9120 Harrison Park Ct. - Indianapolis, IN 46216 - Phone: 317.254.9686 – Fax 317.259.8262 – www.jsengr.com

JANSSEN & SPAANS

ENGINEERING, INC. “Forming the Future Since 1976”

LSIORB L&I RAILROAD MEETING MINUTES

December 5, 2011

1. Meeting Attendees: a. Louisville & Indiana Railroad (L&I RR)

i. John Secor (jsecor@anacostia.com) (812) 288-0940 ii. Garry Shook (RRXgarry@msn.com) (406) 531-3384

b. Janssen and Spaans Engineering (JSE) i. Bruce Mahlie (bmahlie@jsengr.com) (317) 254-9686 ext.262 ii. Jim Brown (jbrown@jsengr.com) (317) 254-9686 ext.234

2. JSE informed L&I RR of the purpose of the meeting and gave a short overview of

the LSIORB Project. The purpose of the meeting was for JSE to gather information about L&I RR’s requirements for working in their right of way as well as inform L&I RR about the potential future work around their tracks. Currently there are four existing structures (I-65 NB, I-65 SB, SB collector, & NB collector) carrying I-65 traffic over 9th Street and the railroad. The I-65 structures are 7 span bridges while the collector bridges are 4 span.

3. JSE has investigated several different structure types and structure span

arrangements for this crossing. The most economical structure arrangement is a two span option. JSE showed L&I RR the preliminary plans of the proposed 2 span structures on I-65 as well as the plans for the adjacent ramp structures. On the proposed plans, these ramps structures are labeled numbers 5, 6, 7, 9, and 12. General plan sheets for the existing and proposed I-65 over 9th Street structures are included in Attachment A and Attachment B of these minutes, respectively.

4. L&I RR stated they had developed a track realignment feasibility study for their facilities in this area. They stated the Report was submitted to INDOT about 10 years ago. Their study proposed to move the existing railroad tracks away from underneath 9th Street. Their plan was to relocate the rail lines to the east and west of I-65 thereby eliminating the tracks under I-65. This study required the acquisition of land in addition to other impacts. According to L&I RR, INDOT did not act on the Study. The land that would have been required to relocate the tracks for this option has since been purchased and is no longer available.

5. JSE informed L&I RR that the proposed 2 span structure’s pier is in the same approximate location as the existing Bent No. 5 as shown in Attachment A. The existing horizontal clearance from the existing pier to the centerline of the railroad tracks is less than 10 feet. The proposed pier would not significantly increase the existing horizontal clearance. The proposed horizontal clearance would be about 8’ 5” from the pier of Ramp 12 over 9th Street to the centerline of the railroad tracks. See Attachment C.

6. The current requirements from the AREMA Manual for Railway Engineering allow an 8’ horizontal clearance with a crash wall in the state of Indiana. See

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Attachment D for Table 28-3-3 Legal Clearance Requirements by State from the 2002 AREMA Manual for Railway Engineering. The Indiana Design Manual Chapter 69 Railroads is not complete. INDOT typically defers to AREMA requirements for structural and geometric requirements. Therefore, by INDOT requirements, an 8’ horizontal clearance is allowed provided a crashwall is included.

7. L&I RR informed JSE of L&I RR’s minimum horizontal clearance requirement of 20’. They gave JSE a copy of “Specific Requirements Of Louisville & Indiana Railroad For Work Performed on Its Right-Of-Way” (See Attachment E). L&I RR noted that this document is subject to change. L&I RR indicated that they will require the full 20’ horizontal clearance for the new I-65 structures.

a. Notes on clearances from Attachment E: i. Required Horizontal Clearance of 20’ 0” with crash wall (25’ without

crashwall) ii. Required Vertical Clearance of 23’ 0” iii. Construction Required Horizontal Clearance of 10’ 0”

8. JSE asked L&I RR if there are different horizontal clearance requirements during

construction. L&I RR pointed JSE to Attachment E and pointed out the 10’ minimum construction horizontal clearance.

9. L&I RR informed JSE of the current ownership of the tracks under the 9th Street structures. L&I RR indicated to JSE that typically when their tracks run into a factory, the Railroad typically owns all the tracks up to the gate and the factory own all the tracks within the gate. This situation is true of the PQ Corporation factory, but not of the old Colgate factory. Colgate owns all the tracks within their factory gates as well as approximately 100’ of track outside of their gate. See Attachment F for a graphic showing the approximate ownership limits.

10. L&I RR informed JSE of the current usage of their tracks. L&I RR explained that PQ Corporation mainly has rail deliveries at night, six nights a week. The Colgate tracks are currently unused and out of service due the factory being closed. See Attachment G for a graphic showing the current track usage.

