Pages From Track Assessment 0107

January 2007
FINAL
TRACK ASSESSMENT AND

MAINTENANCE PLAN
REPORT
Financial Identification Number: 412994-2-22-01 Central Florida Commuter Rail Transit
Track Assessment and Maintenance
Plan Report – Final
Track Assessment and Maintenance Plan

Report
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
TABLES
Table 1 – FRA Track Safety Standards for Class 4 Track 5
Table 2 - Estimated Cost of Engineering/Maintenance-of-Way Function 30
Table 3 – Summary of Recommended Improvements 31
FIGURES
Figure 1 – Regional Location Map 2
Figure 2 – Existing Double Track 61 Mile Corridor 4
APPENDICES
Appendix A – CSX Track Charts and Timetable
Appendix B – Detailed Inventory Data Tables
Appendix C – Grade Crossing Condition Report
Appendix D – Track Maintenance Plan
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1. Introduction
1.1 PURPOSE OF REPORT
The Federal Transit Administration (FTA) is serving as the lead agency in the preparation
of an Environmental Assessment (EA) for the Central Florida Commuter Rail Transit
(CFCRT) project. The CFCRT project sponsors include the Florida Department of
Transportation (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 build
option of the CFCRT, shown in Figure 1, is 60.8 miles long extending along the CSXT “A”
Line from the DeLand Amtrak station in DeLand in the north to Poincianna Blvd in the
south.
The CFCRT will provide a bi-directional service on weekdays only, at 15-minute peak
period and 60-minute mid-day and evening service frequencies. Commuter rail service
would be operated with diesel-multiple unit (DMU) cars. The communities directly
impacted by the CFCRT are DeLand, Orange City, DeBary, Volusia County, Sanford, Lake
Mary, Longwood, Altamonte Springs, Maitland, Winter Park, Orlando, Edgewood,
Meadowoods, Orange County, Kissimmee and Osceola County.
In support of FDOT’s acquisition of the railroad right-of-way for operations of the

