Short Range Transit Plan 2008-2013 - Omnitrans

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IBI GROUP SHORT RANGE TRANSIT PLAN REPORT OMNITRANS COMPREHENSIVE OPERATIONAL ASSESSMENT & SHORT RANGE TRANSIT PLAN The operating ratios by service type shown above in Figure 11-3 consist of passenger fares and the Measure I fare subsidies for seniors and persons with disabilities, divided by operating costs. The minimum operating ratios specified by California’s Transportation Development Act (TDA) are 20% for General Public Services (directly operated fixed route and OmniLink) and 10% for Specialized Transportation Services (Access). The operating ratio for General Public Services is projected to grow from 21.4% in FY 2008 to 24.7% in FY 2013, which not only meets the minimum TDA requirement but also comes close to attaining the 25% operating ratio goal set by the Omnitrans Board of Directors. The operating ratio for Specialized Transportation Services is projected to grow from 11.9% in FY 2008 to 14.2% in FY 2013, which would easily meet the minimum TDA requirement. The operating ratios presented in Figure 11-3 do not include exemptions for new service allowed by Transportation Development Act law. Application of qualifying exemptions would result in a higher operating ratio for the years in which they could be applied. The Financially Constrained plan was designed primarily to meet the minimum TDA operating ratio requirement and the 25% operating ratio goal set by the Omnitrans Board of Directors. As such, a series of significant fare increases were assumed in order to increase fare revenues at a greater rate than the rise in operating costs. From FY 2008 to FY 2013, Omnitrans will need to restrain the growth in costs and/or increase ridership in order to decrease the number and severity of the assumed fare increases. Under current assumptions, the fare increases would result in a net loss of ridership between FY 2008 and FY 2013 (even when considering increases in population and employment, and rising fuel costs), although fare revenue would increase. 11.1 Revenue Sources The funding sources assumed in the Financially Constrained Scenario are those currently available to Omnitrans, as described below. This includes existing revenue sources at the federal, state and local levels. The level of funding estimated to be available over the next six years (FY 2008-2013) is based on the fund estimates provided by the San Bernardino Associated Governments (SANBAG) and Omnitrans projections. 11.1.1 LOCAL TRANSPORTATION FUNDS (LTF) In 1972, SB 325 created a fund for transportation purposes. These funds are derived from a ¼-cent sales tax and distributed by SANBAG. These funds are intended to be "transit first" funding, meaning that funds are expected to be spent on transit projects to the extent that such projects are meeting all "transit needs that are reasonable to meet." There is no universally accepted definition of reasonable to meet, and individual Regional Transportation Planning Agencies (RTPAs) must make their own determination. These funds can be used for capital expenditures, operations, or a combination thereof. For the SRTP and consistent with Omnitrans practices, LTF funds are assumed to be used for operations first, then as local match to federally funded capital projects when STA funds cannot be used. LTF is apportioned to area cities and the County based on population; transit operators are eligible as long as required operating ratios are maintained. The operating ratio shows the amount of operating costs covered by fares and other operating revenue. For Omnitrans, the operating ratio is defined as fare revenue plus Measure I fare subsidy divided by operating costs. SANBAG is responsible for allocating LTF in the San Bernardino Valley. Current SANBAG practice is to allocate the balance of LTF, after commuter rail needs are met, to Omnitrans. LTF is estimated to grow between 4.1% and 4.8% annually between FY 2008 and FY 2013. SANBAG plans to allocate approximately $10.3 million to $13.5 million annually to the Southern California Regional Railway Authority (SCRRA) in support of the Metrolink commuter rail program. The level of LTF available to Omnitrans is estimated to be $49.5 million in FY 2008 and $53.0 million in FY 2009, exclusive of allocated July 11, 2007 229
