How can the GTR be rebuilt economically and safely?

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• From the April 2024 Rosedale Report

1)   Base the choice of materials and the rebuild plan on a sensible operating model in light of the relatively low initial traffic volumes, the 30-mile line length, working hours to accomplish one round-trip, and track speed for timeliness and safety.

2)    Re-use as much of the existing track material as is financially intelligent and safe.

3)    Tailor engineering expenses to a) address design challenges intelligently, b) meet the requirements of any public entities with jurisdiction, and c) make the best use of rail and bridge contractors’ expertise and in-house design capabilities.

As the operation's initial volume is 125-225 railcars a month, the number of cars in any train will average fifteen. These cars can be pulled by one locomotive. With a 30-mile line at 10-25MPH, the train crew can traverse Rosedale to Metcalfe and back, including switching customers in one workday. These parameters have been factored into this replacement and rebuild plan, and all costs are included in the budget mentioned above:

1)    Rail

a.    Existing 90lb. rail on the Southernmost 7.9 miles of track will remain in place.

b.    All 70lb. rail on the Northernmost 22.1 miles of track will be replaced. Otherwise, once the ties have been replaced and the rail has been re-straightened, new tension in this lightweight rail would render it susceptible to breaking under train moves.

c.    We have priced an additional 3.1 miles of rail, ties, and Other Track Materials (OTM) for a new interchange track at Metcalfe and replacement and additional track at the port, including new sidings for several port shippers.

d.    Replacement relay rail is highly unlikely to be available, as twenty-five miles of the same weight, type, and source. It will likely be necessary to mix weights as long as the rail weights are the same on parallel rails. All weight changes require “compromise bars” at each juncture. We budgeted five sets of compromise bars for this purpose.

e.    The new weights may range from 100lb. to 115lb. This will be determined by availability and can include cut sections of continuous welded rail that Class I rail companies have deemed unsuitable for their high-volume lines.

2)    Ties

a.    All existing ties will be replaced. Typical track rebuilds of this nature would leave a percentage of the old ties in place since Federal requirements at low train speed do not require every tie to be “good.” However, given the age of the existing ties, it is wise to replace them all now.

b.    The replacement ties are specified as ⅔ used or “relay” ties and ⅓ new. This sets up a future tie replacement program where a percentage of ties can be replaced annually, beginning three to five years after this rebuild.

3)    Other Track Material

a.    These are turnouts, joint bars, tie plates, bolts, anchors, and spikes

b.    All are specified as relay, except for all new spikes and the percentage of tie plates that will likely not be available in enough quantity as relay.

4)    Bridges

a.    Six relevant water crossings span the length of the GTR, and all require repair. According to the Port’s engineering firm, Eley/McPherson, four of the five bridges are to be repaired in place, and one is to be replaced with a culvert and fill. The sixth water crossing is already a culvert that needs to be replaced.

5)    Crossings

a.    Of the twenty-nine public crossings along the GTR, nineteen are asphalt, and ten are gravel. At least two of the ten gravel crossings appear to be candidates for closure. Specifics are itemized in Exhibit D.

6)    Engineering

a.    The GTR track does not need to be re-engineered for its replacement, given the planned 10-25MPH track speed and generally straight and level ROW. There are also minimal elevation changes at the water crossings that otherwise could have required additional engineering.

b.    Track design work is only needed for the new sidings at the Port itself.

7)    Columbus & Greenville Railway Rebuild

a.    The CAGY organization owns 1.8 miles of track and ROW that need rehabilitation to restart interchange service with the GTR. Four public asphalt crossings are along that span.

8)    Port of Rosedale Rebuild and Rail Improvements

Existing Port tracks to be rebuilt*
	5800’ switchback lead into the Port
	800’ sidetrack to Cives Steel
	350’ track to be extended below for new runaround
	1050’ existing runaround to be used for Simplot and car storage
	8000’ total existing Port track to be rebuilt
	* Not including existing Port warehouse sidetrack, to be                left in place for possible future upgrade
New Port track**
	1300’ additional length to new runaround
	1200’ sidetrack for Emerys
	450’ sidetrack for Helena Chemical
	2850’ lead to Farmers Grain & storage tracks
	1000’ 2nd storage track
	6800’ total new Port track for construction
	** Not including 1650’ at the south end of GTR for a new                  interchange with CAGY