Agenda 11/18/2014 Item # 16D 711/18/2014 16.D.7.
EXECUTIVE SUMMARY
Recommendation to approve the Collier Area Transit Bus Stop Americans with Disabilities Act
Assessment.
OBJECTIVE: To strategically improve bus stop function for persons with disabilities as
funding and cooperative agreements become available.
CONSIDERATION: The Americans with Disabilities Act (ADA) prohibits discrimination and
ensures equal opportunity for persons with disabilities. The ADA regulations contained in the
Code of Federal Regulations (CFR), Title 28 Chapter 1, Part 35.150 (d), require a transition plan
which shall, at a minimum, address the following four areas:
• Identify physical obstacles in the public entity's facilities that limit the accessibility of its
programs or activities to individuals with disabilities;
• Describe in detail the methods that will be used to make the facilities accessible;
• Specify the schedule for taking the steps necessary to achieve compliance with this
section and, if the time period of the transition plan is longer than one year, identify steps
that will be taken during each year of the transition period; and
• Indicate the official responsible for implementation of the plan.
Tindale Oliver and Associates conducted an inventory and assessment of all transit bus stops
within Collier County in order to evaluate mobility barriers as required by the ADA. Each of the
above - mentioned CFR requirements has been addressed in the attached CAT Bus Stop ADA
Assessment Report.
The consultants assessed the then - existing 527 CAT system bus stops. Of the total bus stops, the
assessment concluded that a total of 35 bus stops were technically ADA complaint. For those bus
stops that were identified with deficiencies, the deficiencies found ranged from minor
deficiencies (inadequate bus stop sign height) that are quickly and inexpensively corrected to
major deficiencies (no ADA pad or surrounding infrastructure leading to stop not ADA
complaint), requiring planning, design, coordination and potentially significant expense to
correct.
The study included a two -step prioritization process to help determine which improvements
should be implemented first. The first step examined the conditions at each stop, its accessibility,
the safety /security and its operational efficiency. The second step involved assessing factors that
related to the frequency of use of the bus stop and nearby trip generators to detennine the
demand for the improvement.
After the assessment and prioritizations were completed, the consultants completed an
Implementation and Financial Plan that included cost estimates for the design and construction
of recommended improvements. The plan estimated a total cost for the improvements at
$3,538;200. The actual construction opinions of cost will become more refined as the projects
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11/18/2014 16.D.7.
progress through design. The Implementation and Financial Plan will be used by CAT staff as a
general guide for the planning of bus stop and facility improvements.
Several factors may influence the timing for implementation of specific improvements and the
overall cost of the program, including:
• Opportunities for partnering with other jurisdictions or organizations on planned
improvements within the proximity to a deficient stop;
• Specific site conditions at individual stops (such as the existence of landscaping, utilities,
drainage, etc.);
• Contracting options, including awarding a unit -price contract for the implementation of
improvements at multiple locations; and
• The possibilities to relocate or consolidate individual bus stops.
Improvements to CAT's bus stops and shelters will be financed through several funding sources,
including: Federal Transit Administration (FTA); Federal Highway Administration (FHWA);
Florida Department of Transportation (FDOT); and local funding. Staff will also explore
coordination and partnerships to ensure that planned improvements within close proximity to a
bus stop facility will include corrections to any identified deficiencies. For example, 93 bus stops
are located within project limits identified in local jurisdictions' Capital Improvement Element.
Through ongoing coordination, it is anticipated that those sidewalk and roadway projects will
also address the bus stop ADA compliance items.
The plan identifies a minimum of $25,000 to be dedicated annually to continue addressing ADA
accessibility.
FISCAL IMPACT: The CAT system currently has a Board approved maintenance program in
place with $297,398.75 in funding (80% from a FDOT grant with a 20% local match). This
funding will be used to improve approximately 25 bus stops for State Highway bus stop
improvements by December 2015. This is well in excess of the $25,000 recommended in the
report to be spent annually. Future funding in the amount $25,000 will be included each year in
the FTA 5307 Grant's Program of Projects to further the commitment of the Assessment Plan.
LEGAL CONSIDERATIONS: This item is approved as to form and legality, and requires
majority vote for Board approval. —SRT
GROWTH MANAGEMENT IMPACT: This item is consistent with Objectives 10 and 12 in
the Transportation Element of the Growth Management Plan.
RECOMMENDATION: That the Board of County Commissioners approves the CAT Bus Stop
ADA Assessment.
Prepared by: Brandy Otero, Associate Project Manager, Public Transit and Neighborhood
Enhancement Department
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11/18/2014 16.D.7.
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11/18/2014 16.D.7.
COLLIER COUNTY
Board of County Commissioners
Item Number: 16.16. D. 16. D. 7.
Item Summary: Recommendation to approve the Collier Area Transit Bus Stop Americans
with Disabilities Act Assessment.
Meeting Date: 11/18/2014
Prepared By
Name: OteroBrandy
Title: Project Manager, Associate, Transportation Road Maintenance
10/20/2014 11:26:54 AM
Submitted by
Title: Project Manager, Associate, Transportation Road Maintenance
Name: OteroBrandy
10/20/2014 11:26:55 AM
Approved By
Name: SotoCaroline
Title: Management/Budget Analyst, GMD Construction & Maintenance Admin
Date: 10/21/2014 9:58:21 AM
Name: ScottTrinity
Title: Manager - Public Transit, Alternative Transportation Modes
Date: 10/21/2014 3:01:05 PM
Name: ArnoldMichelle
Title: Director - Alt Transportation Modes, Alternative Transportation Modes
Date: 10/23/2014 9:48:04 AM
Name: TownsendAmanda
Title: Director - Operations Support, Public Services Division
Date: 10/23/2014 5:15:51 PM
Name: TeachScott
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11/18/2014 16.D.7.
Title: Deputy County Attorney, County Attorney
Date: 10/28/2014 9:43:49 AM
Name: CarnellSteve
Title: Administrator - Public Services, Public Services Division
Date: 10/29/2014 1:11:21 PM
Name: OberrathKaren
Title: Accountant, Senior, Grants Management Office
Date: 11/6/2014 8:17:35 AM
Name: TeachScott
Title: Deputy County Attorney, County Attorney
Date: l 1 /6/2014 4:10:53 PM
Name: StanleyTherese
Title: Manager - Grants Compliance, Grants Management Office
Date: 11/7/2014 11:36:11 AM
Name: KlatzkowJeff
Title: County Attorney,
Date: 11/7/2014 11:41:26 AM
Name: OchsLeo
Title: County Manager, County Managers Office
Date: 11/10/2014 10:35:02 AM
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October 15, 2014
Prepared For:
Collier Area Transit and
Collier MPO
2885 South Horseshoe Drive
Naples, Florida 34104
The preparation of this document has been financed in part through grants from the Federal
Highway Administration, the Federal Transit Administration, and the U.S. Department of
Transportation, under the Metropolitan Planning Program, Section 104(f) of title 23, U. S. Code,
and local funding. The contents of this document do not necessarily reflect the official views or
policy of the U.S. Department of Transportation.
Tampa . Orlando • Bartow • Ft. Lauderdale • Baltimore • www.tindaleoliver.com
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i guild V1 L.un«nR5
1.0 INTRODUCTION .................................................................... ..............................1
2.0 INVENTORY PROCESS ........................................................ ..............................2
2.1 Field Data Collection ........................................................... ..............................2
2.2 Bus Stops ........................................................................... ..............................2
2.3 Transit Facilities .................................................................. ..............................4
2.4 Quality Control and Compilation of Master Database .......... ..............................4
3.0 ADA REQUIREMENTS AND DATA COLLECTION ................ ..............................5
3.1 General ADA Requirements ................................................ ..............................5
3.2 Bus Stop Requirements ...................................................... ..............................7
3.3 Boarding and Alighting Areas .............................................. ..............................7
Standards.................................................................................. ...............................
7
Data Analysis and Results ......................................................... ..............................8
3.4 Bus Stop Signs ................................................................... ..............................9
Standards.................................................................................. .............................10
Data Analysis and Results ........................................................ .............................11
3.5 Accessible Routes and Sidewalks ...................................... .............................11
Standards.................................................................................. .............................11
Data Analysis and Results ........................................................ .............................12
3.6 Curb Ramps ....................................................................... .............................13
Standards.................................................................................. .............................13
Data Analysis and Results ........................................................ .............................14
3.7 Obstructions ....................................................................... .............................15
3.8 Transfer Facilities ............................................................... .............................16
Overview................................................................................... .............................16
Data Analysis and Results ........................................................ .............................19
Collier County Government Center, Stop ID #1 ......................... .............................20
Description................................................................................ .............................20
Deficiencies: ...........................................................................................................
20
Recommendations: ................................................................................................
20
Collier Area Transit Ops, Stop ID #161 ...................................... .............................22
Description................................................................................ .............................22
Deficiencies: ...........................................................................................................
22
Recommendations: ................................................................................................
22
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Step 1: Identify Responsible Entity ........................................... .............................25
Step 2: Identify Consolidated /RELOCATED Bus Stops .......... ...............................
28
Step 3: Prioritization of CAT's Improvement Responsibilities ..... .............................30
Identify Fund Leveraging Opportunities ..................................... .............................30
Prioritization Process for Phased Implementation Plan ............. .............................32
Accessibility.............................................................................. .............................33
Safety /Security ........................................................................ ...............................
35
OperationalEfficiency ............................................................... .............................37
BusStop Activity ....................................................................... .............................39
NearbyTrip Generators ............................................................. .............................41
ImplementationPlan ................................................................. .............................42
5.0 IMPLEMENTATION AND FINANCIAL PLAN ......................... .............................45
Development of Improvement Costs ............................................. .............................45
Development of the Implementation and Financial Plan ................ .............................48
IndividualBus Stops .................................................................. .............................48
TransferFacilities ...................................................................... .............................50
Funding Plan for Needed Improvements ....................................... .............................50
6.0 NEXT STEPS ........................................................................ .............................56
Bus Stop and Facilities Standards ............................................. .............................56
Funding for Improvements ........................................................ .............................56
GIS Analysis to Determine Jurisdictional Responsibility .......... ...............................
56
Advise Entities Responsible for Improvement Needs ................ .............................56
Bus Stop Consolidation /Relocation ........................................... .............................56
CATTraining. .........................................................................................................
57
Database Maintenance Procedures .......................................... .............................57
Review Implementation and Financial Plan ............................... .............................57
Update Inventory Database Regularly ....................................... .............................57
AnnualReview of Progress ..................................................... ...............................
58
Regularly Report Progress of Implementation ........................... .............................58
Regularly Update GIS Analysis ................................................. .............................58
Explore Future Applications for Inventory Information ............... .............................58
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rigure5
Figure 2 -1 Data Collection Tools ....................................................... ..............................3
Figure 3 -1 General Bus Stop Accessibility Standards Diagram ......... ..............................6
Figure 3 -2 Landing Area Standards Diagram .................................... ..............................8
Figure 3 -3 Accessible Route Standards Diagram ............................. .............................12
Figure 3 -4 Curb Ramp Accessibility Standards Diagram .................. .............................14
Figure 3 -5 Collier County Government Center Transfer Station Location ......................20
Figure 3 -6 Collier Area Transit Operations Transfer Station Location ............................22
Figure 3 -7 Proposed Collier Area Transit Operations Transfer Station Improvements... 24
Figure 4 -1 Prioritization Process Flow Chart .................................... .............................26
Figure 4 -2 Collier County Low Income Title VI Areas ....................... .............................43
Figure 4 -3 Collier County Minority Population Title VI Areas ............ .............................44
Tables
Table 3 -1 Total Deficiencies for Boarding and Alighting Areas .......... ..............................9
Table 3 -2 Visual Character Height Standards ................................... .............................10
Table 3 -3 Total Deficiencies for Bus Stop Sign Placement and Visibility .......................11
Table 3 -4 Total Deficiencies for Accessible Routes and Sidewalks .. .............................13
Table 3 -5 Total Deficiencies for Curb Ramps ................................... .............................15
Table 3 -6 Total Obstruction Deficiencies .......................................... .............................16
Table 4 -1 Responsible Entity for Bus Stop Improvements ................ .............................27
Table 4 -2 Bus Stops Recommended for Consolidation .................... .............................29
Table 4 -3 Bus Stops Recommended for Relocation ......................... .............................29
Table 4 -4 Potential Piggy- Backed Bus Stops ................................. ...............................