commuter rail service, an assessment of the existing conditions of the rail corridor was
conducted. A track condition assessment and material inventory of the 61 miles of mainline
track, 18.5 miles of second mainline track, sidings and adjacent yard tracks and 126 at-grade
crossings within the CSXT Sanford Subdivision between MP 749.7 (DeLand Amtrak
Station) and MP 814.1 (Poinciana Industrial Park) was carried out by the Earth Tech Team
between November 14, 2006 and November 30, 2006. This report serves as a summary of
the 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 Standards
Class 4 track.
Recommendations necessary to upgrade the sidings and yard tracks proposed to be
future CFCRT Mainline to FRA Class 4 mainline track in order to remain in
compliance with FRA requirements.
An estimate of the present value of the railway infrastructure (track structure) in the
61 mile corridor.
Recommendations for an annual track maintenance plan.
1 JANUARY 2007
2 JANUARY 2007
1.2 BACKGROUND
The CFCRT rail corridor has sections of both single and double track, as shown in Figure 2
on the following page, and is currently owned and operated by CSX Transportation as a
freight railroad serving central Florida. Through operating agreements, Amtrak operates
inter-city passenger rail services through the corridor between Jacksonville and Miami and
Tampa Bay and the Florida Central (FCEN) shortline/regional railroad operate freight
service between MP 790 (Robinson Street) and MP 796 (Taft yard). Amtrak also has
highway vehicle loading/unloading facilities and rolling stock service facilities connected
to 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 operating
speeds of 80mph for passenger trains and 60mph for freight trains. At locations within the
corridor, 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/or
locally designated speed restrictions.
2. Inspection Criteria
This section provides a brief summary of the criteria used in evaluating the railroad
corridor and the methodology used in the inspection.
2.1 REQUIREMENTS
In order to accommodate train operations, the FRA has developed a range of track
classifications that govern requirements and identify the operating speeds for each
category, or class, of track. Necessary railway improvement requirements are determined
based on desired operating speeds and travel trip times for trains operating over rail lines.
These requirements are based on the FRA’s Track Safety Standards, Title 49 Part 213,
updated June 28, 2004; and the American Railway Engineering and Maintenance-of-Way
Association’s (AREMA’s) Manual for Railway Engineering. Criteria for Class 4 track for
mainlines and sidings can be found in Table 1.
3 JANUARY 2007
4 JANUARY 2007
Table 1 – FRA Criteria for Class 4 Track for Mainlines and Sidings
Maximum Freight: 60 mph
Operating Speed Passenger: 80 mph
Gauge 4’8” – 4’9½”
Alignment – Deviation in 62’ line at mid-ordinate may not be more than 1½”
Tangent
Alignment – Deviation in 62’ chord at mid-ordinate may not be more than 1½”
Curve
Deviation in 31’ chord at mid-ordinate may not be more than 1”
Runoff May not exceed 1½” 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 may
not be more than 1¼”
The difference in crosslevel between any two points less than 62 feet apart may not be more than 1¾”
The 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 will
not hold spikes or rail fasteners;
(3) So deteriorated that the tie plate of base of rail can move laterally ½ inch relative to the crosstie; or
(4) Cut by the tie plate through more than 40 percent of a crosstie’s thickness
Each rail joint location shall have one crosstie whose centerline is within 18 inches of the rail joint
location, 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 ¼”
If a joint bar is cracked, broken, or because of wear allows excessive vertical movement of either rail
when all bolts are tight, it shall be replaced
In 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 least
eight of any 10 consecutive ties.
No metal object which causes a concentrated load by solely supporting a rail shall be allowed between
the base of the rail and the bearing surface of the tie plate
Turnouts and Track shall be equipped with rail anchoring through and on each side of track crossings and turnouts, to
track crossings restrain rail movement affecting the position of the switch points and frogs.
Guard check gauge may not be less than 4’6 3/8”
Guard face gauge may not be more than 4’5 1/8”
Flangeway depth shall not be less than 1½”
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 40
million 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 be
operated to all of its positions during one inspection in every 3 month period.
5 JANUARY 2007
The field inspection assessed the track condition, where applicable, guided by the FRA
requirements for Class 4 (60mph freight and 80mph passenger). However, though FRA
Track Safety Standards specify many of the track condition parameters used in this
inspection, they do not specify the type of track or several other attributes. The
following describes some other considerations used in the inspection.
Track: Conventional, standard gauge North American track using I-section steel rails
attached to timber ties with track spikes has evolved over many years led by the
developments 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 have
their own standards which often exceed those of AREMA.
For operation at FRA Class 4 speeds with a moderate traffic density (approximately
5 to 20 million gross tons per year) the type of track that has evolved as the most
commonly used consists of:
o 115lb or heavier continuous welded rail
o #1 (9” X 7”) preservative treated timber ties 8’-6”” to 9’-0” long
o Coarse (2” – 2.5” maximum size), hard, abrasion resistant, free draining
crushed rock ballast
115# or heavier rail is used because it is stiff enough to provide moderate deflection
under train loading. This reduces degradation of the rail itself and of the supporting
tie plates, ties, ballast and subgrade, leading to extended life of these components
and economical long-term maintenance costs. A further benefit, consistent with the
use of the moderately heavy rail section, is that the rail be continuously welded
rather than bolted. The bolted joints are less stiff than the continuous rail and thus
partly negate many of the advantage of using the stiffer rail. Bolted joints result in
increased components (joint bars and bolts) that require frequent maintenance.
Further disadvantages of bolted rail are increased incidence of fatigue related rail
failures (broken rails), wear and maintenance on rolling stock and, particularly
