City of Sacramento Sacramento Intermodal Transportation Facility Draft WP # 3 Transit Operational Requirements

Transcription

1 Sacramento Intermodal Transportation Facility Draft WP # 3 Transit Operational Requirements

2 Contents 1 Introduction 1 2 Capitol Corridor Rail Existing Operations Future Plans 6 3 Amtrak Rail Existing Operations Future Plans 10 4 Amtrak Thruway Bus Existing Operations Future Plans 13 5 Regional Transit Bus Existing Operations Future Plans 16 6 Regional Transit Light Rail Existing Operations Future Plans 19 7 Greyhound Bus Existing Operations Future Plans 22 8 Future Commuter Rail Service Existing Operations Future Plans 24 9 High Speed Rail Existing Operations Future Plans Terminal Facility Utilization Existing Conditions Future Conditions Transportation Evaluation Criteria Physical Capacity Operations 33

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4 Executive Summary To be completed. Page 1

5 1 Introduction This Working Paper discusses current and projected uses of the Sacramento Intermodal Transportation Facility (SITF) by evaluating the existing and planned operations of the carriers that currently and could potentially use this regional facility. While the future mix of users and volumes of service that transit operators will offer in the future cannot be known definitively today, it is certain that the demand for transit services will increase in the future. For example, ridership on the Capitol Corridor has been growing rapidly and Regional Transit (RT) is extending Light Right Transit (LRT) to the facility. In addition, development of the Railyards site will greatly increase the population and employment density in the immediate vicinity of the site. Future population growth in the Sacramento area and the San Joaquin Valley will also increase the importance of the facility. One section of this report is dedicated to each transit service. A description is provided of the existing service, including patronage and specific operational requirements. Projections for future conditions are also provided to the extent that they are available. The information presented in this report has been obtained directly from the individual service providers. Page 2

6 2 Capitol Corridor Rail 2.1 Existing Operations The Capitol Corridor service is managed by the Capitol Corridor Joint Powers Authority (CCJPA) and operated by Amtrak. Trains run along the 170-mile route between Auburn and San Jose. Sacramento is the principal northern terminus, although one train per day in each direction serves Auburn with stops in Roseville and Rocklin. Connections are available to the Bay Area Rapid Transit System in Richmond, to downtown San Francisco (via a bus connection from Emeryville), and to Caltrain in San Jose. A total of 12 weekday and nine weekend trains operate in each direction. The Capitol Corridor Rail weekday schedule is summarized in Tables 2.1 and 2.2 for the Westbound and Eastbound services respectively. Table 2.1 Amtrak Capitol Corridor Rail Weekday Arrivals and Departures at Sacramento Valley Railroad Station Westbound Service Train No. Originating Station Terminating Station Sacramento Arrival Time Sacramento Departure Time 521 Sacramento San Jose - 4:25am 523 Sacramento San Jose - 5:25am 525 Sacramento Oakland - 6:15am 527 Auburn Oakland 7:37am 7:40am 531 Sacramento Oakland - 9:10am 533 Sacramento Oakland - 10:40am 537 Sacramento San Jose - 12:10pm 541 Sacramento Oakland - 2:10pm 545 Sacramento Oakland - 4:40pm 547 Sacramento San Jose - 5:40pm 549 Sacramento Oakland - 6:40pm 551 Sacramento Oakland - 8:45pm Source: Capitol Corridor Weekday Rail Schedule, effective April 2003 Page 3

7 Table 2.2 Amtrak Capitol Corridor Rail Weekday Arrivals and Departures at Sacramento Valley Railroad Station Eastbound Service Train No. Originating Station Terminating Station Sacramento Arrival Time Sacramento Departure Time 518 Oakland Sacramento 7:35am Oakland Sacramento 8:25am San Jose Sacramento 9:50am Oakland Sacramento 11:25am Oakland Sacramento 12:55am Oakland Sacramento 2:25pm San Jose Sacramento 3:50pm Oakland Auburn 5:27pm 5:30pm 540 San Jose Sacramento 7:00pm San Jose Sacramento 7:35pm San Jose Sacramento 9:00pm Oakland Sacramento 10:25pm - Source: Capitol Corridor Weekday Rail Schedule, effective April 2003 Capitol Corridor trainsets consist of 5 passengers cars and 1 diesel locomotive. The passenger coaches are approximately 85 long and locomotives are approximately 60 feet long. A five car train is 485 feet long and has 350 seats. Generally, eastbound trains terminate service in Sacramento and have layovers of approximately 2 hours or less before returning westbound. During the layover trains are fueled and cleaned. Diesel tanker and lavatory service trucks ( Honey Trucks ) access the trains from the north side of the tracks through the rail yards. Under normal operating conditions during the day, a maximum of three Capitol Corridor trains can be on layover in Sacramento at one time. With a San Joaquin train also on layover (see Section 3), a maximum of four trains are scheduled for layover at one time in Sacramento, requiring two trains to be parked end to end on each of the sidings. Amtrak reports that with service disruptions it is possible to have as many of 5 trainsets (San Joaquin and Capitol Corridor) in the Sacramento station at one time. Trains arriving to Sacramento in the evening have overnight layovers and are used for early morning westbound departures. Three Capitol Corridor trains and one San Joaquin train are stored overnight. Ridership along the Capitol Corridor route has been growing rapidly over recent years. Sacramento is the Capitol Corridor s busiest station by far. In fiscal year 2001/2002, Sacramento had 301,900 boarding passengers and 289,575 alighting passengers, over twice the number of Capitol Corridor s next busiest station (Davis). Capitol Corridor patronage at Sacramento is summarized in Table 2.3 for June Sacramento averaged just over 1,000 boarding and 1,000 alighting passengers per weekday. Peak hours of activity occur between 5:20 and 6:20 AM (275 boarding passengers), 7:30 and 8:30 AM (70 boarding and 222 alighting passengers) and 4:30 and 5:30 PM (275 boarding and 113 alighting passengers). Page 4

