RAIL FLEET MANAGEMENT PLAN FOR THE LIGHT RAIL SYSTEM

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2 RAIL FLEET MANAGEMENT PLAN FOR THE LIGHT RAIL SYSTEM MAY 2008 Prepared by the Regional Transportation District Denver, Colorado

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4 RAIL FLEET MANAGEMENT PLAN FOR THE LIGHT RAIL SYSTEM TABLE OF CONTENTS 1.0 INTRODUCTION Focus of this Rail Fleet Management Plan Update GENERAL SYSTEM DESCRIPTION Current LRT System Southeast Corridor / T-REX Summary Ridership Operating Hours Service Frequencies Fare Policy Load Standards Existing Vehicle Inventory and Operation SERVICE EXPANSION PLANS FasTracks West Corridor Light Rail Build Alternative Special Events VEHICLE REQUIREMENTS Current Spare Ratio and Spare Ratio Goals Rail Operating Plan Current Ridership Results Peak Vehicle Requirements Southeast EIS Spare Ratio Calculation for Year West Corridor LRT Operations Proposed Service Frequencies Cycle Time Calculations Recovery Time West Corridor EIS Ridership Forecasts West Corridor Peak Capacity Requirements West Corridor Fleet Requirements System-Wide Peak Capacity Requirements West EIS Spare Ratio Calculations 2015 (Opening) & 2030 (Horizon) LRV Vehicle Procurement Denver Union Station Turn Back Analysis Denver Federal Center Turn Back Analysis West Corridor Staffing Plan Fare Policy Light Rail Maintenance & Storage Facilities LRV MAINTENANCE REQUIREMENTS Annual Car Mileage Impacts Maintenance Practices Daily Service and Inspection Scheduled Maintenance Program Unscheduled Maintenance Rail Fleet Management Plan for the Light Rail System Rev 0 May 2008 Page i

5 RAIL FLEET MANAGEMENT PLAN FOR THE LIGHT RAIL SYSTEM LRV Cleaning Vehicle Procurement for Replacement of an Aging Light Rail Fleet Light-Rail Vehicle Maintenance Costs FIGURES Figure 1: RTD Passenger Rail System as of November Figure 2: RTD FasTracks System Map... 9 Figure 3: West Corridor Alignment Figure 4: West Corridor Background Bus Network Figure 5: Denver Union Station LRT Track Configuration Figure 6: West Corridor String Chart Figure 7: FasTracks Fare Zone System (Proposed) TABLES Table 1: History of RTD Passenger Rail System Changes... 3 Table 2: Light Rail Service... 6 Table 3: Light Rail Fares... 7 Table 4: Current Spare Ratio Table 5: Current Layovers at Terminals (November 2006) Table 6: Southwest Light Rail Ridership Table 7: Estimated Southwest and Southeast Corridor Riders Since November Table 8: Southwest Corridor Peak Vehicle Requirements Through October Table 9: Southwest and Southeast Peak Vehicle Requirements Since November Table 10: 2007 Capacity Past the Peak Load Points per LRT Route Table 11: 2007 LRT Capacity Past the Peak Load Points & Peak Hour Volumes Table 12: 2020 EIS Spare Ratio Table 13: Station-to-Station Travel Time Estimates Table 14: West Corridor Route Patterns and Cycle Times Table 15: West Corridor LRT Build Ridership Forecasts Table 16: West Corridor Capacity Requirements for Peak Loads Table 17: West Corridor Fleet Requirements Table 18: 2030 LRT Capacity Past the Peak Load Points & Peak Hour Volumes Table 19: West Corridor and System LRV Fleet Needs with Spares Table 20: 2020 System LRV Fleet Needs with Spares per FasTracks Corridor Table 21: Denver Union Station LRT 2030 Peak Hour Service Plan Table 22: PM Inspections Per Vehicle by Mileage Table 23: PM Inspection Overdue Limits Table 24: Scheduled Major Overhauls Table 25: Fleet Size and Average Age with West Corridor Table 26: Light-Rail Vehicle Maintenance Costs and Labor Hours (Examples) Rail Fleet Management Plan for the Light Rail System Rev 0 May 2008 Page ii

6 RAIL FLEET MANAGEMENT PLAN FOR THE LIGHT RAIL SYSTEM APPENDICES APPENDIX A: LIGHT RAIL SYSTEM LOAD STANDARDS CONCURRENCE APPENDIX B: FASTRACKS OPERATIONS PLANS 2015 & 2030 APPENDIX C: PREVENTIVE MAINTENANCE INSPECTIONS FOR SD-100 AND SD-160 VEHICLES Rail Fleet Management Plan for the Light Rail System Rev 0 May 2008 Page iii

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8 RAIL FLEET MANAGEMENT PLAN FOR THE LIGHT RAIL SYSTEM 1.0 INTRODUCTION The Denver Regional Transportation District s (RTD) objective is to operate its Light Rail Transit (LRT) system safely, reliably, and efficiently and to integrate the system s operation with bus service for the greatest convenience to the public. The addition of the Southwest Corridor LRT Project to the initial Central Corridor light rail system on July 14, 2000 and the addition of the Central Platte Valley spur on April 5, 2002 are specific means by which the integration of transportation services is assisting the region in meeting clean air standards, alleviating traffic congestion, and improving the overall quality of life of the area. Additionally, the Southeast Corridor LRT Project, also known as the Transportation Expansion Project (T-REX), a 19-mile, 13-station expansion to the southeast, completed construction and opened for passenger revenue service on November 19, This Plan is a statement of the processes and practices by which RTD establishes its current and projected passenger rail vehicle fleet size requirements and operating spare ratios. It includes a description of revenue service planned to accommodate the system expansion and growth in rail ridership, as well as an assessment and projection of needs for rail vehicle maintenance. This plan is a living document that is based on current realities and assumptions, and is therefore subject to future revision. The intent is to update the plan on a regular basis and to continue to use the plan as an input into the District's capital and operating budget processes. 1.1 Focus of this Rail Fleet Management Plan Update This Rail Fleet Management Plan (RFMP) update focuses on the West Corridor. During 2008, RTD hopes to sign a Full-Funding Grant Agreement (FFGA) with the Federal Transit Administration for the West Corridor. This RFMP update reflects the projected light rail vehicle requirements, service hours, and vehicle miles for the West Corridor light rail. In addition, this RFMP places the West Corridor vehicle requirements, service hours, and vehicle miles in the context of FasTracks. FasTracks is RTD s 12-year comprehensive program to finance, plan, design, build and operate rapid transit lines and expand and improve bus service and park-n-rides throughout the region as approved for funding by the region s voters on November 2, The FasTracks Plan has both light rail and freight-compliant or heavy rail components. This RFMP will focus exclusively on the light rail system. A separate RFMP will be prepared for the freight-compliant rail system. Rail Fleet Management Plan for the Light Rail System Rev 0 May 2008 Page 1 of 48

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10 2.0 GENERAL SYSTEM DESCRIPTION RAIL FLEET MANAGEMENT PLAN FOR THE LIGHT RAIL SYSTEM RTD provides transit services to one of the largest geographical districts in the United States. RTD has a service area of 2,329 square miles and serves the City and County of Denver, and all or portions of Adams, Arapahoe, Boulder, Broomfield, Douglas, Jefferson and Weld counties. RTD serves 37 municipalities within those 8 counties and operates 174 total fixed bus routes and 20 call-n-rides. The service area population is 2.6 million. In 2006 the RTD fleet logged nearly 3 million hours of service with total annual boardings (including the Sixteenth Street Mall Shuttle, Light Rail and Access-a-Ride) of over 87.1 million. The size of the service area, population density, the nature of the roadway system and the development of suburban activity centers, has led to the creation of a system with a wide range of service types intended to most effectively serve this large and diverse region. The service structure employed varies according to the needs of the particular service subarea. The local service is a grid structure in the Denver Central Business District, in the older suburban ring surrounding the downtown area and the cities of Boulder and Longmont. As the arterial street system moves away from the grid pattern, in the newer suburban areas of the regions, a radial and timed transfer center structure has been adopted to accommodate passengers at park-n-rides and transfer stations. This improves the productivity of the local service in the suburban low-density areas. RTD has constructed an extensive express and regional bus system with 73 park-n-rides to serve this portion of the service area. 2.1 Current LRT System Figure 1 shows the current light rail system. Table 1 provides a listing of the major additions and realignments that have occurred since light rail first opened in Denver in October The most recent addition to the LRT system is the Southeast Light Rail, part of a joint highway and light rail project known as T-REX, for Transportation Expansion. Due to the complexities of a growing system, when the Central Platte Valley (CPV) segment opened in 2002, RTD introduced a letter and color designation for routes for easier customer recognition. Table 1: History of RTD Passenger Rail System Changes Rail Segment Opened Stations Included Number of Length From To Stations (miles) Central Line October 1994 Broadway/I th /Downing SW Corridor July 2000 Mineral Broadway/I Central Platte Denver Union April 2002 Auraria West Valley (CPV) Station Convention Center December Colfax at Convention Realignment 2004 Auraria Center -1* 0.04 Southeast Corridor November Lincoln Ave. (T-REX) 2006 Nine Mile Broadway/I System Total In November *14 th /Stout and 14 th /California stations consolidated into a single Convention Center Station. Rail Fleet Management Plan for the Light Rail System Rev 0 May 2008 Page 3 of 48

