PTAC Agenda 01/16/2018
Public Transit Advisory Committee
Collier County Government Administration- Building F
3299 Tamiami Trail East – Suite 501 IT Training Room Naples, Florida
January 16, 2018
3:00 p.m.
1. Call to Order
2. Roll Call
3. Approval of Agenda
4. Approval of Minutes
a. December 19, 2017 Minutes
5. Committee Action
6. Reports and Presentations
a. Route 22 and 23 Route Modification Update
b. Fare Study
c. Marco Island Route
7. Member Comments
8. Public Comments
9. Next Meeting Date – February 20, 2018
10. Adjournment
Two or more members of the Board of County Commissioners may be present and may participate at the
meeting. The subject matter of this meeting may be an item for discussion and action at a future BCC meeting .
Collier Area Transit operates in compliance with Federal Transit Administration , (FTA) program requirements and
ensures that transit services are made available and equitably distributed, and provides equal AGENDA access and
mobility to any person without regard to race, color, or national origin, disability, gender or age. Title VI of the Civil
Rights Act of 1964; FTA Circular 4702.1A, "Title VI and Title VI Dependent Guidelines for Federal Transit
Administration Recipients.
Anyone who required an auxiliary aid or service for effective communication, or other reasonable accommodations
in order to participate in this proceeding, should contact the Collier County Facilities Management Department
located at 3335 Tamiami Trail East, Naples, Florida 34112 or 239-252-8380 as soon as possible, but no later than 48
hours before the scheduled event. Such reasonable accommodations will be provided at no cost to the individual.
EXECUTIVE SUMMARY
Committee Action
Item 6a
Collier Area Transit's Route 22 and 23 Modifications Update
Objective:
To give an update on the performance of the Route Modifications
Considerations:
The Public Transit and Neighborhood Enhancement Division received requests from the public to
provide transit service to other areas in the hmnokalee community that was not being served by
the routes, specifically routes 22 and 23. Modifications to the route increased access to
employment, medical and educational facilities like the Immokalee Technical College for the
residents.
The following modifications were done to achieve greater efficiencies and improved service. The
routes no longer perform reverse routing and one bus will provide service the east side of
Immokalee and the other bus will serve the west side of Immolcalee. The Routes continue to serve
key areas of hmnokalee in addition to the following destinations:
• Immokalee Technical College;
• Salvation Army;
• Retail and medical offices along North 15"' Street between Lake Trafford Road and
Westclox Road; and
• Department of Children and Families
CAT staff also made operational changes to the route that allows the utilization of the existing
revenue hours to reduce the wait time and provide later service to the area of Immokalee at no
additional cost to operate the service.
The new routes have only been in service for 2 months and there has been a decrease in ridership,
which is expect as riders become accustomed to the change and more awareness is provided. CAT
will monitor continue to monitor the service and will make any modifications if necessary.
FY17
October
November
December
ROUTE 22
3631
4066
4429
ROUTE 23
2948
3296
3566
FY18
ROUTE 22
4220
3565
3437
ROUTE 23
3790
2870
2016
Recommendation: ntinue to monitor route performance and begin marketing efforts.
Prepared by: +^91 �(l�— Date: If l
On r kLeon, `enior Planner
Approved by: �A_ �L— ( Date: I ��
Michele Arnold, DVector
EXECUTIVE SUMMARY
Reports and Presentations
Item 6b
Collier Area Transit's Fare Study
Objective:
To give an update on the Fare Study
Considerations:
On January 19, 2016 PTNE brought before the committee a two-year Unified Planning Work
Program (UPWP), which serves as the resource and budgeting document for the Metropolitan
Planning Organization (MPO). It that meeting the different studies were ranked and Fare Study
was selected as the number 1 priority.
As part of our Transit Development Plan it determined that it is appropriate for CAT to periodically
review and evaluate its fare structure to ensure the fares are fair and equitable, while also
generating revenue needed to operate the services. Federal regulations outlined by FTA in Circular
4702.1 B require that all service modifications and fare changes be fair and equitable to all citizens,
regardless of race color, or national origin, and to complete an analysis of all proposed changes or
modifications. To accomplish the above, CAT, in partnership with the Collier County Metropolitan
Planning Organization (MPO), is undertaking this study to evaluate its fixed -route and paratransit
fare structures.
