BNSF LPKC Concept to Construction

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1 BNSF LPKC Concept to Construction Principal Author: Name: Shannon McCauley Job Title: Project Manager Organization: HDR Address 1: 4435 Main Street Address 2: Suite 1000 City and State or Province, Country: Kansas City, MO, USA Zip or Postal Code: Co-Author 1 Name: F.E. "Skip" Kalb, Jr. Job Title: Director Strategic Development Organization: BNSF Address 1: 2650 Lou Menk Drive Address 2: City and State or Province, Country: Ft. Worth, TX, USA Zip or Postal Code: Phone: Fax: f.kalb@bnsf.com Co-Author 2 Name: R. Scott Goehri Job Title: Senior Vice President, Global Market Sector Director - Freight Railroad Program Organization: HDR Address 1: West 106th Street Address 2: Suite 140 City and State or Province, Country: Olathe, KS, USA Zip or Postal Code: Phone: Fax: scott.goehri@hdrinc.com Manuscript Number of Words = 3,301 AREMA

2 2013 AREMA ABSTRACT BNSF s Logistics Park Kansas City in Edgerton, KS is the latest state-of-the-art facility to be located on the railroad s southern transcontinental main line between Los Angeles and Chicago. This facility represents one of BNSF s largest and more recent capital investments of approximately $250,000,000 and is part of a strategic initiative for its continued growth in the intermodal industry. This paper addresses the road from concept to construction. Several key aspects of the project will be discussed including: 1) BNSF s Strategic Planning process identifying a future need 2) Working with local communities for agreements 3) The role that public investments in public benefits such as the Incentive Grant from the State of Kansas played in the project 4) Working through the engineering process of the project and 5) Initiating construction. Each of these key aspects of the project is an important consideration in the overall business case that must be made for BNSF to make such an investment of their resources in such a project. This paper offers an overview of the process and will bring value to the audience by giving them an understanding into the role of various departments within BNSF and how they interact with the engineering and permitting professionals and the construction industry who worked with BNSF to bring this project into reality. PURPOSE AND NEED In 2004, the notion of a Logistics Park Kansas City (LPKC) was first developed as a result of the growing demand of container and trailer freight transportation; the AAR (Association of American Railroads) projected that freight shipments would nearly double from 19.3 billion tons today to 37.2 billion tons in 2035 (AAR, 2007). The capacity of the freight network was anticipated to not keep pace with the growing freight demand, which could result in delays in the movement of goods and unreliable delivery times (Federal Railroad Administration [FRA], 2006) if not addressed. Intermodal rail shipping accounted for about 18 percent of the value of shipments made by rail in the U.S. (Bureau of Transportation Statistics [BTS], 2006). The volume of containerized freight shipped by rail was expected to steadily increase creating a need for increased capacity at rail intermodal facilities. In 2006, BNSF shipped approximately 5,346,000 intermodal units (containers and trailers). This was about 44 percent of the total intermodal shipping within the United States (AAR, 2007). In 2007, intermodal freight accounted for approximately 48 percent of the total volume shipped by BNSF. Further, approximately 78 percent of BNSF s intermodal units were transported on the southern transcontinental mainline which is used to transport freight from Los Angeles to Chicago. The compounded annual growth rate of its transportation of containerized freight was approximately 10 percent from 2003 to This rate of increase however leveled out in 2009 primarily due to a softening in demand for consumer products due to the economic recession. Taking into account the slowly improving economy and constraints facing the trucking industry, it was expected that BNSF would continue to see growth in intermodal traffic in the future as a result of the forthcoming economic recovery. 442 AREMA 2013

