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4-1-1994
Metro-Dade Transit Agency: MDTA Metromover Extensions Transfer Analysis - Final Report
CUTR
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Scholar Commons Citation CUTR, "Metro-Dade Transit Agency: MDTA Metromover Extensions Transfer Analysis - Final Report" (1994). CUTR Research Reports. 81. https://scholarcommons.usf.edu/cutr_reports/81
This Technical Report is brought to you for free and open access by the CUTR Publications at Scholar Commons. It has been accepted for inclusion in CUTR Research Reports by an authorized administrator of Scholar Commons. For more information, please contact [email protected]. METRO-DADE TRANSIT AGENCY MDT A Metro mover Extensions Transfer Analysis
FINAL REPORT
Prepared for Metro-Dade Transit Agency ... M E T R 0 D A D E T R A :\J -S I T
Prepared by Center for Urban Transportation Research College of Engineering University of South Florida Tampa, Florida
CUTR
APRIL 1994 Metro-Dade Transit Agency c/o Metro-Dade MPO Secretariat Office of County Manager Suite 910 111 N.W. First Street Miami, Florida 33128-1904 (305) 375-4507
Executive Director: Chester E. Colby Project Manager: David Fialkoff
Center for Urban Transportation Research University of South Florida 4202 E. Fowler Avenue, ENB 118 Tampa, Florida 33620-5350 (813) 974-3120
Director: Gary L. Brosch Project Managers: Dennis P. Hinebaugh Daniel K. Boyle TABLE OF CONTENTS
LIST OF FIGURES ...... 111
LIST OF TABLES ...... lV
PROJECT OBJECTIVE ...... 1
CHAPTER 1 CURRENT OPERATING CHARACTERISTICS OF METROBUS SERVICE INTO/WITHIN THE CENTRAL BUSINESS DISTRICT ...... 3 CURRENT CBD METROBUS SERVICE ...... 3 EXISTING CBD BUS STOP LOCATIONS ...... 5 CBD METROBUS RIDERSHIP BY ROUTE ...... 5 BUS TRAVEL TIMES WITHIN THE CBD ...... 8 EXISTING METROMOVER/METROBUS TRANSFER POLICIES ...... 8 FINAL ENVIRONMENTAL IMPACT STATEMENT ASSUMPTIONS ...... 10 Route Truncation ...... ; ...... 10 Fares ...... 11 DOWNTOWN MIAMI METROBUS USER SURVEY ...... 11 Fare Type ...... 11 Mode of Access/Egress ...... 13 Use of Metromover Extension· ...... 13 Origin/Destination by T AZ ...... 13 DOWNTOWN MIAMI METROBUS TRANSFER ANALYSIS ...... 15 SUMMARY ...... 17
CHAPTER 2 FARE POLICY ALTERNATIVES ...... 19 FARE IMPACTS ...... 19 Alternative #1 ...... 22 Inbound ...... 22 Outbound ...... 23 Fare Media/Equipment ...... • . . . . . 23 Alternative #2 ...... 24 Inbound ...... 24 Outbound ...... 24 Fare Media/Equipment ...... 25 Alternative #3 ...... 25 Alternative #4 ...... 25 Inbound ...... 26 Outbound ...... 26 Fare Media/Equipment ...... 26 RECOMMENDED ALTERNATIVE ...... 26 Implementation of a Monthly Metromover Pass ...... 28
CHAPTER 3 ANALYSIS OF IMPACTS OF PROPOSED TRANSFERS BETWEEN BUS AND MOVER ...... 31 STATION CAPACITY ...... 31 Omni Station ...... 31 Brickell Station ...... : . 36 TRAVEL TIME IMPACTS ...... 37 Metromover Operating Characteristics ...... 37 Metrobus and Metromover Travel Times ...... 38 RECOMMENDATIONS ...... 43 Truncation of Metrobus Service ...... 43
APPENDIX A DOWNTOWN MIAMI METROBUS SURVEY RESULTS BY ROUTE ...... A-1
APPENDIX B DOWNTOWN MIAMI METROBUS SURVEY ...... B-1
APPENDIX C METROMOVER EXTENSIONS STATION TO STATION SIMULATED RUN TIMES C-1
ii LIST OF FIGURES
Figure 1 CBD Bus Stop Locations/TAZs ...... 6
Figure 2 Downtown Miami Metrobus User Survey ...... 12
Figure 3 Bus/Mover Transfer Alternatives (Inbound) ...... 20
Figure 4 Bus/Mover Transfer Alternatives (Outbound) ...... 21
Figure 5 Recommended Bus/Mover Transfer Alternative ...... 27
Figure 6 Metromover Alignment/TAZ's ...... 32
111 LIST OF TABLES
Table 1 Weekday Bus Route Service Levels ...... 4
Table 2 Screenline Passenger Counts ...... 7
Table 3 Weekday Bus Route Travel Times ...... 9
Table 4 System Origin/Destination by TAZ's ...... 14
Table 5 Transfers to Metrobus in CBD ...... 16
Table 6 Transfers to Metrobus in CBD ...... 18
Table 7 Weekday Bus Route Service Levels ...... · 33
Table 8 Transfers Between Bus and Mover Extensions ...... 35
Table 9 Total Travel Times to CBD TAZ's ...... 39
Table 10 AM Peak Period Through Trip Travel Time Via Bus 41
Table 11 AM Peak Period Through Trip Travel Time Via Metromover ...... 42
Table 12 AM Peak Period Travel Time Comparisons ...... 44
Table 13 Prioritization of Route Truncation ...... 45
lV PROJECT OBJECTIVE
The Omni and Brickell extensions of the Metromover are scheduled to open in late May 1994. The original plans for the Metromover extensions recommended that all Central Business District (CBD) oriented bus routes that operate in proximity to the Omni and Brickell Metromover stations be truncated at those locations. As a result, a major bus transfer facility has been constructed at the Omni station, and bus bays were included in the construction of the Brickell Metrorail and Metromover stations. According to the original plans, the Metromover would become the major collector/distributor for Metrobus routes serving the CBD, as it currently functions for the Metrorail service. The potential benefits of this service would be:
• consistency in travel time for passengers no longer caught in downtown traffic; • reduction of bus routes from the Omni and Brickell Corridors into Downtown Miami; • corresponding reduction in bus miles and hours operated in CBD.. These miles might be reinvested in the truncated routes to improve the frequencies outside the CBD.
Unlike Metrorail to Metromover transfers, the current MDT A fare policy does not address a bus to mover or mover to bus transfer. This creates an inconsistency in that bus passengers transferring to the mover would pay a $0.25 transfer whereas rail passengers transfer to the mover for free at the Government Center Station.
The purpose of this project will be to (1) present the current operating characteristics of Metrobus service to and within the Miami CBD, (2) recommend an equitable fare transfer policy, (3) analyze the impacts on existing bus riders for both travel time and cost introduced by the transfers from bus to mover upon the opening of the new extensions, and ( 4) prioritize routes for potential truncation.
Chapter 1 summarizes the operating characteristics of current Metrobus service into and within the Miami CBD. Included in this chapter are an inventory of existing bus stops, bus routings, route level ridership by time of day, existing fare policies, transfer analysis, and the results of a survey of Metrobus riders within the Omni and Brickell corridors into the CBD. Chapter 2 analyzes the financial impacts of the proposed transfers between Metrobus and the new legs of
1 the Metromover. Alternate bus/mover fare transfer policies will be developed and assessed. Chapter 3 analyzes the impacts of the proposed transfers between Metrobus and the new Metromover extensions. Impacts on passengers' walk distance from mover stations versus current bus stops and station capacity will also be examined. A prioritization process for route truncation is also developed.
2 CHAPTER 1 CURRENT OPERATING CHARACTERISTICS OF METROBUS SERVICE INTO/WITHIN THE CENTRAL BUSINESS DISTRICT
CURRENT CBD METROBUS SERVICE
There are currently 21 Metrobus routes serving the Miami CBD. For the purposes of this study, the CBD is defined as the area within 1/4 mile of the existing Metromover and the Omni and Brickell extensions. Ten of the 21 routes (3, 9, 10, 16, 93X, C, K, M, S, T) fall within the Omni extension corridor, four routes (8, 24, 48, B) are withi~ the Brickell extension corridor, and five routes (2, 7, 11, 21, and 77) enter the CBD from the west. The 48 serves both the Omni and Brickell areas via a loop up along Biscayne Boulevard. The 95X has multiple branches and enters the CBD from each of the three CBD entry corridors. Route 6 serves both the Omni and Brickell corridors.
Currently all Brickell corridor routes enter the CBD along Miami Avenue due to the reconstruction of the Brickell Avenue bridge. Routes 6, 8, and B directly serve the Brickell Metrorail and Metromover station area. Routes 6 and 8 enter the CBD along Miami Avenue, while route B travelled along Brickell Avenue previous to the bridge construction. Route 24 travels along SW 13th Street within one block of the Brickell Metromover station, and then (previous to the bridge construction) entered the CBD along Brickell Avenue. The remaining Brickell corridor routes (48, 95X) formerly travelled along and entered the CBD from Brickell Avenue, and have been rerouted east along SE 7th Street to Miami Avenue and then into the CBD.
The Omni routes enter the CBD from either Biscayne Boulevard (3, 16, 48, 95, C, M, S), or NE 2nd Avenue (9, 10, K, T). The Biscayne Boulevard routes stop at locations within one block of the Omni Metromover Station. Routes 9 and 10 stop two blocks from the Metromover on NE 2nd Avenue and NE 14th Street. Routes K and T also have stops adjacent to the Omni Metromover Station.
Table 1 presents the current weekday bus route service levels, including hours of operation, and bus trips by time period for the routes serving the Omni and Brickell corridors. As presented in this table, the span of service in the CBD begins as early as 4:39am on route
3
) TABLE 1 WEEKDAY BUS ROUTE SERVICE LEVELS Omni and Brickell Corridor Routes
Weckdav Bus Trios SPAN OF AM MIDDAY PM ROUTE SERVICE (6-lOam) (10am-3om) (3-7om)
3 4:45am - 1:17am inbound 12 15 12 outbound 12 15 12
6 8:37am - 5:35pm inbound 1 5 3 outbound 1 5 2
9 4:41am - 11:58pm inbound 14 1 14 outbound 14 7 14
0 10 5:09am - 12:27am M inbound 6 9 6 N outbound 7 8 6 I 16 5:08am - 11:15pm C inbound 12 15 12 0 outbound 12 15 12 R R C 4:52am - 12:51am I inbound 12 15 12 D outbound 12 15 12 0 R K 5:08am - 11:25pm inbound 12 15 13 outbound 12 15 12
M 5:39am - 11:24pm inbound 8 10 8 outbound 8 10 8
S (1) 4:51am - 2:14am inbound 30 40 32 outbound 30 40 32
T 4:52am - 10:08pm inbound 11 10 12 outbound 11 10 12
93 6:00am - 7:08pm inbound 11 1 16 13 outbound , . 15 4 . ·.·. L B R 8 4:39am - 12:48am I inbound 28 20 31 C outbound 28 20 31 K E 24 4:40am - 12:40am L inbound 16 20 14 L outbound 16 20 14
C 48 5:06am - 8:31pm 0 inbound 4 5 3 R outbound 4 5 3 R I B 5:50am - 8:43pm D inbound 9 7 10 0 outbound 10 9 9 R Source: MDTA 11-7-93 Rotary 1. Seasonal variation in service. Service is reduced between April and November. 4 8, and runs as late as 2:14am on route S. Frequency of bus service by route within the CBD range from a high of 40 inbound and 40 outbound trips in the midday on route S, to a low of only 1 trip in the AM peak period on route 6.
As requested by MDTA for the purposes of this report, only routes 3, 9, 10, 16, C, K, M, S, T, and 93X serving the Omni corridor, and routes 8, 24, 48, and B serving the Brickell corridor will be analyzed in greater detail. This report focuses on service operated in the AM peak period (6:00am - 9:59am), Midday period (10:00am - 2:59pm), and PM peak period (3:00pm - 6:59pm).
EXISTING CBD BUS STOP LOCATIONS
As shown in Figure 1, there are approximately 100 bus stop locations in the Miami CBD and Omni and Brickell downtown corridor areas. In the core of the CBD, bus routes 3, 9, 10, 16, C, K, M, S, T, and 93X (Biscayne Max) use the downtown bus terminal at SW 1st Street and SW 1st Avenue across from the Federal Building as their major destination/transfer point. The major transfer location in the CBD for Route 8 is at Miami Avenue and SW 1st Street in proximity to the downtown terminal. Routes 24, 48, and B have their major destination/transfer point at SW 1st Street and SW 1st Avenue adjacent to the downtown terminal.
CBD METROBUS RIDERSHIP BY ROUTE
Table 2 presents the results of an MDTA screenline count of ridership into the CBD from both the Omni and Brickell areas performed in the Spring of 1993. The screenlines for the Omni corridor routes were set up just south of the Omni along North Miami Avenue, NE 1st Avenue, NE 2nd Avenue, and Biscayne Boulevard. The Brickell corridor screenlines were set up at the Brickell Metromover station and along Brickell Avenue.
As shown in Table 2, screenline weekday ridership for the Omni and Brickell corridor routes during the three time periods (AM, Midday, and PM) totalled 25,003. Ridership by time period ranged from a high of 1,435 on the inbound Midday S trips, to a low of 20 riders on the inbound AM route 48 trips. Note that route 93X did not carry any passengers in the midday, as this is a peak period express bus route.
5 FIGURE 1 CBD BUS STOP LOCATIONS/TAZs
I • _omni 606 I I ~ - - - 605 I - I !jll •• I I I 608 I I I 607 • 613 -----~....-----....1...------tl -----)- .-. --r---·JII'~-- ;# : 612 : : ' I I ·Iii·:---'·~----- 1 J. - - - - J - - - - c------1------I - I I I I~ I I ...- I I 611 I I •:I :.I • I I I I I " 618 ' • I I . I I I I • I • : 617 : 4 1 .: I 615 620 ~-~-----,------·· 621 616 .l : • 622 l--~7--"11 •.---.--1• •:619• 6181• I • -- ll NESthSt. \ 632 NW5th•• • 626 628 • 629 638 63i, 625 le '---- 627 ·1 • JIE3rd NW3rd St ""' • st•' ~ • 637 636 635 624 638Govt * • 634 \. 639 • C1nt,r 642 : 643 •• 646 1 4 • .647. 633 • .645; 6W 1 623 'y- I 648 641 • 644 • E.Aaa\er St. 1 --!!:!!!!B!~l•L--.-1!!.::-::---f.-:::-:-~~T::.:.-ti.1• W.Flagler St. • 655 • 651 658 ------.i:l--;-;::;;--1650 649 ~ 657 656 J 652 ·e 654 • :i • ..:!:_---.;;•------...-----·-- • • .653 664 659 661 662 -- 666 6631~ • 665~·
660 /\* I I 6754. I I •• 668 676 680 ______JI!.______J I --- I -· I •••
.... Legend - Metromover I 669 • MetromoverStation I I I -- TAZBoundary I I I I • BusStop I I I I - - - - RoadExtension Through TAZs I I I V I ' - / I 678 I - I 6 TABLE2 SCREENLINE PASSENGER COUNTS Omni and Brickell Corridor Routes
Weekdav Passen2ers bv lime Period AM MIDDAY PM TOTAL (6-lOam) 10am - 3pm) (3-7om) PASSENGERS Pass/ Pass/ Total Pass/ Pass/ Total Pass/ Pass/ Total (6am - 7pm) ROUTE Trip Hour Passene:ers Trio Hour Passene:ers Trio Hour Passene:ers
3 inbound 33 108 432 31 109 545 22 61 244 1221 outbound 26 76 304 39 120 600 40 127 508 1412
9 inbound 20 86 344 8 13 65 9 29 116 525 outbound 12 46 184 18 33 165 26 76 304 653
0 10 M inbound 17 57 228 11 24 120 11 17 68 416 N outbound 11 19 76 15 27 135 24 46 184 395 I 16 C inbound 34 106 424 28 90 450 11 31 124 998 0 outbound 14 44 176 27 105 525 32 64 256 957 R R C I inbound 25 77 308 22 82 410 18 54 216 934 D outbound 10 34 136 17 53 265 18 51 204 605 0 R K inbound 30 98 392 22 73 365 16 51 204 961 outbound 11 29 116 18 55 275 16 49 196 587
M inbound 22 55 220 18 48 240 18 35 140 600 outbound 7 16 64 9 20 100 12 20 80 244 s inbound 28 199 796 27 287 1435 22 206 824 3055 outbound 10 78 312 21 215 1075 33 271 1084 2471
T inbound 33 107 428 22 50 250 16 45 180 858 outbound 21 52 208 15 38 190 22 69 276 674
93 inbound 28 122 488 0 12 63 252 740 outbound 13 65 260 0 22 84 336 596
, .. •. SubtotaL I/ 1174 \.. / 5~96 <1442 1 ,.. . ·.•. } •i ·i·•···•···•·•······•t1~•< ..-:.:···:::.::·: ...<:. .. Omni···· · .. >>:;.:::::(:_>?>:::::. lcr••••••> ~.~? i
C 48 0 inbound 4 5 20 10 18 90 7 8 32 142 R outbound 16 21 84 9 10 50 13 13 52 186 R I B D inbound 8 26 104 12 24 120 29 41 164 388 0 outbound 21 71 284 8 17 85 9 21 84 453 R 1 I.• Subtotal 476 1904 • 537 378 1512 6101 ·. )26851> Brickell 1• •..•>··.
