Loading...
The URL can be used to link to this page
Your browser does not support the video tag.
Ordinance 2000-032
ORDINANCE NO. 2000 -32 AN ORDINANCE AMENDING THE TRANSPORTATION ELEMENT OF ORDINANCE 89-05, AS AMENDED, THE COLLIER COUNTY GROWTH MANAGEMENT PLAN, FOR THE UNINCORPORATED AREA OF COLLIER COUNTY, FLORIDA; BY UPDATING TABLE V, COLLIER COUNTY TRANSPORTATION DATA BASE, DELETING AND UPDATING VARIOUS TRANSPORTATION MAPS, AMENDING CERTAIN OBJECTIVES AND POLICIES AS THEY RELATE TO LEVELS OF SERVICE, AMENDING CERTAIN POLICIES TO REMOVE AND REPLACE INCONSISTENT LANGUAGE, CREATING POLICY 10.3 INCORPORATING BY REFERENCE THE CORRIDOR MANAGEMENT PLAN FOR THE TAMIAMI TRAIL SCENIC HIGHWAY, CREATING POLICY 12.10 INCORPORATING BY REFERENCE THE PUBLIC TRANSPORTATION DEVELOPMENT PLAN, AMENDING POLICY 1.4 BY CHANGING THE MINIMUM STANDARD LEVEL OF SERVICE ON STATE FACILITIES IN RURAL AREAS FROM C TO D, AND AMENDING POLICY 5.2 BY MODIFYING THE DEFINITION OF SIGNIFICANT IMPACT; PROVIDING FOR SEVERABILITY; AND PROVIDING AN EFFECTIVE DATE. WHEREAS, Collier County, pursuant to Section 163.3161, et. seq., Florida Statutes, the Florida Local Government Comprehensive Planning and Land Development Regulation Act, was required to prepare and adopt a comprehensive plan; and WHEREAS, the Collier County Board of County Commissioners adopted "~ - ' the: ~lhe[;.~!.~ County Growth Management Plan on January 10, 1989; and ;.;.. :~.. WHEREAS, the Local Government Comprehensive Planning and Land Deveio'p~ent-- Regulation Act of 1985 provides authority for local governments to amend their re~tive~ comprehensive plans and outlines ce~ain procedures to amend adopted comprehensiv~-~ns~ pursuant to Sections 163.3184 and 163.3187, Florida Statutes; and ~!~ WHEREAS, Collier County did submit this Growth Management Plan amendment to ~ Depadment of Community Affairs for prelimina~ review on October 29, 1999; and WHEREAS, the Depadment of Community Affairs did review and had no objections to this Transpodation Element amendment to the Comprehensive Plan and transmitted the same in writing to Collier Coun~ within the time provided by law; and WHEREAS, Collier County has 60 days from receipt of the letter of no objection from the Depadment of Communi~ Affairs to adopt, adopt with changes or not adopt the proposed amendment to the Comprehensive Plan; and WHEREAS, the Board of County Commissioners of Collier County did take action in the manner prescribed by law and did hold public hearings concerning the adoption of this Transpodation Element amendment to the Comprehensive Plan on May 9, 2000; and WHEREAS, Collier County has gathered and considered additional information, data and analysis suppoding adoption of this amendment to the Transpodation Element, including the following: the Collier County staff repod; and the other documents, testimony and information presented and made a pad of the record at the meetings of the Collier County Planning Commission held April 20, 2000, and the Collier County Board of County Commissioners held on May 9, 2000; and WHEREAS, all applicable substantive and procedural requirements of law have been met; and NOW, THEREFORE, BE IT ORDAINED BY THE BOARD OF COUN~ COMMISSIONERS OF COLLIER COUNTY, FLORIDA, that: 1 Words underlined are additions, Words ctruc~ thrc'J~h are deletions SECTION ONE: ADOPTION OF AMENDMENT TO TRANSPORTATION ELEMENT OF THE GROWTH MANAGEMENT PLAN. The Board of County Commissioners hereby adopts this amendment to the Transportation Element in accordance with Section 163.3184, Florida Statutes. The amendment is attached hereto as Exhibit "A" and is incorporated by reference herein. SECTION TWO: SEVERABILITY. If any phrase or portion of this Ordinance is held invalid or unconstitutional by any court of competent jurisdiction, such portion shall be deemed a separate, distinct and independent provision and such holding shall not affect the validity of the remaining portion. SECTION THREE: EFFECTIVE DATE. The effective date of this amendment to the Transportation Element shall be the date a final order is issued by the Department of Community Affairs or Administration Commission finding the Element in compliance in accordance with Section 163.3184, Florida Statutes, whichever occurs earlier. No development orders, development permits, or land uses dependent on this amendment may be issued or commence before it has become effective. If a final order of noncompliance is issued by the Administration Commission, this amendment may nevertheless be made effective by adoption of a Resolution affirming its effective status, a copy of which Resolution shall be sent to the Department of Community Affairs, Bureau of Local Planning, 2555 Shumard Oaks Bird., 3fd Floor, Tallahassee, Florida 32399-2100. PASSED AND DULY ADOPTED by the Board of County Commissioners of Collier County this q day of ~ ,2000. ATTEST: ........ DWIGHT E. BROCK, Clerk .::- ?'.,...: .....~ ;%. __-.~ . ~,,, , ;..; :".Attest u to Chilhmalt'! "~,,,' '"signature onlx. ,,~ Approved as to form and legal sufficiency: MARJ(3~IE M. STUDENT Assistant County Attorney BOARD OF COUN'r~ COMMISSIONERS COLLIER COUNTY, FLORIDA TII~O'I~'HY J. ~.TST~'NTINE, Ct~jCman T~,i¢ ordinance flied with the ~ecretary of St?e's Office the (~lay of ,~~, .,~a and acknowledgement of that filing received this ~~av Transportation Adoption Ordinance 2 Words underlined are additions, Words "..tr'-'c,". thrc'--'gh are deletions Exhibit "A" D. FUTURE SYSTEM NEEDS 4. Future Traffic Circulation Map - Year 2000 The roadways included in Table 5 are funded in the proposed 199-7-9 -2004~_ Capital Improvement Element. Map TR-4 (W & E) identifies the projects included in the CIE. Map Series TR-5 is similar to the Existing Traffic Circulation Map Series as it depicts the lane requirements and facility type and evacuation routes in the year 2000. Map TR-5AW, the Number of Lanes map for the year 2000, is reproduced unaltered from the Long Range Plan Update, and is the financially feasible network for that year. E. INTERMODAL & MULTI-MODAL TRANSPORTATION 3. Mass Transit a. Purpose Collier County currently has no publicly sponsored fixed route bus system. Pdvate services offered in the County are fixed route "trolleys" which operate during the winter season in Naples and on Marco Island, and a network of para-transit providers that offer transportation services to the disadvantaged bc~.':cc.":..~.*.3rcc~ '""~ .~!3p~cc c.".d h,~ .....,%~:p!CC 3nd the o,.,.,,k ....., c,...~-. c,...,:......, .~.!rpc.'t.. The Transportation Disadvantaged (TD) program is coordinated by T..' Collier CountY1 which has been designated as the Coordinated Provider by the Naples Metropolitan Planning Organization (MPO). The TD services :re prcv!dcd by t:.";P'~~ :;cr:.~:: :r.d offers home pick-up and delivery transportation for the elderly, handicapped, and economically disadvantaged in the County. The "trolley" systems mentioned above are run primarily for the toudst segment of the population and have fixed routes that visit the major shopping, beach and hotel interest points. b. Future System Needs Words underlined are additions; words -' ~ _.r"c ......c'_'-.. are deletions On Au.qust 3, 1999 the Board of County Commissioners adopted the Public Transportation Development Plan (PTDP), and a.qreed to become the Goveminq A.qency for Transit in Collier County. The PTDP contains estimates of un-met need in Collier County, both for the existing TD services, and for general public transportation. It contains planninq level discussions on demand centers, route locations, vehicle sizes and types of services. The PTDP recommends, as the backbone of the public transportation system, deviated fixed route service, in which buses would follow a fixed route, with the ability to deviate from that roum to pick up disabled passengers curbside at their residence. This service could be provided by private a.qency under contract to the county. Other services proposed in the start up public transportation system are a vanpool pro.qram, circulator service in Immokalee, an Immokalee to Naples shuttle service, and a Commuter Assistance ProRram. Although the PTPD final report suggested the need for numerous public transportation services in Collier County, the scale and growth rate of the initial system was such that no local funding contribution was predicted to be required until fiscal year 2006. This situation is the result of gradual chanqes in the requirements for local matchinq funds that accompany state and federal grant funds. Collier County is already spending funds on public transportation that meet the match requirements. Words underlined are additions; words ~ are deletions Goals, Objective & Policies OBJECTIVE 1: The County will maintain the major roadway system (excluding State highways) at an acceptable Level of Service by implementing improvements to restore acceptable level of service to the following roadways that have been identified as operating below !c':~! cf ==,-':!"..c "D" their minimum standard level of service. CIE # Roadway From 31 ~c.nit= ~ccc.". Rc=~ W. cf V=,".d~rb!~t D:!':~ 41 Pine Ridqe Rd. Airport Rd. Airport Road Golden Gate Parkway T__qo 1-75 Radio Rd. 62 Golden Gate Boulevard CR951 Wilson Blvd. 71 Immokalee Road CR951 Wilson Blvd. Policy 1.3: County arterial and collector roads shall be maintained at Level of Service "D" or better on the basis of the peak season peak hour traffic volume. Level of Service "E" or better shall be maintained on the following designated roadways. Roadway Airport-Pulling Road Golden Gate Parkway Goodlette-Frank Road Goodlette-Frank Road Pine Ridge Road Tamiami Trail East From Pine Ridge Road Airport-Pulling Road Pine Ridge Road US41 Airport-Pulling Road Four Corners To Golden Gate Parkway Santa Barbara Blvd. Golden Gate Parkway Golden Gate Parkway 1-75 Goodlette Frank Rd. Tamiami Trail North Pine Ridqe Rd. Solana Rd. The County has declared as "constrained" the following segments: ROADWAY From T.__~o Vanderbilt Beach Rd. Gulfshore Dr. U.S. 41 Level of Service "D" or better shall be maintained on all other artedal and collector roads, however, any section of road may operate at Level of Service "E" for a period not to exceed two (2) fiscal years following the determination of Level of Service "E" in order to provide the County with time to restore Level of Service "D" by making appropriate improvements. The Naples (Collier County-) MPO shall determine the optimum LOS for each county road segment. This will be done by more accurately identifying the traffic volumes that correspond to the different LOS thresholds on county roads, and more accurately quantifying the peaking characteristics of traffic on county roads. The first component of this is to update the LOS tables in the Transportation Element to best reflect current conditions on county roads. The second component is to begin installing, as funds permit, permanent traffic count stations, to better identify the peaking characteristics of traffic on county roads. The third component will be to amend the Capital Improvements Element to implement findings. Words underlined are additions; words ~ are deletions Policy 1.4: For the purpose of regulating ;development orders, Collier County has adopted the following level of service standards for state maintained roads: Rural Area I- 75 B US- 41 C,D SR- 84 CD SR-951 - SR- 29 C,__D SR- 82 GD Existing Urbanized Area Transitioning Urbanized Area C C D* D D D D D* The segment of US 41 frowt Algx)~l-Pulling Road (CR-31) to Rattlesnake-Hammock Road (CR-864) and the segment of SR-951 (isle of Capri Road) from New York Drive to the Marco B~idge have been designated as 'hacklogged' roadways by the Florida Department of Transpotation. Rec~nstructio~ along these segments will be expedited by FDOT. It should be noted that FDOT has different LOS standards for state roads. The Naf~ County-) Metropolitan Planning Organization shall conduct a study to research the implications of these different LOS Standards that FDOT has established for state roads by area type. Establishing unreasonably high LOS standards in the fringe "transitioning urban area" may require the diversion of revenues from more congested areas with lower levels of service standards, in order to maintain the high standards established in the outlying areas. Policy 2.2: The County shall annually appropriate the funds necessary to implement those projects shown in the annual element (first year) of the Sccc~dc."y .D."..c~d P:~'~r=m Annual Update and Inventory Report (AUIR). Policy 3.3: By June 1998, Collier County's Transportation Department, "~"* ....~ "'"":~*"' '"-""~"~ Ma~ Public Works En.qineering Department and the Ncp!c= (Collier County-) Metropolitan Planning Organization will develop standards, criteria and implementation guidelines for right-of- way acquisition. Provision for landscaping shall be consistent with Collier County corridor management planning policies (see Future Land Use Element Policy 4.2 and Transportation Element Policy 7.4). The County shall acquire sufficient amount of right-of-way to facilitate no less than a cross section of (6) traffic lanes, appropriate turn lanes, medians, bicycle and pedestrian features, drainage canals, and shoulder sufficient for pull offs and landscaping areas. Exceptions to the right-of-way standard may be considered when it can be demonstrated, through a traffic capacity analysis, that the maximum number of lanes at build-out will be less than the standard. Policy 4.2: The County shall provide for support services, resources and staff within the Naples (.Collier County-) Metropolitan Planning Organization to coordinate the Bicycle/Pedestrian Program. Policy 4.3: The County shall provide an interconnected and continuous bicycle and pedestrian system by making the improvements identified on the 2020 Pathway Facilities Map series. The County's pathway construction program should be consistent with the Comprehensive Pathway Plan. The Pathway Advisory Committee should provide recommendations on the choice Words undeHined are additions; words -' ...r, -'-'"-'-.. t~:-'-'-';~ are deletions of proiects to be included in the pathway construction proqram, and the order in which they are constructed. ., Policy 5.2: Significant Impact is hereby defined as generating a volume of traffic equal to or greater than 5% of the Level cf c~..,;.... C minimum standard level of service peak hour volume of an impacted roadway. Policy 6.1: The Transportation Element shall incorporate to the greatest degree possible, the long range plans of the .".'cp!cc (Collier County.) Metropolitan Planning Organization. Policy 6.5 The Naples(Collier County-) MPO's 4~,~c ,~ ,~n~n ..i....~. ~. ....adopted Long RanRe Plan has identified a need for an interchange at 1-75 and Golden Gate Parkway. An Interchange Justification Report shall be prepared by the Florida Department of Transportation and submitted to the Federal Highway Administration by October 1, -19989. Policy 10.3 The County shall incorporate herein by reference the Corddor Mana,qement Plan for the Tamiami Trail Scenic Hi.qhway, which formed part of the application for Scenic Hi,qhway desiqnation authorized by the Board of County Commissioners on November 3, 1998. Policy 12.1: The Naf~ollier County) Metropolitan Planning Organization, through the Transportation Disadvantaged Program shall assist the local community transportation coordinator in the implementation of the most efficient and effective level of service possible for the transportation disadvantaged. Policy 12.2: The County shall coordinate the development and maintenance of any future transit development plans with the ~ollier County.) Metropolitan Planning Organization and the Florida Department of Transportation. Policy 12.3 The Naf~ollier County.) Metropolitan Planning Organization shall monitor the need and desirability of implementing a transit system and will coordinate the development of any transit development plans. Policy 12.5: The County shall participate in the MPO planning process through an interlocal agreement with the City of Naples and the City of Marco Island, and in a Joint Participation Agreement with the FDOT. Policy 12.10 The County shall incorporate herein by reference the Public Transportation Development Plan adopted by the Board of County Commissioners on Auqust 3, 1999. Words underlined are additions; words · u ...re_ .. =...._.=.. ,k ..;k are deletions 5 LEE CO. COLUER ¢0. MAP lR-4W YEAR CAPITAL IMPROVEMENT ELEMENT MAP W!~STERN COLLJER COUNTY HENDRY CO. COLLIER CO. C.R. 846 S.R. 84 I - 7,5 COLLIER COUNTY. FLORIDA 2(~-~ ~al[ m~o,~m' mmmw OF. 4.2 MAP I'R-6BW FACILITY TYPE - YEAR 2010 W~STERN COLLIER COUNTY LEE CO. COLLIER CO. HENDRY co. ...................... cd*._~ ......... ~ ' COCUER COUNTY. FLORIDA 53 / / / / ,, / YEAR MAP TR-6CW 2010 LEVELS OF SERVICE WESTERN COL,MER COUNTY H[NDRY CO. LEE CO. COLUER C0. ;OLUER COUNTY, FLORIDA o~- ~'~co 55 ~ ~E-6D ?elz 2010 MAP TR- 7BW FACILITY TYPE - YEAR ~STERN COUJER COUNTY 2020 HENDRY CO. COLLIER CO. COCUER COUNTY. FLORIDA ceu- o~- 60 i YEAR LEE CO. MAP TR-7CW 2020 LEVELS OF SERVICE WESTERN COLLIER COUNTY I I I I I I i I I I i i i I I COCUER COUNTY, FLORIDA & , OULM o~ 62 ~ Te~z Z020 i FLORIDA DEPARTMENT OF TRANSPORTATION MEMORANDUM DATE: TO: ~ber 17, 1998 Susan King District One Scenic Highways Coordinator ~o _~u~'y Cunm ~"State Scenic Highways Administrator CC: DIST. ONE PLANNING 0£C 2 1 1.9,°~3 ~ FDOT- BAFFi'CW Scenic Highways Advisory Committee, C. Leroy Irwin, Lynne Marie Wha~ · q~tiom from th~ $eeni~ ~ Advisory Commin~ the Tamiami Trail Designration Application Consistent with the recommendations of the Scenic Highways Advisory Committee (SHAC) during their review of the Tamiami Trail Designation Application, th~ following Program elemenls should be addressed durin~ the next ye.~' and their complinnce recorded in the ~ Annual ~ for the The Program elements which must be addresses over the next year are: t) incor. ration into the local government eom~ve plan of Coltier County the following 2) the Corridor vision sta~nent, and 3) the Goats, Objectives m~d Stra~es specifically related to Collier Cottony. signed Corridor Manqement Entity Agxeement. Alon~ with this, the $HAC ~ thnt the Corridor Advo~ Oroup/Comdor Masss~ms~t Entity mnsid~ tl~ following suitsflora: 1) to riddress comid~ration of wal~' hydrolog:y mov~nent to support adjoining natural 2) Consid~' vegetative management planning along the comdor for exotic plant removal and promoting native species. 3) esmbti~ a sumdard type of informational signage thnt is easy to recognize and undgrstnnd especia~ for intemati~ tourists. 4) Work with local gom'nmgm for a more po~tive comn~mmt on the control of ouldoor signs. 5) Prol~ct amheological sit~s along t, he corridor f~om disruption by not identifyin~ their exact location. Provide educational opportunities for these sites rather than direct visitation. wondertiff ~ and improve ~ qtmlity of life in Florida. Those of us involved in the Scenic Highways Program look forwntd to the continued success of the Taminnfi Trail. Your achievements will certainly serve as a model for other corrido~ to follow. G:glOBS195%~R03601 ~X:)C%Two=3 ~tsann~no.wlM TRAN - 41 Words Underlined are additions; Words ~ are deletions. YEAR CAPITAL IMPROVEMENT ELEMENT MAP w~STT~RN CC~,.LIER COL/NTY ,: ,,3LLI,~R CO $.R. ~B4 Words Underlined are additions; Words ~a~ are deletions. Y.A~ TR-6AW Words Underlined are additions; Words ~ are deletions. FACILITY TYPE - YEAR 2010 W![ST~N COI.LIER COIJN~' ,FND~ CO -- ~ '%" ---- COLLIER GO. '¢'5 co ~OLIJF_~ CO. Words Underlined are additions; Words ~nacd~ are deletions. MAP TR-~CW YEAR 2010 LEVELS OF SERVICE WE:S1E:RN COLLIER COUNTY Words Underlined are additions; Words ~ are deletions. ~v~cu~cl~n I Words Underlined are additions; Words ~ are deletions. Number of Lanes Year 2020 'des~ern Collier Count'; : =.. ~'~ ~ ~ s.~ ~ ........ ~ ......................... -~% .... ~-' ....... co~ co~ m~ L-I · ~ I~ ~ ~ ~&y ~o~ TRA.q - 58 Words Underlined are additions; Words s~ are deletions. ~,IAP TR- 7BW FACILITY TYPE - YEAR WE~SlI~RN COL.Urr. R COUNTY 2020 r- ~--- ~._' ....... 70LLIE:i' CO tEE CO. Words Underlined are additions; Words ~ are deletions. UAP TR- 7CW YEAR 2020 LEVELS OF SERVICE W~STERN COLLIER COUNTY -~-:NDI~ Y CO. -"~: .......... Words Underlined are additions: Words ~ are deletions. .~.iI~ TR-7D ~vacua~£on Rou~es "-'ear 2020 TIt~ - 6& Words Underlined are additions; Words ~ are deletions. TRANSIT MAP MT-lW FUTURE MASS TRANSIT MAP DEMAND CENTERS &: TRANSIT CORRIDORS WES'T~'RN COUJER COUNTY Words Underlined are additions; Words ~ are deletions. CO, CO, TRAN SIT MAP MT-1E FUTURE MASS TRANSIT MAP DEMAND CENTERS & TRANSIT CORRIDORS [AS71D~N COLUER COLINTY c~ co. 76 Words Underlined are additions; Words ~ are deletions. CORRIDOR MANAGEMENT PLAN Submitted to: Florida Department of Transportation Dis~-ic~ One Scenic Highways Coordinator P.O. Box 1249 Barrow, Florida 33831-1249 The Tamiami Trail Scenic Highway CAG William tL O'Neill, Chairman c/o Naples (Collier County) MPO 2800 North Horseshoe Drive Naples, Florida 34104 Glatting Jackson Kercher Anglin Lopez Rinehart, Inc. Community Planners 33 East Pine Street Orlando, Florida 32801 August 1998 ~c'~ nowledc~ernents I he l amiami I rail Scenic I-ti?,hv, a~ Corridor ,\d~ ot'ac~ Grotlp¢ givt'~ special acb,.nokx iedgement to Robert \\ arrcn who ha,4 bccn thc inxpiration tot this proled Nit. \Varren ha,4 spent most ot his lite near the ~lrail and kno~ the Everglades as usdo. Long before thetormationottheCorridorAdvocac~ Group, Nh'. Warren had spent many year\ working t~ward designating the q'amiami Trail as a scenic highway so that others could gain a deeper appreciation ot its extraordinar,, ~cenic value and historic significancu. Bin ~karret~continue~to~ork~o~ard h:,~dream m~d thc('orridor,kd~ocacx Ciroup i~ grateml tot his support Thank VOLI, Mr. \Varren tor blazin,~ the trail to~ ard a Florida Scenic l-ligh~,lx designation (_;ratetul ackno~\ lodgement is given tt, n~cmbur< ~q the h~Jloxx ing ~ubcommittuc, r~,r t[~c~* comributio~q in the development of this application: Promotions and Tourism Subct)mmittcu Community Outreach Subcommittee Government and Business Outreac[~ Subcomnfittcc Corridor Management Entit~ Subcommittee Special thanks also go to the people wh~ participated i:~ thu I'ublic \\~rkshopx; x,,'ur commcnt~ .~ntt ideas were invaluable. A sincere Thank You to Clyde and Nikki Butcher from the Big Cypress Gallery for generousl> donating photographic artwork to include in this document. V TA/~IA/,AI TRAIL SCENIC HIGHWAY Executive Summary The Ta~iai'ni Trail tells a unique Florida story. Traveling along the Trail can provide a window to our past and an appreciation for the preservation of outstanding natural resources for future generations. In order to seek "Florida Scenic Highway" designation, a local grassroots effort in the form of the Corridor Advocacy Group (CAG) was initiated. A letter of eligibility for the Tamiami Trail was issued from the Florida Department of Transportation on December 2, 1997. Since that !~ne, the CAG, Florida Department of Transportation District One, and the Naples (Collier County) Metropolitan Planning Orgaruz~ tion have conducted a community participation .vrogram, developed a vision for this scenic highway, and dra_~i',,~ '. titis Corridor Management Plan. The vision is shown on the following pages. The improvements and enhancements that comprise this vision were developed and prioritized by members of the public and the CAG during a series of public workshops. A Corridor Management Entity will be formed once Scenic Highway designation has been granted. This entity will be serve as the caretaker of the Scenic Highway by ensuring that all corridor activities are monitored and implemented according to this Corridor Management Plan and that the Action Plan is executed. The proposed Tamiami Trail Scenic Highway is a 50-mile segment of US 41 located in Collier County, Florida. The proposed scenic roadway corridor begins at the north boundary of the Collier-Seminole State Park and extends eastward through the Picayune Strand State Forest, Fakahatchee Strand State Preserve, the Ten Thousand Islands National Wildlife Refuge and the Big Cypress National Preserve. The completion of the Tamiami Trail from Naples to Dade County in April 1928 hallmarked the end of the final pioneer period in Collier Count3,. The Trail opened the "frontier" area to commerce, settlement and development. Today, while it remains a vital link for commerce, it also remains an area inhabited by Native Americans and other established families and communities. It is a splendid scenic resource for the local residents and the thousands of tourists who visit each year. The Trail links Collier County to Dade County through 50 miles of breath-taking, scenic landscapes of sawgrass and subtropical wilderness. Scenic highway designation is an opportunity for a modem public-private partnership to preserve and build on the intrinsic resources of the Trail. The scenic corridor will provide improved access to the Everglades environment. It will allow the roadway to be improved in ways that will emphasize the natural beauty of the route. It can be used to preserve the Native American history of the area, as well as the more recent history of growth and development. At the same time, the Tamiami Trail can be maintained, not as an historical artifact, but as a living artery, in keeping with its prindpal original purpose. Tamiami Trail Scenic Highway Action Plan The Action Plan for the implementation phase of the Tamiami Trail Scenic Highway focuses on the immediate (Year 1998 - ~003) tasks. As shown in the table below, these actions are categorized into the following three categories: Corridor Improvements/Enhancements; Promotion/Community Participation; and Administration/Coordination. Action items in each of these categories range from highest priority to medium and lower-priority projects. Action A. Corridor Improvements/Enhancements Vegetation Flanagement/kxotics Removal within Right-of-Way Vegetation Management/Exotics Removal outside Right-of-Way Prepare a Detailed Master Plan tor the Tamiami 1rail Scenic Highway Construct Additional Koadside Pulloffs Year 1998-2000 1998. 2000 1999- 2000 1998-2000 c ( c C ( ( ( ( ( ( ( ( (. ( Construct Gateway/Visitor Complex/Information Center Add/Upgrade Amenities at Existing Roadside Parks Conduct a Signage/Interpretive Study Prepare/Obtain an Archeological/Historical Study install Mile-marker and Signage System Guardrail Replacement/Design Consistent with Scenic Highway 1998-2003 1998- 2000 1999- 2000 1999. 2000 2000- 2003 Develop lamiami 'grail ScenicHighway Design Guidelines .........................2000 - 2003 Construct Intormation Kiosks Along the Scenic Highway2000 - 2003 As Required for Safety B. Promotional/Community Participation Develop Standardized Joint (Public/Private) Brochure Create Internet Webpage Construct Gateway/Visitor Complex Consider Pursuing National Scenic Highway Desi~ation Create Audio Tour 1998-2000 1998-2000 1998-2003 1999. 2001 2000-200! 2000-2001 Host Special Event/Pestival ) C. Administration/Coordination Coordinate/Schedule Vegetation Management Coordinate with FOUl regarding ESridge Uesign Develop a Coordinated Bicycle/Pedestrian Plan Coordinate with BCNP Re~rding Safety. Improvements Apply for Funding (Local. State. Federal) Coordinate with Local Agencies and Big Cypress National Preserve Re~rdin~ the Intersection of SR 29 and the T~miami Trail Coordinate with USACOE re~rdingVegetafion Management Coordinate with USACOE re~rding Modified Water Deliveries Review/Revise Corridor Management Plan 1998-1999 1998- 2003 1998.2000 199R.~(~0 199R- ~0~1 1998- 2003 1998- 2000 1998- 2000 2002-2003 3 3 Letter of Intent Florkia ~:enic Highways Program I Nafional Designaxion.'? t[] No Submiss~ of this Letter of Iatent'verifies that d~..ignafion as a Florida Scenic Highway is being sought for the ee~xidor idearifled' below. P'lease submit the e. ompl~ form to'the'Distric~ Seerfie Highways Ro~d~a'r/Route Number and Name - Provide the state. amt US road number (if a~plicable), the local or an2:' n:Lz~ally recognized roadway name and, if known, a potential scenic highway name. US Raad Number: US 41 Local N~me: Tamiami Trail Potem~ Scenic Highway Name: TheTamiami Trail Scenic Highway: Highway of the Past... Highway of the Future Road~aT/Corridor Limits - Define the roadway/corridor limits (beginning/ending termini) according t~ the ~ of the intrinsic resources as well as to recogni,~hle geographic locations and/or mile posts. Pro,~e the corridor length in miles and attach a location map detailhag corridor limits. I-he ?o.oosed corridor length is approx~rrately 49.5 miles. The limits begin at the north bo~' of Collier-Seminole State Park as it crosses US 41. The cortqdor then extends easr,'crr~ .vv'ough the Fakahatchee Strand State Park, tt~ Ten Thousand Islands Nat~oral W~'IAh~ 7'reserve anti-the Big Cypress Naaoral Preserve and ends at the Dade County Line. Goveramental Jurisdictions - ?rovide the names of all local general purpose governments as well as the plannm£ ~aEement agencies whose jurisdiction the corridor traverses. These include, but are not limited to zrry. ccumy, unincorporaxed areas, Metropolitan ?larmi~g Organizations, Water Management Districts, Fore~n~' ~rvice, Transportation Authorities and Parks and Recreation Deparmaents. E~ty Name: Coatact: Address: Phone Number: Big Cypress National Preserve Bill Carroll Star Route, Box I O Ochopee, Florida 33943 941-695-2000 extension 17 Name: Caatact: Afdress: Number: Collier/Seminole State Park Mr..Robert Henry 20200 East Tamiami Trail Naples, FL 33961 941-394-3397 E~(y Name: Coatact: Address: Phoae Number: Fakahatchee Strand State Park Eddie Lowery P.O. Box 548 Copeland, FL 33926 941-695-4593 C.~ct: Address: Number: Collier County Government . Betrye Matthews, County Commissioner, Distr~ct 5 3301 East Tamiami Trail Naples, FL 3396 941- 774-809 7 T~AIAMJ TRAIL SCENIC HIC~-IWAY Corridor Advocacy Group Officers William R. O'Neill, Chairperson Lynn Smallwood McMillen, Vice-Chairperson Members Franklin Adams Ted Baker Barbara Barry Steve Blount Jan Bro_ck Pete Brockman Buddy Brunker Bill Carroll Anita Chapman Claudia Davenport Frank Denninger Elizabeth Dupree Sonja Durrwachter Wally Hibbard Tami House John Jenkins Eric Kiefer Susan King Ben Knottingham Ellie Krier Karen Louwsma Eddie Lowery Mike Mayer Chuck Mohlke Martha Napier Jim Newton Susan Pareigis Debrah Preston Robert Read Robert Robinson Brian Sheehan Michael Simonik R.J. Stanley Christine Straton Sheilah Strobel Amy Taylor George Toppin Norm Trebilcock Robert Warren James Webb Gene Wooten Lora Jean Young CORRIDOR/V~ENT PLANV/~ I:::I~,~IDfi ity Letter ~/ FLORID k ' ' DEPARTMENT OF TRANSPORTATI II I~ ON -- SEC~ ~ '~, December 2, 1997 Mr. William R. OrNeill, Chairman c/o Naples (Collier County) MPO 2800 North Horseshoe Drive Naples, Florida 34104 DISTRICT SECRETARY ,::~.;;T - C4~TR~CT ONE Dear Mr. O~4eill: I have received the recommendation of the Scenic Highways Advisory Committee (SHAC) and, after careful consideration, agreed that the Tamiami Trail Scenic Highway ('U.S. 41) e.,ckibits the intrinsic qualities essential for eligibilib' and potential designation as a Florida Scenic Highway. Your Eligibility Application amply demonstrates that the roadway corndot contains five of the six intrinsic resources. Of these, the SHAC found that the historic, recreational, natural and scenic resources were the most prominent. These intrinsic qualities are of great value to the State of Florida. The Tarmami Trail Corndot Advocacy Group, working closely with the Collier County Metropolitan Planning Organization (MPO), Big Cypress National Preserve, Everglades National Park, Collier Seminole State Park, private citizens and other public interests, can preserve these important resources for future generations to enjoy. The Tamiami Trail Corndot Advocacy Group can serve to educate the traveling public by "telling a story" about the beauty and uniqueness of the Tamiami Trail Scenic Highway and contribute to the qualib' of life in the State of Florida. I offer my personal conzatulations to you, the Tamiami Trail Corridor Advocacy Group and the Collier County MPO for your diligence and work quality in completing the eligibility phase. The next phase requires the Tarniami Trail Corridor Advocacy Group to prepare a Comdor Management Plan (CMP). Personnel involved with the Florida Scenic Highways Program look forward to assisting you in this endeavor. The Tamiami Trail Scenic Highway may have the unique distinction, upon acceptance of the CMP at the Designation Phase, of being designated as a Florida Scenic Highway under the Department's new program. This will be quite a distinc,tion for Naples and Collier County -- sometl~,ing to be very proud of. Congratulations again! Sincerelay,. Thomas F. Barry, Jf, Q.P..~. Secretat3' TFB:cli CC2 / Mr. David T~fiddy, District One Secretary v Mr. Larry Barfield, State Scenic Highways Coordinator Ms. Susan King, District One Scenic Highways Coordinator Ms. Debbie Hunt, District One Director of Planning and Programs CORRIDOR Statement of Significance - In the space provided. identify and discuss the different types of intrinsic resources present in the corridor. Concentrate on detailing why these resources are important and valued by the community. In other words, what makes this roadway special to the community and its visitors. The completion of the Tamtaint Trail from Naples to Miami in April 1928 hcdlmarked the end of the final pioneer peribd in' Collier County. The Trail opened the ')Crontier" area to commerce, settlement and development. Today, while it remains a vital link for commerce, and an area inhabited by Native Americans and other established families and communities, it is also a splendid scenic resource for the local residents and the thousands of tourists who visit each year. The Trail links Collier County to Dade Coun.ty through approximately 50 miles of breath- taking, scenic lcmdscapes of sawgrass and subtropical wilderness. Along the roadside. the traveler can have a closer look at Florida wildlife. Alligators and birds, such as great blue herons, anhingas and wood storks, are often seen sunning themseh,es or feeding and nesting albng the waterways adjacent to the Trail. Viable pioneer era towns easily accessible from the Trail. sltch as Ochopee, Copeland and Everglades City introduce the traveler to a remnant of "Old Florida ". Vast tracts of publicly owned lands, to include Big Cypress National Preser~'e. Everglades .\'(ttional Park, Ten Thousand Islands National Wildlife Refitge and the Fakahatcl:ee and Col/ier-.?eminole State Parks are adjacent to the Trail and offer the traveler a .Wectacular experience 2t'seemingly endless vistas and opportunities to explore South Florida's natural landscar2es. ]ndeed, the Tamtaint Trail corridor provides a rich array of scenic. natural historic, c~t[t~tral a~?~[ ,'ecreational opportunities. Pre-Application Meeting - Please indicate several times when the CAG could meet for the Pre- Application .',leering or the time and date of a Pre-Application Meeting that has already been arranged with the District Scenic Highways Coordinator. A Pre-.4pplicc~tion meeting has been arranged with Susan King, District One Scenic High w(O's Coordinator, for] 0 a.m. on A ltgust 7, ] 996 L.L.L~c,I Ge,,e/ralLT~,rpose (.~vernment R~tpresentative Date Dnte Additional Information - On a separate sheet, provide the names, titles, addresses and phone numbers for :he tbllowing groups: I) additional governmenffplanning/management entities. 2) additional local general purpose government representatives with signature, and 3) CAG Chairperson. Vice Chairperson and additional membership. !'AMIA/,AI TRAIL SCf:NIC HIC~'-IWAY Leffer oI Infenf Name: Contact: Phone Number: Naples (Collier County) Metropolitan Planning Organization Jeffory Perry, MPO Coordinator Christine Straton, Citizens Advisory Committee Betrye Matthews, Metropolitan Planning Organization Metropolitan Planning Organization 2800 North Horseshoe Drive Naples, FL 33942 941-643-8300 F_.atity Name: Contact: Address: Phone Number: South Florida Water Manage. me. nt DLm'i~ Big Cypress Basin Area Office Mr. Ananta Nath 6167 Janes Lane Naples, FL 33943 941-597-1505 Em5W Name: Contact: Address: Phone Number: F_~Jty Name: Co.~ct: Addre. as: Phzme Number: Florida Department of Transportation Susan King P.O. Box 1249 Barrow, FL 33831 94J-338-234J Ten Thousand Islands National Pfddlife Refuge Jim Krakowsla' c/b Florida Panther National Wildlife Refuge 3860 Tollgate Blvd., Suite 300 Naples, FL 33942 941 ~353-8442 o E.u. Gty Name: Coatact: Adda-ess: Phone Number: Southwe. st Florida Regional Planning Council Jim Newton 4980 Bayline, Drive, 4~ Floor P.O. Box 3455 North Fort Myers, FL 33918 941-656-7720 10. E,nzity Name~ Contact: Address: Plaone Number: Picayune Strand, Division of Foreatry Sonja Durrwachter 68 Industrial Naples, FL 33942 941-4.34-5000 or 353-5314 CORRIDOR/~NAC..~EMENT PLAN'",~ D signation Application Florida Scenic Highways Program Aplolicant seeidng National Designation? [] Yes No Submission of this Designation Application form and its accompanying Corridor Management Plan verifies that designation as a Florida Scenic Highway Is being sought for the corridor identified below. Please prepare and submit this application to the District Scenic Highways Coordinator according to the guid- ance provided in Section 3.2 Designation ApplicGfibn and aMP Form¢~. Roadway/Route Number and Name - Prodde the state and US road number (if applicable) and the local ~o£any regionally recognized name for the roadway. U541 Tam/am/ Trail Scenic Highway Name - Provide the scenic highway name to be used in any promotional activities. Tamiami Trail Scenic HiF. hway: Hil~hway o¢ the Past...Hi~hwavo¢ the Future Date of Eligibility - Provide the date of the Letter of Eligibility. December 2, 1997 Corridor Advocacy Group - Provide the following Information regarding the CAG chairperson, William R. O'Neill C.4 G' C/~o/rderson c/o Naples (Collier County) MPO 28(~ONorth Horseshoe Dr. Naples, FL 341R4 (g41)sq1-3332 Address Corridor Management Entity Phone Number CME ChG/rperson or Equivalent Address Phone Number We verify thGt all/hformGtion ~t~ted on this form ond/or included in the Corridor Mon~gement Plan are, to be best of our know/edge, true representations of the c~r~or and the resources for which ~esignation ~ ~ Flor/~ Scenic High way/~ being soughf X Dote. Corridor Advocacy Group Chairperson X Date Corridor Management Enfi~ Chairperson X Date. Local General Purpose Government Representa~ve X Date Local General Purpose Government Representative Additional Information - On an attached sheet, provide updated names, titles. addresses and phone numbers for the following: 1) CAG Chairperson, Vice-Chairperson, other officers/committee heads and remaining membership and 2) additional local general purpose government representatives with signature. TA/~IA/vM TRAIL SC!:NIC HIGHWAY PaBe Number Introduction ...................................................... 1 Corridor Description ............................................... 3 Corridor Vision .................................................... 5 a. Vision ........................................................ 5 b. Corridor Story ................................................. 6 Opportunities and Constraints Analysis .............................. 27 a. Desc.ri~tion ................................................... 27 b. Corriaor Limits ................................................ 27 c. Roadway Right of Way ......................................... 27 d. Environmental Conditions ...................................... 29 e. Existin~ Land Use and Zoning ................................... 30 f. Futureland Use ............................................... 35 Signage ...................................................... 36 ~i Safe~, Issues .................................................. 37 i. Trafnc Volumes ............................................... 38 {.Levels of Service ............................................... 38 Transportation Plans and Roadway Improvements .................. 39 1. Protection Techniques .......................................... 39 m. Other Programs ............................................... 42 Conceptual Master Plan ............................................ 45 Community Participation Program .................................. 73 a. Program Overw'ew . ............................................ 73 b. Notification and Public Information ............................... 74 c. Public Meetin~.s and Op, E,portunities for Public Input .................74 1. Workshop Number une ...................................... 74 2. Workshop Number Two ...................................... 79 3. Civic Meetings .............................................. 82 d. Supporting Documentation ...................................... 82 Des!gnation Criteria ............................................... 87 a. universal Criteria .............................................. 87 b. Resource Specific Criteria ....................................... 90 Protection Techniques ............................................. 93 a. Public Lands .................................................. 93 b. Private Lands ................................................. 95 Funding and Promotion ............................................ 97 10. Relationship to Comprehensive Plan ................................ 101 11. Partnerships and Agreements ...................................... 103 12. Corridor Management Entit3, . ..................................... 105 13. Goals, Objectives and Strategies .................................... 107 14. Action Plan ..................................................... 111 (Under Separate Binding) A. Inventory of Exotic or Obstructive Vegetation B. Future Land Use Map C. Right-of-Way Maps D. Signage Inventory E. Crash Data F. Other Projects that Could Affect the Scenic Highway G. Proiect Mailing List H. Newsletters, Workshop Handouts and Comment Forms I. Interview Data Forms 1. Letters of Support, Articles and Corridor Impression Surveys CONDOR ~ PLAN(~ Introduction ~rT~. he F?ziami Frail t,e, 11s a unique Florida story. ':711 i) Traveling along the Trail can provide a .~ window to our past and an appreQatzon tot the preservation of outstanding natural resources for tuture generations. In order to seek "Scenic Highway" designation, a local grassroots effort in the form of the Corridor Advocacy Group (CAG) was initiated. A letter of eligibiIit,v for the Tm~iami Frail was issued from the Florida Deparm~ent of ['ransportat-ion on December 2, 1997. Since that time, the CAG, FDOT District One, and the NapIes (Collier County) Metropolitan Plannmg Organization have conducted a community participation program, developed a vis~.on for this scenic highway, and drafted this Corridor k l anagemen t Plan (CM P). I'he purpose of this Plan is to outline the scenic highway's future management and protection strategies and to share the vision for this beautiful and unique resource, The proposed scenic highway is described in Section 2, followed by the vision statement and corridor story m Section 3. Opportunities and constraints that exist along the Famiami 'Frail are detailed in Section 4. l'he Conceptual Master Plan is unveiled in Section 5, followed by an overview of the Community Participation Program in Section 6. Sections 7 through 10 address designation criteria, protection techniques, funding and promotion, and relationship to comprehensive plan, respectively. Poten~iai partnerships and the Corridor b, lanagement Entity are outlined in Sect\ms l I and 12. Goals, objectives and strategies are listed in Secti~n I3, followed bv the Action Plan in Section 14. 