Ohio Statewide Rail Plan - Final Report Complete

May 10, 2010 Table of Contents - i

TABLE OF CONTENTS

1.0 INTRODUCTION ................................................................................... 1-1 1.1 Federal Mandate for State Rail Plans ......................................................... .............1-2

1.2 Stakeholder Consultation ...................................................................................... 1-3

1.3 Ongoing Planning Process ...................................................................................... 1-3

2.0 STATE RAIL ACTIVITY IN OHIO .............................................................. 2-1 2.1 Ohio Rail Development Commission Formation and Purpose .................................. 2-1

2.2 Ohio Rail Development Commission Functions ....................................................... 2-1

2.3 Rail Funding in Ohio .............................................................................................. 2-2

2.4 ORDC Structure ......................................................................................................2-2

2.5 Ohio Rail Studies .................................................................................................. 2-2

2.6 Ohios Involvement in Multistate Rail Planning ...................................................... 2-3

3.0 Ohio Freight Rail System Profile ........................................................... 3-1 3.1 Class I Railroads ..................................................................................................... 3-3

3.1.1 CSX System ............................................................................................. 3-3

3.1.2 Norfolk Southern .................................................................................... 3-8

3.1.3 Canadian National ................................................................................. 3-11

3.2 Regional Railroads3-12

3.2.1 Bessemer & Lake Erie Railroad ............................................................... 3-12

3.2.2 Indiana and Ohio Railway ...................................................................... 3-12

3.2.3 Wheeling and Lake Erie Railway ............................................................ 3-12

3.3 Short Line Railroads .............................................................................................. 3-13

3.4 Abandoned or Discontinued Rail Lines.3-20

4.0 OHIO RAIL FREIGHT TRAFFIC ................................................................ 4-1 4.1 Rail Traffic Commodity Profile ............................................................................... 4-1

4.2 Rail Traffic Geography Profile ................................................................................ 4-4

4.3 Rail Traffic Trends .................................................................................................. 4-6

4.4 Rail Traffic Densities .............................................................................................. 4-8

5.0 The Role of Ohios Freight Rail System in Multimodal Transportation..5-1 5.1 Ohios Role in US Freight Transportation Logistics .................................................. 5-1

5.2 Ohios Role in International Freight Transportation Logistics .................................. 5-2

5.3 Intermodal Rail Freight Growth in Ohio .................................................................. 5-4

5.4 Existing Rail Intermodal Clearances in Ohio ............................................................ 5-4

5.5 Proposed Rail Intermodal Development in Ohio ..................................................... 5-7

5.5.1 Heartland Corridor Project ...................................................................... 5-7

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5.5.2 CSX National Gateway Project ................................................................ 5-8 5.6 Ohio Intermodal Container Terminals .................................................................... 5-9

5.7 Rail/Truck Bulk Transload Facilities in Ohio ........................................................... 5-12

5.8 Rail/Water Transfer Terminals .............................................................................. 5-15

5.8.1 The Ohio River System ........................................................................... 5-15

5.8.2 Great Lakes System ............................................................................... 5-17

6.0 Impacts of Freight Rail Transportation in Ohio ..................................... 6-1 6.1 Economics ............................................................................................................. 6-1 6.2 Environment ......................................................................................................... 6-2

6.3 Land Use ............................................................................................................... 6-5

6.4 Energy ................................................................................................................... 6-5

6.5 Community and Quality of Life Impacts. ......................................... 6-7

6.6 Summary .............................................................................................................. 6-8

7.0 RAIL SAFETY AND SECURITY ................................................................. 7-1 7.1 Rail Safety ............................................................................................................. 7-1

7.1.1 Railroad Grade Crossing Safety ............................................................... 7-1

7.1.2 Rail Safety Inspection Program ............................................................... 7-4

7.1.3 Hazardous Materials .............................................................................. 7-5

7.1.4 Positive Train Control.............................................................................. 7-5

7.2 Rail Security .......................................................................................................... 7-5

7.2.1 Federal and State Roles in Rail Security ................................................... 7-5

7.2.2 Strategic Rail Corridor Network ............................................................... 7-6

7.2.3 Emergency Response .............................................................................. 7-7

7.3 Summary .............................................................................................................. 7-7

8.0 OHIO FREIGHT RAIL SYSTEM EVALUATION ........................................... 8-1 8.1 The Impact of Ohios Rail Freight System on its Economy and Citizens .................... 8-1

8.2 Existing and Projected Rail Capacity Constraints on Ohio Mainlines ........................ 8-1

8.3 Ohio Freight Rail Bottlenecks ................................................................................. 8-5

8.4 Summary .............................................................................................................. 8-5

9.0 Rail Passenger Service in Ohio .............................................................. 9-1 9.1 Existing Intercity Passenger Rail System Routes ...................................................... 9-1 9.2 Existing Intercity Passenger Rail System Stations .................................................... 9-3

9.3 Intercity Passenger Rail System Performance ......................................................... 9-4

9.3.1 Ridership ................................................................................................ 9-4

9.3.2 On-Time Performance ............................................................................. 9-5

9.4 Intercity Passenger and Local Transit Connections .................................................. 9-7

9.5 Existing High Speed Rail Systems ........................................................................... 9-7

9.6 Existing Commuter Rail Systems ............................................................................ 9-7

9.7 Existing Tourist Railroads ....................................................................................... 9-7

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10.0 Rail Passenger Service Plan for Ohio ................................................. 10-1 10.1 Intercity Rail Passenger Service ........................................................................... 10-2

10.1.1. The Beginning of Passenger Rail Planning in Ohio ................................ 10-2

10.1.2 High Speed Rail Planning History .......................................................... 10-3

10.1.3 Creation of Ohio High Speed Rail Authority........................................... 10-4

10.1.4 Conventional Speed Passenger Rail Planning Efforts ............................. 10-4

10.1.5 The Midwest Regional Rail Initiative .................................................... 10-5

10.1.6 Ohio Corridors Receive Federal Designation ......................................... 10-5

10.1.7 Planning Studies and Reports ............................................................... 10-6

10.2 3C Quick Start Service Development Program...................................................... 10-7

10.3 High Speed Passenger Rail Service ....................................................................... 10-9

10.3.1 Midwest Regional Rail Initiative ........................................................... 10-9

10.3.2 Ohios Long Term Vision for Passenger Rail- The Ohio Hub System ...... 10-10

10.4 Commuter Rail Service ...................................................................................... 10-15

10.4.1 Commuter Rail Planning in Ohio ......................................................... 10-16

10.4.2 Cleveland Commuter Rail ................................................................... 10-16

10.4.3 Columbus Commuter Rail ................................................................... 10-19

10.4.4 Cincinnati Commuter Rail ................................................................... 10-19

10.4.5 Cost Savings for Commuter Rail Development ..................................... 10-20

10.4.6 Technology ......................................................................................... 10-20

10.5 Synopsis of Recent Ohio Intercity and High Speed Rail Studies ........................... 10-21

11.0 RAIL FUNDING AND FINANCE OPTIONS ............................................ 11-1 11.1 Existing Rail Assistance Programs ........................................................................ 11-1

11.1.1 State Programs ................................................................................... 11-1 11.2 State General Revenue Funding .......................................................................... 11-2

11.3 Federal Programs ............................................................................................... 11-2

11.4 Other SAFETEA-LU Programs ............................................................................... 11-4

11.5 Other Federal Programs ...................................................................................... 11-6

11.6 Prospective Changes to Federal Rail Assistance Programs .................................... 11-6

12.0 Ohio Rail Investment Programs ........................................................ 12-1 12.1 Long Range Investment Program ......................................................................... 12-1

12.2 Ohios Short-Term Rail Investment Program ........................................................ 12-1

12.3 Benefits Calculator ............................................................................................. 12-1

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APPENDICES

Appendix A: Stakeholder Outreach Attachment 1: Recommendations for Ohios State Rail Attachment 2: Stakeholder outreach documentation

Appendix B: Commuter Rail Checklist

Appendix C: Long Range Investment Program Appendix D: Short-Term Rail Investment Program

