5 degrees 19 min
Photo E-23: A mtrak O wned
M P 516.2
South B ranch L ift B ridge

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Photo D-6: NS B ridge over
I-90/94 and C T A Red L ine
M P 515.9
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 distance
of approximately 2.4 miles. The proposed infrastructure design speed is 110 miles per
hour.
The proposed alignment requires the construction of two new passenger train tracks from
Englewood to Grand Crossing on the north side of the existing NS alignment. These two
tracks will occupy the former New York Central (NYC) railroad right of way. A total
length 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 to
cross the I-90/94/CTA bridges on the northernmost NS track.
At Englewood Junction, the Norfolk Southern and Metra’s Rock Island District (RID)
cross at grade in a multi-diamond interlocking. A flyover by Metra’s RID has been
considered for many years to alleviate congestion at this busy intersection. A previous
1999 study estimated the cost of constructing this flyover at $39 million. The South of
the Lake Corridor Study assumes that such a flyover would be constructed by the
CREATE program in advance of the high speed rail program.
A CN-IC connection at Grand Crossing is included in the capital cost estimate as an

allowance of $13.2 million. The work includes construction of 10,000 ft of new track
and signals on the former Nickel Plate rail roadbed, which crosses under the NS/NYC
embankment 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 program
proposes to construct the freight component of the CNIC connection as part of the
Passenger Express Corridor project.)

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Two #24 crossovers are required to allow for movement between the two passenger
tracks at high-speed. Between the new tracks and the NS tracks, two #20 crossovers will
be constructed to allow the use of all tracks under maintenance outages. Additional #20
turnouts are required at Grand Crossing to connect to the CNIC for rerouted Amtrak
passenger service to Champaign Urbana.
Ten existing bridges on the NYC right of way will be refurbished to ensure suitability for
high speed passenger rail use.
Full CTC and PTC signaling allowing high speed operations will be provided over the
2.4 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 of
the Lake Corridor Capital Cost Estimates.
Photo E-11: E nglewood

Junction: C rossing of NS and
Metra R I D
M P 515.8

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Photo E-2: New Yor k C entral
A lignment Steel B ridges
M P 515.0 to M P 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 of
Buffington Harbor. Two new passenger tracks will be constructed throughout the
approximately 11.8 mile route segment. The alignment employs former NYC right of
way between Grand Crossing and Calumet Park (100th Street, NS MP 509). From this
point south, the new passenger tracks will be constructed on the existing CSXT Lake
Subdivision. The capital cost estimate anticipates that the existing CSXT tracks will be
removed and replaced with new rail, ties and ballast. This segment is designed with a
maximum passenger speed of 110 mph, with speed restrictions of 80 mph at the new
Calumet River Bridge (NS MP 510) and the new Hick Bridge (NS MP 503.5), and 70
mph at the IHB diamonds (NS MP 503).
At the Calumet River (NS MP 510) the historic and out of service NYC double track
bridge will be replaced with a new vertical lift bridge at a cost of $28 million. Consultant
staff 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 to
the power plant tracks.
At NS MP 506, two #24 crossovers will be installed between the two new tracks as well
as two #20 crossovers between the northernmost NS track and the southernmost new
passenger track. This will allow use of either the NS or new passenger tracks, by either
freight 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 be
constructed for the use of CSXT coal trains.
At Hick (NS MP 503.5) the historic and out of service CSXT double track bascule bridge
crossing the Indiana Harbor Canal will be replaced with a new bascule bridge with an
increased 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 CSXT
bridge 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 crossing
diamonds will be installed, as it is very costly to achieve grade separation with the IHB
due to the close proximity of the Buffington Harbor access ramp from Indiana State
Route 912. New flange bearing crossing technology may be considered to allow high
speeds and reduced wear.
East of the new Hick Bridge, in the vicinity of NS MP 503, two #24 crossovers will be
installed between the two new passenger tracks and two #20 crossovers will be installed
between the northernmost NS track and the southernmost new passenger track. This will
allow 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 anticipated
that NS will cover the cost of one of the #20 crossovers between the high-speed rail
system 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 the
11.8 mi. segment. Similarly, 10 ft chain link fencing will be provided to deter
trespassers.
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 particularly
high volume crossing, will be fitted with trapped vehicle detection.
Photo E-3: Former N Y C A lignment

North of the NS Provides an
E xisting Roadbed and B ridges for
the Installation of T wo New
Passenger T racks
M P 509 to M P 513

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Photo E-5: O ne of the O ut of
Service V ertical L ift B ridges over
the C alumet River M ust Be
Replaced to Provide a Passenger
T rack B ridge
M P 509.0
Photo E-7: CSX T L ake Subdivision at

117th Street Provides a T wo T rack
Roadbed for Reconstruction of H igh
Speed Passenger T racks
M P 505.9
Photo E-9: T he North Side Indiana

Ship C anal Bascule B ridge at H ick
M ust Be Replaced to Provide H igh
Speed Passenger Service without
F reight Conflict
M P 503.1

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Photo E-10: Due to Conflict with
the Inland Steel A ccess Roadway
B ridge, the I H B C rossing at G rade
M ust Be Retained
M P 502.0

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2.4 Cor ridor O ptions C P 501 to Porter
This study developed four alternative route options to provide passenger service between
CP 501 and Porter. Two alternatives parallel the existing Norfolk Southern Cleveland-
Chicago mainline currently used by Amtrak service. The other two routes use CSXT
alignments and abandoned rail corridors to south of the NS corridor. All four corridor
alternatives 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 CSXT
Lake Subdivision at NS MP 501.8 to Porter using the Norfolk Southern Cleveland-
Chicago mainline corridor. The maximum design speed for passenger service on this
track segment is 110 miles per hour, except where restricted to approximately 95 mph by
curves at NS MP 484.1 and NS MP 484.6. The vertical curves in the flyovers may
restrict passenger speeds due to geometric conflicts. Flyovers are provided at CP 501 and
Porter (NS MP 483.0). In general, the conceptual design for this alignment provides for a
double track alignment constructed within railroad owned right of way for the exclusive
use of high speed passenger service.
At MP 501.8, in the vicinity of CP 501, a new passenger track flyover is required to allow
the passenger service to transition from the CSXT Lake Sub to the south side of the NS
right of way west of Pine Junction. The flyover also provides 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 at NS 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, the high speed passenger tracks extend
along the south side of the NS alignment to NS MP 498.5. It is believed that sufficient
room exists to fit the two new tracks under the EJ&E grade crossing structure (perhaps
not achieving the desired 25 ft track centers to the freight alignment). The tracks will
cross Clark Rd. (NS MP 499.3) at grade, requiring a new four quadrant gate grade
crossing warning system.
At NS MP 498.5 the tracks ascend to an elevated structure to provide grade separation

with numerous roadway crossings and a rail connection between NS and CSX. This
double track elevated structure continues along the south side of the NS alignment to NS
MP 493.0 with no speed restrictions. The structure provides grade separation with the
CSX/NS CP 497 crossover (NS MP 497.2), Buchanan St. (NS MP 496.8), the Calumet
River (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 overhead
structure at NS MP 494.6 could be removed, as this line is abandoned. The total distance
of elevated track is approximately 5.5 miles.
At NS MP 493.0 the track descends to the existing grade. This alignment section runs
through the Indiana Dunes National Lakeshore and is constructed on an embankment
traversing wetlands, which are located primarily to the north side of the existing tracks.
HNTB Project 36152
Page 1736 of 1873

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 approximately
1.1 mile to provide greater than 25 ft centers from the NS tracks, allowing unrestricted
maintenance of either track under 49 CFR 214.355.
East of Miller at MP 492.1, the Chicago South Shore Railroad alignment runs parallel
and on the south side of the NS. Sufficient space exists between the tracks of the two
respective 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 Springs
Rd. (NS MP 482.7), as the geometry does not readily permit a grade separation with the
existing I-94 overhead bridges located at NS MP 482.6. A similar system will be
required 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 Midwest
Steel (NS MP 478.4). Amtrak has provided rail alignment data to the grade separation
project 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 MP
484.6) and Interstate 94 (NS MP 482.6) provide sufficient horizontal clearance to fit the
new double track high speed rail alignment. Some repositioning of existing tracks or
reallocation of tracks may be required to accomplish the objective of constructing new
high speed rail tracks without disturbing existing overhead structures.
Under the Highway 12 bridge, the existing NS track must be shifted several feet to allow
space for the double track passenger alignment to pass through the existing bridge
aperture. 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 483.5

to 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 the
intersecting CSX mainline to provide uninterrupted high speed passenger rail service on
the Norfolk Southern Cleveland-Chicago mainline alignment to Ohio. The viaduct
provides a grade separation with Jackson St. (NS MP 482.1). A single track flyover
segment is proposed to connect the new passenger track to Amtrak’s Michigan Line in
the northeast quadrant, crossing above the NS double track mainline.
Track sections constructed at grade or on embankment will include protective fencing to

deter trespassing.
HNTB Project 36152
Page 1737 of 1873

The entire segment will require CTC and PTC signaling, when available, for 20.3 miles.
Photo B-12: C P 501 looking

southeast along the CSX
tracks. T he track on the
right proceeds to C lar k
Junction and the CSX F t.
W ayne line. T he track on
the left proceeds to Pine
Junction. NS C leveland-
C hicago mainline tracks are
on the left. T he proposed
flyover lands between the NS
and CSX tracks.
Photo B-14: T he proposed

elevated structure lies between
the Norfolk Southern Cleveland-
C hicago tracks and the CSX Bar r
Sub. T he photo looks east toward
Buchanan Street on the CSX Bar r
Sub. T he E J & E C ity track lies to
the south. T he crossover connects
NS and CSX mainlines at NS M P
497.2.

