Chapter 9 Transit Service, Capital and Financial Plan

The basis for any transit plan is the development of an effective and appropriate service strategy. The types of service provided, their schedules and routes, and the quality of service can effective determine the success offailure of a transit system. This chapter presents the recommended service changes for implementation in October 2005 when the RT light rail service to Folsom begins, and other service options forfuture consideration over the next five years. Also included in this chapter is a capital plan for replacement of the transitf eet and a detailed financial plan for the City's transit division for fiscal years 2005/06 through 2010/11 that includes recommended modifications to the Folsom Stage Line fare structure.

Transit Service Plan

Service Recommendations for Phase I Implementation (October 2005)

The following service changes are recommended for implementation on Monday, October 17, 2005 when the RT light rail extension to Folsom begins revenue service operations.

1) Discontinue all commuter bus service to Downtown Sacramento.

2) Discontinue the feeder bus service to the Butterfield light rail station.

3) Discontinue the tripper transfer service.

4) Restructure local fixed service (Route 10) into a local feeder route (Route A) that provides service to the Iron Point and Historic Folsom light rail stations, maintaining the connection to RT route 24 at Main/Madison in Orangevale. New local service would be provided on Iron Point Road between East Bidwell Street and , and would continue to serve Folsom Lake Community College . The route alignment is described in Chapter 5 as Alternative Route A (blue route on the map on Figure 25 on page 131 . Recommended service to be provided on weekdays only with the following frequency and hours of service :

30-minute peak service, 6:00 a.m. to 8 :30 a.m . and 3 :30 p.m . to 6:00 p.m . Hourly midday service, 8:30 a.m. to 3:30 p .m.

Since RT's Route 24 operates hourly service, it is recommended that hourly service be provided all day on the segment of Route A between the and the RT bus stop at Main/Madison in Orangevale.

5) Supplement one trip on Route A in the morning (before 8:00 a.m.) and one trip in the afternoon (around 5 :00 p.m .) on the local fixed route with a 45-seat bus that would pull-out in the morning to the Iron Point Station to be available as an overflow bus that would only travel to the bus stop on the

City of Folsom Short-Range Transit Plan Update Draft Report, August 2005 Chapter 9, Page 127 south side of Iron Point Road at Intel and then would pull-in to the corporation yard. In the afternoon, this bus would pull-out before 5 :00 p .m. and would go to the bus stop/shelter on the north side of Iron Point Road, farside of Prairie City Road (by the Safeway shopping center) to pick up Intel employees who get off work at 5 :00 p.m. After dropping passengers off at the Iron Point Station, this bus would pull-in to the corporation yard. This service was described in Alternative 1 in Chapter 5 .

6) Deviate one trip on Route A in the morning (before 8:00 a.m.) and one trip in the afternoon (after 3 :00 p.m . on Monday through Thursday, and after 1 :30 p.m . on Fridays) on the local fixed route to continue to provide service for Folsom High School students who live in either the American River Canyon or Lexington Hills neighborhoods, which are outside the FCUSD's service area boundaries. The deviated route alignment is described below.

Route A Deviated Morning Trip (from Historic Folsom Station)

From the Historic Folsom Station, the bus would travel on Liedesdorff Street, Riley Street, onto Rainbow Bridge over the American River, right on Folsom-Auburn Road, left on Oak Avenue Parkway, left on American River Canyon Drive, left on Greenback Lane, onto Rainbow Bridge over the American River, right on Liedesdorff Street to the Historic Folsom light rail station, and then follow the regular route to Creekside Drive and Oak Avenue Parkway . From this point, the bus would deviate through the Lexington Hills neighborhood by cross Oak Avenue Parkway from Creekside Drive onto North Lexington Drive, then right on Prewett Drive, right on Silberhorn Drive, right on Scholar Way, and then into the Folsom Lake College (FLC) campus. From FLC, the bus would follow the regular route to the Iron Point Station, dropping students off at the bus stop on Iron Point Road, nearside of Grover Road, across from Folsom High School .

Route A Deviated Afternoon Trip from Iron Point Station

From the Iron Point Station, the bus would follow the regular route to Folsom Lake College, picking students up at the bus stop on Iron Point Road, farside of Grover Road, at Folsom High School . From FLC, the bus would deviate through the Lexington Hills neighborhood by turning left on Scholar Way, left on Silberhorn Drive, left on Prewett Drive, left on North Lexington Hills Drive, across Oak Avenue Parkway onto Creekside Drive . From this point, the bus would follow the regular route to the Historic Folsom Station, and over the American River on Rainbow Bridge . From Greenback Lane and Folsom-Auburn Road, the bus would deviate by turning right on Folsom-Auburn Road, left on Oak Avenue Parkway, left on American River Canyon Drive, then right on Greenback Lane, following the regular route to the Main/Madison terminus.

7) Add a new flexible fixed local route (Route B) that provides feeder service between the and the Folsom Civic Center with optional route deviation service offered within 3/4 of a mile of the fixed route . During the morning and afternoon peak periods, this route could deviate from the Glenn Station to the Lake Forest Technical Center and could also possibly deviate to the Folsom State Prison, depending on ridership demand. The route alignment is described in Chapter 5 as Alternative Route B (green route on the map on Figure 25 on page 131 . Recommended service to be provided on weekdays only with the following frequency and hours of service :

30-minute peak service, 6:30 a.m. to 8 :00 a.m . and 4:00 p.m . to 5 :30 p.m . Hourly midday service, 8:00 a.m. to 4:00 p .m.

