HomeMy WebLinkAbout1990-04-04 - AGENDA REPORTS - TRANSIT NEEDS STUDY (2)6�Ac
CITY OF SANTA CLARITA
I N T E R O F F I C E M E M O R A N D U M
! TO: Honorable Mayor and Members of the City Council
FROM: George Caravalho, City Manager
DATE: April 4, 1990 1 V
SUBJECT: COUNCIL STUDY SESSION - TRANSIT NEEDS STUDY
BACKGROUND
COMSIS Corporation, in association with two other firms, has been contracted
to provide an evaluation of the Santa Clarita Valley's transit operations.
This study has been funded jointly between the City of Santa Clarita, the
County of Los Angeles, and the Los Angeles County Transportation Commission
(LACTC).
The consultant's final report has been submitted and reviewed, and Staff is
prepared at this time to discuss in detail the service proposals identified.
Staff's analysis of the consultant's report has been provided as Attachment A
to this memorandum. In addition, an Executive Summary has been prepared by
the consultant, which has also been provided with this memorandum.
SYNOPSIS
The consultant's report provides for implementation of short- and long-range
transit programs. Because of equipment procurement logistics, the short-range
program has been designed for inauguration in FY 91-92. This program has been
designed primarily to promote an increase in existing transit system usage by
revising and expanding local, commuter, and paratransit operations. In
addition, an option for implementation of a pilot general public dial -a -ride
program has been included.
Long-range service proposals have been designed to strengthen the system
implemented under the short-range program. Based on population and employment
forecasts, the consultant has designed this program to run for 5 years
commencing in FY 95-96.
That Council direct Staff to prepare an agenda report for the next City
Council meeting recommending:
1. Adoption of the short-range program as amended by the Staff report.
2. That Staff proceed with issuance of RFPs for the acquisition of buses and
for the procurement of bus operator services.
3. That the long-range program not be adopted until an analysis of the
success of the short-range program can be provided. An accurate analysis
of the success of the short-range program could probably be provided some
time towards the end of FY 92-93.
Agenda Item: 5 ,
ATTACHMENT A - STAFF REPORT
PUBLIC TRANSIT NEEDS STUDY
SUMMARY OF FINDINGS
E
1. Program Adoption: It is recommended that Council adopt only the short-
range service program proposed by the consultant.
2. Financing: It is recommended that Council direct Staff to pursue a lease -
purchase plan for financing the cost of 22 new buses for the short-range
program. This includes 13 buses for local transit service and 9 buses for
commuter service.
3. Alternative -Fuels: It is recommended that alternative -fuel buses not be
considered for the short-range program. It is recommended that new buses
procured for the short-range program be the diesel -engine type with
particulate traps.
4. Program Management: It is recommended that Council direct Staff to pursue
the assumption of transit administration services from the County. This
task is to be phased and coordinated in a rational manner. It is
anticipated that complete assumption of transit administration functions
can easily be accomplished prior to the start of FY 92-93.
PROGRAM ADOPTION
The consultant has proposed a short-range program and a long-range program.
The short-range program is summarized on the attached Tables 1 through 4. The
long-range program has been designed based on projected population and
employment forecasts which may change significantly after the 1990 Census is
published. The long-range program also assumes ridership increases as a
benefit from implementation of the short-range program, which should be
substantiated prior to adoption. Staff therefore recommends adoption only of
the short-range program at this time.
FINANCING
22 buses will be required for implementation of the short-range program.
Staff has reviewed several financing options, and recommends the lease -
purchase option. Under this method of financing, Proposition A funds will be
sufficient to finance the entire short-range program until FY 93-94 without
the need to utilize TDA funds. This is important since TDA funds can be used
for roadway purposes once unmet transportation needs are met. A complete cost
analysis for the short-range program, based on lease -purchase financing of
buses is shown on Table 5.
ALTERNATIVE FUELS
The State has mandated that all buses purchased after January 1, 1991 be
powered by alternative fuels such as propane, methanol, or compressed natural
gas. Staff's investigation of alternative fuels has determined that current
ATTACHMENT A - STAFF REPORT (CONTINUED)
bus engine technology does not support this mandate. Staff has determined
that buses which run on alternative fuels are out of service more often than
conventional diesel buses. In additional, operating and maintenance costs for
alternative fuel buses are significantly higher than those for convention
diesel buses. Tables 6 through 8 summarize these findings.
For these reasons, the LACTC is opposed to alternative fuel buses at this
time. However, "particulate traps" are currently available for diesel engine
buses at a cost of approximately $15,000 each. The LACTC and Staff have
determined that this trap is currently the most effective and viable
alternative for reduction of emissions.
