LAFAYETTE RAILROAD RELOCATION,

NORFOLK SOUTHERN CORRIDOR

July 12, 2002

A Paper Submitted for the AREMA Annual Conference by:

Paul B. Satterly, P.E.

HNTB CORPORATION
111 Monument Circle, Suite 1200
Indianapolis, Indiana 46204
317-636-4682
Fax 317-917-5210

Abstract
Lafayette Railroad Relocation, Norfolk Southern Corridor
Paul B. Satterly, P.E.
The Norfolk Southern Corridor project is the phase of the Lafayette, Indiana Railroad
Relocation project that moved the Norfolk Southern Railway (NSR) from their existing
corridor through the City to the new corridor adjacent to the Wabash River.
The main focus of the railroad relocation project has been safety. When the
Environmental Impact Statement (EIS) was put together in 1979, there were
approximately 20 trains per day traveling on the NSR mainline. Since the split of
Conrail, there is now an average of 50 to 60 trains per day and peaks of 80 trains per day
have occurred. The Norfolk Southern Corridor project eliminated 20 busy grade
crossings that have had a history of accidents resulting in many injuries and several
fatalities.
Components of the new 4.5-mile corridor have been under design and construction since
1986. The final construction to complete the NSR corridor started in 1999 and the NSR
mainline tracks were cut-over on January 22, 2001. The alignment is designed for 50
mph and has two mainline tracks throughout. The corridor is grade separated and is
shared with CSX. The corridor features four sets of railroad bridges over roadways and
two highway overpasses.
Because of innovative financing and the compression of the design schedule, the project
schedule was reduced by four years, which allowed the project to provide earlier relief to
the City from potential accidents in the existing corridor.
Key Words: railroad relocation, railroad corridor

LAFAYETTE RAILROAD RELOCATION, NORFOLK SOUTHERN CORRIDOR

Background and Project History

Relocation of the railroads in Lafayette, Indiana has been discussed since the predecessor to the
CSX railroad was first constructed up the middle of 5th Street in the 1850s. Serious consideration
was given to railroad relocation in the 1920s but it was not until the 1970s that work began on
studies for the railroad relocation project. The Environmental Impact Statement for the project was
completed in 1979. Design of the project started soon thereafter and the first phase of construction
began in 1986. HNTB was hired for construction engineering and inspection for the first phase and
continued as the lead designer and construction engineers for the remaining phases of the project.
The project was broken down into phases, each designed to be a stand-alone project in case Federal
Railroad Relocation Demonstration Project funding was constrained.

The project goal was to eliminate 41 railroad-highway grade crossings through the downtown area
by relocating the Norfolk Southern and CSX railroads to a corridor that parallels the east bank of the
Wabash River. The CSX Railroad was relocated from the middle of 5th Street to the new corridor in
July 1994 and trains of the Norfolk Southern Railway were relocated to the new corridor in January
2001. Reference Figure 1 for the overall project map.

The project consisted of independently usable segments and construction began on the first phase
in 1986. This required a significant planning effort with the railroads and a track design that was
completed ahead of the major design components. The segments for this project and their
completion dates are as follows:

Wabash Avenue Grade Separation 1987

SR 26 Grade Separation and Wabash River Bridge 1992

9th Street Grade Separation 1993

CSX Relocation, Harrison Bridge Grade Separation 1994

Wabash Avenue and 9th Street Bridges 1996

US 52 Grade Separation and Embankment 1998

SR 25 Grade Separation 1999

Norfolk Southern Corridor 2001

The Norfolk Southern Corridor project was the final railroad related phase, with all other phases
preparing the way for both the CSX and Norfolk Southern railroad relocations. The Norfolk
Southern Corridor construction project represents approximately a third of the $180 million cost of
the overall project.

The Norfolk Southern Railway alignment through the City consisted of a double track mainline
with 20 highway/railroad grade crossings. Train speeds were limited to 25 mph because of the
numerous grade crossings. The City had enacted a whistle ban through the City because of the
noise associated with the frequent trains. Many grade crossings did not have gates and car/train
collisions were caused in part by trains passing each other on this section of track.