'Fhe supporting documentation for this Plan can be found in tlne :\ppendix, wlnich is under separate cover. Scenic highway designation is an opportuni~~ for a modern public-private partnership to preserve and build on the intrinsic resources ot the Trail. Fhe scenic corridor will provide improved access to the Everglades environment. It will allow the roadway to be improved in ways that will emphasize the natural beautv of the route. It can be used to preserve the Native American history ot the area, as well as the more recent t-dstorv of growth and development. At the same time, the Tamiami Frail can be maintained, not as an historical artifact, b~t as a living artery, in keeping with its princ;,pal original purpose. CORRIDOR MANAGEMENT PLAN Section 1 ~-/TA/~AIAMI TRAIL SCENIC HIGHWAY he proposed TamMini Trail Scenic Highway is a 50 - mile segment t US 4l located in Collier County, Florida. Th; proposed scenic madway corridor begins at the north boundary of the Collier-Semim~le State Park and extends eastward through the Picarune Strand State Forest, Fakahatchee Strand State Preserve, the Ten l'housand lslm'~ds National Wildlife Refuge and the Big Cypress National Preserve· This segment of the Famiami frail connects the City of Naples in Collier County with Dade County. Fhe Tamiami Trail also provides access via State Road 29 to Everglades City and the Everglades National Park. :ks the name indicates, the ['amiami Frail originally connected Tampa with Miami, a distance of approximately 245 n-ules. 'l'he completion of the Tamiami 'Frail from Naples to Dade County in April 1928 hallmarked the end of the final pioneer period in Collier County. The Frail opened the "frontier" area to commerce, settlement and development. Today, while it remains a vital link for commerce, it also remains an area inhabited by Native Americans and other established families and communities and is a splendid scenic resource To Niplei Iq m[I/lZkm Piceyune Strand ~tate Seminole State hkeh~tche~ Itra#d St~ Preserve ' Corrid9r Description ~,~ for the iocal residents and the thousands ot tourists who visit each year. The Trail links Collier County to Dade County titrough approximately 50 miles ot breath-taking, scenic landscapes of sawgrass and subtropical wilderness. Along the roadside, the traveler can have a closer look at Florida wildlife. ,.\11igators and birds, such as great blue herons, ardm~gas and wood storks, are often seen sunning themselves or feeding and nesting along the waterwavs adjacent to the TraiJ: Viable pioneer-era towns easily accessible from the 'Frail, such as Ochopee, Copeland and Everglades City introduce the traveler to remnants ot "Old Florida". Vast tracks of publicly owned lands IBig Cypress National Preserve, Everglades National Park, Ten Thousand Islands National Wildlife Remge, Fakahatchee Strand State Preserve and CoIlier-Seminote State Parks) are adjacent to the 'Frail and offer the traveler a spectacular experience of seemingly endless vistas and opportunities to explore South Florida's natural landscapes. Indeed, the l'amiami 'FraiI corridor provides a rich array of scenic, natural, historic, cultural and recreational opportunities. EYerJlades National P~rk BI8 Cypress Natlonel Preserve Bill Cypress Nntion~l Didi-Colller Tr~nini Airport I il Nntional To Hiami 24 mi~.47 km t)tWect Lrwart()n Map CORRIDOR MANAGEMENT PLAN Section TRAIL SCENIC HIGHWAY a. Corridor Vision hc Tamiami Trail is a testament to human drive and ambition. h is living histor'v, a tangible reminder of the roots of Collier Coum). The Trail ~ells a uniquely American-style story of a man. Barron Collier, willing to bcl a fortune on his dream. of the hardships endured and lhe ingenuity employed in the Trail's creation Thi~, highkkav is also a window on a glohall) unique ecosystem. Ma0ory Stoneman Douglas taught us to prize the Everglades and many are teaching us to appreciate its sublie beauty. The government and the park services arc committed to its preservntion. The segment of the Tamian~i Trail cas~ of Naples pro~ ides the principal exposure for millions of travelers to the Everglades. Scenic highway designation is an ~pportunit.~ for a modern public-private partnership to preserve and build on boih these aspects of the Trail. The scenic corridor will provide improved access to the Everglades environment. It will allow the roadway to be improved ways that will emphasize the natural beauiv of the route. h can be used to preserve lhe Native American hislorv the area. as well as the more recent histor~ of growth development. At the same tune, the Tam~ami Trail can he maimained. not as an historical artifact. but as a living a~ery. in keeping with its principnl original purpose. A Florida Scenic Highway designation is only one step this process, but it is a big s~ep. This opportunity is not be missed to further aesthetic. cultural. public safer3, educational and commercial goals all in a single enterprise. Corridor Vision u CORRIDOR MANAGEM~:NT PlAN"Sx~ <~ Section 3 b. Corridor Story /"y~'~.. he Tamiami Trail tells a rich and colorful story or' "1 Seminole legend or the call ut' a snowy eeret. is not well known by Florida's visitors or residents. Many people who live only a short distance away have never traveled the Tamiami Trail or experienced the remarkable beauty. The scenic highway designation would enable us to share the beauty. both far and wide. eTAMIAMI TRAIL SCENIC HIGHWAY The Tamiami Trail Story he Florida Scenic High~va5 Program was formed to increase awareness o~ our State's history and intrinsic resources. Fhe Program offers grassroots oppor~nities for communities to appl~ for a Scenic Highway designation. The purpose of this presentation is to showcase one such effort for a roadway that is special to our corn m u ni tv: The Famiami Frail. A local Corridor Advocacy Group (CAG) was formed to apply for a Florida Scenic Highway Designation. Anyone can participate. Our CAG ts made up ot interested citizens, government officials, and experts in areas such as planning, engineering, Iaw, history and natural resources. Yhe GAG is the Applicant in the designation process. l'he C,\G worked in concert ~ith the Community and Iocal governments to develop a management plan and strategies to promote tourism and economic development. The mission of our CAG was to apply tot a Florida Scenic Highway designation for a 50-mile segment ot US 4l. Locally known as the Tamiami Trail, the designation would begin at Collier - Seminole State Park and end at the Dade County line. As the CAG proceeded through the application process they sought support from citizens, interest groups, agencies and others. Fhe Tamiami Trail tells a unique Florida Story. Traveling along the Trail can provide a window to our past and an appreciation for the preservation outstanding natural resources for our future. Designation could mean enhancing exceptional educational opportunities for visitors as welI as residents traveling the Frail. The application process has three phases: eligibilit> determination phase, designation phase, where the community and the CAG worked together to develop a corridor mm'~agement plan, and an implementation phase. Through all these phases the purpose is to gain knowledge of the Tamiami TraiI and develop ways it can be showcased for its intrinsic resources. Corridor Vision CORRIDOR MANAC~MENT PLAN .,7~ ~,.~ Section 3 Culturn]., Archeological & Historic Resources ]'he resources along the Tamiami ['rail tell the Story. l'here are six intrinsic resources that have been documented. Fhe first three are the Cultural, Archeological and Historic. lhe completion of the Tamiami 'Frail in ApriI 1928 hallmarked the end Ot the final pioneer period in (,.'oilier County. Pioneer communities once [inked only by water are now approachable by automobile, providing commerce and development oppor~mities for residents whiIe remaining close to their heritage. ['odav, while it remains a vital link tot commerce, and an area inhabited by Native ,,\roericans and other established families and communities, it is also a splendid scenic resource for the local residents and the thousands o1~ tourists wlno visit each year. lhe Trail links Collier County to Dade County through approximately 50 miles of breath taking, scenic landscapes of sawgrass and subtropical wilderness. .\long the roadside, the traveler can have a closer look at Florida wildlife. Alligators and birds, such as great blue h~rons, anhingas and wood storks, are seen sunning themselves or feeding and nesting along the waterways adjacent to the 'Frail. Viable pioneer-era towns easily accessible from the Trail, such as Ochopee, Copetand, and Everglades City' introduce the traveler to remnants of "Old Florida." <'x8~TAMIA~I TRAIL SCENIC HIGHWAY ' Before the Tamiami Trail While traveling the 50-mile corridor through an expanse of Mangroves, Hardwood Hammocks, (_')'press Strands, and Saw Grass Prairies, one can easily envision the area as it once was for its ear[x i nhabi tan rs. [he Calusa Indians traveled this region with canoes and by foot 2,000 years ago. Evidence ot the first people in this region is scarce. Their survivaI was dependent on hunting, tishing, and gathering wiId plants. Iheir waste of Conch, Oyster, and Clam shells created large mounds found along the Ten l'housand Island Gulf Coast and ~nterior ot ColIicr COLIl~tv. Some speculate that the mounds were built intentiomSIv providing an escape from mosquitoes and hurricane floods. l'he next generations or Indians to ~xalk in this swamp were the Seminoles from the Carolinas. l'hev sought safety and a quiet tife, but found the opposite. Fhe Seminole indian War began in the D~30's when Congress deemed all [ndians were to be relocated west of the Mississippi ~ver. Bx 1850, the relocafion program ended. It was believed that less than 300 Seminoles remained in the area. 'Fhose that remained continued to live in small bands in the Big Cypress Swamp. Two spoken Ianguages separated them into two distinct groups, the Miccosukee and Seminole Indian Yribes. Members of both groups still live ~,dong the frail. Corridor Vision CORRIDOR MANAGEMENT PLAN /x, Section 3 Abundant Natural Resources Attracted New Settlers and Commerce Farming, fishing, and plume hunting each brought new pioneers and a new identity to the development o1: South~vest Florida in the lg80's. Each also had its atfects on the natural environment. During the last halt of the 1801)'s, plume hunters ~'(~uld become seasonal residents in the Big Cypress Swam p to be close to the numerous bird rookeries. l'he plumes of egrets and roseate spoonbills were worth twice their weight m gold for the fashionable hats industries. Since pfumage was most brilliant during the nesting season, hunters often "shot-up whole rookeries leaving tinhatched eggs and young birds to perish. I'tus practice put a variety of wading birds close to extinction. In 1901, ~he Florida l,egislature enacted a law forbidding the ~IIing ot wild birds at nesting times, but no monev was given for enforcement. However, the National Audubon Society, established in 1896 to campaign against the slaughter or wild birds for fashion, hired wardens to watch over the larger rookeries. '~0'~"~ TA/~IA/~I TRAIL SCENIC HIGHWAY Barron Collier's Dream '['he end of the Pioneer-era for Southwest Florida came when a winter visitor, named Barron CoIlier, came to Useppa lsIand off the Fort Myers coast in 19l [. Finding a speciaI affection for the area, Barron Collier began buying large tracts of land in i921. In two years he had purchased 900,000 acres which eventually' resulted in the creation of Collier County. Knowing not to sell the land untiI it could be improved upon, Barron Collier began the wheeIs of deveIopment. One project that would change South Florida forever xx as his support to link Florida's West Coast to the East. ['he true inspiration ot the road was seen in 1923 when the "TraiI Blazers" crossed the swamp by au~olnobile in II days. Frail Blazers gained national media attention on their adventure, wlnictn brought support for the Frail. In 1~24, ColIier (?ountv undertook the project b~ bonding itself ~or $350,000. In [~26 the State ot FIorida took over and finished the last twelve mile~ of ~he l'rail. Everglades City, located on the waterway just four miles from the project, ~ as used as the base of operations. Local Indians were among those hired to clear the path, while a weeklk boat service brought in machinery and supplies. The most noticeable piece of equipment ~ as the Walking Dredge. it was a machine that propciIcd itself along the no~'th side of the mture ~'oad~x av and then blasted rock as a foundatioa for the Corridor Vision CORRIDOR MANAGEMENT PLAN C, ecfion 3 l.a,"ge crews were hired to survey the route, blast, and bull doze. The crews on[v returned to [i\'ergIades City on weekends. lX[oveab[e kitchens a:d camps followed the construction of the FraiI to }.~:ovide meals and rest for the workers. l:,. cr!;!ades City became a city because of the cc).~mercial and social activity assodated with the construction of the Traii. When the Trail officially ~?ened on April 2~, 1928, Everglades City ceIebra~ed the event with a County fair and a motorcade that made the drive over to Miami. ~.Vith nt, w access to the interior, economic ventures wel'e more feasible. Logging became the next ec~momic boom for the communities located in the Cypress Swamp area. Some Iike Copeland and .le:,m~e started as mill towns. By the [930's, eight sinai1 miIIs were operating in the area and they took adv,mtage of new roadways like the Famiamt Frail had'vest cypress. With the econom~,c prosperity of th~w pioneer industries, communities flourished in Big Cypress Swamp. I~/Z"TAMIAMI TRAIL SCENIC HIGHWAY Everglades...A Town a Road Built lhe Frail is particularly important to the peopIe of Everglades City. T'his "City of Mangroves" ~vas carved out of the Florida wilderness for the purpose of building the 'Frail and became the original Countx seat for Collier County. The Everglades area is rich with the history of those earl``' pioneer days and was instrmnental in the development of Collier COLlllt\ . ['he town, built by dredging and till, was designed with a long straight main street and a bus,,' riverfront. Traveling tlwough the town, [ocated just four miles from the 'Frail, is like traveling back in tim e. Corridor Vision Historic Structures Bring Remembrance of the Past Fhe City Hall sits in the center and provides the perfect backdrop to a typical company style to~ n buiIt in the 1920's. Other older buiIdings include the Rod and Gun CIub, known for hosting winter tourists for hunting, fishing and yachting i~ the len l'housand Islands since the Close bv on Chokoloskee Island is the Smalhvood Trading Post built in 1906. The store, a focaI point in the early days, has many stories both bad and good. Ed Watson, one of the 10,000 Islands, most notorious vilIains, was kdiled in front of the store. The store provided shelter in the great hurricane ot l~2t~ for many area families, needing high safe ground .... CORRIDOR MANAC_~MENT PLAN Section 3 lhere are many historical spots along the rrail rich with stories ,red local history. 'lhe original Ochopee Post Office, opened in 1932, was located in the general store until it burned in 1953. ['he present structure, all 7'3" x 8'4", had been the tool shed behind the store. After the fire, the shed was pulled closer to the road to be used as a makeshift post o~fice. Vhe Ochopee Post Office remains a local landmark on the Famiami 'Frail and provides national notoriety as the smallest post office in the United States. Fhere were six service stations built along the lamiami Frail by Barron Co[Iier. N[onroe Station, one of the six, was built in 1928. Fhe station was the headquarters for mounted motorcycle patrols for the new Famiami Trail, A husband and wife team ran each station. Fhe wife provided retreshments and gasoline for Wavelers. The husband took off once an hour on a motorcycle to paCroI his section of the Trail, Ioo~ng for stranded motorists. The road monitoring system ~vas short lived, but many remained as service and lunch stop sta~ons along the road. Monroe Station, Iocated in the heart or the Big Cypress Swamp, has many co[or~fi stories attached to its ~0 plus years of operation. /0 TAMIA/~I rRAIL SCENIC' HIGHWAY " S~enic, Natur,1 & Re~reatiom~l Resources While the Trail had h~troduced new commerce the area, it also provided a window to view the region's rich natural wonders. Corallion sites of wildlife and scenic vistas along the trail has introduced countless travelers to the area and has drawn regional, state, and even national attention to south Florida's unique ecosystems. Vast tracks of publicly owned lands, including Big Cypress NationaI Preserve, Everglades National Park, l'en l'housand Islands National Wildlife Refuge, Picarune Strand State Forest, Fakahatchee Strand State Preserve and Collier-Seminole State Park are adjacent to the Trail and offer the traveler a spectacular experience of seemingly endIess vistas and opportunities to explore South Florida's natural landscapes. Fhis brings us to the next three intrinsic resources directly linked to the "Frail: the natural and scenic qualities and the recreational opportunities. Corridor Vision v~ CORRIDOR .MANAGEMENT PLAN .,,x Section 3 Tropical Hardwood Hammocks at Collier-Seminole State Park l'he Scenic Highway designation is proposed to begin at the entrance to Collier-Seminole State Park. ~,Ve wiII begin our journey here and invite you to sit back and watch for the subtle environmental changes as we head east along the Frail. In the ear[~ 1940's, Barron Coillet made phms for a park. This park included a 150-acre stand of lnagnificent native royal palms that the Southern States Land and Timber Company chose not to cut down because they felt it had national significance. In [t)-17 the Iand Collier had reserved was turned o~ertotheStateotFIorida ~ormanagement. Todax the Collier-Seminole State Park is ~,423 acres and teatums vegetation and wildlife typical of the Everglades region. :\n extraordinary natural feature at this Park is the tropicaI hardwood hammock. These forests are dominated by trees characteristic of coastal forests of the West Indies and the Yucatan. Hammocks appear to be impenetrable with their walIs of tangled shrubs, saw palmettos, and vines. But once inside, hammocks are less jungle like. A mature hammock has a dense canopy, allowing little light and minimal growth on the forest floor. Most of the vegetation in a hammock is up high as trees struggle to get the most light. On the trees and forest floor, beneath the canopy, live air plants, terns and orchids. r'~ TAMIA/~I rRAIL SCENIC HIGHWAY Royal Palms and Orchids at Fakahatchee Strand State Preserve l"he next park, as you travel east along the Trail, is the Fakahatchee Strand State Preserve. Fine Fakahatchee Strand is the major drainage slough of the southwestern Big Cypress Swamp and the largest and most unusual of the str,'mds. lhe t'lo~ ot ~vater throu§h the Fakahatchee Strand is essential to its continued health and that of the estuaries to the south. Its torest of mixed bald- cypresses, royal palms, and abundant epiphytic pIants is unique. The Fakahatchee Strand is approximately 20 miles long, but onl~ three to tire m;,!es w~de. But, the natural values of the Fakahatchee Strand ma,, be greater than those of an,,' area of comparable s~ze in tile State of Florida. It contains tile largest strand ot native royal pahns. It also has the largest concentration and variety of orchids in North .\roefica. 'l'he orchids when in bloom add a splash of color to the Strand, such as the cow horn and pine pink orchid. Corridor Vision CORRIDOR MANAGEMENT PLAN ,,'N $~ct'ion 3 Unique Florida Wildlife at Ten Thousand Islands National Wildlife Refuge Located on the south side o~ the Frail is the Fen'~:'.. · l'housand Islands National Wildlife Refuge. The Refuge was established on I)ecember 18, it)qt,. l'he goal ot the Refuge is to preserve the last remaining undisturbed portions of this mangrove ,~amp and marshIand habitat. Both fresh and saltwater marshlands are important habitat for wadh~g b~rds, such as the american woodstork, ~vl~ch is listed as a federaIlv endangered species. Gtdf Coast Entrance to Everglades National Park l"he Gulf Coast entrance to Everglades National Park is located a short distance from the Frail. [he establishment of the Park in 1947 recognized the Everglades as unique ecosystem and its importance to a larger svstem as a wi~ole. The ecc)svstem is completely dependent on the water rio\v, and life-giving summer thunderstom~s to complete the natural cycle. 'Fhe Everglades support more than 350 species of birds and over 1,000 species of plants. I'he gulfcoast area is known for its Red Mangroves. The red mangrove is easily recognizable with its stilt-like prop roots that arch outward froin the main trunk. '['he mangroves provide a habitat for severaI endangered species, including sea turtles and the manatee. FLORIDA AND TEN THOUSAND NATIONAL WILDLIFE ~"'I~T,~I,~I TRAIL SCENIC HICkWAY Dark Forested Swamps and Open Prairies at Big Cypress National Preserve Further east on the trail is the Big Cypress National Preserve. Visitors who drive through the Preserve's 729,000 acres will see an expanse of open prairies with internals of tree islands dotted with cypress trees, ph~etands and dark forested swamps. Fhe freshwater wetland forests or "swamps", are the dominant vegetation ~ypes in ~he Big Cypress National Preserve. The cypress community includes a mix ~orest of willows, pop ash, pond apple, and maple. Yhe most common species are Bald Cypress which typically tower over the other species ot flees in the forested wetland. Bald Cypress grow to heights ot [31) feet with broad canopies. A deciduous member of the redwood famiIv, the cypress drops its needles i~ November and produces new growth in March. Cypress develop "knees" to provide gas exchange when water Ievels are high. Corridor Vision .,~ CORRID'~I~ AAANAG-E~EN'T PLAk['I~ Section 3 Fhe cypress swamp provides food and shelter for songbirds, kites, ducks, and colonies of wading birds. Raccoons and the otter also inhabit these wet and wooden worlds. Eighteen species of frogs and salamanders breed exclusively in cypress habitat. .\nother con'u'~lo~l forest community is the South Florida RockIands, commonIv called the Pinelands. lhe Pinelands provide one of the few dry habitats with food and shelter for snakes, tortoise, hogs, black bear, and deer. Wetter pinelands provide a habitat for mixed grasses as an understory and is the most diverse plant community m south Florida with some 3e~l plant species. ~',~T~I~I TRAIL SCENIC HIC_.~IWAY Corridor Vision .... Planning for Outdoor Recreation at Picayune Strand State Forest Another important public land area located oft ot tho [ raiJ is Picavune Strand State Forest. ;\ new member to the conservation team in Collier County, the state torest was created in Nlax 1995 with approximateI) 1S,000 acres. ]he Picarune Strand is in an area that was once planned for development as one' ot tlne largest subdivision Emits in the United Statc~..X net~xork of road~x ax~ and canals bisect the land that naturally sits under ~x ater during the summer rainy season. The goal of the PiCaVLH1e Stran~ S~ate Forest is to purchase a total ot 50,200 acre, and convert much ot tht' ~dd subdi~ ision back tt} a n~orc natural state. The PicaVLmC Strand Stab.' I'ort,,l xvill provide recreationaI opportunities hn' c~ cling, horseback riding, hunting, and ecotourism in the tuture CORRIDOR MANAGEMENT PLAN'~ b¢~hon ~ Wander off the Trail and Experience a Real Florida Adventure Recreational opportunities in the area receb,,ed a booin when the T,~miami q'rail opened for adventurous motorists seeking to experience the ~ilds of the Big Cypress S~vamp on a swamp buggy or airboat. i odax, specialized vehicles are designed t~ relivu a bit ut the '"['raiI Blazer" experience and to get out tufther into the wilderness. Kno~vn todax as "Swamp Buggies~" these vehicles come in differbn~ shapes and sizes and provide a mechanical mode of transportation into tlne swamp. But xx here the water is deeper and the expanse ot grassland larger, the best high power way through is on ,m airboat. Using a smait plane engine strapped to a fiat bottom boat, one can cruise on top or the grasses and cover great distances in little time. Commercial airboat and s~vamp bugg.~ tours provide opportunities for visitors to explore a world that seems uninhabitable to them from the 'l rail's edge: hunting or fishing, birding and ~ildlife observation. '(~TAMIAMI TRAIL SCENIC HIC,-HWAY In the 1920's, Naples, lXlarco Island, and Everglades Citx establislned fislning and hunting resorts and hired local residents as guides [or the trackless ~oods and unmarked water~xavs ot the B~g Cypress S~vamp and ~[en Thousand Islands. The area still attracts local and long distance visitors to hunt for deer, hog, txild turkey,and toti~htortarnon shook and a ~ arietx ot other sport tis}q. Birding and ~vi[dlife observation i.,4 a premium along tlnt' :ITmi'ami -[raiI. The number ot birds and rookeries have been increasing recently providing exceptional opportunities tot birder~ to x~ atc{~ the cycle ot life during the breeding and roosting Corridor Vision l'he possibilit5 of getting a glimpse ot a river otter, bob cat, bear or the endangered panther, is not unheard of if one ventures off tlne Trail. CORRIDOR/V~NAGEMENT PLANO ~echon ~ Canoeing, kayakin~ and boating are fun activitie~ and a ~vav to explore the rivers and the backwater o1: the Big Cypress Swamp and Fen'lhousand Islands. l'aking a walk on the boardwalk or a bike into the backcour~trv is a great way to begin exploring the ulliqtle ecos~, sten] ot the Bio ('vpre~x S~.~. dl]l[D area. Camping brings you in contact witt~ the balance of natur_e._b.x putting into view the rising and setting of the sun. Night adventures can bring interesting discoveries. But no matter how you approach the experience... whether it is camping, canoeing, dax long hikes or fishing, all are perfect ways to share the beauty located along the Tamian~i Trail. (~TAMIAMI TRAIL SCENIC HIC,-HWAY" Travel the Tamiami Trail and Experience the Unique Beauty of South Florida Ir it we, ren't tot the completion ot the '!. amiami lraiI, most people would not have the opportunit) to xxitness and appreciate the' st~rrottnding beatttx or the area. 1[ i'~ time to recognize the great accomplishn~ent of completing the '[rail and ~ hat it ha~ tu otter as a destination place for area residen[-~ and visitor,4 Corridor Vis,on l'he Florida Scenic Highway Program otters a uniq~i~,Yopportunit) for our comnlunitx to sho~ case the Tamiami Trail and its wonders. l his prograrn cain encourage partnerlag behx een civic organizations, businesses, and communities It can provide benefits such as economic development through increased tourism. The program allow~ us to tell the storx of the Tamiami 'l'ra~I and its impact on the birth and development of our Counh. CORRIDOR M, ANAGE/'AENT PLANL~ L2~ TA/V~IA/V~I TRAIL SCENIC HIC,-HWAY and Constr'oints Ano]?s ~ /r~otential opportunities and constraints within '!~./-~.,' the Tamiami Trail Scenic Highway corridor ~have been identified and are detailed in tNs section. Goals, objectives and strategies developed to address these issues are noted in parentheses and are detailed in Section 13. A ConceptuaI Master Plan ha, been developed based on these opportunities and constraints and is outlined in Section 5. a. Description The prtTpoked Tamiami Trail Scenic Highway is a 5/)- mile segment of US 41 located m Collier Count>, Florida. The proposed scenic roadwav corridor begiris at the north boundar~ of the Collier-Seminole State Preserve and extends eastsyard through the Picarune Strand State Forest, Fakahatchee Strand State Preserve, the 'Fen Thousand Islands N ationaI ~,\'ildlife Refuge and the Big Cypress National Preserve. This segment of the Tamiami ~I rail connects the Citx or Naples in Collier County with Dade County. The Tmnimui Trail aIso provides access via State Road 2~ to Everglades City and the Everglades National Park. As the name indicates, the Tamiami Trail originally connected ~rampa with Miami, a distance of approximately 245 miles. scenic views. The preservation and enhancement ot all scenic aspects is central to its designation and maintenance as a scenic highway. In general, the goals of preserving vistas should be achievable by enhancement, involving public lands. The "viewsheds", which are required to be defined in their document, should be deemed to include at least one to two miles on either side of the Tamian:i 'I rail Scenic Highway. However, there are places where the view is much more restrictive than this. and there is no intention by so defining the viewshed to imply that the view should be opened for that distance or that there should be interference ~xith property rights within that region. c. Roadway Right-of-Way US 41 is functionalIx' classified bx the Department ot '1 ransportation as a Principal Arterial. The road is a two lane undivided highway. The Florida Department of Transportafion's right-of-~ a ~ ~vid th is predominantly I83 feet but narrows in some localohs to as little as I33 feet. (See Appendix C for Right of Way Maps). There are 79 bridge structures on tNs 49.5-mile segment of US 4l through the Everglades. The onty major intersecting streets with US 41 along this corridor are the entrance road to the Collier Seminole State Park, SR 29 and CR 94. b. Corridor limits The proposed corridor length is approximately 50 miles. The limits begin at the north boundary of CoIIier-Seminole State Park as it crosses U.S 41. The corridor then traverses through some commerciaI and residential properties as it extends eastward Picarune Strand State Forest, Fakahatchee Strand State Preserve, Ten Thousand Islands National Wildlife Refuge and the Big Cypress National Preserue and ends at the Dade County Line. Currently' there are no sidewalks or designated bike paths adjacent to this roadway. There are no landscaping treatments along the roadway. The FDOT is currently planning to add paved shoulders Consistent with respect for private property rights, and ~vithout intending unduIy to restrict uses of private property owners - which could not occur in any case without proper action by the relevant government authority - the framers of the Corridor Management Plan recognize that the importance of the highway as a scenic corridor is defined by its CORRIDOR/V~NAGE~ENT PLANO · bechon 4 on either side of the road~ax in conjunction ~ith resurfacing the roadway. These paved shoulders/bicycle lanes are also included in the Coillet County Bicycle and Pedestrian Plan. Paved shoulders have already been added to the section ot the Tamfatal Trail between State Road 951 and State Road 92. There are advantages and disadvantages to the additional pavement along the scenic highw%. From an aesthetic standpoint, the additional pavement max.' detract from the natural and beautiful surroundings; however, the paved shouIders could provide a safer place for bicyclists to ride. A comprehensive plan regarding the addition of paved shoulders/bicycle lanes along the scenic highway should be developed(Goal #2; Objective 2.1; Strategy' 2.1.5). The Florida Depart-ment of Transportation (FI)OT) maintains the roadway. Mowing is done by contract, nine cycles per year. The picnic areas are also mowed as needed and the trash is picked up twice per week. Shoulder repair, asphalt repair, sign repair, guardrail repair and tree trimming are done on an as needed basis. The highway pavement markings and reflective pavement markers are maintained by the FDOT or their contractor. The bridges are the responsibility of the FDOT also and are routinely inspected and maintained. Because the FDOT right-of-way width is limited throughout this project, opportunities for joint use of lands should be explored (Goal #1; Objectives 1.2 and 1.3). Specific projects that should be investigated for joint use include the South Florida Water Nlanagement District culvert/hydrological restoration project, FDOT bridge replacement projects, and the Big Cypress National Preservu Visitor Safetx Improvement Project. The exact location of the culvert/hydrologic restoration areas have not vet been identified by the Water Management District; the progress or this project should be ffacked closeh' to facilitate cooperation (Goal ~1; ObNctives 1.2, 1.3; Strategies 1.2.1,1.2.3, 1.2.5, 1.3.3; Goal z2; Objective 2. I; Strategies 2.1.2,2. t.3). Nine low-level bridges aiong the I amiami '1 rail Scenic Highway are proposed to be replaced Enhancements such as small parking areas, fishing platforms and/or canoe Jaunches could be cons~ucted in conjtlnCfiOll with these bridge replacements. Also, where appropriate, these bridges could be replaced with bridges that allo~x canoe access both north and south of the Tamiami Trail (Goal g 1; Obiective 1.2; S~ategies 1.2. I, 1.2.5; Goal g2; Objective 2.1; Strategy, 2. i.2). The prdiminary engineering phase for bridge numbers 030077, 030083, 030102, 030103, 030104, 030105, J ~ OTA,MIAMI TRAIL SCENIC HICkWAY Opn~oriunities and Constraints Analysis ...,. 0301/)7 has funding set aside for fiscal ~ear 2/10(1 / 0 I. Construction tit a new bridge, number 03009(~, which is located at Loop Road, i~ slated for fiscal year The locations and types of safety improvements to be made by Big Cypress NationaI Preserve have not vet been finalized. This project should also be tracked closely to ~acilitate joint use of facilities (Goal !1; Objective 1.2; Strategy 1.2.2; Goal ~ I; Objective 2.1; Strateg~ 2.1.3). d. Environmental Conditions lhe proposed scenic corridor traverses through the centraI Everglades region and offers an unrivaled view of the areas' rich natural wonders. Common sties of witdlife and scenic vistas along the Trail have introduced countless travelers to the area and have dra~vn regional, state, and national attention to South Florida's unique ecosystems. Overall the conditions ot the scenic and natural resources along the proposed scenic highway are outstanding. Vast tracts of pubIicly owned land (approximately' 80% of proposed scenic corridor) ensure an almost seamtess scenic, natural landscape ot south Florida Habitats. These include mangroves, tresh and salt water marshes, sawgrass praMe, tropical hardwood hammocks, royal palm hammocks, pinelands, and bald cypress strands Where the corridor traverses sawgrass prairie, mangroves or mud fiats, the natural conditions appear to be pristine just outside the right of ~a~ to as far as the eve can see. The proposed corridor also passes through severaI cypress strands and sloughs. Through these dark canopied areas the conditions ot the natural environment appear to be thrivh~g. lhere are some disturbed areas mm~ediatelx adjacent to the road~a~ that are infested with exotic plants such as BraziIian pepper and melaleuca. There are also ~veas ~ here the scenic vie~vs haw been blocked by vegetation, mainly cabbage palms, growing along the bank or the canal adjacent to the roadway, as iljustrated in the photograph beirut. 'l'hese area could be opened up to provide additional scex~c and ~ ildlife viewing areas. An raventory of the areas dominated by exotic species and area in which views are obstructed can be found in Appendix A. Management of nuisance and/or exotic vegetation was the number one public priority expressed at the April Workshop for this project. The land managers of the federaI and state-owned lands have developed extensive exotic pltmt removal programs to address this problem. The FDOq' is responsible mm CORRIDOR MANAGEMENT PLAN(~ 5ecfion 4 tot maintaining and managing the vegetation within their right-of-way. This management should be coordinated with and completed in coniunction with the adjacent landowners whenever possible (GoaI ; l; Obiecti ve l. l; Strategies 1. i. l, I. 1.2, 1. 1.3, l. 1.4). .\n abundance or wildlite can be ,,'ie~ ed along the l amiami ]'rail scenic highway. ~Vildli~e that can be round along the Trail include American alligator, softshell turtle, peninsula cooter, Florida water sna~blhck racer, water moccasin, bald eagle, pileated woodpecker, anhh~ga, white ibis, woodstork, great egret, cattle egret, snowy egret, green-backed heron, great blue heron, tricolored heron, black-necked stilt, greater and lesser yellowlegs, belted kingfisher, double-crested cormorant, pied-billed grebe, red-winged blackbird, red-shouldered hawk, ospre5, American kes~eI, swallow-tail kite, mottled duck, blue-winged teal, northern shoveler, American CoOt, conllllOn moorhen, armadillo, raccoon, marsh rabbit, river otter, manatee, Everglades mink, black bear, wild hogs, white tailed deer, florida panther, and various fresh and salt water fish. Boardwalks, observation platforms, and addition~ pulloffs should be cons~ucted in areas that wildlife viewing oppormnites (Goal ~2; Objechve 2.1; S~ategies 2.1.1, 2.1.6, 2.1.7; Goal ~7; Objective 7.1; Stategies 7.1.3, 7.1.4). e. Existing Land Use and Zoning A summary of existing land rises, zoning, major land owners, accessibility, general development patterns and future development plans is provided in this section. The IocaI governing board is the Collier County Board of County Commissioners and lands, both public and private, that are adjacent to the p..roposed corridor are subject to the County's Land Development Code. Approximately eighty percent of the lands adjacent to the proposed scenic corridor are public land areas. These are Collier-Seminole State Park, Picayune Strand State Forest, Ten Thousand Islands National Wildlife Refuge, Fakahatchee Strand State Forest and Big Cypress National Preserve. A brief discussion of existing land uses and any kno~vn development plans along the corridor for each these public land areas are provided in this '~ection as well. Collier County Government The zoning of the properties along the Tamiami Trail must be consistent with the Future Land Use Map unless such uses were non-conforming uses (in existence prior to the zoning regulations). These nonconforming uses would be deemed legal preexisting uses. The zoning along the proposed Scenic Corridor is predominately "Conservation" and "Agricultural" which is consistent with the Future Land Use Element of the Collier County Growth Management Plan. Development Order numbers are currently listed on official zoning maps. Some of the pre-existing uses along the proposed scenic corridor include the C-3 zoned property at the southeast corner of State Road <~TA/AIA/~AI TRAIL SCENIC HIGHWAY 92 and U.S. ~1. In Section 9, Township 52 South, Range 28 East, is the Port-of-the-Islands development located on the south side of U.S. 41. Other commercial uses include a small 04 parcel at the comer of U.S. 41 and RovaI Palm Drive and two parcels at the east and west section lines ~v~tNn Section 35, Township S2 South, Range 30 Fast. I here is a small C-5 zoned p,~ceI on the norfi~ and south sides of U.S 41 in Section 30, 'Iownship 53 South, Range 34 East. The intersection of State Road 20 and ~'amiami Trail is the gateway to Everglades City and Big Cypress National Preserve. At the southeast corner at the l',m~iami Trail and State Road 2~ is the Everglades City Chamber of Commerce Visitors Information Center. At the sourlywest corner is a pre-exis~ng commercial store and gas station. Just west of State Road 2t; are two Private Airboat Tour Operations. Collier-Seminole State Park Existing La~d Uses: Existing land uses within the Coillet-Seminole State Park include recreational activities, resource management of natural areas, and environmental ©?