PROGRAM MANAGEMENT
Currently, administration of transit operations is being performed by Los
Angeles County Public Works Transit Operations. The City, County, and LACTC
all agree that as the short-range program will best be served if
administration functions are performed in close proximity to the City. This
being the case, the County does not have an objection to relinquishment of
administrative duties for the program. It is anticipated that the County
would pay the City for a percentage of total program administrative costs
based on County ridership, miles driven, or other equitable formula.
0
EXISTING LEVEL OF SERVICE
E
SHORT-TERM PROGRAM
TABLE 1 - LOCAL TRANSIT
PROPOSED SHORT-RANGE PROGRAM
7 ROUTES . . . . . . . . . . . . . . . . . 11 ROUTES
8 BUSES - OPERATOR OWNED . . . . . . . . . 13 BUSES LEASED BY CITY
7 BUS SHELTERS . . . . . . . . . . . . . . 38 BUS SHELTERS (PHASED IN)
HOURS OF OPERATION: 7 AM - 6 PM . . . . . HOURS OF OPERATION: 6 AM - 7 PM
OPERATOR IS UNDER CONTRACT . . . . . . . . OPERATOR IS UNDER CONTRACT
EXISTING LEVEL OF SERVICE
TABLE 2 - COMMUTER TRANSIT
PROPOSED SHORT-RANGE PROGRAM
1 ROUTE (LOS ANGELES) . . . . . . . . . . 2 ROUTES (LA AND CENTURY CITY)
5 BUSES - OPERATOR OWNED . . . . . . . . 9 BUSES LEASED BY CITY
OPERATOR IS UNDER CONTRACT . . . . . . . OPERATOR IS UNDER CONTRACT
EXISTING LEVEL OF SERVICE
TABLE 3 - PARATRANSIT SERVICE
PROPOSED SHORT-RANGE PROGRAM
6 VANS - OPERATOR OWNED . . . . . . . . . 6 VANS - OPERATOR OWNED
WEEKDAY SERVICES - 7 AM - 6 PM . . . . . WEEKDAY SERVICE - 6 AM - 6 PM
SATURDAY SERVICE - WHEELCHAIR ONLY . . . SATURDAY SERVICE - 9 AM - 5 PM
UCLA SHUTTLE . . . . . . . . . . . . . . UCLA SHUTTLE
OLIVE VIEW MEDICAL CENTER SHUTTLE
TABLE 4 - GENERAL PUBLIC DIAL -A -RIDE
EXISTING LEVEL OF SERVICE PROPOSED SHORT-RANGE PROGRAM
NONE . . . . . . . . . . . . . . . . . . . FOUR VANS - OPERATOR OWNED
DEMAND SERVICE (60 -MINUTE RESPONSE)
WEEKDAY SERVICE: 6:30 PM - 9:30 PM
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POWER SOURCE
'ethanoll
'ethanol-Avocet2
,thanoll
,ompressed Natural Gasl
.iquified Natural Gasl
iquified Petroleum Gasl
synthetic Diese12
)iesel/w Computer
,ontrol and Particulate
!'raps 2
conventional Trolley
3us 1
3attery Electricl
I(agnetic Induction)
Iuel Cells)
ALTERNATIVE FUELS •
COSTS
UP FRONT*
$ 137,250,000
$ 71,250,000
$ 136,100,000
$ 128,000,000
$ 140,000,000
$ 54,690,000
$ -0-
$ 45,000,000
$1,930,000,000
$ 680,000,000
$6,600,000,000
$ 317,000,000
(at least)
TABLE 8
ANNUAL ADDITIONAL
$ 44,117,000
$ 60,000,000
$ 94,098,388
$ -0-
$ -0-
-0-
$131,029,410
$ -0-
$ 31,762,000
NOTES
Technology not fully available
today - 1994-98 timeframe
Fuel supplies limited. Emission
Benefit Unclear
May not meet AQMP requirements
May not meet AQMP NOx require-
ments on retrofits. Will meet
particulate and smoke standards
$ 39,766,850 Technology not available today,
1996-2000 timeframe
$ 31,762,000 Technology not available today,
1996-2000 timeframe
$ 64,000,000 Extremely premature/Technology
(at least) not developed. 2000-2010
timeframe
'Up front costs are based on the marginal cost of adding technology to vehicles. If it was less
expensive to add to new vehicles, those costs were assumed. If retrofit was more cost effectiv
retrofit costs have been assumed.
-Technology on if new vehicle (designed in)
--Technology retrofitted to existing vehicles
• AGENDA REPORT i
City Manager Approval
Item to be presented
UNFINISHED BUSINESS John E. Medina
DATE: March 7, 1990
SUBJECT: FINAL REPORT TRANSIT NEEDS STUDY
DEPARTMENT: Public Works
BACKGROUND
The City Council, at its meeting of October 24, 1989, received the interim
report from the City's traffic consultant which reported on their operational
recommendations. This report will provide the final phase of the Transit Needs
Study. It will recommend a marketing program, management structure, capital
improvement program, and finally, a report on financial projections and options.