31
Table 4 -5 Distribution of Accessibility Scores ................................... .............................34
Table 4 -6 Bus Stops with Highest Accessibility Score ...................... .............................34
Table 4 -7 Top 10 Bus Stops with Lowest Accessibility Score ......... ...............................
34
Table 4 -8 Distribution of Safety /Security Scores ............................... .............................36
Table 4 -9 Top 10 Bus Stops with Highest Safety /Security Score ...... .............................36
Table 4 -10 Bottom 10 Bus Stops with Lowest Safety /Security Score ............................36
Table 4 -11 Distribution of Operational Efficiency Scores .................. .............................38
Table 4-12 Top 10 Bus Stops with Highest Operational Efficiency Score ......................38
Table 4 -13 Bottom 10 Bus Stops with Lowest Operational Efficiency Score ..................38
Table 4 -14 Distribution of Operational Efficiency Scores .................. .............................40
Table 4 -15 Top 10 Bus Stops with Highest Ridership ....................... .............................40
Table 4 -16 Bottom 10 Bus Stops with Lowest Ridership .................. .............................40
Table 4 -17 Stops Serving Major Trip Generators ............................. .............................41
Table 5 -1 Order of Magnitude Cost Estimate ................................... .............................46
Table 5 -2 Transfer Facilities Cost Estimate ...................................... .............................50
Table 5 -3 Phased Implementation Plan for Bus Stop Improvements .............................52
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1APPU[1u1L;U5
Appendix A — Survey Questionnaire
Appendix B — Training Manual
Appendix C — Database Definitions
Appendix D — Bus Stop Assessment Database
Appendix E — Bus Stop Assessment Matrix
Appendix F — Bus Stop Assessment Summary Tables
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1.0 INTRODUCTION
The Collier MPO, Collier Area Transit (CAT), and FDOT are interested in improving the
access to and from, the security at, and the operations at CAT's 527 stand -alone bus
stops and 2 transfer centers.
This study includes a comprehensive inventory of the conditions at CAT's bus stops and
facilities and identifies and helps prioritize improvements to address accessibility,
security, operation, and passenger comfort issues. Information relating to the
accessibility of each bus stop and facility has been collected. The purpose of this data is
to improve CAT's staff's understanding of accessibility issues pertaining to Americans
with Disabilities Act (ADA) requirements. Specifically, how the ADA relates to bus stops
and transit facilities, as well as to identify which bus stops and facilities are in
compliance with the ADA and which are not. Not only does the placement of bus stops
and facilities affect passenger amenities, but service speed and schedule adherence
also can be adversely impacted by the implementation of too many stops. However,
CAT recognizes that it is important to have a balance between the potential need to
eliminate underutilized stops and the community's need for convenient access to nearby
bus service. In an effort to ensure all of CAT's bus stops are compliant, safe, secure,
and operationally efficient, all of CAT's bus stops were considered in this review.
This document serves as a summary report outlining the development of the bus stop
inventory and database, the prioritization of bus stop improvements, and the phasing
plan to implement improvements based on anticipated funding available over the next
five years. A separate appendix document has also been prepared, which includes a
detailed summary of the results of the analysis.
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G.0 11V V LIN 1 VKI rKVL x133
This section describes the processes and methodologies used to develop the master
inventory database, including field data collection, quality control, and compilation of the
master database. In addition, this process also included the development of a new
tablet based application in order to directly input raw data into a master database. The
prioritized list of improvements and phased implementation plan developed as part of
this project are the result of the data collection effort conducted during the inventory
process.
The data collected are used to record infrastructure, characteristics, and location of each
bus stop, which can be utilized by CAT and other entities to identify infrastructure
improvement needs.
2.1 FIELD DATA COLLECTION
TOA staff and an engineering student from Florida Gulf Coast University were sent into
the field to collect data using a tablet based questionnaire. The questions and answers
used may be found in Appendix A at this end of this report. It should be noted that the
data was collected in June and July 2013.
2.2 BUS STOPS
The first step of the inventory process was to identify the list of the data items to be
collected. This list was developed based primarily on the data required to determine the
accessibility of a bus stop using the ADA Accessibility Guidelines (ADAAG).
A comprehensive checklist of the data to be collected was prepared and developed into
a software interface specifically designed and programmed for this study. The
application developed allowed the surveyors to easily enter all the necessary data
collected at each bus stop. The program also allowed the collected data to be exported
to a database format for the analysis. This interface was accessed by the surveyors
using Android tablets, Apple iPads, and smartphones. These devices all had wireless
connectivity and GIPS built into each of them. By utilizing the most up to date mobile
technology, survey teams could determine the bus stops GPS coordinates, input data
with prompted questions, and take photographs using a single tool. The following is a
list of the primary equipment utilized by each survey team to conduct the inventory:
• Mobile Tablet or Smartphone
• Smart level
• Measuring wheel
• Compass
• Safety Vest
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1 ILJUIL L I III U-1 UL LI 14.. './1 III -IY 6.1 IHI I Iti11L ULIIIL6.1J vy LIIV JuIY I.-IIJ Ua.IIII ILJ. LIIV
data collection process.
Figure 2 -1 Data Collection Tools
Following development of the program interface and distribution of the necessary data
collection tools, the inventory process began. The inventory process consisted of three
stages: a field test, data collection training, and the bus stop inventory.
Field Test — The purpose of the field test was to check the established data
collection methodology on several bus stops in order to determine whether any
adjustments were needed prior to training.
Data Collection Training — The data collection training presented the data
collection process to the surveyors, including step -by -step instructions, reminders
and pointers for collecting data at each stop, as well as contact information for
appropriate project team members. Pertinent information related to the data
collection was compiled into a Data Collection Training Manual for surveyors to
use as a reference during the inventory process. The data collection training
included one day of in -class training for the three surveyors and two days of field
training, where the surveyors practiced accessing actual bus stops.
Bus Stop Inventory — The inventory data collection was conducted by a two -
person team, consisting of an engineer from Tindale- Oliver and an engineering
student from Florida Gulf Coast University, on all stand -alone bus stops.
A copy of the Data Collection Training Manual provided to each surveyor during the data
collection training class can be found in Appendix B. In addition, a comprehensive list of
the data collected as part of the inventory process can be found in Appendix C.
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Collier Area Transit
Bus Stop & Facility Accessibility Study
L,.J 11XL'11YJ11 1'l11J1L1111iJ
Accessibility assessments of CAT's two Transit Centers were conducted by members of
the project team. Detailed field assessments of all accessibility features provided at
each of the facilities were conducted and inventory data comparable to the data
collected during the bus stop survey effort were collected.
It is important to recognize that the transit centers present features that are not common
to regular bus stops, such as buildings, restrooms, ticketing facilities, tactile transit
signage, and parking facilities. Hence, the established database used for the bus stop
inventory and deficiency reporting process did not lend itself to accommodating the
captured data from the facilities assessments. Therefore, it was prudent to develop the
stand -alone report document for these facilities.
2.4 QUALITY CONTROL AND COMPILATION OF MASTER
DATABASE
The initial data collection process was conducted over a period of two months. During
this time, quality control (QC) measures were continuously conducted by the project
team to ensure that all information collected was complete and accurate. As the
database was compiled, all records were reviewed and corrected for missing or incorrect
data by matching the record to its corresponding photographs. Corrected information in
the database was marked to reveal patterns of incorrect information in the database.
Data elements with significant errors were closely analyzed to determine the source of
the error (e.g., mis- entries, programming errors). Elements such as presence of
benches or shelters could be corrected by viewing the photographs, while elements that
require measurement, such as slope or width, could only be determined in the field.
The master database was finalized and prepared for analysis and is included in
Appendix D and summarized in Appendix E. Following completion of the analysis, a
digital version of the master database will also be transmitted to CAT.
It should be noted that CAT intends to continuously maintain and update the inventory
database to reflect ongoing changes made to the system's bus stops.
The initial analysis performed on the master database included the development of
summary tables for each category of data collected during the inventory. Appendix F
provides a series of tables summarizing the frequency and distribution of data for all of
CAT's bus stops collected during the inventory, including any applicable comments
noted by the surveyors.
The remainder of this report summarizes the development of the Comprehensive
Improvement Plan and associated data analysis. The purpose of this Plan is to identify
and prioritize needed improvements and recommend a phasing program for
implementing the needed improvements, based on anticipated funding.
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J.0 AVA KJb(JU1KJb tN -l-J ANIJ VA-I-A LULLEL HUN
An analysis of the collected data was undertaken to develop a comprehensive list of
deficiencies present and the subsequent improvement needs. This section provides an
overview of the general requirements pertaining to bus stops and facilities and then
presents the findings of the inventory process as it relates to the specific improvement
needs.
3.1 GENERAL ADA REQUIREMENTS
Three primary guidance documents were utilized during this project to highlight specific
design and infrastructure requirements related to accessibility: the ADAAG, the FDOT
Accessing Transit Design Handbook for Florida Bus Passenger Facilities, and the FDOT
Transit Facility Handbook. The general ADAAG /FDOT requirements for bus stops and
transit facilities are as follows:
• The bus stop site must be chosen to provide the greatest degree of accessibility
practicable.
• The boarding and alighting area must provide a firm, stable, slip resistant
surface.
• The clear area of the boarding and alighting area must be equal to or no less
than 60" parallel and 96" perpendicular to the curb or street /roadway edge and
connected to the accessible route.
• The bus stop must have an accessible approach to the boarding and alighting
pad and all amenities provided.
• The cross slope of the boarding and alighting pad (perpendicular to the curb)
must be equal to or less than 2 percent.
• The running slope (parallel to the curb) of the boarding and alighting area should
match the slope of roadway.
• The bus stop must be on or connect to an accessible route.
• Bus stop amenities must be connected to the accessible route, allow accessible
maneuvering space, and be within 48" maximum reach range of all operating
controls.
• If a shelter is provided, it must connect to the accessible route and allow a
minimum space of 30" X 48" fully within the shelter.
• If a bench is included within a shelter, it must allow a minimum space of 30" X
48" resting /transfer space at one end of the bench.
Figure 3 -1 illustrates a number of these general accessibility requirements.
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Figure 3 -1 General Bus Stop Accessibility Standards Diagram
Many standards that would apply to bus stops located in dense urban environments are
not necessarily applicable to bus stops located in suburban or rural locations, where
curbs and sidewalks are not present. Currently, some of CAT's bus stops, especially
those located in suburban or rural areas (as determined by census data and the
appearance of the surrounding area as determined by the assessor), have no more than
a bus stop sign staked in the grass. As previously mentioned, standards for these non -
urban stops are significantly less, since CAT will not be required to implement much
infrastructure, such as sidewalks and curbs. In these cases, CAT will only be required to
install a raised boarding and alighting area, and not necessarily a sidewalk connecting
the bus stop to the surrounding area. At locations where there is no expectation of a
sidewalk and the shoulder of the roadway may be considered the only usable pedestrian
pathway, the boarding and alighting area will only be required to connect to the shoulder
of the roadway to be considered compliant.
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3.41. nun a i Ur i rkztJ1 r.1V1zty 1
There are five major elements related to bus stops that primarily impact their
accessibility and /or compliance with ADA requirements. These include:
• Boarding and alighting pads,
• Bus stop signs,
• Accessible routes and sidewalks,
• Curb ramps, and
• Obstructions.
This section discusses the standards related to these elements and addresses the
deficiencies that were noted throughout CAT's bus system.
3.3 BOARDING AND ALIGHTING AREAS
Boarding and alighting areas (previously referred to as "landing" pads) are critical for the
safe and accessible boarding and alighting of passengers onto buses. They are
particularly critical for the safe and accessible operation of wheelchair lifts.
Standards
The minimum width and length of the paved boarding and alighting area, as well as
surface qualities, are regulated by the ADAAG /FDOT. Many of the same standards for
sidewalk surfaces apply to landing areas. The standards for boarding and alighting
areas are as follows:
• The clear area of the boarding and alighting area must be no less than 60"
parallel and 96" perpendicular to the curb or street /roadway edge and connected
to the accessible route.
• The cross slope of the boarding and alighting area (perpendicular to the curb)
must be equal to or less than 2 percent.
