Northeast Corridor
State of Good Repair Spend Plan
Prepared by Amtrak
Under Section 211 of the Passenger Rail
Investment and Improvement Act of 2008
(Public Law 110-432)
Submitted to the U.S. Secretary of Transportation
April 15, 2009
Northeast Corridor State of Good Repair Spend Plan
Contents
Summary ... 1
A Vital Transportation Asset ... 6
Operating and Maintenance Challenges ... 8
State of Good Repair... 9
Getting to a State of Good Repair... 10
Bringing the NEC to a State of Good Repair... 11
NEC Main Line... 12
Branch Lines ... 12
Major Engineering Needs ... 13
Benefits of Investment ... 14
Equipment SOGR Needs ... 15
Conclusion ... 15
Appendix A: Tables / Charts ...……… ………A1-A15 Appendix B: State and Agency Comments ………..B1-B10
Summary
Under Section 211 of the Passenger Rail Investment and Improvement Act of 2008 (Public Law 110-432) Amtrak is required to develop in consultation with the Secretary of Transportation and the Northeast States, including the District of Columbia, a capital spending plan to bring the Northeast Corridor main line to a state of good repair by 2018, consistent with funding levels authorized under the act. Under the law, the plan is due to be submitted to the Secretary within 180 days of passage, or by April 16, 2009.
This report has been prepared in draft form for comment by the Northeast states. At the current time, this report includes only Amtrak-owned or operated portions of the
Northeast Corridor main line as well as branch lines, including the Springfield and
Harrisburg lines and Amtrak owned portions of the Albany Line1. Branch line costs are
included so a complete picture is presented to bring Amtrak’s Northeast Corridor (NEC) infrastructure to a state of good repair. However, costs for the main line (Boston to Washington) are identified separately to comply with the precise language of Section 211.
The “main line” of the Northeast Corridor, as cited under Section 211, is most commonly used to refer to both Amtrak and non-Amtrak-owned portions of the line from Boston South Station to Washington Union Station. Amtrak operates the Massachusetts portion under agreement with the Massachusetts Bay Transportation Authority (MBTA) and has included in its figures costs to bring this section of the railroad to a state of good repair. The other major non-Amtrak owned portion of the main line is from New Haven, CT to New Rochelle, NY. This section is owned by the state of Connecticut and Metro-North Commuter Railroad and operated by Metro-North. Amtrak, in consultation with officials of Federal Railroad Administration, has interpreted the language of Section 211 to
include Metro-North territory. Both ConnDOT and Metro-North have been invited to include their SOGR requirements for New Haven to New Rochelle in this report. However, primarily because of the additional time required to coordinate responses, information on SOGR requirements for this segment is not included in this draft. It is essential to recognize that state of good repair is just one component of a
comprehensive investment program. State of good repair includes the costs to maintain
assets within their useful lives or replace them if they exceed their useful life.2
1
Amtrak owns the Springfield and Harrisburg lines in their entirety but the Albany line is owned primarily by Metro-North Commuter Railroad and CSX Corporation. Amtrak owned sections of the Albany Line include the 11-mile “Empire Connection” between Penn Station and Spuyten Duyvil, New York, and a 35-mile segment from CP 125 to Albany and Schenectady.
2
See definition of state of good repair provided by then-Secretary of Transportation Mary E. Peters in a July 25, 2008 letter to House and Senate committees with transportation oversight responsibilities. This definition states that state of good repair represents: “A condition in which the existing physical assets, both individually and as a system, (a) are functioning as designed within their useful lives and (b) are sustained through regular maintenance and replacement programs; state of good repair represents just one element of a comprehensive capital investment program that also addresses system capacity and performance.”
Investment needs in addition to state of good repair include safety and mandated programs, as well as capacity and speed improvements.
Comprehensive investment needs for the Northeast Corridor are being addressed by Amtrak in partnership with the Northeast states and eight commuter and three freight railroads operating on the NEC. The initial master plan report is due September 2009.
As discussed in prior reports3, state of good repair by itself does not specifically provide
for growth in services. Rather, it provides a solid foundation essential to ensure continued reliable service as growth occurs.
The need to look comprehensively at state of good repair and growth requirements (as the master plan is doing) is especially important as the corridor reaches its capacity limits. Many segments of the corridor are at or near capacity, and there continues to be strong
demand for new and expanded services.4 Providing additional capacity to ensure all
users of the corridor – Amtrak, commuter and freight – are able to grow their services as demand increases is a major challenge facing Amtrak and other users of the corridor. Additionally, higher speed intercity passenger rail service provides greater regional mobility and will help relieve the congestion of the northeastern airports, which routinely post some of the worst delays in the nation. If this goal is to be realized, the NEC will require upgraded infrastructure and additional capacity.
Preliminary master plan estimates contained in the draft interim report (see footnote 3.B) suggest a price tag for SOGR, safety, mandates, capacity and trip time improvements of roundly $38 billion through 2030 for all users regardless of ownership, or an average investment level of $1.8 billion annually, including the main line, branch lines and Washington to Richmond segment of the Northeast Corridor. The current phase of the master planning process is engaged in refining this estimate for inclusion in the report due in September 2009.
A comprehensive approach also provides opportunities to integrate SOGR, safety and mandated programs and growth needs into a broad-based plan that meets the needs of current and future users. By combining SOGR and improvement projects for speed and capacity, engineering forces can minimize outages, which is an important consideration given existing capacity constraints and the large amount of construction work anticipated
3
Three interim reports have been published as part of the ongoing master plan process. These reports are available to representatives of states and railroads participating in the process on the project web site www.necmasterplan.org, or on request. The interim reports include:
A. The Northeast Corridor Infrastructure Master Plan: Phase I Project Development Report, February 2008.
B. The Northeast Corridor Infrastructure Master Plan: Phase II Draft Interim Report, February 2009, and
C. The Northeast Corridor Infrastructure Master Plan: Phase II 2008/2030 Northeast Corridor Capacity Utilization Report, February 2009
4
Current capacity utilization exceeds 100% on 9 of 320 segments on the main line; 36 segments are operating at more than 75% of capacity. The number of trains operating on the corridor, including branch lines and Washington to Richmond is expected to increase by 44%, from 2,474 currently to 3,572 by 2030.
in the future. It also minimizes costs by combining work that might otherwise be done as separate projects, permitting more efficient use of design and construction resources.
Section 211 requires Amtrak to update the state of good repair plan annually. As an alternative, Amtrak proposes that the master plan be updated annually once the initial report is completed in September 2009.
This will provide a more comprehensive view of state of good repair needs along with projects needed to meet safety and mandated requirements and provide for growth in service levels. This approach is more consistent with the definition of state of good repair provided by the Department of Transportation (see footnote 2).
In the interim, prior to publication of the master plan report in September 2009, the table on the following page shows stand-alone state of good repair estimates for the Amtrak owned / operated main line, branch lines and NEC equipment. In addition to totals at the top of the table, costs for the two major components of state of good repair are shown below the totals. The major components include “Normalized Replacement”, or the estimated annual capital cost of sustaining assets in a state of good repair, as well as the “Backlog of Deferred Investment” which represents the estimated cost of replacing assets that are no longer functioning as designed within their useful lives.
