TIGER IV DISCRETIONARY GRANT PROGRAM

Port of Oswego
Oswego, NY

Port of Oswego East Terminal Intermodal

Connector Project
March 19, 2012

DEPARTMENT OF TRANSPORTATION TIGER IV DISCRETIONARY GRANT PROGRAMTABLE OF CONTENTS

TABLE OF CONTENTS
SECTION 1

Standard Form 424, Application for Federal Assistance

SECTION 2

Project Narrative

Project Description

Project Parties

Grant Funds and Sources/Uses of Project Funds

Selection Criteria
Long-Term Outcomes
State of Good Repair
Economic Competitiveness
Livability
Environmental Sustainability
Safety
Job Creation and Near-Term Economic Activity
Innovation
Partnership
Results of the Cost Benefit Analysis

Project Readiness and NEPA

Federal Wage Rate Certification

Material Changes to the Pre-application Form

Port of Oswego
William W. Scriber

PROJECT NARRATIVESECTION 2

PROJECT NARRATIVE
I. PROJECT DESCRIPTION
The Port of Oswego (Port) is preparing to
embark on its largest construction
expansion project, nearly doubling the
Port footprint, since the early 1960s when
the East Terminal was built, with the
development of East Terminal
Intermodal Connector Project.
The Port of Oswego Authority will
construct a roadway, embedded with
heavy rail track, connecting the Ports
main East Terminal to a six acre secure,
open-storage area to accommodate
increased traffic and new commodities.
The roadway connector will utilize the
existing right-of-way to accommodate
both truck and rail traffic. The
development will nearly double the
present storage and operation area for the
Port and relieve the current yard
congestion and lack of space. Construction
of the new access corridor and storage area
will improve truck movement within the
Port, and the rehabilitated rail/road network will connect the Ports main deep water dock to this
new almost six acre, intermodal center. In addition, the new expansion area will include a rail
transload center, which will have rail spurs for railcar storage and movement, two loading docks
directly connected to a side spur and an expanded multi-purpose open yard for heavy lift,
aluminum, windmill and new cargo storage. Also, the project will include waterfront access to
Lake Ontario for the public by creating a bike and pedestrian walkway connection, which will
bypass the expanded secure rail area and provide the community with added and improved
access to the waterfront in alignment with the City of Oswegos community plan.
The project will:
Create jobs immediately and leverage significant follow-on economic activity in a
designated Economically Distressed Area with unemployment at 10.2 percent and, as one
of the New York States top economic development priorities, tremendously assist the
states and regions economic development.
Support the expansion of a major increase in agrimarket development supporting the
region in the increased crop production and economical export of these products to new
markets.

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Increase the ability of the Port to support the national renewable energy market in the
import and transportation of both wind and nuclear power industry in the Eastern United
States. Also, the project will increase energy efficiency and reduce greenhouse gas
emissions.
Serve as a support for the expansion of a major aluminum producer, in order to allow the
plant to produce an additional 440 million pounds of aluminum sheet a year for the
automotive industry for increased fuel economy.
Correct key safety and transport deficiencies in the current road system by decreasing
travel distance of trucks entering the Port and removal of trucks from transit through
residential areas, assist in congestion mitigation, and reduce truck travel distance.
Address waterfront access to Lake Ontario for the public by creating a bike and
pedestrian walkway, with a waterfront observation platform.
The construction of this intermodal center will enable the Port to become a leader in
aluminum, windmill, container, grain and agricultural handling on Lake Ontario and
within the State of New York. The TIGER IV Grant, an essential component of this project,
along with the major financial commitment of New York States Department of Transportation,
will fund the creation of a new intermodal container and storage yard and the building of a
connector road, with imbedded rail. In addition, the new yard will have a transfer station with
rail spurs allowing the Port to triple the existing handling of rail cars. These improvements to the
Ports infrastructure would substantially increase the Ports storage and international export
capabilities, with the ability to support container traffic and the transshipping of the containers
by rail. These improvements will also sustain the multi-modal transport of agricultural bulk
products, and allow the Port to support the larger volume of aluminum which is essential with
the major Novelis expansion in 2013, which includes the construction of a 192,000 square-foot
addition to the 1.4 million square-foot plant being built to meet escalating demand for aluminum
sheet in the United States.
Opening in 1799, the Port is the only deep draft port on the U.S. side of Lake Ontario, and is the
oldest freshwater deepwater port in the United States. Comprising two terminals of operation, the
east side of the Oswego Harbor is home to the main dock, grain storage, rail connections and
administrative operations. The west side terminal houses petroleum, salt, liquid bulk, and cement
products. In addition, the Port operates the Oswego Marina, which provides commercial and
recreational partners with convenience and easy accessibility. With more than 70 slips and
commercial dock space available, the Port can accommodate any size recreational or commercial
fishing vessel.
Over recent years, the Port has undergone a revival in commerce harking back to the time when
the Oswego Harbor was filled with sailing schooners. The Port served as a key focal point for
North American Coal transit, along with export of wood products and agricultural products. In
2002, the Port received fewer than a dozen rail cars. Finishing 2011, the Port handled over 750
rail cars, with both grain, aluminum and windmill components, close to a thousand percent
increase. In addition, in 2003 the Port received no aluminum shipments by water, but concluding

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out 2011, the Port logged eleven port calls by ship for aluminum discharge, with 21 projected
for 2012.
The Port was home to a grain silo structure capable of holding 1 million bushels with ship
loading and unloading capabilities. The Port of Oswego was, during the early 20th century, a
major agrimarket port. In 1998, the elevator was demolished, due to a state of disrepair brought
on by a decrease in the grain market. Over a period of years, the Port no longer held a position as
a major center for maritime
commerce.
In 2004-2005, the Port
aggressively sought agrimarket
development and became home to
Oswego Grain, Inc., a division of
Perdue AgriBusiness. This, along
with an increase in grain exports, led
to a 318% increase in grain handling
between 2008 and 2009. In 2010,
due to the increased demand for corn
in the market, Perdue placed its first
ground pile on the Port, which
consisted of more than 140,000
bushels. This product was
transported to various markets using rail and truck in early 2011.
Oswego Grain also has corn contracts to support the Sunoco's ethanol plant, which is the largest
ethanol plant in the eastern United States, located just 10 miles from the Port.
Port of Oswegos Overall Grain Growth, by bushels.
2008

2009

% Change

2010

% Change

2011

% Change

513,737

1,634,700

318%

2,405,572

147%

3,251,667

135%

Overall 3 Year Increase: 633%

(Annual year April to March)

Since 2004, the Port of Oswego has been a logistic partner with Novelis Oswego
Aluminum Plant, located just three miles from the Port. Over the last several years,
Novelis has used marine transport, utilizing the Port of Oswego to meet the escalating
demand for aluminum sheet metal for the nations auto industry. With this expansion, the
Port has developed a number of new business shippers, such as Rio Tinto, Marubeni,
Glencore, Trafigura, Albecour and Goldman Sachs, which use the Port of Oswego as a direct
pipeline of supply to the Novelis plant.
The Port of Oswego has become a main distribution hub for receiving, storage and delivery
of a key segment of the raw ingots and scrape for the Novelis plant. Novelis will be

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installing, in third quarter 2012, an onsite scale to allow a direct link to the manufacturing
facility in order to improve the flow of materials to the plant.
The Novelis expansion, to be completed and in operation in 2013, will allow the plant to
produce an additional 440 million pounds of
aluminum sheet a year for the
automotive industry, five times the companys
current North American capacity for producing
aluminum sheet for that industry. This 200
million dollar expansion will add an additional
100 jobs to the 651 currently employed at the
plant. At present, about half of the aluminum
produced at the plant is sold to the automotive
markets.
The significant increase in raw aluminum ingots
equates to a necessary increase in lay
down/storage space for the effective handling of
these large amounts of raw materials. Currently,
the port handles salt, nuclear transformers, mill
scale, heavy lift (windmill components), and
aluminum on the filled 7 acre yard. As aluminum
and heavy lift projects decrease available yard
space, it has become increasingly important to
create additional space to accommodate these
commodities.
The current model has placed the Port as a distribution hub which brings raw aluminum
ingots in by water and rail from six suppliers and then transships them, when required, to
the Novelis plant three miles away. This just in time supply chain reduces both production
cost and shipment costs as it relies heavily on cost effective rail and water shipment of the
average single 1550 pound ingots.
The significant increase in raw aluminum ingots equates into a necessity to increase lay
down/storage space for the effective handling of these large amounts of raw materials.
Port of Oswegos Overall Aluminum Growth.

