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

More documents

Recommendations

Info

CHAPTER 3 – RIDERSHIP POTENTIAL EXPRESS BUS RIDERSHIP Peak period, limited stop service typifies commuter or express bus service. Presently, there is no commuter transit between Lincoln and Omaha, and other markets, per se. To understand what the ridership potential for a commuter bus service might be like, this analysis considered the shares currently realized by a comparable commuter bus operation. Golden Gate Transit (GGT) in Sonoma and Marin Counties, just north of San Francisco, carries about 2 percent of the work trip market 4 . The service moves commuters between semi-rural, suburban, and urban centers linked by a major highway. Omaha/Lincoln Commuter Bus Ridership Potential Commuter bus operations in the Omaha and Lincoln areas would occur on less congested corridors (compared with the U.S. Highway 101 through Sonoma and Marin Counties) with limited pay parking (likely less than at Marin County destinations). As highway congestion and pay parking tend to drive ridership, it would be reasonable to assume a capture rate of about 1 percent for work trips (less than for GGT). This percentage is applied to low-high range of county-to-county work trips for 2010 to estimate commute bus ridership in Table 3-3. Derived from 2000 Census figures, the 2010 county-to-county journey to work totals serve the base target market, as commute buses can gather and distribute riders in a wider spectrum versus rail, which is more limited in these respects due to its station locations and fixed guideway. Ridership totals are increased by 10 percent to reflect non-work trips. Estimates are for weekday service only. As with rail ridership, the largest market is between the Lincoln and Omaha areas. The smallest market is between Otoe County and the Omaha area. Gretna Bus Ridership The commuter bus forecast in Table 3-3 is exclusive of ridership generated by a mid-route stop at Gretna and special event traffic. The estimate of Gretna riders bound for Omaha is about 45 percent of what are estimated for rail, i.e. 800 riders on the high side and 1,000 riders on the low side in 2010. Forty-five percent was used because estimated bus ridership Lincoln to Omaha is about 45 percent of the estimated rail ridership. As with commuter rail ridership, Gretna-Lincoln ridership is part of Omaha-Lincoln ridership. Special Event bus ridership As with DMUs, express buses could be deployed for special events which would add ridership. However, 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. Still, since federal funding could be an eligible source for implementing express buses (see Chapter 8), this analysis assumes no special events ridership for the express buses. 4 In 2000, GGT carried 1,250 of the 62,000 south bound work trips (the traditional flow), per “Marin / Sonoma Express Bus Study, Metropolitan Transportation Commission”, January 2002. 384180 NEBRASKA TRANSIT CORRIDORS STUDY Page 3 - 6 WILBUR SMITH ASSOCIATES
CHAPTER 3 – RIDERSHIP POTENTIAL Table 3-3: 2010 Commuter Bus Ridership in the Omaha/Lincoln Areas Range Morning work trips Morning bus trips Daily oneway trips Weekdays per year Annual trips Douglas/Sarpy to Lancaster Low 3,615 40 80 254 20,202 Lancaster to Douglas/Sarpy Low 6,333 70 139 254 35,389 Total 9,948 109 219 254 55,591 Douglas/Sarpy to Lancaster High 4,835 53 106 254 27,015 Lancaster to Douglas/Sarpy High 9,394 103 207 254 52,495 Total 14,229 157 313 254 79,510 Dodge to Douglas/Sarpy Low 4,282 47 94 254 23,929 Douglas/Sarpy to Dodge Low 1,244 14 27 254 6,950 Total 5,526 61 122 254 30,879 Dodge to Douglas/Sarpy High 5,192 57 114 254 29,015 Douglas/Sarpy to Dodge High 1,732 19 38 254 9,676 Total 6,924 76 152 254 38,691 Washington to Douglas/Sarpy Low 5,001 55 110 254 27,946 Douglas/Sarpy to Washington Low 1,399 15 31 254 7,818 Total 6,400 70 141 254 35,763 Washington to Douglas/Sarpy High 5,689 63 125 254 31,790 Douglas/Sarpy to Washington High 1,512 17 33 254 8,449 Total 7,201 79 158 254 40,239 Otoe to Douglas/Sarpy Low 739 8 16 254 4,132 Douglas/Sarpy to Otoe Low 240 3 5 254 1,341 Total 979 11 22 254 5,473 Otoe to Douglas/Sarpy High 1,079 12 24 254 6,028 Douglas/Sarpy to Otoe High 297 3 7 254 1,660 Total 1,376 15 30 254 7,688 Source: Wilbur Smith Associates; a.m. work trip numbers derived from Journey to Work figures. Note: Morning rail trips are shown as rounded whole numbers; calculations are based on actual numbers. INTERCITY RAIL AND BUS RIDERSHIP Intercity rail and bus services operations are characterized by daily schedules, though weekend options would be reduced. There are typically multiple round trips per day, which are not confined to peak periods. Only one corridor today has intercity rail service – Amtrak’s California Zephyr operates one round trip per day between Lincoln and Omaha. There are more intercity bus services in the corridors. For example, there are several bus rounds trips between Lincoln and Omaha daily. For both rail and bus, the existing intercity services between Lincoln and Omaha are really parts of much longer services, with endpoints in other states. 384180 NEBRASKA TRANSIT CORRIDORS STUDY Page 3 - 7 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 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 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: CHAPTER 3 - RIDERSHIP POTENTIAL Gre
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 and 104: CHAPTER 6 - EXPRESS BUS PLANS Five
Page 105 and 106:
CHAPTER 6 - EXPRESS BUS PLANS Table
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 117 and 118:
Page 119 and 120:
Page 121 and 122:
Page 123 and 124:
Page 125 and 126:
Page 127 and 128:
Page 129 and 130:
Page 131 and 132:
Page 133 and 134:
Page 135 and 136:
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 ...

You also want an ePaper? Increase the reach of your titles

Delete template?

Save as template?