HNTB Project 36152
Page 1738 of 1873

Photo B-20: A n abandoned
I H B bridge crosses the NS at
NS M P 494.6. It is anticipated
that this could be removed to
prevent conflict with an
elevated high speed rail
alignment on the south side of
the NS main line.
Photo B-10: NS C leveland-C hicago

mainline at NS M P 493 looking west
toward the abandoned I H B
overhead bridge. Space exists on
the south side to construct an
elevated two track structure to the
west and a two track embankment
to the east.
Photo A-6: Sufficient space

exists between CSS and NS at
C P 491 to construct new
passenger tracks at grade.

HNTB Project 36152
Page 1739 of 1873

Photo B-17: Dune
H ighway/County L ine Rd. NS
M P 490.2 crossing at grade
looking east. Space exists
between the CSS on the south
and the NS to construct a
grade separated high speed
passenger double track
structure and fill at greater
than 25 ft track centers to the
freight tracks.
Photo A-2: Ogden Dunes Rd

crosses the NS at grade at NS
M P 488.4. Space exists for
new passenger tracks on a
grade separated structure and
fill between the NS and CSS.
Photo A-1: Burns Ditch at NS

M P 487.6, looking along the
CSS electrified tracks. T he NS
tracks are located to the north.
Space exists between the CSS
and NS. A new fixed waterway
bridge is required.

HNTB Project 36152
Page 1740 of 1873

Photo C-24: M idwest
Steel crossing at NS M P
487.3. T he State of
Indiana is constructing
a new grade separation
at this site.
Photo C-20: W est end of

Burns H arbor Y ard at NS
M P 486.9 looking east at the
W ilson Rd overpass.
Proposed alignment lies
between CSS and NS at
grade.
Photo C-22: Port of Indiana

and Burns H arbor Y ard
overweight truck access
requires 4 quadrant gates.
W ilson Rd overpass provides
sufficient clearance for two
tracks at grade.
Page 1741 of 1873

Two Vertical Lift Bridges over the Calumet River Chicago, Illinois
Photo C-17: A utility bridge

crosses over the east end of the
Burns H arbor Y ard at NS M P
485.6. Sufficient clearance
exists for a high speed rail
alignment at grade on the
south side of the NS main line.
Photo C-14: CSS

overpass looking west.
T he NS main line tracks
must move north to
provide clearance for a
two track high speed rail
alignment on the south
side at grade.
Photo C-12C : T he NS
main line crosses the east
branch of the C alumet
River at NS M P 484.4.
Construction of a high
speed rail alignment
requires a new bridge and
widened embankment.
Detroit-Chicago High Speed Rail Corridor Study Update 2
“South-of-the-Lake Reroute”
HNTB Project 36152
Page 1742 of 1873

Photo C-10: C P 483 looking west.

W hile the south side of the
alignment is clear to the west, a
siding extends from NS 483.5 to
481.6 on the south side. T he
construction of a new two track
high speed rail alignment at grade
will require moving or realigning
the existing NS tracks through this
section.
Photo C-7: H ighway 20

railroad bridge NS M P 483.1
looking east toward the I-94
overpass. Space exists for
construction of a new two
track alignment at grade on
the south side with some
repositioning or reallocation
of existing tracks.
Photo C-4: I-94 bridge at NS

M P 482.6. Space exists for
construction of two new tracks
on the south side at grade with
some repositioning or
reallocation of existing tracks.
NS facilities include a siding
and two mains.
HNTB Project 36152
Page 1743 of 1873

Photo C-2: Connection to

Amtrak’s Michigan Line at NS
M P 482.2 looking east.
Sufficient space exists to
construct a two track elevated
structure on the south side of
the NS, providing grade
separation with the CSX T and a
single northeast quadrant track
connection for service to
Detroit.
HNTB Project 36152
Page 1744 of 1873

2.4.2 Segment 4B: NS C P 501.8 to Porter (NS M P 481.2) at 79 mph on CSX T (21.5
miles)
Segment 4B provides a high speed rail route through northwestern Indiana using
abandoned 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 proposed
by CSXT in a meeting with Amtrak on July 21, 2001. Appendix II includes a track
schematic drawn by CSXT representing this route, as well as an alignment plotted and
stationed in 1000 ft increments on a USGS digital raster graphic base map. The
maximum design speed for passenger service on this track segment is 79 miles per hour
with some speed restrictions.
Flyovers are provided at Clark Jct., Willow Creek and Porter. The conceptual design
provides three main tracks between Tolleston and Willow Creek (where freight traffic is
heaviest) and two main tracks at other locations. Frequent crossovers are provided to
allow use of all tracks by passenger and freight service. Roadway crossings are generally
at grade, except where existing embankments provide grade separation or where existing
elevated roadways have been constructed. Grade crossings will be improved to include
four quadrant gate warning systems.
A CTC signal system will be installed. In addition, much of the alignment will be fenced
to minimize trespassing.
The end points of the route are similar to those of the other alternatives of the current
study, from CP501 to Porter. From Chicago Union Station to CP 501, the route employs
the previously defined Segments 1-3 of this report.
The total estimated capital cost for Segment 4B is $231.7 million. Details are presented
in Appendix I: South of the Lake Corridor Capital Cost Estimates.
2.4.2.1 C P 501 to Tolleston (5.2 miles)
As the passenger service tracks lie to the north of the CSXT Lake Subdivision in the
vicinity of CP501, a two-track fly-over is required to cross over the CSXT and NS tracks
near Buffington Harbor, north of Gary Airport. South of the CSXT and NS tracks, the
proposed 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 a
high elevation, flying over Clark St. and the CSXT Barr Subdivision tracks at Clark
Junction. An abrupt decent is required to pass under the Elgin, Joliet and Eastern
Railway elevated track, northwest of Gary Airport. An existing EJ&E bridge provides
sufficient 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 Chicago
South 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 Indiana
Harbor Belt Dune Park line. A connection in the northeast quadrant can be restored with
a relatively abrupt grade to meet the IHB embankment elevation, maintaining the
crossing at Taft St.
While the CSX schematic depicts several miles of improvements from Tolleston to
Ivanhoe, 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 in
Appendix I: South of the Lake Corridor Capital Cost Estimates.
2.4.2.2 Tolleston to W illow C reek (9.7 miles)
The alignment proceeds eastward on the abandoned IHB embankment. New track must
be constructed and the embankment widened to support two tracks. (While the CSXT
track schematic depicts three tracks between Tolleston and Willow Creek, the parties
agreed that two tracks would be sufficient for the foreseeable future.) The existing
bridges 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. A
new 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 the
existing 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 Burns
Ditch. 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 Dombe
Rd. Union St. and DeKalb St. would be closed. A new single track bridge is required at
Willow Creek and a 6000 ft double track flyover is required at the Willow Creek control
point to provide grade separation with the CSXT Garret Subdivision.
Willow Creek Rd. must be closed and the Crisman Rd. (SR 249) bridge reconstructed to
provide greater clearance over the railroad. Old Crisman Rd. is anticipated to cross at
grade, requiring a four quadrant gate crossing warning system.
2.4.2.3 W illow C reek to Porter (6.6 miles)
East of Willow Creek, the route joins the CSXT Michigan Central Line, a lightly used
single track freight railroad. The project would build one new track to provide a two
track railroad for passenger and freight service. Several roadways including Samuelson
HNTB Project 36152
Page 1746 of 1873

Rd., Salt Creek Rd., SR 149 and Babcock Rd. cross at grade, warranting four quadrant
gate warning systems. A single track bridge structure must be constructed over Salt
Creek. Approaching Porter, the grade rises to provide grade separation with the Norfolk
Southern Cleveland-Chicago main line. Mineral Springs Rd. must be relocated to the
west and provided with a four quadrant gate warning system. A single track segment
connects to the new passenger track to Amtrak’s Michigan Line in the northeast quadrant,
crossing above the NS double track mainline. Similarly, a single track flyover connects
to the CSXT Grand Rapids Subdivision and NS Cleveland Chicago mainline.
HNTB Project 36152
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2.4.4 Segment 4C : NS C P 501.8 to Porter (NS M P 481.2) at 110 mph on