8 Table 2.3 Amtrak Capitol Corridor Rail Patronage at Sacramento Valley Railroad Station, June 2003 Train No. Direction Arrival Time Departure Time Average Daily Boarding Average Daily Alighting 521 Westbound - 4:25am Westbound - 5:25am Westbound - 6:15am Eastbound 7:35am Westbound 7:37am 7:40am Eastbound 8:25am Westbound - 9:10am Eastbound 9:50am Westbound - 10:40am Eastbound 11:25am Westbound - 12:10pm Eastbound 12:55am Westbound - 2:10pm Eastbound 2:25pm Eastbound 3:50pm Westbound - 4:40pm Eastbound 5:27pm 5:30pm Westbound - 5:40pm Westbound - 6:40pm Eastbound 7:00pm Eastbound 7:35pm Westbound - 8:45pm Eastbound 9:00pm Eastbound 10:25pm Source: CCJPA, July 2003 Total Daily Passengers 1,045 1,014 CCJPA provided survey results indicating mode choice for trips originating in Sacramento. The resulting mode split is summarized in Table 2.4. Private vehicles account for approximately 72% of trips by Capitol Corridor customers to and from the station. These trips include customers who drive alone and presumably park at or near the station (28.4%), customers who are picked up or dropped off (27.5%) and carpools (5.8%). Currently, approximately 19% of Capitol Corridor passengers transfer to other public transportation services (RT Transit and Amtrak Thruway buses) at the Sacramento Facility. Page 5

9 Table 2.4 Capitol Corridor Passenger Mode Choice Mode Share of Passengers Drive Alone 28.4% Pick-Up/Drop-Off 27.5% Walk 10.9% Local Public Transit 9.5% Amtrak Thruway Bus 9.3% Carpool 5.8% Bicycle 2.8% Taxi/Limousine 2.1% Rental Car 0.2% Other 0.2% No Response 3.4% Source: CCJPA Customer Satisfaction Survey, May Future Plans By 2010, CCPJA is planning to increase the number of weekday train trips from 12 each way to 16 each way. The service area would also be expanded, with additional service to Roseville, Auburn and Reno. The net result of these changes in Sacramento would be 4 additional train trips in each direction and more through trains. Of the 16 trips in each direction, CCJPA is planning for 4 trains to originate/terminate in Reno and 6 trains to originate/terminate in Roseville, for a total of 10 through trains in each direction. Trains could also be increased in size from 5 to 7 passenger cars, increasing the number of seats to 490 per train and train length to 635 feet. The Capitol Corridor is also considering to provide commuter rail service, which would consist of additional trains during the peak periods. Commuter Rail is discussed in Section 8 of this document. Without Commuter Rail, the additional Capitol Corridor service described above would likely be concentrated during the AM and PM peak commute periods. This would allow Capitol Corridor to provide approximately 45 minute headways during peak periods and 90 minute headways off-peak. If Commuter Rail is implemented, trains could potentially operate with 30 minute headways during peak periods and 60 minute headways off-peak. In cooperation with Caltrans and Amtrak, CCJPA is considering a new layover and servicing facility near the Swanston LRT station. This facility would eliminate the need to store and service trains in the SITF, and would also create an opportunity to provide additional park and ride spaces outside of downtown Sacramento. The CCJPA sees major growth in ridership in the near and long term. System-wide ridership forecasts are summarized in Table 2.5. Ridership is projected to double from 2001 to A major jump in ridership is expected in 2005 with the implementation of four new weekday trains. By 2025, total ridership is forecast to increase nearly fourfold over 2001 levels. Amtrak has provided a year 2025 estimate of boarding and alighting for the Capitol Corridor in Sacramento of 2,243,000 annual passengers. Table 2.6 summarizes year 2025 activity forecasts for the Capitol Corridor at the SITF. Page 6

10 Table 2.5 Capitol Corridor Projected Passenger Growth Year Total Passengers System-Wide ,073, ,264, ,430, ,642, ,276, ,476, ,591, ,819, ,239, ,346, ,648, ,787, ,931,386 Source: CCJPA, July 2003 Table 2.6 Capitol Corridor Activity Forecasts at SITF (Year 2025) Trains per Day per Direction 16 trains/day Through Trains per Day per Direction 10 through trains/day Daily Train Arrivals 26 arrivals/day Daily Train Departures 26 departures/day Peak Headway minutes Passenger Cars per Train 7 cars Train Length 635 feet Passenger Capacity per Train 490 passengers Annual Passengers 2,243,300 passengers/year (Combined Boarding + Alighting at SITF) Daily Passengers 7,300 1 passengers/day Sources: CCJPA and Amtrak, July Note: 1. Arup calculation based on existing ratio of June weekday average to annual demand. Page 7

11 2.3 Operational Requirements Operational requirements for Capitol Corridor service include: Boarding platforms (low floor) Minor train service: fueling, cleaning, food service (if a Swanston Depot is not implemented) Train layover and storage (if a Swanston Depot is not implemented) Ticket counters and back of house facilities, ticket vending machines Passenger waiting area and amenities Convenient access to Amtrak Thruway buses Administrative and crew base facilities Passenger pick-up and drop-off, parking Employee parking Page 8