applicable to passenger train operations, a considerable increase in noise, vibration
and 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 the
quantity of dissolved hydrogen in the hot steel thereby greatly reducing
the incidence of shatter cracks that expanded as the rails fatigued in use
and caused many broken rails.
B. “Clean Steel” introduced in the 1980s, which reduced many of the
microscopic contaminants in the steel. This also greatly reduced the
incidence of fatigue related rail failures and broken rails.
C. “Heat Treated Rail” introduced in the 1980s, which hardened the part of
the rail subject to wear by the wheels running on it, thus increasing the
life of the rail.
Ties: #1 8’-6” or 9’-0” treated timber ties provide sufficient strength and bearing area
on the ballast to perform well in a mainline. The reduced strength and bearing area
of the smaller #2 (8” X 6”) 8’-0” or 8’-6” long ties results in poorer performance
requiring increased maintenance in a mainline, though they are suitable in lighter
traffic, slower speed tracks such as branch lines, sidings and yard tracks. There are
6 JANUARY 2007
small numbers of #2 ties in the mainline tracks. However, where #2 ties are found in
mainline track, it is not cost-effective to replace them with new #1 ties. It is industry
practice to wait for their normal replacement cycle before upgrading to #1 ties.
Ballast: In being a strong, durable and easily machine adjustable transition between
the ties and the foundation or subgrade, the track ballast has to be:
A. Capable of compaction to support loads
B. Free draining to dissipate moisture that would reduce its strength
C. Hard and abrasion resistant to ensure durability without generating fine
particles that would impede drainage
D. Sharp and angular to grip the ties and provide lateral strength for the
track
The material which best combines these qualities is a crushed preferably fine grained
igneous rock with a maximum size of about 2” to 2.5”. Some types of hard
limestones 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 7/2/2004
2. 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 tracks
and of sidings or other portions of track and right-of-way to be incorporated into
the 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 and
yard track condition within the 60.8 mile CFCRT corridor, as well as recommended upgrades to
the 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 the
interval between this assessment and a subsequent take-over by FDOT for the CFCRT project, it
is expected that CSXT will carry out some improvements, repairs and upgrading. Information
on plans for this type of work was not provided by CSXT except for verbal information that a
heavy tie and curve patch rail replacement programs is planned for the area between Sanford
and Taft in the coming work season. No planned improvements have been accounted for as
part of this assessment. Therefore, adjustments may have to be made to these
recommendations for upgrading or repair work as a result of any subsequent work carried out
by 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 the
initial capital cost with long-term maintenance costs. This financial strategy is detailed in
Appendix D.
General
Existing Main Tracks and Existing Sidings and Yard Tracks To Be Part of CFCRT
Second Main Track: The track on the portion of the CSXT Sanford Subdivision
proposed for the Central Florida Commuter Rail Transit presently operates as a
medium density freight and passenger line on a Class 4, generally single main track
with sections of second main track, on Class 2 sidings and on Class 1 wayside yard and
industrial (customer) tracks. For the proposed CFCRT, it will still operate as a medium
density freight and passenger facility and it will require Class 4, generally double, main
track together with lower class maintenance and storage tracks. Operation on CSXT
wayside yard and industrial tracks was not considered in this assessment.
8 JANUARY 2007
Class 4 mainline track, MP 751.80 (Deland)
Class 2 siding with poor drainage condition, MP 791.00 (Gore Street)
Class 1 yard track with 85lb rail, MP 792.60 (Pineloch Yard)
9 JANUARY 2007
The existing main tracks are currently operating at FRA Class 4 speeds except for areas
where track geometry and/or local restrictions reduce this speed. The existing single
main track is of a type, strength and design that is appropriate for the proposed main
track operation. Portions of it, though presently safe for operation as Class 4 track, are in
a deteriorated condition that will require programmed track work as part of regular
maintenance. This work will reduce daily maintenance costs and possible slow orders,
which would result in CFCRT train operations being delayed and made unable to
maintain their planned schedule.
The existing main tracks should be upgraded to improve their condition before
operation of the CFCRT. Upgrading the balance of the existing tracks to be suitable for
Class 4, high reliability, low maintenance and high passenger comfort operation will be
required 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 currently
operate at FRA Class 2 or lower speeds. Major portions of the proposed second main
track will be newly constructed to the required standard. Others will require substantial
upgrading 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 maintenance
and 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 some
Class 1 yard tracks (approximately nine miles at various locations such as Rand
Yard, Benson Junction, Longwood, Taft and Kissimmee) that will become part of the
proposed main track are not of a type and design which is appropriate and will
have to be upgraded to an appropriate type and design. This will ensure
conformance to Class 4 track safety standards and ensure good ride quality for
passenger comfort.
Basic Maintenance: Both the overview inspection with FDOT Track Safety Inspector
Jacobs and the subsequent walking inspection and data gathering revealed that though
the 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 to
effectively deal with the track’s needs.
The defective rails and defective track gauge noted by Mr. Jacobs, which required
immediate imposition of train speed reductions or repairs to the track before a train
could be safely operated, provide illustrations of this. Other illustrations are the rail
lubricators generally failing to operate correctly and other track conditions noted in this
report, including particularly turnout and frog maintenance.
10 JANUARY 2007
Recommendation: To ensure safe and reliable operation of CFCRT, it will be important

