Metrolink Fleet Plan
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Metrolink Fleet Plan 2012 - 2017 Item No. 11 - Attachment
Transcript of Metrolink Fleet Plan
Metrolink Fleet Plan
2012 - 2017
Item No. 11 - Attachment
1
Table of Contents Executive Summary ............................................................................................................... 2
I. Equipment Needs ........................................................................................................ 4
A. Trailer Cars B. Current Capacity Capabilities C. Current Service Usage D. Methodology E. Ridership Assumptions F. Reasons Why an Annualized Ridership Growth Rate of 7.5 Percent
May Be Too High G. Reasons Why Annualized Ridership Growth Rate of 7.5 Percent
May Be Too Low H. Reasons Why Annualized Ridership Growth Rate of 3 Percent
May Most Realistic Assumption
II. Excess Cars .............................................................................................................. 10
III. Specialty Cars ........................................................................................................... 12
A. Bike Car B. Café/Lounge Car C. Business Car D. Possible Other New Service
IV. Railcar Rehab ............................................................................................................ 13
A. BANDAID Overhauls B. Major Overhauls
V. Locomotives ............................................................................................................... 14
A. Current Service Usage B. Locomotive Overhauls C. EPA Tier Requirements D. BANDAID Overhauls E. Mid-life Overhauls
VI. Funding Discussion ................................................................................................... 22
A. South Coast Air Quality Management District B. Notes on Rehab Funding
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Metrolink Fleet Plan
January 10, 2012
Executive Summary
The aging Metrolink fleet consisting of passenger cars and locomotives will require continuous
rehabilitation, and due to the age of the fleet, rehab needs will be extensive over the next five
years to extend service life. The introduction of the Guardian cars made by Hyundai Rotem
gives the agency a unique opportunity to defer passenger car maintenance for several years.
The locomotive fleet is the initial focus in the plan as approximately 30 units have passed the
million-mile milestone. With regulatory requirements demanding cleaner burning locomotives,
Metrolink has a unique opportunity to stretch scarce monies and attract grant funds to improve
the emissions of 30 locomotives from Tier 0 up to Tier 4, and plan for the future upgrade of the
remaining 22 locomotives from Tier 2 to Tier 4 to standardize the fleet. When completed,
Metrolink would be the first commuter agency in the U.S. to have an entirely standardized Tier
4 locomotive fleet.
Metrolink estimates that it will need between 220 and 250 passenger cars by the end of the
proposed five-year horizon. This assumption is based on an aggressive ridership growth of 7.5
percent per year and a more moderate growth of approximately 3 to 3.5 percent growth per
year. With the introduction of the Guardian cars, the decision to sell or keep approximately 20
older passenger car vehicles will need to be made. One recommended benefit of selling these
20 vehicles would be to use the proceeds to leverage clean air funds to bring.30 of Metrolink’s
aging locomotives up to Tier 4 standards.
The funding considered in this Plan is a combination of carried-over rehab funds from past
years, annual rehab funds from Member Agencies, bond funds designated to Metrolink through
the State of California, grant funds and potential loans.
Currently, available funds limit the amount of work that may be accomplished; hence, the initial
option of upgrading the entire locomotive fleet of 52 locomotives to Tier 3+ was first explored.
Tier 4 technology has made considerable development and Metrolink continues to work with
various vendors on Tier 4 possibilities and funding scenarios as the best option for maximum
performance, reliability, and environmental impact (cleanest fleet). Funding sources, such as
incentive programs through the Air Quality Management District (AQMD) or potential loans
have not been applied for or secured at this date. The Plan estimates the annual cost
requirement to keep the fleet stored in serviceable and reliable condition. Should future rehab
funds be necessary from Member Agencies for this program, they must be approved each
budget year.
D R A F T
ROLLING STOCK REHABILITATION PLAN
RAIL CARS 5-YEAR PLAN (UNITS)
Rehabilitation ItemsFY 11-12
(Present) FY 12-13 FY 13-14 FY 14-15 FY 15-16 FY 16-17 TOTAL
1 Basic Rehabilitation (HVAC) 0 0 Coaches 20 Coaches 20 Coaches 20 Coaches 37 Coaches 97 Cars
2 Mid-Life Overhaul 4 Coaches 4 Cars
LOCOMOTIVES 5-YEAR PLAN (UNITS)
1 Basic Rehabilitation10 EMD
Locomotives
10 EMD
Locomotives
10 EMD
Locomotives30 Locomotives
2
Upgrade 30 EMD Locomotives from
Tier 0 to Tier 4, incl Reliability
Improvments
5 EMD
Locomotives
15 EMD
Locomotives
10 EMD
Locomotives30 Locomotives
RAIL CARS REHABILIBATION COSTS ($M 2011 CONSTANT DOLLARS)
Rehabilitation ItemsFY 11-12
(Present) FY 12-13 FY 13-14 FY 14-15 FY 15-16 FY 16-17 TOTAL
1 Basic Rehabilitation (HVAC) $0.40 $0.40 $0.40 $0.59 $1.79
2 Mid-Life Overhaul $5.82 $5.82
TOTAL CAR REHAB (Estimated Cost) $0.00 $0.00 $0.40 $0.40 $0.40 $6.41 $7.61
LOCOMOTIVE REHABILIBATION COSTS ($M 2011 CONSTANT DOLLARS)
1Basic Rehabilitation (10/year using 11-
12 Funds)$5.00 $5.00
2
Upgrade 30 EMD Locomotives from
Tier 0 to Tier 4, incl Reliability
Improvments
$18.92 $56.77 $37.84 $113.53
TOTAL LOCOMOTIVE REHAB (Estimated
Cost)$5.00 $18.92 $56.77 $37.84 $0.00 $0.00 $118.53
TOTAL EXPENSES ($M IN 2011 CONSTANT DOLLARS)
CAR & LOCOMOTIVE COST ($M) $5.0 $18.9 $57.2 $38.2 $0.4 $6.4 $126.1
CUMULATIVE COST ($M) $5.0 $23.9 $81.1 $119.3 $119.7 $126.1
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I. Equipment Needs
Metrolink’s consists are planned to be a mix of Guardian and Bombardier (dubbed
“Sentinel”) cars. Each consist will include a Guardian CEM-equipped Cab car. The Sentinel
fleet is the older fleet with three generations dating back to the service start up. The already
in-service newer Guardian cars manufactured in South Korea will be fully in service by the
time the Fleet Plan goes into effect in 2013. Based on the assumptions in this Plan, we will
discuss the proposed fleet mix through the next five years including storage requirements
and other recommendations. We will also discuss options for Sentinel cars tied up in
financial agreements (LILO/SILO) that limit salability options.
A. Trailer Cars
CURRENT METROLINK INVENTORY
Type Count Mileage LILO/SILO
Sentinel Gen 1 60 trailer cars 28 cabs
1.3 Million Bank of America
Sentinel Gen 2 18 trailer cars 5 cabs
950,000 M & T Enterprises
Sentinel Gen 3 26 trailer cars 650,000 Wells Fargo
Guardian Fleet (base + option)
80 trailer cars 57 cabs
45,000 (est.) n/a
Table I.1
With Metrolink’s established benchmark in safety, upgrades and passenger comfort,
there are differences between the newer Guardian fleet and the aging Sentinel fleet
which can be updated, wherever feasible, in the rehab/scheduled maintenance and
refurbishment process. For example, there are differences in car structure (stainless
steel Guardian cars versus aluminum shell, steel alloy Sentinel cars) and the Guardian
Fleet has Crash Energy Management (CEM) features on each end of both cab and
trailer cars. Car flooring features also differ (fiberglass composite Guardian versus
plywood/metal Sentinel) as does seat and table arrangements (Guardian layout and
table type for CEM benefits versus retrofitting Sentinel with energy absorbing tables.)