12 3 Amtrak Rail 3.1 Existing Operations In addition to the Capitol Corridor, Amtrak provides service to Sacramento on the San Joaquin, Coast Starlight and California Zephyr routes. A small number of special charter trains also operate during the winter months San Joaquin This service connects Sacramento and Bakersfield. Daily rail service consists of two trains per day in each direction. The schedule for San Joaquin trains is summarized in Table 3.1. Amtrak Thruway motor coach service (see Section 4) provides feeder service as well as a connection to Stockton, where passengers can transfer to San Joaquin rail service operating between Oakland and Bakersfield. The San Joaquin service is operated by Amtrak with financial assistance and management by Caltrans through the Amtrak California partnership. San Joaquin trainsets are identical to those for the Capitol Corridor. They consist of 5 passenger coaches and one diesel locomotive, with a total length of 485 feet. Two San Joaquin trains terminating in Sacramento layover and are fueled and cleaned. The evening train has an overnight layover California Zephyr This cross-country service operates between Emeryville and Chicago with major stops in Sacramento, Salt Lake City, Denver, and Omaha. One train operates daily in each direction (see Table 3.1). The California Zephyr service is operated and managed by Amtrak. Trainsets for Amtrak s long distance services vary seasonally but can be up to 1,200 feet long. Trains stop in Sacramento only long enough for passengers to board or alight Coast Starlight This west coast intercity service operates between Los Angeles and Seattle with major stops in Santa Barbara, Oakland, Sacramento, Eugene and Portland. One train operates daily in each direction (see Table 3.1). The Coast Starlight service is operated and managed by Amtrak. Trainsets for Amtrak s long distance services vary seasonally but can be up to 1,200 feet long. Trains stop in Sacramento only long enough for passengers to board or alight Special Trains During the winter months Amtrak runs special chartered trains between Sacramento and Reno for tours managed by Key Holidays. In the Winter of , 17 round trip tours were completed. Typically, two round trips were operated per week. Trains depart Sacramento at 4:30 PM on Tuesdays and Fridays and return at 3:00 PM on Thursdays and Fridays. These trains are the longest passengers consists serving Sacramento station, with as many as 20 passenger cars and extending 1330 feet. Page 9

13 Table 3.1 Amtrak Rail Daily Arrivals and Departures at Sacramento, Excluding Capitol Corridor Train No. Service Direction Arrival Time Departure Time 11 Coast Starlight Southbound 6:30 AM 6:35 AM 702 San Joaquin Southbound - 6:35 AM 6 California Zephyr Eastbound 11:30 AM 11:35 AM 701 San Joaquin Northbound 12:30 PM - 5 California Zephyr Westbound 2:15 PM 2:20 PM 704 San Joaquin Southbound - 4:25 PM 703 San Joaquin Northbound 10:55 PM - 14 Coast Starlight Northbound 11:54 PM 11:59 PM Source: Amtrak Timetables, accessed July 2003 Amtrak has provided current boarding and alighting statistics for its services at Sacramento, which is summarized below in Table 3.2. The San Joaquin service has experienced a major increase in activity to date in fiscal year Special charter trains had a total of 3,600 passenger in fiscal year This service consisted of 17 roundtrip tours, for an average of 212 passengers per train. Table 3.2 Amtrak Rail Daily Boarding and Alighting at Sacramento, Excluding Capitol Corridor Boarding and Alighting Passengers Fiscal Year 2002 Fiscal Year 2003 Service Annual Average Day 1 Projected Average Day 1 Annual San Joaquin 54, , California Zephyr 46, , Coast Starlight 53, , Total 154, , Source: Amtrak, July 2003 Note: 1. Average daily volume calculated as annual total divided by Future Plans Amtrak expects San Joaquin service to Sacramento will be increased by two trains in each direction per day by the year Amtrak does not anticipate any changes to its long distance services. Future projections for activity at the Sacramento station have been provided by Amtrak and are summarized in Page 10

14 Table 3.3. Amtrak expects significant growth for the San Joaquin route, while modest growth is projected for the long distance routes. Table 3.3 Amtrak Rail Activity Forecasts at SITF (Year 2025), Excluding Capitol Corridor Route San Joaquin California Zephyr Coast Starlight Total Trains per Day per Direction Through Trains per Day per Direction Daily Train Arrivals Daily Train Departures Train Length 635 feet 1,200 feet 1,200 feet - Passenger Capacity per Train 490 passengers Annual Passengers (Combined Boarding + Alighting at SITF) 261,173 55,670 60, ,403 Daily Passengers ,035 Sources: CCJPA and Amtrak, July Note: 1. Average daily volume calculated as annual total divided by Operational Requirements Operational requirements for Amtrak Rail service include: Boarding platforms (low floor) Minor train service: fueling, cleaning, food service (if a Swanston Depot is not implemented) Train layover and storage (if a Swanston Depot is not implemented) Ticket counters and back of house facilities, ticket vending machines Baggage facilities with platform access Passenger waiting area and amenities Convenient access to Amtrak Thruway buses Administrative and crew base facilities Passenger pick-up and drop-off, parking Employee parking Page 11