The marketing program suggests various strategies to inform residents about the
City's transit system. These include a publicity blitz for the start-up of a
general public dial -a -ride program, creating system route maps and pocket -sized
timetables, and to design a system logo and color scheme which can be easily
identified and not confused with other public or private contractors. Staff
supports all of these recommendations.
The Study supports a management structure which creates a separate governmental
entity like a Joint Powers Authority with the County for transit. Staff does
not agree with this recommendation. Staff recommends that the City be the lead.
agency owning or leasing the buses and managing the necessary agreements and
contracts with other public and private organizations. Taking into
consideration the size of the proposed transit system, staff believes it's
recommended management structure is the most responsive to the needs of the
community.
In addition to signs, stations, kiosks, and 55 bus shelters, the capital program
calls for the acquisition of a total of 64 vehicles by the year 2000.
Twenty-six (26) vehicles for the first phase of the plan (1991-1995), which
includes 13 transit buses, nine (9) commuter buses, and four (4) vans. Phase
two calls for an additional thirty-eight (38) vehicles, six (6) transit buses,
two (2) commuter buses, and thirty-four (34) vans. Table 24 on page 151 of the
Study best illustrates this schedule and estimates its cost. Staff generally
supports the Study's capital program.
The Study does forecast the projected amount of revenue available to the City to
fund the Study's proposed level of transit service. City staff has checked the
Study's base figures against recently received financial audits and other
financial resources and finds the Study figures to be reasonable.
•
Page 2
•
This Study recommends four financial options which the City may choose. No
specific recommendation was provided. The options are as follows:
1) Lease to purchase plan
2) Accelerated lease to purchase plan
3) Purchase buses with cash
4) Purchase used buses
The primary financing mechanism for the purchase of capital equipment is through
Proposition A and TDA (Transit Development Act) funding. TDA funds may be used
to construct new roads if the identified needs for transit have been met. The
flexibility, however, to use TDA funds for roads is important until it is
essential to use these funds for the transit system. Staff therefore recommends
Plan 1 which provides for a lease to purchase plan. This option utilizes only
Proposition A funding permitting approximately $3 million per year of TDA funds
to be available for roadway purposes for at least a three-year period.
The Los Angeles County Transportation Commission (LACTC) has indicated a
possibility of a loan to the City for the outright purchase of the commuter
buses identified in Plan 3. The $3 million expenditure in FY 1990-91 would be
paid back to the LACTC in future years from TDA funds. Staff will pursue this
possibility and determine which option provides the greater financial advantages
to the City and make a recommendation to Council.
An important consideration the Study did not take into consideration is whether
or not to acquire buses which run on diesel fuel or alternative fuels, such as
CNG, propane or methanol. This issue will be discussed in greater detail in an
agenda report for Council's consideration in its meeting of March 13, 1990.
The consultant in your meeting of October 24, 1989, provided a recommended level
of service. It is staff's determination that the City should pursue Phase I of
the report as presented to Council. The program would provide increased service
from one hour to one-half hour intervals and increases the number of routes from
six to seven. A dial -a -ride service will be provided in the evening hours after
the bus operating day is concluded. Staff, the LACTC, and the County of Los
Angeles Public Works Department Transit Division has analyzed the
recommendations provided in the consultant's report and recommends the following:
RECOMMENDATION
1. Receive the report and adopt the first phase of the plan and endorse the
second phase as a suggested guide for transit planning.
2. Direct staff to pursue the financial plan of a lease/purchase for the
acquisition of buses.
•
CITY OF SANTA CLARITA
•
I N T E R O F F I C E M E M O R A N D U M
T0: John E. Medina, Director of Public Works
FROM: Dennis E. Luppens, Administrative Assis4t ,
DATE: March 2, 1990
SUBJECT: TRANSIT STUDY FUNDING ASSUMPTIONS
FUNDING PROJECTIONS
The funding assumptions presented by the Study are obviously critical to the
successful implementation of the proposed transit program. The Study's
financial projections for costs and revenues extend for a period of ten years,
1990/1991 to 1999/2000. Like the recommendation for improved service levels,
financing is also split into two phases.