• The running slope (parallel to the curb) of the boarding and alighting area should
match the slope of roadway.
• The boarding and alighting area must provide a firm, stable, slip resistant
surface.
Figure 3 -2 illustrates some of these standards.
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Figure 3 -2 Landing Area Standards Diagram
Data Analysis and Results
To determine the deficiencies at each stop, data was collected in the field relating to the
boarding and alighting areas. The following data elements were collected:
• Whether there is a boarding and alighting area of any kind present at the bus
stop.
• Whether the boarding and alighting area is equal to or greater than 5 -foot by 8-
foot.
• Material of the boarding and alighting area.
• Whether the boarding and alighting area is free of defects such as cracks in the
pavement.
• Whether the running -slope matches that of the road.
• Cross slope measurement.
• Running slope measurement.
• Whether there are any changes in elevation greater than 1/8 ".
• Whether the stop is located in an urban /sub -urban /rural area.
• Whether there is a raised curb /landing area.
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each of these elements. The results are displayed in Table 3 -1.
Table 3 -1 Total Deficiencies for Boarding and Alighting Areas
Deficiency
Total
Sto s'
No boarding and alighting pad (1) present at stop
125
Defect in boarding and alighting pad
440
Cross slope is greater than 2%
248
Running slope does not match the road
4
Running slope is greater than 5 %(2)
5
Elevation changes greater than 114"
47
No raised curb
225
Total stops with problematic boarding and alighting areas (3)
492
Note: A bus stop sign may have more than one of the deficiencies listed in this table. As such,
this figure does not represent a sum of the deficiencies in this table. Also, note that these
deficiencies are not listed in any particular order. One type of deficiency is not considered
more severe than another.
(1) The presence of a boarding and alighting area refers to a clear area in which a person in a
wheelchair could potentially access a wheelchair lift or ramp, regardless of standardized
dimensions, slope, elevation changes, or connections to the surrounding area. Per the
ADAAG, the material does not have to be concrete, but must be a firm and stable surface,
such as packed dirt and not grass or gravel.
(2) If the sidewalk or boarding and alighting area has a running slope that does not match that
of the roadway and it has a slope that is greater than 5 %, it would be considered a ramp
and would therefore be non - compliant.
(3) A problematic boarding and alighting area at a stop may have more than one of the
deficiencies listed in this table. As such, this figure does not represent a sum of the
deficiencies in this table. Rather, this number represents the number of stops with one or
more deficiencies.
As presented in Table 3 -1, approximately 24% or 125 bus stops have no boarding and
alighting area either, designated or undesignated, 83% or 440 bus stops have a defect in
the boarding and alighting area, 47% or 252 bus stops have a cross slope greater than
2 %, 9% or 48 bus stops have a change in elevation of greater than '/4 ", and 43% or 225
bus stops do not have a raised curb. Therefore, 492 stops have some kind of boarding
and alighting area deficiency.
Bus stop signs are important because they identify the location of an active bus stop, but
they also serve other important purposes. Bus stop signs are critical for showing
passengers the correct area to board the bus and also serve as a guide to bus operators
for positioning the bus. Bus stop signs must follow particular standards set by the
ADAAG /FDOT for placement and visibility.
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Bus stop signs providing route designations, bus numbers, destinations, and other
access information must be designed for use by transit riders with vision impairments.
The general ADAAG /FDOT standards for bus stop sign placement and visibility are as
follows:
• The bottom of the sign should be at least 7 feet above ground level; however, it
may be placed as low as 40 inches above ground level, and should not be
located closer than 2 feet from the curb face. Placement of the sign is critical so
that both passengers and drivers can identify and read the sign and so that the
sign is not an obstruction to passing vehicles.
• Characters and the background of the sign should have a non -glare finish. This
makes the sign clear and visible in bright sunlight or headlights.
• Minimum character height must be visible to the passenger and should comply
with the ADAAG /FDOT standards are detailed on page 51 of the Accessing
Transit Handbook and Table 3 -2, shown below.
• Other signs sharing the mount location also should be properly mounted.
• Ideally, and especially for bus stops that serve more than one route, the bus stop
sign should also include the bus route number(s) that provide services to the
stop.
Table 3 -2 Visual Character Height Standards
Height to Finish Floor or
Ground From
Horizontal Viewing
Baseline of Character
Distance
Minimum Character Height
Less than 72 inches
5/8 -inch
40 inches to less than or
equal to 70 inches
72 inches and greater
5/8 -inch, plus 1/8 -inch per foot
of viewing distance above 72
inches
Less than 180 inches
2 inches
Greater than 70 inches to
2 inches, plus 1/8 -inch per foot
less than or equal to 120
inches
180 inches and greater
of viewing distance above 180
inches
Less than 21 feet
3 inches
Greater than 120 inches
21 feet and greater
3 inches, plus 1/8 -inch per foot
of viewing distance above 21
feet
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To determine the compliance of CAT's bus stop signs with the aforementioned
standards, the following data elements were collected in the field:
• Whether there is a sign present at the bus stop.
• Whether the sign is the correct distance from the ground.
• Whether the sign follows the standards for proper visual character height and
contrast.
• Whether the sign has an anti -glare surface.
• Whether signs that share the same location are properly mounted.
Following the field data collection, the information for these data elements was analyzed
to determine the number of CAT bus stop signs with specific deficiencies. Table 3 -3
shows the stops noted for each element of deficiency.
Table 3 -3 Total Deficiencies for Bus Stop Sign Placement and Visibility
Deficiency
Total
Stops
No sign at stop
15
Sign not properly mounted
5
CAT sign not compliant
20
In general, the typical sign design for CAT meets the requirements of the ADAAG /FAC.
There are 15 stops without a CAT bus stop sign and 5 CAT bus stops that have a bus
stop sign that is not properly mounted. Therefore, 20 bus stops have a CAT bus stop
sign deficiency or no CAT bus stop sign present at the bus stop.
3.5 ACCESSIBLE ROUTES AND SIDEWALKS
Accessible routes and sidewalks leading to and from the bus stop are critical for all
passengers, particularly those with disabilities, to reach the boarding and alighting area
at the stop and any trip generators surrounding the stop.
Standards
An accessible route must be a sufficiently wide, continuous, and unobstructed path
enabling passengers to access the bus stop and surrounding activity centers. The
following are the specific guidelines for accessible routes and sidewalks set by the
ADAAG /FDOT:
• Must be 36" minimum wide continuous unobstructed path.
• Must have a 32" minimum width at doorways.
• Must have 60" X 60" passing spaces at 200' intervals.
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percent ( >5% = ramp).
• Cross slope (perpendicular to direction of travel) must be equal to or less than 2
percent.
• Surface must be firm, stable, and slip resistant (wet or dry).
• Changes in level between 1/4" and 1/2" must be beveled at 1:2 slope.
• Changes in level greater than 1/2" are not allowed or must be ramped.
• Gaps in gratings must be no greater than 1/2" wide and openings must be
aligned perpendicular to travel.
Figure 3 -3 illustrates these accessible route standards.
i
Y , 4" maximum projection
3 for objects greater than
z
27' above floor and lower
��. than 80" above floor
4t 60.,� by °E'ate
maX.
f— Protruding objects hanging on
wall with leading edges at or
lower than 27" are detectable
SPo ces
*The accessible route may be reduced
to 32" for a maximum distance of 24 ".
Figure 3 -3 Accessible Route Standards Diagram
Data Analysis and Results
To determine the compliance of accessible routes and paths at CAT bus stops, the
following data were collected in the field:
• Whether a sidewalk is present at the stop.
• Whether the sidewalk at the bus stop is greater than or equal to 4 feet.
Following the field data collection, the information for these data elements was analyzed
to determine the number of CAT bus stop accessible routes and sidewalk deficiencies.
Table 3 -4 shows the stops noted for each element of deficiency.
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Bus Stop & Facility Accessibility Study
Deficiency
Total
Stops
No sidewalk present addition of sidewalk is recommended
34
No sidewalk present shoulder of roadway acts as accessible path
66
Sidewalk less than 4 feet wide
0
Running slope is greater than 5%
5
Sidewalk not compliant /not present
105
As shown in Table 3 -4, there are 100 stops that have no sidewalk present. In addition,
there are 5 bus stops where the running slope of the sidewalk is greater than 5 %. It
should be noted that in 66 of the locations that do not currently have a sidewalk, there is
no reasonable expectation of a sidewalk and the shoulder of the roadway acts as the
accessible path. In these cases, it is not necessary to construct a sidewalk.
3.6 CURB RAMPS
Curb ramps provide a means of easily and safely accessing sidewalks from a crosswalk
or other surface and should be provided wherever a curb is encountered along the path
to transit services and facilities. These are particularly critical for those with disabilities
requiring wheelchairs.
Standards
Particular standards limit the minimum width and maximum slope of the curb ramp to
ensure accessibility. The following are the standards for curb ramps required by the
ADAAG /FAC:
• The maximum ramp segment slope permitted is 1:12 (8.3 %).
• The maximum cross slope permitted is 1:48 (2 %).
• Curb ramps must have detectable warning material the full width of ramp and
either the full length of ramp or 24" from back edge of curb.
• Curb ramps must have a 36" long landing at top of slope
• The ramped portion must be at least 36" wide. (Exception: Curb ramps that are
part of an egress shall be not less than 44" wide.)
• Curb ramps must have detectable warnings in truncated domes with pattern and
characteristics defined by regulations, including contrasting color.
• Detectable warnings are required at curb landings and along flush transitions at
street crossings.
Figure 3 -4 illustrates a number of these standards.
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Figure 3-4 Curb Ramp Accessibility Standards Diagram
Data Analysis and Results
The compliance of curb ramps near CAT bus stops was determined through an analysis
and summary of data collected in the field. The following data elements were collected:
• Presence of curb ramps near the bus stop.
• Presence of detectable warnings on curb ramps.
• The condition of the detectable warnings,
• Whether the detectable warning is at least 24 inches from the throat of the ramp
and extends the full width of the sidewalk,
• Whether the curb ramps are protected from being blocked by parked vehicles.
• Whether the transition of the curb ramp slope is flush and free of vertical change
at top and bottom.
• Whether the slope of the curb ramp is 8.3 percent or less.
• Whether the surface of the ramped portion of the curb ramp is firm, stable, and
slip resistant.
The curb ramp data were analyzed for each element. The summary results are
presented below.
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Deficiency
Total
Stops
No curb ramps where sidewalk is present
10
Without detectable warning strips
209
Detectable warning strips in poor condition
26
Detectable warning does not extend the full width of
the sidewalk
42
Detectable warning not 24"
20
Without smooth transitions
14
Sloe greater than 8.3%
87
Unstable surface
1
Total stops with non - compliant curb ramps(')
220
Note: Many of these deficiencies are the responsibility of other agencies and not CAT.
However, CAT should notify the appropriate agency of the identified deficiency.
Doing so, would help these agencies in coming closer to ADA compliance and would
improve the accessibility of CAT's bus stops.
(1) A curb ramp at a stop may have more than one of the deficiencies listed in this table. As
such, the total does not represent the sum of the deficiencies in the table.
The data show that there is a significant deficiency regarding curb ramps for many of the
bus stops in the CAT system. There are 10 bus stops without curb ramps where a
sidewalk is present and 209 curb ramps with no detectable warning strips present.
There are a total of 220 bus stops in the CAT system have a deficient curb ramp or a
sidewalk with no curb ramps.
3.7 OBSTRUCTIONS
Care should always be taken when designing or improving bus stops to keep the
accessible path free of obstructions. Infrastructure such as shelters, benches,
trashcans, utility boxes, and leaning rails should be placed in a manner as to not
interfere with the sidewalks or the boarding and alighting area. Not only can these
obstructions prevent passengers from using the path, but they can also present a
potential safety concern.
To help clear CAT's existing accessible paths from obstructions, data were collected in
the field on infrastructure such as benches, garbage cans, and newspaper racks to see
whether they present an obstruction. Based on the data collected, the difficulty level of
removing an obstruction could range from moving a bench out of the path to redesigning
the accessible path around fixed infrastructure such as a utility pole. A summary of the
obstruction deficiencies noted for CAT's bus stops are listed below.
