Transit Concepts Report For Miami-Dade County and Transit Alliance
September 2019 Table of Contents
1 Introduction...... 1 Appendix A: Phase 1 Public Input...... 42 What are the big questions?...... 3 Appendix B: Detailed Concept Maps...... 47 Ridership and Coverage Goals are in Conflict...... 4 Appendix C: Isochrones...... 53 Public Input in Phase 1...... 5
What are the Concepts?...... 6
Municipal Trolleys: Redesign for More Useful Service?...... 7
What are the outcomes of each concept?...... 8
What can you do?...... 9 2 Network Concepts...... 10
Existing Network...... 13
The Coverage Concept...... 14
The Ridership Concept...... 15
Existing Network Spans of Service...... 16
Coverage Concept Spans of Service...... 20
Ridership Concept Spans of Service...... 23 3 Comparing Outcomes...... 26
Comparing Outcomes...... 27
Proximity to Transit...... 28
Proximity to Transit: Disadvantaged Populations...... 29
Freedom, Access, Usefulness...... 30
Change in Access: Coverage...... 34
Change in Access: Ridership...... 35
Change in Access to Jobs...... 36 4 Key Choices and Next Steps...... 37
Key Choice: Role of County and Municipal Operators...... 38
Key Choice: Stop Spacing...... 39
Key Choice: Ridership or Coverage...... 40
Next Steps...... 41 Table of Figures
Figure 1: This Concepts Report is part of Phase 2 of the Better Bus Project...... 2 Figure 27: An isochrone shows how far someone can go, in a given amount of time, by walking and transit. This isochrone Map from Figure 2: The Ridership / Coverage Trade-off...... 4 Government Center shows change in access in 45 minutes for the Coverage and Ridership Concepts...... 30 Figure 3: Responses to Shifting Resources to Highest Density Areas...... 5 Figure 28: This isochrone Map from the Miami Intermodal Center shows change in access in 45 minutes for the Coverage and Ridership Figure 5: Comparison of the Existing Network, Coverage Concept, and Ridership Concept in northern parts of Miami-Dade...... 6 Concepts...... 31 Figure 4: Triangle showing range of possibilities for the Miami-Dade Bus Network...... 6 Figure 29: This isochrone Map from Florida International University shows change in access in 45 minutes for the Coverage and Figure 6: Comparison of the Existing Network and Coverage Concept in southern parts of the City of Miami...... 7 Ridership Concepts...... 32 Figure 8: The total number of people or jobs near any service is higher in the Coverage Concept, but the number of people and jobs Figure 30: This isochrone Map from West Kendall Transit Terminal shows change in access in 45 minutes for the Coverage and Ridership near frequent service is much higher in the Ridership Concept...... 8 Concepts...... 33 Figure 7: Jobs accessible in 30, 45 and 60 minutes by walking and transit for the average resident in Miami-Dade...... 8 Figure 31: Change in Jobs Reachable in 45 minutes for the Coverage Concept Compared to Existing Network...... 34 Figure 9: Triangle showing range of possibilities for the Miami-Dade Bus Network...... 11 Figure 32: Change in Jobs Reachable in 45 minutes for the Ridership Concept Compared to Existing Network...... 35 Figure 10: Existing Transit Network in Miami-Dade...... 13 Figure 33: Jobs accessible in 30, 45 and 60 minutes by walking and transit for different groups in Miami-Dade...... 36 Figure 11: Coverage Concept Network in Miami-Dade...... 14 Figure 34: Comparison of the Existing Network, Coverage and Ridership Concepts in the City of Miami...... 38 Figure 12: Ridership Concept Network in Miami-Dade...... 15 Figure 35: Trade-off between stop spacing and travel time...... 39 Figure 13: Existing Network. Frequency and Span of Routes with 20 Minute or Better Frequency at Midday...... 16 Figure 36: Triangle showing range of possibilities for the Miami-Dade Bus Network...... 40 Figure 14: Existing Network. Frequency and Span of Routes with 30 Minute at Midday...... 17 Figure 37: Race or Ethnicity of Phase 1 Survey Respondents...... 43 Figure 15: Existing Network. Frequency and Span of Routes with 30 and 60 Minute Frequency at Midday...... 18 Figure 38: Age of Phase 1 Survey Respondents...... 43 Figure 16: Existing Network. Frequency and Span of Peak-Only and Limited Trip Routes...... 19 Figure 39: Responses to Walking vs. Waiting Trade-off...... 44 Figure 17: Coverage Network. Frequency and Span of Routes with 20 Minute or Better Frequency at Midday...... 20 Figure 40: Responses to Shifting Resources to Most Popular Routes...... 44 Figure 18: Coverage Network. Frequency and Span of Routes with 30 Minute Frequency at Midday...... 21 Figure 41: Responses to Shifting Resources to Highest Density Areas...... 44 Figure 19: Coverage Network. Frequency and Span of Routes with 60 Minute Frequency at Midday and Peak-Only and Limited Trip Figure 42: Groups of stakeholders engaged in a transit planning exercise during the Priorities Workshop...... 45 Routes...... 22 Figure 43: Stakeholder Responses to the Walking vs. Waiting Trade-off...... 46 Figure 20: Ridership Concept. Frequency and Span of Routes with 15 Minute or Better Frequency at Midday...... 23 Figure 44: Stakeholder Responses to the Ridership vs. Coverage Balance...... 46 Figure 21: Ridership Concept. Frequency and Span of Routes with 20, 30 and 60 Minute Frequency at Midday...... 24 Figure 45: Stakeholder Responses to the Peak vs. All-Day Service Balance...... 46 Figure 22: Ridership Concept. Frequency and Span of Peak-Only and Limited Trip Routes...... 25 Figure 46: Existing Transit Network in and around downtown Miami...... 48 Figure 23: To measure proximity to transit we use stop locations to determine whether people are near service...... 27 Figure 47: Coverage Concept in and around downtown Miami...... 49 Figure 24: Example of change in places reachable in 45 minutes from Little Havana in the Coverage Concept, compared to the Existing Figure 48: Ridership Concept in and around downtown Miami...... 50 Network...... 27 Figure 49: Existing Transit Network in the City of Miami...... 51 Figure 25: The total number of people or jobs near any service is higher in the Coverage Concept, but the number of people and jobs Figure 50: Coverage Concept in the City of Miami...... 51 near frequent service is much higher in the Ridership Concept...... 28 Figure 52: Existing Transit Network in the City of Miami...... 52 Figure 26: As with all residents, more people of color and people in poverty have access to any service in the Coverage Concept, but Figure 51: Ridership Concept in the City of Miami...... 52 far more have access to frequent service with the Ridership Concept...... 29 1 Introduction
Transit Choices Report Miami-Dade | 1 not one based on the past. the on based not one goal is a network designed for the city and region of today and tomorrow, Ultimately, retained. the be would elements those makesense, patterns service existing that suggests analysis the Where network. existing the by constrained not is thinking that means it rather, stop; and route bus those demands most efficiently. Redesigndoes review not meanchanging to every opportunity an existing and potential is transit demand and to design a network network that meets bus Miami-Dade’s Redesigning county. the in 70% for account which of trolley ridership Gables, Coral and Beach, Miami Miami, of cities the to in improvements services at trolley looking also is but county, the in riders carries bus most which network, bus (MDT) Transit Miami-Dade the on focused is Project Bus Better The slate. clean a from starting operate, should it frequently how and run, should it when go, should service bus today’s A is redesign bus to system a decide where collaborative planning effort have potential and immediate improvement. for highest the system transit a of component flexible most the Miami.are in Buses trips transit County. The county’s fleet of over 750buses twoserves out of every three bus Miami-Dade with Transitby partnership led in Alliance redesign, community-driven system and advocacy-led an is Project Bus Better The Project? Bus Better the is What Project? Bus Better the is What Figure 1: Figure This Concepts Report is part of Phase 2 of the Better Bus Project Bus Better the 2 of Phase of part is Report Concepts This In In Phase 1 of the Better Bus Project, we released the prioritize. should transit goals that and with and surveying the community and about decision-makers the engaging values been has Project Bus Better The representatives. elected its its spends community the resources, and thus, these decisions how should be left to the about community and are decisions These transit. for the decisions—and of number decisions are most important about the community’s goals a and priorities requires system bus a Redesigning How network? you do abus redesign us tous consider. Miami-Dade, force facts choicesthatthese to difficult and in drew reader’sthe attention development and transit about facts relevant out laid the newMiami-Dadebusnetwork. the trade-offs developmentof toguidethe and stakeholderinputonkeychoices BusProjectThe Better seekpublic will Choices Choices Report that that the community. the of priorities and goals the meet to network the design to ought we how on direction get to decision-makers and stakeholders, public, the with of the (and project. Future phases page of the project will next include more the engagement on phase concepts the of direction the have they A), and guided Appendix described are questions these to Responses values, such as: values, such their about riders and public the asked we choices, key those on Based • • •
Should we remove buses on the least popular routes to increase increase to routes? crowded most the on routes service popular least the on buses remove we Should riders? bus we have where most the buses more we run Should to less? wait Would you walk farther Transit Choices Report Choices Transit Miami-Dade | 2
1 InTRODuction wards within a city or town. or We these call acity within wards allpolitical to service some provide to desire the equality; political fulfill helps service same that Or day. each it ride people few and useful, very not infrequent, is service the if even isolation, against a in available is transit that fact given area. A bus stop in a gives neighborhood the insurance residents by served are goals Other Possible goals for transit include: Possible transit goals for usually not it’s And all well of all them time. the to serve possible differently. goals these value and communities people different But goals. different many serve can Transit of TransitGoals Project. Bus Better of the center of phase this at the big questions four the shows right the to table The choices. those guide should plan, and we need guidance from the community about what values transit a of course the in made be to need choices Difficult values. Transit reflect plans process. technical a Transitjust not is planning big questions? the are What when ridership is maximized. We call these We ismaximized. these call lower ridership when is rider per subsidy And vehicle. private a in ride a getting people riding the bus rather than driving, taking a taxi, high or otherwise has transit when only ridership. The environmental served benefits oftransit only are arisefrom many purposes these of Some • • • • •
e to fr esnl iet, moeig epe o make to people goals. theirindividual fulfill and choices empowering liberty, personal for tool a be can system transit a would, otherwise they than places more Personal Liberty: in more walk to tend trips. transit their riders between transit because also bus but their tostop, walk riders most because partly is This walking. Health: jobs. and services to access lifeline providing disadvantage, of situations various Social: land. conserve and development compact more support also Transitcan emissions. gas greenhouse and Environmental: help tourists. or new residents, industries, also attract can Transit jobs. more to access workers give and toaccess givecan transit more businesses workers, Economic: transit can help meet the needs of people who are in in are who people of needs the meet help can transit rni cn e to t spot hscl ciiy by activity physical support to tool a be can transit increased transit use can reduce air pollution pollution air reduce can use transit increased By providing people the ability to reach reach to ability the people providing By coverage goals ridership goals ridership . . possibilities and their impacts. their and possibilities of range the see to system existing the to concepts both compare can you questions, other On illustrate. concepts two the what is 2,which Question from decided? you’ve already mean that doesn’t aquestion, to answer same the show concepts both If Coverage? or Ridership 2. farther apart? farther 4. Move stops Trolleys? the 3. Rethink Change? 1. How Much Questions The Big Big The both popular. both are that goals different between choosing requires system atransit Designing today, tomorrow. or of County Miami-Dade the toserve way best the may be not and old, is design network The makes service very slow. very service makes together, which close very often are stops Bus street. same the along compete bus acounty and trolley a Sometimes buses. county with together to work designed been have not trolleys City issues The
… BUT purposes, more for people tomore useful be would it ridership, higher for network the planned we If … BUT priorities, and needs today’s toreflect network the redesign We could faster. run buses the because sooner, destinations reach they but further alittle may walk people feet, 1,000–1,300 every stops space we If things. different did and together worked buses county and trolleys the if service useful haveWe more could solutions Possible
absolutely everyone. absolutely serve or everywhere, absolutely go wouldn’t it so jobs, and people of lots with places on have tofocus would it anything. change we if complain will and is, it as service tothe used are … many people in, especially in summer. in in, especially towalk unpleasant are places Some walking. on limitations physical have people Some vehicles. and fares have different they and county, the not by cities, controlled are They process. driven ofacommunity- result Trolley the are routes Downsides of service toeveryone)? of service bit alittle (get coverage and people) to more useful by being riders more (attract ridership of goals competing the balance we do How all? much? By how at network the changing consider we Should little further apart? further little a move we stops Should everyone? for service transit possible most the together, toget routes county and trolleys the redesigning consider to worthwhile it Is questions The
No, it means that these are separate questions questions separate are these that means it No, coverage goals. coverage on other the goals, ridership on focused one concepts, two presents report This option. an always is system existing the but network, the change could we ways studies report This stop spacing. stop foot of 1,000 benefits the show concepts Both together. work buses County and they that so trolleys) Beach Miami the degree to alesser (and trolleys of Miami City the of redesigning benefits the illustrate concepts Both addresses the addresses questions How this How report Transit Choices Report Choices Transit
Miami-Dade 4–6, 8, 40 4–6, 5, 6, 12 6, 12, 39 38 6–8, For more For more info, see info, pages | 3
1 InTRODuction rjc ta i dvlpn te ia pa aon te eie balance goals. opposing desired these between the around plan final the developing in team project they willprovide the guide answers the And concepts. to these respond to chance a havewill decision-makers stakeholder,and Public, network. more a in network for coverage-oriented Miami-Dade and difference more ridership-oriented the highlight to help report this in concepts The balancing and ridership coverage goals is policy to a set to agencies transit and regions for way clear particularly A region. the and agency of values the the on depends choose they balance The coverage. and ridership high of goals competing the balance must Agencies highridership. generate to expected not are that “coverage services” operating intentionally often to maximize ridership, as if that were their only goal. In agencies are fact, budget offailing ofgoal. accused Transit their often are type agencies each pursuing of portion some spend coverage agencies transit maximizing All binary. and not is ridership maximizing between choice The coverage,receive less vice versa. and will streets neighborhood run roads, main the Toon frequency higher at buses outcomes. different very deliver but the operate, cost to and amount buses same of number same the require scenarios two These main even roads. the on infrequent, be wouldthen routes All bottom-left. at network the in as service, some had street every that If the transit were agency pursuing only coverage, it would spread out so like at bottom-left. one the anetwork in wouldresult This network. connected a forming patterns, development urban favorable with areasto service frequent allocates network ridership high A direct routes. run can buses and nearby, are people many since streets, main the on service its all run would ridership only pursuing agency transit A afew roads. around isconcentrated activity most many neighborhoods, commercial buildings and other land uses. The lines indicate roads. As in in city fictional the Consider conflict. goals coverage and Ridership of their service budget should be spent in pursuit of each. of pursuit in bespent should budget service their of transit agency wants to do more of one, it must do less of the other. the of do less one, must of it do more to wants agency transit Ridership Ridership and Coverage Goals are in Conflict Figure 2 Figure . The little dots indicate dwellings, indicate dots little The . Within a fixed budget, if a if budget, fixed a Within decide what percentage places havenoservice. less in people some but high, for and ridership and longer Frequency areas. populated are service to walks but short are service Waitsfor area. busiest the on focused are buses 18 All A B Maximum Ridership Figure 2: The 2: Ridership /Figure Coverage Trade-off places havenoservice. less in people some but high, for and ridership and longer Frequency areas. populated are service to walks but short are service Waitsfor area. busiest the on focused are buses 18 All places have no service. less in people some but high, for and ridership and longer Frequency areas. populated are service to walks but short are service Waitsfor area. busiest the on focused are buses 18 All A A Maximum ridership B B B places have no service. less in people some but high, for and ridership and longer Frequency areas. populated are service to walks but short are service Waitsfor area. busiest the on focused are buses 18 All Maximum Ridership Maximum Ridership A B B B Maximum Ridership JARRETT JARRETT B JARRETT JARRETT JARRETT JARRETT WALKER WALKER WALKER WALKER WALKER WALKER JARRETT JARRETT + + + + + +
