5.3. SR 11-16-1998 - Laserfiche WebLink

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DRAFT IMPLEMENTATION/BUSINESS PLAN Working Paper of September 30, 1998 -- Page 2 The initial discussion analyzes this system as a whole. Throughout this paper, however, the downtown connector, Route T, will- not be treated on a stand-alone basis. Instead, all of its capital costs, passenger projections, and operating expenses are factored into the radial routes being analyzed for implementation. This is because all of the Phase II work has been predicated on through-routing of commuter service from each of ihe line end points to the first downtown station and on to the second central business district. After examining the full route structure as a single large-scale project, each of the route evaluations is summarized in matrix form and in accordance with criteria developed earlier. It is possible to consider an initial implementation program of routes that rank highly and work well together, or that consists of routes that initially may not be built to their ultimate destinations in the first project stage due to ridership and investment considerations. The all-route, full-length system would require an initial capital outlay of $1.121 billion, expressed in today's 1998 dollars. This study has established the year 2003 as the peak construction period. Capital dollars are therefore most appropriately expressed on an inflated basis for the year 2003; the $1.121 billion of 1998 becomes $1.364 billion five years later. In this paper, only the first displays of capital costs show 1998 dollars, as a point of reference for readers today. All subsequent dollar amounts are displayed in 2003 values for capital construction, and in 2005 values for operations and maintenance, the first full year of service. The order of magnitude to construct the entire system at one time is substantial, at nearly $1.4 billion. Therefore, this paper will recommend a "First Tier" program of approximately half that size, consisting of Routes B, L and N, together with T and some modifications, totaling $ 655 million in 2003 dollars. This would require approximately $ 74 million of combined annual capital and operatingfimding, as morefidly set out in Sections 3 and 4 of this paper. Once a First Tier program has been constructed and in fidl revenue service for three years, the routes and segments not yet built should be re-examined. Based on specific criteria for the new additions, together with operating results available from the First Tier, that examination should consist o fan evaluation process to determine which of the unbuilt sections would be best suited for staging at what points in time. This Implementation/Business Plan Paper focuses on the First Tier development recommendation, to begin full operation by January, 2005.