DART Cotton Belt Operations and Maintenance Plan

Transcription

1 DART Cotton Belt Operations and Maintenance Plan DRAFT December, 8, 2017 This Plan was Prepared by LTK Engineering Services for DART General Planning Consultant Six Managed by HDR

2 Operations and Maintenance Plan Revision Section Description Date Approved 0 Issued for comment 8 December 2017 DRAFT December 8, 2017 ii

3 Operations and Maintenance Plan Table of Contents 1 Executive Summary General System Description Alignment and Stations Alignment Stations Rolling Stock Revenue and Non-Revenue Track and Structures Train Control & Communications Equipment and Maintenance Facility (EMF) Fare Collection System Operating Assumptions DRAFT Service Goals Hours of Service Operating Rules and External Regulations Operating Issues and Assumptions Placing Trains Into Service and Taking Trains Out of Service Train Crew Personnel and Duties Freight Operations Initial Operations Analysis Estimated Running Time Terminal Times Conceptual Operating Timetables Equipment Rotations & Peak Vehicle Calculations Gap or Ready Reserve Trains Spare Vehicle Calculations Total Sum of Vehicles Required Out of Service Spare Ratio Operating Statistics Alternative Service Scenario Analysis minute Headways DRAFT December 8, 2017 iii

4 Operations and Maintenance Plan 5.2 Through-Service to/from Fort Worth Maintenance and Reliability Maintenance Strategies Vehicle Maintenance Fueling, Servicing and Inspection Programmed Life Cycle Maintenance (LCM) Maintenance Management Information System Running Repair and Corrective Maintenance Heavy Repair Mid-Life Overhaul Support Systems and Fixed Facilities Maintenance Train Control, Grade Crossing Protection and Communications Equipment Fare Collection Equipment Track, Roadbed and Structures Stations Equipment and Maintenance Facility (EMF) O&M Staffing and Costs Organization and Labor Requirements Fuel, Utilities, and Other Operations Costs Annual Operations & Maintenance Expenditure Estimate Comparable Operations Appendix A: Example Schedule for Cotton Belt Initial Operations Appendix B: Alternative Schedule for 20-minute Cotton Belt Headways Appendix C: Alternative Schedule for Cotton Belt with through-service to Fort Worth Appendix D: O&M Cost Build-up for Cotton Belt Initial Operations Appendix E: Trackage Rights Charges by Public Rail Infrastructure Owners to Freight Contract Operators DRAFT December 8, 2017 iv

5 Operations and Maintenance Plan List of Figures Figure 2-1 DART Cotton Belt Alignment and Stations... 3 Figure 2-2 General Arrangement of DART Cotton Belt DMU... 5 Figure 2-3 Rendering of the DART Cotton Belt DMU... 5 Figure 2-4 DART Cotton Belt Initial Operating System (IOS) Track Schematic... 7 Figure 2-5 Equipment Maintenance Facility (EMF)... 9 Figure 3-1 Routes served in one hour of peak service in Cotton Belt Initial Operations scenario Figure 5-1 Routes served in one hour of peak service with through-running (requires TEXRail capacity improvements) Figure 5-2 Routes served in one hour of off-peak service with through-running Figure 7-1 Operations Department Organization Chart List of Tables Table 2-1 DART Cotton Belt Stations... 4 Table 4-1 Trainset rotation to equalize mileage across the DMU fleet Table 4-2 Operating Statistics for Initial Operations between Shiloh Rd. and DFW Terminal B Table 6-1 FRA Mandated Inspection Cycles Table 6-2 Train Control Maintenance Tasks Planned Frequency Table 6-3 Passenger Track inspection types and recommended frequencies Table 7-1 Estimated O&M staffing plan for Cotton Belt in various operating scenarios Table 7-2 Summary of annual cotton belt O&M costs by category under various operating scenarios Table 7-3 O&M costs for comparable Texas rail transit agencies Table 12-1 Survey of Charges by Public Rail Infrastructure Owners to Freight Contract Operators DRAFT December 8, 2017 v

6 DEFINITIONS AND ABBREVIATIONS ADA: Commuter Rail: Cycle Time: DMU: Dwell Time: FRA: FTA: GCOR: Headway: LCM Layover Time: Load Factor: Load Standard: MOE: MOW: Overhaul: PM: PTC: QMP: Americans with Disabilities Act Rail service operating over the national railroad network, primarily oriented toward passengers traveling into the central business district in the morning, and away from the CBD in the evening. The total round trip running time of a single train, including layovers at each terminal. Diesel Multiple Unit. A diesel-powered rail car arranged either for independent operation or for simultaneous operation with other similar cars when connected to form a train of such cars. The time a transit vehicle is stopped at a station for passenger alighting and boarding. Federal Railroad Administration. Federal Transit Administration. The General Code of Operating Rules a standard operating rule book used by most railroads in the Western United States. The elapsed time between the arrivals of successive trains traveling in the same direction on a given route, usually expressed in minutes. Life Cycle Maintenance. A maintenance plan designed to maximize the availability and functionality of rolling stock through a regular-interval program of planned maintenance events occurring over the useful life of each vehicle. The time a train spends at the end of a line before starting its next trip. The ratio of passengers per car or train to the total seats per car or train. A transit agency s policy regarding the target load factor. Maintenance of Equipment; maintenance of transit vehicles. Maintenance of Way; maintenance of tracks, signals, and right of way. The replacement or renewal of major components or subsystems in a transit vehicle according to a time and/or mileage based schedule. Preventive Maintenance, the program of regular inspections and maintenance of the DART Cotton Belt fleet. A system of Positive Train Control meeting the requirements set forth in the Rail Safety Improvement Act of 2008 and 49CFR 236 Subpart I. Qualified Maintenance Person; A qualified person who meets the requirements specified by the Federal Railroad Administration under 49 Code of Federal Regulations Parts and Regional Rail: Rail service similar to Commuter Rail, but more broadly oriented to serve all manner of trips throughout a metropolis, and not necessarily serving the central business district. DART Cotton Belt O&M Plan DRAFT vi

7 1 Executive Summary DART, the Dallas Area Rapid Transit Authority, operates buses, light rail, commuter rail, and high-occupancy vehicle lanes in Dallas and 12 of its suburbs. Currently, DART s commuter rail service consists of a single line, the Trinity Rail Express (TRE), operated jointly with the neighboring Fort Worth Transit Authority, The T, directly connecting the Dallas and Fort Worth Central Business Districts. DART s Cotton Belt corridor (Figure 2-1), running generally east-west across the northern part of the Dallas-Fort Worth Metroplex, connecting Plano on the east with Downtown Fort Worth on the west, is a railroad alignment that is no longer part of a former Class 1 main line, but retains some residual freight service. DART is in the process of planning and implementing a regional rail passenger system under the Cotton Belt name linking Plano with Dallas-Fort Worth International Airport (DFW). Construction on the western half of the original corridor (Fort Worth to DFW) is being led by the T, which will operate trains on this segment in service branded as TEXRail. This Operations and Maintenance Plan has three major functions: 1. Provides summary information on DART in general and DART s Cotton Belt line in particular, including a description of alignment and stations, vehicles, train control and other support systems and facilities, operating assumptions, and maintenance requirements. The Cotton Belt is designed to function efficiently on a 30-minute peak period headway, offering timed transfers to TEXRail at DFW North Station, as well as the potential for timed transfers to the DART Green Line at Downtown Carrollton, DART Red and Orange lines at 12 th St and Cityline/Bush Stations, and to bus services on a pulse system at Addison Transit Center. 2. Presents the opportunities and disadvantages of potential future operations concepts, including higher frequencies and/or a through-service whereby Cotton Belt trains would run through from Shiloh Rd. to Fort Worth, bypassing DFW Terminal B and sharing track with TEXRail from the DFW North area to Forth Worth. The analysis concludes that increasing frequency so that Cotton Belt trains run every 20 minutes in the peak is not feasible due to the constraints on terminal operations at DFW Terminal B. Furthermore, decreasing service to the airport during the peak period so that hourly transfer-free service could be provided from Plano to Fort Worth is not feasible until the TEXRail corridor has sufficient capacity. 3. Details cost estimates for the initial operation of the line, which is expected to enter revenue service in The system requires a fleet of seven DMUs (five required for peak revenue service), and would cost an estimated $17.8 million annually (excluding consideration of revenue generated). DART Cotton Belt O&M Plan DRAFT 1

