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Financial Identification Number: 412994-2-22-01 Central Florida Commuter Rail TransitTrack Assessment and MaintenancePlan Report Final

i JAN UARY 2007

Track Assessment and Maintenance PlanReport

TABLE OF CONTENTS Page No.

1 INTRODUCTION 1

2 INSPECTION CRITERIA 3

3 FIELD INSPECTION FINDINGS AND RECOMMENDATIONS 8

4 TRACK MAINTENANCE PLAN 29

5 CONCLUSIONS 30

TABLESTable 1 FRA Track Safety Standards for Class 4 Track 5Table 2 - Estimated Cost of Engineering/Maintenance-of-Way Function 30Table 3 Summary of Recommended Improvements 31

FIGURESFigure 1 Regional Location Map 2Figure 2 Existing Double Track 61 Mile Corridor 4

APPENDICESAppendix A CSX Track Charts and TimetableAppendix B Detailed Inventory Data TablesAppendix C Grade Crossing Condition ReportAppendix D Track Maintenance Plan


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Financial Identification Number: 412994-2-22-01 Central Florida Commuter Rail Transit

Track Assessment and MaintenancePlan Report Final

JANUARY 2007 1

1. Introduction

1.1 PURPOSE OF REPORT

The Federal Transit Administration (FTA) is serving as the lead agency in the preparationof an Environmental Assessment (EA) for the Central Florida Commuter Rail Transit(CFCRT) project. The CFCRT project sponsors include the Florida Department ofTransportation (FDOT), the Central Florida Regional Transportation Authority (LYNX),and Volusia County Public Transit System (VOTRAN).

The Alternatives Analysis (AA) study phase of the CFCRT project (completed in June 2004)concluded that the CFCRT was the Locally Preferred Alternative (LPA). The full buildoption of the CFCRT, shown in Figure 1, is 60.8 miles long extending along the CSXT ALine from the DeLand Amtrak station in DeLand in the north to Poincianna Blvd in thesouth.

The CFCRT will provide a bi-directional service on weekdays only, at 15-minute peakperiod and 60-minute mid-day and evening service frequencies. Commuter rail servicewould be operated with diesel-multiple unit (DMU) cars. The communities directlyimpacted by the CFCRT are DeLand, Orange City, DeBary, Volusia County, Sanford, LakeMary, Longwood, Altamonte Springs, Maitland, Winter Park, Orlando, Edgewood,Meadowoods, Orange County, Kissimmee and Osceola County.

In support of FDOTs acquisition of the railroad right-of-way for operations of thecommuter rail service, an assessment of the existing conditions of the rail corridor wasconducted. A track condition assessment and material inventory of the 61 miles of mainlinetrack, 18.5 miles of second mainline track, sidings and adjacent yard tracks and 126 at-gradecrossings within the CSXT Sanford Subdivision between MP 749.7 (DeLand AmtrakStation) and MP 814.1 (Poinciana Industrial Park) was carried out by the Earth Tech Teambetween November 14, 2006 and November 30, 2006. This report serves as a summary ofthe corridor track structure evaluation and includes the following:

Descriptions of the inspection criteria and requirements. An assessment of the present condition of the existing mainline track structure and

its adherence to Federal Railroad Administration (FRA) Track Safety StandardsClass 4 track.

Recommendations necessary to upgrade the sidings and yard tracks proposed to befuture CFCRT Mainline to FRA Class 4 mainline track in order to remain incompliance with FRA requirements.

An estimate of the present value of the railway infrastructure (track structure) in the61 mile corridor.

Recommendations for an annual track maintenance plan.


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1.2 BACKGROUND

The CFCRT rail corridor has sections of both single and double track, as shown in Figure 2on the following page, and is currently owned and operated by CSX Transportation as afreight railroad serving central Florida. Through operating agreements, Amtrak operatesinter-city passenger rail services through the corridor between Jacksonville and Miami andTampa Bay and the Florida Central (FCEN) shortline/regional railroad operate freightservice between MP 790 (Robinson Street) and MP 796 (Taft yard). Amtrak also hashighway vehicle loading/unloading facilities and rolling stock service facilities connectedto and adjacent to the main track at MP 765.6 (Sanford).

The mainline track is maintained by CSXT as FRA Class 4 track with maximum operatingspeeds of 80mph for passenger trains and 60mph for freight trains. At locations within thecorridor, the speeds are reduced to as low as 25mph for both passenger and freight trains(FRA Class 2). The slower speeds are generally required due to track geometry and/orlocally designated speed restrictions.

2. Inspection Criteria

This section provides a brief summary of the criteria used in evaluating the railroadcorridor and the methodology used in the inspection.

2.1 REQUIREMENTS

In order to accommodate train operations, the FRA has developed a range of trackclassifications that govern requirements and identify the operating speeds for each

category, or class, of track. Necessary railway improvement requirements are determinedbased on desired operating speeds and travel trip times for trains operating over rail lines.These requirements are based on the FRAs Track Safety Standards, Title 49 Part 213,updated June 28, 2004; and the American Railway Engineering and Maintenance-of-WayAssociations (AREMAs) Manual for Railway Engineering. Criteria for Class 4 track formainlines and sidings can be found in Table 1.