2005
14,846

2006
49,672

2007
55,571

Overall 6 Year Increase: 400%

2008
72,642

2009
73,449

2010
75,221

(* 2011 figures being audited)

The Port of Oswego has become a major transportation player in the national renewable
energy market. Since 2002, the Port has handled 188 full windmill units and 243 components,
including tower sections, blades, hubs and nacelles. The Ports position in the eastern United
States as a top tier green energy transportation center is well known in the industry. These
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projects have utilized ship, rail and truck movement to

installation points. The Port of Oswego is unique in Lake
Ontario as it offers an intermodal deep water port with a
location that is central to the best windmill placement sites.
In 2005-2006 the Port was the sole logistics point for the
Maple Ridge Wind Farm, which is the largest wind farm in
the state of New York. Collectively, the turbines are capable
of producing a maximum of 320 MW, which accounts for
three quarters of the wind power capacity of New York.
Maple Ridge Wind Farm became fully operational in January
2006.
The Port also has been a critical shipping site for the nuclear
energy industry in upstate New York and the eastern United
States. Oswego County hosts four of the six nuclear sites in
New York, and they are less than six miles from the port. The
Port has managed four heavy lift nuclear transformers since
2008, with an additional three scheduled for 2012. The movement of these, approximately 800
metric ton, transformers required both access to a deep water port and dock side rail along with a
road system to accommodate the special
transfers.
These improvements will produce an
economical scale of volume to make the Port
more competitive, increase profit potential,
increase both direct and indirect employment,
and provide infrastructure stability and
expansion.
Embodying all of the elements of the regions
economic development strategy, this multimodal transportation improvement project
supports permanent job creation, alternative energy and biofuel development, and enhanced
foreign export, and will establish a platform for moving the Ports current operations to a stable
and sustainable operation on a larger scale.
The East Terminal Intermodal Connector Project will consist of three critical components as
described below:
Construct a combined connector roadway and rehabilitate and embed the existing railroad
track between the former Fitzgibbons Boiler Works property, zoned industrial, and the
Port of Oswegos existing Eastern Harbor Facility on the mouth of the Oswego River,
along the shore of Lake Ontario. This will add an additional six acres to the existing port
operations; and
Site improvements, including paving/compacted concrete and a secure fenced area on the
former Fitzgibbons Boiler Works property to store, transfer, load and unload mixed
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freight and containers on approximately 6 acres of improved lot surface, located on the
former 13 acre Fitzgibbons Boiler Works (Port of Oswego Authority Property);
Create a pedestrian-bikeway bridge and observation deck along with an ADA ramp down
to Flat-Rock, which will be constructed from the existing Fort Ontario Parking Lot and
span over the new combined roadway and embedded track/road corridor that connects the
Ports property along the shore of Lake Ontario. This spot is currently used by the
Historic Fort, which connects to the Oswego Citys water walk, for pedestrians to visit
the cemetery and sightseeing at the popular landmark called Flat-Rock, which juts out
into Lake Ontario. The construction on this bridge will continue waterfront access that
this expansion would have eliminated.
The East Terminal Intermodal Connector Project will connect the main east dock property to
the former Fitzgibbons Boiler Works property by the creation of an embedded track/road along
the shoreline. CSXs rail property will be purchased or leased under arrangements made for a
New Industrial Sidetrack Agreement between CSX Transportation and the Port of Oswego to
connect the two properties. The Port will
construct two concrete embedded
sidetracks for loading outbound rail
shipments and unloading inbound rail
shipments of various mixed freight. On
the east end of the sidetrack a raised dock
will be constructed to accommodate
unloading of boxcars with forklifts and or
bobcats. On the west end of the
sidetrack(s) a double 12.5 foot weigh
bridge will be installed to weigh rail cars
and trucks.
The entire area will have a security fence to surround the property and will landscape the area
site to make it aesthetically fitting with the surrounding community and provide a noise and
visual barrier. Weigh scales and a raised loading dock will provide for the easy loading and
unloading of freight. The yard will be expanded for the multi-purpose storage of heavy lift
projects, aluminum storage, and, during times of high local grain production, grain ground piles
to accommodate the increasing export market.
Total road construction will be 2,800 feet long with rail rehabilitation at approximately 2,900
linear feet. Two sidetracks will add another 1600 feet of track. The existing 2.25 acres of
concrete slabs on the lot will be upgraded and 3.5 acres of new 8 inch thick roller compacted
concrete surfaces will be added for a total storage area of 5.75 acres. This will effectively
increase the open flat storage area on the Ports eastern shore from 6 to 12 acres.
Rail freight shipments have increased 683% in the last several years at the Port and site
storage is essential for the Ports future growth. The improved lot will be traversable by tractortrailer and rubber tired cranes for loading and unloading materials. The design load for the lots
structural section will accommodate heavy crane picks and provide adequate layout for

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circulation of equipment, which is needed for the steady renewable energy projects. The storage
lot will be accommodated with lighting for night work that is not excessively intrusive to the
adjacent residential neighborhoods. Under-drains and closed storm drains are critical for the long
term life of the improved lot surfaces and specified for this project.
Aligned with local, state and national economic development goals. The development of this
project is in line with the City of Oswegos Vision 2020 and the Oswego Countys
Comprehensive Plan. Industrial Development of the Former Fitzgibbons property (East Terminal
Intermodal Connector Project) has the Citys support and is the highest priority for development
in the City. Use of the former Fitzgibbons Boiler Works property by the Port completely
satisfies the Port, City, and Countys shared long range expansion plan. It is also consistent with
the future traffic flow patterns into and out of the Port. In addition, and most importantly, is the
New York State Regional Economic Development Councils targeting of the East Terminal
Intermodal Connector Project as both the highest priority project in Oswego County as well as
the state. In addition, the former Fitzgibbons Boiler Works property is one of the top five
redevelopment sites for the Oswego Brownfield Opportunity Area Nomination Study in the City
of Oswego.
Innovative Solution to Lake Access. The public access segment of this project will diminish
any negative affects the project will have on water access to Lake Ontario by pedestrians.
Notably, it will actually create improved access for pedestrians and bikers by creation of a
connection with the existing Oswego City waterfront walkway to the actual east shore of the lake
which does not exist today. The building of a bridge and observation deck will provide an
exceptional view of the lake, allowing greater and improved public entry. In addition, the project
will improve the quality of life in the community through better transportation connections.
Future opportunities. The Port of Oswego Authority is actively working with a developer on
the construction of a $320 million pig iron manufacturing facility on land to the east of the Port.
When completed, the Port will receive more than 1,000,000 tons annually of iron sand from
Goose Bay/Happy Valley, Labrador, for use as the base raw material for the manufacture of
500,000 tons of pig iron.
Once the material arrives at the Port of Oswego, longshoremen will load rail cars for movement
to the facility. Construction of the East Terminal Intermodal Connector Project is critical for
storage of raw material and storage/switching of the 25 rail cars per day that are necessary to
supply the plant. Once in operation in 2015, the pig iron facility will employ in excess of 150
people and operate 24-hours a day, 365 days a year.
Commitment to the Future. In order for the Port to expand its activities and align itself for
future growth opportunities, an investment of $5.75 million must be made to upgrade the existing
facilities and add additional capacity. New York State clearly recognizes this expansion as a
worthy investment and has dedicated $1.75 million dollars to the project (Award.pdf), over 23
percent of total cost.
With costs being fixed, and revenue being variable, the Port now has an opportunity to create a
significant operating margin. Also, the added space, almost doubling the Ports size, will allow
increased revenue to support operations. This margin will allow the Port to operate and maintain