~ortunities and Constraints Armiysis and historic interpretation and sites. The major landowner is Collier-Seminole State Park / Florida Park Service. The area five miles north of the park's boundaries (north side of proposed scenic corridor) is relatively undeveloped, with a few houses and coanps existing. Five miles south at the park are mangroves and waterways within an aquatic preserve ('Ien Thousand Islands National Wildlife Refuge). Accessibility to Adjacent Lands: Major land owners are accessible by wa~ ot US 41. Camps and housing to the north and within the area of the Golden Gate blocks are accessible from US 41 by way of killlet Boulevard Extension from the south, or through roads stemming from CR 95'1 to the northwest. Picayune Strand State Forest Picayune Strand State Forest is adjacent to the proposed scenic corridor along the north side ol Tamiami Trail from Miller Boulevard Extension to the Faka Union Canal at the Port of the Islands Resort. Strilt~ Fakaha~cna~ ' ....Strand Stat~ ' Preserve Semino# Big Cyprus National Preserve Everslades National ' Park' Dade. Colller ' Trufnini Airpor~ [, Bif eyprul National! !vetSlades National Park To Hiimi 24 mi%47ian CORRIDOR A~ANAGEMENT PLAN° ~ Decton 4 Existing Land Uses: This area adjacent to the Trail is known localIx as Bad Luck Prairie. Existing land uses include recreational and outdoor activities. it has been used extensively by four wheel drive veNcles, ATV's, and swamp buggies. It is ~so used for hunting. The canai along the north side of the ]'amiami 'Frail is used for fishing, mostIv at roadway intersections. Major Land Owners: Picara-me Strand is part of the Save Our Everglades Conservation and Recreational Lands (CARL) project. Within the Picarune Strand State Forest, the State of Florida has already' purchased a little under half of the area. The rest of the area is owned by numerous (mostly absentee) landowners. Average lot sizes are 5 acres. The major exception is a hair section west of the Faka Union canal and on the north side of US 41; this is owned by Bob Hardy of Port of the Islands Resort Community. Accessibility to Adjacent Lands: There is no direct access to Picayune Strand State Forest from the Tamiami Trail at this time. Miller Boulevard Extension vvould provide easy access to Picayune Strand State Forest from the south when it is improved. Miller Boulevard Extension west is only a short distance to Collier- Seminole State Park, The Picayune Strand State Forest can be accessed from the east tt'u'ough Janes Memorial Scenic Drive. Janes Memorial Scenic Drive begins approximately 3 miles north of the Tamiami Trail from State Road 29. Travel time from State Road 29 along this road would take 30-40 minutes. General Development Pattern: There are no permit-ted buildings within five miles of US..41 within the boundaries of the Picayune Strand State Forest. At this time, there are a few small hunting camps. As acquisition by the State continues, it is anticipated that this area wilI return to its natural state. Future Development Plans: Plans for the Picayune Strand State Forest are described in a hydrological restoration plan OTA~A/~I TRAIL SCENIC HIGHWAY prepared by the South Florida Water Management District at the request of the Governor's Office. This plan is presently being reviewed by the Department of EnvironmentaI Protection (DEP). DEP has stated that work wiIl not commence until ALL the affected properties have been acquired bv the State. To summ~ize, once alI affected properties are acquired, the canal system will be blocked with earthen plugs and spreader canals and pump stations will be constructed south of Interstate 75. The water will then sheet flow southward, to restore the historic water levels. Many or the roads in south Golden Gate will be removed, leaving only those needed for management purposes and to provide public access for recreation. Ten Thousand Islands National Wildlife Refuge 'Fen Thousand Islands National Wildlite Refuge is adjacent to the proposed scenic con'idor on the south side of the ~'amiami '1 raiI trom near the eastern boundarx of Collier-Seminole State Park to the western boundarx of the Fakahatchee Strand State Preserve. Existing Land Uses: Upon federal receipt ot refuge lands in December 1996, existing land uses are primarily resource mm~agement for fish and wildlife conservation purposes. Selected wildlife-dependent recreation may be permitted where compatible with primary fish and wildlife purposes and where adequate refuge resources are available to feasible manage wildlife-oriented recreation. Major Land Owner: The land is owned by the USA and managed by the US Fish and Wildlife Service. A ccessibili ~ to Adjacent Lands: Access is primarily limited to immediate refuge lands by US 41. However, SR 92 from the community of Goodland provides other vehicle access to lands south of Collier-SeminoIe State Park. Very limited access to the extreme southern segments of the viewshed may be attained by watercraft such as kavak, canoes, and smalI boats. Future Development Har~: While the land use scheme will no~ change ~rom the conservation ntission, future development prospects u'ould revolve around low-impact, compatible fish and wildlife-oriented recreation. These plans may include development of vehicle pullouts to provide wildlife photography, rising access, and wildlife observation; environmental education and natural resodrc~ interpretation could be faciIitated by establishing wayside exhibits at pullouts. Opening ot a single existing primitive road could be pL rq~ ed to promote some or all of the above wildlite- oriented recreation (Goal ~2; Obiective 2. l.o; Goal :~7; Objective 7. t; Strategy 7.1.3). Fakahatchee Strand State Preserve lhe l:akahatchee Strand State Preserve i~ adjacent to the proposed scenic corridor on the north and south side of the Tamiami Trail from the eastern boundary of the Ten Thousand Island National Wildlife Refuge, on the south side of the ~'rail and approximately ti~ee miles west of Big Cypress Bend on the north side of the TraiI to approximately five O~ortunifies and ConsJ'raint's Analysis . miles west of State Road 29. Existing Land Uses and Management Practices: Existing land uses within the Fakahatchee Strm~d State Preserve boundaries include the foliowing: · Recreation (Fishing, Big Cypress Bend boardu'alk, ~x ildli~e viewing, canoeing on East River). · Airboat Rides · Private lease north of US 41 from (17 to 3.S miles west of SR 29) · Everglades Private Airboat Tours owned b\' iXlitch House south of US 41 from 0.7 to miles west of SR 20 · Resource [Xlanagement (prescribed burning, exotic plant removal, etc,) Major Land Owners: Ihe m. ajor land owner~ u ithin the boul~daries of the l:akahatchee S~'and State Preserve are listed below: · t:akahatchee Strand State Preserve (Department ot Environmental Protection Die ision of Recreation and Parks/Fk)rida Park Service) · Collier Corporation Big Cypress Bend Indian Village · Weavers Station (James Billie) Site of Historic Gas Station on south side ot old 41 desh'oved by Hurricane Andrew. Accessibility to Adjacent Lands: Provision for accessibility to adjacent lands within the Preserve boundaries are the Big ('ypress Bend boardwalk, airboat and canoe landings and the East River canoe and smalI boat launch. General Development Pattern: Current development includes the State Preserve faciIities, Everglades _Private Airboat Tours, Big Cypress Bend Indian Village and Craft Shop and Weavers Station south of Big Cypress Bend (James Biliie). CORP, JDbR MANAGEMENT PLANO ,, bedior~ 4 Big Cypress National Preserve Big Cypress National Preserve is adjacent to the proposed scenic corridor on the north and south sides of the Tamiami TraiI from State Road 29 to the Dade County line. Existir~ Land Use: Tlne proposed scenic highway passes through the Big Cypress National Preserve and is managed by the N'ati(mal Park Service (NPS). Authorized by' Congress in lC)74, by Public Law 93-440 (the Act), the Preserve was established to preserve, conserve, and protect the scenic, hydrologic, floral, faunaI, and recreational values of the Big Cypress ¥¥atershed. Tlne area south and north of the highway is zoned Conservation-Area of Critical State Concern/Special Treatment (CON-ACSC/ST) by Collier County. Tlne Preserve is also in the Big Cypress Area of Critical State Concern. The land is used for active and passive and consumptive recreation activities. Passive land uses include sightseeing, wildlife watching, picnicking, canoeing and hiking. Active land uses include hunting, fishing, frogging and off road vehicle based recreation. Ttne National P~k Service is required to limit and control these activities. Major Land Owners: Approximately ninety-nine percent of the land within the Big Cypress National Preserve boundary is federally-owned land that is managed by the National Park Service. There are also 43 private property owners who have frontage along the highway. The major private landowner is Wootens Airboat Tour. The other 42 private small acreage tract.s. are comprised of small single family homes, Indian villages, Ochopee Fire Control station, and three other commercial properties (Joan's Quick Stop, Trail Lake Campground and the Big Cypress Gallery). Accessibility to Adjacent Lands: The Florida Nah'onal Scenic TraJl crosses US 41 at the Big Cypress Visitor Center (Oasis) ~Tnd enhances pedestrian access north and south of US 41. (~TA/,AIA/~,AI TRAIL SCENIC HIGHWAY All National Park Service land along the corridor is open to public use. This land is primarily accessed bv off road vehicles (4X4 street legal vehicles, airboats, swamp buggies and all terrain vehicles). Other major access points include Seagrape Drive, Dona Drive, Birdon Road (C.R. 841), Turner River Road (C.R. 839), and lx~op Road (C.R. 94.) General Development Patterns: As legislated by the Congress of the United States, the law tinat established the Big Cypress National Preserve limits and controls private propert).' land ownership and development. Most unhnproved private property has been acquired by' the NationaI Park Service. An owner of an improved propert), (as of November 23, 1971), can retain and use the property in a manner and to the same extent tinat existed on November 23, 1971. The NationaI Park Service monitors these properties and works closely witIn county zoning officials to insure compliance with the Act. This private property can remain in private ownership forever. The National Park Service can only acquire these properties by donation or from a willing seller or if the use of the property is deemed detrimental to the purpose of the Preserve. Private property owners along the corridor who want to sell to the National Park Service receive high priority for land acquisition funds. Future Development PI~: In 1~)c~2 the National Park Service approved a GeneraI Managernent Plan that would guide lnanagement actions throughout the Preserve. '1 his plan identifies locations needed tot visitor facilit~ improvements along the corridor. These facilities include the deveIopment of slmrt nature traiIs (Turner River nature trail), canoe access, parki~g k~r off road vehicles and tnikers, and intormation facilities. Tlne National Park Service is completing irdtiaI plans for safety and access improvements to the Big Cypress National Preserve. FDOT and Collier County have coordinated with the Park~ Service regarding these improvements. A copy of the draft I'amiami Trail Corridor Management Plan tnas been given to the NPS for planning purposes (Goal ttl; Objective 1.2; Strategy 1.2.2; Goal ,~2; Objective 2.1; Strategy 2.1.3). The klonroe Station area has historic significance ~Ilne National Park Service is seeking a number options to erdnance and interpret tlne site. A future development that will lnave significant innpact on the corridor is the effort by the Sou tin FIorida Ecosystem Restoration Working Group to obtain funding under the Water Resource Development Act (WRDA) to improve water flow under US 41. The 1-dghway curtenth' acts as a dike and holds back water on the norfin side of the roadway consequently disrupting fine normal sheet fIow to the south. The Army Corps of Engineers is requesting approximately $15 million to complete this project. The project is ranked as the number two priority by the Working Group. These plans stnouI4 be momtored by the Corridor Management Entity (Goal #1; Objective 1.3; Strategy 1.3.2). Conclusion: All lands (both public ,'red private) located adjacent to the proposed corridor are subject to the County Land Developnnent Code. Existing land uses are in compliance ~4th these codes; any future changes in the land use will be subject to these same rules. No Opportunities and Constraints Analysis , .,,? conflicts related to existing land use and zoning were identified. Over ~t) percent of fine land adjacent to fine Tamiami -i rail Scemc Highway is owned and managed by a public entity. Each of these public landowners has a mission that includes recreation, resom'ce management, and enviromnental and historical education and interpretation. Since these activities are consistent with and complementary to the overall mission ot the Scenic Highway, parbwrship opportunities with each of these landowners should be explored (Goa; ~1; Objective 1.2, 1.3; Strategies 1.2.2, 1.3.2, 1.3.3). f. Future Land Use The limits for the proposed Tamiami 'Irail Scenic Highwa) are predominatel} located within a Conservation land use designation depicted on the Future Land Use ~lap (FI,UM) of the ('oIIier County Gro~vth Management Plan (Appendix B ). Some areas adjacent to the Trail are also designated Agricultural / Rural . All lands adjacent to the proposed scenic highway are depicted as Areas of Environmental Concern on the FLUM. From Collier-Seminole State Park's eastern boundary to the Dade County Iine, the lands adjacent to the proposed scenic highway are within an Area of Critical State Concern. Tlne purpose of the Conservation designation is to conserve and m&ntain the natural resources of CoIIier County and their associated environmental and recreational benefits. All native lnabitats possess ecological and physical clnaracteristics tinat justify attempts to maintain them as innportant natural resources. An area with the Conservation designation is given particular recogmtion and attention because of its ecological value and sensitivity to perturbation. All proposals for development in an area with a Conservation Iand use designation is subject to rigorous review standards. The Conservation land use designation will accommodate future non-residential uses including essential services; parks; open space and recreational use; community facilities such as churches, cemeteries, schools, museums, fire and CORRIDOR MANAGEMENT PLaN~ ;'x, bechon 4 ~V police stations, utility and communication facilities; earth mining; agriculture; oil extraction and related processing. The Agricultural/Rural future land use designat4on is for those areas that are either remote from the existing development pattern, lack public facilities and services, are environmentally sensitive or are in agriculture production. Urbanization is not promoted, therefore allowable land uses are of low intensity. ,,\ limited selection of services; parks, open space and recreational use; communit~ facilities such as churches, cemeteries, schools, fire and police stations; utilit? and communication facilities; earth mining; agriculture; and eli extraction and related processing; asphalt plant may be considered as Conditional Uses and are subject to a compatibiIity review as defined in the Collier County Lmad Development Code. Conclusion: Over 80 percent of the land adjacent to the Tamiami Trail Scenic Highway is in public ownership. Some of this land has been acquired recently (within the past several years). As management plans are developed for these lands, there is an opportunity to coordinate with the landowners and land managers to explore parmership opportunities for enhancements to the Scenic Highway (Goal #1; Objective 1.2, 1.3; Strategy 1.2.2, 1.2.5, 1.3.1, 1.3.2, 1.3.3). Some privately-owned tracts of land do exist along the corridor. As these lands (both public and private) are developed or improved, it is advisable that their development is consistent with the character of the scenic highway. One way to guide this development would be through aesthetic/design guidelines for the Tamiami Trail Sceni..c Highway. Another opportunity to monitor and influence future land use changes is through the County's future land use map amendment and zoning processes (Goal ~tl; Objective 1.2; Strategy 1.2.6). g. Signage Discussion of existing local, state and federal regulations can be found in Florida Statute Chapter 479 - Outdoor Advertising. The Florida Department of Transportation is responsible for regula~ng the size, height, lighting and spacing of signs in areas adjacent to the Tamiami Trail in accordance with Florida Statute Chapter 479. This chapter contains a complete and comprehensive set of regulations and is more than adequate for maintaining the integrity of the proposed scenic highway. Additionally, nearly two thirds of the corridor is surrounded by the Big Cypress National Preserve. -['his stretch nearly devoid of any billboards and ~ ill remain There are informational signs along this fifty mile corridor, most of which note park and preserve boundaries, mileage, tourist destinations, as well as Indian Villages and primitive campgrounds. The number and placement of existing signs along the Trail do not deftact from the scenic highway currentIs. (See Appendix D for a list of the current signs that are visible from the roadway.) However, the regulation of future signs must be continued to maintain the integrity of tt~e proposed scenic highwhy. The design and placement of future signs could also be guided by aesthetic/design guidelines for the Tamiami TraiI scemc highway. TAMIAMI TRAIL SCENIC f. IIC.~.IWAY Opportumt4es exist to develop a mile-marker signage system that can be referred to on maps and brochures of the area to faciI~tate the location of sites and services along the Tamiami Trail Scenic Highway. The Florida Deparm~ent of Transportation has developed special signs for their Scenic Highways. These signs will become the svmboI of extraocdinariIv scenic roadways throughout the State. These signs ~viII be erected along the 'Iamiami 'rrail Scenic Highway upon approval of the Scenic High~Tay designation (Goal ~4; Objective 4.1; Strateg~ 4.1.2; Goal g7; Objective 7.1; Strategies 7.1.2, 7.1.3). OpDor, tunities and Consfrai,nts Anc~Jysis ,,,,~ h. Safety Issues Since there are no designated wildlife and scenic vista viewing areas, some travelers of this segment of the T,zmiami Trail pull off anywhere along the side of the road for fishing, wildlife viewing and photo-taking opportunities. As a result, on-coming vehicles must use extreme caution to pass; this creates a potentiall} dangerous situation. These safety concerns may be addressed by a scerdc highway designation for this roadway and the addition of pulloffs, designating viewing areas, informational signage and paved shoulders. The Conceptual Master Plan developed for this scenic highway iljustrates locations in which these improvements could be made (Goal //2; Objective 2. [; Strategy 2.l.4; Goal #4: Obiective 4.1; Strategies 4.1.1, 4.l.2). On the other hand, the Trail is, and always been, a valuable commercial artery. Nothing in this Corridor Mm~agement Plan is indicated to dictate that speed limits along the route should be necessarily decreased. lnfact, the FDO~[ has recentlx. raised speed limits along the corridor. The FDOT will continue to post speed limits consistent with its obligations as to the safety of the route, recognizing its commercial character. Safety concerns should be addressed by the other devices set out above, such as pull-offs. There are no sidewalks or bike paths along tiffs segment of Tamiami Trail. The Collier County Comprehensive Pathway Plan proposes for paved shoulders on both sides of the roadway within the corridor lintits. Currently, US 41 is being resurfaced between SR 951 and SR 92 and both sides of the roadway will have paved shoulders. As the resurfacing continues east, paved shoulders will be added on both sides of the roadway. There are designated bicycle pathways on both sides of County Road 29 from US 41 to ChokoIoskee Island. There are advantages and disadvantages to the additional pavement along the scenic highway. CORRIDOR A'~ANAGE~ENT PLAN~)' · ,'x~ Dechon q , From an aesthetic standpoint, the additional pavement may detract from the natural and beautiful surroundings, hoYvever, the paved shoulders could provide a safer place for bicyclists to ride. A comprehensive plan regarding the addition of paved shoulders/bicycle lanes along the scenic highway should be developed (Goal #2; Obiective 2. [; Strategy' 2.l.5). If bicycle lanes are added to the scenic highway, suggT, eTti0ns to enhance the corridor for safe bicycle and pedestrian could be to: provide places to sectlre bicycles and vehicles while owners explore the area; · improve signage, information and education on existing accommodations and destinations; and · provide additional facilities such as wildlife and scenic vista viewing areas. Three Year History of Vehicular Crash Data The Department of Transportation's Disa'ict One Highway Safety Office has concluded, after review of crash data (Appendix E), that no high crash spots or high crash segments exist on the segment of US 41 being considered for Scenic Highway designation. The Florida Department of Transportation will continue to monitor accident rates along the Trail (Goat #4; Objective 4.1; Strategy 4.1.5). i. Traffic Volumes Corninertial Corridor and Arterial Roadway Use The Tamiami Trail is a vital commercial link to the communities, private properties and businesses adjac. e. nt to the Tamiami Trail and Everglades City via State Road 29. Economic development strategies for the area are enhanced by the Everglades City Enterprise Zone and pl,'ms for future expansion of visitor facilities. The chart below depicts the recent trend m two way, average annual daily traffic (AADT) volumes at the only location within the project limits at which traffic count records are kept, just east of S.R. 29. The average annual daily traffic in 1996 was 4250 vehicles per day (vpd). 4500 Average Annual Daily Traffic at U.S. 41 E. East of S.R.29 4OUO 3500 3000 Vpd 25O0 2OOO 1500 4000 5O0 1991 1992 1993 1994 1995 1996 j. Level of Service Currently, the adopted Level of Service (LOS) standard on this segment of U.S. 41 East is LOS C, for which the maximum allowable volume is 9,400 vehicles per day (vpd). This same segment would be declared as operating at LOS D with traffic volumes up to 15,000 vpd A computer simulation model is used to predict future traffic volumes beyond the period of the FIorida Department of Transportation's Five Year Work Program. All approved future land uses around the study area are accounted for in the modeling process. The model predicts a year 2020 AADT of 14,500 vehicles per day. This is within a LOS D for this road cross section (two lane rural). There are no programmed capacity improvements to the corridor in the Five Year Work Program. The Florida Department of Transportation will cotinue to monitor the leveI of service along the trail (Goal #4; Objective 4.1; Strategy 4.1.6). OTAMIA/~I TRAIL SCENIC t"tlC,-HWAY k. Transportation Plans and Roadway Improvements 'lhe segment of U.S. 41 East within the study area is a two lane facility in the year 2020 Financially Feasible Network contained in the Collier Countx Long Range Transportation Plan. Nine low leveI bridges along the Tamiami Trail Scenic Highwa~ are proposed to be repIaced. Enhancements such as small parking areas, fishing platforms and/or canoe launches could be constructed in conjunction with these t~ldge replacements. Also, where appropriate, these bridges could be replaced with bridges that allow canoe access both north and south of the Tamiami Trail. The preliminaU engineering phase for bridge numbers 030077, 030083, and 030102 thru 030107 has ~nding set aside for tiscaI year 2000/01. Construction of a new bridge, number 030090, which is located at Loop Road, is slated for fiscal year 1998/99. Routine guardrail replacement will also occur throughout the proposed scenic corridor. As bridges and guardrail along the Tamiami -['rail Scenic Highway are replaced, consideration shouId be given to the type of materials used (Goal #1; Objective 1.2; Stategy 1.2.1; Goal #4; Objective 4.1; Strategy 4.1.4). Opportunities and Constraints AnaJys!{ ~.~ 1. Protection Tedmiques The resources visible from the Tamiami Trail Scenic Highway are afforded extensive protection through the Collier County Gro~vth Management Plan and other existing regulations and policies of Collier County Government, Florida Department of Comlnunitv Affairs, and the State and National Park services as described below. Comer Com'ay Ninety percent of the land adjacent to the proposed scenic highway, east of ColIier-Semmole State Park, is within the Big Cypress _,\tea of Critical State Concern as displayed on the Future Land Use Map (Appendix B) and adopted as part of the Collier Count>' Growth Management Plan. This area was established bv the 1974 Florida Legislature and all development within the area must comply with Chapter 27F-3 of the Florida Administrative Code, "Boundary and Regulations for the Big Cypress Area of Critical State Concern" or Collier Count>: Regulations, which ever are more restrictive. The Port of the Islands development is located in this area, and is also adjacent to the Trail. A portion of the development was determined as "vested" by the State of Florida, thus exempting it from the requirements of Chapter 380, Florida Statutes. Other local agencies providing protection of resources along the corridor are the following: CORRIDOR Ag~,NA~EMENT PLAN~[j~' -, ~ecfion 4 Coilder County Sherites Oiace and bJorida Highway Patrol These agencies have primary law enforcement authority on US 41. The Sheriff's Office maintains a sub-station at the intersection ot US 41 and State Road 29. Ochopee Fire Control District ~'Ns agency has primary structuraI and traffic accident related fire and hazardous material spilI respons~ along the highway. The National Park Service and the State Forestry Division have mutual aid agreements with the district and will respond to requests for assistance in fire suppression incidents along the corridor. Emergency Medical Services Collier County EMS maintains a station in Everglades City. The Ochopee Fire Control District station in Ochopee provides related services. Approximately eight)' percent or the lands adjacent to the Tamiami Trail within the corridor limits is publicly owned. Regulations and policies of state agencies and those of the State and National parks provide additional protections to the scenic corridor's resources. Florida Game and Freshwater Fish Commission The Game Commission controls hunting and fishing on both public and private lands. It sets the hunting seasons and provides enforcement for game laws. The Game Commission also controIs ATV use on state lands, and enforces trespass laws. South Florida Water Management District The District is responsible for permitting for water man.a. gement activities for all of South Florida. It conducts permitting review in conjunction with the Army Corps of Engineers. Collier-Seminole State Park The Florida Department of Environmental Protection Division of Recreation and Parks has numerous policies, standards and regulations to afford protection to the resources of state parks, <~I~TA/,AIAMI TRAIL SCENIC HIGHWAY while at the same time providing access to visitors. All pIant and animal Iife is protected in state parks. State laws and regulations which protect the state's natural resources, including those of the Florida Park system, are in effect aIong the proposed scenic corridor. Additionally, Collier-Seminole State Park maintains regular patrols along all park boundaries including the park boundary along U.S. 41. Picaj une Strand State Forest The Florida Division of Forestry is the sole land manager for the Picarune Strand State Forest. Tinis forest includes south Golden Gate Estates. In addition, lands purchased by the state within the Belie Meade CARL project are being added to Picarune Strand State Forest and will be managed the same way. These lands wiII be open to the pubIic, and soon wiI1 have horse, bicycle, and hiking trails. Hunting and fishing are allowed. The Division of Forestrx has primary responsibility for control of brushfires throughout the scenic highway corridor. While much of the South Florida ecosvstem is dependent upon fire to controI invading brush, brushfires can cause serious damage if they occur in dry or windy conditions. One tooI utilized to prevent brushfires is prescribed burning under the Hawkins Bill. The Division of Forestry can conduct prescribed burns on lands that have multiple absentee landowners, in order to prevent devastating wildfires. (Prescribed burning is utilized by all the public agencies along the Trail, within their own boundaries.) Ten Thousand Islands National Wildlife Refuge The following are tzighlights of existing policies and regulations providing resource protection to the Ten Thousand Islands National Wildlife Refuge: Executive Order 12996, Management and General Public Use of the National Wildlife Refuge System, March 25, 1996 prescribes the Refuge System's purpose of preserving a national network of lands and waters for u conservation of fish, wildlife, and plants ot the United States for the benefit of present and future generations; identifies compatible wiIdIife-dependent recreational activities as priority uses of the system; outlines guiding principles for management of the System with habitat partnerships, and public involvement. I'he Fish and Wildiife Service Manual (631 FW4), outlines policy to guide refuge planning, pt:~ec~ion, and operation of national wildlife refuges on various administrative levels. Public Law 100-696 (AKA Arizona - Florida Land Exchange) outlined an exchange of land at the Phoenix Indian School for 107,800 acres of land in Collier County and $34.9 million from corporations owned by the Collier familx.. Approximately 19,620 acres of land will be used to estabIish Ten Thousand Islands NWR. The National Wildlife Refuge System Administration Act, implemented under Title 43 CFR 24.3, provides directives for management of refuges for protecting and conserving fish and wildlife including those threatened with extinction, those on witdlife ranges and waterfowl production areas. Service officials are authorized to permit by regulation the use of any refuge where such uses are compatibIe with the major purpose of the refuge. Other Policies And Regulations · Executive Order 11990, Protection ot WetIands, May 24, 1977 orders tederaI agencies to avoid adverse impacts associated with new or improved development in wetlands, minimize de.s.~ruction, loss, or degradation of wetlands and preserve wetlands and incorporate measures to minimize harm ~o wetlands. Migratory Bird Treaty Act, impiemented under Title 50 CFR establishes a framework for the protection and conservation of migratory birds; regulations govern all facets of harvest, use, and propagation of these wildlife. Opportunities and Constraints Analysis Marine Mammal Protection Act, impiemented under the Title 50 CFR 18 prescribes protection for the manatee (and other marine mammals) bv federal regulation. B,-dd Eagle Protection Act (16 USC 668-668d), implemented under Title 50 CFR 22 outlines protection regulations for the bald eagIe (and golden eagle) b)' prol-dbiting the take, possession, and commerce of such birds. The Endangered Species Act of 1973 (16 USC 1531-1544), implemented under Title 50 CFR 17 provides tot the conservation of ecosystems upon which threatened and endangered species of fish, wildlife, and pl,mts depend through a variety of measures including enforcement of regulations which prohibit taking, possession, sale and transport of these species and acquisition of land to conserve these species. ArchaeoIogical Resources Protection Act (lt~ USC 470aa-47011) established protection provisions for unauthorized removal, or damage of archaeologicaI resources from federal lands. Similar provisions are afforded under the Antiquities Act, which covers not only archaeological resources but objects of antiquity on federal lands. Big C~ress National Preser'~e The National Park Service (NPS) has a myriad of protection techniques that can be empIoyed depending on the situation. The primary law governing how Big Cypress lands will be protected is Public law 93-440 (the Act) which describes specific activities which will be limited and controlled through the regulatory process. This law also limits private property development in the Preserve and requires that private property owners comply with all state and county ordinances. The NPS is allowed to acquire private property when a landowner fails to comply with these rules and regulations. NPS rangers have law enforcement powers to regulate visitor and resource protection activities on NPS land. The NPS is also responsible CORRIDOR MANAGEMENT PLAN/'~ oecrlon ~t for all wildland fire suppression and prescribed burning activities along the corridor. A primary management goal is to restore normal sheet flow and to remove fill material that may impede water flow. The NPS is also removing solid waste and removing abandoned structures along the corridor. Most of the Big Cypress National Preserve is a Type I Wildlife Management Area. The NPS and Florida Game and Freshwater Fish Commission (GFC) work in dG-se Cooperation to manage hunting activities. The GFC also has enforcement authority on these lands. Conclusion The resources visible from the Tamiami Trail Scenic Highway are afforded extensive protection through the Collier County Growth Management Plan and other existing regulations and policies of ColIier County Government, Florida Department of Community Affairs, and the State and National Park services as described above. There are opportunihes to develop parmerstups with each of the major landowners along the corridor in order to facilitate this protection in a cohesive fashion. One major function of the Corridor Management Entity will also be to facilitate this protection. m. other pro,rams A literature review ot Hydrological and Ecological Projects that max' affect the Tamiami Trail has been prepared for the Florida Department of Transportation. Specifically, this study was intended to determine the potential impact these projects or studies may have on the Tamiami 'I'rail corridor from Naples ~o Miami and assess the magnitude of these impacts from a scenic highway perspective. A compilation of the agencies and projects that could potentially affect the scenic highway project can be found in Appendix F. The Corridor Management Entity will be responsible for tracking these projects and agencies in order to TRAIL SCENIC HIGHWAY facilitate joint use of their resources and facilities. ,\dditional technical assistance and funding oppor~mities for scenic highwa) development and enhancements could include private and public sources. Some of these potential sources are briefl~ described below: Funding Sources ~md/or Assistance Opportunities · Private Donations/ Local Fundraising and Sponsorship Opportu~zities · Chambers of ('ommerce Opnortunities and Consfrainfs AnaJvsis .? Local funding sources may be used for scenic highway deveIoprnent projects or as source for locaI match requirements. Funding sources/parreefs are identified in more detail in Section 11 oe this Corridor Management Plan (Goal ~1; Objective !..3; Goal #6; Objective 6.1; Strategies 6.l.I, 6.1.2, 6.1.3). · Economic Development Councils · Conservation, Environmental and Historic Groups * Local Government FDO7 Work l'rogram Department of Commerce (provides technical assistance, information and planning for economic deveIopment and tourism efforts through its Bureaus of Economic Analysis and Business and Community Services and its Division of Tourism) Historical Museums Grants-in-Aid for the development of educational exhibit projects Florida Histor5 Historic Preservation Grants-in-Aid Florida Highway Beautification Council Grant Program for landscaping projects State and/or District Transportation Enhancement Funds · NationaI Scenic Byways Grant CORRIDOR MANAGEMENT PLANO ~ect,on ~ ' ',-,¢ I'AMJAMI T~IL SCENIC HIC,-HW~,Y Eased on the Opportunities and Constraints ':\nalvsis and priorities established through the Cotnrn. Lmitv Participation Process, a Conceptual Master Plan was developed mr the l'amiami Trail Scenic Highway. This section describes each of the proposed features of the Master Plan, provides exm~-~ples of these features, Conc,ep!ual Master Plan and discusses tvhere thex' may occur along the Scenic Highway. The sl~etches and photos contained within this section are conceptual in nature and are not intended for design purposes. A more detailed explanation of the Conceptual IXlaster Plan occurs at the end of tNs section. COR~DOR/~NAGt~MENT PLANO ,--. 5edion 5 Information Centers One purpose of the Information Centers is to disseminate m formation about the Scenic Highw,1) and the area. '[hese centers will provide access to imormation regarding the history of the Trail and the surrounding environment, as well as information regarding things to do and see along the frail. These centers should be private/public ventures to facilitate access to both public and private facilities· The scale of these facilities could range from a simple information display to a visitor center compIex. I'he most appropriate locations for these facilities are at the western and eastern ends of the Scenic Highway, Carnestown (SR 20), and/or Monroe Station. Information Centers located at the end of the Scenic Highway could simply consist of information booths with maps, brochures, and audio tours of the Trail. The visitor center compIex should be more centrally located and should act as a clearinghouse for all inmrmation related to the Tamiami Trail Scenic Highway. 0 TA/~IA?,AI TRAIL SCENIC HIC,-HWAY Entr Gateways 'Fhe purpose of these gateways is to announce to the visitor that they have entered a unique historic and scenic place. The gateway concept has historical precedent; a stone arch was erected at the eastern end of the Trail in the '1928. These gateways could Conceptual Master be a variety of scales from small, simple signs to a stone archl l'he most appropriate locations for these treatments are at the east and west termini of the Scenic Highway. Another appropriate location is at the Tamiami Trail/SR 29 intersection at Carnestown CORRIDOR/~NAGE/~ENT PLAN'(~ ~ecI'~ON D Camping Camping provides an alternative to hotels/motels atld al[ow~ the visitors to commune with nature and experie~cetheresources. Camping areas can also be used to enhance other activities such as fishing and hunting. Adequate camping areas exist along the Tamiami Trail Scenic High,ray; ho,,'ever, some of these facilities could be upgraded to include chickee campsites. Both public and privatel~-owned campgrounds exist along the-Frail; we do not suggest tlnat this plan intertere with these operations. An alternative to conventional camping could also be an overnight air'boat satari tour. OTAMIA/~I TRAIL SCENIC HIC,-HWAY Conceptual Master Plan Inte..rpretive / Nature Trails ['hese trails provide educational opportunities for the public regarding tile historical and natural resources associated with the '1 amiami 'lraiI. They also allow the travelling public to leave their vehicles to get a closer look into this unique envi~nment. The interpretive elements of these trails could include Native American history.', vegetative communities, wildlife, natural systems restoration techniques, and the engineering significance of tile Trail. The Florid,~ National ~ce~ic Trail crosses tile Tamiami Trail near tile Oasis Visitor Center. Possible locations for these trails include Royal Palm Hammock/Collier- Seminole State Park, Monroe Station, and Paolita Station/Fifty Mile Bend. Another opportunity mav be the abandoned railroad corridor that runs in a north/south direction between Everglades Cit,. and Copeland. CORRIDOR MANAGEMENT PLAN:~ ::)echon 5 place for people to stretch, eat, relax and take photographs while surrounded by nature. Picnic areas can consist ot picnic tables only, or they can include amenities such as grills, water fountains, res~s~ shade struckres (i.e. gazebos), or screened areas. Picnic areas could also doubIe as a eailhead (a collection of alnenities) along the Tamiami Trail Scenic Highway. New picnic areas should be co-located with other amenities where possible. TRAIL SCENIC HIGHWAY Observation Tower :\n observation tower would provide a unique perspective on the expanse of the Everglades. Ibis to~ver could be the focal element o~ an education center and would include interpretive signage regarding the natural systems viewed h'om the top. .... Con,,ceptuaJ Master Plan CORRID6R MANAC~I::NT PLAN'~ _ Section 5 Wildlife Observation Areas l'his element is importat&t for education and appreciation ot the natural systems of the Everglades. These are areas in xvhictn xvildlife occurs throughout the corridor; these areas may change over time, as natural drainage patterns are restored. Amemfies such as pulloffs, scenic overlooks, boardwalks, and interpretive signs should be located adjacent to these sites OI'AJ~AIA/~I TRAIL SCENIC HIC,-HWAY Conceptual Master Plan -, Educational Center/Historical Museum The scenic corridor needs a visitor center that provides exhibits about the natural environment, ecosystem, historx and culture. l'his facility should provide a first class experience for visitors. And it could also be used to educate school children in the area. CORRIDOR MANAGEMENT PLAN'~ -. Dechon b Historical Sites 'lhe area surrounding the Tamiami l'raii, and the 'I rail itselL is rich with untold folklore and historical events. These proposed historicaI sites would explain the heritage of the area, the hardships endured during construction of the road~va), and provue a glimpse into the "real Florida". These sites, scattered throughout the scenic corridor, could consist of historicaI markers, informational displays, ~vavside stations, and/or Native American villages. Pu~Iic art (i.e. sculptures) max also be used to explain the lnistorv and significance or the area. '(~TAMIA/~AI TRAIL SCENIC HIC.~rlWAY Conceptual Master Plan Vehide Pull Offs lhe purpose ot these pull ofts is to provide a sate place for the travelling public to stop and vieIv their surroundings. These elements would be located in conjunction with other amenities such as wildlife viewing areas, picnic tables and shade trees, and/or res~9o~s and water fountains. Signs will be used to alert travelers of these facilities so that they max exit the roadway safely and efficientlx. CORRIDOR A'~ANAGEMENT PLAN~ ~echon 5 Extraordinarily Scenic Sites [hese sites consist of breathtaking vie~ s and scenic vistas that extend as far as the exe can see. 'Ibex are located throughout the Scenic High~a? corrid4r. In some areas, clearing of roadside vegetation could e~'d-~ance these views. If feasible, vehicle pulloffs should be_located in the vicinity of these sites in order to provide safe viewing. '(~IAMI TRAIL SCENIC HIC.~IWAY Conceptual Master Plan Indian Villages Both private and commercial Native American villages exist throughout the fiftv-mile corridor. Buffers and aesthetic tream~ents could be used to erdlance or screen the entrance to these villages from the roadway, whichever is appropriate. The treamaents could be consistent with the arclnitecture of the village, and signs along the roadway could be used to identify the commercial villages. CORRIDOR ~NAGEMENT PLAN~ .~. Dec,ion D Airboats/ Tourboats / Swamp Buggies Airboats / tourboats / swamp buggies provide am~ther opportunity [or visitors to experience the "real Florida". No new [acilities are proposed as part of this project. Since this represents a way o[ li[e in this area, the existing facilities ~ere included on th.e_Conceptual Master Plan. '(~TA/V~IAMI TRAIL SCENIC HIGHWAY Canoe Launch Additional canoe access along the Tamiami l'rail ~vould provide an alternative mode in ~x hich people could experience the Everglades. Canoe launches ~ ould typicall~ be placed adjacent to an existing bridge and could include some parking spaces for canoeists and other sightseers. These parking areas would also provide a sate place tot vehicles to stop along the TraiI. CORRIDOR A~NAC.,,~E~ENT PLAN~,,~ ~ec~ion 5 Fishing Access to fishing areas could be enhanced through boardwalks, fishing platforms and parking area,~ in the vicinity of the bridges along the lamiami lrail Scemc Highway. ~ TAMIAPAI TRAIL SCENIC HICkWAY Boardwalks Boardwalks faciIitate access into areas that othcr~ise may not be explored lhrough these boardwalks, ~atural systems such as cypress su'ands, hardwood hammocks, cabbage paIm [lammocks, sawgrass marsh and open water, cotfid be ex~ienced. Existing board~ ~ks occur at B~g Cypress Bend and Kirby Storter Roadside Park. Possible locations for additional or enhanced boardwalks are at Carnestown, Kirby Storter Roadside Park, NIonroe Station, and Ochopee, CORRIDOR MANAC_~AA,ENT PLANO ~echon ~ Bridge Enhancement The bridge at Turner River is proposed to be replaced; this was an historic navigable waterwax that was used for fishing and hunting. 'l'he bridge replacement project design could include a canoe launching area, smalI parking area, and a fishing platform/scenic overlook. ~)TAtAIAMI TRAIL SCENIC HICkWAY CORRIDOR A,~ANAGEMENT PLAN .5edion S Master Plan The following Conceptual Master Plan was developed based on opportunities and constraints, and on the priorities set by the public during the Community Participation Program. In order to understand the Plan, it has been divided into five geographical areas. Each of these areas has its own character and theme, which is dictated by the surrounding ecosystems as well as the history associated with the area. (~TAMIAMI TRAIL SCENIC HIC.,-HWAY Dect~or~ D Weaver's Station to Carnestown Extraordinarily scenic sites and witdli[e observation opportunities dominate this sectiota. 