3 Kansas City is a major transportation hub due to its location at the junction of transcontinental railroads and interstate highways. In addition, it is a warehousing, manufacturing, and distribution center for the Midwest. Four Class I railroads serve the Kansas City region. Four interstate highways (I-29, I-35, I-49, and I-70) intersect in Kansas City, and the Kansas City metropolitan area has a population approaching 2 million. Kansas City is a nationally significant rail and distribution hub, ranking first in total rail tonnage and second in total rail loads. To provide the Kansas City region and much of the Midwest with intermodal service, BNSF currently conducts intermodal operations at the Argentine Intermodal Facility (IMF) located in Argentine Yard, which is located in Wyandotte County, Kansas. The Argentine Yard serves as a fueling and inspection stop for eastbound and west bound trains on BNSF s southern transcontinental mainline and as a crew change location for the mainline traffic. BNSF s freight shipment along this mainline is highly dependent on switching, fueling, maintenance, crew change, and other functions provided by Argentine Yard. Argentine Yard is the busiest classification yard in BNSF s system, processing approximately 1,600 cars per day in The Argentine IMF is currently operating on approximately 45 acres of land bounded by Kansas Avenue and the existing Argentine Yard. It was established in the early 1970s and was designed for 285,000 container movements, or lifts, per year. In 2007, there were approximately 370,000 lifts, exceeding the facility s sustainable capacity. Increasing demand on the facility and space limitations has resulted in operating deficiencies at the Argentine IMF. These deficiencies also adversely affect rail operations of BNSF s southern transcontinental mainline. Combining the current efficiency issues and the anticipated growth of container and trailer freight movement, another solution needed to be found. The on-site trailer/container storage space within Argentine IMF is limited and the unloading, or strip tracks, within Argentine IMF are not long enough to handle an entire train resulting in the through tracks in Argentine Yard being used to split trains into blocks for intermodal operations. Space constraints within Argentine Yard prohibit expansion of the strip tracks within the IMF. The train-splitting operation can require up to two hours per train, thereby decreasing train throughput in the yard and increasing train handling and staging requirements for Argentine IMF. Delays at Argentine IMF force some intermodal trains to queue on sidings as far away as Clovis, New Mexico. This adversely affects the efficiency of rail and intermodal operations on the entire southern transcontinental mainline. According to the 2013 Commercial Real Estate Forecast Report for the Kansas City- Lawrence Markets by Colliers International s Kansas City office, the industrial market showed signs of renewed activity in 2012, and is expected to continue the positive momentum during the upcoming year. Last year, the industrial market saw vacancy rates decrease to their lowest level since the fourth quarter of The industrial market recorded positive absorption throughout all four quarters in In addition to vacancy rates being low, employment projections by the Mid-America Regional Council are expected to have positive industrial job growth in the coming years. Job growth related to construction, manufacturing, and transportation sectors are expected to increase by 2,100 jobs in 2013, with an additional 3,039 sector related jobs to be AREMA

4 created in Based on this growing demand for industrial sector services, vacancy rates are expected to continue to trend down, as more space is needed to produce and distribute industrial goods. The overall vacancy rate of the metro s industrial market ended at 6.5% in 2012 and much less for larger, more modern space. NorthPoint Development, the developer of the 600-acre Logistics Park Kansas City adjacent to the BNSF Railway Co. intermodal facility, jumped into the intermodal spec market in early May, when it broke ground on a 500,000-square-foot speculative distribution center there, which is scheduled for completion by the end of the year. Also, Kessinger Hunter, Inc., is building an 821,256 square-foot warehouse approximately 7 miles north of LPKC. Their building is a few weeks away from completion. The first development at Logistics Park Kansas City is currently under construction on a site owned by the DeLong Company. According to Mr. DeLong, The Delong Company is pleased to partner with local farmers in bringing their agricultural products to global markets. In addition, the site and our proposed operations will be extremely efficient. The site location allows us to utilize a heavy weight corridor to deliver loaded containers to the BNSF intermodal facility. Our new facility will be state of the art, and will be our most cost efficient operation. We will be able to load a container in less that 10 minutes and our facility will have a cross-dock for the convenience of our future import partners who will help us with additional export capacity. STATE OF KANSAS In addition to providing the incentives described below, the State of Kansas has been involved in other public improvements in the region that will serve to accommodate future growth and to integrate LPKC into an expanded transportation system. To ease traffic congestion and provide the most efficient way to enter and exit LPKC, a Double Diverging Diamond Interchange at Homestead Lane will allow for quicker turns, improved traffic flow and convenient access to and from I-35, which is less than one mile from the gates of LPKC. Expansion of this key corridor to four lanes from I-35 to 191 st Street improves access to LPKC. This will be accomplished by KDOT, which is also overseeing the improvement of Homestead Lane as a four-lane road from the new interchange at I-35 to 191 st Street feeding into the main truck entrance for the facility. JOHNSON COUNTY Partnership with Johnson County included an agreement to improve 191st Street to accommodate the Intermodal Facility proposed by BNSF and the Logistics Park. The proposed improvements, with an estimated cost of $14 million, were part of a Road Improvement Agreement unanimously approved in 2009 by the Johnson County Board of Commissioners. The project will improve 191 st Street from Four Corners to 188th Waverly Road. BNSF also entered into separate agreements with the City of Edgerton to designate and fund making a portion of 191 st Street as a heavy-haul corridor. More than 1.5 miles are designated as heavy-haul along 191 st Street between Waverly and Four Corners Roads. This heavy-haul corridor allows access from the logistic park to the truck 444 AREMA 2013