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Deficiency
Total
Stops
Bench is inaccessible
17
Bench is an obstruction
7
Trash Can inaccessible
6
Trash Can is an obstruction
5
Newspaper rack is an obstruction
0
Newspaper rack is inaccessible
1
Bike rack is an obstruction
4
Pa hone is inaccessible
1
Total Stops obstructions /inaccessible amenities(')
32
(1) A stop may have more than one of the obstructions listed in this table. As such, the total
does not represent the sum of the obstructions in the table.
As shown in Table 3 -6, there are 17 stops that have inaccessible benches, 7 stops
where the bench is an obstruction, 6 stops where the trash can is inaccessible, and 5
stops where the trash can is an obstruction. There are a total of 32 stops that have an
amenity that is either inaccessible or an obstruction. It should also be noted that CAT
does not condone the placement of 3 I party amenities and, in some cases, there
removal is recommended.
3.8 TRANSFER FACILITIES
As previously mentioned, assessments of CAT's transfer facilities were performed
separate from the process employed to inventory and assess the bus stops. Use of the
Federal Transit Administration's Transportation Facilities Checklist, which was revised to
conform to the revised ADAAG standards adopted by the U.S. Department of
Transportation on November 29, 2006, was used as a tool during the assessment of
CAT's two bus transfer facilities.
Overview
The ADA mandates equal access to mass transit for all passengers, thereby requiring
every new bus, bus stop, and facility to be fully accessible to the maximum extent
practicable. The elements of a bus stop, bus facility, and the public right -of -way are
important aspects of providing an accessible environment and are mandated by the
ADA.
CAT provides two transfer and transit centers that are strategically placed to provide
CAT passengers with efficient transfer opportunities to maximize the ease of transferring
between the various bus routes.
The two CAT facilities were assessed for compliance with the ADAAG and FAC during
this project. The information below details the assessment of each facility, the findings
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for remediation of deficiencies, and a cost estimate for corrective actions. The standards
of data capture and elements of concern for the bus stop survey have also been applied
to the bus stops located within these facilities.
The assessment of the elements at the facilities included the following general
categories:
• pedestrian access;
• passenger amenities;
• safety and security features;
• information /communication features;
• operational features; and
• parking facilities.
These broad categories include the following accessibility parameters as applied to the
facilities assessments.
• Accessible Routes
• Must be 36" minimum wide continuous unobstructed path.
• Must have a 32" minimum width at doorways.
• Must have 60" X 60" passing spaces at 200' intervals.
• Running slope (direction of travel) must be equal to or less than 5 percent
( >5% = ramp).
• Cross slope (perpendicular to direction of travel) must be equal to or less
than 2 percent.
• Surfaces and Sidewalks
o Surface must be firm, stable, and slip resistant (wet or dry).
o Changes in level between 1/4" and 1/2" must be beveled at 1:2 slope.
o Changes in level greater than 1/2" are not allowed or must be ramped.
o Gaps in gratings must be no greater than 1/2" wide and openings must be
aligned perpendicular to travel.
• Protruding Objects
• Objects at 27" to 80" above grade must not be more than a 4" protrusion.
• Post - mounted objects must not be more than a 12" protrusion.
• Overhead clearance must be equal to or greater than 80" above the
surface.
• Ramps and Curb Ramps
• The maximum ramp segment slope permitted is 1:12 (8.3 %).
• The maximum cross slope permitted is 1:48 (2 %).
• Level landings must be provided at each 30' (1:12) or 40' (1:16) horizontal
projection.
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• Handrails must be provided on both sides of ramp (handrails not required on
curb ramps).
• Edge protection must be provided on ramp drop -offs.
• Change in direction on ramps must be equal to or greater than 60" X 60 ".
• Curb ramps must have detectable warning material the full width of ramp
and either the full length of ramp or 24" from back edge of curb.
• Curb ramps must have a 36" long landing at top of slope.
• Curb ramps must have detectable warning in truncated domes with pattern
and characteristics defined by regulations, including contrasting color.
• Detectable warning also required at landings and flush transitions at street
crossings.
• Bus Stops /Boarding and Alighting Areas
o Must be on or connect to an accessible route.
• Must have an accessible approach to the boarding and alighting area and
all provided amenities.
• The clear area of the boarding and alighting area must be equal to or no
less than 60" parallel and 96" perpendicular to the curb or street/roadway
edge and connected to the accessible route.
• Cross slope of boarding and alighting area (perpendicular to the curb) equal
to or less than 2 percent.
• The running slope (parallel to the curb) of the boarding and alighting area
should match the slope of roadway.
• The boarding and alighting area must provide a firm, stable, slip resistant
surface.
• The bus stop site must be chosen to provide the greatest degree of
accessibility practicable.
• Bus stop amenities must be connected to accessible route and allow
accessible maneuvering space and be within 48" maximum reach range of
all operating controls.
• If a shelter is provided, it must connect to the accessible route and allow a
minimum space of 30" X 48" fully within shelter.
• If a bench is included within a shelter, it must allow minimum space of 30" X
48" resting /transfer space at one end of bench.
• Bus Stop Signs
o Proper signs at bus stops are an important element of good transit service.
Signs serve as a source of information to patrons and operators regarding the
location of the bus stop and are excellent marketing tools to promote transit
use. For example, letter styles, sign appearance, and color choice should be
unique to the transit system so that passengers can readily identify bus stops.
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M
reflectorized signs for night -time visibility are preferred.
Bus stop signs should be placed at the location where people board the front
door of the bus. The bus stop sign shows the area where passengers should
stand while waiting for the bus. It also serves as a guide for the bus operator
in positioning the vehicle at the stop. The bottom of the sign should be at
least 7 feet above ground level and should not be located closer than 2 feet
from the curb face.
• Other Signage
• Signs providing route designations, bus numbers, destinations, and access
information must be designed for use by transit riders with vision
impairments. In some cases, two sets of signs may be needed to ensure
visibility for most users and to assist users with sight limitations. Route maps
or timetables are not required at the stop, though such information would be
valuable to all passengers.
• Specific guidelines are given for these signs in Section 703 of the ADAAG
and must be followed to ensure compliance.
• Other Parameters
• Transit route information can be displayed on shelters, in business lobbies,
along developed walkways, and in other appropriate areas to provide
accurate route and schedule information to the public. CAT bus stop
installations could include a route schedule sign display mounted to the bus
stop sign post or on the shelter wall when provided.
• Landscape features at transit waiting areas can increase passenger comfort
and make the area more attractive. Earth berming, trees, and other plantings
can be used to provide shade, act as windbreaks, and offer an aesthetically
appealing environment to transit users. However, passenger security, as well
as the visibility of passengers waiting for the bus at the facility, must be
considered when designing these features.
Data Analysis and Results
The table below details the findings of the facilities assessments and includes the
recommended course of corrective action and the estimated cost for the recommended
repair.
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3299 Tamiami Trail East, Naples, FL 34112
Description
Located near the corner of Tamiami Trail and Airport Pulling Road, as shown in
Figure 3 -5, this transfer station provides service to the Red, Orange, Purple,
Green, Blue, and Brown routes (1, 2, 3, 4, 5, and 9). A large covered bus loading
island, connecting to six bus pull -in slips, provides accessible access to boarding
and alighting of the buses. The transfer station is lighted by fluorescent and pole
lighting fixtures. Amenities for the boarding and alighting locations include
benches, signage displays, and waste receptacles. Public parking is provided at
the facility by the adjacent parking garage, which includes accessible parking.
.d
Figure 3 -5 Collier County Government Center Transfer Station Location
Access to the raised concrete bus loading island containing the transfer station
and its amenities is unrestricted and routes to the bus boarding and alighting
areas are fully accessible. Additionally, the connecting pathways from the bus
boarding and alighting areas to the adjoining parking garage are also compliant
with minimum ADAAG and FAC regulations.
Deficiencies:
1. One of the emergency assistance boxes extends beyond 4" from the lateral
edge of the wall and is therefore a protruding object.
2. This facility was assessed while construction was still taking place. At the time
of the visit, visual and tactile exit signs are needed at the facility's egress.
Recommendations:
1. For the emergency assistance call box, located on the southern end of the
facility, a curb, similar to the one built on the northern end of the facility, or a
column should be built. This curb should extend the width of the box and be
between the same depth of the box or up to 4" shallower.
2. If not already done, visual and tactile exit signs are needed at the facility's
egress. Since this is primarily an open air facility, these exit signs should lead
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heading towards the Government Center.
,i
Looking North at the bus loading island
�L
M
This emergency assistance box is a
protruding object
Looking North along the waiting area
This emergency assistance box is not
a protruding object due to the curb
built below it obiect
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8300 Radio Road, Naples, FL 34104
Description
A customer service center and waiting room is located the Collier Area Transit
Ops transfer facility, located at 8300 Radio Road, as shown below in Figure 3 -6.
The facility includes four at -grade loading bus bays and 66 parking spaces,
including 3 accessible parking spaces.
Transfers between Purple, Green, Blue, and Yellow lines (3, 4, 5, and 6) are
provided at the stop. This bus stop presents several accessibility deficiencies, as
described below.
Figure 3 -6 Collier Area Transit Operations Transfer Station Location
Deficiencies:
1. The bus loading bays are not adjacent to a raised boarding and alighting area.
2. The ramp to access the facility has no handrail and a slope of 6 %.
3. There is no entry sign at the entrance to the facility.
4. The electronic schedule located in the front of the facility is a protruding object
5. The television above the main exit is too high for the displayed font height.
6. The service desk is raised too high.
Recommendations:
1. A 5' X 8' section of concrete with a raised 6" curb should be installed adjacent
to each of the bus loading bays to function as a boarding and alighting area.
A ramp should also be provided to allow people to enter and exit the boarding
and alighting area. A raised boarding and alighting area will insure that the
slope of the wheelchair ramp extending from the bus will not exceed the
ADA's specifications of 8.3 %.
2. The ramp used to access the facility needs to either be resurfaced to have a
slope < =5% or have a handrail on both sides of the ramp.
3. An ISA sign should be placed adjacent to the entrance of the facility.
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4. The electronic schedule protrudes beyond 4" from the surface of the wall. To
prevent a person from inadvertently bumping into the protruding object, the
lower portion of the column should be built out so that the schedule extends
<= 4" from the leading edge.
5. The characters on the television should comply with the visual character
heights as specified in the ADA and in Table 3 -2 of this report. This would
either entail lowering the television or increasing the height of the characters
on the television.
6. The main service desk inside the facility is 54.5' high. This is greater than the
reach limits as specified by the ADA. However, after speaking with a CAT
representative, it was found that if needed, the representative will assist the
customer at a lower table, located in the lobby of the facility.
Bus Stop Bays
F
Incompliant entrance ramp slope
Sign is a protruding object
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Incompliant character heights
Collier Area Transit
Bus Stop & Facility Accessibility Study
REMOVED SIDEWALK
CONNECTION
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LANDSCAPL ISLAND
RELOCATION
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SIDEWALK RAMP
-
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INCREASE
LANDSCAPE I,SLAA'D
Figure 3 -7 Proposed Collier Area Transit Operations Transfer Station Improvements
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The improvement needs presented in Section Three were reviewed and organized into
categories or groups based on how they should be addressed and /or who would be
responsible for addressing them. The development of the improvement program
considered several steps, including:
Step 1: Identify the entity responsible for the improvement (CAT or other).
Step 2: Determine whether stops can be removed, consolidated, or relocated.
Step 3: Prioritize improvements that are CAT's responsibility through:
Determining improvements that should be addressed immediately,
Determining whether funds can be leveraged from other entities' projects to
cover costs of the improvements; and
Creating a phased implementation plan of prioritized bus stop
improvements.
Figure 4 -1 illustrates the process used to develop the phased implementation plan.
Step 1: Identify Responsible Entity
The first step in developing the phased implementation plan was to determine which
improvements are the responsibility of CAT versus those improvements that are the
responsibility of other entities. Although many of the identified potential bus stop
improvements will need to be addressed by CAT, it also is the case that a number of the
recommended improvements may fall under the responsibility of other entities such as
FDOT, Collier County, City Naples, Marco Island, and /or a private entity. Based on the
responsible entities identified for each type of improvement, which are presented in
Table 4 -1, those improvements identified to be the responsibility of an entity other than
CAT are removed from the list of improvements that are to be included in the phased
implementation plan. These improvements will be considered separately, as CAT will
need to coordinate with these entities to specify the needed improvements and
determine the best course of action to complete them in an appropriate timeframe.
