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MDTA Metromover Extensions Survey and Analysis

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MDTA Metromover Extensions Survey and Analysis METRO-DADE TRANSIT AGENCY ·· MDTA Metromover Extensions Survey and Analysis FINAL REPORT Prepared for Metro-Dade Transit Agency .. M E T ll 0 ~ ·o- A 0 E .1 1(\~.\11 P~epa~ed by Center for Urban Transportation Research College of Engineering University of South Florida Tampa, Flo~ida CUTR OCTOBER 1994 l.VIETROMOVER EXTENSIONS SURVEY AND ANALYSIS PROJECT OBJECTIVE The Omni and Brickell extensions of the Metro-Dade Transit Agency (MDTA) Metromover opened for revenue service on May 27, 1994. Based on the Metromover Final Environmental Impact Statement (FEIS) and previous work completed by the Center for Urban Transportation Research (CUTR) related to Metrobus route truncations associated with the opening of the Metromover extensions, Metrobus routes are planned for truncation at the Omni and Brickell Metromover Stations. Route "A" was truncated at the Omni terminal fo r the May 27th opening. All of the Omni and Brickell corridor routes are candidates for ultimate route truncation. In a previous report, CUTR recommended that the route truncations occur over a two-year period to minimize the impacts on Meirobus· riders. Further, it was recommended that MDTA monitor Metrobus and Metromover ridership and transfer activity after the opening of the mover extensions and the first phase of route truncations to see if: • patrons of the truncated Metrobus routes are transferring to the Metromover or to another bus destined to the CBD; • patrons of non-truncated Metrobus routes are transferring to the Metromover. Based on the travel behavior of the riders and other efficiency considerations, a decision regarding which additional Metrobus routes to truncate can be made. The purpose of this project was to (I) monitor the bus to mover, bus to bus, and mover to bus transfer activity at both the Omni and Brickell Metromover Stations after the opening of the Metromover extensions, (2) survey bus and mover riders at the Omni and Brickell Stations to analyze the impacts of the mover openings, including transfers and station destination, (3) based on the previous information; continue to update th.e prioritization of Metro bus route truncation. This effort was intended to track the travel behavior of patrons over the first few months of service on the Metromover extensions. A more comprehensive survey is envisioned for early 1995 when the new Metromover fare policy is in effect and travel patterns are more stabilized. I TRANSFER ACTIVITY AT BRICKELL AND OMNI STATIONS During the month of August 1994, infonnation on weekday patrol) movements were collected at the Omni and Brickell Metromover Stations. Visual surveys of the Brickell Metromover Station by Ml)TA personnel showed no transfers between bus and mover. Data gathered at the Onmi Metromover Station included the mode of access to Metrobus and Metromover, the.amount of transferring between buses, and the actual number of hoardings on the Metromover. These activities were monitored from 6:00 a.m. to 7:00 p.m. For the two days surveyed (p.m. one day, a.m. the next day), a total of 1,455 passengers boarded_.. the Metromover in both directions (inbound and outbound) at the Omni Station. This represents approximately 71 percent of the total average weekday hoardings as reported by MDTA for the month of June 1994, the most recent counts available. Of the 1,455 Metromover hoardings, 40 percent walked up from an adjacent street, 18 percent walked from the Omni Mall, and the remaining 42 percent transferred from Metrobus routes directly serving the station or the stop adjacent on NE 15th Street. Table 1 presents the mode of access to the Omni Metromover by time of day. As can be seen from this table, a significant percentage of riders boarding the mover at the Omni Station were transferring from the Metrobus system. During this survey Omni bus access movements were also observed. Both transfers from bus and walk access were documented. Metromover-to-bus movements were not documented, although it can be assumed that many of those bus-to-mover transfers would return as mover-to-bus tnmsfers. Table 2 indicates that 1,394 transfers were·made between buses at the Onmi terminal during the three time periods. Assuming a similar number of transfers from mover-to-bus as was documented for bus-to-mover in Table 1 (612), then approximately 53 percent of the bus riders accessed the bus from another bus, 24 percent transferred from the Metromover, and 23 percent walked. DOWNTOWN MlAMI METROBUSJM:ETROMOVER PASSENGER SURVEY During. the month of Aug~ st 1994, CUTR and MDTA staff conducted weekday surveys of Metrobus and Metromover riders travelling through the Brickell and Omni Station areas. Specifically, passengers onboard Brickell bus routes 8, 24, 48, and B, and onboard Omni bus routes 3, 16, 93X, C, K, M, S, and T were randomly surveyed for both inbound and outbound trips between the Central Business District (CBD) and the Omni and Brickell bus stations. 