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so long,ridershipislow. so waits for service are long. Only a few people can bear to wait street. Everyone lives near a stop, but every route is infrequent, The 18 buses are spread around so that there is a route on every of yourtransitsystem? purpose the is What decide: first must you routes, transit plan can you Before the resources the town hastoruntransit. are buses 18 The people andjobs. The dots scattered around the map are this fictionaltown. Imagine youare thetransitplannerfor ASSOCIATES ASSOCIATES so long,ridership islow. so waits for service are long. Only a few people can bear to wait street. Everyone lives near a stop, but every route is infrequent, The 18 buses are spread around so that there is a route on every of yourtransitsystem? purpose the is What decide: first must you routes, transit plan can you Before the resources the town hastoruntransit. are buses 18 The people andjobs. The dots scattered around the map are this fictionaltown. Imagine youare thetransitplannerfor I I A H H of yourtransitsystem? purpose the is What decide: first must you routes, transit plan can you Before the resources the town hastoruntransit. are buses 18 The people andjobs. The dots scattered around the map are this fictionaltown. Imagine youare thetransitplannerfor so long,ridership islow. so waits for service are long. Only a few people can bear to wait street. Everyone lives near a stop, but every route is infrequent, The 18 buses are spread around so that there is a route on every A A I B H B so long,ridership islow. so waits for service are long. Only a few people can bear to wait street. Everyone lives near a stop, but every route is infrequent, The 18 buses are spread around so that there is a route on every of yourtransitsystem? purpose the is What decide: first must you routes, transit plan can you Before the resources the town hastoruntransit. are buses 18 The people andjobs. The dots scattered around the map are this fictionaltown. Imagine youare thetransitplannerfor Maximum Coverage Maximum Coverage I H A A G G B B Maximum Coverage Maximum Coverage Maximum coverage F F C C G JARRETT JARRETT G E E WALKER WALKER F C I I D D JARRETT Transit Choices Report Choices Transit + +
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C asked three key questions around the Ridership-Coverage trade-off: Ridership-Coverage the around we key three asked questions Project, Bus Better the for engagement public of round first the In Responses Survey team:study the engagement, of phases three of first this During the with consistent are trade-offs 2019. July in Report the Choices in presented findings These certain Miami-Dade. balance might in they how trade-offs and transit, for their priorities about and stakeholders values community and public the asked we Phase, In the firstround ofengagement forthe Better Bus Project,the Evaluation Public Engagement Public Phase in Input 1 • • • • • • • •
Should we run more buses where we have the most bus riders in in else? everywhere riders service less and County Miami-Dade bus most the have we where buses more run we Should increase to routes? crowded most the on routes service popular least the on buses remove we Should wait? alonger walk with shorter a or wait, shorter a for walk longer havea rather you Would and Spanish, English, (in bus. the on Creole) online person in and riders existing and public the surveyed of online videos aseries produced Transit Miami-Dade at three garages; operators bus met with groups; key of groups; representatives 50 over with presented to the Miami-Dade Commission and numerous Workshop community Priorities a held ------Ridership goals. Ridership to achieving areas, isamethod which denser on transit to focus (see 3 Figure respondents A majority goals. to achieving Ridership isamethod which routes, high productivity towards routes low productivity from away resources to over shift split were whether Respondents even means it longer if waits, favor shorter respondents Most and these are usually the results of Ridership goals. of Ridership results are usually the these and walks — explaining key trade-offs; and explaining key trade-offs; ) favored shifting service service shifting ) favored More details on the public survey responses and Priorities Workshop Workshop Priorities Aon isavailable Appendix in responses and responses survey public the on details More ridership. higher and frequencies higher towards lot a or little a shift to wanted they said would like to see for transit in Miami-Dade. More than 80% of stakeholders were Stakeholders then asked what vs. Coverage Ridership balance they goals. toward Ridership oriented network frequency high a prefer would they suggesting walk, Most survey. public wait, the even if it meant a longer a shorter they said preferred stakeholders in question waiting vs. walking the waiting, to or similar walking prefer they whether asked first were Stakeholders in needs and silent polling using devices. Miami-Dade trade-offs transit the on views their share to asked then were Stakeholders leaders. community other alongside trade-offs geometry and transit understand and learn stakeholders help to exercises community leaders in a conversation around the key choices outlined outlined the in choices key the around conversation a in organization leaders community community Staff from and Jarrett Walker + Associates facilitated the workshop to engage Workshop. Priorities Transit leaders, day-long a in participate to representatives business municipal 50 about representatives, hosted Project Bus Better 2019, the 26, June On Priorities Workshop hie Report Choices . The workshop featured a variety of interactive interactive of variety a featured workshop The . page 42 . Figure 3: 3: Figure Should werunmore buseswhere mostbus wehavethe riders—dense andbusyplaces. buses inareas mostbus the with Miami-Dade should run that more Most surveyrespondents said Strongly Disagree or or Disagree Strongly Responses to Shifting Resources to Highest Areas Density riders inMiami-DadeCounty, andlessservice Netural Disagree , 16% , 29% everywhere else? Transit Choices Report Choices Transit Miami-Dade Strongly Agree or or Agree Strongly Agree , 56% | 5
1 InTRODuction Concept in northern parts of Miami-Dade of parts northern in Concept Network, Coverage Concept, and Ridership Existing the of 5: Comparison Figure on Network Existing of diagram: this axis vertical the represent that keythree questions the with contrast same the show concepts Both axis. horizontal the on trade-off ridership-coverage the and axis vertical the on change less Dade. Miami- in network bus the design to how for possibilities of spectrum a The Coverage and Ridership Concepts and the Existing Network illustrate Concepts? the are What • • •
riders to get where they are going faster. If you don’t think those those tellus. benefits, the think are worth changes don’t you If faster. going are they where get to riders allows This routes. ridership high most on apart feet 1,300 to 1,000 every about be should stops bus that assume Concepts Ridership How far apart should bus stops be? stops bus should apart How far services? trolley how change to and Whether Change?How Much worth the benefits, tellus. benefits, the worth are changes those think don’t you If transit. by have people access significantly and to would thefreedom increase change the network Chapter 3won’t possible. be in shown benefits the then possible, not that’s If page. next the on described as network trolley their change would Beach Miami Miami of and City the that assume Concepts Ridership and Coverage shows that range of possibility 4 Figure as shows that ofa range triangle,possibility with more or Both the Coverage and Ridership Concepts Concepts Ridership and Coverage the Both Both the Coverage and and Coverage the Both Both the the Both Existing Ridership and Coverage goals, which is represented as the horizontal horizontal emphasize triangle. the on axis the they as represented how is which in goals, other Coverage and each Ridership from different are concepts The tell us. then report, this in shown only but benefits the worth aren’t changes those think you benefits, access job If desirable. and possible are changes three significant these assume they because show concepts both Thus il rvd giac t te td ta ad eiinmkr to decision-makers goals. and team study the help develop to the finalplan with guidance the right balance between these different provide will 3 on and the toquestions questions The these community’s answers better better?” is your what of definition service, want you if words, other In goals? Coverage and Ridership the outcomes of emphasizing on one goal over the another, see how do you you balance that “Now asking: is County the possibilities, of range the proposition. proposition. either/or bean to intended not are they and possibilities, By showing the public, and stakeholders, decision-makers These concepts represent a spectrum of of aspectrum represent concepts These Coverage page Figure 4: 4: Figure Chan e Chan e More ess Triangle showing range of possibilities for the Miami-Dade Bus Network. Bus Miami-Dade the for possibilities of range showing Triangle Existing High Coverage Co era e Concept More Miami s Transit et or pectr m o Choices or Ridership High Ridership Transit Choices Report Choices Transit Concept Miami-Dade re enc i her | 6
1 InTRODuction corridors, as shown in Chapter in 2. as shown corridors, other in suggested is specialization similar A buses. county 8th with SW Street and trolleys with Way Coral serving only of result a as streets, of east these on service 37th Way frequent more SW offer Avenue, concepts the but Coral and 7th/8th SW both along other each duplicating example, For other. each with of competing instead together of entirely almost expansions work they is that so services This major County and trolleys redesigning of opportunity. result the achieve to access concepts in both thus and Miami, frequency, of City the In City ofMiamiTrolleys asimilarin way. systems trolley their about think to encouraged are county the in cities major Other concepts. service the designed that workshop staff the in Beach Miami represented were cities Both the concepts. the in explored also are trolleys to changes Modest Miami. of City the in greatest is The potential to unlock more for a access more large across people area the yet considered, be possible. what is illustrate thatgreat so we must are benefits to people need board would to issue these time All more wheelchairs. in require and smaller are trolley which the vehicles, of limitations the free—and are fare—trolleys in difference to Other barriers integrating the trolleys include and the services County revising for them. support to buildcommunity needed be would work significant so processes, consultation municipal of out trolleyshave arisen plan. City have would network toapprovethe both because cities, interested and County the between cooperation of kinds new require would together routes County and trolleys Planning transit. on to get can people where expand dramatically the with together way to beano-cost to out turns services trolley Redesigning services trolley duplicating. of instead things different do the they that so services, County of redesigns possible show concepts both approach, different a of benefits sooner. Tothe illustrate frequency, reducing waiting and helping people reach more destinations higher much provide could service bus single a cases, these of each In street. same the down distances long run many cases where are two different bus there services, one result, trolley and a one County,As County. often the with input, collaboration extensive community without and needs internal own their around trolleys designed have Historically,cities services. trolley municipal to approach new a take to is transit improved for opportunities biggest the of One Trolleys:Municipal Redesign for More shows the existing trolley and County buses buses County and trolley existing the shows 6 Figure maximize opportunity for everyone in the city. the everyone in for opportunity maximize to designed network transit asingle to contribution City’s the the trolleys. the Obviously, of this would City Miami approach imply a for policy different together.might work the concepts, starting conversation about how trolleys and County buses these developing in involved actively were staff City it. to changes any approve to need would so system, trolley its controls Miami of City The city.value to the its maximizes and ridership its maximizes both transit that opportunity as well. shopping, social, It opportunities is and by education expanding Concept. Coverage but jobs, the just not lives: their in choices more in have residents means That even city, the in most across 3. substantially Chapter up goes minutes in 45 in reach can illustrated resident Miami a are jobs of number approach The this of benefits dramatic The way one in another. or of direction out far riders carry often that loops one-way to compared direct, more path the the and fast but be would transfer transfer, a require would directly completed be now can that trips Some frequently. more run that most one-way loops to reduce create straight lines would concepts The paths indirect loop route. relative have County to anearby or one-way large patterns, have short, very either are routes trolley These hour. service per boardings 12 than fewer get all trolleys Wynwood and District, Health Overtown, Flagami, the example,For lines. straight for is demand travel actual most because to be those that go in one-way loops, The trolleys poorest-performing tend h Ct o Mai da, h Mai ec toly eiin ae slightly are concepts. two the in revisions different trolley Beach Miami the ideas, Miami Unlike of staff. City the Beach Miami with discussion close in developed system, less dramatic Both changes suggest toconcepts the Miami Beach trolley TrolleysMiami BeachandOther here, the benefits are vast. are here, benefits the policy will be certainly controversial, but as we illustrate in both concepts A new policy would need to define the trolleys as trolleys the define to need would policy new A U s eful Service?eful Such a change in in achange Such Existing would need to be approved by the relevant city government. relevant by approved city the to be need would any so resulting networks, plans with recommendations trolley for changes their to city trolley over networks sovereign remain cities Obviously, going. they’re where get everyone help to other each complement can buses County and trolleys the that ways finding trolleys, extensive runs that city every with closely work would plan the of refinement future A maps. our on networks two we have those shown clear, that Tomake them. with connections possible effective most the County the that ensure did services were we designed to minimize but possible duplication with them, networks, and to trolley provide consider the to revisions not did we Doral, and Hialeah of case the In the and improvement are greatest. the for extensive opportunities most is duplication where cities two the on of focused we So concepts. development the County during and buses trolleys between relationship the about city every with closely work to us allow not did timing and scope project The Miami of City the of parts southern in Concept Coverage and Network Existing the of Comparison 6: Figure Coverage Transit Choices Report Choices Transit Miami-Dade | 7
1 InTRODuction Compared to the Existing Network, the the Network, Existing to the Compared following the ways: in by transit provided access the and service to proximity change concepts the general in but The major outcomes of in each 2 Chapters concept are and described 3, outcomes the are What of each concept? Compared to the Existing Network, the the Network, Existing to the Compared • • • • • •
mile of transit from 68% to 58%. from mile of transit 1/4a within are that jobs of percent the 61% Reduces from 48%. to transit, 1/4of a mile within are who people of percent the Reduces 23% to from 43%. service transit frequent near jobs of percent the increases 10%28%, and to from service transit frequent near people of percent the Increases hour. an in jobs more 40,000 reach can resident average the means That minutes. 60 in bytransit Increases by 43% the number of jobs the average resident can reach same. the Keeps the number of and about people jobs near anyservice transit 23% to from 32%. service transit frequent near jobs of percent the increases and 10% 20%, to from service transit frequent near people of percent the Increases hour. an in jobs more 25,000 reach can resident average the means That minutes. 60 in bytransit Increases by 26% the number of jobs the average resident can reach networks. large parttoredesign oftrolley access tojobsbytransit—due in increaseConcepts dramatically Coverageand Ridership the Both Ridership Concept Concept Coverage service is much higher in the Ridership Concept. Ridership the in higher much is service Figure 8: 8: Figure The total number of people or jobs near any service is higher in the Coverage Concept, but the number of people and jobs near frequent frequent near jobs and people of number the but Concept, Coverage the in higher is service any near jobs or people of number total The Jobs accessible in 30, 45 and 60 minutes by walking and transit for the average resident in Miami-Dade in resident average the for transit and by walking minutes 60 and 45 30, in 7: accessible Jobs Figure service near28% ofresidents. The Ridership Concept putsfrequent quent service near 18%ofresidents. The CoverageConceptputs fre 93,000 118,000 133,000 - Transit Choices Report Choices Transit Miami-Dade | 8
1 InTRODuction Appendix A provides more detail on input from the public and and public county. the around locations multiple the for change time travel from show that maps additional provides C input Appendix on detail B more Appendix provides stakeholders. more detailed maps of the concepts. provides A Appendix In Chapter 4, we describe the next steps and engagement opportunities. and jobs of amount outcomes. other and by reach transit, can the residents opportunities transit, near jobs and people of including number concepts, the two the of outcomes the review we 3, Chapter In Network. Existing the to compared concepts two the describe we 2, Chapter In report? of this rest the in is What you: suggest we howtransit, goals fit they and for your concepts these assess To future. be the could in transit Miami-Dade for that designed ways different two shows Report Concepts This report? How this to use you can What do? • • • • • • •
may not match existing route numbers. numbers. route may not existing match their and routes nearby the frequencies (as note indicated by the and color). Route about numbers in the care concept you places the For more information about how the two concepts would affect affect would concepts on starting maps access job at the to look jobs, access two the how about information more For time travel of maps page on 30 starting change the at look concept, each in times travel For service. near and frequent service transit on beginning charts the at look transit, to proximity about care you If frequencies. at what and run route(s) about the youyou care when on starting tables the in found be can concepts the in route every of long) (how spans and often) (how Frequencies will easy. be ishigh, connection the so frequency with each other. Remember, where two red routes cross, that means and from every origin whole and destination, so look at the how routes connect of parts various county. Remember that connect no bus can network provide to direct service routes the all how Consider on starting maps concept the at looking When Report. Choices the in described trade-offs on other the consider and described trade-off Ridership-Coverage the Consider page 28 , which show how many people and jobs are near any near are jobs and people many how show which , . page 16page ae 13 page page 34 . This tells This . page 4 , find find , .
