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PTAC Agenda 02/20/2018 Public Transit Advisory Committee Collier County Government Administration- Building F 3299 Tamiami Trail East – Suite 501 IT Training Room Naples, Florida February 20, 2018 3:00 p.m. 1. Call to Order 2. Roll Call 3. Approval of Agenda 4. Approval of Minutes a. January 16, 2018 Minutes 5. Committee Action a. Election of a Committee Chairperson 6. Reports and Presentations a. Fare Study - Recommendation 7. Member Comments 8. Public Comments 9. Next Meeting Date – March 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. MINUTES OF THE PUBLIC TRANSIT ADVISORY COMMITTEE MEETING January 16, 2018 Naples, Florida, LET IT BE REMEMBERED, the Public Transit Advisory Committee in and for the County of Collier, having conducted business herein, met on this date at 3:00 P.M. in REGULAR SESSION at Administrative Building “F”, Suite 501, Collier County Government Complex Naples, Florida with the following members present: ADVISORY COMMITTEE Chairman: Mr. John DiMarco, II Vice Chairman: Mr. Arthur Dobberstein Mr. Richard Duggan Mr. John Jenkins ALSO PRESENT: Ms. Michelle Arnold, Director, Public Transit and Neighborhood Enhancement Mr. Omar De Leon, Senior Planner, Public Transit and Neighborhood Enhancement Mr. Matt Liveringhouse, Transit Manager, Public Transit and Neighborhood Enhancement Ms. Elena Ortiz Rosado, Events, Marketing & Sales Coordinator, PTNE Page 1 I. Call to Order Chairman DiMarco called the meeting to order at 3:00 P.M. II. Roll Call Roll call was taken and a quorum was established. III. Approval of Agenda Mr. Jenkins entered a motion to approve the January 16, 2018 meeting agenda. Mr. Duggan seconded the motion. All were in favor. The motion was carried unanimously. IV. Approval of Minutes December 19, 2017 meeting minutes Mr. Jenkins entered a motion to approve the minutes of the December 19, 2017 meeting minutes. Mr. Duggan seconded the motion. All were in favor. The motion was carried unanimously. V. Committee Action VI. Reports and Presentations a. Routes 22 and 23 Route Modification Update Mr. DeLeon reported that routes 22 and 23, which have been in service for several months, are being monitored on an ongoing basis. An emphasis is being placed on public awareness of the new routes/stops in order to increase ridership, which has recently reflected a decline. Ms. Arnold stated that modifications done to these routes have resulted in some passengers having to transfer buses, which may have contributed to the decline in ridership. The route modifications were determined as a result of previously held public meetings in Immokalee, with feedback initially being solicited with regard to desired destinations, and follow-up meetings to present the proposed route changes and to field community response. Feedback on this topic will be solicited at upcoming community meetings which are planned in Immokalee to discuss the ongoing fare study. Public Transit representatives have also been in attendance at Community Redevelopment Agency (CRA) meetings to promote the new routes and provide clarification as to their structure. Question: Is there an extra fee to transfer buses? Answer: Yes, the fee for a transfer is .75, with an all-day pass the more economical option for riders. b. Fare Study Mr. DeLeon provided a brief summary of the Unified Planning Work Program (UPWP), which serves as the resource and budgeting document for the Metropolitan Planning Organization (MPO). Page 2 This document was presented to the Advisory Committee in January 2016 for review and discussion, in which the various studies were ranked, with the Fare Study selected as the number one priority. As a part of the Transit Development Plan, it was determined that a periodic review and evaluation of the fare structure is necessary in order to ensure fares are equitable, but which also generate the required operational revenue. Preliminary scenarios were developed by the consulting firm of Tindale Oliver for potential fare modifications and were now presented to the Advisory Committee for their review. Public surveys are planned in order to obtain feedback with regard to the various scenarios under consideration. Feedback