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Table 1 FRA Criteria for Class 4 Track for Mainlines and Sidings

Freight: 60 mphMaximumOperating Speed Passenger: 80 mph

Gauge 48 49

Alignment Tangent

Deviation in 62 line at mid-ordinate may not be more than 1

Alignment Curve

Deviation in 62 chord at mid-ordinate may not be more than 1

Deviation in 31 chord at mid-ordinate may not be more than 1

Runoff May not exceed 1 in any 31 of track

Crosslevel May not exceed 7

Deviation from zero crosslevel at any point on tangent or reverse crosslevel elevation on curves maynot be more than 1The difference in crosslevel between any two points less than 62 feet apart may not be more than 1The variation in crosslevel on spirals per 31 feet may not be more than 1

Profile Deviation from uniform profile in 62 chord at mid-ordinate may not exceed 2

Crossties Each 39 foot segment of tangent track and curves 2 degrees shall have 12 crossties and each turnout of curve greater than 2 degrees shall have 14 crossties which are not:

(1) Broken through;(2) Split or otherwise impaired to the extent the crossties will allow the ballast to work through, or willnot hold spikes or rail fasteners;

(3) So deteriorated that the tie plate of base of rail can move laterally inch relative to the crosstie; or (4) Cut by the tie plate through more than 40 percent of a crossties thickness

Each rail joint location shall have one crosstie whose centerline is within 18 inches of the rail jointlocation, or two crossties whose centerlines are within 24 inches either side of each rail joint location.

Rail joints Rail end mismatch shall not exceed 1/8 for the gauge side or the tread of the rail

Rail end batter may not exceed

If a joint bar is cracked, broken, or because of wear allows excessive vertical movement of either railwhen all bolts are tight, it shall be replacedIn the case of conventional jointed track, each rail shall be bolted with at least two bolts at each joint

No rail shall have a bolt hole which is torch cut or burned

Tie plates On track where timber crossties are in use there shall be tie plates under the running rails on at leasteight of any 10 consecutive ties.

No metal object which causes a concentrated load by solely supporting a rail shall be allowed betweenthe base of the rail and the bearing surface of the tie plate

Turnouts andtrack crossings

Track shall be equipped with rail anchoring through and on each side of track crossings and turnouts, torestrain rail movement affecting the position of the switch points and frogs.Guard check gauge may not be less than 46 3/8

Guard face gauge may not be more than 45 1/8

Flangeway depth shall not be less than 1

Inspection Twice weekly with at least 1 calendar day interval between inspections.

In addition, a continuous search for internal defects shall be made of all rail at least once every 40million gross tons or once a year, whichever interval is shorter.

Each switch that is held in position only by the operating mechanism and one connecting rod shall beoperated to all of its positions during one inspection in every 3 month period.


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The field inspection assessed the track condition, where applicable, guided by the FRArequirements for Class 4 (60mph freight and 80mph passenger). However, though FRATrack Safety Standards specify many of the track condition parameters used in thisinspection, they do not specify the type of track or several other attributes. Thefollowing describes some other considerations used in the inspection.

Track: Conventional, standard gauge North American track using I-section steel railsattached to timber ties with track spikes has evolved over many years led by thedevelopments of the major railroads. There is no statutory standard governing this.The American Railway Engineering and Maintenance of Way Association (AREMA)publishes a manual of recommended practice, however most major railroads havetheir own standards which often exceed those of AREMA.For operation at FRA Class 4 speeds with a moderate traffic density (approximately5 to 20 million gross tons per year) the type of track that has evolved as the mostcommonly used consists of:

o 115lb or heavier continuous welded railo #1 (9 X 7) preservative treated timber ties 8-6 to 9-0 longo Coarse (2 2.5 maximum size), hard, abrasion resistant, free draining

crushed rock ballast115# or heavier rail is used because it is stiff enough to provide moderate deflectionunder train loading. This reduces degradation of the rail itself and of the supportingtie plates, ties, ballast and subgrade, leading to extended life of these componentsand economical long-term maintenance costs. A further benefit, consistent with theuse of the moderately heavy rail section, is that the rail be continuously weldedrather than bolted. The bolted joints are less stiff than the continuous rail and thuspartly negate many of the advantage of using the stiffer rail. Bolted joints result inincreased components (joint bars and bolts) that require frequent maintenance.Further disadvantages of bolted rail are increased incidence of fatigue related railfailures (broken rails), wear and maintenance on rolling stock and, particularlyapplicable to passenger train operations, a considerable increase in noise, vibrationand vehicle motion that adversely affects passenger comfort.A further advantage of the heavier rail is that it is generally newer than the lighter,bolted rail and has improved metallurgical properties. The major advances are:

A. Controlled Cooling introduced in the 1930s, which reduced thequantity of dissolved hydrogen in the hot steel thereby greatly reducingthe incidence of shatter cracks that expanded as the rails fatigued in useand caused many broken rails.

B. Clean Steel introduced in the 1980s, which reduced many of themicroscopic contaminants in the steel. This also greatly reduced theincidence of fatigue related rail failures and broken rails.

C. Heat Treated Rail introduced in the 1980s, which hardened the part ofthe rail subject to wear by the wheels running on it, thus increasing thelife of the rail.

Ties: #1 8-6 or 9-0 treated timber ties provide sufficient strength and bearing areaon the ballast to perform well in a mainline. The reduced strength and bearing areaof the smaller #2 (8 X 6) 8-0 or 8-6 long ties results in poorer performancerequiring increased maintenance in a mainline, though they are suitable in lightertraffic, slower speed tracks such as branch lines, sidings and yard tracks. There are


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small numbers of #2 ties in the mainline tracks. However, where #2 ties are found inmainline track, it is not cost-effective to replace them with new #1 ties. It is industrypractice to wait for their normal replacement cycle before upgrading to #1 ties.

Ballast: In being a strong, durable and easily machine adjustable transition betweenthe ties and the foundation or subgrade, the track ballast has to be:

A. Capable of compaction to support loadsB. Free draining to dissipate moisture that would reduce its strengthC. Hard and abrasion resistant to ensure durability without generating fine

particles that would impede drainageD. Sharp and angular to grip the ties and provide lateral strength for the

trackThe material which best combines these qualities is a crushed preferably fine grainedigneous rock with a maximum size of about 2 to 2.5. Some types of hardlimestones will also perform quite well.