5 entrance for heavyweight containers (up to 88,000 pounds gross weight) without penalty for being over the normal maximum gross vehicle weight. The county also requested assurances from the city of Edgerton to enact adequate codes and regulations for control of diesel emissions, stormwater runoff, and other development conditions in connection with the industrial project. In a separate action approved by its Board, the county also authorized an inter-local agreement for planning services on an interim basis to the city of Edgerton for the intermodal/warehouse complex. The services, including zoning code enforcement, are provided to city staff by the county s Department of Planning, Development, and Codes. BNSF worked closely with Johnson County s Parks and Recreation District through the permitting process and the USDOT for a Section 4(f) determination for project issues and the relocation of its southern mainline (that bisected park property) to a new location outside the park parallel to its northern mainline near 56 Highway. BNSF reached an agreement with the Park Board to donate and remediate the property beneath its southern mainline to Mildale Park. As a result of the land donation and other mitigation measures to address noise and aesthetic concerns provided to the Park, the Park Board recommended to the FRA that they adopt a Section 4(f) de minimis finding. CITY OF EDGERTON LPKC is within the corporate limits of the City of Edgerton and agreements were developed to integrate this facility into the City. These agreements were the outline and basis for the development of the public infrastructure used to serve this facility. The agreements that were developed include a Project Agreement, Public Infrastructure Financing Plan, Annexation Agreement and other agreements. The Project Agreement has a term of 20 years and recognizes BNSF as the exclusive developer of LPKC Intermodal Facility. The City has the primary responsibility for the management of the design, construction, and completion of the infrastructure improvements. The City is to provide wastewater services to LPKC with sufficient capacity at market rates through a new wastewater treatment facility being constructed south of the new Homestead Lane and I-35 interchange. The City has agreed to allow BNSF to select its electric and gas service providers, to require utility companies with existing facilities located in the right-of-way to be relocated at the utility companies sole expense (with the exception of the KCPL high voltage transmission line), and to vacate existing roads within the site. The purpose of the Financing Plan is to identify the public infrastructure improvements necessary to serve LPKC and to identify and commit the sources of funds and financing tools available. In 2010, over $42 million dollars in projects were identified which included streets, water tower, storm and sanitary sewer and two quiet zones. The improvements were established in 6 stages of priority, triggered by square footage completion of warehouse and office construction. Stage 1 wastewater improvements and quiet zones AREMA

6 Stage 2 Waverly and other road improvements Stage 3 Grade separations, wastewater improvements and water tower Stage 4 Waverly Road Bridge Stage 5 183rd Street Extension Stage 6 191st Street Connection/Underpass Funding sources for these improvements were identified as follows: a. LPKC Intermodal Facility payment in lieu of excise tax b. City s portion of LPKC Intermodal Facility utility sales tax c. City portion of LPKC Intermodal utility franchise fees d. LPKC Logistics Park origination fees e. LPKC Logistics Park excise tax f. LPKC Logistics Park utility sales tax g. LPKC Logistics Park utility franchise fees All sources of funding are to be deposited to a public infrastructure fund to be used to retire debt. The City has also agreed to grant real property tax abatements up to 75% for 10 years for each building in the LPKC Logistics Park, with a third of that amount available for use under the Finance Plan. The City may issue general obligation bonds, borrow funds from the Kansas Intermodal Transportation Revolving Fund, (which was created by legislation of the State of Kansas), annually appropriate funds, or use any other appropriate funding mechanism available to the City. The City s obligation to pay the costs of any of the Public Infrastructure Improvements is limited to the extent funds are available in the public infrastructure fund. On September 10, 2010, the Edgerton City Council unanimously voted to annex the LPKC site. The Annexation Agreement outlines a plan to annex the LPKC site to provide certain municipal services to the site and an agreement to rezone the site to the City s Planned Unit Development. FEDERAL INVESTMENT Securing State, regional and local support for the project was one of the keys to the success of this project. KDOT applied for federal funds through the TIGER program which ultimately was not granted. The public partnership proves that implementing a project of this magnitude can be accomplished which will yield tremendous benefits to all stakeholders. In the TIGER application, BNSF and KDOT agreed that if the grant was successful, BNSF would have reprogrammed the project to allow construction of the new LPKC to begin that same year. BNSF and KDOT had estimated with their application that if 446 AREMA 2013