will also be solicited at public meetings which will be held on January 30, 2018 at the transfer center in Naples, as well as in Immokalee. Ms. Arnold suggested the number of scenarios be reduced to a number which would be less confusing for the public, thus avoiding the potential for reduced ridership, and allowing for increased revenue. The current fare structure was reviewed, which includes reduced fares for students 17 and younger, seniors 65 and older, as well as for ADA qualified riders. Notable recommendations made in the various scenarios under consideration include the following: *Elimination of an additional fee for transfers, allowing free transfers which must be redeemed within 90 minutes. This free transfer option is under consideration in scenarios in which base fares are being increased. *Reduction in the cost of the day pass as a cost savings incentive for riders. *Elimination of the 7 day pass and introduction of a 15 day pass; this due to historically low sales of the 7 day pass, as well as the offering of a 50% discount for the 15 day pass for riders unable or unwilling to pay the 30 day pass price. *Marco Express base fare increase from $1.50 to $2.00, with reduced Marco Island base fare increased to $1.50. *Increase the 30 day pass from $35 to $40, with the reduced fare 30 day pass increased to $20. The proposed fare increases are rounded up figures to whole dollar amounts, eliminating the need for change. Information with regard to the range of ridership and revenue estimates after implementation of these proposed changes were discussed. While the purchase of a full fare with a free transfer option may remain attractive for some riders, the purchase of a day pass will be encouraged, as the use of a pass will improve system performance in terms of time savings for riders during the boarding process. It was the general consensus of the committee that the presentation of four different fare structure scenarios to the public would be ideal, choosing scenarios 1, 4, 5 and 6 as presented in the consultant’s packet. Page 3 Question: Why is the Marco Express route singled out within the various fare structure scenarios under consideration? Answer: This is the route which travels from Immokalee to Marco Island, with a proposed single fare price increase from $2.50 to $3.00, and the reduced Marco Express single fare increased from $1.20 to $1.50. The Marco Express 30 day pass price will remain the same. Federal regulations stipulate Americans with Disabilities Act (ADA) fares may not exceed twice the fixed route fare. With the proposed fare increases for fixed routes from $1.50 to $2.00, the current ADA fare of $3.00 is proposed to be increased to a maximum new fare of $4.00. The low income qualifying ADA fare is proposed to increase from $1.00 to $1.25. Caregivers are allowed to accompany ADA riders for free. ADA routes are aligned with the fixed route system, with an ADA “corridor” which extends ¾ mile in each direction outside of the fixed route. Destinations desired outside of the ¾ mile corridor fall within the transportation disadvantaged category, which are income based fares. A future enhancement under consideration for paratransit riders includes an ability to purchase passes online. Prime time fares and the Passport system, as presently utilized in Lee County were also briefly discussed, with implementation of these programs in Collier County presently under consideration as well. Question: Are there any transfer options available for paratransit riders? Answer: The only transfer option presently available is a transfer onto the Lee Paratransit system. Question: When would the proposed fare changes take effect? Answer: The start date depends upon when the changes are adopted by the Board of County Commissioners (BOCC). The Board may also opt to identify a specific start date; for example, the start of the new fiscal year. Following presentation of the various scenarios to the public, a draft document of the proposed changes will be presented to the Advisory Committee for review, prior to presentation to the BOCC. c. Marco Island Route – Mr. DeLeon Following feedback received from the Public Transit Advisory Committee, as well as recommendations