8) Expand weekday Dial-A-Ride service hours (for seniors age 55 and older and disabled Folsom residents) from 7 :30 a.m. to 7:00 a.m. and 5 :30 p.m. to 6 :00 p.m. so the service span will be 7 :00 a.m. to 6 :00 p .m. on weekdays . Also, offer subscription or "standing order" Dial-A-Ride trip requests as

City of Folsom Short-Range Transit Plan Update Draft Report, August 2005 Chapter 9, Page 128 long as the subscription trips are not more than 50 percent of the available trips (per the Americans with Disabilities Act guidelines).

9) Replace weekday evening fixed route service with Dial-A-Ride service that is open to the general public from 6 :00 p .m. to 10:30 p.m . Promote this service particularly to Folsom Lake College to attract ridership by students attending evening classes. Closely monitor the ndership, during the first three to six months . If ndership is less than three passengers per hour, consider a taxi subsidy program as described in Chapter 5 as Alternative 3-b.

Item numbers 4 through 9 comprise the service options described as Alternative 1 in Chapter 5 . In summary, this service plan element would have the following attributes in FY 2005/06 :

Peak Bus Requirements: a) four Bluebirds on Route A, b) two cutaway vehicles on Route B, c) three or four cutaways on the Dial-A-Ride service . Service Days: Monday through Friday Span of Service: Route A - 6 :00 a.m. to 6:00 p.m ., Route B - 6 :00 a.m. to 6:00 p.m., Dial-A- Ride - 7:00 a.m. to 6:00 p .m., General Public Dial-A-Ride - 6 :00 p.m. to 10:30 p .m . Service Frequency: 30-minute peak, Hourly midday Annualized Revenue Service Hours: 22,181 Annualized Operating Costs : $2,107,281

10) Through the RT service agreement, have Paratransit, Inc. provide the complementary paratransit service during the following service hours:

Weekdays : 4 :45 a.m . to 7 :00 p.m . Saturdays: 7:00 a.m. to 7:00 p.m. Sundays: 9:45 a.m. to 7:15 p .m.

The bus and light rail service frequency and span to take effect on October 15, 2005 is summarized in Table 48 and the proposed bus routes are shown on Figure 25.

City of Folsom Short-Range Transit Plan Update Draft Report, August 2005 Chapter 9, Page 129 TABLE 48: Bus and Light Rail Service Frequency and San Effective October 15, 2005

Folsom Local Service Operated Monday through Friday Only Route A : 30-minutes, 6 :00 a.m . - 8:30 a.m. & 3 :30 p .m. - 6:00 p .m. Hourly Midday, 8:30 a.m. - 3 :30 p .m. Route B: 30-minutes, 6:30 a.m. - 8:00 a.m. & 4 :00 p.m. - 5 :30 p.m. Hourly Midday, 8:00 a.m. - 4 :00 p .m. Dial-A-Ride : 7:00 a.m. - 6:00 p .m.; General Public DAR: 6:00 p .m . - 10 :30 p.m.

RT Light Rail Service Revenue Hours and Service Frequency Monday through Friday: 4:45 a.m. to 7 :00 p.m., 30-minute frequency Saturdays : 7:00 a.m. to 7 :00 p.m., 30-minute frequency Sundays : 9:45 a.m . to 7:15 p .m ., 30-minute frequency

Paratransit Inc. ADA Complementary Service Operated: Monday through Friday: 4:45 a.m. to 7 :00 a.m . Saturdays : 7:00 a.m . to 7 :00 p.m. Sundays : 9:45 a.m. to 7:15 p .m .

City of Folsom Short-Range Transit Plan Update Draft Report, August 2005 Chapter 9, Page 130 Figure 25

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City of Folsorn Short-Range Transit Plan Update, FY 2006-2010 Chapter 9, Page 131 This Page Left Intentionally Blank

City of Folsom Short-Range Transit Plan Update Draft Report, August 2005 Chapter 9, Page 132 Service Recommendations for Future Implementation

The following additional service elements may be considered for implementation in the future if and when transit funding and operating resources become available, and if the potential ndership and demand would support the required fare box recovery . The potential future service elements include :

Modify Route A if RT Bus Service is Extended to Historic Folsom Station

At the time this plan was prepared, RT was considering extending Route 24 from the Main/Madison terminus in Orangevale to the Historic Folsom light rail station . However, RT planning staff noted that the earliest this service change may occur would be April of 2006 . The main purpose for Folsom Stage Line providing service to the Main/Madison bus stop in Orangevale is to connect with RT Route 24. If RT Route 24 is extended to the Historic Folsom light rail station, there would no longer be a need to operate on this segment, since passengers will be able to transfer to RT Route 24 at the Historic Folsom Station.

If this RT service change occurs, it is recommended that the Folsom Stage Line Route A terminate at the Historic Folsom light rail station; the segment of Route A that goes over the American River onto Greenback Lane, Madison Avenue, and Main Avenue to the RT bus stop at Main/Madison would be discontinued. The segment is approximately 3 .2 (one-way) miles from the Historic Folsom Station and takes about five to seven minutes of running time . The vehicle service miles and hours saved could be used to provide additional recovery/layover time at the Historic Folsom Station, or could be used to extend the route in the east area of Folsom. For example, the route could possibly be extended from Folsom Lake College on Scholar Way and Broadstone Parkway when the new Vista del Lago High School opens . The new high school will be located at 1970 Broadstone Parkway and is planned to open fall 2007.

