Commuter Rail
Contents
Commuter Rail / An Investment in the Future
Clean, fast commuter trains attract passengers, give a reliable and anxiety-free ride, ease highway congestion, protect mobility, and improve the quality of life. This is happening in a growing number of metropolitan areas. Miami, Northern Virginia, San Diego, Los Angeles - all have recently started new commuter rail systems from scratch. They've joined Chicago, New York, San Francisco, Boston, Philadelphia, Montreal, Toronto, New Jersey, Maryland, and Connecticut in expanding and improving commuter railroads as an alternative to ever-more-crowded highways.
While the markets and demographics vary from place to place, one simple fact stands out: Everywhere in North America where commuter rail now exists, it is thriving and being expanded.
Commuter rail is the transportation system of choice for growing major metropolitan areas. Now Georgians have an opportunity to take charge of future mobility by creating a network with six commuter lines serving as many as 40 stations, which will link fast growing communities in the suburbs with the employment centers in the heart of the region.
Building a commuter rail system is an investment in the future. Commuter rail costs much less than equivalent highway capacity and helps to improve air quality. A commuter rail system will benefit the regional economy, create jobs and increase private productivity.
Commuter Rail Plan / A Case of Managing Growth
Employment and population growth will place increasing strain on the existing highway network and the quality of life in the towns surrounding the (Center of the Northern Georgia region. Highways will always be important arteries for travel within the region, but because of the increased use, average speeds will drop below 25 mph. Adding lanes on existing roads is prohibitively expensive, and extremely difficult from the environmental and community points of view.
As population continues to grow in the suburbs, jobs continue to be added in downtown, midtown, and other inside-the-Perimeter (I-285) employment centers. This will continue to increase the number of people commuting to the center of the region, as the highway network reaches its practical limits.
A solution to this problem is the rediscovery of the commuter train running on existing freight lines into and through the heart of the region. Could this work in Metropolitan North Georgia? That was the purpose of the Georgia Department of Transportation Commuter Rail Plan - to determine whether commuter rail could be an effective way of enhancing the mobility of the entire Metropolitan North Georgia region.
The answer is yes if a practical and economic plan can be developed using existing rail corridors to implement new passenger services to a select number of travel corridors within the region. This report outlines the steps taken to develop such a Commuter Rail Plan for Metropolitan North Georgia.
Project Blueprint / A Strategy for Metropolitan North Georgia
The Commuter Rail Plan identifies six lines as having solid ridership potential, (Contributing a high percentage of fare revenue to overall operating cost, and having a low per-rider cost.
The three initial lines, expected to be available in the year 2000, are Athens, Senoia, and Bremen (a total of 158 miles), linking 20 stations in 12 counties. Approximately 6,300 riders would he carried over the three lines, totaling 12,600 daily trips. These lines are proposed to be developed first because they represent a geographic balance, a mix of existing operational freight railroads, and a manageable portion of the overall investment.
The estimated cost to build this first-phase system is $243 million, with operating assistance of $9 million annually.
The three lines proposed for a second phase in 2010 are Madison, Gainesville, and Canton (a total of 164 miles), linking 19 stations in 10 counties These lines would carry 7,850 riders, for a total of 15,700 daily trips. The capital cost to build this second phase system is $265 million, with an additional operating assistance of $8 million annually.
Current recommendations call for diesel powered push-pull bi-level trains, similar to those used in Chicago, Miami, San Diego, Los Angeles, and Toronto.
Metropolitan North Georgia commuter Rail Plan / The Approach
Twelve rail lines were analyzed for commuter ridership and overall feasibility--Athens, Greensboro, Rome, Jackson, Canton, Senoia, LaGrange, Cartersville, Bremen, Cedartown and Gainesville.
How the Plan was Developed
Defined Demand
Ridership potential was examined and documented by the best available economic and travel-demand forecasting methods.
Analyzed Railroad Operations
Each of the twelve lines were analyzed to determine the track, signal and other right-of-way improvements required to permit reliable freight and passenger operations.
The proposed commuter rail train and infrastructure investment and proposed level of service can provide capacity equivalent to or greater than an interstate highway.
Ranked Corridors
Twelve existing railroad lines were ranked according to condition, volume of freight traffic, potential ridership and costs of implementing service
Refined Options
Of the twelve corridors, six emerged as strong enough to support commuter rail service.
Designed Start-up Strategy
A start-up strategy was designed to allow three lines to begin running in the year 2000 and three more in 2010.
Identified the Benefits
These six lines will cost $120 million less to build than equivalent highways and will save $23 million per year in operating, pollution, parking, vehicle and time costs.
The study to decide whether commuter rail is right for the Atlanta metro area began in 1992 when the Georgia Department of Transportation began to look at potential corridors. To keep the metro area's vitality and economic edge, DOT an other public agencies and officials started with the idea that a multi-modal approach was needed to chart long-range transportation planning and investment.