the key questions on on questions key the answer would you how you ask will process 2019. Transitoutreach of That Fall Project. Bus Better the of Alliance will be surveys and conducting during other the outreach efforts part as Miami-Dade for questions transit riders, stakeholder, and elected officials the understand important existing public, general the you, help to meant is Report Concepts This What’s next? o mr ifrain n t sa ivle i te rjc, o to go project, the in involved stay to www.betterbus.miami and information more For November, early through will available be input. public for asurvey and September from run will concepts these around process outreach The to finalizedetails. conversation public centerthe of another the be then will network recommended draft The 2020. and early in public review for stakeholder report a in summarized be will measures outcome and a design 2019.late in maps, will network network, recommended recommended The team study the officials, elected the from direction With municipal and Commissioners final goals of network. the the determining in commissioners, of Board Miami-Dade the particularly officials, elected guide will stakeholders and public the from Responses network. bus its design should Miami-Dade Ridership-Coverage, • • • • • •
redesign process! redesign on the latest happenings with generally the up-to-date stay network and Project; Bus Better the for efforts outreach support and sign up to volunteer or work with Transit Alliance to spread the word team; a request presentation, community or communicate with the project process; key summarize that redesign the and videos choices watch newsletter; project the for up sign survey; 2Concepts Phase take the and: page 3 n wee aog h setu of spectrum the along where, and
www.betterbus.miami Bus Project Concepts Survey at project Better teamandtakethe Your voice Contact matters! the Transit Choices Report Choices Transit Miami-Dade | 9
1 InTRODuction 2 Network Concepts
Transit Choices Report Miami-Dade | 10 ocps Dfeet hie cud ae en ae ad e welcome plan. of the features we these about comment public and made, been have could choices Different both concepts. across constant choice that kept and trade-off, that to unrelated Ridership-Coverage trade-off, and the to do highlightingthis, we are made a single we choice about matters Concepts, that were the designing In yet. proposals not are these even but section, Assumptions Key the Some features are common to all conceptual as networks, outlined under proposal. network actual public The anything. proposing an of notdevelopment the guide help will concepts the is about conversation team study the stage, this At Not Proposals Concepts possibilities (illustrated in of spectrum the in “Where is three”; it rather, these of one “Pick not is better?” When comparing these concepts and their outcomes, the choice goals? In other words, if you want better service, what is your definition of goalone over another, Coverage and how you do balanceRidership the emphasizing of outcomes the see you that “Now asking: is County the possibilities, of range the decision-makers and showing stakeholders, public, the By proposition. either/or an be to intended not are they and The concepts shown in this chapter of represent a possibilities, spectrum goals. Coverage goals 10%and toward Ridership toward resources of its 90% about puts Ridership goals and 20% toward Coverage goals. toward The duplication. Ridership Concept resources its of and 80% puts goals report this in Coverage Concept Coverage to The 30% about and goals Ridership toward resources its of 70% about devotes system existing the Report, on described goals, Coverage The concepts differ in the degree to which they emphasize Ridership and to access?” maximize majorincluding trolley systems, network, entire the redesign change, and of lot a accept you if happens “What question: policy key first the way,to answer they this the show In concepts how Beach.both Miami as and Miami such in features, networks trolley similar the redesign some include concepts two The allocate to ways resources. same these different show they but service, of amount same the Miami-Dade for concepts and County compares design them to Both the haveconcepts existing network. network two presents chapter This Concepts to Network the Introduction A Range of Possibility Figure 9 Figure page 4 ) should the Miami-Dade be?”network . As discussed in the Choices Choices the in discussed As . Because the Ridership Concept differs the most from the existing existing the the illusion that we are from promoting this concept, but that is not the intent. most the maycreate This it. explaining to space devotes differs more report this system, Concept Ridership the Because yet. made has been decision No goal. primary the as goals Ridership toward shift to chose also and service county and trolleyservices redesigned dramatically Miami-Dade The most important word in this report is report this in word important most The the Transit, Miami-Dade Alliance, report. this in shown concepts the Transit from staff municipalities involved, nor the consultant havestaff a the preference among of None No Preferred Concept design guidelines. The Ridership Concept shows what might happen happen might what shows Concept Ridership The guidelines. design service consistent with but coverage, network overall of level same the services and county services to be and complementary chose to maintain shows what might happen might what shows Figure 9: 9: Figure Chan e Chan e More ess Triangle showing range of possibilities for the Miami-Dade Bus Network. Bus Miami-Dade the for possibilities of range showing Triangle Existing High Coverage Co era e Concept More Miami s Transit et or pectr m o Choices or if if Miami-Dade Miami-Dade dramatically redesigned trolley “if” High Ridership . The Coverage Concept Concept Coverage The . Concept re enc i her if
week, but this isnot this meant to but detail:week, and day the throughout changing frequencies show also concepts The week. a days seven services, of pattern midday recurring regularly the of descriptions complete be to intended are concepts these general, In will filledin. developed, details be and be will finalplan a concepts, to the feedback public on Based high altitude. a at choices illustrate to is purpose their because implement, to ready be would they that point the to refined been not have concepts These Details More than Matters BigThe Picture conceptual stage, would be premature. be would stage, conceptual willlaterdetails in These added be a finalplan, doingbutso now, thisat • • • • • •
Minor deviations affecting small numbers of trips small numbers Minor deviations affecting one from to another. frequency transition a include will schedule actual an but day, the of period each for frequencies identify concepts Scheduling—the as turnarounds such details routing Local of afew only trips consisting services Specialized commute services peak School evening and services Morning peak Transit Choices Report Choices Transit Miami-Dade | 11 |
2 NetWORK Concepts arrive predictably, at 7:02 am, 7:32 am, 8:02 am, 8:32 am, and so on. In In on. so and 8:327:02am,7:32am, am,8:02 at am, predictably, arrive will hour half every comes that bus A minutes. 60 or 30,12, 10,15,20, Routes system. 7.5, every the hour: an into evenly divide that throughout frequencies “clockface”have frequencies consistent assigned are To make the system easier for users to and understand remember, routes Consistent Frequencies greater access. and creates a clearer legibility, that grid so network enables as transfers to provide improves board, on passengers delay that deviations This avoidspossible. as direct as be to designed are concept each in Routes Directness Choices Design Concept service. contracted for are made adjustments cost Thus, less. 50% about county the cost operations contracted because concepts the in separately tracked are service contractor and service County-operated designs. route revised the in costs unexpected other or layoverneeds, extra deviations, minor In as contingency, as for such is reserved 2% of budget the concepts, both contractors. by operated 95,000 about and County, the by directly about 2.1 million hours annually,service with about 1.95 million operated is this Specifically, today. quantified as in the total hours. service Today, service Miami-Dade Transit operates bus of amount same the assume This is a budget-neutral bus network redesign, meaning that both concepts Budget No Additional county. of the part large a across south to north from Metrorail, service frequent and fast particularly a provides which network, transit the of parts critical do are services they as run to continue today, with and their hours of frequency current Metromover operation. Both concepts of these and these Metrorail First, that Miami-Dade. in assume transit of future the made regarding been have assumptions key few a concepts, these designing In and 10% goals. toward Coverage of resources goals Ridership toward resources of 90% puts Concept Ridership The service. duplicative in 20% reduction a and through mostly goals, Ridership Coverage 80% to balance the shifts Concept Coverage The service. duplicative and goals Coverage to resources of 30% about and The devotesNetwork Existing about 70% of resources to Ridership goals Concept Assumptions Assumptions and Choices and Assumptions Route 93 will get there about 8-9 minutes faster. 8-9 Route 93 about will there get Center, Government to Street 123rd NE from trip long relatively a For slower is therefore and 93, route as often as twice Dade. about stops 3 North Route in Mall Aventura at end and Center Government at start For example, both Route 3 (Biscayne Local) and Route 93 (Biscayne MAX) route. alocal than faster is not much waiting worth for because the of frequency is service too low and the bus As described on page 48 of the the of 48 page on described As MAX Routes recommendations. have will and soon draft system trolley oftheir redesign a studying currently is ofDoral note, Of City the wishes to change in to response the Bus Better Project redesign choices. operator municipal the Other if redesigned county.be may networks trolley the municipal of parts large across access impact substantially to enough frequent and enough large are they because today exist they as maps concept the on shown are networks Doral and Hialeah today. as same the remain to assumed are networks trolley municipal other All TrolleyOther Services following: the assume both Concept Ridership and shows Coverage “No”. The is that questions these contrast to answer a the if is outcomes Network Existing The settled. are these questions that mean NOT does This answer. same the show concepts the on introduced As Questions Concept Policy 42 minutes, 65 Route minutes. 71 and every arrives are todifficult remember. that For example, in frequencies the midday, with Route 56 routes arrives every many are there Network, Existing the • • •
Report faster. For more details on spacing, stop see page 49 of the going are they where riders gets This faster. 10% about travel can buses spacing, stop wider with Thus, mile. 1/8 of average current the of 1/4 instead be mile to assumed is routes all for spacing Stop county. of the parts large for access job improving for resources be to redesigned be can to complementary a which Beach network, county-wide unlocks substantial Miami and Miami of Cities The transit the to access. achieve job in increases network in changes significant accept to willing is Miami-Dade . page 3 , there are key policy questions where where questions policy key are there , Choices Report Choices , a MAX bus is rarely rarely is bus MAX a , Choices Choices only only routes. As described in the nearly 5% are hours devotedNetwork, of In toservice the Existing peak- Peak Routes Rapids Other Flagler. on only. times at peak operates operate that 11R Rapid all-day an is there concepts, both In Rapids. service such called have we travel; distance longer for spacing stop wider with service from benefit corridors few A services. local into higher routes frequency MAX and local most consolidated have we concepts, Network. the designing Existing in the Thus, in routes MAX most for true holds pattern This 93’s speed. faster Route by saved time the outweigh likely will bus 93 Route next the for at a shared stop will probably take a Route 3 bus if it arrives Thefirst. wait However, minutes 30 at midday, every run routes both waiting a rider so page 16 page on starting Charts Span and Frequency the in found be can on peak-only services Details on others. of number trips the reduces and productivity low with routes peak-only some removes more Coverage goals goals. than Concept Thus, Ridership the Ridership serving are and costs deadhead high and productivity low have routes Choices Choices Report Transit Choices Report Choices Transit , many of these peak-only . Miami-Dade | 12 |
2 NetWORK Concepts In the network maps, colors make maps, colors all difference: the network the In this, show on charts starting frequency The lots. park-and-ride to routes express notable appear, routes additional routes some on increases hours, frequency rush evening and morning during but midday, at like is service what show only maps The school. from kid sick a up pick to need may Parents classes. midday attend often students College appointments. later evening. workersOffice may need totravel for meetingsor and personal midday in day,particularly the throughout shifts change industries restaurant and Retailmidday. at travel to need people hour,many rush at peaks often travel hour, While intentional. is rush evening or morning frequency midday by color-coded are ( routes map, network each In in isshown following Network Existing Amap of the pages. the on shown are each of maps Concept, Ridership the and To help the reader compare the Existing Network, the Coverage Concept, where people can get to in the time they have they time to the get in available. can people where This means that waiting times are are limiting long difficult, and transfers midday. at frequent are routes trolley midday, five at only and better) or Beach. Only fiveMiami Miami-Daderoutes and or Miami corridors are frequent serving (15-minutes mostly midday, during routes bus frequency high few a only are Miami. There downtown and beaches the of outside is unusual in nearservice, the total oflack frequent network existing The outline.dark a with labels as lines and trolley are shown routes Municipality-operated times. and frequencies current their at operate to expected are services Metromover and Metrorail All Network). Existing the for page (next maps Downtown the on shown is overlap, their is combined frequency every 7.5 minutes. The Metromover Green they where Metrorail midday,and at minutes 15 The every operate black. lines Orange and in shown are stations and lines Metrorail isting Network isting E 9am to 3pm 3pm to 9am • • • • •