As Guardian Cab cars come into service, they are replacing Sentinel Cab cars, which
are being stored. (Note: see attachment, Metrolink Bombardier/Sentinel Storage Plan.)
For more in-depth information on fleet differences, see “Metrolink Status of Fleet
Rehabilitation Projects Second Submittal Draft”, pages 25-38; prepared by LTK
Engineering Services, March 12, 2010.
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B. Current Capacity Capabilities (People to Seat)
The chart below illustrates the seating capacity in our current mixed-consist fleet.
Sentinel cars have greater seating capacity, at 140 to 149 seats per trailer car,
depending on the generation. Guardian fleet Coach/trailer cars seat 132 customers,
which represents a reduction in capacity. The Sentinel Cab car seat capacity is from
135 to 142 seats (Gen 1 and 2) and Guardian Cab cars seat up to 121 customers. With
the new addition of the "Bike Car", seating capacity also changes with Sentinel (Gen 1)
cars seating 120 customers. In summary, the newer cars have fewer seats, thus more
cars are needed to carry the same number of passengers.
Currently, with a total fleet of 274 passenger cars, including trailer, cab and bike cars
the overall total seat capacity is in excess of 36,000.
RAIL CAR CAPACITY CAPABILITIES
RAIL CARS Sentinel Gen 1
Sentinel Gen 2
Sentinel Gen 3
Guardian Fleet
TOTAL
# Trailer Cars 25 18 26 80 149
# Bike Cars 35 n/a n/a n/a 35
# Cab Cars 28 5 0 57 90
TOTAL Cars 88 23 26 137 274
# Seats Trailer Cars 149 140 141 132
# Seats Bike Cars 120 n/a n/a n/a
# Seats Cab Cars 142 135 n/a 121
Capacity Trailer Cars 3,725 2,520 3,666 10,560 20,471
Capacity Bike Cars 4,200 n/a n/a n/a 4,200
Capacity Cab Cars 3,976 675 0 6,897 11,548
TOTAL SEAT CAPACITY 11,901 3,195 3,666 17,457 36,219
Table I.2
C. Current Service Usage
Currently, ridership numbers average 41,739 weekday trips (June 2011) on 163
weekday trains. The number of train cars required to accomplish moving this amount of
people on a daily basis (based on our current published schedule) is 157 cars (with a
spare ratio of 10 percent =16 cars) totaling 173 cars. This number includes the 35
cycles/turns throughout the system.
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D. Methodology
The methodology for calculating fleet size requirements is based on demand estimates
at the individual train level given current service characteristics. Load factors calculated
on July 2011 cycle patterns and ridership levels. Future load factors estimated
assuming both approximately 3 – 3.5 percent and a 7.5 percent annualized growth rate.
Capacity needs determined by the demand for peak travel. After analyzing historical
trends, it was assumed that the proportion of weekday travel occurring in peak direction
during the AM peak would remain stable at current levels. Capacity requirements were
calculated on a train-by-train basis and translated into the number of cars required per
consist to meet demand based on a 95 percent load factor policy standard. An average
seating capacity of 137 seats per car was used which reflects the fleet mix as of August
2011. The resulting number of in-service cars was further adjusted to account for
planned new services, after which an applied 10 percent spare ratio. Consists requiring
seven or eight cars were identified to help estimate the need for additional locomotives.
However, these fleet size estimates do not reflect considerations to standardize consist
sizes to at least six (6) cars, which would increase the number of total cars required.
These results were verified through separate analysis of the correlation between
ridership levels and car requirements.
E. Ridership Assumptions
Metrolink has been working with the Southern California Association of Governments
(SCAG) to obtain ridership projections for the next five years. Unfortunately, SCAG
recently informed Metrolink that the regional travel demand model is currently being
updated for the development of the 2012 Regional Transportation Plan (RTP) and is not
yet ready to produce ridership forecasts. Older forecasts have become invalid due to
the effects of the economic recession. As Metrolink does not have the resources to
develop its own 5-year ridership forecast, assumptions had to be made for ridership
growth to allow estimation of fleet size requirements.
Table I.3 identifies the number of cars required at different ridership levels during the
next five years. These numbers should not be interpreted as an annual forecast of
actual ridership and cars required in a given year. Rather, they assume an annualized
growth rate of 7.5 percent to provide the basis for calculating the required number of
cars at a given ridership level. Although the numbers indicate Metrolink ridership
reaching 60,000 in 2016, it does not imply that this ridership level could not be reached
earlier or later.
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RIDERSHIP LEVELS AND CAR REQUIREMENTS AT 7.5 % ANNUALIZED GROWTH
Table I.3
F. Reasons Why an Annualized Ridership Growth Rate of 7.5 Percent May Be Too
High
Macro-economic projections for the coming five years call for moderate rates of growth.
According to latest projections from SCAG for the period 2011 to 2021, employment in
the five-county region is expected to grow at an annualized rate of 1.6 percent. The
same projections also call for an annualized population growth rate of 0.9 percent. In its
Annual Energy Outlook for 2011, the Energy Information Agency (EIA) projects the price
of gasoline to increase at an annualized rate of 3.6 percent during the next five years.
For comparison, average weekday Metrolink ridership growth during the past five years
averaged 0.1 percent annually. If the economy should continue at the current state or
enter into another recession, Metrolink ridership may face another period of zero to
negative growth.
G. Reasons Why Annualized Ridership Growth Rate of 7.5 Percent May Be Too Low
Annualized growth rates are misleading to project resource requirements to meet peak
demand. The average annual ridership growth rate for the past five years was 0.1
percent, which seems to indicate no change in the required number of cars during this
period. Annualized rates, however, mask the significant fluctuations during that period.
Although Metrolink ridership appears not to have grown during the past five years, the
period included the record ridership spike in July 2008, which resulted in a ridership
increase of 15.7 percent. None of the prevailing economic projections accounted for the
dramatic run-up in oil prices and Metrolink was unprepared for the increase in demand,
which forced the agency to lease dozens of additional rail cars in 2008. There is no
indication that the next five years will be free of disruptions in the supply of oil, and fuel
prices reaching new highs. Barron’s warned that oil prices may spike to $150 as early
as next spring (“Get ready for $150 oil,” Barron’s, July 4, 2011).
H. Reasons Why Annualized Ridership Growth Rate of 3 Percent May Most Realistic
Assumption
Year 2011 2012 2013 2014 2015 2016
Average weekday ridership
41,739 44,882 48,262 51,896 55,803 60,005
In service cars
157 166 173 183 197 207
+ New Svc.
0 8 8 24 24 24
10% spare ratio
16 17 18 21 22 23
Grand Total
173 191 199 228 243 254
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Metrolink’s FY11/12 Budget assumes a ridership growth of 7.6 percent, based on the
addition of new service as well as an enhanced marketing program. There are concerns
that this rate of growth may not be sustainable for the next five years. The Marketing
and Sales Department is assuming ridership growth of 3.5 percent in FY11/12 which will
slow to 3 percent in each of the subsequent years (Table I.4) based on marketing
opportunities and historical trends.