In 1993, Georgia DOT contracted with a team of consultants led by LS Transit Systems, Inc., to conduct a commuter rail feasibility study. Among the issues studied were:
- existing commuter patterns,
- population and employment trends,
- the need and demand for commuter rail,
- the cost of creating a system (designing and building stations, buying trains. modifying tracks and signals), and
- the cost of operating it.
Carving out entirely new rights-of-way for any means of transportation -- railroad, highway, rapid transit, or light-rail -- is prohibitively expensive where it is even possible. Investing in a commuter rail system that can use existing freight lines makes sense because it is less difficult, costly and time consuming than creating all new corridors.
The Right Conditions for New Passenger Rail Service
Existing Corridors
An existing network of high quality freight tracks is in place, feeding into the center of the region.
lntermodal Integration
existing rapid transit and bus system would allow rail commuters to make connections from the train to and from their jobs.
Local Commitment
Public policy commitments have been made to invest in the Five Points area, the proposed downtown commuter rail station and transfer complex.
Long Term Planning
The area has a history of making farsighted investments to preserve transportation mobility -- evidenced by the extensive highway system, Hartsfield airport and the MARTA rapid transit system.
The Regional Picture / Socioeconomics and Travel
Population and Employment
In contrast to many other U.S. metropolitan regions which experienced little growth during the 1980's, the population of the 50-county Atlanta metropolitan area rose by 30 percent from 1980 to 1990, while employment grew by 50 percent. Population projections for the year 2010 indicate a rise of some 50 percent over 1990 levels. Employment trends for the same year indicate a level 55 percent greater than that of 1990.
Even more important than the size of the projected growth is where that growth will take place --population is growing in the suburbs, 15 to 30 miles from the center of Atlanta.
Employment is growing in outlying zones, but also in the traditional downtown, midtown, airport, and Lenox areas, and other transit-accessible areas. This combination of suburban growth and continued employment in the center has high potential for commuter rail.
Existing Public Transportation
Public transportation in the metropolitan area is limited in coverage. In Dekalb and Fulton counties, the Metropolitan Atlanta Rapid Transit Authority (MARTA) operates a bus and rapid-transit network carrying about 450,000 passengers a day. Other local public agencies provide local transit Service in Athens, Cobb County and Gainesville. Cobb County also provides connecting bus Services to MARTA in Atlanta's midtown area.
Travel Patterns
Three travel behavior surveys formed the basis for learning about residents' existing commuter patterns and preferences. A 1990 Atlanta Regional Commission survey of 2,500 households in the seven-county ARC region provided the most current source of public-transportation travel data from that area. This was supplemented by a 1993 mailback-telephone survey in which responses were gathered from 2,000 households in 43 surrounding counties.
An "expressed preference" survey was also conducted. People were shown an interactive video presentation about commuter rail and asked to compare it to their current trip downtown and decide if they would choose the train, or stay with their current way of traveling.
Market Research / How Many Will Ride
Sophisticated computer based travel demand models were applied to predict how many riders would use commuter rail service. The models incorporate information about travel habits on the specific corridor being studied, such as length of trip, existing preferences, and commuting patterns. Although the models are based on information and interview responses from metropolitan-area residents, the results were cross-checked against those of other commuter rail corridors to ensure their reasonableness.
The area encompassed 50 counties that were divided into nine regions and 1,291 zones. The models were run using several scenarios to evaluate each of the 12 lines independently. Only work trips (to and from 'obs) were counted, excluding off-peak, shopping, and recreational riders. For example, by the year 2010, the model found the range of riders attracted went from a high of 8,900 passengers per day on the Athens line to a low of 2,700 passengers per day on the Jackson and LaGrange lines.
Comparing the Lines
The 12 lines were analyzed for ridership potential and for the costs of adding passenger trains to the freight traffic on each route.
Much of the required investment in right-of-way improvements is to assure that freight trains and passenger trains can be accommodated without delays and with enough capacity for future growth. A detailed operations analysis of each line determine(I what right-of-way investments would be needed to assure reliable passenger and freight service. The goal of the technical work was to:
- define each line's strengths and weaknesses,
- determine if lines competed for riders from common areas,
- learn whether significant ridership could be attracted,
- identify which station locations were most attractive, and
- identify the costs of improving the right-of-way.
For each line, capital costs were estimated to compare improvements to railroad infrastructure (track, signals, structures, stations and parking) and rolling stock purchases. Joint facilities that would serve all lines were not included. Capital costs ranged from $48 million for the Bremen line to $123 million for the Rome line.
Other factors which contributed to an overall cost/benefit comparison included farebox recovery and annualized cost per rider, which takes into account both operating and capital costs. The farebox recovery index ranged from 73 percent for the Senoia line to 37 percent for the Rome line. Other commuter systems in the United States typically cover 40 to 60 percent of costs. The Gainesville line showed the lowest annualized cost per rider per trip at $5.92, while the Rome line showed the highest at $19.12.