8 2 General System Description DART was created by voters in 1983 and covers 13 cities within the Metroplex. Since that time, DART rail service has grown tremendously. With the extension of the Orange Line to DFW Airport station at Terminal A in 2014 and the extension of the Blue Line to UNT Dallas in 2016, DART operates the most extensive light rail system in the United States, with 93 miles of track. Meanwhile, in cooperation with the Fort Worth Transportation Authority (FWTA, The T ) in Fort Worth, the Trinity Railway Express (TRE) commuter rail system has been operating since The DART Cotton Belt Line is a planned regional rail service approximately 27 miles in length, running from Plano to Dallas Fort Worth International Airport (DFW) Terminal B. This initial operation will serve the following intermediate cities: Grapevine, Coppell, Carrollton, Addison, Dallas, and Richardson. There are several freight connections with the line and freight service will continue on the Cotton Belt after the advent of passenger service. At the west end, the corridor continues to Fort Worth (the segment from the DFW branch junction to Fort Worth will initially only be served by TEXRail) though in the future DART Cotton Belt service could operate from Plano through to Fort Worth, bypassing DFW. Initial DART passenger service between Plano and DFW is expected to begin at the end of Alignment and Stations Alignment DART purchased the entire Cotton Belt right-of-way from Fort Worth to Wylie, about ten miles east of Plano, from the St. Louis Southwestern Railway in 1990, and the corridor has been included in DART plans since In preparation for the environmental review process, the Alternatives & Environmental Considerations Report advanced the design to 5%, forming the basis of this plan. The alignment is shown in Figure 2-1, with DART passenger trains following the original Cotton Belt corridor except for new passenger-only rights-of-way to serve the Cypress Waters station, to run parallel to the DART Red and Orange light rail lines between Cityline/Bush and a new 12 th St station in Plano, and from the DFW North area into DFW Terminal B. It has been determined that the alignment between Plano and DFW will be double-tracked in its entirety. At the western end of the corridor, DART Cotton Belt-to-DFW trains will turn south after crossing under TX-121 to serve the DFW North station. This station will be also be served by TEXRail trains, slated to begin operating in From DFW North station to the terminal station at DFW Terminal B, Cotton Belt and TEXRail trains will share a double-track alignment; in general, under normal operating conditions, DART and TEXRail trains will serve different platforms. Under abnormal or emergency conditions, any train would be physically capable of serving any platform, and the dispatcher would be free to direct train movements in accordance with recovery and response strategies. In the future, a direct DART Cotton Belt passenger service operating to and from TEXRail s corridor to Fort Worth may be possible by introducing passenger trains to the third, east-west leg of the wye north of the DFW North station. This would allow for through passenger train operation from Plano to Fort Worth, bypassing the airport. The wye is also the one place on the railroad where trainsets can be turned without using freight trackage, should it be found necessary to do so. DART Cotton Belt O&M Plan DRAFT 2

9 Figure 2-1 DART Cotton Belt Alignment and Stations In addition to passenger service, several freight operators are active in this corridor: Dallas, Garland & Northeastern Railroad (DGNO, a Genesee & Wyoming short line operator); Fort Worth & Western (FWWR); and Kansas City Southern (KCS). In addition, the BNSF Railway crosses the Cotton Belt corridor in Downtown Carrollton, although a flyover for Cotton Belt traffic is currently part of the design. As of January 2010, freight operation over the Cotton Belt from Knoll Trail to Renner Junction has been abandoned Stations As shown in Table 2-1, Cotton Belt trains will serve 12 stations between DFW and Plano. All platforms will be 350 feet long, and connections to other transit services will be available at all stations. Milepost Station Name Connecting Rail Services Connecting Bus Services? 614 DFW Terminal B 612 DFW North TEXRail TEXRail DART LRT Orange Line 608 Cypress Waters Yes 603 Downtown Carrollton DART LRT Green Line Yes 598 Addison Transit Center Yes DART Cotton Belt O&M Plan DRAFT 3

10 Milepost Station Name Connecting Rail Services Connecting Bus Services? 597 Knoll Trail Yes 596 Preston Road Yes 594 Coit Yes 592 UT-Dallas Yes 589 Cityline/Bush th Street DART LRT Orange Line DART LRT Red Line DART LRT Orange Line DART LRT Red Line 587 Shiloh Rd Yes Table 2-1 DART Cotton Belt Stations 2.2 Rolling Stock In 2015, TEXRail signed a contract with Swiss carbuilder Stadler Rail AG (Stadler) to deliver eight FLIRT (Fast Light Innovative Regional Train) diesel multiple unit cars (DMUs) for operation on the Fort Worth-to-DFW TEXRail line; delivery is scheduled in anticipation of the opening of revenue service in DMUs are the optimal technology for provision of passenger service on their corridor, as platform space will be at a premium, and DMUs do not require platform space for non-passenger vehicles (i.e. a locomotive). To comply with federal Buy America and Americans with Disability Act rules, Stadler is manufacturing these vehicles at its new factory in Salt Lake City, Utah, and the FLIRT is designed for level boarding from platforms 23 inches above the top of rail to comply with Americans with Disabilities Act provisions. Because of the co-mingled service on the DFW branch and the potential for future through-running of DART Plano-to-Fort Worth trains onto the TEXRail corridor, it is essential that the DART Cotton Belt vehicle be compatible with TEXRail operations. Although DART has not committed to a specific vehicle for Cotton Belt service, the FLIRT s performance characteristics have been used for the rail operations simulations underlying this plan. A prototypical DART Cotton Belt DMU is illustrated in Figure 2-2 and Figure 2-3. It is expected to have the following general characteristics: Yes Yes Maximum dimensions (initial configuration): 275 long x 10 6 wide x 14 8 high o Can be extended to 318 long with additional seating space Maximum weight: 450,000 pounds empty Seated Capacity (initial configuration) o 196 fixed passenger seats per multiple unit o 28 flip-up seats per multiple unit o 2 wheelchair spaces per multiple unit o 4 bicycle spaces per multiple unit Right-of-way interfaces: o Minimum horizontal curve radius: (mainline) o Maximum gradient: 4% Propulsion and braking performance: DART Cotton Belt O&M Plan DRAFT 4

11 o Minimum initial acceleration rate: mphps o Maximum braking rate: 2.5 mphps (restricted to 1.6 mphps in simulation) o Maximum normal service speed: 79 mph Car floor and boarding interface height: o 23 above top of rail (nominal); level boarding at all doors at all stations, meeting ADA guidelines o Correct boarding height interface maintained by pneumatic load leveling system Figure 2-2 General Arrangement of DART Cotton Belt DMU Figure 2-3 Rendering of the DART Cotton Belt DMU In addition to the DMU fleet, the DART Cotton Belt system will consist of many other elements, including revenue and non-revenue tracks, bridges and culverts, stations, train control and communications equipment, an Equipment Maintenance Facility (EMF), and fare collection and maintenance equipment. DART Cotton Belt O&M Plan DRAFT 5

12 2.2.1 Revenue and Non-Revenue Track and Structures The main line of the Cotton Belt will consist of two main tracks, installed and maintained to support a maximum operating speed of 79 mph. Some segments of non-revenue track are also being built, primarily at the Equipment Maintenance Facility (EMF) where the Cotton Belt DMUs will be maintained, serviced, and stored overnight. There is also a freight crossing and several freight spurs connecting to the main line; these will be maintained as documented in Section 6. A schematic of the planned track system is shown in Figure 2-4. Cotton Belt passenger service will deviate from the existing freight alignment in three places, where new track will be constructed: South of the DFW North area wye new tracks will be constructed to connect to DFW Terminal B, including a shared TEXRail and Cotton Belt two-track bridge over TX-114. Between MP 607 and MP 609, passenger service will go south of the current Cotton Belt Line to serve the Cypress Waters station. Between MP 589 and MP 591 in Plano, passenger service will continue due east adjacent to the President George Bush Turnpike before turning north to run parallel to the existing DART LRT tracks. It will serve the Cityline/Bush and 12 th St. Stations near the corresponding DART Red and Orange line stations before reconnecting with the current alignment. Additionally, immediately east of the Downtown Carrollton Station, an aerial structure with two passenger-only tracks will fly over the at-grade BNSF freight crossing, eliminating the potential for BNSF freight trains to interfere with Cotton Belt passenger service. DART Cotton Belt O&M Plan DRAFT 6