TOTAL 1950 7800 1979 9895 1827 7308 25003
Source: MDTA Transit Planning and Monitoring, Spring 1993Survey 7 The Omni corridor bus routes carried a total of 18,902 passengers (10,308 inbound, 8,594 outbound). The Brickell corridor routes carried a total of 6,101 passengers (2,687 inbound, 3,414 outbound).
BUS TRAVEL TIMES WITHIN THE CBD
Table 3 shows the bus travel times along each path (many routes may travel on one path) by time period within the Omni and Brickell corridors into downtown. This information was derived from actual running times contained in Section 15 survey logs.
There are 3 inbound and 3 outbound bus travel paths within the CBD for the Omni corridor routes. The Brickell corridor routes travel into and out of the CBD on four different paths. Note that a significant portion of each of the paths is shared with other paths, particularly within the core area of the CBD leading up to the CBD terminal and adjacent stops.
Bus travel times from the Omni Metromover Station area range from a low of 7 minutes for PM outbound service on routes 9 an~ 10, to a high of 13 minutes in the Midday period for outbound routes K and T.
Bus travel times from the Brickell Metromover Station area range from a low of 5 minutes for outbound route 8 in all three time periods, to a high of 16 minutes also for route 8 but in the inbound direction of the AM and PM peak periods.
Travel times presented in the table vary not only because of differing traffic conditions by time period and direction of travel, but also in that the time point for many routes is at the end of a partial loop in the CBD for the inbound trip, but then follows a more direct expeditious path in the outbound direction.
EXISTING METROMOVER/METROBUS TRANSFER POLICIES
The Metromover full fare of $0.25 went into effect in June 1986 along with the opening of the system, though as an opening promotion the fare was free for approximately six months. At that time the discount fare for the elderly, disabled and students was $0.10, though only
8 TABLE3 WEEKDAY BUS ROU1E TRAVEL TIMES Omni and Brickell Corridor Routes
BUS TRAVEL TIME (minutes) ROUTE AM MIDDAY PM PATIi FROM OMNI/BRICKELL STATION AREA NUMBER(S) (6-toam) (10-3pm) (3-7pm)
Inbound from Omni Station area to Biscayne Boulevard 3, 16, 93X 10 12 12 to Flagler Street to CBD Terminal. C,M,S 0 M Inbound from Omni Station area (NE 2nd Avenue and 9, 10 8 11 10 N NE 14th Street) to NE 1st Street to SW/NW 1st Avenue I (CBD Terminal).
C Inbound from Omni Station area to NE 2nd Avenue to K,T 9 12 11 0 Flagler Street to SW/NW 1st Avenue (CBD Terminal) R R Outbound from CBD Terminal to SW/SE 1st Street to 3, 16, 93X 10 10 10 I Biscayne Boulevard to Omni Station area. C,M,S D 0 Outbound from CBD Terminal to SW/SE 1st Street to 9, 10 8 12 7 R NE 1st Avenue to NE 14th Street.
Outbound from CBD Terminal to SW/SE 1st Street to K,T 9 13 8 NE 1st Avenue to NE 14th Street to Omni Station area.
1 =•=•=•:•=•=•=•=::•=•ttr:=rr<}~<==::::::::~~t:•::=•=•=::::•~*1:r1:r•;❖tt?~J\@te;t1t~:,twJrtrtttm~rt!¾t?t1f•:•:;§11r11?t?fi%~1rww~t~¥1tr:~r♦r?ttWY~itrf:~f~:"W=•~f:~·=*t ·,:,:z~;;;r1r§:;~··==•0:r:~}t13lt:~:~:#~~§$fitf;t
Inbound from Brickell Station to SW 8th Street to S. 8 16 15 16 Miami Avenue to SE 4th Street to NE 1st Avenue to NE 6th Street to Miami Avenue to Flagler Street.
Inbound from Brickell Station area (SW 13th Street 24 12 14 12 and SW 2nd Avenue) along SW 13th Street to Brickell Avenue to SE 4th Street to SE 3rd Avenue to SE 2nd Street to SW 1st Avenue to SW/SE 1st Street.
B Inbound from SE 13 th Street and Brickell Avenue 48 10 10 10 R along Brickel Avenue to SE 4th Street to SE 3rd Avenue I to SE 2nd Street to SW 1st Avenue to SW/SE 1st Street. C K Inbound from Brickell Station area along SW 1st B 13 11 9 E Avenue to SW 13th Street to Brickell Avenue to SE L 4th Street to SE 3rd Avenue to SE 2nd Street to SW L 1st Avenue to SW/SE 1st Street.
C Outbound from Miami Avenue and Flagler along Miami 8 5 5 5 0 Avenue to SW 1st Avenue to Brickell Station. R R Outbound from SW/SE 1st Street and SW 1st Avenue 24 7 10 11 I along SW/SE 1st Street to SE 2nd Avenue to Brickell D Avenue to SW 13th Street to SW 2nd Avenue. 0 R Outbound from SW/SE 1st Street and SW 1st Avenue 48 7 7 8 along SW/SE 1st Street to SE 2nd Avenue to Brickell Avenue to SW 13th Street.
Outbound from SW/SE 1st Street and SW 1st Avenue B 11 11 9 along SW/SE 1st Street to SE 2nd Avenue to Brickell Avenue to SW 13th Street to SW 2nd Avenue to SW 11th Street to SW 1st Avenue and into the Brickell Station.
Source: Section 15 ridechecks, 1993-1994; 11- 7 - 93 Rotary Schedules;
Note that routes 24,48, and B travel times and paths are prior to temporary rerouting for Brickell Bridge reconstruction.
9 in the off-peak periods. Not until October of 1987 was the discounted fare extended to all time periods.
Rail to Mover transfers only occur at the Government Center Station and are free provided that the patron remains within the fare control area. Mover to rail transfers are $1.00 (discounted to $0.50 for elderly, disabled and students) and must also occur within the controlled area. A token is also an acceptable form of payment.
There is not a current policy for transferring from bus to mover, or mover to bus. In the absence of a formal policy, passengers wishing to transfer from the mover to a bus must pay the full bus fare of $1.25. As envisioned in the 1988 Final Environmental Impact Statement (FEIS) for the Metromover, bus routes would be truncated at the two stations, forcing all passengers to transfer to the mover; Bus passengers would then pay a full $0.25 to transfer to the mover, whereas Metrorail passengers transfer free to the Metromover at the Government Center Station. This was not a major concern previously because there were not significant numbers of passengers transferring from bus to mover, and the transfer would take place in two different physical environments (walking from the CBD Terminal to the Government Center Station, as opposed to a transfer location such as the Omni Metromover Station). These issues will be addressed in greater detail in Chapter 2 of this study.
FINAL ENVIRONMENTALIMPACT STATEMENTASSUMPTIONS
In February 1988, the USDOT and UMTA (now the Federal Transit Administration) issued a Final Environmental Impact Statement (FEIS) for the Miami Metromover system construction of the Omni and Brickell legs. The following subsections present the assumptions made in the FEIS document for both .route truncation and fare policies.
Route Truncation
According to Figure 2.14, on page 2-29 of the FEIS document, all of the routes currently entering the CBD from the north or south would be truncated at the Omni or Brickell Stations. Only routes 2, 7, 11, 77, and 95X would continue into the CBD.
10 Fares
As referenced on page 4-23, Table 4.9 of the FEIS document, bus (both local and express) to mover transfers were assumed to be free. The FEIS is silent on the issue of cost of mover to bus transfers.
DOWNTOWNMIAMI METROBUS USER SURVEY
On Wednesday and Thursday December 15 and 16, 1993 CUTR and MOTA staff conducted a survey of Omni and Brickell corridor bus riders. Surveys were distributed during the AM (6:00am - 9:59am), Midday (10:00am - 2:59pm), and PM (3:00pm - 6:59pm) time periods. Different survey forms were used for trips into and out of the downtown. On January 20, 26, and 27, a small number of additional surveys were distributed to cover bus routes and time periods not completed in the original survey.
The surveys were randomly distributed on all routes in all time periods and in both directions of travel. Surveyors boarded a bus at random at the Omni or Brickell location and distributed the questionnaire to all passengers. In most cases, the surveyor remained on the bus for its outbound trip and continued distributing surveys to all passengers until reaching the Omni or Brickell locations. Then the surveyor boarded the next inbound bus and continued the process.
Survey responses were weighted according to the screenline ridership counts by route, direction and time of day (see Table 2). The weighted survey frequencies for the three time periods total 25,003 trips.
The following section presents the results of the survey. The individual route information and original survey forms are contained in Appendices A and B.
Fare Type
As can be seen from Figure 2, 42 percent of the Omni and Brickell corridor bus riders paid their fare by cash, with 27 percent using a Metropass. Twenty-five percent of the passengers paid a discounted fare. According to the onboard survey performed for the entire Metrobus
11 FIGURE 2 Downtown Miami Metrobus User Survey
Fare Type Paid Discounted Fare
Cash 42%
Token Yes 25%
Transfer to/from Metrobus No 75% Transfer to/from Metrorail
26%
Mode of Access I Egress
Walk 0-3 blocks 4%
Walk more than 3 blocks
Be picked up / Dropped off Transfer to I from Metrobus L Transfer to I from Metrorail
Transfer to I from Metromover
Will use Metromover extension Will use Metromover extension If it saves time If the transfer is free
Yes 77%
Yes No No 67% 33% 23% 12 system in 1993, 65 percent of the bus passengers paid by cash, and only 14 percent used a monthly Metropass. This represents that CBD oriented bus passengers are twice as likely to use a Metropass in comparison to system-wide Metrobus passengers.
Mode of Access/Egress
Altogether, 53 percent of downtown Metrobus riders transferred to or from another bus, Metrorail, or Metromover, while 44 percent walked to or from the bus. Among the individual categories shown in Figure 2, the most common responses were transfer to or from another bus (34 percent) and a short walk (34 percent).
Use of Metromover Extension
Passengers were asked whether they would transfer to/from the new Metromover extensions to complete their trip, if the Metromover saves travel time, and if the transfer is free. As shown in Figure 2, 77 percent stated they would use the Metromover if it saved time, while 67 percent would use the mover if the transfer was free. It should be noted that survey respondents generally overstate their intentions to change their behavior when answering "stated preference" questions.
Origin/Destination by TAZ
Table 4 summarizes the results of question 7 of the survey. This question asked passengers to specify their final destination or origin of their trip in downtown Miami. Approximately 15 percent of the survey respondents answered this question. These results were then coded by Traffic Analysis Zone (TAZ - see previous Figure 1).
Of those responding, 14.9 percent stated their origin/destination was in zone 640, with 10.3 percent in zone 644. As shown in Figure 2, zone 640 is bounded by West Flagler Street, NW 1st Avenue, NW 1st Street, and NW 2nd Avenue. Zone 640 is the location of the Metro-Dade Cultural Center which contains the main County library. Other high frequency destinations/origins are between or adjacent to a corridor bounded by East Flagler Street and SE 1st Street.
13 TABLE4 System Origin / Destination by T AZ's
TAZ Frequency Percent TAZ Frequency Percent 610 3 0.1 644 377 10.3 : ":.::·-·>::.: 612 fti· 0(3<. 645 . 3)9
625•·· ...... /a49< 626 0.6 650 7 0.2 627 13 0.4 651 125 3.4 628 22 0.6 652 53 1.4 .. 629 36. 1 653 .....·so.••· LS
533··•··. 634 635 636 79 637 · 125 638 186 639 .••32< 640 548 668 0.2 641 ·297 > 675<····•·· mt 642 117 3.2 676 20 0.5 643 55 t.5 688 7 0.2
14 DOWNTOWN MIAMI METROBUS TRANSFER ANALYSIS
On January 19, 1994 MOTA collected transfers from operators of CBD oriented bus routes. Between 30 and 40 thousand transfers were collected. Of these, 14,956 transfers were between CBD oriented bus routes (therefore assumed to occur in the CBD), as well as between CBD bus routes and Metrorail, with the remaining transfers occurring elsewhere along the route.
In that the actual Metrorail to bus transfer slip is printed with only the origin Metrorail station, it was not possible to count the transfers from rail and assume they came from the Government Center Station in the CBD. As an example, route 48 serves the Government Center Station as well as Douglas Road, University and South Miami Metrorail stations. To correct for this situation, the transfer data were supplemented by the 1993 Metrorail onboard survey data related to mode of egress to Metrobus. This information allowed for the assignment of Metrorail to Metrobus transfers by rail station. Transfers from routes 2, 7, 8, 24, 48, 77, and B were rectified in this manner. The Metrorail transfer information presented in Tables 5 and 6 presents only those Metrorail to Metrobus transfers by passengers transferring from the Government Center Station.
Information on transfers to routes 2, 6, and 7 was not received, though other routes contained transfers from these routes. From this information, from transfers were transposed to create an equal to number of transfers as shown in Table 5. The same process was used for completing the Metrorail to bus transfers.
As can be seen in Table 5, 14,956 transfers occurred between the CBD oriented routes, as well as between these routes and Metrorail. There were 12,638 bus to bus transfers. The greatest number of transfers occur from Metrorail (2,318), with the second largest coming from route S (1,788). The largest single transfer occurs between Metrorail and route 8 (446). The largest bus to bus transfer is from route 3 to route S (326).
There are 1,419 transfers occurring from an Omni bus route to a Brickell route. This represents 11.2 percent of the total CBD bus to bus transfers reported. The highest volume of transfer through the CBD from Omni routes to Brickell routes occurs from routes S to 8 (143), 3 to 8 (127), and S to 24 (114).