7 successful 90 percent of the TIGER grant would have been spent in 2010 and BNSF would have provided the balance of the funding required completing the facility construction in February Although the application presented a benefit/cost ration of more than 5 to 1 in the Cost- Benefit Analysis in Support of TIGER Application, Economic Impact Reports prepared by CH2MHill, and expressed support from the City of Edgerton, Johnson County, the Mildale Park District, the state of Kansas, and several national, regional, and local business groups and associations, the Project was not approved for funding. In 2009 KDOT made application for a $50 million TIGER stimulus grant as partial funding to return the Project to a definitive construction schedule. The rail industry had experienced a sharp drop in traffic volumes (approximately 20%) due to the global economic recession. The resulting sharp decline in intermodal traffic forced BNSF to suspend construction schedules for several of its expansion projects, including LPKC. In early 2009, BNSF notified its stakeholders that LPKC would be deferred indefinitely until markets recovered sufficiently to justify the start of construction for the facility. STATE INVESTMENT In the 2009 Kansas Statewide Freight Study Report, LPKC was noted as a top priority and the report stated that projects such as LPKC leverage corridors that are part of a system of national significance, and that the region s importance within national and global supply chains will be strengthened by its development. (Kansas Statewide Freight Plan Final Report, Page 6-1 to 6-2). Understanding its importance to the State, the Kansas Legislature passed the Kansas Intermodal Transportation Revolving Fund (KITRF) by significant margins in support of LPKC. Some of the advantages of the innovative KITRF legislation include: Creation of a flexible, useful financial tool for public infrastructure funding alternatives State credit enhancement, which reduces the pressure/risk associated with bond repayments Governmental units are relieved of their obligation to fund outright any public infrastructure improvements Despite not being selected for a TIGER grant, the state of Kansas continued its firm recognition of the value of this project and began working collaboratively with BNSF on a strategy to move the project forward without TIGER assistance. The KDOT-BNSF partnership resulted in the development of a $35 million incentive grant from the Rail Assistance Program. Kansas created legislative language that allowed revenue collected on taxes imposed on the sale or furnishing of gas, water, electricity and heat for use or consumption within the LPKC to be credited to the state highway fund and such revenue may be transferred by the secretary of transportation to the rail service improvement fund. The grant will be repaid from the state s portion of utilities sales and franchise taxes that are generated on the intermodal facility and the separate logistics park development. Conditions of this grant were that BNSF had to AREMA

8 issue a notice to proceed for the project before December 31, The notification met the deadline and the project was once again on a path moving forward. ENGINEERING LPKC is built on decades of experience in building modern logistics facilities that are environmentally friendly. Before construction began on LPKC, BNSF participated in an extensive environmental review process that was required by the United States Army Corps of Engineers. One of the environmentally friendly features of the project is that it will utilize all-electric wide-span cranes which will minimize onsite emissions and reduce noise by not utilizing standard diesel cranes for loading and unloading containers, reducing the number of hostlers by stacking and moving containers, and decreasing diesel locomotive use by reducing switching as a result of the cranes spanning multiple, longer loading tracks capable of handling an entire train length. The facility will utilize automated gate systems which will reduce idling, braking and utilize shutdown rules for the power units providing optimal efficiency and enhanced security. The time on-site for over-the-road trucks will be dramatically reduced in comparison to the existing Argentine Intermodal Facility. Perhaps the most significant environmentally friendly feature of the project is the creation of a large (50+ acres) conservation corridor constructed as wetland and stream mitigation for the project as well as a way to treat stormwater runoff thereby improving the quality of the water discharge from the site to a level that is better than the original properties prior to acquisition. On-site mitigation measures within the Conservation Corridor include stream relocation, wetland restoration and creation, and riparian buffer creation and enhancement. Mitigation goals in the Conservation Corridor are to preserve, enhance, create, and restore the functions and values of existing resources, mitigate in a manner that is ecologically sustainable and is long term in scope, and mitigate in a manner that considers watershed functions and values. Specific mitigation measures to obtain these goals included the realignment of approximately 9,100 linear feet of a tributary to Little Bull Creek to a stable 8,222-linear-foot channel. The restored stream would be a shorter, meandering, C4-type stream (C4 Stream is defined by the Rosgen Classification of Natural Rivers as a single-thread channel which is slightly entrenched (ratio>2.2), which has a moderate to high width/depth (>12), a moderate to high sinuosity (>1.2), and channel material consisting of gravel.) and would reflect the dimension, pattern, and profile indicated by a natural reference reach/condition. Also contributing to the flow within the tributary, was a local wastewater treatment plant. That plant was closed during the design process of the Logistics Park which contributed to improving the quality of the water in the tributary. Therefore, combining all of these design features results in achieving an anticipated improvement in the water quality within the tributary to Little Bull Creek. 448 AREMA 2013