11. L&I RR informed JSE that the typical speed of trains in the area is 10 mph.

12. JSE asked L&I RR if it would be possible to close the tracks temporarily during construction. They answered no and added that the tracks could be closed for a short duration. L&I RR said that working during the day and keeping the railroad’s typical nightly operations running would be possible. L&I RR mentioned that their current operations are subject to change. Further coordination with the RR would be required to define the restrictions.

13. Two concepts were suggested by L&I RR in order to provide L&I RR’s required 20’ horizontal clearance. After the meeting, JSE developed a schematic to depict these concepts:

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a. Concept A (Construct new tracks to the south of existing tracks, provide 25’ clearance at abutments, 20’ at center pier - See Attachment H).

i. Leave the proposed pier in the existing location using 2 span structure

ii. Realign the railroad tracks to the PQ and Colgate factories to the south approximately 12’

iii. Keep railroad tracks tangent to the east of I-65 proposed structures

iv. Move the south abutment of the bridges approximately 9’ to the south to provide 25’ of horizontal clearance to the south abutment

v. Move the north abutment south 3’ to provide 25’ of horizontal clearance

Advantages: 1. Ramp 6, I-65 NB & SB, and the Ramp 12 structure span

lengths are better balanced. 2. The additional tangent length, as requested by L&I RR,

accommodates their nightly switching operations.

Disadvantages: 1. The Ramp 6, I-65 NB & SB, and Ramp 12 structure lengths

are slightly longer. 2. Ramp 7, Ramp 5, and Ramp 9 may need to be 2 span

structures similar to other 9th Street structures. These structures are currently proposed to be 132’ single span structures.

3. Colgate owned track outside of the factory gates will be impacted and possibly require purchasing in order to realign the tracks.

b. Concept B (Close 9th St. to vehicular traffic and re-align railroad tracks -

Attachment I) – (preferred by railroad) i. Close 9th Street between Indiana Ave. and Marriot Dr.

1. 9th Street has a low AADT (around 900 AADT) 2. Just to the west of the I-65 Structures, there is an existing

railroad bridge over 9th St. with a 10’ vertical clearance and restrictive horizontal clearance. Currently, the low horizontal and vertical clearance on this bridge prevents any large commercial traffic on 9th St. The RR identified this crossing as a safety issue. See Attachment J

ii. Realign tracks to be parallel under I-65 1. 25’ horiz. Clearance + 14’ c.c. of Rails + 25’ horiz.

Clearance = 64’ long single span structures Advantages:

1. Lower Bridge cost a. 9th Street structures will be have a span length of

approximately 64’

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2. Railroad structure with low clearance to the west of I-65 could be permanently closed to traffic

3. May be able to lower railroad and I-65 profile grades

Disadvantages: 1. 9th Street will be closed. Traffic currently using 9th St. will

have to divert to other crossings. b. Access across I-65 will be provided at Stansifer and 6th

Street

14. JSE asked L&I RR if they have at grade railroad crossing specifications. L&I RR informed JSE that L&I RR does not have a specific specification for at grade railroad crossings. They defer to the CSX Specifications when the L&I RR specifications do not have the needed information.

15. JSE informed L&I RR of the proposed work underneath the existing railroad structure going over I-65 and asked if they have any other concerns. L&I RR did not see any potential problems as long as the required vertical clearance is kept.

16. JSE asked L&I RR if there are any plans to expand the existing track under the 9th Street structures or tracks adjacent to Ramp 19. L&I RR said that there are no current plans for expansion.

17. JSE asked the RR if they have any standard permit documents or agreements for working around their facilities and tracks. L&I RR preferred not to supply these at this time until further coordination, agreements and contracts are made with INDOT.

18. L&I RR informed JSE that the information they have shared from this meeting is subject to change until contracts are made with INDOT.

A follow up call was made to Gary Shook on 12-14-11. The following items were discussed during the call:

19. JSE asked L&I RR to confirm the required vertical clearance. Diagram 48754-B

from “Specific Requirements Of Louisville & Indiana Railroad For Work Performed on Its Right-Of-Way” (See Attachment E) refers to Conrail Standard Plan 70051 for vertical clearance requirements. Conrail Standard Plan 70051-F is in included in Attachment K and states the Minimum Vertical Clearance in Indiana is 22 feet. L&I RR stated that the Conrail Standard Plan 70051 is out-of-date and that Conrail has been out of business for a number of years. L&I RR stated that 23 feet of vertical clearance is required by L&I RR.

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20. JSE asked L&I RR if there is a maximum allowable vertical grade that could be used in the area of the 9th street structures. L&I RR stated that they typically keep the vertical grade under 0.5%. Keeping the vertical grade under 0.5% prevents L&I RR from needing additional engines to climb the grade.

This is believed to be an accurate account of the pertinent points of discussion during the meeting. If there are any errors or omissions, please contact me. Sincerely,

Bruce Mahlie, E.I.T. Project Engineer Janssen & Spaans Engineering, Inc.