15 TABLE5 TRANSFERS TO METRO BUS IN CBD
FROM Biac Max ROUTE; 2 3 6 7 ' ' 10 11 16 21 24 41 77 93 9SX B C IC: ·. M s T Mctrorail 2 NA 18 NA NA 59 19 13 4 22 0 S6 a 2 14 3 14 13 13 2 64 14 9 ------3 18 m 0 17 SI n 29 103 SI 21 23 3 2S 71 6 a 2S ~ s 151 II 183 - 6 NA 0 0 NA s 2 3 0 7 0 4 0 0 0 0 0 2 6 2 4 3 I
•.· .•• qi•· 7 NA 17 NA NA 22 21 11 21 32 .o •39 ••4·. I• <26 4 26 19 ~4, .7 ,a 18 JI
59 127 5 22 142 51 13 140 SI 0 76 4 46 59 10 107 69 S9 23 143 53 332 ' ---- ··• L:• _·.: .:-·· ,, 2A ··47 .. 9 19 2 21 17 76 32 11 27 ... '· ..., " 1··. •o 2 14.1, a ~ ~ 26 7 234 - lO 13 47 3 II 21 26 17 69 24 II 26 0 17 2 I II 9 II 0 10 6 142
11 4 1 0 2 7 3 0 26 ~ 0 io .oi\ 2 i• 3 0 0 ., 2 .••. I .7 7 JS
16 22 n 7 32 43 49 6 &9 50 7 42 5 22 14 0 ID 15 23 II 34 14 179
21 0 0 0 0 0 0 2 0 •.• Q 0 0 }~ 1<· Ok p 0 0 >ll \ ··O 0 p 0 0 T 0 24 56 64 4 39 Al 31 15 216 30 9 a2 7 45 20 6 26 76 44 31 114 33 27 ----- 14 0 4 4 . 31 . ·.·3 0 ..•.·.•. > 44 a II •1• < 4 2 ·:··' ? I< 241• 41,"c./ }' < 10 32 5 12
77 2 0 0 I 3 I I 0 0 0 I 0 a 0 0 0 I 0 2 I 0 3
.. :. ..- 93X 14 90 0 26 44 Q 0 100 .·· 2 • 1 . ~ ·oI< l~ ·••••. 0 0 6 <1 ·• 4 S9 6 164 ------•• ' 95X 3 16 0 4 9 14 0 5 4 0 3 0 IA 3 3 2 0 2 2 3 0 76
(ii B 14 42 0 26 &1 31 9 .105 17 9 21 .27 .·• 14 3 1 17 16 a .43 II 11
C 13 41 2 19 30 22 3 53 26 II 37 4 32 4 2 15 19 24 16 76 19 149 ------IC: 13 47 6 24 61 )9 6 )26 ·•· 23 5 29 .• •4 21 ·g J 5 •• 'J:f ··•··:·21 ,, 125 19 135
M 2 7 2 7 14 0 2 37 7 I 16 4 7 I 0 2 15 10 4 29 JO 69 ------', .·.i. s 64 326 4 78 152 73 .. 17 . <321 66 l& .:. .~04 • 10 77 g 42 ~ m · 41 318 62 446
T 14 14 3 18 49 5 20 91 20 7 15 I II 5 0 s 26 27 9 43 18 117
~trozail 9 153 l II '32 234 142 18 .I?!' I ' •··O 27 •,:12•• l 164 76 ll )49 'us · ,69 446 ll7 NA,
TOTAL 347 1304 39 362 1251 m 330 16&8 653 113 651 71 414 4M 125 309 677 574 263 1788 463 2318
2 ·• 3 ··• 6 1 ··•·.. .·., .. ··. 10 ••·.fr·· . ····••.·<1,· · :it ' . •24···• · ,}41 .. ·•··••·11·•·•.•. 93 •..• 9SX .·· B • •·•·••• ·c•·. ·.. ··11::···•••······1,1·, s T MelrOmil :- Source:January 19, 1994 Sur,,cy Note: Route, 2, 6, 7aud Mctrcnil tramfcr (TO) data wa, uotawilable. Tramfcr (FROM) data wu lrampo The highest volume of transfers to a westbound route from a Brickell route occurred from route 8 to 2 (59), and from route 24 to 2 (56). As presented in Table 5, 263 transfers occurred from a Brickell route to a westbound route, representing only 2.1 percent of the total reported CBD bus to bus transfers. Transfers between routes of similar corridors, and even between the same route occurred frequently. This suggests that there may be a significant amount of backriding within the system. Table 6 presents the transfer matrix by percentage of transfers occurring from each route. As an example, 17.0 percent of the transfers to route 2 come from route 8, with 16.1% transferring from route 24. As can be seen from this table, the highest percentage of transfers to bus occurs from Metrorail. Routes 11 and S consistently account for a high proportion of transfers to other routes in the CBD. SUMMARY Based on the level of bus route truncation at the Omni and Brickell Metromover stations, significant numbers of existing bus riders will be affected both positively and negatively. Chapters 2 and 3 will analyze the information presented here, and will detail the impacts on existing Metrobus riders in terms of fare, convenience of transfers, and travel time. 17 ) TABIB6 TRANSFERS TO METRO BUS IN CBD % of Total Metrobus Transfers in CBD by Route PROM Bise Max ROtrrE I 10 11 16 21 24 •• 11 I " 95X B C It M s T Mttrorail I Total NA 5.2% NA NA 17.0% 5.5% 3.7% 1.2,0 6.3% 0.0.. 16.1%- 2.3% 0.6% ◄ .m 0.9% 4.0% 3.7% 3.7% 0.6% 18.4% 4.0% 2.6% 100.0% 2 ------1------1------t------t------1------i------1------t------1------t·~------1------+----+-----i------1------i------1------t----+------1------1------t------t------:- 3 I.ti% 11.6% 0.0% 1.7% 5.2% 7.3% 2~ 10.◄% ,.2.. 2.1,. ~ D.3'1!, 2.5'1(, 7.2"' 0.6% 0.8% 2.5% ;.o.. D.!l'Ko 13.3% 1.1,i, 18.5%) 1000% ~ ------i------4------1------i------1------1------1------1------1------t------1-----<-----1------t------1------◄------6 NA 0.0% 0.0% NA 12.8% 5.1% 7.7% 0.0.. 17.9% 0.0% 10.3% 0.0% 0.0.. o.m 0.0% 0.0% 5.1% 1,.4% 5.1% 10.3% 7.7% 2.6% 1000% II ------1------t------1------1------"1------i-----+---1---+-- --1----1----i----!------i------i------i------i------l------<------<------+------+------7 NA ◄ .7% NA NA 6.I"- s.a,r,f 3.11,1, D.6,. 1.8'1!, l).0% 1~ 1.1.. :: ¢;,i,I· ·-''"',.;,. 1.11& 7.2% s.2,i, 6.6%'" 1.9% 11.5% 5.0% 3.0%) 1000% 7 ---+----1-----1------i------+----+---+----+-- ---+-----i------i------i------i------+-- --•------3.1,r, 4.69'1 3.611Jli 0.6% 3.6% 1.49', 8.6,0 5.o% 20.m 1000% a a ______3.6% .,.______7.6% 0.3% -1.3% 8.5% 0.8% 10.8% 3.1% 0.0.. 0.2% 2.8% 6.◄ % ◄ .2% 2.9')(, :Z.6'1(, ·D.ll'II,1 1< ~1 °.,,.1 ,,~1 -•------•------1.1,; 35.7.. 1000% 0.3% 1.19', ◄ .1 <:2.6'1(, 2.,~r--;;~r--~~r-◄ .3,. 8.7.. 3.2% .,,. 1.2,.I .. 9 . 11:~,r, 4.9'lfo 0 " ------◄ ------1------1------1-----1----+------< ---+----1----i------1------1------1------+----+-----t 10 2.7% 9.9"' 0.6% 2.3% 4.49'o 5.5% 3.6 .. U.S.. s.a.. 2.3% 5.5% 0.0% 3.6'1, 0.4% 0.2% 2.3% 1.9% 2.3"' 0.0% 2.1% 1.3% 29.8% 1000% 10 ----. -+------i-----+---1---+-----+-----i 11 3.6% 11.3% D.0'll, I.ti% 6.3"- 2.1~ o.m 23.4,. 5.4901:·,--,,o.o,i. g.o,ol o.o,r,I i.a,i, 2.1.-.1 0.0% 0.0.. S.◄,. 1.8"'1-09'!, 6.391, 11.3% 16.2%) 1000% 11 ·---1----1------i------i----+-----i------i-----t----,>----+----1----;------1------1-----<--- -+----+-----i------16 2.9% 9.7% 0.9% 4.3% 5.8% 6.6% 0.8,. 11.9% 6.7% ~ 5.6% 0.79', 2.9% 19"' O.Q% 1.3% 2.m 3.1% I.S.. 4.69'- 1.9% 24.0% 100.0% --r---+-----+--r-- ·~ 21 0.0% o.o,i, o.m O.Q9I, OJI% 0.0..) lllll&!O 0.0% o.o,r, :~:I· ·O.OW, D.ll'II,): .:/:D.O'Jlol ·::-:,.:li.0-i.f.0.0% 0.0% O.Q9I, D.O'!!,) .. llmi, ·o.o,i, o.m 0.0%1 1000% 21 T -----+------i------i-----1----1 0 2~ 5.3% 6.1% 0.'4% 3.7% 7.79'o 2.9% 1.49', 21l.S% 2.8% 0.9% 7.8"' 0.7% 4.3,. 1.9% 0.6% 2.5% 7.2% ◄ .2% 2.9% 10.8% 3.1% 2.6% 1000% ------1------1------1------1------1------1------"1------+----+----l·----,1----+----1----+-----<------1------1----,1---..+----,1----1 ~· ,.,,. :3.9,i, ·-2;◄ %1 --:·5.8%1 100.0% 48 3.9% 6.8% 0.0% 19"' l.9'!o U,0% 1~1 ' :1.00,,I : 2.•,i,I · : :;..;,,.j/"il. 11 8.3% 0.0% 0.0.. ◄ .2% 12.5"' 4.29'o 4.29', 0.0% 0.0.. O.Q% 4.2,. o.m 33.391, 0.0.. 0.0.. 0.0% ◄ .2% o.o,,-, 8.3% 4.2,. 0.0% 12.5%) 1000% TT 93X 2.5"' 16.3% 0.0% p.-. 8.0% 0.0,. .o.o...1- : 18.I"- D-~'! ------◄------◄------1------i------f------f------0.8% 3.1,. ·0.11'1 -t~I ·.:ro.5,.f.,.,,_.,~I ,-,.:-::u"'I' 0.1% 0.1% 3.69" 3.6% 2.0 ... , . ."."16.8 .. 2.5% 18.1%1 1000% K It 1.7% 6.3"- 0.8~ 12.-. 8.2% ~ .. 16.9"------◄------◄------◄-----!-- ---1------+----+----t ---+----,>----+----1----1---- .....-- ...... ----i------i------+----+---+-----;------t------t-----,-- M 0.8% 2.8% 0.8% 2.8%5.1% o.o... 0.8% 15.0% 2.891, 0. ◄ % 6.% 1.6% 2.8,r, 0. ◄ % 0.0% 0.8% 6.1% 4.1% 1.6% 11.8% ◄ .1% 28.0% 1000% 14 ------◄------◄------1------i- ----+----i ----+----+----+----+----+---+---~------1------1------1------~------1-- I . .. s 2.% 13.0% 0.2% 3.1% 6.1% 2.,.. 0.7% 12.8% . Z:6% . :·0.1... 1:: ◄.191, 0.3,.I_.,_:',~I.:::::- ,3.1"' Q.3% 1.7% 3.9% 4.4,,.~ 1.9'lfo ·12.1% 2.:S ------◄------◄ ------1------◄------◄------1------i------i------i------i------i------1 ------t-----. T 2.7% 2.7% 0.6% 3.4% 9 •.(% 1.0% 3.8% 18.5% 3.891, 1.3% 2.9% 0.2% 2.1% 1.0% 0.0% 1.0% 5.0% ,.2% 1.7% 8.2% 3.4% 22.3% 100.0% T ------◄------◄------..j------◄------◄------◄ ------1------◄------◄------◄------..j----,----t-----1------1------1------1------+----+-----;------t------t------t--,---~·-, Mctroni O. ◄% 1.9,r, 0.0% D.S% 14.3% 10.J.% 6.1,. 0.8"' 1.1,. .0.0% 1.2r, · 0.5.,.I··. ·u"+ ·.,, ·1.1,r,· 3.3,r, 0.5% 6. ◄% 5.8% 3.0% 19.2,. 5.0% NA I 100.0% I Matrorail 16 .·· ·,s,c: 3 8 "10 ll zi 2•·I : ◄• •.·77./·t:.':=:·!1) B C i;: M $ T Mdl'anil Sot.rec: January 19, 1994 Si.rvey Note: Routes 2, 6, 7 and Mctraail trarsfc:r (TO) data was not available. Transfer (FROM) data was tnlnspcscd to represent the (TO) data. 18 CHAPTER2 FARE POLICY ALTERNATIVES FARE IMPACTS Chapter 1 discussed the current MDT A fare policy concerning bus to mover and mover to bus transfers. Current policy would result in an additional $0.25 charge for bus passengers transferring from truncated routes to the new Metromover extensions at the Omni or Brickell Stations. This increase would create an inequity between bus to mover and rail to mover transfers, since rail to mover transfers are free at the Government Center and Brickell rail stations. Fare policy alternatives have been developed with four goals in mind: • Equity across modes for Metromover transfers; • Continuity in terms of existing fare policy; • Continuity in terms of cost for a given trip; • Use of existing fare equipment. The four alternatives presented here vary in terms of the importance attached to each of these goals. Figure 3 presents the existing "Inbound" fare policy without the Metromover extensions as well as four alternate fare policies with the operating extensions. Figure 4 presents the same scenarios in the "Outbound" direction. Both Figures represent full fare scenarios. Discounted fares for the elderly, disabled and students are $0.60 for Metrobus and Metrorail fares, $0.10 for transfers between Metrobus and Metrorail, and also $0.10 for payment of the Metromover fare. As can be seen in the existing scenario, bus passengers travel directly to the Central Business District (CBD) without the need to transfer. Inbound patrons wishing to transfer to another bus or to rail pay an additional $0.25 transfer fee on the originating bus. Passengers wishing to ride the Metromover system pay a full fare $0.25. Note that 19 FIGURE3 BUS/MOVER TRANSFER ALTERNATIVES (INBOUND MOVER FROM OMNI OR BRICKELL) #1 !ALTBRNATIVBS WITH MBTROMOVBR BxrBNSIONS IN PLACB! n PllBB PllBB BUSTOMOVBR MOVBRTOBUS BXISflNG TRANSFERS TRANSPBRS ! MBTROBUS ! (Sl.25) MBTROIIUS ! {Sl.25) ! MBTROBUS ! (SI.25) I I I I I TRANSFER. (PllBB) TRANSFER (S0.25) ~ TOMOVBR TOMOVBR ~ I I I 1 I I TRANSPBll TRANSPBR TRANS.FU& INCBD INCBD I I INCBD I I I I I I I I I I I I I I I I I I I I I I ToLusI jTo!AILI ~ ITOMOVBRII I ToLusI jTo!AILI IToJALr.:II TOMOVBll I I ToLus I jTo!AILj ~ jTOMOVBRII (S0.25) (S0.25) (S0.25) (S0.25) (S0.25) (Pr•) (Pr"") (Pr .. ) (Pree) Total Pare Sl.50 $1.!iO Sl.25 SI.SO Total Fare SI.SO SI.SO SI.25 SI.25 Total Puc SI.SO SI.SO SI.SO SI.SO ... PllBB•• S0.25 BUSTOMOVBR MOVBJlTOBUS .. .. (Tiki& allcllUllivc MOVBRTOBUS BUSTOMOVBR rcprcac:ata carrcat policy) TllANSFBJl!,_ TRANSFERS ~ROBUS ! (SI.25) ! MBTROBUS ! (Sl.25) I I I I TRANSFBll (PllBB) TRANSFBR (S0.25) TOMOVBR TOMOVBR I I I I TRAHSFBll TRANSPBR INCBD I I INCBD I I I I I I I I I I I I I I I I I I ToLusI jTo!AILj !TOJALICI I TOMOVBR I I ToLus I jTO ~AILI ~ !TOMOVBR!I (Proo) (Pree) (Pne) (S0.25) (S0.25) (Pree) Total Puc SI.25 SI.25 Sl.25 SI.25 Tot1,I Fare SI.75 SI.75 SI.SO SI.SO 20 FIGURE4 BUS/MOVER TRANSFER ALTERNATIVES (OUTBOUND MOVER TO OMNI OR BRICKELL) IALTBRNATJVBS WITH MHTROMOVBR BXTBNSIONS IN PLAa3j "2 PRBB"' PRBB BUSTOMOVBll MOVBRTOBUS ~ TRANSFERS TRANSFBRS ($11.25) ($11.25) ~CID RAIL I WAI.KC I ~R ~CID RAIL I WAI.KC I I MOVBR I ~s CIDIL I WALKC I MOVBR I I I I I I I I I I -,- I I I I I I I I I I 1 ($11.25) ($11.25) TRANSFER T• ($1.25) ($1.25) (Free) (P,ee) TRANSPBRTO ($11.25) (P,ee) (111.25) (Fr•) TllANSFBll Tt ($11.25) (Prric) BUSINCBD MOVBRINCBD MOVBRINCBD ~ I I I I I I I I I I I I jMBTROBUSI I <•-25) ( .. .25) TRANSFBR ($1.00) ($1.00) I (Pras) (P, .. ) TRANSFBJl ($1.00) ($1.00) TO BUS I TO BUS TollllFue $1.50 $1.50 $1.25 $1.50 Tolal Pare $1.50 $1.50 $I.ZS $1.25 Toa.I Par■ $1.50 $1.25 $1.25 $1.25 ,,, .. PRBB .. .25 BUSTOMOVBR MOVBRTOBUS .. .. (I'•ia aberaativo MOVBRTOBUS BUSTOMOVBR rcpre•-·· CIIUCIII policy) TRANSPBRS TRANSPBRS .... Total Puc $1.25 $1.25 $1.25 $1.25 Total Pare $1.75 $1.50 Sl.50 $1.50 21 throughout this Technical Memorandum where reference is made to paying the $0.25 Metromover fare, it is also implied that the payment of this fare can also be made by using the monthly Metropass, or paying a discounted $0.10 fare for the elderly, disabled and students. In the outbound direction, existing passengers board their Metrobus at one of many CBD stops, pay a fare of $1.25 and travel directly out of the CBD. Metromover riders pay $0.25 to ride the mover, and pay an additional full fare of $1.25 to transfer to Metrobus. Bus to bus, and rail to bus transfers are $0.25. Alternatives one through four assume the operation of the Metromover extensions, and the truncation of Omni and Brickell corridor bus routes. An option within each alternative (not shown in the figures) is a three transfer trip including a mover to mover transfer. A three transfer trip can occur because the operating plan for the Metromover extension does not include through service direct from Omni to Brickell. For example, a bus rider coming into the Omni station and wishing to transfer to a Brickell corridor route would first transfer to a CBD-bound Metromover, then transfer to a Brickell bound Metromover car, then transfer to Metrobus at the Brickell Station. This option is not presented in the figures because it does not affect fare issues; mover to mover transfers are free. It does affect passenger convenience. Alternative #1 Alternative #1 "Free Bus to Mover Transfers" maintains equity both inbound and outbound between bus and rail. This alternative