9 SUMMARY The ultimate commencement of construction for the LPKC Intermodal facility has provided many opportunities for agencies to work together in creating engineering solutions, political solutions and financial solutions. The Socioeconomic Conditions Technical Report, Proposed Gardner Intermodal Facility, September, 2008, economic analysis identified: Over a 20-year Period $1.7 Billion to State of Kansas Total Fiscal ($87.5 million annual average) $1.4 Billion to Johnson County Total Fiscal $6.6 Billion Wage Impacts in Johnson County $7.7 Billion Wage Impacts in State of Kansas $69.2 Million to local city 13,230 New Jobs in the State of Kansas 12, 180 New Jobs in Johnson County $30.2 Billion Sales Impacts in State of Kansas This project has involved individuals at all levels of management and participation from state and local entities working together to create legislative language to assist in financing and establishing an exciting opportunity for the KDOT and the City of Edgerton to build and maintain infrastructure that brings value to the immediate vicinity, the region, the state and nationally. AREMA

10 BNSF Logistics Park Kansas City (LPKC) Concept to Construction F.E. SKIP KALB, JR. BNSF SHANNON McCAULEY HDR R. SCOTT GOEHRI HDR 450 AREMA 2013

11 Presentation Order PURPOSE AND NEED SCOTT GOEHRI FACILITY ENGINEERING SHANNON MCCAULEY Purpose and Need AGENCY PARTNERSHIPS SKIP KALB The River of Trade A Perfect Match And Recovery is Progressing Existing Argentine Intermodal Facility 2006 View 371,529 LIFTS 17% YEAR OVER YEAR INCREASE FASTEST GROWING INTERMODAL FACILITY EXCEEDED ONLY BY LOGISTICS PARK-CHICAGO 727,322 LIFTS; UP 60 % BNSF HANDLED 5.4 MILLION INTERMODAL UNITS WHICH IS IN EXCESS OF 10 MILLION OVERALL LIFTS ARGENTINE INTERMODAL FACILITY SITS ON 45 ACRES AREMA

12 LPKC Facility Location ARGENTINE INTERMODAL FACILITY LOGISTICS PARK KANSAS CITY INTERMODAL FACILITY &BUSINESS PARK Facility Engineering LPKC Intermodal Facility General Layout Site Details Logistics Park Kansas City LPKC Advanced Infrastructure A massive facility. 443 ACRES 500,000+ ANNUAL UNIT CAPACITY* 48,000 FEET OF TRACK (SIX 8,000-FOOT STRIP TRACKS) 1,810 PAVED PARKING SPACES 4,300 CONTAINER STACKING SPOTS FIVE WIDE-SPAN ALL-ELECTRIC CRANES *1.5 MILLION UNIT CAPACITY AT FULL BUILD-OUT 452 AREMA 2013

13 Logistics Park Kansas City LPKC Advanced Infrastructure GLOBAL POSITIONING SYSTEMS AUTOMATED GATE TECHNOLOGY DIGITAL CAMERAS RECORD AND RETAIN IMAGES OF EACH TRUCK PASSING IN AND OUT OF THE FACILITY WIDE-SPAN CRANES CUSTOMIZED OPERATING SYSTEM MAXIMIZE EFFICIENCY ZERO ON-SITE EMISSION ELECTRONIC OPERATIONS GATE KIOSK UTILIZATION BIOMETRIC FINGERPRINT TECHNOLOGY ENSURES SECURITY VERIFICATION RECEIPT East Lead Entrance from Mainline Entrance into Conservation Corridor Conservation Corridor Electric Wide Span Crane and Future Stacking Crane Wide Span Crane Erection AREMA