that an adequate basic maintenance staff and a good program of quality control be
provided to deal effectively with this very important part of railroad operation.
Recommendations for the track maintenance plan are described later in the report.
Track Geometry
The general track alignment, surface and crosslevel is good, though road crossings are
frequently 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 are
resulting in gauge widening. These areas are small enough that they can easily be
corrected through basic maintenance. Curve superelevation and spirals of existing
sidings and yard tracks will need to be reviewed and adjusted as necessary for
operation as Class 4 track.
Recommendation: The general main track alignment, surface and crosslevel are good
and are being maintained as needed. There are variations at at-grade highway/railroad
crossings, through station platforms and at locations adjacent to other tracks. Correction
of track alignment and surface will be part of the correction to those other specific
locations dealt with elsewhere in this report. Although, no specific upgrading for track
geometry is required for the main track, existing sidings and yard tracks will require
adjustment for Class 4 operation.
Rail
The 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 mainly
continuous welded though there are some areas of bolted rail (e.g MP 790 near
Robinson Street and MP 791 near Gore Street). Sections include 100, 112, 115, 122 and
132 lb. Rail varies in age. The 112lb and heavier dates from 1940 to 2005 and some of the
100lb rail dates from 1927.
The rail has generally been well maintained. There is evidence of a curve patch rail
program to replace curve worn rail and a rail-grinding program was in progress at the
time of this assessment. It is understood that further curve patch rail will be installed in
the coming year.
There is considerable rail wear in curves and some of this rail should be replaced before
operation by CFCRT.
The areas of the existing sidings with 115lb bolted rail will provide inferior ride quality
for passenger trains and the required higher level of maintenance will be both expensive
and difficult to carry out given the anticipated operation of passenger trains during the
day and freight trains at night.
The 100lb bolted rail dating from 1927 compounds these difficulties with a less stiff
section and poorer metallurgy. This rail is generally not controlled cooled and can be
expected to develop more rail defects than more modern rail. Consideration should be
given to replacing all bolted rail in the proposed main tracks with 115lb or heavier
continuous welded rail.
11 JANUARY 2007
Recommendation: Rail in the existing single main tracks is continuous welded rail from
115# to 141#. As such, it is suitable in terms of type and design as is some of the rail in
the second main track and sidings. Rail varies in age from new (2005) for some recent
curve replacement to as old as fifty years old. The following describes specific
recommendations 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 Appendix
B, as part of the Track Data and Rail Wear tables. A summary of rail wear sufficient to
be planned for upgrading is provided. This summary includes the following:
Priority 1 totaling 2,009 feet at three locations should, subject to
confirmation by further detailed measurement be replaced before
operation of CFCRT.
Priority 2 rail totaling 5,037 feet at five locations is worn to extended
wear limits. Only non-fatigued rail and rail preserving good geometry
and 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 this
information can be obtained, this rail should also be planned for
replacement before operation by CFCRT.
Priority 3 rail totaling 41,443 feet not including those portions noted as
“possibly relay rail” whose lengths were not obtained, should be
provided with high clearance joint bars and planned for renewal if
there is evidence of fatigue. Again, information on rail fatigue
including total traffic figures and rail performance history were not
made available by CSXT.
Rail “R”, indicated in Table B-1 of Appendix B, is approximately half
worn out. It will eventually require replacement however without
accurate information on the rail’s history it is not possible to estimate
its remaining service life. If the necessary information becomes
available an analysis and forecast could be developed.
o Bolted Rail: Some of the rail within the existing second main track between MP
784.7 (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 the
existing siding between MP 759.8 and MP 761.8 (Benson Junction) except for the
curve at MP 760.2 is also 115 lb. bolted rail totaling 1.55 track miles or 3.1 rail
miles. This rail can be expected to give inferior ride quality, increased track
maintenance and increased rates of rail failure. It
should be upgraded by replacement with
continuous welded rail.
The rail in the second main track from MP 791.9
(Orlando Amtrak/ORMC) to MP 793.0 (Drennen
Road, Orlando) totaling 1.1 track miles or 2.2 rail
miles and the rail in the east yard track from MP
797.2 to MP 797.55 (Taft Yard) totaling 0.25 track
miles or 0.5 rail miles is 100 lb. bolted. This rail
dates back to 1927 and 1928. It is not suitable for 1951 115lb bolted rail in siding, MP
main track operation of the CFCRT and should be 785.00 (Longwood)
upgraded by replacement with 115 lb. continuous welded rail.
12 JANUARY 2007
Rail on three-degree curve designated for Priority 1 replacement, MP 786.80 (Winter Park)
Rail on two-degree curve designated for Priority 2 replacement, MP 757.14 (Orange City)
Rail on one and a half-degree curve designated for Priority 3 replacement, MP 775.14 (Lake Mary)
13 JANUARY 2007
Turnouts
The suitability of the turnouts for the proposed operation varies widely. There are
modern #20 and #16 turnouts of the heavier rail sections, usually at the ends of double
track or sidings, some with welded switch points. These are suitable for the proposed
operation.
There are a large number of #12, #10 and #8 turnouts with heavier rail sections
connecting to customer, industrial and yard tracks. These turnouts are also suitable for
the proposed operation though there will be some deterioration of ride comfort.
There are several 100lb turnouts. These are marginal for the proposed operation and
should 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 considered
to be unsuitable for use at speeds over 30mph. If the turnouts are not replaced for other
reasons, consideration should be given to either adding guardrails or replacing the frogs
with rail bound manganese (RBM) frogs and guardrails.
There are partly dismantled or apparently unused turnouts in a few locations. If not
required, these should be removed.
Twelve frogs have cracked manganese steel inserts plus spalling, chipping, excess metal