For the purposes of this report, staff will focus its attention on phase one,
1990/1991 to 1994/1995 and phase two financing may be used as a guide for the
estimated costs of implementing phase two. Because the City of Santa Clarita
is relatively new, to realistically forecast beyond five years leads to too
many assumptions. One main example is the question of the City's current
population. The allocation of Proposition A funds is a major funding source
for the Transit Study. The County estimates the City's population, and the
LACTC allocates Prop. A funds based on the County's estimation. The
population estimate used for this year is 115,000. In addition, it is
expected after the 1990 Census is accounted for in 1992, the City's estimated
population is expected to change significantly. Also if the City annexes more
unincorporated County, its population will increase. All these probabilities
could result in an unpredictable jump in Prop A funds which would have a
significant impact on transit budgeting. The Transit Study for its revenue
forecasts has projected the following population assumptions based on an
annual growth of 6,750 residents per year.
Year Est. Pop
89-90
115,000
90-91
121,750
91-92
128,500
92-93
135,200
93-94
142,000
94-95
148,750
Essentially, the bulk of the funding comes from two sources, Proposition A
dollars and federal TDA, (Transit Development Act), dollars. Other funding
sources are: Fare box revenue, the County's share of the cost, and federal
UMPTA (Urban Mass Transit Act) funds.
TRANSIT STUDY FUNDING ASSUMPTIONS
March 2, 1990
Page 2
COUNTY'S COMMITMENT
County's Commitment to the Santa Clarita Valley has been modified somewhat
since the publication of the Transit Studies financial tables. Dialogue
between the City and the County Department of Public Works suggests that the
County would be able to support the following funding mechanism. The County
believes their fair share to support Santa Clarita Valley Transit should be
based on County resident participation. The County has suggested contributing
the following percentages: For dial-a-ride,•6% of the cost; local transit,
16.8% of the total cost and 10% of the commuter transit. For City Staff's
purposes to calculate total contribution and plug it into an easily understood
chart (see Attachment I) the percentages have been averaged for a County
contribution of 10% of total OPERATING costs. This financial area is still
subject to negotiation. Staff will try to see a contribution of 10% of
operating and capital costs. However, the County has been clear that they do
not want to share in the up -front cost associated with purchasing buses.
According to the transit study and the LACTC, (the administrator of transit
funds and lead agency of Study), the Study's proposed increase in transit
services can be financially supported by transit dollars. The City would not
have to use General Fund dollars.
The Study presents four financial options from which the City Council may
choose to pay for operational and capital costs and if required interest
payments, they are: 1) lease purchase of buses, Table 32 in the Study; 2)
accelerated lease purchase of buses, Table 33; 3) purchase of buses, Table 34;
and 4) purchase of used buses, Table. 34.
TRANSPORTATION DEVELOPMENT ACT (TDA) FUNDS
The key to understanding the financial options listed above is knowing how TDA
funds can be used. The first objective of TDA funds are to help local
agencies pay for transit service. If an agency demonstrates that transit
needs are being met in the community, local agencies can then use the fund to
meet their second objective; help pay for the improvement of transportation
needs. This would include the construction of roads.
Currently, the County Public Works Department has provided the necessary
evidence that the Santa Clarita Valley is meeting its transit needs, and the
City is eligible to use TDA funds to pay for the construction of roads.
For the purpose of this agenda report and the financial options listed above,
TDA funds can be looked at as a kind of holding fund. Depending on the chosen
financial option, the more funds spent on acquisition of the buses, the less
funds are available for other transportation needs such as the construction of
roads.
TRANSIT STUDY FUNDING ASSUMPTIONS
March 2, 1990
Page 3
FINANCIAL OPTIONS
Lease Purchase - (Table 32). This option assumes the City will acquire the
required number of buses for commuter and local routes through a 10 -year lease
agreement starting July 1, 1991. This would require the City to buy
alternative fuel buses. As discussed in the agenda report on the purchase of
used buses, there is a concern about the durability of engines that use
alternative fuels. The Study includes a 9% cost for the use of the loaned
funds.
This option leaves the largest amount of TDA funds available for other
transportation needs.
ACCELERATED LEASE PURCHASE (TABLE 33)
This option is nearly the same as the above Lease Purchase Option except, the
buses would be acquired before January 1, 1991, with delivery to be scheduled
for July 1, 1991. This option allows the City to purchase buses which would
not be subject to alternative fuels regulations.
TDA
TDA
Capital
Available
Available
Acquisition
Year
Total
Roads
Dif.
Costs
1990-91
$3,138,000
$3,138,000
-0-
-0-
1991-92
3,399,000
3,399,000
-0-
646,000
1992-93
3,675,000
3,675,000
-0-
651,000
1993-94
3,929,000
3,929,000
38,000
677,000
1994-95
4,278,000
3,827,000
451,000
705,000
This option leaves the largest amount of TDA funds available for other
transportation needs.
ACCELERATED LEASE PURCHASE (TABLE 33)
This option is nearly the same as the above Lease Purchase Option except, the
buses would be acquired before January 1, 1991, with delivery to be scheduled
for July 1, 1991. This option allows the City to purchase buses which would
not be subject to alternative fuels regulations.