'lhe immediately surrounding environment is mainIx comprised of sawgrass prairie with cabbage palm hammocks and some open water. Adjacent to the -[amiami Trail is the Fakahatchee Strand State ['reserve. Wit[-fin the Preserve, forests ot bald cypress are as impressive as any in the state The Preserve contains the large'¢t stand ot native royal painas and the largest concentration and variety ot epiphytic orchids in North America as well as other species of plants that are extremely rare. The Conceptual Master Plan supports 'the character of the area by focushag on the elements of ~vildlife observation/observation to~ver and vehicle puIl otts <~TA/~IA/~AI TRAIL SCENIC HIC_~WAY Carnestown to Turner River Way Station 'l'he focus of this section is at the intersection of the scenic highway and S.R. 29 in Carnestown. With the cooperation of the local interests and agencies, the existing visitor's center could be redeveloped h~to a visitor's complex with an information center, retail/office space, an observation tower, nature trails and/or a canoe launching area, as shown on the following sketch. This complex would be the main visitor's center along the Tamiami Trail, and it could also serve as a gateway into Everglades City and CKok31oskee. Big Cypress National Preserve is located on either side of the Tamiami '[rail throughout this section and continues to the eastern end of the scenic highway. Within the Preserve, the surrounding landscapes are dominated by cypress strands, pinelands, and sawgrass prairies. These habitats support a variety of wildlife, which can be seen from the scenic high~'ay. Other proposed elements ot the Master Plan include canoe launching facilities, vehicle pulloffs, and wildlife observation areas. CORRIDOR MANAGEMENT PLAN~ · Decnon Turner River Way Station to Monroe Station [he surrounding environments consist of cypress strands and pinelands throughout this section. Extraordinarily scenic sites and proposed vehicle pulloffs and wildlife observation areas are scattered along the scenic highway, as shown on the Nlaster Plan above. Kirby Storter Roadside Park could be enhanced by adding amenities such as picnic tables, shade structures, an improved boardwalk, and interpretive signage. An environmental education exhibi~could also be used to explain the ecolog}' ot the area and the importance ot ongoing environmental restoration projects. The Seminole Monument is located about one mile west of Monroe Station. This spot marks the location where Florida Governor Sholtz met with leaders of the Seminole and Miccosukee Nations to discuss concerns and try to come to aFi agreement. An historical ext'dbit is proposed for this site. The history of the area could be expressed or symbolized m several ways. One such way would be ~hrough the use of public art, or sculptures, along the scenic highway to mark these significant sites. ~:~TAMIAMI TRAIL SCENIC HIC,-HWAY Monroe Station to Paolita Way Station 'lhe surrounding envirmm~ent is similar in nature to the previous section; immense cypress strands in several areas frame the scenic highway. Monroe Station is an historic way station that was constructed in conjunction with the roadway construction. The existing building is still intact and is used for storage for the Big Cypress National ['reserve. This site could be redeveloped into an historical museum/education center for the scenic highway. Boardwalks and/or nature trails could also b~-located here. Extraordinarily scenic sites and wildlife observation opportunities exist eastward along the Tamiami Trail for several miles and along Loop Road, which is located adjacent to Monroe Station. A boardwalk or observation deck is proposed to be located adjacent to these sites. The Florida National Scenic I rail traverses the Tamiami Trail in the vicinity of tile Big Cypress NationaI Preserve Oasis Visitor Center. Interpretive signage could be constructed adjacent to the Trail in order to educate hikers regarding tile history and significance of the Tan~iami Trail. A cjuster of private and commercial Indian villages and the Paolita Way Station ~e located near the eastern end of the scenic highway. As shown on the Master Plan, a cultural and historical museum/education center is proposed in this area. An entry gateway and intormation kiosk is proposed for the eastern ternLinus of the scenic highway. This location had an historical gateway in the form of a stone arch that was erected at tinis site on the Trail in the 1920s. CORRIDOR/~NAC_~A,~ENT PLAN"'~ (x~bechon b <~'[A~A/',AI TRAIL SCENIC HIC.,-HWAY Conceptual Master Plan CORRIDOR/V~NAGF./RENT PLANX'~ ~echon 5 7.~ TA/,AIA/~I TRAIL SCENIC HIGHWAY Commun,fv Participation Pro?ram ;-, Durin~ the Aprd 2, 1~)~o .Naples (~ ollie~ t~ountv) ~letropolitan Planning Organization meeting, kit. lxc bert k~ arrcn Citizen Advocate [or the 1 amiami 1 rail, ~uperintendent Wallace Hibbard of Big Cypress National Preserve and Mr. William R. O'Neill, attornex with Buckingham, Dooltttle and Burroushs CO~lH11Lttl[Lv ba~ed ettort to designate a segment ot thu t amiam~ "Irail as a Florida ~cemc Highwa}. Mr. left Perry, then the MPO Coordinator, pre~ented information on the Hotida Scenic High~xa} l'rogram p':oces~. l-he klPO unanimt~u~Ix approved IllOVillg tor~x ard on tt2s issue and directed start t~ pros idc adminNtra~ive support to this eftoft. Commissioner Betrye Xlatthews volunteered to serk e as the local goxernment representative on the Irail's Corridor ,Xd vocacv Group. In accordance with the NIPOs direction and the Flor'da Scenic Highways Program, the ~IPO stall made efforts to identify interested partie~ and stakeholders and sent letters inviting them to attend the first meeting held in b,.laF lgOto. At that meeting, the majority of those in attendance voted to form a Corridor Advocacy Group. The group is made up of interested citizens, government and agency representatives, park officials, and experts in planning, engineering, law, history and natural resources. "[he intent of a Scenic Highway designation is to enrich the traveler's recreational and educational experience as ,,veil as promote the economic prosperity of the surrounding communities. 'Ihe function of the Corridor Advocacy Group(CAG) is to document the resources along the corridor and apply for a Florida Scenic Highway designation for a segTne,.nt of the Trail. The CAG serves as the Applicant in the application process and will be responsible for developing a management plan for the corridor. nfo date, the primary efforts of the Corridor Advocacy Group (CAG) have been to identify and document the natural, cultural, historic and scenic resources unique to this segment of the '1 amiami 't rail. The group has elected a Chair and \"ice-Chair, obtained eligibiltv from the Florida Department ot I ransportafion and 17oI'111cd ~tibcommi/tet~ to complete x, arious tasks required for the Corrido~ Xlanagement Plan and c,u~ducted severa~ public It is recogmzed that there are manx individuals, civic organizations, interes~ groups, and ~ "with ,arious interests and goai, that could contribute to, as well as benefit from, the success of the L'AG's efforts. To that end, one hnportant tocus ot the ~rail's CAG has been to encourage partnering, coremunits involvement and consensus building. The CAG's meetings are open to the public and one of its subcommittees developed a community participation plan for the designation phase. In order to gain greater public participation and input into the Corridor ~lanagernent Plan, the Corridor Advocacy Group initiated a Coremunits ?articipation Program in Pebruarx o~ '1998. Progr,un Overvie~v This Community Participation Program (CPP) was designed to gain input and support from the residents and business owners that live and work witt'kin the area served by the Tarniami Trail Scenic Highway. The study team's approach to community participation was pro-active. The objectives of public awareness and public input required that the study team share study information with any individual or group, and that the team listen and respond to concerns and ideas. The study team developed the Corridor Managernent Plan based on the input received throughout the course of this CPP. CORRIDOR MANAGEMENT PLAN:~ 3ecfion 6 b. Noa'fication and Public Information Mailing List In order to notify interested persons regarding upcoming meetings and workshops, the CAG created a proiect mailing list. Newsletters were sent to anyone listed on the mailing list, which included the following groups: property owners within one mile of the Tamiami Trail Scenic Highway; property owners within Everglades City and Clxokoloskee; Corridor Advocacy Group members and initial mailing list; community and civic organizations; businesses associations; local elected officials; local media contacts; Florida Department of Transportation (FDOT) officials; transportation agencies; and local and regional pIaru~ng staff. Development of the mailing list was an ongoing process. As new information regarding interested parties became available, those persons were added to the mailing list. The final project mailing list included over 800 individuals (Appendix G). Newsletters/Press Releases Newsletters were distributed to the project mailing list at the initiation of the CMP process and prior to each public workshop. Additionally, press releases were distributed to the local media. Several of the local papers published articles regarding the Public Workshops and how to get involved (Appendix H). Phone Calls and Personal Invitations Members of the CAG were contacted via telephone to re.mind them of upcoming meetings. Additional interested persons were also reminded in this manner upon request. Prior to the first Public Workshop, study team members spent a day along the Tamiami Trail and in Everglades City and Chokoloskee interviewing residents and business owners and informing them of upcoming meetings. Notices were posted throughout these areas in another effort to reach the public. Interview data forms are included in Appendix I. c. Public Workshops and Opportumties for Public Input 1. Workshop Number One The first Public Workshop was held on February 26, 1998 at the Everglades City CommuniPv Center. The purpose of this workshop was to share. ideas and form a "vision" for the Tarniami Trail Scenic Highway. The workshop team included planning and design consultants, Florida Department of Transportation staff, County staff, elected officials, representatives of various special interest groups, and residents and business owners along the Tamiami Trail. Approximately 40 people attended this intense, day-long workshop; some participants did not sign in and are not represented in the list below. TA~AIAAAI TRAIL SCENIC HICkWAY Pa,-tidpants Robert W. Read David E. Shealy Carolyn Kriz Patti Medine Karen Louwsma X[ichael Loomis Robert Warren Ben Nottingham Steve 13tount Danny Frard< Dentringer James Morris Mark Morris Susan King Nathan Silva Jutlie Scofield Nancy Prine Chase Squires Nancy Lindsay Claudia Davenport Tami House Lizzie Duting Bobby Clev Sonja Durrwachter Aileen Ramirez Bobby Ray March Joan Griffin Mrs. James Morris Frank Mears Amy Tavlor Mary Raulerson Egan Jay Hood Bill O'Neill Workshop Agenda :A) am - 10:00 am Process i0:00 am - 11:00 am i i:00 am - I2:00 pm I2:00 pm- 12:30 pm 12:30 pm- I:3(I pm 1:30 prn - 2:30 pm 2:30 prn - 3:30 pm 3:30 pm- 4:00 pm 4:00 pm- 5:00 pm ~:00 pm- 8:00 pm Introduction °Video/Slide show · History of the Trail °Scenic Hwv. Designation Tamiami Trail User Groups User Group Presentations Working Lunch / Presentations Tamiami Trail Vision Vision Presentations Issues and Opportunities Map Guiding Principles Sketches Open House / Public Presentation . _Co. mmunity.~.arficipai'ion Pr_o~ram Tamiami Trail User Group Interviews Workshop participants formed 4 groups of 7-9 people and were asked to project their thoughts to a time when the Tamiami Trail Scenic Highway has received designation and improvements/ enhancements have been in place for 5 years. As a group, participants responded to the following questions from the point of view of the "user" the group adopted: QI. I Vhat is your favorite tbature o£ t~e TamJa_mi Trail? Q2. What makes the Tamiami Tr~l unique? Q3. Describe your most memorable experience on the Trail ? Q4. What do you tell your friends and family' visiting £rom out of town about the Trail? QS. How often do you use the Tamiami Trail? Q6. H'hat would you change about the Trail? Each small group presented their responses to the overall group, and the activities and facilities mentioned formed the basis for the improvements/enhancements program for the Tamiami Trail Scenic Highway. This program was later used to develop the Opportunities and Constraints Map at the next public workshop. The following is a summary of the group presentations: Visitor #1 - Mike Mike, a commercial t~sherman, is ~S years old and has lived in Chokoloskee for the last 30years. He is divorced, has a silent business partner, and hosts Saturday night poker games in which he reo.~arly makes more money than he does tishin$. QI. A. What is your favorite feature of the Tamiami Trail? Canal, lifeline to town (Everglades City) Q2. What makes the Tamiami Trail unique? CORRIDOR h~,NAGEMENT PLAN° .\ -I b,e scttln~ ,' history. l~re-road lo today. ', isitmk~ n-ore ~ut or t~,~ rt ,~b~ut the i ~',4t.' Drive sami~. 05. __Hou ot'tc'n d,~ you use the l,m~innti trni!? ~-.~ time% per xx et?,.. alteraO, on,~. lh'otcct the environment. paving bump,~ on the ~outh side ot the roadway are dangerou.,. SpffituaI Visitor #2 - Ed and Joanne This couple is the .founder o£ the "Wayside Irm", ~ combination Bed and Break. f~t, care and outdoor gear shop. They are both in their late 30's. ]oarroe is ~ writer and telecommutes to her office in North Miami. They have owned this business for 4 years and are finM/y turning a proRt Q1. A. 1 Vhat is your tb vorite tbature ot the 7 antianti Trail ? Port of the lsiand~ Resor~ canoe acces~,"t~mr~, etc. Q2. IV\at makes the 7,mm.,nfi 'lrnil tII~iqtld? Seeing Indians, rM]'ag airboats, the histor\ Describe t'()Ur Dlt L'-;t /ltO/Tl(),r'db./d' C.\[)UI*iCI1CC? Oil the ~ rail? I t'hat do you tell your friends and fan~ih' visiting fi'om out of totvn about the Trail? No where el~e on the planet like it. Escape to natural envirom~ent. Special cultural aspects - indian camps, trail areas, facilities, bicycling QS. Holy or'ten do you use the Tandanfi Trail? Frequently "--, TAMlAbel TRAIL SCENIC HIGHWAY IVhat tvoutd ~t,u oh,rage aI,out tilt' 'i r, ii? hlore cailoc acco?4 points, res: stops, information. bathrooms. Nougly fences. Balance touriron and cotqscrvatio;q. Visitor #3 - The McKinnon family This family of four is visiting Florida for E,xee weeks from their home in Scotland. TheL~ mission is to see the Real I~odda afie_. spending five days a~ Wait Disney World, Gatorland and Uni~ersa! S~ddos. "\' a stn es.s", tn ~ ? i ca i n p pc,:: a :~ thc' '1 r,fi l ? Alligators (24. A. x i.s'itin$ h'om out ot' totvt~ n/x~u~ the 'It'nil? Spend more dine there. (;o on a boat ride and p~cnic at HP \.Villiams ['ark QS. Htnv tat'ten d(~ ~'ou use the' T,m~inn:i '1 rail? Constantly during their stay; it was their first time using it. Q.)O. l t'hat tvould ~'ou ch,mqe,:bout inc' ' '" More restrooms, multilingual <i?.m, and metric signs Visitor #4 - Jay Jay/s an airboat tour operator for one of the largest airboat tours in the Everglades. He is a graduate o~ Everglades City High SchooI and is 26 years oId. He lives with his high school sweetheart and plays in a band on weekends. 01. A. IV\at is v()ur favorite tbature of dae Tan)iami Trail ? Natural environment, money to be made Q2. l, Vhat makes the 'l'amianfi Trail unique? l.ack of [)cveJtS:mu.'l~,t k'ver~ dr', Visitor #5 - Evelyn Ev~y~ is a snowbird living in Naples. She is sLYty- something and is from Grosse Point, Mid~igan. She is a member o£ the Conservan ,cv and plays in a tennis league 3 times a week. Evelyn has irequit visits from her 3 grown children and 5 l~'hat is your tbvorite thatere {}t the l,lzili,mli Trail ? XVildlife viewing u ith childrel~. It'hat makc< the 7 an:iami 'l nli! The scenery - flor,~ and munn. the 7rail? Secret, 150 ~x hire pc~icai't~ m Fakahatchcc Strand State l'rcserve t t'hat do t'ou tell your tHends and tbnfih' .. visitin~ ~om out of totvn about the 'l rail? Collier-Seminole Stats Park, History of the Road, Villages, Exhibks. Evergiades City a good destination, especially during the seafood festivaI. Holy often do ~'ou use the 7kmti,mH l raiI? 2-3 times per year. Visitor hlore pullou~, ncu' picnM area~, signage system / in t'orma donal brochure, milepost markers, audiotape tour, shopping guide, dear exotics, interpretive exhibits, station. #6 - Rob Rob is an Everglades Cit~/ Commissioner and an Accountant. He is mart · d and is active in church and civic activities. This zs his Errst term on the C.i~ Commission. He has 2 teenage children and enjoys goif and shook fishing in his free time. L) I, i that i< Trail ? CltltLb. I'~.ltl!q' IO It~C.I1 5, CFViCC< lihat n]akc< the t,U,'li,nni irai! It':, my life:inc. Q4. A. I~'h,lt do ~'ou tell ~'our t)-icnds and tamil\ ~'isitm,q t?(ml ~ut (~t to~vz~ ab(~ut the 7fait? Becare~d. ~atch for tourists. '[henaturaI beauty. H(>~v otten d,~ ~,u use the 'lan~mn?i trail? ,Nil the tfmc. It'hat ~ould ~(~,, ch,mge abt)ut tlm [rail? Not much, If'stax lifeline. Nlai~tain relationship u ith Everglade, Citx. Visitor #7 - Ray Ray is an enrolled member o£ the Miccosukee Tribe and lives in an Indian Village located on the Tamiami Trail. He is in his 40s, works with disabled children, and founded the Tribal bilingual /bi- culttwaI education program for the M~ccosukee Tribe Photography is his £avorite past time. QI. l t'hat is your tbvorite feature of the Tamianli Jrail ? hlaintenance of the cultural heritage. CORRIDOR/~ANAGE~ENT PLAN bed'ion 6 What makes the Tamiami Trail unique? Low development, wildlife Q3. A. Describe your most memorable experience on the Trail? Met my future wife along the roadway. Q4. What do you tell your friends an d family' visiting from out of town about the Trail? A. Driving is the best way to see the . _Everglades. Ho~v often do .you use the Tamiami Trail? No response given. Q6. A. What would you change about the Trail? More opportunities for safe viewing/swamp buggy rides. Visitor #8 - Tim, Wade and Frank These guys are on Spring Break [torn Appalachian State College in North Carol~a. They are backpacking and canoe camping from Flamingo to Chokoloskee. They ran out of beer on Day 2; they forgot insect repellent and bought a can from a local fisherman for $20. Q1. A. What is your [a vorite feature of the Tamiami Trail? Gators, pristine environment, reconstructed historical gateway (arch) What makes the Tamiarni Trail unique? Flat and wet. Public/private operation. Map/brochure with all information in one place. Describe ),our most memorable experience on the Trail? Canoeing, overturning canoe because of a snake, being rescued by beautiful women. What do you tell your friends and family visiting from out of town about the Trail? You've got to experience it! QS. How often do you use the Tamiami Trail? A. It's our first time, but we'll be back. Q6. A. l/Vhat would you change about the Trail? There should be more places to buy beer and insect repellent. VISIONS Working in four groups, participants were given a package of words and images to use to create a "vision" for the Tamiami Trail Scenic Highway. A representative from each group presented their collages to the overall group. The following visions iljustrated below were created: SCENIC TAh'klAMI TRAIL SCENIC HIGHWAY 2. Workshop Number Two The second Public Workshop was held on April 2, 1998 at the Rookery Bay National Estuarine Research Reserve Headquarters that is located just south of the Tamiami Trail Scenic Highway. The purpose of this workshop was to develop and priorit2ze an improvements/enhancement program and a Marketing Strategy for the Tamiami Trail Scenic Highway. The workshop team included planning and de_sign consultants, Florida Department of Transportation staff, County staff, elected officials, representatives of various special interest groups, and residents and business owners along the Tamiami Trail. Approximately 30 people attended this workshop; some participants did not sign in and are not represented in the list below. Partialpants James Morris Amy Taylor Bill O'Neill Steve Blount Rocky Coile Frank Denninger Tim Howard Robert Warren Jeremy Battis Susan King Debbie Tower Rick Durr Julie Scofield Coremunit.v...P_gr.~icipal'ion Pr'o.~ram ,,,~ Maxine blorris Ken Heatherington Wally Hibbard Jeff Perry David Shealy Tom Barry Nancy Prine Mark Benedict Ben Nottingham Frank Mears Nathan Silva Mary Raulerson Egan Workshop Agenda 1:30 - 2:00 pm 2:00 - 3:00 pm 3:00 - 4:00 pm 4:00 - 4:30 pm 4:30 - 5:00 pm 6:00 - 7:00 pm Introduction · Tamiami Trail Scenic Highway Designation Process ·Schedule · Overview of February 26, 1998 Workshop Proposed Improvements · Review / Revise Proposed Improvements · Prioritize Improvements Strategy Teams · Tamiami Trail Improvements/Enhancements · Marketing and Promotion Strategy Team Presentations Action Plan · Improvements/Enhancements · Marketing and Promotion · Funding Open House / Public Presentation CORRIDOR/V~ANAC~MENT PLAN:~ 3edion 6 Improvement / Enhancement Program Based on the input received at the first workshop, a list of potential improvements and enhancements for the Tamiami Trail Scenic Highway was developed. Participants at the April workshop used colored dots to vote and prioritize these improvements. The following is the prioritized list that was developed: 1. Exotics Removal/Vegetation Management 2. Pull-offs 3. In-formation Center 4. Wildlife Observation Enhance Bridges 5. Mile Markers Cultural / Historical Interpretive Signs 6. Entry Gateways Boardwalk Canoeing 7. Observation Tower 8. Promotional Brochure Fishing Hiking 9. Picnic Area Restroom Airboat/Tourboat Trailhead Wayside Rest Area Historical Museum Guardrail Replacement Bicycling Utilizing this list of prioritized improvements, one group developed a Preliminary Conceptual Master Plan Tamiami Trail Scenic Highway. This plan was included in the Master Plan Section of this Corridor Management Plan. Marketing and Promotion While one strategy team was developing the Master Plan, the other strategy team developed the follmding Marketing and Promotion Plan: The Tamiarn~ Trail tells a rich and colorful story of geography, man and nature. This story, like a Seminole legend or the call of a snowy egret is not well known by Florida's visitors and residents, and many people who live only a short distance away have never traveled the Tamiami Trail and experienced the remarkable beauty. Building Awareness The first step in a comprehensive promotion plan is to build awareness, including activities that lead to desire to visit an area or learn more about the natural history and peopIe of the area. Members of the Corridor Advisory Group and the public discussed opportunities and techniques to promote awareness of the Scenic Highway. The following ideas and recommendations were agreed upon at that meeting. The Tamiami Trail Scenic Highway corridor has both outstanding and one-of-a kind characteristics that deserve greater awareness. Among those are: · Natural Beauty · Environmental Functions and Values · Cultural history of the area, the native people and the historic building of the highway · Wildlife · Opportunities to experience a unique landscape from your car · Opportunities to get out of a vehicle and walk, canoe, take an airboat tour, etc. · Local businesses and amenities including Indian villages, campgrounds, food services, tour services, etc. Targeting Awareness Activities In the near future, it is conceivable that a family in Germany will investigate scenic highways on the Internet and plan their Florida vacation to include a day trip to tour the Tamiami Trail. In the immediate future, however, there appears to be a need to target activities locally. The following are groups and businesses that were identified in the public workshops as prioriV marketing targets: TAMIAMI TRAIL SCENIC HIGHWAY Collier, Lee and Dade County tourist related businesses (hotels, travel agents, restaurants, rental car offices, welcome centers and chamber of commerce, airport, etc.) In addition to the availability of printed material, this campaign should be directed toward educating personnel in these businesses so that they will be able to refer visitors to the Trai~ Local residents Local media (television, radio, print) Seasonal residents Local schools (children will be come a~x are and then encourage their parent~ to v~sit the area.) Promotional Techniques Several promotional techniques have been suggested, including tlne following: A Speakers Bureau (most eftectivelv directed toward the tourism business industry, local civic associations such as Rotarx, special interest organizations such as local lnistoricaI societies, Audubon chapters, etc.) Printed blaterial, specifically an overall map d~at would show the location of all the amenities and at~actions along the Tamiami Trail. Video tape promoting the ] amiami Trail (12 - 20 minutes long) that could be disffibuted to libraries, schools, television stations, etc. Festivals and Special Events-booths and printed material should be displayed at festivals and special events in the area. Trade Shows AudioTape or CD Tour that would enhance the views with cultural and environmental information about what ~avelers are seeing from ~eir cars. k:isitor's TV Cham~ei spots or specials Internet/Web Page Gateway/Visitor Complex, a jointly' sponsored visitor center that would provide information about all the opportunities to en~oy the area, and not be limited to promotion of some but not alI amm~ties in the area. Community Participation Pro,qram Of thi~ list, the comprehensive map and the gateway visitor complex are the t-'o techniques that would be most effective and should be undertaken as soon as possibIc. Pomntial Partners lhc tolh~wmg were klentified as potential partners to help promote or fund promotional activities for the I amiami Trail Scenic Highway: .National ['ark Service Fish and ~Vildlite Service State of Florida Department o1: L:nvironmentaI Protection, Park Service Florida Department ot: '1 ransportation Collier Counh' School District Cities of Xlarco Island, Naple~, Ci~okoloskec and Everglades City Independent Xliccosukke and Seminole Private Businesses and l.and owners along the corridor Elected Officials Economic Development Council Chambers of Commerce State of Florida Bureau of Historic Preservation South Florida Water Management l)istrict Local Sports and Environmental Interest Groups Measuring Promotional Success The measurable indicators of a successful awareness promotion campaign could h~clude more visitors, lolnget' visitor stays, and more dollars spent in the area. CORRIDOR A'~ANAGEMENT PLAN:~ ,-,, bection 6 ....... __1. 3. Civic Meetings In addition to these Workshops, members of the CAG speaker's bureau attended numerous meetings with civic and community organizations to provide information regarding the Tamiami Trail Scenic Highway. Following is a list of these meetings: Everglades Chamber of Commerce Historic Board Marcoisland Chamber of Commerce Conservancy of Southwest Florida Native Plant Society Economic Development Council - Everglades Area Task Force League of Women Voters Tourist Development Council Visit Naples, Inc. d. Supporting Documentation All of the Letters of Support, Resolutions, Corridor Impression Surveys, and Newspaper Articles which support the Tamiami Trail Scenic Highway are in Appendix J. The following highlights a few key demonstrations of support. [A/'AIAMI TRAIL SCENIC HIC..~-IWAY ~ommun~rv rar~lc~?orlon Fro,q/am CIdIDa.. [30r Oc~obe~ 16, 1996 Mz. Bill O2NMI ChYUT~_ _n -Corridor Advocacy Crroup 25G0 N. Hom~ho¢ Dr~ Naples, Florida 34104 · Deaz M_r~ ' 1R~E: Lett~ of Suppor~ for Tanfi~ Trail Scenic I~ghw-ay E~ig~fion On tx~mlf of 0ur 1300 memlom~ the Board of Dlz~ctor5 of the Colliar Coumy Audubon Socie~-y v~she~ to ~ our support to you~ efforts to have th~ Taniami Trm] de~gngted m~ a Florida Sceuic'~y. Tke National Audubon Secic~/wa~ formed ~s a result of the. need to pro~ecz and pr~erv¢' the eve~glade~ ecosyxmm mud k~ w'ldlifc. Ottr 1ocaJ chapter h~s been involved for ove~'30 year~ in c, on~ervation isxue~ ~n South Florida. Th~eforc,'we appfech~:~ the .beauty and "' importance of the bircls mud animMs wkhin the Big Cypress and Ev~giade~.ecosystems. F~r year% we have off~ed field trips to v~ious ~ts along the T~m]~mi T~d where' birding and wildlife view~g are r~d;ty avajj~l~. The vistas from the Mghw'ay ~m be.' spectacular. UnfommazeIy, thm-e have ~ f~w oppommides to educate the driving ' p~al~¢ about the v~lue of these w~Jands. %Ve ar~ glad :o know tha: de:ignatlon ~ a Flodda Scenic Highway ~ provide us wkh the oppo~ m ~dUc, ata fl~e public a~maz the value ofw~thnds. ch~ sumon · Prexid~mt ~'~ z/,..,...~~~.,.,, ,.,./.W~'/.,¥' ..~.~., ~,.,,'~ ~ ,//'"~,'.,,,~ CORRIDOR MANAGEMENT PLAN 2721 315-SS7-1C01 William R. O'Neill, Chairman Tamiami Trail Corridor Advocacy Group c/o Collier County M.P.O. 2800 N. Horseshoe Dr. Naples, FL 34104 April 8, 1998 Dear Mr. O~eilI: The Board of Directors of the Southwest Florida Land Preservation Trust, Inc. wholeheartedly supports the designation of tl~e Tamiami Trail as a Florida Scenic Highway. Our mission, and that of your ~oup, are similar in our wish to preserve our region's natural beauty and heritage. The Trust ack~owleges the enevitabiliw of gowth in our area, however our goal is to ensure that we maintain our beautiful character as we gow. To that end, the designation of the East Trail as a scenic bSghway will provide a corridor of historical significance and access to environmental preservation that will educate our citizens and visitors. ~is education and ex-posure to our past as well as to Collier County's natuaral amentit/es will further that goal. Since~5~rs/5' ,\ ',8? TAMIAMI TRAIL SCENIC HIGHWAY Leag-ue of Women Voters of Collier County %~mmiami Trail Corridor Advocacy Group Wil!iamR. O'Neill, Chai~nnan co Amy Taylor Collier County Government Center 2800 N. Horseshoe Drive, Naples, Florida 34104 Ymrch 9, 1998 Dear Mr. O'Neill, On behalf of the members of the League of Women Voters of Collier County, I would like to express our enthusiastic endorsement of plans to have the southeast Tamiami Trail designated a Florida Scenic High~y. Conservation and wise management of natural resources are reflected in a number of long held League positions. The unique scenery and beauty of the Trail make this corridor well qualified for special designation. Creating opportunities for travelers to learn about ~_nd enjoy the many natural wonders of the area is an ~cellent idea. The League wishes the Corridor Advocacy Group every success. Sincerely, Pat Clark, President 660 9th Street N., Suite 35B · Naples, Florida 34102 · Phone (941) 263-4656 · Fax (941) 263-4656 CORRIDOR/~NAC.~MENT PLAN'8~> Dection ~b 82 TAMIAMI TRAIL SCENIC HIGHWAY .'~f?,.ach of the following cTiteria were previously' ~"q?ddressed m ~e EligiN[itv Application for the ~'l'amian~i 'I rail Scenic High~vay. Universal Criteria in Application Universal Criteria No. 1 .......Resource(s) must be visible from the roadway. The Tamiami Trail Conceptual Master Plan documents the Trail' s intrinsic resources and their relationship to the ro~va~'. The Field Inventory (Appendix .l) details which resources are visible from the Trail. Other graphical support documentation include the ~l'amiami 7rail Video and Slide Presentation. -['he Video, in particular, graphically depicts what resources are ad}acent to the ~Irail. Documented intrinsic resources not visine from the Trail include some of the recreational resources. This does not in any way detract from the scenic corridor, however. Improvements to infom~ational signage would be helpful for the traveler to identify access to these resources. The Corridor Impressions Survey identified that exotic plants were blocking scenic vistas in a few small ~eas. For exotic plants on public lands this problem is temporm'y. The parks would eventually remove exotic plants through their exotic control progrin'ns. Universal C_.rih~'ia No. 2 .......The corridor must "tell a story" that relates to its intrinsic resource(s). The Corridor Story for the l'amiami '1 rai! Scemc Highway is included in Section 3 of this plan. All six intrinsic resotLrces ~e featured in this presentation. I'he "Trail" Story was presented to groups interested in the designation of the I'amiami 'Irail as a Florida Scenic Highway. Additional methods for sharing the Trail Story (6 travelers may be through a transportation museum at Monroe Station, informational kiosks along the roadside, "trip ticket" maps and infonr~ational brochures and audio tapes. Universal Criteria No. 3 ....... The roadway must be a public road that safely accommodates two-wheel drive automobiles. Desiqnation Criteria The roadway is a federal highway designated as U.S 41. Refer to Roadway / ROW Description in Section 8 of this Corridor Management Plan. Universal Criteria No. 4 ....... The corndot must- exhibit significant, exceptional and distind2~'e ,l'ea~ures of the region it traverses. Signih'c,mt: ~rhe scenic corridor travels through an area designated as an Area of Critical State Concern ~t~ecause of the enormous value of its natural resources (See Protection Techniques in Section 8 of this CMP). Exceptional: Photographs throughout this Plan and the TmTdami Trail Slide Presentation and Video clearly demonstrate the outstanding quAit3, of the resources along the corridor. Distmch've: The Trail's natural resources are a striking representation of the Everglades region. The 'Irail ~so tells a unique story of the history, culture and development of the StLrrotu-tding conmmrdties. Evidence of e~ly inhabitants of the region, the Calusa Indians, as well as, modem Indian Villages can be found near the '[rail. The construction of the ~rail was critical in the development of sLurrounding pioneer era communities. Refer to the Tami~-tmi Trail Slide Presentation, Field Inventories and Conceptual Master Plan for documentation. CORRIDOR/V~ANAGEMENT PLAN Universal Criteria No. 5 ....... The roadway must be at least one mile in length and if appropriate, provide access to the resource(s). The roadway is approximately fifty miles in length. Refer to the Figure in Section 1 for Corridor limits. Universal C,.riteria No. 6 ....... A majority of the corridor must exhibit the qualifying resource(s). These resource(s) should be as continuous as possible, for the present and future. The Conceptual Master Plan provides a graphic depiction of the corridors resources and iljustrate that the resources are continuous. The existing resources within park boundaries have significant protections and will be protected for future generations to enjoy (See Protection Tedmiques ). A pictorial and narrative description of the features the traveler would encounter along the Trail is provided in the Slide Presentation. The video highlights the outstanding scenic qualities of the Trail. Universal Criteria No. 7 ....... A Corridor Advocacy Group (CAG) must be organized...The Corridor Advocacy Group was formed on April 2, 1996. The CAG submitted their letter of intent to the Florida Department of Transportation on August 6, 1996. The function of the Corridor Advocacy Group(CAG) was to document the resources located along the Trail, to obtain Eligibility from the Florida Department of Transportation, and to conduct an active Community Participation Program. The details of the Community Participation Program was outlined previously in Chapter 6. Corridor Advocacy Group Operating Rules and Procedures Committee Membership records consisted of an official roster of names, addresses and phone numbers consisting of: a) the "Charter" committee (core group) members listed as either i) individuals with or without an alternate; or ii) govermental agencies; or iii) non-gover~ental orga~zahons b) addihonal members added from hme to ~me by a majority vote of the committee 2. A quorum will consbrute the number of members greater than 30% of the number of vohng members on the roster. A quorum of members must be present for any official achon to be taken. In the absence of a quorum at ~y regularly scheduled meetin~ the CAG may meet, at the Chairman's discrehon, to discuss as informahonal items, any scheduled agenda item(s), but shall not be authorized to take any achon on such item(s). 3. Chaiman and Vice-chairman will be elected at the CAG orga~zahonal meehng, and will serve for 12 month. The Chairman and Vice- Chairm~ may serve more than one tern. 4. Meehng Schedule - Meehngs of the CAG may be regularly scheduled meehngs and/or may be called by the Chairman or by 2 or more CAG members. 5, Meehngs are open to public. The public should be encouraged to attend CAG meehngs and should be provided with an opporm~ty to speak on any item being discussed. 6. Meehngs will be tape recorded and s~mary minutes will be prepared. 7. Agendas Mll be prepared and dis~ibuted one week prior to the meehng - copies will be provided to the media and the CAG's mhling list. 8. Meeting noace to ~e members and the media will generally be provided at least two weeb prior to a meehng. IRAIL SCENIC ~11G-I-IW/~Y Desiqnation Criteria :\ttendance - 2 consecutive unexcused absences will be cause for removal from the membership roster, subject to a maiority committee w~te 10. Items for CAG agendas may submitted by staff or any member of the CAG or public at least 10 days prior to a scheduled meeting date. a) members may also add items to the agenda at the begnming of the meeting, subject to approval by the committee members present 11. The Operating Rules and Procedures will be adopted bv the CAG, and may be amended from time to time as needed by a majorit)' vote of the members present before the legislature even adopted a Scenic High~x a~ Program. A private citizen, Nit'. Robert ~X,'arren, has been spearheading this effort for many years, seeking support from public officials and the public generally. This is a campaign with deep grass roots. The Governor's Commission for a Sustainable South Florida included scenic highway designation tot the q'rail as part ot its objectives in 1995 and has been supportive of the process. An tipdate report was made to the Governor's Commission on Febmarx lgg7 and continued support for the process was expressed. List of CAG Members and Subcommittees See CAG List in the front portion of this Plan. Univers,~l C. riteria No. 8 .......A Community Participation Program (CPP) must be developed and implemented. The details of the Community Participation Program are outlined in Chapter 6. -[. EXPticrEq3 OUTCOMES Support letters Resttits of questionnaires collected at public meeting//2. Resttits of opinion surveys available at area parks and the local newspapers Resolutions from local governments supporting designation Partnering - Identification of potential partners and making them aware of the program and the benefits of being involved. Marketing Strategy including possibility of pamphlets and trip tickets on the Scenic Highway sponsored by the various groups such as the Eco-Coalition. Univer~l Criteria No. 9 .......Strong local support must be demonstrated. The idea for achieving some sort of scenic highway designation for the Tamiami Trail emerged long A broad-based citizens group tocusing on ecor~omlc development in the Everglades ('itv area, and sponsored by the Collier CoLrot)' Economic Development Council, included procuring scenic highway designation as one of its long-term objectives in A Blueprint for Civic Action dated April, 1993. [he Blueprint was presented to and accepted bv local bodies including the Everglades City Council and the Board of County Commissioners of Collier Count),, as well as the Economic Development Council of Collier County, the Everglades Area Chamber of Con'u'nerce and other interested civic groups and individuals. Shortly after the Scenic Highway Program was approved bv the legislature, the Collier County Metropolitan Planning Organization (MPO) was approached to provide support which they did. The MPO has been involved in this project, and continues to be supportive, providing the necessary staffing to keep the project on track and endorsing a draft of the Eligibility Application on May 23, 1997. Virtually every public agency affected by the proposed designation is represented on the Corridor Advocacy Group, as well as private persons from the immediately surrounding area and areas more far afield. The Naples (Collier County) Metropolitan Planning Organization, made up of all five County Commissioners and two City of Naples Council CORRIDOR A.~,NAGEMENT PLAN° , Se, dion 7 persons, provides staff support to the group and has been kept apprised throughout the process. CAG meetings were always open to the public. They were held in various locations in the County to involve as many interested persons as possible. Stakeholders identified in the beginning of the process and requesting to remain on the CAG mailing list, even if they did not choose to become members of the CAG, were notified of these meetings.. Every general CAG meeting included opportunities for members of the public to ask questions and state concerns. The Naples Daily News has expressed its support for the process in an editorial. The process is not without opposition. Some members of the Everglades City area, in particular, have expressed concern that Scenic Highway designation will inevitably lead to lowering of the speed limit or otherwise interfering with the commercial utility of the corridor. Because of these concerns, it was felt that, rather than seek formal support from public or private agencies for the Scenic Highway designation at the Eligibility phase, the CAG would seek to develop a Corridor Management Plan which addresses as many as possible of the expressed concerns in a concrete way, being sure to involve as broad a cross-section as possible in the Community Participation Plan. We believe this is consistent With the methodology outlined by the Florida Department of Transportation for achieving designation, and is best calculated both to garner public support and to present the overall plan fully, fairly and persuasively to the affected persons and entities. Numerous letters of support, resolutions, and newspaper articles have been written in support of the Tamimai Trail Scenic Highway. A copy of each of these can be found in Appendix J. ~" _z., .