Collier County has the responsibility to ensure that a financially -sound and fiscally -accountable
transit system is available to citizens and visitors. Although fixed -route and paratransit fares only
fund a portion of CAT's services, they are a critical component of the budget CAT last modified
its fixed -route fares in 2009 and paratransit fares in 2012. The most recent major update of the
County's Transit Development Plan (TDP), completed in 2015, recommends that CAT's fare
structure be evaluated every five years, starting in 2017. This will help Collier County ensure that
it is maximizing potential farebox recovery in a fair and equitable manner and that passenger fares
are consistent with "peer" transit agencies similar to services provided in Collier County.
Preliminary scenarios have been developed for potential fare modifications and PINE, Collier
MPO will be conducting surveys for passengers to evaluate the scenarios. On January 300i two
Public Meetings will occur one at the Government Center Transfer Facility and Immokalee.
Recommendation: Review the scenarios and make a selection for those that should be forwarded
to the Board for their consideration
Attachments:
Fare Analy!
Prepared k
Approved
Date:
Date: l lz l
Tindale
Oliver GREAT INSIGHTS. GREATER OUTCOMES.
To: Michelle Arnold/Omar Deleon/Matthew Liveringhouse, CAT
CC: Brandy Otero, Collier MPO
From: Elisabeth Schuck/Randy Farwell, Tindale Oliver
RE: Summary of Ridership and Revenue Impacts for Proposed Fare Changes
Date: December 6,2017(updated January 2, 2018)
Michelle, Matt, and Omar,
This memo discusses potential changes to the existing CAT fixed -route, ADA, and Transportation
Disadvantaged (TD) fare structures and estimates ridership and revenue impacts to be considered
moving forward.
This updated memorandum reflectsthe addition of Scenarios 6 and 7, which take into account a free
90 minute transfer along with other proposed fare changes.
CAT Fixed -Route System
Based on the fare concepts discussed during our November 14`1 conference call, as well as
subsequent discussions which added the two scenarios involving a free 90 minute transfer, we have
developed and present seven fare change scenarios. Each scenario estimates the potential impacts to
ridership and revenue.. Each of the scenarios is designed to measure potential changes in ridership
and revenue with the overall objective of defining a scenario that increases ridership, increases
revenue, and does not disproportionately adversely impact low-income riders. The seven scenarios
are described as follows:
Scenario 1
1.A) Eliminate transfers; no change to base fare price
1.13) Decrease the cost of a day pass from $4 to $3/reduced day pass from $2 to $1.50
1.C) Eliminate 7 day pass and replace with 15 day pass at 50% of 30 day pass price
Scenario 2 (same as Scenario 1 but no change cost of day pass)
2.A) Eliminate transfers; no change to base fare price
2.6) No change to the cost of a day pass
2.C) Eliminate 7 day pass and replace with 15 day pass at 50% of 30 day pass price
Scenario 3 (same as Scenario 2 but increase base fare/Marco Express fares)
3.A) Eliminate transfers
3.13) No change to the cost of a day pass
3.C) Eliminate 7 day pass and replace with 15 day pass at 50% of 30 day pass price
3.D) Increase base fare to $2/reduced base fare to $1
3.E) Increase Marco Express base fare to $3/reduced ME base fare to $1.50
TAMPA ORLANDO BARTOW FORT LAUDERDALE BALTIMORE SEATTLE www.tindaleoliver.mni
Headquarters 1000 N. Ashley Dr. I Suite400 I Tampa,FL33602 1 (813)224-8862 1 Fax(813)226-2106
Tindale
Oliver
pCummn Assign mqm.....