RIDERSHIP LEVELS AND CAR REQUIREMENTS AT APPROXIMATELY THREE
PERCENT ANNUALIZED GROWTH
Table I.4
This estimate does not factor in any fare increases, a dramatic increase or decrease in
gas prices, impacts to parking, or any major disruption caused by natural disaster or act
of terrorism, etc., but based on the following factors for growth:
1. Corporate Pass Program: Metrolink will continue to grow the Corporate Pass
Program over the next five years. Metrolink anticipates growth from adding new
accounts and growing existing accounts. To help grow accounts, Metrolink is
creating a “tool kit” to help CPPs grow ridership internally. This “tool kit” has
collateral items, posters, and other items necessary to encourage ridership.
2. I-5 Caltrans/ Metrolink Partnership: Over 300,000 automobiles travel the I-5 corridor
between the 605 and the 91 freeway on a daily basis. Caltrans will be widening the
corridor with construction starting in 2012. This project is expected to last seven (7)
years. Metrolink anticipates adding 175 new riders each month due to the project,
which equates to 2,100 peak-time riders each year.
3. Connectivity: LA Metro is working to complete two (2) major connectivity projects
(the Expo Line and the Orange Line extension) in Calendar Year 2012. These lines
have the potential to efficiently connect passengers from job centers to Metrolink,
and we anticipate ridership growth from the added connectivity. In 2015, Metro
anticipates to have the Expo line finished to Santa Monica. If construction is
Year 2011 2012 2013 2014 2015 2016
Avg wk-day ridership
41,739 43,200 44,496 45,831 47,206 48,622
Cars in svc. 157 162 165 167 172 174
+ New Svc. 0 8 8 24 24 24
10% spare ratio
16 17 17 19 20 20
Grand Total
173 187 190 210 216 218
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complete as planned, Metrolink anticipates additional incremental ridership due to
the area’s dense job market.
4. Special Service Trains During Peak Hours: Metrolink anticipates continued requests
for service to special events. During the 2011/12 year, Metrolink ran special service
trains during peak hours for Angel games and a popular U2 concert for Live Nation.
Metrolink is also currently in discussion with AEG regarding adding special service
trains to serve the proposed Farmers Field.
5. Increased “Special Car” Options: Implementing special cars that provide
passengers options such as Quiet Cars and Bike Cars and proposed Business
Class Cars, and Café/Lounge Cars, may provide for additional growth and will affect
fleet management.
Table I.5
In 2013, with average weekday ridership increasing to between 44,496 and 48,262
(based on 3 – 3.5 and 7.5 percent annual ridership growth, see section, II. e. Ridership
Assumptions), the estimated need of cars increases from 173 cars (based on seating
capacity with a spare ratio of 10 percent of 18 cars) to between 190 to 199 cars.
23.9%
15.6%
9.4%
5.2%
11.6%
6.6%
3.2%
7.4% 7.3%
5.2%6.7%
4.2% 4.7%
2.7%
-8.2%
-1.6%
7.5% 7.5% 7.5% 7.5% 7.5%
3.5% 3.0% 3.0% 3.0% 3.0%
-10.0%
-5.0%
0.0%
5.0%
10.0%
15.0%
20.0%
25.0%
30.0%
FY 95
/96
FY 96/97
FY 97/98
FY 98/99
FY 99
/00
FY 00
/01
FY 01/02
FY 02/03
FY 03/04
FY 04
/05
FY 05
/06
FY 06/07
FY 07/08
FY 08/09
FY 09
/10
FY 10
/11
FY 11/12
FY 12/13
FY 13/14
FY 14
/15
FY 15
/16
ANNUAL RIDERSHIP GROWTH
Assumed Growth Rates at 7.5% and 3%-3.5%
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AVERAGE RIDERSHIP THROUGH JUNE 2016 HIGH AND LOW PERCENTAGES
YEAR AVG. HIGH RIDERSHIP
AM PEAK DIRECTION
AVG. LOW RIDERSHIP
AM PEAK DIRECTION
June 2011 41,739 14,191 41,739 14,191
June 2012 44,882 15,260 43,200 14,688
June 2013 48,262 16,409 44,496 15,128
June 2014 51,896 17,645 45,831 15,582
June 2015 55,803 18,973 47,206 16,050
June 2016 60,005 20,402 48,622 16,531
Table I.6 *Assumptions
High ridership estimated at 7.5% annual ridership growth
Low ridership estimated at 3 to 3.5% annual ridership growth
Peak demand (AM Peak, peak direction) at 34% of total
REQUIRED FLEET SIZE
YEAR CARS* NEW
SERVICE 10% SPARES
HIGH TOTAL
LOW TOTAL
2011 157 0 16 173 173
2012 166 8 17 191 187
2013 173 8 18 199 190
2014 183 24 21 228 210
2015 197 24 22 243 216
2016 207 24 23 254 218
Table I.7
As ridership increases, train consists will need to increase in size to accommodate
capacity. The purpose of the Fleet Management Plan is to prepare for future peak
demand. This may be best accomplished by looking beyond annualized ridership
growth rates, which may under-estimates peak demand patterns. The best practice in
fleet management planning may depend not so much on predicting the most probable
growth scenario – the last five years were not the most likely outcome – as on weighing
the benefits of selling cars against the risk of having to lease additional cars to meet
unexpected increases in demand.
II. Excess Cars
Metrolink’s five-year high projection requires 254 cars, suggesting there may be an excess
of twenty (20) Sentinel cars. All 137 Sentinel cars financed through a Lease-in, Lease-out
(LILO) defeased lease agreements held by either Bank of America, M & T Enterprises (M &
T) and Wells Fargo.
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In order for Metrolink to sell, lease or dispose of any amount of excess railcars, each
defeased lease has a provision whereby Metrolink would have to purchase at the then
termination value, all the cars in that defease lease. Of the three financial institutions, M &
T Enterprises previously indicated in other prior discussions that it would consider selling
the cars in lots, and in accordance with Metrolink’s needs, as long as cars are acquired
over time (M & T has not been approached recently to discuss this issue). Due to M & T’s
prior perceived flexibility and its lower termination value, it is likely that if cars are sold, they
will come from the Generation 2 category covered by the M & T agreement, which covers
23 Sentinel cars.
Table II.1 illustrates the above scenario, where it would only be necessary for Metrolink to
sell the M & T Sentinel cars at current market rate to cover the cost of the termination value
for the Gen 2 LILO agreement.
The passenger railcar market today is very tight, and the demand for older Bombardier
generation bi-level railcar is high. Therefore, should Metrolink consider to acquire then sell
the 23 railcars suggested above, there appears to be a market for resale of such railcars.
Staff is however, evaluating what additional requirements need to be met in order to sell the
railcars covered by the M & T Agreement, and whether the original grant funding agencies
would need to approve the resale of such cars and any subsequent use of the sale
proceeds.
A. LILO / SILO
RAIL CARS Sentinel Gen 1
Sentinel Gen 2
Sentinel Gen 3 TOTAL
Bank/Fund Bank of America M & T Wells Fargo
# Trailer Cars 25 18 25 68
# Bike Cars 35 35
# Cab Cars 28 5 0 33
TOTAL Cars 88 23 25 136
Purchase Cost (each.)
$1,241,168 $1,431,088 $1,869,390
NLV* (Blended Rate)
$376,400 $501,845 $774,114
Termination Value $210,533 $166,721 $910,171
Purchase Cost Total
$109,222,152 $32,915,034 $46,734,741
NLV $33,123,171 $11,542,445 $19,352,840
Termination Value $18,526,882 $3,834,583 $22,754,264
Per Unit NLV Termination
$165,867 $335,124 -$136,057
Total NLV Termination
$14,596,289 $7,707,862 ($3,401,424)
Table II.1
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Metrolink had an appraisal of the Sentinel fleet prepared (for details on this appraisal,
see Estimates of Current Net Liquidation Value of Equipment Owned by Metrolink, June
24, 2011). This in-depth analysis provided two views of estimated costs. Table II.1
shows the lower value and suggests the results of selling cars in each deal. The
termination value is the additional amount of money that must be paid to the respective
banks.