The main focus of the railroad relocation project has been safety. When the Environmental
Impact Statement (EIS) was put together, there were approximately 20 trains per day traveling

on the Norfolk Southern mainline and there was not much anticipated growth. Since the split of
Conrail in 1999, there has been a considerable increase in train traffic. There now is an average
of 50 to 60 trains per day and peaks of 80 trains per day though the City. The two track Norfolk
Southern mainline crossed through Lafayette diagonally creating angled grade crossings at
almost every street.

In the three years prior to the writing of the EIS, there were 50 accidents along the Norfolk
Southern of which 16 involved personal injuries. In recent years there were fatalities at the NSR
crossings and collisions of vehicles running around lowered gates then hit by trains.

The Norfolk Southern relocation eliminates 20 busy grade crossings that had the greatest
potential for accidents, injuries and fatalities. The Norfolk Southern mainline now has no grade
crossings within the central city. The new corridor is fenced throughout to prevent pedestrian
trespassing.

The city aggressively pursued an advanced construction schedule in 1998 by proposing an

innovative financing plan. Norfolk Southern and the Indiana Department of Transportation
together advanced funds totaling $16.4 million to accelerate the project, to be paid back in later
years as federal funds became available.

The advance of these funds and the acceleration of the project schedule became more important
because of the increase of train traffic on the Norfolk Southern corridor due to the Conrail split.
The City was concerned that with the increased train traffic, additional accidents might occur at

the grade crossings before Norfolk Southern tracks were relocated. Design was completed in
October 1998 and construction began in early 1999.

The alignment along the new corridor is approximately one-half mile longer than the old
alignment but speeds have been increased significantly. General freight can travel up to 50 mph
and the road-railers can travel up to 60 mph. These speeds match the speeds allowed on the
mainline north and south of the City. Trains can also stop at the East Yard and not block grade
crossings. Updated track signaling allows train traffic in both directions on both tracks.
Additional crossovers allow greater flexibility in train movements and also increase capacity on
the line.

Design and Design Criteria

Close to 4.5 miles of two track mainline were built in this final railroad construction project.
The Norfolk Southern mainline is single track north and south of the project. Two tracks were
constructed in the corridor to replace the two tracks that traversed through the City. Along with
the mainline track, a three track interchange yard was constructed between Harrison Bridge and
9th Street, a two wye track yard connection was constructed at the south end of the East Yard
along with the construction of a pull-back track using an existing NS mainline track south of
Underwood Street. Portions of the railroad grade and all railroad bridges had been constructed
during previous construction projects. The railroad grade had been constructed between Wabash
Avenue and 9th Street and between US 52 and SR 25.

The Norfolk Southern corridor was designed for 50 mph freight operations with a maximum
400 horizontal curvature, although road-railer trains are able to travel at 60 mph through the
corridor. Refinements in design at the north end of the project introduced two 500 curves and a
compound curve of 430/400 reducing the design speed to 40 mph. These refinements
consisted of extending the wye track lead up to the US 52 bridge where the 400 curve was
changed to two 500 curves with enough tangent track in between to install a No. 15 turnout.
The compound curve alignment allowed the mainline track to be tied into existing track at an
earlier point than what was originally designed allowing the reuse of additional existing trackage
and yard leads. This change provided additional clearance between the mainline tracks and the
yard lead.

Conventional track construction was used in this project. Wood ties, cut spikes and 136 lb. rail
were used. No. 10, 15 and 20 turnouts were used and a double crossover is located
approximately half way through the new corridor. The maximum grade is 0.75% and is used on
either end of the corridor as the line drops down next to the Wabash River.

Areas of Concern and Design Focus

To make the project successful, many years of planning and redesign were required to satisfy the
operating needs of the two railroads that were to share the corridor. The EIS in 1979 was concerned
about the basic placement of the railroad corridor. It was not until later in the project that design
issues concerning track and train operation details had to be addressed. Many track alignment
details were worked out in this final railroad construction contract. This section addresses the

refinements in the final design for the Norfolk Southern Corridor made as a result of numerous
meetings and discussions with Norfolk Southern, the City of Lafayette and HNTB personnel.