x Light blue lines Dark blue lines Purple lines Bright red lines not have does any); Network (the Existing better lines red Dark page 16page on weekdays). The choice of noon (midday), rather than than rather (midday), noon of choice The weekdays). on are routes that run every 16 every run that to are routes 24 minutes; represent routes that operate every 10 minutes or or minutes 10 every operate that routes represent . every 25 minutes; to 30 and every represent routes that operate ever y 11 to 15 minutes. 15 to 11 y ever operate that routes represent every 31 every minutes. to 60 Figure 10Figure . Existing Transit Network in Miami-Dade in Network Transit 10: Existing Figure downtown Miami. beachesandthe service, outsideof total lackoffrequent nearis unusualinthe networkThe existing Transit Choices Report Choices Transit Miami-Dade | 13 |
2 NetWORK Concepts Other information about this concept that you that may concept this to want review: about information Other today.do routes your than farther go may They go. routes the else where See 4. routes. of these weekday the frequencies to learn legend 3. at the Look 2. are nearby, Note routes which by and color. by number streets. labeled 1. the map using the on about aplace you Find care relevance to your life,To its and you can: network this explore details. minor routing than rather network, the of design overall and county the availableacross service infrequent and frequent of view high-level a provide to meant is right the to map The low ridership. with corridors on frequency reduces and service duplicative consolidates concept the red lines on the map. To on provide so higher many frequency corridors, Flagler, have even higher (10frequency minutes or better), shown as dark high like corridors, have important Some would (15better). or minutes service Avenues,frequency 27th and 12th like corridors, Main routes. bus all-day frequent, of network larger far a has Concept Coverage The to minimize line roads of service. duplication along section consistently spaced are Routes trolleys. and routes county between and routes county amongst duplication reduces it because efficient more is service the 1/4mile—but within service transit have to continue today Network Existing the to coverage service is spread thinly. The concept is designed to provide similar overall In the Coverage Concept, most areas todayserved are still served, so the The Coverage Concept • • •
served by frequent service and by any service in this concept. this in by and any service service by frequent served locations around the county compared to the Existing Network, Network, Existing the on starting to compared county the around locations Maps illustrating how people’s travel time would change from various on charts The weekend. the on runs aroute whether and the day, change throughout each route what operates, hours during on table The page 30 page 22 page page 28 . shows each route’s frequencies, how they they how frequencies, route’s each shows show the number of residents and jobs jobs and residents of number the show — stops showing consistent ridership ridership consistent showing stops route future. inthe haveawould still aroutewith today Concept, places CoverageIn the Figure 11:Figure Coverage Concept Network in Miami-Dade in Network
Transit Choices Report Choices Transit Miami-Dade | 14 |
2 NetWORK Concepts Other information about this concept that you that may concept this to want review: about information Other of number large a for riders. more way to attract time isastraightforward people less within accessible is destinations it more if making so transit constraints, time choose their major and destination people their with given words, workable correlated other In are ridership. service in of increases spans longer higher that and shown are hasfrequencies Why research Concept. wide-scale Repeated, Coverage certain? the so than we ridership higher get would it implemented, be to concept this were that, certain is team project The network. of the and availableinfrequent service across the and county the overall design county. goal ofThe is frequent tooverall the help see reader the picture the within network overall the of view levelhigh a provide to meant is it The map to the right is not meant to be specificabout the details. Instead, are faster. in Kendall Lakes and Miami-Dade College Florida International Univeristy are 107 and 88, more places meaningfrequent, 73,like between connections Horizons West Routes county, the of part southern the In faster. making connections places between like MiamiNorth and much Surfside frequent, now 119,77,9,are 62,183 Routes and Miami-Dade, of parts northern the In concept. this in farther much extends is larger,and much network frequent the Concept, Ridership the In possible. is transfer easy an map, this on cross lines red two Wherever design. a such allow geography and grid street the where lines, allows between that transfers grid easy for frequency high a as designed is network the of Most or even to walk at all, too far concept. this in service, transit to walk longer a now are areas lower-demand means some routes frequency, higher but fewer, into service Concentrating time, key isthe which ridership. to increasing of amount given a in reach can resident average an destinations useful many how increases dramatically This opportunities. and jobs people, are more there where service better concentrates concept ridership The The Concept Ridership • • •
served by frequent service and by any service in this concept. this in by and any service service by frequent served Maps illustrating people’s travel times from various locations locations various from times on starting travel Network, Existing to the compared people’s illustrating Maps on charts The weekend. the on runs aroute whether and the day, change throughout each route what operates, hours during on table The page 22 page page 28 shows each route’s frequencies, how they they how frequencies, route’s each shows show the number of residents and jobs jobs and residents of number the show page 30 , . needs it. coming whensomeone is more tobe likely quent routes andabus fewer but more fre - Concept, there are RidershipIn the Figure 12: Ridership Concept Figure Network in Miami-Dade in Network
Transit Choices Report Choices Transit Miami-Dade | 15 |
2 NetWORK Concepts E xisting Network Spans of Service
Figure 13 shows the frequency by time of day for the most frequent routes in the Miami-Dade Transit network and the municipal trolleys. The example below shows how to use the network map and these charts to understand the span and frequency of service for every route.
The example shows a route with a bus every 15 minutes on the “Overlap” portion and a bus every 30 minutes on “Branch A” and “Branch B”. The span chart shows how to read the frequency by time of day. Route 7 starts operating at 5am, with service every 30 minutes on the “Overlap”—the dark blue square under 5am. Each branch operates hourly during this time. At 6am the branches are every 30 minutes and the “Overlap” is every 15 minutes.
For transit to be useful, it must be there at the times of day you need it. The times of day transit operates is called “Span of service“. For the county routes in the high frequency groups on this page, service is provided late into the night, and often overnight, and seven days a week. Many municipal trolley services, however, do not run in the evenings or parts of the weekend.
• Miami’s Little Havana and Allapattah trolleys are frequent, but do not run after 8pm on weekdays and the Allapattah trolley does not run Sundays.
• Miami’s Biscayne and Brickell trolleys run every 20 minutes, but run weekends and evening hours. The Flagami, Health District, Stadium, and Wynwood trolleys have shorter hours and no Sunday service.
• The Coral Gables Trolley is frequent, and runs weekday evenings, but does not run on Saturday or Sunday.
• Miami Beach Trolleys are primarily every 15 or every 20 minutes and have evening and weekend service.
The lack of consistency in service levels into the evening and on weekends limits the ability of riders to rely on trolley services as dependable parts of the overall transit network.
Figure 13: Existing Network. Frequency and Span of Routes with 20 Minute or Better Frequency at Midday
Transit Choices Report Miami-Dade | 16 E xisting Network Spans of Service
Figure 14 shows the frequency by time of day for routes that operate about every 30 minutes at midday in the Miami-Dade Transit network and the municipal trolleys. Of note is that many routes have higher frequency of service at peaks. As discussed in the Choices Report, this can cause inefficiencies in service delivery due to the extra costs of peak service. Also of note is how the frequency of service declines substantially in the evenings starting at 6pm or 7pm and many trolley routes disappear on weekends. Evening and weekend service is relatively inexpensive to operate compared to peak period service, and it is also crucial to a large segment of transit riders.
Many existing routes have much lower frequency in the evening or weekends, or disappear entirely. Evening and weekend service is crucial to many potential transit riders, like hotel and restaurant workers.
Figure 14: Existing Network. Frequency and Span of Routes with 30 Minute at Midday
Transit Choices Report Miami-Dade | 17 E xisting Network Spans of Service
Figure 15 shows the frequency by time of day for routes that operate about every 30 minutes or every 60 minutes at midday in the Miami-Dade Transit network and the municipal trolleys. Of note is that many of the circulator routes in the county route network, such as routes 155 and 212, do not operate on weekends, making them less useful to many potential riders.
Figure 15: Existing Network. Frequency and Span of Routes with 30 and 60 Minute Frequency at Midday
Transit Choices Report Miami-Dade | 18 E xisting Network Spans of Service
Figure 16 shows the frequency by time of day for peak-only or limited trip routes in the Miami-Dade Transit network and the municipal trolleys. Note the many peak-only routes that operate at relatively high frequencies. This requires a lot of resources to be deployed in a relatively inefficient manner, as discussed in the Choices Report.
Figure 16: Existing Network. Frequency and Span of Peak-Only and Limited Trip Routes.
Transit Choices Report Miami-Dade | 19 Coverage Concept Spans of Service
Public transit has traditionally been planned on the assumption that most travel happens on weekdays and during peak time. The everyday experience of traffic seems to confirm this. Nevertheless, there are good reasons to question whether transit should still be planned primarily around weekday daytimes:
• More and more jobs are on nontraditional schedules requiring occasional or regular weekend shifts. These shifts often start in the midday and end later than 6 PM.
• This trend is especially pronounced for lower-wage jobs in retail, healthcare, restaurants and personal services, so improving weekend and evening service helps improve the lives of people with lower incomes.
• These sectors also drive significant and growing numbers of weekend and evening trips for shopping, socializing, recreation, and other purposes, many of which could also be made by transit.
• Many people may be reluctant to use transit because of its inconsistent availability. If you need to drive to get to work on weekends (or to return home in the evening without waiting a long time), you are much less likely to take transit at all, even if your bus comes every 15 minutes then.
In the existing network, most routes only operate once or twice an hour in the evening on weekdays and have reduced frequency on weekends. Besides the rail and trolleys, no routes run 15 minutes or better during the weekends—the best available service comes every 20 minutes.
Both concepts have been designed with more consistent and more frequent service in the evening and on weekends across the entire system. The Coverage Concept has fewer routes than the existing network; however, most of the routes would run consistently from 5 AM until 10 PM, with more consistent frequency during the weekend. Figure 17 shows the routes with a midday frequency of at least every 20 minutes on weekday.
Figure 17: Coverage Network. Frequency and Span of Routes with 20 Minute or Better Frequency at Midday
Transit Choices Report Miami-Dade | 20 Coverage Concept Spans of Service
Most of the routes in the Coverage Concept have a 30 or 60 minute frequency in order to have enough routes to continue provide access to people that have service nearby today. Nonetheless, this concept shows an improvement in frequency for the main corridors during weekdays and on the weekend, a significant increase improvement in service from what it is running today in the evening and weekends. Figure 18 shows the span and frequency of routes that operate every 30 minutes at midday on weekdays.
Figure 18: Coverage Network. Frequency and Span of Routes with 30 Minute Frequency at Midday
Transit Choices Report Miami-Dade | 21 Coverage Spans of Service
Figure 19 shows the span and frequency of routes in the Coverage Concept that operate every 60 minutes at midday, operate only at peaks, or have limited service on weekdays.
Figure 19: Coverage Network. Frequency and Span of Routes with 60 Minute Frequency at Midday and Peak-Only and Limited Trip Routes.
Transit Choices Report Miami-Dade | 22 Ridership Concept Spans of Service
In the Ridership Concept most of the service would consist almost entirely of routes that operate every 15 minutes or better from 5 AM to 10 PM, with service continuing to midnight, or later, on most routes. This means the bus is always coming soon, and you don’t need to know the schedule to plan your trip. Because of the high frequencies, many trips on transit would take less time than they do now even when they require longer walks. Figure 20 shows the span and frequency of service for routes that operate every 15 minutes or better at midday on weekdays.
Service in the evening would be frequent for most of the night (at 10 PM most routes would transition from every 15 minutes to every 30 minutes), which will result in less waiting at most times of the day, faster trips, and more useful service. For most of the routes, this is as twice as frequent as existing service. More frequent evening service is useful not just for socializing and shopping, but also for service and entertainment industry, hospital, and other workers whose shifts may end far later than 6 PM.
Service would also remain frequent during the weekends. A 15 minute route would still run every 15 minutes on Saturdays from 7 AM to 10 PM, and 20 minutes on Sundays from 7 AM to 8 PM. Although the frequency is not consistent between Saturday and Sunday, this would be much more frequent than most existing routes. Most existing routes operate a mix of service every 30 minutes and hourly service during the weekends.
Both the Coverage and Ridership Concepts would have more con- sistent route types with more con- sistent frequencies across the day and week.
