SYNOPSIS of Short Line Study

for

Ginna Nuclear Power Plant/Ontario Midland Railroad

On the morning of October 15, 2008, a team of stakeholders including representatives from Constellation Energy (Ginna), Ontario Midland Railroad Corporation (OMID), Rochester Gas and Electric/Property Management (RG&E), New York State Department of Transportation/Passenger & Freight Safety Division (NY DOT), NE High-Level Radioactive Waste Transportation Project The Council of State Governments, U.S. Department of Energy (DOE), and the U.S. Department of Transportation/Federal Railroad Administration (FRA), met at the OMID office located in Sodus, NY, and had a pre-assessment meeting to discuss the objectives of our assessment. The morning meeting produced critical background information from representatives of Ginna and the OMID that was instrumental constructing a comprehensive assessment of a rail route from Ginna to the CSX railroad interchange located in Newark, NY. Ginna never had rail service to the plant. The nearest rail site suitable for a transloading operation would be approximately 3.8 miles from the ISFSI Pad at Ginna to a location just West of Ontario Center Road (Route 350). An alternative transloading site that may be strategically more conducive to our goals would be the Knickerbocker Road location. The Knickerbocker Road location is approximately 4.8 miles from the ISFSI Pad at Ginna adding an additional mile to a Heavy Haul route. The OMID had used the Knickerbocker site in the past for shipments by rail to Ginna. In 1997 Ginna used the Bear Creek Harbor Boat Launch Slip for a barge shipment with a replacement Steam Generator for the plant. The Bear Creek Harbor Boat Launch Slip is approximately 2.4 miles from the ISFSI Pad at Ginna. The OMID provided us with beneficial documents addressing railroad operations, and the physical infrastructure of the railroad.

After the completion of our morning meeting the Assessment Team and representatives from the OMID and Ginna went to the Knickerbocker site to begin our Field Assessment. The Knickerbocker site borders Knickerbocker Road on the East side of the road. The site offers an abundant stoned covered parking area adjacent to a runaround track on the main track. The site is located in a rural/industrial area. The next site we visited was the Ontario Center Road site. Ontario Center Road is located about one mile West of Knickerbocker Road. The transloading location would be approximately 500 feet East of Ontario Center Road. This location is also a rural/industrial area. This location has no siding or runaround and we would have to Transload directly on the cask car on the main track. This site does not offer an abundant staging area for the transloading operation and their will be High-voltage Power Lines to contend with. The Knickerbocker Road and Ontario Center Road locations are located on FRA class 1 track. This section of railroad has no regular customers. The OMID railroad is a “T” shape and consists of two lines and East/West and a North/South line. The North/South line is a former Pennsylvania Railroad line called the Sodus Bay Secondary, and the East/West line was a former New York Central Railroad line called the Ontario Secondary. The Spent Nuclear Fuel Shipment route would begin at the CSX interchange in Newark, NY, on the South end of the Sodus Bay Line. The routing would begin at CSX interchange approximately ¼ mile south of MP 18 on the Sodus Bay Line. The routing would run North on the Sodus Bay Line approximately 12 miles from the CSX interchange to the Wye that connects with the Ontario Line. The Sodus Bay Line is FRA class 2 track, with rail weight of 100 lbs, or greater. The route would traverse the West Leg of the Wye to connect with the Ontario Line. The Ontario Line routing would begin at MP 62.3 and head West to either the Knickerbocker or Ontario Center sites. The Ontario Line route would encompass approximately 17.5 miles to the Ontario Center Road site. The Ontario Line is FRA class 2 track from the Wye at MP 62.3 to MP 71.88, and from MP 71.88 West the line is FRA class 1, with a rail weight of less than 100 lbs.