13 Figure 2-4 DART Cotton Belt Initial Operating System (IOS) Track Schematic DART Cotton Belt O&M Plan DRAFT 7

14 2.2.2 Train Control & Communications The Cotton Belt s train control system will be made up of two coordinated but distinct components: A Positive Train Control (PTC) system; and A Centralized Traffic Control (CTC) system, which remotely sets powered track switches and wayside signals governing them, either automatically or through action taken by the Dispatcher. Passenger and freight movements on the Cotton Belt, TRE, and TEXRail lines will be monitored, authorized and controlled by Dispatchers located at TEXRail s yard, with TRE having a dedicated desk and Cotton Belt/TEXRail sharing a desk. Train operations on the Cotton Belt are currently, and will continue to be, governed by the General Code of Operating Rules (GCOR) and the DART System Employees Timetable and Special Instructions, to be prepared by DART. The Timetable and Special Instructions, as well as GCOR, govern the operations of freight operators when using Cotton Belt trackage. These will be revised and amplified by staff as required to accommodate regional rail service staff. All passenger and freight trains operating along the corridor will be dispatched on DART s behalf. On the Cotton Belt s mainline, all tracks will be signaled for bi-directional running utilizing Centralized Traffic Control (CTC). In general, the CTC system will be designed to function automatically, with pre-programmed scheduled meets occurring at specified passing locations when trains leave originating terminals on time. Dispatchers will constantly monitor system operations and intervene on an exception basis when delays require Dispatcher intervention and the application of recovery strategies. During normal operational windows, the Dispatcher will control train movements at terminal locations to ensure on-time departures. During freight operational windows, the DART Dispatcher will control all traffic flow, including work trains and other on-track equipment such as hi-rail vehicles and maintenance equipment. To meet the Positive Train Control requirements of the Railroad Safety Improvement Act of 2008, Cotton Belt will employ PTC based on I-ETMS technology, consistent with the system used by BNSF and UPRR (as well as TEXRail and TRE). All signals and switches at control points can be controlled remotely by the Dispatcher, with auto-routing employed at control points to optimize efficiency and alleviate the burden on the Dispatcher. A two-way radio system will provide voice communication between the Dispatcher, train crews and other personnel on the right-of-way. Separate channels will be available for each of the major O&M functions: operations control, vehicle maintenance, maintenance-of-way, security, and emergency backup Equipment and Maintenance Facility (EMF) A centrally located shop and yard facility to support Cotton Belt system operations is vital to efficient operations. A site has been identified adjacent to the right of way in Carrollton where Luna Road crosses the right-of-way (MP 604). This site has adequate space for multiple storage and maintenance tracks, both inside a shop and outside. An initial conceptual design is shown in Figure 2-5. The site will primarily be accessed by staff and others via Luna Road, though a second emergency access point via Capital Drive will be built at the northwest corner of the site. This facility will exclusively serve Cotton Belt trains and equipment, and all Cotton Belt trains and equipment will be housed there. The EMF will also be the home operating base for the Transportation and Vehicle Maintenance (Mechanical) Departments. The EMF will house the following operations, maintenance and support functions: Transportation Department administrative offices and support facilities Vehicle Maintenance Department administrative offices and support facilities DART Cotton Belt O&M Plan DRAFT 8

15 A train storage yard with adequate storage tracks given the fleet size at various times in the life of the project. Stub-end storage tracks should be limited to one train to allow for efficient access and egress A four-track shop with two pit tracks and two flat tracks A fuel island track and adjacent inspection platform Sanding tower Wash building Vehicle Maintenance equipment, including crane, jacks, and support facilities Space for component maintenance and repair Parts room Employee and visitor parking Non-revenue vehicle parking and maintenance Training and meeting facilities Maintenance-of-Way facilities and a lay-down yard for large items Vehicle maintenance capabilities will encompass the activities of inspection, servicing, and component repair and replacement. Some specialized infrequently performed maintenance work may be performed off-site through subcontracts (i.e., wheel truing, diesel engine rebuild). Some systems and facilities maintenance work requiring infrequently used specialty skills, such as roof repair, landscape maintenance, or upholstery may also be handled by contractors. Figure 2-5 Equipment Maintenance Facility (EMF) The Maintenance of Way Department is responsible for track, bridges and structures, wayside components of the train control system, stations and grade crossing warning devices. This Department will be responsible for inspection and maintenance of the entire physical plant between Plano and the DFW North area wye, and may be responsible for maintenance on the DFW terminal branch depending on the terms of an agreement with TEXRail. Maintenance-of-Way staff, tools, equipment, and parts, will be housed at the EMF, and adequate storage space should be designed for this equipment. After detailed design is completed, it may be determined that a need exists for a secondary space in addition to the EMF site. This secondary location would likely be used as a lay-down yard for large item storage, or where DART Cotton Belt O&M Plan DRAFT 9

16 parts and equipment, such as grade crossing replacement gates, may be kept for immediate nearby use in case of short-turnaround emergency need Fare Collection System Regional fare integration is a vital part of providing a seamless understandable transit system to passengers. Although no formal decision has been made by DART, using an established system such as DART s combination of paper passes and smartphone-enabled GoPass app is being considered. It is expected that the Cotton Belt system will use the same Proof-of-Payment (PoP) system as DART light rail, TEXRail, and TRE to foster a seamless transit experience for passengers. Whether fares use a single flat rate, as on light rail, or will be charged based on distance traveled, as on TRE, a PoP system can be implemented on the Cotton Belt. Conductors will be empowered to check for valid tickets, as they do on TRE, although only DART police may issue citations. Conductors can use radios to communicate to DART staff to inform them of non-compliant or unruly passengers, requesting a police presence at the next station. Fare collection equipment can be maintained in an electronics shop at the EMF, or at a shared site with DART for increased efficiency if all the equipment is interchangeable. DART Cotton Belt O&M Plan DRAFT 10

17 3 Operating Assumptions 3.1 DRAFT Service Goals DART Cotton Belt s primary function will be to provide safe, convenient, and reliable transportation to passengers, particularly those individuals making morning and afternoon trips between home, work and/or school, and/or travelers and workers at DFW. The Cotton Belt, by dint of geography, is designed to facilitate a number of new connections: it provides a connecting service between the outlying stations of the DART light rail Green and Red lines; it connects the northern suburbs of Dallas directly to DFW and to one another; and it can provide a connection to the TEXRail corridor. Given forecast ridership, vehicle capacity and transit times, the objective is to establish a system balance of headway and train capacity to meet passenger demand, while conserving capital by minimizing train miles and fleet size, and the investment in fixed facilities. Growth in demand can be met by adding a single passenger module to the DMU, although multiple units cannot be coupled together into trainsets in revenue service due to length compatibility with planned passenger platforms. Overall train lengths will be constrained by station platform lengths, all of which will be 350 ft. The operating strategy assumed for Cotton Belt is to offer bi-directional service every day, with added frequency during peak weekday commuting hours. However, the service must be scheduled around the constraints imposed by the shared two-track terminal arrangement with TEXRail at DFW Terminal B. An initial review of TEXRail plans and operating documents suggests that the constraints imposed by single-track segments on the TEXRail service, combined with integrated operations at the terminal, are the defining factor governing Cotton Belt schedules. In light of Cotton Belt s objectives and constraints, the initial operation of the system will have a 30-minute bidirectional headway during the peak period (6-9am and 3-7pm), and hourly service the rest of the day and on weekends. This service will be scheduled to provide connections between Cotton Belt and TEXRail trains at DFW North, allowing passengers to travel across the region without DART incurring the operating expense of operating Cotton Belt trains through to Fort Worth. (Figure 3-1) Ft Worth Plano TEXRail Cotton Belt Timed Connections At DFW North DFW Terminal B Figure 3-1 Routes served in one hour of peak service in Cotton Belt Initial Operations scenario All train operations, maintenance of rolling stock and maintenance of way will be performed by a Contract Rail Services Operator (CRSO). This will include the unified dispatching of all commuter rail services in the region, DART Cotton Belt, TRE and TEXRail. It is understood that initially the unified dispatch function will be located at the TEXRail facility. The details and job specifics of staffing will be developed by the CRSO in satisfaction of DART Cotton Belt O&M Plan DRAFT 11

18 performance specifications prepared by DART. What follows is a generalized description of how the railroad will function, and a discussion of the work that will be performed in order to: Provide the service envisioned for the Cotton Belt, Prepare a description of required facilities, and Develop an estimate of operating and maintenance costs. 3.2 Hours of Service DART has not formally adopted a specific service policy for the Cotton Belt, but general assumptions have been made for planning and engineering purposes. It is anticipated that service will be offered seven days per week, with increased service during the morning and evening peak periods on weekdays, and a scaled back service pattern on weekends which can still serve airport workers as well as more recreational travelers. Conceptually, weekday service will be oriented to morning and late afternoon peak hours (6:00-9:00am and 3:00-7:00pm), with Cotton Belt trains operating in both directions every half-hour during these times. Outside of these times (9am-3pm and 7pm-9pm), trains will run hourly in both directions. Service on weekends and on major holidays has thus far been assumed to follow the off-peak trend of hourly trains, with a slightly shorter span of service (8am until 8pm). 3.3 Operating Rules and External Regulations Consistent with virtually all other western railroads, the Cotton Belt will adopt the General Code of Operating Rules (GCOR) as its rulebook. The Cotton Belt will also issue an Employee Timetable and System Special Instructions. Standard Operating Procedures will also be adopted to prescribe detailed methods for performing certain tasks. As a regional railroad connecting to the national freight network, the Cotton Belt is governed by regulations of the Federal Railroad Administration (FRA), and DART operating rules and procedures will be in compliance with these regulations. DART is committed to working closely with the FRA to ensure passenger, worker and community safety in the performance of its mission to provide service. 3.4 Operating Issues and Assumptions Under normal operations, it is assumed that every scheduled train will stop at every passenger station along the line on every revenue trip. A key assumption throughout the planning and design phases of the project has been the selection of the operating headway (time interval between trains operating in the same direction) at different times of the day and on different days of the week. These headways drive everything from fleet size to ridership to the location of passing sidings and the effectiveness of integration with TEXRail in the DFW area. For initial operations, a 30-minute peak headway was chosen, with hourly frequencies off peak. While not rising to the minute standard of frequent transit that allows passengers to show up and go without relying on a schedule, it provides a good balance between frequency and capital cost. It also has the added advantage of being identical to that of TEXRail, so that operations in the DFW area can be integrated effectively. As long as Cotton Belt and TEXRail headways are identical, then terminal operations remain consistent throughout the day, repeating the cycle of arrivals, turns, and departures with each headway. 3.5 Placing Trains Into Service and Taking Trains Out of Service All Cotton Belt trains will be stored, serviced, and maintained overnight at the Luna Road EMF in Carrollton. Some trains will also be brought into the EMF at midday between peak periods. Train crews will sign on and off DART Cotton Belt O&M Plan DRAFT 12