LIST OF EXHIBITS Exhibit 3-1 Ohio Rail Network ................................................................................................. 3-2 Exhibit 3-2 Ohio Class I Railroads ............................................................................................. 3-3 Exhibit 3-3 CSX Network .......................................................................................................... 3-4 Exhibit 3-4 CSX Subdivisions in Ohio ........................................................................................ 3-5 Exhibit 3-5 Norfolk Southern Network ..................................................................................... 3-8 Exhibit 3-6 NS Districts ............................................................................................................ 3-9 Exhibit 3-7 Ohio Regional Railroads ........................................................................................ 3-12 Exhibit 3-8 Ohio Central Railroad System Railroads ................................................................. 3-14 Exhibit 3-9 RailAmerica in Ohio .............................................................................................. 3-15 Exhibit 3-10 Wheeling & Lake Erie in Ohio .............................................................................. 3-16 Exhibit 3-11 Ohio Short Line Railroads .................................................................................... 3-17 Exhibit 3-12 Ohio Abandoned Rail Lines .................................................................................. 3-22 Exhibit 4-1: Ohio Rail Traffic Type Estimated Volumes .......................................................... 4-1 Exhibit 4-2: Rail Tons (Millions) Originated in Ohio in 2007 ....................................................... 4-1 Exhibit 4-3: Rail Tons (Millions) Terminating in Ohio in 2007 .................................................... 4-2 Exhibit 4-4 Rail Carloads/Intermodal Units (10,000) Originating in Ohio in 2007 ....................... 4-2 Exhibit 4-5 Rail Carloads/Intermodal Units (10,000) Terminating in Ohio in 2007 ...................... 4-3 Exhibit 4-6 Rail Traffic Passing Through Ohio by Tonnage (Millions) in 2004 .............................. 4-3 Exhibit 4-7 Ohio Intrastate Rail Traffic by Tonnage (Millions) in 2004 ........................................ 4-4 Exhibit 4-8 Distribution of Interstate Rail Traffic Originated in Ohio ......................................... 4-5 Exhibit 4-9 Distribution of Interstate Rail Traffic Terminating in Ohio ...................................... 4-6 Exhibit 4-10 Historic Ohio Rail Tonnage Trends ........................................................................ 4-7 Exhibit 4-11 Forecasted Ohio Rail Traffic by Type ..................................................................... 4-7 Exhibit 4-12 Forecasted Ohio Rail Traffic by Commodity ........................................................... 4-8 Exhibit 4-13 Ohio Rail Freight Density 2007 .............................................................................. 4-9 Exhibit 5-1 State Gross Domestic Products ............................................................................... 5-2 Exhibit 5-2 International Trade Routes ..................................................................................... 5-4 Exhibit 5-3 Clearance Requirements for Rail Intermodal Equipment ......................................... 5-5 Exhibit 5-4 Ohio Rail Clearances .............................................................................................. 5-6 Exhibit 5-5 NS Corridor Improvement Projects Heartland Corridor ......................................... 5-7 Exhibit 5-6 CSX National Gateway Project ................................................................................ 5-9 Exhibit 5-7 Intermodal Facilities in Ohio .................................................................................. 5-10 Exhibit 5-8 Truck/Rail Intermodal Container Terminals in Ohio ................................................ 5-11 Exhibit 5-9 Class I Railroad-Truck Transfer Facilities ................................................................. 5-13

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Exhibit 5-10 Key Rail/Marine Connections in Ohio................................................................... 5-16 Exhibit 5-11 Toledo Area Operational Rail Served Lake Terminals ............................................ 5-17 Exhibit 5-12 Cleveland Rail Served Lake Terminals Operated by Port Authority ........................ 5-18 Exhibit 5-13 Cleveland Rail Served Private Lake Terminals ....................................................... 5-19 Exhibit 5-14 Lorain Area Rail-Lake Terminals ........................................................................... 5-20 Exhibit 5-15 Fairport Harbor & Grand River Area Rail Served Lake Terminals ........................... 5-20 Exhibit 5-16 Ashtabula Area Rail Served Lake Terminals .......................................................... 5-21 Exhibit 5-17 Conneaut Area Rail Served Lake Terminals........................................................... 5-21 Exhibit 5-18 Sandusky-Huron Area Rail Served Lake Terminals ................................................ 5-22 Exhibit 6-1 Rail Traffic Originated in Ohio ................................................................................ 6-1 Exhibit 6-2 Rail Traffic Terminated in Ohio ............................................................................... 6-2 Exhibit 6-3 Greenhouse Emissions by Industry Sector ............................................................... 6-3 Exhibit 6-4 Reduction in Greenhouse Gas Emissions ................................................................. 6-4 Exhibit 6-5 Rail Fuel Consumption ........................................................................................... 6-6 Exhibit 7- 1 Total Rail Accidents/Incidents in Ohio (1999-2008) ................................................ 7-1 Exhibit 7- 2 Total Annual Public Grade Crossing Incidents in Ohio (1999-2008) .......................... 7-2 Exhibit 7- 3 Trespasser Deaths (2009) ...................................................................................... 7-3 Exhibit 7-4 STRACNET Map ...................................................................................................... 7-7 Exhibit 8-1 Primary Class I Rail Corridors .................................................................................. 8-2 Exhibit 8-2 Projected Ohio Class I Freight Rail Corridor Growth Rates Through 2035 ................. 8-3 Exhibit 8-3 Projected 2035 Freight Service Levels Major Corridors .......................................... 8-4 Exhibit 9-1 Cardinal Service Segments & Mileage Between Stations ......................................... 9-1 Exhibit 9-2 Capitol Limited Service Segments & Mileage Between Stations ............................... 9-1 Exhibit 9-3 Lake Shore Limited Segments & Mileage Between Stations ..................................... 9-2 Exhibit 9-4 Current Amtrak Service Routes in Ohio ................................................................... 9-2 Exhibit 9-5 Amtrak-Served Stations in Ohio .............................................................................. 9-4 Exhibit 9-6 Amtrak Riders in Ohio from FY 2006 to FY 2008 ..................................................... 9-5 Exhibit 9-7 Amtrak OTP for Routes Travelling through Ohio FY 2008 ........................................ 9-6 Exhibit 9-8 Major Causes of OTP Delay in July 2009 ................................................................. 9-6 Exhibit 10-1 Vision for High-Speed Rail in America ................................................................. 10-6 Exhibit 10-2 3C Corridor ......................................................................................................... 10-8 Exhibit 10-3 Midwest Regional Rail Plan ............................................................................... 10-10 Exhibit 10-4 Regional Rail Corridors Connecting to the Ohio Hub System ............................... 10-11 Exhibit 10-5 Ohio Hub plus MWRRS Eastern Routes ............................................................. 10-12 Exhibit 10-6 Future Daily Train Frequencies within and outside Ohio ..................................... 10-13 Exhibit 10-7 NeoRail Proposal for Cleveland Commuter Rail .................................................. 10-17 Exhibit 10-8 Proposed Lakefront Bypass ............................................................................... 10-18 Exhibit 10-9 COTA Vision 2020 Rail Corridors ........................................................................ 10-19 Exhibit 10-10 Proposed Cincinnati Rail System ...................................................................... 10-20 Exhibit 10-11 FRA Compliant DMU Vehicle ............................................................................ 10-21

May 10, 2010 Chapter 1- 1

1.0 Introduction Ohio has a rich history in railroading dating back to its 19th Century main line routes providing access to Great Lake facilities and river terminals. These routes included former core main line routes of the Baltimore and Ohio, Chesapeake and Ohio, Erie, Pennsylvania, and New York Central Railroads. Cincinnati also served as a major gateway connection point to both the then Southern and Louisville & Nashville Railroads. The B&O, C&O, Erie and PRR initiated the nations east-west mainline network that was critical to Ohios development. Over time the rail industry in Ohio and across the nation has experienced considerable consolidation. This began with the bankruptcy of many Northeast and Midwest railroads in the 1960s and special conditions provided to Conrail in the 1970s to further reduce its system to ensure its viability. In the following deregulated environment, railroads had more flexibility over both organizational and capital infrastructure decisions. Today Ohio is served by the two remaining U.S. Class 1 railroads east of the Mississippi River, CSX and Norfolk Southern as well as 16 regional and short line railroads, and 15 terminal carriers. In addition, the Canadian National Railway, a Class 1 railroad, also serves the state but on a much more limited basis As with most states, railroads contributed significantly to the early economic growth of Ohio. The railroads provided a cost-effective means to transport grains from Ohio farms to eastern markets and east coast ports for shipment to Europe. The railroads enabled Ohio to leverage its proximity to coal, iron ore, and limestone producing regions, thus stimulating the growth of the steel industry in the state. The railroads also led to the growth of industry on Lake Erie by providing connections with inland markets. Raw materials could be delivered by ship to water-side facilities and, in turn, finished goods were shipped out by rail. In addition to facilitating the movement of goods, the railroads also improved the mobility of people living in or visiting the state. The ability of people to move fluidly among economic centers improved commerce among those centers. This ability also provided an efficient means of supporting population migration to areas of increasing activity. Despite the development of the interstate and state highway systems and the growth of the motor carrier industry, freight railroads still played an important role in the economy of Ohio. This role has historically been most apparent in the movement of heavy bulk products required by Ohios manufacturing sector which import high-weight, low-value raw materials and export low-weight, high-value finished goods. There are exceptions to this rule of thumb as railroads often handle high value bulk commodities such as plastic pellets and resins and ethanol, as well as such high value inputs as steel coils. In recent years, railroads have gone through a major resurgence and have become increasingly important to the economy of Ohio. Today, the railroad industry is as important to Ohio as it has always has been, and perhaps more. Improvements in service, successful efforts to reduce costs, and growing recognition of the economic, safety, and environmental benefits of rail transportation have increased the demand for rail freight transportation. For example, freight moved by rail results in approximately ten percent of the number of fatalities per ton-mile than that moved by truck. The freight rail industry also pays property taxes for its transportation rights-of-way, unlike its trucking competition. Ohios proximity to North American population centers and markets also places the state at the center of current rail intermodal development activities. CSXs National Gateway project will improve the linkage between Ohio and east coast ports by improving clearances and capacity. Norfolk Southern is investing heavily in its