IBI GROUP SHORT RANGE TRANSIT PLAN REPORT OMNITRANS COMPREHENSIVE OPERATIONAL ASSESSMENT & SHORT RANGE TRANSIT PLAN and unallocated prior year carryover funds. In FY 2010 and FY 2011, LTF funds are forecasted to increase to $56.7 and $60.7 million, respectively. In FY 2012 and FY 2013, LTF funds are forecasted to increase to $64.9 and $69.4 million. Prior year unallocated LTF funds may be made available to Omnitrans to supplement current year revenues, pending SANBAG Board action. 11.1.2 STATE TRANSIT ASSISTANCE FUNDS (STAF) State Transit Assistance funds (STA) are derived from the statewide sales tax on gasoline and diesel fuel through the Public Transportation Account (PTA) as part of the State Transportation Improvement Program (STIP). Proposition 42, passed by the voters in 2002, requires that state sales and use taxes on the sale of motor vehicle fuel be used for public transportation, city and county street and road repairs and improvements, and state highway improvements. Proposition 42 revenue partially funds the Public Transportation Account, with some of those funds available for STIP projects and some for State Transit Assistance. STA funds are allocated to SANBAG and to each public operator. Funds apportioned to SANBAG are made available to operators based on their service area population. STA funds can be used either for transit operations or capital projects. For the SRTP and consistent with Omnitrans practices, STA funds are assumed to be used as local match to federally funded capital projects. There are eligibility requirements that must be met in order for a transit operator to receive these funds. The operator must meet the applicable ratio of passenger fares to operating cost. In addition, operators seeking STA for operations must show that their most-recent audited operating cost per revenue vehicle hour does not exceed the prior year’s or average of the prior three years’ operating cost per revenue hour adjusted by the change in the Consumer Price Index for the same period. STA is estimated to grow at 6% annually between FY 2008 and FY 2013. The level of STA available to Omnitrans in FY 2008 was originally estimated to be $5.4 million, but SANBAG allocated an extra $2.5 million for the sbX BRT project, bringing the FY 2008 total to $7.9 million. Omnitrans is expected to receive approximately $5.7 million in FY 2009. In FY 2010 and FY 2011, STA funds are forecasted to increase to $6.1 and $6.4 million, respectively. In FY 2012 and FY 2013, STA funds are forecasted to increase to $6.8 and $7.2 million. An additional amount of prior year unallocated carryover funds are being held in reserve by SANBAG as a contingency in the event that actual STA funds available to the County fall below the forecast in any one year. The reserve fund provides a safety cushion for STA funds, which is especially needed since the Governor partially suspended Proposition 42 funds in the FY 2004 budget and fully suspended the funds in FY 2005 due to the State budget crisis. 11.1.3 FTA FORMULA FUNDS At the federal level, the Safe, Accountable, Flexible, Efficient Transportation Equity Act – A Legacy for Users (SAFETEA-LU), signed into law in August 2005, provides funding through the Federal Transit Administration (FTA) specifically to support transit operating and capital needs. The FTA Section 5307 Large Urban Cities is a formula program with funds apportioned to urbanized areas with populations over 50,000. Funds can only be used for capital projects, including the purchase of vehicles and facility maintenance. While Section 5307 funds are targeted for capital purposes, operating expenses associated with vehicle maintenance may be “capitalized” and paid for with Section 5307 funds, up to 80% of total vehicle maintenance costs. Section 5307 funds require a 20% local match. Omnitrans receives Section 5307 funds from two urbanized areas (UZA): 1) Los Angeles/Long Beach UZA; and 2) Riverside/San Bernardino UZA. SCAG is the designated recipient. Using federal transit data, SCAG determines the amount of Section 5307 funds apportioned to the areas based on a variety of variables. In the Riverside/San Bernardino UZA, funds are apportioned by SANBAG based on a variety of variables. July 11, 2007 230
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RESOLUTION NO. A RESOLUTION ADOPTIN
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CERTIFICATION The undersigned duly
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IBI GROUP SHORT RANGE TRANSIT PLAN
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IBI GROUP 7. PERFORMANCE STANDARDS
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