State of Good Repair Spend Plan
Amtrak NEC Infrastructure and Equipment
(millions of 2010 dollars)
NEC Infrastructure
Main Line Branch Lines Rolling Stock Total
FY 09 543 108 35 686 FY 10 593 107 92 793 FY 11 604 110 92 807 FY 12 621 113 92 826 FY 13 647 114 92 854 FY 14 681 119 92 893 FY 15 654 121 197 972 FY 16 675 125 197 997 FY 17 667 124 197 987 FY 18 622 117 197 936 FY 19 580 109 na 689 FY 20 561 107 na 668 FY 21 537 104 na 641 FY 22 498 98 na 596 FY 23 268 60 na 328 Total 8,753 1,635 1,286 11,675 Avg. Annual 584 109 129 821
Normalized Replacement Component
NEC Infrastructure Rolling Stock
Main Line Branch Line Overhauls Total
FY 09 312 70 35 416 FY 10 293 65 56 414 FY 11 285 64 56 405 FY 12 278 62 56 396 FY 13 263 59 56 377 FY 14 255 57 56 368 FY 15 244 54 24 323 FY 16 244 54 24 323 FY 17 244 54 24 323 FY 18 252 56 24 332 FY 19 255 57 na 312 FY 20 263 59 na 322 FY 21 278 62 na 340 FY 22 282 63 na 345 FY 23 268 60 na 328 Total 4,018 897 408 5,322 Avg. Annual 268 60 41 368
Backlog of Deferred Investment
NEC Infrastructure Rolling Stock
Main Line Branch Line Replacement Total
FY 09 231 38 0 269 FY 10 300 42 37 379 FY 11 319 46 37 402 FY 12 343 51 37 431 FY 13 385 55 37 477 FY 14 426 62 37 525 FY 15 409 67 173 650 FY 16 431 70 173 675 FY 17 422 69 173 665 FY 18 371 61 173 605 FY 19 324 52 na 377 FY 20 298 48 na 346 FY 21 259 42 na 301 FY 22 216 35 na 251 FY 23 0 0 na 0 Total 4,736 739 878 6,352 Avg. Annual 316 49 88 453
The definition of infrastructure used above includes components such as track, bridges, tunnels, overhead catenary wire, power supply systems, cable, transformers and
converters, signals, communications and dispatching systems, as well as stations and facilities.
Rolling stock represents equipment in the NEC equipment pool, including Acela and Amfleet I passenger cars and AEM7 locomotives used in regional service. Not all of this equipment operates exclusively within the boundaries of the main line and the branch lines as defined for the purposes of this report. Regional equipment, for example,
operates south to Richmond and Newport News, VA; north to Buffalo and Niagara Falls, NY, and is also used in selected corridor services including the Maine Downeaster service and service to Raleigh and Charlotte, N.C.
The rolling stock estimates shown above through 2018 assume Amtrak will begin replacement of Amfleet I equipment in the 2015 to 2018 timeframe at a cost of $350 million for 100 units (out of a fleet of 390). The remaining units potentially would be replaced gradually over the next five to 10 years after 2018, although the figures shown in the table on page 4 indicate “na” (or not available) for the period FY 19 to FY 23, pending additional analysis on the useful life of Amfleet equipment used in NEC service. The current replacement schedule assumes a 40-year useful life for Amfleet I passenger cars when used in high-density, high-speed NEC service. Amtrak’s Mechanical
Department is evaluating the costs and benefits of replacing the Amfleet equipment used in NEC service after 40 years or investing additional funds to extend the useful life beyond 40 years. If it is determined that the Amfleet equipment can economically be kept in operation, rolling stock replacement costs would decline by $350 million in FY 2015 to FY 2018, but overhaul costs would increase with the possibility of truck and major system replacements needed to extend the useful life of the equipment.
As shown in the table on page 4, more than $11 billion will be needed to maintain NEC infrastructure and equipment in a state of good repair and eliminate the infrastructure backlog of deferred investment from 2009 to 2023. These figures are subject to change depending on the results of the Mechanical Department’s analysis of the useful life of Amfleet equipment. If it is determined that Amfleet equipment should be replaced after 40 years in service, costs above would increase by an order of magnitude of $1 billion to replace most of the remaining 290 units of Amfleet equipment in the FY 19 to FY 23 period.
This spend plan differs from the language of Section 211 which suggests Amtrak should fully eliminate the backlog of deferred investment by 2018. However, in the judgment of Amtrak Engineering, it is not possible to fully eliminate the backlog by 2018 while sustaining reliable operations for all users. Because of limited track capacity, combined with very long lead times for design and construction, Amtrak assumptions on timing are based on engineering experience that some major bridge and / or tunnel replacements will
continue to be ongoing beyond 2018. To fully eliminate the backlog by 2018 would, in Amtrak’s judgment, require a shutdown of major portions of the railroad.
Moreover, Amtrak believes that, as a result of the master planning process and other planning efforts, some non-SOGR projects for safety, mandates, capacity or speed improvements may take priority over state of good repair backlog projects, constraining Amtrak’s ability to devote the entirety of its resources to state of good repair. Examples of projects that will or may take precedence include mandated projects, such as Positive Train Control, and projects that are not classified as SOGR, but are nonetheless needed to maintain reliable service, such as the elimination of an existing chokepoint in a
particularly congested part of the railroad that potentially has a “cascading” effect on operations up and down the line.
The backlog includes many major projects, including bridge and tunnel replacements, which require multi-year commitments of funds.
In Amtrak’s view, continued reliance on annual appropriations to fund the Amtrak capital program will continue to frustrate efforts to achieve a state of good repair. This, in turn, will likely cause constraints on growth for all users of the corridor. This is because, as noted previously, state of good repair is needed to provide a reliable foundation for future growth and because a stable source of multi-year funding is essential if Amtrak is to enter into multi-year commitments to design and construct bridges, tunnels and other major projects.
The Appendix tables (Appendix A) are an integral part of this report and contain additional detail on sources of information and assumptions used in the development of this spending plan.
A Vital Transportation Asset
The NEC is a centerpiece of the Northeast Corridor transportation system, serving most of the major cities in the region and providing connectivity to the national rail network. The NEC hosts 153 of Amtrak’s 310 daily trains and more than 2,400 commuter trains operated by eight railroads. More than 250 million riders use the corridor annually and that figure is expected to grow to more than 400 million by 2030.
In addition to passenger operations, the NEC hosts more than sixty daily freight trains, with virtually all rail freight for Brooklyn, Queens, Long Island, and the Delmarva Peninsula arriving over Amtrak rails. Southern New England and the ports of Baltimore and Wilmington also depend heavily on the NEC for freight movements.
The 764 route miles of the NEC, including the Springfield, Albany and Harrisburg branch lines, are the most densely trafficked railroad in the United States. In addition to Amtrak and commuter operators, four class I and regional freight carriers operate over
the NEC. All of the “Main Line’ (DC to New York to Boston) is electrified, and
conventional intercity trains operate at 125 mph, with Acela service providing 150 mph
north of New York, and 135 mph service south of it. Commuter trains typically operate at 80 mph to 110 mph, while freights operate at 50 mph or under, albeit with car weights of up to 286,000 pounds on selected sections.
This variability in speeds presents a challenging operating environment that requires precise scheduling and dispatching and, conversely, can result in significant delays to large numbers of trains if the infrastructure is not maintained in a state of good repair which is a key to minimizing failures and maintaining reliable operations.
The NEC receives traffic from a large number of “feeder” lines, including 14 commuter lines that converge on Amtrak owned or operated portions of main line plus the three branch lines noted above. An additional three commuter lines intersect the main line on Metro-North territory with New Rochelle serving as a major junction between Amtrak and Metro-North trains. Numerous freight lines also intersect the corridor with a major junction with the Norfolk Southern line entering the corridor at Perryville, MD, north of Baltimore.
The Harrisburg Line is electrified, and provides up to110 mph service. The Albany Line operates largely, although not entirely, on trackage owned by CSX Corporation. and the Metro-North Commuter Railroad. Amtrak service on the Albany Line requires special “dual mode” locomotives equipped for diesel operation north of Croton-Harmon and
750V DC electric operation on a third rail south of Croton-Harmon into Manhattan5.