suggested by the Marco Island Beach Parking Ad Hoc Committee, potential route modification options presently under consideration were discussed. Public meetings are being planned for Marco Island residents in order to obtain feedback with regard to desired route modifications. Various levels of service during the week, such as later service on the weekends and earlier service on Sunday morning are being considered. Two route proposals were discussed; one route keeping to Collier Boulevard, the second route traveling deeper onto the Island, stopping at tourist driven locales such as the Shoppes of Marco. Page 4 Both route options now include a stop at Tiger Tail Beach, as well as one route including a stop for shopping on the north end of the Island. The Marco Island circulator demographic takes into account riders traveling onto the island to work, as well as bringing in tourists and transporting local residents. Question: Does either route make a stop in Goodland, which is presently underserved by the public transit system? Answer: Presently, neither route is planned to make a stop in Goodland. Mr. Jenkins suggested route service to the top end of Manatee Road, on which several large 55+ communities and apartment style communities, as well as Manatee Middle and Elementary schools are located. There is presently a bus stop in front of the race track, with stops made twice in the morning and once in the afternoon, as well as 5 routes which make a stop in front of Walmart on 951. Mr. Liveringhouse suggested that adjustments to an existing route could be made based upon demand, and community input and participation working with Public Transit was encouraged. VII. Member Comments Mr. DiMarco commended Ms. Rosado on her maintenance of Facebook posts, with many positive comments and member shares having been noted. Posting in Spanish was discussed, however it was pointed out that Facebook automatically translates posts into Spanish at a user’s request. As a means of outreach to the Hispanic community, Mr. DeLeon recently conducted an interview on Univision, with Public Transit advertising planned on their website and the pages of D’Latino magazine. VIII. Public Comments No members of the public were present for comment. IX. Next Meeting Date – February 20, 2018. X. Adjournment There being no further business for the good of the County, the meeting was adjourned by order of the chair. Public Transit Advisory Committee ________________________________ John DiMarco, Chairman These minutes approved by the Board/Committee on _________________as presented________ or as amended ___________. Page 5 EXECUTIVE SUMMARY Board Action Item 5a Election of a Committee Chairperson Objective: To nominate and elect a committee Chairperson and Vice Chairperson of the Public Transit Advisory Committee. Considerations: Any regular (voting) member may nominate or be nominated as an officer. • Mr. Harold Weeks, Transit Rider • Mr. John DiMarco III, Transit Rider • Mr. John Jenkins, Small Business • Mr. Dylan Michael Vogel, Transit Rider • Mr. Richard Duggan, District School Board of Collier County • Mr. Art Dobberstein, Transportation/Planning Professional • Mr. Kerru Dera, Small Business Recommended Actions: A motion by a committee member nominating a Chairperson and election by the committee. Attachment(s): None. Prepared by: C ( S Date: Omar De Leon, Senior Planner Approved by: ��--�� Date: Michelle Arnold, Director EXECUTIVE SUMMARY Reports and Presentations Item 6a Collier Area Transit's Fare Study Objective: To give an update on the Fare Study Considerations: Preliminary scenarios for modifications to the fare structure for Fixed Route and Paratransit were brought before the PTAC on January 16, 2018. The committee reviewed the seven (7) scenarios presented and recommended that four (4) of the seven be presented to the public to obtain their feedback. The selected scenarios were made public to the riders and the communities on January 30`h, 2018 through Public Meetings. Since that time staff and consultants have tabulated the survey results and conducted further analysis which is being brought back to the committee for consideration. The Study includes the following recommendations: Scenario 6 as the preferred scenario. This includes: • Increase the Fixed Route fare by $0.50, provide a free 90 -minute transfer, and reduce the day pass to $3 as part of a consolidated package to optimize use of the day pass while reducing possible ridership reduction associated with increasing the one-way fare. • Eliminate the existing 7 -day pass and replace with a 15 -day pass at 50% of the cost of the 30 -day pass. The 15 -day pass would be priced at $20 ($10 for reduced fare) based on increasing the cost of the 30 -day pass to $40 as the next bullet describes. • Increase the cost of the 30 -day pass from $35 to $40 ($20 for reduced fare). • Increase the cost of the Marco Express single fare from $2.50 to $3 ($1.50 for reduced fare) to bring it more in line with the cost of the Marco Express monthly pass. • Explore the potential for sale of passes at third party vendors (such as grocery and convenience stores). This had considerable support by the public. • Explore the potential to use a phone/computer app to purchase passes/fares. This concept was also desired by the public. • Implement a policy to include college-age students and active/retired military personnel as eligible for reduced fare with valid ID. • Provide a single ADA/TD fare of $4 ($1.25 for reduced fare), consistent with the increase to the one-way fixed -route fare to $2.00 ($1.00 for reduced fare). Recommendation: To endorse the fare study recommendations to be forwarded to the Board of County Commissioners for their approval. Attachments: Fare Analysis Summary Prepared by: Date: Omar De Leon, Senior Planner Approved by: Date: Z" 4 "1e Michelle Arnold, Director 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 February 12, 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. The initial update to this memorandum reflected the addition of Scenarios 6 and 7, which take into account a free 90 -minute transfer along with other proposed fare changes. This subsequent update reflects an additional scenario that provides for a single fare for both ADA and TD services. Also included are Tindale Oliver's recommended changes to CAT's fare structure based on the analysis completed and documented herein and public outreach conducted through intercept surveys and two public workshops in January 2018. CAT Fixed -Route System Based on the fare concepts discussed during our November 1411 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 3.6) No change to the cost of a day pass TAMPA ORLANDO BARTOW FORT LAUDERDALE BACFIMORE SEATTLE www.tindaleoliver.com Headquarters 1000 N. Ashley Dr. I Suite400 I Tampa,FL33602 1 (813)224-8862 1 Fax(813)226-2106 Tindale >•.Oliver GREAT INSIGHTS. GREATER OUTCOMES. age 2 plcuunnrt dnsi9n „nginee, mq 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 Scenario 4 (same as Scenario 1 but reduce cost of day pass) 4.A) Eliminate transfers 43) 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 5.8) 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 6.13) 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 BALI IMORE SEATTLE I-Ieadyuarters 1000 N. Ashley Dr. I Suite400 I Tampa„FL33602 1 (813) 224-8862 1 Fax(813)226-2106 w w w. t i n d a l e o l i ve r. c o ni p C C N • -o u z N N N N N VHF Lp1 a Q c c v 3 a 3 o 0 0 0 o ¢¢ o 0 0 0 o N o 0 3 m m v vii Z ZKr N LL LL � Q N O O¢¢LL O Iry ¢¢ O O O O N O O Z Z Z Z N N N N N N N N N Q C N ipA N LL o O O¢¢ m O Na¢ O O R 0 YI O O N N Z Z NwN r4 N Z Z m 0 m r M o vi N N � Q C N N •i N N iMii h 1/F N r N M Vi � N •O d W 0 0¢¢� O O¢¢ O p 0 �f1 � N O O Z Z Z Z� Cf M C N 14 W a Q N vNi .4 r M io d C N n ry b v m c AQ¢ � LL o oLq vi o o¢¢ p z Z Z Z V in Vi VT N N N N VI li d L Q C � N V} N in N � W N u n m 3 � O m Q¢ N LL O ¢ Q O Q O O N O O H t�11 .i o Z Z m d M YI •i Z Z N q � LL — D O hl Vl lq IL 0 0 0 0 0 0 0 OO 0 O Q 0` N. LL O IL q E V C FJ N � — CQ v VI O o LL O C m m 6 o W •N LL N T x L ¢ o W � ii 5 ii vvi d � m CLL J VI fa VI a VI a d m d vL� 4 C 0. v W O W N T T Vl O M O Z Z n W O r N N a a O i ~ X N a V u u v v A LL V o- O U LL T T C T C O O �O r J C J a J J J J u a 'v a�m -Jo H x Tindale 0fiveu GREAT INSIGHTS. GREATER OUTCOMES. plannnmq ! d,,vp. mm,_,"r..,.q 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 for the 