14 Wide Span Crane Erection Wide Span Crane Erection Agency Partnerships Public Involvement U.S. ARMY CORPS OF ENGINEERS-404 PERMIT EPA-COOPERATING AGENCY CITY OF EDGERTON INFRASTRUCTURE FINANCE PLAN WASTE WATER TREATMENT PLANT JOHNSON COUNTY PARKS & RECREATION DEPARTMENT MILDALE PARK AGREEMENT JOHNSON COUNTY 191 st STREET IMPROVEMENTS STATE OF KANSAS $35MM INCENTIVE GRANT NEW INTERSTATE 35 INTERCHANGE NEW I-35 CONNECTOR (HOMESTEAD LANE) 454 AREMA 2013

15 Edgerton Finance Agreement THREE PARTY AGREEMENT BNSF CITY OF EDGERTON NORTHPOINT DEVELOPMENT CREATES INFRASTRUCTURE FUND STAGED IMPROVEMENTS CONSTRUCTED WHEN SUFFICIENT SQUARE FOOTAGE BUILT IN THE LOGISTICS PARK TO PROVIDE ADEQUATE REVENUE SOURCES FOR DEBT RETIREMENT Edgerton Finance Agreement COMMITS MAJORITY OF DEVELOPMENT REVENUE TO PROJECT VIA CITY OF EDGERTON PUBLIC INFRASTRUCTURE FUND (PIF) INCREMENTAL CITY-SHARE PROPERTY TAXES GENERATED BY BNSF & ALL TENANTS CITY S PORTION OF UTILITY SALES/FRANCHISE TAXES/FEES BNSF IN-LIEU OF EXCISE TAX CONTRIBUTION EXCISE TAX FROM ALL TENANTS ORIGINATION FEE PAYMENTS WITHIN LPKC ORIGINATION FEE PAYMENTS ADJACENT AND WITHIN ONE MILE Looking South Mildale Park Agreement MILDALE BARN IMPROVEMENTS 600 AC. PARK 5' EARTHEN BERM 5' VISUAL BARRIER LANDSCAPING NEW PARKING LOT RELOCATED UTILITY LINES CONSTRUCTION WINDOWS RELOCATED MAINLINE APPROXIMATELY 1 MILE OF RIGHT-OF-WAY COMPRISING 19 AC. REMEDIATED TO RESIDENTIAL STANDARDS DONATED TO JOHNSON COUNTY PARKS The Legislation TAX BILL ADDS $35MM TO HIGHWAY FUND ALLOW KDOT TO TRANSFER FUNDS FROM HIGHWAY FUND CREATED INTERMODAL FACILITY DISTRICT INTERCEPTS STATE PORTION OF UTILITY TAXES TO HIGHWAY FUND TRANSPORTATION BILL ALLOWS KDOT TO APPLY RAIL FUNDS TO INTERMODAL FACILITY DISTRICT FINAL PASSAGE LATE TUESDAY AFTERNOON, MAY 11 $35MM REPAID BY STATE PORTION OF UTILITY SALES TAXES GRANT FUNDS AVAILABLE 3Q 10 NOTICE TO PROCEED BY 12/31/10 Benefits of State Approach PROVIDES $35MM TO INCENT PROJECT OBVIATES NEED FOR SCARCE FEDERAL FUNDING COMPETITIVE-AWARD PROBABILITY/AMOUNT UNCERTAIN PERMITTING ISSUES PROVIDES FLEXIBLE/PHASED CONSTRUCTION SCHEDULE COMPLEMENTS KDOT s T-WORKS STRATEGY POSITIONS STATE/REGION FOR FUTURE MARKET GROWTH FURTHER STRENGTHENS PARTNERSHIP OF BNSF/KANSAS PROVIDES NATIONAL EXAMPLE OF PUBLIC PRIVATE PARTNERSHIP AREMA

16 Questions F.E. "SKIP" KALB, JR. DIRECTOR STRATEGIC DEVELOPMENT SHANNON MCCAULEY PROJECT MANAGER R. SCOTT GOEHRI FREIGHT RAILROAD PROGRAM 456 AREMA 2013