The group next went to the Bear Creek Harbor Boat Launch Slip. This was the location of a barge shipment with a Steam Generator for Ginna. This site is not a commercial slip, it is a public launch. In 1997 a temporary structure had to be built to remove the generator from the barge and load it on a transport trailer to be Heavy Hauled to Ginna. After visiting and photographing the site we retraced the Heavy Haul route to Ginna. The Heavy Haul route is approximately 2.4 miles. While at the Ginna we observed construction of the ISFSI Pad. Ginna representatives explained the layout of the pad. They contractor planned to pour the pad over the weekend. The assessment team began the infrastructure assessment at the interchange in Newark, NY. The team spent the rest of the day looking at the railroad between the interchange to the Sodus Bay Line MP 18. This section of railroad has a series of sharp S-curves. The interchange S-curves has curves of 10, 11, 12, and 13 degree curves. A curve greater than 8 degrees limits the type of rolling stock able to negotiate over them. A standard triple axle truck could easily derail trying to negotiate these curves. FRA and State Track Inspectors string-lined the S-curves on the interchange track. On Thursday morning part of the team met at the railroads office to high-railed us along the entire route beginning at Newark and ending at Ontario Center Road. We identified and photographed the infrastructure along the entire route. Our identification and photographic catalogue included switch location and orientation, road crossings, private crossings, bridges, and other pertinent permanent fixtures along the route. The remainder of the team reviewed records and looked at specific areas along the railroad. After we completed the high-railing of the route the assessment team finished the day by revisited the potential transloading sites for further review. On Friday morning the team met to distribute information we gathered from the OMID.

Table of Contents

Synopsis Introduction and Background Ginna Nuclear Power Plant …………………………………………………. i Ontario Midland Railroad Corp. …………………………………………… ii Trip Agenda …………………………………………………………………. iii Significant Findings …………………………………………………………. iv Trip Report of Findings Modal Specific Rail (miles) Bridges ………………………………………………………... 1 Crossings ……………………………………………………… 2 Motive Power Equipment ……………………………………. 3 Rail ……………………………………………………………. 4 Route …………………………………………………………... 5 Personnel ……………………………………………………… 6 Safe Havens …………………………………………………… 7 Ties & Track Structure ...……………………………………. 8 Tunnels (No Tunnels) Overpasses (No Overpasses) Other Information ……………………………….................. 11 Heavy Haul to Transload Site ……………………………………… 12 Barge ………………………………………………………………… 13 Appendix Definitions Straight Line Map of Railroad Field Assessment Meeting List of Attendees Field Survey Itinerary Map of Route Photograph File Rail Assessment Railroad Route Infrastructure Location Railroad Route Infrastructure Photographic Identification Grade Crossing Identification Railroad Track Charts Railroad Operating Rules Railroad Timetable Other Information

Introduction and Background

Ginna Nuclear Power Plant

Introduction and Background

Ontario Midland Railroad Corporation

The Ontario Midland Railroad (OMID) was established in 1979. The OMID railroad is a configuration of two railroads the New York Central Railroads’ Ontario Secondary and the Pennsylvania Railroads’ Sodus Bay Secondary. The Ontario Secondary is a relatively straight railroad that runs from East to West along Lake Ontario. The line begins in Wilcott, NY at Milepost 50.41 and runs West and ends in Webster, NY at Milepost 84.9 a distance of 34.49 miles. The Sodus Bay Secondary is also a relatively straight railroad that runs from South to North. This line begins at Newark, NY at Milepost 17.10 and runs North to Milepost 29.60 a distance of 12.5 miles. The Rochester Power and Gas Company (RP&G) bought the on the property under the Ontario Secondary from the Penn Central Railroad to protect their assets along the line and Wayne County bought the trackage and infrastructure and leased the operating rights to the OMID. The New York Central and the Pennsylvania Railroads merged in 1968 and became the Penn Central Railroad. In 1976 the Penn Central and six other Northeast bankrupt railroads by an ACT of Congress formed the Consolidated Rail Corporation (Conrail). The Staggers Rail Act of 1980, by initiating deregulation of the railroads enabled railroads to sell off no profitable lines. Conrail wanted to sell their Sodus Bay Line due to its lack of revenue. Conrail’s Sodus Bay Line was only serving line that interchanged with the OMID, without that lifeline the railroad would have to close leaving the RP&G and other customers on the OMID without rail service. Wayne County purchased the Sodus Bay Secondary from Conrail to protect the industries along the rail route. In 1999 the CSX Transportation Corporation and Norfolk Southern bought and split up the Consolidated Rail Corporation. CSX became the delivering line to the OMID at Newark, NY at Milepost 341 on the CSX Mainline.

The OMID is operated with six employees. The railroad handles about 500 cars per year. The railroad has its office and shop located in Sodus, NY. The railroad has three Certified Locomotive Engineers. The six employees maintain three locomotives, as well the track.