PR R/I H B/W abash/CSX T M ichigan C entral (22.8 miles)
Segment 4C provides a high speed rail route through northwestern Indiana using
abandoned 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 the
initial study conducted by Charles Quandel and Associates with Parsons Brinckerhoff
and Proudfoot Associates. The consultant team prepared a conceptual engineering study
and capital cost estimate, producing a draft report in November 1999. Shortly thereafter,
Amtrak and the consultant team determined that commercial and residential development
along key segments of the right of way had made development of this alternative
impractical.
The design criteria for the initial study identified a generally grade separated, double
track alignment with track geometry configured for 110 mph service. While the route
was anticipated to provide principally high speed passenger rail service for the Midwest
Regional Rail System, the conceptual design provided clearances for double stack freight
and intermodal service.
The end points of the route are similar to those of the other alternatives of the current
study. From Chicago Union Station to CP 501, the route employs the previously defined
Segments 1-3 of this report. As the passenger service tracks lie to the north of the CSX
Lake Subdivision in the vicinity of CP501, a two-track fly-over is required to cross over
the CSX and NS tracks near Buffington Harbor, north of Gary Airport. South of the CSX
and NS tracks, the proposed alignment intersects an old Conrail and former Penn Central
Railroad (PRR) grade, passing under the east-west double track CSXT Barr Subdivision
and the under the Elgin, Joliet and Eastern Railway elevated track, northwest of Gary
Airport. An existing EJ&E bridge provides sufficient horizontal and vertical clearance
for the new alignment with little modification, but significant construction is required to
grade separate the CSXT and passenger rail tracks at Clark Junction, by elevating the
freight tracks.
In an effort to minimize potential conflicts with automobiles, grade separations are

sought where the geometric conditions allow. New roadway-over-rail separations are
planned 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 Chicago
South Shore and South Bend Railroad and Fourth Ave.
East of Taft Street at Tolleston, the PRR grade intersects an abandoned, elevated Indiana
Harbor 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 embankment
elevation. 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.
HNTB Project 36152
Page 1748 of 1873

The proposed alignment leaves the IHB embankment to join the old Wabash grade
several hundred feet west of I-65, crossing over Ohio St. on a new railroad structure and
under a relocated I-65 access ramp. Sufficient clearance exists under I-90 to construct
the new high speed rail alignment with minimal excavation to provide overhead clearance
below 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 rail
structure to connect with US 20. A new rail embankment and bridge structures are
required at Clay St., Lake St., Hobart St. and Ripley St. West of Ripley, the alignment
descends to the original grade to cross Burns Ditch on a new double track, low level
bridge 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 track
mainline at Willow Creek on a major flyover structure. Grade conflicts require that
Dombey Rd. be relocated to the east and that Clem Rd. be closed. Similarly, Willow
Creek Rd. must be closed and the Crisman Rd. (SR 249) bridge reconstructed to provide
greater 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 used
single track freight railroad. The project would build two new tracks to provide a three
track railroad for passenger and freight service. Several roadways including Samuelson
Rd., Salt Creek Rd., SR 149 and Babcock Rd. cross at grade, warranting four quadrant
gate warning systems. Two single track bridge structures must be constructed over Salt
Creek. Approaching Porter, the grade rises to provide grade separation with the Norfolk
Southern Cleveland-Chicago main line. Mineral Springs Rd. must be relocated to the
west and provided with a four quadrant gate warning system. A single track segment
connects to the new passenger track to Amtrak’s 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 connection
and crossovers, similar to the configuration considered under Segment 4B. An additional
$22.5 million is included in the cost estimate.

deter trespassing.
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 previous
study and updated for inflation to 2002 costs. Details are presented in Appendix I: South
The horizontal alignment is plotted and stationed at 100 scale increments on USGS
Digital Raster Graphic base mapping. The vertical alignment is plotted on a similar
HNTB Project 36152
Page 1749 of 1873

scale. The alignments and cost estimate details are provided in the November 1999
Conceptual Design Report.
HNTB Project 36152
Page 1750 of 1873

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) for
a double track passenger alignment from the CSXT Lakeshore Sub right of way at NS
MP 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 geometric
conflicts. 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 alignment
constructed within railroad owned right of way at 14 ft track centers for the shared use of
high speed passenger service and freight service.
This option was developed to accommodate parameters identified by Norfolk Southern in

the company’s policy statement, dated February 28, 2002. A copy of this statement is
included in Appendix V. Key objectives cited by NS include “transparent operations”
and “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 are
provided to allow the freight and passenger service to run on any of the four tracks in the
corridor, so as to provide the maximum flexibility of operations and benefit to both
passenger and freight service. The existing NS two track mainline will be upgraded with
a 33% tie replacement and surfacing to provide for comfortable Class 4 passenger
operations.
At MP 501.8, in the vicinity of CP 501, a new double track passenger track flyover is
required to allow the passenger service to transition from the CSXT Lake Sub right of
way to the south side of the NS right of way west of Pine Junction. The flyover also
provides 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 at
NS 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, the
passenger tracks extend along the south side of the NS alignment to NS MP 498.5. It is
believed that sufficient room exists to fit the two new tracks under the EJ&E grade
crossing structure at 14-15 ft track centers to the freight alignment. The tracks will cross
Clark Rd (NS MP 499.3) at grade, requiring a new four quadrant gate crossing warning
system.
At NS MP 498.5 the tracks ascend to an elevated structure to provide grade separation

with numerous roadway crossings and a rail connection between NS and CSX. This
double track elevated structure continues along the south side of the NS alignment to NS
MP 496.5 with no speed restrictions. The two mile structure provides grade separation
with the CSX/NS CP 497 crossover (NS MP 497.2), Buchanan St. (NS MP 496.8) and
the Calumet River (NS MP 496.6). The new double track railroad is constructed
generally at grade or on embankment with new double track railroad bridge structures to
provide 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
HNTB Project 36152
Page 1751 of 1873

Branch overhead structure at NS MP 494.6. Alternatively, the structure may be removed

as the line is no longer in use.
From NS MP 494.6, the track runs at grade through the Indiana Dunes National
Lakeshore 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 to
provide 14-15 ft centers from the NS tracks. New double track high speed rail bridges are
required 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 parallel
and on the south side of the NS. Sufficient space exists between the tracks of the two
respective 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 MP
482.7), as the geometry does not readily permit a grade separation with the existing I-94
overhead bridges located at NS MP 482.6. A similar system will be required 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 Midwest
Steel (NS MP 478.4). Amtrak has provided rail alignment data to the grade separation
project 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 MP
484.6) and Interstate 94 (NS MP 482.6) provide sufficient horizontal clearance to fit the
new double track high speed rail alignment. Some repositioning of existing tracks or
reallocation of tracks may be required to accomplish the objective of constructing new
high speed rail tracks without disturbing existing overhead structures.
Under the Highway 12 Bridge, the existing NS track must be shifted several feet to allow
space for the double track passenger alignment to pass through the existing bridge
aperture. Similar shifts may be required at other bridge locations.
Operational flexibility for high speed passenger and freight service is provided by
frequent #20 crossovers spaced at 5 mile intervals along the route. An additional 13
crossovers, combined with the existing 7 crossovers on the NS mainline tracks should be
sufficient.
At Porter (NS MP 482.8, Sta. 80+00), a double track flyover is proposed to cross above
the intersecting CSX mainline to provide uninterrupted high speed passenger rail service
on the Norfolk Southern alignment to Ohio. A single track flyover segment is proposed
HNTB Project 36152
Page 1752 of 1873

to connect the new passenger track to Amtrak’s Michigan Line in the northeast quadrant,
crossing above the NS double track mainline.

deter trespassing.
The entire segment will require CTC signaling for 20.3 mi.
Graphic base mapping in Appendix II: Proposed High Speed Rail Alignments. This
alignment is essentially identical to that of Segment 4A with minor variation for reduced
structure length and standard track spacing.
HNTB Project 36152
Page 1753 of 1873

3.0 C hicago to Detroit Cor ridor Right of W ay Improvement Program
3.1 Introduction
The Chicago to Detroit High Speed Rail Right of Way Improvement Program was
completed in August 1994. This effort divided the corridor into 33 segments from
Chicago to Beaubien. During the initial phase of this study, the number of segments was
reduced from 33 to 9. Segments 1 through 3 included the South of the Lake Corridor
from Chicago Union Station to Porter. Segments 4 through 9 included Porter to
Beaubien.
In December 1999, this project was placed on hold. At that time, the following
deliverables were submitted and are presented in Tables 1 through 4:
1. Segment Cost Report
2. Quantity Take-off Report
3. Crossing Report
4. 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 of
Transportation (MDOT) final segments for the Midwest Regional Rail Initiative
(MWRRI) Study. A comparison of the 1999 Porter to Detroit Costs with the 2003
MDOT segmentation costs is shown below and provides an analysis of cost differentials
by segments. All costs are in thousand dollars.
3.2 Cost Update using M ichigan D O T segmentation - Porter (M ichigan A mtrak M P

241.0) to M ilwaukee Junction (North B ranch C R M P 4.2) Segments delineated
December 1999 versus M D O T/M W R R I segments
1999 Segmentation/Costs 2003 MDOT Segmentation/Costs

#4: Porter to Kalamazoo #2: Porter to Kalamazoo
Amtrak Amtrak
Michigan Amtrak MP 241.0 to Michigan Amtrak MP 241.0 to
Michigan Amtrak MP 145.0 Michigan NS MP143.0
96.0 miles 98.0 miles
$70,418 $119,801
#5: Kalamazoo to Battle Creek #3: Kalamazoo to Battle Creek

Norfolk Southern Norfolk Southern
Michigan Amtrak MP145.0 to Michigan NS MP 143.0 to
Michigan NS MP121.8 Michigan NS MP 121.4
HNTB Project 36152
Page 1754 of 1873

$25,328 $36,423
#6: Gord to Baron Cost Incl in Seg #3 above

Michigan NS MP 121.8 to Gord to Baron
Michigan 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 Detroit
Norfolk Southern Norfolk Southern
Michigan NS 119.8 to Michigan NS 119.7 to
Michigan NS 3.0 Michigan NS 3.0
$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 4.2
North Branch CSAO MP 2.9 5.3 miles
2.4 miles $20,302
$12,030
#9: West Detroit to Beaubien Cost Incl in Seg #5 above