-,a Universal Criteria No. 10 .....A Corridor Management Plan (CMP) must be developed with the endorsement of local government(s). A Corridor Management Plan has been drafted and received the endorsement of the Collier County MPO. b. Resource Spedtic Criteria Historic, Areheological and Cultural The historic, cultural and archeological resources along the Tamiami Trail scenic corridor represent important periods in Florida history and serve to educate viewers while providing an appreciation for the past. The Research, Field Inventory and Graphic Depiction Sections of this application document a number of historic sites along the Trail that tell unique Florida stories. One story has its origins in the distant past, beginning with the region's first inhabitants, the Caiusas, to the Miccosukee Indians who live along the Trail today. The other story is of Florida's early pioneer era and the completion of the Tamiami Trail. The construction of the Trail marked the end of the pioneer period in Southwest Florida and was responsible for the early development of towns and industries in Collier County. Some highlights are the restored Bay City Walking Dredge. This piece of equipment was used to dredge and build the Trail at the same time. It is located along the Trail at the Collier-Seminole State Park and is on the National Register for Historic structures. rAMIA/AI TRAIL SCENIC HICkWAY 'Ihere are a number of Indian Villages along the 'I rail that express the traditions, values and customs of the Xliccosukee Tribe. Indian Crafts are handmade and sold at local villages and the traditional chickee huts are visible from the scenic corridor. There are a number of Indian mounds along the Trail that are not evident to the traveler of the corridor. Also the remains of the Stone Archway that crossed the 1'rail at the Dade County line are adjacent to the '[rail, but not visible from the Trail. These and other sites are,_ well documented and can be researched so that the traveler can experience these resources through interpretive facilities. Natural, Scenic, and Recreational The natural, scenic and recreational resources along the Trail are well documented m the Research, Field Inventory and Graphic Depiction Sections of this Corridor Management Plan. The natural enviromaaents withha park boundaries are assured protection for future generations to appreciate. The natural systems are fully visibte to the traveler and represent South Florida Everglades ecosystems of Sawgrass, Tropical Hardwood Hammocks, Mangroves, Saltmarshes, and Cypress Strands. The scenic resources are unrivaled anywhere in the world and are an attraction unto themselves. Recreational opportunities along the Trail are abundant and directly relate to the natural environment adjacent to the Trail. For example, swamp buggy and airboat rides are tremendous ways to see the interior of the natural environment. They also represent the lifestyle and culture of the independent folks who have settled in the area's small towns and villages. Desiqnafion Criteria CORRIDOR A'~,NAGEMENT PLAN"~)' bection / , '9~'TA/,AiA/,,Ai TRAIL SCENIC HIC,-f. IWAY ~he resources visible from the [andami 'lrail [ }Scenic Highway are afforded extensive x~-' protection thro~gh the Collier County Growth X lanagement Plan and other existing regulations and poIicies of Collier County Govermnent, Florida Department of Community .~ffairs, and the State and National Park services as described below. a. Public Lands The n-tanagement policies, regulations, laws and strategies for the agencies that administer the public land areas along the Scenic Highway will continue to be iweffect. The Scenic Highway wiII not be a new refuge, park, or preserve, but, x, ill be managed as part of the existing refuge, parks and preserves. Collier County Ninety percent of the land adjacent to the proposed scenic~ highway, east of Collier-Semh~ole State Park, is within the Big Cypress Area of Critical Sta~e Concern as displayed on the Future Land Use kIap (Figure 2) and adopted as part of the Collier County Growth Management PI,m. This area was established by the 1974 Florida Legislature and all development within the area must comply with Chapter 27F-3 of the Florida Administrative Code, "Boundary and Regulations for the Big Cypress Area of Critical State Concern" or CoIlier County Regulations, whichever are more restrictive. The Port of the Islands development is located in this area, ~d is also adjacent to the TraiI. A portion of the development was determined as "vested" by the State of Florida, thus exempting ~t from the requirements of Chapter 380, Florida Statutes. Other locaI agencies providing protection of resources along the corridor are the following: Collier County Sheriffs Office and Florida Highway Patrol: These agencies have primary law enforcement authority' on US 41. The Sheriff's Office m~ntains a sub-station at the intersection of US 41 and State Road 29. Ochopee Fire Control District: 2'his agency has primary structural and traffic accident related fire and hazardous material spill response along the highway. The National Park Service and the State Forestry Division have mutual aid agreements with the district and will respond to requests for assistance in fire suppression incidents along the corridor. Emergency Medical Services. Collier County EMS maintains a station in Everglades City. The Frotection Jec¼nioues ~,~ Ochopee Fire Control District station in Ochopee provides related services. Approximately eighty' percent of the lands adjacent to the proposed Tamiami 1'rail Scenic Highway are publicly owned. Regulations and policies of state agencies and those of the State and National parks provide additional protections to the scenic corridor's resources, Florida Game and Freshwater Fish Commission The Game Commission controls hunting and fishing on both public and private lands. It sets the hunting seasons and provides enforcement for game laws. Fhe Game Commission also controls all certain vehicle (ATV) use on state lands, and ent:orces ~'espass laws. South Florida Water Management District 'Ihe District ix responsible for permitting for water management activities for all of South Florida. It conducts permitt-ing review in coniunction with the Army Corps of Engineers. Collier-Seminole State Park '-['he Florida Department of Environmental Protection Division of Recreation and Parks has numerous policies, standards and regulations to afford protectkin to the resources of state parks, while at the s~ne time providing access to visitors. All plant and animal life is protected in state parks. State laws and regulations that protect the state's natural resources, including those of the Florida Park system, are in effect along the proposed scenic corridor. Additionally, Collier-Seminole State Park maintains regular patrols along all park boundaries incIuding the park boundary along U.S. 4t. Picaytme Strand State Forest The Florida Division of Forestry is the sole land manager for the Picayune Strand State Forest. This Forest includes south Golden Gate Estates. In addition, lands purchased by the state within the Belle Meade Conservation and Recreation Lands (CARL) project are being added to Picayune Strand State Forest and will be managed the same way. These lands will be open to the public, and will have horse, bicycle, and hiking trails. Hunting and fishing are allowed. The Division of Forestry has primary responsibility for controI of brushfires throughout the scenic highway corridor. While much of the South Florida ecosystem is dependent upon fire to control CORRIDOR/~AANAGEMENT PLAN° 5edion 8 invading brush, brushfires can cause seriouts damage if they occur in dry or windy conditions. One tool to prevent brushf~ires is prescribed burning under the Hawkins Bill. The Division of Forestry can conduct prescribed burns on lands that have multipie absentee landowners, in order to prevent devastating wildfires. AI1 the public land managing agencies along the Trail, within their own boundaries utilizes prescribed burning. Ten Thousand Islands National Wildlife Refuge The following are highlights of existing policies and regu12rtions providing resource protection within the Ten Thousand Islands National Wildlife Refuge: Executive Order 129%, Management and General Public Use of the National Wildlife Refuge System, March 25, 1996 prescribes the Refuge System's purpose of preserving a national network of lands and waters for conservation of fish, wildlife, and plants ot the Urfited States for the benefit of present and future generations; identifies compatible wildlife-dependent recreational activities as priorit), uses of the system; outlines guiding principles for management of the System with habitat partnerships, and public involvement. · The Fish a2~d Wildlife Service Manual (631 FW4), oufiines policy to guide refuge planning, protection, and operation of national wildlife refuges on various administrative levels. Public Law 100-696 (AKA Arizona - Florida Land Exchange) outlined an exchange of land at the Phoenix Indian School for 107,800 acres of land in Collier County and $34.9 million from corporations owned by the Collier family. Approximately 19,620 acres of land will be used to establish Ten Thousand Islands NWR. The National Wildlife Refuge System Administration Act, implemented under l'itle 43 CFR 24.3, provides directives for management of refuges ~or protecting and conserving fish and wildiife including those threatened with extinction, those on wiIdIife ranges and waterfowl production areas. Service officials are a~thorized to permit by regulation the use of any refuge where such uses are compatible with the major purpose of the refuge. Other Policies and Regulations Executive Order 11990, Protection of Wetlands, May 24, 1977 orders federal agencies to avoid adverse impacts associated with new or improved development in wetlands, minimize destruction, Ioss, or degradation of weftands and preserve wetiands and incorporate measures to minimize harm to wetlands. Migratory Bird Treaty Act, implemented under Title 50 CFR establishes a frmnework tor the protection and conservation of migratory birds; regulations govern all facets of harvest, use, and propagation of these wildlife. Marine Mammal Protection Act, implemented under the Tifie 50 CFR 18 prescribes protection for the manatee (and other marine mammals) by federal regulation. Bald Eagle Protectdon Act (116 USC Of,8-O68d), implemented under Title 50 CFR 22 outlines protection regulations for the bald eagle (and golden eagle) by prohibiting the take, possession, and commerce of such birds. The endangered Species Act of 1973 (lt~ USC 1531-1544), implemented under Title 50 CFR 17, provides for the conservation of ecosvstems upon which threatened and endangered species of fish, wildlife, and plants depend through a variety of measures including enforcement of regulations which prohibit taking, possession, sale and transport of these species and acquisition of land to conserve these species. Archaeological Resources Protection Act (16 USC 470aa-47011) established protection provisions for unauthorized removal, or damage of archaeological resources from federal lands. Similar provisions are afforded under the Antiquities Act, which covers not only archaeological resources but also objects of antiquity on federal lands. Big CYl:n, ess National Preserve The National Park Service (NPS) has a myriad of protection techniques that can be employed depending on the situation. The primary law governing how Big Cypress lands will be protected is Public law 93-440 (the Act) which describes specific activities which will be firhired and '~TAMIA/~AI TRAIL SCENIC HIC_.~HWAY Protection Techniques controlled througln the regulatory' process. Tinis law also limits private property development in the ['reserve and requires that private property owners comply with all state and county ordinances. The NPS is allowed to acquire private property wtnen a landowner faiIs to comply with these rules and regulations. NPS rangers lnave law enforcement powers to regulate visitor and resource protection activities on NPS land. 7he NPS is also responsible for all wildfire suppression and prescribed burning activities along the corridor. A primary management goal is to restore normal sheet flow and to remove fill material that may impede water flow. The NPS is also removing solid waste and removing abandoned s~ructures along the corridor. Most of ttne Big Cypress National Preserve is a Type I \Vildlife Management Area. The N PS and Florida Gnme and Freshwater Fish Comrnissior~ (GFC) work in close cooperation to manage"The des inuntir~g activities. The GFC also has enforcement authority on these Innds. b. Private Lands Protection techniques generally fall into two broad categories: nonregulatory and regulatory measures. Some nonregulatory, or voluntary, measures that could practically be employed by the Corridor Management Eniity include educational initiatives, interpretive tour guides, roadside pulloffs and interpretive signage, ~'md design guidelines. as a re$ou Voluntary Protection Measures Educational Initiatives Educational initiatives include techniques that increase public awareness of the historic and scenic significance of the Tamfatal Trail and the need to protect it. Through education, regulatory measures, such as land use and zoning controls, which are sometimes perceived as limiting to economic development and invasive of property rights, can be seen as necessary to protect a community's special character. Interpretive Tour Guide An interpretive tour guide graphically details lavers of regional history and landscape characteristics to the traveIing public. Through a series of maps, motorists can learn about fine natural environment, fine local culture, and historic events that Inave sinaped the Tamiami Trail corridor into wtnat it is today. Roadside Pulloffs and Interpretive Sigrmge Roadside pulloffs and interpretive signage provide the traveling public with an opportunity to stop their vehicle and safeIx' view significant landscape or historic features. Interpretive panels witIn text, photos, and sketches can be used to provide interesting information about the area. Design Guidelines Tlne design manual describes historic and scenic landscape characteristics in relntion to fine land today. 7he manual provides for the preservation of unique characteristics of fine Scenic Highway by )[ a road l is the with 1. suggesting voluntary guidelines for new developments so that projects can be constructed in a way that is compatible with the historic and scenic character. Guidelines are often written for: development and access points; screening and buffering of developments; landscaping; building setbacks and placement; architecture; parking; lighting; signage; stormwater and utility infrastructure; and transportation and safety issue including accommodation of pedestrians and bicycles. A design manual can foster greater cooperation between developers and regulators. It cain also stimuIate creative design solutions by' presenting alternatives to the development community for enhancing and beautifying the I'amiam-ti Trail Scenic Highway. Some other voluntary protection techniques tinat could be employed by Collier Count>, include notification and recognition, incentive programs, designation, and land and easement acquisition. Notification and Recognition Significant resources can often be protected by notifying a landowner about the location and importance of a resource on ttneir property. A short letter and follow-up visit by the CME or Collier County may be enough to persuade the landowner to implement protective measures. Public recognition of a landowner and their significant CORRIDOR MANAGEMENT PLAN° bedion property with a plaque or award is a good way to instill pride and ensure long-term protection. Incentive Programs Tax abatements in the way of reduced property taxes have been widely used to encourage the preservation and enhdncement of significant resources. Financial assistance through grants and loans is another effective type of incentive for resource protection. NIanv lando~vners may be happy to participate in roadside conservation activities, such as planting trees or clearing nuisance vegetation to open up the scenic views, if they could be reimbursed for their expenses. Designation The designation of a road as a "Scenic Highway" is the official recognition of the significance of the intrinsic resources associated with the highwa). Designation provides the greatest protection of resources within scenic corridors when combined with strong land use and zoning regulations that require new development and other activities to be compatible with the character of the corridor. Such land use and zoning regulations are currently in place within Collier County. Once the Tamiami Trail is designated a State Scenic High~vay, the County and/or the Florida Department of ~I'ransportation may choose tO pursue the National designation for further recognition and protection. Land a~nd Easement Acquisition Collier County can directly protect land by purchasing property in fee simple or acquiring the development rights through a conservation easement. Land acquisition is the most certain and permanent form of landscape protection. Conservation land can also be purchased by the County and leased back to the previous owner or other entity subiect to certain restrictions for management to protect significant resources. This arrangement provides for income to the County from the leasing arrangement and income to the land.manager from agricultural or forests products or public access fees. Regulatory Protection Measures Regulatory protection techniques that could be employed by the County include transfer of development rights and corridor overlay zones. However, it is not the intent of the Scenic Highway Designation to be regulatory in nature. Because so much of the land along the Tamiami ~[rail Scenic (c'C~TAMIAJ~AI TRAIL SCENIC HICkWAY Highway is already in public mvnership, neither of these regulatory techniques is recommended at this ti me. /T~)~ he Florida Department of Transportation has committed $300,000 of enhancement funds for enhancements / improvements along the Tamiami Trail Scenic Highway. These funds are included in thmr adopted work program for Fiscal '~'ear 2002/2003. Funding/Partnering opportunities are being pursued by the FDOT with the South Florida Water IXlanagement District in relation to their hydrologic restorSion/culvert installation project on the Tamliami Trail. The Big Cypress National Preserve has been awarded $3.9 million for safety improvements along the section of the I'amiami Trail that provides access to the Preserve. Funding / parreefing opportunities with this agency should be pursued bv the CME as well a list of potential ~nding sources can be found at the end of this section. The following were identified as potential partners to help promote or fund promotional activities for the Tamiami Trail Scenic Highway: National Park Service South Florida Water Mm~agement District U.S. Fish and Wildlife Service State of Florida Dep~tment of Environmental Protection, Park Service Florida Department of Transportation Collier County School District Cities of Marco Island, Naples, Chokoloskee and Everglades City Independent Miccosukee and Seminole Private Businesses and Land owners along the corridor Elected Officials Economic Development Council Chambers of Commerce State of Florida Bureau of Historic Preservation Local Sports and Environmental Interest Groups Promotion The Tamiami Trail tells a rich and colorful story of geography, man and nature. This story, like a Seminole legend or the call of a snowy egret is not well known by Florida's visitors and residents, and many people who live only a short distance away Fundina and Promotion ..,~. have never traveled the Tamire'hi '1 rail and experienced the remarkable beauty. Building Awareness The first step in a comprehensive promotion plan ~s to build awareness, including activities that lead to desire to visit an area or learn more about the natural history and people of the area. At a public meeting on April 2, 1998, members of the Corridor Advisory Group and public discussed opportunities and techniques to promote awareness of the Scenic Highway. The following ideas and recommendations were agreed upon at that meeting. The lamiami Trail Scenic Highway corridor has both outstanding and orle-o[-a kind characteristics that deserve greater awareness. Among those are: Natural Beauty Environmental Functions and V a] ues Cultural history of the area, the native people and the historic building of the highway Wildlife Opportu~ties to experience a unique landscape from your car Opportunities to get out of a vehicle and walk, canoe, take an airboat tour, etc. Local businesses and amenities including Indian villages, campgrounds, food services, tour services, etc. Targeting Awareness Activities In the near future, it is conceivable that a family in Germany will investigate scenic highways on the lnternet and plan their Florida vacation to include a day trip to tour the Tamiami Trail. In the immediate future, however, there appears to be a need to target activities locally. The following are groups and businesses that were identified in the public workshops as priority marketing targets: Collier, Lee and Dade County tourist related businesses (hotds, travel agents, restaurants, rental car offices, welcome centers and chamber of commerce, airport, etc.) In addition to the availability of printed material, this campaign should be directed toward educating personnel in these businesses so that they will be able to CORRIDOR/~NAGE/~ENT PLAN'~ ~echon ¥ refer visitors to the Trail, l.ocal residents Local media (television, radio, print) Seasonal residents Local schools (children will become aware and then encourage their parents to visit the area.) Promotional Techniques Several promotional techniques have been suggested, including the following: A Speakers Bureau (most effectiveIx directed toward the tourism business industry, IocaI civic associations such as Rotary, special interest organizations such as local historical societies, Audubon chapters, etc.) Printed Material, specifically an overall map that would show the location of alI the amenities and attractions along the Tamiami Trail. Video tape promoting the Tamiami ~[rail (12 - 20 minutes long) that could be distributed to libraries, schools, television stations, etc. Festivals and Special Events-booths and printed material should be displayed at festivals and special events in the area. Trade Shows AudioTape or CD Tour that would enhance the views with cultural and environmental information about what travelers are seeing from their cars. Visitor's TV Channel spots or specials Internet / Web Page Gateway/Visitor Complex, a jointly sponsored visitor center that would provide information about all the opportunities to enjoy the area, and not be limited to promotion of some but not all amenities in the area. Of this list, the comprehensive map and the gateway visitor complex are the two techniques that would be most effective and should be undertaken as soon as possible. Potential Partners The follo~ving ~vere identified as potential partners to help promote or fund promotional activities for the Tamiami Trail Scenic Highway: 'k~TA/,AIAJ~I TRAIL SCENIC HIGHWAY National Park Service South Florida Water Management District U.S. Fish and Wildlife Service State of Florida Department of Environmental Protection, Park Service Florida Department of Transportation Collier County School District Cities of Marco Island, Naples, Chokoloskee and Everglades City independent Miccosukee and Seminole Private Businesses and Land owners along the corridor Elected Officials Economic Development Council Chambers of Commerce State of Florida Bureau of Historic Preservation Local Sports and Environmental haterest Groups Measuring Promotional Success The measurable indicators of a successful awareness promotion campaign could include more visitors, longer visitor stays, and more dollars spent in the area. The following list of other possible funding sources and promotional ideas describes the Federal, State and Local resources that can or will be pursued by the Corridor Management Entity during the implementation phase of this project. Listed with these sources are the activities on which these funds may be spent and any matching requirements. Fundin,~ and Promotion Funding Source National Scenic Byways Grant Florida Highway Beautification Council Grant Program Adopt-A-Highway Program Historical Museums Grants-in-Aid Coastal Management Grants Program Activities Applicable All Phases/All Improvements Matching 80120 matching Landscape Improvements ! ' 50~50 matching Litter/maintenance ] i Citizen Involvement Historical exhibits/signs __] i 50~50 Resource Protection ]; 100% match Florida Recreation and Development Assistance Grant Program ] I Recreation I i 0- 50150 match FDOT Work Program Safety Improvements ] i None FDOT Enhancement Funds Partnership Opportunities (Big Cypress National Preserve) South Florida Water Management District Local Funding Private Donations iConstruc~ionofSpecificlmprovements] L None Safety Improvements J l Unknown Improvements/Enhancements I [ Fundraising and Sponsorships CORRIDOR MANAGE/~AENT PLAN~ I0~0 TA/,AIA/',AI TRAIL SCENIC HIGHWAY ~ brough the Corridor Advocacy Group, a .i f' public/private partnership has evolved to ~ ettechvely cooperate w~th the local govermnent that is responsible for the Coilmr County Comprehensive Plan. This Comprehensive Plan was adopted bv the Board of County Commissioners on October 28, '1~97, and found in compliance by the Department of Community Affairs on December 24, 1997. In the course of preparing this Corridor Management Plan, local comprehpnsive plan elements were reviewed for current or proposed transportation issues. This Corridor Management Plan has been developed to be consistent with, to the maximum extent leasiblc, the approved growth management plans of the participating local governments and the Southwest Florida Regional Policy Plan. The goals, objectives, and strategies contained in this plan are designed to assist local govermnent and public interests by providing valuable resource data that can be utilized in the comprehensive planning process. In urbanized areas with populations greater than 50,000, the primary responsibility for transportation planning is vested with Metropolitan Planning Organizations (MPO), which are comprised of local city and county elected officials. Annually, the Naples-Collier County MPO prepares a Unified Planning Work Program (UPWP) that describes in detail the tasks for the upcoming year for every public mode of transportation or public facility. A Transportation Improvement Plan (TIP)is also prepared annually that specifically 'allocates the budgeted funds for various projects. Both the UP\VP and the TIP contain work tasks associated with the development of the Tamiami Trait Scenic Highway. Relationship to Comprehensive Plan CORRIDOR/~NAC~/~:NT PLAN ~! 0~. TAMIA~I TRAIL SCENIC HIGHWAY ~The following were identified as potential partners to help promote or fund promotional activities for the Tamiami Trail Scenic Highway: · National Park Service · South Florida Water Management District U.S. Fish and Wildlife Service State of Florida Department of Environmental Protection, Park Service Florida Department of Transportation Collier County School District Cities of Marco Island, Naples, Everglades City, and Chokoloskee Independent Miccosukee and Seminole Private Businesses and Land owners along the corridor Elected Officials Economic Development Council · Chambers of Commerce · State of Florida Bureau of Historic Preservation · Local Sports and Environmental Interest Groups A Partnership Agreement will be drafted by the Corridor Management Entity. Partnerships and Aclreements ~ :::)echon I I I.O?TAY~IA/v~I TRAIL SCENIC HIGHWAY Corridor/~anaqemenf Entity 0 he Corridor Management Entih' (CME) will serve as the caretaker of fi~e sc,e, mc corridor by ensuring tha~ ~he Action Plan is execute~ and fi~at all corridor activities are mom~ored and implemented according to the Corridor Managemere Plan. A Corridor Management Entity Agreemen~ has been drafted and is outlined be]o~. Once the Corridor Managemen~ P]an has been finalized, ~he CME Agreement will be executed. DRAFT (August 20, 1998) U.S. 41 SCENIC HIGHWAY CORRIDOR MANAGEMENT AGI~nRMENT AGREEMENT (this "Agreement") is entered into as of the day of, 1998 by and among the parties shown on the signature page hereto. Recitals: (i) A portion of the Tamiami Trail, U.S. 41, has been designated as a "Florida Scenic Highwa,." (the "Scenic Highway") by the Florida Department of Transportation. (ii) The designation as a Florida Scenic Highway was achieved through application made by the U.S. 41 Scenic High~vay Corridor Advocacy Group (the "CAG"). (iii) Prerequisites to designation as a Florida Scenic Highway were (a) preparation and submittal by the CAG ot a Corridor Management Plan (the "Corridor Management Plan") setting forth goals and visions for the Scenic Highway, as well as strategies to achieve such goals, and (b) institution of a "Corridor Management Entity" to facilitate and monitor accomplishment of those goals. (iv) The parties hereto desire to establish the Corridor Management Entity. (v) It is desired that the Corridor Management Entity should include interested and affected citizens, landowners, businesses, and public land managers within the area affected by the Scenic Highway. NOW, THEREFORE, in consideration of the above premises and the mutual covenants and agreements set forth herein, the parties agree as follows: 1. There is hereby created the U.S. 41 Scenic Highway Corridor Management Enti~ (the "CIVIE"), which will initiate, coordinate, and monitor plans, strategies, programs and events for the improvement and enhancement of the Scenic Highway, taking into account the plans, visions, goals and strategies set forth in the Corridor Management Plan. 2. The CME shall be composed of the following: Three private citizens to represent users of and/or landowners along or affected by the corridor (the "Citizen Members"). Two individuals representing businesses interests within the immediate area of the corridor (the "Business-at- Large Members"). One representative from each of the following (the "Entity IVlembers"): The Collier County Board of Commissioners The City of Everglades City Florida Department of Transportation(FDOT) Naples / Collier County Metropolitan Planning Organization (MPO) "Florida Department of Environmental Protection - State Parks (DEP) Ten Thousand Islands National Wildlife Refuge (USFWS) Big Cypress Basin - South Florida Water Management District (BCB) Big Cypress National Preserve (NPS) Collier County Economic Development Council (EDC) 3. Each Entity Member shall provide technical and/or professional advice in the area of planning, engineering, architecture, economics and/or environmental management as may be appropriate. 4. Each representative appointed by an Entity Member shall serve at the pleasure of the appointing authority. 5. The initial Citizen Members and Business-at-Large Members shall be appointed by the CAG. Citizen Members CORRIDOR MANAC~MENT PLAN° , ~ectlon I Z and Business-at-Large Members shall serve I. wo-vear ternIs. Successors to the Citizen Members and Business- at-Large Members shall be selected by', and vacancies in such memberships shall be filled by, the CAG. In tile event that the CAG ceases to exist, tile CAG may' appoint a successor entity to be responsible for selection of such members. In the absence of such a successor entity, the successors to the Citizen Members and Business at Large Members shall be appointed by, or vacancies in such memberships shall be filled by, the other members of the CME. The CME shall elect a Chair and Vice-Chair each to serve terms of two calendar years. The same person may succeed himself or herself in these positions. 7. The CME may adopt such bylaws and organizational rules as shall be necessary or appropriate for the organization and operation of the CME, consistent with the provisions hereof, including as appropriate provision for the formation of "Action Committees," task forces or other committees, the eIection of other o~cers and retention of employees or independent contractors m the CME's discretion. 8. Staff resources shall be provided by the Collier County Metropolitan Planning Organization, which shall keep and maintain all records of tile CME. Nothing contained herein shall constitute the adoption of the provisions of the Corridor Management Plan as a law, regulation or ordinance ot any public body. Land management planning decisions, directions, budgeting and implementation of the public lands within the corridor are the responsibilit5' ot the individual public agencies. 10. This Agreement is a continuing contract and program to ensure implementation and consistency in carrying out the goals and objectives of the Plan. However, any member entity mav terminate its participation in the C'ME upon thirty (30) days written notice. The CME wiit terminate when no party remains active. 11. This Agreement may be amended only with the written consent of all fine parties hereto. This Agreement sl~all be governed by and construed in accordance with the laws of the State of Florida. IN WITNESS WHEREOF, the undersigned have executed this Agreement as of the day and year first written above. The Collier County Board of Commissioners The City of Everglades City By: Florida Department of Transportation (FDOT) By: Collier Metropolitan Planning Organization (MPO) By: Florida Department of Environmental Protection - State Parks By: Ten Thousand Island National Wildlife Refuge (USFWS) By: Big C. ypress Basin - South Florida Water Management District (BCB) By: Big Cypress National Preserve (NPS) By: Collier County Economic Development Council (EDC) By: Tamiami Trail Scenic Highway Corridor Advocacy Group By: By: William R. O'Neill, Chairman <OTAMIA/~AI TRAIL SCENIC HIGHWAY ~ he Florida Scenic High~vays Program Mission C,xl/) Statement states that ... "The Florida Scenic ~ H~ghwa}'s Program will preserve, maintain, protect and enhance the intrinsic resources ot scenic corridors through a stmtainable balance o~ conservation and land use. Through community- based consensus and partnerships, the program will promote economic prosperity and broaden the traveler's overall recreational and educational experience." The following goals, objectives, and strategies xxere developed based on input from members of the Corridor Advocacy Group and from attendees at public workshops held throughout the corridor eligibility and designation process: GOAL #1: To preserve, maintain and enhance the Tamiami Trail Scenic Highway's natural and scenic resources. ""{~ver, Unl( Beouchc Objective 1.1: Manage vegetation along the Scenic Highway in order to preserve, maintain and enhance the views. Vegetation management would include the selective removal of exotic and/or native plant species. Strategy 1.1.I: Develop a comprehensive vegetation management plan among the following agencies: Florida Dep~tment of Transportation, Big Cypress National Preserve, Collier-Seminole State P,-trk, 'Ien Thousand Islands National Wildlife Refuge, Picayune Strand State Forest, and Fakahatchee Strand State Preserve. Focus these efforts on brazilian pepper and cabbage palms located adjacent to the Trail within the westernmost seven miles and mile number 26 through 27 and 31 through 32. Also focus cattail removal efforts in the area c/l[ mile 9 through10 and 12 through 15. Strategy' 1.1.2: Open up some of the obstructed views along the scenic highway through selective vegetation clearing/management. Focus these efforts ~vithin the areas described in Strategy 1.1.1. Strategy 1.1.3: Coordinate with the U.S. Army Corps of Engineers (USACOE) in relation to their Integrated Management Program and their Goals, Objectives and .Strateqies C'oordinated IXlanagement Program for managing invasive plant species in higln quality areas within the South Florida ecosystem. Exotic or nuisance vegetation removal wi'thin tlne roadway right-of-way by FDO'I' should be coordinated witIn removaI bx adjacent landowners. 5;trate~g3 I. 1.4: Provide information directIx, or through other land management agencies, to pr~ atu propert)' owners along the Scenic Highwa} regarding the importance of vegetation management and upcoming maintenance efforts. take the Objective 1.2: Ensure tinat design and construction along the 'l-'an~iami Trail Scenic Highway preserves, maintains and enhances the Scenic High~vax's natural and scenic resources. Strateg3' 1.2.1: Coordinate ~xith FL)O'I re." regarding replacement of the bridges omalong the l'amiami TraiI Scenic 'f Noples)Highwas. As these bridges are replaced, consideration should be given to the design and construction so tinat they enhance tlne scenic nature of the corridor while maintaining their purpose. Strategy' 1.2.2: Coordinate with the Big Cypress National Preserve regarding design and construction of their safety improvements. Strategy 1.2.3: Coordinate with the USACOE regarding the Modified Water DeIiveries to Everglades National Park project. Partnership opportunities for enhancements should be explored as well. Strategy 1.2.4: As the existing guardrail ix replaced, it should be designed and constructed with a guardrail type that enhances, or, at a minimum, does not detract from the scenic beauty of the surrounding landscape. Strategy 1.2.5: As conveyance structures and modifications are implemented, these facilities should be constructed so that they will not detract from the scenic nature of the corridor while maintaining the purpose and intent of the ~vater conveyance structures. Perhaps, through cooperative efforts, enhancements can be created while constructing additional structures. These could include scenic pullouts, informational displays, kiosks, observation areas, etc. CORRIDOR MANAGEMf:NT PLAN~ ~ection 15 Strategy 1.2.6: Develop aesthetic/design guidelines for the Tamiami Trail Scenic Highway to assist adjacent property owners in the design and construction of their projects. Objective 1.3: Coordinate with other federal, state and local agencies whose projects may effect the Tamiami Trail Scenic Highway. Every effort should be made to coordinate and collaborate on these efforts, to pool resources and establish funding commitments to accomplish a higher quality outcome than could be accomplished alone. Strategy 1.3. I: Participate in the South Everglades Restoration Alliance (SEIL~). The CAG may seek out SERA representation when forming their Corridor Management Entity as this group represents major restoration efforts in the South Florida Everglades. Strategy 1.3.2: Participate in meetings of the South Florida Ecosystem Restoration Working Group. This organization is comprised of Federal, State and Indian representatives and has the responsibility of prioritizing Everglades and South Florida restoration proposals for the U.S. Army Corps of Engineers (USACOE). Strategy. 1.3.3: Coordinate with the U.S. Environmental Protection Agency (EPA) and the Florida Department of Environmental Protection (FDEP) regarding their comprehensive water quality strategy for the South Florida region and their comprehensive wetlands conservation, mitigation and permitting strategies. Strategy 1.3.4: Once the Florida Scenic Highway designation has been achieved, consider pursuing the National Scenic Highway Designation for the Tamiami Trail. Objective 1.4 Minimize environmental impacts. Strategy 1.4.1: Wherever possible, limit new construction in already impacted areas. GOAL #2: To preserve, maintain, and enhance the recreation resources provided at park lands and private commercial establishments along the Scenic Highway. Objective 2.1: Enhance the recreational opportunities along the Tamiami Trail Scenic Highway. Strategy 2.1.1: Enhance existing roadside parks to include amenities such as boardwalks, picnic areas, hiking trails, and wildlife observation areas. Strategy 2.1.2: Coordinate with FDOT regarding replacement of the bridges along the Tamiami. Trail Scenic Highway. Consideration should be given to the design and construction so that they enhance the recreational opportunities (i.e. fishing and canoeing) of the corridor while maintaining their purpose. Strategy 2.1.3: Coordinate with the Big Cypress National Preserve regarding recreational opportunities associated with their safety/access improvements. Strategy 2.1.4: Develop a recreation guide which iljustrates the various recreational opportunities along the Trail. Develop a mile-marker system to simplify locating these opportunities. Strategy 2.1.5: Develop a comprehensive strategy regarding the addition of bicycle lanes or paved outside shoulders along the scenic highway. Strategy 2.1.6: Construct observation decks to provide access to the most extraordinarily scenic views and wildlife observation opportunities. Strategy 2.1.7.' Construct vehicle pulloffs along the scenic highway in the areas identified in the Conceptual Master Plan. GOAL #3: To preserve, maintain, and enhance the cultural and historic resources of the Trail relating to Collier County's heritage and the native American experience. Objective 3.1: To enhance the understanding of the cultural and historical resources related to Collier County's heritage and the native American experience. Strategy 3.1.1: Conduct an interpretive signage study to identify the location and content of interpretive signs along the scenic highway. This signage study should include archaeological, environmental, and cultural aspects of the area. Strategy 3.1.2: Construct information kiosks that explain the cultural and historical significance of this Scenic Highway. TA/~IAMI TRAIL SC~IC HIGHWAY Strategy 3.1.3: Develop an audio tour of the Scenic Highway that emphasizes the culture and history of the area, including the native American culture and the hardships endured during the construction of the Trail. Strategy 3.1.4: Develop a brochure, including a mile marker and signage system that explains the historical and cultural sites to be experienced along the Trail. GOAL #4: To preserve and maintain the function of the rondway as a commercial corridor and major arterial while safeIs' accommodating local traffic, as well as commerciai and tourism travelers. Objective 4.1: Identify roadway improvements necessary to promote ease of access into and within the corridor for vehicles, pedestrians, and bicyclists. Strategy 4.1.1: Provide safe pullouts and pulloffs along the Scenic Highway. Strategy 4.1.2: Develop a mile-marker and signage system and map that identifies safe access points. Strategy 4.1.3: Coordinate with the Big Cypress Basin Board, FDOT, and the Big Cypress National Preserve regarding maintenance of traffic and construction related to the Water Conveyance Structure Projects to ensure that the mission of mobility and safety is not diminished during structural changes to the roadway. Strategy 4.1.4: Continue periodic maintenance and replacement of the guardrail along the Scenic Highway. Strategy 4.1.5: Monitor accident rates along the Tamiami Trail to identify future improvement needs. Strategy 4.1.6: Conduct regular traffic counts along the scenic highway to assess the levels of service and operat:ion of the roadway as a commercial corridor. GOAL #$: To provide Collier County residents an opportunity to participate in the planning decisions for the Scenic Highway. Objective 5.1: Include residents in planning decisions for the Scenic Highway. Goalsr Obiecfives and Sl'rol'ec)ies ~ Strategy 5.1.1: Invite residents to be members of the Corridor Management Entity (CME). Strategy 5.1.2: Invite citizens to each of the CME meetings. Strategy 5.1.3: Update the Corridor Management Plan every 5 years; include a Citizen Participation Program associated with the updates. GOAL #6: To encourage support of the effort to preserve, maintain and enhance the Tamiami Trail Scenic Highway for the community. Objective 6.1: Gain support for the Tamiami Trail Scenic Highway. Strategy 6.1.1: Develop partnerships with other public and private entities. Strategy 6.1.2: Continue the speaker's bureau throughout the community to educate citizens regarding the benefits of the Scenic Highway. Strategy 6.1.3: Develop a Tamiami Trail website to promote this scenic highway. GOAL #7: To provide education opportunities for travelers that will explain the globally unique scenic and natural elements of the surrounding landscape. Objective 7.1: Educate travelers regarding the unique scenic and natural resources of the surrounding landscape. Strategy ZI.I: Develop a Gateway/Visitor Complex that would be the clearinghouse for education materials of all kinds regarding the Tamiami Trail Scenic Highway. This complex would house information regarding both public and private tourism-related opportunities. Strategy Z1.2: Develop an educational brochure that explains the unique scenic and natural landscapes along the corridor. Strategy ZI.3: Construct interpretive signs (based on the signage study) along the boardwalks and hiking paths to educate visitors about their surroundings. Strategy 7.1.4: Develop an identification guide of commonly-sighted wildlife along the Tamiami Trail. GOAL #8: To preserve for future generations a truly CORRIDOR MANAGEMENT PLANI~ 3t~C1'10['1 I ..3 unique American-style historic and Native American cultural heritage. Objective 8.1: To enhance the understanding of the cultural and historical resources related to the American-style historic and the native American experience. Strategy 8.1.1: Prepare or obtain a study regarding the culture and history of the area. Strategy 8.1.2: Construct information kiosks that explain the cultural and historical significance of this Scenic Highway. Strategy 8.1.3: Develop an audio tour of the Scenic Highway that emphasizes the culture and history of the area, including the native American culture and the hardships endured during the construction of the Trail. Strategy 8. I.4: Develop a brochure, including a mile marker and signage system that explains the historical and cultural sites to be experienced along the Trail. Strategy 8.1.5: Facilitate access to public Indian villages along the Tamiami Trail Scenic Highway using a mile marker and signage system. Strateg. y 8.1.6: Celebrate the culture and heritage of the area through local customs and festivals. Goal #9: To support the development and enhancement of a service industry near the Tamiami Trail. Objective 9.1: Support the public/private service entities along the Scenic Highway. Strategy 9.1.1: Encourage privatization of businesses along the Tamiami Trail Scenic Highway. Explore public/private partnerships with these businesses. Strategy 9.1.2: Develop a standardized joint (private/public) brochure to promote the services and amenities along the Trail. Goal #10: To support economic development, ecotourism and other recreational and commercial opportunities. Objective 10.1: Develop informational and promotional materials and distribute them to appropriate public and private tourism and economic development agencies. Strategy 10.1.1: Develop a standardized joint (private/public) brochure to promote the services and amenities along the Trail. Strategy 10.1.2: Coordinate with local and regional tourism-related business to distribute this promotional information. Strategy 10.1.3: Develop an internet webpage that promotes Tamiami Trail Scenic Highway. Link this webpage to local, regional and state tourism-related websites. Objective 10.2: Coordinate promotional campaigns with businesses and tourism-related associations along the Scenic Highway. Strategy 10.2.1: Develop a series of promotional events related to the intrinsic resources that will promote awareness of the corridor and stimulate economic development. These promotional events could include things such as swamp buggy parades, Tamiami Trail Scenic Highway Cleanup Day, Native American Cultural Festivals, and/or Bicycle Races. [/~IA/~I TRAIL SCENIC HIC~IWAY Action Plan .'