Heartland Corridor project, which will improve service between the Port of Norfolk and the Midwest. A critical element of the project is the Rickenbacker Intermodal Facility in Columbus. The current impacts of freight rail service to Ohios economy, environment, energy production and efficiency, land use, and quality of life for the states citizens are extensive. Railroads provide the strong transportation links required to support the states manufacturing economy by moving raw materials into the state and manufactured products from Ohio to destinations around world. The rail industry carries out this task more efficiently than any other surface transportation mode from the perspective of both emissions and energy usage. With an average equivalency of one rail car equaling three truck trailers, rail service also improves the quality of life for Ohios citizens by removing trucks from congested roadways and reducing the need for highway construction which is both costly and often leads to the loss of valuable land and inefficient land use patterns. Most significantly, rail has the capacity to divert even more freight and passengers from highways in the future which is vital in the face of estimated freight and passenger growth rates in the future. Finally, there is an emerging recognition of the important role of passenger rail transportation as a competitive alternative to both the automobile and airplane for intercity travel. In response to that, Ohio is working to establish the proposed 3C Quick Start Service. This initiative has been designed to provide new passenger rail service between Cleveland, Columbus, and Cincinnati. Such service would provide additional mobility options and an entirely new transportation mode choice for travelers. 1.1 Federal Mandate for State Rail Plans

In 2008, the US Congress passed the Passenger Rail Investment and Improvement Act with the expressed intent of improving passenger rail service in the United States. One of the features of the legislation is the requirement that any state seeking federal assistance for either passenger or freight improvements have an updated state rail plan. The legislation further stipulated the minimum content of the rail plans, which was codified in Public Law 110-432. Federal guidelines for rail plans require that states attempt to accomplish the following objectives through their plan process. These objectives are to:

o Broaden the understanding of rail issues for all stakeholders; o Define the role of railroads in a multimodal environment; o Indentify infrastructure and other improvements required to improve rail service; o Provide a framework to implement rail improvement initiatives o Develop methodologies to measure public and private benefits of rail improvements; and. o Provide support and justification for federal and other rail funding.

This document was developed by the Ohio Department of Transportation and the Ohio Rail Development Commission. It meets the requirements set forth in the legislation and public law, and is intended to serve as Ohios State Rail Plan. The plan represents a compendium of recent rail studies, supplemented by primary investigation as required to meet the federal requirements. The state of Ohio has been a leader in advocating improved rail service in the state and has conducted numerous studies to advance this effort. The Ohio State Rail Plan describes and evaluates rail improvement needs identified through further technical analysis.


In addition to meeting federal requirements, this state rail plan is intended to formulate a state vision for rail in the future and strategies to achieve that vision. For this purpose, the plan was developed with extensive public participation and involvement by the states railroads and rail users. 1.2 Stakeholder Consultation

The Ohio Department of Transportation and the Ohio Rail Development Commission are committed to an ongoing stakeholder and public involvement process. This process includes continually engaging rail stakeholders and the public in rail planning activities for this plan and in future policy development and program decision making. As part of the development of this statewide rail plan and other statewide rail and transportation planning initiatives, considerable public and rail stakeholder outreach activities have been conducted and are underway. A Rail Stakeholder Outreach and Involvement Plan was developed for this Statewide Rail Plan. The Outreach plan describes the approach, activities, and schedule to consult with rail stakeholders and the pubic in the development of revisions to the Ohio State Rail Plan. The findings and recommendations from outreach activities are provided in Appendix A. This appendix also includes a summary of the comments and recommendations from over 200 stakeholders who participated in outreach activities. Implementation of the proposed recommendations will require continued partnership and collaboration between ODOT, ORDC, Ohios rail operators and shippers and all rail stakeholders. 1.3 Ongoing Planning Process

As part of Ohios ongoing rail planning activities, a tool and methodology is under development to enhance the state of Ohios rail funding decision making process. The tool, currently referred to as the benefits calculator, provides a comprehensive means of calculating both public and private benefits attributable to investment in railroad improvements. This tool is described in Chapter 13 Long Range Investment Program.


2.0 State Rail Activity in Ohio Statutory authority to conduct rail planning in Ohio is assigned to the Ohio Rail Development Commission, an independent agency of the Ohio Department of Transportation, in accordance with Chapter 4981 of the Ohio Revised Code. ORDC is the successor of the Ohio High Speed Rail Authority and the Division of Rail Transportation of the Department of Transportation. 2.1 Ohio Rail Development Commission Formation and Purpose

The ORDC was formed in 1994 by combining all of the States non-regulatory rail programs under one agency. By statute, ORDC is an independent commission within the Department of Transportation created to develop, promote, and support safe, adequate, and efficient rail service throughout the state. To meet this task, ORDC uses grants and its revolving loan program to:

Perform a vital economic development function by assisting businesses locating or expanding in Ohio with rail spurs and other rail infrastructure

Help rehabilitate light density branch lines on small but critically important short-line and regional railroads that move Ohios economy

Assist in the acquisition and continued operation of branch lines

address special rail problems such as mainline congestion and assisting businesses with rail-related issues to maintain Ohios status as one of the nations major transportation hubs

Assist with the promotion of the rail-related tourism industry

Maintain Ohios readiness to move toward intercity passenger rail service at both conventional and high speeds through a variety of planning initiatives

In addition to these development activities, ORDC uses Federal Highway Administration funds allocated by the Ohio Department of Transportation to fund at-grade highway-rail crossing safety improvements throughout the state. These efforts have upgraded over one-thousand railroad crossings, but more importantly, have helped drastically reduce car-train accidents and the number of injuries and lives lost. As an agency, ORDC is a hybrid of sorts. It is designed to deal with transportation infrastructure, but infrastructure that is normally privately-owned. Its projects are usually driven by business development decisions in the state. This connection to business development is a major reason why ORDC is so valuable as an independent Commission. The Commission members themselves represent a cross-section of people from railroads, business and government who understand the connection between moving more things faster and better by rail and the growing impact it has on creating new business, creating and retaining good jobs and improving Ohios overall quality of life.

2.2 Ohio Rail Development Commission Functions

The legislated duties of the ORDC are to:

Develop, promote, and support safe, adequate, and efficient rail service throughout the state

Maintain adequate programs of investigation, research, promotion, planning, and development for rail service, which programs shall include the consideration of recommendations by public or private planning organizations

Provide for the participation of private corporations or organizations and the public in the development, construction, operation, and maintenance of rail service, and as franchises of rail service


In executing its duties, ORDC is permitted to acquire, construct, enlarge, improve, equip, and to sell, lease, exchange, or otherwise dispose of property, structures, equipment, and facilities for rail transportation. It is intended that such activities contribute to the creation or preservation jobs or employment opportunities or the improvement of the economic welfare of the people of the Ohio. 2.3 Rail Funding in Ohio

The Commission issues grants and loans to other public and private sector parties for the purpose of initiating or continuing rail transportation in the state. These can be used for rehabilitation, construction, planning, relocation, or acquisition of rail transportation or rail property. The grants and loans may be funded by the federal government (through federal loans or grants), the state of Ohio, any transportation authority and person, or from any combination of the above. ORDC is charged with establishing eligibility and distribution criteria for the grants and loans. Rail funding is discussed in more detail in Chapter 12. 2.4 ORDC Structure

The Commission has a 15 member board, including four non-voting members from the Ohio General Assembly. Seven commissioners are appointed by the governor and one each by the Ohio Senate President and Speaker of the Ohio House of Representatives. The Directors of the Ohio Department of Transportation and the Ohio Department of Development serve as ex-officio members. Additionally there are two members from each legislative chamber in the Ohio General Assembly representing the majority and minority parties. Of the members appointed by the governor, one serves as chairman of the commission and each of the others represent a segment of Ohios interests in rail including freight rail, passenger rail, infrastructure financing, organized labor, manufacturers, and the general public. Additionally, no more than four of the seven members appointed to the commission by the governor shall be from the same political party 2.5 Ohio Rail Studies

Over the past decade, ODOT and ORDC have undertaken a number of studies to determine the existing and future needs of the states rail system as well as the benefits associated with investing in the rail system. The following is a summary of those studies. Rail Freight Studies

Freight Impacts on Ohios Transportation System, 2002 This study documented the levels of rail and truck freight on Ohios transportation system and provided recommendation for both public and private investment.

Ohio Freight Rail Choke Point Study, 2007 The purpose of this study was to locate and prioritize the most severe impediments on the Ohio rail system on the basis of several factors such as their effect on the economy, safety, and transportation efficiency.

ACCESS OHIO 2004-2009 This is Ohios statewide transportation plan. It includes a comprehensive analysis of existing transportation conditions, a 26-year projection of the needs and recommendations for Ohios multimodal transportation system, including roads, bridges, bicycle and pedestrian trails, rail systems, and air and water ports.