Expand Weekday Fixed Route Service Frequency to 30-minutes All Day

This service was described in Chapter 5 as Alternative 2 and may be considered depending on ndership and demand for service and financial feasibility.

Offer Dial-A-Ride Service Open to the General Public on Weekends

This service was described in Chapter 5 as Alternatives 4-a and 4-b and would open the Dial-A-Ride service to the general public (Folsom residents) who live in areas that are not within three-quarter of a mile of any of the local fixed routes . However, the general public fare would cost more than the DAR senior and disabled fare.

Provide Other Fixed Route Service on Weekends

Provide hourly service (at a minimum) on the Route A alignment .

City of Folsom Short-Range Transit Plan Update Draft Report, August 2005 Chapter 9, Page 133 Add New Limited Stop Fixed-Route Service on Blue Ravine Road

This route was described in Chapter 5 as Alternative 6 (Route C - red route on the map on Figure 21) and may be considered in the future when the residential and commercial development at the three-way intersection of Blue Ravine Road, East Natoma Street and Green Valley Road is near completion . As noted in previous chapters, a new Raley's supermarket is under construction at the southwest corner and should be completed by fall 2005 . There are also two condominium developments on East Natoma Street west of Blue Ravine Road planned for completion in 2006-2007, and a higher density single-family development planned for the northwest corner.

As noted in Chapter 5, commute ridership potential for service along Blue Ravine Road would be enhanced if 1) bus travel time to the light rail station was comparable to driving an automobile, and 2) if the parking lots at the three Folsom light rail stations were consistently filled to capacity. Before this service is implemented, the following service enhancements should be completed:

Construction of a park-and-ride facility located in the vicinity of the Blue Ravine/East Natoma/Green Valley intersection. I Determine an efficient bus turnaround Procurement of new, smaller (i.e ., 30-foot vehicles) that are bi-fuel or "clean" diesel. Installation of bus shelters at the key limited stop locations (e.g ., East Natoma Street (preferably at a park-and-ride facility) with easy in-and-out access from/to Blue Ravine Road), Flower Drive, Riley Street Plaza Drive (Winco Supermarket)) .

Implementation of this service would depend on potential ridership, demand for service and financial feasibility .

Add New Flexible-Fixed Route on East Natoma Street, Golf Links Drive, Broadstone Parkway

This route was described in Chapter 5 as Alternative 7 (Route D) (orange route on the map on Figure 21) and may be considered in the future when the residential and commercial development along this route alignment is built out, and if there is ridership demand and financial feasibility.

Offer Subscription Commuter Express Service

This service was described in Chapter 5 as Alternative 8 (Route E) as a commuter express bus that would operate on the same route alignment as the current downtown commuter route that takes commuters from the Lembi Park park-and-ride lot to Downtown Sacramento. This alternative would require the procurement of a commuter coach and would be subject to the California Air Resources Board (CARB) transit fleet rules and regulations. A premium fare would be charged to fully cover the operating costs of the service. Before this service would advance to implementation, it is recommended that market research be conducted to identify the potential demand and fare elasticity for this type of service. Potential markets to be considered could include Folsom commuters to downtown Sacramento, as well as employment centers in Placer and El Dorado counties.

City of Folsom Short-Range Transit Plan Update Draft Report, August 2005 Chapter 9, Page 134 Capital Plan

Transit Fleet Replacement

Folsom Stage Line's current active fleet is comprised of a mix of 18 vehicles of various types and ages as noted in Table 45 in Chapter 6 (Capital Alternatives) . With the implementation of the service plan outlined in Chapter 9, this plan recommends replacement of the six 45-seat Blue Bird diesel coaches used to operate the downtown commuter service with five new, smaller vehicles more suitable for local service operations, and replacing the sixth one with a new cutaway vehicle.

According to the California Air Resources Board (CARB) transit fleet regulations and urban bus fleet rule, 40- foot diesel Blue Birds must be replaced with either 40-foot or larger vehicles that use alternative fuels (e .g. compressed natural gas, hybrids such as gas/electric) or vehicles that are under 35-feet and are under 33,000 pounds (gross vehicle weight). Since the City of Folsom has selected a diesel path for city vehicles, this plan recommends that five of the 40-foot Blue Bird coaches be replaced with five new Blue Bird Ultra Low Floor buses . The Blue Bird Ultra LFTM is available in two models - one that is just under 35-feet long and the other that is just under 30-feet long. Seating capacity on the 35-foot model is 24 to 30 and on the 30-foot model is 18 to 24 . Both models may transport up to two wheelchairs, and each wheelchair takes the space of three seats. Based on 2005 vehicle pricing from A-Z Bus Sales, Inc ., the cost difference between the two models is in the $5,000 - $8,000 range. Therefore, this plan recommends procuring the longer model in order to have the additional seating capacity.