Scenario 4 (same as Scenario 1 but reduce cost of day pass)
GREAT INSIGHTS. GREATER OUTCOMES.
page 11
4.A) Eliminate transfers
4.6) Decrease the cost of a day pass from $4 to $3/reduced day pass from $2 to $1.50
4.C) Eliminate 7 day pass and replace with 15 day pass at 50% of 30 day pass price
4.D) Increase base fare to $2/reduced base fare to $1
4.E) Increase Marco Express base fare to $3/reduced Marco Express base fare to $1.50
Scenario 5 (same as Scenario 4 but increase cost of the 30 day pass)
5.A) Eliminate transfers
5.B) Decrease the cost of a day pass from $4 to $3/reduced day pass from $2 to $1.50
5.C) Eliminate 7 day pass and replace with 15 day pass at 50% of 30 day pass price
5.D) Increase base fare to $2/reduced base fare to $1
5.E) Increase Marco Express base fare to $3/reduced ME base fare to $1.50
5.F) Increase 30 day pass fare to $40/reduced 30 day pass to $20
Scenario 6 (same as Scenario 5 but allows for a free 90 minute transfer)
6.A) Free 90 minute transfer to a different route
6.6) Decrease the cost of a day pass from $4 to $3/reduced day pass from $2 to $1.50
6.C) Eliminate 7 day pass and replace with 15 day pass at 50% of 30 day pass price
6.D) Increase base fare to $2/reduced base fare to $1
6.E) Increase Marco Express base fare to $3/reduced ME base fare to $1.50
6.F) Increase 30 day pass fare to $40/reduced 30 day pass to $20
Scenario 7 (same as Scenario 6 but no increase to cost of the day pass)
7.A) Free 90 minute transfer to a different route
7.13) No change to the cost of a day pass
7.C) Eliminate 7 day pass and replace with 15 day pass at 50% of 30 day pass price
7.D) Increase base fare to $2/reduced base fare to $1
7.E) Increase Marco Express base fare to $3/reduced ME base fare to $1.50
7.F) Increase 30 day pass fare to $40/reduced 30 day pass to $20
Table 1 compares the proposed changes to each fare type under each of the seven scenarios to the
existing fare structure. Proposed changes to fares under each scenario are bolded.
TAMPA ORLANDO BARTOW FORT LAUDERDALE BALTIMORE SEATTLE
Headquarters 1000 N. Ashley Dr. I SUIte400 I Tampa,FL33602 1 (813)224-8862 1 Fax(813)226-2106
www.tindaleoliver.com
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UOliver GREAT INSIGHTS. GREATER OUTCOMES.
planning J¢su�n mpineennq
As mentioned during our last call, Dr. Kamp estimated an elasticity of -0.4, or for every $0.10 of fare
increase, the ridership is anticipated to initially decrease by 4%. Overtime it has been observed that
the initial decrease in ridership following a fare increase tends to subsequently trend upward over
time as customers adjust to price changes. While the elasticity calculates the potential ridership loss
or increase from a fare change, it does not account forth potential shift in riders to another fare
category. To account for both possibilities, a range in potential ridership and revenue impacts have
been calculated for each scenario listed above.
The low end of the range assumes that the full impact of measured elasticity is applied to the
ridership and those riders will initially leave the system, resulting in greater impacts to annual
ridership and revenue estimates. The high end of the range assumes that either the existing ridership
will be maintained or only a portion of the riders will leave the system due to elasticity impacts,
depending on the scenario/fare category, and the rest of the riders impacted will shift to other fare
categories based on the existing/proposed fare changes. The high end assumptions produce less
impacts to ridership and therefore higher annual revenue estimates. The actual ridership and revenue
impacts are likely somewhere in the middle of the ranges presented, as assumptions must be made
regarding ridership behavior for each scenario. Important in our assumptions is the recognition that
mobility is largely an essential commodity for most riders, especially those on the low end of the
income spectrum. Thus by providing a range of scenarios that attempt to counter increased costs in
certain fare categories with reduced costs in alternative fare categories, we are attempting to provide
attractive and reasonable options for riders other than to simply stop using the CAT services.
Tables 2 and 3 illustrate the ridership and revenue impacts for the low-end range (elasticity fully
applied) and the high-end range of ridership and revenue estimates (elasticity partially applied),
respectively. It should be noted that the ridership and revenue figures in the tables below only
represent the fare types affected by each scenario and do not reflect system -wide ridership and
revenue figures.