Figure 20: Ridership Concept. Frequency and Span of Routes with 15 Minute or Better Frequency at Midday
Transit Choices Report Miami-Dade | 23 Ridership Concept Spans of Service
With most routes operating every 15 minutes or better, there are relatively few routes operating less frequently. Figure 21 shows the span and frequency of routes that operate every 20, 30, or 60 minutes at midday on weekdays. Compared to the Existing Network or the Coverage Concept, there are far fewer routes that operate at these lower frequencies. All routes that have been redesigned in the Ridership Concept operate at least every 30 minutes; only municipal trolley routes or Tri Rail runs less than every 30 minutes at midday.
Figure 21: Ridership Concept. Frequency and Span of Routes with 20, 30 and 60 Minute Frequency at Midday
Transit Choices Report Miami-Dade | 24 Ridership Concept Spans of Service
Figure 22 shows the span and frequency of peak only and limited trip routes. Most peak only routes remain, except that Routes 204 (Killian KAT), 272 (Sunst KAT), and 288 (Kendall Cruiser) would no longer run in the Ridership Concept because they are relatively low productivity routes. Also, the frequency of the 95 Golden Glades service would be reduced, specifically by removing service that starts or ends north of Golden Glades and consolidating all trips to end in Downtown Miami.
Figure 22: Ridership Concept. Frequency and Span of Peak-Only and Limited Trip Routes.
Transit Choices Report Miami-Dade | 25 3 Comparing Outcomes
Transit Choices Report Miami-Dade | 26 n gvn mut f ie Tee lcs a b vee o a a as map a location. your on around viewed blob be a can places These time. of amount given a in reach could you places of number limited a is there are, you Wherever Access (and Freedom) Outcomes service. frequent more to reach to walk farther “closehowever,is willingenough”someone are transit: to manypeople any at service all. A ¼ mile is or a distance often used to minutes determine whether 10 (every service every better), 10service to 15 frequent minutes, every 16service to very 60 minutes, or near are jobs and people many how between distinguish we usefulness, of idea some To provide doesn’t bias any any for therefore and result concept. results, the all affects for this concept, each limitation is use method Sincesame the mayarea. walkable it less in so service near streets, are people along many how distance overestimate not distance, air uses stop. each method of mile The ¼ within are people many how determine to used within ¼ mile of a bus stop in each concept. located be would jobs and people many how measure we Specifically, at well does to people. more closer transit puts goal—it aCoverage concept meeting that transit near people of percentage higher a getting at better does concept a If nearby.available is that only useful, transit find will people very simple: whether us is tell not does page “coverage”. Proximity next the on transit? near are jobs and residents many reported measure first The toProximity Service the of indicative is service riders. transit of most experience typical midday because and daytime the during trips their of most take people because is majority This trips. the transit by existing of experienced service of existing level the the represents noon. from time weekday This a during differs outcomes these each of all the how calculate We show and network. to concept each information of employment potential and population, time, travel proximity, combine that measures arithmetic simple are these Instead, questionable. more and more become assumptions those rapidly, more changes world the As years. few next the in change will factors other or technology,culture,process how about assumptions any on rely not do they and forecasts, not are measurements These network. existing the to compared concepts two This chapter provides two different ways of measuring the outcomes of the Comparing Outcomes shows an example of this type type this of example an shows 24Figure Figure 23Figure shows the method This is sometimes called called sometimes is This how how To measure proximity to transit we use stop locations to determine whether people are near service. near are people whether to determine locations stop use we to transit proximity To 23: measure Figure in less time? less in question: the ask by transit, we opportunities) (and other jobs more access people more So offers. region the other many that for transit opportunities of usefulness the of indicator access good a jobs, is for jobs account to also services and retail Since jobs. to access in change the measure we outcomes, access and freedom Tomeasure Measuring AccessandFreedom 12 page on detail in Report Choices of the described is explanation geometric The confidence. of degree high a us gives that planning influences most,and it canin geometrically be adescribed way it is a foundation of it. It is also the of aspect that ridership transportation study. scientists So while access is not, by itself, a of prediction ridership, social that features other and by pricing behavior. heavily is affected behavior Our human and access of combination the from arises Ridership From AccesstoRidership For itself. in goal worthy a as example: see will people many that something Access is a basic of part what determines ridership, but it also represents do. will you predict we what not do, could you what about is Freedom ofGeometry Access isaMatter more have you blob, bigger you free. are more sense a important an in choices, so have you If reach. to want you places whatever or shopping, school, employment, for life: in are options your of what ofthat word. sense physical this the extent The determines blob technical term for this is accessibility, but it’s also fair to call it freedom, in takes it too simply long to get there. notThe you things because do can of range whole a and shop, not can you places hold, not are can limityou jobs this Beyond life.” your around wall “the as blob this of Think University, International Florida for Network. access Existing to the Concept Coverage the comparing transit of visualization of • • •
about access. about able to get to your job, school, or relatives, you are asking a question you’ll be whether on based live to where deciding are you If about. care will people many that terms in outcome an describes Access value. land in factor important an be can access transit cities, dense In transit. for analysis same the is this and parcel, particular a from car by to get can you where study routinely firms estate Realvalue. location aparticular from Access employed. isakey keeping for people to jobs concern Access is something that gives a location . Could Could the Coverage Concept, compared to the Existing Network. Existing to the compared Concept, Coverage the in Havana Little from minutes 45 in reachable places in change of 24: Example Figure is that area the located reachable. are jobs many how calculate and region, the in anywhere from riding) transit and waiting, on walking, minutes including (door-to-door, 60 or 45, 30, in go opportunities. could one and far how jobs measure We more changes access and network travel transit to a freedom how people’s explore we question, this answer To Transit Choices Report Choices Transit Miami-Dade | 27 |
3 ComPARINg Outcomes Compared to to Compared to Compared routes 15 every more running be would minutes better. or as service, frequent near jobs and people of number the increase significantly would Concepts Ridership and Coverage the Both train. or bus frequent a near jobs of 23% with service, frequent to close be to likely more core, much are the they in concentrated more are jobs Since is so thinly,spread service only 10% of are people near route.a frequent 61% of people and 68% with of jobs, jobs most within and ¼ people mile most reaches of a Network transit stop. Existing Yet the Overall because 5minutes. about person average the takes ground flat over mile ¼ Walking flies. crow the as stop bus a mileof ¼ within are they if that service transit near is someone assume charts These Concepts. Ridership and Coverage the and bottom) would be “close enough” to any service for the Existing Network The in bar charts this call we “proximitymeasure to transit“. report this In outcomes. transit of measure transit simplest from the distance is certain a within jobs and people of number The Proximity to Transit markets for transit, it wouldn’t reach as many people and places. They places. and people many as reach wouldn’t it best transit, the for to markets service transit useful and frequent deploy to only seeking frequent if near was Miami-Dade the basic This reflects trade-off: geometric difference are jobs and people fewerbut and total service, jobs are people within ¼ mile of any more service. Concept Ridership the In • • • • • • •
68% to 58%. 1/4a within are from that jobs of transit mileof percent the reduces transit, 61%of from mile to 48%; ¼ a within are who people of percent the reduces increase the number of23%from jobs nearto service frequent 43%; 28%; 10% tofrom service frequent near residents of number the increase ¼ (~1%), than service mile from more 23 Figure in are grey by bars the represented that jobs and residents of number the increases increase the number 23%from of jobs nearto service 32%;frequent 18%; 10% tofrom service frequent near residents of number the increase E E show how many residents (at top) and jobs (at (at jobs and top) (at residents many how 23Figure show x x isting, the Ridership Concept would Ridership the isting, Coverage the Concept would isting, . achieving a ridership goal. achieving aridership is network a more the service, frequent near jobs Thus, and people more ridership. the higher attract to tends therefore and but useful covers, more it is area it the to relative potential. expensive more ridership is of service measure Frequent key a is service frequent to Proximity goal. acoverage meet is helping agency an circuitous and routing. A route useful, that is is but notproximate tovery many people, spans, short frequencies, low have routes transit means Spreading thinly possible. as people many as spread cover will to agency thinly, an service goal, coverage a people—only of to pursuit is In nearby. service is it the that useful how us tell not does Proximity ridership. likely strong most places to generate and people the reaches network bus the ensure to be then would key service is much higher in the Ridership Concept. Ridership the in higher much is service frequent near jobs and people of number the but Concept, Coverage the in higher is service any near jobs or people of number total The 25: Figure service near28%ofresidents. The RidershipConceptputs frequent quent servicenear18%ofresidents. The CoverageConceptputs fre Transit Choices Report Choices Transit Miami-Dade - | 28 |
3 ComPARINg Outcomes Proximity to Transit: Disadvantaged Populations
Proximity to service of any type is a good measure of an agency’s success toward a coverage goal, though more specific investigations are essential to determine whether vulnerable people and important destinations are covered. Transit is often tasked with providing affordable transportation for low-income residents, which is why agencies provide service to some people and areas, regardless of ridership potential. Federal laws also protect those with low incomes from disparate transportation impacts, which is why agencies sometimes provide transit service in places where poverty is high, even if this does not maximize ridership. Similarly, federal civil right laws require that transit agencies assess the impacts of changes to service on racial and ethnic minority residents to ensure there are no disproportionate negative impacts.
The charts in Figure 26 show the differences in proximity to service for residents of color, residents in poverty, and seniors. The most important takeaway from these charts, is that the changes in proximity to any service and to frequent service from the existing network to the concepts appears to have a similar effect on people of color, people in poverty and seniors as on the general population. More people in disadvantage are within a quarter mile of any transit service compared to the general population.
More people of color are within ¼ mile of frequent service compared to the existing network, 10% more in Coverage and 20% more in Ridership. In the Coverage Concept, the number of people of color with no access is very similar to the existing network. On the other hand, since the Ridership Concept reduces overall proximity to service to prioritize frequent service, 12% fewer people of color are within quarter mile of transit. This is similar to the reduction in the percent of all people near any service shown in Figure 25.
The number people in poverty who are near a frequent bus route increases by 11% in the Coverage Concept and by 23% in the Ridership Concept. The percent of people in poverty who are more than a quarter mile from service increases slightly in the Coverage Concept (~1%) and increases by about 13% in the Ridership Concept. This is similar to the increase in the percent of all people more than a quarter mile from any service shown in Figure 25.
The Coverage Concept increases the percent of seniors near frequent Figure 26: As with all residents, more people of color and people in poverty have access to any service in the Coverage Concept, but far more have service by 9%, while the Ridership Concept increases it by 18%. In the access to frequent service with the Ridership Concept. Coverage Concept, about 2% more seniors would be more than a quarter mile from service. In the Ridership Concept about 14% more seniors would be more than a quarter mile from any transit service.