15 4 Amtrak Thruway Bus 4.1 Existing Operations Amtrak operates Thruway motor coach service as a feeder for its rail services. At Sacramento, Amtrak operates buses that connect both the Capitol Corridor and the San Joaquin routes. Thruway service operates on fixed routes and schedules, although schedules are adjusted to coordinate with train services. Additional buses can also be added if necessary to accommodate demand. In the case of interruptions in rail service, Thruway buses are used to convey passengers to their destinations or serve as bus bridges between rail stations. Thruway buses are privately operated under contract with Amtrak. Sacramento is served by 5 regular Thruway routes, summarized in Table 4.1. Table 4.1 Amtrak Thruway Bus, Weekday Service Route No. Train Service Description Daily Arrivals Daily Departures 3 San Joaquin Suisun/Fairfield Davis 9 9 Sacramento-Stockton 3 San Joaquin Redding-Chico-Davis- 7 7 Sacramento-Stockton 20 Capitol Corridor Sparks-Reno-Auburn-Roseville- 7 6 Sacramento 20 Capitol Corridor Nevada City-Auburn-Roseville- 6 4 Sacramento 23 Capitol Corridor Carson City-South Lake Tahoe- 5 3 Placerville-Sacramento Total Source: Amtrak California Schedule, effective April 2003 Amtrak Thruway buses enter the Facility from 5 th Street using the public parking entry lane and park diagonally behind the existing Facility building. Thruway buses exit the Facility using the bus exit lane north of the REA building and access 5 th Street. Amtrak reports that under typical conditions up to 12 buses may be parked at the Facility during peak times. With delays or service interruptions, as many as 17 buses have been parked at the Facility at one time. Thruway bus ridership information was provided by Amtrak and CCJPA and is summarized in Table 4.2. Approximately 10% of Capitol Corridor and as many as 30% of San Joaquin rail riders who board or alight trains in Sacramento utilize Amtrak Thruway buses. Page 12

16 Table 4.2 Amtrak Thruway Daily Boarding and Alighting at Sacramento, Excluding Capitol Corridor Route No. Train Service Annual Average Day 1 Boarding and Alighting Passengers Fiscal Year 2002 Fiscal Year 2003 Projected Annual Average Day 1 3 San Joaquin 75, , , 23 Capitol Corridor 76, , Total 151, , Source: Amtrak, July 2003 Note: 1. Average daily volume calculated as annual total divided by Future Plans No major service changes have been identified for Amtrak Thruway Service. Generally, ridership on the connecting bus services will grow proportionately with train ridership. However, additional trains on existing routes and expanded train routes would replace some bus services at Sacramento. It is assumed that the total number of Thruway buses per day at Sacramento will increase proportionately with forecasted ridership increases. Amtrak forecasts for Thruway Bus activity is summarized in Table 4.3. Table 4.3 Amtrak Thruway Bus Activity Forecasts at SITF (Year 2025) Daily Bus Arrivals 57 arrivals/day Daily Train Departures 48 departures/day Annual Passengers 254,000 passengers/year (Combined Boarding + Alighting at SITF) Daily Passengers passengers/day Sources: CCJPA and Amtrak, July Note: 1. Average daily volume calculated as annual total divided by 365. Amtrak Thruway prefers a diagonal bus loading arrangement. Amtrak would prefer assigned, exclusive use bus loading spaces, although it would be open to sharing a number of spaces with other operators if schedules allow. Convenient connections between trains and Thruway buses is critical to Amtrak. Page 13

17 4.3 Operational Requirements Operational requirements for Amtrak Thruway bus service include: 45 degree bus loading bays, exclusive use preferred Bus layover and storage Ticket counters and back of house facilities, ticket vending machines Passenger waiting area and amenities Convenient access to heavy rail platforms Administrative and crew base facilities Passenger pick-up and drop-off, parking Employee parking Page 14

18 5 Regional Transit Bus 5.1 Existing Operations The Sacramento Regional Transit District (RT) is the primary transit service provider in Sacramento. RT provides three bus routes that directly serve the existing Facility and numerous other routes in the vicinity. Some of RT s bus routes operate during peak periods only. Weekday service to the Facility by RT bus routes is summarized below in Table 5.1. Table 5.1 Regional Transit Bus Routes, Weekday Service Route Number Headway (min) Description Type Peak Off-Peak 30 J Street (CSUS Downtown DASH) Regular J Street River Park (River Park CSUS Downtown DASH) Peak Only N/A Amtrak Capitol Mail Regular Source: Regional Transit Weekday Schedule, accessed July 2003 The three existing bus routes serving the Facility terminate and originate there. Buses typically layover for a short period of time before beginning another run. Regional Transit buses currently enter the Facility site from 5 th Street using the gate bus entry/exit lane near H Street. They stop at the linear curb on the south side of the southernmost rail platform. Buses exit on the west side of the Facility parking lot to access 2 nd Street. Regional Transit has provided information about current passengers at the Facility, summarized in Table 5.2. Because these three routes terminate and originate at the Facility, it is assumed that nearly all passengers were connecting to or from other transit modes. RT estimates that 90% of the passengers listed in Table 5.2 ride during peak AM and PM commute periods. Table 5.2 Regional Transit Bus Boarding and Alighting at Sacramento Transportation Facility Daily Annual Route Description Number Boarding Alighting Boarding Alighting 30 J Street (CSUS Downtown ,700 11,400 DASH) 31 J Street River Park (River Park 7 7 1,800 18,000 CSUS Downtown DASH) 143 Amtrak Capitol Mail ,800 15,200 Total ,300 28,400 Source: Regional Transit, July 2003 Page 15