Trip Agenda

October 16, 2008

Wednesday 9:30 AM

Introductory Meeting at Ontario Midland Railroad Corp. (OMID)

Main Office Building 48 Belden Avenue Sodus, NY 14551-1023 Attendees: Sandra Saracen (Vice President) – OMID Mike Warner (Superintendent) - OMID Kenneth J. Kemmet -Rochester Gas & Electric Gordon P. Verdin – Constellation Energy (Ginna) Rick Brazener - Constellation Energy (Ginna) Cort Richardson (Director) – NE High-Level Radioactive Waste Transportation Project, Council of State Governments - Eastern Regional Conference Lee Finewood – Department of Energy Robert Giblin (FRA Track Inspector) – NY DOT Ron Anderson (Track Specialist) – FRA Region 1 Mike Ziolkowski (Hazmat) – FRA Region 1 Mel Massaro (RAM/Hazmat) – FRA Regions 1, 2, and 3 10:30 AM

Visit Transload Sites at Knickerbocker Road and Ontario Center Road

Visit Bear Harbor Boat Launch Slip Visit Ginna ISFSI Pad

1:00 PM

Lunch 2:00 to 5:00 PM

Access transloading location Access East/West Line (former New York Central Railroad) Access East/West and North/South Interchange at Wallington,

NY. Access North/South Line (former Pennsylvania Railroad) Access 115’ Through Riveted Truss Bridge over Mud Creek Access OMID/CSX Interchange at Newark, NY.

Thursday 8:30 AM

High-Rail shipment route 12:00 PM

Lunch 1:00 to 5:00 PM

Visit areas of concern from High-Rail Trip Close-out meeting with OMID

Significant Findings

S-curves at Newark interchange

A series of S-curves between the CSX interchange and MP 18.0 on the Sodus Bay Line have sharp curves of 10, 11, 12, and 13 degrees. A curve greater than 8 degrees limits the type of rolling stock able to negotiate over them. A rigid frame triple axle truck could easily derail trying to negotiate these curves.

Facing North into S-curve from interchange 1st Curve of S-curve heading North

1st Curve of S-curve 2nd Curve of S-Curve

3rd Curve of S-curve 3rd Curve of S-curve

FRA class 1 track begins from Milepost 71.88 west on the Ontario Line about 5.3 miles to Ontario Center Road site.

Beginning of 5.3 Miles of Class 1 Track to Potential Transloading Site

80 lb. Dudley rail on the Ontario Line

The rail between milepost 76.39 (Knickerbocker Rd.), and milepost 62.2 (the west leg of the wye) on the East - West line is 80# Dudley and Lackawanna; the rail has a 5 1/2" base, and is 5 1/2" in height, and was milled using the open hearth process in the early 1900s. Because this rolling process was utilized, the rail has internal impurities, including slag, air pockets, and so on which makes the rail prone to breaks when heavy lateral forces are imposed; heavy cars like the ones proposed to transport the spent fuel rods would have an adverse effect on this size rail.

Ontario Center Road Transload Site

This location has no siding or runaround and we would have to Transload directly on the cask car on the main track. This site does not offer an abundant staging area for the transloading operation and their will be High-voltage Power Lines to contend with. Ontario Center Road is a windy road with utility lines that may be to low for the safe Heavy Haul of a cask to the site.

Trip Report of Findings “Rail”

Bridges

The first is located on the Sodus Bay Line Milepost 18.20.

Mud Creek Bridge MP 18.20 Facing North Walkway only on the West side of bridge Through Riveted Truss Bridge – 144’-7” Facing South Bridge Clearance South End 14’-6” wide, 90” to Center Line on East Side and 84” to Center Line on West Sided Center of Bridge 15’-3” North End 14’-5” Height 20’-9”

The second bridge is located on the Sodus Bay Line Milepost 28.20

Steel Through Girder Bridge MP 28.20, 11’-7” Wide x 8” (from top of ties) High x 24’-5” Long

The third is located on the Sodus Bay Line Milepost 28.68.

The fourth is located on the Sodus Bay Line Milepost 28.75

The fifth is located on the Ontario Line Milepost 72.9

Crossings

Sodus Bay Line

South to North MP 18.06 Welcher Road Crossing (Active w/Gates)

MP 19.09 Mud Mills Road Crossing (Active w/Gates)

MP 20.86 Pulver Road Crossing (Passive Crossbucks)

MP 21.20 Hiedenrich Road Crossing (Passive Crossbucks)

MP 21.43 Fairville Station Road Crossing (Active w/Gates)

MP 21.80 Private Crossing (farmers crossing, Brinkman’s)

MP 22.10 Private Crossing (farmers crossing, Farrow)

MP 22.20 Private Crossing (farmers crossing, Farrow)