Lafayette Junction
Lafayette Junction is located at the south end of the project. This is where the Norfolk
Southern Muncie line crosses the CSX and also where the two railroads diverge from each
other. The original design did not address the railroads current operating needs such as
trackage rights for NSR on CSX as a result of the Conrail split. The original alignment
concept had NSR as a single track though the junction and then splitting into two tracks at
the north end. To resolve the single track bottleneck and to allow NSR to CSX movements,
the eastern most NSR track was extended to make a direct connection with the NSR Muncie
line and an additional No. 10 crossover was added. The junction now consists of one No. 15
crossover between the No. 1 and No. 2 NSR mains, a No. 20 crossover between the No. 1
and No. 2 mains, and two No. 10 crossovers between NSR No. 2 main and CSX. Signal
mounds were added for signal bungalows and signal bridges. The original and final junction
designs are shown in Figure 2.

Interchange Yard
The interchange yard consists of a double ended three track arrangement that can be switched
by both railroads at both ends. Each track is approximately 2,200 ft. in length. The yard is
located between the mainlines at the south end of the CSX yard.

The track alignment at the south end of the interchange yard was modified from the original
design. The double track lead into the yard was reduced to one track to simplify operations,
improve safety and to allow the installation of split point derails. The railroads were concerned
about the possibility of cars rolling out the south end of the yard due to the 0.30% grade. To
prevent cars from rolling on to the NSR and CSX mainline, split point derails were installed on
both mainline leads to the yard. The previous yard design had its entire 2,200 foot length at
0.30%. Modifications to the north end of the yard, interchange lead and interchange bridge,
allowed the north half of the yard to be constructed at a 0.00% grade. The original and final
interchange yard lead designs are shown in Figure 3.

East Yard
The original design of the Railroad Relocation project was approved in 1983 by the Indiana
Department of Transportation and other agencies. The original design included a single wye
track connecting the south end of the East yard to the realigned mainline tracks and a pullback track to switch the East yard that ended at Underwood Street. The goal of the relocation
project was to remove tracks from all grade crossings within the City including Underwood
Street. Upon further discussions with Norfolk Southern, it was determined that modifications
were needed to the wye track arrangement and that terminating the pull-back track at
Underwood Street was unacceptable in terms of yard operations. The pull-back track was
not of sufficient length to efficiently switch the yard; another 2,200 feet of track was needed.
Norfolk Southern requested that the pull-back track be extended up to Greenbush Street,
requested the addition of another wye track and requested that the wye track lead be extended
up to the US 52 bridge.

The City was determined to keep tracks from crossing Underwood Street. Therefore, a study
was performed to investigate alternatives to the extended pull-back track. Four alternatives,
discussed below, were studied that included: a beltway pull-back track, a north end pull-back
track, the originally designed pull-back track and the extended pull-back track. See Figure 4
for the location of these alternatives. Norfolk Southern needed wye track lengths of at least
2,200 feet to handle cuts of cars from the yard and the pull-back track had to be a sufficient
length (at least 2,400 feet from the end of the wye tracks) to allow for the switch moves.

Beltway Pull-Back Track - The beltway track was connected to only two of the main yard
tracks and could not be connected to any other yard tracks or the proposed wye tracks
without major reconstruction of the yard. Reconfiguration of the yard, to make the other
tracks accessible, would have cut the yard capacity in half. Industrial activity in the
Lafayette area required the use of the yard with its existing capacity. The sharp curvature of
the beltway track made it unsuitable for pulling and pushing long cuts of cars due to the
undesirable train handling characteristics of this type of movement on a sharp curve and the
lack of visibility. For these reasons, the beltway pull-back track alternative was determined
to be unacceptable.

North End Pull-Back Track - This alternative required the construction of a bridge across the
Wildcat Creek to allow pull-back operations to be conducted from the north end of the yard.
It also required the reconstruction of the ladder track on the north end of the yard and the
construction of four tracks parallel to the proposed NSR mainlines between the north end of

the yard and the SR 25 bridge. The topography of the north end of the yard was not
conducive to switching operations since the north end of the yard slopes toward Wildcat
Creek. This grade would have made it difficult to shove cars south into the yard and to
couple to cars within the yard. This grade would have caused additional difficulties by
allowing cars to roll out of the yard and onto the switch leads. This alternative cost was
estimated at $10 million, but the cost issue was not the deciding factor since the north end
pull-back alternative was found to be operationally unacceptable to Norfolk Southern due to
the grades and the need to cross the creek.