19 at their originating terminals. Crew runs will be arranged so that train crews return to their home bases at the ends of their shifts, either by pulling a train in, or by being provided a shuttle van trip. Crews will report to the Cotton Belt EMF at the beginning of their shifts to receive Daily Operating Bulletins, any other assigned information, portable radios, and be visually observed by the Operations Supervisor on duty. Crews will perform walk around inspections of their assigned trainset, and pull out onto the mainline under Dispatcher authority and direction. Once on the mainline, trains will be placed in revenue service immediately upon reaching a station. Trains headed to DFW Terminal B to begin a full run will first serve westbound passengers at Cypress Waters and DFW North, while trains headed for Shiloh Rd will begin serving eastbound passengers at Downtown Carrollton. Similarly, trains headed back to the EMF at midday or at in the evening will serve all stations up to Cypress waters (for trains coming from DFW Terminal B) and Downtown Carrollton (for trains from Shiloh Rd). Train crews will take pull-in trains through the wash rack, fuel station, and tie up at a yard track as instructed by the local Carrollton-based Operations Supervisor. 3.6 Train Crew Personnel and Duties Each train will be staffed by two people an Engineer and a Conductor. To allow for some flexibility of assignments with a small overall staff, some Engineers and Conductors will be cross-trained, certified, and qualified in both crafts. The Engineer will be positioned in the train cab, maintain communications with Central Control, enable doors, run the train in accordance with the rules and signal aspects, and be responsible for moving trains in accordance with timetable requirements under the supervision of the Dispatcher and the information provided by the train control system. Conductors will provide a presence in the passenger compartment of the trains, make announcements, help boarding and alighting passengers needing assistance, provide information and answer passengers questions, perform proof-of-payment inspections and generally assist passengers and care for passenger areas of the train en route. 3.7 Freight Operations Four freight carriers, two shortline and two Class 1s, operate along or across the Cotton Beltline: The Fort Worth and Western Railroad (FWWR), coming from the west, operates through Fort Worth and over the Cotton Belt (shared with TEXRail) from Fort Worth to Carrollton, serving the Belt Line Business center and surrounding areas. The FWWR operates about three trains per week. The Dallas, Garland and Northeastern Railroad (DGNO), a Genesee and Wyoming property, operates over the Cotton Belt out of Mercer Yard. The yard is currently located near the future Downtown Carrollton Cotton Belt station, and will be relocated east by about two miles. DGNO currently operates six days per week, typically one train each morning and one each evening. BNSF crosses the right of way immediately east of the Downtown Carrollton station. A two-track flyover will remove any freight-passenger conflicts here, although there will still be diamond crossings of the remaining Cotton Belt at-grade and BNSF tracks. Kansas City Southern (KCS) operates over the east end of the Cotton Belt Corridor. A flyover east of the UT-Dallas station and a connecting track near MP 592 allows KCS to serve clients in Plano and points east. Today, KCS operates two through-moves daily (1 morning, 1 evening), six days per week, each averaging feet in length. They also operate two manifest trains overnight, but not every night. When they have occasion to run additional trains, there can be as many as 5-6 per day. The spur DART Cotton Belt O&M Plan DRAFT 13

20 serving the Packaging Corporation of America is not currently active, so for simulation purposes associated with this plan, KCS was assumed not to have any local trains. These local freight operations, dispatched when running on the Cotton Belt by the regional rail operator dispatch center, with the exception of BNSF, will be restricted from peak period operation in order to avoid interference with Cotton Belt passenger services. The KCS through movements at the east end of the line are assumed to operate at any time, including peak periods. Freight operations will impose certain wear on the Cotton Belt infrastructure, requiring additional maintenance of way (MOW) expenditures. This plan does not estimate those resulting costs. Prior to the start of passenger service, their allocation between the freight railroads and the DART Cotton Belt passenger operation should be established, subject to existing freight trackage rights agreements that remain in force. For reference purposes, Appendix E shows some example freight car-mile fees charged by comparable public rail infrastructure owners. These fees are meant to compensate public owners for the fully-allocated freight-related MOW costs. Should Cotton Belt freight trackage rights agreements in force during passenger operation call for fees lower than the typical $0.50 to $0.65 per car-mile shown in Appendix E, DART will need to increase the passenger-related MOW budget to make up the freight-related MOW cost shortfall. DART Cotton Belt O&M Plan DRAFT 14

21 4 Initial Operations Analysis This analysis corresponds with the timetable shown in Appendix A: Example Schedule for Cotton Belt Initial Operations. Running times have been estimated using a computerized train performance simulator. The simulator program uses inputs describing vehicle characteristics, passenger loads and route profiles reflecting linear distances, curvature, grades, signal system performance, and speed limits. The output is a link-by-link estimate of running times between passenger stations and summed for the entire route, together with acceleration and braking rates and times, engineer variability, maximum and average speeds achieved and energy consumption statistics. Distances between stations, grades and speed-restricting curve locations for the entire alignment have been based on civil plan and profile drawings. 4.1 Estimated Running Time Based on computer simulations, the end-to-end running time between Shiloh Road and DFW Terminal B, including ten intermediate station stops, is estimated at 60 minutes (and 59 minutes in the opposite direction.) 1 These run times include station dwell times of 30 seconds at all stations except for Downtown Carrollton, Addison Transit Center, Cityline/Bush, and 12 th St, where dwell times are one minute. The simulation also has a margin added to it to allow for Engineer variability and other factors. 4.2 Terminal Times At terminals, under normal, planned operation, no train will be scheduled to depart for its next trip less than 10 minutes after arriving. This minimum turn time allows for the discharge/boarding of passengers, Operator and Conductor rest, and performance of a federally-mandated brake test. If the turn time is less than 15 minutes, a drop-back crew is assumed to be in place. During initial operations, layovers of 14 minutes at DFW Terminal B and 17 minutes at Shiloh Road are provided. DART policy calls for a drop-back crew whenever turns are shorter than 15 minutes, so a drop-back crew will be in place at DFW Terminal B during peak periods. This allows for the absorption of short delays and for engineers to change cabs, perform brake tests, obtain dispatch authority, and leave on time. Layover times fall as they do (skewed initially to Shiloh Road) to allow for a consistent 6-minute TEXRail transfer in both directions at DFW North station. 4.3 Conceptual Operating Timetables Based on all of the foregoing, conceptual operating timetables have been prepared and are shown in Appendix A: Example Schedule for Cotton Belt Initial Operations. These schedules form the plan for normal initial operations revenue service. Once the Cotton Belt system is operating, it can be expected that the timetable will be updated periodically as the agency adjusts service to respond to actual passenger demand, or changed operating conditions. The timetable in Appendix A: Example Schedule for Cotton Belt Initial Operations shows TEXRail trains serving Grapevine, DFW North, and DFW Terminal B stations. These times are based on the TEXRail Commuter Rail Operations and Maintenance Plan (September 2015). Including these times shows how the connection between the two services at DFW North would work for passengers (Figure 3-1): Cotton Belt passengers from points east 1 This running time counts from when doors close at the originating terminal for the train to depart until the doors open at the terminal station after arrival. DART Cotton Belt O&M Plan DRAFT 15

22 would arrive on the Cotton Belt platform and walk to the TEXRail platform, where they would wait for a Fort Worth-bound TEXRail train. That train would be scheduled to arrive 6 minutes after those passengers arrived. This is an adequate amount of time so that passengers do not feel rushed, but are not frustrated by a long wait for the arriving TEXRail train. The reverse would be true for Plano-bound TEXRail passengers. They would arrive at DFW North 6 minutes before a Plano-bound Cotton Belt train, walk to the appropriate platform face, and board the connecting train. The exact amount of time between connecting trains is likely to be adjusted as design progresses. First, TEXRail is assuming just four minutes of travel time between DFW Terminal B and DFW North, while Cotton Belt simulations show this to be seven minutes. Also, as the DFW North station design evolves, the time necessary for passengers to get from one platform face to another may change including, optimally, being reduced to less than a minute if the track layout allows for a cross-platform transfer. 4.4 Equipment Rotations & Peak Vehicle Calculations Round trip running times must incorporate all of the aforementioned factors track geometry, vehicle characteristics, dwell and terminal times, etc. The result is an estimate of cycle time, i.e., the time that it takes a train to make a complete round trip circuit, return to its point of origin and be made ready to depart again. For initial operations, Plano to DFW Terminal B, the cycle would be a round trip of 2.5 hours, as follows: Westbound run Layover at DFW Terminal B Eastbound run Layover at Shiloh Rd TOTAL CYCLE TIME 60 minutes 14 minutes 59 minutes 17 minutes 150 minutes = 2.5 hours Given a 2.5 hour cycle time and a conceptual 30-minute headway, five trains (DMUs) are required for revenue service. To equalize mileage throughout the DMU fleet and to ensure that each trainset is available regularly for scheduled inspection and repair work, vehicles must be rotated through the operating timetable. With seven DMUs, the rotation shown in Table 4-1 will repeat every seven weekdays. Letter codes A through G correlate specific trainsets to revenue runs shown in Appendix A: Example Schedule for Cotton Belt Initial Operations. Day Starts From Operates As Midday At Ends At Full-length Runs Operates Next Day As 1 EMF A In Service EMF 10 B 2 EMF B In Service EMF 9 C 3 EMF C EMF EMF 7 D 4 EMF D EMF EMF 6 E 5 EMF E In service EMF 11 F 6 EMF F Available as Spare or for Scheduled G 7 EMF G Maintenance A Table 4-1 Trainset rotation to equalize mileage across the DMU fleet On weekends and holidays, only three DMUs are necessary to provide all-day hourly service. If the table above shows the Friday consist lineup, trains 3, 4, and 5 should be used for the weekend service, with trains still rotating into the Operates Next Day as column as noted the following Monday. DART Cotton Belt O&M Plan DRAFT 16