11 RAIL FLEET MANAGEMENT PLAN FOR THE LIGHT RAIL SYSTEM Figure 1: RTD Passenger Rail System as of November 2006 Rail Fleet Management Plan for the Light Rail System Rev 0 May 2008 Page 4 of 48

12 RAIL FLEET MANAGEMENT PLAN FOR THE LIGHT RAIL SYSTEM 2.2 Southeast Corridor / T-REX Summary On November 17, 2006, the T-REX construction project realized its final major milestone when Southeast Corridor Light Rail opened to the public. Revenue service began Sunday, November 19 th, The new line expanded RTD's existing light rail system and extended light rail service along the southeast corridor of I-25 and I-225. The Southeast Corridor Light Rail: Added 19.7 miles of completely grade-separated, double-track light rail to RTD's existing system: 15.2 miles along I-25 and 4.5 miles along I-225. Extended light rail from the station at I-25 and Broadway, along the west side of I-25 to Lincoln Avenue in Douglas County and in the median of I-225 to Parker Road in Aurora Built 13 light rail stations with park-n-rides at 12 of the stations Provided 7,000 parking spaces at park-n-rides Featured unique functional public art elements at each of the 13 new stations Added 34 light rail vehicles to RTD's fleet Provided the new Elati light rail maintenance facility where the fleet is maintained, cleaned and inspected (already complete) Added a state-of-the-art communications system at a centralized control center for continuous monitoring and control of all rail operations 2.3 Ridership RTD's Central Corridor light rail line began operation in 1994 with weekday ridership averaging 13,000 per day. With such a large response, six additional LRVs were purchased in the first year of service. Weekday ridership in 1999 reached the 18,000+ level on many days and averaged 16,057 during With the opening of the Southwest Corridor line in July 2000, ridership again far exceeded forecasts (8,400 forecast for corridor in 2000 vs. 17,400 corridor actual in 2001) reaching an average weekday ridership level of 31,423 system wide by December When the 1.8 mile Central Platte Valley extension opened in April 2002, ridership exceeded projections for the third time. In January 2007, the Southeast Corridor had 22,545 daily weekday boardings, with a slight easing of crowding and demand on the Southwest Corridor. Total weekday rail ridership system-wide is currently estimated to be 58,339 as of February Operating Hours The Central Corridor, Southwest Corridor, Central Platte Valley, and Southeast Corridor light rail system operates revenue service from approximately 4:00 a.m. to 2:00 a.m. on weekdays, weekends, and holidays. The first three trains depart from the yard prior to the 4:00 a.m. start of service because of the travel time required between the yard and the first passenger station stop. These three trains, called sweep trains, loop the system at a reduced speed and ensure that the alignment is free of obstructions or other problems. The arrival of the last train into the yard occurs later than the scheduled revenue hours due to the travel time from the terminals to the Light Rail Operations Facility. Late night service span was increased in April 2002 with the inauguration of the C Line leaving Union Station at 2:15 am on Saturday and Sunday mornings destined for Mineral Station. During the weekdays, the last in-service southbound train is a D Line train departing 16 th & Stout at 1:46 am, destined for Littleton/Mineral. The last in-service northbound train is an H Line train departing Nine Mile at 2:07 am, destined for Broadway/I-25. Rail Fleet Management Plan for the Light Rail System Rev 0 May 2008 Page 5 of 48

13 RAIL FLEET MANAGEMENT PLAN FOR THE LIGHT RAIL SYSTEM 2.5 Service Frequencies A revised operating plan was implemented in conjunction with the opening of the Southeast Corridor in November To the previous C Line and D Line designations, four more line names/routes took effect: E Line, F Line, G Line, and the H Line. Table 2 shows the service frequencies and train consist sizes for each of the lines, as well as showing how the service changes by time of day and day of the week. All trains normally operate out of the Elati Division in Englewood, with heavy maintenance and repair occurring as needed at the Mariposa Division in Denver. Table 2: Light Rail Service Station Terminals Frequency (min.) Average Consist One-Way (Cars Per Train) Run Time Line From To Day Peak Base E/L Peak Base E/L Minutes Southwest Corridor Mineral Union Station M-F Mineral 16 th & California M-F Mineral 30 th & Downing M-F Mineral 30 th & Downing Sat/Sun/Hol Southeast Corridor Lincoln Union Station M-F Lincoln Union Station Sat/Sun/Hol Lincoln 16 th & California M-F Lincoln Nine Mile M-F Lincoln Nine Mile Sat/Sun/Hol Nine Mile 16 th & California M-F Nine Mile 16 th & California Sat/Sun/Hol Notes to Table 2 (Ops 3f2): E/L = Early/Late hours + = Last trains depart 16th St southbound between 1:30 and 2:00 am Sunday - Thursday nights. Friday and Saturday nights one train continues on indicated routes until regular start of service. Trips for special events, such as Broncos games, are scheduled in addition to regular service. Monday Friday (M-F) Peak: 6:00am 8:00am; 4:00pm - 6:00pm Base: 5:00am - 6:00am; 8:00am - 4:00pm; 6:00pm - 11:30pm E/L: 4:00am - 5:00am; 11:30pm - 2:00am+ Saturday, Sunday & Holiday (Sa/Su/Hol) Base: 8:30am - 7:30pm Eve: 7:30pm - 11:30pm E/L: 2:00am - 8:30am; 11:30pm-2:00am+ C and F Lines do not operate on weekends except for special events. 2.6 Fare Policy Effective 2006, the rail fare policy changed from a fixed geographic fare boundary (two zones) at Hampden Avenue on the Southwest Corridor to a floating three-zone fare system. A threezone fare system was in effect July November With the opening of the Southeast Rail Fleet Management Plan for the Light Rail System Rev 0 May 2008 Page 6 of 48

14 RAIL FLEET MANAGEMENT PLAN FOR THE LIGHT RAIL SYSTEM Corridor in November 2006, a fourth zone was added. The current fares (effective January 2008) are shown in Table 3. Table 3: Light Rail Fares Cash Discount* Discount* Monthly Pass Fare Cash Fare Monthly Pass Travel in ONE ZONE $1.75 $.85 $60 (Local AB,BC or CD) $30 (Local AB, BC or CD) Travel in TWO ZONES $1.75 $.85 $60 (Local AB,BC or CD) $30 (Local AB, BC or CD) Travel in THREE ZONES $3.00 $1.50 $108 (Express ABC) $54 (Express ABC) Travel in FOUR ZONES $4.00 $2.00 $144 (All zones) $72 (All zones) *Discount Fares - Applies to all seniors 65+, individuals with disabilities, Medicare recipients and students in elementary, middle school and high school, ages Load Standards The Regional Transportation District s (RTD) current Light Rail Vehicle (LRV) Load Standards specify that service frequencies shall be adjusted so that the following maximum load standards are met at least 60 percent of the time: Peak periods passengers per vehicle Off-peak periods - seated load Special events 165 passengers per vehicle (Source: Service Standards, RTD, revised December 17, 2002) These Load Standards are included in the August 28, 2007 Administrative Draft of RTD s Rail Fleet Management Plan for the Light Rail System (with Addendum) (Section 2.7, page 8) and have formed the standard, to date, for sizing RTD s system-wide LRV fleet. That the load standards be met at least 60% of the time recognizes the need currently for RTD to handle exceedances of the standard on select trips, for short durations, and for select special events, without the requirement to add extra capacity. The planning and ridership demand forecasting horizon has been extended to 2030 in the current FTA New Starts submittal for the West Corridor (discussed in Section 3), and to 2035 in the current Regional Transportation Plan for the Denver Regional Council of Governments (DRCOG), the Metropolitan Planning Organization (MPO) for the Denver region. As a result, RTD updated the system-wide LRV Load Standards for horizon-year planning and fleet sizing purposes to accommodate increasing ridership demand forecasts while balancing system capacity constraints. These capacity constraints, such as minimum signal system and practical headways, coupled with the throughput capacities of rail junctions; all limit future year light rail system capacities. This has prompted RTD to increase LRV load standards in the horizon years of the District s Rail Fleet Management Plan as a reasonable means to both economize and meet future ridership demand. RTD s approach to address this issue is to make an Administrative update to RTD s LRV load standard for the post-2020 planning horizon. (See Appendix A for documentation of this change). The new post-2020 LRV load standard for peak period service is 155 passengers per vehicle. This load standard is 10 passengers per vehicle (6.1%) below the current special events load standard of 165 and 25 passengers per vehicle (13.9%) below the crush load Rail Fleet Management Plan for the Light Rail System Rev 0 May 2008 Page 7 of 48