As shown above both the' Lease Option and Accelerated Lease Option spread the
cost of the buses across the life of the 10 -year debt service. The down side
to leasing the buses is that the City essentially has to make interest
payments on the debt. The bonus is that these options leave a higher amount
of TDA funds for other transportation needs.
TDA
TDA
Capital
Available
Available
Acquisition
Year
Total
Roads
Dif.
Costs
1990-91
$3,138,000
$3,138,000
-0-
$ 311,000
1991-92
3,399,000
3,310,000
89,000
631,000
1992-93
3,675,000
3,188,000
487,000
636,000
1993-94
3,929,000
3,504,000
463,000
662,000
1994-95
4,278,000
3,839,000
439,000
690,000
As shown above both the' Lease Option and Accelerated Lease Option spread the
cost of the buses across the life of the 10 -year debt service. The down side
to leasing the buses is that the City essentially has to make interest
payments on the debt. The bonus is that these options leave a higher amount
of TDA funds for other transportation needs.
0 0
TRANSIT STUDY FUNDING ASSUMPTIONS
March 2, 1990
Page 4
PURCHASE OF NEW BUSES (TABLE 34)
As the name of this option implies, this financial plan suggests that the City
purchase the necessary capital equipment right before January 1, 1990 with the
delivery of the vehicles to be scheduled to begin service July 1, 1991.
This option would require approximately 88% of total available TDA funds to
purchase the local and commuter buses and the capital equipment needed to
implement the recommended service levels. As'shown below, as the years go by,
more TDA funds would become eligible for the use on other transportation needs.
This is the financial option recommended by the LACTC for the following
reasons: 1) it is financially straightforward; 2) debt service or interest
payments are eliminated; and 3) the City is the owner of the buses.
Combining the operational and capital cost for this plan would require the
City to expend approximately $5,944,000 in fiscal year 1990-1991. This plan
expends more than is available through City transit funds and what can be made
up with the County's contribution to transit. The LACTC has suggested that if
the City chose this option they may loan the City the necessary funds to
purchase seven commuter buses. These funds would be repayable through TDA
funds not used for transit between the years of 1991/92 - 1994/95.
PURCHASE OF RTD 30 -FOOT CARPENTER BUSES (TABLE 35)
This option gives the City the ability to purchase the required number of
local transit buses and new commuter buses. As discussed in the agenda report
devoted to this subject, there are inherent risks of higher maintenance costs
and its image of not being a new bus.
The number of buses to be purchased will need to be higher than those
recommended by the Study. The purchase price of these buses would total
approximately $640,000 as compared to what City Staff has determined to be
approximately $1,595,000 for new buses. The financial forecast submitted by
the Study takes into account that new commuter buses would be purchased. The
Study uses the cost per commuter bus to be $210,000 per bus. Based on cost
estimates from the LACTC, this might be slightly low as $45,000 to $55,000
each. The chart below, taken from data within the Study, price the RTD buses
and the new commuter buses at $30,000 and $210,000 each.
TDA
TDA
Capital
Available
Available
Acquistion
Year
Total
Roads
Dif.
Costs
1990-91
$3,138,000
$ 361,000
$2,777,000
$3,524,000
1991-92
3,399,000
3,270,000
129,000
236,000
1992-93
3,675,000
3,661,000
14,000
162,000
1993-94
3,929,000
3,931,000
36,000
235,000
1994-95
4,278,000
4,278,000
-0-
246,000
This is the financial option recommended by the LACTC for the following
reasons: 1) it is financially straightforward; 2) debt service or interest
payments are eliminated; and 3) the City is the owner of the buses.
Combining the operational and capital cost for this plan would require the
City to expend approximately $5,944,000 in fiscal year 1990-1991. This plan
expends more than is available through City transit funds and what can be made
up with the County's contribution to transit. The LACTC has suggested that if
the City chose this option they may loan the City the necessary funds to
purchase seven commuter buses. These funds would be repayable through TDA
funds not used for transit between the years of 1991/92 - 1994/95.
PURCHASE OF RTD 30 -FOOT CARPENTER BUSES (TABLE 35)
This option gives the City the ability to purchase the required number of
local transit buses and new commuter buses. As discussed in the agenda report
devoted to this subject, there are inherent risks of higher maintenance costs
and its image of not being a new bus.
The number of buses to be purchased will need to be higher than those
recommended by the Study. The purchase price of these buses would total
approximately $640,000 as compared to what City Staff has determined to be
approximately $1,595,000 for new buses. The financial forecast submitted by
the Study takes into account that new commuter buses would be purchased. The
Study uses the cost per commuter bus to be $210,000 per bus. Based on cost
estimates from the LACTC, this might be slightly low as $45,000 to $55,000
each. The chart below, taken from data within the Study, price the RTD buses
and the new commuter buses at $30,000 and $210,000 each.