23 4.4.1 Gap or Ready Reserve Trains At this time, the Cotton Belt does not plan to keep any vehicles available for use as gap trains during regular weekday service periods. In case of an equipment failure or other incident, the expectation is that the spare trainset in maintenance may be readied quickly enough to serve passengers. If experience demonstrates the need for a gap train on a regular basis, appropriate provisions for one will be made. 4.5 Spare Vehicle Calculations Total Sum of Vehicles Required Out of Service The Cotton Belt operating plan calls for a new train to be rotated out of revenue service and into routine maintenance each weekday. This will allow all vehicles to undergo the necessary inspections and repairs to keep them running consistently. Depending upon decisions made about weekend and holiday service, it is expected that most of the fleet will be available on weekends for maintenance Spare Ratio Cotton Belt s spare ratio is calculated as the number of spares divided by the peak vehicle requirement. With a peak vehicle requirement of five cars (five DMUs) and a total fleet of seven DMUs, Cotton Belt will have 2 spares, for a spare ratio of 40%. Although this is a higher than typical ratio, for small fleet such as Cotton Belt s it s necessary. On a typical day, one of the 2 spares will be undergoing preventive maintenance, and so the second spare will be available as a protect vehicle in case of an incident along the corridor. 4.6 Operating Statistics Revenue and non-revenue ( deadhead ) operating statistics include train and individual car trips, hours and miles per unit of time: day and year. For this estimate, a 10% deadhead factor is assumed. This factor is conservative, as the EMF is located immediately adjacent to the right of way, and trains will be placed into revenue service almost immediately. Therefore, the 10% can be assumed to also include any special event service which is currently expected to be minimal. Daily figures are based on the pro forma operating timetables shown in Appendix A: Example Schedule for Cotton Belt Initial Operations and are shown below in Table 4-2. Full Trips only includes DMUs operating between DFW Terminal B and Shiloh Road; it does not include DMUs which originate or terminate at the EMF, such as those provided by pull-out and pull-in trains, and serve only part of the corridor. However, hours, miles, and fuel consumption statistics include both full and partial revenue trips. Annual figures are calculated based on 255 weekdays and 110 weekend/holiday days per year. Fuel consumption is based on an industry average of 0.6 gallons per car-mile. Since Cotton Belt will only be using 1-car DMU consists, statistics on a per-vehicle basis are identical to the per-train statistics presented below. Item Train Statistics Full Trips -Weekday 43 -Weekend/Holiday (SSH) 12 -Annual (255 weekdays SSH) 120,070 Hours -Weekday Weekend/Holiday (SSH) Annual (255 weekdays SSH) 6,963 Miles -Weekday 1,384 DART Cotton Belt O&M Plan DRAFT 17

24 Item Train Statistics -Weekend/Holiday (SSH) 385 -Annual (255 weekdays SSH) 395,372 Fuel Consumption -Weekday 880 -Weekend/Holiday (SSH) 245 -Annual (255 weekdays SSH) 276,699 Table 4-2 Operating Statistics for Initial Operations between Shiloh Rd. and DFW Terminal B DART Cotton Belt O&M Plan DRAFT 18

25 5 Alternative Service Scenario Analysis minute Headways DART has expressed an interest in increasing peak period Cotton Belt service in the future to every 20 minutes. While more frequent service does provide more options to passengers, running trains on 20 minute headways may cause more challenges than the potential for increased ridership would create. As currently designed, DFW Terminal B station cannot simultaneously accommodate both a TEXRail service operating on a 30-minute headway and a Cotton Belt service operating on a 20 minute headway. Cotton Belt essentially operates as a single-track line from DFW North to DFW Terminal B; with seven minutes of travel time in each direction, this would allow for less than six minutes of turn time, accounting for the schedule margin and route establishment time inherent in the signal system. This is less than the 10 minute minimum dwell time DART has prescribed for the Cotton Belt, and that assumes all westbound trains reach DFW North on-time. In reality, the turn time would be in the range of 3-4 minutes too little even with a drop-back crew in place. (A hypothetical timetable for this scenario is shown in Appendix B: Alternative Schedule for 20-minute Cotton Belt Headways.) It would require seven trains in revenue service, in contrast to the five necessary for a 30-minute headway.) There is a pocket track between DFW North and DFW Terminal B which, if used, would allow Cotton Belt to sustain a 20-minute headway. However, doing so increases travel time and reduces terminal dwell time below 10 minutes. The use of the pocket track also reduces the system s ability to recover from delays at the terminal; delays greater than about 3.5 minutes would cascade back to the next trip. Furthermore, even if the track and station design around DFW were changed to fix these terminal issues, a 20- minute headway may not be an optimal service pattern. First, a train every 20 minutes is still not quite frequent enough for show up and go service, and so ridership and revenue may not increase by enough to lower the marginal operating cost, especially as 20-minute peak headways would require an additional two DMUs to be operated and maintained. Second, the TEXRail line is being built with a single main track and passing sidings specifically located to allow for a 30-minute headway operation. Running Cotton Belt trains on a 20-minute headway would result in asynchronous arrivals at DFW North, removing the useful scheduled connection between the two services. In fact, given the exclusive rights-of-way used by DART (LRT, commuter, and regional rail) throughout the Dallas- Fort Worth Metroplex, integrated operations which meet a universally-applied regional standard should be feasible. This standard approach is known in Europe as a taktfahrplan or Clockface pulse scheduling, and is the basis for the observation that in Europe everything connects. The idea is that by standardizing headways preferably to 15 minutes or better on as many lines as possible it should be possible to create a truly seamless system with closely-timed connections wherever two or more lines intersect. In this concept, the Cotton Belt headway should be an even multiple of the DART light rail headway. For example, if light rail runs every 15 minutes and a Cotton Belt train every 30 minutes, this would generate consistent connections. In contrast, if Cotton Belt train every 20 minutes, there would not consistently be closely-timed connections to light rail. This level of coordination is beyond the scope of this plan, but should be considered as an aspirational goal for Cotton Belt service and the larger DART network. 5.2 Through-Service to/from Fort Worth Another potential service concept for Cotton Belt is to operate some through service to Fort Worth, bypassing DFW North and DFW Terminal B with every other train. Doing so during the peak would place additional trains DART Cotton Belt O&M Plan DRAFT 19

26 into service on the TEXRail side of the corridor, between Grapevine and Fort Worth. Currently, the TEXRail system is designed as a largely single-track railroad with short double track sections capable of sustaining a 30- minute bi-directional headway. TEXRail s operating plans call for running trains on 30-minute bi-directional headways, so given the TEXRail half of the railroad as currently designed, no additional service is possible between Grapevine and Fort Worth during the peak. Even If Cotton Belt service to Fort Worth were feasible on top of planned TEXRail service, it still may not be in the best interest of DART to provide the service. As Figure 3-1 shows, the base service allows for two trains per hour to and from the airport from all directions, and every passenger from Plano or Ft. Worth would have a timed connection available passengers would have half-hourly service between any two stations. In contrast, sending half of all Cotton Belt trains to Ft. Worth means Cotton Belt passengers will only have hourly service to the airport. And while passengers on those hourly airport-bound Cotton Belt trains would have a timed connection to TEXRail, only one of the two airport-bound TEXRail trains would have a connection to Cotton Belt at DFW North, as shown in Figure 5-1. This degraded service would also drive up costs for Cotton Belt, as the added runtime to reach Fort Worth would require an additional two trainsets to be procured, operated, and maintained. Ft Worth Plano TEXRail Cotton Belt Timed Connections At DFW North DFW Terminal B Figure 5-1 Routes served in one hour of peak service with through-running (requires TEXRail capacity improvements) However, outside of peak periods, during weekday base periods and on weekends and holidays, when both TEXRail and Cotton Belt are running hourly service to the airport, there is an opportunity to run through service, as TEXRail will not be using all of its track capacity (Figure 5-2). This service could be operated by either TEXRail or Cotton Belt (or a combination thereof), as neither system needs its full fleet to support hourly service to the airport, though the operator would incur the extra cost of fuel and any additional maintenance brought about by running more service. DART and TEXRail would have to assess the commercial viability of a service provided on a long headway during off-peak hours only. DART Cotton Belt O&M Plan DRAFT 20