As shown below, Scenarios 1 and 2 are anticipated to produce less revenue than the base year (FY
2016), primarily due to minimal proposed changes to the fare structure. Scenarios 2, 4, and 5, which
propose to eliminate transfers, are projected to generate additional revenue ranging from
approximately $41,000-$166,000 in Scenario 3, $21,000-$141,000 in Scenario 4, and $37,500-$179,000
in Scenario 5. The higher revenue generated in Scenarios 3, 4 and 5 is primarily influenced by the
increase in the base fare, which carries the highest percentage of riders (44% of ridership, including
full and reduced fare customers in FY 16).
TAMPA ORLANDO DARTOW FORT LAUDERDALE BALTIMORE_ SEATTLE wwwAindaleoliver.com
Headquarters 1000 N. Ashley Dr. 1 Suite 400 I Tampa, FL 33602 1 (813) 224-8862 1 Fax(813)226-2106
Tindale
Oliver GREAT INSIGHTS. GREATER OUTCOMES.
Page 5
ph! _i ro rq
Table 2:Low-End Range of Fixed -Route Ridership and Revenue Estimates
(Elasticity Fully Applied Resulting in Ridership Loss)
Scenario 1
891,606
$873,694
869,679
(21,927)
$816,874
($56,820)
Scenario 2
891,606
$873,694
864,755
(26,851)
$846,616
($27,078)
Scenario 3
911,114
$912,120
820,470
(90,644)
$953,077
$40,957
Scenario
911,114
$912,120
830,880
(80,234)
$933,170
$21,050
Scenario 5
911,114
$912,120
816,194
(94,920)
$956,624
$44,504
Scenario 6
911,114
$912,120
845,489
(65,625)
$980,135
$68,015
Scenario 7
911,1141
$912,120 1
840,109
(71,005)1
$991,510
$79,390
Table 3: High -End Range of Ridership and Revenue Estimates
(Elasticity Applied with Estimate of Likely Shift of Riders to More Favorable Fare Options)
Scenario 1
891,606
$873,694
872,052
(19,554)
$818,804
($54,890)
Scenario 2
891,606
$873,694
868,513
(23,093)
$850,979
($22,715)
Scenario 3
911,114
$912,120
914,652
3,538
$1,078,138
$166,018
Scenario
911,114
$912,120
925,853
14,739
$1,052,875
$140,754
Scenario 5
911,114
$912,120
932,816
21,702
$1,089,134
$177,013
Scenario
911,114
$912,120
964,792
53,678
$1,120,682
$208,562
Scenario?
911,1141
$912,120
959,842
48,728 1
$1,142,987
$230,867
Scenarios 6 and 7, which propose providing a free 90 minute transfer to another route along with
other proposed fare changes, generate the highest revenue of all the scenarios. In FY 16
approximately $25,000 was generated by full and reduced transfer fares. If the current fare structure
remains unchanged and a 90 minute free transfer is allowed, then it is assumed the $25,000 annual
transfer revenue would disappear as most (if not all) riders make a transferto another route within a
90 minute window.
If a free 90 minute transfer is offered along with other fare changes, it is estimated that more revenue
will be generated, as the free transfer encourages riders to remain in the highest cost-pertrip base
fare category rather than shifting to another fare options. Under Scenarios 6 and 7, white the transfer
revenue disappears more riders remain in the base fare category, which has a higher average cost per
trip than a day pass. This generates more revenue than if those riders shift to a pass option. Therefore,
it is estimated that Scenario 6 could generate up to an additional 53,678 annual trips and $68,000-
$209,000 annually in revenue over the base year (or $23,000-$31,000 more than Scenario 5). Scenario
7 could generate up to an additional 48,728 annual trips and $79,000-$231,000 annually overthe base
year (or $35,000-$54,000 more than Scenario 5, as the cost of a day pass is not reduced).
"r AM PA ON-ANDO BARTOW IORT LAUDERDALL DALTIMORF www.tindalcoliver.com
Headquarters1000 N.Ashley Dr. I Su1te400 I Tampa, FL33602 1 (813)224-8862 1 Fax(813) 2262106
Tindale
)1^ OI'` ,^N GREAT INSIGHTS. GREATER OUTCOMES.