0
TRANSIT STUDY FUNDING ASSUMPTIONS
March 2, 1990
Page 5
•
The above funding assumption suggested by the Study proposes the purchase of
new transit buses in fiscal year 1994-95. Staff believes this purchase could
be delayed by a year depending on the performance of the RTD buses.
CONCLUSION
It is recommended that the City pursue the option of a lease purchase for the
acquisition of the buses. It allows the City to maximize the use of TDA funds
on roads. This is the best use of the TDA funds. The City is able to build
roads to relieve tremendous traffic congestion residents experience daily and
implement the Transit Study. It should be understood that this recommendation
will require the City to make interest payments on the financing of the
buses. This will increase their total cost. However, this additional cost is
well worth the need to improve our local transportation system.
DEL:hds
TDA
TDA
Capital
Available
Available
Acquisition
Year
Total
Roads
Dif.
Costs
1990-91
$3,138,000
$1,697,000
$1,441,000
$2,157,000
1991-92
3,399,000
3,270,000
129,000
137,000
1992-93
3,675,000
3,661,000
14,000
44,000
1993-94
3,929,000
3,931,000
36,000
128,000
1994-95
4,278,000
2,192,000
2,086,000
2,748,000
The above funding assumption suggested by the Study proposes the purchase of
new transit buses in fiscal year 1994-95. Staff believes this purchase could
be delayed by a year depending on the performance of the RTD buses.
CONCLUSION
It is recommended that the City pursue the option of a lease purchase for the
acquisition of the buses. It allows the City to maximize the use of TDA funds
on roads. This is the best use of the TDA funds. The City is able to build
roads to relieve tremendous traffic congestion residents experience daily and
implement the Transit Study. It should be understood that this recommendation
will require the City to make interest payments on the financing of the
buses. This will increase their total cost. However, this additional cost is
well worth the need to improve our local transportation system.
DEL:hds
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LEAS E,'PURCH7,Sr-
TD Z.
. =ar ='Ota -
1990 -91 _ 1-3 0
_991-93 ',399,000
1992-93 3.675,000
1993-94 3,929,000
1994-95 4,278,000
PURCHASE
TDA
TDA
TD'A
,-.va_lable
Cap --mai
y ---I L ltion
..v=11 -=t 1 e
A-:a_lable
Costs
P,--C'u1 F - t - ^r.
ye :r
To7a_
Road s
:i--.
_OS
1990-91
S 3,138,000
S 3,138,00C
0
0
1-acl-92
-!,-99,000
0
0
646 , 00')
_993-c3
=._7`.999
�,t',`,OnO
0
E51,000
iS) 3-9�
.: 29 , 00,_
_ , 929 , 000
=-0, 000
:' 7 , CCO
1994-95
;,^;M0
3,827,000
451,0^v0
705,000
489,000
* This
ACC_LERATE1)
SE/PURCHASE
local
transit buses In FY
94-95.
TDA
TDA
Capital
I�va:.lab1e
Available
Acquisition
Year
Total
Roads
Dif.
Costs
1990-91
S 3,1_38,000
S .3,138,000
0
S 311,000
_991-92
'•,399,000
3,310,000
89,000
631,000
1992-93
3,675,000
3,188,000
4.87,000
636,000
1993-94
3.929,000
3,504,000
463,000
662,000
1994-95
4,278,000
3,839,000
439,000
690,000
1,478,000
TD Z.
. =ar ='Ota -
1990 -91 _ 1-3 0
_991-93 ',399,000
1992-93 3.675,000
1993-94 3,929,000
1994-95 4,278,000
PURCHASE
TDA
TDA
Capital
,-.va_lable
Capital
y ---I L ltion
Pc=ds
D1:C
Costs
361,000
S ,7-7,000
-
S_ �^',00^
3,270,000
129,000
36,000
3,661,000
14,000
162,000
3,92,1,000
36,000
235,000
4,27-0,000
0
246,00
2,956,000
RTD 30 FOOT CARPENTERS
TDA
"_TDA
Capital
Available
Available
Acquisition
-E;
Tc,:a_
Ro=ds
-'_
COCts
;990-91
S 3,138,000
1,697,000 $
1,441,0'0^v
S 2,157,000
1991-92
3,399,000
3,270,000
129,000
137,000
1992-93
3,675,000
3,661,000
14,000
44,000
1993-94
3,929,000
3,931,000
36,000
128,000
1994-95
4,278,000
2,192,000
2,086,000
2,748,000
1,620,000*
* This
total does not
assume the purchase of new
local
transit buses In FY
94-95.