~ T,~he Action Plan for the implementation phase ot the '1 amiami 'l'rail Scenic Highway focuses on the mmediate (Year 1998 - 21)03) tasks. As shown m the table below, tlnese actions are categorized into the ~ following three categories: Corridor Improvements/Enhancements; Promotion/Community Participation; and Administration/Coordination. Action items in each of these categories range from highest priority to medium and lower-priority projects. The responsible entity lists any individua~l, agency or organization tinat would be likely to participate m any part of the action item. Action Plan (I 998-2003) Action A. Corridor Improvements/Enhancements Vegetation Management/Exotics Removal within Right-of-Way 1998 - 2000 Vegetat, on Management/Exotics Removal outside Right-of-Way 1998 - 2000 Prepare a Detailed Master Plan tot the Tamiami lrail Scenic Highway1999 - 2000 Construct Additional Roadside Pulloffs 199{J - 2000 Construct GatewaylVJsJtor Complex/Information Center 1998 - 2003 Add/Upgrade Amenities at Existing Roadside Parks 1998 - 20QQ Conduct a Signage/Interpretive Study 1999 - 2000 Prepare/Obtain an Archeotogical/Historical Study 1999 - 2000 Install Mile-marker and Signage System 7,000 - 2003 Develop lamJami Irail Scenic Highway L)esign Guidelines 2000 - 2003 Construct Information Kiosks Along the ~cenic Highway 2000 - 2003 Guardrail Replacement/Design Consistent with Scenic Highway As Required for Safety Year B. Promotional/Community Participation Develop Standardized Joint (Public/Private) Brochure 1998 - 2000 Create InternetWebpage 1998 - 2000 Construct Gateway/Visitor Complex 199t~ - 2003 Consider Pursuing National Scenic Highway Designation 1999 - 2001 Create Audio lout 2000 - 1001 Host Special Event/Festival 2000 - 200! C. Administration/Coordination Coordinate/Schedule Vegetation Management Coordinate with I-UC)I regarding Bridge Design Develop a Coordinated Bicycle/Pedestrian Plan Coordinate with BCNP Regarding Safety. Improvements 199~-1999 1998- 2003 1998-2OO0 1998 .~ooo Apply for Funding (Local. State. Federal) Coordinate with Local Agencies and Big Cypress National Preserve Re~rdin~ the Intersection of fir 29 ~nd the T~mi~mi Tr~il Coordinate with USACOE regardingVegetation Management Coordinate with USACOE ret, ardin~ Modified Water Deliveries Review/Revise Corridor Management Plan 1998-2~ 1998-2003 1998- 2OO0 1998-2000 2002- 2003 CORRIDOR MANAG-E./~ENT PLAN'1~ Collier County Public Transportation Development Plan FY2000-FY2004 Final Report June 1999 Collier County Public Transportation Development Plan, Collier County Metropolitan Planning Organization 2800 North Horseshoe Drive Naples, Florida 34104 (941) 403-2400 Fax (941) 643-6968 Project Manager. Gavin Jones Center for Urban Transportation Research University of South Florida College of Engineering 4202 E. Fowler Avenue, CUT 100 Tampa, Florida 33620-5375 (813) 974-3120 Suncorn 574-3120 Fax (813) 974-5168 Director. Project Managers: Project Staff: Gary L. Brosch Jennifer A. Hardin Laura C. Lachance Dennis Hinebaugh Chris DeAnnuntis Chris Billingsley Martin Catala Leilani Francisco Caprice Garing Transit Review Advisory Committee Members Pat Baisley Sally Barker Mario Delgado Art Doberstein Carolyn Hawkins Ed Ilschner Edward Kant Chuck Mohlke Julia Savage Fran Theberge i Collier County Public Transportation Development Plan ii Collier County Public Transportation Development Plan TABLE OF CONTENTS List of Tables ..........................................................................................................................v List of Figures .......................................................................................................................vii List of Maps ..........................................................................................................................viii --Preface ...................................................................................................................................ix Chapter One: Demographic and Economic Data, Surveys, and Interviews .......................1 Study Area Setting ....................................................................................................................1 Demographic and Economic Data ............................................................................................1 Land Use and Traffic Characteristics ......................................................................................47 Transportation Fair Citizen Survey ..........................................................................................49 1998 Collier County Telephone ..............................................................................................51 Interviews with Community Leaders ........................................................................................57 Chapter Two: Evaluation and Inventory of Current Transportation Services ..................63 Introduction .............................................................................................................................63 Public Transportation Services in Collier County .....................................................................63 Residence- and Employer Provided Transportation ................................................................65 Description and Evaluation of Immokalee Circulator Service ..................................................67 CTC Trip Data Analysis ..........................................................................................................68 Chapter Three: Potential for Additional Public Transportation Services ........................83 Description of Public Transportation Options ..........................................................................83 Comparison of Collier County to Other Areas with Small Transit Systems ..............................94 Chapter Four: Estimation of Demand for and Assessment of Need ..............................101 Estimate of Demand for Transportation Disadvantaged Services .........................................101 Estimates of Potential Demand for Fixed-Route Transit Service ...........................................106 Summary of Demand Estimates ...........................................................................................123 Discussion Group Analysis ...................................................................................................124 Assesment of Public Transportation Need ............................................................................128 Chapter Five: Goals, Objectives, and Strategies .............................................................131 Introduction ...........................................................................................................................131 Proposed Goals, Objectives, and Policies .............................................................................131 Chapter Six: Public Transportation Alternatives for Collier County ..............................107 Introduction ...........................................................................................................................135 III Collier County Public Transportation Development Plan * Public Transportation for ^ltematives for Collier County ......................................................135 Chapter Seven: Five-Year Public Transportation Development Program .....................143 Introduction ...........................................................................................................................143 Service Overview ..................................................................................................................143 Management Strategy ..........................................................................................................159 Performance Monitoring Program .........................................................................................164 Implementation Schedule .....................................................................................................166 Five-year Financial Plan and Capital Improvement Program ................................................168 Appendix A Collier County Public Transportation Survey ..............................................183 Appendix B Interview Guide ..............................................................................................187 Appendix C: Inventory of Transportation Providers .......................................................191 Appendix D: Definitions of Terms .....................................................................................217 Appendix E: Potential Fixed-Route Analysis ....................................................................223 Appendix F: Public Transportation-Related Goals and Objectives from Other Plans...227 Appendix G: Photographs of Sample Vehicles ................................................................ 231 iv Collier County Public Transportation Development Plan LIST OF TABLES Table Table Table Table Table --Table Table Table Table Table Table Table Table Table Table Table Table Table Table Table Table Table Table Table Table Table Table Table Table Table Table Table Table Table Table Table Table Table Table Table Table Table Table 1-1: County Population ....................................................................................................3 1-2: Population Density ...................................................................................................3 1-3: Population Density by Census Block Group (1997) ..................................................9 1-4: Distribution of Persons Age 0-17 by Census Block Group (1997) ..........................10 1-5: Distribution of Persons Age 60 and Older by Census Block Group (1997) .............10 1-6a: Distribution of Minority Population by Race by Census Block Group (1997) .........15 1-6b: Distribution of Minority Population by Ethnicity by Census Block Group (1997) ....16 1-7: Distribution of Occupied Dwelling Units by Census Block Group (1997) ................17 1-8a: Potential TD Population Estimates (1998) ............................................................25 1-8b: TD Population Estimates (1998) ..........................................................................25 1-9: Income Measures (1995) .......................................................................................29 1-10: Distribution of Households with Incomes Less than $10,000 (1997) ....................29 1-11: Household Vehicle Availability (1990) ..................................................................29 1-12: Collier County Occupied Housing Units with No Available Vehicle (1990) ............33 1-13: 1-14: 1-15: 1-16: 1-17: 1-18: 1-19: 1-20: 1-21: 2-1: 2-2: 2-3: 2-4: 2-5: 2-6: 3-1: 3-2: 3-3: 3-4: 3-5: 3-6: 3-7: 3-8: 4-1: 4-2: 4-3: 4-4: 4-5: 4-6: Collier County Employment by Type (1996) .........................................................33 Work Commuting Patterns (1990) ........................................................................34 Travel Time to Work (1990) .................................................................................34 Distribution of Employees with Travel Times to Work in Excess of 30 Minutes (1990) ...........................................................................34 Means of Travel to Work ......................................................................................37 Collier County Distribution of Employees Who Use Public Transportation (1990) ................................................................37 Distribution of Employees who Carpool to Work ..................................................37 Major Industrial Parks ..........................................................................................43 Distribution of Major Non-Government Employers ...............................................44 Existing Public Transportation Services ................................................................63 Immokalee Circulator 1998 Operating Statistics ....................................................68 Collier County CTC Trips: Date of Trip ..................................................................69 Collier County CTC Tdps: Trip Types ....................................................................70 Collier County CTC Trips: Trip Purpose ................................................................70 Collier County CTC Trips: Tdp Length ..................................................................71 Thresholds for Fixed-Route Transit ........................................................................85 Types of Paratransit ...............................................................................................88 Thresholds for Dial-a-Bus Service ..........................................................................88 Selected Fixed-Route Systems Operating Five or Fewer Vehicles .........................94 Selected Small Fixed-Route Systems: Demographic Characteristics .....................96 Small Fixed-Route Systems: Performance Indicators ............................................97 Small Fixed-Route Systems: Effectiveness Measures ...........................................97 Small Fixed-Route Systems: Efficiency Measures .................................................98 Forecasts of Collier County Potential TD Population and Program Tdp Supply ....102 Forecasts of Collier County TD Population and General Trip Demand and Supply ................................................................................................................104 Potential Peer Group Averages ............................................................................106 Fixed-Route Demand Estimates - Collier County ................................................107 Fixed-Route Start-Up Data for Four Florida Transit Systems ...............................108 Transit Propensity Analysis (Census Block Group), Collier County ................' ......109 v Collier County Public Transportation Development Plan Table Table Table Table Table Table Table Table Table Table Table Table Table Table Table Table Table Table Table Table Table Table Table 4-7: Selected Demographics for Potential Transit Corridors ........................................115 4-8: Annual Fixed-Route Ridership Estimates for Potential Transit Corridors ..............116 4-9: Selected Demographics for Selected Collier County Neighborhoods ...................118 4-10: Annual Fixed-Route Ridership Estimates for Selected Collier County Neighborhoods ...................................................................................................118 4-11: Summary of Demand Estimates .........................................................................123 6-1: Public Transportation Options for Collier County ..................................................135 6-2: Corridor Options for Deviated Fixed-Route Transit Service ..................................137 6-3: Estimates of Annual Operating Expense for Deviated Fixed-Route Examples .....138 6-4: Examples of Community Circulator Service Areas, Collier County .......................139 6-5: Estimates of Annual Operating Expense for Community Circulator Service Areas ....................................................................139 6-6: Intercity Shuttle Route Examples, Collier County .................................................140 6-7: Estimates of Annual Operating Expense for Intercity Shuffle Route Examples, Collier County ......................................................................................................140 6-8: Estimates of Annual Operating Expense for Vanpool Service, Collier County ......141 6-9:1998 Vehicle Costs for Florida's Vehicle Procurement Program ..........................142 7-1: Service Areas for Deviated Fixed-Route Service .................................................144 7-2: Estimates of Vehicle Capital Expenses for Deviated Fixed-Route Service ...........154 7-3: Estimates of Annual Operating Expense for Deviated Fixed-Route Service .........155 7-4: Estimates of Annual Operating Expense for Vanpool Service ..............................156 7-5: Estimates of County and User Annual Expense for Vanpool Service ...................157 7-6: Summary Capital Financial Plan - Collier County Five-Year Public Transportation Development Plan .............................................................176 7-7: Summary Operating Financial Plan - Collier County Five-Year Public Transportation Development Plan .............................................................177 7-8: (Fast Track Scenario) Summary Capital Financial Plan - Collier County Five-Year Public Transportation Development Plan ..................178 7-9: (Fast Track Scenario) Summary Operating Financial Plan - Collier County Five-Year Public Transportation Development Plan ..................179 vi ,Collier County Public Transportation Development Plat:. LIST OF FIGURES Figure 1-1: Population Growth for Florida MSAs: 1990-1996 ....................................................2 Figure 1-2: Collier County Population Growth ...........................................................................3 Figure 1-3: Collier County Age Distribution (1997) ....................................................................9 Figure 2-1: Immokalee Circulator Ridership ............................................................................67 vii Collier County Public Transportation Development Plan LIST OF MAPS Map Map Map Map Map Map Map Map Map Map Map Map Map Map Map Map Map Map Map Map Map Map Map 1-1: Collier County Zip Code Areas ...................................................................................5 1-2: Collier County Population Density (1997) ...................................................................7 1-3: Collier County Persons Age 0-17 (1997) ..................................................................11 1-4: Collier County Persons Age 60 and Older (1997) ....................................................13 1-5a: Collier County Racial Minodty Population (1997) ...................................................19 1-5b: Collier County Hispanic Population (1997) .............................................................21 1-6: Collier County Occupied Housing Density ................................................................23 1-7: Collier County Household Income Distribution Less Than $10,000 (1997) ...............27 1-6: Collier County Occupied Housing Units with No Available Vehicle (1990) ................31 1-9: Collier County Travel Time to Work Greater Than 30 Minutes (1990) ......................35 1-10: Collier County Public Transportation Use (1990) ...................................................39 1-11: Collier County Carpool Usage (1990) .....................................................................41 1-12: Collier County Major (Non-Government) Employers ..............................................45 2-1: Collier County CTC Trips: Concentration of Trips ....................................................73 2-2: Collier County CTC Trips: Subscription Trips (Trip Length) ......................................75 2-3: Collier County CTC Trips: Non Subscription Trips (Trip Length) ..............................77 2-4: Collier County CTC Trips: Subscription Trips (Trip Purpose) ...................................79 2-5: Collier County CTC Trips: Non Subscription Trips (Trip Purpose) ............................81 4-1: Collier County Transit Propensity Analysis by Census Block Group .......................111 4-2: Potential Transit Service Areas ..............................................................................119 4-3: Potential Transit Corridors with % Mile Buffers .......................................................121 7-1: Areas for Deviated Fixed-Route Service (Naples) ..................................................147 7-2: Areas for Deviated Fixed-Route Service (Immokalee) ............................................149 VIII Collier County Public Transportation Development Plan PREFACE The Collier County Metropolitan Planning Organization (MPO) contracted with the Center for Urban Transportation Research (CUTR) at the University of South Flodda to prepare a Five- Year Public Transportation Development Plan (TDP) for Collier County. This document was developed in accordance with the Transit Development Requirements (TDP) developed by the -Florida Department of Transportation (FDOT). CUTR, with the assistance of a Transit Review Advisory Committee (TRAC), MPO Staff, and the local community, undertook a thorough analysis of the local community to determine options for providing public transportation services locally. Seven chapters were developed for this document. The first chapter includes Collier County demographic and economic data, citizen survey results, and results from interviews with community leaders. The second chapter evaluates the existing public transportation services in Collier County and also contains an inventory of existing public transportation providers. Chapter Three evaluates the potential for additional public transportation services in Collier County by examining public transportation services available in other communities, and demographic and operating statistics for small public transportation systems in other communities. Chapter Four contains ridership and demand projections, as well as a needs assessment. The fifth chapter identifies TDP goals, objectives, and strategies, and demonstrates their connection with goals specified in other planning documents. In Chapter Six, public transportation alternatives for Collier County are presented. In the final chapter, Chapter Seven, a Five-Year Public Transportation Development Program is presented. ix Collier County Public Transportation Development Plan x Collier County Public Transportation Development Plan CHAPTER ONE DEMOGRAPHICS AND ECONOMIC DATA, SURVEYS, AND INTERVIEWS STUDY AREA SETTING Collier County is located in southwestern Florida, adjacent to the Gulf of Mexico. The county has a total area of 2,305 square miles, with a land area of approximately 2,025 square miles~. --~;oliier County is the largest county east of the Mississippi River, and is larger than the state of Rhode Island. The county shares its northern border with Lee and Hendry counties, its eastern border with Broward and Dade counties, and its southern border with Monroe County. Collier County provides a dch diversity of activities that attract a large number of visitors and seasonal residents during the winter. Its inhabitants enjoy almost 50 miles of public beaches, along with a number of local, state, and national nature preserves including Big Cypress National Preserve, adjacent to Everglades National Park. Fifth Avenue in Naples is known for its boutiques, restaurants, and shopping. The Pier in Naples is a relic of the 1880s, when the area was only accessible by water. In addition to the service and retail sectors, agriculture is an important aspect of Collier County's economy. Immokalee, located in the northeastern part of the county, is home for many agricultural workers, especially during the winter growing season. Most of the development is along the U.S. 41/Tamiami Trail corridor, which runs north-south approximately I mile east of the gulf, turning southeast at Naples where it continues east to Miami in Dade County. 1-75, approximately 4.5 miles inland, also runs north-south through much of the county, turning east at Golden Gate, where it becomes known as Alligator Alley, and continues east to Fort Lauderdale in Broward County. The City of Naples, Everglades City, and Marco Island are the only incorporated areas. All of Collier County comprises the Naples Metropolitan Statistical Area (MSA). Before the high population growth in the 1980's and 1990's, Collier County was a seasonal- based tourist economy. However, population growth has added greater diversity to the economy. Major employment sectors in Collier County now include services, retail trade, finance, insurance, real estate, agriculture, and construction. DEMOGRAPHIC AND ECONOMIC DATA This section includes a discussion of demographic and economic data analyzed at the block group level. Where possible, 1997 information (updated from the 1990 US Census by Caliper Corporation) was used. However, where more recent data was not available on the block group level, 1990 US Census data was used. It also includes more recent county level demographic Economic Development Council of Collier County. 1997. Naples, Florida Demographic Profile. 1 Collier County Public Transportation Development Plan-- and economic data, based on projections made by the Bureau of Economic and Business Research (BEBR) at the University of Flodda and the Economic Development Council of Collier County. Population Characteristics Although the overall rate of growth for Florida and Collier County has slowed considerably since the 1980s, the growth rate for the Naples Metropolitan Statistical Area (MSA) has outpaced the rest of the state during the 1990s. According to BEBR projections, between 1990 and 1996, the Naples MSA grew by more than 26.9 percent (see Figure 1-1). Florida Daytona Beach Ft. Lauderdale FL My®m-Capa Coral Ft. Pierce-Port SL Lucie FL Walton Beach Gaine~vilie Jacksonville Lakeland-Winter Haven Melbourne-Titusville-Palm Bay Miami Naples Ocala Orlando Panama City Pensacola Punta Gorda Sara~ota-Bredantml Tallahasses Tampa-St. Pet~Cieanvatar ' west Palm Beach-Boca Raton ' 17.7% 5.0% 14.5% 15.5% 115.0% i16.6% 11.9% 11.7% 16.7% 10.9% 14.7% 13 7% 0.0% 10.0% 15.0% 20.0% 25.0% 30.0% Figure 1-1 Population Growth for Florida MSAs: 1990-1996 Source: 1997 Florida Statistical Abstract, Bureau of Economic and Business Research. According to the U.S. Census of Population, in 1960, the county included 15,753 residents. By 1970, that figure had more than doubled to 38,040. By 1980, that figure had more than doubled again to 85,971. By 1990, the county's population had grown to 152,099. By 2000, the population is projected to grow to 235,645; by 2010, the population is expected to grow to 2 .Collier County Public Transportation Development Plan 303,400 (see Figure 1-2). Further, according to the county's comprehensive plan, each year the county's population swells by approximately 41 percent when winter visitors and seasonal residents return from November through April. This pattern of rapid growth is predicted to continue well into the next century. 350,000 300,000 250,000 200,000 150,000 100,000 50,000 0 Figure 1-2 1960 1970 1980 1990 2000 2010 Collier County Population Growth Table 1-t County Population Permanent Population 200,024 235,645 303,400 Seasonal Population 83,914 90,029 110,474 Total Population 283,938 325,674 413,874 Source: Collier County Comprehensive Planning Department (8/16/98). Population Densities Table 1-2 compares Collier County's population and population density with the state of Florida. According to BEBR projections, in 1996, Collier County had a much lower population density on average (95 persons per square mile) than the state average of 267 persons per square mile. Table 1-2 Population Density Flodda (1996) 14,411,563 267 Collier County (1997) 200,024 99 Sources: 1997 Flodda Statistical Abstract, Bureau of Economic and Business Research. Collier County Comprehensive Planning Department (8/16/98). 3 Collier County Public Transportation Development Plan-- Most of Collier County's population is centered on the Gulf Coast (see Map 1-2 and Table 1-3). Map 1-2 shows the distribution by census block group of population density (measured as population per square mile) in 1990. Table 1-3 lists the most densely populated census block groups with greater than 5,000 persons per square mile, as shown in the map. The highest population density was found in Immokalee, located inland from the Gulf Coast at the center of agricultural production, followed by Golden Gate and North Naples. Other more densely populated areas included Vanderbilt Beach, Marco Island, and South Naples. 4 Collier County Public Transportation Development Plan, 6 o o I Collier County Public Transportation Development Plan. 8 .Collier County Public Transportation Development Plan Table 1-3 Population Density by Census Block Group (1997) CENSUS BLOCK GROUP::' POPULATION DENSITY (PERSONS/SQUARE MILE) 0112.033 Immokalee 11,969 0104.033 Golden Gate 9,449 0112.032 Irnmokalee 8,036 0101.007 Vanderbilt Beach 6,718 0004.005 North Naples 6,078 0004.001 North Naples 6,034 0101.006 Vanderbilt Beach 5,526 0108.003 Naples Manor 5,447 0104.034 Golden Gate 5,275 0004.004 North Naples 5,096 0101.008 Vanderbilt Beach 5,082 Source: 1990 U.S. Census Bureau: Population and Housing 1997, Caliper Corporation Age Distribution Overall, Collier County's population is slightly older on average than for Florida. In 1996, the median age for Florida was estimated at 38.1, while the median age in Collier County was estimated at 42.9 years. This average is lower than adjacent Charlotte County, which had a median age of 52.0 years. According to BEBR estimates, in 1997, approximately 21 percent (41,587) of the population in Collier County were aged 0-17, 55 percent (112,209) were aged 18-64, and 24 percent (49,009) were aged 65 or older (see Figure 1-3). 65+ Years 0-17 Years 24% 21% 18-64 Years 55% Figure 1-3 Collier County Age Distribution (1997) 9 Collier County Public Transportation Development Plan.. Although thought of primarily as a retirement area, Collier County attracts families with children, as well as seniors. Map 1-3 and Table 1-4 show the concentration of children 0-17 living in Collier County in 1990. Children are concentrated in Immokalee and Naples. Table 1.4 Distribution of Persons Age 0-17 by Census Block Group (1997) 0112.034 Immokalee 43% 0113.002 Immokalee '41% 0113.003 Immokalee '41% 01131004 Immokalee 40% 0112.033 Immokalee 38% 0007.001 Naples 38%' 0113.00;I Immokalee" 37% Sources: 1990 U.S. Census Bureau: Population and Housing t997, Caliper Corporation In contrast, Map 1-4 and Table 1-5 iljustrate the concentration of people aged 60 and older living in Collier County. Table 1-5 includes all 14 of the census block groups most densely populated by seniors, most of whom live along the Gulf Coast. Table 1-5 Distribution of Persons Age 60 and Older by Census Block Group (t997) -~' /AGE 60 AND OLDER 0108.002 South County 100% 0004.004 North Naples 88% 0064.003 North Naples 82% 0004.005 North Naples 80% 0004.001 Horth Naples 77% Ol11.011 Belle Meade 71% BOO1.007 Naples 71% O~10.001 Marco Island 69% '0101.003 Vanderbilt Beach 66%1 0101.006 Vanderbilt Beach 65%1 0102.037 North Naples 64% 0105.023 East Naples 61% 0110.004 Vanderbilt Beach 61% D003.012 North Naples 60% Sources:1990 U.S. Census Bureau: Population and Housing 1997, Caliper Corporation 10 Collier County Public Transportation Development Plan 12 Collier County Public Transportation Development Plan, 14 Collier County Public Transportation Development Plan.,. Minority Population In 1990, Collier County's population was 18 percent minority (Minority is defined as all persons other than white non-Hispanics.). Florida's average minodty population for 1990 was 27 percent. Contained in Table 1-6a is a list of census block group in Collier County that have more than 25 percent minority population as defined by race. Most of these census block groups center around Immokalee, with the exception of one CBG in Naples an one in South Naples. Also contained in Table 1-6b is a list of census block groups in Collier County that have more than 40 percent minority population as defined by ethnicity. Most of the census block groups are located in Immokalee with two located in South Naples. Information on race and ethnicity are also contained in Maps 1-5a and 1-5b. Table 1-6a Distribution of Minority Population by Race by Census Block Group (1997) PERCENTAGEMINORITY'BY CENSUS BLOCK GROUP ~ RACE. 0007.001 Naples 89% 0112.033 Immokalee 80% 0112.031 Immokalee 62% 0112.032 Immokalee 62% 0112.034 Immokalee 49% 0113.004 Immokalee 42% 0114.001 Immokalee 34% 0113.002 Immokalee 33% 0113.003 Immokalee 28% 0114.003 Immokalee 61% 0113.003 Immokalee 58% 0108.004 South Naples 58% 0113.001 Immokalee 51% Sources:1990 U.S. Census Bureau: Population an, Housing 1997, Caliper Corporation 15 Collier County Public Transportation Development Plan. Table 1-6b Distribution of Minority Population by Ethnicity by Census Block Group (1997) 0112.034 Immokalee 87% 0113.002 Immokalee 86% '0113.004 Irnmokalee 85% 0112.032 Immokalee 82% 0114.001 Immokalee 80% 0113.003 Imrnokalee 79% 0114.002 Immokalee 77% 0114.003 Immokalee 71% 0113.001 Immokalee 60% 0108.004 South Naples 57% 0112.031 Immokalee 5~% 0108.003 South NaPles 4J% Sources: 1990 U.S. Census Bureau: Population and Housing 1997, Caliper Corporation Housing Densities Not surprisingly, the distribution of housing, measured in terms of occupied dwelling units, is similar to the distribution of population densities. Most of the concentration is along the coast, with an inland pocket of dwelling unit densities seen in Immokalee, which is consistent with the concentration of population in those areas. Map 1-6 shows the distribution by census block groups of occupied da~et~ng units (measured as units per square mile) in 1990. Table 1-7 lists the census block grasps ~ greater than 2,000 occupied dwelling units per square mile, as shown on the map in Map 1-6. 16 Collier County Public Transportation Development Plan Table 1-7 Distribution of Occupied Dwelling Units by Census Block Group (1997) 0004.005 North Naples 3,841 0004.001 North Naples 3,553 0101.033 N. of Golden Gate 3,534 0004.004 North Naples 3,513 0112.033 Immokalee 3,342 0101.007 Vanderbilt Beach 2,676 0112.032 Immokalee 2,578 0101.006 Vanderbilt Beach 2,255 0110.001 Marco Island 2,199 0110.001 Marco Island 2,143 0101.008 Vanderbilt Beach 2,155 0001.007 Naples 2,023 Sources: 1990 U.S. Census Bureau: Population and Housing 1997, Caliper Corporation Transportation Disadvantaged Population State statute defines "transportation disadvantaged" (TD) as: Those persons who because of physical or mental disability, income status, or age are unable to transport themselves or to purchase transportation and are, therefore, dependent upon others to obtain access to health care, employment, education, shopping, social activities, or other life- sustaining activities, or children who are handicapped or high-risk or at-risk as defined in s. 411.202. [427.011, Florida Statutes] The Florida Coordinated Transportation System (FCTS) serves two TD population groups. The first is the Potential TD Population (Formerly TD Category I), which includes persons who are disabled, elderly, and/or low-income, as well as children who are "high risk" or "at risk." These persons are eligible for trips that are subsidized by the social service or other governmental agencies (typically sponsored or general trips). The second population group, referred to as the TD Population (formerly TD Category II), includes those person who are transportation disadvantaged according to the definition in Chapter 427, F.S. (i.e., they are unable to transport themselves or to purchase transportation). Members of this population a subset of the Potential TD Population, also are eligible to receive TD Trust Fund monies for trips that are not subsidized by a social service or other governmental agency (also called non-sponsored or general trips). 17 Collier County Public Transportation Development Plan, 18 o o Collier County Public Transportation Development Plan 2O , Collier County Public Transportation Development Plan 22 Collier County Public Transportation Development Plan 24 Collier County Public Transportation Development Plan Tables 1-8a and 1-8b present information on the TD populations for Collier County and show the number of persons by subcategory in each group. For 1998, the estimated Potential TD Population is 87,058; the estimated TD Population is 14,172. These data are 1998 estimates, derived from the CUTR publication, Florida Statewide Transportation Disadvantaged Plan: Population and Demand Forecasts 1996-2015. Table 1-8a Potential TD Population Estimates (1998) POPULATION GROUP POTENTIAL TD POPULATION PERCENTAGE ~ ~ (TD CATEGORY I) Disabled/Non-Elderly/Low Income 885 1% Disabled/Non-Elderly/Non-Low Income 6,080 7% Disabled/Elderly/Low Income 673 1% Disabled/Elderly/Non-Low Income 12,025 14% Non-Disabled/Elderly/Low Income 2,942 3% Non-Disabled/Elderly/Non-Low Income 47,211 54% Non-Disabled/Non-Elderly/Low Income 17,542 20% TOTAL 87,058 100% Source: Flodda Statewide Transportation Disadvantaged Plan: Population and Demand Forecasts 1996-2015. Table 1-8b TD Population Estimates (1998) Transportation Disabled/Non-Elderly/Low Income 405 3% Transportation Disabled/Non-Elderly/Non-Low Income 2,787 20% Transportation Disabled/Elderly/Low Income 345 2% Transportation Disabled/Elderly/Non-Low Income 6,160 43% Non-Transportation Disabled/Low Income/No Auto/No Fixed Route 4,475 32% TOTAL 14,172 100% Source: Flodda Statewide Transportation Disadvantaged Plan: Po 3ulation and Demand Forecasts 1996-2015. TD transportation is coordinated and provided by the Community Transportation Coordinator (CTC) for Collier County. 25 Collier County Public Transportation Development Plan- Tourist and Visitor Levels VV'rth both the increasing popularity of the county as a vacation and winter home location, and the influx of agricultural workers for the winter harvest season, an assessment of the transportation needs of the area also should consider this seasonal population increase. The county comprehensive plan indicates that during the peak seasonal month, the permanent population in the coastal area increases by approximately 33 percent. Using 1997 estimates as an example, the influx of winter residents into the coastal area caused the functional population to increase by an estimated 62,207 persons. On the whole, this component of seasonal residents can be classified as having incomes in the middle and upper middle income ranges. This assumption is based on information from the Collier County Affordable Housing Study, which indicates that the value of dwelling units and the rates for seasonal rental units in the county are high relative to other areas of the state. In addition, in the Immokalee area the county estimates that is 1997 15,000 agricultural workers enter the area during the winter months. This is an increase of 82.3 percent over the permanent population in Immokalee. Income Characteristics Collier County is a relatively affluent area. According to the U.S. Department of Housing and Urban Development, in 1995, Collier County had both a higher median family income ($48,800) and a higher average household effective buying income (EBI)2 ($55,928), when compared to area counties, Flodda, and the United States. Similarly, in 1995, BEBR estimated per capita personal income levels that showed Collier County to be significantly ahead of area counties, the state and United States. Table 1-9 contrasts income measures for Collier County with nearby counties, Flodda, and the United States. In, Collier County, relatively few households have annual incomes less than $10,000. Map 1-7 dh=~s the distribution of census block groups with the highest percentages of households with ~ncerne~ ~less than $10,000. The largest concentrations of census block groups with a high percentage. at low income are located in the Immokalee area and North Naples (see Table 1- 10). 