Nearly four decades of LTK history includes the engineering expertise and services provided to Long Island Rail Road. This included the Life Cycle Maintenance Program (LCMP) and Shop Strategy Project. The assignment identified maintenance practices for the fleets, assessed employee skills on a craft-by-craft basis, identified material and labor requirements, formulated a LCMP and a plan for implementation; and developed a shop strategy, which included assessing facilities and workforce.

LCMP work plan involved an in-depth examination of LIRR equipment performance, developing analytical tools for determining component life cycle and making fact-based recommendations. The initial part of the project is the Equipment Analysis Phase that involved development of equipment lists, maintenance allocation charts, functional analyses, employee skills outline and equipment bills of material for the C-3 coaches, DE30 and DM30 locomotives, and the M-3 EMUs. LTK staff also developed LCMP and transition plans, equipment BOMs, spare parts inventories and maintenance cost estimates for M-7 EMUs, C-3 coaches, DE30s and DM30s and M-3 EMUs.

The Shop Strategy work plan involved five major tasks for the LTK team. We performed a Shop Strategy Assessment, which involved documenting and evaluating the capacities and capabilities of the existing equipment maintenance facilities. Recommendations were made that included the analysis required to develop the strategies for implementing the LCMP. LTK evaluated the present workforce, and made recommendations for a training program. Cost estimates were developed for the Shop Strategic Plan. The LTK team documented all recommendations with cost estimates and implementation plans.

LTK’s relationship with LIRR began in 1967, during the M-1 and M-1a procurement, and continued in 1979 through 1981 during the M-3 project. A total of 1,266 of these cars were built to service LIRR and what is now Metro-North Railroad. Since the M-series began, LTK has served as the lead engineering consultant on the M-1, M-1a, M-2, M-3, M-3a, M-4, M-6 , M-7 and the M-8.

The Elmonica Maintenance Facility is an ancillary complex to TriMet’s primary light rail maintenance base at Ruby Junction. Elmonica is the first facility in North America designed from the start to accommodate low floor LRVs. Built as part of the 18-mile Westside Extension, which opened in late 1998, Elmonica supports inspection, light repairs and component exchange of TriMet’s mixed fleet of high and low-floor cars as well as HVAC unit repairs for the entire fleet. The 18-acre site includes a 70,000-square foot shop building with eight work bays, a wash track and blowdown pit, and a track configuration, which allows for a high degree of circulation flexibility and storage for 48 LRVs, each 92- feet long.

Following its success with the development of the Ruby Junction facility a decade earlier, LTK performed all levels of design and construction management ranging from site selection to final engineering and building and site construction documents and acceptance. LTK recently assisted TriMet with the procurement of a new wheel-truing machine for this location and led the design of building modifications for its installation.

LTK served as prime consultant for design and construction of the Ruby Junction maintenance shop, storage yard and other support facilities for a 50-car LRV fleet serving initially the Banfield Line and eventually the proposed Westside Line. The firm performed all levels of design and engineering development for this 100,000-square foot building and 12-acre site development, which were completed in 1984. Since initial construction, LTK has assisted TriMet in the design and construction of changes to and expansion of the Ruby Junction facilities to accommodate the growing LRV fleet and to add functions required to manage and operate the growing MAX rail system.

South Florida Regional Transportation Authority (SFRTA) selected LTK to perform an assessment of their long-standing rolling stock maintenance practices.  LTK personnel inspected rolling stock, observed shop procedures, reviewed equipment records and service histories, and evaluated shop facilities.  Using this information, LTK developed a comprehensive Fleet Maintenance Plan to document maintenance requirements and suggest improvements in the planning and execution of maintenance activities. 

To implement the Fleet Maintenance Plan, LTK developed procurement documents to allow SFRTA to competitively solicit improved maintenance services from third-party providers under a new contract.   These documents included technical and regulatory requirements (“Scope of Services for Rolling Stock Maintenance”) and General Provisions and Special Provisions tailored to the specialized requirements of a rolling stock maintenance contract.

The “Scope of Services for Rolling Stock Maintenance” is a comprehensive life cycle maintenance-based plan designed to optimize the useful life of SFRTA’s rolling stock.  This scope includes well-defined requirements covering daily serving and inspection, preventive and life cycle maintenance, regulatory compliance, cleaning standards, facility maintenance, training and labor, materials management, operations support and emergency preparedness.

LTK assisted SFRTA throughout the procurement process and will continue to support SFRTA during the forthcoming transition to the new maintenance services contractor.