Executive Summary
Public Transit Needs Study
Santa Clarita Valley
prepared for
Los Angeles County
Transportation Commission
prepared by
COMSIS Corporation
in association with
Lewis Polin & Associates
Abrams-Cherwony & Associates
March 1990
Executive Summary
Public Transit Needs Study
Santa Clarita Valley,
prepared for
Los Angeles County
Transportation Commission
preps by
COMSIS Corporation
in association with
Lewis Polin & Associates
Abrams-Cherwony & Associates
March 1990
IEXECUTIVE SUMMARY
The purpose of this study was to address unmet transit needs, botli current and prospective,
through the identification and development of both short and long-range transit improve-
ments for residents of the Valley. The study was aimed at analyzing local, commuter, and
' specialized service alternatives and preparing recommendations for improved mobility in the
Santa Clarita area. As part of this effort, the study examined a number of issues related to
these improvements including the financial capacity of the community, vehicle accessibility,
and transit program marketing.
Existing local, commuter and specialized services account for about 1,700 boardings on a
itypical weekday which represent less than one percent of the overall trip market in the
Santa Clarita Valley. While this market share is in the range of expected values given the
' character of development in the area and the extent of service, it does suggest that there is
a substantial latent market for public transit in the community. Even a very small shift in
travel preference from the automobile to bus or van service by the area's residents would
' produce handsome ridership dividends on the Valley's transit and paratransit operations.
More detailed information regarding existing demographic conditions in the area can be
found in the chapters entitled EXISTING CONDITIONS (pages 3-14) and SERVICE
' EVALUATION (pages 43-63) of the final study report.
In light of these considerations, a series of service improvements were developed to address
the technical and perceived deficiencies and opportunities identified in the study and to
improve the overall performance of the transit system in the Santa Clarita Valley. This
report is a summary of the recommended program of improvements. Service inputs are
used to guide the development of the overall program of improvements. Short-range and
long-range proposals are then presented for local, commuter, and specialized service.
Finally, a financial forecast is then discussed to examine the financial implications of the
' proposed service program.
SERVICE INPUTS
Seven service inputs were considered in preparing a program of public transportation
' improvements for the Santa Clarita Valley.
1. Leadership Interviews. Interviews were conducted with ten "stakeholders" or leaders in
' the community as part of the community participation program. These leaders
represented local community organizations such as the Canyon Country and Santa
' Clarita Chambers of Commerce, Committee on Aging, and -the Val Verde Civic
Association.
2. Meetings with the General Public and City Council. Meetings were held with the
general public on June 26, 1989 and with the Santa Clarita City Council on July 25, 1989
and on October 4, 1989 to apprise the community and the elected officials on the status
of the study and to obtain feedback for incorporation into the study. A special meeting
' was also held with the Valencia Company to discuss the recommendations concerning
the provision of transit service to the proposed new regional shopping center.
3. Meetings with the Service Review Committee. As part of the citizen participation
program, a "service review committee" was established to review the material prepared
by the consulting team and to discuss the overall progress of the work effort. This
' committee was comprised of representatives of the City of Santa Clarita, the Los
Angeles County Department of Public Works, the Los Angeles County Transportation
Commission and five residents of the community representing the interests of business,
schools, seniors and the City's General Plan Advisory Committee.
4. Transcripts of Article 8 Hearings. Each year, the public is invited to provide testimony
at the Transit Development Act (TDA) Article 8 Unmet Transit Needs Hearing to
determine the disposition of TDA funds for the upcoming year.
' 5. Assessment of Service. The evaluation of existing local, commuter, and specialized
operations in the community indicated varying degrees of compliance with the proposed
' service policies.
6. On -Site Investigations. Hundreds of miles of field trips were conducted throughout the
area to gain a first-hand understanding of existing transit operating characteristics as well
as present and future development.
' 7. Test Trips -- Test trips were made of all service proposals that are recommended for
implementation over the near-term.
SHORT-RANGE SERVICE PROPOSALS
' The short-range program of service improvements for local, commuter, and specialized
operations are designed to differentially increase transit usage in the near-term future with
inauguration of service as early as summer 1991. The recommended short-range service
program calls for an expanded system of local, commuter, and paratransit operations for
residents of the Santa Clarita Valley as summarized below.
' Local Service. Local service would consist of 11 buses providing service over an 11 -route
network focused on a proposed transit terminal at the River Oaks Shopping Center in
the interim and, ultimately, on the proposed regional shopping center when completed.
' This system would provide expanded coverage to the Valley's residential areas and
employment centers and would offer continuation service between geographically
►j,
disparate sections of the City (Figure 1). Individual routes would be scheduled every
hour but, many of the Valley's major thoroughfares would be serviced by two bus routes
offering combined headways of approximately 30 minutes during most hours of the day.
