@orulz You popped that out a lot quicker than I expected. A lot of really good insight into the human resource side of the question that I didn’t have in my noggin.
My thoughts on the maintenance facility start from the original TTA Regional Rail proposal. The three properties suggested in the FEIS (Final Environmental Impact Statement) were all in the middle of the system. And, as you mentioned, there was going to be a lot of non-revenue movements to start each day. Twenty years later, those parcels have since been developed. So, they’re off the list for consideration.
Then, I went ahead and cribbed some stuff from Orlando SunRail’s supplemental documentation. They are now operating Phase 2. The Vehicle Storage and Maintenance Facility (VSMF) is located in the former Atlantic Coastline’s Rand Yard in Sanford FL. It had been largely abandoned and used for primarily for freight car storage.
All fueling and car maintenance happens there within a fenced off section of the yard.
Since reactivation, there have been quite a few neighbor complaints of noise coming from the yard. Various attempts at sound abatement have not proven to be successful or satisfactory.
There is now a secondary yard at the other end of the line and adjacent to Poinciana Station. It appears to be used primarily as a layover yard, and is designated as their VSLMF (Vehicle Storage and Light Maintenance Facility).
This layover yard also appears to be well-secured with perimeter fencing.
So, going back to GoTriangle Rail, where would I put the maintenance facility?
Using Google Maps, four clusters pop out.
The first is Norfolk Southern’s East Durham Yard. I’m not sure how much capacity is available there, but it is an area that has had a railroad presence for many decades.
Secondly, and not too far away from East Durham would be within the wye going from East Durham to Joyland Junction, and then on to Oxford.
The third possibility in this proximity is the CSX’s Durham Yard in east Durham, but west of the Durham-Oxford wye which was originally used by the Seaboard Air Line (coming down from Henderson), the Durham & Southern (coming up from Apex), as well as the original Norfolk Southern (coming up from Bonsal).
All three of these sites are directly on the NCRR’s main line, and they would be my first choices for primary maintenance and fueling.
I did consider the Cargill site, just south of Downtown Raleigh. But, it’s constrained on the eastern side with no good entry/exit. And, it’s in the middle of the picture. So, there’s a lot of non-revenue movement going on which probably knocks it out of contention.
The same reasoning goes for SAL/CSX Capital Yard or NS Glenwood Yard. They are in the middle, but either might be recruiting for mechanical maintenance. Plus, shunting a lot of traffic through Southern Junction just doesn’t sound to be too logically feasible, creating a definite choke point.
My other clustering is in Garner. There is undeveloped land adjacent to the crossing with Jones Sausage Road. Being next to a school probably knocks it out of contention as a primary yard, but it could still be used as a layover.
There is another possibility west of downtown Garner, but it would require purchasing and removing three businesses.
I’ll throw this in from SunRail…
MAINTENANCE OPERATIONS
This section presents maintenance operations of the Phase 2 South Locally Preferred Alternative (LPA) Project.
Revenue Equipment Maintenance
The Operations and Maintenance Contractor is directly responsible for all maintenance and servicing of revenue vehicles including: preventive maintenance, corrective maintenance, cleaning and servicing, and major campaigns. The Operations and Maintenance Contractor has developed an Equipment Maintenance Plan that specifies the responsibilities, maintenance activities and maintenance schedules. The Equipment Maintenance Plan is comprised of a Preventive Maintenance Plan, Corrective Maintenance Plan, and Cleaning and Servicing Plan. Florida DOT’s Chief Operating Officer is responsible for overseeing the Operations and Maintenance Contract and performing on-site inspections and reviews.
The primary objectives of the vehicle maintenance program is to:
- Maximize the safety, comfort, and convenience of passengers and employees
- Preserve Central Florida Rail Corridor (CFRC) assets
- Protect property and equipment
- Minimize system downtime
- Minimize operating costs
Railcar Maintenance Program
Elements of the vehicle maintenance program include preventive (scheduled) maintenance, corrective (unscheduled) maintenance, routine cleaning and servicing, and major campaigns to correct component failures. Train failures that require maintenance include break-downs of locomotives, cab cars and coaches due to engine failure, pneumatic system failure, other mechanical failure, electrical rotating machine failure, other electrical apparatus failure, and other failures that prevent operation.
Vehicle maintenance program elements are described below.
Preventive/Scheduled Maintenance
The objective of preventive maintenance is to detect and correct potential problems before they cause a vehicle to fail in service. Preventive maintenance practices also enable servicing tasks that require lubrication, measurement, or adjustment at regular intervals. Preventive maintenance is a program of progressive, scheduled inspections and servicing.
The Operations and Maintenance Contractor is required to submit a Preventive Maintenance Plan (PMP) that specifies responsibilities, activities and schedules for scheduled maintenance. The PMP is consistent with the maintenance guidelines provided by the Original Equipment Manufacturer (OEM).
The Preventive Maintenance Plan complies with all requirements of 49 CFR, Part 229, Railroad Locomotive Safety Standards. The Operations and Maintenance Contractor is required to conduct daily inspections, 92-day inspections, semi-annual inspections (184 days), annual inspections (368 days), and biennial inspections (736 days).
Corrective/Unscheduled Maintenance
The Operations and Maintenance Contractor is required to submit a Corrective Maintenance Plan that specifies the responsibilities and performance of corrective actions and establishes guidelines for removing trains from service. Corrective maintenance restores a revenue vehicle to service following a failure to a system or component. Corrective maintenance consists of troubleshooting, repairing failed equipment, and returning the equipment to service as quickly as possible. Corrective maintenance is addressed as a result of defects noted by Train Engineers and Conductors, defects found during inspection, vehicle failure in service, and accidents. In all cases, risk is assessed and a decision made to repair immediately or log for repair during the next scheduled maintenance activity. All such occurrences are logged on the computerized vehicle history record.
Cleaning and Servicing
The Operations and Maintenance Contractor is required to submit a Cleaning and Servicing Plan that specifies regular cleaning and servicing responsibilities, activities and intervals. The following is an overview of the expected cleaning and servicing program. Daily light servicing will be performed in the Sanford VSMF and the Poinciana VSLMF following return from evening revenue service. This level of servicing is comprised of litter and trash removal as well as graffiti inspection. Graffiti is brought to the attention of the supervisor on duty for corrective action. Cleaners sweep floors, remove graffiti, remove light stains or spills, replace torn or defaced upholstery, inspect safety seals, perform a general interior and exterior inspection, and replenish passenger literature racks. Defects beyond the scope of the servicing staff are brought to the attention of the supervisor on duty for corrective action.
Comprehensive interior cleaning is performed at periods not to exceed 30 service days. All interior wash activity is recorded on a work order and entered into a maintenance management information system (MMIS). Additionally, the supervisor on duty is responsible for a follow up quality check prior to the vehicle’s return to service. Exterior washes are performed at least twice a month at the Amtrak Sanford Facility following return from evening revenue service (weather permitting). Hand scrubs are performed at least bi-annually to address areas of the vehicle that are not cleaned by the automated car wash.
Fueling
Locomotives will be fueled at the Sanford VSMF and the Poinciana VSLMF by a contract supplier. The fueling is accomplished at the VSMF yard and on the storage track at the VSLMF. These stations are accessible by adjacent roadway for fueling locomotives from tanker trucks. Locomotives are fueled at regular intervals to be determined by usage data gathered by the Operations and Maintenance Contractor during startup testing.