The initial recommendation for the use of sale proceeds is to match these funds with
additional Carl Moyer Funds, if they are secured to upgrade the remaining 22
locomotives to Tier 4. If the Carl Moyer Funds are not available, then the sale proceeds
can fund continuous car rehabilitation.
III. Specialty Cars
A. Bike Car
Metrolink has already introduced the successful Bike car into the system. Twenty-nine
passenger seats have been removed from the lower level of the Sentinel Gen 1 car, and
space created for at least 18 bicycles; 120 passenger seats remain, with the goal to
introduce a Bike car on each of the thirty-five Metrolink consists. In addition to rehab
requirements for each car, the retrofit by in-house resources costs approximately
$20,000 each. The Bike car upgrade will not affect capacity account first generation
coaches and cab cars are available to support service in the event they are needed.
B. Café/Lounge Car
Metrolink’s potential Café/Lounge cars are still in the initial investigatory stages, with
staff evaluating the legal requirements for, and feasibility of such a car. If such a car is
feasible, conceptually, it could include an open lounge area with bench-type seating for
passengers to enjoy their train community and purchases from the bar/café including
specialty coffees, beer and wine, upscale snacks and sundries. In addition to what
rehab each car requires, costs are approximately $400,000 each.
C. Business Car
The (potential) Business car will include a complete interior upgrade, larger airline-style
reclining seats, more legroom, and specialized service and amenities to include
possible Wi-Fi, satellite television and more. In addition to what rehab each car requires,
costs are estimated to be $500,000 each.
D. Possible Other New Service
Upcoming new service possibilities include MSEP, IEOC, Perris Valley Line, Special
Event trains (such as baseball and prom and trains that run through Union Station).
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IV. Railcar Rehab
Guardian cars allow Metrolink to defer major overhauls for several years. Some work must
occur to keep even the best of the Sentinel fleet in good order.
A. “BAND-AID” Overhauls
Due to the wide variety of temperature variances (110 degrees F in the summer and 10
degrees F in the winter) throughout the Metrolink system, a reliable HVAC system is
required. Failure of the HVAC can result in an uncomfortable ride for passengers, and
pose other concerns. Each passenger car has two HVAC units, which are overhauled
every four years in conjunction with the scheduled COT&S four-year major inspection. A
complete overhaul of the HVAC units includes an inspection, thorough cleaning, re-
painting as required, replacement of thermal insulation, latches, seals and gaskets, and
other parts are required, re-building of the compressor units and all other tasks and
testing required ensuring a fully functioning unit. In addition to the HVAC units, the door
operators are overhauled and replaced during the same scheduled COT&S inspection
every four years. The purpose of the door operator overhaul is to replace motors during
scheduled intervals to minimize opportunity of failure due to the very high duty cycle.
Existing Sentinel car HVAC units must be to a new refrigerant as required by the EPA.
B. Major Overhauls (Note: costs are estimates)
1. Exterior upgrades include repair car body and paint or wrap cars ($60,000), HVAC
modification to include new refrigerant and overhaul the units ($50,000), install push
back couplers ($150,000), overhaul trucks ($120,000) and airbrake systems
($20,000) and replace all window rubber components. Total exterior upgrades
approximately $410,000.
2. Interior upgrade examples include, install frangible tables ($10,000), replace seating
to match CEM seating of Guardian cars ($150,000), replace carpet and rubber
flooring ($20,000) and install composite material subfloors ($40,000), install
emergency wireless crew communication with rail cars ($20,000), install Passenger
Emergency Intercom (PEI) system ($25,000), install GPS based automated
announcement system ($5,000), install new destination signs, same as Guardian
cars ($40,000), new side door opening mechanisms ($20,000) and upgrade
emergency release feature so that both door panels open when emergency release
is activated. Upgrade side door panel to a composite material, upgrade lighting
system ($30,000), upgrade/replace interior material to match current color scheme,
same as Guardian interiors ($50,000). Total interior upgrades approximately
$840,000.
3. Sentinel Cab Car Conversion: There are two basic options for the cabs in the
Sentinel Cab cars. The first option is to use the Cab cars in regular service as
Trailer/Coach cars without any (structural) changes. The COT&S
service/inspection that is required every four years will cost an additional $1,000
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per Cab car. For the fleet of 33 Sentinel Cab cars the yearly cost will be about
$8,250.
The second option is to convert the Cab cars to Trailer/Coach cars at an
approximate cost of $100,000 each. This cost estimate includes items such as
the removal of vehicle operating capabilities and cab area, and installing four
passenger seats to match the Trailer/Coach seat configuration. This cost is in
addition to overhaul required for the Sentinel fleet. Metrolink staff does not
recommend this option because it reduces the Cab car value and does not
provide enough value (seating area) for the costs involved.
V. Locomotives
A. Current Service Usage
Today there are 35 train consists (groups of cars that become a train set) that serve the
163 weekday trains throughout the Metrolink system. Each consist is assigned one (1)
locomotive and one (1) Cab car (there is one train that requires two locomotives to
maintain express train service schedule) with 36 locomotives in daily service. At any
given time, there are four (4) locomotives shopped for preventative maintenance (PM)
and approximately three (3) for non-scheduled repair.
Over the next two years, all locomotives will require installation of Positive Train Control
(PTC) equipment. Up to three (3) locomotives at a time may be out of service for the
PTC installation and test program. This installation is not included in this particular
budget and discussion.
LOCOMOTIVES IN SERVICE
Type Count Mileage Condition Horsepower
F59 PH 15 1M Due overhaul 3,000 HP
F59 PHI 14 600K Due overhaul 3,200 HP
F40 PH 1 1M Due overhaul 3,200 HP
MP36 PH-C 15 100K
New
(2 years) 3,600 HP
F59 PH 7 50K Re-configure
(1 year) 3,000 HP
Total 52
Table V.1
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B. Locomotive Overhauls
The age and condition of Metrolink’s locomotive fleet calls for two basic overhaul types.
The first, dubbed “Band-Aid” relates to the Service Life Extension Program and focuses
on allowing high-mileage locomotives to function up to the next necessary renovation.
The second type are called, “Mid-Life” which look to both short and long-term solutions
for locomotives typically ten years or older.
A comprehensive locomotive overhaul plan, especially one that is long term, must
involve consideration of the environment.
C. EPA Tier Requirements (Source: Dieselnet.com)
In order to make environmental considerations a primary focus to the Railroad Industry,
the EPA developed standards and regulations for locomotives and locomotive engines
that can be found in the US Code of Federal Regulations, 40 CFR Parts 85, 89 and 92.
The applicability of the standards depends on the original locomotive manufacture date.
United States emission standards for locomotives apply to newly manufactured, as well
as remanufactured railroad locomotives and locomotive engines. The EPA adopted the
standards in two regulatory actions (1997 and 2008).
1. Tier 0-2 Standards: The first emission regulation for railroad locomotives, adopted
on Dec. 17, 1997, [63 FR 18997-19084, 16 Apr 1998] became effective from 2000,
and applies to locomotives originally manufactured from 1973 (manufactured or
remanufactured). Tier 0-2 standards are met though engine design methods, without
the use of exhaust gas after-treatment. The 2008 regulation also includes more
stringent emission standards for remanufactured Tier 0-2 locomotives:
a. Tier 0: The first set of standards applies (effective 2000) to locomotives and
locomotive engines originally manufactured from 1973 through 2001, any time
they are manufactured or remanufactured.
b. Tier 1: These standards apply to locomotives and locomotive engines originally
manufactured from 2002 through 2004. These locomotives and locomotive
engines are required to meet the Tier 1 standards at the time of the manufacture
and each subsequent remanufacture.
c. Tier 2: This set of standards applies to locomotives and locomotive engines
originally manufactured in 2005 and later. Tier 2 locomotives and locomotive
engines are required to meet the applicable standards at the time of original
manufacture and each subsequent remanufacture.