The current fleet of six Ford cutaways used to operate the Dial-A-Ride service were purchased in 2004 . These vehicles typically have a five-year useful life. In order to spread out the vehicle replacement schedule, this plan recommends that three of the 2004 cutaways be replaced in fiscal year 2008-09 and three cutaways to be replaced in fiscal year 2009-10 . Within the current fleet are three 31-seat Supreme diesel trolleys used to operate local fixed Route 10 . This plan recommends retaining the trolley that is in the best condition and designating it for special events, replacing one trolley with a Ford cutaway, and selling or auctioning the third trolley. It is also recommended that the 1993 Ford cutaway, which has over 200,000 miles, and is used as a spare, be replaced with a new Ford cutaway . There is also a 2000 Ford Econovan that the Transit Division Supervisor has noted to be replaced with a Ford cutaway .

In summary, by FY 2010/11, this plan recommends that the active transit fleet be comprised of five 34-foot, 30- passenger diesel Blue Birds, ten 18-passenger Ford cutaways, and one five-passenger van. This fleet will include the following spare vehicles: three Ford cutaways and one 34-foot Blue Bird. This spare ratio exceeds the 20 percent ratio that is a general guideline for fleets with 50 or more active peak vehicles . The extra spare cutaways will provide the City of Folsom with the flexibility to expand service coverage into residential areas where a smaller, neighborhood-friendly vehicle would potentially have more community acceptance than a larger, urban-type bus. Implementation of this fleet replacement plan will improve the uniformity of the fleet, enabling maintenance staff to standardize maintenance procedures and reduce parts inventories, which leads to reduced maintenance efforts . Also, replacement of older vehicles with new vehicles will increase the reliability of the fleet and reduce the maintenance effort required. The recommended fleet replacement schedule is included in Table 49. City of Folsom staff will prepared and submit federal and local grant requests early in FY 2005/06 to allow adequate time to procure replacement vehicles for the 40-foot Blue Birds that must be replaced by January 2007 per the California Air Resources Board (CARB) urban fleet rule and regulations.

On-going Transit Capital Improvement Program

As part of an on-going capital improvement program, the City of Folsom may determine that some additional capital improvements need to be made during this short-range transit plan five-year process . Some improvements that may be considered include : upgrading the Transit Division's computer network, possibly in year 3 or 4 (FY 2007/08 or 2008/09), expanding the bus stop amenity program at key stop locations, incorporating transit access and passenger waiting areas into new park-and-ride lots.

City of Folsom Short-Range Transit Plan Update Draft Report, August 2005 Chapter 9, Page 135 TABLE 49: Folsom Stage Line Vehicle Replacement Schedule Veh Odometer Odometer Vehicle Replacement Replacement No . Year Vehicle Description ID# (Mileage) Date Condition Schedule Vehicle 1 290 1995 Blue Bird F112272 40-foot coach 244,375 2/15/2005 Fair June 2006 Blue Bird, Ultra LF, 34-ft 2 291 1995 Blue Bird F112273 40-foot coach 211,481 2/9/2005 Fair June 2006 Blue Bird, Ultra LF, 34-ft 3 292 1995 Blue Bird F112274 40-foot coach 208,834 2/9/2005 Fair Dec. 2006 Blue Bird, Ultra LF, 34-ft 4 419 1998 Blue Bird QBRE3705 40-foot coach 190,369 2/16/2005 Good Dec. 2006 Blue Bird, Ultra LF, 34-ft 5 417 1998 Blue Bird QBRE3705 40-foot coach 169,573 2/16/2005 Good Dec. 2006 Blue Bird, Ultra LF, 34-ft 6 418 1998 Blue Bird QBRE3705 40-foot coach 161,613 2/16/2005 Good Dec. 2006 Ford Cutaway 7 258 1993 Ford Cutaway (spare) 201,845 2/16/2005 Fair June 2007 Ford Cutaway 14 527 2000 Ford Econovan 40,548 2/16/2005 Good June 2008 Ford Cutaway 8 740 2004 Ford E-450 Cutaway 34,432 2/9/2005 Excellent June 2009 Ford Cutaway 9 741 2004 Ford E-450 Cutaway 29,523 2/16/2005 Excellent June 2009 Ford Cutaway 10 742 2004 Ford E-450 Cutaway 28,635 2/16/2005 Excellent June 2009 Ford Cutaway 11 743 2004 Ford E-450 Cutaway 26,296 2/26/2005 Excellent June 2010 Ford Cutaway 12 744 2004 Ford E-450 Cutaway 26,183 2/16/2005 Excellent June 2010 Ford Cutaway 13 825 2004 Ford E-450 Cutaway 8,542 2/16/2005 Excellent June 2010 Ford Cutaway 15 58 1992 Chevy Astro Van' 105,890 2/11/2005 Fair July 2005 Ford Acrostar (5-psgr. Van)

INACTIVE VEHICLES 16 557 1999 Supreme Trolley 54,937 2/9/2005 Good N/A Keep to use for special events 17 554 1999 Supreme Trolley 116,213 2/16/2005 Good N/A Keep to use for special events 18 563 2000 Supreme Trolley 134,000 2/11/2005 Good June 2007 Ford Cutaway 259 1993 Flxible Bus Retired N/A Sell or Auction Footnotes: 'This vehicle is assigned to the Transit Supervisor .