A number of rail freight studies have also been undertaken to determine the feasibility of investing in the rehabilitation of individual short line railroads. In addition, a number of Ohio Metropolitan Planning Organizations have conducted studies or inventories of rail operations in their region.


Rail Intercity Passenger Studies

Cleveland-Columbus-Cincinnati High Speed Rail Study, 2001 This study provided an evaluation of the potential for implementing a high-speed rail service with maximum speeds of 110 mph between Cleveland and Cincinnati through Columbus and Dayton.

Ohio & Lake Erie Regional Ohio Hub Study, 2004 This report was the first of a series of reports which analyzed the feasibility of implementing a high-speed rail passenger network which connected the cities of Cleveland, Columbus, and Cincinnati, with service extensions to Chicago, Detroit, Pittsburgh, and Buffalo/Toronto. A continuing series of reports also analyzed the economic impacts, rail freight impacts, and rail passenger/freight integration impacts resulting from the project initiative.

Ohio Hub Passenger & Freight Rail Study Public and Agency Involvement Report, 2005 - This report documented the public input received at the 22 technical and/or public meetings held in 10 Ohio cities. The report identifies common themes and concerns regarding the Ohio Hub Plan, and provides detailed issues cited in each of the meeting locations.

Ohio Hub Passenger Rail Economic Impact Study, 2007 - This study analyzed how the construction and operation of the Ohio Hub System will stimulate economic activity in Ohio. The report measured both the demand and supply benefits of the Ohio Hub passenger rail system. In addition to construction and operation of the system itself, the economic evaluation also addresses passenger station and multimodal connectivity benefits, freight rail benefits, the benefits of potential commuter rail systems developed in major cities on the system, and tourism benefits.

Ohio Hub Economic Impact Analysis, 2007 - This study provided an independent validation of the estimated ridership and economic benefits from the Ohio Hub Passenger studies listed above. The study evaluated the methodologies and conclusions used, and utilized alternative methodologies to evaluate the economic development potential and impacts and provide supplemental information and analysis. Specific areas of analysis included long term employment, income, and real estate development impacts.

Amtrak Feasibility Report on Proposed Amtrak Service Cleveland-Columbus-Cincinnati, 2009 This study was prepared for the state of Ohio to determine the feasibility of Amtrak rail passenger operations over the 3-C Corridor. The study includes forecasts of ridership and revenue, estimates for capital improvements, capital costs for equipment procurement and equipment maintenance facilities, and identification of ongoing operating support requirements.

Intermodal Studies

Ohio Intermodal Rail Freight Growth Strategy Concept Study, 2006 - This study provided recommendations regarding rail infrastructure investments necessary to accommodate the flow of rail traffic resulting from intermodal growth.

Ohios Intermodal Transportation System, 2007 This report documented Ohios intermodal assets and summarized their relationship to the total transportation network.

2.6 Ohios Involvement in Multistate Rail Planning

Legislation also provides for the state to participate in multistate compacts and other partnerships to establish passenger rail services. These compacts and partnerships include:

The Interstate High Speed Intercity Rail Passenger Network Compact: This compact was ratified and enacted into law for the purpose of states cooperating and jointly administering study of the feasibility


of operating a system connecting major cities in Ohio, Indiana, Michigan, Pennsylvania, Illinois, West Virginia, and Kentucky.

The Midwest Interstate Passenger Rail Compact: The purpose of this compact is to promote development and implementation of improvements to intercity passenger rail service in the Midwest. Current state members are Illinois, Indiana, Iowa, Minnesota, Missouri, Nebraska, North Dakota, Ohio, and Wisconsin.

States for Passenger Rail Coalition: The Ohio Rail Development Commission joined the States for Passenger Rail when it was established in early 2000. The States for Passenger Rail Coalition is an alliance of state departments of transportation that support intercity passenger rail initiatives and advocate for federal funding. Currently, 24 states are members of the coalition. The coalitions mission is to promote the development, implementation, and expansion of intercity passenger rail services with involvement and support from state governments. The coalition has been very active and has provided testimony at multiple congressional hearings and has had an influence on the drafting of federal bills for funding passenger rail development.

The American Association of State Highway Transportation Officials - Standing Committee on Rail Transportation: Composed of rail officials from state departments of transportation, Ohio participates in AASHTO and SCORT activities including: conferences, technical studies and reports, and advocacy and promotion of various federal issues and projects. SCORT has been very active in its efforts to advance policy statements on passenger rail issues including: Amtrak restructuring; stability for intercity passenger rail; and criteria for national intercity passenger rail investment reform. AASHTO and SCORT maintain a Washington D.C. office that provides a platform from which the state departments of transportation interact with congress as they address transportation issues.

Midwest Governors Memorandum of Understanding: In 2009, the governors from the MWRRI states (same states as the MIPRC minus North Dakota) and the mayor of Chicago signed an MOU supporting each states efforts in applying to the FRA for the $8 billion in high speed rail funding.

West Virginia Doublestack Initiative Feasibility Analysis: ORDC, in partnership with the West Virginia Port Authority, funded a Rahall Transportation Institute at Marshall University study to determine the feasibility of doublestack container routes connecting east coast ports with Ohio via West Virginia rail routes. The study became the basis of the Norfolk Southern Heartland Corridor project.

Memorandum of Agreement among the state of West Virginia, West Virginia Department of Transportation and the Commonwealth of Virginia, Virginia Department of Transportation and the state of Ohio, Ohio Department of Transportation and the Department of Transportation, Federal Highway Administration, Eastern Federal Lands Highway Division for the Heartland Corridor Project: This cooperative agreement between the signatory states and the federal department of transportation was instrumental in the administration of the Heartland Corridor project.

Ohios coordination with other states in the region has also resulted in a number of studies which have analyzed rail needs and benefits of the regional rail system. These include:

Northern Indiana/Northwestern Ohio Routing Study, 2002

Midwest Regional Rail Initiative Project Report, 2004

Upper Midwest Freight Corridor Study, 2004

The Ohio & Lake Erie Regional Hub Study also analyzed the extension of rail passenger service to Chicago, Detroit, Pittsburgh, and Buffalo. The states of Illinois, Michigan, Pennsylvania, and New York either participated directly in the study or were provided the opportunity to review and comment on the study.


3.0 Ohio Freight Rail System Profile The freight rail system in Ohio is comprised of three Class I railroads, 16 regional and short line railroads, and 15 terminal carriers. Class I railroads are defined by the Federal Surface Transportation Board1 as Carriers having annual carrier operating revenues of $250 million or more after applying the railroad revenue deflator formula shown in Note A2. They primarily operate long-haul service over high-density intercity traffic lanes. In 2006, the American Association of Railroads reported that this indexed threshold was at $346 million. These railroads primarily operate long-haul service over high-density intercity traffic lanes. Regional railroads operate over at least 350 miles of trackage and/or have revenue of between $20 million adjusted and the Class I threshold. Short line railroads operate over less than 350 miles of track and have annual revenue of less than $20 million adjusted per year. Terminal or switching railroads provide pick-up and delivery services within a specified area. Exhibit 3-1 is a map of the Ohio freight rail network.

1 TITLE 49Transportation, Chapter X--Surface Transportation Board, Department Of Transportation, Part 1201_Railroad

Companies 2 Note A: The railroad revenue deflator formula is based on the Railroad Freight Price Index developed by the Bureau of Labor Statistics. The formula is as follows: Current Year's Revenues x (1991 Average Index/Current Year's Average Index)


Exhibit 3-1 Ohio Rail Network

Source: Wilbur Smith Associates generated map, 2010


Following is a profile of the railroads operating within Ohio and their principle line segments. The descriptions focus on the location of the rail lines, the lines physical and operational characteristics, railroad facilities located on the line and other information available from public sources. 3.1 Class I Railroads

Both CSX and Norfolk Southern have extensive networks in the state. Each railroads principle east-west routes pass through the state making Ohio a critical rail thoroughfare for transcontinental traffic and traffic moving between the East and Midwest. In addition, the Canadian National Railway also serves the state, but on a much more limited basis.

Exhibit 3-2 Ohio Class I Railroads

Railroad Name RR Abbreviation Ohio Miles Operated

Canadian National/Grand Trunk CN 7

CSX Transportation CSX 1,912

Norfolk Southern Corp. NS 2,233

Total Miles 4,152

Source: ORDC

3.1.1 CSX System

CSX has an extensive rail network that covers 23 states east of the Mississippi River, shown in Exhibit 3-3 on the next page. It serves nearly every major economic and population center east of the Mississippi River and provides connections to western US markets at Chicago, St. Louis, Memphis, and New Orleans. CSX serves all major Atlantic ports. However, its most efficient intermodal operation connects the Port of New York and New Jersey with Midwest markets.


Exhibit 3-3 CSX Network

Source: CSX website

CSX operates nearly 2,000 route miles in Ohio. All CSX main lines can accommodate rail cars with gross weights of up to 286,000 pounds, the current industry accepted capacity standard. Exhibit 3-4 on the next page is a map of the CSXs major rail lines in Ohio labeled by their line names.