1 VC` pare'6
As noted in previous discussions, there are other potential issues associated with providing a transfer
(either free or paid) that should be considered. These include longer boarding times, higher cash
counting costs (for paid transfers), and higher probability of transfer/fare abuse.
ADA System
As the ADA fare cannot exceed twice the base fixed -route fare, there are limited options for changing
the ADA fare structure. In the fixed -route scenarios previously presented, the base fixed -route fare is
proposed to increase from $1.50 to $2.00 in Scenarios 3, 4, and 5. This would allow for an increase
from the current ADA fare of $3.00 to a maximum new fare of $4.00. Collier County also offers a
reduced ADA fare of $1.00 ADA if certain household income guidelines are met.
Ridership and revenue impacts assume the regular ADA fare will increase to $4.00 if the base fare
increases to $2.00, and the low-income qualifying ADA fare will increase from $1.00 to $1.25. While a
low income fare of $1.33 would equate to the same percentage increase as the regular ADA fare (33%),
a fare of $1.25 is assumed for ease of fare collection. The low-end of the range assumes that elasticity
is fully applied and that 100% of the riders "lost' from elasticity (9,536) due to the increase in fare will
no longer use the ADA system. The high-end of the range assumes the existing ridership will be
maintained since there is no other fare category for riders to shift into, as there is in the fixed -route
system.
Table 4 presents ridership and revenue impacts resulting from this fare change scenario. If elasticity is
applied and the ridership decreases as estimated, there is projected to be 9,536 fewer ADA trips and
an additional $29,000 generated annually; if ridership is maintained, the additional annual revenue
generated is estimated to increase by $62,500.
Table 4:$4.00 Regular ADA Fare/$1.25 Low Income ADA Fare Ridership and Revenue Estimates
to Ridershi
$221,699
Note: No variance between the estimated revenue and actual revenue collected for FY2016 was observed, so no
adjustment to the estimated revenue is made.
TD System
Similar to the ADA fare, ridership and revenue impacts for the TD fares were estimated for two
scenarios. The low-end of the range assumes that elasticity is fully applied and that 100% of the riders
"lost" from elasticity due to the increase in fare will no longer use the TD system. The high-end of the
range assumes the existing ridership will be maintained as the fare a TD user pays is strictly based on
their household income and thus the rider cannot choose another TD fare category.
TAMPA ORLANDO BARTOW FORT LAUDERDALE BALTIMORE SEATTLE www.tindaleoliver.com
Headquarters 1000 N. Ashley Dr. I Suite 400 I Tampa, FL 33602 1 (813) 224-8862 1 Fax(813)226-2106
Tindale
)..Oliver
GREAT INSIGHTS. GREATER OUTCOMES.
Page 7
Table 5 presents ridership and revenue impacts if increasing the TD fare across all income categories
by $0.50. If elasticity is applied and the ridership decreases as estimated (by -3,010), there is projected
to be an additional $5,000 generated annually. If ridership is maintained, the additional annual
revenue generated is estimated to increase by $11,000.
Table 5: Ridership and Revenue Estimates for $0.50 Increase to TD Fare
Elasticity Applied to Ridership
At or Under Poverty Level
11,361
$10,130
9,089
(2,272)
$12,156
$2,026
101% to 150% of Poverty Level
7,308
$19,549
6,821
(487)
$21,286
$1,738
151% to 225% of Poverty Level
2,962
$10,564
2,814
(148)
$11,291
$726
226% to 337% of Poverty Level
1,294
$5,769
1,242
(52)
$6,092
$323
+337% of Poverty Level
1,761
$10,992
1,711
(50)
$11,440
$449
Total - with Elasticity Applied
24,686
$57,004
21,676
(3,010)
$62,266
$5,262
Maintain Existing Ridership
At or Under Poverty Level
11,361
$10,130
11,361
0
$15,195
$5,065
101% to 150% of Poverty Level
7,308
$19,549
7,308
0
$22,807
$3,258
151% to 225% of Poverty Level
2,962
$10,564
2,962
0
$11,885
$1,321
226% to 337% of Poverty Level
1,294
$5,769
1,294
0
$6,346
$577
of Poverty Level
1,761
$10,992
1,761
0
$11,777
$785
,L337
Total- with Elasticity Applied
24,686
$57,004
24,686
0
$68,030
$11,006
Note: Variance between estimated revenue and actual revenue collected for FY2016 (89%) applied to estimated
revenue under the scenario to be conservative.