flow and wear. Repair and/or replacement will be required soon.
Switch point and stock rail condition ranges from poor to good. Some of the switch
points are worn to near their limits and stock rails are becoming flattened and gauge
corner checked. Replacement will be required soon.
Switch ties are generally fair to good. There are some clusters of failed ties, particularly
under frogs. These are resulting in poor ride quality and can lead to damage to the
frogs.
A number of rail braces are loose or have fallen off. They should be tightened or
replaced.
There are also quite a few twin tie plates that are badly bent or broken. These should be
replaced.
Recommendation: Turnouts are a high maintenance part of the track. Many of the
deficiencies identified in the turnouts, specifically maintenance of frogs, switch points
and stockrails, relate to basic maintenance and should be corrected. The major
upgrading will be ballast undercutting and replacement of light 100 lb. turnouts located
in secondary yard tracks, which will become part of the CFCRT main tracks, with
strong, modern 115 lb. turnouts. Details for specific locations are provided in
Appendix B - Turnout Data, Repairs, Action.
14 JANUARY 2007
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)
15 JANUARY 2007
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)
16 JANUARY 2007
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 9”
X 7” or 8” X 8”) are generally suitable for the proposed main track use. The 9” X 7” are
preferred because of their greater bearing area but it would not be economically feasible
to select and replace the 8” X 8” ties. The existing sidings and yard tracks, which will
form part of the proposed main tracks, also have some 9” X 7” ties and 8” X 6” ties. The
8” X 6” ties are not optimal for main track use but, again, it would not be economically
practical to select and replace them.
The general tie condition is fair. As expected in a warm, moist climate in track
carrying 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 a
heavy replacement has been carried out recently. Tables B-1, B-3 and B-3a in
Appendix B give the density of defective ties per 100ft sample. In Class 4 track, tie
replacements are most economically carried out, consistent with safety, at a density
of about 800 to 1000 ties per mile (15 to 19 ties per 100 track feet). It is seen that this
density 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) and
from 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 or
sidings, is at a comparable level. The dates of past tie replacement programs, as
shown on the CSXT Track Charts, indicate that this area had tie replacements in
1998, 1999 and 2000.
It is understood from conversation with CSXT staff that they intend to carry out a
tie replacement program from Sanford to Taft [approximately MP 764 to MP 799] in
2007.
Recommendations: Prior to CFCRT start-up in 2009, all the existing main tracks and
sidings from MP 750 (DeLand) to MP 811 (Kissimmee) should have a tie
replacement program. If CSXT proceeds with its reported plans for tie replacement
from MP 764 (Sanford) to MP 799 (Stanton Connection) then only the remainder
from 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 will
then be a window of about 4 to 6 years in which no major tie replacement will be
required.
17 JANUARY 2007
Recent tie replacement program, MP 813.00 (Poinciana)
Successive poor ties, MP 772.00 (Lake Mary)
Successive poor ties, MP 785.77 (Winter Park)
18 JANUARY 2007
Ballast
The main track ballast consists of crushed rock in sizes ranging up to approximately
2.5in. The older material situated deeper within the ballast section is finer with a
maximum 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 unidentified
type 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 some
contamination by an accumulation of finer (<0.75in) material that appears to be largely
coal, crushed limestone and other granular materials probably spilled from railroad
cars. Nonetheless and with the exception of areas noted under “Drainage” above, the
main track ballast is generally in fair to good condition. There is little evidence of
serious general ballast breakdown into very fine rock flour and the ballast continues to
provide good support for the track structure and drainage into the porous underlying
sand subgrade.
The condition of the ballast in the sidings and in portions of the main track through low
speed yard areas adjacent to other tracks is generally poorer than in the higher speed
main track. The sidings generally have had less of the newer, coarser ballast added; they
have also accumulated more spillage of transported products and, generally being
lower than the main track, drainage is not so good. These areas will require either
ballast undercutting or the addition of a substantial lift of new ballast to permit low-
maintenance of the track at Class 4 speeds.
Recommendation: Most of the problems with ballast condition are related to poor
drainage and are dealt with under that heading. There are some short areas elsewhere
indicated in Appendix B that could be corrected by spot undercutting in conjunction
with turnout undercutting, which is covered under Turnouts. This additional spot
undercutting of the most critical areas can be expected to total about 3 miles. Other
recommendations include:
o From MP 791.0 (north end of Kaley) to MP 793.90 (south end of Pineloch), the
existing west yard track (Track 3) will, in addition to replacement of its 100 lb.
rail require a complete ballast lift to upgrade the very poor existing ballast and
to raise the track for improved drainage.
o The existing sidings have older, finer and poorer quality ballast than the main
track, though it may be performing adequately under the present lower traffic
and speeds. The lower elevations of the sidings cause inadequate drainage
conditions to occur. The sidings should therefore be upgraded by a substantial
(6”+) ballast lift.
o The existing sidings and yard tracks which will become main track will need to
have their curve superelevation and spirals reviewed for operation as Class 4
track and additional ballast will be required for adjustment.
o Most of the existing main tracks are short of ballast shoulder due to years of
surfacing track lifts without the addition of extra ballast. This shortage is
particularly apparent on curves, though some of them have recently had ballast
added, which has not yet been regulated. The existing main track from MP 750
(DeLand) to MP 789 (Orlando) and MP 802 (Kissimmee) to MP 813 (Poinciana)
and the second main track from MP 787.8 (E. Rollins Street, Orlando) to MP 792
(Grant Street, Orlando) will require a light addition of shoulder ballast.
19 JANUARY 2007
o As the ballast condition will continue to deteriorate, it is recommended that the