North Branch CSAO MP 2.9 to Holly MP 4.2 to
North Branch CSAO MP 6.5 (Holly MP 3.5) Holly MP 3.5
3.6 miles 0.7 miles
$3,683
Cost Comparison
Total Costs Segments 4 to 9 Total Costs Segments 2 to 5
$268,756 $318,403
Total Mileage: 240.0 Total Mileage: 240.0
3.3 Description 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 costs
were included within the MWRRI Capital Cost update of April 18, 2003. The total costs
of track work improvements account for $161,736 or 51% of the total costs from Porter
to Detroit. A description of these costs follows:
3.3.1 Segment 2: Porter to K alamazoo – A mtrak M P 241.0 to M P 143.0 – 98 miles
The maximum proposed speed in this segment is 110 mph. Recommended

improvements include the following:
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Track Work with Cost - $69,396

H SR on New E mbankment – 25 miles - $24,825
MP 202.0 to MP 192.0 – add a second main track – 10 miles
Ideal day analysis – MP 212.3 to MP 202.3 – 10 miles
Ideal day analysis – MP 178.0 to MP 173.0 – 5 miles
(An Ideal Day Analysis was performed by Transportation Economics &
Management Systems, Inc as part of the MWRRI project. The results of this
analysis were incorporated into the overall costs)
Timber & Surface w/66% Tie Replacement- 38.5 miles - $12,744

MP 241.0 to MP 217.0 – 24 miles
Upgrade of existing sidings for passenger sidings – 15 miles
MP 228.4 to MP 226.2 2.2 miles
MP 213.8 to MP 211.6 2.2 miles
MP 202.15 to MP 200.45 1.7 miles
MP 192.25 to MP 190.45 1.8 miles
MP 180.1 to MP 178.0 2.1 miles
MP 172.79 to MP 171.33 1.4 miles
MP 161.5 to MP 160.1 1.4 miles
MP 147.2 to MP 145.0 2.2 miles
Relay Track with 136# CWR – 8.5 miles - $3,009

The 1999 estimate included 15 miles of relay consistent with upgrading 15
miles of existing sidings. During a meeting on July 18, 2002 with MDOT
staff, the 15 miles were reduced to 8.5 miles since 6 miles of track had
been previously upgraded.
Passenger Siding – 15 miles - $20,640

Amtrak’s Michigan Line from MP 241.0 to CP 147.0 is single track with
passing sidings. The Norfolk Southern route is mostly single track. The
rule of thumb of single track territory in the MWRRS is to add 5 miles of
siding for each 25-mile section or a 10-mile passing siding for each 50
miles of single track territory, in addition to any existing sidings. This 94-
mile segment would require an additional 15-mile passenger siding or 2 –
10-mile sidings. An additional 15 miles of passenger siding on new
embankment was assumed for this segment. This is in addition to the 15
miles of ideal day sidings calculated by TEMS.
F encing – 98 miles - $8,178

Fencing has been estimated for both sides of the railroad right of way. Based on
an 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 miles
6 ft chain link 15 miles
HNTB Project 36152
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Decorative fencing 5 miles
3.3.2 Segment 3: K alamazoo to Battle C reek – M P 143.0 to M P 121.4 – 21.6 miles
The maximum speed in this segment is 110 MPH. Recommended improvements include
the following:
Track Work with Cost - $10,202

H SR on Existing Roadbed – 1 mile - $993
This was a recommendation of the TEMS ideal day analysis for a passing
siding by extending the double track in Battle Creek and is included in
HSR on existing roadbed
Timber & Surface w/66% Tie Replacement – 22.4 miles - $7,414

This 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.
F encing – 21.5 miles - $1,794

4 ft woven wire both sides 17 miles
6 ft chain link 3 miles
Decorative fencing 1.5 miles
Battle Creek Baron to Gord Improvements

A placeholder of $15,000 was included within this segment for future
improvements between Baron and Gord, inclusive.
3.3.3 Segment 4: Battle C reek to W est Detroit – M P 119.7 to M P 3.0 – 116.7 miles
The maximum speed in this segment is 110 mph. Recommended improvements include
the following:
Trackwork with Cost - $82,139

Timber & Surface with 33% Tie Replacement – 26 miles - $5,772
MP 54.0 to MP 28.0 – 26 miles
Timber & Surface with 66% Tie Replacement - 90.6 miles - $29,989
Relay Track with 136# CWR – 90.6 miles - $32,072
The remaining 90.6 miles in this segment, as of July 18, 2002, require this
treatment.
HNTB Project 36152
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F reight Siding - 2 miles - $1,824

Based on the TEMS Ideal Day Analysis, a 2-mile freight siding is added at
Michigan NS MP 34.0
Passenger Siding – 2 miles - $2,752

Based on the TEMS Ideal Day Analysis, a 2-mile passenger siding is
proposed at Chelsea between Michigan NS MP 58.0 and MP 56.0
F encing – 116.6 miles - $9,730

4 ft woven wire both sides 93.3 miles
6 ft chain link 17.5 miles
Decorative fencing 5.8 miles
3.3.4 Segment 5: W est Detroit to M ilwaukee Junction – M ichigan I CSA O M P 3.0

to Holly M P 4.2 – 5.3 miles
The termini of the comparable segment from the 1999 segmentation was CP Beaubien at
North Branch MP 6.1. The offsetting distance between CP Beaubien and Milwaukee
Junction is 0.7 miles. A placeholder of $15,302 for the West Detroit Connection to New
Center Station based on the Lansing to Detroit Study and a placeholder of $5,000 for
improvements to the Conrail Shared Assets tracks from MP 3.2 to MP 5.6 accounts for
the 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 at
Woodward Avenue through Bay City. The proposed passenger service will operate more
directly connecting from the NS tracks to CN tracks at West Detroit with a new
northwest quadrant connecting track. The connecting track will include a new #20
turnout on the NS No. 1 main near MP 4.0 and a new #20 turnout at Vinewood on the
CN. In, addition, crossovers are required north of Vinewood to allow the passenger
service to cross from the westernmost CN track to the easternmost Conrail Shared Assets
track to serve the proposed New Center Station on the east side of the embankment. A
crossover will be required west of NS MP 4.0 to allow passenger trains to utilize the NS
No 2 main on the south side. Two crossovers will be required north of the New Center
Station to allow passenger trains to utilize the NS No 2 main on the south side. Two
crossovers will be required north of the New Center Station to allow passenger trains to
cross to the CN tracks to travel on to Pontiac. This new service requires the construction
of two miles of connecting track and rehabilitation of two CN/CSAO tracks from
Vinewood to Woodward Avenue, a distance of 2.5 miles. In addition, the CN bridges
HNTB Project 36152
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that are presently not in service must be inspected and repaired prior to the introduction
of new passenger service.
HNTB Project 36152
Page 1759 of 1873

A rough schematic prepared by Amtrak dated 5-27-98 details these proposed

improvements.
HNTB Project 36152
Page 1760 of 1873

The breakdown of the $15,302 cost is as follows:
Base Cost
NS Track Connection $1,641
NS Signal $ 900
CN Track Connection and CN/CSO Improvements $2,854
CN Signal $2,773
CN Bridge Repairs $1,446
Total $9,614
Passenger Incremental Unit

Cost Quant Price
NS Crossover 1 $248 $ 248
CN/CSO Crossover 5 $248 $1,240
Signals 6 $700 $4,200
Total $5,688
Total Passenger C apital Cost

Estimate $15,302
All costs are in thousand dollars
3.4 O ther Infrastructure Improvements
Curve Improvements
Curve improvements were made for increasing the lengths of spirals and
realigning curves. The costs of elevating and surfacing curves; installing elastic
fasteners; and realigning track for each segment are as follows:
#2: Porter to Kalamazoo $2,430

#3: Kalamazoo to Battle Creek $1,195
#4: Battle Creek to West Detroit $3,428
For more detailed information on curve improvements, please refer to Tables G-5,
G-6, and the curve inventory included within the capital cost updates for the
MWRRI dated April 18, 2003.
HNTB Project 36152
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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 MP
150.5. Between Porter and Detroit, additional PTC is required at the following
locations:
#2: Porter to New Buffalo MP 240.7 to MP 216.1 24.6 miles

Kalamazoo 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 miles

MP 94.5 to MP 80.6 13.9 miles
MP 71.0 to MP 29.8 41.2 miles
MP 28.9 to MP 11.5 17.4 miles
Total PTC mileage 136.9 miles
The costs associated with signals including signals for sidings with high speed
turnouts; installation of PTC; signals for crossovers; and signals for turnouts are:

#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 service
passenger station at each stop between Porter and Detroit in accordance with the
following schedule:

MP 228.0 Michigan City
MP 192.0 Niles
MP 179.5 Dowagiac
MP 143.5 Kalamazoo
#3 Kalamazoo to Battle Creek $500

MP 120.8 Battle Creek
#4 Battle Creek to West Detroit $2,000

MP 95.9 Albion
MP 75.0 Jackson
MP 38.0 Ann Arbor
MP 8.0 Dearborn
HNTB Project 36152
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Bridges (all costs in thousands of dollars)