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Collier Area Transit
Bus Stop & Facility Accessibility Study
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Table 4 -1 Responsible Entity for Bus Stop Improvements
- Description
Responsible Entity
Replace Sign at Stop
CAT
Refurbish Shelter
CAT
Install Lighting for Shelter
CAT
Install Other Lighting Sources
Entity or Jurisdiction Bus Stop is
Located In
New Boarding and Alighting Area
CAT
Resurface Boarding and Alighting
Area
CAT
New Connecting Path
CAT
New Sidewalk
Entity or Jurisdiction Bus Stop is
Located In
Resurface Sidewalk
Entity or Jurisdiction Bus Stop is
Located In
New Curb Ramp
Entity or Jurisdiction Bus Stop is
Located In
Resurface Curb Ramp
Entity or Jurisdiction Bus Stop is
Located In
Relocate Bus Stop
CAT
As seen in Table 4 -1, CAT is not responsible for a number of infrastructure items that
are primarily implemented and maintained by other jurisdictions. CAT is responsible for
only the infrastructure pertaining to its bus stop directly, such as bus stop signs, shelters,
and boarding and alighting areas. Sidewalks and curb ramps are maintained by other
jurisdictional entities. Although sidewalks are maintained by the jurisdictional entity
where the bus stop is located, CAT is responsible for the installation of a connecting
path from the boarding and alighting area to the sidewalk if one is present. In some
cases, where a sidewalk would be expected and the shoulder of the roadway cannot be
used as the accessible path, CAT will be responsible for the installation of a sidewalk
from the boarding and alighting area to the nearest intersection.
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Step 2: Identify Consolidated /RELOCATED Bus Stops
The second step in developing the phased implementation plan was to determine which
CAT bus stops have been identified for consolidation or elimination. With approximately
550 bus stops, it is possible that CAT's system has some stops that can be consolidated
(i.e., the grouping of two or more stops into a single stop) or eliminated altogether. The
decision to consolidate or eliminate stops can be based on such factors as the existing
level of passenger activity, the spacing between bus stops, the placement/location of the
bus stop, and /or the severity of needed improvements. For this effort, the possibility of
consolidating stops considered three specific criteria:
• Distance — A minimum bus stop spacing distance of one - eighth mile was
considered for urban bus stops and one - quarter mile for suburban and rural bus
stops. Stops that are spaced more closely than this were reviewed to determine
whether consolidation may be feasible without negatively impacting passenger
walk access to CAT service.
• Ridership — The number of passengers boarding and alighting at each stop was
evaluated.
• Nearby Trip Generators — The number of nearby trip generators were used to
determine whether consolidation is recommended for each bus stop.
• Bus Stop Conditions Priority Scoring — The stage of the prioritization process that
considered bus stop conditions (i.e., accessibility, safety /security, operational
efficiency) was used to help determine the timing of the bus stops being
proposed for consolidation (i.e., immediate, near term, long term).
Based on this analysis, 1 bus stop is recommended for initial consolidation, which is
presented in Table 4 -2.
It should be noted that this effort also included identifying bus stops that CAT may want
to consider relocating, based on safety /security or operational efficiency issues identified
during the inventory process. Scenarios warranting possible relocation include the
following:
• Bus stop is located just over the crest of a hill;
• Bus stop is located just after the curve in the street;
• Bus stop is located near a railroad crossing or track;
• Waiting passengers are hidden from view of oncoming traffic;
• A stopped bus straddles the crosswalk or obstructs a curb ramp;
• Bus stop discharges passengers onto driveway apron; and
• Bus stop discharges passengers onto roadway;
A total of 30 bus stops were identified as having safety /security or operational efficiency
issues that warranted possible relocation, a list of which is presented in Table 4 -3.
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October 2014 28 Bus Stop & Facility Accessibility Study
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Table 4 -2 Bus Stops Recommended for Consolidation
#
Bus Stop
ID
I On Street
Cross Street
Notes
1
358
1 S 5th St
W Delaware Ave
Combine with 357
Table 4 -3 Bus Stops Recommended for Relocation
#
Bus Stop
ID
On Street
Cross Street
Approximate
Relocation
1
4
Tamiami Trl
Commercial Dr
430' North
2
6
Tamiami Trl
Davis Blvd
550' South
3
48
Golden Gate Pkwy
Naples High School
100' East
4
69
Airport Pulling Rd
Davis Blvd
120' South
5
99
Airport Pulling Rd
Vanderbilt Beach Rd
200' South
6
112
Airport Pulling Rd
Horseshoe Dr
450' South
7
115
Airport Pulling Rd
North Rd (DMV )
500' South
8
116
Airport Pulling Rd
Estey Ave
170' North
9
117
Airport Pulling Rd
Connecticut Ave
330' North
10
137
Tamiami Trl
Lakewood Blvd
170' North
11
195
Green Blvd
Laurel Ridge Apartments
390' West
12
249
Tamiami Trl
Treviso Bay Blvd
800' North
13
257
Tamiami Trl
Habitat Rd
350' Southeast
14
276
Collier Blvd
17th Ave SW
750' North
15
277
Golden Gate Blvd
Weber Blvd
450' East
16
279
Wilson Blvd
Golden Gate Blvd
360' West
17
284
Immokalee Rd
39th Ave NE
200' North
18
290
Wilson Blvd
Golden Gate Blvd
60' West
19
293
Collier Blvd
13th Ave SW
1300' North
20
313
Golden Gate Pkwy
47th St SW
110' East
21
315
Golden Gate Pkwy
41 st sty SW
400' East
22
347
Lake Trafford Rd
Ringo Ln
600' East
23
353
Roberts Ave
N 9th St
400' East
24
372
Roberts Ave
N 9th St
250' East
25
428
San Marco Rd
Sand Hill St
950' West
26
431
Bald Eagle Dr
W Elkcam Cir
200' North
27
469
Goodlette -Frank Rd
Solana Rd
430' South
28
500
Pine Ridge Rd
Napa Blvd
150' West
29
511
Collier Blvd
Shell Island Rd
500' North
30
538
Collier Blvd
Mainsail Dr
400' North
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The third step in developing the phased implementation plan was to prioritize CAT's bus
stop improvement responsibilities. This was accomplished using additional process
steps. First, bus stops were identified that could possibly be improved in conjunction
with planned transportation projects. Lastly, a five -year phased implementation plan
was created to help guide CAT in addressing the more significant improvements at the
remaining bus stops.
Identify Fund Leveraging Opportunities
The second step in addressing the CAT's improvement responsibilities was to determine
which bus stop improvements can be completed in conjunction with various types of
planned transportation projects, including roadway widening, and transportation
enhancements being implemented by FDOT, Collier County, and /or various
municipalities. It should be noted that if a road is being altered, which would include
repaving, than all ADA issues associated with the bus stops, sidewalks, curb ramps,
pedestrian signals, and pedestrian crossings adjoining the improved roadway must be
rectified by the agency completing the roadway improvements.
It was found that in the FDOT's 5 year work program, dated 11/27/2013, projects
425840 -1, 433189 -1, 429120 -1, 433173 -1, 195416 -4, and 430873 -1 occurs on sections
of road that currently contains bus stops. Table 4 -5 presents a list of the bus stops
whose improvements may be able to be "piggy backed" with those transportation
projects.
While it is believed that some cost efficiencies would result, it is not known at this time
the amount that the CAT could potentially save by completing the bus stop
improvements concurrent with planned transportation projects. Therefore, no attempt
has been made in this study to estimate the amount that may be saved. For those bus
stop improvements that may be completed in conjunction with projects in Florida
Department of Transportation's (FDOT) Five Year Work Program for FY 2014 -2019, the
bus stops are noted in the phased implementation plan as possibly tying into the
projects. The phasing takes into account the year the majority of project funding will be
made available. Therefore, CAT's bus stop improvement cost for each of the potentially
leveraged stops in the phased implementation plan is tied to the year that the
transportation improvement is planned to occur over the next five years.
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Dopy— Table 4 -4 Potential Piggy- Backed Bus Stops
#
FDOT Project #
Bus Stop ID
On Street
Cross Street
Year
1
195416 -4
522
Davis Blvd
Radio Rd
2014
2
195416 -4
483
Davis Blvd
Cedar Hammock Blvd
2014
3
195416 -4
300
Davis Blvd
Wildwood Lakes Blvd
2014
4
195416 -4
274
Davis Blvd
Firano Dr
2014
5
425840 -1
294
Collier Blvd
Green Blvd
2014/2015
6
425840 -1
276
Collier Blvd
17th Ave SW
2014/2015
7
425840 -1
295
Collier Blvd
20th PI SW
2014/2015
8
425840 -1
296
Collier Blvd
Golden Gate Pkwy
2014/2015
9
429120 -1
303
Davis Blvd
Ospreys Landing
2015
10
429120 -1
304
Davis Blvd
Kings Way
2015
11
429120 -1
305
Davis Blvd
Kings Lake Square
2015
12
429120 -1
306
Davis Blvd
Lakewood Blvd
2015
13
429120 -1
307
Davis Blvd
Pine Acre
2015
14
429120 -1
271
Davis Blvd
E Crowne Pointe Blvd
2015
15
429120 -1
270
Davis Blvd
Kings Lake Square
2015
16
429120 -1
269
Davis Blvd
Lakewood Blvd
2015
17
I 429120 -1
268
Davis Blvd
Airport Rd
2015
18
430873 -1
37
Tamiami Trl
Vanderbilt Beach Rd
2015
19
430873 -1
38
Tamiami Trl
Pelican Bay Blvd N
2015
20
430873 -1
25
Tamiami Trl
Pelican Bay Blvd N
2015
21
433173 -1
301
Davis Blvd
Santa Barbara Blvd
2016
22
433173 -1
273
Davis Blvd
Unity Way
2016
23
433189 -1
433
Collier Blvd
N Barfield Dr
2016
24
433189 -1
411
Collier Blvd
N Barfield Dr
2016
25
433189 -1
432
Collier Blvd
E Elkcam Cir
2016
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CAT's limited financial and staff resources prevent all of the required bus stop
improvements from being implemented at one time. Therefore, a prioritization process
was created with the intention to rate the conditions at each stop and assess needs to
determine which improvements should be implemented first. This third and final step in
addressing CAT's improvement responsibilities involved ranking the remaining bus stop
improvements with a two -step process:
• Step 1: Rate the accessibility, safety /security, and operational efficiency
conditions of each bus stop.
• Step 2: Assess the potential benefit to be derived by the improvements by
reviewing bus stop activity and trip generator activity factors (i.e., community
facilities).
Step 1: Rate Conditions at the Bus Stops
The initial assessment of the remaining bus stop improvement needs focused on issues
with the bus stops related to three major characteristics: accessibility, safety /security,
and operational efficiency. To conduct this analysis, three steps were followed to guide
the prioritization of bus stops related to these three major characteristics. As part of the
inventory process, information on multiple data elements were collected to support the
evaluation of the accessibility, safety /security, and operational efficiency of each bus
stop. This information was utilized to determine whether the overall condition
assessment of each characteristic falls into one of three rating ranges: high, medium, or
low. These ratings account for the fact that there are two factors that could drive the
scores: the relative number of deficiencies present at the stop and the relative nature of
those deficiencies (i.e., how critical they are compared to the deficiencies in other
elements). Given these two factors, the meaning of each ratings range is as follows:
• High — Either the stop has no deficiencies or very few less- critical deficiencies.
• Medium — Either the stop has very few critical deficiencies or a greater number of
less- critical deficiencies.
• Low — Either the stop has many critical deficiencies, a combination of critical and
less- critical deficiencies, or all of its elements are deficient to some degree.
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This category addresses how accessible and available the bus stop is to the passenger.
It determines how easy or difficult the bus stop is to navigate by assessing obstructions
within the accessible path or sidewalks, presence of infrastructure such as curb ramps or
bus stop signs, and the compliance of that infrastructure. An overall accessibility score
was developed for each bus stop using the following elements related to accessibility:
• bus stop location;
• presence of a controlled pedestrian crossing;
• presence of a curb and compliant curb ramp;
• ability to maneuver a wheelchair through shelter;
• bench obstruction;
• presence and compliance of a sidewalk;
• presence and compliance of landing area; and
• presence and compliance of the bus stop sign.