does not change the total fare paid by bus passengers, but does change current transfer policy. Inbound In this alternative in the inbound direction from bus to mover to walk, upon request, a free magnetic encoded bus to mover transfer is given to the passenger on the originating bus. This transfer is used to enter the mover station through a turnstile. Should a passenger wish to transfer to another bus or to Metrorail at the Government Center or Brickell rail stations, a $0.25 bus or rail transfer would need to be purchased on the originating bus. 22 Outbound For the walk to mover to bus option in the outbound direction of Alternative #1, passengers walking up to the mover would pay the $0.25 fare to enter the mover station, and also press the transfer button on the mover turnstile to receive a mover to bus upgrade transfer. This upgrade transfer can only be issued after paying the $0.25 mover fare, and only one transfer can be issued per full mover fare paid. The upgrade transfer media is then given to a Metrobus operator along with $1.00 into the farebox to board any Metrobus. Elderly, disabled and student Metrobus passengers with proper identification can use the upgrade transfer and pay $0.50 to board a Metrobus. Metrobus drivers will need to recognize three transfer options: • a bus to bus transfer, which will not require further cash payment; • a rail to bus transfer, which will not require further cash payment; • a mover to bus upgrade transfer, which will require a $1.00 ($0.50 for discounted fares) cash payment along with the transfer. Inbound or outbound bus to mover to bus movements would cost a total of $1.50. A bus passenger would purchase a $0.25 bus transfer and receive a magnetic mover transfer (upon request) on the originating bus. The rider would use the magnetic transfer to gain entry to the mover, and then transfer to Metrobus. Fare Media/Equipment An issue with this alternative is the potential for bus passengers requesting a mover transfer and giving it away or selling it at a reduced cost. Passengers coming in from the western routes may request a transfer and then may use it as part of their normal lunch time movement. These abuses should have a minor impact on the system's overall fare revenue, since the value of the mover transfer is only $0.25. The new turnstile equipment purchased for the Metromover extension stations is capable of handling these transactions for both inbound and outbound movements. The turnstile equipment at the existing inner and outer loops stations is not capable of issuing the mover to bus upgrade transfer. New turnstiles are scheduled for placement throughout 1994. Currently the core Metromover stations (outer and inner loops) are scheduled to have at 23 least one of the new turnstiles in place by the end of September 1994, with the entire system upgraded by the end of November. The new Metromover turnstiles will not have the capability of accepting dollar bills. Magnetic encoded bus to mover transfers would be issued to bus drivers similar to the bus to rail transfers currently used. Alternative #2 Alternate #2 "Free Mover to Bus Transfers" maintains neither the existing fare for CBD oriented bus passengers nor the equity between bus and rail users. It also necessitates a change in current transfer policy. Inbound In the inbound direction from bus to mover to walk a bus passenger would pay the $1.25 fare on the originating bus, and then upon transferring at a mover station pay the full mover fare of $0.25, for a total trip cost of $1.50. This cost is $0.25 greater than a passengers' existing fare previous to the required transfer to the Metromover system. A second tra~s_fer to bus or rail would be free using a mover to bus/rail transfer issued on the originating bus upon request. Outbound In the outbound direction of Alternative #2, passengers walking up to the mover and transferring to bus pay a total of $1.25 and follow the same fare payment method as in the outbound direction for Alternative #1. Inbound or outbound bus to mover to bus movements would cost a total of $1.50. The free mover to bus transfer would be issued on the originating bus and would be acceptable only on routes where a mover trip would be necessary to transfer to the other bus route. For example a passenger who rides in on route 10 into the Omni Station could use their mover to bus transfer only for routes originating from the CBD or the Brickell Station. A rail to mover to bus movement would cost $ 1.50 in the inbound direction, but would only cost $1.25 in the outbound direction. This is due to the existing free rail to mover transfer 24 in the fare control areas of both the Government Center and Brickell Metrorail Stations. This creates an inequity between modes. Fare Media/Equipment An issue with this alternative is the tremendous potential for abuse of full fare media issued in order to allow a free mover to bus transfer. For example, even with the stated safeguards, a passenger on Metrobus coming into Omni could request a free mover to bus transfer, use the Metromover into the CBD and sell the transfer up to any value less than the full $1.25 value of the transfer to a passenger boarding a Metrobus in the CBD. Similar to Alternative # 1, this option would require turnstile machines capable of issuing upgrade transfers. This equipment is in place on the two extension, but is not scheduled for placement on the existing inner and outer loop stations until the end of 1994. Alternative #3 This alternative combines the positives (and negatives) of Alternatives 1 & 2. While all movements are treated equally (no total fare including transfers would total more than $1.25), there would be a significant loss of transfer revenue to the system. Further, the disadvantages of both Alternatives 1 & 2 would be compounded in Alternative 3. In this alternative an inbound Metrobus passenger would pay their original $1.25 fare and request a free magnetically encoded bus to mover transfer and a mover to bus/rail transfer, transfer free to Metromover, and then transfer free to Metrobus or Metrorail. The potential for abuse of the free mover to bus/rail transfer is tremendous in that the transfers have full fare value. The same issues hold true in the outbound direction. Alternative #4 This alternative assumes that all existing transfer policies will remain in effect. While this alternative offers the potential for increased transfer revenues, this is offset by the inequities between bus and rail, and the double negative of requiring transfers to the mover system and charging extra for that newly required movement. 25 Inbound In the inbound direction from bus to mover to walk, a originating passenger on Metrobus pays the $1.25 fare and then pays the full fare $0.25 to enter the Metromover Station, for a total fare of $ 1.50. Should the passenger wish to transfer to another bus or to Metrorail at Government Center or Brickell, a $0.25 bu~ or rail transfer would need to be purchased on the originating bus, bringing the total cost to $1.75. This trip would originally have cost only $1.50 previous to the required mover transfer. Outbound In the outbound direction a walk to mover to bus movement costs a total of $ 1.50, paying full fares on both mover and bus. A bus to mover to bus trip costs a total of $1.75, whereas a rail to mover to bus trip is only $1.50 due to the free rail to mover transfer. Fare Media/Equipment No changes in current fare equipment or media would be necessary under this alternative. RECOMMENDED ALTERNATIVE Alternative #1 "Free Bus to Mover Transfers" (see Figure 5) is the preferred alternative for implementation. Alternative #1 maintains the same total fare for bus passengers as before the opening of the extensions. Further, this alternative treats bus and rail equally with regard to free transfers to the mover. Only a small potential for fare misuse exists, and this is only at the fare value of $0.25. While Alternative #1 creates the need to upgrade the fare turnstile equipment at the inner and outer loop Metromover Stations in order to allow for issuing mover to bus upgrade transfers, it would have been necessary to upgrade the turnstiles to have comparable equipment within the Metromover system. It is envisioned that a portion of existing cash paying bus passengers will switch to a Metropass for the added convenience and ease of boarding. Passengers paying their fare on Metrobus using any of the monthly Metropasses should not be issued a free bus to mover transfer, since Metropass is valid on all modes. This will lessen the impact of abusing the free transfers. It is recommended that the magnetic encoded bus to mover free transfers 26 FIGURE 5 RECOMMENDED BUS/MOVER TRANSFER ALTERNATIVE (INBOUND MOVER FROM OMNI OR BRICKELL) #1 FREE BUSTO MOVER TRANSFERS METROBUS 1 ($1.25) I I TRANSFER (FREE) TO MOVER I I I TRANSFER INCBD I I I I I I I I I I I I I TO BUS I !TO RAILI !TO WALKI TO MOVER ($0.25) ($0.25) (Free) Total Fare $1.50 $1.50 $1.25 $1.25 RECOMMENDED BUS/MOVER TRANSFER ALTERNATIVE (OUTBOUND MOVER FROM OMNI OR BRICKELL) #1 FREE BUSTO MOVER TRANSFERS ($1.25} ($1.25} ($0.25} BUS RAIL WALK MOVER I I I I I I I I (Free) (Free) TRANSFER TO ($0.25) (Free) MOVERINCBD I I I I ($0.25) ($0.25) TRANSFER ($1.00) ($1.00) TO BUS Total Fare $1.50 $1.50 $1.25 $1.25 27 J issued by Metrobus operators, and the mover to bus upgrade transfers issued at the mover turnstiles, should only be valid for the day they are issued. Due to the current implementation schedule for installing the necessary turnstile equipment, it is recommended that as part of the opening promotional campaign for the Metromover extensions, free fares should be offered on the entire Metromover system until such time as at least one new turnstile ( capable of issuing upgrade transfers) is in place at each of the Metromover station entrances. The current schedule calls for at least one new turnstile to be in place at each station entrance by the end of September 1994. The loss of cash revenue for the four month period through September 1994 would be approximately $95,000. If free fares are offered on the Metromover system, then MOTA must take steps to ensure that passengers boarding Metrorail at the Government Center and Brickell stations do not enter the Metromover area for free and then pay only a $1.00 upgrade to gain access to the rail station. This can be done either by changing the upgrade turnstiles to require $1.25 or by blocking off the upgrade area and forcing passengers to use the regular Metrorail turnstiles. Implementation of a Monthly ~~tromover_ Pass In conjunction with the opening of the new Metromover extensions, as well as with the proposed revisions to the current Metromover fare policy, there has been recent discussion on the issue of introducing a monthly Metromover-only pass. This idea has been analyzed in greater detail in draft Technical Memorandums completed by CUTR for a Work Order on MDT A fare policies and strategies. The existing monthly Metropass allows unlimited rides for one month on Metrobus, Metrorail, and the Metromover. The cost of the Metropass is $60, discounted to $30 for the elderly, disabled and students. For individuals not using Metrobus or Metrorail on a regular basis but wishing to use the Metromover regularly, the cost of a Metropass would be exorbitant in comparison to the $0.25 one-way fare of the Metromover. This alternative offers the creation of a lower priced monthly Metromover-only pass. According to the 1993 Metromover onboard survey results, 48 percent of the Metromover respondents used Metropass as their method of fare payment. Only 36 percent of Metromover riders paid by cash. Approximately 72 percent of the patrons rode the Metromover five or more days per week. 28 Using the monthly Metropass 48-trip breakeven point as a guide, the cost for a monthly Metromover-only pass would equate to $12.00. The average user of the monthly Metromover-only pass is not envisioned to use Metromover for only 48 trips per month. Frequent users of the extended Metromover system might include business and professional firms with significant movements within the Central Business District, couriers, and users of perimeter parking lots. MDTA has been approached by the Miami-Dade Community College to purchase monthly Metromover-only passes to allow for off-campus perimeter parking for students, faculty and administrative employees. It is recommended that MDT A create a magnetically encoded monthly Metromover-only pass priced at one of the following two options. If MDTA's policy is to offer a monthly Metromover pass as merely a convenience to its patrons, then the cost should be set at $15.00 per· month. This equates to .60 trips in one month in order to break even in comparison to the cash $0.25 fare. This is a reasonable cost for frequent users of the system. It is also expected that many organizations will have many users of one pass. On the other hand, if MDT A's intention in offering this pass is to encourage increased usage of the system by existing riders, attract new riders, market the opening of the extensions and new origins and destinations served, and reduce downtown congestion, then the pass can be more reasonably priced at $10.00 per month. This equates to 40 trips in one month in order to break even. Due to the recommended low price of the pass, it is further recommended that the pass not be discounted. The elderly, disabled and students will still be eligible for the discounted $0.10 cash Metromover fare. The existing Metromover turnstiles and the turnstiles for the Metromover extensions are capable of reading _amagnetically encoded monthly Metromover-only pass. Passes can be sold at the Government Center and downtown area pass/token outlets. The monthly Metromover-only pass can be implemented in approximately six months, including an introductory marketing campaign. This would allow for introduction m September 1994 when the free Metromover fares are scheduled to be discontinued. 