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a new rail center well into the future, by creating a sustainable balance of cost and revenue, while
providing the Port with a project anticipated to maintain its useful life well beyond the projects
depreciation time of 20 years.
Port of Oswego Overview
East Terminal
Dock configuration
1,900 linear feet of berthing space
266 Seaway draft available at the
berth
Dockside rail with mainline service by
CSX
Immediate access to Rt. 481 with
connectivity to Interstates 81 and 90
Storage
100,000 square feet of warehouse storage
immediately available adjacent to the dock
400,000 square feet of open storage at the
terminal
50,000 tons of bulk storage in domes
Commodities Handled
Bulk corn, potash, salt, soybeans,
recycled aluminum
Break-bulk aluminum ingots, steel rebar
and billets
Project/Heavy lift windmill components,
power generation equipment
Available equipment
Fleet of forklifts up to 8,000 lb. on site with
availability for larger lifts
Cranes 25 ton up to 600 ton available
with outside contractor
Mobile conveyors with a total bushel
capacity in excess of 30,000 per hour
Truck and rail scales
Trackmobile on site for movement of rail
cars

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West Terminal
Dock Configuration
1,100 linear feet of berthing space
23 of draft available

Storage
55,000 square foot asphalt pad available for
bulk and project cargo storage
Silo storage for cement
Bulk storage for petroleum and liquid
storage
Commodities Handled
Bulk cement, heating fuel, liquid asphalt,
liquid calcium, salt

PROJECT NARRATIVESECTION 2

Marina
The Port boasts a first class marina operation to service both charter boats and recreational
craft. They include:
Oswego Marina (East side)
Full service marina operation
70 slips for seasonal rental
Transient mooring for vessels of any length
Electric hook-up for 30 and 50 amp service - wifi
ValvTect marine grade fuel to include petrol and diesel
Laundry facilities
Showers and bathroom facilities
On site ATM
Indoor and outdoor storage
Gin pole
Haul out services up to 40,000 lbs. with hydraulic boat trailer
Hoist for up to 20,000 lbs.
Tackle shop and engine repair St. Peters Outfitters
Fish cleaning station
U.S. Customs entry location
A 400 person capacity Convention Center located adjacent to the marina
II. PROJECT PARTIES
PORT OF OSWEGO
An international transportation and commerce center of excellence, the Port of Oswego is where
the world comes together. (Port of Oswego Mission Statement)
Positioned as the first U.S. port
of call and deepwater port on
the Great Lakes from the St.
Lawrence Seaway, the Port has
become one of the leading, most
productive ports in North
America and abroad. Located on
Lake Ontario, on the route to the
interior of North America, the
Port is accessible from any
international port in the world.
From its deep draft terminal to
its access to the New York State
Barge Canal, the Port offers
multi-modal connectivity that
includes marine highway, on
dock rail, and immediate efficient

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connections to the Interstate system.

With international clients and cargoes spanning the globe from Brazil and the Netherlands to
Russia and Indonesia, the Port has gained a world-class reputation for efficient and effective
handling of bulk, break-bulk, and project cargoes from aluminum, steel and corn to windmill
components and transformers for the nuclear power industry. The Port can facilitate any cargo
move.
The Historical Port is also home to the H. Lee White Marine Museum, a historic maritime district,
and eleven companies that call it home for domestic and international operations.
The Ports strategic location at the crossroads of the northeastern North American shipping
market puts it less than 350 miles from 60 million people. Extend that to 750 miles and half of
the United States and Canadian populations could be accessed, along with half of their business
and manufacturing facilities. The map of Projects location, Latitude N 43.469257 - Longitude
W -78.503017, and connections to existing transportation infrastructure is in attachment
Location.pdf.
The Ports location, at the southeastern point of Lake Ontario, allows it to be a leader, not only as
a domestic partner, but as a leading international Port. One of the most productive ports in North
America, nearly 120 vessels and more than one million tons of cargo move through the Port on
an annual basis.
Free of coastal port congestion and large city traffic, the Port is able to offer international and
domestic shippers virtually year-round access to various northeastern United States industrial
and agricultural markets. Also, as an ice free port, the Port can receive vessel traffic 12 months
of the year, with deep draft vessels arriving from the North shore of Lake Ontario, even when the
St. Lawrence Seaway is closed to navigation.
The Port is open 24 hours a day, seven-days a week to accommodate vessels from all ports on
the Great Lakes and around the world. The Ports entrance depth is 27 feet, with a width of 750
feet, and a turning basin of 115 acres, and it has no restrictions on beam or length for ships
entering the harbor. The Port also hosts a U.S. Customs office to facilitate the movement of
legitimate international cargo by rail, truck and water. As an eight-time Seaway Pacesetter
Award Winner, the Port has a proven track record of economically and efficiently handling
international cargoes. The award is presented annually to the U.S. Great Lakes Seaway ports and
port terminals that register increases in international overseas cargo tonnage shipped through the
Seaway during the navigation season.
The following is a listing of current equipment maintained by the Port to handle most types
of cargo movment.

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(1) Volvo 220E 8 yd front end loader

(1) Volvo 220F 8.5 yd front end loader
(3) Toyota 8,000 lbs cap fork trucks
(1) Toyota 8,000 lbs cap rotator fork truck

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(2) Yale 6,000 lbs cap fork trucks

(2) Yale 5,000 lbs cap fork trucks
(1) JD 5 yd cap w/ forks front loader
(1) Allis Chalmers 15 ton cap lift truck
(2) Brandt 2095 20" high speed grain conveyors
(1) Viking trackmobile rail car mover 10 car capacity
(2) Gillbros 14 yd mobile grain hoppers