2.2 INSPECTION METHODOLOGY The assessment of the rail corridor included the following components:

1. Review of documents provided by CSXT provided in Appendix A, including: The 2004 CSXT Jacksonville Division Timetable No. 4 Sanford Subdivision;

effective January 1, 2005 CSXT Track Charts from MP 746 (DeLand) to MP 814 (Poinciana) Sanford

Subdivision printed 7/2/20042. An overview of the main track with Larry Jacobs, FDOT Railroad Safety

Inspector, in a hi-rail track inspection vehicle on November 14 and 15, 2006.

3. A walking inspection from MP 749.7 (DeLand Amtrak Station) to MP 814.1(Poinciana Industrial Park). The condition of the entire length of the main tracksand of sidings or other portions of track and right-of-way to be incorporated intothe proposed CFCRT was visually assessed.

A detailed assessment was taken at each of the following locations: Every milepost (100 ft. long track segments) Each curve (100 ft. long track segments) Each turnout (e.g. track sidings in station areas) Other locations where special conditions or concerns existed

The data collected at each location included the following: Rail condition, section, manufacture date and metallurgy (when marked

on the rail) Tie condition, size and type Tie plate condition and type Spike density pattern Rail anchor condition, type and density pattern Ballast condition, type, size and section


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Joint condition where applicable Turnout condition, size and rail section Subgrade and drainage condition and form Culvert location and size where accessible

Rail lubricator condition and location Track surface and alignment Other notable items

The following measurements were taken in the field: Track gauge Superelevation (crosslevel) Rail head wear and gauge wear Rail end batter (where of concern)

3. Field Inspection Findings and Recommendations

This section summarizes the field inspection observations for the existing mainline, siding andyard track condition within the 60.8 mile CFCRT corridor, as well as recommended upgrades tothe existing track proposed for the CFCRT operation. The details of the field inspection,including Track Review Field Measurement Data; Defective Ties; Rail Replacement Priorities;and Turnout Upgrades can be found in Appendix B.

The recommendations in this report are based on the assessed condition of the track. In theinterval between this assessment and a subsequent take-over by FDOT for the CFCRT project, itis expected that CSXT will carry out some improvements, repairs and upgrading. Informationon plans for this type of work was not provided by CSXT except for verbal information that aheavy tie and curve patch rail replacement programs is planned for the area between Sanfordand Taft in the coming work season. No planned improvements have been accounted for aspart of this assessment. Therefore, adjustments may have to be made to theserecommendations for upgrading or repair work as a result of any subsequent work carried outby CSXT.

The basis of these recommendations is to provide a track structure that will be reliable,efficient and allow for on-time operation for CFCRT. These recommendations balance theinitial capital cost with long-term maintenance costs. This financial strategy is detailed inAppendix D.

General

Existing Main Tracks and Existing Sidings and Yard Tracks To Be Part of CFCRTSecond Main Track: The track on the portion of the CSXT Sanford Subdivisionproposed for the Central Florida Commuter Rail Transit presently operates as amedium density freight and passenger line on a Class 4, generally single main trackwith sections of second main track, on Class 2 sidings and on Class 1 wayside yard andindustrial (customer) tracks. For the proposed CFCRT, it will still operate as a mediumdensity freight and passenger facility and it will require Class 4, generally double, maintrack together with lower class maintenance and storage tracks. Operation on CSXTwayside yard and industrial tracks was not considered in this assessment.


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The existing main tracks are currently operating at FRA Class 4 speeds except for areaswhere track geometry and/or local restrictions reduce this speed. The existing singlemain track is of a type, strength and design that is appropriate for the proposed maintrack operation. Portions of it, though presently safe for operation as Class 4 track, are ina deteriorated condition that will require programmed track work as part of regularmaintenance. This work will reduce daily maintenance costs and possible slow orders,which would result in CFCRT train operations being delayed and made unable tomaintain their planned schedule.

The existing main tracks should be upgraded to improve their condition beforeoperation of the CFCRT. Upgrading the balance of the existing tracks to be suitable forClass 4, high reliability, low maintenance and high passenger comfort operation will berequired for two reasons:

1. The type and design of the existing track is not appropriate.2. Though its type and design may be appropriate, its condition has deteriorated to

the point that major work will be required to restore it to its performance

potential.The existing sidings and yard tracks to be part of the second main track currentlyoperate at FRA Class 2 or lower speeds. Major portions of the proposed second maintrack will be newly constructed to the required standard. Others will require substantialupgrading for CFCRT operation at Class 4 speeds.

Recommendation: o The type and design of the main tracks is generally suitable for similar CFCRT

operation though some upgrades are recommended to reduce future maintenanceand enhance passenger comfort.

o The existing Class 4 second main track from MP 784.7 (N. Denning Drive, Winter

Park) to MP 791.9 (Orlando Amtrak/ORMC); the existing Class 2 sidings(approximately six miles at various locations along the right-of-way); and someClass 1 yard tracks (approximately nine miles at various locations such as RandYard, Benson Junction, Longwood, Taft and Kissimmee) that will become part of theproposed main track are not of a type and design which is appropriate and willhave to be upgraded to an appropriate type and design. This will ensureconformance to Class 4 track safety standards and ensure good ride quality forpassenger comfort.

Basic Maintenance: Both the overview inspection with FDOT Track Safety Inspector Jacobs and the subsequent walking inspection and data gathering revealed that thoughthe general condition of the main tracks and their construction are appropriate for their

Class 4 operation, there are indications that the basic daily maintenance is failing toeffectively deal with the tracks needs.