Transit Choices Report Miami-Dade | 29 and jobs over the existing network. network. over jobs existing and the residents to access in increase an have concepts both that show maps gray. The in shown are reachable longer no are that areas and blue, light in shown are reachable newly are that Areas concept. corresponding the in reachable be will The dark blue areas represents that are reachable today and page on 27 described for more Ittrips. also an represent expansion of freedom, as larger, so that each person is likely to findtheare useful network isochrones these which in one is network transit useful ehia tr fr hs lutain is illustration this for The term Network. technical Existing the to compared is concept Each noon on a weekday in the Ridership and Coverage Concepts. at minutes,45 in station Metrorail Center Government near maps The walking, from a location, in certain a amount ofcertain time. and transit public using go could person a where visualize to is network a of usefulness the illustrate to way helpful A some places are reachable quickly even when the trip trip the when even quickly involves atransfer. reachable are places some Concept, Ridership the in transfer.Especially a requires but the of some a isn’tsinglemaps route, on reached these in shown access that remember Also route. infrequent an to walk shorter faster,a and than farther people get can route counts that remember maps these reviewing When locations County. the around 3 for network existing the to relative each isochrone, within residents and jobs of numbers the the in report change (32-34) pages few next the on isochrones The behind-the-scenes. analysis same very this do ridership to get to more places. busy That’s models whyof predictive being useful, for more people, service from arises Ridership useful many how much but how reach, just area. that in are destinations can not we is area usefulness geographic of measure real The AreaNot Justthe Area –AlsoWhatisInsidethe to useful is transit when results People ride transit if they findit useful. Freedom, Access, , and in most cases, a longer walk to a high-frequency shows someone’s access to and from from and to access someone’s shows 27Figure . large isochrone numbers of people. people. of numbers High transit ridership ridership transit waiting time time waiting . A more more A U s efulness from Government Center shows change in access in 45 minutes for the Coverage and Ridership Concepts. Ridership and Coverage the for minutes 45 in access in change shows Center Government from Map isochrone This transit. and by walking time, of amount agiven in go, can someone far how shows 27: isochrone An Figure Transit Choices Report Choices Transit Miami-Dade | 30 |
3 ComPARINg Outcomes Access Intermodal from Center Miami This isochrone Map from the Miami Intermodal Center shows change in access in 45 minutes for the Coverage and Ridership Concepts. Ridership and Coverage the for minutes 45 in access in change shows Center Intermodal Miami the from Map isochrone This 28: Figure Transit Choices Report Choices Transit Miami-Dade | 31 |
3 ComPARINg Outcomes Access from Florida International This isochrone Map from Florida International University shows change in access in 45 minutes for the Coverage and Ridership Concepts. Ridership and Coverage the for minutes 45 in access in change shows University International Florida from Map isochrone This 29: Figure U n iversity Transit Choices Report Choices Transit Miami-Dade | 32 |
3 ComPARINg Outcomes Access from West Kendall Transit Terminal Ridership Concepts. and Coverage the for minutes 45 in access in change shows Terminal Transit Kendall West from Map isochrone This 30: Figure Transit Choices Report Choices Transit Miami-Dade | 33 |
3 ComPARINg Outcomes in the focus on ridership goals compared to the Existing Network. Existing to the goals compared ridership on focus the in Overall coverage has not be reduced significantly,but, the Coverage Concept is aslight increase area,in this like 49th Street. West corridors ridership higher and denser the on service frequency higher maintain routes bus Hialeah and 33 Routes Concept, Coverage the Hialeah. In of parts other to compared density, has Avenue 8th East of day. per today, 1 or 2 boardings about low ridership gets It relativelyis also low stop each stretch very This area. this in minutes 60 every to 30 every from reduced areas the be would for 54 Route of decreased frequency the because has Street 25th East of Access north Avenue 8th Hialeah. East along in is access in decrease a of example Another minutes. 30 20 to every every Route 183 from reduced would be as low, relatively is area indicated by this the wide spacing in of This dots. the in decrease frequency because access occurs in residents of density and the Avenue but 183rd,6th NE NE along near west Street 183rdextending NE along access in decrease a is there example, For residential low densities. have concept this in access in decrease a experience would that places Most orange, so that they can be increased in higher demand in parts the same suburban city or area. it’s Because planned for coverage, are areas,frequencies in reduced low-demand turning them In suburban areas even the Coverage Concept does some shift of service toward busier corridors. together. close are very dots the and blue, dark are colors the core, the near municipalities surrounding and Miami of City such as system Flagler, 27th Avenue, 12th Avenue, and Biscayne Boulevard. For example, in the surrounding areas) and and alongBeach, main Miami that corridors have(Miami, more frequent than service county in the the existing of core increase the within greatest is The access. job in increases substantial Places where large numbers of people live would experience access. in decrease much without county the of parts many in access job in increase an shows Concept Coverage The Coverage Concept access. in decrease or shade, increase greater the the the darker The shown. toConcept jobs) of the access in decline a case this (in cost the bearing more predominate, people are benefiting dots from the Concept shown. Where red blue dots predominate, morepeople are Where riding). and waiting, walking, including (door-to-door, County the in anywhere from noon, at weekdays on transit on minutes 45 in reached be could jobs fewer) (or more many how represents dot the of color higher. The is residents of density overall together, the close very are dots many Where 10residents. represents dot every map, The map on this page and the next summarize the same thing for every part in the county. In this asimilar in change way.) likelywould shopping on like education opportunities, other to access (Again, places. certain The previous maps show how the concepts expand where people could go in a given time, from Access:Change in Coverage dent in45minutesby33%. reachable by average the resi- increase number ofjobs the The CoverageConceptwould Change in Jobs Reachable in 45 minutes for the Coverage Concept Compared to Existing Network. to Existing Compared Concept Coverage the for minutes 45 in Reachable Jobs in 31: Change Figure Transit Choices Report Choices Transit Miami-Dade | 34 |
3 ComPARINg Outcomes parts of the county. of the parts residents, but it wouldn’t reach as many places, and in particular it wouldn’t reach most the to less useful dense geometric and frequent more another service making on focuses Concept reflects Ridership the This trade-off, corridors. density higher to these reallocated since be concept, would this in resources minutes) (60 57 and min) (30 37 Routes by served areas be These not Gables. would Coral of City the of areas southern the and Miami, of City the of corner Douglas Road and 57th Avenue, where overall is density low. This includes the far southwestern in ofareas US south would in be experienced 1 access decrease between substantial The most 31%reach Concept. Ridership the in minutes by 60 in transit jobs more 45% more jobs in 60 minutes in the Ridership Concept. In Homestead, the average resident can of parts Hialeah that see some are decreases there in While job Concept. access, the Ridership the average from resident in benefits Hialeahsee places can out reach farther in residents Even Miami, West for Miami,access South improve Sweetwater. and drastically would 107) (Route Avenue107th SW and 88), (Route Street 88th SW 73), as such Ludlam Road (Route on corridors the core,of frequency the trolleys. increased Outside Miami and North would see due large and increases access benefits in consolidation frequency Miami,likeBeach,Miami Cities region. the of core the in larger are jobs to access in Increases to faster waits. and to shorter due primarily destinations, their farther people most get will it but distances, longer walk to people require would Concept Ridership The shorter, both for the initial wait for a bus and for a connection. faster, much would waiting be much would times be because oflarge parts the county, in particularly the most dense areas, Travelingacross county. the of parts many in jobs to access in increase large a to leads This better. or minutes 15 every design, ridership high weekday service a at noon on consists mostly of based routes that is operate concept this Because ConceptRidership Access: in Change Ridership dent in45minutesby51%. reachable by average the resi - increase numberofjobs the The RidershipConceptwould Change in Jobs Reachable in 45 minutes for the Ridership Concept Compared to Existing Network. to Existing Compared Concept Ridership the for minutes 45 in Reachable Jobs in Change 32: Figure Transit Choices Report Choices Transit Miami-Dade | 35 |
3 ComPARINg Outcomes could do, not what we predict you will do. do,could not we what predict you what about is Freedom free. more are you sense important an in so and within opportunities a reasonable travel time, you have school, jobs more more havechoices, you employment, If reach. to for want you places whatever life: for or shopping, in have proxy you can options a you the opportunities is expands and reach jobs jobs the to Expanding freedom. access measuring measuring discussed, previously As Concepts. and Coverage in Ridership the access, frequency, better and thus better density, a great market for residential transit These services. high areas would a experience is there where areas around clustered are poverty of concentration high a with areas that fact the from come benefits These color of people and people Low-income public. general the than access in increase aslightly better experience equity. or rights civil for We also reviewedon communitiesthe impact specific ofspecial concern 45 minutes. within Concept Ridership the in more 48% and Concept Coverage the in jobs for 31% more reach and can resident average county The subgroups. the different in person average the for weekdays, weekday on 33 the in increase large Miami-Dade. in person average the a to accessible jobs of number have concepts Ridership and Coverage Both AccessChange in to Jobs hw te vrg nme o jb rahd n rni a midday at transit on reached jobs of number average the shows 43% more RidershipConcept. jobsinthe 27% more CoverageConceptand jobsinthe In onehour, averageresident the could reach Figure Figure Jobs accessible in 30, 45 and 60 minutes by walking and transit for different groups in Miami-Dade in groups different for transit and by walking minutes 60 and 45 30, in accessible Jobs 33: Figure 93,000 96,000 114,000 118,000 123,000 133,000 139,000 Transit Choices Report Choices Transit 146,000 Miami-Dade 164,000 | 36 |
3 ComPARINg Outcomes 4 Key Choices and Next Steps
Transit Choices Report Miami-Dade | 37 most people, particularly in Miami and Miami Beach, where reduced reduced where improvements. service Beach, substantial unlock can duplication Miami and Miami in particularly people, most for access job increase Concepts both result, a As service. the operates who of question the of independent faster, farther, people most network takes combined the Thus, corridors. major multiple across services complementary create to County and City the allows it because fruitful, particularly is network Miami of City the Redesigning Beach. Miami and Cities in ofthe Miami trolleybythe networks redesigning improvements access significant achieve Concepts Coverage and Ridership the Both dollars. tax of use overall best the be overlaid on routes, county resulting in extensive duplication that may not In many places and many corridors, municipal trolleys have generally been people. most for opportunity municipal and access and improves it if county desirable, and the acceptable of is networks design is transit the Concepts in Coverage change and significant Ridership a that the both in assumption key A Trolleys Municipal Redesigning Key Choice: Operators Role Municipal and of County complementary to a county-wide network? to a county-wide complementary bemore to Trolleys—be redesigned Beach Miami and Miami large county. partsofthe to increase Miamiand jobaccesswithin resourcesof Miami unlocks enormous Redesigning trolley City service inthe Should trolleys—specifically trolleys—specifically Should Concepts in the City of Miami of City the in Concepts Figure 34: 34: Figure Comparison of the Existing Network, Coverage and Ridership Ridership and Coverage Network, Existing the of Comparison Transit Choices Report Choices Transit Miami-Dade | 38 |
4 Key Choices and Next Steps Figure 35: 35: Figure cost. same the for to farther go extended be can routes or can be provided for the same cost. So, higher that can frequency be provided service more the operate, buses faster the worked, time on based is Since cost of the service the cost for transit primary labor which is paid cost. same the for provided be can service more system, transit entire the across increase speeds sooner.as Also, destinations their reach and faster canfarther get riders First, hasbenefits. This two speed increased operations. faster efficiently, more in resulting isused time stopping stops, many for the same number of are people. gather When at passengers fewer stops, there When more stops bus the so them, served. among out themselves spread passengers passengers of number the to proportional not is stop a at required time the of most because is This time. same the in cover and distance more faster travel can buses apart, farther placed are stops As terms. conceptual in speeds. bus faster and spacing stop stops; they need one stop. There is a between closer geometric trade-off to any of on several a stops route. notdoes But a need several customer feet 850 every about which is apart, about 1.5every are For blocks. most people, it is easy to stops walk Miami-Dade, in routes local most On Key Choice: Stop Spacing CIT BLOCK STOP BUS Trade-off between stop spacing and travel time travel and spacing stop between Trade-off Stop Spacingand 10 Travel Times TRA EL TIME 10 MINUTES TRA EL TIME MINUTES 10 TRA EL TIME MINUTES shows the basic trade-off trade-off basic the 35Figure shows having stops farther apart. It is worth asking the question: the asking It isworth apart. farther having stops by service of speed the maximizing and stop bus a to walks short have draw some compromise maximizing between the number of people who Transit, Miami-Dade including agencies, that transit haveMost networks have clear. were agencies benefits these where spacing stop widened transit successfully Many times. travel in benefit citywide clear a to tied and city, the across circumstances comparable all in applied policy One key to a revision successful of stop spacing is for it to be a consistent to not to walking. alternative an driving, alternative view this as a good thing, arguing that the point of transit is to provide an trips short would be faster by walking or biking. Some cities and agencies very that point because the to increase is trip the of end This each at distances trips. walking short very for useful farther less spaced becomes transit are apart, stops as Second, change. this by First, inconvenienced spacing. feel to likely more are disabilities stop with a people and by Seniors walk. inconvenienced widening longer be will to and walking difficulty downsides have people major some two are There dollars. same the for service more to run allowingand county the can operate about 10% faster, toriders getting their destinations sooner, services most that meaning routes, most on 1/4mile every to widened is spacing stop that assume Concepts Ridership and Coverage the Both (1/2 feet 2,660 every mile). about of spacing in result would blocks 4 Every 1,320 (1/4every feet about stops in result mile). would blocks 2 every to spacing stop Widening long. feet 660 about typically are blocks Miami more bus service? bus more potentially, and, trips bus faster having and astop to walks longer trips? having Or longer and service slower means it if astop, even to walks short very Having important: more is What faster. destinations riders totheir 10%, getting increase inaveragebusspeedsofabout Wider stop spacing would result in an Transit Choices Report Choices Transit Miami-Dade | 39 |
