Fleet Maintenance Facilities
To accommodate 75% 8-car trains, plans call for additional rail car storage at the Shady Grove yard, twelve additional main- tenance bays at Glenmont and additional rail car storage at New Carrollton yard. Imple- menting 100% 8-car trains will require storage for 90 – 110 rail cars and 15 – 20 mainte- nance bays.
78 Capital Needs Inventory
90 additional cars to implement 100% 8-car trains). These new rail cars generate a demand for additional rail yard storage and maintenance capacity. Rail mainte- nance facilities include service and inspection shops and maintenance, operations
and yard control buildings. In these facilities, Metro employees complete regular
maintenance of the rail car fleet, conduct vehicle safety inspections clean the vehicles for customer comfort and store vehicles when not in use. Rail fleet main- tenance covers the following: automatic train controls, brakes, communication devices, doors, lighting, heating and cooling systems, power, propulsion, signs and signals.
To accommodate 75% 8-cars trains, plans call for additional rail car storage at Metro’s Shady Grove yard, twelve additional maintenance bays at Glenmont and additional rail car storage at New Carrollton yard. Implementing 100% 8-car trains will require storage for 90 – 110 rail cars and 15 – 20 maintenance bays. The 100% 8-car train maintenance facility project cost is high because a new yard i s n e e d e d , i n c l u d i n g t h e p u r c h a s e o f l a n d . T h e n e w y a r d w o u l d a l s o i n c l u d e a service and inspection shop.
Total (YOE, $ Millions)
CNI 083: 100% 8-Car Trains—Storage CNI 082: 75% 8-Car Trains—Storage Total
$401.5 $194.4 $595.9
Rail Maintenance Facilities includes the following CNI projects:
Expansion of Bus Garages ($444.9 Million)
Metro’s approximately 1,500 buses are assigned to 9 bus operating garages located throughout the region. To meet the growing bus ridership demand, Metro plans to purchase up to 325 additional buses (a 21% increase in fleet size) by 2020. Currently, seven of Metro’s bus garages are at, or near, their practical storage capacity. The garages with storage capacity are not located near demand centers, meaning that high operating costs associated with time “dead-heading” (the time a vehicle is “not in service” between the garage and the beginning or end of a route) would result if overflow buses were a s s i g n e d t o t h e s e g a r a g e s . A d d i t i o n a l l y , m a n y o f t h e e x i s t i n g m a i n t e n a n c e
facilities are not designed to handle new articulated buses and other clean technology buses. Therefore the purchase of land and construction of two new bus garages with the capacity to store up to 250 buses each are needed to efficiently maintain, rehabilitate and store Metro’s expanding bus fleet.
An alternative approach under consideration is to add capacity when exist- ing facilities are replaced, including the Royal Street, Southern Avenue and Western bus facilities.