The NEC is the nation’s only high speed passenger rail corridor. It began as a
partnership project between the U.S. Department of Transportation and the Pennsylvania
Railroad in 1965. After a decade of experimentation with the successful Metroliner
service, the NEC was conveyed to Amtrak in 1976. In partnership with the FRA, the Northeast states and commuter and freight rail operators, Amtrak undertook two major efforts to modernize the NEC, and improve trip times. The first, the Northeast Corridor Improvement Program (NECIP) brought regularly scheduled 125 mph service to the “South End” of the NEC (New York to Washington). The second, the Northeast High Speed Rail Improvement Program (NHRIP) electrified the line between New Haven and
Boston, introduced the highly successful 150 mph Acela service, and cut trip times
significantly on the “North End” (New York to Boston) for conventional trains.
Each round of investment made significant improvements in the physical condition of the NEC that has benefited all users. Signaling and control have been centralized, allowing the replacement of aging mechanically operated interlocking plants with modern
facilities. All of the modern equipment needed for higher speed service, such as cab signals and automatic train stop, is in service. Positive train control is installed on the segments of the Amtrak-owned routes where trains exceed 125 mph, and Amtrak intends to install it on Amtrak owned and operated portions of the main line and branch lines by the end of 2012. Continuous welded rail and concrete ties have replaced jointed rail and
5
wooden ties, allowing for improved ride quality, higher speeds and lower maintenance costs.
Amtrak service accounts for close to half (2 billion) of the total of 4.4 billion annual passenger miles. Between New York and DC, Amtrak’s endpoint market share is approximately twice that of the airlines, and approximately half of the Boston to New York air / rail market.
A major disruption of service because of a failure such as a power outage would
materially affect the economic life of the region; under these circumstances, the ability to shut down traffic for long periods of time is virtually nonexistent.
Operating and Maintenance Challenges
The operating environment is challenging for a densely trafficked system like the NEC. Sustained growth has brought enormous quantities of traffic to the line, and major chokepoints are heavily trafficked even at off-peak hours. Already, traffic on 36 of 320 segments exceeds 75% of line capacity; 9 of those segments are operating at over 100%
capacity. By 2030, 39 segments are expected to be operating over capacity.6
Much of the Northeast Corridor infrastructure is over a century old. North of New
York’s Penn Station, there is a need to replace the Niantic, Connecticut River and Pelham Bay bridges, all built in 1907, predating the Model T Ford. South of New York, the scale of need is even greater, for the broad and deep river estuaries that drain into the
Chesapeake are spanned by bridges of great length – the longest one, at the Susquehanna River, measuring more than three quarters of a mile. With aging infrastructure and heavy traffic, the challenge of ensuring that the system is kept in a state of good repair is a major one.
Despite aging components, the NEC is still the most modern and up-to-date railroad in the United States. Much of the track structure has been upgraded over the past decade; undergrade bridges have been re-decked and curves have been elevated, among other improvements, that permit higher speeds and improved ride quality while contributing to lower operating costs.
Nonetheless, it is important to note that the route was assembled piecemeal through the gradual consolidation of smaller companies. Consequently, the route retains some problematic alignments with undesirable curvature, particularly in and around Baltimore, Philadelphia, New York City and on the Connecticut “Shore Line” north of New Haven. These alignments often restrict operating speeds, and in many places, reduce capacity. As cities grew up around the railroad, relocation became increasingly problematic for predecessor companies, limiting the range of solutions to alignment problems.
6
See footnote 6. Figures cited are from the NEC Capacity Utilization Report as summarized in the NEC Master Plan, Draft Interim Report, pages 11 and 26.
Amtrak routinely operates thirty year old coaches and locomotives under electrical catenary that dates from the 1930s. Under these circumstances, the combination of aging equipment and infrastructure, high traffic levels, variable speed operations and capacity constraints present a difficult and challenging operating environment. Despite being one of the most complex operators in the world, on-time performance for all Amtrak NEC services averaged 82% for the first six months of FY 10, with Acela Express service operating at 85% OTP.
State of Good Repair
As noted previously, the Department of Transportation has defined “state of good repair” as “a condition in which the existing physical assets, both individually and as a system, (a) are functioning within their ‘useful lives’, and (b) are sustained through regular maintenance and replacement programs.” Under ideal circumstances, a certain number of infrastructure items would reach the end of their useful lives in any given year. These projects would then be replaced; annualized funding needed to accomplish such structural or component renewal is referred to as “normalized replacement cost.” Because many such projects have been deferred in the past, a “backlog” has accumulated; the total cost of this slate of unfunded projects comprises the “backlog of deferred investment”, also known as the “SOGR backlog.”
The SOGR backlog on Amtrak-owned / operated NEC infrastructure is currently
estimated to be about $5.5 billion in FY 2010 dollars7.
The backlog includes:
• More than 200 bridges, most dating to the turn of the last century
• Baltimore’s B&P Tunnels dating to the post-Civil War period
• Many interlockings (junctions and crossovers) that are past their normal component
life and functionally obsolete
• Electric traction systems strained by increased traffic levels while relying on
1930’s-era components.
Maintenance of the infrastructure in a state of good repair has been, and continues to be, the principal focus of Amtrak’s capital investment program.
This goal has become increasingly difficult as the backlog of deferred investment has increased while traffic levels have grown. In the past several years, however, since FY 2004, funding levels have been sufficient to begin addressing major components of the backlog, including replacement of the Thames River Bridge. Much of the recent progress has been enabled by increasing coordination and cooperation among Amtrak, the
Northeast states and commuter and freight users of the corridor. Contributions from
7
Infrastructure backlog figures include NY tunnels structural improvements and station backlog costs as reported in the February 2009 ADA Accessibility Report (see table on page 4 and Appendix A, table 1 for detail of tunnels structural and stations work).
states and railroads now account for about one-third of Amtrak’s NEC capital program, up significantly from just a few years ago.
Amtrak has long been concerned about these issues, and has sought to build a partnership with the states and commuter authorities that would allow us to address SOGR and capacity needs. To ensure that these issues are addressed, and that the various NEC users all have a voice in the decision making process, Amtrak inaugurated the NEC Master Planning Process in 2007. This collaborative process includes participation by Amtrak, 12 Northeast states, the District of Columbia, the Federal Railroad Administration, eight commuter and three freight railroads operating on the NEC.
Products of the NEC master planning effort have informed the preparation of this report.
Getting to a State of Good Repair
While Amtrak has always maintained capital and SOGR planning processes, these processes are annualized and subject to constant revision, to take unplanned changes in component SOGR and changes in the capital budget into account. As a general rule, Amtrak reprioritizes SOGR spending when necessary to allow it to address safety and operability issues as they arise. A backlog of SOGR ought not, therefore, to be
understood as an accumulation of disintegrating or unsafe structures; rather, it is a list of projects that have passed the end of their useful life but may continue to carry traffic safely, albeit at times with the additional burden of increased maintenance (i.e., operating) expense.
While the backlog is a product of decisions made to defer normalized replacement (and hence can grow or contract as a result of investment decisions), the annualized
replacement requirement is a product of the expiration of the life cycles of various components. The life cycles of different systems can vary radically. An interlocking, which contains many electronic components and moving parts such as switches and signal relays, has a service life of about twenty years. Bridges and tunnels, on the other hand, can easily last for over one hundred years. Every engineered component of the railroad requires periodic inspection and maintenance, but at expected levels, these serve the function of ensuring each component will reach the end of its expected life cycle. Under these circumstances, the cost for normalized replacement is not a flat or a prorated cost. It is instead a total of the known projects that will come due for replacement in each year. This annual charge will continue to come due as long as the railroad remains in operation, but once the backlog is addressed, the cost for normalized replacement on the NEC will flatten out, and should probably remain in the vicinity of $330 million per year
for NEC infrastructure in FY 10 dollars8. That the company will continue to spend capital sums on annualized replacement is an assumption of this plan, but it should be noted that if this assumption proves incorrect, and capital funding to address normalized replacement is not forthcoming, the backlog will again emerge as a problem at some point in the future.