City of Folsom Short-Range Transit Plan Update Draft Report, August 2005 Chapter 9, Page 136 Financial Plan

Transfer Agreement with RT

With the extension of RT light rail service to Folsom and the elimination of the Folsom Stage Line commuter services, it will be necessary to modify the existing fare structure to facilitate the use of both the local Folsom Stage Line bus services and the RT light rail service . The first step in this process is to approve a transfer agreement with RT that provides for transfers between the light rail service and the local bus services. The City should make sure that the agreement provides the maximum credit possible to the City for passengers using its local services and that the average fare payment for transfers from RT does not fall below the actual and projected City average fare for those services . At the time this draft report was prepared, City officials were waiting for a revised transfer agreement from RT. It is the intent of both City and RT management staff that a transfer agreement is in place when the light rail service to Folsom begins on October 15, 2005 .

Recommended Modifications to the Folsom Stage Line Fare Structure

As an urbanized area transit operator within the Sacramento Urbanized Area, the City of Folsom is required by the TDA to achieve a 20 percent farebox recovery ratio. The City has struggled to achieve this ratio for several years and its ability to do so has been facilitated by a combination of the operation of commuter services which have a much higher fare recovery ratio than the local fixed route and dial-a-ride services, and taking advantage of the exemptions for newly implemented services. Based on the analysis of the potential farebox return on the proposed restructured local Folsom transit program, it appears that the City will have some difficulty in achieving the required 20 percent fare recovery with the new service program, which provides local fixed route and dial-a-ride services only. A recommended first step toward resolving this issue is for the City to adopt a new, higher fare structure for its local services. To the maximum extent possible, this plan recommends that the modified Folsom Stage Line fare structure is fully integrated with the RT fare structure which can be achieved though the adoption of transfer agreement with RT.

Current Folsom Stage Line Fare Structure

The current fare structure and fare media for Folsom Stage Line services is shown in the following chart:

TABLE 50: Folsom Stage Line Current Fare Structure (as of August 2005 Service Type One-Way Trip Monthly Ticket (Cash Fare) Pass Booklet Local Fixed Route 10 General Public $ 1 .50 $ 60.00 $21.00 (14 tickets) Senior & Disabled n/a n/a n/a Students (4 to 18 years old) $ .50 $5.00 (10 tickets) Dial-A-Ride Senior & Disabled $2 .50 $ 75 .00 n/a General Public n/a n/a n/a Downtown Commuter $3 .50 $135 .00 $35 .00 (10 tickets) Butterfield Light Rail $ 1 .50 $ 60.00 $21 .00 (14 tickets) Tripper Transfer General Public $ 1 .50 $ 60.00 n/a Students (4 to 18 ears old) $ .50 $5 .00 (10 tickets) Abbreviation: n/a = not available Source: Folsom Stage Line Transit System Information brochure, August 2005

City of Folsom Short-Range Transit Plan Update Draft Report, August 2005 Chapter 9, Page 137 The Sacramento Regional Transit District has approved a three-year fare structure with increases starting on September 1, 2005 . Effective September 1, 2005, RT is increasing its current general public base fare of $1 .50 to $1 .75 and its general public monthly pass from $60.00 to $80 .00, and will also begin charging $0 .25 for a transfer. In September 2006, the base RT fare will increase to $2.00 and the monthly pass will increase to $85 .00 . The fares for RT's complementary ADA paratransit service will increase to $3 .25 on September 1, 2005, $3 .50 in September 2006 and to $4.00 in September 2007. The RT fare structure changes are listed in the following chart:

TABLE 51: RT Fare Structure Changes Implementation Date Fare Category Sep-05 Sep-06 Sep-07 RT Base Fare $1 .75 $2 .00 $2.00 Full / Discounts for Seniors and Disabled

Central City Fare (bus, rail) $1 .00 / $0 .50 $1 .00 / $0.50 $1 .00 / $0 .50 * * * Cash Only* Local Fare (bus, rail) $1 .75 / $0 .85 $2 .00 / $1 .00 $2.00 / $1 .00 Student $0.85 / N/A $1 .00 / N/A $1 .00 / N/A Route Deviation N/A / $1 .00 N/A / $1 .00 N/A / $1 .00 Transfers (good for 2 hours) $0 .25 / $0 .10 $0 .25 / $0.10 $0.25 / $0 .10

ADA/Paratransit Fares : Sep-05 Sep-06 Sep-07 ADA Base Fare $3 .25 $3 .50 $4.00 Guest Fare $3 .25 $3 .50 $4.00 Personal Care Attendant Free Free Free RT Fixed Route service Free Free Free

Prepaid Fares: Sep-05 Sep-06 Sep-07 Daily Pass $4 .50 / $2 .25 $5 .00 / $2 .50 $5 .00 / $2.50 Semi-Monthly Pass $40.00 $42.50 $42 .50 Semi-Monthly $20 .00 $21 .25 $21 .25 Senior/Disabled Semi-Monthly Student $12.00 $17.00 $21 .25 Monthly Pass $80.00 $85 .00 $85 .00 Monthly Senior/Disabled $40.00 $42.50 $42 .50 Monthly Student $24.00 $34.00 $42 .50 Prepaid Ticket Book $17.50 / $8 .50 $20.00 / $10 .00 $20.00 / $10.00 Daily Pass Books $45 .00/$22 .50 $50.00/$25.00 $50 .00/$25 .00

Source: RT Web Site, www.sacrt.com, 8/30/05

City of Folsom Short-Range Transit Plan Update Draft Report, August 2005 Chapter 9, Page 138 This plan recommends that the City consider adopting a fare increase that is both comparable with the adopted RT fare structure and which provides for periodic adjustments for inflation and other cost increases . The City last increased its fares effective July 1, 2004 when the Dial-a-Ride one-way fare increased from $2.00 to $2 .50; the local fixed (Route 10/Light Rail Connector) fare increased from $1 .00 to $1 .50; and the Downtown Commuter fare increased from $3 .00 to $3 .50. The proposed fare structure is shown in Table 52.