MP 22.53 Henkle Road Crossing (Passive Crossbucks)

MP 23.95 Arcadia-Zurich-Norris Road Crossing (Active w/Gates)

MP 23.80 Private Crossing (farmers crossing)

MP 24.50 Lembke Road Crossing (Passive Crossbucks)

MP 24.66 Zurich Road Crossing (Passive Crossbucks)

MP 25.10 Private Crossing (farmers crossing, Neilson)

MP 26.56 Powell Road Crossing (Passive Crossbucks)

MP 26.95 Quarry Road Crossing (Passive Crossbucks)

MP 27.44 Private Crossing (farmers crossing, Schneider)

MP 27.90 Private Crossing (farmers crossing, Lloyds)

MP 28.10 Private Crossing (farmers crossing, Knapp)

MP 28.36 School Street Road Crossing (Passive Crossbucks)

MP 28.48 Private Crossing (farmers crossing, Sapp)

MP 28.55 Sodus Road Crossing (Passive Crossbucks)

MP 29.10 Private Crossing (farmers crossing, Bartleson)

Ontario Line

East to West MP 62.76 Barclay Road Crossing (Active w/Gates)

MP 63.20 Burlee Road Crossing (Passive Crossbucks)

MP 63.76 Ridge Road Crossing (Active w/Gates)

MP 64.76 State Street Road Crossing (Passive Crossbucks)

MP 64.90 Schaeffer Street Crossing (Passive Crossbucks)

MP 65.02 Maple Avenue Road Crossing (Active, Lights Only)

MP 65.26 Belden Avenue Road Crossing (Active, Lights Only)

MP 65.50 Rotterdam Road Crossing (Passive Crossbucks)

MP 65.90 Route 104 Road Crossing (Active w/Gates)

MP 65.94 Alemkinder Road Crossing East (Passive Crossbucks)

MP 66.05 Alemkinder Road Crossing West (Passive Crossbucks)

MP 66.63 Pratt Road Crossing (Passive Crossbucks)

MP 67.04 Private Crossing (snow mobile crossing)

MP 67.53 Centenary Road Crossing (Passive Crossbucks)

MP 68.38 Redman Road Crossing (Passive Crossbucks)

MP 69.30 Townline Road Crossing (Active, Lights Only)

MP 69.60 Private Crossing (Baldwin Richardson Plants)

MP 70.30 Private Crossing (snow mobile trail)

MP 70.61 Pound Road Crossing (Active w/Gates)

MP 70.83 Private Crossing (Motts Plant)

MP 71.36 Lake Road Crossing (Active, Lights Only)

MP 71.60 Private Crossing (KM Davies Plant)

MP 71.68 Private Crossing

MP 72.10 Tuckahoe Road Crossing (Passive Crossbucks)

MP 72.93 Salmon Creek Road Crossing (Passive Crossbucks)

MP 73.74 Private Crossing

MP 73.84 Private Crossing

MP 74.66 Fisher Road Crossing (Passive Crossbucks)

MP 74.95 Private Crossing (De-ja vue Restaurant)

MP 76.02 Furnace Road Crossing (Active, Lights Only)

MP 76.39 Knickerbocker Road Crossing (Active, Lights Only)

MP 77.20 Private Crossing (Victor Preserving Corp)

MP 77.40 Ontario Center Road Crossing, Route 350 (Active, Lights Only)

Motive Power Equipment

The OMID has three locomotives;