As noted previously, this information is utilized to determine whether the accessibility
score calculated for each CAT bus stop falls into one of three ratings ranges: high,
medium, and low. Table 4 -5 presents the distribution of the accessibility scores
developed for CAT's bus stops. Table 4 -6 presents a list of the 10 bus stops with the
highest accessibility scores. While Table 4 -7 presents a list of the 10 bus stops with the
lowest accessibility scores, signifying those stops with the greatest preponderance of
accessibility issues. Note that the top and bottom ten stops listed below is just a sample.
In some cases, the score was tied with other stops.
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Ratings Range
# of Bus
Stops
Distribution
Low ( < =0)
201
38%
Medium ( >0 & <1)
297
57%
High ( > =1)
26
5%
Total
524
100%
(1) At the time of the analysis, CAT had 527 standalone bus stops in their system. However,
three were not assessed due to their temporary removal caused by roadway construction.
Table 4 -6 Bus Stops with Highest Accessibility Score
#
Bus Stop
ID
Intersection
Accessibility
Score
Rank
1
206
GOLDEN GATE PARKWAY & 50TH ST SW
1.3
86
2
27
TAMIAMI TRL & 93RD AVE N
1.3
248
3
153
GOODLETTE -FRANK RD & POST OFFICE
1.3
263
4
36
TAMIAMI TRL & 93RD AVE N
1.2
23
5
136
TAMIAMI TRL & RATTLESNAKE HAMMOCK RD
1.2
70
6
80
AIRPORT PULLING RD & ARDISIA LN
1.2
88
7
175
RADIO RD & MANOR BLVD
1.2
318
8
64
AIRPORT PULLING RD & GLADES BLVD
1.1
2
9
54
TAMIAMI TRL & 7TH AVE N
1.1
23
10
241
BROWARD ST & TAMIAMI TRL
1.1
67
Table 4 -7 Top 10 Bus Stops with Lowest Accessibility Score
#
Bus Stop
ID
Intersection
Accessibility
Score
Rank —
1
377
WINN DIXIE & LAKE TRAFFORD
-0.7
116
2
337
TAYLOR TERRACE & BASS RD
-0.7
481
3
280
WILSON BLVD & 24TH AVE NE
-0.6
396
4
318
MARKET ST & DAVIS BLVD
-0.6
476
5
358
S 5TH ST & W DELAWARE AVE
-0.5
5
6
243
FLORIDIAN AVE & HOLLAND ST
-0.5
127
7
134
THOMASSON DR & LOMBARDY LN
-0.5
237
8
22
TAMIAMI TRL & CENTER ST
-0.5
238
9
285
S 1 ST ST & EUSTIS AVE E
-0.5
244
10
356
S 6TH ST & COLORADO AVE
-0.5
350
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Bus Stop & Facility Accessibility Study
Similar to the accessibility score, an overall safety /security score was developed for
each bus stop using seven elements related to safety /security. This category rates how
safe or secure the passenger is when accessing the stop or standing at the stop while
waiting for the bus. This involves such issues as location of the bus stop and whether
the passengers /pedestrians would be visible to oncoming traffic, or potential hazards at
the bus stop such as steep swales or guide wires. The following elements were used to
develop the safety /security score:
• bus stop location;
• presence of a controlled pedestrian crossing;
• presence of detectible warnings on the curb ramp;
• presence of marked crosswalk(s);
• landing area in a safe location;
• presence of lighting; and
• presence of other potential safety or security hazards.
This information is utilized to determine whether the safety /security score calculated for
each CAT bus stop falls into one of three ratings ranges: high, medium, and low. Table
4 -8 presents the distribution of the safety /security scores developed for CAT's bus stops.
Table 4 -9 presents a list of the 10 bus stops with the highest safety /security scores,
while Table 4 -10 presents a list of the 10 bus stops with the lowest safety /security
scores, signifying those stops with the greatest preponderance of Safety /security issues.
Note that the top and bottom ten stops listed below is just a sample. In some cases, the
score was tied with other stops.
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Ratings Ran a
# of Bus
Stops
Distribution
Low ( < =0)
8
2%
Medium ( >0 & <1)
228
44%
High ( > =1)
288
55%
Total
524
100%
(1) At the time of the analysis, CAT had 527 standalone bus stops in their system. However,
three were not assessed due to their temporary removal caused by roadway construction.
Table 4 -9 Top 10 Bus Stops with Highest Safety /Security Score
#
Bus
Stop ID
Intersection
Safety
Score
Rank
1
235
WALMART & COLLIER BLVD @ PASEDO DR
1.4
1
2
421
COLLIER BLVD & MARRIOTT
1.4
7
3
236
FREEDOM SQUARE PLAZA & TRIANGLE BLVD
1.4
9
4
66
IMMOKALEE RD & CREEKSIDE WAY
1.4
10
5
541
RATTLESNAKE HAMMOCK RD & MANDALAY CIR
1.4
12
6
281
IMMOKALEE RD & RANDALL BLVD
1.4
17
7
58
TAMIAMI TRL & 10TH ST N
1.4
21
8
54
TAMIAMI TRL & 7TH AVE N
1.4
23
9
89
IMMOKALEE RD & MEDICAL BLVD
1.4
27
10
57
TAMIAMI TRL & 3RD AVE S
1.4
28
Table 4 -10 Bottom 10 Bus Stops with Lowest Safety /Security Score
#
Bus
Stop ID
Intersection
Safety
Score
Rank
1
358
S 5TH ST & W DELAWARE AVE
-0.6
5
2
511
COLLIER BLVD & SHELL ISLAND RD
-0.6
524
3
409
COLLIER BLVD & HENDERSON CREEK RD
-01
512
4
321
FARM WORKER WAY & AGRICULTURAL WAY
0
54
5
259
COLLIER BLVD & VERONA WALK BLVD
0
367
6
336
LAKE TRAFFORD RD & CHRISTIAN TERRACE
0
487
7
242
FLORIDIAN AVE & HARDEE ST
0
488
8
301
DAVIS BLVD & SANTA BARBARA BLVD
0
508
9
252
FLORIDIAN AVE & HARDEE ST
0.1
93
10
377
WINN DIXIE & LAKE TRAFFORD
0.1
116
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Operational Efficiency
An overall operational efficiency score was developed for each bus stop. This category
rates each bus stop by its effectiveness to facilitate timely and efficient operation of the
transit system. The following five elements related to operational efficiency were used to
develop the score:
• bus location when stopped (e.g., right -turn lane, curb lane, parking lane, etc.);
• bus stop relation to nearest intersection (e.g., near side, far side mid - block, etc.)
• presence of controlled pedestrian crossing;
• potential hazards; and
• presence and compliance of a sign at the bus stop.
This information is utilized to determine whether the operational efficiency score
calculated for each CAT bus stop falls into one of three ratings ranges: high, medium,
and low. Table 4 -11 presents the distribution of the operational efficiency scores
developed for CAT's bus stops. Table 4 -12 presents a list of the 10 bus stops with the
highest operational efficiency scores, while Table 4 -13 presents a list of the 10 bus stops
with the lowest operational efficiency scores, signifying those stops with the greatest
preponderance of operational efficiency issues. Note that the top and bottom ten stops
listed below is just a sample. In some cases, the score was tied with other stops.
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Ratings Range
# of Bus
Stops
Distribution
Low ( < =0)
109
21%
Medium ( >0 & <1)
262
50%
High ( > =1)
153
29%
Total
524
100%
(1) At the time of the analysis, CAT had 527 standalone bus stops in their system. However,
three were not assessed due to their temporary removal caused by roadway construction.
Table 4 -12 Top 10 Bus Stops with Highest Operational Efficiency Score
#
Bus
Stop ID
Intersection
Operation
Score
Rank
1
64
AIRPORT PULLING RD & GLADES BLVD
1.3
2
2
170
RADIO RD & SAN MARCOS BLVD
1.3
3
3
43
TAMIAMI TRL & PARK SHORE SHOPPING
CENTER
1.3
8
4
119
AIRPORT PULLING RD & J AND C BLVD
1.3
11
5
20
TAMIAMI TRL & GRANADA BLVD
1.3
16
6
118
AIRPORT PULLING RD & GLADES BLVD
1.3
18
7
58
TAMIAMI TRL & 10TH ST N
1.3
21
8
50
FLEISCHMANN BLVD & COASTLAND
MALUFLEISCHMANN PARK
1.3
34
9
11
TAMIAMI TRL & 5TH AVE N
1.3
35
10
149
BAYSHORE DR & COCO AVE
1.3
36
Table 4 -13 Bottom 10 Bus Stops with Lowest Operational Efficiency Score
#
Bus
Stop ID
Intersection
Operation
Score
Rank
1
409
COLLIER BLVD & HENDERSON CREEK RD
-1
512
2
187
GOLDEN GATE PKWY & TROPICANA BLVD
-0.5
78
3
259
COLLIER BLVD & VERONA WALK BLVD
-0.5
367
4
78
AIRPORT PULLING RD & PINE RIDGE RD
-0.3
99
5
189
SUNSHINE BLVD & GOLDEN GATE PKWY
-0.3
102
6
179
GOLDEN GATE PKWY & ESTUARY BLVD
-0.3
206
7
107
AIRPORT PULLING RD & PINE WOOD CIR
-0.3
214
8
5
TAMIAMI TRL & DAVIS BLVD
-0.3
214
9
156
GOODLETTE -FRANK RD & CENTRAL AVE
-0.3
221
10
106
AIRPORT PULLING RD & CLUBHOUSE DR
-0.3
335
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FJNW — Step 2: Assess Factors Related to the Need for Improvements
The second step in the process was assessing factors that relate to the need for the
improvement – where would the most benefits be derived. Passenger boarding and
alighting at the stop in conjunction with the adjacent destinations are used to make this
determination.
Bus Stop Activity
Bus stop activity is typically assessed for each stop using Automatic Passenger Counter
(APC) data. Bus stop activity is defined as the total number of passengers boarding and
alighting at a single stop over the course of an average weekday. This particular
criterion is important in helping establish the relative "necessity" of each stop because of
the level of patron use. The higher the usage of the stop, the more pertinent are the
deficiencies. Table 4 -14 presents the distribution of the ridership at CAT's bus stops.
Table 4 -15 presents a list of the 10 bus stops with the highest ridership, while Table 4 -16
presents a list of the 10 bus stops with the lowest ridership.
The average daily ridership was calculated based on eight months of ridership data,
collected from January 1, 2013 to August 15, 2013. Please note that although the
average daily ridership reported is zero in some cases, throughout the year, riders may
have boarded and alighted at that particular stop, just not enough to have the average
daily value be larger than zero. Also note that the top and bottom ten stops listed below
are just a sample. In some cases, the ridership values were tied with other stops.
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Ratings Range
# of Bus
Stops
Distribution
Low < =10
387
73%
Medium >10 & <20
72
14%
High > =20
57
11%
Not Reported
13
2%
Total'
529
100%
(1) At the time of the analysis, CAT had 527 standalone bus stops in their system plus two
transfer centers. The ridership data reported here takes into account all 529 bus stops.
Table 4 -15 Top 10 Bus Stops with Highest Ridership
#
Bus
Stop ID
Intersection
Avg Daily
Ridership
1
1
GOVERNMENT CENTER
1125
2
235
WALMART & COLLIER BLVD @ PASEDO DR
188
3
66
IMMOKALEE RD & CREEKSIDE WAY
177
4
161
CAT OPERATION TRANSIT CENTER
165
5
68
AIRPORT PULLING RD & GOVERNMENT CENTER
125
6
398
IMMOKALEE HEALTH DEPARTMENT & LIBRARY
120
7
163
FLEISCHMANN BLVD & COASTLAND MALL
92
8
219
TAMIAMI TRL & COURT HOUSE SHADOWS
67
9
187
GOLDEN GATE PKWY & TROPICANA BLVD
60
10
118
1 AIRPORT PULLING RD & GLADES BLVD
60
Table 4 -16 Bottom 10 Bus Stops with Lowest Ridership
#
Bus
Stop ID
Intersection
Avg Daily
Ridership
1
448
COLLIER BLVD & CARIBBEAN CT
0
2
521
COLLIER BLVD & CAPRI BLVD
0
3
481
GOLDEN GATE PKWY & 66TH ST SW
0
4
301
DAVIS BLVD & SANTA BARBARA BLVD
0
5
180
GOLDEN GATE PKWY & FREEDOM PARK
0
6
479
GOLDEN GATE PKWY & NAPLES GRANDE
0
7
324
E MAIN ST & COUNTY RD 846
0
8
505
GOLDEN GATE PKWY & 66TH ST SW
0
9
417
SEAGRAPE DR & AMBER DR
0
10
439
TAMIAMI TRL & IMPERIAL WILDERNESS BLVD
0
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Nearby Trip Generators
During the inventory process to collect CAT bus stop information, the surveyors also
assessed and recorded information on various key trip generators (e.g., schools, offices,
shopping centers, social service agencies, etc.) that were located near each bus stop.