TABLE 52: Folsom Stage Line PMp osed Fare Structure Service Type One-Way Trip Monthly Daily Transfer Transfer (Cash Fare) Pass Pass Local to/from RT Local Fixed-Route General Public $ 1 .75 $ 80.00 $4.50 Free $0.50 Senior & Disabled $0 .85 $ 40.00 $2 .25 Free $0.25 Students (4 to 18 $0 .85 $ 40.00 $2.25 Free $0.25 years old) Dial-A-Ride Senior & Disabled $3 .00 $ 100.00 General Public $5 .00 $ 175 .00 Abbreviation: n/a = not available Source: Folsom Stage Line Transit System Information brochure, August 2005

To provide the City Council time to review the proposed fare increase, this plan recommends that the fare increase on the City of Folsom's local bus services go into effect January 1, 2006.

Farebox Recovery Ratio Alternatives

In terms of farebox recovery requirements, neither the current, nor the proposed fare increase combined with the projected ridership will generate sufficient fare revenue to meet the 20 percent farebox recovery ratio for the City of Folsom's local transit services. If the City implements the proposed service plan described in the Service Recommendations for Phase I Implementation (October 2005) section presented earlier in this chapter, the City will be eligible for an exemption from the TDA farebox recovery requirements through June 30, 2008 . In order to meet the 20 percent farebox recovery requirements in subsequent fiscal years, the City's local transit fare revenues would have to increase by 59 percent in FY 2008/09,52 percent in FY 2009/10 and 45 percent in FY 2010/11 . This maybe possible through a combination of increased ridership, reduced costs, and/or higher fares, but realistically may be very difficult to achieve .

There are several alternatives that the City is encouraged to pursue with SACOG and RT to address the farebox recovery issue for Folsom's local services . One option would be to work with SACOG, RT and other transit operators in the Sacramento Urbanized Area to pursue a "regional" or urbanized area farebox recovery ratio that would apply to the combined operations of all the transit operators within the defined "region" or urbanized area. A second possibility would be to carefully monitor the fare revenue recovered as part the RT light rail system and work with SACOG to determine if that revenue, and the associated costs could be used in a calculation of overall Folsom transit services (local and intercity) . A third alternative is to work with SACOG and RT to determine if there is a way to carry out some type of fund trade with RT. A final option is to develop a plan to increase ridership, reduce costs and raise fares to achieve the required level of fare revenue. This is a critical issue that must be monitored and addressed in the next 12 to 20 months.

City of Folsom Short-Range Transit Plan Update Draft Report, August 2005 Chapter 9, Page 139 Folsom Transit Plan for FY 2005/06 through FY 2010/11

The financial plan for FY 2005/06 is based on the service recommendations for phase one implementation (October 2005) as described earlier in this chapter. The estimated annualized revenue service hours are approximately 22,181 at an estimated annualized operating cost of $2,107,186. The worksheet used to calculate these figures is shown in Table 53. Following are the assumptions used:

Service Days = 252 (based on actual service days operated by Folsom Stage Line in fiscal year ending June 30, 2005 .

Hourly Full Cost = $95.00 (Based on budget for FY 2005/06 and total revenue service hours for fiscal year ending June 30, 2005 .

Hourly Incremental Cost = $60.00

Dial-A-Ride Annualized Operating Hours Calculated by Averaging the Actual Annual Hours Reported for FY 2000/01, FY 2001/02, FY 2003/04, FY 2004/05 plus 1,134 (the projected annualized hours for DAR evening service)

Folsom Stage Line local bus service operated Monday - Friday only.

RT Light Rail Service to Folsom (Source : RT Issue Paper, Item 16, 6/27/05 Board meeting, Revised 6/24/05) Monday through Friday : 30-minutes, 4:45 a.m . to 7:00 p .m . Saturdays: 30-minutes, 7:00 a.m. to 7 :00 p .m. Sundays: 30-minutes, 9:45 a.m. to 7 :15 p .m.

RT Route 24 operates hourly service approximately 8 :00 a.m . to 5 :30 p.m. Monday through Friday, and 8 :30 a.m. to 5 :00 p .m. on Saturdays.

The full financial plan for the Folsom transit system for the short-range planning period FY 2005/06 through FY 2010/11 is detailed in Table 54. This table documents both the operating and capital costs of the City's transit system as recommended in this plan . As shown in Table 54, total LTF received by the City is projected to increase from the FY 2005/06 level available for transit of $2,695,667 million per year up to $3,403,217 million by FY 2010/11 . The farebox revenue projected for the planning period is based on the recommended fare structure contained in Table 52 that closely parallels the RT fare structure that will take effect on September 1, 2005 . The fare revenue contained in the financial plan is also based on projected ridership of 10 passengers per revenue service hour on the local fixed route services and three passengers per hour on local dial-a-ride services. The capital vehicle procurement planned for each year is contained in Table 55. The City of Folsom's share of the light rail construction costs are detailed in Table 56. This table also shows the funding sources. Only $700,000 of the light rail construction costs will be allocated to the Transit Division's budget in FY 2005/06 .