C&S COMPANIES
In an effort to expedite the project, take advantage of work already completed and site familiarity
gained, the Port is proposing a design build approach to this project with C&S Companies as the
Design Build prime contractor. Streamlining the traditional method of delivering construction
performance, C&S provides a single source of responsibility for total project execution and
provides critical expertise in bulk terminal design and construction. This approach provides a
method to accelerate the project schedule and enhances construction quality, while still utilizing
competitive bid processes to ensure cost competitiveness.
C&S staff includes engineers, architects, geologists, scientists, planners, designers, construction
managers, contracting professionals, and information technology specialists. As the design-build
contractor, C&S Companies will function as the engineer of record and program/construction
manager for all of the work undertaken. C&S will negotiate a fee for design and overall contract
risk/management, while competitively bidding major scopes of the project.
The team of C&S Companies will provide project delivery services to support the Port in
reaching its project goals and objectives via a systematic planning and execution process. This
process will help the Port identify constructability and operational issues early on so as to
optimize potential capital and long-term operation and maintenance, address schedule impacts,
and most importantly to help the Port make informed decisions in regards to operations,
schedule, scope and budget.
In addition to schedule and cost effectiveness, the design-build arrangement assures the Port that
construction phase services are performed by a contractor with a thorough understanding of the
projects design criteria.
The unique ability to offer complete design and construction phase services for the entire
program through one firm will result in the following:
Savings in time and cost by leveraging C&Ss preliminary design work, as well as
knowledge of the site and Port operations.
Benefits that result from combining C&S Companies experience in the evaluation and
design of similar programs with the Ports history of success coordinating and
scheduling construction programs where sequencing is critical.
Cost-effective services implementing the program with minimal disruption on in-house
resources and ongoing activities.
These advantages, depicted in the following graphic, provide successful, timely project
completion, permitting the Port to remain productive, efficient, and competitive. In addition,
provisions for Schedule Integration and Milestone Achievement are also included.
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Engineering

Procurement

Construction

Meetings with Port employees and key stakeholders to define scope

Develop preliminary process design drawings and sketches
Obtain approvals on scope and approach
Develop procurement specifications and Request for Proposal (RFP) packages
Finalize design after shop drawings are received from major equipment vendors

Issue bid packages for major equipment, receive competitive bids, and issue Purchase Orders
Shop drawing review/approval process
Fabricate equipment and deliver to site
Bid and award all construction packages - competitive bid process

Mobilize following completion of all procurement efforts

Demolish old and outdated equipment
Construction foundations and structural components while fabrication process is ongoing

A very aggressive and attainable

project schedule is depicted in the East
Terminal Intermodal Connector
Project schedule. The Port has already
started preliminary steps on this project
with a design concept and a site survey.
The Port is committed, that on signing of
the contract, we have progressed to the
point of starting Plan Area 1 by the end of
November 2012.
We have completed the East Terminal
Connector Project (Phase 1), which is the
redesign of the entrance to the Port. The
Project widened the entrance for heavy
lift and included a traffic calming pattern.

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East Terminal Intermodal Connector Project see attachment POAProjSch.pdf

III. GRANT FUNDS AND SOURCES/USES OF PROJECT FUNDS

The development of East Terminal Intermodal Connector Project has been chosen by New
York State as one of the top priorities for funding in New York State for construction. New
York has awarded the Port of Oswego Authority $1,750,000.00, (Award.pdf) to upgrade and
improve the Ports ability to accommodate increased rail traffic and increase the Ports
operational space to assist in the creation and retention of jobs in the area. The actual local
financial leveraging of this project, considering we are in a rural and economically disadvantaged
area is more than 23 percent.

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GRANT FUNDS AND SOURCES/USES OF PROJECT FUNDS

Amount of grant funding requested

The Tiger Grant Request is $5.75 million.

Percent 76.7

New York State Department of Transportation

Renew & Rebuild New York Bond Act Rail &
Port Program

Consolidated Funding Application #7049 is

$1.75 million. Percent 23.3

Total Project Cost

$7.5 million

With the Novelis expansion to be completed and in operation in 2013 and Perdues rapid three
year increase in grain of 633 percent, it is clear the market already exists for this facility.
The role of US DOT is to provide funds that are necessary to assist in the construction of the
Ports East Terminal Intermodal Connector Project.

IV. SELECTION CRITERIA

a. Long-Term Outcomes
i.

State of Good Repair

This project is part of a relevant State, local, and regional effort to maintain transportation
facilities as illustrated in the attached letter from David V. Bottar, Executive Director of the
Central New York Regional Planning Board. The Port project directly aligns with the CNY
RPBs Comprehensive Economic Development Strategy, and is listed as a top economic
development priority for the region.
The Port, an important regional asset, maintains a value that extends far beyond the current
market value of over $125 million. It is an asset that must be looked at as a future investment in
the nations transportation system. The current configuration of the Port as constructed in 1963,
was for the type of cargo the port handled and was common in the Great Lakes at that time.
Changing markets and reconfigurations of shipping methods have placed the Port at a
disadvantage in the current economic reality of shipping. As the demand for aluminum and
windmills has become a major factor in the annual shipping season, and with port rail increasing,
we must realign to what the transportation community requires. A major rail refurbishment is
necessary to continue operations.
The Port has spent $100,000.00 in the last several years on rail repair, but over $1 million
would be needed to bring current rail to heavy lift standards. The Port of Oswego was built
with a limited intermodal ability; it lacks a well thought-out intermodal container and storage
yard. The project would reduce the ad hoc repair costs and would save a significant amount over
repairs.
If a new intermodal center is not built here at the Port of Oswego, then our ability would be
severely limited to attract new business, such as the Goose Bay Project, and supply the
additional raw aluminum product needed for the expansion of the local aluminum plant. Also,

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New York farmers will be unable to cost-effectively bring their products to market as a result of
the Ports inability to service this market
It is without question the most effective use of funds to create additional space at the
existing port and expand the current usefulness, rather than to build a completely new site. The
Ports location on a major rail line, centrally located road system, and the availability of deep
water piers make the investment a clear cost-effective use of the resources. In addition, the port
has a history of an operation port with a family of longshoremen reaching back five generations.
The Ports rail and handling facilities, built in 1963, are nearing the end of their useful life
cycle, thus requiring necessary upgrades to stay competitive in todays global market, and to
continue advancing the shipping needs of New York. Without these improvements, the lack of a
key transportation avenue, such as the Port, will have a major negative effect in a broader
regional area, limiting cost-effective choices for business and farmers. The Port of Oswego will
be faced with a serious disadvantage against Canadian ports, with which Oswego vies for
business in the Lake Ontario transportation basin.
There is a savings associated with a lack of necessity to maintain and replace equipment
included in this project. This includes two heavy forklifts, $110,000.00 and a container stacker,
$300,000. Maintenance costs on rail and handling equipment will save the port in the range of
over $1 million over the life of the project. The upgrade will also increase the safety and quality
of existing transportation infrastructure and facilities, benefiting the regional and national
transportation system.
ii.

Economic Competitiveness

The economic benefits associated with development at the Port will extend far beyond the
City of Oswego and Oswego County. The benefits will be experienced across a large
portion of the Central and Northern New York region and the nation.
The construction of the East Terminal Intermodal Connector Project will:
Improve conditions by centralizing and simplifying transfers between the multiple modes
of transportation, currently not located in a single location.
Rehabilitate the Port of Oswego as a valuable transportation asset by creating an
expanded rail operation and container/rail yard.
Create sustainable sources of revenue for long-term transportation operations.
Allow for long-term facility maintenance and cost savings making the Port competitive
against foreign ports.
The multi-modal facilities will provide shippers and farmers with increased access to
national and international markets. In addition, it will support both local industrial expansion
and increase the ability of the Port to support the national renewable energy market in the import
and transportation of both wind and nuclear power industry components in the Eastern United