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 BARTOW FORT LAUDERDALE BALTIMORE SEATTLE www.tindaleoliver.com Headquarters 1000 N. Ashley Dr. I Suite400 I Tampa,FL33602 1 (813)224-8862 1 Fax(813)226-2106 Tindale Oliver GREAT INSIGHTS. GREATER OUTCOMES. Page 5 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 7 911,114 $912,120 840,109 (71,005) $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 4 911,114 $912,120 925,853 14,739 $1,052,875 $140,754 Scenario 911,114 $912,120 932,816 21,702 $1,089,134 $177,013 Scenario 6 911,114 $912,120 964,792 53,678 $1,120,682 $208,562 Scenario 7 911,1141 $912,120 959,842 48,728 $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 transfer to 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 -per trip base fare category ratherthan shifting to another fare options. Under Scenarios 6 and 7, while 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). TAMPA 01H AM)" PAki[ilpl sOPILAU01-NoAlF BALI 111](W"LA IIII ,11% 1111'I'd ,I1 , ,rr. headquarters 1000 N.Ashley Dr. 1 Suite400 i Tampa, FL33602 1 (813)224-8862 1 Fax(813)226-2106 Tindale �I�Ver GREAT INSIGHTS. GREATER OUTCOMES. /k C Page 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 regularADA 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 Note: No variance between the estimated revenue and actual revenue collected for FV2016 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,tindaleclivencont Headquarters 1000 N. Ashley Dr. I Suite400 I Tampa,FL33602 1 (813)2248862 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 TO 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 ElasticityApplied 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 +337% of Poverty Level 1,761 $10,992 1,761 0 $11,777 $785 Total- with Elasticity Applied 24,686 $57,004 24,686 0 $68,010 $11,006 Note: Variance between estimated revenue and actual revenue collected for FV 2016 (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 SEATTLE Neadquarters1000N.Ashley Dr. 1 Suite400 I Tampa,FL33602 1 (813)224-8862 1 Fax(813)226-2106 WWWaindale0liver.c0in Tindale Oliver GREAT INSIGHTS. GREATER OUTCOMES. Page 8 Table 6: Ridership and Revenue Estimates for $1.00 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%a. 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 24,686 $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% to 225% 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% of Poverty Level 1,761 $10,992 1,761 0 $12,562 $1,570 Total- with Elasticity Applied 24,686 $57,004 24,686 0 $79,016 $22,012 Note: Variance between estimated revenue and actual revenue collected forFY2016 (89%) applied to estimated revenue under the scenario to be conservative. Single Fare for TD and ADA Services This section documents the potential ridership and revenue impacts if a single TD and ADA fare is implemented, replacing the income -based TD fare scale. For this analysis, two scenarios were completed. The first assumes a single TD/ADA fare of $3, equivalent to the current ADA fare with qualifying low-income riders paying the existing reduced fare of $1. Qualifying low-income riders include those who currently pay the reduced ADA fare of $1 or who are at or under the poverty level and qualify for the current $1 TD fare category. The second scenario assumes the single TD/ADA fare is increased to $4 (or reduced fare of $1.25), should the one-way fixed -route fare be increased to $2. Table 7 presents the TD ridership and revenue impacts assuming a flat ADA/TD fare of $3 (or $1 for qualified low income individuals). Since the TD program is qualification -based program, no assumption is made that a reduced fare for the higher income categories (currently paying $4 or more) will increase ridership. Based on these estimates, there is projected to be a decrease of $11,000 annually due to income loss from TD riders that would pay a lower fare than they currently pay. There are not anticipated to be any ADA ridership or revenue impacts as no changes to the current ADA fare are assumed in this scenario. TAMPA ORLANDO BARTOW FORT LAUDERDALE BALTIMORE SEATTLE wwvw.tindalcolive.r.corn Headquarters 1000 N. Ashley Dr. I Suite400 I Tampa,FL33602 1 (813)224-8862 1 Fax(813)226-2106 Tindale r:,Oliver