15 RAIL FLEET MANAGEMENT PLAN FOR THE LIGHT RAIL SYSTEM standard of 180, providing accommodation for future passenger demand growth and for variability of loadings on individual trips in the peak. RTD is applying this load standard uniformly across all light rail corridors for post-2020 fleet sizing and operations planning purposes. 2.8 Existing Vehicle Inventory and Operation RTD currently operates a fleet of 83 LRVs. These LRVs (Types: SD-100 and SD-160) were manufactured by Siemens/Duewag of Sacramento, California. Eleven SD-100s were received in 1994 the year of the Central Corridor opening. RTD placed an additional order of six SD- 100s to meet higher than expected ridership demands. Fourteen additional SD-100s were received prior to the opening of the Southwest Corridor extension in July Six additional SD-100s were received in 2001 for the opening of the Central Platte Valley spur and for systemwide demand requirements. Twelve additional SD-100s were received in 2002 to provide three car trains on D Line service between Mineral Station and 19th St. bringing the total Light Rail fleet to 49 SD-100s in August An order for 34 SD-160s from Siemens for the operation of the southeast corridor were delivered in 2005 and 2006 expanding the fleet to 83 vehicles. Light rail vehicles are double-ended, single-articulated, six-axle, bi-directional cars. Each vehicle is equipped with two powered trucks and one non-powered center truck and can operate up to 55 MPH. A single arm pantograph is employed for power collection from overhead wire. Passengers enter through four double doors located on each side of the vehicle. These low level doors provide easy access from all passenger stations. Disabled passengers are provided access to the vehicle via the front doors from a fixed high-block ramp located at each passenger station platform. Car-borne bridging equipment positioned near each front door allows a smooth, unobstructed entry. The vehicle will seat 64 passengers and will accommodate up to 91 standing passengers at normal loads as well as 10 additional standing passengers for the special events load. Each LRV is equipped for bi-directional operation with an operator's cab at each end. Within each cab is an operator's console with a master controller switch for control of propulsion and braking, equipment control switches, annunciators, train-to-wayside signal equipment, and system bypass switches and cutouts. In addition, each LRV contains a radio system for twoway communication between the LRV Operator and Central Control. Effective with the November 2006 service changes, 74 LRVs are required for weekday AM peak service and 74 are required for weekday PM peak service. The nine LRVs that remain at the maintenance facility are held for maintenance or used as spares in a ready for service mode. The majority of the time there are two or three of the spare LRVs that are hard down and cannot be used for service. The maintenance staff communicates with Central Control to inform them if the remaining LRVs are okay to run or if they are down for safety reasons and not allowed to be put in service. In the case of a failure of an in-service LRV, Central Control will make the determination whether a spare LRV may be used in service. If no additional LRVs are available, Central Control will then split a train which has a low ridership count during that time to fill the gap or space so that no service is lost. Rail Fleet Management Plan for the Light Rail System Rev 0 May 2008 Page 8 of 48

16 3.0 SERVICE EXPANSION PLANS 3.1 FasTracks RAIL FLEET MANAGEMENT PLAN FOR THE LIGHT RAIL SYSTEM In November 2004, Denver metro area voters approved a sales and use tax increase of fourtenths of one percent (4 cents on a $10 dollar purchase) and the concomitant bonding capacity for the Regional Transportation District (RTD) to build out the region s rapid transit system within a 12-year time frame, The $6.1 billion, 12-year program will build 122 miles of new passenger rail, 18 miles of bus rapid transit, 21,000 new parking spaces at rail and bus stations, and provide expanded bus service throughout the entire eight-county district. Figure 2 provides a map of the FasTracks rapid transit system. Figure 2: RTD FasTracks System Map Rail Fleet Management Plan for the Light Rail System Rev 0 May 2008 Page 9 of 48

17 RAIL FLEET MANAGEMENT PLAN FOR THE LIGHT RAIL SYSTEM 3.2 West Corridor Light Rail Build Alternative The West Corridor will provide LRT service in the West Corridor from Denver Union Station (DUS) to the Jefferson County Government Center. Figure 3 shows a map of the West Corridor. West Corridor trains will follow the Central Platte Valley alignment from DUS to a relocated Auraria West Station. From there, the West Corridor alignment starts, crossing the Platte River and then following the Associated Railroad right-of-way to the Denver Federal Center in Lakewood. The alignment then continues west along West 6 th Avenue to the Jefferson County Government Center. Stations along the West Corridor alignment are as follows: Federal/Decatur Knox Court Perry Street Sheridan Boulevard Lamar Street Wadsworth Boulevard Garrison Street Oak Street Denver Federal Center Red Rocks Community College Jefferson County Government Center Figure 3: West Corridor Alignment Existing bus service in the West Corridor will also be reoriented to feed light rail stations. The differences in the West Corridor s bus service plans were documented and submitted to FTA on October 20, The proposed 2030 background bus network, as part of the West Corridor light-rail line, is shown in Figure 4. The bus network is derived from Denver Regional Council of Governments (DRCOG) regional transportation model used for forecasting rail and bus ridership. Rail Fleet Management Plan for the Light Rail System Rev 0 May 2008 Page 10 of 48

18 RAIL FLEET MANAGEMENT PLAN FOR THE LIGHT RAIL SYSTEM Figure 4: West Corridor Background Bus Network Rail Fleet Management Plan for the Light Rail System Rev 0 May 2008 Page 11 of 48

19 RAIL FLEET MANAGEMENT PLAN FOR THE LIGHT RAIL SYSTEM 3.3 Special Events The C Line (Southwest) and E Line (Southeast), provide light rail service to all the major special event venues in the Central Platte Valley. These venues include the Invesco Field at Mile High seating 76,000 (home of the NFL Denver Broncos)the Pepsi Center Arena seating 20,000 (home to the NBA Denver Nuggets, NHL Colorado Avalanche and professional lacrosse and arena football teams), Six Flags/Elitch Gardens and Coors Field seating 50,000 (home to the Colorado Rockies baseball team). The H Line (southeast Aurora) provides light rail service to the Central Corridor where passengers can transfer to the C or E Lines for special events in the Central Platte Valley. Outside of the downtown area, The E Line, F Line and H Line serve the University of Denver. The E, F and G Lines also serve Coors Amphitheater in the Denver Tech Center area. The D Line (Southwest), F Line (Southeast) and H Line (Southeast Aurora) provide light rail service to areas of the community that are often host to a variety of special events, including events in the downtown Denver Central Business District (e.g. numerous parades, events at the Denver Performing Arts Complex, and the Colorado Convention Center), and further serve other points along the corridor hosting special events at the Auraria Higher Education Campus. Outside of the downtown area, the D Line and C Line provide service to events at the Englewood City Center, Arapahoe Community College, and Downtown Littleton. Operations for special events accommodate large numbers of passengers in short periods of time. Since the C Line began operations in April 2002, special event services have been provided to all sporting event and entertainment venues in the Central Platte Valley. In addition to vehicles being added to existing service by increasing the length of trains (to a maximum of three cars due to platform length restrictions), supplemental service has been added between regular scheduled trains, as LRVs become available. Future plans include expanding most Southeast and Southwest Corridor station platforms to accommodate four car trains which will increase special event capacity significantly. The West Corridor will offer direct service to all Central Platte Valley event venues and offer transfers at the Auraria West Station to other event venues in the region. Modifications to special event service will be developed to incorporate the West Corridor and will be created with community and venue owner input between now and the 2013 opening of the West Corridor. Rail Fleet Management Plan for the Light Rail System Rev 0 May 2008 Page 12 of 48

20 RAIL FLEET MANAGEMENT PLAN FOR THE LIGHT RAIL SYSTEM 4.0 VEHICLE REQUIREMENTS 4.1 Current Spare Ratio and Spare Ratio Goals Each segment of Light Rail has exceeded the passenger projections that were made as part of the planning process starting with the initial rail segment in 1994 and continuing through the Central Platte Valley opening in April During this eight year period, RTD operated with a minimal spare ratio due to passenger demands exceeding fleet estimates. Spare ratios have ranged from as low as 0% in 1994 to as high as 14.8% in The spare ratio since November 2006 is shown below in Table 4. Table 4: Current Spare Ratio Operational Requirement Spares/Service Ready 9 (6 service ready/3 spares) 9 (6 service ready/3 spares) AM Spare Ratio: 9 74 = 12.2% PM Spare Ratio: 9 74 = 12.2% Total Fleet AM Peak 83 PM Peak 83 RTD has determined that a 20 percent spare ratio is the appropriate long-range goal for the light rail fleet. A 20 percent spare ratio is an appropriate goal for the combination of maintenance and service demands together. In the past, RTD has been able to operate the Light Rail system with a lower spare ratio. New vehicles were put into operation with each opening of a segment of the system, keeping overall average vehicle age relatively low. Section 5.5 Vehicle Procurement for Replacement of an Aging Light Rail Fleet, discussed later in this document, specifies the increase in the average age of RTD s LRV fleet. Maintenance demands have amplified the need for a higher spare ratio. With the opening of the Southeast Corridor, the mileage of total track, distance traveled by the LRVs and headways with 3-car trains, limits the time each day RTD has to work on the revenue service trains. RTD currently has maintenance availability for a single revenue service LRV 20% of any given day in hours. The nine reserve gap LRVs need to provide the spare ratio for well over 200 preventive maintenance inspections each month and unscheduled maintenance repairs that have doubled with the current fleet to over 60 unscheduled repairs a month. RTD s spare LRVs are used for additional support during weather emergencies, major events, accident support and maintenance break down support. All spare LRVs are circulated into service immediately in the event of any of the before mentioned scenarios. Note that RTD intends to provide ready cars from the spare ratio as long as ridership demand exceeds vehicle capacity and contingent upon the maintenance staff being able to release spare vehicles for service. These ready cars are not included in the peak period fleet requirements and instead come from the fleet spares. A larger spare ratio is also needed to adjust for special event services. Rail Fleet Management Plan for the Light Rail System Rev 0 May 2008 Page 13 of 48