When the 12 corridors were compared with all of these factors considered, six lines stood out as being much stronger than the rest: Senoia, Athens, Gainesville, Madison, Canton, and Bremen.
The Plan for Operations
A set of basic operating standards were established to compare the lines.
Service frequency was assumed to be three inbound morning trips (arriving between 7:15 a.m. and 8:30 a.m.), one midday round-trip, three outbound late-afternoon trips (leaving between 4:30 p.m. and 6:00 p.m.), and an evening round-trip.
In peak periods, the trains would run 40 minute apart and stop at all stations. Trip times assumed speeds of 40 to 60 mph most of the way. Run time ranged from a low of 54 minutes from Senoia to Atlanta (Five Points) to I hour 47 minutes from Forsyth to Atlanta. One-way fares were assumed to range from $1.50 to $6.00, depending on distance. It was assumed that rail commuters could transfer free to MARTA transit or bus service.
Local station location assumptions were based on available sites that were accessible from streets and highways. Stations would have bicycle storage, drop-off points for arriving passengers, bus stops, and adequate parking.
A downtown transfer station was assumed at Atlanta's Five Points to accommodate riders who will use MARTA trains and buses to complete their trip. This is the site of the proposed Multimodal Passenger Terminal.
Simulating the Proposed Service
A computer model was developed to simulate the actual operation of the railroad as trains moveover the track under the control of the signal system. The impact of the introduction of passenger trains was studied and changes to the signal and track systems were introduced to assure that capacity and reliability were maintained.
Permanent maintenance and storage facilities would be needed in Atlanta and at each outlying terminal. Three trainsets would be required for each line, each set consisting of a diesel locomotive and three to six bi-level commuter coaches, with a cab control car allowing the train to be controlled from either end to eliminate the need for turning the equipment after each trip.
Distance Based Fare Structure
| Distance |
0-10 |
10-15 |
15-20 |
20-25 |
25-30 |
30-40 |
40-50 |
50-60 |
60-70 |
>70 |
| Fare |
$1.50 |
$2.00 |
$2.50 |
$3.00 |
$3.50 |
$4.00 |
$4.50 |
$5.00 |
$5.50 |
$6.00 |
A Strategy to Launch Commuter Rail
While six lines are good candidates for commuter service, the cost and complexity of launching such a large network all at once make a good case for a staged approach over a 10- to 15-year period. By beginning with three lines and adding three others later, resources can be conserved and a new travel system can be introduced one step at a time.
Phase I envisions starting the Athens, Senoia, and Bremen lines first - by year 2000 - providing a geographic mix, diversity of host freight railroads and a relatively low initial capital investment. These three lines would serve a downtown transfer station and 20 stations in 12 counties, carrying more than 6,300 riders daily (12,600 daily one-way trips). Capital cost would be $243 million, and annual operating assistance would be $9 million.
Components of Operating Cost
In Phase 2, the lines to Madison, Gainesville, and Canton would be added, with the first trains running in year 2010. These lines would carry more than 7,850 passengers a day (15,700 daily one-way trips). Capital cost would be $265 million, and the additional annual operating assistance needed would be $8 million.
In Its final form, the system would service 40 stations in 18 counties. The estimated population of those 18 counties by year 2010 is 4.3 million people, more than half of the estimated total population of Georgia in that year.
Focus on Implementation / Steps to Action
What Commuter Rail Can Bring to Northern Georgia
Preserving Mobility
It preserves mobility while fostering continued economic growth.
Regional Benefits
it can unite the regional economic development strategy and protect the vitality of the region's core by maintaining its accessibility.
Private Sector Impacts
Investments in commuter rail improve private sector productivity at twice the rate of spending on additional highway lanes, underscoring the positive impact public policy can have on private enterprise. For the individual commuter/employee, time not spent in traffic congestion is productive time.
Cost Savings
Commuter rail costs only one-third as much as building equivalent highway capacity.
Future Steps
Before the first ticket can be sold, public policy leaders will take several critical steps which fall into three key areas:
- Define responsibility for planning, designing, constructing, operating, marketing, and maintaining the system.
- Establish a long-term financing plan, acceptable by state, regional, and local officials, including potential statewide transportation development sales tax.
- Finalize agreements with the freight railroads that define operational jurisdiction as well as the right to make and maintain investments on rights-of-way, and operate commuter trains.
The Project Team
Georgia Department of Transportation
Office of Intermodal Programs
276 Memorial Drive, S.W.
Atlanta, Georgia 30303-3743
(404) 651-9200
Transit Systems, Inc. (LSTS)
In Association with
Rail Transportation Systems, Inc. (RTS)
COMSIS Corporation
Manuel Padron & Associates
Resource Systems Group, Inc. (RSG)
Richard H. Pratt, Consultant
Robert and Company