plmunnp i 0, :."J" enn�nnenng GREAT INSIGHTS. GREATER OUTCOMES. Page 9 Table 7: Ridership and Revenue Estimates for $3 ADA/TD Fare ($1 Reduced Fare) Maintain Existing Ridership At or Under Poverty Level 11,361 $10,130 11,361 0 $10,130 $0 101% to 150% of Poverty Level 7,308 $19,549 7,308 0 $19,549 $0 151% to 225% of Poverty Level 2,962 $10,564 2,962 0 $7,923 ($2,641) 226% to 337% of Poverty Level 1,294 $5,769 1,294 0 $3,461 ($2,308) +337% of Poverty Level 1,761 $10,992 1,761 0 $4,711 ($6,281) Total - with ElasticityApplied 14,686 $57,004 24,686 0 $45,774 ($11,230) Table 8 presents the TD ridership and revenue impacts assuming a flat ADA/TD fare of $4 (or $1.25 for qualified low income individuals). Simi lar to the first scenario, no assumption is made that a reduced fare for the higher income categories (currently paying $5 or more) will increase ridership. However, elasticity is applied in the instances where the fare increases as there could be an associated potential ridership decrease. Based on these estimates, if elasticity is applied to fare categories where riders currently pay a lower fare and the ridership decreases as estimated (by -2,111), there is projected to be a $1,500 annual loss. If ridership is maintained, the additional annual revenue generated is estimated to increase by $3,200. Table 8: Ridership and Revenue Estimates for $4 ADA/TD Fare ($1.25 Reduced Fare) Elasticity Applied to Ridership At or Under Poverty Level 11,361 $10,130 10,225 (1,136) $11,396 $1,266 101% 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 2,962 0 $10,564 $0 226% to 337% of Poverty Level 1,294 $5,769 1,294 0 $4,615 ($1,154) +337% of Poverty Level 1,761 $10,992 1,761 0 $6,281 ($4,711) Total- with Elasticity Applied 24,686 $57,004 22,576 (2,111) $55,447 ($1,557) Maintain Existing Ridership At or Under Poverty Level 11,361 $10,130 11,361 0 $12,663 $2,533 101%to.150% of Poverty Level 7,308 $19,549 7,308 0 $26,065 $6,516 151% to 225% of Poverty Level 2,962 $10,564 2,962 0 $10,564 $0 226% to 337% of Poverty Level 1,294 $5,769 1,294 0 $4,615 ($1,154) +337% of Poverty Level 1,761 $10,992 1,761 0 $6,281 ($4,711) Total - with Elasticity Applied 24,686 $57,004 24,686 0 $60,188 $3,184 However, in this scenario the ADA fare is also proposed to increase. Taking into accountthe proposed ridership and revenue impacts of a $4 ADA fare previously presented in Table 4, the overall net impact of a flat $4 ADA/TD fare is estimated at $31,500 generated annually if elasticity is applied. if ridership is maintained, the additional annual revenue generated is estimated to increase by $65,700. TAMPA ORLANDO BARTOW FORT LAUDERDALE BALTIMORE SEATTLE Headquar[ers1000N.Ashley Dr. 1 Suite400 I Tampa,FL33602 1 (813)224-8862 1 Fax(813)226-2106 www. tinda leol iver.con i Tindale ^Oliver GREAT INSIGHTS. GREATER OUTCOMES. Page 10 Definition of Household for Low Income Fare Qualification Reduced ADA and TD fares are available for riders who qualify based on their household income and proof of income is required. Currently, acceptable types of proof of income are pension benefit statements, unemployment benefits, or current paystubs. However, these documents all tie to the individual's income rather than their household income. This may allow individuals to qualify for reduced fares based on their individual income when their household income is, in fact, high enough to support payingthe full fare. Atthe same time, it should be recognized that individuals may live in a physical household with other family members, but still maintain separate finances. One example of this is an older parent living with their child, but still independent financially and supported by theirown retirement/social security income. As part of this fare study, it is recommended that CAT maintain the requirement that qualification for the reduced fare be tied to a person's household income (rather than individual income). However, the documentation used to demonstrate qualification should prove that the household income meets the required threshold. Therefore, it is recommended that the proof of income be tied to a person's federal income tax return from the prior year (or state filing if from outside Florida). This will ensure that