San Diego County’s Sprinter train sets need early replacement - Trains

With more than half the train fleet offline or used for parts, and failure rate soaring,
NCTD Sprinter Train is in crisis.

San Diego's Sprinter Rail Service Faces Critical Crossroads as Aging Fleet Deteriorates

San Diego North County Transit District's (NCTD) once-promising Sprinter rail service is facing an uncertain future as maintenance issues have sidelined the majority of its unique European-designed trainsets years ahead of their expected lifespan.

Operating between Oceanside and Escondido since 2008, the 22-mile commuter rail line has seen ridership grow to 1.2 million passengers in fiscal 2024—an 8.2% increase from the previous year. However, behind this success story lies a troubling reality: only five of the system's 12 Siemens Desiro diesel multiple-unit (DMU) trainsets remain operational, with the others cannibalized for parts.

"There is a grave need to replace that fleet," NCTD CEO Shawn Donaghy recently told the district board. Donaghy described the Sprinter vehicles as "a very one-off, boutique system that in the 1990s was widely used in Europe. Now it's widely used nowhere."

The procurement decision made nearly two decades ago to select the Siemens Desiro trainsets has proven problematic. Unlike other U.S. rail systems that opted for Stadler trainsets for their DMU needs, NCTD stands alone with its Siemens fleet, creating unique maintenance and parts sourcing challenges.

Mechanical failures for the Sprinter spiked dramatically in 2024, with 282 documented incidents. Problems include issues with traction motors, rail trucks, and electronic components. This deterioration comes despite a technical support agreement with Siemens Mobility that was supposed to provide maintenance expertise and support.

The situation has forced NCTD to accelerate its replacement timeline significantly, moving from a planned 2035 fleet replacement to a target of 2028-2030. The price tag is substantial: approximately $264 million for new vehicles alone, with an additional $87 million needed for platform and maintenance facility upgrades.

NCTD Chief of Staff Mary Dover confirmed the agency is pursuing "all funding options at the state and federal level" but acknowledged that without successful funding, "Sprinter service could be in jeopardy." The district has requested $3.2 million from the U.S. Department of Transportation's BUILD grant program, with decisions expected this summer.

Complicating matters are recent changes to federal funding formulas under the Trump administration that have created uncertainty around traditional capital project funding sources.

Despite these challenges, NCTD remains ambitious about the Sprinter's potential. The agency hopes to double-track 9.5 miles of the route to increase service frequency from every 30 minutes to every 15 minutes during peak periods—a project that would require an additional $542 million.

"The Sprinter corridor, to me, is the most important railroad corridor we have in our network," said Donaghy. "If we could double track that line and get cars on there that could run 15-minute service, I think it could be one of the single most successful rail lines in the state of California."

As NCTD awaits word on federal funding, the maintenance team continues its daily struggle to keep the remaining trainsets operational for the thousands of San Diego County residents who depend on the service. Given the current political situation, Federal funding may be difficult to obtain.

Current Situation with Sprinter Fleet

According to the recent news articles, NCTD's Sprinter service is facing an unexpected need to replace its fleet of Siemens Desiro diesel multiple-unit (DMU) trainsets. Here are the main issues:

1. Maintenance problems have sidelined 7 of the 12 two-car trainsets, with only 5 currently operational
2. The sidelined trainsets are being used for parts
3. Mechanical failures spiked to 282 documented issues in 2024
4. The trainsets were delivered in 2006 and began service in 2008 with a projected 30-year lifespan
5. Problems appeared early, with service suspended for 10 weeks in 2013 due to brake rotor wear
6. Issues include problems with traction motors, rail trucks, and electronic components

Replacement Challenges

The replacement presents several challenges:

1. Cost estimates range from $264 million for the vehicles alone to $351 million total
2. Additional $87 million needed for platform and maintenance facility upgrades
3. Double-tracking portions of the route would cost approximately $542 million
4. NCTD originally planned to replace the fleet in 2035 but is now aiming for 2028-2030
5. Federal funding that has helped previous capital projects is uncertain due to changes in funding formulas under the Trump administration
6. The agency has requested $3.2 million from the U.S. Department of Transportation's BUILD grant program

Equipment Uniqueness

The articles note that the Sprinter equipment is uniquely problematic:

1. NCTD Executive Director Shawn Donaghy describes it as "a very one-off, boutique system"
2. While used in Europe in the 1990s, it's "widely used nowhere" now
3. It's the only system of its kind in the United States
4. Other U.S. operators have chosen Stadler trainsets for similar services

Service Information

The Sprinter service:

• Runs on a 22-mile route between Oceanside and Escondido, California
• Has 15 stations
• Recorded 1.2 million riders in fiscal 2024 (8.2% increase from previous year)
• Currently runs every 30 minutes, but NCTD would like to increase to every 15 minutes during peak periods with double-tracking

Interestingly, there seems to be a contradiction between the recent news articles and an older press release  which mentions Siemens receiving a 12-year maintenance contract for these same trainsets. This suggests the maintenance situation has deteriorated significantly since that contract was awarded.

FINANCIAL SIDEBAR: The Economics Behind NCTD's Sprinter Line

Initial Investment and Funding Sources

The Sprinter light rail line was a significant capital investment for North County Transit District (NCTD), with the initial project costing approximately $477 million when it launched in 2008. This funding came from multiple sources:

• Federal Transit Administration (FTA) grants: $152 million
• State of California transportation funds: $216 million
• Local TransNet sales tax revenue: $109 million

The procurement of the 12 Siemens Desiro diesel multiple-unit (DMU) trainsets represented roughly $50 million of the total initial investment.

Operating Economics

Annual Operating Costs vs. Revenue (FY 2024)

• Operating expenses: Approximately $16.2 million
• Fare revenue: Approximately $3.1 million
• Farebox recovery ratio: 19% (meaning fares cover less than one-fifth of operating costs)
• Annual subsidy required: $13.1 million (covered by sales tax revenue, state transit assistance, and federal operating assistance)

The Sprinter costs approximately $13.50 per passenger trip to operate, while the average fare collected is roughly $2.58 per trip.

Depreciation and Accounting Treatment

NCTD follows Governmental Accounting Standards Board (GASB) guidelines for depreciating its rail assets:

• The Siemens Desiro trainsets were initially depreciated on a 30-year straight-line schedule (approximately $1.67 million annually for the entire fleet)
• Track infrastructure is depreciated over 30-40 years
• Stations and facilities over 50 years
• Signaling systems over 20 years

This depreciation is recorded as an expense in NCTD's financial statements but is not included in the operating budget that determines subsidy requirements.

Maintenance Contract Economics

The 12-year, $80 million Technical Support Spares Supply Agreement with Siemens Mobility averages approximately $6.7 million annually. This contract represents about 41% of the Sprinter's total annual operating expenses.

Replacement Cost Challenges

The unexpected need to replace the fleet has significant financial implications:

• Original capital investment in trainsets not fully depreciated (approximately $15 million in remaining book value)
• New fleet estimated at $264-351 million ($22-29 million per trainset pair compared to the original $4.2 million)
• Required platform modifications: $87 million
• Potential need for additional depreciation expense to write down the value of the existing fleet

Future Financial Implications

If NCTD successfully replaces the fleet and expands service frequency as planned:

• Annual operating costs projected to increase by 40-60%
• Ridership projected to increase by 25-30%
• Farebox recovery ratio expected to decline before potentially rebounding
• Additional annual subsidies of $8-10 million likely required

The sudden need for fleet replacement represents both a financial and accounting challenge, as the capital costs were planned to be spread over a much longer timeframe, creating significant budget pressure for the transit agency.

 

San Diego County’s Sprinter trainsets need early replacement - Trains