2 Effective buying income (EBI) is a classification developed by Sales and Marketing Management. It is a bulk measurement of market potential of people in an area and indicates the general ability to buy products. Numbers were reported in Demographic Profile: A Statistical Guide for Expanding, Relocating and Start-up Companies in Collier County, Florida, published by the Economic Development Council of Collier County, Inc in 1997. 26 Collier County Public Transportation Development Plan, 28 Collier County Public Transportation Development Plan Table 1-9 Income Measures (1995) t995 1~ 1995 Collier County $48,800 $55,928 $32,878 Charlotte County $35,700 $33,733 $20,539 Lee County $40,100 $39,068 $23,664 Florida $40,000 $39,205 $23,031 United States $40,200 $40,598 $23,196 EBI = Effective Buying Income. Sources: U.S. Department of Housing and Urban Development. Sales and Marketing Management, 1996. 1997 Florida Statistical Abstract. Bureau of Economic and Business Research (BEBR). Table 1-10 Distribution of Households with Incomes Less than $10,000 (1997) ;CENSUS BLOC" GRO 'P ; PERCENTAGE WITH INCOre ~, : ~ : $10,000 0112.032 Immokalee 73% 0112.033 Immokalee 43°/, 0112.034 Immokalee 36% 0113.002 Immokalee 34o/( 0007.001 Naples 33% 0112.031 Immokalee 33% 0114.003 Immokalee 33o/( Sources:1990 U.S. Census Bureau: Population and Housing 1997, Caliper Corporation Auto Ownership In 1990, Collier County averaged 1.63 vehicles per household, slightly higher than the state average of 1.58. Only 5 percent of the households in Collier County have no vehicle available, compared to the state average of 9 percent (see Table 1-11). Map 1-8 and Table 1-12 shows the distribution of households with no automobiles available in 1990. The largest percentage (more than 50 percent) was found in the Immokalee area. Table 1-11 Household Vehicle Availability (1990) ; :;; 0VEHICLES;~ :: 1VEH!C~ 2VEHICLES; 3+VEHICLES Collier County5% 42% 41% 12% Flodda 9% 41% 37% 13% Source: 1990 U.S. Census Bureau: Population and Housing 29 Collier County Public Transportation Development Plan 3o oo Collier County Public Transportation Development Plan, 32 Collier County Public Transportation Development Plan Table 1-12 Collier County Occupied Housing Units with No Available Vehicle (1990) 'ZERo VEHIC~ AVA ,11~e~ 0112.033 Immokalee 70% 0112.032 Immokalee 59% 0102.037 North Naples 48% 0114.003 Immokalee 36% 0114.002 Immokalee 31% 0007.001 Naples 26% 0113.002 Immokalee 26% 0110.003 March Island 24% 0110.002 Marco Island 23% 0112.034 Immokalee 22% 0112.031 Immokalee 20% Source: 1990 U.S. Census Bureau: Population and Housing Employment and Labor Force Characteristics Collier County has an economy that centers on the services industry; retail trade; agriculture, forestry and fishing (see Table 1-13). Table 1-13 Collier County Employment by Type (1996) INDUS~ PERCEHTAGES ~ EMPLOYMENT Services 31.1% 26,313 Retail Trade 23.1% 19,542 Agriculture, Forestry, and Fishing 12.2% 10,296 Government 9.8% 8,278 Construction 9.7% 8,155 Financial, Insurance, and Real Estate 5.6% 4,694 Manufacturing 2.9% 2,484 Transportation, Communications, and Public Utilities2.6% 2,223 Wholesale Trade 2.4% 2,060 TOTALS* 100% 84, 515 and * Subtotals may not equal totals due to rounding. Source: Florida Department of Labor and Employment Security The current unemployment rate reported for Collier County in August 1998 was 6.4 percent. In addition, 15,000 agricultural workers migrate to the Immokalee area for the winter harvest months. Estimates will be updated further as a result of a five-county farm labor study initiated among the counties of southwest Florida, the Institute of Food and Agricultural Sciences (IFAS), the Department of Community Affairs, and the Southwest Florida Regional Planning Council. It is assumed that most of the seasonal workers are economically disadvantaged, given the historically low wages paid for farm labor, although it is difficult to find a source to verify this type of income and employment data. 33 Collier County Public Transportation Development Plan- Table 1-14 shows the work commuting patterns in 1990. Most employees worked within Collier County (almost 96 percent). In 1990, the average travel time to work for Collier County residents was estimated at approximately 18 minutes (see Table 1-15). For Florida, the average commute time is approximately 21 minutes; the national average is approximately 22 minutes. Map 1-9 and Table 1-16 show the distribution of census block groups where employees travel more than 30 minutes to work. Most of those with longer travel times to work reside outside the pdmary population centers. Table 1-14 Work Commuting Patterns (1990) Collier County 95.8% 4.2% Flodda 91.2% 7.8% Source: 1990 U.S. Census Bureau: Population and Housing Table 1-15 Travel Time to Work (1990) bollier County 3% 17% 39% 21% 12% 8% Florida 2% 13% 33% 21% 17% 13% Source: 1990 U.S. Census Bureau: Population and Housing Table 1-16 Distribution of Employees with Travel Times to Work in Excess of 30 Minutes (1990) ~113.003 Im~l~ 55~o ~112.0~ Immo~l~ 55% 0112.031 Im~l~ 48% ~12.032 Immokal~ 47o/; 01~8.003 South Coun~ ~% 0112.033 Immokal~ ~% 0114.002 Immo~l~ ~% 01~.~2 Coun~ E of Golden Ga~ 43% 0110.0~ Mar~ Island 43% 0113.001 Immo~lee 41% 0113.002 Immo~ 40% Source: 1990 U.S. Census Bureau: Pc )ulation and Housing 34 Collier County Public Transportation Development Plan, 36 Collier County Public Transportation Development Plan. Table 1-17 shows the means of travel used by commuters. Most people drive alone to work. Theta is very little public transportation available in Collier County and, in 1990, only 2 percent of the population used public transportation to commute, the same percentage that used public transportation for work trips observed at the state level (see Table 1-18 and Map 1-10). The Immokalee circulator is the only transit route operating in the county, however, this service was not in existence in 1990. The TD program would have provided work trips on a demand- response basis for persons who qualified for that service in 1990. Only two census block ._groups in the Immokalee area show transit usage over 20 percent. Table 1-17 Means of Travel to Work (1990) DROVE :CA.POOL: WALK', T~NSRORTA110" :AT i"iOBE OTHER ~ ALONE : : Collier County74% 16% 3% 2%o 3% 2% ,Florida 77% 14% 3% 2% 2% 2% Source: 1990 U.S. Census Bureau: Population and Housing Table 1-18 Collier County Distribution of Employees who Use Public Transportation (1990) TRANSPOETA11ON 112.032 Immokalee 46% 113.003 Immokalee 24% Source: 1990 U.S. Census Bureau: Population and Housing Not surprisingly, those who carpooled to work reside in similar areas as those who travel more than 30 minutes to work (see Map 1-11 and Table 1-19). Table 1-19 Distribution of Employees who Carpool to Work 108.005 Lely 50% 109.003 Marco Island 49°/4 114.002 Immokalee 49°/4 i112.034 Immokalee 47% 112.031 Immokalee 46°/ 112.032 Immokalee 45% 113.002 Immokalee 37% 112.033 Immokalee 34% 108.004 Lely 32%! 113.004 Immokalee 32% 114.003 Irnmokalee 30% Source: 1990 U.S. Census Bureau: Population and Housing 37 Collier County Public Transportation Development Plan, 38 o o o Collier County Public Transportation Development Plan, 40 o o Collier County Public Transportation Development Plan__ ... 42 Collier County Public Transportation Development Plan, Employment Density The major centers of commercial and industrial activity are located along U.S. 41, downtown Immokalee, and areas adjacent to the airport. There are few major site-specific employers in Collier County. Major employment sites include the downtown Naples area and the packinghouses in Immokalee. The projected growth over the next five years suggests the establishment of additional employment centere in shopping facilities located along U.S. 41, Airport Pulling Road, and the routes connecting to 1-75. The social service agencies in Collier County include state agencies, local government agencies, private non-profit agencies, and private agencies. The state agencies are primarily those administered by the Florida Department of Children and Families. There are 14 major industrial parks in Collier County (see Table 1-20). Table 1-21 and Map 1- 12 show the non-government companies that employ 200 or more employees in Collier County. Most of the employers are located along the Gulf Coast, with some related to agriculture and commercial production located inland in North County or Immokalee. Enterprise Zones are located in Immokalee and Everglades City, which offer corporate and sales/use tax incentives. Table 1-20 Major Industrial Parks Naples Production Park Airport Road, Naples 510 acres Citygate Commerce Park County Road 951, Naples 287 acres North Naples Industrial Park Old U.S. 41, Naples 253 acres Argicom Park Tamiami Trail North, Naples 250 acres J&C Industrial Park Pine Ridge Road, Naples 226 acres New Market Industrial Park New Market Road, Immokalee 188 acres Collier Park of Commerce Airport Road, Naples 98 acres Pine Ridge Industrial Park Pine Ridge Road, Naples 90 acres Tollgate Commercial Center State Road 951, Naples 70 acres Lely R&D Park Tamiami Trail East, Naples 65 acres Trade Center of Naples Airport Road, Naples 62 acres Immokalee Industrial Park State Road 29, Immokalee 40 acres Corporate Square Radio Road, Naples 38 acres Railread Industrial Park Old U.S. 41, Naples 38 acres Source: Economic Development Council of Collier County. 43 Collier County Public Transportation Development Plan Table 1-21 Distribution of Major Non-Government Employers Naples Community Hospital 350 7th St N, Naples, 34102 1501 Immokalee Rd, Naples, 34110 2,7001 11200 US Highway 41 N, Naples, 34112 12663 Tamiami Trl E, Naples, 34113 175 S Barfield Dr, Marco Island, 34145 1981 9th St N, Naples, 34102 2310 Pine Ridge Rd, Naples, 34109 Publix Super Market, Inc. 2882 Tamiami Trl E, Naples, 34112 1,755 4601 9th St N, Naples, 34103 4860 Davis Blvd, Naples, 34104 5991 Pine Ridge Road Ext, Naples, 34119 7101 Radio Rd, Naples, 34104 871 Vanderbilt Beach Rd, Naples, 34108 Mamott Hotels & Resorts 400 S. Collier Blvd, Mamo Island, 34145 860 12628 Tamiami Trl E, Naples, 34113 1602 Lake Trafford Rd, Immokalee, 34142 Winn Dixie Stores, Inc. 4849 Golden Gate Pkwy, Naples, 34116 760 5010 Airport Pulling Rd N, Naples, 34105 5351 Airport Pulling Rd N, Naples, 34105 Ritz Carlton Hotel 280 Vanderbilt Beach Rd, Naples, 34108 758 Registry Resort 475 Seagate Dr, Naples, 34103 600 Collier Enterprises 3003 Tamiami Trt N # 400, Naples, 34103 500 Borah Craig Barber Construction Co.2600 Golden Gate Pkwy, # 200, Naples, 34105 384 WalMart Discount Cities 3451 Tamiami Td E, Naples, 34112 11225 Tamiami Td N, Naples, 34110 374 Barron Collier/Peninsula Improvement2600 Golden Gate Pkwy, # 200, Naples, 34105 350 561 Bentley Village Ct, Naples, 34110 Bentley Village 704 Village Cir, Naples, 34110 335 875 Retreat Dr, Naples, 34110 Naples Daily News 1075 Central Ave, Naples, 34102 321 931 N Collier Blvd, Marco Island, 34145 I Naples Beach Hotel and Golf Club851 Gulf Shore Blvd N, Naples, 34102 300 Colony Cablevision 301 Tower Rd, Naples, 34113 225i 12713 Tamiami Trl E, Naples, 34113 IC-Mart Corporation 4953 Golden Gate Pkwy, Naples, 34116 3701 Tamiami Td E, Naples, 34112 285 4383 Tamiami Trl N, Naples, 34103 2900 Homeshoe Dr S, Naples, 34104 David La~vrenc, e Mental Health Center425 N l~t St, Immokalee, 34142 260 6075 Golden Gate Pkwy, Naples, 34116 Moorings Park (Nur~,ing Home) 120 Moorings Park Dr, Naples, 34105 285 Cuisine Management, Inc. 3050 Homeshoe Dr N # 150, Naples, 34104 260 Marco Beach Hilton 560 S. Collier Blvd, Marco Island, 34145 230 Radisson Hotel 600 S. Collier Blvd, Marco Island 34145 230 15000 Tamiami Trl E, Naples, 34114 225 N T Gargiulo (Agricultural) 15000 Old 41 N, Naples, 34110 Manley Farms, Inc. (Agricultural)2077 Pine Ridge Rd, Naples, 34109 220 V'lneyards Golf and Country Club400 Vineyards Blvd, Naples, 34119 200 Lely Palms Retirement Community 1000 Lely Palms Dr, Naples, 34113 200 Moralsons, Inc. 1986 Tamiami Trl N, Naples, 34102 200 Sou roe: Collier County Comprehensive Planning Section. Collier County Public Transportation Development Plan, 46 Collier County Public Transportation Development Plan LAND USE AND TRAFFIC CHARACTERISTICS Existing Land Use The majority of Collier County's population is distributed in urbanized, mostly unincorporated, communities along the Gulf Coast. These unincorporated coastal areas, as stated in the Comprehensive Plan, accounted in 1997 for 83.2 percent or 166,473 of the total population in 1997. The City of Naples, population 21,202, is the major city located within the urbanized area along the Gulf Coast. However, there are several outlying population centers in rural sections of the county. These include Immokalee, the City of Marco Island, and Everglades City. Using population density as a criterion, the areas of greatest concentration are the western and northern areas of the city of Naples, with population densities of greater than 3,000 persons per square mile. That 8.2 percent of the county land area is developed as urban uses, as indicated in the county comprehensive plan (1995), emphasizes the concentration of development along the coast. The remaining land area is composed of undeveloped wetlands, forests, and other areas (14.0 percent); agricultural areas (18.5 percent); and preservation/conservation areas (59.3 percent). These areas include the southeastern portion of the county, which is largely part of the Everglades National Park; the eastern half of the county which is designated as an area of Critical State Concern and has been largely acquired for the federal Big Cypress Water Preserve; and the Fakahatchee Strand State Preserve; and the central part of the county, which includes Picayune State Forest. Future Land Use The Future Land Use Element (FLUE) of the Collier County Comprehensive Plan, updated through the 1995 Evaluation and Appraisal Report, projects that future population growth will remain concentrated in the unincorporated areas along the Gulf Coast. It is estimated that nearly 80 percent of the population increase will occur in this area. Parking Supply Parking has not been seen as a major issue for Collier County in the past. However, as congestion associated with population growth increases, parking may become more of an issue in the future. The City of Naples produced a report entitled, Report on the Determination of the Finding of Necessity for the Creation of a Community Redevelopment Agency. In this report, properties within the redevelopment study area, the 5th Avenue area of Naples, were evaluated by a number of factors including parking supply. The City has established minimum parking 47 ! Collier County Public Transportation Development Plan requirements for particular land uses. The report indicated that within the study area 30 percent of the parcels meet requirements for the number of parking spaces (the count includes on-site and street parking.) In areas where parcels do not meet minimum parking requirements, public transportation could be relied upon as a way to alleviate the shortage. 48 Collier County Public Transportation Development Plan. TRANSPORTATION FAIR CITIZEN SURVEY On June 17, 1998, the Collier County Metropolitan Planning Organization conducted a transportation priority-setting workshop and fair to discuss the five-year and county transportation work programs for Collier County. The fair was held at the Naples Depot Cultural Center and included exhibits, transit vehicles, a children's bicycle roadeo, as well as a public discussion on the future of multi-modal transportation in Collier County. CUTR project staff ~ttended the transportation fair and contributed an exhibit detailing the action plan and preliminary demographic data for the TDP. In order to further assess public perception regarding the future of public transportation in Collier County, CUTR project staff also developed and administered a short survey (18 questions) to transportation fair participants. A copy of the survey is contained in Appendix A. The survey was only completed by 31 transportation fair participants and, therefore, should not be considered representative of public perceptions throughout Collier County. However, the survey results do provide some valuable information regarding how public transportation is perceived by those individuals attending the transportation fair. The survey results are provided in the following paragraphs. The results of the survey are included in Figure 1-4 and described in the text below. Survey respondent gender was nearly evenly split with 57.1 percent male respondents and 42.9 percent female respondents. The group of respondents was fairly homogeneous in terms of ethnicity and annual household income with 85.2 percent of respondents choosing "white" as their ethnic origin and 81.5 percent of respondents reporting an annual household income of $30,000 or more. Of the 31 respondents, 74.1 percent of respondents reported being employed at the time of survey administration. A majority of survey respondents (57.1 percent) reported having at least two personal vehicles available in their household. Of the respondents, 25 percent reported having three or more personal vehicles. 49 Collier County Public Transportation Development Plai Although a majority of survey respondents (74.2 percent) reported previous use of public bus service in another community, 90.3 percent of respondents currently drive alone in their personal vehicles to accomplish local travel. Only 6.5 percent of respondents (two individuals) reported using the public transportation currently available in Collier County. A majority of survey respondents (83.3 percent) expressed that there is a need for additional public transportation service in Collier County. Another 80 percent of the respondents indicated that additional service should be provided through regular fixed reute bus service, rather than through expanded door-to-door service. In addition, 41.4 percent of respondents indicated that they or their family members would use public transportation in Collier County if it were available. Regarding the maximum distance an individual would be willing to travel to reach a bus stop, 48 percent of respondents expressed a willingness to walk one to two blocks to the nearest bus stop, while 44 percent reported that they would be willing to walk up to one half-mile to the nearest bus stop. The most common reasons offered for using public bus service (if it were available) would be for shopping trips (40.9 percent), work trips (22.7 percent) and recreation tdps (18.2 percent). The survey respondents were also queried regarding the type of transportation improvement that is most important to them. The survey results revealed that 42.9 percent of respondents feel that reducing accidents in high accident locations should be the highest transportation priority, while 32.1 percent indicated that providing transportation alternatives to the personal automobile is most important. Finally, 25 percent of survey respondents rated the reduction of traffic congestion as the most important transportation improvement. Finally, survey respondents provided information regarding potential funding sources for additional public transportation services in Collier County. Of the survey respondents, 55.2 percent indicated that they would be willing to support public transportation services through the collection of additional taxes. When queried regarding the local funding methods to fund public transportation, 44.4 percent of respondents favored gas tax funding, 14.8 percent favored the creation of special taxing districts, property taxes and sales taxes were each the favored option of 7.4 percent of respondents, and 25.9 percent of respondents did not favor any of the listed funding methods. 50 Collier County Public Transportation Development Plan 1998 COLLIER COUNTY TELEPHONE SURVEY In 1998, Fraser & Mohlke Associates Inc. conducted the 11~ Annual Telephone Survey of Registered Voters in Collier County. The survey contained multiple questions about transportation. The transportation questions were grouped into four sections: · Evaluation of travel time and use of vehicle · . Evaluation of the means of travel · Evaluation of transportation elements · Evaluation of mass transit The questions contained in each section, the responses to these questions, and an analysis of the responses are contained in the following sections. The information was taken directly from the report by Fraser & Mohlke Associates Inc. Evaluation of Travel Time and Use of Vehicle When respondents were asked if the most important reason for daily travel was work-related, 34 percent agreed, and 66 percent disagreed. Those areas with the largest percent agreeing were Everglades City and surrounding areas and Immokalee, both 67 percent. The area east of CR- 951 from the northern to the southern boundaries of Collier County had the second highest agreement, 55 percent. Lowest agreement was from Goodland and Marco Is/and residents and from the City of Nap/es and its surrounding areas. When those employed, 34 percent of the 253 respondents, were asked how long it takes to get to their workplace, 24 percent said 16 to 20 minutes; and 20 percent said more than 20 minutes. Of those who live east of CR-951, 58 percent said more than 20 minutes and 33 percent said 16 to 20 minutes. Of those from East and South Naples, 44 percent said more than 20 minutes and another 25 percent said 16 to 20 minutes. Residents living on Good/and and Marco Island, none took more than 20 minutes, but 50 percent said 16 to 20 minutes. Of those living in North Naples, 11 percent said more than 20 minutes while 32 percent said 16 to 20 minutes. In respect to immokalee residents, 75 percent said I to 10 minutes, and of those from the City-of- Naples area, 63 percent said 1 to 10 minutes. Forty-seven (47) percent of Golden Gate City and Estates residents said 11 to 15 minutes, 20 percent said 16 to 20 minutes, and none said more than 20 minutes. When the 34 percent of respondents who are employed were asked if they work in the City of Naples, 36 percent said yes and 64 percent said no. The largest group of those working in the City of Naples are from East and South Naples, 56 percent. Second largest are residents of the City of Naples and the Goodland and Marco Island area, where 50 percent of responders from those areas said they worked in the City of Naples. No respondent from Everglades City and the surrounding area or from Immokalee indicated they work in Naples. When asked about frequency of travel by vehicle, 88 percent said they drive a privately-owned car, van, or truck daily. Another 6 percent said weekly; 3 percent said occasionally; and 4 percent said 'Never". 51 Collier County Public Transportation Development When asked about their main reason for daily travel if not work-related, the reason indicated by most, 83 percent, was for shopping and errands. Second was traveling for medical reasons, to visit a doctor, dentist, or therapist, indicated by a remarkable 76 percent of the 166 respondents. Third was to visit family and friends with 61 percent indicating this as the main reason for daily travel. Fourth was to attend church, indicated by 56 percent; fifth was to participate in community and neighborhood activities, indicated by 51 percent; 29 percent said their main reason was to pick up or drop off others, and 5 percent indicated school attendance as their main reason for daily travel that was not related to work. The table below, arranged in an hierarchy of responses, reveals responders main reasons for daily travel if non work-related. Of the 253 interviewed, 166 or 67 percent of the total indicated the following reasons for daily travel unrelated to work, arranged in an hierarchy from the one named by the most to the one named by the least by responders. "My most important reason for daily travel is work related. Yes 34.36% No 65.61% 'Do you work in the City of Naples?" Yes 35.63% No 64.36% Iiaak Yes No Shapl=in~ arat errands 82.53% 17.46% ~ 13~:~=~:)eat~ts/Therapists 78.31% 21.68% ~siit ~ a~ friends 60.84% 39.15% C-----,ta~r~ 58.43% 41.56% Parlicipate in community and 50.60% 49.39% neighborhood activities. Pick up or drop off others 28.91% 71.08% School attendance. ,~4.81%95.18% 52 .Collier County Public Transportation Development Plan-,, Evaluation of the Means of Travel Question 11 asked responders to state how frequently they travel from place to place in Collier County and how frequently they use various travel methods. The preponderance of responders use a privately-owned vehicle daily, 88 percent. The highest use of this method was in Everglades City and surrounding areas, 100 percent. Second highest was the City-of-Naples area where 97 percent travel in a privately-owned vehicle daily. Third highest daily use was among residents of North Nap/es, 91 percent, followed closely by those east of CR-951, 91 percent. Lowest use of a privately-owned vehicle daily was in Immokalee, 67 percent, and -second lowest was among Good/and and Marco Island residents, 75 percent. Responders indicated that 33 percent of them ride a bicycle daily. Of those, 42 percent were from the City of Naples and surrounding areas and the Goodland and Marco Island area. Lowest use of a bicycle daily was in Everglades City and surrounding areas, 0 percent and Immokalee, 17percent. Responders indicated that 18 percent are daily passengers in privately-owned vehicles owned by someone else. Of those, the highest area of riding in a car was among residents living east of CR-951, 32 percent. Second highest were those from North Naples, 23 percent. The area indicating the lowest daily ridership in private vehicles owned by someone else was Golden Gate and the Urban Estates, 6 percent, and second lowest was in immokalee, 17 percent. Of all responders, a mere 2 percent said they use "Good Wheels~ occasionally, and 98 percent said they never use it. A mere O. 39 percent hire a cab or limousine daily; all those responders are residents of East and South Naples. Another 17 percent hire a cab or limousine occasionally, and 83 percent never hire either one. The table below provides methods and frequency of travel using these methods. Rank Daily Weekly Occasionally Never Drive a privately-owned car,88.14% 5.53% 2.76% 3.55% van, or truck. Walk or ride a bicycle. 32.80% 14.22% 20.15% 32.80% As a passenger in an 17.78% 16.20% 47.03% 18.97% privately owned vehicle Use a 'for hire' cab or 0.39% 0.00% 16.60% 83.00% limousine. Use a Good Wheels transit0.00% 0.00% 1.97% 98.02% bus or van. 53 Collier County Public Transportation Development Plan Evaluation of Transportation Elements Respondents were asked to evaluate various transportation elements. Of the total of 253 responders, 72 pement said that local street connections to other roadways keep traffic moving fairly well, in keeping with the earlier finding that intersections do not seem to be a significant problem for responders. Those in highest agreement were from East and South Naples, 90 percent. Second highest agreement was from residents of Goodland and Marco Island, 83 percent. Lowest areas of agreement were in Immokalee, 50 percent and in Golden Gate and the Urban Estates, 58 percent. That local roads are congestion-free and minimize delays was agreed to by 66 percent, with the highest agreement from Everglades City and surrounding areas, 100 percent, and East Naples and South Naples, 83 percent. In the City of Naples and surrounding areas, agreement that local roads are congestion-free and minimize delays was at the 72 percent level. Lowest area expressing agreement was Immokalee where 33 percent agreed. A little over half of the responders agreed, 51 percent, that 'Good Wheels" serves a community need; however;, 43 percent had no opinion; while a mere 5 percent disagreed, indicating, perhaps, an unfamiliarity with that transportation service. Highest agreement was among responders from the City of Naples and surrounding areas, 58 percent agreement, with 36 percent indicating no opinion; followed closely by those living east of CR-951, with 55 percent agreement; and 44 percent indicating no opinion. Perceplion that local sidewalks are safe and adequate for pedestrians seemed to be a problem for some respon~nts, with 43 percent agreeing and 40 percent disagreeing while 17 percent had no opinion. Highest agreement was from those in East and South Naples, 54 percent, and from ~ose living east of Goodlette-Frank to 1-75 and south of Pine Ridge Road to Davis BoY, anY, 52 percent. Third highest was from those in the City of Naples and surrounding arees, 5~ percent, w~zh 39 percent disagreeing and 11 percent having no opinion. Lowest ag~.ment '~as from Evergfades City and the surrounding areas where all responders di.~greed a~t from Irm'~okalee where 17 percent agreed, but 83 percent disagreed. Agu~ement tilmt ~icyc~e lanes and pathways are safe and adequate was the lowest in this hi~hy~ ~ 2~ pe~er~ agreeing and 50 percent disagreeing, while 24 percent had no op~fian. trlt~t~t ajTFeement was from those in North Naples and from residents in East and So~ Na)OJes, beEh ~reas at 32 percent, and third was from those east of Goodlette-Frank Road to h:75 ant? ~sot~ o~ F:~ne Ridge Road to Davis Boulevard, 28 percent. Lowest agreement was from E'ze~des ClUb/and surrounding areas, where all disagreed and Immokalee where 67 perce~ disa~ed. Rank Agree Disagree NAJNO Local street connections to o~her roadways keep 73.91% 14.22% 11.85% traffic moving fairly well. Congestion-free local roadways minimize delays 66.40% 16.60% 16.99% when traveling on the County road system, Disabled and Elderly transportation sen4ces by 'Good Wheels' transit buses and vans serve a 51.38% 5.13% 43.47% community need. Sidewalks for pedestrians are safe and adequate. 42.68% 40.31% 16.99% Bicycle lanes and pathways are safe and adequate. 26.48% 49.80% 23.71% Collier County Public Transportation Development Plan, Evaluation of Mass Transit Responders agreed at the 93 percent level that mass transit is good for those without access to a private vehicle, with just 3 percent disagreeing and 4 pement having no opinion. Agreement was at the 90 percent level or above in all zip code areas except Everglades City and the surrounding areas and Immokalee, both at a 67 percent of agreement. Those in Goodland and on Marco Island agreed 100 percent. That mass transit is good for those not liking to drive was agreed to by 88 percent. Highest :7evel of agreement was from those east of Goodlette-Frank Road to !-75 and south of Pine Ridge Road to Davis Boulevard, 93 percent, Goodland and Marco Island, 92 percent, and from those living east of CR-951. Lowest agreement was in Everglades City and the surrounding areas, 67 percent. Of all responders, 84 percent agreed that mass transit is good when there is a lack of parking at the beach or at a workplace. Those from North Naples had the highest agreement, 91 percent, followed closely by those from east of Goodlette-Frank Road to 1-75 and south of Pine Ridge Road to Davis Boulevard, 90 percent. Lowest agreement was from the Everglades City and surrounding areas and Immokalee, both 67 percent. That mass transit avoids stress of driving on congested roads was agreed to by 78 percent. Highest agreement was from those living in Golden Gate and the Urban Estates, 92 percent. Second highest agreement was from the North Naples area, 86 percent. Lowest agreement was from the Everglades City and surrounding areas, ,33 percent, and Immokalee, 67 percent. Respondents had a more difficult time answering the question regarding mass transit being better for the environment, with 25 percent having no opinion. Of the total, 59 percent agreed and 16 percent disagreed. Highest agreement was from the Goodland and Marco Island area, 75 percent and East and South Naples, 71 percent. Lowest agreement was from the City-of- Naples area, 42 percent. However, 44 percent of respondents from the Naples area had no opinion, and 14 percent disagreed. Second lowest agreement was from those living east of CR- 951, 45 percent. Nearly half, 49 percent, agreed that mass transit costs less than driving; 40 percent had no opinion, and 12 percent disagreed. Highest agreement was from those living east of Goodlette- Frank Road to 1-75 and south of Pine Ridge Road to Davis Boulevard, 59 percent, with 41 percent having no opinion and no one disagreeing. Lowest agreement that mass transit costs less than driving was from those in East and South Naples, 37 percent, with 54 percent expressing no opinion and from those living in Goodland or Marco Island, 37 percent, with 50 percent expressing no opinion. Of the total, 43 percent said they would consider using mass transit if it were available, while 44 percent disagreed, and 13 percent had no opinion. The Immokalee area had the highest agreement, 67 percent with no one disagreeing and 33 percent having no opinion. Second highest agreement was from those Goodland and Marco Island, 58 percent. Third highest agreement was from those living in East and South Naples, 51 percent, with 32 percent disagreeing and 17 percent expressing no opinion. In the City-of-Naples area, 44 percent agreed, 44 percent disagreed, and 11 percent had no opinion. Lowest agreement was from the Everglades City area, 33 percent' and those from North Naples, 38 percent agreeing, and 54 percent disagreeing. Collier County Public Transportation Development Plan The majority, 51 percent, disagreed that mass transit is faster than a private vehicle, while 17 percent agreed and 31 percent had no opinion. This question received the lowest agreement in this hierarchy. Lowest agreement was from the North Naples area, 13 percent, while 61 percent disagreed and 27 percent had no opinion. The table below demonstrates the hierarchy of agreement for this group of questions on mass transit. Rank Agree Disagree NA/NO Mass transit is good for those who do not 93.28% 2.76% 3.95% have access to a private car, van, or truck. Mass transit is good for those that don't like to drive. 87.74% 4.74% 7.50% .... Mass transit is good when there is a lack of adequate parking for a private vehicle at work84.18% 7.50% 8.30% or at the beach. Mass transit avoids the stress of dr~ving on congested roads. 78.26% 9.88% 11.85% Mass transit is better for the natural environment. 58.89% 16.20% 24.90% Mass transit costs less than driving. 48.61% 11.85% 39.52% I would consider using mass transit if it were 43,47% 43.87% 12.64% available to me. Mass transit is faster than a private vehicle.17.39% 51.38% 31.22% 56 Collier County Public Transportation Development Plan INTERVIEWS WITH COMMUNITY LEADERS An important element in the preparation of a TDP is the identification of opinions and perceptions of local officials and community leadere. These people usually have input to, or are responsible for, policy formulation and allocation of funding. In addition, these individuals are community leaders and, therefore, have access to information about the needs of the community at large. The way in which public transportation is viewed in the community can significantly influence the priodty that is given to transit and other related transportation issues. With assistance from the MPO and Good Wheels, individuals holding both elected and non- elected positions, were chosen to be interviewed. In order to assess the views of community leaders in Collier County, CUTR conducted a total of 12 interviews of individuals representing Collier County, the City of Naples, the business community, and social service organizations. These interviews were either conducted in person or over the telephone. This section summarizes the results of the interviews. The interviews covered three basic areas: "where we are," "where we want to be,' and "how we get there.' An outline of the questions that were used for the interviews is contained in Appendix B. The following summary of the interviews is organized into four main areas: current conditions in Collier County, perceptions of existing public and private transportation, needs and suggestions for public transportation, and policy issues. Current Conditions in Collier County The interviews revealed that Collier County is perceived as a fast growing area. The high growth areas within the County that were mentioned include East Naples and North Collier. However, even with the high growth, congestion was not perceived to be a large problem in the county. Only during the winter tourist season was traffic considered to be a problem on main corridors, including US 41, 5~ Avenue, Pine Ridge Road, and Airport Pulling Road. Parking was not perceived to be a problem in any areas of the County. Collier County was characterized as a diverse county by many interviewees. Naples and Marco Island were mentioned as the main activity centers for services and employment. The areas surrounding Immokalee have traditionally focused on the agricultural industry, however, several interviewees representing social service agencies commented that many jobs in this industry are not available anymore (due to the closing of packing houses and farms), and residents of Immokalee are now traveling or needing to travel to Marco Island, Naples, and Ft. Myers for employment. 57 Collier County Public Transportation Development Plan- . Perceptions of Existing Transportation Services All interviewees were aware of the services provided by Collier County's CTC. In addition, other transportation options available to Collier County citizens were mentioned, including the Naples Trolley, vans provided by resorts, and trips provided by medical clinics. Most of the interviewees had a good impression of the overall service provided by the CTC. These services include demand responsive services (curb-to-curb service), the Immokalee Service Route (within Immokalee) and the shuttle from Immokalee to Naples and Ft. Myers. However, all interviewees stated that the quantity of service provided by the CTC is not enough. This was not blamed on the CTC but on the lack of adequate funding available for public transportation. Complaints about CTC service were minimal. These complaints (made by representatives of social service agencies) included comments that the service route in Immokalee often runs very late and is perceived as unreliable by some potential dders, increases in fares, and cross county travel being cost prohibitive at $2 per mile. However, these complaints were followed with comments about the service being better than it used to be especially in Immokalee where the service route had been discontinued until recently. Many residents of Immokalee were previously very isolated with few mobility options. 'Rhe transpoa%atfi3n services provided by the Naples Trolley were mentioned by a few of the iatem/iea~es_ 'rhe Naples Trolley is a privately run trolley service providing transportation and t=um fiar~sitors in the Naples area. It was recognized that this service is pdmadly provided for teu~ists ~ting Ihe Naples area, however, one interviewee believed that a handful of residents ~em u~mg the service on a regular basis. The regular fare for service on the Naples Trolley is ~'12~ for t~!imited ~se ~ilhin one day. However, some residents have been offered special am~l~!y ferns rmr $~30. These special fares are only offered in the off-season because dudng 'are,'~seasor~ t~e trolley is very crowded and is not in need of attracting additional riders at di~x~Jnt ~. it was a~so mentioned ~,at the Naples Trolley fills an important transportation need of providing service for special events such as the Snow Fest, Jazz Fest, and golf tournaments. For these events, the Naples Trolley has been hired by the event coordinators to provide transportation from remote parking lots to the event location. Another form of transportation, discussed by interviewees, was the vans provided by resorts and hotels on Marco Island. During the tourist season many of the larger resorts send facility- owned vans to Immokalee to transport workers to resort locations on Marco Island. The employee usually pays $20 to $30 per week for this service. However, these services are only provided by larger employers, and, therefore, smaller employers on Marco Island and in Naples are looking for employees but cannot afford to transport them with company-owned vehicles. 58 · Collier County Public Transportation Development Plan, Medical clinics in Immokaiee also provide transportation using their own vehicles. Clinic employees transport patients to the clinics and to doctor's offices in Ft. Myers and Naples. It was suspected by one of the social service agency representatives that users of this service were also using the service for other purposes. For example, a rider may have a doctor's appointment in Ft. Myers but will also go to a grocery store if it is within walking distance of the doctor's office. Another form of transportation was revealed by a social service agency representative. In Immokalee some individuals owning cars are offedng transportation to Miami for the day for a fee. Most of the people taking advantage of this service are using it to go shopping. Needs and Suggestions for Public Transportation When asked about the level of interest and support there is in Collier County for expansion of public transportation services, most interviewees stated that there is limited support to provide additional types of transportation services. The perception is that only people who do not have access to a vehicle or who cannot ddve will consider public transportation. Therefore, the services provided through public transportation need to be focused on the transit dependent populations including seniors, people with low incomes, and persons with disabilities. It was a consensus by the interviewees that anyone who has a choice will use their personal automobile for transportation. Specific transportation needs of the transit dependent were mentioned by many of the interviewees. A major need is for more transportation from Immokalee to Naples, Marco Island, and Ft. Myers. Many residents of Immokalee cannot afford cars and have transportation needs for work, education, and training. The CTC currently provides limited shuttle service to Naples and Ft. Myers, and many interviewees stated that the frequency and hours of this service are too limited to meet the needs. Many WAGES (welfare to work) participants also need transportation to work and training locations from Immokalee to the coastal areas. Seniors were also mentioned by interviewees as a population group that needs more public transportation. Seniors who should not be ddving because of disabilities are a particular concern for some interviewees. Additional transportation services for medical and shopping tdps are needed to convince seniors that they have an option other than their vehicles. Children in Collier County were also characterized as transit dependent, by two interviewees representing social service agencies. These interviewees stated that children could benefit from additional transportation services. Many children have needs for transportation to after school programs. 