The defective rails and defective track gauge noted by Mr. Jacobs, which requiredimmediate imposition of train speed reductions or repairs to the track before a traincould be safely operated, provide illustrations of this. Other illustrations are the raillubricators generally failing to operate correctly and other track conditions noted in thisreport, including particularly turnout and frog maintenance.


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Recommendation: To ensure safe and reliable operation of CFCRT, it will be importantthat an adequate basic maintenance staff and a good program of quality control beprovided to deal effectively with this very important part of railroad operation.Recommendations for the track maintenance plan are described later in the report.

Track GeometryThe general track alignment, surface and crosslevel is good, though road crossings arefrequently poorer, as are tracks through station platforms and adjacent to other tracks.Track gauge is generally good. However, in a few curves, clusters of defective ties areresulting in gauge widening. These areas are small enough that they can easily becorrected through basic maintenance. Curve superelevation and spirals of existingsidings and yard tracks will need to be reviewed and adjusted as necessary foroperation as Class 4 track.

Recommendation : The general main track alignment, surface and crosslevel are goodand are being maintained as needed. There are variations at at-grade highway/railroadcrossings, through station platforms and at locations adjacent to other tracks. Correctionof track alignment and surface will be part of the correction to those other specificlocations dealt with elsewhere in this report. Although, no specific upgrading for trackgeometry is required for the main track, existing sidings and yard tracks will requireadjustment for Class 4 operation.

RailThe rail in the main track is continuous welded in a variety of sections including 115,122, 131, 132, 136 and 141 lb. The rail in the second main track and sidings is mainlycontinuous welded though there are some areas of bolted rail (e.g MP 790 nearRobinson Street and MP 791 near Gore Street). Sections include 100, 112, 115, 122 and132 lb. Rail varies in age. The 112lb and heavier dates from 1940 to 2005 and some of the100lb rail dates from 1927.

The rail has generally been well maintained. There is evidence of a curve patch railprogram to replace curve worn rail and a rail-grinding program was in progress at thetime of this assessment. It is understood that further curve patch rail will be installed inthe coming year.

There is considerable rail wear in curves and some of this rail should be replaced beforeoperation by CFCRT.

The areas of the existing sidings with 115lb bolted rail will provide inferior ride qualityfor passenger trains and the required higher level of maintenance will be both expensiveand difficult to carry out given the anticipated operation of passenger trains during theday and freight trains at night.

The 100lb bolted rail dating from 1927 compounds these difficulties with a less stiffsection and poorer metallurgy. This rail is generally not controlled cooled and can beexpected to develop more rail defects than more modern rail. Consideration should begiven to replacing all bolted rail in the proposed main tracks with 115lb or heaviercontinuous welded rail.


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1951 115lb bolted rail in siding, M785.00 (Longwood)

Recommendation: Rail in the existing single main tracks is continuous welded rail from115# to 141#. As such, it is suitable in terms of type and design as is some of the rail inthe second main track and sidings. Rail varies in age from new (2005) for some recentcurve replacement to as old as fifty years old. The following describes specificrecommendations for rail sections:

o Rail Wear: The condition of the rail determined by visual inspection is generally good.Rail wear was measured as part of this assessment. Details can be found in AppendixB, as part of the Track Data and Rail Wear tables. A summary of rail wear sufficient tobe planned for upgrading is provided. This summary includes the following:

Priority 1 totaling 2,009 feet at three locations should, subject toconfirmation by further detailed measurement be replaced beforeoperation of CFCRT.

Priority 2 rail totaling 5,037 feet at five locations is worn to extendedwear limits. Only non-fatigued rail and rail preserving good geometryand wheel contact should be permitted to wear to this extent.Information on rail fatigue including total traffic figures and rail

performance history were not made available by CSXT. Unless thisinformation can be obtained, this rail should also be planned forreplacement before operation by CFCRT.

Priority 3 rail totaling 41,443 feet not including those portions noted aspossibly relay rail whose lengths were not obtained, should beprovided with high clearance joint bars and planned for renewal ifthere is evidence of fatigue. Again, information on rail fatigueincluding total traffic figures and rail performance history were notmade available by CSXT.

Rail R, indicated in Table B-1 of Appendix B, is approximately halfworn out. It will eventually require replacement however withoutaccurate information on the rails history it is not possible to estimate

its remaining service life. If the necessary information becomesavailable an analysis and forecast could be developed.

o Bolted Rail: Some of the rail within the existing second main track between MP784.7 (N. Denning Drive, Winter Park) and MP 791.9 (Orlando Amtrak/ORMC)is 115 lb. bolted totaling 4.5 track miles (9.0 rail miles). Most of the rail in theexisting siding between MP 759.8 and MP 761.8 (Benson Junction) except for thecurve at MP 760.2 is also 115 lb. bolted rail totaling 1.55 track miles or 3.1 railmiles. This rail can be expected to give inferior ride quality, increased trackmaintenance and increased rates of rail failure. Itshould be upgraded by replacement withcontinuous welded rail.

The rail in the second main track from MP 791.9(Orlando Amtrak/ORMC) to MP 793.0 (DrennenRoad, Orlando) totaling 1.1 track miles or 2.2 railmiles and the rail in the east yard track from MP797.2 to MP 797.55 (Taft Yard) totaling 0.25 trackmiles or 0.5 rail miles is 100 lb. bolted. This raildates back to 1927 and 1928. It is not suitable formain track operation of the CFCRT and should beupgraded by replacement with 115 lb. continuous welded rail.