An inventory of overhead and undergrade bridges was prepared based on data
provided within the track charts for the Porter to Detroit section. The distribution
of bridges by segment is as follows:
#2: Porter to Kalamazoo

Overhead bridge 21
Undergrade bridge 22
#3 Kalamazoo to Battle Creek

Overhead bridge 3
#4 Battle Creek to West Detroit

Overhead bridge 21
#5 West Detroit to Milwaukee Junction

Overhead bridge 1
No costs were assumed for upgrade of bridges within this section. However, 6
undergrade bridges (over two-lane highways) at a cost of $18,324 were estimated
in 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 Battle
Creek and West Detroit.
Crossings (all costs in thousands of dollars)

An inventory of crossings was prepared for Segments 2, 3, and 4. The crossings
were categorized and an analysis was performed for proposed treatment consistent
with proposed speeds through the crossing. For the MWRRI infrastructure
analysis, grade crossing improvements were classified with estimated costs as
follows:
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 concrete
paving instead of precast panels) at $15 each
HNTB Project 36152
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Category Proposed treatment

Private greater than 79 MPH 25% closure, remaining to dual gates
Private less than 79 MPH no improvement
Public greater than 79 MPH signals only convert to quad gates
Public greater than 79 MPH flashers only convert to quad gates
Public greater than 79 MPH flashers/gates convert to quad gates
Public less than 79 MPH signals only convert to dual gates
Public less than 79 MPH flashers only convert to dual gates
Public less than 79 MPH flashers/gates no improvements
A distribution of crossings across these segments by category is as follows:
Category Seg# 2 Seg#3 Seg#4

Private greater than 79 MPH 25 16 14
Private less than 79 MPH 1 1 11
Public greater than 79 MPH signals only 5 0 4
Public greater than 79 MPH flashers only 0 0 0
Public greater than 79 MPH flashers/gates 66 11 61
Public less than 79 MPH signals only 0 0 0
Public less than 79 MPH flashers only 0 0 10
Public less than 79 MPH flashers/gates 15 26 53
After analysis and discussion with staff of MDOT and Amtrak, recommended
action and treatment were estimated for each segment as follows:

Action Quantity Cost
Private Closure 7 $ 581
Install Four Quad Gates 5 $1,440
Convert dual gates to quad gates 22 $3,300
Conventional gates single main-line tracks 18 $2,988
Conventional gates double main-line tracks
Convert flashers only to dual gates
Single gate with median barrier 22 $3,960
Convert single gate to extended arm 22 $ 330
Install Michigan type grade crossing surface 89 $1,335
HNTB Project 36152
Page 1764 of 1873

#3 Kalamazoo to Battle Creek $4,502

Install four quad gates
Convert dual gates to quad gates 4 $ 600
Conventional gates single main-line tracks
Conventional gates double main-line tracks 12 $2,460
Convert flashers only to dual gates
Single gate with median barrier 4 $ 720
Install Michigan type grade crossing surface 23 $ 345
#4 Battle Creek to West Detroit $16,351

Install four quad gates 4 $1,152
Convert dual gates to quad gates 21 $3,150
Conventional gates single main-line tracks 31 $5,146
Conventional gates double main-line tracks
Convert flashers only to dual gates 10 $ 500
Single gate with median barrier 20 $ 3,600
Install Michigan type grade crossing surface 106 $ 1,590
Total Crossing Improvements – Porter to Detroit $34,787
3.4.1 Summary of Porter to Detroit Cost Update

(all costs in thousands of dollars)
Segment #2 Porter to Kalamazoo Amtrak MP 241.0 to MP 143.0 – 98 miles

Item Cost
Trackwork $ 69,396
Turnouts $ 2,296
Curves $ 2,430
Signals $ 11,422
Stations $ 2,000
Bridges $ 18,324
Crossings $ 13,934
Segment Totals $119,801
HNTB Project 36152
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Segment #3 Kalamazoo to Battle Creek NS MP 143.0 to MP 121.5 – 21.5 miles

Item Cost
Trackwork $10,202
Turnouts $ 900
Curves $ 1,195
Signals $ 4,125
Stations $ 500
Bridges $ 0
Crossings $ 4,502
Baron to Gord $15,000
Segment #4 Battle Creek to West Detroit NS MP 119.6 to MP 3.0 – 116.6 miles

Item Cost
Trackwork $ 82,139
Turnouts $ 1,240
Curves $ 3,428
Signals $ 21,448
Stations $ 2,000
Bridges $ 15,270
Crossings $ 16,351
Segment #5 West Detroit to Milwaukee Junction CR Shared Assets MP 3.0 to

MP 4.2 - 5.3 miles
Item Cost
West Detroit to Beaubien $15,302
Track Improvements $ 5,000
G rand Total Porter to Detroit $318,403
HNTB Project 36152
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T W O V E R T I C A L L I F T B R I D G ES
O V ER T H E C A LUM E T RIV ER
C H I C A G O , I L L I N O IS
ST 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 LUA TI ON REPORT
HNTB Project 36152
Page 1767 of 1873

J A N U A R Y 2002
T W O V E R T I C A L L I F T B R I D G ES
O V ER T H E C A L UM E T RI V ER
C H I C A G O , I L L I N O IS
T A B L E O F C O N T E N TS
INTRODUCTION ..................................................................................................... 3
BRIDGE DESCRIPTION..........................................................................................3
INSPECTION PROCEDURE ...................................................................................3
FIELD OBSERVATIONS.........................................................................................4
INSPECTION SUMMARY ......................................................................................8
RECOMMENDATIONS ...........................................................................................9
APPENDICES
A. PHOTOGRAPHS ................................................................................................. 9
B. COST ESTIMATES............................................................................................23
HNTB Project 36152
Page 1768 of 1873

INTRODUC TION
This bridge evaluation report is designed to provide the reader a brief summary of the
condition of the structural, mechanical and electric components of two vertical lift railroad
bridges over the Calumet River in Chicago, Illinois. A brief description of the bridges, the
inspection findings, and cost estimates of rehabilitating or replacing the bridge are included.
Selected photographs that show the condition of key components are presented in Appendix A.
A detailed breakdown of the cost of rehabilitation and replacement is presented in Appendix B.
B R I D G E D ESC R IP T I O N
The Amtrak bridges over the Calumet River in Chicago, Illinois are located between East
95th Street and the Chicago Skyway. Built in 1914, these two structures are identical, parallel,
double track, vertical lift bridges of the “Waddel Vertical Lift” type. These bridges were
constructed side-by-side sharing a common control room that is located between the east end
towers. Each span is approximately 210 feet, built on a skew to follow the Calumet River
channel, and each has a vertical lift of approximately 100 feet. Towers at each end support the
spans. Each tower consists of four vertical columns with counterweight sheaves at the top of
each column. Load equalizing counterbalance systems reduce the load on the drive machinery.
The drive machinery is housed in a span mounted machinery room located at the top center of
each span. Power to operate the span is transferred through an uphaul-downhaul rope system.
Four vertical lift bridges once stood at the site, however, only three bridges remain today.
The third bridge, owned by Norfolk Southern, is currently in operation and is located to the south
of the two bridges currently owned by Amtrak and is separated by the area where the fourth
bridge once stood. For the purpose of maintaining clarity in this report, the twin bridges that
were inspected will be identified as the “north span” and the “south span” based on their
location.
I NSP E C T I O N PR O C E D U R E
An initial cursory inspection was performed on both spans to determine which would be
the most suitable candidate for rehabilitation. Based on these observations, the south span
appeared the better of the two spans and was therefore chosen to receive a more thorough
inspection.
Structural components were visually inspected for deterioration. Notes and representative
photographs were taken of deteriorated components.

Page 1769HNTB Project 36152
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Mechanical components were visually inspected for wear and deterioration and notes
were recorded based on these observations. No machinery was disassembled during the
inspection. Detailed measurements of machinery components were not taken. Photographs were
taken to provide a visual record of individual components. Selected photographs taken during
this 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 electrical
equipment was disassembled during the inspection. The bridges are out-of-service and the
incoming 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 on
the conditions revealed by the inspection. No representation or warranty is made that all defects
have been discovered or that defects will not appear later. Nothing contained herein shall be
deemed to give any third party a claim or right of action against the inspecting engineer nor to
create a duty on behalf of the inspecting engineer to such third party.
F I E L D O BSE R V A T I O NS
V ertical lift over the C alumet River, South Span:
Structural System
Towers
In general, the tower columns are in fair condition. Light surface rust was noted in
almost all members with light pitting. Moderate to severe rust was noted at the tower base with
moderate localized section loss (see Photo S-1).
The bottom transverse and longitudinal struts are in critical condition. Heavy section loss
was noted in the lacing and bottom angles of the built-up members. This loss has resulted in
knife-edges and holes through member elements (see Photo S-2). The longitudinal strut below
the operator house has similar section loss with holes through member elements. The remaining
struts and bracing is in fair condition with light surface rust and light pitting (see Photo S-3).
Tower Spans
The tower girders are in poor condition. Heavy rust was noted in the bottom flange
angles, stiffeners and lower lateral bracing (see Photos S-4 and S-5). The girder top cover plate
appears to have section loss although the timber ties obscure view of the top flange.