21 RAIL FLEET MANAGEMENT PLAN FOR THE LIGHT RAIL SYSTEM Over short periods of time, the spare ratio is expected to drop slightly as demand increases. On an independent corridor basis, spare ratios may be lower. The reality of vehicle procurement makes the purchase of a small number of LRT cars (i.e. less than 10) expensive and impractical. RTD s plan is to order vehicles in larger lots with options at major system milestones in order to benefit from the cost savings that result with larger orders Rail Operating Plan The November 2006 Rail Operating Plan is based on the service frequencies described earlier in this report in Section 2.5. Current layovers in minutes at terminals are shown below in Table 5. Table 5: Current Layovers at Terminals (November 2006) Terminal Minutes Minutes Minutes Weekday/Peak Weekday/Off-Pk Sat/Sun/Hol Mineral th /Downing Union Station th /Stout Lincoln Nine Mile Current Ridership Results The most current ridership available is a combination of data: existing data from before Southeast Corridor opening and estimates, manual counts, and automatic passenger counter data since the opening. Table 6 provides the data prior to the opening of the Southeast Corridor, for the twelve month period ending August 31, Table 7 provides the estimates for ridership on the various lines after the opening of and inclusive of the Southeast Corridor. Rail Line Table 6: Southwest Light Rail Ridership Average Annual Weekday Boardings Average Annual Saturday Boardings Average Annual Sunday/Holiday Boardings 12-Month Total Ending August 2006 Boardings C Line 6,308 6,304 5,282 2,203,523 D Line 29,454 12,389 7,617 8,438,978 Total 35,761 18,728 12,899 10,642,501 Rail Fleet Management Plan for the Light Rail System Rev 0 May 2008 Page 14 of 48

22 RAIL FLEET MANAGEMENT PLAN FOR THE LIGHT RAIL SYSTEM Table 7: Estimated Southwest and Southeast Corridor Riders Since November 2006 Rail Line Average Annual Weekday Boardings Average Annual Saturday Boardings Average Annual Sunday/Holiday Boardings 12-Month Total Ending Boardings C Line 4, ,018 1,255,256 D Line 23,714 14,967 8,986 7,045,512 E Line 5,268 8,092 6,699 2,147,684 F Line 12, ,144,992 G Line ,388 H Line 11,385 6,688 4,200 3,359,532 Total 58,339 31,076 22,387 17,150, Peak Vehicle Requirements Table 8 shows peak vehicle requirements for the Southwest Corridor prior to the opening of the Southeast Corridor. Table 9 shows the peak vehicle requirements inclusive of the Southeast Corridor. The numbers are approximate, with some rounding reflecting the average services provided. Table 8: Southwest Corridor Peak Vehicle Requirements Through October 2006 AM Peak PM Peak Rail Line Total Total Trains x Cars Cars Trains x Cars Cars C Line 5 x 2 = 10 5 x 2= 10 D Line Mineral 30 th 7 x 3 = 20 6 x 3 = 18 Mineral 19 th 5 x 3 = 15 6 x 3 = 18 Spare Vehicles Operating/ Ready 1 x 2 = 2 1 x 2 = 2 Maintenance 2 1 Total 18 trains trains 49 Rail Fleet Management Plan for the Light Rail System Rev 0 May 2008 Page 15 of 48

23 RAIL FLEET MANAGEMENT PLAN FOR THE LIGHT RAIL SYSTEM Table 9: Southwest and Southeast Peak Vehicle Requirements Since November 2006 AM Peak PM Peak Passenger Rail Line Total Total Trains x Cars Cars Trains x Cars Cars C Line 2.5 x 2 = x 2 = 5 D Line Mineral 30 th 5x3 + 2x2 = 19 5x3 + 2x2 = 19 Mineral 19 th 3 x 3 = 9 3 x 3 = 9 E Line 3.5 x 2 = x 2 = 7 F Line 3x3 + 4x2 = 17 3x3 + 4x2 = 17 G Line 2 x 1 = 2 2 x 1 = 2 H Line 3x3 +3x2 = 15 3x3 +3x2 = 15 Spare Vehicles 9 9 Total 31 trains trains 83 Table 10 below shows the existing (2007) peak vehicle capacity (seated and total) during the peak period past the peak load points. Table 10: 2007 Capacity Past the Peak Load Points per LRT Route Corridor/ Peak Hour Off-Peak Route(s) Station Trains x Total Capacity Trains x Total Capacity Location Cars Cars Seated/Total Cars Cars Seated/Total C SW 2 x /500 2 x /500 D SW 6 x ,088/2,125 4 x /1,375 D Central/Welton 4 x /1,250 4 x /1,250 E SE 2 x /500 2 x /500 F SE 4 x /1,375 4 x /1,250 G SE 2 x /250 2 x /250 H SE 4 x /1,250 4 x /1,250 Line Segment & Load Combinations CD SW/Evans 8 x ,344/2,625 6 x /1,875 GH SE/Dayton 6 x /1,500 6 x /1,500 EFG SE/Belleview 8 x ,088/2,125 8 x ,024/2,000 EFH SE/Louisiana 10 x ,600/3, x ,536/3,000 CDEFH 10 th /Osage 18 x ,944/5, x ,496/4,875 CE CPV 4 x /1,000 4 x /1,000 DFH Conv. Ctr. 14 x ,432/4, x ,984/3,875 Notes: In 2007, RTD light rail vehicles carry 64 seated passengers, and with 61 standees at the existing peak load standard (current through 2020), a total of 125 passengers. Rail Fleet Management Plan for the Light Rail System Rev 0 May 2008 Page 16 of 48

24 RAIL FLEET MANAGEMENT PLAN FOR THE LIGHT RAIL SYSTEM Table 11 below shows the existing (2007) peak vehicle capacity (seated and total) during the peak period past the peak load points. The table also shows peak hour, peak direction volumes at the peak load points. The table includes line segments and load combinations for several light-rail lines at a specific location. For example, the Southwest Corridor includes the C and D Lines and the peak load point is at the Evans Station. Table 11: 2007 LRT Capacity Past the Peak Load Points & Peak Hour Volumes Line Trains x Total Capacity Peak Hour Corridor/ Station Location Segment Cars Cars Seated/Total Volumes CD SW/Evans 8 x ,344/2,625 1,650 GH SE/Dayton 6 x /1, EFG SE/Belleview 8 x ,088/2, EFH SE/Louisiana 10 x ,600/3,125 1,796 CDEFH Central/10 th &Osage 18 x ,944/5,570 3,557 CE CPV/Auraria West 4 x /1, DFH Central/Convention Center 14 x ,432/4,750 2,728 Notes: In 2007, RTD light rail vehicles carry 64 seated passengers, and with 61 standees at the existing peak load standard (current through 2020), a total of 125 passengers Southeast EIS Spare Ratio Calculation for Year 2020 As documented in the January 2005 Rail Fleet Management Plan, The year 2020 EIS operating plan for the Southeast Corridor is the same as described for opening day. The number of cars required is 74, the number of spare vehicles is 9, and the resultant spare ratio is identical with the opening day plan. See Table 12 below: Table 12: 2020 EIS Spare Ratio Operational Requirement Maintenance Spares Total Fleet Requirement Spare Ratio: 9 74 = 12.2% 4.2 West Corridor Preliminary Engineering and the Final Environmental Impact Statement (FEIS) were previously completed on this corridor (2003). The Record of Decision was issued April 19, In November 2006, 65% Final Design drawings were completed and a supplemental Environmental Assessment (EA) was completed in late Following are descriptions of the LRT operating plan assumptions that are current as of early LRT Operations A prerequisite to defining a LRT operating plan is the calculation of LRT station-to-station run times. Travel time estimates are consistent with the EIS work, 2005 Rail Fleet Management Plans, with minor changes due to a single-track alignment at the western end of the corridor and revised vertical curves. Key assumptions are as follows: Rail Fleet Management Plan for the Light Rail System Rev 0 May 2008 Page 17 of 48