Attachment A - Existing Bridge I-65 over 9th street General Plan

Attachment B - Proposed Bridge I-65 over 9th street General Plan

POINT OF MINIMUM VERTICAL CLEARANCE 23.1 feet Provided23 feet Required

Attachment C - Critical Vertical and Horizontal Clearance Locations

Clearances

© 2002, American Railway Engineering and Maintenance-of-Way Association

28-3-30 AREMA Manual for Railway Engineering

Table 28-3-3. Legal Clearance Requirements by State (English Units)

Track Centers

States Regulation Reference

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1 2 3 4 5 6 7 8 9 10 11ALABAMA 23CFR 646BALASKA Note 1

ARIZONA R14-5-110 06-30-92 14-0 14-0 15-0 20-0 20-0 14-0 13-0 13-0

ARKANSAS CASE R-1012 01-01-56 14-0 14-0 14-0 17-0 20-0 14-0 13-0 13-0

CALIFORNIA G.O. 26.-D 01-25-77 14-0 14-0 15-0 20-0 20-0 14-0 13-0 13-0

CANADA SRRC 05-14-92 13-0 13-6 14-0 15-0 18-0 13-6 12-0 12-0

COLORADO DEC. 55621 01-10-61 14-0 14-0 15-0 17-0 20-0 14-0 13-0 13-0

CONNECTICUT TITLE 13b 10-03-79 13-0 13-0 15-0 18-0 19-0 14-0 13-0 13-0

DELAWARE Note 22 03-22-83DIST COLUMBIA TITLE 24 Oct. 83 14-0 14-0 15-0 18-0 19-0 14-0 13-0 13-0

FLORIDA CHPTR. 14-57 01-27-81 13-6 13-6 13-6 19-0 19-0 13-6 13-0 13-0

GEORGIA Note 1 07-01-89

IDAHO 31.71.01 07-01-93 14-0 14-0 15-0 20-0 20-0 14-0 13-0 13-0

ILLINOIS TITLE 92 I.A.C. 10-01-87 13-6(Note15)

13-6(Note15) 15-0 17-0

(Note16)19-0

(Note17) 13-6 13-6

INDIANA STATUTES 07-01-89

IOWA Note 1 09-15-82

KANSAS KSA 66-141 05-01-81 14-0 14-0 14-0 17-0 20-0 14-0 13-0 13-0

KENTUCKY 277.240 01-01-42LOUISIANA Note 1

MAINE CHPTR. 501 05-15-79

MARYLANDCOMAR

09.12.91.04 02-14-86 14-0 13-6 15-0 18-0 19-0 13-6 13-0 13-0

MASSACHUSETTS CHPTR. 160 04-22-71 13-0 13-0 13-0 17-0 17-0 17-0 13-0 13-0

MICHIGAN ACR NO. 26 11-15-68 14-0 14-0 14-0 14-0 14-0 14-0 14-0 14-0

MINNESOTA 219.46 01-01-80 14-0 14-0 14-0 17-0 19-0 14-0 14-0 14-0

MISSISSIPPI Note 1

MISSOURI 4CSR 265.8.060 06-30-86 14-0 14-0 14-0 17-0 19-0 14-0 14-0 13-6

Montana through Wyoming, see Page 28-3-34 through 28-3-37 Alabama through Missouri continued on next page

Attachment D - Table 28-3-3 Legal Clearance Requirements by State

Attachment E - Specific Requirements Of Louisville & Indiana Railroad ForWork Performed on Its Right-Of-Way

PQ Corp. Owned Track

Colgate Owned Track

Gate to the old Colgate Factory

L&I RR Owned Track

L&I RR Owned Track

L&I RR Owned Track

Gate to the PQ Corp. Factory

Note: All locations shown are approximate.

Attachment F - Railroad Track Ownership

Note: All counts shown are approximateand subject to change.

Track not in use due to closure ofColgate Factory in 2008. There iscurrently no new ownership.

Track Use:-6 days a week-Typically trains run at night- Under current use, L&I believes itis possible to coordinate bridgework with train schedule.

Attachment G - Railroad Track Usage

Move abutment approximately3 feet down station.

Realigned RailroadTracks

Existing Railroad Tracksto be Removed

Existing Railroad Tracksto be Purchased fromColgate and removed.

Pier may be required tospan longer opening.

20' Min. Horiz. Clr.

25' Min. Horiz. Clr.

25' Min. Horiz. Clr.

Attachment H - Concept A

Existing Railroad Tracksto be Removed

25' Min. Horiz. Clr.

9th Street to be closed.Existing Railroad Tracksto be Removed

14' c.c of Tracks

Attachment I - Concept B

Attachment J - Railroad Structure over 9th street with Low Clearances

Attachment K - CR 70051-F 8-1979