LTK was involved with the effort to modernize and expand MBTA’s Orient Heights Facilities. The firm’s work on this project began in 2000 with engineering design and continued in 2001 with construction management. The facilities rehabilitation project is in preparation for a new fleet of vehicles. LTK served as industrial designer for the facility with duties that included planning the renovation.

Staff members reviewed all related contractor submittals (drawings, calculations, technical documents, etc.). LTK had responsibilities for changes to the dc traction system in the yard tracks and track, which lead to the facility. The project objectives were to enlarge the service and inspection capability and increase the productivity of the repair activities in order to accommodate the anticipated increase in car fleet. The industrial equipment modernization included a wheel truing machine, car hoist systems, roof level platforms, modern truck repair area, new overhead cranes and improved body repair area. In addition, renovation was done to the existing train washer to include a wash water recycle system and a complete modernization of the facility infrastructure, including overhead catenary systems (OCS).

The expansions included a separate MOW Base to centralize and coordinate track, electric traction and signaling maintenance. The entire infrastructure (utility service, sewer, electrical, etc.) of the facility was renovated. The office facilities were expanded, and a new lubrication distribution room, elevator and storage space were added.

Wash Water Recycle System and New Oil Water Separator

The existing train washer equipment was up-graded in 1993; however, there was a heavy carry-out of the rinse water on the east end of the facility. To eliminate this problem, LTK recommended a small expansion of the train wash shed to allow for the installation of a water stripper. A water recirculating and filter system also was added.

Overhead Cranes

The existing overhead cranes, which where installed in the mid-1950s, were rehabilitated to improve safety conditions, up-graded to meet the present codes and converted to operate on 480 volts. New overhead cranes, one 6-ton and one 12-ton, were installed in the car hoist area and on the wheel truing track.

Building Expansions

Because of increased patronage on the Blue Line, MBTA increased the train length to six cars. This necessitated that the daily inspection and the report tracks portion of the building be expanded. The trains routinely receive interior cleaning on the train wash track during the night shift. Both areas of the building that provide these functions were enlarged to accommodate the six car trains.

Wheel Truing Machine

The installation of an underfloor wheel lathe eliminated the need to remove the wheels and transport them to other locations to be reprofiled. To accomplish this, additional construction was done to provide an expansion along with new track and turnout on the east end of the facility.

Car Hoist &Truck Repair Hoist

The existing facility had only one car hoist system capable of lifting a married pair; this hydraulic hoist system had deteriorated as a result of the damp environmental conditions that exist in the deep pit. Two new shallow pit electric screw hoist systems were installed in a two-track expansion on the east end of the facility to increase the reliability and productivity of this maintenance function. To increase the productivity and improve the overall working conditions, two electric screw truck repair hoists were installed adjacent to the car hoist system. To further increase, the productivity in the car hoist and truck repair functions six turntables were installed to allow manipulation of the trucks from the car hoists to the truck repair position and to the adjacent wheel-truing machine, without the use of the overhead cranes.

MOW Facility

The construction of a MOW facility and associated track in the area inside the existing loop track was planned. This new facility was designed to centralize all of the functions that are required for this group to accomplish their maintenance tasks and greatly improve their productivity and preparation for maintenance program work.

LTK provided industrial engineering support on a study of the Meadowlands Maintenance Complex (MMC) long range needs. The purpose of the study, which began in 1999, was to determine the impact of new FRA passenger car regulations and APTA’s recommended practices, the impact of enlarging the rolling stock fleet, changing the mix and of equipment in the maintenance facilities, and changing service patterns. Chances in vehicle technology were also considered.

The study projected utilization rates in all work zones of the MMC and identified insufficient capacity for future needs. Neighboring zones were also examined to determine other possible alternatives.

LTK analyzed current workloads and NJT’s fleet expansion plans through 2005. The analysis included the MMC, the Trenton (Barracks Yard), Hoboken, Suffern, Dover, Port Morris, Raritan, Bay Head and Long Branch. Expanded workload projections were based on type of propulsion, mix of equipment (number and types of equipment), and change in the amount of equipment assigned.

The study identified problem areas and made recommendations for improvements. Problems identified included the lack of pit/pedestal tracks for disc brake inspection at layover points, the need for inspection platforms to handle roof mounted equipment and the need to relocate the car wash at the MMC to improve the trainset flow, eliminate reverse moves and congestion. The study recommended replacement or rehabilitation of old wheel truing machine. Shortages identified included storage tracks, car jacking facilities at the MMC and locomotive repair positions at the MMC. The need to review component shops inventory level with emphasis on the inability to supply parts to the new fleet was identified as well as the need to develop a higher level of expertise for maintaining more advanced electronic equipment. Additional staffing and/or shifts also were recommended.