Exhibit 3-4 CSX Subdivisions

Source: CSX Employee Timetables


Descriptions of CSX rail lines and terminal areas are as follows: Erie West Subdivision: This former Conrail line extends from west of Erie, PA to the Cleveland Terminal a total of 73.7 miles, 58.5 miles of which are in Ohio. This is a double track main line with operating speeds of 50 mph for freight, 60 mph for intermodal trains, and 70 mph for Amtraks Lake Shore passenger service. Train operations are controlled by a Centralized Traffic Control (CTC) system. This line connects with the NS Buffalo line at Madison and Ashtabula, and intersects with NS Youngstown Line at Ashtabula. This line segment is also part of CSXs core intermodal network. Cleveland Short Line Subdivision: This former Conrail line extends from the Cleveland Terminal area to Berea. It consists of 21 miles of double track controlled by Track Authority Control and one mile of single track under CSX Rule ABS-261. Willard Subdivision: This subdivision, a former B&O line, extends approximately 58 miles between Willard and Deshler. At its eastern end it connects to the Willard Terminal area in which the Willard Yard is located. The line is a double track main track with authorized speeds of 40-60 mph. This line is part of CSXs core intermodal service. Trains are controlled by a CTC signal system. This line connects to the CSXs Fostoria Subdivision at Fostoria. Fostoria Subdivision: This is a short, but critical subdivision which serves as a junction point between major main lines. The line is comprised of 0.9 miles of double track line, but also contains the Fostoria Diamond. The CSX Columbus and Willard Subdivisions, as well as the NS Fostoria District (Bellevue-Ft.Wayne), all cross at this location. Speeds on this segment are limited to 40 mph. Garrett Subdivision: This former B&O line extends 45.4 miles between Deshler to Hicksville, extending into Indiana. The line is double track with speeds of 50 mph for freight and 79 mph for passenger trains. Trains are conducted by a CTC signal system. This line is part of CSXs core intermodal system. Greenwich Subdivision: This former Conrail line extends 69.4 miles from CP 13 (Berea), the junction with the Cleveland Short Line Subdivision, to CP 83 (Martel), the junction with the Mt. Victory Subdivision. The Wheeling & Lake Erie RR has trackage rights over the subdivision between New London and Willard, and between Greenwich and Berea. The subdivision is primarily double-track except for 15.9 miles of single-track between Greenwich and west of Shelby. Train movements are controlled by CTC and Absolute Block (ABS) Systems). Train speeds are 40-60 mph for intermodal trains and 40-50 mph for all other freight trains. The line segment is part of CSXs core intermodal network. The subdivision intersects CSXs New Castle Subdivision at Greenwich, CSXs Columbus Subdivision at Marion, and CSXs CL&W Subdivision at Grafton. The subdivision also intersects with the NS Fort Wayne Line, the NS Chicago, Ft. Wayne & Eastern RR at Crestline, and connects with the Wheeling &Lake Erie RR at Wellington, New London and Greenwich. Mount Victory Subdivision: This former Conrail line extends from CP 83 (Martel), the junction with the Greenwich Subdivision, to CP 138 (Bellefontaine). The subdivision is primarily double- track except for three single-track segments, including 14.6 miles between west of Marion and Mount Victory. Train movements are controlled by CTC and ABS. Speeds are 30-60 mph for intermodal trains and 30-50 mph for other freight trains. This line is part of CSXs core intermodal network. Indianapolis Line Subdivision: This former Conrail line extends from Bellefontaine to the Ohio-Indiana State Line at Union City and continues to Indianapolis, IN. Of the subdivisions total of 134.6 miles, 59.7 miles are


within Ohio. The subdivision is double-track with train movements controlled by CTC and ABS. Speeds are 40-60 mph for intermodal trains and 40-50 mph for other freight trains. This line is part of CSXs core intermodal network. The subdivision crosses the I&Os Detroit-Cincinnati Line at Quincy and connects with CSXs Toledo Subdivision east of Sidney. Columbus Line: This former Conrail line extends 58.5 miles from Galion to Columbus. The line is single-track with train movements controlled by CTC and ABS systems. Speeds are 40-60 mph for intermodal trains and 40-50 mph for other freight trains. This line is part of CSXs core intermodal network. The subdivision crosses the NS Columbus-Sandusky line at Worthington and at Columbus via the Weber Connection. The subdivision also connects with CSXs Greenwich Subdivision at Galion. The Columbus line also crosses the CSX Indy line near Mt. Victory. Toledo Subdivision: This former B&O line extends approximately 200 miles between the Toledo Terminal and the Cincinnati Terminal areas. This is primarily a single track line with extensive passing sidings. The maximum speed allowed is 50 mph. Trains movements are controlled by a CTC system. This line is part of CSXs core intermodal network. Norfolk Southern has trackage rights between Lima and Sidney and between Hamilton and Cincinnati, and the I&O has trackage rights between Leipsic and Lima. Amtraks Cardinal/Hoosier service also operates over the Hamilton-Cincinnati segment. This line intersects with CSXs Willard Subdivision at Deshler and the Indianapolis Line Subdivision at Sidney. It also intersects the NS Fostoria District at Liepsic, the Chicago, Fort Wayne & Eastern RR and RJ Corman Western Line railroads at Lima. Columbus Subdivision: This former C&O line extends 121.6 miles between Toledo and Columbus. The subdivision is primarily single-track and train movements are controlled by CTC and ABS. Speeds range between 30 and 50 mph for all trains. This line is part of CSXs core coal network. Northern Subdivision: This former C&O line extends 106.4 miles between Columbus and Riverton, KY. A total of 92.6 miles lie in Ohio. The subdivision is primarily single-track with train movements controlled by CTC and ABS. Speeds range between 30 and 50 mph for all trains. This line is part of CSXs core coal network. The subdivision connects with US Rail Corp. at Vauces. US Rail operates on trackage rights on the Northern Sub from RA Junction to Vauces. The Indiana & Ohio RR has trackage rights over the line for a short distance south of Columbus. Cleveland Subdivision: This former B&O line extends 25.3 miles between the Cleveland Terminal (Clark Yard) and Lester. The subdivision is primarily single-track and train movements are controlled by Track Warrant and Direct Train Control. Speeds range between 10 and 25 mph for all trains. The subdivision connects with CSXs CL&W Subdivision at Lester, CSXs Cleveland Short Line Subdivision at Parma, and the NS and Newburgh &South Shore Railroad at Cleveland. CL&W Subdivision: This former B&O (Cleveland, Lorain, & Wheeling Railway) extends 41 miles from Sterling and Lorain. The line is single track except for two miles of double track at Sterling. Speeds range from 10 to 25 mph for all trains and train operations are conducted by Track Warrant and Direct Traffic Control. This subdivision connects with CSXs Cleveland Subdivision at Lester, CSXs New Castle Subdivision at Sterling, and the Lake Terminal Railroad at Lorain. The Subdivision also crosses CSXs Greenwich Subdivision at Grafton and the NS Cleveland-Toledo-Chicago Line at Elyria. New Castle Subdivision: This former B&O line extends 138.5 miles from West Pittsburgh, PA to Boyd (Greenwich). Approximately 122 miles lie within Ohio. The line is double-track except from 9.0 miles between


Lambert (South Akron) and Warwick. Train movements are controlled by CTC and ABS. Speeds range from 30 to 60 mph for all trains. This subdivision connects with CSXs Newton Falls Subdivision at Newton Falls, CSXs CL&W Subdivision at Sterling, CSXs Greenwich Subdivision at Greenwich, the NS Ashtabula Line at Youngstown, the YBRR at Youngstown, the Y&ARR at Yanda, the W&LE at Akron Jct, the R.J Corman RR and Ohio Central RR at Warwick, and the W&LE at Lodi. Toledo Branch Subdivision: This former Conrail line extends approximately 78 miles between the Toledo Terminal Subdivision and Ridgeway, where it connects to the Scottslawn Subdivision. It is a single track line with speed limits up to 50 mph. Train operations are controlled by ABS. The line intersects with the Willard Subdivision at North Baltimore, the Mt. Victory Subdivision near Ridgeway, the NS Fostoria and Lima District lines near Findlay, and the Chicago, Fort Wayne & Eastern RR at Dunkirk. Scottslawn Subdivision: This former Conrail line extends approximately 46 miles between Columbus and Ridgeway, where it connects to the Toledo Branch Subdivision. It is a single track line with speeds ranging from 30-50 mph. Train operations are controlled by ABS. The Honda facility at Marysville is served from this line. 3.1.2 Norfolk Southern

NS has significant operations east of the Mississippi River serving nearly all metropolitan areas. Its gateways to the west are Chicago, Kansas City, St. Louis, Memphis, New Orleans, and through haulage rights, Dallas. NS moves a substantial amount or rail traffic from both the Port of New York and the Port of Norfolk to and through Ohio.

Exhibit 3-5 Norfolk Southern Network

Source: NS web site


Exhibit 3-6 is a map of major NS rail lines in Ohio which are labeled with their commonly used line names.