Weekday service would begin at approximately 6:00 AM and end at about 7:00 PM to
accommodate the full range of travel activities.
rAt the conclusion of fixed -route service on weekdays, a general purpose, Dial -a -Ride
system would be provided to handle trip making during evening hours from approximate-
ly 6:30 PM to 9:30 PM.
Commuter Service. Commuter service would consist of seven buses providing service
' on two routes including the popular Route 799: Santa Clarita/Los Angeles Commuter
and a new trial service, Study Route 405: Santa Clarita/Century City Commuter. Route
799 would be re -aligned to pass by the proposed transit terminal to provide an additional
park-and-ride location while Study Route 405 would consist of two trips in each peak
period with stops at Ventura Boulevard and Westwood in addition to Century City.
Service would operate from approximately 5:15. AM 'to 8:30 AM in the morning and
' from 3:45 PM to 7:15 PM in the evening.
Specialized Service. Specialized service would consist of both demand -responsive and.
' fixed -route operations using four vans. The demand -responsive component would be on -
the -street earlier at 6:00 AM and later at 7:00 PM on weekdays to serve additional trip
markets and would offer Saturday service from approximately 9:00 AM to 5:00 PM to
all eligible users. A new once -a -week, fixed -route service would be provided by one of
the agency's vans between the Santa Clarita Valley and the Olive View Medical Center
in the northern San Fernando Valley to serve this County facility.
More detailed information regarding the recommended short-range proposals can be found
in the chapters entitled SHORT-RANGE SERVICE PROPOSALS (pages 67-98) and
' RECOMMENDED SERVICE IMPROVEMENT PLAN (pages 116-123) of the final report.
I. LONG-RANGE SERVICE PROPOSALS
' The long-range program of improvements are designed to strengthen transit service during
the 1990's. to meet the increases in population and employment forecasted for the
community. Given the dynamics of the Valley, these proposals call for a continuation of the
' aggressive expansion program outlined for the short-range time period. However, it should
be noted that the availability of funding, particularly the use of Article 8 revenues, may
affect the timing of these recommendations. In addition, because these new services may
' not be implemented until the mid 1990's or beyond over streets which do not exist presently,
the proposals are not as detailed or refined as their shorter -range counterparts.
The recommended long-range service program is summarized below:
1 3
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Local Service. Local service would be expanded to 16 fixed -route buses providing
service over a 16 -route network focused on a proposed transit terminal at the new
' regional shopping center. New areas would be served including the master -planned
communities of Northbridge and Stevenson Ranch as well as the Valencia Commerce
Center. Services would be offered on new' connecting thoroughfares such as Via
' Princessa and Plum Canyon/Whites Canyon Roads (Figure 2). Weekday service would
begin at approximately 6:00 AM and end at about 7:00 PM to accommodate the full
range of travel activities.
A general purpose Dial -a -Ride service would be established to supplement line -haul bus
service. Operating with a fleet of 17 vehicles over an areawide system of 12 zones, Dial -
a -Ride service would be designed to serve short -distance trips and to coordinate with the
proposed fixed -route bus network. Service would be operate on weekdays from
approximately 6:00 AM to 9:30 PM.
Commuter Service. Commuter service would consist of nine vehicles. Route 799 would
be divided into two routes to reduce travel time for users in Canyon Country and parts
' of Saugus. Midday service would be instituted between the Valley and downtown Los
Angeles by way of Burbank. Peak period service to Westwood and Century City would
be continued pending actual operating results while new carpool, vanpool or subscription
bus service would be inaugurated to the San Fernando Valley. Service would operate
from approximately 5:15 AM to 7:15 PM in the evening.
Specialized Service. Sector -based specialized service, consisting of 8 vehicles, would be
continued for those groups unable to use either the expanded fixed -route network or the
1 general purpose. Dial -a -Ride system. The demand -responsive component would be
operated from 6:00 AM to 7:00 PM on weekdays and from approximately 9:00 AM to
5:00 PM on Saturdays. The special once -a -week fixed -route operation to the Olive View
' Medical Center would be continued pending actual ridership results.
More detailed information regarding the recommended short-range proposals can be found
in the chapters entitled LONG-RANGE SERVICE PROPOSALS (pages 99-115) and
' RECOMMENDED SERVICE IMPROVEMENT PLAN (pages 116-123) of the final report.
FINANCIAL FORECAST
' The financial forecast was prepared to examine the financial implications of the proposed
service program. The forecast includes the amortized purchase costs of buses, vans, vehicle
and other items of the recommended capital plan shown in Table 1.
The financial forecast (Table 2) suggests that the implementation of the long-range
improvements will require the full use of Proposition A funds and the significant use of
' TDA funds (Figure 3). The analysis suggests that the proposed service program will require
the ongoing use of TDA funds beginning in approximately 1992.
4
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