25 RAIL FLEET MANAGEMENT PLAN FOR THE LIGHT RAIL SYSTEM Fifteen (15) twenty (20) or thirty (30) second station dwells are assumed, with the longer dwells at stations with anticipated heavy boarding/alighting activity. Acceleration and deceleration rates for light rail vehicles are based on the current RTD Siemens-Duewag light rail vehicle (3.0 mphps). A 35 mph maximum speed is assumed east of Oak, with the exception of the 45- mph Kipling overpass between Oak and Garrison. This is due to the residential nature of the alignment in this area. A 50 mph maximum speed is assumed west of the Federal Center/Union Square area. This is consistent with prior RTD direction for the current maximum LRV scheduled speed, the EIS, and through Final Design. Curve dimensions and maximum speeds through curves continue to rely on estimates for now. Detailed operations simulations are currently being performed. LRVs will have full priority at all at-grade crossings with no delays assumed, crossings at Earl Johnson and Collins excepted. Proposed at-grade crossings tend to be minor streets. All at-grade crossings include either dual gates with medians or 4-quadrant gates. Estimated station-to-station run times are presented in Table 13 below: From Table 13: Station-to-Station Travel Time Estimates To Incremental Distance Cumulative Distance Sta-to-Sta Travel Time Station Dwell Cumulative Travel Time DUS Pepsi Center :41 0:15 1:56 Pepsi Center Invesco Field :14 0:15 3:25 Invesco Field Auraria West :34 0:30 4:29 Auraria West Federal/Decatur :31 0:30 7:30 Federal Knox :13 0:20 9:03 Knox Perry :58 0:20 10:21 Perry Sheridan :24 0:30 12:15 Sheridan Lamar :38 0:20 14:13 Lamar Wadsworth :39 0:20 16:12 Wadsworth Garrison :51 0:20 19:23 Garrison Oak :54 0:20 21:37 Oak Federal Ctr :59 0:30 25:06 Federal Ctr. Red Rocks :53 0:30 28:29 Red Rocks Jeffco Gov t Ctr :17 0:30 33:16 Total Distance & Travel Time :46 5:30 33: Proposed Service Frequencies Proposed service frequencies by time period for the West Corridor are as follows: Weekday Peak Periods: o 15 minute frequency from Jeffco Gov t Ctr. to DUS o 5 minute frequency from Denver Federal Center to DUS ( minute combined headways) Rail Fleet Management Plan for the Light Rail System Rev 0 May 2008 Page 18 of 48

26 RAIL FLEET MANAGEMENT PLAN FOR THE LIGHT RAIL SYSTEM Base Periods: 15 minutes Late Evening Period: 30 minutes Weekends/Base Periods: 15 minutes Late Evening Periods: 30 minutes Please see Appendix B which summarizes existing light rail corridors merged with the West Corridor scheduling, vehicle and passenger requirements. Peak and off-peak plans are provided for both 2015 and As previously noted, all West Corridor trains would operate to/from Denver Union Station. West Corridor trains would be mixing with four trains per hour from the Southwest/Southeast Corridors on opening day and eight trains per hour by Cycle Time Calculations Cycle times are important to the determination of overall fleet needs for the corridor. Cycle time from the Jefferson County Government Center (JCGC) to Denver Union Station (DUS) and back is ninety minutes (1.5 hrs) while the cycle time from the Denver Federal Center (DFC) is seventy-five minutes (1.25 hrs). Although the combination of frequencies would nominally demand 12 trains per hour, because of the cycle times and the length of the layover times on the JCGC route pattern and the DFC pattern, three additional trains are needed for a total of 15 trains. Without these additional trains, 5-minute frequencies could only be sustained for less than one hour in duration or recovery times would be suboptimal. Table 14 provides the run times and assumed turn and recovery times for each route pattern. Origin Table 14: West Corridor Route Patterns and Cycle Times Destination Travel Time Turn + Layover Time Reverse Travel Time Turn+ Layover Time Slack Time Total Cycle Time JCGC DUS 33:16 8:00 33:16 8:00 7:28 90:00 DFC DUS 25:06 8:00 25:06 8:00 8:48 75: Recovery Time RTD s Service Planning & Scheduling Division generally prefers to have a minimum of 8 minutes or 15% of total cycle time, layover, and recovery time whichever is greater. The following calculations show that this standard is met for each of the route patterns described above. 1. JCGC to DUS to JCGC travel time = 1:07:00 (one hour, seven minutes rounded) Layover & recovery time = 0:16:00 Total Cycle time = 1:23:00 Recovery Ratio = 16 minutes 83 minutes = 19.3% 2. DFC to DUS to DFC travel time = 0:51:00 (fifty-one minutes) Layover & recovery time = 0:16:00 Total Cycle time = 1:07:00 Recovery Ratio = 16 minutes 67 minutes = 23.9% Rail Fleet Management Plan for the Light Rail System Rev 0 May 2008 Page 19 of 48

27 RAIL FLEET MANAGEMENT PLAN FOR THE LIGHT RAIL SYSTEM West Corridor EIS Ridership Forecasts Table 15 shows the results of travel model forecasts for 2015 and The table includes daily weekday ridership and peak hour, peak direction line loads at two locations along the West Corridor. The first location is between Federal/Decatur and Auraria West while the second location is between Red Rocks Community College and Denver Federal Center. A 2013 opening day estimate is also provided. Table 15: West Corridor LRT Build Ridership Forecasts Forecast Year Model Source Daily Ridership Peak Hour, Peak Direction Line Load (Federal/Decatur to Auraria West) Peak Hour, Peak Direction Line Load (Red Rocks CC to Denver Federal Center) 2013 Estimated 19,469 2, WCBldLRT15a 20,256 2, WCBldLRT30i3 29,698 3, The peak hour, peak direction line loads are critical to the determination of fleet needs for operating the corridor. They are also important to the determination of spare ratio needs West Corridor Peak Capacity Requirements The demand estimates, together with the cycle time calculations from above, determine the appropriate total fleet needed to meet peak demand, and establish train consists. These calculations are shown below for both 2015 and Table 16 shows the number of trains and cars per consist needed to deliver sufficient capacity for the forecast demand past the peak load point, in the peak-hour peak direction. The peak capacity requirements for West Corridor shown in Table 16 were derived using the post-2020 LRV load standard of 155 passengers per vehicle for peak period service. Table 16: West Corridor Capacity Requirements for Peak Loads Horizon Year Peak Off-Peak Route Trains x Total Capacity Trains x Total Capacity Cars Cars Seated/Total Cars Cars Seated/Total DUS to JCGC 4 x 2 = 8 512/1,000 4 x 2= 8 512/1, DUS to DFC 8 x 2 = 16 1,024/2, Total 24 1,536/3, /1,000 Rail Fleet Management Plan for the Light Rail System Rev 0 May 2008 Page 20 of 48

28 RAIL FLEET MANAGEMENT PLAN FOR THE LIGHT RAIL SYSTEM Horizon Year Table 16: West Corridor Capacity Requirements for Peak Loads (continued) Peak Off-Peak Route Trains x Total Capacity Trains x Total Capacity Cars Cars Seated/Total Cars Cars Seated/Total DUS to JCGC 4 x 2 = 8 512/1,240 4 x 2 = 8 512/1, DUS to DFC 8 x 2 = 16 1,024/2, Total 24 1,536/3, /1,000 Notes: For 2015, total capacity assumes RTD light rail vehicles carry 64 seated passengers and 125 total passengers per existing LRV load standard of 125 passengers per vehicle for peak period service. For 2030, total capacity assumes RTD light rail vehicles carry 64 seated passengers and 155 total passengers per new post-2020 LRV load standard of 155 passengers per vehicle for peak period service West Corridor Fleet Requirements The proposed peak period service frequency for the West Corridor includes a five minute combined trunk line frequency between Denver Federal Center (DFC) and Denver Union Station (DUS). This combined trunk line includes trains operating at minute frequencies from DFC to DUS as well as a 15 minute frequency train operating between Jefferson County Government Center (JCGC) and DUS. JCGC is at the western end-of-line of West Corridor. The opening day peak period assumptions are shown below: DFC to DUS JCGC to DUS Total Trains/hr 8 ( minute combined headways) 4 (15 minute headways) 12 (5 minute combined headways) Due to cycle times mentioned in Section 4.2.3, as well as the peak period schedule shown above, fifteen (15) total trains are required to consistently deliver the peak capacities. Table 17 shows the number of trains and consist size needed to deliver sufficient capacity during the peak periods for both 2013 (Opening Day) and Table 17 also shows the number of trains needed to maintain service frequencies given total cycle times. Table 17: West Corridor Fleet Requirements Horizon Trains x Total Maintenance/ Spare Route Total Year Cars Cars Ready Spares Ratio DUS to JCGC 6 x 2 = DUS to DFC 9 x 2 = Total % DUS to JCGC 6 x 2 = DUS to DFC 9 x 2 = Total % *Table illustrates peak fleet requirements including cycle times Rail Fleet Management Plan for the Light Rail System Rev 0 May 2008 Page 21 of 48