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TurnoutsThe suitability of the turnouts for the proposed operation varies widely. There aremodern #20 and #16 turnouts of the heavier rail sections, usually at the ends of doubletrack or sidings, some with welded switch points. These are suitable for the proposedoperation.

There are a large number of #12, #10 and #8 turnouts with heavier rail sectionsconnecting to customer, industrial and yard tracks. These turnouts are also suitable forthe proposed operation though there will be some deterioration of ride comfort.

There are several 100lb turnouts. These are marginal for the proposed operation andshould be considered for replacement in conjunction with the 100lb rail.

Some of the #8 100lb and 115lb frogs are of the solid manganese self guarded (SMSG)type. Though these frogs are very strong and long lasting, they are generally consideredto be unsuitable for use at speeds over 30mph. If the turnouts are not replaced for otherreasons, consideration should be given to either adding guardrails or replacing the frogswith rail bound manganese (RBM) frogs and guardrails.

There are partly dismantled or apparently unused turnouts in a few locations. If notrequired, these should be removed.

Twelve frogs have cracked manganese steel inserts plus spalling, chipping, excess metalflow and wear. Repair and/or replacement will be required soon.

Switch point and stock rail condition ranges from poor to good. Some of the switchpoints are worn to near their limits and stock rails are becoming flattened and gaugecorner checked. Replacement will be required soon.

Switch ties are generally fair to good. There are some clusters of failed ties, particularlyunder frogs. These are resulting in poor ride quality and can lead to damage to thefrogs.

A number of rail braces are loose or have fallen off. They should be tightened orreplaced.

There are also quite a few twin tie plates that are badly bent or broken. These should bereplaced.

Recommendation : Turnouts are a high maintenance part of the track. Many of the

deficiencies identified in the turnouts, specifically maintenance of frogs, switch pointsand stockrails, relate to basic maintenance and should be corrected. The majorupgrading will be ballast undercutting and replacement of light 100 lb. turnouts locatedin secondary yard tracks, which will become part of the CFCRT main tracks, withstrong, modern 115 lb. turnouts. Details for specific locations are provided inAppendix B - Turnout Data, Repairs, Action.


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Broken frog heel amd broken bolts, MP 795.26 (Edgewood)

Frog in poor condition, MP 797.42 (Taft)

Undercutting needed at turnout, MP 796.12 (at the north end of Taft Yard)


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Chipped switch point, MP 797.11 (Taft)

Chipped stock rail on the siding, MP 797.80 (Taft)

Solid Manganese Self Guarded (SMSG) frog, MP 791.95 (near Kaley Street)


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Ties Hardwood timber ties, generally 8-6 long in a variety of sections, support the track.The ties in the main track are mostly 9 X 7 and 8 X 8 though there are some 8 X 6.The ties in the sidings contain a higher number of 8 X 6 ties.

The type of ties used in the existing main tracks (i.e. 8- 6 treated hardwood usually 9X 7 or 8 X 8) are generally suitable for the proposed main track use. The 9 X 7 arepreferred because of their greater bearing area but it would not be economically feasibleto select and replace the 8 X 8 ties. The existing sidings and yard tracks, which willform part of the proposed main tracks, also have some 9 X 7 ties and 8 X 6 ties. The8 X 6 ties are not optimal for main track use but, again, it would not be economicallypractical to select and replace them.

The general tie condition is fair. As expected in a warm, moist climate in trackcarrying moderate levels of traffic, the usual mode of tie failure is by internal decay.The number of defective ties varies but is generally in the range of 10 to 20 per 100ft(528 to 1056 per mile) except south of MP 812 (just north of Crestridge) where aheavy replacement has been carried out recently. Tables B-1, B-3 and B-3a inAppendix B give the density of defective ties per 100ft sample. In Class 4 track, tiereplacements are most economically carried out, consistent with safety, at a densityof about 800 to 1000 ties per mile (15 to 19 ties per 100 track feet). It is seen that thisdensity corresponds with MP 755 (Orange City) to MP 800 (Stanton Connection),however the densities from MP 749.7 (Deland Amtrak) to MP 755 (Orange City) andfrom MP 800 (Stanton Connection) to MP 811 (Kissimmee) are only slightly lower.The densities of deteriorated ties in the second track, whether second main track orsidings, is at a comparable level. The dates of past tie replacement programs, asshown on the CSXT Track Charts, indicate that this area had tie replacements in1998, 1999 and 2000.

It is understood from conversation with CSXT staff that they intend to carry out atie replacement program from Sanford to Taft [approximately MP 764 to MP 799] in2007.

Recommendations: Prior to CFCRT start-up in 2009, all the existing main tracks andsidings from MP 750 (DeLand) to MP 811 (Kissimmee) should have a tiereplacement program. If CSXT proceeds with its reported plans for tie replacementfrom MP 764 (Sanford) to MP 799 (Stanton Connection) then only the remainderfrom MP 750 (DeLand) to MP 764 (Sanford) and from MP 799 (Stanton Connection)to MP 811 (Kissimmee) will require tie upgrading. It can be expected that there willthen be a window of about 4 to 6 years in which no major tie replacement will berequired.


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Recent tie replacement program, MP 813.00 (Poinciana)

Successive poor ties, MP 772.00 (Lake Mary)

Successive poor ties, MP 785.77 (Winter Park)


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BallastThe main track ballast consists of crushed rock in sizes ranging up to approximately2.5in. The older material situated deeper within the ballast section is finer with amaximum size of approximately 1.5in. The older ballast rock type was not determined.In some areas new ballast has been lightly distributed. Some of it is of an unidentifiedtype and white in color and some of blue/gray color that appears to be basalt/trap rock.Most of the main track ballast appears to be many years old and there is somecontamination by an accumulation of finer (


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o As the ballast condition will continue to deteriorate, it is recommended that theballast upgrading all be completed prior to operation by CFCRT. If this is notpossible, the main track spot undercutting but not the turnout undercuttingcould be delayed for a very few years.