Table 6 presents ridership and revenue impacts assuming TD fares are increased across all income
categories by $1.00. If elasticity is applied and the ridership decreases as estimated (by -6,019), there
is projected to be an additional $8,000 generated annually. If ridership is maintained, the additional
annual revenue generated is estimated to increase by $22,000.
TAMPA ORLANDO BARTOW FORT LAUDERDALE BALTIMORE SEAL "TLE
Headquarters 1000 N. Ashley Dr. I Suite400 I Tampa,FL33602 I (813)224-8862 I Fax(813)226-2106
www.tinclaleoliver.com
Tindale
>• Oliver
GREAT INSIGHTS. GREATER OUTCOMES.
Page
Table 6:$4.00 ADA Ridership and Revenue Estimates for $0.50 Increase to TD Fare
Elasticity Applied to Ridership
At or Under Poverty Level
11,361
$10,130
6,817
(4,544)
$12,156
$2,026
101% to 150% of Poverty Level
7,308
$19,549
6,334
(974)
$22,590
$3,041
151% to 225% of Poverty Level
2,962
$10,564
2,666
(296)
$11.,885
$1,321
226% to 337% of Poverty Level
1,294
$5,769
1,190
(104)
$6,369
$600
+337% of Poverty Level
1,761
$10,992
1,660
(101)
$11,844
$852
Total - with Elasticity Applied
14,686
$57,004
18,667
(6,019)
$64,844
$7,840
Maintain Existing Ridership
At or Under Poverty Level
11,361
$10,130
11,361
0
$20,260
$10,130
101% to 150% of Poverty Level
7,308
$19,549
7,308
0
$26,065
$6,516
151%to225%of Poverty Level
2,962
$10,564
2,962
0
$13,206
$2,641
226% to 337% of Poverty Level
1,294
$5,769
1,294
0
$6,923
$1,154
+337°/a of Poverty Level
1,761
$10,992
1,761
0
$12,562
$1,570
Total- with Elasticity Applied
14,686
$57,004
14,686
0
$79,016
$22,012
Note: Variance between estimated revenue and actual revenue collected for FV 2016 (89%) applied to estimated
revenue under the scenario to be conservative.
Next Steps
As discussed, an informal intercept survey of existing riders could yield input that will confirm or
adjust the fare scenarios presented in this memo. We will be providing some potential survey
questions separately for consideration. We can also discuss any of the information included in this
memo with you to confirm that these are the fare scenarios you would like to consider further.
TAMPA ORLANDO BARTOW FORT LAUDERDALE BALTIMORE SEATTLE
Headquarters 1000 N. Ashley Dr. 1 Suite400 I Tampa,FL33602 1 (813)224-8862 1 Fax(813)226-2106
www.tiiidaleoliver.com
EXECUTIVE SUMMARY
Reports and Presentations
Item 6c
Marco Island Circulator
Objective:
To give an update on the Marco Island Circulators
Considerations:
After discussions with the committee as well as Marco Island Parking committee, PTNE has
started the planning for a route modification of the Marco Island Circulator. Staff will present of
the options that are being evaluated to get feedback from the committee. The potential routes
and costs associated for the service will also be reviewed.
Recommendation: Obtain feedback from committee
Attachments: Marco Island Route Proposal
Prepared by: Date: — L.
Omar De Leori'Senidr Planner
Approved by: Date: P/21
Michelle Arnold, Director
Marco Island Route Proposals
MRK
Marco Island Beach Circulator
Frequency
60-75 Min
#Buses
1
Hours of Operation
Weekdays
7:00 to 1730
Saturday
8:00 to 22:00
Sundays
8:00 to 1700
Annual Cost
All Week Service
320k