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Lift Span
In general, the truss members are in fair condition. Debris and rusting was noted inside
the bottom chord members at joints with section loss in rivet heads (see Photo S-6). The bottom
lateral bracing gussets have retained debris. The gusset and rivet heads are rusted with moderate
section loss (see Photo S-7). Moderate rusting was noted on the floorbeam bottom flange angles
near the gusset.
The south stringer was severely rusted in two bays with holes through the girder webs.
The remaining stringers are in fair condition although knife-edges were visible in the top flange
cover plates at several locations between the timber ties (see Photo S-8).
Counterweights
The counterweight support frame has rusted and vertical cracks were noted near the ends.
The southern ends of the two west counter weights have spalled completely (see Photo S-9).
The bottom corner of the northern end of the west counterweight has also spalled. Vertical
cracks were noted in the east counterweights at the hanger supports but have not yet spalled. A
reduction in the counterweight balancing force will place added strain on the mechanical system.
Miscellaneous
The stairs appear to be in fair condition although current stairs do not meet modern
OSHA requirements. The ladders are in poor condition. The support attachments and the splices
are loose due to corrosion. The ladders do not have cages or landing as per current OSHA
requirements. Handrails are in very poor condition. Many handrails are missing or broken with
many handrail supports rusted through.
Spalling was noted in the bottom of the mechanical room floor (see Photo S-10).
Substructure
The substructure is in poor condition. Severe scaling was noted in the substructure
elements with depths up to six inches (see Photos S-11 and S-12). There is no fender system at
the pier (see Photo S-13).
Mechanical System

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Drive Machinery
Overall the south span machinery appears to have been well maintained and lubricated
when it was in operation.
Open gears in the south span machinery house are in fair condition. They are covered
with dried and hardened grease, which has helped to protect the tooth surfaces. Some rust and
minor pitting has occurred.
The operating rope sheaves are rusted; pitting from corrosion is likely to exist underneath
the layer of rope on the sheaves. The ridges on the rope grooves are thin and worn (see Photo
M-1).
The operating ropes are dry and rusted. Some of the operating ropes have broken strands
(see Photo M-2).
The uphaul / downhaul rope deflector sheaves are rusted but groove wear is not
excessive.
Counterweight Ropes and Sheaves

The counterweight ropes lack lubrication and have corrosion on the surface. Some
flattening and wear is evident on the rope bottoms (see Photo M-3). Rope tension is not uniform;
therefore the load is not being evenly shared by all of the ropes. Corrosion exists at all of the
rope attachment sockets.
The rope guide surfaces of the counterweight sheaves are corroded. The separating
ridges of the rope guide appeared to be worn to a knife-edge but after closer examination it
appeared to be dried grease buildup (see Photo M-4). The condition of the sheave surfaces
underneath the ropes could not be determined.
Many of the grease fittings have been removed from the counterweight sheave bearing
housings. Most are plugged with wooden dowels. It is highly likely that moisture has entered
the bearings.
Miscellaneous
The machinery house is in very poor condition. Doors and windows are missing, leaving
the operating machinery exposed to the weather. The roof and walls are severely corroded (see
Photo M-5).

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Portions of the counterbalance equalizing chains are missing from the east counterweight
system.
E lectrical System
The machinery brake pads are deteriorated and coming apart on the edges due to age and
the brake drums are rusted.
All electrical cables, conduits, junction boxes, control panels, terminal blocks, lighting
systems and power distribution components are either missing or deteriorated beyond repair (see
Photos E-1 and E-2).
The DC drive motors remain in the machinery house but have deteriorated beyond
usefulness as a result of being exposed to the weather and a lack of operation and maintenance.
An abandoned signal house is located on the east side of the river (see photo E-3). The
signal house was locked and could not be inspected. It was noted that the building roof was
deteriorated with several areas completely rotted through. The building might be used to house
new electrical and control systems for the bridges depending on the interior condition of the
structure. Further inspection of the interior of the building is necessary to determine the
usefulness of the building.
The bridges are located near high voltage power lines that may complicate replacement
or rehabilitation of the bridge (see Photo E-4).
V ertical lift over the C alumet River, North Span:
Overall the north span is in worse condition than the south span. A less detailed
inspection was performed on this span.
The north span drive machinery appears to have been inadequately maintained when it
was in operation. Even though the machinery parts in the north span are identical to those in the
south span, they would be unsuitable for use as spare parts due to the excessive wear already
present.
Gears in the north span machinery house are in poor condition. The gear tooth surfaces
have no grease coating and are severely rusted with deep pitting. Wear due to lack of lubrication
is visible. High pressure pitting is also evident on some gears.

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Machinery house is in very poor condition. Doors and windows are missing, leaving the
operating machinery exposed to the weather.
All electrical cables, conduits, junction boxes, control panels, terminal blocks, lighting
systems and power distribution components are either missing or deteriorated beyond repair.
The DC drive motors remain in the machinery house but have deteriorated beyond
usefulness as a result of being exposed to the weather and a lack of operation and maintenance.
I NSP E C T I O N SU M M A R Y
There are two options that were considered: 1) rehabilitation of the vertical lift span and
2) removal and replacement with a new vertical lift span. Cost estimates for each option are
shown in Appendix B. These cost estimates are very preliminary and could vary significantly
when a more detailed study is performed. The cost estimate for rehabilitating the span is based
on the following discussion.
Rehabilitation of the Structural System

Rehabilitation of the existing bridge towers would consist of replacing jump spans, tower
girders, bottom struts in the towers, and strengthening the bottom of the towers. Rehabilitation
of the existing lift span would consist of replacing the top cover plate on the lift span stringers,
strengthening the lower lateral gusset plates and connections, replacing stringers. Also the
following items would need to be performed: repair deteriorated concrete in piers, replace
counterweights.
The removal of the north bridge is recommended and the costs of removal assume the
following procedure. Build falsework to hold the counterweights and a frame onto the tower to
hold the lift span in the up position. Build tie backs on top of the tower to the lift spans.
Dismantle the lift spans piece by piece. Cut the tower legs and drop the towers outward to the
approaches. This procedure will increase the cost of the removal. The total weight of structure
is approximately 6 million pounds. At ten cents per pound, the removal cost is $600,000 plus the
frame usage cost of say $150,000 (frame fabrication is included in the rehabilitation costs).
Rehabilitation of the Mechanical System

If rehabilitation of the existing structure is chosen, rehabilitation of the existing open
geared drive machinery is not recommended. It is recommended that the open gearing be

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replaced with enclosed gear reducers. It is also recommended that all of the existing wire ropes,
both counterweight and operating ropes, and their attachment devices be replaced.
Rehabilitation of the E lectrical System

The electrical and control systems can not be rehabilitated and must be replaced in their
entirety to enable the bridge to operate and meet current AREMA, National Electrical Code and
U.S. Coast Guard requirements.
R E C O M M E N D A T I O NS
Due to the many long-term advantages associated with replacing the vertical lift with a
new vertical lift it is recommended that the span be replaced. The advantages and disadvantages
of each option are discussed in the following paragraphs.
O ption 1 - Rehabilitation
One of the main advantages of rehabilitating the existing lift span and towers is cost. In
addition, the rehabilitation construction time is shorter since a majority of the steel erection is
already complete.
There are several disadvantages associated with this option. One is that the repairs made
to the lift span would need to be performed while the span was in the up position. A structural
support would be added to the towers to hold the span, and would require some tower structural
modifications. Having the lift span in the up position makes installation of the mechanical and
electrical systems more difficult. Another disadvantage is the operating system itself. Since the
towers are built on a skew, a rope drive operating system is required. These operating ropes
have been historically difficult to maintain. If tensions between ropes vary, the span can become
vertically skewed. A significant amount of time is spent adjusting the tension in the ropes and
replacing them once they wear out. Perhaps the largest disadvantage is that this structure was
built in 1914, and after performing the rehabilitation it will still be an old structure that could
cause operational problems in the next 25-30 years.
O ption 2 – Replacement
The disadvantages and advantages of a new span are opposite to those stated for the
rehabilitation option. Disadvantages are cost and a longer construction time.

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Some of the advantages include: construction of a new lift span could be performed
offsite without interference to navigation and floated into place, the operating system could be
designed to use shafts instead of operating ropes, a new structure and new operation systems
would be provided to give trouble free operation for 50 years or longer, and the superstructure
and substructure would meet up to date rating and code requirements.

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APPENDIX A
P H O T O G R A P HS

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Photograph S-1: Severe rust at base of towers.
Photograph S-2: Section loss and holes through tower strut under operator house.

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Photograph S-3: Light surface rust on tower bracing.

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Photograph S-4: Heavy rusting and section loss in tower span girder bottom flange plates.
Photograph S-5: Heavy section loss in lateral gusset plate of tower span.

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Photograph S-6: Heavy rusting and debris inside lift span lower chord members.
Photograph S-7: Heavy rusting in floorbeam, girder, gusset and rivet heads in lift span.

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Photograph S-8: Section loss in top cover plate has resulted in knife edge in lift span girder.

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Photograph S-9: Outer end of counterweight has spalled.

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Photograph S-10: Spalling in machinery room floor.
Photograph S-11: Heavy scaling at top of west tower column.

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Photograph S-12: Heavy scaling in tower columns.

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Photograph S-13: East Pier. Note condition of fender system.
Photograph M-1: South Operating Drum, South Span.

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Photograph M-2: Operating Rope. Note broken strands.
Photograph M-3: South Span Counterweight Rope. Note corrosion.