Exhibit 3-6 NS Districts

Source: NS Track Charts

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Descriptions of major NS rail lines within Ohio are as follows: Lake Erie District: This former Norfolk & Western line extends between Buffalo, NY and Cleveland. Approximately 58 miles lie within Ohio. The line is single-track line with train operations controlled by CTC and ABS.Maximum train speed is 50 mph. This line is part of the NS intermodal network. The Lake Erie District intersects with the Bessemer & Lake Erie RR (CN) at Conneaut. Chicago Line: This former Conrail line extends between Cleveland and Chicago with approximately 174 miles within Ohio. The line is double-track with train operations controlled by CTC. Speed limits on the line are 50 mph for freight trains and 60 mph for intermodal trains where appropriate. This line is part of the NS intermodal network. Amtrak also operates its Lake Shore Limited and Capitol services over this line. Cleveland District: This former Norfolk & Western line extends 58 miles between Bellevue and Cleveland. The line is single-track with trains operations controlled by CTC. Maximum train speed is 50 mph. This line is part of the NS intermodal network. The Wheeling & Lake Erie RR has trackage rights between Bellevue and the branch line to Huron. This line intersects with the NS Sandusky District at Bellevue. Fostoria District: This former Norfolk & Western line extends between Bellevue and Fort Wayne, IN. Approximately 119 miles of the line lie within Ohio. The line is single-track with train operations controlled by CTC. Maximum speeds are 50 mph and 60 mph for intermodal trains where appropriate. This line is part of the NS intermodal network. The line intersects with CSXs Toledo and Fostoria Subdivisions at Fostoria. Toledo District: This former Wheeling & Lake Erie line extends approximately 45 miles between Toledo and Bellevue. The line is single track, with train operations controlled by CTC. Maximum speeds on the line are 50 mph and 60 mph for intermodal trains where appropriate. The Wheeling & Lake Erie RR has trackage rights over the line. This line is part of the NS intermodal network and intersects with the NS Chicago Line at Oak Harbor. Columbus District: This former Norfolk & Western line extends 96 miles between Columbus and Portsmouth. The line is primarily double-track with trains controlled by CTC and ABS. Maximum speeds on the line are 50 mph and 60 mph for intermodal trains where appropriate. This line is part of the NS intermodal network. Improving clearances on this line is a major component of the NS Heartland Corridor project. Sandusky District: This former Norfolk &Western line extends approximately 110 miles between Sandusky and Columbus. The line is primarily double-track with trains controlled by CTC. (There is a short section in Bucyrus that is not double tracked.) Maximum speeds are 50 mph and 60 mph for intermodal trains where appropriate. This Bellevue-Columbus segment of this line is part of the NS intermodal network. The Wheeling & Lake Erie RR has trackage rights over this line between Bellevue and Sandusky. Dayton District: This former Conrail line extends approximately 111 miles between Columbus and Cincinnati. The line has both single and double track segments with trains controlled by CTC. Maximum speeds on the line are 50 mph and 60 mph for intermodal trains where appropriate. The Indiana & Ohio RR has trackage rights over the Cincinnati Springfield segment of the line. New Castle District: This former Conrail line extends between Cincinnati and Fort Wayne, IN. Approximately 42 miles of the line lie within Ohio. The line is single- track with trains controlled by CTC. Maximum speeds are 50

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mph and 60 mph for intermodal trains where appropriate. CSX has trackage rights over this line between Hamilton and Cincinnati. Cincinnati District: This former Norfolk & Western line extends approximately 91 miles between Cincinnati and Portsmouth. The eastern portion of this line between Peebles and Portsmouth has been taken out of service. Signals on this line have also been taken out of service. Lima District: This former Norfolk & Western line extends 46.6 miles between Lima and Arcadia. The line is single track with train operations controlled via Track Control Authority. Speeds over the line vary between 40-50 mph. Detroit/Huntington Districts: These former Norfolk & Western lines extend between Detroit, MI and Fort Wayne, IN. Approximately 28.5 miles lie within Ohio. The line is single track with train operations controlled by CTC. The maximum speed on the line is 50 mph and 60 mph for intermodal trains where appropriate. These lines are part of the NS intermodal network. Cleveland Line: This former Conrail line extends between Cleveland and Rochester, PA. The line is double-track with train operations controlled by ABS. Maximum train speed on the line is 50 mph and 60 mph for intermodal trains where appropriate. This line is part of the NS intermodal network. Amtrak operates its Capitol service over this line. The Capitol Limited runs on the Cleveland Line from Cleveland to Alliance where it switches to the Ft. Wayne Line into Pittsburgh. Intermodal traffic also moves along this Ft. Wayne Line, Cleveland Line route. Fort Wayne Line: This former Conrail line extends between Crestline and Pittsburgh, PA, a distance of 188 miles. The line is double track with train operations controlled by CTC. Maximum speed is 50 mph. As stated above, The Capitol Limited runs on the Cleveland Line from Cleveland to Alliance where it switches to the Ft. Wayne Line into Pittsburgh. Intermodal traffic also moves along this Ft. Wayne Line, Cleveland Line route. Youngstown Line: This former Conrail line extends between Ashtabula and Rochester, PA. Approximately 66 miles lie within Ohio. The line is single-track with train operations controlled by CTC. Train speeds vary between 25 and 40 mph. CSX has trackage rights over the line. River Line: This former Conrail line extends approximately 60 miles between Yellow Creek and Powhatan Point. The line is single track with train operations controlled by Track Authority Control. Train speeds range between 25-35 mph. West Virginia Secondary: This former Conrail line extends from Columbus to Charleston, WV. The line is single track with train operations controlled by Track Authority Control. Speeds range between 35-50 mph. Lordstown Secondary: This former Conrail line extends 20 miles between Alliance and Youngstown. The line is single track with train operations controlled be Track Authority Control. The maximum train speed on the line is 25 mph. 3.1.3 Canadian National

The Canadian National RR operates a line between Toledo and Detroit, MI. Approximately seven miles of the line are located in Ohio. CN also operates the Bessemer & Lake Erie line from Conneaut to Pittsburgh, PA.

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3.2 Regional Railroads

Three regional railroads operate in the state outlined in Exhibit 3-7 and described below:

Exhibit 3-7 Ohio Regional Railroads

Railroad Name RR Abbreviation Ohio Miles Operated

Bessemer and Lake Erie BLE 5

RailAmerica IORY 628

Wheeling and Lake Erie WE 558

Total Miles 1,191

Source: ORDC

3.2.1 Bessemer & Lake Erie Railroad

The Bessemer & Lake Erie Railroad extends from Lake Erie port of Conneaut to North Bessemer, PA. Approximately 5 miles of the 139 mile line lies in Ohio. The railroads major commodities carried are iron ore and coal. In 2004 B&LE came under the ownership of the Canadian National Railway as part of CNs larger purchase of the Great Lakes Transportation Company. 3.2.2 RailAmerica Lines

RailAmerica Lines owns three railroads in Ohio, which operate primarily in the western part of the State as well as in parts of southeastern Indiana and southeast Michigan. These railroads are the Central Railroad of Indiana, the Chicago, Fort Wayne & Eastern Railroad, and the Indiana & Ohio and Ohio Railway. The Indiana and Ohio Rwy. is considered a Regional Railroad due to its total length. It serves the metropolitan areas of Cincinnati, Columbus, Springfield, and Lima. The railroad interchanges with a number of railroads. Interchanges with CSX occur at Cincinnati, Columbus, Middleton, Hamler, and Lima. It interchanges with NS at Cincinnati, Columbus, Monroe, and Springfield. In addition it interchanges with the Chicago, Ft. Wayne & Eastern RR, RJCW, and the Wheeling and Lake Erie Railway at Lima, and with the Central Railroad of Indiana at Cincinnati and Valley Junction. The Indiana and Ohio Railway handles a wide range of commodities, including automobiles, metal products, chemical, plastics, lumber, paper, grain and grain products. The Central Railroad of Indiana and Chicago, Fort Wayne & Eastern Railroad are described in Section 3.3 below. 3.2.3 Wheeling and Lake Erie Railway

The Wheeling and Lake Erie Railway is a Class II regional railroad providing freight service mainly in Ohio. In addition to the 558 miles of track owned in Ohio, it also has significant trackage rights over both CSX and NS lines. Operations over CSX lines include the Greenwich Subdivision between Crestline and Berea; the Cleveland Short Line Subdivision between Berea and the Cleveland Area; and the Columbus Subdivision between Carey and Upper Sandusky. Trackage rights over NS lines include the Toledo District, the Cleveland District between Bellevue and Huron, and the Sandusky District between Sandusky and Chatfield. Wheeling and Lake Erie Railway also operates via trackage rights over the Chicago, Ft. Wayne & Eastern RR between Lima and Upper Sandusky. In addition to its interchanges with CSX and NS, it also has interchanges with the Akron Barberton Cluster Railway, Ashland Railway, Nimishillen Tuscarawas Railway, Newburg & Sourh Shore Railway, Ohio Central RR,

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Ohi- Rail Corporation, River Terminal Railway, and the R J Corman Railway. Major commodities carried include coal from southeastern Ohio, iron ore, steel, aggregates, chemicals, forest products and grain.