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States. The expansion of the Port, with the addition of a modern multi-model center, will allow
the Port to both supply local growth and job development and also help maintain current jobs.
Perdue AgriBusiness, a major international exporter of agricultural products and services, sees an
important opportunity and role for the Port in expanding exports for grain as evidenced in a 633
percent increase at the port since 2008.
The project is in keeping with the diversification of revenue sources, and will help the Port
improve capacity in targeted markets, including corn, soy, and wheat. New York State
ranked 19th in the United States in the production of grain corn, 24th in soybeans, and 32nd in
wheat production in 2005. The aim of the project is to allow, from our deep-water Port, farmers
in the northeast region direct access to international markets, to export grains directly to
destinations around the globe.
The development of East Terminal Intermodal Connector Project will bring major
longterm benefits to this economically challenged region, generating new jobs and
establishing new, energy efficient patterns for the movement of freight to and from the region.
New and expanded operations and increased efficient shipping capability will bring opportunities
to the region by adding value to agricultural commodities, support for business expansion, such
as Novelis, and support current business communities such as the three nuclear plants in
Oswego. The resulting jobs, and wealth generated, will raise and maintain quality of life for
many residents in Distressed Areas throughout Upstate New York. Lastly, local and county
governments in the area will realize significant annual gains in public revenues through a
stronger property tax base and increased sales taxes.
The Port is an international deep water port, which operates 12 months a year. It is used
by local and regional farmers as a storage and transportation hub for their products, and
other bulk products such as aluminum. As national exports become increasingly more
important to the economic health of the United States, and specifically the export of agricultural
products, the Port is strategic to the preservation and expansion of these markets. The Port,
through improving its multi-modal transportation capability, will be able to efficiently and
economically serve these markets. This project will significantly advance the economic
competitiveness of the State of New York and the region, while creating jobs and business
activity for people living in economically distressed areas surrounding the Port, County of
Oswego, and central New York, and advance international exports.
The project will allow the port to sustain growth in aluminum, grain, and windmill
markets, thus leveraging significant follow-on economic activity in a designated Economically
Distressed Area and Rural Area. The planned project will have an economic impact by allowing
the growth of these markets, not at the expense of other American ports, but through the
improvements to facilities, to allowing for global competition by reduced costs and enhancing
the efficiency of the transportation system.
The Port is at capacity in the storage and movement of aluminum, windmill and grain at
the existing facilities. The Port has seen an unprecedented increase in market growth from
industries such as grain and aluminum. For the Port to maintain our support production of
the use of aluminum in cost and energy reduction in the auto market and the windmill
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market, there must be a expanded rail operation and container/rail yard.

If the investment is not made in the present facility, which has a current replacement cost
of approximately $125 million, it will put at risk the future of the Ports position as an
established transportation facility. The Port is an important national asset whose value, as
the only deep water port on Lake Ontario, far exceeds its current market value. It is an
asset that must be looked at as a future investment in the Nations transportation system.
A recent study was completed to evaluate the economic impact at the port (THE ECONOMIC
IMPACTS OF THE GREAT LAKES ST. LAWRENCE SEAWAY SYSTEM 2010 Port of Oswego).
According to the study, the movement of cargo and vessel activity at the Port of Oswego
generated the following economic impacts in 2010:
517 jobs in New York are supported by the cargo moving via the marine terminals
located at the Port of Oswego.
Of the 517 jobs, 248 jobs are directly generated by the marine cargo and vessel
activity at the marine terminals at the Port of Oswego.
As the result of the local and regional purchases by those 248 individuals holding
the direct jobs, an additional 186 induced jobs are supported in the regional
economy.
84 indirect jobs were supported by $9.97 million of regional purchases by
businesses supplying services at the marine terminals at the Port of Oswego.
In 2010, the marine cargo and vessel activity at the Port of Oswego marine terminals
generated a total of $38.2 million of business revenue. The cargo and vessel activity also
created $41.7 million of direct, indirect, induced and local consumption expenditures. The 248
direct job holders received $11.7 million of direct wage and salary income. A total of $5 million
of state and local taxes were generated
by cargo and vessel activity at the Port
of Oswego, and $7.5 million were
generated at the federal level.
The investment is seen as a
continuation by the Port of a long term
plan to improve and maintain its
critical infrastructure. The increase in
revenues, brought about by the
proposed project, will allow the Port to
generate the necessary funds to
aggressively continue a stabilization
program to make the Port a true
regional and state transportation hub.
Distressed Communities Impact
The Port of Oswego is located in the
City of Oswego, Oswego County, NY,
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which is a distressed area, as defined by 42 U.S.C 3161, meeting both the unemployment and per
capita income eligibility requirements as is demonstrated in Figure 2. Oswego County suffers
from chronic high levels of unemployment, recently experiencing levels in excess of 12.5%, and
consistently is in the top 3-4 unemployment rates in New York State. The per capita income is
almost 30% lower, $21,362.00, than the national average at $30,634.00.
Many of the counties in Central and
Northern NY, that are designated
distressed, would gain both short-term
and long-term economic benefits from
the project, because of increased
demand and access to markets for
agriculture and biomass commodities.
This would allow under-utilized and
vacant land to be put back in
production. Today in Upstate NY, there
is less active farm land (23.8% of total
acreage) than at the time of the
Revolutionary War. Harvested crop
land, in particular, declined 5.3% in the
ten year period from 1997 2007.

Source: CNYRPDB Fig 2

One reason for this loss is that

industries that supported regional agriculture have closed, and with it shut off markets and
demand for several agricultural and biomass products. One industry in particular that has had an
adverse impact on Upstate NY agriculture outputs has been the paper industry. This has severely
impacted several Northern NY counties and has had a large causal effect on them being
Distressed. Four of the seven counties that make up the target market area of the Port are
distressed. It is also important to point out that all of these counties, except for Oneida County,
are considered Rural.
iii.

Livability

This project will address waterfront access to Lake Ontario for the public by constructing a
pedestrian-bikeway bridge and observation area (ADA accessible), which will connect the
existing City of Oswego Water Walk Way.
The intent of the pedestrian bridge is to connect the public with lake access at a favorite
sightseeing site. The intent is for the pedestrian bridge to be an attraction because of the view
shed it will offer from the prominent bluff of Fort Ontario, overlooking Lake Ontario on the site
where the battle of 1814 was fought. The pedestrian bridge will draw more visitors to Fort
Ontario, and allow a greater use of the City of Oswego Water Walk Way.

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The pedestrian-bikeway will allow an expanded use for the present City of Oswego Water
Walk Way and mitigate any negative affects of building the rail/road, which would have
blocked access to the site.
The construction of this
pedestrian-bikeway will
include an observation
platform, which will
increase the pedestrian use
of the far end of the east
walk way as at this time
there is not an observation
point to view the lake
from the Fort.
Moreover, this project
conforms and is aligned
with the Coastal
Community Smart
Growth Case Study and
the 2020 Vision Plan for
the City of Oswego
Waterfront. Public access to the waterfront is the cornerstone to Oswegos revitalization efforts.
The city has approximately six miles of waterfront, about half of which is along Lake Ontario
and the other half is along the Oswego River. This project will assist in the development of the
waterfront revitalization efforts of the City of Oswego and provide an improved access to the
waterfront through a pedestrian-bikeway and observation platform.
The Oswego Canal Corridor Brownfield Opportunity Area Nomination Study has placed the
redevelopment of the former Fitzgibbons Boiler Works property as its highest priority for the
Brownfield redevelopment. The recommendation of the study included was to advance the
Port of Oswego East Terminal Connector project concept to build a new connector road, and
adjoining rail bed, to provide truck access from the east side of the City to eliminate truck traffic
in the downtown core and promote port development. (Oswego Canal Corridor Brownfield
Opportunity Area Study 2012.) This project clearly aligns with the redevelopment of one of
Oswego Citys top Brownfield sites and, additionally, helps the communitys livability.
iv.