4 Key Choices and Next Steps Ridership-oriented networks serve several popular goals for transit, transit, for goals popular including: several serve networks Ridership-oriented reach people?more to or goals), associated transit other of range a any serve so, doing of in (and design the governing ridership most the to generate designed be service the should network: question important most The Key Choice: orCoverage Ridership bus line is crowded, a transit agency is criticized for not offering enough enough for not offering is criticized agency line a is bus transit crowded, This is the natural result when major goals are in conflict. If a high-ridership do, they what are they failing to achieve goals. their matter no that themselves staff transit even and officials elected public, “provide all.”and for the among feelingaccess a to leads generally This ridership while ensuring that all residents have access,” or “run efficiently” as act though these agencies goals were Many notother. in the conflict,promising thatof they wants will less do “increase agency must it transit one, a of more do to if budget, fixed in a us Within lead directions. they opposite but laudable, both are goals coverage and Ridership service of unit every deployed. of ridership) of terms (in investment success on of measure return keyis the goal, explicit the is ridership when hand, is the degree to which is service available to the population. On the other its so what matters ridership, notshould be evaluated productivity; success on its based high network A generate to seeking goal. not is the coverage on upon focused depending differently defined is Success goals, including: of set different a serve networks coverage-oriented hand, other the On • • • • • • •
municipality or electoral district. electoral or municipality every to service providing by equity, political of sense a Providing severe needs. with people for Providing access drive. cannot who those Providing for lifeline access live. they where Ensuring that everyone has access to some service, no transit matter congestion. by traffic constrained being without densities, higher at even development, urban continued Allowing passengers. more from collected by and fares resources, same the with riders more serving byrider, per subsidy public Mileslow Achieving Vehicle fewer through Travelled. impact environmental Reducing the community can help to set: help to set: can community the that dial turnable as but black-and-white, as not choice this about think Miami-Dade that suggest we Thus budget. its in is values community’s a of evidence real the conflict, in or vague are they when but valuable, to know what really look matters, at their High-level budgets. policies are It is often said about public and private organizations alike that if you want at both. succeed agency a transit goals, to and explicitly each,use deciding pursuing how much can effort lifeline transit access. Only by the acknowledging these between conflict someone’s cutting for criticized line,are they high-ridership the to them frequency; yet if they remove buses from a linelow-ridership to reallocate the ridership-coverage trade-off: ridership-coverage the on of the key possibility a represent including spectrum questions policy The Coverage and Ridership Concepts, along with the Network, Existing low, high? are needs but predictably is ridership where transit providing bespent should percentage what and possible, as ridership much as generating to be dedicated should transit for budget available the of percentage What the Better Bus Project. Bus Better the for outreach of phase second the in officials elected and stakeholders public, to the put will that be key are questions shift a make such should Miami-Dade how fast coverage—and higher wider or towards either direction— what in to make goals, whether ashift, toward ridership of shifting effects of the wouldachieve. it comes aclearer picture With like look would out the and dial that toward ridership turning what of clearer pictures give people Concepts Ridership and Coverage The goals. of ridership direction the in wouldlike people that to shift 1 suggests Phase in completed surveying and workshops the during stakeholders and community the from initial The input purpose. in may ashift for wish community the or future, the in balance Miami-Dade for ing right may coverage the be provid and ridership maximizing 70/30A existing balance between • • •
h Rdrhp ocp dvts bu 9% f t rsucs to resources its of 90% while the other 10% about ridership maximizing coverage goals. is pursing devotes Concept Ridership The to resources its of 80% while the other maximizing 20% ridership coverage is goals. pursing about devotes Concept Coverage The that factors of people. numbers other tomake predictably-small useful it or to runs, it when resources or where of its because ridership, of 70% low- predictably has 30% about other the while and ridership devotes maximizing Network Existing The - - Triangle showing range of possibilities for the Miami-Dade Bus Network Bus Miami-Dade the for possibilities of range showing Triangle 36: Figure Chan e Chan e More ess Existing High Coverage Co era e Concept More Miami s Transit et or pectr m o Choices or High Ridership Concept Transit Choices Report Choices Transit Miami-Dade re enc i her | 40
4 Key Choices and Next Steps o mr ifrain n t sa ivle i te rjc, o to go project, the in involved stay to www.betterbus.miami and information more For proposal. public eventual the guide the help to Concepts provide these on to input for time opportunity an that at available be will survey new a and The outreach process around conceptual networks will start in September Network. Bus Miami-Dade New the finalize to conversation public another of center the be then will concepts The 2020. early in review to stakeholder and to proximity service, and change, speed of service will access be summarized job in maps a like for report the measures public include and will routes, new proposal the of The county. the to in proposal service a transit be would change that Network Recommended Draft a design will team project the stakeholders, and public the from direction With the guide will stakeholders Miami-Dade. for new network the how to on design direction and policy public the from responses and raise Concepts the that questions key the include will 2019. process of outreach That fall the during efforts outreach other and surveys be will conducting Alliance Transit Project. Bus Better the of phase second the of This Concepts willReport inform public and stakeholder outreach as part next? happens What Steps Next • • • • • •
redesign process! redesign network the with happenings latest the to on date up stay generally and Project; Bus Better the for efforts outreach support and sign up to volunteer or work with Transit Alliance to spread the word team; project the with in check and email just or presentation, community a request process; redesign network the and key choices summarize that videos watch newsletter; project the for up sign 2survey; Phase take the to
opportunities for transit riders, residents, and stakeholders to participate in the process. the in participate to stakeholders and residents, riders, transit for opportunities have more will Phases Future Project. Bus Better the 2of Phase of part is Report Concepts This www.betterbus.miami BusProject Better team andtakethe surveyat Your project Contact the voicematters! Transit Choices Report Choices Transit Miami-Dade
| 41 |
4 Key Choices and Next Steps Appendix A: Phase 1 Public Input
Transit Choices Report Miami-Dade | 42 During this first of three phases of engagement, the study team:study the engagement, of phases three of first this During the with consistent are trade-offs gagement 2019. July in Report the Choices in presented findings These certain Miami-Dade. balance might in they how trade-offs and transit, for their priorities about and stakeholders values community and public the asked we Phase, In the firstround ofengagement forthe Better Bus Project,the Evaluation Public Engagement Public • • • • •
surveyed the public and existing riders (in English, Spanish, and and Spanish, English, (in bus. the on Creole) online person in and riders existing and public the surveyed of online videos aseries produced Transit Miami-Dade at three garages; operators bus met with groups; key of groups; representatives 50 over with presented to the Miami-Dade Commission and numerous Workshop community Priorities a held E n explaining key trade-offs; Latino and Black/African-American population of Miami-Dade County. of Miami-Dade population Black/African-American and Latino Hispanic/ the underrepresents still but diverse is respondents survey of 20% identify as Overall, Black/African-American. the racial and ethnic mix almost and Latino or Hispanic as identify residents Miami-Dade of 70% provide a direct correlation to Census demographics. to Census to correlation adirect provide possible not is it thus category, one choose only could a survey,respondent this In Black. and Hispanic both as identify may someone so Figure 37: Figure 1 data Census Black/African-American. as identify 25% about and About Spanish/Hispanic/Latino as identify respondents of 50% respondents. of identity ethnic and racial the shows 37Figure survey. to the total,In 2,295 responded people Demographics Respondent Survey Spanish/Hispanic/Latino
The The Census allows people to race identify and ethnicity independently, Race or Ethnicity of Phase 1 Survey Respondents 1Survey Phase of Ethnicity or Race 51% Non White - Hispanic Race or Ethnicity ofRespondents Race orEthnicity , 18% , 1 indicates that about about that indicates American Black/African Black/African Other , 23% , 8% population). Miami-Dade the of 30% about to low compared survey the disproportionately in 20% is (almost age) of years 24 (under respondents young of number the while population), Miami-Dade the 15%of to compared survey responses slightly underrepresent seniors (about 10% in the survey respondents of 45The years. 64 and between 30% about and 25years 44 and 40% between about with age, of years 64 and 25 between are 38 Figure Age of Phase 1 Survey Respondents 1Survey Phase of Age 38: Figure 45 – 64, 29% shows the age ranges of respondents. Most respondents respondents Most respondents. of ranges age the shows 65+ , Age ofRespondents 11% Transit Choices Report Choices Transit Under 24 Under Miami-Dade 25 – 44, , 18% 42% | 43 |
Api p end x A: Phase 1 Public Input asked three key questions around the Ridership-Coverage trade-off: Ridership-Coverage the around we key three asked questions Project, Bus Better the for engagement public of round first the In Responses Survey for the bus, but longer walks to stops. walks longer but bus, the for routes and low low-ridership density. toward waits usually Shifting Ridership in results shorter from buses remove would it but shop, and work, live, riders bus existing service and potential of more numbers large add where places and in today full often are that routes on put buses would more Ridership toward resources shifting budget, fixed a Within Figure 39: 39: Figure Survey Respondents Favor Ridership Would forashorterwait,or havealongerwalk yourather whatever getsmethere o' ae–Iwilldo I don'tcare– • • •
Should we run more buses where we have the most bus riders in in else? everywhere riders service less and County Miami-Dade bus most the have we where buses more run we Should increase to routes? crowded most the on routes service popular least the on buses remove we Should wait? alonger walk with shorter a or wait, shorter a for walk longer havea rather you Would the fastest,49% Responses to Walking vs. Waiting Trade-off a shorter walk with alongerwait? with a shorterwalk bus stop,butalong A shorterwalkto wait forthebus, A longerwalktobus stop, butashort wait forthebus, 18% 34% and these are usually the results of Ridership goals. of Ridership results are usually the these and walks longer means it if even waits, shorter favor respondents Basically,most a walk shorter to the bus stop, even if it requires a longer wait for the bus. longer walk to a bus stop for a wait. shorter Less than 20% say they prefer a prefer they say respondents of time). 30% Additionally,trip than more shorter a usually frequent and bus, the for wait more shorter a in reach results (which to service farther walk will they that suggesting fastest, destinations their to them gets whatever want they say respondents of wait?” alonger with walk shorter a or wait, ashorter for walk havea longer rather you “Would to stops. walk distances increasing into fewer thereby routes, service means consolidating frequency increasing budget, a within fixed However,key. is frequency adding Ridership, towards shift to chooses and waiting, which relates to Ridership vs. Coverage goals. If Miami-Dade The firstengagement question focuseson thebetween walking trade-off Walking vs.Waiting Figure 40: Responses to 40: Shifting Resources toFigure Most Popular Routes Should weremove leastpopularroutes busesonthe to Strongly Disagree or or Disagree Strongly — Disagree increase mostcrowded serviceonthe routes? , 43% Netural G
, shows that nearly 50% 50% nearly that shows 39Figure 15% o als Strongly Agree or or Agree Strongly Agree , 43% of the public is willing to the overall balance of the system towards towards system the of balance areas. overall denser on service transit focus goals that Ridership the to willing is public the of opposed, while about 15% are neutral. Based on this question, a majority are respondents of 30% than Less areas. transit busiest the to resources shifting of favor in 55% over with agree, respondents most that shows Miami-Dade County, and less service everywhere else?” everywhere service less County, and Miami-Dade in riders bus most we havethe where buses more we run “Should goals. Ridership achieving to method a is which routes, productivity high towards routes productivity low opposed. from away resources shift 43% to whether over split respondents seems and question, this on routes, Based neutral. crowded are respondents of most 15% to routes from buses low-ridership shifting of favor in 43% with evenly, split are respondents In routes?” crowded most the on service to increase routes popular least the on buses we remove “Should prefer, they outcomes goals. Coverage vs. related to Ridership network The second and third engagement ask questions the public what of type Ridership vs.Coverage Figure 41:Figure Responses to Shifting Resources to Highest Areas Density Should werunmore buseswhere mostbus wehavethe Strongly Disagree or or Disagree Strongly riders inMiami-DadeCounty, andlessservice Netural Disagree , 16% , 29% everywhere else? Transit Choices Report Choices Transit Figure 40 Figure Miami-Dade Strongly Agree or or Agree Strongly , we see that that see we , Agree
iue 41 Figure , 56% | 44
Api p end x A: Phase 1 Public Input then asked to share their views on the transit trade-offs and needs in in needs and Miami-Dade. trade-offs transit the on views their share to asked then were Stakeholders leaders. community other alongside trade-offs geometry and transit understand and learn stakeholders help to exercises on what is right for their community. their for isright what on engaging why is and the public are stakeholders This crucial, as only they makecan a decision important. most are transit about from disagree benefits which also will people fundamentally, More represent. group they or organization the of values the on or values, and preferences personal on depending differently, questions these answer will People Report. Concepts this in and Report Choices the in described key the are questions These disagree. can people reasonable questions answer correct with universally deal no is we there planning, which to transit of part values-based the In and priorities. values about discussion a by guided is it unless community, a for best or right is what us tell cannot analysis technical a But conditions. certain and funding of levels certain under possible is what us tell and can analyses limits with deal we planning, possibilities dictated transit by geometry, geography, of and technology. process Technical technical the In is one processes: planning parallel values. on isbased one and technical two requires transit for Planning workshop?Why this do outlined the in choices key the around conversation a in organization leaders community community Staff from and Jarrett Walker + Associates facilitated the workshop to engage Workshop. Priorities Transit leaders, day-long a in participate to representatives business municipal 50 about representatives, hosted Project Bus Better 2019, the 26, June On Priorities Workshop Phase 1Priorities Workshop hie Report Choices . The workshop featured a variety of interactive interactive of variety a featured workshop The . — questions over which which over questions
choices choices The workshop involved key three activities: workshop The community needs to consider as it thinks about about thinks and goals. priorities transit it as consider the to that needs issues community key better the explain can and Workshop understand Priorities the in involved stakeholders the transit, in thinking values own their about and exercises in intensely engaging By • • •