3.3 Short Line Railroads

A total of 30 short line railroads operate 1,206 route miles in Ohio. In recent years a number of so-called short line families or systems, in which one umbrella company acquires a number of short line railroads, have been formed. These systems result in increased administrative efficiencies and operating advantages where the railroads are in proximity to each other. Three short line families, the Ohio Central Railroad System, owned by Genesee & Wyoming Systems, Rail America, and the Wheeling & Lake Erie have multiple railroads in Ohio. These companies and their member railroads which operate in Ohio are shown in Exhibits 3-8, 3-9, and 3-10.

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Exhibit 3-8 Ohio Central Railroad System Railroads

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Exhibit 3-9 RailAmerica in Ohio

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Exhibit 3-10 Wheeling & Lake Erie in Ohio3

3 Includes the Akron Barberton Cluster Railway

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All short line railroads are listed in Exhibit 3-11.

Exhibit 3-11 Ohio Short Line Railroads

Railroad Name RR Abbreviation

Ohio Miles Operated

Akron Barberton Cluster Railway AB 56

Ann Arbor Railroad AA 5

Arcelor Mittal Cleveland Works Railway Co. CWRO 10

Ashland Railway ASRY 70

Ashtabula, Carson, and Jefferson ACJR 6

Camp Chase Railroad CCRA 19

Central Railroad Company of Indiana CIND 40

Chicago, Ft. Wayne and Eastern CFE 115

Cleveland Commercial Railroad Co. CCRC 11

Columbus and Ohio River Rail Road Co. CUOH 272

Flats Industrial Railroad FIRR 3

Indiana Eastern Railroad IERR 20

Indiana Northeastern Railroad Co. IN 9

Lake Terminal Railroad LT 1

Mahoning Valley Railway MVRY 6

Maumee and Western Railroad Corp. MAW 49

Newburgh and South Shore NSR 3

Northern Ohio and Western Railway NOW 25

Ohio and Pennsylvania Railroad OHPA 3

Ohio Central Railroad OHCR 97

Ohio Southern Railroad OSRR 41

Ohi-Rail Corporation OHIC 43

Republic N&T Railroad 24

RJ Corman Cleveland Line RJCL 51

RJ Corman Western Ohio Line RJCW 63

U.S. Rail Corporation-Jackson Division USRC 94

Warren and Trumbull Railroad WTRM 4

Youngstown & Southeastern Y&S 30

Youngstown and Austintown Railroad YARR 5

Youngstown Belt Railroad Co. YB 31

Total Miles 1,206

Source: Association of American Railroads, Railroad Service in Ohio, 2007.

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Akron Barberton Cluster Railway: The Akron Barberton Railway operates 56 miles in and around Akron. ABCR is owned by the Wheeling & Lake Erie RR, which also has trackage rights over the line. The railroad has trackage rights over CSXs New Castle Subdivision from Akron to Barberton. Ann Arbor Railroad: The Ann Arbor Railroad operates between Ann Arbor, MI and Toledo. The railroad interchanges with CSX, NS, CN and the Wheeling and Lake Erie at Toledo. NS, CN, and the Indiana and Ohio RR have trackage rights over the line. Traffic hauled is primarily related to the auto industry, including finished vehicles and transmissions to and from Toledo, and grain trains delivered to CSX at Toledo. Arcelor Mittal - Cleveland Works Railway: The Cleveland Works Railway operates a 10 mile line which serves the steel industries in the Cleveland area. The railroad is owned by Arcelor Mittal, a major steel company. Major commodities include scrap, coke and steel slabs, and coils. Ashland Railway: The Ashland Railway is a full service short line operating within north central Ohio. It operates 70 miles of track serving industries in Ashland, Huron, Richland, and Wayne counties. The railroad interchanges with NS in Mansfield, with CSX in Willard, and with the Wheeling & Lake Erie in Plymouth. Ashtabula, Carson & Jefferson Railroad: The Ashtabula, Carson & Jefferson Railroad is a six mile short line which operates freight and tour trains in Ashtabula County between Jefferson and Carson. In addition to providing direct service, the railroad also operates a transloading facility which offers bulk plastic transfer. Camp Chase Railroad: The Camp Chase Railroad operates 19 miles of track in the Columbus area. The railroad interchanges with NS at Buckeye Yard. Central Railroad of Indiana: The Central Railroad of Indiana operates in Indiana and Ohio. The railroad interchanges with CSX and NS in Cincinnati, and with the Indiana & Ohio Railway in Cincinnati ad Valley Junction. Major commodities carried include grain, soybeans, chemicals, and steel. Chicago, Ft. Wayne & Eastern RR: The Chicago, Ft. Wayne & Eastern RR provides service between Tolleston, IN and Crestline. It operates over 115 miles of track in Ohio. The railroad is a division of the Central Railroad of Indiana and operates over trackage leased from CSX. It interchanges with CXS at Lima. CFER interchanges with Indiana Harbor Belt which is neutral carrier that gives CFER access to all the US Class I's in Chicago. Major commodities include lumber, paper, chemicals, steel, and corn. Cleveland Commercial Railroad: The Cleveland Commercial Railroad operates over a 11 mile line it leases from the Wheeling & Lake Erie Railway between Glenwillow and the east side of Cleveland, as well as an 18 mile line between Cleveland and Mantua it leases from NS. The railroad interchanges with the W&LE at Glenwillow. Major commodities include scrap and steel coils. Columbus & Ohio River Railroad: This railroad operates between Columbus and Mingo Junction. The railroad is part of the Ohio Central Railroad System. Flats Industrial Railroad: The Flats Industrial Railroad provides short line commercial/industrial switching service in the Cleveland area. The railroad interchanges with both CSX and NS. Indiana Eastern Railroad: The Indiana Eastern Railroad operates between Richmond, IN and Fernald, OH under lease from CSX. A total of 20 miles of line are within Ohio.

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Indiana Northeastern Railroad: The Indiana Northeastern Railroad operates in northeastern Indiana, northwestern Ohio and southern Michigan. In Ohio the railroad extends a total of nine miles from the Indiana state line to Edon and Montpelier. Traffic is interchanged with NS at Montpelier. Major commodities include corn, soybeans, wheat, and flour. Lake Terminal Railroad: The Lake Terminal Railroad is a switching carrier serving steel mills and seamless pipe manufactures in the Lorain area. The rail interchanges with CSX and NS, which also have trackage rights over the line. Mahoning Valley Railway: The Mahoning Valley Railway, part of the Ohio Central Railroad System, provides switching service to Youngstown, Struthers, and Campbell. The railroad interchanges with CSX and NS. Maumee & Western Railroad: The Maumee & Western Railroad operates between Woodburn, IN and Liberty Center, OH. The segment between Defiance and Cecil is currently out of service. The Maumee & Western interchanges with CSX at Defiance and with NS at Woodburn, IN. Newburgh & South Shore Railroad: The Newburgh & South Shore Railroad owns and operates 3 miles of trackage in the Cleveland area. The railroad serves steel, lumber, flour, and metals industries in the area. Northern Ohio & Western Railway: The Northern Ohio & Western Railway operates over 25 miles of trackage between Woodville and Tiffin, southeast of Toledo. The railroad interchanges with CSX and NS. Major commodities are clay, limestone, magnesite, and pressed board. Ohi-Rail: Ohi-Rail operates over 41 miles of rail line. It owns and operates the line between Bayard and Minerva and Minerva Yard, and operates the line south of Minerva Yard to Hopedale for ORDC. The railroad interchanges with NS at Bayard and with the Wheeling & Lake Erie at Minerva and Hopedale. Major commodities include lumber and plastics. Ohio & Pennsylvania Railroad: The Ohio & Pennsylvania RR is part of the Ohio Central System serving industries in the Youngstown area. Ohio Central Railroad: The Ohio Central railroad is part of the Ohio Central Rail System. It operates between Zanesville and Warwick, a total of 88 miles. The segment 19 mile segment between Brewster and Warwick is operated via trackage rights over the RJ Corman line. Ohio Southern Railroad: The Ohio Southern Railroad is part of the Ohio Central Rail System. It operates between Zanesville and New Lexington, approximately 21 miles, over its own track. It also operates between New Lexington and Glouster, a distance of approximately 31 miles, over NS trackage rights. R.J. Corman Railroad/Cleveland Line: The Cleveland Line extends approximately 47 miles between Warwick and Uhrichsville. The railroad also operates over the NS line between Massillon and Wooster to serve a 1 mile branch line. The line connects with CSX at Warwick, NS at Massilon, the Wheeling & Lake Erie, and the Ohio Central Railroad. Major commodities include corn, corn oil, soybean oil, plastic, chemicals, aggregate, iron, and steel pipe.

