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

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CHAPTER 5 – COMMUTER RAIL PLAN MINIMUM SERVICE OPTIONS The simplest operating plan would provide a single trip in each direction during morning and evening peak travel periods. Arrivals at Lincoln and Omaha should be timed to best serve the typical work day. The schedules could be covered by 2 DMU train sets. An example of this minimum option is shown in Table 5-1 below. Table 5-1: Minimum Service Option, 2 Train Sets Eastbound (Read Down) Westbound (Read Up) #1 #3 Location #2 #4 6:40a 5:20p Lincoln 7:45a 6:25p 7:45a 6:25p Omaha 6:40a 5:20p One DMU would be stored overnight in Omaha, while the second would be stored in Lincoln. Since both sets would need to be maintained at a single shop location on weekends, 2 additional trips would be required to position the train sets. Assuming the maintenance facility is in Lincoln, there would be an additional early morning trip from Lincoln to Omaha on Monday morning, and an additional late evening trip from Omaha to Lincoln on Friday evening. Operation of this single morning and evening trip in each direction would not effectively serve the passenger demands in the corridor. Experience at other commuter rail start-ups suggests that at least two travel alternatives be provided to allow passengers a choice of travel times, and to capture a reasonable share of the travel demand. The addition of a third train set would permit 2 morning and evening in each direction. The 2 trips would attract more riders by providing alternate travel times. Additional trips on Monday morning and Friday evening would be needed to move the equipment to and from the shop. Illustrative schedules for this level of service are shown in Table 5-2 below. Table 5-2: Minimum Service Option, 3 Train Sets Eastbound (Read Down) Westbound (Read Up) #1 #3 #5 #7 Location #2 #4 #6 #8 6:00a 6:45a 5:00p 5:45p Lincoln 7:35a 8:20 6:35p 7:20p 7:05a 7:50a 6:05p 6:50p Omaha 6:30a 7:15a 5:30p 6:15p Note: Train #1 turns to #4; Train #5 turns to #8 This three train set option, with 2 morning and evening trips in each direction, is recommended as a start-up level of service. The projections of start-up costs, revenue, and subsidy requirements developed later in this chapter are based on this option. This service option assumes that local transit – StarTran in Lincoln and Metro Area Transit (MAT) in Omaha – will coordinate with the commuter rail service to carry riders between homes, stations, and work centers. Also assumed is the likelihood of privately sponsored employer shuttles. POTENTIAL SERVICE ENHANCEMENTS With no additional train sets, there is a potential to provide more service than shown in Table 5-2 by using the train sets for additional trips. Table 5-3 below illustrates a simple enhancement, with an added later morning trip from Lincoln to Omaha, and an added earlier afternoon trip 384180 NEBRASKA TRANSIT CORRIDORS STUDY Page 5 - 2 WILBUR SMITH ASSOCIATES
CHAPTER 5 – COMMUTER RAIL PLAN from Omaha to Lincoln. This schedule could be implemented following start-up if there is sufficient demand demonstrated by the start-up service. The Monday and Friday equipment move would be needed, as in all options. Table 5-3: Enhanced Service Option, 3 Train Sets Eastbound (Read Down) Westbound (Read Up) #1 #3 #5 #7 #9 Location #2 #4 #6 #8 #10 6:00a 6:45a 7:45a 5:00p 5:45p Lincoln 7:35a 8:20a 5:35p 6:35p 7:20p 7:05a 7:50a 8:50a 6:05p 6:50p Omaha 6:30a 7:15a 4:50p 5:30p 6:15p Note: Train #1 turns to #4; Train #2 turns to #5; Train #6 turns to #9; Train #7 turns to #10. Again, with only 3 train sets, mid-day service could be provided without added equipment if there is sufficient demand. Such mid-day service could be as simple as a single trip in each direction about 12:30 pm, or additional trips spread through the day. The primary advantage of mid-day trips is to make it possible for commuters to depart for home early or arrive at work late on days when medical appointments or other activities disrupt the normal full work day. Midday trips also increase ridership by making the service more attractive for non-work trips, such as a half day of shopping, medical or professional appointments, or even a half day of governmentrelated business at the State Capitol. The incremental cost of running mid-day trips usually is lower than the initial cost of the morning and afternoon service, but at the same time the average ridership is lower. Mid-day service often is added to newer commuter operations after the initial peak period service is established, and after a base level of regular daily riders has been reached. One example of a mid-day service option, with late morning and early afternoon trips added, is illustrated in Table 5-4 parts a and b below. Table 5-4a: Mid-day Service Option, 3 Train Sets Eastbound (Read Down) #1 #3 #5 #7 #9 #11 #13 Location 6:00a 6:45a 7:45a 10:45a 2:45p 5:00p 5:45p Lincoln 7:05a 7:50a 8:50a 11:50a 3:50p 6:05p 6:50p Omaha Table 5-4b: Mid-day Service Option, 3 Train Sets Westbound (Read Up) Location #2 #4 #6 #8 #10 #12 #14 Lincoln 7:35a 8:20a 11:20a 3:20p 5:35p 6:35p 7:20p Omaha 6:30a 7:15a 10:15a 2:15p 4:50p 5:30p 6:15p Train set A: #1, 4, 7, 8, 11, 14 Train set B: #2, 5, 12 Train set C: #3, 6, 9, 10, 13 OPERATING COSTS The operating costs discussed here are based on Minimum Service Option with three train sets. This provides for 45-minute headways (frequencies) between peak period trains, and two trains in each direction during peak periods – a level of service sufficient to capture the work trips forecast in Chapter 3. Annual operating costs sum to just over $5 million and include the costs 384180 NEBRASKA TRANSIT CORRIDORS STUDY Page 5 - 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
Page 25: NEBRASKA CORRIDORS STUDY Figure 2-2
Page 32 and 33: EXISTING CONDITIONS TRAVEL PATTERNS
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Page 42 and 43: EXISTING CONDITIONS expressway. Als
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Page 49 and 50: Chapter 3 RIDERSHIP POTENTIAL INTRO
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Page 61 and 62: Chapter 4 TECHNOLOGY OPTIONS INTROD
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Page 71 and 72: CHAPTER 4 - TECHNOLOGY OPITONS Trai
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Page 93: Chapter 6 EXPRESS BUS PLANS INTRODU
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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
Page 109 and 110: CHAPTER 7 - ENVIRONMENTAL AND SOCIA
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Page 113 and 114: Chapter 8 FINANCIAL AND ECONOMIC AN
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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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