29 RAIL FLEET MANAGEMENT PLAN FOR THE LIGHT RAIL SYSTEM System-Wide Peak Capacity Requirements Table 18 shows the system-wide 2030 peak vehicle capacity (seated and total) during the peak period past the peak load points. The table includes line segments and load combinations for several light-rail lines at a specific location at the peak load point. The peak capacity requirements for all LRT corridors shown in Table 18 were derived using the post-2020 LRV load standard of 155 passengers per vehicle for peak period service. Table 18: 2030 LRT Capacity Past the Peak Load Points & Peak Hour Volumes Line Trains x Total Capacity Peak Hour Corridor/Station Location Segment Cars Cars Seated/Total Volumes S Central/25 th & Welton 4 x / CD SW/Evans 10 x ,664/4,030 3,048 GH SE/Dayton 8 x ,152/2,790 1,546 GH I225/Iliff 8 x ,152/2, EFG SE/Arapahoe 14 x ,792/4,340 2,064 EFH SE/Louisiana 14 x ,920/4,650 3,445 CDEFH Central/10 th & Osage 24 x ,584/8,680 7,073 CE CPV/Auraria West 8 x ,024/2,480 1,157 DFH Auraria 16 x ,560/6,200 5,994 M1 West/Red Rocks 4 x /1, M1/M2 West/Federal & Decatur 12 x ,536/3,720 3,692 Notes: Total capacity assumes RTD light rail vehicles carry 64 seated passengers and 155 total passengers per post-2020 LRV load standard of 155 passengers per vehicle for peak period service West EIS Spare Ratio Calculations 2015 (Opening) & 2030 (Horizon) The 2013 Opening Year and 2030 Horizon Year operating plans for the West Corridor both indicate sufficient capacity to meet maximum loads during the peak hour while also maintaining an adequate vehicle spare ratio. As stated earlier, RTD s goal is to maintain a LRV system wide spare ratio of 20% for maintenance and service demand. A lower spare ratio on a corridor basis is appropriate as LRVs can be transferred to other corridors as service demand warrants an increase in consist size. The spare ratio calculations for 2013 Opening Year were based on the existing 125 passengers per LRV peak period load standard. The 2030 Horizon Year spare ratio calculations were based on the post-2020 LRV load standard of 155 passengers per vehicle for peak period service. At the Federal/Decatur to Auraria West link, the peak-hour, peak direction capacity of 3,720 passengers/hour will provide 32% excess capacity compared to the demand of 2,525 passengers/hour forecast on opening day. For the horizon 2030 year, 3,720 passengers/hour capacity will provide 1% excess capacity as compared to the forecast demand of 3,692 passengers per hour. Table 19 shows the spare ratio calculations, resulting in a need for a total West Corridor fleet of 32 vehicles for opening day and 32 vehicles for the 2030 planning horizon. Rail Fleet Management Plan for the Light Rail System Rev 0 May 2008 Page 22 of 48

30 RAIL FLEET MANAGEMENT PLAN FOR THE LIGHT RAIL SYSTEM At the Red Rocks to Denver Federal Center link, the peak-hour, peak direction capacity of 1,240 passengers/hour will provide 97% excess capacity compared to the demand of 39 passengers/hour forecast on opening day. For the horizon 2030 year, 1,240 passengers/hour capacity will provide 86% excess capacity as compared to the forecast demand of 173 passengers per hour. Table 19 shows the spare ratio calculations, resulting in a need for a total West Corridor fleet of 32 vehicles for opening day and 32 vehicles for the 2030 planning horizon. Table 19 also demonstrates that the West Corridor will be implemented without degradation of service in RTD s existing Light Rail system. With the opening of the West Corridor, there will not be a reduction of LRVs in the existing corridors and the existing service will remain the same. There is also a planned expansion of the LRV fleet for the FasTracks system between 2009 and Table 19: West Corridor and System LRV Fleet Needs with Spares Year Corridor Operational Maintenance / Spare Total Requirement Ready Spares Ratio Funding Source 2006 Existing System % RTD, FTA Existing System % RTD,FTA 2009 Existing System Option % FasTracks Subtotal % Existing System from % RTD, FTA Existing System Expansion % FasTracks 2013 West Corridor from Option FasTracks, FTA % + new LONP FasTracks Early Purchase % FasTracks Subtotal % Existing System from 2006 RTD, FTA, % FasTracks Existing System Expansion RTD, FTA, % FasTracks 2020 West Corridor from Option + new % FasTracks FasTracks Early Purchase Applied to New Corridors % FasTracks Subtotal % LRV Vehicle Procurement From the previous section, Table 19 also details LRV vehicle procurement and fleet needs for the entire LRT system up to This section details the LRV fleet additions up to 2020, including spare ratios and funding sources. As previously discussed, the Southeast Corridor (T-REX) opened in November 2006, and 34 cars were purchased to provide the additional service along the corridor. Combining the previous LRT fleet of 49 vehicles with the T-REX fleet of 34 brought the total LRT fleet to 83 cars in Rail Fleet Management Plan for the Light Rail System Rev 0 May 2008 Page 23 of 48

31 RAIL FLEET MANAGEMENT PLAN FOR THE LIGHT RAIL SYSTEM Growth in light rail ridership through the late 1990s has been strong, and ridership is expected to continue to exceed expectations. Based on travel model updates in 2004, given the passage of the FasTracks Plan in 2004, and with favorable vehicle prices under an existing contract option, RTD decided to exercise its option under the T-REX/Southeast Corridor procurement for 34 additional light rail vehicles. Those option vehicles will complete delivery in 2009, with approximately 2 vehicles arriving per month during 2008 and At that time RTD will have reached a fleet size of 117 LRT cars. The option vehicles will be used for light rail system operations and/or as spares until the West Corridor opens in 2013, at which time 29 vehicles will be shifted into service on the West Corridor. Table 19 shows the fleet procurement schedule through the opening of the West Corridor. Of the 32 total needed for opening, West Corridor will open in 2013, using 29 vehicles from the Southeast Corridor option. RTD obtained a letter of no prejudice (LONP) from FTA for 10 vehicles in In July 2006, RTD requested that FTA approve 19 additional vehicles for Grant Eligibility for the West Corridor. Thus 29 of 32 West Corridor LRVs needed for opening day will be on-site in Denver by the end of RTD has ordered three more vehicles for delivery before the January 2013 opening, as described below. Given the two- to three-year lead time between ordering and receiving vehicles, and better pricing on larger orders, RTD has accelerated the purchase of 52 FasTracks vehicles for a total order of 55 vehicles (3+52=55) to arrive by the end of The 52 additional vehicles could be variously deployed on the existing system (i.e. backfill on the Southeast Corridor), the West Corridor (if ridership exceeds projections), or to augment the overall fleet spare ratio (Table 20). Table 20: 2020 System LRV Fleet Needs with Spares per FasTracks Corridor Corridor Operational Maintenance/ Spare Total Requirement Ready Spares Ratio Base/Existing System % West Corridor % I-225 Corridor % Southeast Extension % Southwest Extension % 40 th /40 th Extension % FasTracks Enhancements % System (Total) % For purposes of this Rail Fleet Management Plan, the West Corridor can be considered in isolation as the only additional corridor with a completed FEIS and ROD. The West corridor can also be considered as part of the voter-approved FasTracks Plan, where subsequent corridors environmental studies still must be completed. Rail Fleet Management Plan for the Light Rail System Rev 0 May 2008 Page 24 of 48

32 RAIL FLEET MANAGEMENT PLAN FOR THE LIGHT RAIL SYSTEM Denver Union Station Turn Back Analysis RTD has been requested to evaluate the ability of the proposed track configuration at Denver Union Station (DUS) to support the proposed 2030 headways for Southeast (SE), Southwest (SW) and West Corridors. The proposed track configuration is part of the relocation of the LRT station at DUS. The proposed track configuration is shown in Figure 5. Figure 5: Denver Union Station LRT Track Configuration LRT Station Platform Double Crossover Double Crossover The proposed 2030 peak period frequencies at DUS LRT station are as follows: SE/SW Corridors (C & E Lines) = 8 trains/hour (7.5 minute average headways) West Corridor (M1 & M2 Lines) = 12 trains/hour (5 minute headways) In order for the track configuration to support turnbacks for the peak period frequencies of the SE/SW and West Corridors, a double crossover is needed both at the approach of DUS and at the tailtracks. A double crossover at the tailtracks will enable rail operations to utilize both tailtracks for changing operator ends and preparing the train for departure. Because the double crossover is required for service frequency increases on other corridors between 2015 and 2030, not the West Corridor, this is being funded separately. Table 21 includes an example timetable that illustrates peak hour frequencies in and out of DUS for 2030, with 20 trains per hour. The double crossover at the tailtracks will enable trains coming into DUS at approximately every two to three minutes to utilize both tailtracks, creating opportunities for rail operations to maneuver trains from both tailtracks to the departure track platform while idling a train at the tailtracks and creating an opening at the arrival track platform. For example, the first M1 train arrives at DUS at 7:33 AM, unloads the passengers, and proceeds to Tail Track #1. The first C train arrives at 7:36 AM, unloads and proceeds to Tail Track #2. The first M2 train arrives at 7:37 AM and waits for the M1 train to maneuver to the departure track. The M2 train will then proceed to the vacant tail track while the second M2 train arrives at 7:42 AM. The proposed operations at DUS during the peak period will be tight. However, with proposed dropback operations, the double #8 crossover at the tail tracks, and the length of the tail tracks, the LRT track alignment at DUS can reliably maintain 20 trains per hour during the peak period. Rail Fleet Management Plan for the Light Rail System Rev 0 May 2008 Page 25 of 48