2 TABUl I OMNI MBTROMOVER MODE-OF-ACCESS (By Time ofDay) Al\1 MIDDAY l'M TOTAL (6:00om - 9:59am) ().0:00201 - 1:59pao) (3:00pm - 6:59pm) (6:00am - 6:59pm) . Ptr MODE Ol' Pt:r Ptr Pee Hour ACCESS Tol.lll % Hour Total % Jlour Total % Hour Tolal '10 01~ 51 612 42.06% 47 Bus to Mover 140 54.83% gs 268 38.1011> S4 204 41. 45 Walk from Str-tct l i S 45.17-ll 29 285 40.49% 57 181 36.57% 45 581 39.93% Ill 26Z OJ!> zo Walk lroDl Omnl 0 0.00%. 0 151 21.41 ll 30 22.41" zs IS. 14SS 112 TOTAL 255 64 704 141 496 1Z4 ··-'---·- . TABLE 2 OMNI METROBUS MODE-OF-ACCESS (By Time of Day) AM MIDDAY PM TOTAL (6:00am · 9:59am) (!O:OOam - 2:59pm) (3:00pm • 6:59pm) (6:00am - 6:59pm) MODE OF Per Per Per Per ACCESS Total Hour Total Hour Total Hour Total Hour Bus to Blis' 505 126 457 . 91 432 108 1394 116 Walk 163 .41 from Street . 181 36 261 65 605 50 . .. TOTAL 668 167 638 127 693 173 . 1.999 166 ------ - ------·· - - -- lnboWld Metromover passengers were randomly sw:veyed on the Omni and Brickell platform before boarding the move.r. · · One purpose of this survey was to determine why Metrobus passengers are not riding the Metromover system for their trip htto or out of the CBD. Also, Metromover riders were questioned about their reasons for using the Metromover system. Finally, both Metrobus and Metromover passengers were asked to indicate on a map their origin or destination in the Miami CBD. Survey Analysis Tables 3 through 6 present the results of the surveys for both Metrobus and Metromover passengers at the Omni and Brickell stations. , The actual survey documents are included in Appel)dix A. Survey results were not weighted. Subsequent anal)lses are based on a sample of the ridership for an average Weekday, since the data are not factored to represent the total ridership for the surveyed routes and Metromove~ system for that day. It is lmportant to note that these data represent only those riders that were actually surveyed, and may not represent the entire population of riders. Omni Metrol:ius As shown in Table 3, 652 passengers were surveyed on inboWld and outbound CBD-oriented · Ornni Metrobus routes during the three time periods. Mode of Access Approximately 54 percent of the sw:veyed respondents walked 0-3 blocks to access Metrobus service which travels through the Omni terminal. Other· passengers accessed Metrobus by transferring from another bus (23.0 %), walking more than three blocks (9.8 %), or transferring from Metrorail (9.4 %). Responses were consistent among the three time periods of the survey. Reasons for not using Metromover Respondents were asked to check all reasons why they did not use the Metromover for this trip. Over 47 percent of the respondents answered that Metwbus is closer to their origin or destination. Twenty-eight percent of the respondents stated that the mover tskes longer, while 26 percent stated "other" as their response. Responses were consistent among the three time periods. 5 Table 3 Omni Metrobus Survey Results '::"' < "' "" "'I ":.""' • "'I .': • '"I ~ :llil: ·g)! :ill!: ~ ,. ·:.."' • "'I :: . "' -~:"' > ml ~: . 1 ~ 1 ~ ~ :ill ;;;_! ~ "!' ... •• ~- . "" ~~· . "' ::~ • ·~1 ~ ~ ~ ~ ,., ":,~· "' .. ~· on1 ;:. "' i C<ii i1ft ill! ~ 6 Mode· ofEgre ss More than 58 percent of the respondents for the three time periods stated they walked 0-3 blocks as · their mode of egress. The. next greatest response was for· transferring to bus· (18.8%), followed by walking niore than 3 blocks (13.0%). The responses to this question appear consistent among the three time periods. Origin/Destination TAZ in Miami CBD Approximately one-third of the surveyed passengers answered the question asking for their ori.gin. or destination in the CBD. Of those responding, 9.7 percent were travelling to or from Traffic· Analysis Zone (TAZ) number 637, while 6.9 percent were travelling to or from each of TAZs 630, 638, and 641. Figure 1 details the TAZs by number in the Miami CBD. This is the figure that respondents were asked to use to locate their origin or destination. Figure 2 presents the results of the survey question for Omni Meirobus users. As can be seen from tllis figure, the greatest percentage of passengers were travelling to or from the Government Center area, and the Miami-Dade Community College (MDCC) campus. The responses were fairly consistent for the three time periods, though more respondents were going to or coming from the IV!DCC campus in the a.m. period. fuickcll Metrobus As' shown iii Table 4, 161 passengers were surveyed on inbound and outbound CBD oriented Brickell Metrobus routes during the three time periods .
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