City of Folsom Short-Range Transit Plan Update Draft Report, August 2005 Chapter 9, Page 140 The following additional financial assumptions were used to build the financial plan detailed in Table 52 :

Projected revenue service hours (annualized) = 22,181

Fully Allocated Operating Cost per Vehicle Revenue Hour = $95 .00

Incremental Operating Cost per Vehicle Revenue Hour = $60.00

LTF funding escalated at 6 percent per year

FTA funding escalated at 5 percent per year

Fare revenue escalated at 10 percent per year

Bus service cost escalated at 5 percent per year

Light Rail service cost escalated at 3 .5 percent per year

Light Rail park-and-ride lot maintenance cost escalated at 3 .5 percent per year

Vehicle costs escalated at 2 .5 percent per year

Sales Tax applied to vehicle procurements = 7.75 percent

Fare Increase effective January 2, 2006

Federal funding for capital (vehicle procurement) = 80 percent

City of Folsom Short-Range Transit Plan Update Draft Report, August 2005 Chapter 9, Page 141 TABLE 53: Folsom Bus Service Cost Estimate Worksheet or FY 2005/06 Annualized Route Description Revenue Revenue Service Span of Service Hrs. No. of Vehicle Daily Daily Annualized Annualized Service Service Frequency Buses Type Operatin Operating Operating Operating Miles Hours (Peak) g Hours Cost Hours Costs

WEEKDAY SERVICE A Iron Point LRT 13 .3 56 30-minute 6:00 a.m. to 8:30 a.m. 2 .5 4 Bluebird 10 $ 950 2,520 $ 239,400 Folsom Lake minutes College Historic Folsom Hourly 8:30 a.m. to 3 :30 p.m. 7 2 Cutaway 14 $ 1,330 3,528 $ 335,160 Main/Madison 30-minute 3 :30 p.m. to 6:00 p.m. 2.5 4 Bluebird 10 $ 950 2,520 $ 239,400 12 (4) 34 S 3,230 8,568 S 813,960

A Iron Point LRT 1 .0 5 minutes (1) a.m. peak trip before 0.5 1 Bluebird 0.5 $ 48 126 $ 11,970 8 a.m . Suppl Intel Overflow (1) p.m. peak trip 5 p.m. 0.5 1 Bluebird 0.5 $ 48 126 $ 11,970 Shuttle 1 (1) 1 S 95 252 S 23,940

B Glenn LRT 3.6 24-27 30-minute 6:30 a.m . to 8:00 a.m. 1.5 2 Cutaway 3 $ 285 756 $ 71,820 Civic Center minutes Lake Forest Tech 5.3 Hourly 8:00 a.m. to 4:00 p.m. 8 8 $ 760 2,016 $ 191,520 Ctr 1 Cutaway 0 30-minute 4:00 p.m. to 5 :30 p.m. 1.5 2 Cutaway 3 $ 285 756 $ 71,820 11 (2) 14 S 1,330 3,528 S 335,160

DAR ADA 4 $ 380 1,008 $ 95,760 Complementary 7:00 a.m. to 9 :00 a.m . 2 2 Cutaway Dial-A-Ride 9:00 a.m. to 3 :00 p.m. 6 5 Cutaway 30 $ 2,850 7,560 $ 718,200 3:00 p.m. to 6:00 p.m . 3 3 Cutaway 9 $ 855 2.268 $ 215,460 General Public DAR 6:00 p.m. to 10 :30 p.m. 4.5 1 Cutaway 4.5 $ 428 I . I ~4 $ 107,730 DAR Total 15.5 (3) 47.5 $ 4,513 11,970 $1,137,150