29 30 CHAPTER3 ANALYSIS OF IMPACTS OF PROPOSED TRANSFERS BE1WEEN BUS AND MOVER STATION CAPACITY The following sections briefly describe the bus terminal/transfer locations for the Omni and Brickell Metromover Stations. Bus to mover transfers and bus route service levels are presented for each of the two Metromover stations. Figure 6 presents the Traffic Analysis Zones (T AZ) in the CBD, as well as a graphical representation of the Metromover alignment. Omni Station The Omni bus terminal adjacent to the Omni Metromover Station is scheduled to open along with the opening of the Metromover extensions in late May 1994. The Omni bus terminal/Metromover Station is bounded by Biscayne Boulevard, 14th Terrace, Bayshore Drive, and NE 15th Street. The station is immediately south of the Omni shopping center. The Omni bus terminal consists of 10 sawtooth bus bays surrounding an island with shelters and benches. This facility also includes restrooms for the drivers, and a public information booth. Buses will enter and exit the terminal from Bayshore Drive. Twelve routes are scheduled to directly serve the Omni bus terminal when it opens. Eleven of the routes (3, 9, 10, 16, C, K, M, S, T, 93X (Biscayne Max), Flagler Max) continue on to the CBD and are candidates for truncation at the terminal. The remaining route "F" will travel from Miami Beach through the terminal and on to the west. Four other routes (A, 32, 36, 62) will use the Omni area as the end of the line (EOL), but may stop at bus stops on 15th Street. Table 7 presents the weekday bus route volumes for the Omni and Brickell corridor routes which will directly serve the stations during the AM, Midday, and PM time periods. As presented in this table, if no routes are truncated there will be a total of 919 bus trips into the Omni bus terminal in the three time periods combined. As bus routes are truncated only the outbound trips entering the terminal would be eliminated. The highest peak hour bus trips (85) occurs in the PM peak hour. This number represents 8.5 buses per bus bay in the PM peak hour, or one bus entering a bus bay approximately every 7 minutes. 31 FIGURE 6 METROMOVER ALIGNMENT/TAZs 1 •-:pSc•ho-loi•eo••••d-1--+-l_li,Omn/ 686I Ill I - I I _. 685 I I ~--~6=~~~--6-8-8--~~---6-~--~------f------1-----l--- 6" I I I I: 612 _J : _____ J: ____ l,l'IBlcentennlalPark ------I I ------,ii , --Eleventh' 611 ' Street I I I 617 : I I 615 628 621 616 622 \ : I':m 6181fr..~~\~m\\ I 1; --- -. Anna/ ' NE5th St. College_ ._,,.632 NW5th St L-----...L-----fJ!!!Jl!IW'7r---tfl"iStete Plaza ortb ,1 626 628 .. 629 638 631f 625 ~ \..----,._\ 627 NE3rd St. µI ~lltd..!!...-l---~1--~·::!~-r--;:-;-~~~'t-,h!College/ '"' aayalde '---. NW3rd SI. 635 624 Gnt637 636 634 639 , lflrst I 633 c,nt,r 643 646 1 , •street 6471 638 642 • 623 I 648 641 644 645 ~ 1 w.Flaaler St. - 655 651 649 v-- 658 657 I I I I I 666 659 I 661 I I I I = :: -c I .J 668 I .__...... , I 675 a, I V I I 668 I 676 I 688 ------~------___)____ o~~-1 I 1 "lghtb.1-----1------I Street I I I I I '---- 677__ !.,I ______Legend ' I I 669 I Brlel!III - Metrorail I I - Metromover I I I I MetromoverStation I I I I TAIBoundary I I • I I RoadExtension Through TAZs I -----,,-----tJ.1---'4-tFJr,':.~' /- I 678 j 1 32 •..,) TABI.E 7 WEEKDAY BUS ROUTE SERVICE I.EVELS Omni and Brickell Corridor Routes Weekdav Bus Trips (1) AM (6:00am-9:59am) MIDDAY (10:00am- 2:59pm) PM (3:00pm-6:59pm) ROUTE TOTAL PEAKHOUR TOTAL PEAKHOUR TOTAL PEAKHOUR OMNI-CBD ROUTES inbound 129 35 142 28 140 36 outbound 134 36 144 27 135 37 OMNI-THROUGH ROUTES (Routes F, Flagler Max) inbound 20 6 8 1 20 6 outbound 19 7 8 2 20 6 TOTALOMNI inbound 149 41 150 29 160 42 outbound 153 43 152 29 155 43 Total (in & outbound) 302 84 302 58 315 85 BRICKELL-CBD ROUTES inbound 57 16 52 11 58 16 outbound 58 16 54 10 57 16 Total (in & outbound) 115 32 106 21 115 32 Source: MOTA 11-7-93 Rotary 1. Peak Hour for each time period is 7:30am-8:30am; 12:00pm-1:00pm; 4:30pm-5:30pm. 33 If all the corridor routes were truncated then only 459 trips would come through the bus terminal, with a high of only 42 buses per hour in the PM peak hour. This number represents 4.2 buses per bus bay in the peak hour, or one bus entering a bus bay approximately every 14 minutes. This number appears reasonable for 10 bus bays. Only route "A" is scheduled for truncation at the Omni station in conjunction with the opening of the Metromover extensions in May. However, the Brickell Shuttles are planned to be discontinued upon the opening of the Metromover extensions. The next lineup (service change) will occur in July, at which time route 48 is scheduled for truncation at the Brickell Station. With 12 routes scheduled to use the Omni bus terminal when the Metromover extensions open, the following issues need to be considered to operate the terminal effectively until such time as major route truncation occurs: • proper signage is needed to distinguish between inbound and outbound bus routes; • if layover is built into routes as an EOL, this could interfere with the productive use of the bus bay (the on-street bay(s) on 15th Street will be designated for layover buses); • procedures for the quick removal of a broken down bus must be developed to avoid impacting the flow of buses in the terminal. Table 8 presents the anticipated transfers between bus and mover based on the screenline counts of bus passengers detailed in Chapter 1. The passengers in this table only represent the AM, Midday and PM time periods, and assume the truncation of all Omni and Brickell corridor Metrobus routes. Additional transfers (assumed to be 10 percent of the total for the three time periods) can be anticipated on a weekday, occurring in the time periods before 6:00am and after 7:00pm. As shown in Table 8, 25,003 passenger are expected to transfer between Metrobus and Metromover going to or from the CBD in the three peak periods. Adding in the additional 10 percent brings the total number of daily transfers between bus and mover to approximately 27,500. While some Metrobus passengers whose destination is immediately to the south of the Omni terminal may elect to walk to their destination if Omni corridor bus routes are truncated 34 TABLES TRANSFERS BETWEEN BUS AND MOVER EXTENSIONS Omni and Brickell Metromover Stations Weekda Passen ers b Time Period AM MIDDAY PM TOTAL 6-l0am 10am - 3 m 3-7 m PASSENGERS Pass/ Total Pass/ Total Pass/ Total (6am - 7pm) ROUTE Hour Pasaen en Hour Passen en Hour Passen en 3 inbound 108 432 109 545 61 244 1221 outbound 76 304 120 600 127 508 1412 9 inbound 86 344 13 65 29 116 525 outbound 46 184 33 165 76 304 653 0 10 M inbound 51 228 24 120 17 68 416 N outbound 19 76 27 135 46 184 395 I 16 s inbound 106 424 90 450 31 124 998 T outbound 44 176 105 525 64 256 951 A T C I inbound 77 308 82 410 54 216 934 0 outbound 34 136 53 265 51 204 605 N K inbound 98 392 73 365 51 204 961 outbound 29 116 55 275 49 196 587 M inbound 55 220 48 240 35 140 600 outbound 16 64 20 100 20 80 244 s inbound 199 796 287 1435 206 824 3055 outbound 78 312 215 1075 271 1084 2471 T inbound 107 428 50 250 45 180 858 outbound 52 208 38 190 69 276 674 93X inbound 122 488 0 63 252 740 outbound 65 260 0 84 336 596 Subtotal'.· 1474 Omni,.::•· inbound 1015 outbound•:•.• 459 :•:-·• B 8 R inbound 108 432 122 610 74 296 1338 I outbound 111 444 168 840 109 436 1720 C K 24 E inbound 66 264 15 375 45 180 819 L outbound 68 272 103 515 67 268 1055 L 48 s inbound 5 20 18 90 8 32 142 T outbound 21 84 10 50 13 52 186 A T B I inbound 26 104 24 120 41 164 388 0 outbound 71 284 17 85 21 84 453 N Subtotat 2685 1512 6101 Brickell•· inbound• 1195 672 2687 outbound•• ·· 1490 840 3414 TOTAL 1950 7800 1979 9895 1827 7308 25003 inbound 1220 4880 1015 5075 760 3040 12995 outbound 730 2920 964 4820 1067 4268 12008 Source: MDTA Transit Planning and Monitoring, Spring 1993 Survey Inbound - Bus to Mover transfer. Outbound - Mover to Bus transfer. •• Assumes truncation of all Omni and Brickell corridor routes. 35 at the Omni Statiqn, approximately 1,000 passengers are expected to transfer to the Metromover per hour in the AM peak period. As detailed later in this report, the anticipated level of service for the Omni leg of the Metromover is a 3.4 minute headway operating with single car trains with a crush-load capacity of 96 passengers per car. The projected 1,000 passengers per hour therefore correlates to 57 passengers per train. This represents a load factor of 59 percent ( of crush load) for each train. Note that this is an average for the AM peak period; the peak hour load factor will be higher. Also note that the Metromover system is capable of running two car trains should ridership warrant the extra service. Brickell Station The Brickell bus staging area consists of five sawtooth bus bays located on SW 1st Avenue adjacent to the east side of the Brickell Metrorail Station. The Brickell Metromover Station is approximately 400 feet south of the bus bays. The on-street bus bays do not have bus shelters or seats. As shown in Table 7, if no Brickell corridor routes are truncated at the Brickell Metromover Station there will be a total of 336 bus trips into the on-street bus bays in the three peak periods combined. The highest average peak hour number of bus trips is 32, which occurs in both the AM and PM peak periods. This number represents 6.4 buses per hour per bus bay, or approximately one bus using a bus bay every 9.5 minutes. The current five bus bays should have no problem handling the current level of service, and upon truncation of Brickell corridor bus routes, should be able to operate very efficiently. As presented in Table 8, 205 Metrobus passengers are expected to transfer to the Metromover per hour in the AM peak period. An even greater number (239) are expected to transfer per hour in the Midday period. As detailed later in this report, the anticipated level of service for the Brickell leg of the Metromover is a 3.4 minute headway operating with single car trains. Based on a Metromover crush-load car capacity of 96 passengers, the 239 passengers per hour in the Midday correlates to 14 passengers per car, or a load factor of 15 percent. Again, the load factor for the single busiest hour in the Midday period will be higher. 36 TRAVELTIME IMPACTS Metromover Operating Characteristics The Metroniover guideway consists of a two track, 1.9 mile loop through the core of the Miami CBD. In late May 1994 two extension legs to the original guideway will open. These legs consist of a two track, 1.1 mile extension south of the loop through the Brickell business district, and a two track, 1.4 mile extension north from the loop to the Omni area. There are a total of 21 stations, with nine stations serving the core loop, and six serving each of the Brickell and Omni extension legs. Figure 6 details the guideway alignment and station locations for the entire Metromover system. The Metromover system, including the two extensions, is proposed to continue to operate revenue service during the same hours as the Metrorail system. The proposed span of service is from approximately 5:30am to midnight seven days a week. Service start and/or end times will be modified as demand changes and when special events occur. The existing Metromover system operates an outer loop in a counter-clockwise direction, and an inner loop in a clockwise direction. The two extension legs will utilize the outer loop portion of the existing system. The Omni extension starting at the School Board station will travel through the five remaining extension stations, enter the outer loop in a counter clockwise direction and proceed to the College North Station. The Omni route will then follow the outer loop of the core system, exit the core loop after serving the College/Bayside station, and then travel north back to the School Board station. The total Omni outer loop round trip travel time is approximately 27 minutes. The Brickell extension starting at the Financial District Station will travel through the five remaining extension stations, enter the outer loop of the core system in a counter-clockwise direction and proceed to the Knight Center Station. The Brickell route will then continue counter-clockwise around the outer loop and enter back into the Brickell extension after serving the Third Street Station (formerly Fort Dallas Park). The total round trip running time for the Brickell outer loop is approximately 24.5 minutes. The inner loop routing of the core system will not be affected by the two extension legs. As currently envisioned, both the Omni and Brickell outer loop service will operate on a 3.4 minute headway during the AM (7:00-9:30), and PM (3:30-7:00) peak periods. Service in the Midday period (9:30am-3:30pm) will operate on a 4.2 minute