19 5.2 Future Plans Regional Transit indicates a desire to increase the number of bus routes servicing the terminal over time. A total of nine routes could serve the terminal by 2010, 12 routes by 2015, and 15 routes by Regional Transit would like to use the SITF site to terminate, originate and layover at the SITF if space is available. Bus Rapid Transit (BRT) alternatives are included in the Downtown/Natomas/Airport (DNA) Transit Alternatives Analysis/Draft Environmental Impact Statement and Report currently being completed by RT. The DNA study is discussed in Section 6 of this report. Regional Transit does not complete passenger forecasting for its local bus routes. Bus patronage is expected to increase gradually with increases in ridership on heavy rail services. The introduction of Greyhound service (see section 7) would also increase patronage on RT buses at the Facility. However, it can also be assumed that a portion of bus riders would shift modes from local RT bus to future Light Rail service (see Section 6). A preliminary estimate of future bus patronage at the SITF has been completed by simply factoring up existing bus ridership in proportion to projections for Capitol Corridor and San Joaquin patronage. Additional riders were included based on Greyhound s patronage forecasts and existing mode share patterns. This estimate assumes that the shift of passengers from bus to Light Rail is offset by the addition of bus routes to the Facility. The resulting forecast is summarized in Table 5.3. Table 5.3 Regional Transit Bus Patronage Forecasts at SITF (Year 2025) 1 Daily Annual Existing RT Bus Boarding + Alighting Passengers Forecast Combined Growth Factor for Capitol Corridor and San Joaquin Future RT Bus Boarding + Alighting (associated with heavy rail services) , ,200 Future Greyhound Originating and 1, ,000 Terminating Passengers 2 Greyhound Passenger Local Bus Mode Share Future RT Bus Boarding + Alighting (associated with Greyhound) 18% 18% ,800 Total Future RT Bus Boarding + Alighting 1, ,000 Source: Arup calculation, July Notes: 1. Does not include DNA Bus Rapid Transit. 2. See Section 7. Potential future RT bus activity at the SITF, not including a DNA Bus Rapid Transit scenario, is summarized in Table 5.4. Page 16

20 Regional Transit staff indicates that a sawtooth loading arrangement is preferred. Vehicle should be able to enter and exit the loading spaces without backing. A break room and access to employee bathrooms for drivers on layover is also desired, as well as a customer service counter within the terminal. Table 5.4 Regional Transit Bus Activity Forecasts at SITF (Year 2025) 1 Number of Local Bus Routes 15 routes Average Frequency/Route 4 buses/hour Buses per day (Inbound + Outbound) 2 1,100 buses/day Buses/Hour (Inbound + Outbound) 120 buses/hour Typical Dwell Time for Layover 5-10 minutes Annual Passengers 287,000 passengers/year (Combined Boarding + Alighting at SITF) Daily Passengers 1,080 passengers/day Source: Regional Transit, July 2003 and Arup calculations. Note: 1. Does not include DNA Bus Rapid Transit. 2. Estimated by factoring up the existing 220 inbound + outbound bus trips by the increase in number of routes. 5.3 Operational Requirements Operational requirements for Regional Transit bus service include: Sawtooth bus loading bays, exclusive use preferred Bus layover and storage Customer service counter Platform amenities including canopy Convenient access to heavy rail and light rail platforms Minor crew break facilities Page 17

21 6 Regional Transit Light Rail Regional Transit operates Light Rail Transit (LRT) service in Sacramento. Expansion projects are planned to link this service to the SITF site. 6.1 Existing Operations The existing LRT service consists of a single line serving downtown Sacramento and extending both to the northeast (to the Watt/I-80 Station) and to the east (to the Mather Field/Mills Station). The total line is 20.6 miles in length. In downtown Sacramento the LRT operates in mixed traffic on public streets. The closest station the SITF site is located at 7 th Street and K Street for Mather Field-bound trains and the closest station for Watt I-80-bound trains is at 8 th Street and K Street. RT operates four-car trains (336 feet long) during weekday peak periods 6:00-9:00 AM and 3:30-6:00 PM. Two-car trains are operated in off peak hours, and single car trains are operated in the late evenings and Sundays. Trains run at 15 minute frequencies during the day. The fleet consists of 76 vehicles from two different manufacturers. All vehicles are single-articulated, bidirectional and have a high floor configuration. These electric vehicles are powered by an overhead contact system. LRT uses a proof of payment fare control system, where passengers purchase tickets or passes prior to boarding. Fare inspectors perform random inspections. Ticket vending machines are available at stations. Key vehicle characteristics are summarized in Table 6.1. Table 6.1 Regional Transit Light Rail Vehicle Characteristics Manufacturer Siemens Transportation Systems Construcciones y Auxiliar de Ferrocarrilies (CAF) Number in Fleet Length Width Passenger Load 60 seated 84 standing 144 total Source: Regional Transit Light Rail Fact Sheet, accessed July seated 89 standing 153 total Page 18

22 6.2 Future Plans Regional Transit has several LRT expansion projects underway or planned South Sacramento Line The South Sacramento line project consists of a two-phased 11.2 mile long extension south to Elk Grove. The first phase is comprised of a 6.3 mile extension from downtown Sacramento to Meadowview Road. This phase is nearly complete, and is scheduled to open in September Amtrak/Folsom Line This project will extend LRT service to the SITF site, as well as extend the existing line east to the City of Folsom. The Folsom segment of the project, currently under construction, consists of a 10.2 mile extension from Mather Field/Mills Station to Folsom. The Amtrak segment of the project consists of a 0.7 mile extension, using 7 th Street (southbound), 8 th Street (northbound) and two way operation on H Street to connect to the SITF. A single track will be constructed on H Street, terminating with a station parallel and south of the existing platforms. The track will extend west from the LRT platform and provide storage/layover space for two 3-car trains. Construction is scheduled to begin on the Amtrak segment in early Downtown/Natomas/Airport (DNA) Line Regional Transit is currently completing the Transit Alternatives Analysis/Draft Environmental Impact Statement and Report for a potential extension from downtown Sacramento to the Sacramento International Airport. This project is known as the Downtown/Natomas/Airport (DNA) line. Several potential LRT alignments are being considered, as well as Bus Rapid Transit alternatives. An LRT scenario could consist of a northerly extension of the Amtrak segment described above. This would consist of double track through the SITF site, platforms and potentially LRT vehicle storage/layover space. The LRT extension will require a grade-separated crossing of the UP mainline tracks on 6 th Street, 7 th Street or other alignment. While LRT operation at the SITF is expected to consist primarily of through service, it is conceivable that one or more routes could terminate there. Regional Transit may also may wish to break or turn trains at the SITF, which may offline storage/layover track. Future service could operate as frequently as every five minutes in the peak period in the peak direction if multiple LRT routes connect to the SITF. The platforms at the SITF will include a protective canopy, ticket machines and other passenger amenities. A DNA line LRT extension would be unlikely to begin construction prior to year A BRT scenario, if adopted, would stop at the SITF. As many as 52 BRT buses per hour could serve the Facility. Generally the BRT scenarios assume the routes would not terminate at the SITF, but rather would extend further south into downtown. Still the SITF would represent a major transfer point to other regional transit systems in either the BRT or LRT scenario. Page 19