27 Ft Worth Plano Timed Connections At DFW North DFW Terminal B Figure 5-2 Routes served in one hour of off-peak service with through-running. DART Cotton Belt O&M Plan DRAFT 21

28 6 Maintenance and Reliability 6.1 Maintenance Strategies All of the Cotton Belt system s equipment and facilities and their subsidiary components will need to be inspected, cleaned and/or serviced at regular intervals and repaired or replaced as wear limits are reached. It will be useful to structure a maintenance program to provide several levels of maintenance and repair activity throughout the life cycle of the system. Appropriate program levels are: Daily: Fueling, Servicing and Inspection (S&I) Programmed Life Cycle Maintenance (LCM) Running Repair and Corrective Maintenance Heavy Repair Mid-Life Overhaul Most of the activities will occur at predetermined intervals based on time (e.g., hours of service) and/or utilization (e.g., miles of service). For each system element (vehicles, track, signals, stations, etc.), different S&I and LCM activities will take place on different schedules, all of which must be assembled into an overall maintenance program for each element. 6.2 Vehicle Maintenance On a daily basis, the fleet will fall into two categories: in service or out of service. In service vehicles are designated for revenue service and are stored in the yard ready to be placed into operation. Out of service vehicles are in the maintenance facility undergoing or awaiting various levels of maintenance, inspection, repair or overhaul. The Federal Railroad Administration (FRA) issues regulations that govern the timing of various levels of inspection of the vehicles and several of their subsystems and components. A tabular summary of FRA s currently mandated inspection cycles are presented in Table 6-1. DMUs are considered by the FRA to be both locomotives and passenger cars, and therefore both the activities listed in Table 6-1 for cars ( car ) and those for propulsion units ( loco ) will be required to be completed for the DMU fleet. Vehicle systems not addressed by FRA requirements will be maintained per suppliers specifications. The majority of other maintenance requirements will be provided by the DMU manufacturer as part of their prepared maintenance manuals. The maintenance facility s capacity requirements for maintenance and inspection are determined by the size of the in-service fleet, the characteristics of the fleet and the amount of time allocated for maintenance and inspection by the train schedules. The capacity requirements for LCM, Running Repair and Corrective Maintenance, Heavy Repair and Mid-life Overhaul are determined by the number of vehicles out of service on a daily basis and the facility requirements associated with the maintenance being performed on these vehicles. Description Vehicle Referenced in Regulation Cycle (Days) Location 49 CFR Section Daily Inspection 1 Field External mechanical inspection Car Internal mechanical inspection Car Class I brake test Car DART Cotton Belt O&M Plan DRAFT 22

29 Description Vehicle Referenced in Regulation Cycle (Days) Location 49 CFR Section Daily locomotive inspection Loco Month Inspection 92 Shop Mechanical gages Loco Electrical devices Loco Cable connections over 600 volts Loco Event recorder Loco Month Inspection 184 Shop Interior mechanical inspection Car Exterior mechanical inspection Car Annual Inspection 368 Shop Brake system cleaning and testing (except MU locomotives) Loco Brake meters testing Loco Biennial Inspection 736 Shop Brake system cleaning and testing (MU locomotives) Loco Brake system cleaning and testing (MU locos except air dryers equipped) Loco Brake system cleaning and testing (conventional locos not 26-L equipped) Loco Brake system cleaning and testing (cab cars except 26-L & 26-C equipped) Loco Triennial Inspection 1104 Shop Brake system cleaning and testing (MU locos air dryers equipped) Loco Brake system cleaning and testing (conventional locos and cab cars 26-L brake equipped) Car Loco Brake system cleaning and testing (coaches except AB & 26-C brake equipped) Car Quadrennial Inspection 1476 Shop Brake system cleaning and testing (coaches and cab cars 26- C brake equipped) Car Year Inspections 2208 Shop Brake system cleaning and testing (coaches AB brake equipped) Car Table 6-1 FRA Mandated Inspection Cycles Fueling, Servicing and Inspection Fueling will be a daily activity carried out at the EMF using fueling hoses on reels stored adjacent to the fuel island track in the yard. For the purposes of this operating plan, the Cotton Belt DMUs are assumed to have an average fuel consumption of gallons per car mile 2 of low-sulphur diesel fuel. All in-service vehicles will be cleaned nightly by a dedicated cleaning crew. All vehicles will also undergo Daily Maintenance and Inspection, which is a combination of the following activities: 2 Based on fuel consumption by comparable DMU services as reported in the National Transit Database for reporting year DART Cotton Belt O&M Plan DRAFT 23

30 FRA-required Class 1 Brake Test Safety Appliance Inspection/Test Vehicle Servicing Toilet Servicing Incidental Repairs These tasks require the following: Qualified Maintenance Person (QMP) to perform Class 1 Brake Test and fill out air brake slip o Note that QMP is defined by FRA in 49 CFR 238 Cab active (both ends one at a time) DMU engines must be running Access to inspect brake shoes and pads Access to sanitary hose to dump retention tanks for toilets Access to fuel hose Access to sanding station (either fixed plant or bag sand) Access to potable and non-potable water Sufficient time must be scheduled in advance of train pull-out to do this work and address unexpected work (e.g. minor repairs). A vehicle maintenance team will typically perform S & I work on each DMU in the order that the vehicles will be dispatched. This team will consist of a QMP and an electrical technician. The QMP will perform the brake test for the train. The QMP will apply and release brakes, test emergency brakes and controls from the DMU cabs. The electrical technician will inspect and repair electrical systems, change bulbs, ensure that trainlines are functioning properly, etc Programmed Life Cycle Maintenance (LCM) The LCM concept seeks to maximize the availability and functionality of rolling stock through a regular-interval program of planned maintenance events occurring over the useful life of each vehicle. Under this approach, each repairable item on the vehicle is subject to a series of pre-defined inspection and maintenance activities designed to ensure acceptable performance up to the point of a Mid-Life Overhaul. These activities are timed to occur prior to (or to coincide with) the anticipated service life of each repairable component, and will meet the requirements of the FRA, the vehicle manufacturer, and the manufacturer s suppliers. The objective is to perform the appropriate maintenance activity (e.g., overhaul, repair, replacement, renewal, etc.) on a cycle which minimizes the chances of component failure and keeps the vehicle in an overall state of good repair. The LCM program will focus on components that are critical to the operating functions of the vehicle. These components will be the subject of inspection, service, calibration and unit exchange to circumvent failure and maximize reliability. Carbody components that are part of the architectural make-up of the vehicle (e.g. interior and exterior panels, flooring, partitions, windows, etc.) will be the subject of a Mid- Life Overhaul scheduled at the 12- to 15-year point in the vehicle service life. With both passenger accommodations and diesel propulsion equipment on each vehicle, special care must be taken to keep the engine maintenance areas of the EMF clean, to avoid tracking oil into the cars. DART Cotton Belt O&M Plan DRAFT 24

31 6.2.3 Maintenance Management Information System DART should implement a robust Maintenance Management Information System, a key tool in capturing all information in the history of a DMU. To achieve economies of scale, it may be in Cotton Belt s best interest to implement the same system as DART light rail, TEXRail, or TRE. All aspects of maintenance and servicing, including such things as parts use history, names of technicians working on equipment and date of all activities, and fuel consumption, should be kept on a car-by-car basis. The system should incorporate a work order system to be used in assigning tasks to maintenance technicians. It will also have a scheduling feature to be used by maintenance management in making sure time and mileage action targets are met within tight calendar tolerances. It will also have data retrieval and analysis capability to enable management to efficiently analyze the efficiency and performance of fleet and infrastructure. The system should be activated before the first vehicle arrives on the property for testing Running Repair and Corrective Maintenance Commuter rail equipment will require running repair and corrective maintenance as a consequence of the daily operating environment. Even the most diligent LCM Programs cannot account for the impacts that normal vibration, debris strikes, vandalism and misuse have on passenger equipment. The Cotton Belt maintenance operation will make allowances for running repair and corrective maintenance with a focus on minimizing turnaround time and expeditiously returning equipment to the revenue service fleet. The systems on the DMU include two diesel engines and generators for propulsion and hotel power. The engines are water-cooled, which adds potential for leaks and maintenance of cooling system elements. Running repair and corrective maintenance will require pit access, access to equipment cabinets mounted on the sides of the cars, access to engine compartments, interior access and roof access Heavy Repair Heavy repair is work that involves a long-term effort to correct one or more problems and bring the equipment back to the revenue service pool. Heavy repair includes some work that can be performed in-house and other work that is typically outsourced. The work can involve removal of major components (such as an engine, generator, etc.), collision repair (body damage, structural repair), wiring damage (burnt wires due to overcurrent or fire), vandalism repair, or any other work that entails a long-term approach to get resolved. The space to perform this work is typically off-line; so as not to disrupt the flow of daily servicing in the shop. At times the work may require the use of cranes or jacks, depending on the task. DMU heavy repair can involve a myriad of activities including major component exchange (such as an engine or truck), major system repair (such as wiring damage repair), or collision damage structural repair. Under certain circumstances, the damage may include undercar mounted equipment, which will be time consuming and costly to repair. Access is required for replacement of undercar components. The EMF shop will be equipped with portable jacks to lift the car up off the rails. A 15-ton crane will also be located at the shop to move heavy items for example, to carry away trucks removed from DMUs. DART Cotton Belt O&M Plan DRAFT 25