Environmental Sustainability

This project is a Brownfield redevelopment project of the former Fitzgibbons Boiler Works
property, zoned industrial. The Oswego Canal Corridor Brownfield Opportunity Area
Nomination Committee (BOA) divided the Brownfield areas into six sub-areas. The Port of
Oswegos district is called the Maritime District; this area includes the "working waterfront."
The project site was chosen as a top priority by the BOA as, after analysis, it was viewed as a
catalyst site to create economic activity and create a more sustainable use for the site.
This project will also reduce carbon emissions by decreasing 6752 truck trips and
converting those movements to rail. The EPA estimates each truck contributes over 16,000
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lbs. of CO2 per year. The amount of carbon dioxide emissions is approximately the same for a
freight train, which moves 436 miles, versus a truck, which only moves 70 miles. The movement
of cargo by rail produces much lower emissions than the movement of the same amount of cargo
by truck and, with the building of this project, will result in fewer carbon dioxide emissions
being released. It is estimated 339,156 long tons of CO2 emissions will be avoided by this
project.
Port facilities served by rail also provide a cost-efficient means of moving heavy
commodities between both domestic and international markets. Water transportation is both
economical and environmentally friendly and, combined with rail, provides transportation of
these commodities, with little or no impact on the states highway system.
v.

Safety

This project will correct a key safety and transport deficiency in the current road system
by decreasing travel distance of trucks, by one mile, entering the Port and removal of trucks from
transit through residential areas, and assist in congestion mitigation. At present, without the use
of the connector road trucks to reach the former Fitzgibbons Boiler Works property, would have
to follow the present truck route, extending the trip up to one mile. With this project, truck trips
would be shifted to rail, and remaining truck transits would be routed through approved, nonresidential, truck routes.
With 6752 less trucks per year on the road, due to the increase in ability to move shipments by
rail, it is anticipated that there may be some safety benefits to this project; however, these
potential benefits were perceived to be minor and not reliable and are, therefore, not quantified
for cost benefit purposes.
b. Job Creation & Near-Term Economic Activity
The construction of this project will have a twofold near-term economic impact on the
distressed area, as defined by 42 U.S.C 3161 with a current unemployment rate of 12.5
percent. Construction will impact the area immediately, and follow-on, near term effect will
follow directly after construction is completed. Immediately, construction job impact will be
$5,096,000.00 for this project.
This project, additionally, will result in an increase in the handling capacity at the port,
which will result in increased transportation opportunities for regional businesses and
support for existing businesses, including expansion of new business. This increase is projected
to be $1,153,706.00 in the near term of five years. Additionally, longshoremen positions will be
necessary to run the rail/container yard. Anticipated position increase will be 3, averaging 2080
hours a year at $35/hour. The increase in longshoremen hours will be estimated to be
$218,400.00 in new payroll during the first year of full operation. This will increase as heavy lift
projects use the new facility.

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Year 1 *
Year 2
Year 3
Year 4
Year 5
Total

Grain
Nbr Rail Car
479
527
580
638
702

Aluminum
Nbr Rail Car Revenue
Year 1 *
112
$33,600.00
Year 2
123
$36,900.00
Year 3 **
173
$51,900.00
Year 4
191
$57,300.00
Year 5
239
$71,700.00
$251,400.00

Revenue
$147,795.45
$162,575.00
$178,832.49
$196,715.74
$216,387.32

$902,306.00

Grain projections based on a 10% increase per year.

* Based on 2011
** Novelis Expansion + 25%

Project Quarter

Construction Jobs

Construction Job
Impact

2012- Design/Build
3th federal fiscal qtr

$145,600.00

2012- Design Firm and

Port of Oswego 4th
federal fiscal qtr

$124,800.00

2013 DesignConstruction and Port of

Oswego
1nd federal fiscal qtr

58

$1,206,400.00

2013- DesignConstruction and Port of

Oswego
2rd federal fiscal qtr

58

$1,206,400.00

2013- DesignConstruction and Port of

Oswego
3rd federal fiscal qtr

58

$1,206,400.00

2013- DesignConstruction and Port of

Oswego
4rd federal fiscal qtr

58

$1,206,400.00

Project Construction Total

$5,096,000.00

Salary projections were based on $40/hour, including benefits for one year.

c. Innovation
A weigh as you go rail system will be installed, which will utilize a computerized system
and provide remote access by way of a secure wireless system. The weigh in motion scale will

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be equipped with a load display console, AEI Car Tag scanner (automatic equipment
identification) software, and wireless data transmission.
Total yard management. The system will provide for AEI data tags to broadcast freight car,
trailer, container, or end-of-train device's information to trackside readers while the train rolls by.
Each tag has information formatted for the particular piece of equipment it's attached to, and
usually includes the equipment type, owner, and road number. AEI system provides an easy and
inexpensive way to improve productivity and reduce costs in yard management, improve
equipment and inventory accuracy, eliminate paperwork and increase employee productivity by
automating equipment tracking procedures at the yard.
d. Partnerships
The Port has received an overwhelming level of support from a broad range of individuals
ranging from State and local government officials to public entities and private/nonprofit entities.
These individuals, listed below, have pledged their partnership and collaboration to the Port in
supporting this investment in Oswegos local resources and infrastructure, which will provide
immediate and long-term jobs and sustainable growth. Letters from each of these individuals
have been included as an attachment named Support.pdf. They are:
L. Michael Treadwell, CEcD - Chief Executive Officer, County of Oswego Industrial Development
Agency and Executive Director, Operation Oswego County, Inc.
Thomas W. Gillen Mayor of the City of Oswego
William L. Owens - Congressman 23rd District, United States House of Representatives
Mary Vanouse - Director, The City of Oswego Community Development Office
David V. Bottar - Executive Director, Central New York Regional Planning & Development Board
David R. Turner Director, Oswego County Department of Community Development, Tourism
and Planning
Robert M. Simpson President & CEO, Centerstate Corporation for Economic Opportunity
William A. Barclay, NYS Assemblyman 124th District
Jeffrey Grimshaw - Executive Director, Workforce Development Board, Inc. of Oswego County
Patty Ritchie -Senator 48th District, The Senate, State of New York
Fred Beardsley-Chairman of the Legislature, Oswego County Legislature

e. Results of the Cost Benefit Analysis

The formal benefit-cost analysis (BCA) was conducted for this project using best practices
for BCA in transportation planning, and reflecting all TIGER grant application guidelines. As
noted in the application, it is important to note that a formal BCA is not a comprehensive
measure of a projects total economic impact, as many benefits cannot be readily quantified or
occur under conditions of uncertainty. This broader set of economic benefits and impacts, on
local and regional economic well-being and competitiveness, are described in other sections of
the application, particularly section Economic Competitiveness. File attached POA_CBA.pdf.
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To the maximum extent possible given available data, the formal BCA prepared in connection
with this TIGER grant application reflects quantifiable economic benefits. It covers four of the
five primary long-term impact areas identified in the TIGER grant application guidelines:
State of Good Repair: Specifically, these improvements ensure the Port is able to grow and
adapt to evolving markets in aluminum and grain. Failure to complete these improvements would
severely hinder the ports ability to maintain and develop relationships with growing economic
market players.
Economic Competitiveness: Grain feedstock and aluminum markets have experienced
significant growth. These improvements will assure that a major fresh water U.S. port is taking
advantage of growing international markets.
Livability: Improvements at the Port will facilitate livability benefits through an increase in
access to the waterfront and a reduction in truck traffic surrounding the port. These benefits were
particularly difficult to quantify. The decrease in truck traffic was quantified in emission
reductions and a reduction to road repairs. Waterfront access was more of a qualitative benefit
and not used in the benefit cost calculations.
Environmental Sustainability: The project will result in a major shift of shipments to and
from the port from trucks to rail, significantly reducing the emissions from truck traffic and
increasing the air quality of residential neighborhood and commercial districts surrounding the
port.
The quantified project benefits are:
1. Increased Revenue at the Port
2. Emissions Reductions
3. Avoided Road Repair Costs
Discount Rates
Federal TIGER guidance recommends that applicants discount future benefits and costs to 2012
present values using real discount rates of three and seven percent. The BCA ratio at 3% is 1.37
and the BCA at 7% is 1.33.
Cost Benefit Results
The table below summarizes the cost and the quantifiable benefits of the project in terms of
Present Value. As shown in the table, the present value of the projects capital cost is valued at
around $10 million at 3% and 7% yielding the 1.33 and 1.37 BCA ratios.
Benefit Cost Analysis Summary
Category
Construction Cost
Non CO2 Benefits
CO2 Benefits
NET PRESENT VALUE BENEFITS
BENEFIT/COST RATIO