This underscores an important consideration. A state of good repair cannot be attained
by simply “working off” the backlog. If normalized replacement does not take place, then the existing infrastructure will reach the end of its useful life and it will become a part of the backlog of state of good repair – meaning, in essence, that even as Amtrak is reducing the problems associated with over age infrastructure in one spot on the system, similar problems will crop up elsewhere. If the railroad is to reach a state of good repair, efforts to reduce backlog and continue the process of normalized replacement must proceed concurrently. If they do not, the backlog will grow, ensuring larger capital costs in the future, and higher operating costs in the meantime.
Bringing the NEC to a State of Good Repair
On the Northeast Corridor, including the main line and branch lines, Amtrak needs to spend approximately $10.4 billion between FY 2009 and FY 2023 to return the infrastructure to a state of good repair. This sum encompasses all necessary spending (both normalized replacement and backlog) on track, structures, electric traction,
communications and signals, stations and facilities. Of this sum, slightly more than half (nearly $5.5 billion) will be devoted to elimination of the backlog; the remainder ($4.9
billion) will allow for the accomplishment of normalized replacement during this period9.
Given adequate funding, Amtrak projects that the backlog in NEC state of good repair projects could be reduced to zero by FY 2023 (or the end of FY 2022).
The vast majority of the SOGR projects that are currently in the backlog could be addressed by 2018. Currently, over 70% of track and communications and signal installations, and more than 40% of electric traction equipment are classified as “in a state of good repair.” A focused investment and repair program could largely complete the task of returning electric traction, track, and signaling equipment to a state of good repair by 2018. Such a program would also bring more than 80% of the structures on the NEC into a state of good repair. The remaining five years would be required to restore the last fifteen to twenty percent of the NEC’s bridges and tunnels to a state of good repair, as well as completing some other outstanding projects.
8
Figure includes Amtrak owned / operated NEC infrastructure for the main line and branch lines. An additional amount of approximately $50 annually would be needed to fund normalized replacement for Amtrak owned infrastructure outside the Northeast, including the Michigan Line and other yard facilities in the Midwest and West. Rolling stock requirements are discussed separately (see page 15).
9
All of these (and following) should be understood as projections of need; these figures are estimates, rather than precise statements of costs.
Why does it take so long to complete such a small percentage of the work? The answer lies not in the work, but in the way it is divided up. That fifteen percent includes one of the largest pieces of civil engineering on the NEC – the replacement of the 1873
Baltimore and Potomac Tunnel in West Baltimore. The current estimated replacement cost of the B&P Tunnel exceeds a billion dollars. In this case, replacement of the
structure on an accelerated timeline is simply impossible if the flow of traffic on the NEC is to be maintained.
NEC Main Line
The bulk of the necessary capital investment will be spent on the NEC Main Line. Infrastructure on this vital stem will require about $8.7 billion in investment over the period in question – by far the lion’s share of the total need for infrastructure. More than half of this cost, approximately $4.7 billion, is needed to address backlog projects. Normalized replacement accounts for about $4.0 billion.
The large scale of the backlog on the NEC Main Line is weighted heavily toward structures, which comprise more than half of its total backlog cost. Of a total SOGR backlog of $4.7 billion, structural needs comprise $2.2 billion. More than $1 billion of the structures backlog total will be needed between FY 2019 and FY 2023, and of that, most would be spent on the replacement of the B&P Tunnel in Baltimore, Maryland (included in the backlog at an estimated replacement cost of $1.2 billion in FY 10 dollars). This one project will require approximately a quarter of the total of the SOGR backlog cost on the NEC Main Line.
The NEC main line also has a significant backlog in track maintenance, estimated at over $1 billion in FY 10 dollars. While the range of needs is broad and encompasses almost every category of track work, much of the total is for replacement of interlockings. The remaining expense covers the replacement of track components and the repair of
subgrade and ballast that have reached the end of their useful lives.
Branch Lines
Amtrak expects to spend approximately $1.6 billion from FY 2009 through FY 2023 on NEC branch lines, including Springfield, Harrisburg and Amtrak owned portions of the Empire Line. Of this amount, approximately $900 million is for normalized replacement; the balance of approximately $740 million is for backlog reduction.
The total backlog on the Harrisburg Line is estimated at approximately $640 million. Because Amtrak, in partnership with Pennsylvania and SEPTA, has made significant investments in the track in 2005 and 2006, the backlog of track-related projects is proportionally small, although a number of interlockings require rehabilitation or replacement. In addition, overhead catenary and power supply systems, including transformers, frequency converters and transmission lines will be replaced.
The total structures backlog on the Harrisburg line is also substantial. A significant amount of work also needs to be done on bridge replacement, including replacing and renewing undergrade bridges as well as undertaking significant work to bring Harrisburg Line stations to a state of good repair.
Backlog requirements on the Springfield and Albany lines total about $140 million in infrastructure-related work. Both lines require significant amounts of track rehabilitation and structural work, including rehab and replacement of undergrade bridges. The Canton Viaduct on the Springfield Line will be rehabbed under the backlog reduction program.
Major Engineering Needs
Viewed broadly, there is a significant skew in the total cost toward the replacement of large and expensive engineering works. Of the more than $5 billion in NEC backlog requirements, some $2.4 billion is needed for replacement or rehabilitation of major structures, including the Baltimore Tunnel. Some six moveable bridges in Connecticut, New York and Maryland requirement replacement, along with rehab or replacement of more than 200 undergrade bridges. Additionally, more than $1 billion is slated for track work, including rehab or replacement of approximately 100 interlockings.
This pronounced tilt toward heavy and expensive programs is in part a reflection of progress that has been made in the last few years toward attainment of a state of good repair. Those projects that were less expensive, and were most urgently needed, have largely been addressed. Large and complex projects, particularly those that were mandated by life cycle rather than maintenance needs, have been deferred, because they are expensive, difficult, time-consuming, disruptive to service and full funding has not been available for multi-year commitments necessary to move many of these projects forward.
Nonetheless, the recent round of investment in the NEC has paid significant dividends. Amtrak’s Engineering Department has been able to make significant progress in
upgrading signal and communications systems and trackwork, and those efforts have produced results. Between 2004 and 2007, the number of speed limits imposed because of track defects fell by eighty percent. Signal failures have fallen by forty percent, and there have also been improvements in the overall reliability of the electrical system. One result has been a major drop in the unscheduled minutes of delay attributable to
infrastructure issues. In November, 2003, there were more than 8,000 minutes of unscheduled delay on the NEC. By July, 2007, this number had been trimmed to just over 4,000.
The difficulties associated with engineering projects are significant on the NEC. Amtrak shares the NEC with numerous commuter agencies and several freight companies, and traffic has grown significantly over the years. Since Amtrak took over the NEC in 1976, the number of annual passenger train-miles run on the Corridor has doubled. Passenger services are notoriously sensitive to delay, and the areas on the system that are the most
densely trafficked often have significant SOGR needs. The most prominent examples of this combination of congestion and capital need are the tunnels that connect Penn Station on Manhattan with Long Island and New Jersey. These underwater structures were completed in 1910, and were built of cast iron and concrete. To ensure that the tunnels are provided with the most up-to-date lifesaving equipment, and to provide for
emergency assistance in the case of emergency, Amtrak is rebuilding the ventilation systems and replacing outdated firefighting systems. One of the great difficulties associated with these projects is the scheduling of tunnel outages for work. Because weekday commuter service is particularly time-sensitive, much of this work cannot be undertaken during normal working hours. Tunnel outages have to be scheduled for nights and weekends, resulting in considerable increases in cost as a result of overtime wages.