ballast upgrading all be completed prior to operation by CFCRT. If this is not
possible, the main track spot undercutting but not the turnout undercutting
could be delayed for a very few years.
Fouled ballast, MP 756.50 (Orange City)
Fouled ballast, MP 796.04 (just north of Taft Yard)
20 JANUARY 2007
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)
21 JANUARY 2007
Subgrade
The fine, compact sand subgrade drains well, there is minimal erosion and generally
follows the low, flat topography on a shallow fill. There are also some areas of shallow
cuts. Despite the fine granular soils and seasonal heavy rain, there is little evidence of
soil 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.
Drainage
The porous subgrade effectively drains the ballast/sub-ballast and has minimized
ballast deterioration except in a few areas, mainly road crossings, where drainage from
the road surface and contamination have caused wet areas resulting in an accumulation
of fines in the ballast and track surface deviations.
Surface drainage of the track and right-of-way is generally achieved by sloping away
from the track together with the provision of ditches where required. At areas of poor
surface drainage, such as at stations with center platforms (Sanford Amtrak, Winter
Park Amtrak, Orlando Amtrak/ORMC) and in the yards where adjacent tracks impede
drainage, 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 following

improvements are recommended:
o It is understood that station platforms between the main tracks will be
eliminated and surface drainage re-established in these areas.
o As road crossings are replaced or upgraded, it is important that provision be
made 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, Winter
Park) to MP 793.1 (Pineloch Yard, Orlando) has the poorest drainage
because of adjacent tracks hindering surface drainage. This area should
ideally have the tracks sledded and raised on fresh ballast. This would
permit surface drainage and facilitate shallow ditching. It would also
improve the ballast condition by surrounding the track with strong, well-
drained ballast. Unfortunately the number of road crossings at grade will
make this solution extremely slow and expensive and obtaining the
agreement of the road authorities to raise the roads will be very difficult. As
an alternative, the ballast can be undercut and the track given a minimal
raise or no raise at the road crossings and a greater lift between crossings.
This combined with removal of the undercutter waste and improvements to
the 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, though
often overgrown by vegetation, appear to be functioning adequately and
will not require upgrading unless specific problems appear.
22 JANUARY 2007
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)
23 JANUARY 2007
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)
24 JANUARY 2007
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)
25 JANUARY 2007
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 be
expected to last for many years. Joint bars and bolts are in fair to good condition. Due
to rail wear, some joint bars, particularly in sidings, curves and turnouts are being
struck by wheel flanges. Curve rail replacement and rail upgrading will alleviate much
of this. Other possible courses of action are to weld the rail joints and eliminate the
bolted joints or to use high clearance joint bars. Some bolts are loose or missing. This can
easily be corrected through increased maintenance.
Recommendation: In general, the tie plates, spikes and rail anchors are in good
condition and do not require upgrading. The joint bars and bolts are suffering from
maintenance deficiencies, usually loose or missing bolts. This is a small volume task that
should be corrected as part of basic maintenance. In areas of worn rail, wheels are
striking some of the joint bars. This is also a small volume problem that could be
corrected as part of basic maintenance or through rail replacement, which is dealt with
elsewhere in this report.
Rail Lubricators
There are a number of rail lubricators in the corridor to reduce rail wear on the more
severe curves. They are generally not performing correctly. There is no evidence of them
pumping grease and it is not known if this is due to their grease supply being exhausted
or 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. Their
main problem appears to be a lack of required maintenance and adjustment. Adjust or
replace those components that are defective, worn out or in need of adjustment.
26 JANUARY 2007
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)
27 JANUARY 2007
At-Grade Highway/Railroad Crossings

