10. OPERATING & MAINTENANCE PLAN This section describes an operating plan that responds directly to anticipated commuter ridership patterns. Train schedules, type and capacity of rolling stock, and likely maintenance/storage scenarios are discussed. Development of the Operating Plan An iterative process was used to estimate ridership and determine a commuter rail operating plan. A first iteration operating plan was assumed and the resultant headways and travel times were used by the ridership forecasting models to estimate ridership. The operating plan was then revised to accommodate the projected riders. A new ridership forecast was then developed in response to the changed headways, travel times, etc. For this ridership analysis the recommendations of the 1997 Rail Planning Charrette were used for the first iteration operating plan. This operating plan called for 30-minute headways during weekday morning and afternoon peak periods between Georgetown and San Marcos. Similarly, 30- minute peak period headways were called for between Kelly and New Braunfels. In addition to these two urban services, interurban service with 3-hour headways were recommended for the full length of the corridor, from Georgetown to Kelly. This pattern of a train every three hours was carried through the mid-day (off-peak) period. Train speeds were assumed to be the same as the speed limits established by UP on their track charts. This assumption resulted in the representative travel times between stations shown in Table 10-1. This initial operating plan was used for the first ridership analysis. Table 10-1 Travel Times Between Stations 1 TRAVEL TIMES Between Time Georgetown & Downtown Austin Round Rock & Downtown Austin Downtown Austin & San Marcos San Marcos & New Braunfels New Braunfels & Downtown San Antonio San Antonio Airport & Downtown San Antonio Downtown San Antonio & Kelly Downtown Austin & Downtown San Antonio Georgetown & Kelly (end to end) Operating Plan 30 minutes 26 minutes 43 minutes 23 minutes 37 minutes 10 minutes 15 minutes 103 minutes 148 minutes The results of this ridership analysis indicated that San Marcos was an important destination for passengers from both the north and south ends of the corridor. In addition, a decision was made by the Steering Committee to reduce the interurban headways from 3 hours to 90 minutes. Therefore, the operating plan was adjusted to have peak period headways of 30 minutes throughout the corridor. Off-peak head- Section 10-1 1 While the headways were adjusted from those used in the initial operating plan, the speeds of the trains were not changed during the study.
ways were set at 90 minutes. Many of the peak period trains and all of the off-peak period trains will run from one end of the corridor to the other, thus providing maximum convenience for interurban trips. This operating plan was used to develop the final ridership estimates. Using this operating plan and the maximum number of passengers estimated to be on the train at any time, the number and capacity of trains needed was estimated. Train Schedules To gain maximum efficiency for the passenger trains, it was assumed that each train would consist of the same number of cars - two coaches plus a locomotive. In this manner, any train can be used for any run, without considering whether it is scheduled to reverse at San Marcos or run to the end of the system. The train schedule was then developed in accordance with the following parameters: Commuter trains will operate on 30-minute headways during morning and evening peak periods, with a minimum of four trains in each direction during the peak. The trains will be operated to permit passengers to arrive at the downtown stations (Austin and San Antonio) at about 7:00, 7:30, 8:00, and 8:30 a.m. Similarly in the evening the peak hour trains will depart the downtown stations at about 4:30, 5:00, 5:30 and 6:00 p.m. Interurban trains will operate the length of the corridor in both directions on approximately 90 minute headways during off-peak periods. The Austin area intra-urban commuter zone includes Georgetown and San Marcos, and the San Antonio area intra-urban commuter zone includes San Marcos and Kelly. Passenger train operations will begin at approximately 6:00 a.m. and terminate at approximately 10:00 p.m. Weekend and holiday service was assumed to be at 90 minute headways from end to end. The trains are assumed to be capable of operating in push-pull mode. This means that the passenger car at the rear of the train will be equipped as a cab car. This avoids the need to turn the train around when it reaches the end of the line. That cab car then becomes the front of the train, with the locomotive pushing from the rear. The speeds assumed for the trains were based on existing UP speed limits and restrictions for passenger trains as shown in the UP employees system timetable. However, the top speed of the trains will be limited to 