33 RAIL FLEET MANAGEMENT PLAN FOR THE LIGHT RAIL SYSTEM Table 21: Denver Union Station LRT 2030 Peak Hour Service Plan Line Consist DUS DUS Arrive Depart M2 2 7:27:55 7:35:55 E 2 7:32:10 7:37:10 M1 2 7:33:16 7:41:16 M2 2 7:37:55 7:45:55 C 2 7:39:40 7:47:40 M2 2 7:42:55 7:50:55 E 2 7:47:10 7:52:10 M1 2 7:48:16 7:56:16 M2 2 7:52:55 8:00:55 C 2 7:54:40 8:02:40 M2 2 7:57:55 8:05:55 E 2 8:02:10 8:07:10 M1 2 8:03:16 8:11:16 M2 2 8:07:55 8:15:55 C 2 8:09:40 8:17:40 M2 2 8:12:55 8:20:55 E 2 8:17:10 8:22:10 M1 2 8:18:16 8:26:16 M2 2 8:22:55 8:30:55 C 2 8:24:40 8:32:40 M2 2 8:27:55 8:35:55 E 2 8:32:10 8:37:10 M1 2 8:33:16 8:41: Denver Federal Center Turn Back Analysis The proposed peak period service frequency for the West Corridor includes a five minute combined trunk line frequency between Denver Federal Center (DFC) and Denver Union Station (DUS). This combined trunk line includes trains operating at minute frequencies from DFC to DUS as well as a 15 minute frequency train operating between Jefferson County Government Center (JCGC) and DUS. JCGC is at the western end-of-line of West Corridor. The opening day peak period assumptions are shown below: DFC to DUS JCGC to DUS Total Trains/hr 8 ( minute combined headways) 4 (15 minute headways) 12 (5 minute combined headways) To demonstrate the combined trunk line frequency of five minutes will operate efficiently, the operations of the West Corridor rail service were examined based on the assumed LRT speeds, station-to-station distances, travel times and dwell times. This analysis was done to Rail Fleet Management Plan for the Light Rail System Rev 0 May 2008 Page 26 of 48

34 RAIL FLEET MANAGEMENT PLAN FOR THE LIGHT RAIL SYSTEM demonstrate that the proposed minute turn backs at DFC work without causing interference (delay) to through-trains from the JCGC. The results of the analysis are illustrated in the string chart shown in Figure 6. The string chart demonstrates the need for a pocket, or storage track, at DFC to accommodate the minute peak period headways between DFC and DUS. The string chart was developed by comparing the proposed station-to-station travel times and corridor distance. Station dwell times, turnaround times, and the single-track alignment west of DFC were also taken into consideration and calculated to develop the string chart. The string chart illustrates where trains will be passing on the track. For example, trains will be passing just north of DFC (see circle). A pocket track at DFC will help create extra separation (temporal and spatial) between trains. This will enable minute turn backs without delaying passing trains going to and coming from JCGC. Figure 6: West Corridor String Chart West Corridor Staffing Plan RTD has forecast needs specific to the West Corridor based on an operations and maintenance cost model which applies RTD s National Transit Database information by cost center. The cost model calculates wages, salaries, and fringe benefits per cost center and line item. Costs and Rail Fleet Management Plan for the Light Rail System Rev 0 May 2008 Page 27 of 48

35 RAIL FLEET MANAGEMENT PLAN FOR THE LIGHT RAIL SYSTEM staffing needs for LRT operators, vehicle maintenance personnel, facilities maintenance and administration are calculated. RTD is forecasting the following staff needs specific to the West Corridor: Full-Time Equivalent (FTE) Operators 60.9 FTE Vehicle Maintenance Personnel 24.7 FTE Non-Vehicle / Facilities Maintenance Personnel 8.7 FTE Rail Department General Administration 13.6 FTE Overhead 6.6 Total FTEs Fare Policy A Fare Policy Task Force has been actively evaluating and analyzing alternative rail and bus fare policies. As noted above, RTD has moved from a single fare boundary (two zone system) to a more complex 4-zone system. The current plans are to extend the existing fare policy to FasTracks corridors, including West and East. Figure 7 shows how this would work. The approach used in forecasting West Corridor ridership is consistent with the fare table presented earlier in the plan and depicted in Figure 7. A trip from the West Corridor to Denver Union Station is a local fare from many of the stations and an express fare for those beyond Zone B. Figure 7uses a radial crows flight distance, while the travel model computes distance at the route level. RTD staff and policy makers have discussed a possible distance-based fare being implemented as an evolutionary refinement to the zone system. The fare assessed will be directly related to the distance traveled on the corridor. Distance based fare systems have been implemented for the Washington Metro and San Diego Trolley systems. Short trips would be assessed a Local fare, while medium trips would be charged an Express fare and the longest trips would be charged Regional fares. A distance-based fare system promises to improve the level of precision for pricing, for any station-to-station pair, while also upgrading the customer information and performance monitoring (data collection) of the system. This policy assumption has been reviewed by FTA and has been approved in this application for long-range planning purposes, including the RTD s New Starts submittal for FTA for the SE Corridor. RTD will keep the FTA advised of any developments in this regard. Rail Fleet Management Plan for the Light Rail System Rev 0 May 2008 Page 28 of 48

36 RAIL FLEET MANAGEMENT PLAN FOR THE LIGHT RAIL SYSTEM Figure 7: FasTracks Fare Zone System (Proposed) 4.4 Light Rail Maintenance & Storage Facilities Previously, the Mariposa Light Rail Operations Facility accommodated up to 34 vehicles under normal operating conditions, and up to a maximum of 49 vehicles. The addition of the Elati maintenance facility as part of the Southeast Corridor increased RTD s maintenance facility capacity to 110 vehicles under normal operating conditions, and up to a maximum of 150 vehicles. Rail Fleet Management Plan for the Light Rail System Rev 0 May 2008 Page 29 of 48

37 RAIL FLEET MANAGEMENT PLAN FOR THE LIGHT RAIL SYSTEM This second facility became operational in January 2005 and is used for light maintenance and running repairs, preventive maintenance inspections, and vehicle storage. The Mariposa facility currently serves as a heavy repair facility used for overhauls, bodywork, painting and large component rebuilds. The Mariposa yard can also be used for Special Event extra trains and the future ready trains within minutes of the Central Loop and CPV event venues. In the case of West Corridor in isolation, RTD s current maintenance facilities are enough to accommodate the West Corridor, and the accelerated I-225 vehicles. On opening day with 134 vehicles, the current maintenance facilities would be at 89% (134/150) of maximum capacity. The Elati maintenance facility is being expanded to accommodate up to 200 vehicles. The expansion will include accommodation for the additional 38 vehicles planned for the other corridors and future capacity. Expanding the Elati maintenance facility will reduce administration expenses as opposed to building a new facility at the Mariposa or Burnham Yards. Rail Fleet Management Plan for the Light Rail System Rev 0 May 2008 Page 30 of 48

38 5.0 LRV MAINTENANCE REQUIREMENTS 5.1 Annual Car Mileage Impacts RAIL FLEET MANAGEMENT PLAN FOR THE LIGHT RAIL SYSTEM For the opening year of Southeast Corridor operations, car miles for the system are estimated to increase to 6,500,000 under the current operations. This equates to an annual average of 78,313 miles per car, based on an 83-car fleet. For the opening year of the West Corridor operations, car miles for the system are estimated to increase to 7,968,000. This equates to an annual average of 63,744 miles per car based existing system and West Corridor light rail vehicle fleets. 5.2 Maintenance Practices Daily Service and Inspection LRV maintenance involves the preventive, corrective, rehabilitative, and predictive maintenance required to provide clean, dependable, safe, and efficient vehicles for revenue service. All vehicles scheduled for revenue service have a comprehensive walk around inspection performed by the assigned LRV Operator or the Controller's designee (yard operator). Prior to LRVs being given clearance for revenue operations, the LRV Operator inspects the exterior of the LRV, boards each vehicle, and walks through the LRVs to inspect for loose or missing panels, cleanliness, vandalism, and work in progress tags. If all is normal, the operator requests permission to perform a pre-departure operational test. If an equipment failure is identified during the operational test, the operator notifies Central Control and identifies the problem. If the problem will not affect safety or service levels, Central Control may complete a defect report form while the operator continues to prepare the vehicle for service departure. If the problem requires maintenance, Central Control coordinates with LRV Maintenance, and time permitting, an Electro-Mechanic is dispatched to the LRV location to attempt to make repairs. If repairs are not completed, the failed vehicle is moved into the shop or onto a storage track to await maintenance. A replacement LRV is immediately moved into place, inspected, and readied for service departure. In addition to these inspections, an Operational Readiness Inspection (ORI) is performed, documented, and presented to the LRV supervisor on all vehicles by maintenance personnel following all repairs and inspections performed within the confines of the shop and prior to revenue service Scheduled Maintenance Program A comprehensive maintenance program is required to ensure expected longevity of 25 to 30 years. A Preventive Maintenance (PM) program and computerized maintenance management system (MMS) is utilized to schedule/document the inspection and component performance history. Rail Fleet Management Plan for the Light Rail System Rev 0 May 2008 Page 31 of 48

39 RAIL FLEET MANAGEMENT PLAN FOR THE LIGHT RAIL SYSTEM RTD Light Rail Preventive Maintenance (PM) inspections are tracked by computer by daily LRV mileage (Table 22). Table 22: PM Inspections Per Vehicle by Mileage PM# Mileage Interval PMA 4,000 PMB 8,000 PMC 24,000 PMD 30,000 PME 48,000 PMF 96,000 PMG 300,000 PMH 375,000 PMI 450,000 PMJ 600,000 Upcoming PM inspection reports are printed daily as needed. RTD s goal is to start a particular PM inspection before it becomes overdue by overdue limit percentage rates (Table 23). Table 23: PM Inspection Overdue Limits PM# Overdue limit (%) PMA 20% PMB 15% PMC 10% PMD 10% PME 10% PMF 5% PMG 1% PMH 1% Preventive Maintenance inspections are performed on a mileage/monthly basis of operation as proposed by the manufacturer and past experience. All required inspection items are separated into distinctive tasks and divided up over a 12-month period to include recommended maintenance for the entire year. These 12 monthly inspections are divided to require similar man-hour/labor requirements to aid in the scheduling of personnel. A detailed checklist and associated procedures handbook ensures consistent inspection completions and methods. (See Appendix C) Safety inspections are performed on a biweekly basis. This safety inspection is scheduled/documented in the MMS and incorporates the use of a checklist and procedure to check such operational safety features as brakes, doors, lighting, traction motors, pantographs, etc. This is a more comprehensive inspection than the ORI and much less than the monthly inspection. It requires approximately 3 to 4 man-hours, not including any defect repairs. Rail Fleet Management Plan for the Light Rail System Rev 0 May 2008 Page 32 of 48