23 6.2.4 SITF Activity [Note: Service and patronage forecasts have been requested from RT] Table 6.2 summarizes projected Regional Transit LRT activity at the SITF. Table 6.2 Capitol Corridor Activity Forecasts at SITF (Year 2025) Daily Train Arrivals 1 Daily Train Departures 1 Peak Headway Passenger Cars per Train (maximum) Train Length (maximum) Annual Passengers (Combined Boarding + Alighting at SITF) Daily Passengers Sources: CCJPA and Amtrak, July arrivals/day 240 departures/day 5 minutes 4 cars 360 feet TBD TBD Note: 1. Assumes average headways of 10 minutes in each direction, operating 20 hours per day. 6.3 Operational Requirements Operational requirements for Regional Transit light rail service include: Boarding platforms (low floor), side platforms preferred LRT vehicle layover and storage Customer service counter Platform amenities including canopy and ticket vending machines Convenient access to heavy rail and RT bus bays Minor crew break facilities Page 20

24 7 Greyhound Bus 7.1 Existing Operations Greyhound currently provides intercity bus transportation from its terminal located at 7 th and L Street in downtown Sacramento. This facility operates as a hub for Greyhound s operations, where a large share of passengers transfer to other routes and disembark for meal breaks. The terminal operates 24 hours a day. The existing facility consists of a bus circulation and boarding area with six parallel lanes. Each lane can accommodate two to three coaches. Greyhound staff report that this is an undesirable arrangement, as passengers must cross active lanes when walking between the waiting area and coaches. Public parking is not available at the terminal, although a limited number of employee parking spaces have been created inside the bus circulation area. Motor coaches typically do not dwell inside the terminal for longer than 30 minutes. A large share of coaches originate, terminate or undergo minor service in West Sacramento and therefore remain in the terminal only long enough to board or discharge passengers. In case of long haul routes, buses arrive at the terminal, discharge passengers for a meal break, driven to the service facility for cleaning, then return to the terminal to re-board passengers and continue on its route. Service and patronage levels for Greyhound in June 2003 are summarized in Table 7.1. In June, 2003 the Sacramento terminal had 1,624 inbound buses and 1,727 outbound buses. This equates to an average of 54 inbound trips and 58 outbound trips per day. Greyhound staff reports that as many as 11 coaches can be parked in the loading area at one time. During the month of June, Greyhound served 46,613 inbound passengers and 47,719 outbound passengers, equating to a daily average of 1,554 inbound and 1,591 outbound passengers. A large share of passengers are continuing or transferring passengers. Based on the number of tickets sold locally, it is estimated that approximately 30% of outbound passengers originate their trips in Sacramento. Table 7.1 Greyhound Service and Patronage, June 2003 Direction Inbound Outbound Number of Bus Trips, June ,624 1,727 Average Daily Bus Trips Total Passengers, June ,613 47,719 Average Daily Passengers 1 1,554 1,591 Average Daily Originating/Terminating Passengers 2 Source: Greyhound, July Notes: 1. Includes transfer and through passengers. 2. Assumes 30% of total passengers are originating or terminating in Sacramento. Greyhound s Sacramento terminal experiences peak hours of activity between 8:00-9:00 AM and between 5:00-6:00 PM. During the AM peak hour, a total of 12 bus trips (arrivals + departures) are scheduled. During the PM peak period, 11 bus trips are scheduled. Additional trips may be added to the Page 21

25 schedule to accommodate oversold demand. It is reported that as many as 14 bus trips could occur during the peak hour. Greyhound has provided survey results indicating mode choice for trips originating in Sacramento. The resulting mode split is summarized in Table 7.2. The high share of private vehicle use, in combination with the lack of on-site parking facilities indicates that passenger pick-up and drop-off is an important connecting mode for Greyhound passengers. About one quarter of Greyhound passengers utilize local public transportation to access the terminal. Table 7.2 Greyhound Passenger Mode Choice Mode Share of Passengers Private Automobile 58% Local Public Transit Bus 18% Combination of Modes 7% Other Local Public Transit (Rail) 5% Walk 5% Taxi 5% Intercity Bus or Rail 2% Source: Greyhound Onboard Survey, Future Plans Greyhound adjusts its service levels frequently corresponding to changes in demand. Greyhound is recovering from a downturn in travel demand following September 11, Previously it was experiencing growth on the order of 3-5% annually. Table 7.3 summarizes projected ridership for Greyhound, based on an assumed growth rate of 2% per year. Table 7.3 Greyhound Activity Forecasts at SITF (2025) Daily Bus Trips Peak Hour Bus Trips Total Annual Passengers 1 Annual Originating or Terminating Passengers Daily Passengers 1 Daily Originating or Terminating Passengers Source: Arup calculation based on 2% average annual growth. Notes: 1. Includes transfer and through passengers. 174 bus trips/day 22 bus trips/hour 1,460,000 passengers/year 438,800 passengers/year 4,900 passengers/day 1,470 passengers/day Greyhound prefers a diagonal bus loading arrangement. Ideally, access to the buses would controlled by a door at each bus loading space, which the driver opens when boarding. Greyhound would prefer assigned, exclusive use bus loading spaces, although it would be open to sharing a number of spaces with other operators if schedules allow. Bus staging facilities would not be required if an adequate number of Page 22

