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

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CHAPTER 4 – TECHNOLOGY OPITONS SUMMARY OF COMPARISONS Table 4-3: Characteristics of Transit Modes Transit Mode Commuter Rail Intercity Rail Express Bus LRT BRT ROW options Exclusive ROW General railroad Mixed traffic Exclusive ROW General railroad Mixed traffic Mixed traffic Exclusive ROW Semiexclusive Mixed traffic lanes Exclusive ROW Semi-exclusive Mixed traffic lanes Station spacing Vehicles Seated Capacity Average speed Passenger throughput Capital ROW Cost per mile Cost per vehicle O&M Cost Per service hour 5 to 10 miles 100 miles 1 to 5 miles ½ to 1 mile ¼ to 1 mile Locomotive with train of sets of passenger coaches either single level or bi-level; or selfpropelled multiple units, either diesel (DMU) or electric (EMU). Locomotive with passenger coaches, café car. Motor coach, high platform, diesel, CNG 85 -150 per car 60-80 per car 45 to 55 per vehicle Articulated and double articulated low floor, can operate in multiple unit train sets, overhead electric power; diesel/hybrid DMU. Standard, articulated or double articulated buses, low floor or high platform, diesel, diesel/hybrid propulsion or ETB. 65-85 per car 40 standard 65 articulated 85 double articulated 25 to 45 mph 65 mph 25 to 45 mph 15 to 30 mph 15 to 30 mph Up to 6,000 pphpd Up to 6,000 pphpd Up to 7,200 pphpd $2 to 10 million $2 to 10 million $350 k to $25 million Locomotive Locomotive $350,000 to $3.0 million; bilevel $3.0 million; $450,000 coach $1.5 passenger million; DMU coaches $1.5 $6.8 million for to $2.0 million a 3-car unit, Colorado Railcar Up to 20,000 pphpd $20 to 55 million $1.8 to $3.0 million Up to 20,000 pphpd $250 k to $25 million $350,000 to $1.8 million $300 to $400 $175 to $250 $75 to $100 $150 to $200 $65 to $100 Source: Vukan R. Vuchic; Urban Public Transportation; Systems and Technology; Prentice-Hall, Englewood Cliffs New Jersey, 1981 and Wilbur Smith Associates. 384180 NEBRASKA TRANSIT CORRIDORS STUDY Page 4 - 12 WILBUR SMITH ASSOCIATES
CHAPTER 4 – TECHNOLOGY OPITONS FINDINGS AND CONCLUSIONS Its use of the infrastructure and facilities of the general railroad system makes commuter rail an attractive option for achieving regional mobility improvements at a fraction of the cost of a light rail transit (LRT) system. Intercity rail is also a viable technology alternative and could be a considered option, if merited by travel demand. The DMU is an appropriate and cost-effective technology for the Lincoln-Omaha corridor under study. Locomotive-hauled intercity trains are best utilized for longer distance and higher density corridors than any of those identified by this study. Express bus and bus rapid transit (BRT) are viable technology alternatives and could be a considered option. However, with the anticipated widening of I-80, US-275, US-6, and N-133 – all routes which express bus services would utilize – there appears no need of a exclusive or semi-exclusive mixed traffic lanes, which denote BRT. Thus, express bus appears the more appropriate option for a bus technology in the three service scenarios under study. The cost of the propulsion system infrastructure precludes LRT from being a cost-effective technology in long distance corridors with light travel volumes. Therefore, this technology is not recommended for any of the service scenarios being examined. It is recommended that study effort not be expended on any monorail (MRL) or other automated guideway transit (AGT) or personal rapid transit (PRT) alternatives. These technologies do not serve long distance corridors appropriately. Some PRT or AGT technologies could be applied to localized circulation systems in certain station catchment areas, primarily in large hospital, university or commercial campuses or central business districts. However, such systems are very expensive to design, construct, operate and maintain. An Alternative Technology – Van-pools Though strictly not a high capacity urban technology (and therefore not analyzed here), vanpools hold the potential for efficient public-sponsored transportation in light density corridors. Reportedly, Metro Area Transit (MAT) in Omaha is investigating implementation of a van-pool program, similar to a Des Moines, IA program that started about eight years ago with four vans. According to the Omaha World Herald (July 26, 2003), that program now moves 550 commuters in 63 vans. Conceivably, MAT would supply leased vans, and riders would pay a monthly fee that would cover maintenance, insurance, and fuel. Each van’s passengers would pick a driver from among themselves, and they would determine the van’s route. The program could be self-supporting and implemented in all three commute corridors under study. 384180 NEBRASKA TRANSIT CORRIDORS STUDY Page 4 - 13 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,
Page 21: North Platte Lexington Kearney Gran
Page 25: NEBRASKA CORRIDORS STUDY Figure 2-2
Page 32 and 33: EXISTING CONDITIONS TRAVEL PATTERNS
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Page 61 and 62: Chapter 4 TECHNOLOGY OPTIONS INTROD
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Page 99 and 100: CHAPTER 6 - EXPRESS BUS PLANS Table
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Page 107 and 108: Chapter 7 ENVIRONMENTAL AND SOCIAL
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CHAPTER 8 - FINANCIAL AND ECONOMIC
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Chapter 9 NEXT STEPS TOWARD IMPLEME
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CHAPTER 9 - NEXT STEPS TOWARD IMPLE
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APPENDICES
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APPENDIX A - RIDERSHIP COMPARISONS
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Appendix B COMMUTER RAIL COSTS Appe
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Coffee and water per month 100 Annu
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Advertising per month 4,000 Telecom
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Table B-2b Omaha Suburban Station E
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Table B-2d Lincoln at N. 48th St. S
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Table B-3a Lincoln Maintenance Faci
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Table B-4a Melia Siding Description
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Table B-4c Chalco Siding Descriptio
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Table C-1 Fremont Park-and-Ride Cos
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Appendix D NTRAC MEMBERS The follow
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