Pull-Back Track Ending Before Underwood Street - Ending the pull-back track at
Underwood Street would have required shortening the two wye tracks from a length of 2,200
feet to a length of 1,200 feet each. Each track would have had a capacity of 15 to 20 cars and
the total capacity of these two tracks (30 to 40 cars) would be approximately half of what
would be available with an extended pull-back track. It was not possible to add two
additional tracks to the wye track group to increase the track capacity because of restrictions
in geometry at the east end of the SR 25 bridge and because of restrictions created by the
track curvature. Norfolk Southern needed a total car capacity of 60-70 cars in the wye track
group to adequately service their westbound trains. Therefore, the pull-back track ending
before Underwood Street was found to be an unacceptable alternative to Norfolk Southern.

Pull-Back Track Ending Before Greenbush Street - In order to accommodate a pull-back

track in the preferred location, the track needed to extend to a point 300 feet north of
Greenbush Street. This design provided enough room for a switch locomotive with cars to

move back and forth into the yard assembling a cut of cars that may be up to 2,200 feet long
(30 to 35 cars) and then putting these cars in one of the two 2,200 foot wye tracks. The two
wye tracks start just east of the SR 25 bridge, extend to just north of the Underwood Street
grade crossing and have a total car capacity of 60 to 70 cars. There would be approximately
2,400 feet of track between the south switch of the wye tracks and the end of the pull-back
track at Greenbush Street allowing 200 feet of track for margin of safety. This alternative
would reuse a mainline track and would extend across Underwood Street. This alternative
was preferred by Norfolk Southern and was accepted by the City of Lafayette.

Once it was determined that tracks would not be removed from Underwood Street, the City
took the issue to the public to determine the citizens preference for keeping the crossing
open with grade crossing protection, or closing the crossing to vehicles. Earlier studies
determined that a grade separation at this location would not be feasible from a cost and
neighborhood impact standpoint.

After collecting input at the public meeting, the City decided to keep the grade crossing open
to provide the mobility in the neighborhood that was desired. The crossing would have a
single track and would have infrequent slow moving trains crossing at this location. Fencing
was constructed on both sides of the pull-back track to prevent trespassing and landscaping
was added along the pull-back track to mitigate the visual impact of the fence and track.
Quad gates were installed at the crossing and motion detectors were used to activate the
gates. Erie Street was constructed parallel to the pull-back track to connect Underwood

Street and Greenbush Street to provide an alternative route for neighborhood traffic in the
event of a crossing blockage.

Maintenance of Train Traffic

Maintenance of train traffic was an important factor in the development of the design plans.
The sequence of construction was driven by the need to maintain train movements. This was
an added factor in the final design of the corridor. The construction of the mainline at the
south end of the project required the NSR Muncie line to be taken out of service. This track
was used by CSX for their trackage rights to the south side of Lafayette. Mainline track was
constructed along the new corridor from Lafayette Junction to the wye tracks where a
temporary connection was made to the NSR mainline. This trackage was used to transfer
CSX traffic to the south end of the City, cars were routed north up the new mainline to the
East Yard and back south though the City to get the south end once again. This arrangement
eliminated the need for a costly temporary track and helped to speed construction south of
the junction. Once the NSR mainline was cut-over, the old mainline was taken out of service
to allow the construction of the Muncie line.

The mainline tie-in at the north end of the project was modified to facilitate the maintenance
of train traffic. The alignment was changed to tie into the existing mainline at a point where
track shifts were more manageable and to eliminate the need for temporary track. This
allowed more existing mainline track to be reused.

Other Design Details

There are several other design details that were refined and developed after NSRs review of
the concept drawings and during design. Details such as signal mounds, access roads,
fencing and drainage were addressed during final design.

The subgrade was widened at crossover locations to allow for the installation of signal
bungalows and signal structures. This often necessitated piping the adjacent ditch and in
some cases, using gabion retaining walls to allow encroachment into the earth sound
attenuation berms. See Figure 5 for a typical section showing the use of gabion walls.