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Photograph M-4: Rope Guide Grooves in Counterweight Sheave.
Photograph M-5: South Span Machinery House. Note missing windows.

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Photograph E-1: Existing Operator’s House.
Photograph E-2: Control Console. Note condition of electrical/control equipment.

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Photograph E-3: Abandoned signal house on east side of river.
Photograph E-4: High voltage power lines located near the bridges.

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APPENDIX B
C OST EST I M A T ES

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EST I M A T E D PR O B A B L E C O NST R U C T I O N C OST
R E H A B I L I T A T I O N O F M O V A B L E SP A N
UNIT ITEM TOTAL
ITEM QUANTITY UNIT COST COST COST
SU BST R U C T U R E
ENCASE PIERS 1 L.S. $ 245,000 $ 245,000
FENDER MODIFICATIONS 2 L.S. $ 75,000 $ 150,000
SU B T O T A L SU BST R U C T U R E $ 395,000
L I F T SP A N
SUPPORT FRAME TO TOWER 2 L.S. $ 450,000 $ 900,000
TOP COVER PLATE REPLACEMENT 1 L.S. $ 190,500 $ 190,500
STRENGTHEN BRACING 1 L.S. $ 39,000 $ 39,000
GIRDER REPLACEMENT 1 L.S. $ 55,500 $ 55,500
TIMBER DECK 40 MFBM $ 2,000 $ 80,000
RAILS 400 TR. FT. $ 45.00 $ 18,000
MITER RAILS 4 PAIR $ 125,000 $ 500,000
WALKWAY GRATING 3,800 SQ. FT. $ 25 $ 95,000
STAIRS AND LADDERS 1 L.S. $ 125,000 $ 125,000
MACHINERY HOUSE 1 L.S. $ 100,000 $ 100,000
OPERATING MACHINERY 1 L.S. $ 2,400,000 $ 2,400,000
ELECTRICAL DRIVE AND CONTROLS 1 L.S. $ 1,200,000 $ 1,200,000
SUSPENDING ROPES AND SOCKETS 48 EACH $ 5,500 $ 264,000
OPERATING ROPES 4 EACH $ 9,500 $ 38,000
MISCELLANEOUS REPAIRS 1 L.S. $ 250,000 $ 250,000
SU B T O T A L L I F T SP A N $ 6,255,000
T O W E RS
TOWER SPAN REPLACEMENT 1 L.S. $ 127,000 $ 127,000
JUMP SPAN REPLACEMENT 1 L.S. $ 91,000 $ 91,000
STRUTS REPLACEMENT 1 L.S. $ 43,000 $ 43,000
STRENGTHEN TOWER BASES 1 L.S. $ 150,000 $ 150,000
TOWER BRACING REPLACEMENT 1 L.S. $ 43,000 $ 43,000
PLATFORM GRATING 2,200 SQ. FT. $ 25 $ 55,000
COUNTERWEIGHT REMOVAL 1 L.S. $ 40,000 $ 40,000
COUNTERWEIGHT SUPPORT FRAME 1 L.S. $ 75,000 $ 75,000
COUNTERWEIGHT STRUCTURAL STEEL 300,000 LBS $ 1.75 $ 525,000
COUNTERWEIGHT CONCRETE 485 CU. YD. $ 500.00 $ 242,500
COUNTERWEIGHT REINFORCING STEEL 6,500 LBS $ 0.70 $ 4,550
COUNTERWEIGHT BALANCE BLOCKS 1,600 EACH $ 50 $ 80,000
STAIRS AND LADDERS 1 L.S. $ 250,000 $ 250,000
MISCELLANEOUS REPAIRS 1 L.S. $ 250,000 $ 250,000
SU B T O T A L T O W E RS $ 1,976,050
M ISC E L L A N E O US
CONTROL HOUSE 1 L.S. $ 150,000 $ 150,000
REMOVE ADJACENT LIFT SPAN 1 L.S. $ 750,000 $ 750,000
PAINTING 1 L.S. $ 2,000,000 $ 2,000,000
SU B T O T A L M ISC E L L A N E O US $ 2,900,000
SU B T O T A L EST I M A T E D PR O J E C T C OST $ 11,526,050
C O NST., E N G I N E E R I N G A N D I NSP E C T I O N @ 10% $ 1,153,000
C O N T I N G E N C I ES A T A B O U T 20% $ 2,305,210
T O T A L EST I M A T E D PR O J E C T C OST $ 15,000,000
Page 1792 of 1873

C SXT Hick Bridge over the Indiana Harbor Canal East Chicago, Indiana

R E P L A C E M E N T O F M O V A B L E SP A N
UNIT ITEM TOTAL
ENCASE PIERS 1 L.S. $ 245,000 $ 245,000
SU B T O T A L SU BST R U C T U R E $ 395,000
L I F T SP A N
STRUCTURAL STEEL (INCLUDING WALKWAYS) 1,800,000 LBS $ 1.75 $ 3,150,000
TIMBER DECK 40 MFBM $ 2,000 $ 80,000
RAILS 400 TR. FT. $ 45 $ 18,000
MITER RAILS 4 PAIR $ 125,000 $ 500,000
ELECTRICAL DRIVE AND CONTROLS 1 L.S. $ 1,200,000 $ 1,200,000
SUSPENDING ROPES AND SOCKETS 48 EACH $ 5,500 $ 264,000
DIA. OPERATING ROPES 4 EACH $ 9,500 $ 38,000
SU B T O T A L L I F T SP A N $ 7,445,000
T O W E RS
TOWER STRUCTURAL STEEL 4,000,000 LBS $ 1.75 $ 7,000,000
SHEAVE HOODS 350,000 LBS $ 1.75 $ 612,500
CABLE CHASE STRUCTURAL STEEL 90,000 LBS $ 1.75 $ 157,500
PLATFORM STRUCTURAL STEEL 130,000 LBS $ 1.75 $ 227,500
PLATFORM GRATING 2,200 SQ. FT. $ 25.00 $ 55,000
COUNTERWEIGHT STRUCTURAL STEEL 300,000 LBS $ 1.75 $ 525,000
COUNTERWEIGHT BALANCE BLOCKS 1,600 EACH $50.00 $ 80,000
COUNTERWEIGHT REINFORCING STEEL 6,500 LBS $ 0.70 $ 4,550
TOWER SHEAVES SHAFTS AND BEARINGS 1 L.S. $ 2,850,000 $ 2,850,000
ELEVATORS 2 EACH $ 120,000 $ 240,000
SU B T O T A L T O W E RS $ 11,994,550
CONTROL HOUSE 1 L.S. $ 150,000 $ 150,000
REMOVE LIFT SPANS AND TOWERS 2 L.S. $ 750,000 $ 1,500,000
C O NST., E N G I N E E R I N G A N D I NSP E C T I O N @ 10% $ 2,148,500

2
HNTB Project 36152
Page 1793 of 1873

CSX T H I C K B R I D G E
O V ER T H E INDIANA H ARBOR C ANA L
E AST C H I C A G O , I N D I A N A
J A N U A R Y 2002
3
HNTB Project 36152
Page 1794 of 1873


4
HNTB Project 36152
Page 1795 of 1873

CSX T H I C K B R I D G E
O V ER T H E INDIANA H A RB O R C ANA L
E AST C H I C A G O , I N D I A N A
T A B L E O F C O N T E N TS
INTRODUCTION ..................................................................................................... 3
BRIDGE DESCRIPTION..........................................................................................3
INSPECTION PROCEDURE ...................................................................................3
FIELD OBSERVATIONS.........................................................................................4
RECOMMENDATIONS ...........................................................................................6
APPENDICES
A. PHOTOGRAPHS… ..................................................................................……..6
B. COST ESTIMATE .............................................................................................16

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INTRODUCTION
This bridge evaluation report is designed to provide the reader a brief summary of the condition
of the structural, mechanical and electric components on the “Hick Bridge”, an out-of-service
bascule railroad bridge, over the Indiana Harbor Canal in East Chicago, Indiana. Hick Bridge is
currently owned by CSX Transportation. A brief description of the bridges, the inspection
findings, and a cost estimate on replacement of the bridge are included. Selected photographs
that show the condition of key components are presented in Appendix A. A detailed breakdown
of the cost of replacement is presented in Appendix B.
BRIDGE DESCRIPTION
The Hick Bridge is a single leaf, double track Strauss vertical counterweight type bascule
railroad bridge (see Photos S-1 and S-2). This type of structure uses an overhead counterweight
attached by means of a double, four-bar, parallel linkage to maintain a constant balance
throughout the travel of the span. The bridge span is approximately 88.5 feet across a waterway
that is approximately 70 feet wide. Originally constructed in Whiting, Indiana, the bridge was
disassembled and moved to its present location in 1958. Prior to being moved, it had sustained
damage resulting from a derailment.
INSPECTION PROCEDURE
Structural components were visually inspected for deterioration. Notes and representative
photographs were taken of deteriorated components.
Mechanical components were visually inspected for wear and deterioration and notes were
recorded based on these observations. No machinery was disassembled during the inspection.
Detailed measurements of machinery components were not taken. Photographs were taken to
provide a visual record of individual components. Selected photographs taken during this
inspection are included with this report. Since the bridge is out-of-service, no machinery was
observed in operation during the inspection. Since the leaf was in the up position the spanlock
machinery could not be inspected.
Electrical components were visually inspected and the findings recorded. No electrical
equipment was disassembled during the inspection. The bridge is out-of-service and the

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incoming 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 on the
conditions revealed by the inspection. No representation or warranty is made that all defects
have been discovered or that defects will not appear later. Nothing contained herein shall be
deemed to give any third party a claim or right of action against the inspecting engineer nor to
create a duty on behalf of the inspecting engineer to such third party.
FIELD OBSERVATIONS
Structural System
Tower A-Frame
The tower bases are heavily rusted (see Photo S-3). Anchor bolts have heavy section loss (See
Photo S-4). The remaining sections are in fair condition with surface rust and light pitting.
Movable Span
The main girders are in fair condition. The girder stiffeners are heavily rusted at the girder
bottom flange. The girder top flanges were not visible under the timber ties.
The floorbeams are in poor condition. In the up position, the floorbeams retain debris and
moisture. Heavy debris has accumulated. Heavy rust and heavy section loss was noted in the
rivet heads and floorbeam webs (see Photo S-5). The connection between the floorbeam and the
kneebrace is also heavily rusted.
The bottom lateral bracing is in poor condition. The bottom downstream gusset is cracked the
full length of the connection to the girder and the floorbeam. The next lateral brace (same bay)
is broken and twisted (appears to be from collision damage) (see Photo S-6).