40 RAIL FLEET MANAGEMENT PLAN FOR THE LIGHT RAIL SYSTEM Overhaul cycles are determined by component history evaluation and manufacturers' recommended schedules. A progressive type of overhaul is utilized rather than the conventional general overhaul. Based on collected historical data, the progressive overhaul is the removal of components just prior to their failure and rebuild in the time frame that other maintenance is performed (i.e., inspections). The general or traditional overhaul philosophy is the taking of the vehicle out of service and renewing all components at the same time. The advantage of the progressive overhaul versus the general overhaul for the light rail system is that the progressive may be done utilizing fewer spare vehicles because the vehicle is not taken out of service for long periods of time. It is also more efficient in that it allows for the full useful life of the components using predictive maintenance history. Some major overhaul items require vehicles to be out of service for extended periods of time, but every effort is made to limit this situation. The overhaul effort is an important aspect of the scheduled maintenance program to ensure the useful life and reliability of the LRV fleet. RTD anticipates continuing using a progressive type of overhaul in the future. Through inventory control, RTD maintains specific spare parts level as the demand requires. Seasonal or project based overhauls are anticipated and inventory quantities are adjusted to meet demands of overhaul schedules. The above-described philosophy is consistent with all types of light rail maintenance equipment. Major components of the LRV are evaluated with past component history from not only RTD but also other transit agencies to determine overhaul cycles. Table 24 lists major components and their projected overhaul cycle. Table 24: Scheduled Major Overhauls Component Overhaul Mileage Overhauled By Traction Motor 1,000,000 Outside Contractor Axle Gear Box 1,000,000 Outside Contractor Slewing Ring 1,000,000 RTD HVAC Units 750,000 RTD Couplers 500,000 RTD Brake Calipers 500,000 RTD Brake EH Units 500,000 RTD Pantographs 500,000 RTD RTD has also evaluated all major components to determine which would be feasible to rebuild in-house and which would be best to use outside contractor services. At this time RTD projects that both the traction motors and the axle gear boxes will be rebuilt by outside contractors, all other components will be overhauled by RTD forces. The components chosen to be rebuilt inhouse verses outside contractors were based upon shop space, shop equipment, employee training, and projected component turn around time. However, deviations may be required on any of the outlined component overhaul projections for safety or efficiency reasons Unscheduled Maintenance The LRV servicing and inspections may detect defects. Whenever possible, these defects are corrected when found unless they require special track locations or shop equipment, and then they should be scheduled. Inspection tracks should not be used to make repairs that may take long periods of time as this interferes with scheduled work. Unscheduled maintenance may Rail Fleet Management Plan for the Light Rail System Rev 0 May 2008 Page 33 of 48

41 RAIL FLEET MANAGEMENT PLAN FOR THE LIGHT RAIL SYSTEM occur on the mainline, but every effort should be made to bring the vehicle in for repairs. The objective is to maintain scheduled revenue service with limited inconvenience to the public LRV Cleaning LRV exteriors are washed as needed by service and cleaning personnel. LRV interiors are cleaned nightly and all graffiti removed by maintenance cleaning personnel in the shop area or on storage tracks. When minor defects are noted, the cleaner notifies his supervisor and the defect is repaired. Under no circumstances do vehicles leave the yard dirty or with graffiti. Heavy, detailed, interior cleaning is performed once a month and scheduled along with monthly inspections. 5.3 Vehicle Procurement for Replacement of an Aging Light Rail Fleet The Federal Transit Administration requires per UMTA Circular A that any vehicle proposed for replacement must be at least 25 years old. The oldest fleet of 11 LRVs and the second oldest fleet of six LRVs will reach 25 years of service in 2019 and 2021, respectively, and are therefore scheduled for replacement during the scope of this Fleet Management Plan. As stated under the section titled, Maintenance, RTD maintains a Maintenance Management System (MMS) database, which is used to predict when it will no longer be economical to continue operating particular vehicles. Table 25 shows the size and average age of the fleet as projected through Table 25: Fleet Size and Average Age with West Corridor Year RTD LRV Fleet Vehicles Age (Years) Rail Fleet Management Plan for the Light Rail System Rev 0 May 2008 Page 34 of 48

42 RAIL FLEET MANAGEMENT PLAN FOR THE LIGHT RAIL SYSTEM Table 25: Fleet Size and Average Age with West Corridor (continued) Year RTD LRV Fleet Vehicles Age (Years) Light-Rail Vehicle Maintenance Costs RTD reports total chargeable parts and labor hours for each vehicle in a given year. An example is indicated in Table 26. These numbers can vary depending on the actual experience of each vehicle. Table 26: Light-Rail Vehicle Maintenance Costs and Labor Hours (Examples) LRV 2006 Non-Capital Parts Total 2006 Labor Hours Total LRV111 $14, LRV141 $11, RTD uses other criteria to plan the budget for the coming year as indicated below: 1. RTD monitors specific budget account expenditures as the year goes on for parts as well as wages. 2. Reports of these budgets show what has been used and what is projected for the rest of the year. 3. RTD compares what is being spent for routine and scheduled maintenance and includes what is coming up in the future as far as the manufacturer s scheduled overhauls and repairs. 4. The lead times for many of the LRV parts are long enough to require budget planning projections to include the real world delivery dates. 5. New LRVs under warranty require fewer dollars spent on failed parts covered under warranty. Part of this savings, however, is rolled over into parts stock that will be needed once warranty has expired by the experience realized during warranty. 6. RTD monitors its repairs budget as it compares to Service Hours for the fleet. Using the above criteria RTD bases its budget for future years as the agency performs budget workshops. Rail Fleet Management Plan for the Light Rail System Rev 0 May 2008 Page 35 of 48

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44 RAIL FLEET MANAGEMENT PLAN FOR THE LIGHT RAIL SYSTEM APPENDIX A: LIGHT RAIL SYSTEM LOAD STANDARDS CONCURRENCE Rail Fleet Management Plan for the Light Rail System Rev 0 May 2008 Page 37 of 48

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50 RAIL FLEET MANAGEMENT PLAN FOR THE LIGHT RAIL SYSTEM APPENDIX B: FASTRACKS OPERATIONS PLANS 2015 & 2030 Rail Fleet Management Plan for the Light Rail System Rev 0 May 2008 Page 43 of 48

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52 RAIL FLEET MANAGEMENT PLAN FOR THE LIGHT RAIL SYSTEM FasTracks 2015 Horizon Year Rail Operations Plan Peak Capacities in One Direction 1 st / Terry 30 th / Pearl 162 nd Ave 2 trains/ hour 2 trains/ hour LEGEND 124 th Ave 4 trains/ hour Headway 7. 5 min 10 min 15 min 30 min 60 min Frequency 8 /hr 6 /hr 4 /hr 2 /hr 1 /hr 8 trains/ hour Ward Rd DIA 4 trains/ hour Denver Union Station 16 trains/ hour Peoria/ Smith 12 trains/ hour Federal Ctr 16 th /Stout Jeffco Gov t Ctr 16 trains/ hour 6 trains /hour 10 th /Osage 20 trains/hour Broadway/I-25 8 trains/hour 12 trains/hour Lucent 10 trains/hour Lone Tree Rail Fleet Management Plan for the Light Rail System Rev 0 May 2008 Page 45 of 48

53 RAIL FLEET MANAGEMENT PLAN FOR THE LIGHT RAIL SYSTEM FasTracks 2030 Horizon Year Rail Operations Plan Peak Capacities in One Direction 1 st / Terry 30 th / Pearl 162 nd Ave 2 trains/hour 4 trains/ hour 2 trains/ hour LEGEND 124 th Ave 4 trains/ hour Headway 7. 5 min 10 min 15 min 30 min 60 min Frequency 8 /hr 6 /hr 4 /hr 2 /hr 1 /hr 8 trains/ hour Ward Rd DIA 4 trains/ hour Denver Union Station 20 trains/ hour Peoria/ Smith 12 trains/ hour Federal Ctr 16 th /Stout Jeffco Gov t Ctr 16 trains/ hour 8 trains /hour 10 th /Osage 24 trains/hour Broadway/I trains/hour 14 trains/hour Lucent 14 trains/hour Lone Tree Rail Fleet Management Plan for the Light Rail System Rev 0 May 2008 Page 46 of 48

54 RAIL FLEET MANAGEMENT PLAN FOR THE LIGHT RAIL SYSTEM APPENDIX C: PREVENTIVE MAINTENANCE INSPECTIONS SD-100 AND SD-160 VEHICLES Rail Fleet Management Plan for the Light Rail System Rev 0 May 2008 Page 47 of 48

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