Benefits of Investment
Over the long term, projects such as these raise the important issue of the need for gradual improvements in capacity on the NEC. As commuter and intercity services grow, the demand for track capacity, particularly at peak periods, will likewise grow. There is essentially no room for growth at Penn Station in New York, and the South End of the NEC (between DC and New York) has little room for additional trains at peak hours. Many of the projects advanced under the SOGR program have significant benefits beyond state of good repair and will lay the foundation for future growth. The Baltimore and Potomac tunnel, for example, is a significant bottleneck. The line currently narrows from four tracks to two at West Baltimore, and northbound trains must negotiate the S-shaped curve that threads through the tunnels at a speed of thirty miles per hour. Speed restrictions on the seven miles of track between West Baltimore and Bay Interlocking keep trains in the 30-40 mph range for most of the way around Baltimore. The tunnel itself dates from 1873, but the age of the structure is only a part of the problem; the circuitous alignment must also be addressed. A replacement structure would eliminate not only the water infiltration problems and the maintenance costs associated with this aging tunnel, it would allow Amtrak to reduce trip times by between two to three minutes and add capacity to the system at a critical point.
Most of the major bridges on the NEC are two-track structures. Going forward,
additional tracks may be added to a number of these bridges to accommodate projected growth. This will utilize scarce track time, and design and construction resources, more efficiently than if SOGR needs alone are taken into account.
An example is the Portal Bridge over the Hackensack River at the entrance to the New York tunnels. This aging drawbridge handles all of the Amtrak and New Jersey Transit traffic into and out of New York. In partnership with New Jersey Transit, Amtrak plans to replace this bridge with two structures, one a low level drawbridge, the other a high level fixed bridge. Between them, these two bridges will have six tracks, and they will eliminate the 20 mph speed reduction trains are currently required to make when crossing
the Portal Bridge, helping to ease the congestion problems at the southern entrance to New York.
Equipment SOGR Needs
By the end of FY 2010, Amtrak’s Mechanical Department classifies all of the Amfleet I coaches and electric locomotives that are used to provide service on the NEC as being “in a state of good repair.” Also included in this classification are the fixed trainsets used to
provide the daily Acela service. Some of the equipment that is currently used to provide
NEC service, such as the former Metroliner coaches that have been converted to cab cars, is expected to reach the end of their useful life by 2015. When they do so, these cars will begin to be retired and replaced. The AEM-7 locomotive fleet is also approaching the end of its service life, and all of the remaining DC locomotives should be phased out of service and replaced by new equipment by 2015. The cost to replace the AEM-7 DC fleet of 20 locomotives will be around $180 million. The conversion of the 29 AEM-7 AC locomotives to AC propulsion between 1999 and 2002 extended their service life, but these engines will need replacement as well in order to maintain reliable operations on the corridor, and are expected to leave the roster by 2018. The total cost to replace these 29 locomotives will be an additional $261 million.
Currently, Amtrak also expects that the Amfleet I coaches, which carries about 70% of our passengers on the NEC, will begin to reach the end of their useful lives in 2015 after 40 years in service. Amtrak’s Mechanical Department is currently evaluating the costs and benefits of keeping Amfleet I equipment in NEC service longer than 40 years. $350 million is currently in the spending plan to replace 100 cars between FY 15 and FY 18. If the equipment is not replaced, investment to prolong the life of the equipment when used in very high density, high speed service will also be significant, potentially including replacement of mechanical, electrical systems and underbody components, including trucks, wheels, stabilization and suspension systems.
Conclusion
Amtrak will require more than $11 billion in capital funding between 2009 and 2023 to reach a state of good repair. Additional funding will be required to address safety and mandated requirements as well as capacity and speed improvements. These additional needs, in conjunction with state of good repair, are being addressed by Amtrak in collaboration with the Northeast states and other railroads operating on the corridor as part of the NEC master planning process.
If full funding for state of good repair is provided, the company will be able to overhaul and renew its NEC fleet, eliminate the backlog of deferred projects, and replace those components of the NEC’s infrastructure that will reach the end of their useful lives between 2009 and 2023. If this investment program is taken in full, it will not alleviate the need for annualized investment after 2023, but it will lower the annual investment bill
to the region of $370 million10 in 2010 dollars including both infrastructure and
equipment overhauls while facilitating improvements that enable growth on the corridor, including capacity and trip-time improvements. Much of the backlog bill will go toward the replacement of “once in a century” projects such as major bridges. The replacement of infrastructure with a long lifespan is a significant benefit; these projects, once
accomplished, will not require another replacement in our lifetime.
Alternatively, if we fail to fund these projects, or greatly extend the timeline, the totality of the expense will be significantly greater. Ordinary maintenance costs will rise, and individual component renewals will become more frequent, and in some cases
(particularly where obsolescent subcomponents must be replaced) more difficult. The system will not gain the capacity it needs to deal with growth, and the major metropolitan areas will suffer progressive degradations of commuter and intercity service.
10
Figure cited includes NEC infrastructure and equipment, but does not include Amtrak owned infrastructure outside the Northeast or long distance and other corridor equipment not in the NEC equipment pool. See also discussion of rolling stock requirements on page 5 and infrastructure needs on page 10.
Appendix A
Northeast Corridor State of Good Repair Spend Plan
Tables / Charts
Table No.
1 AMTRAK NEC STATE OF GOOD REPAIR SPEND PLAN
2 NEC INFRASTRUCTURE - MAIN LINE AND BRANCH LINES - ESTIMATED SOGR SPENDING BY YEAR
3 NEC INFRASTRUCTURE - NEC MAIN LINE ONLY - ESTIMATED SOGR SPENDING BY YEAR
4 NEC INFRASTRUCTURE - NEC MAIN LINE AND BRANCH LINES - BACKLOG REDUCTION GOALS
5 NEC STATIONS - STATE OF GOOD REPAIR BACKLOG COSTS 6 SOGR STATUS OF NEC EQUIPMENT
7 REPLACEMENT COSTS FOR NEC EQUIPMENT 8 NEC EQUIPMENT OVERHAUL COSTS
9 NEC INFRASTRUCTURE - STATE OF GOOD REPAIR - SUMMARY BY LINE / DISCIPLINE
10 NEC INFRASTRUCTURE - STATE OF GOOD REPAIR - SUMMARY OF COSTS BY DISCIPLINE / ASSET CATEGORY
11 NEC INFRASTRUCTURE - STATE OF GOOD REPAIR - DETAIL OF ELECTRIC TRACTION COSTS
12 NEC INFRASTRUCTURE - STATE OF GOOD REPAIR - DETAIL OF COMMUNICATIONS AND SIGNALS COSTS
13 NEC INFRASTRUCTURE - STATE OF GOOD REPAIR - DETAIL OF STRUCTURAL COSTS
14 NEC INFRASTRUCTURE - STATE OF GOOD REPAIR - DETAIL OF TRACK COSTS
Table 1
AMTRAK NEC STATE OF GOOD REPAIR SPEND PLAN (millions of 2010 dollars)
Normalized Replacement
Main Branch Equipment Line Lines Overhauls
Column> 1 2 3 FY 09 312 70 35 FY 10 293 65 56 FY 11 285 64 56 FY 12 278 62 56 FY 13 263 59 56 FY 14 255 57 56 FY 15 244 54 24 FY 16 244 54 24 FY 17 244 54 24 FY 18 252 56 24 FY 19 255 57 na FY 20 263 59 na FY 21 278 62 na FY 22 282 63 na FY 23 268 60 na
Backlog of Deferred Investment
NEC Main Line Branch Lines
Eng 2007 NY Tunnels Eng 2007 Equipment
Report Structural Stations Report Stations Replacement
Column> 4 5 6 7 8 9 FY 09 211 0 20 34 4 0 FY 10 234 47 20 38 4 37 FY 11 259 39 20 42 4 37 FY 12 290 33 20 47 4 37 FY 13 316 49 20 51 4 37 FY 14 359 47 20 58 4 37 FY 15 389 0 20 63 4 173 FY 16 411 0 20 66 4 173 FY 17 402 0 20 65 4 173 FY 18 350 0 20 56 4 173 FY 19 324 0 0 52 0 na FY 20 298 0 0 48 0 na FY 21 259 0 0 42 0 na FY 22 216 0 0 35 0 na FY 23 0 0 0 0 0 na
Notes by column number:
Columns 1,2,4,6,7 & 8: Source of estimates is the Engineering FY 2007 State of Good Repair Report, except Stations, which are from the February 2009 ADA Accessibility Report (which updated SOGR requirements at Amtrak stations). Figures have been inflated to FY 10 dollars. Engineering annual spend estimates factor in the need to ramp-up internal and external resources to fully address the state of good repair backlog.