2. Tier 3-4 Standards: The second regulation signed on March 14, 2008 introduced
more stringent emission requirements [73 FR 88 25098-25352, 6 May 2008] and is
scheduled to become effective from 2015.
16
a. Tier 3 standards: Near-term engine-out emission standards for newly built and
remanufactured locomotives. Tier 3 standards are to be met using engine
technology.
b. Tier 4 standards: Longer-term standards for newly built and remanufactured
locomotives. Tier 4 standards, expected to require the use of exhaust gas after-
treatment technologies, such as particulate filters for PM control, and urea-SCR
for NOx emission control.
3. Test Cycles: Locomotive emissions measured over two steady-state test cycles,
represent two different types of service including line-haul and switch locomotives.
(Metrolink is regulated under the line haul category.) The duty cycles include
different weighting factors for each of the eight (8) throttle notch modes, which used
to operate locomotive engines at different power levels, as well as for idle and
dynamic brake modes. The switch operation involves much time in idle and low
power notches, whereas the line-haul operation characterized by a much higher
percentage of time in the high power notches, especially notch eight (8).
Locomotive certification and compliance programs include several provisions,
including production line testing (PLT) program, in-use compliance emission testing,
as well as averaging, banking and trading (ABT) of emissions.
4. Fuels: To enable catalytic after-treatment methods at the Tier 4 stage, the EPA
regulated (as part of the non-road Tier 4 rule) the availability of low sulfur diesel fuel
for locomotive engines. Sulfur limit of 500 ppm is effective as of June 2007, sulfur
limit of 15 ppm from June 2012.
EPA EMISSIONS REQUIREMENTS
Tier Level Allowable PM
Discharge
Allowable NOx
Discharge
Non-Tier .32 grams / BHP*hr 13.00 grams / BHP*hr
T0 .22 grams / BHP*hr 8.0 grams / BHP*hr
T2 .18 grams / BHP*hr 5.5 grams / BHP*hr
T3 .08 grams / BHP*hr 5.5 grams / BHP*hr
T3+ 0.075 g / BHP*hr 5.5 grams / BHP*hr
T4 0.03 grams / BHP*hr 1.3 grams / BHP*hr
Table V.2 (source, Metrolink)
17
D. “BAND-AID” Overhauls
“Band-Aid” overhauls for locomotives, referred to as the Service Life Extension Program
is a strategically focused revitalization of specific locomotive functions. The program is
not a “parts changing process” but rather a strategic process that uncovers weaknesses
in the locomotive through intensive diagnostic testing and analysis not typically
performed during routine maintenance. Locomotives exhibit symptoms of “potential”
failure; therefore, this process will reveal problems at the deepest level so technical
personnel can mitigate the problems before they affect reliability. The Service Life
Extension program will allow high mileage locomotives to operate with improved
reliability until a complete renovation is possible.
E. Mid-life Overhauls
Because Metrolink’s oldest 30 units (PH and PHI, and one F40) have not been
overhauled, they are subject to “wear and fatigue” type failures.
1. Failure Types
Many of the items replaced during a mid-life overhaul (typically after 10 years) are
failing at a higher rate. Examples of such parts are main-gen bearings, motorized
switchgear, relays and power contactors, rigid water and air piping, etc.
Additionally, 19 locomotives have HEP engines that are beyond their recommended
over-haul/replacement. These HEP units also have outdated/obsolete control
systems. This causes a high rate of HEP failures resulting in loss of “hotel power” to
the train.
2. Short-term Solutions
Continue rehab of the equipment through the past and on-going capital and
operations rehab programs. As a part of these programs, we have replaced HVACs
(air-conditioning units), turbochargers, traction motors, cooling fans, fuel injectors,
main engine water pumps, etc.
3. Long-term Solutions The locomotive fleet requires a comprehensive overhaul in which all systems are
qualified and/or rebuilt to a level of reliability and efficiency that will be acceptable to
meet the demands of the service. Horsepower is important when determining
service demand because higher horsepower allows the locomotive to pull longer
train consists. Horsepower decreases if problems exist such as poor locomotive
performance due to electrical and mechanical component malfunctions because
they have reached the end of their useful life. Some examples include major
component replacement such as new HEP engine and generators, main generator
reconditioning, upgraded control systems, cab refresh (new carpet, flooring, paint,
18
update switches, interior renewal), rust mitigation and refurbishment of trucks and
traction motors. Estimates, including labor, shipping and contingency repairs are
projected to cost approximately $2 million+.
Long term planning involves consideration of the environment. This plan includes
adherence to legislative dictates for environmental protection.
a. Tier 0 to Tier 2
Currently, Metrolink’s fleet consists of 30 Tier 0, (non tier) and 22 Tier 2
locomotives. The possibility of an all-Metrolink locomotive upgrade option to Tier
2 was reviewed. As background, in 2010, seven (7) F59 PH locomotives were
upgraded to Tier 2 at a cost of $2.4 million each. Metrolink chose this option
because these locomotives required mid-life overhaul. A re-power with a partial
overhaul was viewed as the best way to extend the life of the units. At that time,
Tier 4 technology was not developed. Staff does not recommend upgrading all 30
locomotives to Tier 2 then again to Tier 4 because it requires an engine change,
is more costly, and does not increase reliability.
b. Tier 0 to Tier 3+
This plan originally discussed an upgrade option for the 30 Tier 0 locomotives to be
upgraded to Tier 3+. Tier 3+ is defined as meeting the Tier 3 requirements for PM and
NOx and 80 percent of the NOx requirements for Tier 4, hence “3+”. Tier 3 falls far short
of the more restrictive emissions requirements of Tier 4. Because of the advancing Tier
4 technology, the ability to obtain maximum performance and environmental benefits
and funding constraints, Staff does not recommend this option.
c. Tier 0 to Tier 4
Rapidly advancing technology has allowed the consideration of the Tier 4
upgrade option, which provides added environmental benefits and addresses
fleet reliability issues. To meet Tier 4 requirements and maximum locomotive
performance a complete overhaul or replacement of all components and systems
is required. Locomotives with a complete Tier 4 overhaul will set the stage for
maximum performance and reliability of the fleet. Tier 4 overhaul are
approximately $2.4 million per locomotive.
d. Choosing an Option
In early 2011, Metrolink proposed a new locomotive purchase program that
suggested purchasing 52 new Tier 4 locomotives, estimated costs between $6
million to $8 million each, based on using new concepts such as combining air
quality credits, performance-based contracting of equipment maintenance,
demonstration grants and federal loan programs.
1
Because of emerging technologies and information from several vendors moving
forward with Tier 4 technology, Metrolink staff made another proposal to
investigate Tier 4 funding possibilities, also authorized by the Board in 2011.
Several discussions ensued regarding what would be the most fiscally
responsible for our Member Agencies and provide the most benefits
environmentally (provide the cleanest fleet), efficiently and fulfill future growth
projections. In addition, a locomotive “Tier Level and Timeline” discussion, held
at the November Board meeting, included a comparison between upgrading to
Tier 3+ and Tier 4. Metrolink staff recommended the Tier 4 upgrade/timeline
during this discussion.
