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

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Conduct Alternatives Analysis for Commuter Rail An alternatives analysis is a complement of analytical tools designed to assist communities in making important decisions concerning costly infrastructure investments. An alternatives analysis is the first step in a multi-step process of project development and implementation: study, preliminary engineering, final design, construction and start-up as depicted in the figure. The first step in the alternatives process is to define a broad range of mobility enhancements. After identifying market segments, the project sponsor (typically using a consultant team) will develop an initial group of preliminary alternatives. At a minimum, the refined alternatives considered may include: No Build – today’s system with committed improvements Baseline/Transportation System Management and demand management Enhanced express bus service HOV/HOT lanes and ramps Bus Rapid Transit (BRT) Commuter Rail CHAPTER 9 – NEXT STEPS TOWARD IMPLEMENTATION Develop a Financing Plan for Implementation and Continuing Operation Realistic funding sources for a preferred alternative must be identified. For example, funding sources for capital projects could include Section 5311 Non-Urbanized Area Formula Program funds. Funding to cover ongoing subsidies could come from new sales taxes. But beyond these sources, the financing mechanisms must be defined, i.e. when, how and to what degree the funding sources are applied to capital and operating needs. As an example, financing could include bonding of the unfunded capital improvements for the project, and bonding implies principal and interest payments in addition to recurring subsidies. The financing plan will detail the various funding sources and financing requirements over a 20-year period. Negotiate Agreements with BNSF and with Transit Operators If a rail option is selected, the sponsoring agency will need to negotiate an operating agreement with the Burlington Northern and Santa Fe Railway. This agreement will specify the capital improvements required and conditions under which the passenger trains can operate on BNSF tracks between Lincoln and Omaha. Whether for rail, bus, or a combination of both, the sponsoring agency must enter into agreements with MAT and StarTran to provide efficient transit connections at rail stations and transit centers. Conform to the Requirements of Funding Sources Depending on the preferred option, funding sources could include New Starts, RRIF, CMAQ, Nebraska Transit Assistance Program funds, among others. For any of these sources, the 384180 NEBRASKA TRANSIT CORRIDORS STUDY Page 9 - 2 WILBUR SMITH ASSOCIATES
CHAPTER 9 – NEXT STEPS TOWARD IMPLEMENTATION sponsoring agency will have to file applications. This means that the agency will have to take the steps to ensure that the preferred alternative conforms to the requirements of the funding sources. Initiate the Environmental Review and Preliminary Engineering Analysis As noted in Chapter 7, all scenarios have some potential environmental impacts. The potential construction of rail stations or new park-and-ride facilities to support either a rail or bus option may trigger an environmental review, during which these impacts would be explored. The sponsoring agency would initiate the review. Also as noted in Chapter 7, this review likely would be an Environmental Assessment (EA). Preliminary engineering (PE) for the preferred alternative is aimed at refining cost estimates. PE can be done concurrently with the EA. Procure Rolling Stock The sponsoring agency will have to procure the rolling stock for the preferred alternative. An issue here is lead time for delivery of the equipment. If a rail option is chosen, the lead time for delivery of DMUs is about 14 months, according to Colorado Railcar, the manufacturer consulted in the development of the Commuter Rail Plan, Chapter 5. Lead time for express buses would be much shorter, as these are more “off the showroom floor” items than DMUs. Initiate Final Engineering and Construction Depending on the option, there will be track or road improvements, stations, support facilities, and park-and-ride facilities to be built, and environmental mitigation to be performed. This analysis assumed a construction time for improvements for either the rail or bus option of about a year. Hire an Operator and Management Team If a rail option is chosen, the operator could be either Amtrak or private contractors such as Herzog Transit Services, which operates both Altamont Commuter Express (ACE) in Northern California and Trinity Railway Express (TRE) in Dallas-Fort Worth. There are numerous potentials for bus operators. The sponsoring agency must identify the operator(s) for the preferred alternative. This can be done through a public procurement procedure. It is conceivable that BNSF may require its crews to operate DMUs, if a rail option is chosen. BNSF provides crews today for Metra commuter trains running on its lines in Chicago and for The Sounder commuter trains running on its lines in Seattle. At this time, the agency executive would likely need to build a professional staff, inclusive of a controller and technical support, to execute the affairs of a soon-to-be up-and-running transit agency. The executive will need also to contract for various services such as marketing, legal services, and financial auditing. Debug and Implement the Service What remains will be to test the rolling stock and other systems prior the first revenue day. After that, the various powers-that-be can cut the ribbon! 384180 NEBRASKA TRANSIT CORRIDORS STUDY Page 9 - 3 WILBUR SMITH ASSOCIATES
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Nebraska Transit Corridors Study Co
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EXECUTIVE SUMMARY between 141,000 a
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TABLE OF CONTENTS Executive Summary
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TABLE OF CONTENTS Chapter 8 Financi
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Chapter 1 STUDY PURPOSE AND METHODO
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CHAPTER 1 - INTRODUCTION Table 1-1
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CHAPTER 1 - INTRODUCTION services,
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North Platte Lexington Kearney Gran
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NEBRASKA CORRIDORS STUDY Figure 2-2
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EXISTING CONDITIONS TRAVEL PATTERNS
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EXISTING CONDITIONS Table 2-3: Summ
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EXISTING CONDITIONS changing lanes,
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EXISTING CONDITIONS expressway. Als
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EXISTING CONDITIONS CORRIDOR RAIL L
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EXISTING CONDITIONS airports, which
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Chapter 3 RIDERSHIP POTENTIAL INTRO
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CHAPTER 3 - RIDERSHIP POTENTIAL the
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CHAPTER 3 - RIDERSHIP POTENTIAL Gre
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CHAPTER 3 - RIDERSHIP POTENTIAL Tab
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CHAPTER 3 - RIDERSHIP POTENTIAL 2.
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CHAPTER 3 - RIDERSHIP POTENTIAL SUM
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Chapter 4 TECHNOLOGY OPTIONS INTROD
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CHAPTER 4 - TECHNOLOGY OPITONS Sit
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CHAPTER 4 - TECHNOLOGY OPITONS Sit
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CHAPTER 4 - TECHNOLOGY OPITONS subu
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CHAPTER 4 - TECHNOLOGY OPITONS Tabl
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CHAPTER 4 - TECHNOLOGY OPITONS Trai
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CHAPTER 4 - TECHNOLOGY OPITONS FIND
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CHAPTER 5 - COMMUTER RAIL PLAN MINI
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CHAPTER 5 - COMMUTER RAIL PLAN for
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CHAPTER 5 - COMMUTER RAIL PLAN REVE
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CHAPTER 5 - COMMUTER RAIL PLAN long
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CHAPTER 5 - COMMUTER RAIL PLAN The
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CHAPTER 5 - COMMUTER RAIL PLAN stri
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Page 99 and 100: CHAPTER 6 - EXPRESS BUS PLANS Table
Page 103 and 104: CHAPTER 6 - EXPRESS BUS PLANS Five
Page 107 and 108: Chapter 7 ENVIRONMENTAL AND SOCIAL
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Page 137: Chapter 9 NEXT STEPS TOWARD IMPLEME
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
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