Fouled ballast, MP 756.50 (Orange City)

Fouled ballast, MP 796.04 (just north of Taft Yard)


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Mudspot in ballast, MP 755.13 (Orange City)

Poor ballast condition on siding track, MP 791.95 (near Kaley Street, Orlando)

Ballast shoulder deteriorated, MP 752.10(DeLand)


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Subgrade The fine, compact sand subgrade drains well, there is minimal erosion and generallyfollows the low, flat topography on a shallow fill. There are also some areas of shallowcuts. Despite the fine granular soils and seasonal heavy rain, there is little evidence ofsoil erosion. It appears that the subgrade is stable and no areas of obvious movement,past reconstruction or reinforcing were noted.

Recommendation: The subgrade is performing well and no upgrading is recommended.

DrainageThe porous subgrade effectively drains the ballast/sub-ballast and has minimizedballast deterioration except in a few areas, mainly road crossings, where drainage fromthe road surface and contamination have caused wet areas resulting in an accumulationof fines in the ballast and track surface deviations.

Surface drainage of the track and right-of-way is generally achieved by sloping awayfrom the track together with the provision of ditches where required. At areas of poorsurface drainage, such as at stations with center platforms (Sanford Amtrak, WinterPark Amtrak, Orlando Amtrak/ORMC) and in the yards where adjacent tracks impededrainage, there is an accumulation of fines in the ballast, often betrayed by vegetation.This is resulting in ballast, track geometry, tie and rail deterioration.

Recommendation: To address the isolated areas of poor drainage, the followingimprovements are recommended:

o It is understood that station platforms between the main tracks will beeliminated and surface drainage re-established in these areas.

o As road crossings are replaced or upgraded, it is important that provision bemade for both surface drainage away from the tracks and subsurface

drainage from under the tracks.o The area of double track from MP 785 (N. Pennsylvania Avenue, WinterPark) to MP 793.1 (Pineloch Yard, Orlando) has the poorest drainagebecause of adjacent tracks hindering surface drainage. This area shouldideally have the tracks sledded and raised on fresh ballast. This wouldpermit surface drainage and facilitate shallow ditching. It would alsoimprove the ballast condition by surrounding the track with strong, well-drained ballast. Unfortunately the number of road crossings at grade willmake this solution extremely slow and expensive and obtaining theagreement of the road authorities to raise the roads will be very difficult. Asan alternative, the ballast can be undercut and the track given a minimalraise or no raise at the road crossings and a greater lift between crossings.

This combined with removal of the undercutter waste and improvements tothe surface drainage, including connection to storm sewers where possible,may be a satisfactory alternative.

o In the more rural areas the ditches near the right-of-way boundary, thoughoften overgrown by vegetation, appear to be functioning adequately andwill not require upgrading unless specific problems appear.


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Typical R/W with vegetation growing in subgrade

and minimal erosion, MP 750.43 (Deland)

Sandy subgrade evident, MP 753.57 (DeLand)

Intertrack platform at Amtrak station, MP 785.77 (Winter Park)


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Intertrack platform, MP 766.30 (Sanford)

Intertrack platform at Amtrak station, MP 791.30 (Orlando)

Mud hole and poor drainage at Barwick Road grade crossing, MP 761.80 (Debary)


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Muddy approaches to Monroe Rd. grade crossing, MP 763.90 (Sanford)

Track lifts would create less than ideal roadway geometry, MP 790.00 (Robinson Street, Orlando)

Overgrown drainage ditch with adequate flow, MP 750.43 (Deland)


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Overgrown drainage ditch (both sides), MP 812.00 (Poinciana)

Other Track Material Tie plates, spikes and rail anchors are generally in very good condition and can beexpected to last for many years. Joint bars and bolts are in fair to good condition. Dueto rail wear, some joint bars, particularly in sidings, curves and turnouts are beingstruck by wheel flanges. Curve rail replacement and rail upgrading will alleviate muchof this. Other possible courses of action are to weld the rail joints and eliminate thebolted joints or to use high clearance joint bars. Some bolts are loose or missing. This caneasily be corrected through increased maintenance.

Recommendation: In general, the tie plates, spikes and rail anchors are in goodcondition and do not require upgrading. The joint bars and bolts are suffering frommaintenance deficiencies, usually loose or missing bolts. This is a small volume task thatshould be corrected as part of basic maintenance. In areas of worn rail, wheels arestriking some of the joint bars. This is also a small volume problem that could becorrected as part of basic maintenance or through rail replacement, which is dealt withelsewhere in this report.

Rail LubricatorsThere are a number of rail lubricators in the corridor to reduce rail wear on the moresevere curves. They are generally not performing correctly. There is no evidence of thempumping grease and it is not known if this is due to their grease supply being exhaustedor a malfunction of their mechanism. A number of the grease wiper bars are loose,displaced or damaged.

Recommendation : The existing rail lubricators are almost completely ineffective. Theirmain problem appears to be a lack of required maintenance and adjustment. Adjust orreplace those components that are defective, worn out or in need of adjustment.


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Spikes, tie plates and rail anchors in very good condition, MP 812.42 (Poinciana)

Joint bar in poor condition, MP 792.21 (near Michigan Street, Orlando)

Rail lubricator not working in MP 813.24 (Poinciana)


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At-Grade Highway/Railroad CrossingsAs shown in the Grade Crossing Condition Report provided in Appendix C, there are126 highway/railroad crossings at grade throughout the corridor. Due to the highpopulation density of the area, many of these crossings experience heavy road traffic.