NJT is proceeding to implement LTK’s recommendations and has selected a team, which includes LTK, to complete preliminary engineering for the improvements. 

In 2001 and 2002, LTK teamed with Waterleaf Architecture and performed design work for a new maintenance and heavy repair building for Sacramento RTD. The LTK/Waterleaf team met with RTD’s staff and developed a building program that would satisfy their needs for light rail vehicle heavy and long term repair. The new facility was designed to accommodate a complete truck shop with cleaning and rebuild facilities for the trucks. Four car positions are provided in the shop for removal and replacement of components along with the facilities to rebuild these components. A large storage area was designed to accommodate good order and bad order components and for general LRV parts storage.

This project was designed by the LTK/Waterleaf team. The contractor then developed a cost estimate. The design was then completed under a design build arrangement by the contractor. The LTK/Waterleaf team worked with the contractor during construction of the building to assure the functionality, design parameters and jurisdictional requirements were met.

In 2004 and 2005, LTK was contracted by RTD, to study existing facilities and provide recommendations for facility master planning of future facilities. The project involved assessing the existing Academy Way site and buildings, some remote storage and maintenance sites and the Land Avenue buildings and site owned by RTD. The sites were studied, RTD staff were interviewed and a report was prepared identifying several alternatives for facility expansion, site modifications and alternative uses for many of the buildings. Cost estimates were prepared for each of the recommendations.

In 1998 and 1999 LTK assisted Sound Transit in selecting sites for the Tacoma Link Streetcar and the Central Link Light Rail operations and maintenance facilities. LTK performed numerous site layouts to assess the suitability of the sites along with conceptual building layouts. This initial effort resulted in the selection of the Tacoma and Seattle sites and preliminary plans and budgets that were carried forward into the final design phase.

In 1999 through 2000 LTK was the lead consultant for the final design of the Tacoma facility. This facility is capable of storing and maintaining three streetcars initially and expanding to a six car capacity for the future. Contract documents were produced and LTK provided assistance to Sound Transit for the bid period. LTK assisted Sound Transit in obtaining all government and jurisdictional approvals.

From 2000 to 2003 LTK was the lead consultant for the final design of the Seattle Central Link facility. This 157,000 sq. ft. building is situated on a 25 acre site and will initially serve as the vehicle and system maintenance and operations facility for the initial fleet of 40 LRVs and is expandable to serve an ultimate fleet and system with104 cars. Documents were progressed through the extensive Sound Transit and jurisdictional design review process. LTK and its subconsultants assisted Sound Transit in the public meetings and in gaining jurisdictional approvals for the facility design and in early 2003 the documents went out for bids. LTK provided extensive assistance during the bid period.

Beginning in 2004 and continuing through 2009 LTK has been providing design services during construction and construction management assistance for the Central Link facility. LTK has provided solutions to many difficult construction issues and has provided good advice to Sound Transit on changes due to varying site conditions and Value Engineering change proposals. Steel shortages and price increases have been major issues for the construction of this facility and LTK has been central in providing work-arounds and acceptable alternatives.

Tampa Historic Streetcar, Inc. (THS) has returned electric trolley cars to Tampa in the form of the TECO Streetcar Line, serving Ybor City, Channelside and downtown Tampa. The first phase of the project created a 2.4 mile starter line that connects these three areas, providing fixed-route public transport that is cost-effective, visually appealing and environmentally friendly. The Hillsborough Area Regional Transit Authority (HART) manages day-to-day operations and maintenance of the system under contract with THS.

In 2000, LTK Engineering Services provided a comprehensive range of system engineering services for the design and construction of the streetcar maintenance facility. LTK designed the entire traction power system for the facility, including the traction power substation, overhead contact system (OCS), return bonding, and OCS bridges for the doors. Features included warning lights to indicate when the OCS is powered; use of safety interlocks to prevent access to the inspection platforms when OCS is powered; provision of shop power for car testing purposes; and interface of the return bonding with the insulated joints. LTK also assisted in the specification and procurement of shop machinery and industrial equipment, including the car wash machine.

LTK provided support during the construction phase to accommodate several changes in the design to account for addition of rolling doors, change in the roof design, and deletion of a crossover in the yard. LTK also witnessed factory and commissioning tests.

LTK designed this economical maintenance facility to fit the modest scope and size of Tampa’s starter line. Yet despite its small size, the project was required to successfully address many of the same design challenges encountered on much larger rail shop projects. The facility was completed on schedule and began servicing the Gomaco-built streetcar fleet in October 2002. The facility and its equipment have operated reliably ever since.