Transit, and municipal transit operators. Transit, operators. municipal and transit Miami-Dade Project, Bus Better the to input actionable and clear provide thus and views, own their clarify could they so planning of transit principles the to workshop stakeholders The introduced workshop. the of end the at A series of anonymous polling questions posed in performance Miami-Dade. transit and network, transit conditions, use land existing the of review A expressed be can city. afictional in design network through values own their how of offs involved in transit and to give them a sense trade- real the about participants the teach to An educational transit planning game designed Figure 42: 42: Figure Groups of stakeholders engaged in a transit planning exercise during the Priorities Workshop Priorities the during exercise planning atransit in engaged stakeholders of Groups Transit Choices Report Choices Transit Miami-Dade | 45
Api p end x A: Phase 1 Public Input described as two competing goals: competing are as two described Coverage and Ridership transit. Miami-Dade for see to like would were Stakeholders then asked what vs. Coverage Ridership balance they bus. to the walks meansit longer prefer a oriented high toward network goals,Ridership frequency even if would stakeholders most that suggests This bus. the for wait longer but stop the to walk shorter a prefer 25% than Less wait. shorter bus a for the stop to walk longer a prefer 50% nearly while soonest, destination their to them gets whatever prefer respondents of 30% over that shows waiting, or similar to in the public the walking survey.vs. waiting question walking prefer they whether asked first were Stakeholders high- several silent polling devices. with level questions to responded stakeholders workshop, the of end the At Silent Polling Results Stakeholders Favor Ridership Stakeholder Responses to the Walking vs. Waiting Trade-off Waiting vs. Walking to the Responses Stakeholder 43: Figure 10% 15% 20% 25% 30% 35% 40% 45% 50% 0% 5% • •
people and jobs, regardless of ridership potential. of ridership regardless jobs, and people to frequency) the low widest area, through the serving largest at number of often system, transit the to access (any coverage Providing vs. markets; transit Generating high ridership through investment in the most productive I’d dowhatevergets metomy destination soonest. 32% Walking versusWaiting Prefer a longer walk to the bus the to walk longer a Prefer stop for shorter a wait. 47% Prefer a shorter walk to the bus the to walk shorter a Prefer stop, but a longer wait. a longer but stop, 21% 43 Figure Figure 44: 44: Figure the in day,described weekends).evening, As and whole the (across service all-day and service see hour) to(rush peak like between would they balance what asked were stakeholders Finally, shift to want respondents no goals. Coverage towards and goals, Coverage and Ridership of higher and frequencies higher towards ridership.” Only 7% want toof maintain respondents bit the balance current little a “shift to want 20% About ridership.” higher and frequencies higher toward lot a “shift to like would stakeholders responding of 70% over that shows 44 Figure and goals Coverage on spent duplicative service. 30% with goals, Ridership to operating the budget of 70% dedicates Miami-Dade in Network Existing The service should shift from the peak to other times of the day. of the times to other peak the from shift should service some least at think stakeholders of (65%) majority large a that suggest service that believe 20% should be to constant thoughout every day. close Taken and together, times, these last three other to peaks the from service of lot a shift to like would 10%day, over of times other to peak of peak 35%service. want of to respondents a from shift the service little more service than today, while no prefer respondents the current amount need times peak that believe stakeholders of35% that shows 45Figure markets. transit in underserved to tends Additionally, are often productive. less be eveningservice weekend and service the and hidden, often are that costs high has service 10% 20% 30% 40% 50% 60% 70% 80% 0% Shift to wider coverage wider to Shift lwrfrequencies, f (lower lower ridership). lower Stakeholder Responses to the Ridership vs. Coverage Balance Coverage vs. Ridership to the Responses Stakeholder G o Ridership versusCoverage als high-ridership, 30% on ttsqo–70%on Status quo– wide coverage. Shift a little bit towards higher frequencies and ihrrdership. rid higher Choices Report Choices higher frequencies and hf o oards towa lot a Shift ihrrdership. rid higher , peak peak , is a good indicator of the direction Miami-Dade will likely shift in the the in shift likely isnot it definitive.future, though will Miami-Dade direction the of indicator good a is transit leaders workshop the from these feedback Thus, toward important. as all view they outcomes These public the community. amongst consensus build the to work from will interests despite outcomes, diverse transit representing desired in ground common most found and leaders invested, and motivated were attendees time, same the At as definitive. construed be not should here shown responses the reason, that For participated. stakeholders 50 only invited, people 70 the of out and attend, to likely less were transit in interested However,less views. and people interests stakeholders were 70invited, an invitation than list that was More designed to reflect a bias. diverseset of self-selection to due skewed be may We caution against drawing conclusions from the workshop, as feedback final the Miami-Dade. in network shape transit future of the form help will stakeholders from feedback public, the from input extensive and staff by conducted analysis technical the Alongside Figure 45: 45: Figure network. its design should how on Miami-Dade guidance definitive provide to intended not was workshop transit This Stakeholder Guidance 10% 15% 20% 25% 30% 35% 40% 0% 5% more service than hyhv oay. toda have they h e sneed ks pea The Stakeholder Responses to the Peak vs. All-Day Service Balance Service All-Day vs. Peak to the Responses Stakeholder about right. (status right. about Current p eaking is eaking p Current quo) Peak versusAll-Day Shift a little service little a Shift rmtepak to ks pea the from te ie . times other Shift a lot of service of lot a Shift rmtepak to ks pea the from Transit Choices Report Choices Transit te ie . times other Miami-Dade constant every day, Serviceshould be all week. all | 46
Api p end x A: Phase 1 Public Input Appendix B: Detailed Concept Maps
Transit Choices Report Miami-Dade | 47 isting Network: North County Network: North isting E x Transit Choices Report Choices Transit Miami-Dade | 48 |
Appendix B: Detailed Concept Maps isting Network: County South isting E x Transit Choices Report Choices Transit Miami-Dade | 49 |
Appendix B: Detailed Concept Maps Coverage County Network: North Transit Choices Report Choices Transit Miami-Dade | 50 |
Appendix B: Detailed Concept Maps Coverage Network: County South Transit Choices Report Choices Transit Miami-Dade | 51 |
Appendix B: Detailed Concept Maps Ridership Network: North County Network:Ridership North Transit Choices Report Choices Transit Miami-Dade | 52 |
Appendix B: Detailed Concept Maps Ridership Network:Ridership County South Transit Choices Report Choices Transit Miami-Dade | 53 |
Appendix B: Detailed Concept Maps This complexity can make it difficult for new riders and visitors to visitors and riders new for difficult system. the use and understand it make can complexity This needs. trip specific to very usefulness their restricting loops, one-way trolleys, like Stadium,the Health District, and run in Overtown, circuitous to SW 1st/W Flagler. Near Santa Clara and Civic Center Metrorail stations, Route 8 SW also 7th/8th,serves while routes 11 and 51 add more service directions. opposite in running 208 and 207 with loops, one-way all are they but service, Trolley provide Havana Little the 207, and routes 208, Flagler, 1st/W SW and 7th/8th SW On paths. circuitous different along For Downtown. in complexity of example, lot many routes a provide a one-seat ride creates to Government Center, Network but Existing The near overlap, they Downtown. where branch they but service frequent provide 21 and 12 Routes Downtown. serve routes frequent four Only near and within Network Existing the Miami.Downtown of map the shows 46 Figure E xisting Downtown Network Existing Transit Network in and around downtown Miami. downtown around and in Network Transit Existing 46: Figure
M Marlins
15th Park
M12 14th M11 14th Map Symbols Map Symbols Midday Frequency Routes byWeekday Existing Transit Network M11 1 1 1 1 11 5miles 4 3 2 1 0 M1 7th 32 25 -30minutes 31 -60minutes 25 -30minutes 16 -24minutes 15 minutesorless Transit Hub Station Metromover + Station Metrorail + End ofroute MIAMI-DADE COUNT M11 M11 51
21 12 12th 12 12th 12 M11 M12 208 207 Clara Santa Center Civic Trolley Service 21 M10 M12 M11 M2 M6 M8 M3 M1 M4 11th 7 Health District Health Stadium Overtown Coral Way Wynwood Brickell Biscayne Havana Little Allapattah ◂ M2 M12
M11 M10 10th N 20th SW 1st Flagler Culmer NW WSE SW 77 208 207
77 M10 7th 17th
5th 6th 8th 10th 8 River M2 M2 211 77 32 21
M2
M8 ▸ 4th M1 M 24 21 211 Through Routes Through Terminating Routes 3rd 5th 207 21 11 S 8th 7th 7 208 77 51 7
21 M10 SW 3rd SW 21 120 M8 93 3 102 Through Routes Through Terminating Routes 211 CM2 CM3 207
211 2 9 2 CM9 3rd NW 208 8 7 14th 21 Brickell 2
CM5 ▾
102 208 207 M8 24
SW 2nd SW 2 Simpson 2nd NW NW 2nd NW M6 2 Park M
Overtown Historic SW 1st SW Center Government 13th 10th 8th 7th 102 M1 M3
M6 M4 M4 M4 102 M4 Miami 7
Brickell 32
9 7
Transit Choices Report Choices Transit 1st NE NE 1st SE 1st NE 1st NE
9
9 M3 2nd NE
10 10 9 9
10 NE M4 2nd NE
6th NE 2nd NE 32 NE 3rd SE 4th SE 2nd
120
M3 93 M3 16 93 Miami-Dade S 3 3 Biscayne
Through Routes Through Terminating Routes
Omni Biscayne American M1 16 S 3 Airlines Maurice A. Ferré Park Arena M3 120 M6 32 93 Bayfront Brickell Key Park M3 10 M 120 M8
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Appendix B: Detailed Concept Maps Some key differences compared to the existing network include network existing to the compared keySome differences ofthe problems Miamiacross overrunning buses River.the drawbridges and Center Government Brickell connections. This design is a between choice to try and get avoid the reliability to particularly Metromover, or Metrorail using require still connections Some areas. surrounding and downtown the of most across access increase and connections facilitate to grid frequency high a in out laid is network downtown The corridors. In areas. was consolidated service to provide duplicative high surrounding frequency service along and the most circuitous major and network, existing the Miami to comparison Downtown serve would Coverage the in Concept routes how of detail the shows right the to map The The Coverage Concept Downtown in • • • • • • • • • • •
37th Avenue. of west corridor Street 8th BrickellSW to the from service providing minutes, 30 every operates 8 Route airport. the to on and Havana Little to Brickell from service minute 15 providing Streets, 8th and Miami Trolley Route M2 Havana)(Little is along now SW two-way 7th 7th NW to reach Flagler and corridors. service for waits 11 and 7 higher, Routes is on shorter meaning service of Frequency 15 every 17th minutes. service with Streets NW/NE14th on and M1 Trolley MiamiThe service over takes Route day. all minutes 30 every Beach Miami in Terminal Lincoln to Causeway Route 101 from Omni provides Terminal,service the across Venetian consolidating Street. NW/NE on minutes, 20th service 15 every Beach, the to then and Terminal Omni NW/NEto Street 20th across Airport, the from runs 20 Route Causeway. MacArthur to the directly Terminal,going Omni instead through go not does It Beach. the to Route 120 is now more frequent and is the only route from Downtown Route 3. frequent more into 93 3and Routes the are consolidated along NE 2nd Ave. 9 Route minute 20 every an into consolidated are 10 and 9 Routes Route (M9). TrolleyMiami frequent more a by replaced and removed is 2 Route 20 minutes, similar to every today.Route 77 operates along NW/SW 12th Avenue all way Station. to the Vizcaya Routes 12 and 21 have been consolidated so that Route 12 is frequent most corridors. frequency of service on and tion increase the would reduce duplica Coverage Concept In downtown,the • • •
Center, Port. the and Government onto then Station, to Brickell Key Brickell from minutes 10 every Miami Trolley Route M11 provides service Grove. Coconut to Avenue Brickell via minutes 15 every Miami Trolley Route M4 provides service Station. at Road Douglas Metrorail end to 22nd shortened been has24 Route Street. and Avenue 3rd SW via Gables Coral to Brickell from minutes 15 every Miami Trolley Route M8 provides service 0 M - 32 7 Coverage Concept in and around downtown Miami downtown around and in Concept 47:Figure Coverage 0.25 Marlins Park M1 Map Symbols Map Symbols Midday Frequency Routes byWeekday COM Existing Transit Network 1 1 1 1 1 11 5miles 4 3 2 1 0 7th COM Coverage Concept 0.5 mi M 60 minutes 30 minutes 20 minutes 15 minutes 10 minutesorless 32 Transit Hub Station Metromover + Station Metrorail + End ofroute MIAMI-DADE COUNT 11R COM
12
12 12th 12 12 12th 12 Center Civic Clara Santa Trolley Service 20 M11 M2 M1 M4 M9 M8 21 7 COM Port NW 2nd Coral Way Brickell Havana Little Allapattah 211 7 COM M N 20th SW 1st Flagler M1 Culmer NW WSE SW COM 21 COM
77
77 77 77 7th 77 COM 11 17th
5th 6th 8 River 11R COM 211 M 77 M2 20 M8 COM 32 M1 21 211
3rd 211 8th 7th 21 77 7 Through Routes Through Terminating Routes M11 11 9 7 COM 11R 120 77 102 21 Through Routes Through Terminating Routes M11 M2 8 211 M9 3 2 14th 2 102 M4 COM Brickell
M11 M11 M9 M9 M9 M9
M8 2
7 211
SW 2nd SW NW 2nd NW Simpson 2nd NW Park MOV COM M Overtown Historic Center Government 13th 10th 102 M11 COM 8th 7th M1 M4 7 M4 7 10 20 32 9
Brickell 9
9 7
Transit Choices Report Choices Transit 1st NE SE 1st NE 1st MOV 1st NE
9 9 M11 2nd NE 9 9
9 9
10 10
NE
93 2nd NE 120 NE 2nd NE S NE 3rd COM COM 93 3
120
3 Miami-Dade OMNI 3 3 3 Biscayne
COM 16 M
20 Biscayne American Omni Through Routes Through Terminating Routes Airlines Maurice A. Ferré Park Arena M1 120 3 S 16 COM MOV 32 Bayfront Brickell Key 101 20 Park 120 M11 101 | 55 |
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Appendix B: Detailed Concept Maps differences: The areas. surrounding and is network very similar to the Miami Coverage Concept, except for the following Downtown Ridership serve the would in routes Concept how of detail the shows right the to map The network’s high frequency grid, not only in Downtown, but also in the the in County. of the parts also northern but Downtown, in only not grid, the frequency expanding high thus network’s and routes frequent other with connections easy more creating service frequent 77provide and 9 routes Concept, this In The Concept Ridership Downtown in • • •
Route 101 is every 20 minutes all day, more frequent than in the the in than Concept. Coverage frequent more day, all minutes 20 every is 101 Route Concept. Coverage the in 20 minute the frequency than more frequently Avenue, 2nd NE along minutes 15 every operates 9 Routes Concept. Coverage the in minute frequency 20 the than frequently more minutes, 15 every operates 77 Route downtown. faster tripstoandfrom andeasier connections, on key routes, creates Increased frequency 0 M 32 7 Figure 48: Ridership Concept in 48: and around downtownFigure Miami 0.25 Marlins Park M1 Map Symbols Map Symbols Midday Frequency Routes byWeekday COM Existing Transit Network 1 1 1 1 1 11 5miles 4 3 2 1 0 7th COM Ridership Concept 0.5 mi M 60 minutes 30 minutes 20 minutes 15 minutes 10 minutesorless 32 Transit Hub Station Metromover + Station Metrorail + End ofroute MIAMI-DADE COUNT 11R COM
12
12 12 12
12th 12 12th Center Civic Clara Santa Trolley Service 20 M11 M2 M1 M4 M9 M8 21 7 COM Port NW 2nd Coral Way Brickell Havana Little Allapattah 211 7 COM M N 20th SW 1st Flagler M1 Culmer NW WSE SW COM 21 COM 77 77 77
77 77 COM 7th 11 17th
5th 6th 8 River 11R COM 211 M 77 M2 20 M8 COM 32 M1 21 211
3rd 211 8th 7th 21 77 7 Through Routes Through Terminating Routes M11 77 11 7 COM 120 M9 9 102 21 Through Routes Through Terminating Routes M11 M2 11R 8 211 3 2 14th 2 102 M4 COM Brickell
M11 M11
M9 M9 M9 M9
M8 2
7 211 NW 2nd NW
SW 2nd SW NW 2nd NW Simpson Park MOV COM M Overtown Historic Center Government 13th 10th 102 M11 COM 8th 7th M1 M4 7 M4 7 10 20 32 9
Brickell 9
9 7
Transit Choices Report Choices Transit 1st NE SE 1st NE 1st MOV 1st NE
9 9 M11 2nd NE 9 9
9 9
10 10
NE
93 2nd NE 120 NE 2nd NE S NE 3rd COM COM 93 3
120
3 Miami-Dade OMNI 3 3 3 Biscayne
COM 16 M
20 Biscayne American Omni Through Routes Through Terminating Routes Airlines Maurice A. Ferré Park Arena M1 120 3 S 16 COM MOV 32 Bayfront Brickell Key 101 20 Park 120 M11 101 | 56 |
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Appendix B: Detailed Concept Maps Existing Transit Network in the City of Miami of City the in Network Transit Existing 49: Figure City of Miami: City E x isting Network and Coverage Network and isting Concept Coverage Concept in the City of Miami of City the in Concept Coverage 50: Figure Transit Choices Report Choices Transit Miami-Dade | 57 |
Appendix B: Detailed Concept Maps Existing Transit Network in the City of Miami of City the in Network Transit 52: Existing Figure of Miami: City E x isting Network and Ridership Concept Ridership Network and isting Figure 51:Figure Ridership Concept in the City of Miami of City the in Concept Ridership Transit Choices Report Choices Transit Miami-Dade | 58 |
Appendix B: Detailed Concept Maps Appendix C: Isochrones
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