It was determined there were four distinct opportunities for fleet upgrades. The
30 Tier 0 locomotives upgrade to Tier 2, Tier 3+ and/or Tier 4; and the 22 Tier 2
locomotives upgrade to Tier 4.
TIER LEVEL COST COMPARISON
PROJECT COSTS NOTES
Tier 0 to Tier 2
(30)
$1.7 M
(+ $800K non-emissions related
upgrades)
2008 pricing, re-power with minimum overhaul ($2.75 M est. 2012 pricing); to upgrade (again) to Tier 4 requires additional costs (average $2.2 M* each) requires engine change and taking equipment out of service a second time
Tier 0 to Tier 3+
(30)
$1.75 M
(+ $800K
non-emissions related
upgrades)
$4.5 M
After upgrading to Tier 3+, use existing 710 engine; to upgrade (again) to Tier 4 requires additional costs ($1.7 M each) requires engine change and taking equipment out of service a second time. New Tier 3+ Locomotive
Tier 0 to Tier 4
(30)
$2.4 M
(+ $800K non-emissions related
upgrades)
$6.5 M
Re-configure PH/PHI includes overhaul New Tier 4 Locomotive
Tier 2 to Tier 4
(22)
$2.2 M*
(Includes non-
emissions related
upgrades)
Re-configure locomotives with limited overhaul
Table V.3
*(7) F59(R) @ $1.7 M each and (15) MP36 @ $2.5 M each
The following document represents the Locomotive Tier 4 upgrade strategy, (tier and timeline as mentioned above) including the potential timeline and funding plan:
Loco_Fleet_Tier_Level_Discussion_Jan_10_AS Confidential Attorney Client Work Product
Metrolink Locomotive Tier Level & Timeline Discussion
Dec 2011 Jan 2012 Oct 2012 Jan 2013 Jan 2014 Jan 2015 Jan. 2016 Jan. 2017
RECOMMENDATION:
Upgrade 30 Locomotives From Tier 0 to Tier 4
Pro: Increased reliability with HP @ 3700/4500 to 5000 (HEP at Tier 4)
Tier 4 provides added environmental benefits
Option may consider more vendor options/competition due to technology development Fulfills longer-term strategy for ridership increases; more HP equals longer train consists
Additional time for development allows for increased funding options such as loans
Con:
Tier 4 technology is under development, analysis continues to be refined Proposed (early 2013) start date delay possible as technology develops
Requires planning for additional Service Life funding until Tier 4 overhauls are complete Requires engine swap, additional engine type added to inventory
Tier 0 Tier 4 (15) PH $3.2 M each (16-20 Cylinder) (14) PHI (1) F40
PH Base Price: $ Estimated costs include main engine, HEP & overhaul PHI Base Price: $ Cat engine (16 Cyl. @ 3700 or 4500 HP -or- 20 Cyl. @ 5000 HP) HEP to Tier 4: $ $3.2 M x 30= $ 105.4 M including sales tax @ 9.75% Overhaul: $ Loco Lease: $350 / day *2 yrs. x 5= $ 1.7 M Agency Costs: @6% $ 6.4 M TOTAL ESTIMATED PROJECT COST: $113.5 M Note: Pricing is for upgrading (30) Tier 0 locomotives to Tier 4, Tier 2 locomotive upgrade not considered in pricing
EMD Tier 0 to Tier 4 estimate and timeline is VERBAL ONLY and for discussion purposes only
Tier 4 technology, development and refinement continues
21
4. Utilization Rate vs. Fleet Size:
Older fleets, which have not been through the recommended mid-life overhaul, tend
to have higher failure rates of all major assemblies (engine power assemblies,
turbochargers, HEP engines, radiators, air compressors, etc.). These added failures
cause the locomotives to spend more time in the shop, as defects are found and
repaired. As a result, dwell times increase for regularly scheduled inspections, and
the numbers of unscheduled “shoppings” also increases. When these factors are
considered overall, a higher “protective spares ratio” is usually required, or, stated
differently, fewer trains can be supported with the same number of (less reliable)
units. As a result, utilization rate decreases.
5. Rehab – Mid-Life Overhaul
The emissions upgrade will include all items that are needed to ensure the
operation of a Tier 4 main engine and HEP (HEP will be at Tier 4.) This will include
the two engines respectively and a number of engine-support subassemblies.
Support items would include new engine cooling fans, new main electrical cabinets,
engine control systems to allow for the application of Fuel injection, etc., possibly
even exterior paint. Overhaul items would also be rolled into the project, to ensure
that all systems receive the rework required for reliable performance. Overhaul
rework will be performed on traction motors and trucks, operator’s cab refresh,
replacement of air compressor, car-body rust mitigation, etc. to add service life.
a. Production limitations for rehabilitation: To upgrade 30 Tier 0 (non-tier)
locomotives, production is expected to be 15-16 units per year for two years.
b. Duration of program and impact: The bulk of the program would be the
conversion of non-tier units to Tier 4, expected to occur over a two-year period.
Phase two (conversion of the 22 Tier 2 units to Tier 4) would likely require
another two years.
c. Locomotive leasing requirements and impact: As locomotives are taken out of
service for rehabilitation work, other locomotives will need to be leased to
maintain flexibility and reliability during the rehab process. When the number of
locomotives undergoing overhaul is determined, leased locomotives are
necessary to maintain service levels. It is expected to require at least five (5)
leased locomotives to meet the power needs of our present operation.
d. Define equipment rehab budget including FY planning; funding for equipment needs, known costs/unknown costs; potential triggers. Current projections indicate $2.4 million needed for the emission upgrade. The overhaul program is in conjunction with the emissions upgrade and estimated to cost approximately $800,000 per locomotive.
22
VI. Funding Discussion
Metrolink had multiple meetings with potential vendors who provided locomotive
manufacturing and maintenance services to discuss re-powering engines to meet Tier 3+
and Tier 4 emissions standards. At the same time the re-powering would occur, a mini-
overhaul of the engine would also need to be scheduled.
Separately, Metrolink staff has been working with the Southern California Air Quality
Management District (SCAQMD) to determine how much funding might be available in Carl
Moyer funding for this project.
Of the 52 locomotives in the fleet, 30 will need to be re-powered from Tier 0 to Tier 4. This
plan previously discussed Tier 3+ as an option, however, the recommendation has moved
to Tier 4. For future planning, the remaining 22 locomotives will need re-powering from Tier
2 to Tier 4. In both cases, SCAQMD funding could be eligible for re-powering costs, with
the balance coming from Metrolink funding sources. The result would be Metrolink as the
first commuter railroad in the nation with a standardized locomotive Tier 4 fleet.
The following sources have been identified for the locomotive engine upgrade to Tier 4
engines:
A. South Coast Air Quality Management District: The SCAQMD manages incentive
programs that provide monetary grants to private companies and public agencies that
clean up their heavy-duty engines more than required by air pollutions standards. The
Carl Moyer Program specifically targets projects that reduce emissions from heavy-duty
on and off-road equipment such as construction, farm equipment, marine vessels and
locomotives. These grants are determined based on the “incremental cost” and the
emission benefits of the project. The program currently generates approximately $135
million annually statewide from three sources: smog abatement fee, new tire purchase
and motor vehicle registration.
The following is a description of three sources of Carl Moyer funding:
1. Smog Abatement: Fee SB 1107 adjusted the smog abatement fee from $6 to $12
while extending the newer-vehicle Smog Check exemption. This additional fee is
directed to fund the Carl Moyer Program, securing up to $60 million in annual
funding for the program). This legislation does not have a sunset date.