79 mph, according to FRA regulations. As the schedules were developed, it became evident that some peak period trains could serve both the Austin and San Antonio commuter zones if they ran the length of the corridor, providing for better utilization of the trains. This allowed commuters from the Austin area to travel to jobs in the San Antonio area and vice versa without a transfer. In other instances, it became necessary to have an extra train standing by at an end terminal to cover a scheduled departure. Another factor considered in developing the schedules was arrival and departure times at the end terminals. Arriving trains were allowed approximately 15 minutes before being scheduled to depart in the opposite direction. This provides time for arriving passengers to leave the train and clear the platform before outbound passengers board the train. In addition, Federal Railroad Administration (FRA) regulations prescribe that tests of the air brake system must be performed before the train departs in the opposite direction. This is due to changing the operating controls from one end of the train to the other. The above procedures can be performed in less than 15 minutes, but the 15 minutes allows more consistent on-time departure of out-going trains (or schedule recovery). Section 10-2
The new, to-be-developed, commuter rail track is predominantly single track. However, passing sidings (for opposing trains to meet and pass each other) are located approximately every ten miles. The train schedules are based on a 2 ½ hour running time from one end of the corridor to the other. Currently, there are substantial sections of track with 30 mph speed city-imposed restrictions through San Marcos and New Braunfels. Speed restrictions also apply in San Antonio. Running times could be significantly reduced if municipality-imposed speed limits could be raised to the limits based upon physical restrictions. A detailed train schedule was then developed. A copy of that detailed schedule will be included in the Final Report. Track Configuration Based on the schedule for the trains, an analysis was conducted to determine the need to supplement the single track railroad with double track sections. From this analysis, a system of passing sidings was established. Each siding is approximately one mile in length and spaced approximately ten miles apart. The locations of these sidings are shown on the detailed maps included at the end of Chapter 9. Commuter Train Rolling Stock There are a number of train types available for commuter rail service. While it is possible that some of the newer models being promoted by European and Asian suppliers could be used, it was assumed for the purposes of this study, that a more traditional type would be selected. Of these, there are two primary types available, locomotive hauled and diesel multiple unit (DMU) trains. For purposes of this study, diesel power was assumed. However, alternative fuels should be considered in future studies. 2 Locomotive-Hauled Trains Most intercity and commuter rail passenger service in the U.S. is provided by diesel locomotives pushing/pulling either single level or bi-level (doubledecked) passenger cars. Single level passenger cars are available with seating ranging from 84 seats per car for intercity service up to 120 seats or more for commuter service. Bi-level commuter car seating ranges from approximately 145 seats in a gallery-type car to 160 seats in a true bi-level car. (A gallery car is one with the upper level consisting of a balcony on either side, without the second floor extending across the car.) Bi-level commuter cars with provision for an ADA-compliant restroom and space to store bicycles have approximately 140 seats. Bi-level cars can be designed for loading at high level platforms (approximately 42 inches above topof-rail) or low level platforms (no more than 8 inches above top-of-rail). In either type of bi-level car, stairs connect the two levels inside the car. Wheelchair access can be provided to the lower floor the bi-level cars with a portable wheelchair ramp carried on each car. Single level cars, with the floor higher above the platform, require either a carmounted lift mechanism or portable lift devices for wheelchair access. All modern locomotive-hauled passenger rail cars used in intercity and commuter rail service are designed to have the electricity used for lighting, heating/air conditioning, and battery charging supplied from the locomotive. This arrangement is 2 Diesel powered locomotives are the most common type used in the US. While alternate fuels are being introduced into the railroad industry, the costs related to this emerging technology are uncertain. For this reason the Diesel assumption was used for this feasibility report. Section 10-3