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Port of Oswego

Present Value at 7%
$7,498,818
-$6,666,334
$16,627,073
$9,960,739
1.33

Tiger Grant IV

Present Value at 3%
$7,498,818
-$6,346,191
$16,627,073
$10,280,883
1.37

PROJECT NARRATIVESECTION 2

It is important to note that the use of carbon benefits is discounted only at 3%, but added to the
7% discounted non-carbon benefits.
Benefit Calculation Assumptions
The benefits of the project are derived by comparing conditions under a Build and No Build
scenario. These two scenarios are defined as follows:
No Build
The Port of Oswego is operating at near capacity. Increases in grain and aluminum handling have
brought the Port to the point of experiencing expansion problems. Proper handling of import and
export products in these growing markets will facilitate local, regional, and national economic
growth. Currently operating on approximately 6 acres, the 6 acre expansion and improvements
will allow the port to reclaim an underutilized former industrial site identified as a high priority
site in numerous local and regional plans, support significant growth in local and regional
businesses, and facilitate greater access to local amenities.
Build
Increased Revenue
The port is anticipating continued growth in aluminum and grain handling in the coming years.
Given the proposed improvements, the port is anticipating, conservatively, the following growth
projections over the first five years.

Year 1 *
Year 2
Year 3
Year 4
Year 5

Grain
Nbr Rail Car
479
527
580
638
702

Revenue
$147,795.45
$162,575.00
$178,832.49
$196,715.74
$216,387.32

Year 1 *
Year 2
Year 3 **
Year 4
Year 5

Aluminum
Nbr Rail Car
112
123
173
191
239

$902,306.00

Total

Grain projections based on a 10% increase per year.

Revenue
$33,600.00
$36,960.00
$46,200.00
$57,750.00
$72,187.50
$246,697.50

* Based on 2011
** Novelis Expansion + 25%

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Given the over 600% increase in grain handling over the last 3 years and the 400% increase in
aluminum handling, these projections are being considered extremely conservative; however the
port is attempting to carefully consider the benefits of the project and is taking care not to
overestimate projected growth.
For purposes of projecting the growth over the estimated life of the project, growth projections
were fixed after five years, with steady 10% increases every year for the first five years in grain
handling, and 10% growth in aluminum in year 1 and 25% for the next 4 years in aluminum
based on the expansion of the Novelis plant.
Reduced Pavement Damage
To evaluate the cost of truck pavement damage, data from FHWA
(http://www.fhwa.dot.gov/policy/hcas/addendum.htm) was used in a similar fashion as former
TIGER applicants and as directed by BCA guidance seminars. This improvement project will
allow the port to move a significant part of its existing business to rail. Based on current
capacities, and projected ability to handle significantly more rail business, the port anticipated
moving 25% of its existing business in grain and aluminum to rail and 75% of anticipated
growth. Given these projections, and current levels of truck traffic, the port is anticipating
moving 6752 truck trips off the road, equating to almost $50,000 in the first five years in road
repair costs.
5 YEAR PAVEMENT DAMAGE REDUCTION CALCULATION

Aluminum Trips

2,296

Grain Trips

4,456

Fewer Truck Trips

6,752

Average truck trip (aluminum)

12 Miles

Average truck trip (Grain)

60 Miles

Aluminum Miles Saved

27,547

Grain Miles Saved

267,371

Total Miles Saved

294,919

Avoided Road Repair Costs Per Mile*

$0.167

Annual Maintenance Fees Avoided

$49,251
* www.fhwa.dot.gov

Emission Reductions
Emission reductions will play a significant role in providing the benefits to this project.
Significant air quality improvements are anticipated based on the removal of trucks form the
road and utilization of rail. Because of the variations in truck visits, and projected growth, the
following assumptions were derived:

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Emission Reduction Calculations

Aluminum Trips
Grain Trips
Fewer Truck Trips
Average truck trip (aluminum)
Average truck trip (Grain)
Aluminum Miles Saved
Grain Miles Saved
Total Miles Saved

2,296
4,456
6,752
12 Miles
60 Miles
27,547
267,371
294,919

lbs CO2 Emissions Per Mile

lbs CO2 Avoided**

1.15
339,156

Given the exiting trips to the port, growth projections, and anticipated shift of existing business
to rail, it is anticipated the port could save 6,752 truck trips to or from the port, resulting in
approximately 249,919 miles saved (based on the average for aluminum and grain trips). Given
estimated CO2 emissions for pounds of CO2 per mile for light truck travel of 1.15 lbs. per mile, it
is estimated that approximately 339,156 lbs of CO2 emission will be avoided if this project is
completed. Over the life of the project the value of these emission reductions is estimated at
approximately $16,670,000.
Increased Longshoremen
This project additionally will result in an increase in the handling capacity at the port.
Longshoremen positions will be necessary to run the rail/container yard. Anticipated position
increase will be 3, averaging 2080 hours a year at $35/hour. The increase in longshoremen hours
will be estimated to be $218,400.00 in new payroll during the first year of full operation.
Other Non-Quantifiable Costs and Public Benefits
There are several additional details of this project not quantified in the BCA. An important
element of this project involves increasing access to the waterfront. The intent of the pedestrian
bridge is to connect the public with Lake access at a favorite bathing site. We believe the
pedestrian bridge will draw more visitors to Fort Ontario, create more public education and still
connect the public with a favorite bathing site. However, attempts to quantify this benefit were
not taken in the BCA.
V. PROJECT READINESS AND NEPA
TECHNICAL FEASIBILITY
Existing Facility
The existing facility stores grain and potash in three
wood framed storage domes and one wood framed barrel
vault storage building. The Port uses the east yard,
which has limited rail and only one spur that allows rail

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car movement. At present, this yard must accommodate aluminum, heavy lift projects, seasonal
salt and grain over flow. In short, the yard is now at capacity and cannot allow the port to
increase its usefulness for the simple dynamics of we have outgrown our available space.