32 6.2.6 Mid-Life Overhaul The Mid-Life Overhaul is a critical element of the LCM program that is designed to provide the vehicle with an infusion of capital investment to bring it back to a like new condition. This overhaul involves reconditioning systems through a process of selective upgrade, refurbishment and replacement designed to ensure the ability of the vehicle to perform reliably with the same level of maintenance applied during the first half of service life. It is recommended that the Mid-Life Overhaul be packaged as a capital investment and performed outside the scope of regular maintenance operations. The work is best performed at a dedicated facility by personnel specially trained in the work. In many instances, this work is outsourced. Typically, the work includes an overhaul of all major systems as well as a structural inspection and reconditioning (if necessary) and replacement or upgrade of cosmetic features. Additionally, this work may include replacement of components that are obsolete and/or introduction of new technologies that provide improved performance or advanced features to the vehicle that were not available when originally constructed. 6.3 Support Systems and Fixed Facilities Maintenance The underlying maintenance philosophy and definitions of various levels of maintenance attention for the several support systems are defined in the sections that follow Train Control, Grade Crossing Protection and Communications Equipment This plan assumes that the train control system will be used to monitor the health of railroad grade crossing warning equipment and will be used to protect the trains at grade crossings. The communications systems are essential to the safe and effective operation of the line under normal and emergency conditions. Central Control will be the hub for these systems and will have full transmit, receive, monitor and record (video and audio) capabilities. Each of these systems is supervised, i.e., provides a warning at the Central Control Center if the electrical circuit is broken, which renders the system inoperative. However, failures still may occur in other components of the system. Procedures will be established for inspection and testing of these components. A majority of the train control maintenance tasks will involve completing the periodic inspections and tests required to keep the signal system safe and operable. Tests and inspections and their frequencies must comply with all federal, state and local regulations. A preliminary definition is provided in Table 6-2, subject to refinement in later project phases. Inspection Type Safety Inspection Crossing Protection Battery and Charger Switch Obstruction Joint/Switch Inspection Shunt Fouling Switch Circuit Control Route Locking Time Release and Timing Relays Bonding General Inspection Ground Test Frequency Monthly Monthly Monthly Monthly Quarterly Quarterly Quarterly Every 2 Years Annually Quarterly Quarterly DART Cotton Belt O&M Plan DRAFT 26

33 Inspection Type Frequency Lightning Arrestors Annually Approach Locking Every 2 Years Time Locking Every 2 Years Traffic Locking Every 2 Years Indication Locking Every 2 Years Relays Every 4 Years Insulation Resistance Every 10 Years Electric Lock Quarterly Moveable Bridge Locking Annually Table 6-2 Train Control Maintenance Tasks Planned Frequency Approximately one third to one half of the repair work will involve the grade crossing gate mechanisms and gate arms. Primary communications maintenance tasks will be related to testing of systems and repairing of defective units. Because of the reliance on the Central Control station and two-way radio for communications, it is essential that adequate spare parts inventories be maintained. Arrangements will be made for prompt servicing of transmitting facilities in the event of equipment failure Two-Way Radio Each unit will be checked prior to use for signal strength; and portable radios will be returned to the battery charger after each day s use. Each unit will be checked weekly to ensure that it functions on all channels. Maintenance will be primarily concerned with physical damage and wear associated with continuous use. Normal procedure will be to replace a defective unit with a spare and return the defective unit to the shop, manufacturer, or servicing agent for repair or replacement Closed Circuit Television (CCTV) Defects in individual units will be self-evident to personnel monitoring the cameras. Primary defects will occur in elements of camera control related to servomotors for pan, tilt, zoom, and automatic iris. Where cameras will be exposed to temperature extremes, the cameras will have thermostatically-controlled strip heaters and blowers which will require monthly inspection. It will also be necessary to clean lens shields on outdoor cameras. Normal procedure will be to replace a defective unit with a spare and return the defective unit to the shop, manufacturer, or servicing agent for repair or replacement Fire, Intrusion and Emergency Alarms The life-safety alarm systems (fire, emergency, smoke detectors) are all supervised (i.e., have built-in self-test functions). Any defects within the system will result in a trouble signal at Central Control. Intrusion alarms will be tested weekly for function. Smoke detectors will be tested semi-annually with canned smoke to ensure proper function. Normal procedure will be to replace a defective unit with a spare and return defective unit to the shop, manufacturer, or servicing agent for repair Central Control Recording devices will be tested monthly to ensure proper functioning and cleaned according to manufacturer instructions. Because of the nature of the electronic equipment in this facility, a clean, dust- free temperaturecontrolled maintenance shop environment is required. Normal procedure will be to replace a defective unit with a spare and return the defective unit to the shop, manufacturer, or servicing agent for repair or replacement. DART Cotton Belt O&M Plan DRAFT 27

34 6.3.2 Fare Collection Equipment DART s fare collection system is discussed above in Section It is assumed that the fare vending machines themselves will be maintained and serviced by the contracted entity DART determines. Signal technicians from the Signals and Way department will maintain platform validators and hand-held card readers used by Conductors Track, Roadbed and Structures The Cotton Belt railroad will be responsible for ensuring that all FRA-required inspections, maintenance and repair of track, roadbed and structures, drainage, and signals, of the line between Plano and the DFW area wye are properly performed. Responsibility for the segment between the wye and DFW Terminal B will be shared with TEXRail. The primary goal of maintenance is to keep the track safe to handle the intended traffic. This is of particular importance on a railroad carrying passengers. Therefore, safety inspections are the backbone of the maintenance program. All main track used for passenger service must be inspected at least twice a week by a qualified track inspector, who must be trained in conformance with the FRA Track Safety Standards and be able to identify unsafe track and right-of-way conditions and determine the appropriate remedial action(s) to be taken. Inspection types and suggested frequencies are as follows. Inspection Type Frequency Track Inspection Twice per week Yard Inspection Monthly Main Track Turnout Monthly Yard Turnout Monthly Crossing Frog Monthly Curve Gage Twice Per Year Bridges, Trestles, Culverts, and Drainage Structures Annually Emergency Track Patrol As needed [a] [a] After storms, earthquakes, fire department activity, etc. Table 6-3 Passenger Track inspection types and recommended frequencies Mainline trackage will be maintained in compliance with at a minimum FRA Class 4 track safety standards to ensure safety and ride quality. Yard tracks will be maintained in safe condition in compliance with FRA Class 2 standards. An annual structure and cut inspection will be performed and all deficiencies listed in the inspection report. In cuts, retaining walls, drainage structures and vegetation must be maintained to prevent slides. Fencing at the tops of cuts must be maintained to prevent entry of vehicles or pedestrians. Highway grade crossing paved surfaces must be maintained at a level that will not cause reduced highway vehicle speed, inflict damage to highway vehicles, or damage rail vehicles. Crossing gates and flashers must be kept in good operating order and repair. Routine Maintenance includes minor and emergency repairs and periodic safety inspections, including: Visual track inspections Switch inspection, adjustment, repair and lubrication Grinding and welding switch and crossing frogs DART Cotton Belt O&M Plan DRAFT 28

35 Insulated joint replacement Minor adjustments or repairs to direct fixation rail fasteners Spot tie replacement Broken rail replacement Adjusting and filling rail lubricators Cleaning debris from drainage structures Smoothing rough spot in track (surfacing and lining) Gage correction Track cleaning Repairing right-of-way fencing Minor repairs to bridges, tunnels and retaining walls Bond wire replacement Inspection activities will be performed by a qualified track inspector, while routine maintenance is performed by a track crew equipped with hand tools, small power tools and one or two trucks, as needed. The track inspector will be furnished with a hi-rail truck and hand tools. Periodic maintenance includes all replacements and rehabilitation of major items at the end of their life cycles, as well as work that can be planned in advance and included in the agency s annual budgets. Work included in this category includes: Tie replacement program Surfacing and aligning track Replacing or rehabilitating drainage structures Grade crossing replacement Ballast cleaning Replacement of direct fixation rail fasteners Vegetation control and brush cutting Operating rail defect detector car Transposing rail on curves Painting, rehabilitating and replacing bridges Automated inspection of concrete ties to measure rail seat abrasion This type of maintenance is scheduled based on an assessment of existing conditions and budget constraints. In any given year, there may be more work proposed for consideration than can be funded. The various projects must be prioritized so that those representing the best return in terms of safety and/or economics will be funded. Typically, this work requires large machinery and large crews of individuals having specialized skills. Such tasks are candidates for contracting to third parties. In addition, the Cotton Belt track maintenance department will develop a rail cleaning procedure to ensure that the track contact patch (to the DMU) is clean in order to maximize shunting capabilities Stations The DART Cotton Belt system will have 12 passenger stations located along the route, including the terminal stations at DFW Terminal B and Shiloh Road. In general the stations extend along the track right-of-way for 402 feet. Some stations in double track territory will have two side platforms, while others will have a single center DART Cotton Belt O&M Plan DRAFT 29

