NTRAC Final Study - Nebraska Department of Roads - State of ...

More documents

Recommendations

Info

CHAPTER 6 – EXPRESS BUS PLANS ROLLING STOCK Suburban commuter buses (shown below are proposed for use for the express bus service. These buses are similar to the coaches used to provide intercity service. They provide a larger, more comfortable seat (usually upholstered) than the standard city bus and also include over head storage racks. Many of the larger North American transit agencies, such as Houston METRO and DART, have had great success with this equipment and a high degree of rider satisfaction. COMPARATIVE SUMMARY OF COMMUTER EXPRESS BUS SCENARIOS A comparative summary of the three operating scenarios appear in Table 6-7. It should be remembered that Scenario A assumes commuter rail service between Lincoln and Omaha, and only the potential performance of the bus component of that scenario appears in the table below. Elements Table 6-7: Comparative Summary of Express Bus Scenarios Scenario A – Commuter Scenario B – Express Rail/Express Bus (Bus Bus in All Corridors Component Only) Scenario C – Express Bus Lincoln-Omaha Annual O&M Costs $210,000 $649,000 $439,000 Capital Costs $1.55 million $2.3 million $728,000 Rolling Stock $2.7 million $4.95 million $2.25 million Annual Ridership 52,000 to 61,000 108,000 to 141,000 56,000 to 81,000 Annual Revenue $120,000 to $141,000 $290,000 to $383,000 $168,000 to $241,000 Source: Wilbur Smith Associates-, July 2003. Note: Costs in 2003 dollars FAREBOX RECOVERY AND OPERATING SUBSIDIES Overall, Scenario A (bus component only) generates the best financial performance of the three bus scenarios. Assuming a high-side ridership estimate in 2010, Scenario A revenues would appear to be able to cover 70 percent of its operating costs. 384180 NEBRASKA TRANSIT CORRIDORS STUDY Page 6 - 10 WILBUR SMITH ASSOCIATES
CHAPTER 6 – EXPRESS BUS PLANS Table 6-8: Operating Subsidies and Fare Box Recovery in 2010 Service Revenue O&M Cost Subsidy Requirement Fare Box Recovery Scenario A $120,000 to $141,000 $210,000 $70,000 to $91,000 57%-67% Scenario B $288,000 to $381,000 $649,000 $268,000 to $361,000 44%-59% Scenario C $168,000 to $241,000 $439,000 $198,000 to $270,000 38%-55% Source: Wilbur Smith Associates, July 2003 Subsidy calculation differentials: account rounding Scenarios A and B combine revenues and costs for multiple bus services, whereas Scenario C served just Lincoln-Omaha, albeit a bidirectional market. Breaking out Scenarios A and B into individual bus markets shows that Fremont-Omaha service has an operating subsidy requirement of between $51,000 and $64,000 in 2010, and Blair-Omaha service has an operating subsidy requirement of between $18,000 and $24,000 in 2010. SPECIAL EVENT SERVICE If the buses procured for commuter service were deployed for special event traffic (e.g. Cornhusker fall football games and winter basketball games), there would be both additional revenues and costs. Given the financial performance analyzed above, it seems reasonable that the special events runs could cover their costs of operations, especially if higher slightly higher fares were to apply. However, there is a caveat. If federal funds were used to purchase these buses, the funding may constrain the use of the buses for special event runs, assuming that there is a commercial bus service providing the same service. This is because the provision may be perceived as unfair competition for a charter bus service. Should there be no such commercial service, there would be no such conflict. The University of Nebraska does not offer a charter bus service for special events at this time. INSTITUTIONAL STRUCTURE As noted for the rail operating plan, the commuter bus service will require an institutional structure to conduct its business. There must be a sponsoring agency to procure rolling stock, contract the operator, and secure the funding to cover any required subsidy. This agency could also sponsor the commuter rail operation, if implemented per