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R.J. Corman Railroad/Western Ohio Lines: The Western Ohio Lines consist of four separate short lines. The St. Marys Line between Lima and Portland, IN, the Greenville Line between Greenville and Ansonia, the Spencerville-Elgin Line between Lima and Glenmore, and the Minster Branch between St. Marys and Minster. A total of 63 miles are owned or leased. Major commodities include grain, fertilizer, aluminum, rubber, plastics, and steel. US Rail Corp.: US Rail is a short-line railroad operator which operates two railroads which comprise approximately 94 miles in Ohio. The railroad connects to CSX south of Chillicothe and extends both north and south of Hamden. US Rail operates the City of Jackson owned rail line in Ross, Vinton, and Jackson counties which connects to CSX near Chillicothe as a common carrier and also provides in plant switching to a private company in the Dayton area. Warren and Trumbull Railroad: The Warren and Trumbull Railroad is a four mile switching railroad serving industries in Warren. The railroad is part of the Ohio Central Railroad System and the Ohio Central is the contract operator for the railroad. Youngstown & Austintown Railroad: The Youngstown & Austintown Railroad is a five mile switching railroad which serves customers in the Y&A Industrial Park in Youngstown. MVEDC owns the tracks and retains the Y &ARR as its contract operator. This railroad is part of the Ohio Central Railroad System, operated by the Ohio Central, and is owned by the Mahoning Valley EDC. Youngstown Belt Railroad: The Youngstown Belt Railroad operates in the Warren, Niles, and Youngstown, connected by trackage rights over NS. It interchanges with CSX and NS at Youngstown, and has connections with its affiliated railroads, the Warren and Trumbull RR at Warren, and the Mahoning Valley and Youngstown & Austintown at Youngstown. This railroad is part of the Ohio Central Railroad System. Youngstown & Southeastern RR: The Youngstown & Southeastern RR operates a 36 mile line between Youngstown and Darlington, PA. The line is owned by the Columbiana County Port Authority and contracted out to the railroad. The railroad interchanges with CSX, NS, and the Youngstown Belt Railroad. 3.4 Abandoned or Discontinued Rail Lines

Over the past 35 years over 1,000 miles of rail line has been abandoned in Ohio. At the time of their abandonment, the rail lines were considered redundant or not feasible to operate from a financial perspective. Many of these lines would be valuable today to provide rail freight or passenger capacity. Fortunately, the increase in rail demand has increased efforts by both public transportation agencies and the rail industry to preserve rail lines or rights of way which could be valuable in the future. These actions have considerably reduced abandonments over the past decade. Rail freight service, including the lines over which rail service is operated, are under the jurisdiction of the Federal Surface Transportation Board (STB). Rail owners and operators must apply to the STB for permission to discontinue, or abandon, freight service on a line. The STB requires for an active rail line the railroad must publish a notice to abandon the line once a week for at least three consecutive weeks and provide notice at its stations and to its rail customers. For a line on which no service has been provided over the past two years and where no customers object, prior notice is not required and the carrier is exempt from many of the STB abandonment requirements. For each abandonment

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application, the STB establishes a docket number and collects information and testimony before deciding whether to allow abandonment or permit other actions as may be requested by interested parties. In addition to STBs authority to grant or deny abandonment of a rail line, it may also impose other conditions, such as granting Interim Trail Use or Public Use of the line. The National Trails Act allows for reserving railroad right-of -way through the interim use of the railroad corridor as a trail. Interim trail use can be utilized when it is determined that the railroad right-of-way may be needed in the future for railroad use. Public agencies may also request that the rail corridor be made available for public use if it has determined that the right-of-way is suitable for highway or mass transit usage, conservation, energy production or transmission, or recreation. Exhibit 3-12 lists service the 53.44 miles of discontinuance or abandonment applications of Ohio rail lines which have been approved by the STB over the past 10 year period. Most of these segments are smaller properties which will have no apparent immediate impact on the level of rail service provided in the state. The potential use of these abandoned rights-of-way for future transportation or public uses will be considered in any state or local transportation planning efforts. Unfortunately with abandonment come lost opportunities for future rail service because the cost to reestablish the track infrastructure is often prohibitive.

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Exhibit 3 -12 Ohio Abandoned Rail Lines

Railroad Effective Date

Description STB Docket Number

NS 29-Jul-08 abandon 2.82 miles between TW 0.0 and TW 2.83 in Toledo, Lucas Co.

AB-290 (Sub-No. 290X)

NS 4-Sep-08 abandon 1.1 miles between CT 2.5 in Cincinnati and CT 3.6 in Norwood, Lucas Co.

AB-290 (Sub-No. 289X)

NS 15-Mar-07 discontinue service on 15.7 miles between RZ 20.2 (Jackson) and RZ 39.9 (Sebring), Mahoning Co.

AB-290 (Sub-No. 292X)

NS 18-Oct-06 abandon 2.31miles between LV 22.3-23.55 and LV 24.17-25.25 in Sheffield, Lorain Co.

AB-290 (Sub-No. 268X)

CSX 31-Oct-03 abandon 6.37 miles between BQ 25.9 (Mt. Vernon) and BQ 32.3 (Fredericktown), Knox Co.

AB-55 (Sub No. 638X)

CSX 31-Jan-03 abandon 2.56 miles of Chicago Line Subdivision between Painesville and Grand River, Lake County

AB-565 (Sub. No. 11X)

CSX 18-Jun-02 discontinue service over 0.9 miles from QFL 51.0 to QFL 51.9 in Lima, Allen Co.

AB-565 (Sub. No.9X)

CSX 14-May-02 abandon 2.59 miles from BE 69.5 to end of Vandalia Line track, Vandalia, Montgomery Co.

AB-55 (Sub. No. 609X)

CSX 24-Apr-02 abandon 0.9 miles between QIO 163.98 and QIO 163.08 in Sidney, Shelby Co.

AB-565 (Sub. No.6X)

CSX 25-Sep-01 abandon 1.17 between BJ 161.0 and 162.17 in Lorain, OH

AB-55 (Sub. No. 596X)

CSX 12-Nov-99 abandon 7.79 miles between MP 49.49 (Cambridge) and MP 41.7 (Gibson)

AB-55 (Sub. No. 576X)

NS 27-Oct-99 abandon 0.3 miles between LM 128.0 and LM 121.1 at Cincinnati, OH

AB-290 (Sub. No. 207X)

Total Miles Abandoned = 53.44 Source: Surface Transportation Board


4.0 Ohio Freight Rail Traffic 4.1 Rail Traffic Commodity Profile

The state of Ohio plays an important role in freight rail transportation. In 2007, Ohio ranked ninth nationally in total originated rail tons and fourth nationally in total terminated rail tons. In 2007, a total of 311,226,977 tons and 6,698,844 units4 of freight were transported by railroads in Ohio. The largest component of the tonnage and carloads consisted of traffic that passed through Ohio between markets outside the state. By virtue of Ohios location in the North American rail network, much of this overhead traffic consisted of movements between eastern locations and markets in the Midwest as shown in Exhibit 4-1.

Exhibit 4-1: Ohio Rail Traffic Type Estimated Volumes

Traffic Type Tons (millions)

Percent Carloads Percent

Interstate Inbound 40.1 12.9% 474,932 7.1%

Interstate Outbound 68.5 22.0% 667,079 10.0%

Intrastate 25.5 8.2% 698,573 10.4%

Overhead 177.1 56.9% 4,858,260 72.5%

Total 311.2 100.0% 6,698,844 100.0% Note: Overhead traffic is estimated

Source: Association of American Railroads Website

As shown in Exhibit 4-2, coal and iron and steel products are the principal rail transported products originating in Ohio, terminating either in the state or in markets in other states. The Ohio railroads originate 10.6 million tons of coal and 10.5 million tons of iron and steel products, each representing approximately 16 percent of the states originated rail tonnage.

Exhibit 4-2: Rail Tons (Millions) Originated in Ohio in 2007

Source: Association of American Railroads

The state ranked fifth in terminated rail tonnage with coal iron ore, grain, and crushed stone, gravel, and sand among the leading commodities. Coal (42 million tons), however, is the dominant product moving by rail and

4 Includes intermodal units

10.6

10.5

10.1

9.3

6

19.1

0

10

20

30

40

50

60

70 Other

Crushed stone, gravel, sand

Grain, other field crops

Iron ore

Iron and steel products

Coal


terminating in the state as shown in Exhibit 4-3. In addition to in-state consumption, coal not only terminates at Ohios power plants and industrial sites, but is also transferred to vessels through Ohios port network.

Exhibit 4-3: Rail Tons (Millions) Terminating in Ohio in 2007

Source: Source: Association of American Railroads

In terms of freight car or intermodal units, Ohio originates more units of intermodal traffic than any other commodity. The second most important commodity is autos and auto parts.

Exhibit 4-4 Rail Carloads/Intermodal Units (10,000) Originating in Ohio in 2007

Source: Source: Association of American Railroads, Global Insight

Shown in Exhibit 4-5, coal and intermodal lead the units terminated in the state. Collectively, they account for 54 percent of the terminating rail units. Iron and steel products, chemicals, scrap paper, or metal contribute s

Documents

Ohio Statewide Rail Plan - Final Report Complete