This information was taken into consideration when analyzing the stops, since some of
these generators are typically more closely related to transit use. This criterion is also
important in establishing the relative "necessity" of a particular stop. Stops that serve
nearby transit generators are critical despite the level of ridership because the trips are
critical. The more trip generators around the stop, the more pertinent the deficiencies.
Table 4 -17 list 25 bus stops that serve important trip generators that were noted during
the inventory process.
Table 4 -17 Stops Serving Major Trip Generators
BUS
Stop
ID
Intersection
Trip Generator
2
TAM IAMI TRL & ANDREW DR
Office /Commercial, Residential, Retail
64
AIRPORT PULLING RD & GLADES BLVD
Residential, Retail
66
IMMOKALEE RD & CREEKSIDE WAY
Office /Commercial, Retail
68
AIRPORT PULLING RD & GOVERNMENT
CENTER
Church, Government, Office /Commercial,
Retail
105
AIRPORT PULLING RD & PINE RIDGE RD
Retail
116
AIRPORT PULLING RD & ESTEY AVE
Retail
118
AIRPORT PULLING RD & GLADES BLVD
Residential, Retail
119
AIRPORT PULLING RD & J AND C BLVD
Office /Commercial, Retail
139
TAM IAMI TRL & WALMART
Office /Commercial, Residential, Retail
162
FLEISCHMANN BLVD & 10TH ST N
Government, Retail
163
FLEISCHMANN BLVD & COASTLAND MALL
Government, Retail
170
RADIO RD & SAN MARCOS BLVD
Residential, Retail
189
SUNSHINE BLVD & GOLDEN GATE PARKWAY
Residential, School /Dav Care
219
TAMIAMI TRL & COURT HOUSE SHADOWS
Office /Commercial, Residential, Retail
235
WALMART & COLLIER BLVD @ PASEDO DR
Retail
241
BROWARD ST & TAM IAMI TRL
Residential, Retail
252
FLORIDIAN AVE & HARDEE ST
Residential
253
FLORIDIAN AVE & BROWARD ST
Residential, Retail
276
COLLIER BLVD & 17TH AVE SW
Residential, Retail
285
S 1 ST ST & EUSTIS AVE E
Casino
321
FARM WORKER WAY & AGRICULTURAL WAY
Residential
364
IMMOKALEE GOV CENTER & MAIN ST
Government, Office /Commercial, Retail
377
WINN DIXIE & LAKE TRAFFORD
Retail
398
IMMOKALEE HEALTH DEPT & LIBRARY
Government, Medical /Rehab
508
RADIO RD & DAVIS BLVD
Residential, Retail
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!
Implementation Plan
All of the previous factors were reviewed and a implementation program was prepared to
prioritize the improvements. This implementation program was then reviewed to
determine compliance with Title VI of the Civil Rights Act of 1964. As a federally funded
transit system, CAT must ensure that the services and programs are in compliance with
Title VI requirements, as described below:
"No person in the United States shall, on the ground of race, color, or national
origin, be excluded from participating in, or denied the benefits of, or be
subjected to discrimination under any program or activity receiving Federal
financial assistance. The grantee must ensure that federally supported transit
services and related benefits are distributed in an equitable manner." (Source:
FTA Triennial Review Workbook, FY 2008)
To review Title VI compliance, a GIS -based analysis of CAT's service area was
completed to assess the comparative nature and distribution of the proposed bus stop
improvements, consolidations, and deletions with regard to both minority and non -
minority portions of the service area.
Figure 4 -2 and Figure 4 -3 illustrates the GIS analysis conducted and resulting Title VI
areas in the CAT service area. Based on this analysis, 65 percent of the total bus stops
are located in Title VI areas and 64 percent those bus stops identified as needing
improvements are located in Title VI areas. Based on this review, it was concluded that
the implementation program is in compliance with Title VI requirements.
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Legend
Bus Stop Locations
Low Income
Income < $20,000
..................
> $20,000
Methodology Low income equals percent
of the total population that has a household
income in the past 12 months < 520,000.
`r
i « {
Gulf of
,� �� ti'
Mexico"
t
�a RW
r
if
a s `�
Miles
Source 2007 -2011 ACS
Note: $20.000 is an industry standard for poverty level income for three
person households, as reported by the US Department of Health and
Human Services.
Figure 4 -2 Collier County Low Income Title VI Areas
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43 Bus Stop & Facility Accessibility Study
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Legend
Bus Stop Locations
Minority Population
< 13.5%
>13.5%
s
r
0 1.5, 3 6 g
Miles'
Source: 2007 - 2011 ACS
Note: 13.5% is obtained from the sum of Collier's minority population
divided by Collier's total population.
Figure 4 -3 Collier County Minority Population Title VI Areas
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5.0 IMPLEMENTATION AND FINANCIAL PLAN
In the previous sections, the improvements that are required to improve accessibility
conditions at bus stops and facilities were identified, and the entities responsible for
undertaking the improvements were listed. The next step in the process is the
development of an Implementation and Financial Plan for CAT's required improvements.
This was undertaken through the following efforts:
• preparing cost estimates for the required improvements;
• identifying funding that is available for the improvements; and
• reviewing the specific improvements in more detail.
DEVELOPMENT OF IMPROVEMENT COSTS
In order to develop the Implementation and Financial Plan, unit costs for each type of
improvement were developed. These unit costs were based on recent experiences with
other transit agencies and, when available, standard industry costs when local data was
not available. It is important to note that the unit costs include across - the -board
assumptions that will need to be reviewed prior to the actual improvement being
completed.
Table 5 -1 includes the unit costs for each type of improvement that were used to
estimate the order -of- magnitude improvement costs. In addition, this table includes the
total number of bus stops needing each type of improvement, as well as the total cost by
improvement type.
Note that the costs included in the table below are planning level estimates, once the
projects progress through design, the actual construction opinions of cost will become
more refined. While the overall project costs for mobilization, maintenance of traffic,
signed and sealed plans, and clearing and grubbing may seem high, CAT does not have
the funding to go out and make all of these improvements at one time, which would offer
the most economy of scale. Therefore, cost estimates are reflective of multiple smaller
phases that will be more conducive to the funding available.
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magnitude costs for CAT's overall bus stop improvement needs over the timeframe of
the plan; for specific projects nearing implementation, it will be necessary for CAT to
conduct a more detailed cost assessment.
A total of 1 bus stop is recommended for consolidation and 30 bus stops were found to
have potential safety /security or operational efficiency issues, such as the stops being
located in front of a driveway, over the crest of a hill, where the passengers are not in
view of oncoming traffic, etc. The total number of bus stops recommended for
consolidation or relocation is 31. Relocation of the identified bus stops would provide
many benefits, including correcting the potential safety hazards to passengers and /or
increasing the overall operational efficiency of the bus stop.
The effort to determine which stops should be changed (e.g., removed, consolidated, or
relocated) will require a focused effort by CAT staff. CAT staff will need to review each
of the bus stops recommended for both consolidation and /or relocation in more detail
following completion of this study to determine if it is appropriate to consolidate or
relocate the bus stop, or instead make improvements to the stop at its current location.
Any combination of consolidation, relocating, and improving the stops identified for
consolidation and /or relocation will result in adjustments to the cost estimates,
depending on whether the cost of needed improvements is less than or greater than the
cost of relocating the bus stop.
DEVELOPMENT OF THE IMPLEMENTATION AND FINANCIAL PLAN
Individual Bus Stops
Following the development of the Improvement Plan in Section Four, the Implementation
and Financial Plan was developed to identify when the improvements should occur,
based on the relative priority of the improvements and anticipated level of funding that
would be available for CAT to address the improvements. The Implementation and
Financial Plan includes all improvements that are CAT's responsibility as well as some
improvements that may end up being the responsibility of other entities.
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As previously mentioned in Section Four, it would be ideal if CAT could take advantage
of "piggy backing" needed bus stop improvements with planned roadway projects.
Under ideal circumstances, this would permit CAT to benefit either because the project
directly addresses some or all of the needed stop improvements, or the project allows
CAT to reduce its improvement costs due to the concurrent construction activities. It is
not known at this time the amount of implementation costs that could potentially be
saved by completing the bus stop improvements concurrent with planned transportation
projects. Therefore, potential cost savings through fund leveraging are not included in
the Implementation and Financial Plan at this time. In the future, should the desire and
ability to estimate the amount of costs that could be reduced through fund leveraging,
the cost of the improvements for those impacted stops may be adjusted.
To develop the plan, the prioritized list of bus stop improvements determined to be
CAT's responsibility were incorporated into the Implementation and Financial Plan based
on the amount of anticipated funding available each year for the improvements.
It should be stressed that the Implementation and Financial Plan will serve as a general
guide for the planning of bus stop and facility improvements and that several factors will
influence the timing for implementation of specific improvements and the overall cost of
the program, including:
• Opportunities for partnering with other jurisdictions or organizations on
implementing improvements.
• Specific site conditions at individual stops, including landscaping, utilities,
drainage, which can have a significant impact on the type of improvements
required and the associated cost.
• Contracting opportunities, including awarding a unit -price contract for the
implementation of improvements at multiple locations.
• Additional opportunities to relocate or consolidate individual bus stops.
On an annual basis, the list of needed improvements will be reviewed against the
funding that is available that year to develop a specific work program. As previously
mentioned, this will involve development of more detailed cost estimates based on a
review of site conditions at individual stops.
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Transfer Facilities
As previously mentioned, a separate assessment was conducted at CAT's two transit
facilities. The assessment conducted at CAT's facilities includes cost estimates for
needed improvements totaling approximately $4,000, as described below.
Table 5 -2 Transfer Facilities Cost Estimate
Bus
Stop ID
Facility
Deficiencies
Cost
Collier County
Protruding object, No visual and
1
Government Center
tactile exit signs
$3,500'
Character height, Service desk
161
Collier Area Transit Ops
height
$12,000'
(1) Note that these estimates costs contain Z�bUV Tor mooiuzauon anu y i wu wr big cu dnu
sealed plans.
FUNDING PLAN FOR NEEDED IMPROVEMENTS
Improvements to CAT's bus stops and shelters are financed through several funding
sources, which include:
• FTA,
• FHWA,
• FDOT,
• and local funding
Currently, $297,398 is available for improvements to bus stops located on the state
highway system. This funding is part of a one -time grant that must be used in full by the
end of the year.
A total of $25,000 is projected to be available annually from all sources over the next
five -year period. It should be stressed that this figure is an estimate of future revenues
that could be available for this program. Many factors will affect the actual revenues
received by CAT, including future reauthorization of the federal transportation funding
program, collections by local taxing authorities for the impact fees from developers, and
future allocations of the competitive funding from other agencies.
To prepare a funding plan, costs for all the various improvements were calculated and
then compared to the amount of funding projected to be available over the next five
years. This comparison is shown below:
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Program Expenses:
Study Improvement Needs'
Transfer facilities'
Total program'
Current Funding for State Highway:
Anticipated Annual Revenue:
$3,522,700
$15,500
$3,538,200
$297,398
$25,000
(1) Note that the costs are planning level estimates, once the projects progress through
design, the actual construction cost will become more refined.
The relocation of bus stops assumes that all 30 stops will be relocated and the removal
of bus stops assumes that the one stop will be removed. However, keep in mind that the
Study Improvement Needs represents the total estimate of probable cost, some of which
will be the responsibility of other entities.
Table 5 -2 presents the recommended phased implementation plan for the first five years
of study improvements. It should be noted that the costs are order -of- magnitude
estimates, with the ultimate costs dependent upon how the work is undertaken, site
conditions at individual stops, and material and labor prices in future years. The number
of stops that are consolidated or relocated will also be an important variable.