Columns 3 & 9: Amtrak Mechancial Department estimates.
Column 5: NY Tunnels Life / Safety program (NY tunnels were not included in original SOGR estimates because the tunnels program was classified and safety / mandatory. However, this report recognizes structural rehabilitation requirements that are appropriatly classified as backlog).
Table 2
NEC INFRASTRUCTURE - MAIN LINE AND BRANCH LINES - ESTIMATED SOGR SPENDING BY YEAR
FY 07 Assessment by Year Group
Average FY09-13 FY14-18 FY19-22 Total Annual Normalized 1,203 1,523 1,593 4,319 309 Backlog 1,861 1,292 1,566 4,720 337
Adjusted Annual Spending Estimate - FY 07 Dollars Total
FY09 FY10 FY11 FY12 FY13 FY14 FY15 FY16 FY17 FY18 FY19 FY20 FY21 FY22 FY 23 09-22 Normalized 367 337 328 320 302 294 281 281 281 289 294 302 320 324 309 4,319 Backlog 236 255 283 316 345 392 425 448 439 382 354 326 283 236 0 4,720 Total 603 592 611 636 647 685 706 729 720 672 648 628 603 560 309 9,347
Adjusted Annual Spending Estimate - FY 10 Dollars
GDP Inflator >>> 1.0399 1.0638 1.0638 1.0638 1.0638 1.0638 1.0638 1.0638 1.0638 1.0638 1.0638 1.0638 1.0638 1.0638 1.0638 Total FY09 FY10 FY11 FY12 FY13 FY14 FY15 FY16 FY17 FY18 FY19 FY20 FY21 FY22 FY 23 09-22 Normalized 382 358 349 340 322 312 299 299 299 308 312 322 340 345 328 4,586 Backlog 245 271 301 336 367 417 452 477 467 407 377 346 301 251 0 5,015 Total 627 630 650 676 688 729 751 776 766 715 689 668 641 596 328 9,929
Note: Figures have been adjusted from orginal 2007 state of good repair survey to show estimates in 2010 dollars and incorporate assumptions with respect to the ramp-up of resource requirements. In addition, backlog requirements at Amtrak stations have been updated and are not included in the above tables / chart. For estimated station backlog
costs, see tables 1 and 5.
382 358 349 340 322 312 299 299 299 308 312 322 340 345 328 245 271 301 336 367 417 452 477 467 407 377 346 301 251 0 0 200 400 600 800 1,000
FY09 FY10 FY11 FY12 FY13 FY14 FY15 FY16 FY17 FY18 FY19 FY20 FY21 FY22 FY 23
millio n s o f F Y 1 0 d o lla rs Normalized Backlog
Table 3
NEC INFRASTRUCTURE - NEC MAIN LINE ONLY - ESTIMATED SOGR SPENDING BY YEAR
FY 07 Assessment by Year Group
Average FY09-13 FY14-18 FY19-22 Total Annual Normalized 990 1,242 1,299 3,531 252 Backlog 1,530 1,067 1,469 4,065 290
Adjusted Annual Spending Estimate - FY 07 Dollars Total
FY09 FY10 FY11 FY12 FY13 FY14 FY15 FY16 FY17 FY18 FY19 FY20 FY21 FY22 FY 23 09-22 Normalized 300 275 268 261 247 240 230 230 230 237 240 247 261 265 252 3,531 Backlog 203 220 244 272 297 337 366 386 378 329 305 280 244 203 0 4,065 Total 503 495 512 534 544 578 595 616 608 566 545 528 505 468 252 7,848
Adjusted Annual Spending Estimate - FY 10 Dollars
GDP Inflator >>> 1.0399 1.0638 1.0638 1.0638 1.0638 1.0638 1.0638 1.0638 1.0638 1.0638 1.0638 1.0638 1.0638 1.0638 1.0638 Total FY09 FY10 FY11 FY12 FY13 FY14 FY15 FY16 FY17 FY18 FY19 FY20 FY21 FY22 FY 23 09-22 Normalized 312 293 285 278 263 255 244 244 244 252 255 263 278 282 268 3,749 Backlog 211 234 259 290 316 359 389 411 402 350 324 298 259 216 0 4,320 Total 523 527 545 568 579 614 633 655 646 602 580 561 537 498 268 8,337
Note: Figures have been adjusted from orginal 2007 state of good repair survey to show estimates in 2010 dollars and incorporate assumptions with respect to the ramp-up of resource requirements. In addition, backlog requirements at Amtrak stations have been updated and are not included in the above tables / chart. For estimated station backlog
costs, see tables 1 and 5.
312 293 285 278 263 255 244 244 244 252 255 263 278 282 268 211 234 259 290 316 359 389 411 402 350 324 298 259 216 0 0 200 400 600 800
FY09 FY10 FY11 FY12 FY13 FY14 FY15 FY16 FY17 FY18 FY19 FY20 FY21 FY22 FY 23
millio n s o f F Y 1 0 d o lla rs Normalized Backlog
Table 4
NEC INFRASTRUCTURE - NEC MAIN LINE AND BRANCH LINES - BACKLOG REDUCTION GOALS (millions of 2007 dollars)
2009 2018 2022 (Year End)
Component % in Component % in Component % in Discipline Value Backlog SGR Value Backlog SGR Value Backlog SGR
Track 5,251 1,109 79% 5,251 179 97% 5,251 0 100% Structures 8,307 2,278 73% 8,307 1,321 84% 8,307 0 100%
C&S 1,071 295 72% 1,071 3 100% 1,071 0 100%
ET 1,907 1,038 46% 1,907 63 97% 1,907 0 100%
16,537 4,720 71% 16,537 1,566 85% 16,537 0 100%
Backlog Reduction - 2009 Revised
2009 2018 2022 (Year End)
Component % in Component % in Component % in Discipline Value Backlog SGR Value Backlog SGR Value Backlog SGR
Track 5,251 1,109 79% 5,251 0 100% 5,251 0 100%
Structures 8,307 2,278 73% 8,307 1,233 85% 8,307 0 100%
C&S 1,071 295 72% 1,071 0 100% 1,071 0 100%
ET 1,907 1,038 46% 1,907 0 100% 1,907 0 100%
16,537 4,720 71% 16,537 1,233 85% 16,537 0 100%
Note: Does not include station backlog costs (see tables 1 and 5). Figures based on Engineering's 2007 state of good repair survey and are stated in 2007 dollars. "Revised" figures shown are adjusted to take into account actual annual spend-out estimates and ramp-up requirements (see table 2).