Deterioration of at-grade crossing surfaces is mainly a function of road traffic ratherthan rail traffic and, with traffic volumes increasing the area, this will increase.

At-grade crossings surfaces are categorized into three general types:o Asphalt paved with rubber flangeways: These are generally used on the less

heavily traveled streets. While many are performing well, some are deterioratingfrom either age or increased vehicle traffic and should be considered for repair orupgrading to a more long lasting surface.

o Full Depth Rubber: Full depth rubber crossings were introduced about twentyyears ago for use on heavily traveled crossings. They have proved to be adequate inmoderate road traffic but not in heavily traveled crossings or those with high

vehicle speeds and a high proportion of heavy vehicles. Some of these crossings arevery badly deteriorated or verging on complete failure. They should be replaced orupgraded to pre-cast concrete.

o Pre-Cast Concrete: Some of the more heavily traveled crossings have modern pre-cast concrete surfaces. These, together with a strong foundation, adequate sub-drainage, coarse strong ballast and long (10ft) closely spaced hardwood ties aregenerally regarded as the most effective heavy traffic crossings in general use. Theexisting crossings of this type appear to be performing well, though they haveprobably not been in place long enough to determine their full service life. It is likelythat all heavily traveled crossings will have to be upgraded to this type.

Recommendation : The at-grade crossings are a major part of the difficulty of

maintaining the railroad operation on this area of the Sanford Subdivision. The existingconditions were assessed on a per crossing basis. The existing conditions andrecommended improvements for each at-grade crossing are provided in Appendix C.

Grade crossing surface in poor condition at Plumosa Ave., MP 779.52 (Altamonte Springs)


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4. Track Maintenance

Track maintenance is normally considered together with right-of-way maintenance andseparate from bridge and signal maintenance because of the different skill sets andqualifications required by those performing the maintenance, though there is a degree ofoverlap within these three broad divisions. Track maintenance is required for:

Safety of the public and employees Compliance with regulatory requirements Reliable, efficient and on-time train operation Cost effective protection and minimization of capital investment

Track maintenance is usually considered in three broad segments:

Basic Maintenance: Inspection (twice+ per week), basic maintenance (5-7 days perweek) and emergency response (24/7). Programmed maintenance: (often annual or seasonal).

Programmed major track renewal and rehabilitation: (annual or longer intervals).

Based on the track inspection detailed above and the recommended track upgrading, atrack maintenance plan has been developed. The details of the track maintenance plan areprovided in Appendix D. In general, the track maintenance plan should focus on thefollowing:

Basic Maintenance: Even with strong good quality track, in a passenger trainoperation, safety and reliability of scheduled train operation are the major concerns.

These can best be addressed through effective track inspection and basic maintenance.Sufficient resources of manpower, equipment and material need to be providedtogether with a quality control program that includes frequent operation of TrackGeometry Measurement System and Rail Internal Defect Detector cars.

Rail: Even if the rail replacement recommended in the upgrading section above iscarried out, most of the rail in the existing main tracks will be quite old and rail incurves will continue to wear out. A long term replacement of about 1.0 to 1.5 miles ofworn curve rail per year will be required. As rail in the tangents ages and accumulatestraffic tonnage, fatigue failures will eventually determine its life. Without informationon accumulated traffic and fatigue failure history it is not possible to forecast the

volume or timing of the eventual need to replace this rail.

Ties: If the recommended tie upgrading is carried out, a tie replacement cycle of about800 ties per mile every 5 to 8 years will be required starting in about 2013.

A range of potential costs for right-of-way maintenance, including track, bridges, structuresand signals, has been estimated as a point of reference. This estimate is based onexperience with systems of similar size, overall industry experience and the condition of


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the right-of-way. The total cost is estimated at approximately $3.6-$4.6 million per year, assummarized in the following table.

Table 2 Estimated Cost of Engineering/Maintenance-of-Way Function

Cost Component Estimated Cost RangeSalaries $1,171,000 $1,357,000

Benefits $585,500 $678,500

Overhead $819,700 $949,900

Materials & Non-Revenue Vehicles $1,048,000 $1,580,000

Total $3,624,200 $4,565,400

5. Conclusions

5.1 RECOMMENDED IMPROVEMENTS

Based on the condition assessment described in Section 3, a number of improvements havebeen recommended to ensure that the track is compliant with FRA Class 4 track. Thefollowing table summarizes those recommendations:


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Table 3 Summary of Recommended Improvements

Attribute Inventory Finding Recommendation Quantity Location(s)

General

Corridor Generally complies with

FRA Class 4 Standards Upgrades to reduce future

maintenance and enhance

passenger

comfort

See Below Corridor MP 749.(DeLand) to MP

814.1

(Poinciana)Subgrade Fine, compact sand that

drains well with minimal

erosion. Subgrade is stable.

No upgrades

recommended. n/a n/a

Drainage Porous subgrade effectively

drains the track structure.

Isolated areas of poor

drainage and puddling.

Reestablish surface

drainage in areas where

island platforms exist.

Surface and subsurface

drainage improvements

as grade crossings are

upgraded or replaced.

Undercut

and

raise

track.