headway. Service prior 37 to the AM peak or after the PM peak will operate on a 5.8 minute headway. The combined headway on the outer loop will be 1.7 minutes in the AM and PM peak periods, and 2.1 minutes in the Midday peak period. The inner loop service will operate with a 2.2 minute headway in the AM and PM peak periods, and a 2.7 to 3.6 minute headway at other times. Metrobus and Metromover Travel Times Table 9 details the AM peak period inbound total travel times to the core CBD Traffic Analysis Zones (T AZ) via Metrobus or Metromover. The Metromover travel times are subsequent to the opening of the two extension legs. The Metrobus travel times are previous to the opening of the extensions. Both travel times include transfer time, wait time, and walk time. Wait time, whether for Metrobus or Metromover is equal to one-half the headway time for that mode. The total travel times are to the centroid of a T AZ from either the nearest bus stop or Metromover station. Walk times were calculated at a speed of 2.5 miles per hour. Metromover travel times assume a two minute walk time from the Omni bus terminal to the Metromover platform (4 minutes from the Brickell bus stop), and a 1.7 minute wait time to board either of the Metromover legs. The Metromover station to station travel time is derived from recent computer simulation runs (see Appendix C). Finally, a one minute egress time is assumed from the Metromover station to the street, and the walk time to the zone centroid is added to complete the trip. Many Metromover travel times included either a transfer to the other Metromover extension leg, or a transfer to the inner loop if such a transfer would result in a travel time savings. For example, a passenger making a Metromover trip to Government Center from the Brickell Station would include a transfer to the inner loop at the Knight Center Station, as opposed to travelling the entire outer loop back and around to Government Center. A transfer to the inner loop includes a 1.1 minute wait time for the next Metromover car (the inner loop operates at a 2.2 minute peak headway). It is assumed that passengers travelling to the College/Bayside, First Street, or Bayfront Park Stations from the Omni leg would transfer to the inner loop at the College North 38 ....,, TABLE9 TOTAL TRAVEL TIMES TO CBDTAZs ( AM Peak Period) Total Travel Time (mi■ .) Total Travel T"UDe(mi ■.) Total Travel Time (mi■ .) Via Metrobus Total Travel Tame (mi■.) Vaa Metrobas Via Metromover OMNI CORRIDOR ROUTES Via Metromover BRICKELL CORRIDOR ROUTES OMNI 1. 16, 93X. I BRICKELL TAZs STATION 1 C, M, S 9. 10 K,. ~ STATION 8 24 48 B] 611. 16.3 1~,S 11..a 11:8 ,:p • . 22.11> • .. :z,.8 33.2 30_7 ci1i 11.i 6.0 3.8 3.8 28.4 . 20.3 22.3 263 21. 7 616 J6.i • f ••<.to.a · 8.S .• a::s• · ·· •· ><~o J4j; > <2i2 ~-7 21.s 617 13.4 7.3 S.7 S.3 23.3 14.S 21.S 23.8 20.S 618 10:t · · :1:z:.: .· : 5,3 . • · ..· •··t-8 ·••·•··• ·.•·:••····••,....•t••8'.:r·· 11:1:/ }/ ..13;3· ·.•:· 22.2 ··ts.a 619 14.6 9.8 9.0 9.S 19.8 1.fr ·· · i!i:is is.a 21.0 62$ 17.!l> /~i~ ··< 14:11. >µ;~.··.>·· ..•.<·••< • zj'.f/> iili:cH .)tll.2 ••< lt'r 11.0 626 is.i 16.2 13.S 12.8 21.S is.S is.3 11.il. . 16:2 .• 627. IS.II•·•·· ·.•• .,..,1s,1i \ i::: :>12.:s .. ••••·./,•~7.··••:••... •••':::\\\••2.!!,:l.• ·• • :.:s:~ J::,>•• :11j:i .. / •.•.••. 1s., 14.8 628 14.2 13.2 10.6 10.2 20.1 12.8 17.7 16.3 tS.2 6:ZII 13.s •·.. ·•·••/\ll,I! '· ' ....·\J.t·· · ·• •· i7_.•••:...... ··•·•·••••••'.:.•:•.•••·•t•(})!J/t):.•.,. ·. \ll!;S • . M;C! . >• )41., 1,.0 630 16.4 9.0 S.6 S.3 19.7 10.3 14.7 16.7 18.S •··•··63L 1$.3 . ·•.·•.15;1,.:.•.....<...... ;_;.. ··••·••·•·•ii:.,:..· ...... •.•·<·<<• 39 Station. Similarly, passengers travelling to the Miami Avenue or Government Center Station from the Brickell leg would transfer to the inner loop at the Knight Center Station. A transfer to another leg of the system is assumed to occur at the Third Street Station (formerly Fort Dallas Park) for an Omni to Brickell transfer, and at the College/Bayside Station for a Brickell to Omni transfer. Both transfers include a 1.7 minute wait time for the next Metromover car. Bus to bus transfers in the CBD include the transfer time of one-half the headway of the route the passenger is transferring to. This occurs for Brickell route passengers destined to zones in the north Omni area, and for Omni corridor bus passengers destined to a southern Brickell area TAZ. As shown in Table 9, in all but two T AZ's of the Omni corridor, and eight in the Brickell corridor, the total travel time for Metrobus is less than Metromover in travel to the zone centroid. The main difference in travel time between Metrobus and Metromover is accounted for by the transfer walk time from Metrobus to the station platform, the wait time for the next Metromover train, and the egress walk time back to street level from the platform. Metromover travel times will also be more consistent than bus when considering traffic accidents and delays caused by bridge openings. Table 10 presents the AM peak period through trip travel times for Metrobus passengers prior to the opening of the Metromover extensions. This information was taken from 1992- 1993 MOTA Section 15 ridecheck reports. For purposes of comparison to the Metromover through trip travel time, these times are in-bus travel time only and do not include the wait time in transferring from one route to another. As can be seen from the table, total travel time from the Omni Terminal to the Brickell Terminal ranges from 15 to 17 minutes. Total travel time from the Brickell bus stop area to the Omni terminal ranges from 19 to 25 minutes. As noted in the table, the travel time from the CBD terminal to Omni or Brickell represents an average for the routes serving those corridors in an outbound direction. Table 10 is derived from information developed and presented in Table 3 of Chapter 1. Similar to the previous table, Table 11 presents the AM peak period through trip travel time via the Metromover system. Total travel time is presented for the six possible bus/mover trip paths. Travel times range from a low of 16.8 minutes for the trips from the Omni terminal to the CBD bus Terminal and from the CBD bus terminal to the Brickell bus stop, to a high of 26.4 minutes from the Brickell bus stop to the Omni bus terminal. 40 ...... ,:. TABLE 10 AM PEAK PERIOD THROUGH TRIP TRAVEL TIME VIA BUS ( Current Conditions) Minutes Omni to CBD Terminal Brickell to CBD CBD Terminal Area TOTAL ROUTE#'s CBD Terminal to Brickell (1) Terminal Area to Omni(2) TRAVELTIMB 3, 16, 93X, C, M, S 10 7 - - 17 9, 10 8 7 - - 15 K, T 9 7 - - 16 ------ 8 - - 16 ·9 25 24 - - 12 9 21 48 - - 10 9 19 B - - 13 9 22 ------Transferring NA 7 7 from western routes 2, 7, 11, 21, 77 NA 9 9 ** For comparsion to Mover travel times neither table contains wait time for transfer to bus. 1. Average AM peak period outbound travel time for Brickell corridor routes. 2. Average AM peak period outbound travel time for Omni corridor routes. 41 TABLE 11 AM PEAK PERIOD THROUGH TRIP TRAVEL TIME VIA MEfROMOVER Minutes Walk Time Wait Time Mover Walk Time Mover to Mover Mover Walk Time TOTAL TRIP (PATH} To Mover For Mover Travel Time To Bus Transfer Time Travel Time To Bus TRAVEL TIME OMNI BUS TO CBD BUS (Bus to Omni Mover to 2 1.7 9.1 4 NA NA NA 16.8 Government Center to CBD Bus Terminal) OMNI BUS TO BRICKELL BUS (Bus to Omni Mover to Third St. 2 1.7 11.2 NA 1.7 5.7 4 263 Station to Brickell Mover to Brickell to Bus) ------· BRICKELL BUS TO CBD BUS (Bus to Brickell Mover to Knight Center 4 1.7 5.6 NA 1.1 3.1 4 19.5 Station to Inner Loop to Government Center to Bus) BRICKELL BUS TO OMNI BUS (Bus to Brickell Mover to College 4 1.7 10 NA 1.7 7.0 2 26.4 Station to Omni Mover to Omni to Bus) ------· CBD BUS TO BRICKELL BUS (Bus to CBD Bus Terminal to Government 4 1.7 7.6 4 NA NA NA 17.3 Center to Mover to Brickell Mover to Brickell Bus Stop) CBD BUS TO OMNI BUS (Bus to CBD Bus Terminal to Government 4 1.1 3.2 NA 1.7 7.2 2 19.2 Center to Inner Loop to College/Bayside Station to Omni Mover to Omni to Bus) (Metromover to Metrorail) Walk Time Wait Time Mover Walk Time TOTAL To Mover For Mover Travel Time To Metrorail TRAVEL TIME OMNI BUS TO MEfRORAIL (Bus to Omni Mover to Government 2 1.7 9.1 1 13.8 Center to Metrorail) 42 Also presented in Table 11 is the Metromover to Metrorail total travel time from the Omni bus terminal to the Government Center Rail Station. Total travel time for this trip is projected to be 13.8 minutes in the AM peak period. Table 12 compares the Metrobus and Metromover travel times presented in the previous two tables. For purposes of comparison, the trip path destined to the CBD assumes the passenger is going to the Government Center. A three minute walk time is assumed from the CBD bus terminal to the ground floor of the Government Center. Also, a one minute walk time is assumed from the Metromover to the ground floor of Government Center. As can be seen from this table, the Metrobus total trip times are faster than the Metromover, ranging from 0.2 to 11.2 minutes faster. This does not necessarily imply that the Metrobus is a faster mode as it relates to average speed, only that the total trip times which include the walk times and wait times associated in transferring from bus to mover create an overall longer travel time by Metromover. A patron travelling from Omni to Government Center to transfer to Metrorail can make the trip by Metromover in approximately the same time as bus. Given the variations in the bus travel times and the number of assumptions required for an analysis of this type, a difference of under two minutes is considered marginal. RECOMMENDATIONS Based on the information presented in Chapters 1 and 3, the following recommendations are made regarding the issue of Metrobus route truncation related to the opening of the Metromover extensions. Truncation of Metrobus Service As stated earlier, the FEIS assumed the truncation of Metrobus service prior to entering the CBD. In this scenario the Metromover system would be the distributor for Metrobus riders, similar to its current function for Metrorail riders. In order to lessen the impact of truncating all of this Metrobus service at once, it is recommended that the service truncations be phased in over an approximate two year time period after the opening of the Metromover extensions in late May 1994. Table 13 presents a process for prioritizing the Omni and Brickell corridor bus routes for truncation. Routes are prioritized only within the specific corridor. Factors considered in the prioritization process include total daily ridership, percentage of patrons who are over 65 years old or who have a physical disability, transfers, and difference in travel time 43 TABLE12 AM PEAK PERIOD TRAVEL TIME COMPARISONS (Bus/Metromover Extensions) TRAVEL TIME (min.) TRIP PATH MOVER ONLY BUSONLY DIFFERENCE Omni Bus Terminal to Government Center - Routes 3, 16, 93X, C, M, S 13.8 13 +0.8 - Routes 9, 10 13.8 11 +2.8 - Routes K, T 13.8 12 +1.8 Omni Bus Terminal to Brickell Bus Terminal - Routes 3, 16, 93X, C, M, S 26.2 17 +9.2 - Routes 9, 10 26.2 15 +11.2 - Routes K, T 26.2 16 +10.2 Brickell Bus Bays to Government Center -8 16.2 14 (1) +2.2 -24 16.2 15 +1.2 - 48 16.2 13 +3.2 -B 16.2 16 +0.2 Brickell Bus Bays to Omni Bus Terminal -8 25.9 25 +0.9 -24 25.9 21 +4.9 - 48 25.9 19 +6.9 -B 25.9 22 +3.9 * Assumes a 1 minute walk time from mover to ground tloor of Government Center. * Assumes a 3 minute walk time from CBD bus terminal to ground tloor of Government Center. 1. Assumes riders on route 8 would walk to Government Center from NE 1st Ave & 1st Street instead of travelling loop to bus terminal. 44 = TABLE 13 PRIORITIZATION OF ROUTE TRUNCATION Omni and Brickell Corridor Routes AM PBAlt PBlllOD AM PBAlt PBlllOD (4) .,.op CHA.NOB IN AVBllAOB CHA.NOB IN AVBllAOB .. .. OP THROUGH THROUGH BUS TO TRAVBLTIMI! TllAVl!LTIMB TOTAL Wl!BltDAY Sl!NIOR BUS TO Wl!STBOUND BUS TRANSPBRS .. OPTHllOUOH TO GOV. CBNTBR (3) TO OOV. CBNTBll llOUTB lllDBllS TO/PllOM OR W/PHYSICAL BUSROUTI! BBTWl!BN BUS TO Ml!TllOllAIL MOVBR VS. BUI MOVBR VS. BUS AVBRAOB PRIORITY # CBD I Raat DISABILITY 2 Raat TRANSPBRS R1at OMNI/BlllCKBLL Ra ■ t TllANSPBllS llaat 1 ■ -vclliiclc aiautca Ra ■ t Paaeaaer aiautca Rant llANltlNO RANKING 3 2,896 9 10% 3 1% 1 9% 8 6% 10 0.8 1 346 4 5.1 6 9 1,29(j 3 13% 7 3% 7 9% 8 . ~$% 1 2:s 9 963 10 6.4 10 10 892 1 10% 3 3% 7 4% 1 16% 2 2.8 9 638 7 4.3 4 16 2,151 8 7% i 3% 7 5% 7 8% 5 Q-8 L' 339 3 3.9 3 OMNI C 1,693 6 13% 7 2% 3 11% 10 9% 4 0.8 1 246 2 4.7 5 CORRIDOR K 1,703 7 12% 5 2% 3 8% 6 /8% 5 p~.·... 1 706 8 5.9 8 ROUTES M 928 2 13% 7 1% 1 7% 4 7% 7 0.8 1 176 1 3.3 1 s 6,079 10 18% 10 2% 3 5% 2 •7% 7 9;g 1 637 6 5.6 7 T 1,685 5 12% 5 2% 3 8% 6 7% 7 1.8 7 770 9 6.0 9 93X 1,336 4 8% 2 3% 7 7% 4 J2% 3 ()'.8 r 39() 5 3.7 2 8 3,364 4 14% 3 3% 1 15% 3 10% 1 2.2 3 950 4 2.7 3 BRICKELL 24 2,061 3 13% 1 5% 4 1§% 4 .•1% 3 t2 317 3 2,9 4 CORRIDOR 48 361 1 13% 1 3% 1 8% 1 3% 2 3.2 4 64 2 1.7 1 ROUTES B 925 2 16% 4 4% 3 13% 2 t% 3 Q,Z f 21 i 2.3 2 l. Ridership by route from screenline counts for AM, Midday, and PM peak periods, factored up 10% for total weekday ridership. 2. From 1993 Metrobus Onboard survey. 3. Assumes average rider from Omni or Brickell travels to the Government Center. 4. Weighted by multiplying difference in Mover/Bus "travel time" times total inbound AM peak period ridership. 