0% 10% 20% 30% 40% 50% 60% 70% 80% 90% 100%
Track Structures C&S ET
2009 2018
Table 5
NEC STATIONS - STATE OF GOOD REPAIR BACKLOG COSTS
(thousands of 2009 dollars)
Station Stations
Code Station Name State Backlog
NEC MAIN LINE
BRP Bridgeport CT 2,512
MYS Mystic CT 181
NHV New Haven CT
NLC New London CT 2
OSB Old Saybrook CT 31
STM Stamford CT
NRK Newark DE 36
WIL Wilmington DE
WAS Washington DC 39,864
ABE Aberdeen MD 65
BAL Baltimore - Penn Station MD 12,590
BWI BWI Thurgood Marshall Airport Station MD 10
NCR New Carrollton MD 11
BBY Boston - Back Bay MA 309
BOS Boston - South Station MA 1,152
RTE Route 128 MA 1
MET Metropark NJ
NBK New Brunswick NJ 2
NWK Newark - Penn Station NJ
EWR Newark Liberty International Airport NJ
PJC Princeton Junction NJ 6
TRE Trenton NJ 20
NRO New Rochelle NY 2
NYP New York - Penn Station NY 36,785
CWH Cornwells Heights PA 500
PHL Philadelphia - 30th Street Station PA 101,615
PHN Philadelphia - North PA 241
KIN Kingston RI 4
PVD Providence RI 1,573
WLY Westerly RI
Subtotal, NEC Main 197,512
SPRINGFIELD LINE BER Berlin CT 312 HFD Hartford CT 763 MDN Meriden CT 109 WFD Wallingford CT 13 WND Windsor CT 54 WNL Windsor Locks CT 244 Subtotal, Springfield 1,496 ALBANY LINE ALB Albany-Rensselaer NY HUD Hudson NY 170 POU Poughkeepsie NY 369 RHI Rhinecliff NY 521 SDY Schenectady NY 218 Subtotal, Albany 1,278 HARRISBURG LINE ARD Ardmore PA COT Coatesville PA 67 DOW Downingtown PA 141 ELT Elizabethtown PA 312 HAR Harrisburg PA 619 LNC Lancaster PA 27,483 MID Middletown PA 10,000
MJY Mount Joy PA 24
PAO Paoli PA 500
PAR Parkesburg PA 155
Subtotal, Harrisburg 39,301
Table 6
SOGR STATUS OF NEC EQUIPMENT
Current (2009) FY10 - FY 14 FY15 - FY 18
Average Own, Oper FY 09 Planned Capital # in % Active Planned Capital # in % Active Program Age Maintain Active Active Overhauls SGR in SGR Active Overhauls SGR in SGR
Passenger Cars
Amfleet 1 33 479 390 445 595 445 100% 345 374 277 80% Former Metroliner/Cab Cars 42 28 17 17 17 17 100% 0 - 0
-Acela 10 120 120 120 120 100% 160 160 100%
Subtotal Passenger Cars 627 527 582 612 582 100% 505 374 437 87%
Locomotives
Electric Locomotoves
AEM7 27 51 49 49 49 49 100% 0 - 0 -HHP 9 15 15 15 - 15 100% 15 - 15 100% Acela Power 10 40 40 40 - 40 100% 40 - 40 100% Diesels (NEC assigned) 13 45 45 45 - 45 100% 45 - 45 100% Subtotal Locomotives 151 149 149 49 149 100% 100 - 100 100%
Total 778 676 731 661 731 100% 605 374 537 89%
Table 7
REPLACEMENT COSTS FOR NEC EQUIPMENT
(dollars in millions of 2009 dollars)
Average Useful FY10 Units to be replaced Replacement Cost ($M) Equipment Type Age Life Active FY 10-14 FY15-18 FY 10-14 FY15-18
Passenger Cars
Amfleet 1 - Regionals (a) 33 40-50 390 - 100 - 350
Former Metroliner/Cab Cars 42 50 17 - 19 - 67
Subtotal Passenger Cars 407 - 119 - 417
Locomotives Electric Locomotoves AEM7 AC 27 30 29 - 29 - 261 AEM7 DC 27 25 20 20 - 180 -HHP 9 30 15 - - - -Acela Power 10 30 40 - - -
-Road Diesels (Springfield, Empire) 13 25 45 - - -
-Subtotal Locomotives 149 20 29 180 261
Total 556 20 148 180 678
Annual Spending Estimate - FY 10 dollars Inflation Estimate (FY 09 - FY 10) 1.0239
Replacement FY 09 0 FY 10 37 FY 11 37 FY 12 37 FY 13 37 FY 14 37 FY 15 173 FY 16 173 FY 17 173 FY 18 173
Table 8
NEC EQUIPMENT OVERHAUL COSTS
(millions of 2009 dollars)
FY09
Total Level 1 Level 2 Level 3 Level 1 Level 2 Level 3
Passenger Cars Corridor Equipment
Amfleet 1 - Regionals (a) 34.7 54.4 95.5 66.8 56.5 36.7 Former Metroliner/Cab Cars 1.6 5.4 - - - - -Acela Coaches* - - -
-Subtotal Passenger Cars 36.3 59.8 95.5 66.8 56.5 36.7
-Locomotives Electric Locomotoves AEM7 AC 3.1 - 36.8 - - - -AEM7 DC - - 2.7 - - - -HHP - - 10.1 - - - -Acela Power* - - - -Road Diesels (Springfield, Empire)
Subtotal Locomotives 3.1 - 49.6 - -
-Total 39.4 59.8 145.1 66.8 56.5 36.7
-*Note: Acela component overhaul costs are under review. Annual Spending Estimate - FY 10 dollars
Inflation Estimate (FY 09 - FY 10 ) 1.0239 Overhaul FY 09 35 FY 10 56 FY 11 56 FY 12 56 FY 13 56 FY 14 56 FY 15 24 FY 16 24 FY 17 24 FY 18 24 FY 10-14 FY 15-18
Table 9
NEC INFRASTRUCTURE - STATE OF GOOD REPAIR - SUMMARY BY LINE / DISCIPLINE
(millions of 2007 dollars)
TOTAL
Total 2009-2013 Total 2014-2018 Total 2019-2023 Total All Years
Discipline NR BL Total NR BL Total NR BL Total NR BL Total
TRACK 690 573 1,263 855 357 1,212 855 179 1,035 2,401 1,109 3,510 STRUCTURES 250 481 731 283 477 760 304 1,321 1,624 837 2,278 3,116 COMM. & SIGNALS 120 185 304 149 107 256 160 3 163 428 295 723 ELECTRIC TRACTION 143 623 766 236 351 587 274 63 337 653 1,038 1,690 ENGINEERING TOTAL 1,203 1,861 3,064 1,523 1,292 2,815 1,593 1,566 3,159 4,319 4,720 9,039
NEC MAINLINE
Total 2009-2013 Total 2014-2018 Total 2019-2023 Total All Years
Discipline NR BL Total NR BL Total NR BL Total NR BL Total
TRACK 531 475 1,007 657 320 977 658 163 821 1,846 958 2,804 STRUCTURES 212 417 629 241 417 658 261 1,264 1,525 714 2,098 2,812 COMMUNICATION AND SIGNALS 107 140 247 131 64 195 137 - 137 375 204 579 ELECTRIC TRACTION 139 497 637 214 266 479 243 41 284 596 804 1,400 TOTAL 990 1,530 2,520 1,242 1,067 2,309 1,299 1,469 2,767 3,531 4,065 7,596
SPRINGFIELD LINE
Total 2009-2013 Total 2014-2018 Total 2019-2023 Total All Years
Discipline NR BL Total NR BL Total NR BL Total NR BL Total
TRACK 30 23 53 36 9 45 36 2 38 102 34 136 STRUCTURES 9 14 23 9 11 20 9 11 20 28 36 64 COMMUNICATION AND SIGNALS 5 1 6 5 1 6 5 - 5 16 2 18 ELECTRIC TRACTION - - - -TOTAL 44 38 82 51 21 72 51 13 64 146 72 218
ALBANY LINE
Total 2009-2013 Total 2014-2018 Total 2019-2023 Total All Years
Discipline NR BL Total NR BL Total NR BL Total NR BL Total
TRACK 28 13 41 32 4 37 32 0 32 93 17 110 STRUCTURES 12 13 26 13 13 27 13 10 24 39 37 76 COMMUNICATION AND SIGNALS 1 0 1 1 - 1 1 - 1 3 0 4 ELECTRIC TRACTION - - - -TOTAL 42 27 69 47 18 64 47 11 57 135 55 190
HARRISBURG LINE
Total 2009-2013 Total 2014-2018 Total 2019-2023 Total All Years
Discipline NR BL Total NR BL Total NR BL Total NR BL Total
TRACK 100 62 162 130 24 153 130 14 143 360 99 459 STRUCTURES 17 36 53 20 36 55 20 35 55 57 107 164 COMMUNICATION AND SIGNALS 6 43 49 12 42 54 16 3 20 34 89 123 ELECTRIC TRACTION 3 126 129 22 85 108 31 22 53 57 233 290 TOTAL 127 267 394 183 187 370 197 74 271 507 528 1,035 Note: Structures figures exclude station backlog costs which were updated in the February 2009 ADA Accessibility Report (see tables 1 and 5). 2007 estimates shown above have been updated to 2010 dollars - see tables 2 and 3.