(see Ballast section)

3550 LF (length of

center platforms) MP 766.17 to MP

766.51 (Sanford

Amtrak) MP 785.55 to MP

785.76 (Winter PaAmtrak)

MP 791.28 to MP

791.54

(Orlando

Amtrak)

Rail Considerable rail wear in

curves Replace rail according to

assigned priority (see

Appendix B)

Priority 1 2,009 LF of

rail

Priority 2 5,037 LF of

rail

Priority 3 41,443 LF

of rail

Generally locatedcurves

Generally bolted rail in

sidings Replace bolted rail with

continuously welded rail 63,888 LF of rail MP 784.7 (Winter

Park) to MP 791.9(Orlando)

MP 760.2 to MP

761.8 (Benson Jct.Rail on some sidings was

100lb, dates from 1927 28

and was manufactured in

an open hearth (OH)

furnace

Replace OH 1927 28 rail

with 115lb, control cooled

(CC) continuously welded

rail (CWR)

14,256 LF of rail MP 791.9 to MP 7(Pineloch)

MP 797.2 to MP

797.55 (Taft)

Ties Hardwood timber ties,

generally 8 6 long and

9x7 or 8x8 section

though some have a section

of 8x6 which is

substandard

for

mainline

use.

Tie replacement program

to replace defective ties

should take place before

CFCRT operation begins.

It is not recommended to

replace

the

8

x6

ties

until

they become defective.

47,600 EA

17,500 EA

MP 749.5 (DelandMP 812.0 (PoinciaML (25%

replacement) #2 Main and

sidings/yards

(25replacement)

Other Track

Material Tie plates, spikes and rail

anchors are generally in

very good condition and

can be expected to last for

many years.

In general, there are no

upgrades required. Joint

bars and bolts require

some maintenance.

Minimal throughout

60.8 miles Corridor as

required


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Attribute Inventory Finding Recommendation Quantity Location(s)

Ballast Most ballast on the mainline

is crushed rock ranging in

size up to approximately 2.5

inches. Finer gradations of

crushed rock are found

deeper in the trackbed.

Poorer conditions often

exist on sidings and in

yards.

Spot undercutting in

critical areas and

turnouts. Ballast lift (6+)

to sidings and yard tracks.

Additional ballast will be

required when adjusting

superelevation and

spirals. Some areas will

require additional ballast

to restore the shoulder

profile.

Undercut 10,720 TF

Adjust

superelevation and

spirals

Restore ML shoulder

ballast

Restore #2 ML

Shoulder ballast

MP 791.00 (northend of Kaley) to M793.90 (south endPineloch), west yatrack

Corridor MP 749.(DeLand) to MP

814.10 (Poinciana) MP 750.0 (DeLand

MP 789.0 (OrlandoMP 802.0 (Kissimto MP 813.0

(Poinciana) MP 787.8 (Florida

Hospital) to MP 7

(Grant Street, Orlando)

Turnouts Suitability and condition of

turnouts vary widely. Some

are modern #20 with

welded points and others

are 100lb #8 with solid

manganese self guarded

frogs. Many turnouts

exhibited some level of

deterioration.

Maintenance of frogs,

switch points and

stockrails should be

corrected by CSX.

Undercutting and

replacement of 100 lb

turnouts will need to take

place before operation of

CFCRT.

Specific requirements

for each turnout are

given in Table 4 of

Appendix B

See Appendix B

Track

Geometry The

general

track

alignment

and gauge are good. Poorer

track alignment is often

found in grade crossings,

station platforms and other

adjacent tracks.

The

required

adjustments

will be needed primarily

on the sidings and yard

tracks to bring them

within compliance of FRA

Class 4 track

22

miles

Line and surface ML

adjustments

accounted for under

other attributes

#2

main,

sidings

&yard tracks

Rail

Lubricators Generally not performing

correctly Adjust and replace

components of lubricator.

Routine maintenance

required.

5 lubricators MP 751.10

(DeLand) MP 762.60 (DeB MP 765.82 (Sanf MP 773.50 (Lake

Mary)

MP 813.24

(Poinciana)

At Grade

Highway/

Rail

Crossings

Asphalt paved with rubber

flangeways, full depth

rubber and pre cast concrete

crossings in varying

conditions

Specific recommendations

for each crossing are

provided in Appendix C

126 Crossings See Appendix C


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5.2 FINANCIAL STRATEGY

During the Preliminary Engineering phase, the project will strive for a balance between theinitial investments in Capital Improvements that will provide safe, reliable operations atservice start-up, with a maintenance program that will allow the service to operate without

disruptions due to infrastructure. Key considerations will be the level of train activity onthe corridor and the windows of opportunity for maintenance activity. A more detaileddescription of the Financial Strategy is located in Appendix D.

5.3 PRESENT VALUE

Based on the field inspection of the corridor and the condition of the track structure, theestimated present value for the 61 miles of track structure (rail, ties, ballast, culverts, at-grade crossings and other track materials) is approximately $89 million in 2005 dollars. Thepresent value estimate does not include costs for bridges, signals, systems and right-of-wayacquisition.

5.4 PRE-ACQUISITION INSPECTION

Prior to the acquisition of the right-of-way, it is recommended that an additional inspectionbe conducted to ensure that the corridor is consistent with the findings and conditionsidentified in this report and to identify any changes to the track infrastructure that mayhave occurred since this report. The following steps are recommended prior to FDOTacquiring the right-of-way from CSXT: FDOT to arrange for a Track Geometry Measurement System/Gage Restraint

Measurement System car and an Internal Rail Defect Detector (Sperry) car to travel the

corridor prior to taking possession of the corridor to provide further details on:o Track geometry under full service loading

o Complete details of rail wear

o Track gauge strength and crosstie condition

o Presence of internal rail defects not detectable by other means

FDOT to conduct a final hi-rail trip and spot visual inspection to confirm CSXT has

performed programmed upgrades identified in this report i.e. tie program and railprogram.

Obtain all possible engineering and inspection records that CSXT has not provided tothat point including, but not limited to, rail failure, rail testing, track geometry recordsfor the last five years, and traffic records for the last 30 years.


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