known as head end power (HEP). At terminals or train storage yards, when the locomotive is idling or has been removed from the train, the electrical power can be supplied from standby power facilities, thus allowing pre-heating or precooling of the cars without the necessity for operating the locomotive. Diesel locomotives designed for operation with passenger trains are built in the 3,000 and 4,200 horsepower range. Both General Motors and General Electric manufacture new passenger diesel locomotives. There are other locomotive manufacturers that provide rebuilt passenger locomotives, either as complete overhauls of original passenger locomotives or as new passenger locomotives using components, such as the engines and trucks, from freight locomotives. Locomotive-hauled passenger rolling stock, that might be procured for operation in this corridor, should be designed for push-pull operation. With this arrangement, the locomotive is always coupled to the same end of the train, pulling in one direction and pushing in the other. Push-pull eliminates the need to turn the train around or change the locomotive from one end of the train to the other end of the run. This results in a simple terminal design and reduces the length of time required between the arrival of a train and when the train is ready to depart in the opposite direction. At Georgetown, for example, a single track is all that would be required to handle arriving and departing trains. Push-pull requires that the car at the opposite end of the train from the locomotive be a cab control car, equipped with an operators cab containing the same propulsion and braking controls found on the locomotive. In the push mode of operation the operator controls the train from the cab control car. The car also has a headlight, horn, and bell. The cab car provides nearly the same amount of passenger seating as a non-cab control or trailer car. Intermediate cars must have the control electrical wiring extending through them, so that the locomotive can be controlled from the cab car. Push-pull operations are used in most of the commuter rail systems around the country. Diesel Multiple Unit Cars (DMU) DMUs are self-propelled passenger rail cars equipped with a diesel engine and transmission propulsion system connected to drive axles. DMUs have not been built in this country for about 20 years, but they are currently being produced in Europe and Asia. The older domestic models, as well as most models of overseas design, are single-level construction and provide essentially the same seating capacity as single-level locomotive-hauled coaches. The main advantages of this type of equipment are low operating costs, rapid acceleration characteristics and the avoidance of the need to purchase locomotives since the cars are self-propelled. The DMU provides significant flexibility in train operations. Often mid-day or late evening patronage demand is light enough that a single car can provide sufficient capacity. During peak periods or when heavier ridership demand dictates, several cars can be coupled together and operated to provide adequate seating. The previous most widely-used DMU design in North America, the Budd Rail Diesel Car (RDC), was developed and first introduced to North American railroads in 1949. This self-propelled car could be used alone or as a train of several cars operating together in multiple unit control (an engineer controlling the operation of all cars in the train from a single control station). The RDC was designed to replace locomotive-hauled passenger trains on low density lines. The cars proved useful for many years, but after more than 40 years, most RDCs have been Section 10-4
removed from service because of high maintenance and unreliability. The stainless steel car body shells are still in good condition but the hydraulic drive mechanisms, control wiring, and auxiliary systems are worn out. The Budd Company developed a replacement vehicle in the 1970s, called the SPV-2000, but there were technological problems with the cars which resulted in their removal from service within about ten years. Required Fleet Size Based on the operating schedule discussed above, and the detailed train schedules (included in the Final Report), and the estimated ridership discussed in Chapter 7, the number of trains needed was calculated. To operate the daily schedule, eleven trains are required, each consisting of two low-floor, bi-level coaches and one locomotive. One of the bi-level coaches for each train will be equipped as a cab control car. There has been a lot of interest on the part of passenger rail authorities in the use of DMUs. DART in the Dallas area has recently procured rebuilt RDCs for their new commuter service, the Trinity Railway Express. That operation is being observed with interest to determine the reliability of the rebuilt equipment. In addition, several foreign manufacturers have proposed designs which meet FRA standards and regulations, and can be used with low level platforms. The cars would be equipped with handicapped lift mechanisms to meet ADA requirements, enabling handicapped passengers to be raised or lowered the distance between the platform level and the car body floor level. It is possible that when this project is ready for buying trains, new DMU cars meeting US standards will be available. Recommended Rolling Stock For purposes of this study the bi-level push-pull train configuration was chosen. The advantages to passengers with the low floor and the greater capacity per car make it preferable to the DMU option. In addition, there are more sources for trains, both new and refurbished, than with the DMU option. 