45 between the mover and bus. While no single measure is specifically weighted to give it . more importance, three measures include transfer activity, and two measures include travel time comparisons. Routes were ranked from 1 to 10 (1 to 4 for Brickell corridor routes), and an average ranking was derived from the scores. As can be seen from Table 13, routes M, 16, and 93X (Biscayne Max) are ranked in the top third for route truncation in the Omni corridor. Route 48 ranks the highest in the Brickell corridor, with route B the second highest. Aside from the technical process of ranking the routes for truncation, another factor to be considered in the prioritization of the routes is whether there is other bus service on this particular alignment into the CBD. Initially this is not an issue for the top three Omni corridor, or top two Brickell corridor routes recommended for truncation. Regarding the issue of whether to truncate all of the Omni and Brickell corridor routes as assumed in the FEIS, it is recommended that MOTA monitor the bus and mover ridership into the CBD and transfer activity after the first phase of truncations to see: • if patrons of the truncated routes are transferring to the Metromover or to another bus destined to the CBD; • if patrons of non-truncated routes are transferring to the Metromover. Based on the travel behavior of riders and other efficiency considerations, the decision of which additional routes to truncate can be made at that time. It is recommended that any service miles truncated as a result of the Metromover extensions be put back into Metrobus service which was truncated. This will allow the bus service to the perimeter of the CBD to be improved, reducing the headway, which in turn decreases a patron's total travel time. This can help to offset both the inconvenience of transferring to the Metromover at Omni and Brickell, and the corresponding added travel time in making the transfer. A final consideration in the decision to truncate bus routes is the possibility of encouraging renewed illegal jitney activity. The illegal jitneys have virtually disappeared from downtown over the past 18 months, due to the post-hurricane FEMA sponsored service, passage of stricter legislation, and increased enforcement. If routes are truncated, illegal jitneys may 46 attempt to re-enter certain corridors and compete by offering direct service to the CBD. Thus, any truncation of routes must be closely monitored, and enforcement strategies must be planned in advance. Currently 10 of the 15 Metrobus routes analyzed operate service into or out of the CBD earlier or later than the proposed operating hours (5:30am-Midnight) for the Metromover system. It is recommended that the service hours in the operation of the Metromover be revised to reflect the extended hours of the Metrobus service. If this is not possible, then these 10 routes must continue to operate into the CBD during the late night and early morning hours. It will be necessary to reroute these buses in that the existing route and corresponding signage will have been eliminated once the bus route truncation is completed. Further, it is important that the service be clearly marked on the schedules so as not to confuse the riders into thinking the service continues into the CBD at all hours. Finally, bus stop signage will be necessary in the core of the CBD to allow for boardings and transfers, while at the same time making it clear that these routes only serve these stops when the Metromover is not in scheduled operation. 47 APPENDIX A DOWNTOWN MIAMI METROBUS SURVEY RESULTS BY ROUTE A-1 Figure A-1 Downtown Miami Metrobus User Survey Route 3 Fare Type Paid Discounted Fare Cash 9% No Token 75% Transfer to/from Metrobus 11% Yes 25% Transfer to/from Metrorail 8% I Metropass 361/o Mode of Access / Egress Walk 0-3 blocks Walk more than 3 blocks Be picked up / Dropped off Transfer to I from Metrobus 32% Transfer to I from Metrorail Transfer to I from Metromover Will use Metromover extension Will use Metromover extension If it saves time If the transfer is free Yes Yes 83% 78% No No 22% 17% A-2 Table A-1 Route 3 Origin / Destination by TAZ' s T AZ Frequency Percent 612 11 6.9 ··••.·1.0 7.0 8.3 ···••·••··•a40> >t•l$t3.· 642 13 8.3 644 ·13•·. 8~3. 652 13 8.3 657 11 6.9 660. .. . 11 7.0 > 13 )•··<.\8.3 A-3 Figure A-2 Downtown Miami Metrobus User Survey Route 8 Fare Type Paid Discounted Fare Cash No 70% Transfer to/from Metrobus · Yes 30% Metro pass Mode of Access / Egress Walk 0-3 blocks Walk more than 3 blocks Be picked up / Dropped off Transfer to I from Metrobus Transfer to I from Metrorail Transfer to I from Metromover Will use Metromover extension Will use Metromover extension If it saves time If the transfer is free Yes 70% No No Yes 33% 30% 67% A-4 Table A-2 Route 8 Origin / Destination by T AZ' s T AZ Frequency Percent 618 17 2.9 ······•·628\·.•<········ ····•·•1;7 630 35 5.8 634 17 2.9 ·•···s3·5.)••••>\r·•··•·•···\•> 46 <{·••·· .)7\5 637 18 2.9 638 35 2~.9 640 53 8.7 641 18 .2 •.9. 642 35 5.8 644<..... ·... ··...... • /105> ...••../ ....J7,.4 645 35 5.8 655 39 ··? ass>>···. •·• i 1s 657 37 A-5 Figure A-3 Downtown Miami Metrobus User Survey Route 9 Fare Type Paid Discounted Fare Cash Token Transfer to/from Metrobus No Yes 78% 22% Transfer to/from Metrorail Metropass Mode of Access/ Egress Walk 0-3 blocks 35% Walk more than 3 blocks Be picked up / Dropped off Transfer to I from Metrobus Transfer to I from Metrorail Transfer to I from Metromover Will use Metromover extension Will use Metromover extension If it saves time If the transfer is free Yes 74% Yes No No 66% 34% 26% A-6 Table A-3 Route 9 Origin / Destination by T AZ' s TAZ Frequency Percent 629 5 4.7 638 9 9;4. 640 5 4.7 •·< ••4~7 644 18 18.0 s4-t... ••>>< <•·>>•·••·• ..> Xis+•• ••·••<•< A-7 Figure A-4 Downtown Miami Metrobus User Survey Route 10 Fare Type Paid Discounted Fare Cash Token Transfer to/from Metrobus No 84% Transfer to/from Metrorail Metro pass 26% Mode of Access I Egress Walk 0-3 blocks Walk more than 3 blocks Be picked up / Dropped off Transfer to I from Metrobus 351/o Transfer to I from Metrorail Transfer to I from Metromover Will use Metromover extension Will use Metromover extension If it saves time If the transfer is free Yes 81% Yes 68% No 32% No 19% A-8 Table A-4 Route 10 Origin / Destination by .TAZ' s TAZ Frequency Percent 629 8 14.0 630 8 14.0 639 8 14.0 640 11 18.7 643 13 22.& 647 1 1.0 -651 8 14.0 655 1 2.0 A-9 Figure A-5 Downtown Miami Metrobus User Survey Route 16 Fare Type Paid Discounted Fare Cash No Token 73% Transfer to/from Metrobus Yes 27% Transfer to/from Metrorail Mode of Access/ Egress Walk 0-3 blocks Walk more than 3 blocks Be picked up / Dropped off Transfer to I from Metrobus Transfer to / from Metrorail Transfer to I from Metromover 0% Will use Metromover extension Will use Metromover extension If it saves time If the transfer is free Yes 78% No Yes 35% No 65% 22% A-10 Table A-5 Route 16 Origin / Destination by T AZ' s T AZ Frequency Percent 633 6 3.1 /< /•·••a4r······· 644 11 5.9 645 s>·· ·4:.0 648 13 6.7 649 >8 4~0 651 8 4.0 668 8 4.0 A-11 Figure A-6 Downtown Miami Metrobus User Survey Route 24 Fare Type Paid Discounted Fare Cash No Token 69% Transfer to/from Metrobus · Yes Transfer to/from Metrorail 31% Metro pass Mode of Access/ Egress Walk 0-3 blocks Walk more than 3 blocks Be picked up / Dropped off Transfer to / from Metrobus 8% Transfer to I from Metrorail Transfer to / frpm Metromover Will use Metromover extension Will use Metromover extension If it saves time If the transfer is free Yes 75% Yes No No 67% 33% 25% A-12 Table A-6 Route 24 Origin / Destination by TAZ' s TAZ Frequency Percent 617 6 3.0 $)Jr >· . 2~2 634 13 6.0 640 33 15.2 641 5. 2~2 644 7 3.1 650 5 2.2 655 64 29.6 ·...• > 656. /·· V.·•·••••··C·••·<.3/0 657 26 12.0 A-13 Figure A-7 Downtown Miami Metrobus User Survey Route 48 Fare Type Paid Discounted Fare Cash 50% No Token 72% Transfer to/from Metrobus Yes 28% Transfer to/from Metrorail Metropass Mode of Access I Egress Walk 0-3 blocks 351/o Walk more than 3 blocks ~1;;)0( -..o.AAp Be picked up / Dropped off Transfer to I from Metrobus 45¼ Transfer to I from Metrorail 3% I Transfer to I from Metromover 0% Will use Metromover extension Will use Metromover extension If it saves time If the transfer is free Yes 80% No 16% Yes 84% No 20% A-14 Table A-7 Route 48 Origin / Destination by T AZ' s TAZ Frequency Percent 3 6.6 3/. 6:6 1 1.8 652 2 3.6 653 6> ·· 1a.1 655 4 8.4 656 2 3.6 657 10 20.8 A-15 Figure A-8 Downtown Miami Metrobus User Survey Route 93 Fare Type Paid Discounted Fare Cash 9% Token Yes Transfer to/from Metrobus 15% No 85% Transfer to/from Metrorail Metropass Mode of Access/ Egress Walk 0-3 blocks 4 % Walk more than 3 blocks Be picked up / Dropped off 0% Transfer to I from Metrobus 28% Transfer to I from Metrorail 21% Transfer to I from Metromover 0% Will use Metromover extension Will use Metromover extension If it saves time If the transfer is free Yes 77% Yes 71% No No 29% 23% A-16 Table A-8 Route 93 Origin / Destination by T AZ' s T AZ Frequency Percent 616 14 4.7 653 12 4.2 657 12 4;2 664 37 12.9 665 12 4;2 A-17 Figure A-9 Downtown Miami Metrobus User Survey Route B Fare Type Paid Discounted Fare Cash 42% Token Yes Transfer to/from Metrobus No 79% 21% Transfer to/from Metrorail Metro pass Mode of Access/ Egress Walk 0-3 blocks 25% Walk more than 3 blocks Be picked up / Dropped off Transfer to / from Metrobus Transfer to / from Metrorail Transfer to / from Metromover 0% Will use Metromover extension Will use Metromover extension If it saves time If the transfer is free Yes Yes 76% 73% No No 24% 27% A-18 Table A-9 Route B Origin / Destination by T AZ' s Frequency Percent 3 1.5 640 3.7 .·. 641 .·.···•••••/2C3 642 16 9.7 644 fl €L4 645 8 4.8 . < .64,E:3/ . ··• i\8 < 4}6< 649 3 1.7 A-19 Figure A-10 Downtown Miami Metrobus User Survey Route C Fare Type Paid Discounted Fare Cash 3 % No Token 73% Transfer to/from Metrobus Yes 27% Transfer to/from Metrorail . Metropass 24% Mode of Access./ Egress Walk more than 3 blocks Be picked up / Dropped off Transfer to I from Metrobus Transfer to I from Metrorail Transfer to I from Metromover Will use Metromover extension Will use Metromover extension If it saves time If the transfer is free Yes 79% 1% No 21% Yes A-20 49% Table A-10 Route C Origin / Destination by T AZ' s T AZ Frequency Percent 636 14 3.8 aa1?·•····· ···2s<· a.a 640 83 23.5 ·•···•·•••641<·•••·•••··.··••••·••••·•·•••••>•••••>. <10$/<· •••••••·••••••·••••••28/8 642 14 3.8 ·544 645 42 11.8 646 14 3.8 657 23 6.3 658 8 2.2 A-21 Figure A-11 Downtown Miami Metrobus User Survey Route K Fare Type Paid Discounted Fare Cash 50% No Token 71% Transfer to/from Metrobus Yes 29% Transfer to/from Metrorail Metropass1mt12~o/c~o---J--~ Mode of Access I Egress Walk 0-3 blocks 40¼ Walk more than 3 blocks Be picked up / Dropped off 0% Transfer to I from Metrobus Transfer to I from Metromover 0% Will use Metromover extension Will use Metromover extension If it saves time If the transfer is free Yes , 76% Yes 70% No No 30% 24% A-22 Table A-11 Route K Origin / Destination by T AZ' s T AZ Frequency Percent 618 44 11.9 ·····•··•·•··<534•···•··· ....·· 2;l 635 41 11. 1 •·•·11c9 2.1 13.2 ···.>2:9 4.2 36.2 A-23 Figure A-12 Downtown Miami Metrobus User Survey Route M Fare Type Paid Discounted Fare Cash 42% Token 11% Yes Transfer to/from Metrobus No 79% 21% Metropass Mode of Access I Egress Walk 0-3 blocks Walk more than 3 blocks Be picked up / Dropped off Transfer to I from Metrobus Transfer to I from Metrorail Transfer to / from Metromover Will use Metromover extension Will use Metromover extension If it saves time If the transfer is free Yes 72% Yes 71% No 28% No 29% A-24 Table A-12 Route M Origin / Destination by T AZ' s T AZ Frequency Percent 625 5 2.9 ....• 626 <·•·· 8.3 628 11 6.1 638 2 1.2 ·········•••?•64cr.·/ ..··.· ······•>······•·· rao \/a$.a 641 11 6.1 643 rr 6~1 644 4 2.3 ..645 T 4~1 648 7 ...... 3.7 649/ ..··· .2<.< .\ 1\2· 650 2 1.2 A-25 Figure A-13 Downtown Miami Metrobus User Survey Route S Fare Type Paid Discounted Fare Cash Token No 76% Transfer to/from Metrobus 12% Yes 24% Transfer to/from Metrorail · 10% Metropass Mode of Access I Egress Walk 0-3 blocks Walk more than 3 blocks Be picked up / Dropped off Transfer to I from Metrobus Transfer to I from Metrorail Transfer to I from Metromover Will use Metromover extension Will use Metromover extension If it saves time If the transfer is free Yes 79% No Yes 36% No 64% 21% A-26 Table A-13 Route S Origin / Destination by T AZ' s TAZ Frequency Percent 617 31 5.9 •·····•·····•>/640\ ··•·••··.••••>••1••60>•r••••·•••••••••i•S:;3 641 108 20.9 644 < /648 >i 651 653 657 A-27 Figure A-14 Downtown Miami Metrobus User Survey Route T Fare Type Paid Discounted Fare Cash Token No 77% Transfer to/from Metrobus Yes 23% Transfer to/from Metrorail Metro pass Mode of Access / Egress Walk 0-3 blocks Walk more than 3 blocks Be picked up / Dropped off Transfer to I from Metrobus Transfer to I from Metrorail Will use Metromover extension Will use Metromover extension If it saves time If the transfer is free Yes 77% Yes No No 67% 33% 23% A-28 Table A-14 Route T Origin / Destination by TAZ' s TAZ Frequency Percent 617 8 2.4 618>····· ··>12 .··.•s:1 626 8 2.4 630 2.4 532)·. ../3(7 634 9 2.7 ··eas··.. ··15 5 •.1 640 45 14.1 641 25 7.7 642 9 2.7 644> .37 ll.4 645 43 13.5 649 ..)est>.