As shown in the Grade Crossing Condition Report provided in Appendix C, there are
126 highway/railroad crossings at grade throughout the corridor. Due to the high
population 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 rather

than 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 deteriorating
from either age or increased vehicle traffic and should be considered for repair or
upgrading to a more long lasting surface.
o Full Depth Rubber: Full depth rubber crossings were introduced about twenty
years ago for use on heavily traveled crossings. They have proved to be adequate in
moderate 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 are
very badly deteriorated or verging on complete failure. They should be replaced or
upgraded 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 are
generally regarded as the most effective heavy traffic crossings in general use. The
existing crossings of this type appear to be performing well, though they have
probably not been in place long enough to determine their full service life. It is likely
that 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 existing
conditions were assessed on a per crossing basis. The existing conditions and
recommended 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)
28 JANUARY 2007
4. Track Maintenance
Track maintenance is normally considered together with right-of-way maintenance and

separate from bridge and signal maintenance because of the different skill sets and
qualifications required by those performing the maintenance, though there is a degree of
overlap 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 per
week) 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, a
track maintenance plan has been developed. The details of the track maintenance plan are
provided in Appendix D. In general, the track maintenance plan should focus on the
following:
Basic Maintenance: Even with strong good quality track, in a passenger train
operation, 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 provided
together with a quality control program that includes frequent operation of Track
Geometry Measurement System and Rail Internal Defect Detector cars.
Rail: Even if the rail replacement recommended in the upgrading section above is
carried out, most of the rail in the existing main tracks will be quite old and rail in
curves will continue to wear out. A long term replacement of about 1.0 to 1.5 miles of
worn curve rail per year will be required. As rail in the tangents ages and accumulates
traffic tonnage, fatigue failures will eventually determine its life. Without information
on 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 about
800 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, structures
and signals, has been estimated as a point of reference. This estimate is based on
experience with systems of similar size, overall industry experience and the condition of
29 JANUARY 2007
the right-of-way. The total cost is estimated at approximately $3.6-$4.6 million per year, as
summarized in the following table.
Table 2 – Estimated Cost of Engineering/Maintenance-of-Way Function

Cost Component Estimated Cost Range
Salaries $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 have
been recommended to ensure that the track is compliant with FRA Class 4 track. The
following table summarizes those recommendations:
30 JANUARY 2007
Table 3 – Summary of Recommended Improvements

Attribute Inventory Finding Recommendation Quantity Location(s)
General Generally complies with Upgrades to reduce future See Below Corridor MP 749.7
Corridor FRA Class 4 Standards maintenance and enhance (DeLand) to MP
passenger comfort 814.1 (Poinciana)
Subgrade Fine, compact sand that No upgrades n/a n/a
drains well with minimal recommended.
erosion. Subgrade is stable.
Drainage Porous subgrade effectively Reestablish surface 3550 LF (length of MP 766.17 to MP
drains the track structure. drainage in areas where center platforms) 766.51 (Sanford
Isolated areas of poor island platforms exist. Amtrak)
drainage and puddling. Surface and subsurface MP 785.55 to MP
drainage improvements 785.76 (Winter Park
as grade crossings are Amtrak)
upgraded or replaced. MP 791.28 to MP
Undercut and raise track. 791.54 (Orlando
(see Ballast section) Amtrak)
Rail Considerable rail wear in Replace rail according to Priority 1 – 2,009 LF of Generally located on
curves assigned priority (see rail curves
Appendix B) Priority 2 – 5,037 LF of
rail
Priority 3 – 41,443 LF
of rail
Generally bolted rail in Replace bolted rail with 63,888 LF of rail MP 784.7 (Winter
sidings continuously welded rail Park) to MP 791.9
(Orlando)
MP 760.2 to MP
761.8 (Benson Jct.)
Rail on some sidings was Replace OH 1927‐28 rail 14,256 LF of rail MP 791.9 to MP 793.0
100lb, dates from 1927‐28 with 115lb, control‐cooled (Pineloch)
and was manufactured in (CC) continuously welded MP 797.2 to MP
an open‐hearth (OH) rail (CWR) 797.55 (Taft)
furnace
Ties Hardwood timber ties, Tie replacement program 47,600 EA MP 749.5 (Deland) to
generally 8ʹ‐6ʺ long and to replace defective ties MP 812.0 (Poinciana)
9ʺx7ʺ or 8ʺx8ʺ section should take place before ML (25%
though some have a section CFCRT operation begins. replacement)
of 8ʺx6ʺ which is It is not recommended to 17,500 EA #2 Main and
substandard for mainline replace the 8ʺx6ʺ ties until sidings/yards (25%
use. they become defective. replacement)
Other Track Tie plates, spikes and rail In general, there are no Minimal throughout Corridor – as
Material anchors are generally in upgrades required. Joint 60.8 miles required
very good condition and bars and bolts require
can be expected to last for some maintenance.
many years.
31 JANUARY 2007
Attribute Inventory Finding Recommendation Quantity Location(s)