2. Tire Fee: AB 923 adjusted the tire fee assessed on purchasers of new tires from $1
to $1.75 per tire. The adjustments to the tire fee translate to up to $25 million
available for the Carl Moyer Program. This legislation will sunset in 2015.
3. Motor Vehicle Registration Fee: AB 923 also gave air district governing boards the
authority to increase the vehicle registration surcharge by $2 to pay for four specific
clean air incentive program.
Projects eligible for grants under the Carl Moyer Program:
23
The Agricultural Assistance Program
The new purchase of school buses pursuant to the Lower-Emission School Bus
Program
An accelerated vehicle retirement or repair program
To date, 20 statewide air districts have adopted the $2 Motor Vehicle Registration fee.
In FY 11/12, AQMD estimates that the air districts will receive approximately $50 million
from this fee. This legislation will sunset in 2015, whereby funding for this program by
this resource will cease. The timeline for submitting an expedient application to obtain
funding is consistent with the manufacturer’s ability to do the work and our ability to
cycle in our locomotives for the upgrades.
B. Locomotive Rehab Funding
Locomotive funding, managed through the annual SCRRA rehabilitation budget, is
approved by the member agencies. These funds, provided by member agencies
annually, are mostly composed of federal formula funds and local sources. The latter is
primarily made up of county sales tax measures designated for transportation purposes.
Within this category there are three (3) sets of rehab funding:
1. State Proposition 1B Public Transit Modernization Improvement Safety and
Efficiency Account (PTMISEA): Metrolink receives funding from this source based
on revenue generated in each member county. These funds come directly to
Metrolink with authorization from its member agencies. Metrolink staff is
recommending programming a portion of these funds to the Tier 4 upgrade project.
Receipt of the majority of these funds is dependent on future bond sales. This
funding is very flexible in that it does not require a match and can be reviewed by
member agencies and reprogrammed as often as once a year.
2. Carryover from previous years: this represents unspent funds designed for
rehabilitation purposes available from previous budget years.
3. Locomotive rehab funding for FY 10/11 and FY 11/12: These funds have been
approved in annual budgets for the respective years, FY 10/11 and FY 11/12. The
higher amount for FY 11/12 as compared to other years reflects the priority that
locomotive rehab was given in the current year approved budget. $5 million of FY
11/12 rehab funding will be used to keep the existing locomotive fleet functioning
until each unit goes through the re-power program.
4. Locomotive rehab funding FY 12/13 - FY 18/19: The annual amount shown in future
budget years is based on recent historic annual levels for locomotive rehab. To
ensure this program is fully funded, commitments from seven (7) future fiscal years
are planned. It is important to note that the board would have to take action each
fiscal year to approve this funding as SCRRA only budgets on a yearly basis.
24
The following represents ten years of budget history from its five Member Agencies:
SCRRA REHABILITATION/RENOVATION NEW PROJECTS
FY LACMTA OCTA RCTC SANBAG VCTC
TOTAL BUDGET
2002-2003 $10,802 $5,100 $686 $2,979 $1,500 $21,068
2003-2004 $8,817 $2,195 $526 $3,720 $1,800 $17,058
2004-2005 $10,800 $6,980 $974 $3,090 $1,200 $23,044
2005-2006 $14,248 $4,329 $2,251 $4,552 $1,628 $27,007
2006-2007 $14,458 $6,432 $1,201 $4,100 $1,500 $27,691
2007-2008 $15,458 $5,975 $1,453 $3,358 $1,500 $27,742
2008-2009 $16,058 $18,865 $1,557 $5,213 $1,851 $43,543
2009-2010 $16,298 $17,500 $3,067 $6,148 $2,060 $45,072
2010-2011 $8,000 $4,968 $1,225 $4,950 $1,500 $20,643
2011-2012 $7,892 $3,841 $1,256 $2,480 $1,500 $16,968
Table VI.1
Table VI.2
*Data source: SCRRA Adopted Budget Documents, Tables VI.1 & 2
$0
$5,000
$10,000
$15,000
$20,000
$25,000
$30,000
$35,000
$40,000
$45,000
$50,000
VCTC
SANBAG
RCTC
OCTA
LACMTA
SCRRA Rehab Budgets by County ($K)
Excludes Other External Funds such as State, Amtrak, UPRR, Leveraged Lease, etc.
25
C. Notes on Rehab Funding
The fleet plan reflected in this document is structured to maximize the amount of work
that can be performed with rehabilitation/renovation funds from Metrolink’s Member
Agencies each year. Staff has based the availability of rolling stock rehab funds on
average member contributions over the past several years. It should be noted that the
overall agency rehabilitation/renovation budgets for last two years are significantly lower
than years prior to FY 10/11. For the last two years, the annual rehab budgets are $22
million dollars in FY 10/11, and $18 million dollars in FY 11/12. Member Agency
contributions are determined by type and location of project.
Systemwide project expenses are allocated to each Member Agency based on a well-
established “All-Share” formula. The funds that are made available to Metrolink for
rehab include local transportation funds, Federal 5307 and 5309 funds, state PTA
funds, PTMISEA funds, leveraged lease proceeds, and AQMD funds for specific air
quality projects, Federal funds are matched against local contributions, and in the case
of FY 11/12, Toll Revenue Credits available for Member Agencies. At the federal level,
section 5307 and section 5309 funds are allocated to Urbanized Areas (UZAs)
nationwide based on funding formulae, and operating statistics such as Directional
Route Miles, Revenue Vehicle Miles, and Passenger Miles. Metrolink reports those
statistics for Metrolink operations each year and this helps bring federal transit dollars
into the Southern California region. Funds allocated to local-area UZAs are further sub-
divided and allocated to each county, and are then available to the Member Agencies to
be programmed to projects. Some Member Agencies use these funds on the Metrolink
system while others do not, opting to provide other types of funds for their share of the
annual rehabilitation/renovation budget.
Historically the funds that comprise agency rehabilitation/renovation budget are applied
to three major categories: Signal/Communications, Maintenance-of-Way (Track and
Structures) and Mechanical. Occasionally rehab funds also go to a range of IT projects
including ticket machine projects, rubber-tire and maintenance vehicle replacement and
facilities projects. Metrolink’s Mechanical department has received $4.7 million in FY
10/11, and $6.4 million dollars in FY 11/12. The higher amount in FY 11/12 recognized
the increasing rehabilitation needs of an aging locomotive fleet, and reflected
management’s desire to maintain, if not improve equipment reliability. This funding level
appears to be sustainable and allows remaining funds allocated to the other project
categories.
The Metrolink Fleet Plan is based on using a sustainable amount of funds focused on
specific rehabilitation requirements. This plan suggests that $4 million per year should
go to specific overhaul projects while the “Band-Aid” costs will be approximately another
$1 million per year. To the extent that other areas of the organization can defer
rehabilitation on other parts of the system, Metrolink may be able to provide additional
funding. However, that is a balance that will be addressed in the future
rehabilitation/renovation program, of which, the Fleet Plan is but one part.