Table 10
NEC INFRASTRUCTURE - STATE OF GOOD REPAIR - SUMMARY OF COSTS BY DISCIPLINE / ASSET CATEGORY
(millions of 2007 dollars)
TRACK
Total 2009-2013 Total 2014-2018 Total 2019-2023 Total All Years Asset Category NR BL Total NR BL Total NR BL Total NR BL Total
BALLAST 67 72 140 78 63 140 78 37 115 223 172 394 DIRECT FIXATION 2 2 4 2 2 4 2 2 4 6 6 12 DRAINAGE 6 7 13 8 6 14 8 1 9 21 14 36 ROLLING STOCK - - - -FASTENERS 20 12 32 21 0 22 21 - 21 63 12 75 GEOMETRY 39 18 57 68 - 68 68 - 68 175 18 193 INTERLOCKING RENEWAL 52 111 163 70 111 181 70 106 176 193 328 521 RAIL 174 69 243 228 - 228 228 - 228 629 69 698 ROADBED 23 22 45 25 18 43 25 4 29 73 44 117
SPECIAL TRACK WORK 31 26 57 36 0 37 36 0 36 104 26 130
TRACK APPLIANCE 11 12 23 15 10 26 15 0 15 42 22 64
WOOD TIES 152 124 276 169 95 264 169 3 172 491 222 712
TOTAL TRACK RENEWAL 29 30 59 32 29 61 32 25 57 92 85 177
TLS - - - -TURNOUTS 82 64 146 100 22 121 100 1 100 281 87 368
CROSSINGS-ROAD 2 2 5 3 1 4 3 0 3 8 3 12
TOTAL 690 573 1,263 855 357 1,212 855 179 1,035 2,401 1,109 3,510 STRUCTURES Total 2009-2013 Total 2014-2018 Total 2019-2023 Total All Years Asset Category NR BL Total NR BL Total NR BL Total NR BL Total MOVABLE BRIDGE-MOVABLE 14 177 191 23 177 200 32 - 32 69 354 423 SIGNAL BRIDGE 1 1 2 1 1 2 1 - 1 3 2 4 BRIDGE TIES 5 - 5 5 - 5 5 - 5 16 - 16 UNDERGRADE–FIXED BRIDGE 87 173 260 93 173 266 93 173 266 274 518 792 CULVERT 6 21 27 8 21 28 8 21 28 21 63 84 FENCE 2 7 9 3 7 10 3 7 10 8 22 30 M/E FACILITY 21 16 37 25 16 40 28 - 28 74 31 105 M/W BASE 6 3 9 7 3 10 7 - 7 20 7 26 STATION 78 * 78 87 * 87 94 - 94 258 - 258
TRANS DEPARTMENT FACILIT 2 2 4 3 2 5 3 - 3 8 4 12
TUNNEL 26 71 98 29 71 100 29 1,114 1,143 84 1,257 1,341 RETAINING WALL 1 9 10 1 6 7 1 6 7 2 22 24
TOTAL 250 481 731 283 477 760 304 1,321 1,624 837 2,278 3,116 COMMUNICATION AND SIGNALS Total 2009-2013 Total 2014-2018 Total 2019-2023 Total All Years Asset Category NR BL Total NR BL Total NR BL Total NR BL Total ABS LOCATIONS 19 29 49 23 28 51 26 - 26 68 57 125
ADV CIVIL SPD ENFORC SYS 7 - 7 7 - 7 7 - 7 21 - 21
MOVEABLE BRIDGES 2 4 6 3 - 3 3 - 3 9 4 13 CABLE COPPER 8 11 19 10 8 18 11 - 11 29 19 48 CABLE FIBER 0 - 0 0 - 0 0 - 0 1 - 1 CETC 4 60 64 15 - 15 15 - 15 33 60 93 HAZD 1 1 1 1 0 1 1 - 1 2 1 3 HAZH 1 2 2 1 - 1 1 - 1 3 2 5 INTERLOCKING - C&S 46 46 92 52 46 98 58 - 58 156 93 249 NETWORK 6 0 6 6 0 6 6 - 6 17 0 17 RADIO 2 1 2 2 0 3 3 - 3 7 1 8 SWHT 3 11 14 5 11 16 6 - 6 13 23 35 TELECOMMUNICATIONS 19 19 38 22 12 34 22 3 25 63 35 97 CROSSINGS 2 1 3 2 1 3 2 - 2 6 2 8 TOTAL 120 185 304 149 107 256 160 3 163 428 295 723 ELECTRIC TRACTION Total 2009-2013 Total 2014-2018 Total 2019-2023 Total All Years Asset Category NR BL Total NR BL Total NR BL Total NR BL Total CATENARY 32 66 98 44 52 95 48 - 48 123 118 241
CONSTANT TENSION CATENA 38 - 38 38 - 38 38 - 38 113 - 113
FREQUENCY CONVERTERS 32 91 122 51 91 142 62 - 62 145 182 326 CATENARY POLE 15 63 78 20 63 83 20 63 83 55 190 245 SIGNAL POWER 0 33 33 7 33 40 14 - 14 21 66 87 SUBSTATIONS 21 173 194 46 91 137 59 - 59 126 264 390 TRANSMISSION 5 190 195 29 15 44 31 - 31 66 205 270 3RD RAIL 1 7 8 2 7 9 3 - 3 5 14 19 TOTAL 143 623 766 236 351 587 274 63 337 653 1,038 1,690
Note: Structures figures exclude station backlog costs which were updated in the February 2009 ADA Accessibility Report (see tables 1 and 5). 2007 estimates shown above have been updated to 2010 dollars - see tables 2 and 3.