36 platform. Local and regional bus routes will serve most stations, with close transfers to TEXRail and DART Light Rail provided as shown previously in Table 2-1. Where necessary, any pedestrian crossings between platforms or to an island platform across the track(s) will be located at the end of a platform. Station design is still under development, but they will likely be primarily made of concrete. No facilities or services will be provided, except for ticket vending equipment and trash receptacles. Stations will incorporate facilities required to comply with the American with Disabilities Act. DART s policy is to provide a level boarding environment for passengers by building station platforms that will be at the same height above rail as the floors of the DMU fleet, nominally 23 inches above top of rail. FRA mandates car-to-platform gap tolerances in order to comply with ADA requirements. DART s operations and maintenance contractor will prepare a Gap Management Plan detailing the method and frequency of inspections, and method for maintaining horizontal and vertical gaps within tolerances. The appearance and cleanliness of the stations are essential to the public acceptance and success of the rail system. It is important to keep the stations free of trash, litter and dust; keep lighting systems free of defects and aging; remove graffiti promptly; and keep parking lots, walkways, steps and platforms free of hazardous substances. Since the DFW Terminal B and DFW North stations are shared with TEXRail, the sharing custodial and repair tasks must be negotiated. Station maintenance tasks generally fall into either the custodial or repair category. These functions will also be contracted, wither directly to the DART operations and maintenance contractor, or through subcontract Custodial The first category is janitorial/custodial in nature. Personnel involved in this function are primarily concerned with keeping the facility clean and safe. In performing these tasks, personnel will follow set routines and procedures, involving the use of sweepers, scrubbers, lawn mowers and, possibly, specialized chemicals. To maintain the desired appearance level in the stations, custodial personnel will be scheduled to clean each station daily, which would normally be accomplished after the evening peak hours. In addition, the more heavily used stations may need to be cleaned a second time during the day on weekdays, preferably after the morning peak. One cleaning per day will be adequate at all stations on weekends and holidays, except when special events are scheduled. DART may use its own forces, contract out these services, or include custodial efforts as part of the scope for the Contract Rail Services Operator (CRSO) Repairs The second station maintenance work category is related to general building repairs and may involve carpentry, glazing, electricity, plumbing, heating and refrigeration. These tasks typically require higher skill levels than the janitorial/custodial group and may involve not only building repair functions, but also modifying structures as may be needed to accommodate the actual operating requirements. Special crews will have to be assembled for major surface repair work in stations and adjacent parking lots. These crews will be comprised of a foreman and variable numbers of laborers, depending on the size of the job. At least twice each year, the platform surface will be sealed Equipment and Maintenance Facility (EMF) The yard and shops will be the center of all maintenance and operations activity except for dispatching (which is assumed to be based out of TEXRail s facility). All vehicle maintenance, cleaning, servicing, operations and scheduling will be handled from the Luna Road location in Carrollton. Additionally, it will serve as the center for DART Cotton Belt O&M Plan DRAFT 30

37 maintenance of way, stations, and communications. Fare collection may be housed at the EMF as well, or may be jointly handled at a DART facility depending on inter-agency agreements. A program will be developed to maintain the yard and shops in order to ensure their continued efficient and reliable functioning support of Cotton Belt operations and maintenance. The following general maintenance tasks will be performed by the operating agency s building and grounds staff Yard Trackwork Maintenance Yard trackwork maintenance will be part of the systemwide trackwork maintenance performed by the maintenance-of-way crews. Yard trackwork maintenance is as important as mainline trackwork because it can affect mainline operations (yard throat and entrance/exit from storage tracks). Conversely, it is usually a low maintenance area because of the low operating speeds, requiring track to be maintained only to Class 2 standards Yard Structures and Landscape Maintenance This activity includes cleaning of drainage structures, yard cleanup, sidewalk sweeping, landscape maintenance, etc. These activities will be part of the station maintenance work Train Control Maintenance This activity includes maintenance of the signal and motorized switch at the yard entry area (throat). These activities will be part of the train control work Communications Maintenance This activity includes maintenance of yard and shop PA systems, the Central Control radio system and the shop building telephone system Electrical Maintenance This activity includes the electrical maintenance of all yard and shop AC electrical service and the electrical portion of all yard and shop equipment. Tasks included are: Yard lighting and wiring maintenance and repair Shop building power distribution maintenance and repair Shop building lighting maintenance and repair (i.e., HVAC, compressors, pumps, hot water heaters, etc.) Support equipment electrical maintenance and repair Fire alarm maintenance and repair This work will be performed by the building maintenance staff, assisted as specialized work may require by power, signal and/or communications maintenance staff. Outside contractors also may be used from time to time Mechanical Maintenance This activity includes the mechanical maintenance of all EMF heating, ventilation, air conditioning, plumbing, fire sprinklers and the mechanical portion of all shop equipment. Some of the tasks include: Changing filters for all HVAC equipment Changing and adjusting bolts for all HVAC equipment Greasing bearings for all HVAC equipment Servicing for all refrigeration systems (air conditioning) Mechanical repairs of HVAC equipment DART Cotton Belt O&M Plan DRAFT 31

38 Servicing and repairs of all plumbing equipment (i.e., sinks, toilets, hot water heaters, drains, pumps, compressors, fire sprinklers, etc.) Servicing and repairs to shop building infrastructure (i.e., doors, windows, walls, floors, ceilings, roof, etc.) Maintenance and repairs to the mechanical portion of all LRT support equipment (i.e., wheel truing machine, wheel/axle press, et al). This work will be performed by outside contractors when required or as appropriate; otherwise by Cotton Belt mechanical staff. DART Cotton Belt O&M Plan DRAFT 32

39 7 O&M Staffing and Costs The operating plan developed in Section 4 and the maintenance requirements described in Section 6 form a basis for estimates of labor requirements, materials, and other direct/indirect items. These estimates are not meant to be prescriptive. DART will employ the services of a Contract Rail Services Operator (CRSO), as TRE and TEXRail have, and that operator may choose to organize the functions differently or employ a different number of workers. Furthermore, it is expected that the CRSO will allow for the sharing of staff between Cotton Belt, TEXRail, and TRE, so that staffing costs can be minimized and worker productivity maximized. 7.1 Organization and Labor Requirements DART s Cotton Belt service will be operated as part of a consolidated regional rail service, under a unified management which oversees management which oversees TRE and TEXRail, as well as DART Cotton Belt service. To accomplish this, the Cotton Belt organization will Cotton Belt organization will include some uniquely dedicated staff, as well as staff with shared responsibilities between Cotton Belt, between Cotton Belt, TEXRail, and TRE. ( Figure 7-1) Each of the three services will have a dedicated Assistant GM, reporting to a single General Manager. DART Cotton Belt O&M Plan DRAFT 33

40 Figure 7-1 Operations Department Organization Chart The organization will be composed of eight departments, each with a Manager shared among all three services: The PTC Manager, Signals & Communications Manager, Right-of-Way Manager, and Mechanical Manager will each be supported by a dedicated supervisor for each service. Like the Supervisors, staff in each of these departments will be dedicated to a specific service. TRE will have its own Safety Supervisor, while Cotton Belt and TEXRail will be overseen by a single individual. Both supervisors will report to the Safety Manager. The Manager of Train Operations will oversee all dispatching on all three lines. TRE will have a dedicated dispatch desk, and the Cotton Belt and TEXRail lines will share a desk. Each desk will be staffed by five dispatchers and five clerks. Dispatching for all three services will be headquartered at the new TEXRail yard (currently under construction), with a backup facility at the Cotton Belt EMF. Environmental compliance for all three services will be overseen by two individuals. The Transportation Manager will be supported by a TRE-only Supervisor and a Supervisor responsible for both Cotton Belt and TEXRail. The Transportation Manager/Supervisor will be responsible for oversight of the Operators, and therefore it is likely that either the Manager or the Cotton Belt/TEXRail Supervisor will have to be located at the Cotton Belt EMF. This individual will serve as the Designated Supervisor of Locomotive Engineers (DSLE) required by FRA rules. All passenger station cleaning will be handled by DART staff with no impact on the Cotton Belt operating budget. Cotton Belt will also have access to an on-call Railroad Bridge Engineer for annual inspections and any other needs, at a cost of $25,000. An initial estimate of the total Operations and Maintenance workforce needed to provide revenue service and maintain the Plano-DFW system is estimated to be 88 1/3 FTEs (not including the on-call Railroad Bridge Engineer), as delineated in Table 7-1. DEPARTMENT NUMBER DEPARTMENT NUMBER and Position Classification OF FTEs and Position Classification OF FTEs ADMINISTRATION SAFETY General Manager 1/3 Manager 1/3 DART Cotton Belt O&M Plan DRAFT 34