1
Attachments: Five-Year Rolling Stock Rehabilitation Plan Draft Funding Plan for 30 Locomotive Engine Repowers from Tier 0 to Tier 4 Metrolink Bombardier/Sentinel Car Storage Plan 12/2011
ROLLING STOCK REHABILITATION PLAN
RAIL CARS 5-YEAR PLAN (UNITS)
Rehabilitation ItemsFY 11-12
(Present) FY 12-13 FY 13-14 FY 14-15 FY 15-16 FY 16-17 TOTAL
1 Basic Rehabilitation (HVAC) 0 0 Coaches 20 Coaches 20 Coaches 20 Coaches 37 Coaches 97 Cars
2 Mid-Life Overhaul 4 Coaches 4 Cars
LOCOMOTIVES 5-YEAR PLAN (UNITS)
1 Basic Rehabilitation10 EMD
Locomotives
10 EMD
Locomotives
10 EMD
Locomotives30 Locomotives
2Upgrade 30 EMD Locomotives from Tier 0 to Tier
4, incl Reliability Improvments
5 EMD
Locomotives
15 EMD
Locomotives
10 EMD
Locomotives30 Locomotives
RAIL CARS REHABILIBATION COSTS ($M 2011 CONSTANT DOLLARS)
Rehabilitation ItemsFY 11-12
(Present) FY 12-13 FY 13-14 FY 14-15 FY 15-16 FY 16-17 TOTAL
1 Basic Rehabilitation (HVAC) $0.40 $0.40 $0.40 $0.59 $1.79
2 Mid-Life Overhaul $5.82 $5.82
TOTAL CAR REHAB (Estimated Cost) $0.00 $0.00 $0.40 $0.40 $0.40 $6.41 $7.61
LOCOMOTIVE REHABILIBATION COSTS ($M 2011 CONSTANT DOLLARS)
1 Basic Rehabilitation (10/year using 11-12 Funds) $5.00 $5.00
2Upgrade 30 EMD Locomotives from Tier 0 to Tier
4, incl Reliability Improvments $18.92 $56.77 $37.84 $113.53
TOTAL LOCOMOTIVE REHAB (Estimated Cost) $5.00 $18.92 $56.77 $37.84 $0.00 $0.00 $118.53
TOTAL EXPENSES ($M IN 2011 CONSTANT DOLLARS)
CAR & LOCOMOTIVE COST ($M) $5.0 $18.9 $57.2 $38.2 $0.4 $6.4 $126.1
CUMULATIVE COST ($M) $5.0 $23.9 $81.1 $119.3 $119.7 $126.1
POTENTIAL FUNDING SOURCES
RAIL CAR REHABILIBATION FUNDING
Rehabilitation ItemsFY 11-12
(Present) FY 12-13 FY 13-14 FY 14-15 FY 15-16 FY 16-17 TOTAL
1Basic Rehabilitation - Leveraged Lease
Revenues$0.40 $0.40 $0.40 $0.59 $1.79
2 Midlife Overhaul - PTMISEA $4.77 $4.77
2 Midlife Overhaul - Additional FTA funds or loan $1.04 $1.04
TOTAL CAR REHAB FUNDING $0.00 $0.00 $0.40 $0.40 $0.40 $6.41 $7.61
LOCOMOTIVE REHABILIBATION FUNDING
1Basic Rehabilitation - FY 11-12 Rolling Stock
Rehab Funds In Budget$5.00 $5.00
2Upgrade 30 EMD Locomotives - Rolling Stock
Rehab Funds & Leveraged Lease$6.91 $5.32 $5.00 $5.00 $22.22
2Upgrade 30 EMD Locomotives - Loan &
Incentives$9.33 $28.00 $18.67 $56.01
2 Upgrade 30 EMD Locomotives - PTMISEA $13.53 $2.39 $2.39 $18.30
2Upgrade 30 EMD Locomotives - Rehab Program
Carryover and Other Rehab Funds$10.00 $10.00
2 Upgrade 30 EMD Locomotives - Gen 2 Sale $7.00 $7.00
TOTAL LOCOMOTIVE REHAB FUNDING $25.43 $14.65 $45.39 $33.06 $0.00 $0.00 $118.53
TOTAL POTENTIAL FUNDS
$11.91M is prior-year carryover + FY 10-11 + FY 11-12 rolling stock rehab funds
CAR & LOCOMOTIVE FUNDING ($M) $25.4 $14.6 $45.8 $33.5 $0.4 $6.4 $126.1
CUMULATIVE FUNDING ($M) $25.4 $40.1 $85.9 $119.3 $119.7 $126.1
DRAFT FUNDING PLAN FOR 30 LOCOMOTIVE ENGINE REPOWERS FROM TIER-0 TO TIER-4Updated 1-10-2012
Cost: Overhaul Cost
Cost Incl Sales Tax @
9.75%
$3.2M for C175 Cat or Cummins engine (30 Locomotives) 96,000,000$ 105,360,000$
HEP engine upgrade included in overhaul price -$ -$
$350/day to lease 5 locomotives for 2.5 years while repower
underway + maintenance (non-taxable) 1,746,875$ 1,746,875$
Sub - Total 97,746,875$ 107,106,875$ Agency Costs @ 6% 6,426,413$
Total Cost 113,533,288$
Revenue:
Loan & Incentives* 56,009,179$
Locomotive Rehab Carryover from prior years + Locomotive Rehab FY
10-11 + Locomotive Rehab FY 11-12 (Balance) 6,906,000$
Locomotive Rehab for Service Life Extension Program - $5.0M/year for
3 years (FY 12-13, FY 13-14, FY 14-15) 15,000,000$
Other Rehab Project Carryover & Possible Rehab Project Deferrals 10,000,000$
State Prop 1B (PTMISEA) Renov/Rehab Locomotive Life Extension (FY
09/10=$1,000,000, 10/11=$12,528,404, 13/14=$2,387,214,
14/15=$2,387,214) 18,302,832$
Sale of Gen 2 Rail Cars 7,000,000$
Leveraged Lease Revenues 315,277$
Total Revenue 113,533,288$
Difference between Cost and Revenue -$
*Loan & Incentives
RRIF loan interest payments are excluded from the funding analysis
RRIF loan interest rate is equal to the cost of borrowing to the government
RRIF loan term can be up to 35 years
RRIF loans are available to improve, or rehabilitate intermodal, rail equipment or facilities
(Combined amount needed in the form of incentive payments and a loan. Most likely loan source is the FRA Railroad
Rehabilitation & Improvement Financing (RRIF) program.
Bombardier/Sentinel Rail Car Storage Plan
SCRRA Storage LocationsRail Car
Capacity
Rail Cars
in StorageSecurity April M Ju J A S O N Dec Jan F M A M Ju J A S O N Dec Jan F M A M Ju
Keller Yard (2) 18 18 Required 18
Moorpark station 18 15 Fenced 6 9 3
Central Maintenance Facility (3) 18 0 Provided 3 1
Saugus Siding (2,670 Ft) (4) 30 0 Fenced 5 5 5 3 5 5
MOW Spur Laguna Niguel 0 0 Fenced
MOW Spur Fullerton (1,000 Ft) 0 0 Fenced
MOW El Toro (1,500 Ft) 0 0 Required
Siding at Katella (3,000 Ft) 0 0 Required
Total Rail Car storage
capacity 84
Rail Cars currently stored 33 6 18 9
Rail Cars to be stored 35 5 5 8 3 5 5 3 1
NOTES:1. Current estimate is for 68 Bombardier rail cars to be stored after all 137 Rotem cars are in service (1Q 2013).
The 23 second generation rail cars estimated to be sold by June 2012.
The 15 NJT rail cars currently in storage at Saugus, estimated to be sold by June 2012.
2. After the PTC program is completed in 2013, the Keller yard storage capacity will increase to 25 rail cars. Currently there is security due to PTC program.
3. Storage at CMF will be available when rail car maintenance at EMF will start in 2013.
4. Additional services in 2012:
By March 2012 one 4 car train will be used for "Fullerton to Newhall" train.
By March 2012 one 4 car train will be used for the IEOC line.
By March 2012 three 4 car trains will be use for Perris Valley (PVL) line.
20132011 2012