Ballast Most ballast on the mainline Spot undercutting in Undercut 10,720 TF MP 791.00 (north
is crushed rock ranging in critical areas and end of Kaley) to MP
size up to approximately 2.5 turnouts. Ballast lift (6ʺ+) 793.90 (south end of
inches. Finer gradations of to sidings and yard tracks. Pineloch), west yard
crushed rock are found Additional ballast will be track
deeper in the trackbed. required when adjusting Adjust Corridor MP 749.7
Poorer conditions often superelevation and superelevation and (DeLand) to MP
exist on sidings and in spirals. Some areas will spirals 814.10 (Poinciana)
yards. require additional ballast Restore ML shoulder MP 750.0 (DeLand) to
to restore the shoulder ballast MP 789.0 (Orlando) &
profile. MP 802.0 (Kissimmee)
to MP 813.0
(Poinciana)
Restore #2 ML MP 787.8 (Florida
Shoulder ballast Hospital) to MP 792.0
(Grant Street,
Orlando)
Turnouts Suitability and condition of Maintenance of frogs, Specific requirements See Appendix B
turnouts vary widely. Some switch points and for each turnout are
are modern #20 with stockrails should be given in Table 4 of
welded points and others corrected by CSX. Appendix B
are 100lb #8 with solid Undercutting and
manganese self guarded replacement of 100 lb
frogs. Many turnouts turnouts will need to take
exhibited some level of place before operation of
deterioration. CFCRT.
Track The general track alignment The required adjustments 22 miles #2 main, sidings &
Geometry and gauge are good. Poorer will be needed primarily yard tracks
track alignment is often on the sidings and yard Line and surface ML
found in grade crossings, tracks to bring them adjustments
station platforms and other within compliance of FRA accounted for under
adjacent tracks. Class 4 track other attributes
Rail Generally not performing Adjust and replace 5 lubricators MP 751.10
Lubricators correctly components of lubricator. (DeLand)
Routine maintenance MP 762.60 (DeBary)
required. MP 765.82 (Sanford)
MP 773.50 (Lake
Mary)
MP 813.24
(Poinciana)
At‐Grade Asphalt paved with rubber Specific recommendations 126 Crossings See Appendix C
Highway/ flangeways, full depth for each crossing are
Rail rubber and pre‐cast concrete provided in Appendix C
Crossings crossings in varying
conditions
32 JANUARY 2007
5.2 FINANCIAL STRATEGY

During the Preliminary Engineering phase, the project will strive for a balance between the
initial investments in Capital Improvements that will provide safe, reliable operations at
service 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 on
the corridor and the windows of opportunity for maintenance activity. A more detailed
description 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, the
estimated 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. The
present value estimate does not include costs for bridges, signals, systems and right-of-way
acquisition.
5.4 PRE-ACQUISITION INSPECTION

Prior to the acquisition of the right-of-way, it is recommended that an additional inspection
be conducted to ensure that the corridor is consistent with the findings and conditions
identified in this report and to identify any changes to the track infrastructure that may
have occurred since this report. The following steps are recommended prior to FDOT
acquiring 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 rail
program.
Obtain all possible engineering and inspection records that CSXT has not provided to
that point including, but not limited to, rail failure, rail testing, track geometry records
for the last five years, and traffic records for the last 30 years.
33 JANUARY 2007

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January 2007

TRACK ASSESSMENT AND

Track Assessment and Maintenance Plan

3 FIELD INSPECTION FINDINGS AND RECOMMENDATIONS 8

4 TRACK MAINTENANCE PLAN 29

1.1 PURPOSE OF REPORT

In support of FDOT’s acquisition of the railroad right-of-way for operations of the

 Descriptions of the inspection criteria and requirements.

2.2 INSPECTION METHODOLOGY

• Joint condition where applicable

3. Field Inspection Findings and Recommendations

Class 4 mainline track, MP 751.80 (Deland)

Class 2 siding with poor drainage condition, MP 791.00 (Gore Street)

Class 1 yard track with 85lb rail, MP 792.60 (Pineloch Yard)

Recommendation: To ensure safe and reliable operation of CFCRT, it will be important

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

Frog in poor condition, MP 797.42 (Taft)

Chipped switch point, MP 797.11 (Taft)

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

Recent tie replacement program, MP 813.00 (Poinciana)

Successive poor ties, MP 772.00 (Lake Mary)

Successive poor ties, MP 785.77 (Winter Park)

o As the ballast condition will continue to deteriorate, it is recommended that the

Fouled ballast, MP 756.50 (Orange City)

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

Mudspot in ballast, MP 755.13 (Orange City)

Ballast shoulder deteriorated, MP 752.10(DeLand)

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

Recommendation: To address the isolated areas of poor drainage, the following

Typical R/W with vegetation growing in subgrade

Sandy subgrade evident, MP 753.57 (DeLand)

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

Intertrack platform, MP 766.30 (Sanford)

Intertrack platform at Amtrak station, MP 791.30 (Orlando)

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

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

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

Other Track Material

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

Rail lubricator not working in MP 813.24 (Poinciana)

At-Grade Highway/Railroad Crossings

Deterioration of at-grade crossing surfaces is mainly a function of road traffic rather

At-grade crossings surfaces are categorized into three general types:

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

Track maintenance is normally considered together with right-of-way maintenance and

 Safety of the public and employees

Track maintenance is usually considered in three broad segments:

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

Salaries $1,171,000 $1,357,000

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

5.1 RECOMMENDED IMPROVEMENTS

Table 3 – Summary of Recommended Improvements

Attribute Inventory Finding Recommendation Quantity Location(s)

5.2 FINANCIAL STRATEGY

5.3 PRESENT VALUE

5.4 PRE-ACQUISITION INSPECTION

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

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Descriptions of the inspection criteria and requirements.

Safety of the public and employees