Access roads were non-existent in the original design. Access roads were added by widening
the subgrade and embankment where feasible throughout the corridor. The corridor through
the downtown area has only 17 feet clearance to the retaining walls, therefore roads could not
be installed in these areas. These roads provide access to all signal equipment, power
operated turnouts and crossovers.

To prevent pedestrian trespassing, 6 foot black vinyl chain link fencing was installed on both
sides of the corridor. Gates were installed to provide access to the corridor. The fencing is
also used to guard drop-offs at the tops of retaining walls and sound attenuation berms.

Since the rail corridor is narrow in several areas, paved side ditches were designed to drain
these areas. Where the clearance from centerline of track is 17 feet, a 5 foot paved side ditch

was used. A three foot paved side ditch was used in areas with 15 foot clearance. See Figure
6 for a paved side ditch typical section.

Summary
It is important to get input from all departments of the railroad during planning and final design.
Many design factors can develop that may be unknown by the various departments without
coordination. Train operations affect the sequence of construction and signaling needs affect the
width of embankments and the design of the track.

Because of the oversight by the City of Lafayette on this project, design changes and changes in
the scope of the project had to be approved by the City. It was important to have the City
participate in design discussions, especially because many of the proposed changes increased the
cost of the project and affected the City and its neighborhoods. Anytime the project varied from
the concepts outlined in the EIS, the proposed changes were presented at a public meeting.

These public meetings were important to obtain consensus from the public. In most all
instances, the changes presented at these public meetings were endorsed by the majority of the
people in attendance. The Underwood Street crossing issue was the most difficult due to the
Citys desire to keep this crossing closed to trains. Through meetings with the railroad and
meetings with the public, the need for a pull-back track through this crossing was understood and
cleared for design.

Because of the size of this project, it was important to develop independently usable design
segments due to uncertainty in federal funding. All project segments were packaged so they
would be no more than $15 million, to match the funding stream. It is ironic that the lowest
density line was relocated first followed by the next highest in terms of density (CSX). The big
payoff in terms of removing the majority of trains from the center of the City was not realized
until the final design segment with Norfolk Southern.

The final relocation of Norfolk Southern was key in mitigating the increased train traffic
experienced by Norfolk Southern due to the split of Conrail. The acceleration of the project
scheduled helped to reduce the amount of time these grade crossings were exposed to the
increase in train traffic.

The City of Lafayette had the vision to relocate the railroads and devoted a staff to look after the
project and assure its completion. This project has had widespread community support from the
beginning of the planning process in the 1970s all the way through the final relocation of the
Norfolk Southern railroad.

The project has been a success. The CSX and Norfolk Southern railroads can move through a
conflict free corridor and have significantly increased their speeds and flexibility in operations.
The biggest measure of success, of course, has been the elimination of 41 busy highway/railroad
grade crossings within the City.

List of Figures

Figures
Figure 1

Overall Project Map

Figure 2

Lafayette Junction

Figure 3

Interchange Yard

Figure 4

East Yard Pull Back Track Alternatives

Figure 5

Typical Cross Section, Gabion Walls

Figure 6

Typical Cross Section, Paved Side Ditch

FIGURE 1 Overall Project Map

Harrison Bridge 9th Street Bridge

SR 26
Bridge

US 52 Bridge
New Corridor

Lafayette
Junction

SR 25 Bridge

Wabash Ave.
Bridge

Wye Tracks
Old Corridor

Pull Back Track

East Yard

FIGURE 2 Lafayette Junction

CSX Mainline

KBSR Track

NSR Muncie

NSR Mainline
NSR Mainline
Original Design Concept

KBSR Track
No. 10 Crossover

CSX Mainline

NSR Muncie

No. 15 Crossover

NSR Mainline
Revised Design Concept

No. 10 Crossover

No. 20 Crossover

NSR Mainline

FIGURE 3 Interchange Yard

CSX Mainline

Interchange Tracks
NSR Mainlines
Original Design Concept

CSX Mainline
Split Point Derails

Interchange Tracks
Single Track Yard Lead

NSR Mainlines
Revised Design Concept

FIGURE 4 East Yard Pull Back Track Alternatives

End of Wye Tracks

2,200 ft.

1,200 ft.

FIGURE 5 Typical Cross Section, Gabion Walls

FIGURE 6 Typical Cross Section, Paved Side Ditch