It should be noted that other ongoing efforts will accelerate the implementation of the
improvements, including:
• Road improvement projects undertaken by local jurisdictions and FDOT.
• Projects undertaken by developers through land use and concurrency
agreements in Naples, Marco Island, and Collier County.
Due to the grant currently available for bus stop improvements along state highways,
which will expire this year, the stops recommended for improvement during the first year
of the program are not necessarily the highest ranking stops on the priority list.
However, as the improvement program progresses, high ranking stops that were not
initially improved as part of this grant are included in future years.
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ID
Rank
Total Cost
Year
Item
43
8
$ 3,800
2014
Boarding and alighting area not compliant,
Detectable Warning at B &A
231
14
$ 3,700
2014
Boarding and alighting area not compliant
20
16
$ 3,800
2014
Boarding and alighting area not compliant,
Detectable Warning at B &A
58
21
$ 4,600
2014
Misc ADA Issue
36
23
$ 4,200
2014
Detectable Warning at B &A
54
23
$ 4,200
2014
Detectable Warning at B &A
57
28
$ 5,000
2014
Boarding and alighting area not compliant
11
35
$ 4,300
2014
Boarding and alightin area not compliant
219
39
$ 7,600
2014
No raised curb, Detectable Warning at B &A
10
41
$ 4,500
2014
Boarding and alighting area not compliant
2
42
$ 6,100
2014
Boarding and alighting area not compliant
56
46
$ 4,200
2014
Boarding and alighting area not compliant
364
47
$ 6,300
2014
Boarding and alighting area not compliant
508
59
$ 6,800
2014
No raised curb
295
63
$ 4,100
2014
Boarding and alighting area not compliant
3
j 64
$ 5,900
2014
Boarding and alighting area not compliant
136
70
$ 7,600
2014
No raised curb, Detectable Warning at B &A
139
71
$ 7,700
2014
Boarding and alighting area not compliant, No
raised curb, Detectable Warning at B &A
240
72
$ 6,800
2014
Boarding and alighting area not compliant, No
raised curb
33
73
$ 5,200
2014
Boarding and alighting area not compliant,
Detectable Warning at B &A
121
74
$ 5,300
2014
Boarding and alighting area not compliant
63
88
$ 61000
2014
Boarding and alighting area not compliant
42
93
$ 6,300
2014
Boarding and alighting area not compliant
55
98
$ 6,000
2014
Boarding and alighting area not compliant
59
99
$ 5,900
2014
Boarding and alighting area not compliant
61
100
$ 6,000
2014
Boarding and alighting area not compliant
120
100
$ 6,000
2014
Boarding and alighting area not compliant
9
108
$ 6,000
2014
Boarding and alighting area not compliant
26
110
$ 5,900
2014
Boarding and alighting area not compliant
13
111
$ 5,900
2014
Boarding and alighting area not compliant
160
112
$ 6,000
2014
Boarding and alighting area not compliant
272
127
$ 5,500
2014
Boarding and alighting area not compliant
545
147
$ 6,600
1 2014
Boarding and alighting area not compliant, No
raised curb
122
169
$ 6,000
2014
Boarding and alighting area not compliant
60
185
$ 6,000
2014
Boarding and alighting area not compliant
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Collier Area Transit
Bus Stop & Facility Accessibility Study
ID
Rank
Total Cost
Year
Item
325
192
$ 5,500
2014
Boarding and alighting area not compliant
52
209
$ 7,700
2014
Misc ADA Issue
300
209
$ 5,900
2014
Boarding and alighting area not compliant
5
213
$ 6,000
2014
Boarding and alighting area not compliant, Sign not
compliant
12
223
$ 6,500
2014
Boarding and alighting area not compliant
6
227
$ 6,400
2014
Boarding and alighting area not compliant
146
255
$ 7,000
2014
Boarding and alighting area not compliant, No
raised curb
239
258
$ 6,600
2014
Boarding and alighting area not compliant, No
raised curb
248
265
$ 7,600
2014
No raised curb, Detectable Warning at B &A
16
273
$ 6,300
2014
Boarding and alighting area not compliant
45
274
$ 6,500
2014
Boarding and alighting area not compliant
18
276
$ 6,800
2014
Boarding and alighting area not compliant
44
277
$ 7,000
2014
Boarding and alighting area not compliant
15
283
$ 6,200
2014
Boarding and alighting area not compliant
247
291
$ 7.900
2014 1
No raised curb, Detectable Warning at B &A
Estimated
Cost': $ 295,700
ID
Rank
Total Cost
Year
Item
235
1
$ 3.800
2015
No raised curb
64
2
$ 4,500
2015
Detectable Warning at B &A
170
3
$ 4,400
2015
Bike rack obstruction , Boarding and alighting area
not compliant, Detectable Warning at B &A
174
4
$ 5,000
2015
Bike rack obstruction , Boarding and alighting area
not compliant, Detectable Warning at B&A
358
5
$ 900
2015
Boarding and alighting area not compliant, No
raised curb
119
1 11
$ 6,000
2015
1 Boarding and alighting area not compliant
Estimated
Cost': $ 24,600
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ID
Rank
Total Cost
Year
Item
348
6
$ 4,200
2016
Sign not compliant
236
9
$ 4,000
2016
Misc ADA Issue
66
10
$ 5,600
2016
Boarding and alighting area not compliant
541
12
$ 3,500
2016
None
281
17
$ 3,700
2016
Schedule not accessible
89
27
$ 4,000
2016
1 Misc ADA Issue
Estimated
Cost': $ 25,000
ID
Rank
Total Cost
Year
Item
148
13
$ 4,500
2017
Boarding and alighting area not compliant,
Detectable Warning at B &A
118
1 18
$ 6,300
2017
Boarding and alighting area not compliant
95
19
$ 4,300
2017
Boarding and alighting area not compliant
471
20
$ 6,100
2017
Boarding and alighting area not compliant
167
30
$ 3,800
2017
Boarding and alighting area not compliant
Estimated
Cost': $ 25,000
ID
Rank
Total Cost
Year
Item
457
22
$ 5,000
2018
Boarding and alighting area not compliant
105
25
$ 6,100
2018
Bench obstruction, Boarding and alighting area not
compliant, Detectable Warning at B &A
169
31
$ 3,800
2018
Boarding and alighting area not compliant
263
31
$ 3,800
2018
Boarding and alighting area not compliant
321
54
$ 6,300
2018
Boarding and alighting area not compliant, No
raised curb
Estimated
Cost': $ 25,000
(1) Note that the costs are planning level estimates, once the projects progress through
design, the actual construction cost will become more refined.
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It should be noted that the phased implementation plan is just a guide. The number of
bus stops improved each year and the specific locations chosen for improvement may
vary due to such factors as the actual costs of the improvement or potential right -of -way
issues. As such, the improvements will need to be reviewed and a work program
developed specifying the improvements that will be undertaken on an annual basis. The
improvements would be undertaken through task orders. It is envisioned that the effort
could focus on implementation of improvements along specific corridors, which would
enable improvements to be implemented more quickly.
The phased implementation plan, in coordination with the bus stop assessment
database, identifies the type of improvements proposed to be undertaken for each of the
first five years of the plan. The phased implementation plan and assessment database
should be used to in developing a specific action program for implementing the
improvements on an annual basis.
It should be stressed that this plan is presented as an overall guide to the
implementation of improvements. CAT staff will need to review the needed
improvements and the available funding on an annual basis to develop the annual
improvement program.
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6.0 NEXT STEPS
The following is a summary of next steps for CAT to consider to ensure that the major
goals of the Bus Stop and Facility Accessibility Study are achieved and maintained over
time.
Bus Stop and Facilities Standards
• CAT shall use the Accessing Transit Design Handbook for Florida Bus
Passenger Facilities, Version 111, 2013 concerning the concepts of accessibility,
safety /security, and operational efficiency to guide the design of new bus stops
and facilities, as well as improvements to existing bus stops and facilities.
Funding for Improvements
CAT shall seek additional funding for bus stop improvements.
GIS Analysis to Determine Jurisdictional Responsibility
• CAT shall conduct a GIS analysis to determine the specific improvements that
fall within the responsibility of each respective jurisdiction (Naples, Marco Island,
Collier County, and FDOT).
• CAT shall formally advise each jurisdiction of the specific improvement needs
that are within their responsibility, based on the results of the GIS analysis.
Advise Entities Responsible for Improvement Needs
• CAT shall advise each entity of the list of needed improvements that fall within
their responsibility.
• CAT shall review and update standards as necessary (as ADAAG /FAC
requirements change, etc.).
• CAT shall continue to coordinate with FDOT and local jurisdictions on the
development and implementation of strategies to implement accessibility
improvements.
Bus Stop Consolidation /Relocation
• CAT shall review the initial list of bus stops recommended for consolidation and
confirm the final list of stops to be removed.
• CAT shall provide the list of consolidated bus stops to CAT maintenance staff to
flag each bus stop identified for consolidation, which shall provide notice to the
riders utilizing the stop(s) identified for consolidation.
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• CAT shall determine additional public outreach efforts, as appropriate, based on
the number and scale of the bus stops recommended for consolidation.
• CAT shall conduct bus stop consolidation reviews to correspond with the service
change route mark -ups that occur multiple times throughout the year.
• CAT shall conduct a comprehensive review of additional stops that can be
eliminated, relocated, or consolidated, using the spacing standards as well as
ridership and bus stop inventory data.
• CAT staff shall continue to identify consolidation opportunities as part of roadway
improvement reviews requested by other agencies, including FDOT, Collier
County, Naples, and Marco Island.
• CAT staff shall review the list of bus stops identified for relocation and determine
whether the bus stops should be relocated or improvements made to correct any
accessibility, safety /security, or operational efficiency issues, if feasible.
CAT Training
• CAT shall review and discuss the standards for bus stops and facilities on an
ongoing basis to ensure that staff has an understanding of accessibility issues,
requirements, and procedures.
• CAT shall review and discuss the procedures and responsibilities for
implementing new stops and updating the inventory on an ongoing basis.
Database Maintenance Procedures
• CAT shall finalize the procedures and staff responsibilities for keeping the
inventory up -to -date and ensuring that all new bus stops implemented are in
compliance with CAT's adopted standards.
• CAT shall, in the future, utilize the updated inventory to enable Customer
Service, Service Planning, and Scheduling staff to access information on
each stop, including photographs, list of available amenities, conditions at
bus stop, and list of planned improvements.
Review Implementation and Financial Plan
• CAT staff shall be provided the specific phasing plan for use in updating the
Implementation and Financial Plan on an annual basis, including developing a
specific action program for implementing the improvements.
• CAT shall pursue mechanisms for increasing the efficiency with which
improvements identified in the Implementation and Financial Plan are completed
(i.e., pursuing unit price contracts, etc.).
• CAT shall conduct high -level coordination between the MPO, FDOT, and local
jurisdictions to ensure that necessary improvements are addressed.
Update Inventory Database Regularly
• CAT shall update the inventory on a regular basis to reflect any revisions to
routes and bus stops undertaken since completion of the initial inventory,
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including any stops that are removed or relocated to address bus stop
consolidation and /or relocation issues.
Annual Review of Progress
• CAT shall review the progress of addressing improvements identified in the
Implementation and Financial Plan on an annual basis.
• CAT shall coordinate with local jurisdictions, FDOT, and stakeholder groups on
strategies for implementing improvements.
• CAT shall update the following year's work program to reflect the new list of
needed improvements.
Regularly Report Progress of Implementation
• CAT shall regularly report the progress of implementing improvements to:
• BCC
• PTAC, and
• CAT's ADA Coordinator.
• CAT shall continue to coordinate with local jurisdictions, the development
community, and stakeholder groups to advise them of the established standards
and discuss strategies for implementing improvements.
Regularly Update GIS Analysis
• CAT shall provide updated GIS information and the results of GIS analyses
conducted for CAT bus stops to local jurisdictions and FDOT.
Explore Future Applications for Inventory Information
• CAT shall explore future applications for making information from the inventory
available to the public, including a list of amenities, conditions, and photographs
for each bus stop, potentially tied to a system map and /or individual route maps
and available via the Internet.
• CAT shall explore the feasibility of providing inventory information to the public
via Google Transit.
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