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Counterweight
The counterweight frame is in poor condition with rust noted throughout. The bottom pivot
points are heavily rusted (see Photo S-7). Two struts in the counterweight frame are broken at
the counterweight top (see Photo S-8). The counterweight shell was rusted.
Substructure
The substructure is in fair condition.
Miscellaneous
Adjacent movable spans are all truss spans. Load ratings may be necessary to determine if this
bridge has the capacity or can be economically upgraded to the design loads.
Mechanical System
Drive Machinery
The drive machinery consists of two sets of machinery located in machinery houses off of the
northeast and southeast corners of the leaf (see Photo M-1). The rack pinions for each set of
machinery are linked together via a common shaft (see Photo M-2).
The open gear sets are in fair to poor condition with plastic deformation and uneven wear
observed on many gear sets (see Photo M-3). Both motor pinions and their mating gears are
severely worn (see Photo M-4). Based on the amount of wear present in the gears and the plastic
deformation found on the rack and pinion, the south side machinery appears to have been
carrying most of the operating load.
The drive machinery bearings are also in poor condition and have heavily corroded housings (see
Photo M-5).
Trunnion
The trunnion bearing is in fair condition because of corrosion and is worn. (see Photo M-6).

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E lectrical System
All electrical cables, conduits, junction boxes, control panels, terminal blocks, lighting systems,
motor drives and power distribution components are either missing or have deteriorated beyond
repair.
A control house is located near the bridge on the east side of the canal and can be used to locate
new electrical and control systems. Currently, the control systems for the two operable bridges
at the Hick site are located in the control house. There are some electrical components for this
bridge located in the control house as well (see Photo E-1). However, these antiquated
components have not operated for many years and should be replaced.
The control house does not satisfy all current electrical codes and will need to be updated during
a rehabilitation or replacement of the bridge.
RECOMMENDATIONS
There is only one option that was considered for this bridge and that was total replacement with a
new rolling lift bridge. A cost estimate is shown in Appendix B. This cost estimate is very
preliminary and could vary significantly when a more detailed study is performed.
The structure at the base of the counterweight tower is severely corroded and needs to be
replaced in its entirety. Rehabilitation of the span would require replacement of nearly all of the
structure.
Rehabilitation of the existing mechanical drive systems is not recommended. Complete

replacement of the open gearing with enclosed gear reducers is recommended. The rack and
rack pinions are significantly worn and need to be replaced.
The electrical and control systems can not be rehabilitated and must be replaced in their entirety
to enable the bridge to operate and meet current AREMA standards, National Electrical Code
and U.S. Coast Guard requirements.
Due to the many long-term advantages of replacing the bascule span with a new rolling lift span,
it is recommended that the span be replaced.

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APPENDIX A
P H O T O G R A P HS

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Photograph S-1: View of East Side of Hick Bridge.
Photograph S-2: Counterweight and Supporting Tower.

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Photograph S-3: Severe rusting at bottom of tower frame.
Photograph S-4: Heavy section loss in anchor bolts in tower frame anchorage.

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Photograph S-5: Heavy section loss in rivet heads where debris is retained on floorbeam.
Photograph S-6: Broken sway brace in girder span.

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Photograph S-7: Severe rusting at bottom hinge of counterweight frame.
Photograph S-8: Holes through counterweight frame.

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Photograph M-1: General View of North Machinery.

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Photograph M-2: Common Rack Pinion Shaft.

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Photograph M-3: South Machinery Fourth Intermediate Gear. Note plastic deformation at tip of
tooth.
Photograph M-4: North Motor Pinion and Gear. Note excessive tooth wear.

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Photograph M-5: North Machinery. Note corrosion of bearing housings, gears and supports.
Photograph M-6: South Trunnion. Note scraper inserted into gap between bearing and shaft.

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Photograph E-1: Existing electrical equipment in control house.

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APPENDIX B
C OST EST I M A T E

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R E P L A C E M E N T O F M O V A B L E SP A N
UNIT ITEM TOTAL
PIER MODIFICATION 1 L.S. $ 1,000,000 $ 1,000,000
SU B T O T A L SU BST R U C T U R E $ 1,150,000
SUP E RST R U C T U R E
JUMP SPAN STRUCTURAL STEEL 94,000 LBS $ 2.00 $ 188,000
TRACK GIRDER STRUCTURAL STEEL 100,000 LBS $ 2.00 $ 200,000
BASCULE SPAN STRUCTURAL STEEL 375,000 LBS $ 2.00 $ 750,000
BASCULE SEGMENTAL GIRDER STRUCTURAL STEEL 100,000 LBS $ 2.00 $ 200,000
BASCULE COUNTERWEIGHT STRUCTURAL STEEL 190,000 LBS $ 2.00 $ 380,000
RACK FRAME STRUCTURAL STEEL 100,000 LBS $ 2.00 $ 200,000
COUNTERWEIGHT BALANCE BLOCKS 1,600 EACH $50.00 $ 80,000
TIMBER DECK 20 MFBM $ 2,000 $ 40,000
RAILS 200 TR. FT. $ 45 $ 9,000
MITER RAILS 4 PAIR $ 125,000 $ 500,000
ELECTRICAL DRIVE AND CONTROLS 1 L.S. $ 900,000 $ 900,000
SU B T O T A L SUP E RST R U C T U R E SP A N $ 6,522,000
CONTROL HOUSE 1 L.S. $ 150,000 $ 150,000
REMOVE BASCULE SPANS 1 L.S. $ 500,000 $ 500,000
REMOVE BASCULE SPAN COUNTERWEIGHT 1 L.S. $ 750,000 $ 750,000
C O NST., E N G I N E E R I N G A N D I NSP E C T I O N @ 10% $ 907,200

HNTB Project 36152
Page 1812 of 1873

South of The Lake Study

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Page 1714 of 1873

M ichigan Department of T ransportation

Detroit-Chicago High Speed Rail Corridor Study Update Page 1

Page 1715 of 1873

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 Station

2.2 Segment 2: Englewood Junction Grade

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 Porter

2.4.2 Segment 4B: Buffington Harbor to Porter

2.4.3 Segment 4C: Buffington Harbor to Porter

2.4.4 Segment 4D: NS CP 501.8 to Porter

Detroit-Chicago High Speed Rail Corridor Study Update Page 2

Page 1716 of 1873

3.1 Introduction…..…………………………………………… Page 39

3.2 Cost Update using Michigan DOT Segmentation –

3.3 Description of Track Work Improvements

3.3.1 Segment 2: Porter to Kalamazoo –

3.3.2 Segment 3: Kalamazoo to Battle Creek –

3.3.3 Segment 4: Battle Creek to West Detroit –

3.3.4 Segment 5: West Detroit to Milwaukee

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 I – South-of-the-Lake Corridor Capital Cost Estimates

Appendix II – Proposed High Speed Rail Alignments

Appendix III – Calumet River Bridge Inspection Report

Appendix IV – Indiana Harbor Canal (Hick) Bridge Inspection Report

Appendix V – Meeting Minutes and Correspondence

Detroit-Chicago High Speed Rail Corridor Study Update Page 3

Page 1717 of 1873

Detroit-Chicago High Speed Rail Corridor Study Update Page 4

Page 1718 of 1873

Passenger trains must operate on a reliable schedule to attract ridership in a competitive

Detroit-Chicago High Speed Rail Corridor Study Update Page 5

Page 1719 of 1873

1.2 Cor ridor Segments

 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 4C: CP501 to Porter on PRR/IHB/Wabash.

 Segment 4D: CP 501 to Porter on NS at 79 mph.

Detroit-Chicago High Speed Rail Corridor Study Update Page 6

Page 1720 of 1873

Corridor 1-2-3-4D also employs Norfolk Southern’s Cleveland-Chicago mainline right of

Segment 4B is analyzed in multiple subsegments:

Detroit-Chicago High Speed Rail Corridor Study Update Page 7

Page 1721 of 1873

1.3 M ajor Improvements

A significant impediment to scheduled passenger train reliability on this corridor is

Detroit-Chicago High Speed Rail Corridor Study Update Page 8

Page 1722 of 1873