26 parking spaces are provided. Greyhound expects to continue its current practice of limiting dwell times in the terminal and sending buses to its West Sacramento facility for servicing and storage. Greyhound is amenable to sharing waiting areas and other passenger amenities, but would require exclusive space for ticketing, offices, crew base, baggage and freight services. With respect to the freight facilities, Greyhound would prefer a separate package pick-up and drop-off entry with a small number of short term parking spaces. 7.3 Operational Requirements Operational requirements for Greyhound service include: 45 degree bus loading bays, exclusive use preferred Ticket counters and back of house facilities Passenger waiting area and amenities Administrative and crew base facilities Baggage and Package Express facilities 24 hour food service Passenger pick-up and drop-off, parking Employee parking Page 23

27 8 Future Commuter Rail Service Potential new Commuter Rail service is currently being studied that would operate between the Bay Area and Auburn. 8.1 Existing Operations Although the Capitol Corridor currently operates a similar service, it is essentially Intercity Rail, not Commuter Rail. 8.2 Future Plans Commuter Rail service along the Oakland to Auburn corridor has recently been studied as two different corridors: 1. Oakland or Richmond to Vacaville/Fairfield 2. Dixon to Auburn or Bowman These efforts are being combined into a single planning study for new Commuter Rail service on the corridor. The most cost effective approach would be to simply expand the existing Capitol Corridor service and use the same equipment. This would create two types of Capitol Corridor service: an Express Intercity service similar to the existing operation, and a Local Commuter Service operating during commute hours and making additional stops. One possible scenario would be run service on 30 minute headways during commute hours, with alternating Express and Local trains. Five additional trains per day would operate each direction between Oakland and Bowman (east of Auburn). The Commuter Rail project would also likely include additional parking facilities at stations along the corridor. It is also assumed that a new storage and servicing facility would be created at the Swanston Light Rail Station. Table 8.1 summarizes projected Commuter Rail activity at the SITF. [Note: Additional information requested from URS] Table 8.1 Commuter Rail Activity Forecasts at SITF (Year 2025) 1 Trains per Day per Direction 5 trains/day Through Trains per Day per Direction 5 through trains/day Daily Train Arrivals 10 arrivals/day Daily Train Departures 10 departures/day Passenger Cars per Train 7 cars Train Length 635 feet Passenger Capacity per Train 490 passengers Annual Passengers TBD (Combined Boarding + Alighting at SITF) Daily Passengers TBD Sources: LTK, August Note: 1. Assumed to be Capitol Corridor service in addition to that presented in Section 2. Page 24

28 8.3 Operational Requirements Operational requirements for Commuter Rail are assumed to be the same as for Capitol Corridor service and include: Boarding platforms (low floor) Minor train service: fueling, cleaning, food service (if a Swanston Depot is not implemented) Train layover and storage (if a Swanston Depot is not implemented) Ticket counters and back of house facilities, ticket vending machines Passenger waiting area and amenities Convenient access to Amtrak Thruway buses Administrative and crew base facilities Passenger pick-up and drop-off, parking Employee parking Page 25

29 9 High Speed Rail 9.1 Existing Operations High Speed Rail is currently not in operation. 9.2 Future Plans High Speed Rail (HSR) between Northern and Southern California is currently being studied by the California High Speed Rail Authority. If implemented, HSR would create a major terminus station in Sacramento. The Sacramento station would most likely be located on the SITF site. [Note: Additional information requested from DMJM+Harris and California High Speed Rail Authority] Initial information on HSR: HSR would access the SITF on elevated tracks along the UP alignment from the east. The Sacramento station would consist of a stub end terminal. HSR would require 6 tracks. HSR would require 1,400 long platforms. Initial estimates for automobile parking indicate unconstrained demand for as many as 1,800 parking spaces. Page 26

30 10 Terminal Facility Utilization 10.1 Existing Conditions Existing transit operations at the Facility are summarized below in Table 10.1, based on current weekday schedules. Patronage information, as estimated based on information supplied by service providers, is summarized in Table Table 10.1 Summary of Existing Transit Services, Typical Weekday Daily Train Trips Daily Bus Trips Service Arrivals Departures Arrivals Departures Capitol Corridor San Joaquin 2 2 California Zephyr 2 2 Coast Starlight 2 2 Amtrak Thruway Bus Regional Transit Total Table 10.1 Estimated Existing Patronage at SITF, Typical Weekday Boarding and Alighting Passengers 1 Service Annual Daily Notes Capitol Corridor 637,000 2,100 San Joaquin 92, Daily passengers estimated. California Zephyr 48, Daily passengers estimated. Coast Starlight 50, Daily passengers estimated. Amtrak Thruway Bus 152, Daily passengers estimated. Regional Transit 61, Total 2 1,040,000 3,300 Notes: 1. Values rounded. 2. Passengers transferring between services are double-counted in the total. Figures 10.1 and 10.2 illustrate existing transit activity at the Facility in the AM and PM, respectively, based on current weekday operating schedules. Each icon represents one arrival or departure. Page 27

31 Figure 10.1 Scheduled Sacramento Facility Transit Activity, Existing AM Weekday Number of Arrivals Number of Departures Page 28

32 Figure 10.2 Scheduled Sacramento Facility Transit Activity, Existing PM Weekday Number of Arrivals Number of Departures Activity at the terminal is characterized by Page 29