Proposed Facility
Complete budget and preliminary engineering designs are attached. The following
attachments clearly show our ability to start construction in an expeditious fashion. Design.pdf,
Location.pdf and Budget.pdf. Project location, Latitude N 43.469257/ Longitude W 78.503017.
The East Terminal Connector Project consists of five (5) components as described below:
1. East Terminal Connector Roadway: This segment of work involves constructing
approximately 900 feet of roadway along the edge of existing East Harbor Storage Lot;
2. Fitzgibbons Transfer Tracks 1 & 2: This segment of work involves constructing two tracks
and a weigh-in-motion scale off the Port of Oswego Industrial Lead Track at the Fitzgibbons
Lot;
3. Fitzgibbons Multi-Modal Lot Improvements: Site improvements to store, transfer, load
and unload mixed freight on approximately 6 acres of improved lot surface, located on the
former 13 acre Fitzgibbons Boiler Works (Port of Oswego Authority Property);
4. East Terminal Connector Roadway
& Embedded Track: Construct a
combined connector roadway and
rehabilitate and embed the existing
railroad track between the former
Fitzgibbons Boiler Works property
and the Port of Oswegos existing
Eastern Harbor Facility on the mouth
of the Oswego River along the shore
of Lake Ontario; and
5. Flat-Rock Pedestrian Bridge:
A pedestrian-bikeway bridge and
observation deck, along with an ADA
ramp, down to Flat-Rock will be
constructed from the existing Fort Ontario Parking Lot and span over the new combined roadway
and embedded track corridor that connects the Ports property along the shore of Lake Ontario.
This spot is currently used by the Historic Forts patrons to visit the cemetery and for sun bathing
and sightseeing at the popular landmark called Flat-Rock which juts out into Lake Ontario. The
views here are breathtaking and will not be severed, but enhanced, because of the project.

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Key Area 1: East Terminal Connector Roadway:

The edge of the existing East Terminal storage lot,
between the security gate entrance at the Barrel
Building to the rail spur at Lake Ontario, will be
excavated. The fill will be compacted to 95%
modified proctor density, then under drains and subbase materials will be added. Roller Compacted
Concrete (RCC) will then be placed for the
remainder of the structural roadway section needed for the high EASEL loads. The purpose of
this work is to reinforce the paved surface to hold up under frequent truck loads going to and
from the new storage and freight transfer area located at the Fitzgibbons Lot (see key area 3).
Key Area 2: Fitzgibbons Transfer Tracks 1 & 2:
Rail freight shipments have increased 683% at the Port. Site storage and additional track capacity
is badly needed for the Ports future growth. The
proposed two double ended sidetracks will add
another 1600 feet of track storage for rail car
freight transfers from truck or barge, to rail and
vice versa. The two transfer tracks will be directly
fixed to steel ties and embedded in concrete. The
transfer tracks are being designed to be traversable
by forklift, tractor trailers, cranes, front loaders,
etc., so that operational maneuverability and
versatility is not limited. This will increase the
impervious area of the Fitzgibbons Lot by 0.45
acres.
At the west end of the south transfer track, a weigh-in-motion scale will be installed with a 126 weigh bridge. The scale will serve to weigh rail cars or trucks. The weigh-in-motion scale will
be equipped with a load display console, AEI Car Tag scanner, scale software, and wireless data
transmission.
At the east end of the south track, a 3-9 high loading dock will be constructed with a ramp-way
that will allow forklift(s) or bobcat(s) to load two (2) boxcars of aluminum ingots.
Key Area 3: Fitzgibbons Multi-Modal Lot Improvements:
On the former Fitzgibbons Boiler Works property, adjacent to Mercer Street and directly east of
Fort Ontario, lot improvements will be designed for rail transfer service and freight storage on
existing concrete. Industrial development of the Former Fitzgibbons property has the Citys
support and is the highest priority for lot development in the City. Use of the former Fitzgibbon
Boiler Work property by the Port completely satisfies the Port, City, and Countys shared long
range expansion plan. It is also consistent with the future traffic flow patterns into and out of the
Port.

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2.25 acres of existing concrete slabs on the Fitzgibbons lot would be upgraded and 3.5 acres of
new 8 inch thick roller compacted concrete surfaces
added, for a total storage area of 5.75 acres. This will
effectively increase the open flat storage area on the
Ports eastern shore from 6 to 12 acres. Site storage is
badly needed for the Ports future growth. The
improved lot will be traversable by tractor-trailer and
rubber tired cranes for loading and unloading materials.
The design load for the lots structural section will
accommodate crane picks and provide adequate layout
for circulation of equipment.
Excess excavation and disposal materials will be placed along a berm on the Fitzgibbons
property perimeter. Topsoil, sod, landscaping, and fencing would be placed along the berm for
noise mediation and safety purposes.

Key Area 4: East Terminal Connector Roadway &

Embedded Track:
The Connector Roadway and embedded track will be
located on Port of Oswego property. The combined
roadway and concrete embedded track will be 30 feet
wide from Flat-Rock to the current East Terminal Lot.
From Flat-Rock going easterly to the Fitzgibbons Lot, the combined roadway and concrete
embedded track will be 20 feet wide and will not encroach into historically sensitive areas nor
into the existing delineated State Wetland on the shores of Lake Ontario. All work will remain
entirely on the railroad track embankment, which has already been disturbed in the past.
Total road construction in this segment is 1,900 feet long. Rail rehabilitation is 2,900 linear feet.
The roadway section will be 8 inch thick roller compacted concrete and the track will also be
embedded in concrete.
Key Area 5: Flat-Rock Pedestrian Bridge:
The intent of the pedestrian bridge is to connect the public
with lake access at a favorite bathing site. Our intent is for
the pedestrian bridge to be an attraction because of the
view shed it will offer from the prominent bluff of Fort
Ontario, overlooking Lake Ontario on the site where the
battle of 1814 was fought. We believe the pedestrian
bridge will draw more visitors to Fort Ontario, create
more public education, and still connect the public with a
favorite bathing site.
The bridge is actually located at the end of a large improved parking lot with the history kiosk
telling of the Battle here in 1814. Because the bluff is so prominent, it already towers over the
railroad tracks by 20 feet. Obtaining 23 feet vertical clearance over the new East Terminal

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connector will only require a 3 foot high ramp that is ADA accessible from the parking lot. The
bridge will then span the extremely sensitive slope of the bluff that the British scaled, and will be
supported by an earthen filled, mechanically stabilized ADA compliant ramp-way system down
to the ground landing, about 10 feet above Flat-Rock. This landing area is naturally wide and
will easily accommodate the ramp-way. Form lined concrete, that replicates the Fort Ontarios
walls, and stained to match the stone walls color, will be used throughout the ramp-way, the
bridge substructures, and the concrete bridge superstructure.
NEPA
The Port of Oswego, working with a contractor, C&S Companies, has initiated the
National Environmental Policy Act (NEPA) review on March 16, 2012 and expects
review to be completed within two months of award. As this project is a rail/yard
project, we have submitted the documentation to the Federal Railroad Administration. In
accordance with 23 CFR 771.117 and 40 CFR 1508.4, it is anticipated that the proposed
project is consistent with actions, determined by Categorical Exclusion (CE), not to have a
significant effect on the human environment. While the project is not listed as an
automatic CE identified in 23 CFR 771.117(c), the type of project
(renovation/rehabilitation) is consistent with actions determined to be consistent with a
CE based on the provision of additional documentation. In addition, adjacent to section one
of this project, the Ports Site Entrance Modifications North/Access Road (P.I.N. 3755.13)
has received a Categorical Exclusion. All NEPA information is provided in web link
http://www.portoswego.com/NEPA_doc.pdf
VI. FEDERAL WAGE RATE CERTIFICATION
The Port has included a signed certification, stating that it will comply with the
requirements of subchapter IV of chapter 31 of title 40, United States Code (Federal wage
rate requirements), as required by the FY 2010 Appropriations Act). This statement is
included as an attachment named FedWage.pdf.
VII. MATERIAL CHANGES TO THE PRE-APPLICATION FORM
Activity regarding the initiation of NEPA is the only material change that the Port has made.
Documentation regarding the status and filing of NEPA is provided in web link
http://www.portoswego.com/NEPA_doc.pdf.

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