Scenario B. Potential institutional structures were discussed in Chapter 5, and that discussion is not repeated here other than to note the most likely candidate types: A Joint Powers Authority (JPA), composed of the jurisdictions served by the commuter operation. These could include the Cities of Fremont, Blair, Lincoln, Gretna and Omaha, and also include Dodge, Washington, Douglas and Sarpy Counties. State agencies may even be part of the JPA. Special Districts (e.g. Bay Area Rapid Transit District). A Regional Transportation Agency (e.g. RTA in Chicago). The latter two may require special enabling legislation. Whatever the specific form that the agency takes, it will comprise two elements – a policy making body, or a board, and a small staff 384180 NEBRASKA TRANSIT CORRIDORS STUDY Page 6 - 11 WILBUR SMITH ASSOCIATES
Page 3:
Nebraska Transit Corridors Study Co
Page 6 and 7:
EXECUTIVE SUMMARY between 141,000 a
Page 9 and 10:
TABLE OF CONTENTS Executive Summary
Page 11 and 12:
TABLE OF CONTENTS Chapter 8 Financi
Page 13 and 14:
Chapter 1 STUDY PURPOSE AND METHODO
Page 15 and 16:
CHAPTER 1 - INTRODUCTION Table 1-1
Page 17:
CHAPTER 1 - INTRODUCTION services,
Page 21:
North Platte Lexington Kearney Gran
Page 25:
NEBRASKA CORRIDORS STUDY Figure 2-2
Page 29:
Page 32 and 33:
EXISTING CONDITIONS TRAVEL PATTERNS
Page 34 and 35:
EXISTING CONDITIONS Table 2-3: Summ
Page 36 and 37:
EXISTING CONDITIONS changing lanes,
Page 39:
Page 42 and 43:
EXISTING CONDITIONS expressway. Als
Page 44 and 45:
EXISTING CONDITIONS CORRIDOR RAIL L
Page 46 and 47:
EXISTING CONDITIONS airports, which
Page 49 and 50:
Chapter 3 RIDERSHIP POTENTIAL INTRO
Page 51 and 52:
CHAPTER 3 - RIDERSHIP POTENTIAL the
Page 53 and 54: CHAPTER 3 - RIDERSHIP POTENTIAL Gre
Page 55 and 56: CHAPTER 3 - RIDERSHIP POTENTIAL Tab
Page 57 and 58: CHAPTER 3 - RIDERSHIP POTENTIAL 2.
Page 59 and 60: CHAPTER 3 - RIDERSHIP POTENTIAL SUM
Page 61 and 62: Chapter 4 TECHNOLOGY OPTIONS INTROD
Page 63 and 64: CHAPTER 4 - TECHNOLOGY OPITONS Sit
Page 65 and 66: CHAPTER 4 - TECHNOLOGY OPITONS Sit
Page 67 and 68: CHAPTER 4 - TECHNOLOGY OPITONS subu
Page 69 and 70: CHAPTER 4 - TECHNOLOGY OPITONS Tabl
Page 71 and 72: CHAPTER 4 - TECHNOLOGY OPITONS Trai
Page 73: CHAPTER 4 - TECHNOLOGY OPITONS FIND
Page 76 and 77: CHAPTER 5 - COMMUTER RAIL PLAN MINI
Page 78 and 79: CHAPTER 5 - COMMUTER RAIL PLAN for
Page 80 and 81: CHAPTER 5 - COMMUTER RAIL PLAN REVE
Page 82 and 83: CHAPTER 5 - COMMUTER RAIL PLAN long
Page 84 and 85: CHAPTER 5 - COMMUTER RAIL PLAN The
Page 86 and 87: CHAPTER 5 - COMMUTER RAIL PLAN stri
Page 88 and 89: CHAPTER 5 - COMMUTER RAIL PLAN OPER
Page 90 and 91: CHAPTER 5 - COMMUTER RAIL PLAN Stre
Page 93: Chapter 6 EXPRESS BUS PLANS INTRODU
Page 97 and 98: CHAPTER 6 - EXPRESS BUS PLANS Expre
Page 99 and 100: CHAPTER 6 - EXPRESS BUS PLANS Table
Page 101 and 102: CHAPTER 6 - EXPRESS BUS PLANS Table
Page 103: CHAPTER 6 - EXPRESS BUS PLANS Five
Page 107 and 108: Chapter 7 ENVIRONMENTAL AND SOCIAL
Page 109 and 110: CHAPTER 7 - ENVIRONMENTAL AND SOCIA
Page 111 and 112: CHAPTER 7 - ENVIRONMENTAL AND SOCIA
Page 113 and 114: Chapter 8 FINANCIAL AND ECONOMIC AN
Page 115 and 116: CHAPTER 8 - FINANCIAL AND ECONOMIC
Page 137 and 138: Chapter 9 NEXT STEPS TOWARD IMPLEME
Page 139 and 140: CHAPTER 9 - NEXT STEPS TOWARD IMPLE
Page 141: APPENDICES
Page 144 and 145: APPENDIX A - RIDERSHIP COMPARISONS
Page 147: Appendix B COMMUTER RAIL COSTS Appe
Page 150 and 151: Coffee and water per month 100 Annu
Page 152 and 153: Advertising per month 4,000 Telecom
Page 154 and 155:
Table B-2b Omaha Suburban Station E
Page 156 and 157:
Table B-2d Lincoln at N. 48th St. S
Page 158 and 159:
Table B-3a Lincoln Maintenance Faci
Page 160 and 161:
Table B-4a Melia Siding Description
Page 162 and 163:
Table B-4c Chalco Siding Descriptio
Page 165 and 166:
Table C-1 Fremont Park-and-Ride Cos
Page 167:
Appendix D NTRAC MEMBERS The follow
show all

NTRAC Final Study - Nebraska Department of Roads - State of ...

Create successful ePaper yourself

Delete template?

Save as template?