DAR* TOTALS (3) 9,833 S 934,126

COMBINED TOTAL 39 .5 96.5 $ 9,168 22,181 $2,107,186

City ofFolsom Short-Range Transit Plan Update Draft Report, August 2005 Chapter 9, Page 142 TABLE 54: City o Folsom Transit Financial Plan or FY 2005/06 through FY 2010/11 Revenue Sources FY2005/06 FY2006/07 FY2007/08 FY2008/09 FY2009/10 FY2010/11 TOTALS LT F $ 2,543,082 $ 2,695,667 $ 2,857,407 $ 3,028,851 $ 3,210,582 $ 3,403,217 $ 17,738,807 STA $ 124,466 $ 195,000 $ 124,466 $ 124,466 $ 124,466 $ 124,466 $ 817,330 FTA 5307 $ 224,000 $ 235,200 $ 246,960 $ 259,308 $ 272,273 $ 285,887 $ 1,523,628 Projected Prior Year Carryover $ 1,000,000 $ 310,211 $ 658,073 $ 773,702 $ 921,299 $ 1,134,511 $ 4,635,597 Capital Reserve (light rail or bus) $ 650,000 $ 650,000 Projected Fares* $ 235,000 $ 253,000 $ 278,300 $ 306,130 $ 336,743 $ 370,417 $ 1,779,590 Vehicle Advertising $ 28,000 $ 28,000 $ 28,000 $ 28,000 $ 28,000 $ 28,000 $ 168,000 Interest $ 10,000 $ 5,000 $ 5,000 $ 5,000 $ 5,000 $ 5,000 $ 35,000 Federal/other grants (80%) for vehicle replacement $ 392,555 $ 761,797 $ 54,067 $ 166,254 $ 170,410 $ - $ 1,491,016 Total Revenue Projections S 5,207103 $ 4,876,430 $ 4,252,273 $ 4,691,711 $ 5,068,774 $ 5,351,499 $ 29,447,790 Expenditures Folsom Bus Service (22,181 revenue hours) $ 2,107,186 $ 2,212,545 $ 2,323,172 $ 2,439,331 $ 2,561,297 $ 2,689,362 $ 14,332,892 RT Light Rail Service (Net) $ 650,000 $ 947,516 $ 980,679 $ 1,015,002 $ 1,050,527 $ 1,087,296 $ 5,731,020 Streets & Roads (TDA Claim) $ 392,958 $ 392,958 Capital Folsom Share of Light Rail Project $ 700,000 $ 700,000 Fuel System Upgrade $ 37,500 $ 37,500 5-passenger Van $ 21,000 $ 21,000 Vehicle Procurement $ 490,694 $ 952,246 $ 67,583 $ 207,818 $ 213,013 $ - $ 1,931,353 Maintenance - Park-and-Ride lots at Folsom light rail stations $ 30,000 $ 31,050 $ 32,137 $ 33,262 $ 34,426 $ 35,631 $ 196,505 Contingency $ 75,000 $ 75,000 $ 75,000 $ 75,000 $ 75,000 $ 75,000 $ 450,000 Total Expenditure Projections $ 4,504,337 $ 4,218,356 $ 3,478,571 $ 3,770,412 $ 3,934,263 $ 3,887,289 $ 23,793,228 check $ 23,793,228 NET BALANCE $ 702,766 $ 658,073 $ 773,702 $ 921,299 $ 1,134,511 $ 1,464,211

City ofFolsom Short-Range Transit Plan Update Draft Report, August 2005 Chapter 9, Page 143 TABLE 55: Capital Vehicle Procurement Description FY2005/06 FY2006/07 FY2007/08 FY2008/09 FY2009/10 FY2010/11 TOTALS Replace five 40-ft Bluebird commuter coaches with five 34-foot Ultra Low Floor Bluebirds $ 490,694 $ 754,441 $ - $ - $ $ $ 1,245,135 Replace one 40-ft Blue Bird with one cutaway $ 65,935 $ 65,935 Replace 1993 Ford cutaway with new cutaway $ 65,935 $ 65,935 Replace one Supreme Trolley with one cutaway $ 65,935 $ 65,935 Replace six 2004 Ford cutaways with new cutaways $ 207,818 $ 213,013 $ 420,830 Replace 2000 Ford Econovan with one new cutaway $ 67,583 $ 67,583 Total Vehicle Procurement Costs $ 490,694 $ 952,246 $ 67,583 $ 207,818 $ 213,013 $ - S1,931,353 Funding - Federal or other grants (80%) $ 392,555 $ 761,797 $ 54,067 $ 166,254 $ 170,410 $ $ 1,545,083 Funding - Local Match (20%) $ 98,139 $ 190,449 $ 13,517 $ 41,564 $ 42,603 $ - $ 386,271

Vehicle Procurement Assumptions: Unit Costs in 2005 dollars 40-ft Bluebird commuter coaches replaced with 34-ft Bluebird ULF @ $225,000 Cutaways replaced with comparable vehicles ~ $57,000 Add-on equipment to all revenue vehicles : Basic registering farebox ~ $1,200 Three-bike carrier rack @$1,500 Sales Tax = 7.75%

City ofFolsom Short-Range Transit Plan Update Draft Report, August 2005 Chapter 9, Page 144 TABLE 56: City o Folsom's Share o Light Rail Construction Costs Description Amount Rail Project Construction Costs Bidwell Crossing $ 629,628 PG&E Transmission Line Relocation $ 350,359 Iron Point Retaining Wall (Wall #4) $ 269,304 Addendum to Rail Project: CCO's Package E; Kiewit $ 152,118 Increase Retaining Wall Height (Wall #2) $ 146,845 Architectural/Landscaping Requirements $ 108,315 $ 1,656,568 Rail Project Funding Sources RSTP Fund Swap (Project Costs Only) $ 821,000 TDA-LTF $ 480,268 Folsom Light Rail Dev. Impact Fees $ 344,800 Folsom Redevelopment Funds $ 10,500 $ 1,656,568 Balance $ - Station Project Construction Costs Station Contract: Iron Point & Historic Folsom $ 1,483,147 Addendum to Station Project: CCO's Package F; John F. Otto $ 598,315 $ 2,081,462 Station Project Funding Sources TCI Grant: Iron Point Park and Ride (payment made) $ 720,000 Folsom Light Rail Development Impact Fees $ 657,731 FTA: Federal Earmark Reimbursement for Historic Folsom $ 384,000 TDA-LTF $ 219,732 Folsom Transportation Development Impact Fees $ 100,000 $ 2,081,462 Balance $ - GRAND TOTAL LIGHT RAIL PROJECT COSTS $ 3,738,031 Notes: Rail project agreement with RT pending. Station project agreement with RT fully executed. Source : City ofFolsom Transit Division, August 2005

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