Alco RS11 – equipped with a 26 brake system

Alco RS36 – equipped with a 26 brake system and dynamic brakes

Alco S4 – equipped with 26NSL brake system

Rail

The Sodus Bay Line is FRA class 2 about 12.5 miles long with primarily 130 lb PS rail milled from 1919 to 1928. The Ontario Line is FRA class 2 from MP 62.5 to MP 71.88, and FRA class 1 track from MP 71.88 to MP 77.75. The rail is 80 lb. Dudley milled 1920. The rail between milepost 76.39 (Knickerbocker Rd.), and milepost 62.2 (the west leg of the wye) on the East - West line is 80# Dudley and Lackawanna; the rail has a 5 1/2" base, and is 5 1/2" in height, and was milled using the open hearth process in the early 1900s. Because this rolling process was utilized, the rail has internal impurities, including slag, air pockets, and so on which makes the rail prone to breaks when heavy lateral forces are imposed; heavy cars like the ones proposed to transport the spent fuel rods would have an adverse effect on this size rail. At the interchange point of the railroad's East – West, and North - South Lines (the west leg of the wye), the rail sizes include 115# RE Algoma and 119# RE Bethlehem Steel Steelton rail- the rails have a 5 1/2" base, and are 6 1/2" in height. These rails were milled in 1977 and 1975 respectively utilizing the controlled cooling process; when rolling rail using this process there is less likelihood of internal impurities showing up within the rail. From the south end of the wye (milepost 29.5 in Wallington Junction) to Newark (milepost 18.1) on the North - South line, the rail is 130# PS, and includes Lackawanna, Bethlehem Steel Steelton, and Carnegie rails. The stamps I found on the sides of the rails indicated that they were milled in the early 1900s, including 1919, 1922, 1923, 1924, and 1928. These rails were rolled utilizing the open hearth process (the controlled cooling process wasn't an industry standard until around 1936). This rail has a 5 1/2" base, and has a height of 6 1/2". The interchange track with CSX is primarily 130# PS, with a few pieces of 127# Dudley and 105# Dudley in track

Route Ontario Line

The rail route would begin at either MP 77.75 (Ontario Center Road Site), or MP 76.03 (Knickerbocker Road Site) on the East West Ontario Line and head East to the Wye (MP 62.18) at Wallington, NY. The Ontario Line portion of the OMID route would pass; Ontario Center Road Site Knickerbocker Road Site

Crossings, Crossings,

Public Public

Active 11 Active 10 Passive 12 Passive 12

Private 10 Private 10

Switches 16 Switches 16 Total Miles – 15.57 Total Miles – 13.85 Sodus Bay Line

From the Wye at Wallington (MP 29.60) the route would head South on the Sodus Bay Line to the CSX Interchange in Newark, NY, (MP 17.80). The Sodus Bay Line portion of the OMID route would pass; Crossings,

Public

Active 4 Passive 9

Private 10 Switches 9 Total Miles – 11.8

The complete route on the OMID from the;

Ontario Center Road Site Knickerbocker Road Site

Crossings, Crossings,

Public Public

Active 15 Active 14 Passive 21 Passive 21

Private 20 Private 20 Switches 25 Switches 25 Total Miles – 27.37 Total Miles – 25.65

OMID Personnel Ontario Midland Railroad Corporation 48 Belden Avenue Sodus, NY 14551 Phone: (315) 483-2152 Fax: (315) 483-6814 Sandi Saracen, Vice President/General Manager PJSOMID@AOL.COM Number of Employees - 5 Number of Certified Locomotive Engineers - 3 Hazardous Materials Trained but no Radioactive Function Specific training

Safe Haven The best location for Safe Haven would be the Engine House at OMID’s Office at Sodus, NY, MP 65.20

Tie & Track Structure Condition The Ontario Line is a weak FRA class two from the Wye MP 62.19 to MP 71.88. From MP 71.88 to the Ontario Center Road is FRA class 1. The OMID has applied for a Grant to rehab the Ontario Line from MP 62.19 to MP 71.88. The Sodus Bay Line is FRA class 2 from MP 18.0 to the Wye MP 29.52. The Through Riveted Truss Bridge over Mud Creek at MP 18.20 has recently had new ties applied. The line is currently ongoing a rehab that includes 15, 400 ties and resurfacing. The Through Girder Bridge over Salmon Creek at MP 28.20 will have new ties applied during this project. This rehab should bring the line to FRA class 3 condition.

Other information

Trip Report of Findings “Heavy Haul”

The shipment would require a Heavy Haul from Ginna to one of two perspective sites; Ontario Center Road (Route 350) Site 3.8 miles from Ginna

Ontario Center Road Site MP 77.75 site has High Tension Lines, limited work area, and Ontario Center Road has a lot of curves and low utility line crossing it.

Heavy Haul route from Ginna to Ontario Center Road Site; is .8 miles East on Lake Road, then South on Ontario Center Road 3 miles to site.

Knickerbocker Road Site 4.8 miles from Ginna Knickerbocker Road Site MP 76.03 has an abundant work area and a siding on the South side of the main track to work from. The location has been used before for shipments to Ginna and Knickerbocker Road is straight. Heavy Haul route from Ginna to the Knickerbocker Road Site; is 1.8 miles East on Lake Road, South on Knickerbocker Road 3 miles to site.

Trip Report of Findings “Barge”

Ginna has used Bear Creek Boat Launch in 1997 to receive a Steam Generator; a scaffolding system had to be built to unload the Generator.