![]() Railcar Replacement and Rehabilitation Program: $5B over the next 10 years, which is about 28% of total SGR needs.Given the 10-year SGR needs total to $17B alone, what are some of the major investments that are involved? The asset groups above the diagonal line carry a higher level of risk and have bigger impacts on safety, reliability, and ridership. Figure 1 illustrates the risk profile of SGR investment needs for assets exceeding $10M, based on the risk of failure and the consequence of failure. 1: Risk profile of SGR needs for assets > $10M (click for full report)Īfter being inventoried, the existing assets then went through the prioritization process using the risk-based prioritization approach, as described in Ramona’s blog post. Some of the findings might surprise some Metroskeptics or armchair transit planners, but Metrorail has among the highest capacity infrastructure in the industry, which – when in a state of good repair – allow it to outperform its peers in a number of key areas.įig. ![]() We developed a white paper (PDF) to answer those questions. But it also raises some interesting questions: How does Metrorail’s capacity compare to peers? How does Metrorail compare to its peers in terms of train throughput and what are the specific constraints that prevent trains from operating more frequently? Are there any ways to increase the capacity of the existing system beyond 26 trains per hour? In a previous post, we explained that Metro doesn’t schedule more than 26 trains per hour at any point in an effort to balance reliability with high capacity operations. Though it has several key constraints, the Metrorail System’s capacity compares favorably with its peers and even out-performs them in several key measures.
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