the most current annual household income figure is used to determine eligibility of the person and will reduce potential abuse of eligibility if the documentation provided does not reflect the true household income. At the same time, this will ensure that a person physically living in a household, but is otherwise financially independent as may still qualify for a reduced fare so long as they have filed their own taxes reflectingtheir own "household" income. CAT should also adopt a policyto consider other proof of income types on a case-by-case basis for individuals who cannot provide a federal income tax form orto document that their employment status has changed since their last tax statement, now qualifying them for the reduced fare. Recommendations Based on the analysis completed herein and the public outreach conducted through intercept surveys and public workshops in January, the following recommendations are made for consideration by CAT and Collier MPO staff. Present Scenario 6 as the preferred scenario (this is Scenario D presented at the public workshop). This includes: o Increase the fixed -route fare to $2 ($1 reduced), which has support if a 90 -minute free transfer were implemented, and the cost of the day pass was reduced to $3, and the additional revenue went to enhance the services provided. Therefore, it is recommended to increase the fixed route fare by $0.50, provide a free 90 -minute transfer, and reduce the day pass to $3 as part of a consolidated package to optimize use of the day pass while reducing possible ridership reduction associated with increasing the one-way fare. TAMPA ORLANDO BARTOW FORT LAUDERDALE BALTIMORE SEATTLE www.tindaleoliver.com Headquarters1000N.Ashley Dr. I Su1te400 I Tampa,FL33602 1 (813)224-8862 1 rax(813)226-2106 Tindale ^Oliver GREAT INSIGHTS. GREATER OUTCOMES. Page .l l F I I I , i. . o Eliminate the existing 7 day pass and replace with a 15 day pass at 50% of the cost of the 30 day pass. This had support from the public as the 30 day pass is too expensive for many riders and the 7 day pass cost per trip is considerably higher than the other passes and generates the lowest ridership and utilization of all pass types. In this case, the 15 day pass would be priced at $20 ($10 reduced) based on increasing the cost of the 30 day pass to $40 as the next bullet describes. o Increase the cost of the 30 day pass from $35 to $40 ($20 reduced). Input from the public did not indicate that this would be a considerable hardship for existing riders and it will put the cost pertrip for the monthly pass more in line with the cost per trip for the other passes offered, while still providing the lowest cost per trip for all of CAT's fare options. o Increase the cost of the Marco Express single fare from $2.50 to $3 ($1.50 reduced) to bring it more in line with the cost of the Marco Express monthly pass. o Explore the potential for sale of passes at third party vendors (such as grocery and convenience stores) as this had considerable support by the public. o Explore the potential to use a phone/computer app to purchase passes/fares; this concept was also desired by the public. o Implement a policy to include college-age students and active/retired military personnel as eligible for reduced fare with valid ID. o Provide a single ADA/TD fare of $4 ($1.25 reduced), consistent with the increase to the one-way fixed -route fare to $2.00 ($1.00 reduced). While this is estimated to result in less revenue than maintaining the existing TD fare hierarchy, it is expected to produce higher revenues than the existing fares and simplifies the requirements of fare collection and monitoring household income to verify the appropriate TD fare category. Public input indicated that an increase to the ADA/TD fare would produce hardships for some riders. However, additional revenues are needed to support maintaining existing service levels. The proposed increase allows for a modest increase for persons qualifying for the reduce rate and eliminates higher fares paid by TO customers in the existing top income brackets, reducingthe number of riders impacted by the proposed fare change. 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.titidateolive).com