33 T h e San Joaquin f o l l o w i n g Long Thruway 0:00 2:00 4:00 6:00 8:00 10:00 12:00 o b s ervations can be made about the existing utilization of the Facility: Capitol Corridor is the leading service at the Facility in terms of passenger demand, serving more passengers than all other services combined. Regional transit provides the greatest number of individual transit vehicle trips. Passenger volume is highly concentrated based on train arrivals and departures. The Facility experiences peaks in activity at approximately 7:30 AM, 10:00 AM, 4:30 PM and 6:30 PM. Time 14:00 16:00 18:00 20:00 22:00 0: Future Conditions Preliminary estimates of design year 2025 transit activity are summarized in Tables 10.3 (service) and 10.4 (patronage). Table 10.3 Projected Transit Service (Revenue Trips), 2025 Typical Weekday Daily Train Trips Daily Bus Trips Service Arrivals Departures Arrivals Departures Capitol Corridor San Joaquin 4 4 California Zephyr 2 2 Coast Starlight 2 2 Amtrak Thruway Bus Page 30

34 Greyhound Regional Transit Commuter Rail High Speed Rail to be determined 0 0 Total Notes: 1. Assumes 16 trains per day, each direction. Six trains terminate in Sacramento, 10 are through trains. 2. Assumes no net change in the number of trips to and from Sacramento. 3. Assumes growth of 2% per year. Table 10.4 Projected Patronage at SITF, 2025 Typical Weekday Boarding and Alighting Passengers 1 Service Annual Daily Notes Capitol Corridor 2,243,000 7,300 San Joaquin 261, Daily passengers estimated. California Zephyr 56, Daily passengers estimated. Coast Starlight 61, Daily passengers estimated. Amtrak Thruway Bus 254, Daily passengers estimated. Greyhound 2 1,460,000 4,900 Regional Transit Local Bus 287,000 1,100 Regional Transit LRT/BRT to be determined Commuter Rail to be determined High Speed Rail to be determined Total 3 4,622, Notes: 1. Values rounded. 2. Includes transferring and through passengers. Approximately 30% of Greyhound passengers originate or terminate in Sacramento. 3. Passengers transferring between services are double-counted in the total. Key passenger transfer relationships between service providers are illustrated in Figure 10.4 and described below. These transfer relationships help identify desirable adjacencies to minimize walking distances and travel times for intermodal transfer passengers. Capitol Corridor and Amtrak Thruway Bus. Approximately 10% of Capitol Corridor passengers boarding or alighting in Sacramento transfer to or from Thruway buses. Capitol Corridor and Regional Transit. Approximately 10% of Capitol Corridor riders transfer to Regional Transit. This share may increase with additional RT bus service and future LRT service to the SITF. Amtrak San Joaquin and Amtrak Thruway Bus. As many as 30% of Amtrak San Joaquins passengers boarding or alighting in Sacramento transfer to or from Thruway buses. Page 31

35 Amtrak San Joaquin and Regional Transit. While specific data regarding mode transfer for Amtrak San Joaquin service is not available, it is assumed that there will be significant transfer between Regional Transit, similar to Capitol Corridor. Greyhound and Regional Transit. Approximately one quarter of Greyhound s passengers currently use local public transit to access their existing terminal. With improved RT connections at the SITF, it is expected that public transit will remain a major access mode. Figure 10.4 Key Passenger Transfer Relationships T h e f o l l o w i n g San Joaquins Thruway Bus observations can be made about future utilization of the SITF: The Capitol Corridor and San Joaquin rail services both project significant increases in service and ridership. The addition of Greyhound to the SITF would represent a major increase in activity. While the majority of Greyhound passengers do not originate or terminate their trips in Sacramento, a large share would utilize facilities during transfers and meal breaks. As the frequency of services at the SITF increases, it can be expected that general activity levels at the facility will increase and become less concentrated around individual train movements. However, the new services will likely have service peaks in the AM and PM commute periods. Commuter Rail, High Speed Rail and the Regional Transit DNA line all have the potential to make large impacts on future conditions at the Facility. Page 32

36 11 Transportation Evaluation Criteria The following criteria will be used to evaluate alternatives for the SITF with respect to its transportation function. Additional evaluation criteria will be developed for other issues such as land use, development program, and funding Physical Capacity Criteria Objectives Transportation Program Meets current and projected demand for transit and paratransit operations. Meets current and projected demand for transit vehicle loading, layover, storage and servicing. Meets projected space needs to for passengers. Expandability Accommodates expansion of the facility over time to meet growth in demand. Limits the amount of disruption and demolition required for subsequent expansion. Provides flexibility to add new transit services or connections at the facility Operations Criteria Objectives Transit Operations Meets the distinct operational requirements of the operators. Provides efficient circulation for transit vehicles within the facility and on the adjacent roadway network. Establishes flexible space that can be shared where appropriate and adapted over time. Pedestrian Access Provides safe, accessible, and convenient pedestrian circulation within the Facility. Provides safe, accessible, and convenient pedestrian connections between the Facility and surrounding areas. Bicycle Access Provides safe and convenient bicycle connections between the Facility and surrounding areas. Provides adequate bicycle parking facilities. Automobile Access Provides adequate curb length to accommodate pick-up and drop-off activity by private vehicles and taxis. Provides adequate parking to support the transit functions of the Facility. Page 33

37 Provides efficient circulation for automobiles within the facility and on the adjacent roadway network. Intermodal Connectivity Optimizes intermodal connections by providing convenient and attractive access between modes, including minimizing travel distances, vertical level changes and roadway or track crossings. Improves connections between existing operators and add new connections to other modes not directly provided at the facility. Page 34