3 3 It should be noted that there are a number of commuter rail systems presently ordering new rolling stock. This steadily improving market makes it very likely that when this project is ready to order rolling stock there will be a number of options available which are not presently in use in the U.S. These include new designs from manufacturers around the world. Section 10-5 One spare locomotive and two spare cab cars, in addition to the eleven cars needed in service, will be required in reserve to allow for unexpected problems. Maintenance Plan Rolling Stock Maintenance The Code of Federal Regulations (49 CFR) mandates specific inspections that must be performed on railroad rolling stock on a periodic basis. For example, every 92 days a locomotive must be removed from service and inspected to determine that the equipment on the locomotive is safe and suitable for service. Wheels are inspected for cracks or tread and flange wear, electric traction equipment is inspected for cleanliness and tight connections, and air pressure gages are tested for accuracy. In addition, on annual and biannual inspections, certain air brake operating components are removed, cleaned, tested, stenciled with the test date, and returned to the locomotive. Cab car air brake equipment is periodically tested on the same schedule as locomotive equipment; trailer car equipment can go four years between periodic testing and cleaning. Typically, when periodic tests are performed, the railroad also performs routine maintenance. For example, on the 92-day inspection, lubricating and fuel oil filter elements are renewed. Passenger car interiors are generally given a heavy cleaning on an
annual basis, at which time air conditioning filter elements are also renewed. In addition to these mandated tasks, regular preventive maintenance must be performed to assure reliability of service. Also, provision must be made for unscheduled maintenance (when something unexpectedly breaks down). Therefore, a system maintenance shop dedicated to maintenance of the rolling stock is required. The shop should have the capability of removing and replacing equipment, such as diesel engine power assemblies, on the rolling stock. However, overhauling the equipment is assumed to be done by outside firms under subcontract. The size of the fleet is not large enough to justify rebuilding diesel engine power assemblies, cleaning and testing air brake equipment, or mounting wheels on axles. As discussed in Chapter 12, the costs for the maintenance of the fleet are computed based on train miles operated. Maintenance-of-Way Maintenance-of-way (MOW) derives its name from wayside which is all things along the tracks including the stations and parking lots. However, it also includes the tracks and everything associated with them. In fact it involves the maintenance of everything except the commuter trains. It even includes maintaining the MOW equipment, such as track tampers, ballast cars, etc. A portion of the system maintenance shop will be set aside for the MOW equipment and staff. The actual MOW activities will probably be done by a combination of in-house personnel and contracted services. In any case, as discussed in Chapter 12, costs for these activities are allocated based on train miles operated. Storage of Trains Overnight train storage yards will be required at the north and south ends, and at a mid-corridor location (proposed south of San Marcos). Each location will include facilities for the train crew members to register on-duty and off-duty. The San Marcos location will include the maintenance and servicing facility so that required periodic maintenance, servicing, and inspection can be performed while the trains are laying over at the facility during the midday and at night. Operating and Maintenance Plan Summary A summary of the various operating plan recommendations are provided in Table 10-2 below. Table 10-2 Operating and Maintenance Summary Number of Trains Size of Trains 11 plus 1 reserve 2 passenger coaches plus one Diesel locomotive Type of Passenger Bi-level, low floor, 140 Coach passenger seats Hours of Operation Operating Frequency Maintenance Shops Train Storage Yards 6a.m. to 10p.m. Peak hour - every 30 min. Off-Peak - every 90 min. 1 system shop required 3 required, at each end and in the middle Section 10-6