< . 652 12 3.7 .•/554•.•··••··· ···•···········•·•·•·•12<•· ...... ·••··· 3;7 655 5 1.6 ·6!57 >2t •...... 6{6 A-29 APPENDIX B DOWNTOWN MIAMI METROBUS SURVEY B-1 B-2 (Inbound) METRO-DADE TRANSIT AGENCY Downtown Miami Metrobus User Survey Dear Metrobus Rider: The Metro-Dade Transit Agency would like information about your use of the Metrobus system to help us improve your se_rvice. Please help us by completing the survey and returning it to the surveyor on the bus. Thank You! 1. What is the number /letter of the route you are currently riding? 2. What fare payment method did you use when you boarded this bus? Cash Transfer from MetroBus Metropass Token Transfer from Metrorail 3. Did you pay a discounted (half price) fare on this trip? Yes No 4. When you get off this bus how will you get to your final destination? Walk O - 3 blocks Transfer to Metrobus Walk more than 3 blocks Transfer to Metrorail = Be picked up Transfer to Metromover 5. If you are transferring to another Metrobus in downtown Miami, what is the route number you are transferring to? __ _ 6. When the Metromover Omni and Brickell extensions open in May 1994, will you transfer to the Metromover to complete your trip: If it saves time? Yes No If the transfer is free? Yes No 7. If a location in downtown Miami is your final destination of this trip after you get off the bus, please mark an X on the specific block of this final destination on the Map on the other side of this survey or write in the nearest street intersection in the space below. METRO-DADE TRANSIT AGENCY Encuesta al Usuario del Metrobus de Downtown Miami Querido Usario del Metrobus: La Agenda de Transito de Metro-Dade requiere informaci6n acerca del uso que usted hace del sistema de Metrobus para mejorar el servicio del mismo. Ayudenos a completar esta encuesta y devuelvala a la persona respectiva en el bus. iGracias ! 1. lCual es el(los) numero(s) 6 la(s) letra(s) de la ruta que usted esta usando actualmente? 2. lOue tipo de pasaje adquiri6 al abordar este bus? Efectivo Transferencia desde MetroBus Metropass Token -- Transferencia desde Metrorail 3. lPag6 usted un pasaje de descuento (mitad de precio) en este viaje? Si No 4. lC6mo llegara a su destino final al bajarse de este bus? Caminara O - 3 cuadras Hara Transferencia con Metrobus Caminara mas de 3 cuadras Hara Transferencia con Metrorail Le vendran a recoger Hara Transferencia con Metromover 5. Si usted va a hacer conexi6n con otro Metrobus en downtown Miami, indique el numero de la ruta al cual se transferira? --- 6. Al abrirse las extensiones del Metromover localizadas en Omni y Brickell, en Mayo del '94, indique porque usted utilizari a el Metromover para completar su viaje: Si le ahorra tiempo Si No Si la transferencia es gratis Si No 7. Si el destino final de este viaje, luego de bajarse del bus, se encuentra en downtown Miami, marque con una X la cuadra (block) correspondiente a dicho destino en el Mapa ubicado al reverso de esta encuesta oescriba debajo de este parrafo el nombre de las calles de la intersecci6n mas cercana. (Map on reverse side/Mapa al dorso) B-3 Downtown Miami Metrobus User Survey (Destination Map\Mapa de destino) n OTIST · ttTN ... ,c V ,.. tfll Sf · .. ,...... ◄ H ...I tTI ST i: 5 ,c> = = z w - I ITI ST 1THSTi ITII - II.I :z TH NE 7TH ST ...... ME 6 H ST - •• THST I[ 111 ST ...... I 4TII .. • 4T s ~ ' = ..= Q ,m T - umn - "' - ~ :s z -i: HD SJ < m ST :c ..V z EISTST. E FLA ER ST s 1ST ST D ST SI 4THSf 7TH s B-4 (Outbound) METRO-DADE TRANSIT AGENCY Downtown Miami Metrobus User Survey Dear Metrobus Rider: The Metro-Dade Transit Agency would like information about your use of the Metrobus system to help us improve your service. Please help us by completing the survey and returning it to the surveyor on the bus. Thank You! 1. What is the number /letter of the route you are currently riding? 2. What fare payment method did you use when you boarded this bus? Cash Transfer from MetroBus Metropass Token Transfer from Metrorail 3. Did you pay a discounted (half price) fare on this trip? Yes No 4. How did you get to the bus stop for this trip? Walked O - 3 blocks Transferred from Metrobus Walked more than 3 blocks Transferred from Metrorail = Dropped off Transferred from Metromover 5. If you transferred from another Metrobus in downtown Miami, what is the route number you transferred from? __ _ 6. When the Metromover Omni and Brickell extensions open in May 1994, will you use the Metromover for the downtown portion of your trip: If it saves time? Yes No If the transfer is free? Yes No 7. If a location in downtown Miami was your origin before this trip, please mark an X on the specific origin block on the Map on the other side of this survey QI write in the nearest street intersection in the space provided below. METRO-DADE TRANSIT AGENCY Encuesta al Usuario del Metrobus de Downtown Miami Querido Usario del Metrobus: La Agenda de Transito de Metro-Dade requiere informacion acerca del uso que usted hace del sistema de Metrobus para mejorar el servicio del mismo. Ayudenos a completar esta encuesta y devuelvala a la persona respectiva en el bus. iGracias ! 1. i,Cual es el(los) numero(s) o la(s) letra(s) de la ruta que usted esta usando actualmente? 2. lOue tipo de pasaje adquirio al abordar este bus? Efectivo Transferencia desde MetroBus __ Metropass -- Token Transferencia desde Metrorail 3. i,Pago usted un pasaje de descuento (mitad de precio) en este viaje? Si No 4. Para este viaje, i,COmollego a esta parada de bus? Camino O - 3 cuadras Hizo Transferencia con Metrobus Camino mas de 3 cuadras Hizo Transferencia con Metrorail = Le trajeron Hizo Transferencia con Metromover 5. Si usted hizo conexion con otro Metrobus en downtown Miami, indique el numero de la ruta del bus del cual veni a. --- 6. Al abrirse las extensiones del Metromover localizadas en Omni y Brickell, en Mayo del '94, indique porque utilizari a usted el Metromover en downtown para completar su viaje: Si le ahorra tiempo Si No Si la transferencia es gratis Si No 7. Si el origen de este viaje se encuentra en downtown Miami, marque con una X la cuadra (block) correspondiente a dicho origen en el Mapa ubicado al dorso de esta encuesta o escriba debajo de este parrafo el nombre de las calles de la interseccion mas cercana. (Map on reverse side/Mapa al dorso) B-5 Downtown Miami Metrobus User Survey (Origin Map\Mapa de Orfgen) ... a OJI ST IITII '=.. c(► -... ..: 0z ...... NI tTII ST ITI ST :a ~ z = =- - I ITNST ITIIsTi UJ ::a: NW 7T ST NE 7TH ST ..u .. NE 6 HST - -.. WI ..THST Ill HI ST H 411 Sl - ,m r .. N 41 ~ -= II 0 ,m 1 umn N - ,. < :az 211 Sl -i ,_ :c ... z :iii E FLA ER ST - SE I ST ST I ST SI 418 ST 7TH S B-6 APPENDIX C METROMOVER EXTENSIONS STATION TO STATION SIMULATED RUN TIMES C-1 C-2 Mi•mi Out•rloop/Northwrn Exten•io~ Station to St•tion Run-Tim•• KC OP BF FT co FR PW EL BP HP OM SB OM HP DWELL l5.0 15.0 l5,0 · 15. 0 l5.0 15.0 15.0 15.0 l5.0 15.0 20,0 20.0 20.0 15.0 TS 38 •.6 96.2 165,.6 260.0 so8.6 464.0 514,6 570.0 644,4 717.0 784,0 866.4 971.2 1046.6 KC 1689.8 42.6 112. 0 206.4 255,0 410.4 461, 0 516.4 590.8 663.4 730.4 812.8 917.6 993.0 DP 1632.2 1689.8 54,4 148.8 197.4 352.8 40S,4 458.8 533.2 605.8 672,8 7155. 2 860.0 935.4 BF 1562.8 1620.4 1689,8 79.4 128.0 283.4 334,0 389.4 463.8 536.4 603,4 6es.0 790.6 866.0 FT 1468.4 1526.0 1595.4 1689.8 33.6 1,89.0 239,6 295.0 369.4 442.0 509.0 591. 4 696.2 77l. 6· CO l4l9.8 1477.4 1546.8 1641.2 1689.B 1·40.4 191,0 246.4 320.B 393.4 460.4 542.8 647.6 723.0 FR 1264.4 1322.0 1391.4 1485.8 1534.4 1689.8 35,6 91 .o 165.4 238.0 305,0 387.4 492.2 567.6 PW 12(3.8 1271.4 1340,8 1435.2 1483.8 1639.2 1689,8 40.4 1l4.8 187.4 254.4 336.8 441.6 517.0 EL 1158.4 1216.0 1285.4 1379.8 1428.4 1583.8 1634,4 1689.8 59.4 132.0 199,0 281.4 386.2 461.6 BP 1084.0 1141.6 1211\0 1305.~ 1354.0 1509.4 1560.0 1615.4 1689.B 57.6 124.6 207.0 3l l .8 387.2 HP 1011.4 1069.0 l138.4 1232.8 1281.4 1436.8 1487,4 1542.8 1617.2 1689.B 52,0 134.4 239.2 314.6 OM 939.4" 997.0 1066.4 1160.8 1209.4 1364.8 l415,4 1470.8 1545.2 1617.8 l684.8 62.4 167.2 . 242.6 SB 857.0 914.6: 984.0 1078.4 1127.0 1282.4 1333,0 1388.4 1462.8 1535.4 l602.4 1684.B 84.8 160.2 OM 752.2 809.B 879.2 973.6 1022.2 1177.6 1228.2 1283.6 1358.0 1430.6 1497.6 1580.0 1684.8 55.4 HP 681.8 739.4 808.8 903.2 951.8 1101.·2 1157,8 1213.2 1287.6 1:360.2 1427,2 1509.6 1614.4 1689.8 · .BP. 616.8 674.4 743.B 838.2 886.8 1042.2 1092~8 1148.2 1222.6 1295.2 1362.2 1444.6 1549.4 1624.8 . EL 539.8 597.4 666.8 761. 2 809.8 965.2 1015,8 1071.2 1145.6 1218.2 1285.2 1367.6 1472.4 1547.8 PIJ 47?.4 535.0 604,4 698.8 74?.4 902.B 953.4 1008.8 1083.2 1155.8 1222.8 1305.2 1410.0 1485.4 (') FR 418.6 476.2 545.6 640. o. 688.6 B44.0 894.6 950.0 1024.4 1097.0 1164.0 1246.4 1351.2 1426.6 wI CN 293.6 351.2 420,6 515.0 563.6 719.0 769.6 825.0 899.4 972.0 1039.0 1121.4 1226.2 1301.6 SP 234.0 291 ..•6 361.0 455.4 504.0 659.4 710.0 765.4 839.8 912.4 979.4 1061.8 1166.6 1242.0 GC 154.2 21 l .8 281.2 3?5.6 424.2 579.6 630.2 685.6 760.0 832.6 904.6 987.0 1091.8 1162.2 BP EL PW r, .. - FR CN SP GC TS 15.0 15.0 15.0 15.0 15.0 15.0 20.0 15.0 1111.6 1188~6 1251~0 1309,8 1434.8 1494.4 1569.2 1689.8 1058.0 1135.0 1197.4 1256.2 1381.2 1440.8 1515.6 1636.2 1000.4 1077.4 1139.8 1198.6 1323.6 1383,2 1,458.0 1578.6 5131.0 1008.0 1070.4 1129,2 1254.2 1313.8 1388.6 150.9.2 836.6 913.6 976.0 1034,8 1159.8 1219.4 1294.2 1414.8 788.0 865.0 927.4 986,2 1111.2 1170.8 1245.6 1366.2 I. 632.6 709.6 772-,.0 830.8 955.8 1015.4 1090.2 1210,8 582. 0 , . 659. 0 721.4 780.2 905.2 964.8 1039,6 1160.2 526.6 603.6 666.0 724. 8 , 1;,849. 8 909.4 984. 2 I l 04 • 8 452.2 529. 2 L 591 • 6 650,4 :775.4 835.0 909.8 1030.4 379.6 456.6,:; 519.0 577.8 ·102.e. 762.4 837.2 957.8 307.6 384.6 447.0 505,8 ,630.8 690.4 765.2 885.8 225.2 302.2 364.6 423.4 S48. 4 .·608.0 682.B 803.4 120.4 197.4 > ,259.B. 318, 6 443.6 503,2 578.'0 698.6 50.0 Ja7.o 189.4 248.2 373.2 432.8 507.-6 628.2 1689.B 62.0 124.4 183,2 ·308.2 367.B 442;6 563.2 1612.8 1689.8 4 7. 4 tJ 106 , 2 231. 2 290.8 365~6 486.2 1550.4 1627.4 1689.8 43.8 168.8 228.4 303~2 423.8 () 1491,6 1568,6 1631,0 1689,8 110.0 169.6 244.4 365.0 I 1366.6 1443~6 1506.0 1564.8 1689.8 44.6 119.4 1240. 0 .i:,. 1307.0 1384.0 1446~4 1505.2 1630.2 1689.8 · 59.8 180. 4. 1227.2 13Q~~-2 1366.6 1425,4 1~50.4 1610.0 1689.8 100.6 :>C ,. . ~ .. ' ...... ,. .,;,,_ Miami Out•rloop/South•rn EHten•ion St•tion to St•tion.Run-Tim•• RW PS ET TN BR P'O BR TN ET P'S RW KC OP BF DWELL ,_ts.o ::. 15.0 -·:, 15. 0 l 15.~ 20.0 20.0 20. 0 .. 15 •.0 15.0 15.0 15,0 15.0 15.0 15.0 1 ... '·TS 93.2 145.6 196,8 264.2 3-42.4 436.6' 5~4.4 628.6 695.2 753.6 806,4 898.0 955.6 1025.0 RIJ 1495.0 . 37.4 · · 88 , 6.. l 56. 0 234. a . 328. 4 ... 436. 2 520.-4 587.0 645.4 698.2 789.8 8-47.4 916.e FS 14 ◄ 2.6~1495.0 . 36,2. 103. 6 . 1 e 1 • a 276.·o . 383.8 .,468.0 53 ◄ .6 593.0 645.8 737 • .t 795.0 86<4. ◄ ET 1391.4 1443.8 1495,o· 52.,4. 130.6. -22-4.8 332~6 -116.8 483.4 54l .8 594.6 686.2 7-43.e 813.2 TN 132 ◄ .0 1376.4 1427,6 1-495.0 63.2 157.4 ass. 2., 3 ◄ 9."' 416.0 474'.4 s27.a 618.8 676.4 745.8 BR 12-40. 8 1293. 2 1344, 4· 14' 1 l • 8 · 1490, 0 7-t.2 182, o,· .266. 2 332.B 391,2 444.0 535.6 593.a 662.6 FD 11A6.6 1199.0 1a50~2 1317.6 1395.8 1490.0 87.8 172.0 238.6 297.0 349.8 441. 4 499.0 568.4 BR 1038.8 1091.2'1142.4 1209.8 1288.0 1382.2 1490.0 64.2 130.8 189,2 242,0 333.6 391.2 460.6 - TN 959.6 1012.0 1063.2 1130.6 1208.8 1303.0 1410,8 1-495.0 51.6 110.0 162.8 254.-4 312.0 381.4 ET 893.0 945.4 996,6 1os4.o 11-42.2 1235,4_ 1344,a,1 ◄ 28.4 1495.o 43.4 96.a 187.8 2<45.4 314.8 FS B34.6 887.0' 938.2 1005.6· 1083.8' 1178.0 1285.8 1370.0 1436.6 1495.0 37.8 129. ◄ 18?,0 256.4 RIJ 781.8 83-4.2 · .885. 4 . 952. 8. 1031 • 0. :1 125. 2 1233. 0 1317. 2 1383. e 1-442, 2 l 495, 0 ?6.6 13"'1. a 203.6 KC 690.2 7 42. 6 : . 793. e 861. 2 939.4 1033.6 1141,4 1225.6 S292.2 1350.6 1403.4 S-495.0 ◄ a.s 112.0 DP 632.6; 685.o. 736,2 803.6 881 .0 976.0 1083.8 1168.0 S234.6 1293.0 1345,8 1-437.-4 1495.0 5-4.-4 BF 563.2: 615.6 666.e 734.2 812.4 906.6, 1014.4 1098.6 1165.2 1223,6 1376. ◄ 1368.0 1425.6 1495.0 FT. 468.8 521.2. 572, 4 639.8 718.0 812.2 920.0·1004.2 1070.8 1129.2 1182,0 1273.6 1331.2 1400.6 co 420.2 472. 6- 52S,8 s91. a· 669.4 763.6 871.4 955.6 1022.2 1080.6 1133.4 1225.0 128i.6 1352.0 CN 3-48.0 400.4; 451,6 .519.0 597.2 691.4 799.2 883. ◄ 950.-0 1008.4 1os1.2 1152.8 1210.4 1279.e () SP 288.4 340.8 .392,0 -459. ◄, 537.6 · 6Sl.8 .739.6 823.8 890.4 948.8 1001,6 1093.2 1150.8 1220.2 I V, GC 208.6 .261.0· 312.2 379.6 457. e . 552. o · . 659. 8 · 744.0 810.6 869.0 921.8 1013.-4 1071.0 1140. ◄ F'T co CN SP GC TS 15.0 ·. 15.0 15.0 15,0 20.0 ..· 15,0 ' 1119.4 1168.0 1240.2 1299,8 1374.6 1495.·0 1011.2 1059.8.1132.0 1191,6 1266.4 1386~8 958.B 1007.4 1079.6 1139,2. 1214.0 1334~4 907.6 956.2~1028.4 1088,0 1162.8 1283.2 840.2 888.e ,,9s1.o 1020.6 1095.4 1215.8 757.o eos.6 .e77;e 937.4 1012.2 1132.6 662.8 711.4 783.6 843,2 918.0 1038.4 555.0 603.6 675.8 735,4 810 .• 2 930.6 475.8 524.4 596.6 656.2 731. 0 851.4 ◄ 09.2 457.8 530.0 589.6 ,664.4 784.8 ·350.8 399.4 471.6 531.2· 606.0 726.4 298.0 346.6 418.8 478,4 553.2 673.6 206.4 255.0 327.2 386.8 ◄ 61.6 582.0 148.8 197.4 -269.6 329.2 ◄ 04.0 524.4 79.4 128.0 200.2 259,8 334.6' 455.0 1495.0 33.6 .105.8 165.4 240.2 360.6 1445.4 1495.0 · 57.2 116. e 191.6 312.0 1374. 2 1422.8 ,1495.0 · 44,6 119. 4 239.8 (j 1314.6 1363.2 1435.4 1495,0 59.8 180.2 .c I 12~4-8.1283.4 1355.6 1415,2 1~90.0 .100.4 0\ (.