59 Collier County Public Transportation Development Plar . Types of Service Many suggestions regarding how to meet the transportation needs in Collier County were provided by interviewees. The most common comment by interviewees was that fixed-route service with big buses will not work in Collier County. As stated by one elected official, most residents view big buses as aesthetically displeasing, polluting, and contributing to congestion. Many interviewees stated that they do not want Collier County to be like Ft. Myers where large transit buses ride around virtually empty. There was, however, some interest by some interviewees to give a limited fixed-route system a try using small vans on a limited basis. Many interviewees suggested using small vans for expanded on-demand service for the transit dependent. Particular emphasis should be placed on attracting residents that are not low- income but should not be driving anymore. It was also suggested that more shuttle service be provided from Immokalee to Naples, Marco Island, and Ft. Myers. As stated in an earlier section, there is an unmet demand for work, training, and education trips. Another suggestion, by a social service agency representative was to use volunteer escorts on the existing paratransit system. Many frail seniors cannot use the service because it is only provided on a curb-to-curb basis and they need additional assistance for handling groceries and getting in thekr homes. Sag~ested OHgins aad Destinations ¢~ on~ns of ~e transit dependent suggested by the interviewees were East Naples, ',~ee, and GeaJlen Gate. However, it was also stated, by an elected official, that an ~s~!=a~ ,,demanc~ ~sponsive service was needed because many of the potential dders, !laal~ulla~J,Serio~ ~i.,,~e ia all parts of the County. Most of ~tte ~=~aple requiring public transportation are going to destinations in West Collier County. Major destinations include shopping centers and doctor's offices in Naples, hotels and resorts in Marco Island, vocational and technical training centers, Edison Community College, and Flodda Gulf Coast University. It was also expressed by some interviewees that there is an unmet need for trips to other counties (e.g., Lee County) for medical, employment, and shopping purposes 6O .Collier County Public Transportation Development Plan, Policy Issues The reality in Collier County, as stated by many interviewees, is that it would be difficult to convince the public to provide more money for public transportation. One interviewee, representing a social service agency, thought the chances of getting more money for transit was "slim to none." Collier County is viewed as a riscally conservative community that will not fund services that benefit only a small percentage of the population. The only way to convince the community that public transportation is a worthwhile investment for the County would be to --~xpand service on a pilot basis and prove that there are untapped markets for public transportation. Other interviewees believed that many employers have difficulty filling jobs during the season and they will push the County into doing something about the transportation problem. 61 Collier County Public Transportation Development Plan- 62 Collier County Public Transportation Development Plan CHAPTER TWO EVALUATION AND INVENTORY OF CURRENT TRANSPORTATION SERVICES INTRODUCTION The Naples Urbanized Area in Collier County was first identified after the 1980 US census. The -Collier County Metropolitan Planning Organization was subsequently established in 1982. After the 1990 US Census, the urbanized boundary changed and also led to the drawing of boundaries around two ~small urban" areas in Collier County: Immokalee and Marco Island. The County does not have a history of public transportation. Fixed-route transportation is not currently provided in Collier County. Fixed-route transportation in Collier County has been studied and proposed by a number of organization and private companies, but none have ever started operation. However, there are a variety of other public transportation services currenfiy available in Collier County primarily serving hotels and airports. The following chapter contains a summary and description of the services currently available in Collier County. PUBLIC TRANSPORTATION SERVICES IN COLLIER COUNTY There are many organizations providing public transportation services in Collier County. These organizations provide a vadety of public transportation services including local taxi service, airport shuffle service, limousine service, and charter service. Most of these services, however, serve airports, cruiseports, hotels, and toudst attractions. A list of all of the public transportation services available in Collier County is contained in Table 2-1. In addition, detailed descriptions of each of the provider and its service are included in Appendix C. Table 2-1 Existing Public Transportation Services Airport and Cruise ports service; A LINCOLN PRIVATE CAR, INC. limousine service, charter services 6 for special events Non-emergency Wheelchair and AA TRANSPORTATION Stretcher Transportation for 1 persons with disabilities AARON TAXI-LIMO Airport taxi service 2 ACE AIRPORT TRANSPORTATION Airport charter service 1 ACCENT TRANSPORTATION SERVICES, INC. Locel taxi service 4 ADMIRALTY TRANSPORTATION, INC. d/b/a Airport shuttle service 5 ADMIRALTY AIRPORT SERVICE AFFORDABLE LIMOUSINE SERVICE, INC. Limousine charter service 2 AIRLINE TAXI & LIMO OF S.W., INC. Airport shuttle service; limousine 2 63 Collier County Public Transportation Development Plan charter service AMERICAN TAXI & LIMO Local taxi service; airport shuttle service; limousine charter service 1 A-1 CADILLAC CAB, INC. Local taxi service; airport shuttle sewice; limousine charter service 7 A-OK TAXI, INC. local taxi service; airport shuttle service 7 ARISTOCRAT LUXURY TRANSP. INC. Local taxi service; limousine service 1 BEACH & ISLAND CAB CO. Local taxi service; airport transportation 6 Transportation from homes to CARING FOR KIDS facility of children participating in2 program CECILIA JAMES Airport taxi service 1 CHECKEK CAB OF COLLIER COUNTY (same as Local taxi service; airport shuttle American Taxi & Limo) service; limousine charter service 30 CLASS ACT LIMOUSINE Limousine charter service 3 Local taxi service; airport shuttle 7 CLASSIC TAXI, INC. service COAST TO COAST OF NAPLES, INC. Transportation to Cleveland Clinic 5 COMMUNITY HEALTH CARE, INC. clFola NCH Ambulatory, wheelchair, and stretcher service for non- 6 Healthcare System, Inc. emergency medical trips CONTINENTAL TRANSPORTATION SERVICES Airport shuttle service 1 CRUISE 'N' COMFORT Shuttle service 1 EASY TAXI Airport shuttle service 2 ELITE LIMOUSINES SVC OF S.W. FL INC Limousine charter service 2 THE ERRAND SOLUTION Airport shuttle service 3 EXCEL DESTINATION MGMT. SERVICES, INC. Airport shuttle service; tours 10 FIRST CLASS LIMOUSINE Limousine service 1 GALAXY TRANSPORTATION Airport transport service 1 Airport shuttle; special event 1 GOETZ TRANSPORTATION shuttle GRAHAM TRANSPORTATION, INC. Airport shuttle service 6 GULF COAST LUXURY LIMOUSINE Limousine charter service 2 HAROLD'S LIMOUSINE SERVICE Airport transport service 5 HOLLYWOOD LIMOS Limousine service (mostly to airport) 2 ISLAND AIRPORT EXPRESS Airport service 1 "JERSEY JOE'S TAXI & LIMO SERVICE Not in service 1 LEWISTON-PEARCE NON-EMERGENCY d/b/a LEWISTON-PEARCE MEDICAL RESPONSE Medical transportation service 5 SERVICE MCGAUGHEY BUSES, INC., D/B/A MBI TOURS Charters 12 MAJESTIC LIMO SERVICE Limousine and taxi airport service 12 MARCO TRANSPORTATION, INC. Airport Shuttle 5 MAXI TAXI OF FLORIDA, INC. Airport service; limousine service 11 MEDICAL SHU"i 1LE, INC. D/B/A SUNSHINE Co~-,~-act and Handicap TRANSPORTATION Transportation 2 NAPLES LIMOUSINE, INC. Transportation from hotels to 10 airports; tours; limousine service NA~PLE$ S~R.i~'LE Airport shuffle service 1 Local taxi service; airport 6 NAPLES TAXI,/t4C. transportation NAPLES TRANSPORTATION & TOURS, INC. Trolley tours; charter for special 4 events NATIVE TRANSPORTATION OF COLLIER, INC. Transportation to airports, ports, I 64 .Collier County Public Transportation Development Plan and special attractions THE NELLIE GROUP, INC. d/b/a A-ACTION TAXI Flat-rate shuffle 7 ORCHIDS & EGRETS, INC. Tour Operations 1 PARADISE LIMOUSINE, INC. Transportation for hotels 10 PARK SHORE TRANSPORTATION Airport transport service 1 PATRON TRANSPORTATION N/A 1 PLATINUM LIMOUSINE, INC. Limousine service 2 PRIVATE CAR AIRPORT SHUTTLE SERVICE Airport transport service 2 Transportation from hotel to airport28 THE RITZ-CARLTON TRANSPORTATION and elsewhere for guests ROCKEFELLER LIMO OF FLA, INC. Limousine service 1 Limousine and Town Car charter ROYAL FLORIDIAN TRANSPORTATION, INC. service 8 Shuttle service from airport to SOUTHWEST TRANSPORTATION, INC. hotels 3 Local taxi service; Airport transport1 SUNSET TRANSPORTATION service T.I.P.S. Local taxi service 6 TROPICAL LIMOUSINE Limousine service mostly to airport 1 UNLIMITED AIRPORT RIDES NIA 1 USA TAXI Local taxi service 6 VANTASTIC TOURS, INC. Tours 1 YELLOW CAB OF NAPLES, INC. Local taxi service 39 Sources:Code Enforcement, Collier County Government, 1998. Telephone interviews with transportation providers, 1998. N/A = not available RESIDENCE- AND EMPLOYER- PROVIDED TRANSPORTATION Transportation is also provided to residents and employees in Collier County through residence facilities and hotels. The following is a description of these services. Hotels A handful of hotels and resorts in Marco Island and Naples currently provide transportation for their employees from home to the worksite. The hotels in the following list formally coordinate transportation services. Other hotels and resorts in Collier County do not coordinate services formally but are aware of employees informally coordinating service for themselves. For the employee-coordinated services, generally, one employee owns a van and charges the other riders approximately $4/round trip. These services are being coordinated for transportation from Immokalee to Naples. Marco Island Marriott Golf & Beach Resort - The Mardoff operates five commuter vanpools for employees with vehicles leased through VPSI, Inc. The vanpools operate between Immokalee and Marco Island (60-mile, one-way trip) every day of the week. For each van there are 65 Collier County Public Transportation Development Plan--' assigned employee drivers and alternate drivers. Each dder pays Mardott $4 for each roundtrip. This service has been in place since 1997. Marco Island Hilton The Hilton operates one commuter vanpool for employees from Immokalee. The van is leased through VPSI, Inc. Radisson Suite Beach Resort of Marco Island- The Radisson recently started operating one commuter vanpool for employees from Immokalee. The van is leased through VPSI, Inc. Vanderbilt Inn on the Gulf- The Vanderbilt Inn owns one vehicle that it uses for transporting employees from Immokalee to the hotel. The van transports approximately 6 to 8 persons each day and riders are charged $1 for each one-way tdp (i.e., $2/roundtrip). The van makes one roundtrip each day leaving Immokalee at approximately 6:30 am and leaving the Inn at approximately 3:30 p.m. Retirement Communities The follo~ng are retirement communities that are currently providing transportation for their residents. This is only a sample of the communities currently providing service. Bmt~y Villages- Life Care (Hyatt) - The residence facility owns three or four vehicles that can be used by residents for l]ips such as to the grocery store, the shopping malls, and special 'Minings/:=ark- LEe Care - The residence facility owns three vehicles that can be used by ~klta'tts fc=~'tril=s i~ the community. Buses are scheduled each day to accommodate different tt~ilpes of 'ailps ~ ~ca~ions. Examples of destinations include doctors' offices, grocery stores, 66 ,Collier County Public Transportation Development Plan DESCRIPTION AND EVALUATION OF IMMOKALEE ClRCULATOR SERVICE Up until March 1999, the CTC of Collier County was operating a transit circulator within Immokalee (Note: It is proposed that this service will recommence within the next few months). The circulator is a 20-mile route that operates five roundtrips per day, Monday through Saturday. As shown in Figure 2-1, since the route was reestablished in January 1998, ridership has increased steadily. In August 1998, the circulator provided 1,158 passenger trips compared _ _to 282 trips in January 1998. 1,400 1,200 1,000 800 600 400 200 0 Figure 2-1 Immokalee Circulator Ridership 713 1:058 1,103 1,083 1,158 Table 2-2 contains additional information on the Immokalee Circulator service. The average daily ridership increased from approximately 14 riders per day to 55 riders per day from January to August 1998. Another measure, passenger trips per revenue mile, is a measure of service consumption. As shown in Table 2-2 the Immokalee Circulator provided 0.14 passenger trips per revenue mile in January, but provided 0.55 passenger tdps per revenue mile in August 1998, a 293 percent increase. For comparison, in FY 1998 (October 1, 1997 through June 30, 1998) the CTC provided on average 0.16 passenger trips per revenue mile for the whole Collier County coordinated transportation system. For comparison purposes, the 1996 Performance Evaluation of Florida's Transit Systems: Fixed-Route Peer Review Analysis reported that the systems with one to nine buses recorded an average of 0.93 passenger trips per revenue mile with a range of between 0.13 and 2.84 passenger trips per revenue mile. Of the 10 systems included in this category, 3 recorded an average lower than the Immokalee Circulator. 67 Collier County Public Transportation Development Plan, Table 2-2 immokalee Circulator 1998 Operating Statistics Passenger Trips 282 467 713 724 1,058 1,103 1,083 1,158 Average Daily 14.1 23.4 32.4 32.9 50.4 50.1 49.2 55.1 Ridership Total Revenue Miles 2,000 2,000 2,200 2,200 2,100 2,200 2,200 2,100 Passenger Tdps/ Revenue Mile 0.14 0.23 0.32 0.33 0.50 0.51 0.49 0.55 Source: CTC Monthly Operating Reports CTC TRIP DATA ANALYSIS This section focuses on an analysis of one week of trips that were either provided or coordinated by the CTC of Collier County. These trips were provided from March 9, 1998 through March 14, 1998. All tdps provided or coordinated by the CTC were included in the analysis except trips provided on the Immokalee Circulator. The purpose of this analysis is to understand, in detail, the type of service currently being provided in Collier County under the coordinated transportation system. To accomplish this, data associated with each of the trips were analyzed. Information on tdp type, odgins and destinations, trip purpose, and trip length were examined to identify general trends of coordinated transportation service in Collier County. General Information For the week of March 9, 1998 through March 14, 1998, 3,682 trips were provided in Collier Counbj's coordinated transportation system. As shown in Table 2-3, the number of trips ~;:~iclledl from Monday through Friday was very similar. Only one percent of the trips provided i~ ~ ~veakwere provided on Saturday. 68 Collier County Public Transportation Development Plan. Table 2-3 Collier County CTC Trips: Date of Trip March 9, 1998 (Monday) 19.57% March 10, 1998 (Tuesday) 19.79% March 11, 1998 (Wednesday) 19.72% March 12, 1998 (Thursday) 20.67% March 13, 1998 (Friday) 19.34% March 14, 1998 (Saturday) 0.92% Common Origins and Destinations The trip data was also analyzed to identify common origins and destinations for the trips. Shown in Map 2-1 are the results of an analysis of the concentration of trips to specific origins and destinations. As shown in the map, the darker the square the more frequent that point was visited dudng the week. The darkest squares on the maps indicate addresses where 101 or more trips either originated or terminated. (Note: The squares in the map are symmetrical because the entire area of Collier County was divided into a grid of boxes. Origins and destinations were assigned to each box based on x and y coordinates recorded for each trip. Using the boxes allows all trips within approximately 100 feet of each other to be counted as one destination.) Trip Type For this analysis, the trip type for every trip provided within the week was analyzed. Table 2-4 lists all of the different types of tdps provided under the coordinated transportation system in Collier. The most common type of trip is a subscription (or standing) trip, which accounted for 73.41 percent of the trips taken in the week of March 9, 1998 through March 14, 1998. The majority of the subscription trips were for recreation, education, and work. Another 19.09 percent of the trips were demand responsive trips. The majodty of the demand responsive trips were medical-related. The remainder of the tdps were defined as will call, standby, and other types of trips. 69 Collier County Public Transportation Development Plan, Table 2-4 Collier County CTC Trips: Trip Types Subscription 73.41% Demand Responsive 19.09% Will Call 2.72% Standby 0.27% Other 4.51% Trip Purpose The week's tdp data also revealed that the most common trip purposes were education, medical, and work, which accounted for 23.38 percent, 22.49 percent, and 20.37 percent of the trips, respectively. Other tdp purposes include recreation, personal, nutrition, shopping, and other, as shown in Table 2-5. Table 2-5 Collier County CTC Trips: Trip Purpose 23.38% Education Medical 22.490/o Work 20.37% Recma~n 17.63% Pemellal 5.81% Nuln'lkm 5.62% ~ 1 .o6% O~er 3.64% Tdp Lemjth The average trip length of the tdps provided by the coordinated transportation system in Collier County dudng the week of March 9 through March 14, 1998 was 7.28 miles. Table 2-6 shows the breakdown of the tdp lengths into three ranges: 0 to 5 miles, 5.1 to 10 miles, and 10.1 miles or more. The most common tdp was within the 0 to 5-mile range (48.97 percent of trips). 70 ,Collier County Public Transportation Development Plan, Table 2-6 Collier County CTC Trips: Trip Length 0 to 5 miles F 48.97% 10.1 or more miles [ 17.63% Travel Patterns A more advanced analysis was also performed on the trip data to determine general travel patterns of trip-making activity. Maps 2-2 through 2-5 iljustrate this analysis. Maps 2-2 and 2-3 show the link between origins and destinations for all trips. In Map 2-2 only subscription trips are shown. The subscription tdps are further separated (and color-coded) by tdp length. Trips of a length from 0 to 5 miles (red lines on the map) make up 49.1 percent of all subscription trips and originate and terminate primarily within the core Naples area. Another 32.5 percent of the subscription tdps were a length of between 5.1 and 10 miles, with many of these trips linking Golden Gate with the core of Naples. The final range, 10.1 miles or greater, constituted 18.4 percent of subscription trips and linked Marco Island and Immokalee with Naples. Map 2-3 shows all of the non-subscription trips (demand responsive, will call, standby, and other) by trip length. The travel patterns of non-subscription trips, as iljustrated by Map 2-3, are very similar to Map 2-2 (subscription trips) with the exception of more long distance trips linking Naples with the Ft. Myers area. In Maps 2-4 and 2-5 the same trip data is analyzed but is separated into ranges based on tdp purpose. Map 2-4 shows all subscription trips separated into work, shopping, personal and recreational, nutrition, medical, education, and other trips. The most common subscription tdp was personal and recreation trips, which made up 28.1 percent of trips. Education and work .. trips also made up 27.1 percent and 22.4 percent of the subscription trips, respectively. Map 2-5 portrays non-subscription tdps by trip purpose. By far the most common trip purpose for non-subscription trips was for medical reasons (53.2 percent of non-subscription trips). 71 Collier County Public Transportation Development Plan--' Summary The purpose of this general trip data analysis was to determine general patterns and characteristics of trips currently provided under the Collier County coordinated transportation system. 72 Map 2-1 Collier County CTC Trips (March 9 to 14, 1998) Concentration of Trips 0 2.5 5 Miles Frequency of Trips per Week to Origins and Destinations mLess than 10 (66.7%) [] 11 to 50 (28.1%) I!1 [] 51 to 100 (2,5%) a101 or more (2.7%) LEE [] [] [] •D 0 0 [] [] [] [] n on ;•oooo [] 0---'~ · !o ioo o [] !OOIOO O ,OlOOOO- ~0 [] OO O O 'O'13-0'O'-- o d~oo O 000D IO [] •.•'0••no• i . O_' [] [] o [] / DO · []. o [] [] o C846 [] o 0o [] 000 [] 175 F- COLLIER Collier County Public Transportation Development Plan, 74 Map 2-2 Collier County CTC Trips (March 9 to 14, Subscription Trips 1998) LEE 0 2.5 5 Miles Subscription Trips Uy Length (Miles) o to5 (49.1%) 5.1 to 10 (32.5%) .... 10.1 or more (18.4%) I .......... · Collier County Public Transportation Development Plan 76 Map 2-3 Collier County CTC Trips (March 9 to 14, 1998) Non Subscription Trips LEE C84 _] 0 2.5 Miles Non Subscription Trips by Length (Miles) 0 to5 (46.7%) 5.1 to 10 (36.0%) 10.1 or more (15.3%) Collier County Public Transportation Development Plan, 78 Map 2-4 Collier County CTC Trips (March 9 to 14, Subscription Trips 1998) · LEE COLLIER 2.5 5 M~les Subscription Trips by Purpose of trip Work (22.4%) Shopping (0.4%) Personal & Recreational (28.1%) -- Nutrition (6.9%) -- Medical (12.5%) ......... Education (27.1%) -- Other (2.6%) Collier County Public Transportation Development Plan, 8O Map 2-5 Collier County CTC Trips (March 9 to 14, Non Subscription Trips 1998) m 0 2,5 5 Miles Non Subscription Trips by Purpose of Trip -- Work (15.9%) Shopping (3.1%) Personal & Recreational (10.4%) Nutrition (2,3%) Medical (53.2%) Education (15.1%) lieu~ COLLIER / · Collier County Public Transportation Development Plan. 82 Collier County Public Transportation Development Plan. CHAPTER THREE POTENTIAL FOR ADDITIONAL PUBLIC TRANSPORTATION This chapter was prepared to evaluate the potential for various types of public transportation service in Collier County. This chapter describes a variety of public transportation options that are being used in other communities. DESCRIPTION OF PUBLIC TRANSPORTATION OPTIONS Fixed-Route Service Traditional fixed-route bus service is the most prevalent mode of public transportation in the United States. Fixed-route services are provided along specific routes with scheduled arrival/departure times at predetermined bus stops. One variation for low-density or more rural areas is pedodic scheduling, whereby buses serve different areas on different days of the week. Three types of vehicles are used for fixed-route service: standard buses (approximately 35 passengere); minibuses (11 to 20 passengers); and high-capacity buses (primarily articulated buses, that are used in large metropolitan areas). W'~h the passage of the Americans with Disabilities ACT (ADA) in 1990, most vehicles operating in the U.S. are lift-equipped and/or have "kneeling" capabilities for greater accessibility to seniors and passengers with disabilities. All new vehicles purchased by transit providers must be wheelchair accessible. Another feature that can be included on transit vehicles are bicycle racks. These racks are generally mounted on the front of vehicles and can hold two bicycles at one time. Many transit agencies in Florida have installed bicycle racks on their buses and have had great success with their programs. Currently, there is a certain level of experimentation associated with minibuses. They are being used for demand-responsive service and for fixed-route service in rural and low-density areas. It is a misconception that minibuses are necessarily less expensive to operate than larger vehicles~. The highest portion of vehicle operating expenses is always the salary cost of the vehicle operator. (An this cost remains constant no matter what type of vehicle is operated.) It has been shown that there is very little difference in fuel costs and, although the initial capital outlay for a minibus is less expensive, it is offset by a shorter life span (7 years for medium-duty buses under 30 feet and 4 years for vans, versus 12 years for a standard bus2) and higher maintenance costs ~Robert W. Koski, "Bus Transit", In Public Transix~tation, George E. Gray and Lester A. Hoel, eds. (New Jersey: Prentice-Hall, Inc., 1992): 151; and Center for Urban Transportation Research, Pensacola UrbanizedAraa Transit Improvement Strategy, (Tampa: CUTR, February 1995). 21nformation found in the Federal Transit Administration's Circular 9030.1A, "Section 9 Formula Grant Application Instructions." 83 Collier County Public Transportation Development Plan--~ due to the lighter-duty nature of the vehicle. However, based on public input in many cities in Flodda, minibuses often have a more positive public image than larger buses. In addition, where passenger volumes are low (as with the demand-response mode, or service in areas with low density) and/or maneuverability is essential, minibuses are important. There are also specialized vehicle categories that include trolley replicas (which are actual buses). These types of vehicles are becoming increasingly popular in toudst areas, CBDs, and special shopping districts. Their nostalgic appeal makes the vehicles well-liked in the community. In addition, many transit agencies across the country are purchasing buses (of all sizes) that use clean fuels instead of diesel and gasoline. Clean fuel buses included those powered by compressed natural gas, liquefied natural gas, biodiesel fuel, batteries, alcohol-based fuels, hybrid electric, fuel cell, certain clean diesel, and other low or zero-emissions technology. Bus networks can be established in radial or gdd pattems. Radial patterns, which are more traditional, have routes that generally begin and end in the city center. Grid-like route patterns, which are good for more scattered activity centers, have emerged as developments have become more dispersed. Grid patterns are also useful when geographic or topographic barders exist. Freed-mute systems are generally effective in meeting travel demand for intra-urban and sul~urba~n trips, but tend to fall short in generating suburban-suburban and rural trips, as ~ as ~ps tot ~ elderly and disabled. The basic advantages of fixed-route transit are: no ~serv,atiams are ~red to access the service, little or no passenger screening or registration is !m.,eded [e~oept a~en alfaring cF~,counted fares to certain population segments), and large .nunbets elf peQFile can t~e transporl~d at one time in a single vehicle. Disadvantages include: ~r~ ~agsess~ i's Irmifted due to predetermined stops and schedules, access is difficult or ;imtsas~ for rmamy, e~lded? a~l disabled patrons, and large transit buses are often perceived to ,~e aasfih~ii=a~y~ing, ~ in smaller cities and suburbs. Tat~e 3-1 ~hows sugges[ed minimum residential densities and downtown non-residential floor space requiremen~ for varying levels of fixed-route bus service. The least frequent bus service, with a peak headway of 60 minutes, would generally require at least 4 dwelling units per acre in the service area, and a minimum downtown size of 3.5 million square feet of non-residential floor space. 84 Collier County Public Transportation Development Plan Table 3-1 Thresholds for Fixed-Route Transit Headway~ Minimum Residential Minimum Downtown= Density Non-Res. Floor Space Type of Bus Service (minutes) (dwelling unite/acre) (millions of sq. ft.) Minimum 60 4 3.5 Intermediate 30 7 7 Frequent 10 15 17 1,,Headway', is defined as the time between transit vehicle arrivals. 2"Downtown" is defined as a "contiguous cjuster of non-residential use" and is larger than the more narrowly defined CBD. SOURCE: Implementing Effective Travel Demand Management Measures, report prepared by Cornsis Corporation for the Institute of Transportation Engineers (ITE) (Washington D.C.: ITE, June 1993), 1-7. It is important to remember that, in determining the type and level of public transportation service, the goals set for such a system by the community and local officials must also be considered. There are many smaller communities (especially in Flodda) that operate fixed-route transit services (cities with populations of at least 25,000 can usually support some level of fixed-route service). Sometimes, a certain measure of cost-effectiveness or ridership is not as important to a community as the goal of providing mobility to those who truly need it. One example of this is in Johnson City, Tennessee, which had a population of 39,310 in 1980. Fixed-route transit was somewhat of a controversial issue in Johnson City, Tennessee. Some believed that the demand was not substantial enough to support transit and that the costs far outweighed any benefits. Still others saw more indirect benefits to a system and felt that such a service fulfilled important community goals. Nevertheless, Johnson City implemented a fixed- route system in October 1979. The major goals of the system were to "provide mobility to the transportation-disadvantaged persons and to influence the future urban form by encouraging more business and other activities in the central business district."3 Eight minibuses were operated on eight routes between 6:00 a.m. and 6:00 p.m., Mondays through Saturdays. This service was very well-received by its users. The Johnson City system was not odented toward commuters, as there was an absence of morning and afternoon peak demand. According to a user survey, more than 90 percent of the tdps were made by riders that did not have any other transportation options, and a majodty did not own a vehicle or have one available, and did not have a ddver's license. The system had very low aldership consisting mainly of very young or very old citizens who used the service primarily for school and shopping tdps. The bus service appeared to have a positive impact on retail 3Arun Chatterjee and Frederick J. Wegmann, "New Fixed-Route Bus Service in a Small Urban Area," paper presented at the 62nd Annual Meeting of the Transportation Research Board, Washington D.C., January 1983, 2. 85 Collier County Public Transportation Development Plan businesses, especially those in the downtown area. At first, the system covered about one-third of its operating expenses with farebox revenues. This level would be considered high, especially among Flodda systems, in the present day. The Johnson City Transit System still exists today. The most recent data from the system are from fiscal year 1997 and indicate that the service area population has grown to 49,381, with a service area size of 33 square miles. The system operates six vehicles for fixed-mute service and four vehicles for demand-responsive service. Ridership for the fixed-mute service was 389,264 in 1997. Deviated Fixed-Route Service In a deviated fixed-mute service, a vehicle operates along a fixed mute, making scheduled stops along the way. Vehicles will deviate one to two blocks, or more, from the mute, however, to pick up and drop off passengers upon request. After deviating, a vehicle then immediately retums to the fixed route at the point at which it departed to accommodate the request for deviation. Route deviation is described as a hybdd configuration with features of fixed-mute, fixed-schedule transit service and demand-responsive, curb-to-curb service (i.e., the ddver will not help the passenger tothe door). De~i~ Ered-mute service is generally a more cost-effective way of providing transit service in srnailler mban and rcrai communities. The service is usually operated with minibuses or vans. To ac~i~ve greater geegraphic coverage, mutes may vary by day of the week. The level of in~armaiibr~ pro~r~dl to the passengers must be high to avoid any confusion about the deviated rc¥~fe~ O~rre agldedt character~slic of mute-deviated service is that it is officially defined as demand- re.~v~, Ilberermre~ any system operating this service would not be required to operate co~enllary AD~ l:mratmnsit service. This definition was taken from the ADA Paratransit Handbook' tmptarneetfng the Complementary Paratransit Service Requirements of the Americans with Disab~ies Act of 1990, by the Urban Mass Transportation Administration (now the Federal Transit Administration) of the U.S. Department of Transportation. Community Circulators (Service Routes) Community cimulators or service mutes are fLxed mutes that are designed to minimize walking distances for the riders. Vehicles used for this type of service are generally smaller and the muting can be on neighborhood streets and to the doors of major destinations such as shopping malls and hospitals. Similar to fixed-mute bus service, a community circulator can include a 86 Collier County Public Transportation Development Plan "route deviation" option. Similar to fixed-route service, vehicles, for this type of service, can use alternative or clean fuels. In many communities, community circulators serve the function of feeder routes to the main line- haul fixed routes in the community. Demand-Responsive Service (Paratransit Service) "Paratransit" is defined quite broadly by some as any means of shared-fide transportation other than fixed-route service. Primarily, paratransit services are considered to be supplemental services to accommodate those persons who, due to a mental or physical handicap or age, are. unable to utilize conventional fixed-route bus service. However, in communities without conventional fixed-route service, paratransit may serve more members of the community. Such services are usually operated as advance reservation, door-to-door or curb-to-curb, demand- responsive systems. Paratransit service consists of public and semipublic (available only to those within a certain group, such as the elderly or residents of a particular neighborhood) transportation characterized by higher levels of personalization and flexibility than fixed-route. More specifically, a need to provide specialized transportation services for the elderly and disabled has resulted in the advancement of demand-responsive services. Some types of paratransit service can be used as a '~eeder" service to a fixed-route bus system, or can be used where fixed-route ridership or cost- effectiveness would be too low. Demand-response service can be provided by taxis, vans, or minibuses. In addition, service can be supplied through contracts with vadous providers including non-profit agencies, transit properties, volunteer organizations, and pdvate for-profit firms (such as taxi companies). Demand-responsive service can be operated on "call and demand" or with advance reservations, whereby users call ahead, usually a minimum of 24 hours, for the tdp4. Many systems utilize a combination of the two types; i.e., the tdps reserved in advance are guaranteed while tdps called in on the same day are taken as space is available. Some paratransit services also can be operated by subscription which accommodates passengers making frequent tdps to the same destination. Table 3-2 presents some characteristics of the major forms of paratransit 4Guidebook for Planning Smell Urban and Rural Transporta~on Programs, Volume I, report prepared by Cornsis Corporation for the U.S. Department of Transportation (Washington D.C.: U.S. Government Pdnting Office, 1990), V.3. 87 Collier County Public Transportation Development Plan Table 3-2 Types of Paratmnsit Demand-response - telephone requests - dial-a-ride General travel in - mutes determined - shared-ride taxi smaller cities and low- by trips to be served - mute-deviated bus density areas Client transportation for- arranged, provided,- volunteer drivers Travel for the elderty special needs sponsored, or - social services and disabled subsidized by social - private operators service agencies or public programs SOURCE: "Paratmnsit and Rideshating," in Public Transportation, 1992. Advantages of a demand-response system include: door-to-door (or curb-to-curb) service; larger geographic area of coverage; flexibility; service operated with smaller, more comfortable vehicles; and Ihe fact that the needs of the elderly and disabled are more easily accommodated. Some disadvantages are: shared use of the vehicles, no direct travel between individual origins and destinations, a high degree of dispatch coordination, increased expenses per passenger and higher fares, and longer travel times. '1Ihose served by demand-response service can include the elderly, persons with low incomes, · ose who have no access to or cannot utilize other available forms of transportation, and the mentally or physically disabled. Table 3-3 contains threshold residential densities for paratransit Table 3-3 Thresholds for Paratransit Service · :~ MINIMUM RESIDENTIAL. TYPE OF SERVICE DENSITY COMMENTS ' {DWELUNG UNITS/ACRE) Only if labor costs are not more Nanny odgins to many destinations4 than twice those of taxis Lower figure if labor costs are F~ed ~er~s or subscription 3.5 to 5 twice those of taxis and higher if service three times those of taxis SOURCE: "System and ~ Planning," in Public Transportation, 1992. Volunteer Networks Volunteer transportation programs try to match requests for transportation with the geographic area in which the volunteer driver or vehicle is available. This type of program can be effective for 88 Collier County Public Transportation Development Plan. trips that are difficult to provide by any other mode? A volunteer organization can also help in providing an "escort" service to citizens who live within the service area of a fixed-route or paratransit system but need assistance in utilizing the service. The retired community is a good resource for volunteers. The volunteers can gain a good deal of personal satisfaction from helping others with restricted mobility. The pdmary drawback to this type of service, however, is the issue of insurance and liability. User-Side Subsidy The distinguishing feature of user-side subsidies is that the providers of the service receive the subsidy in amounts proportional to the number of people utilizing the service? Its main advantage is that it promotes the efficient allocation of transportation resources. Specifically, transportation providers must successfully attract passengers to receive the subsidy: therefore, an incentive exists to offer high quality, low cost transportation to meet the needs of the target population. The user-side subsidy approach has been identified as a potential method for serving primarily low- income citizens with a need for personal mobility. Since the 1970s, many local public transportation services have been based on user-side subsidies. The literature on this topic shows that several major user-side subsidy systems have been implemented, often in the form of federal demonstration projects. In addition, many smaller user-side subsidy services have been implemented. Almost all of these projects relied exclusively on the local taxi industry for the provision of service, and were restricted to the elderly and/or disabled populations. Many existing user-side subsidy programs were characterized by low ridership, high expenses, and relatively unrefined payment and administration structures. User-side subsidy programs, in general, do not represent typical public transportation. Most attempts at implementing such systems have shown that there are many practical problems that had to be resolved. User-side subsidy programs have shown that consumer choice mechanisms are a practical and relatively cost-effective method of supplying paratransit services to targeted groups. For areas with low demand or density, user-side subsidies tend to provide more useful service than a dedicated vehicle provider-side subsidy. The mechanism of consumer choice fosters a competitive environment, and the providers that offer the "best" service will tend to attract the most users. Slbid., V.4. 6David Koffman and Pamela Bloomfield, The Runaround: User-Side Subsidies for Mass Transportation in Danville, Illinois, report prepared for the U.S. Department of Transportation (VVashington D.C.: U.S. Govemment Printing Office, Apd11980), 1. 89 Collier County Public Transportation Development Plan Carpools Carpooling may be defined as two or more persons shadng rides in a private vehicle. Census data show that it is the most prevalent commute alternative to driving alone in the United States. Carpooling was first encouraged in this country during World War II due to petroleum and rubber conservation measures.7 It was again promoted during the energy "crises" of the 1970s and 1980s. As an important travel demand management (TDM) measure, carpooling can be considered as a strategy for reducing auto pollution and traffic congestion. There are three general methods of grouping commuters into carpool arrangements (or carpool "matching"): area-wide programs, employer and developer programs, and informal arrangements. Area-wide programs are promoted by public agencies and/or non-profit organizations through roadside signs, media campaigns, and employer outreach programs. Computerized databases are maintained to facilitate the matching of potential carpoolers. Employer and developer programs occur when the employer becomes the means by which carpooling is promoted. Beginning in the mid-1980s, carpooling programs sponsored by commercial and residential developers (for tenants and homeowners) were initiated as a response to traffic mitigation reclarements. However, the majority of carpooling commuters are part of more informal agreements. A 1991 survey in southern California revealed that 53 percent of carpoolers in the area rode wilh household members, 6 percent with other relatives, 15 percent with fdends and meii3hbors, and less than one-third with co-workers? The matcJMng processes for carpoolers range from very sophisticated computerized systems to the infornmai arrangements. More effective matching systems usually include information on specific o)~i~ns and destil~k:ms, schedules, travel routes, and passenger preferences (such as smokimg).. Asu~~ large pool of potential commuters is important for securing good matches. Overalii, i~t ~has bc=n found Ihat organized carpools targeting commuters at the work site seem to Ilae ,nore.~fi-~an thesefocusing on residential areas.9 ,~ :;'~jor edV;vtage of caq~ooling is that it allows the convenience of the pdvate automobile. In add~on, responsibilities for driving are shared among the carpoolers. However, there are some disadvantages when compared to driving alone. These include the necessary set schedules, the constrained ability for individuals to run errands, and increased commute time (due to picking up additional passengers). Some commuters feel that carpooling deprives them of their private time. ?David W. Jones and Clifford A. Chambers, "Paratransit and Ridesharing," in Public TransportaUon, 177. aComsis Coq3oration, Implemerrdng Effective Travel Demand Measures, report prepared for the Institute of Transportation Engineers (rrE) (VVashington D.C.: U.S. Govemment Printing Office, June 1993), 2-2. Dlbid., 2-2. 90 Collier County Public Transportation Development Plat=. People usually choose to carpool when there is no vehicle available for their work commute and transit is not an option. In addition, there are cost savings associated with carpooling. The savings can be substantial, especially when the indirect (vehicle ownership, insurance) and full social costs of commuting (impacts on air quality and traffic congestion, etc.) as well as the direct, out-of-pocket expenses (gas, maintenance) are considered. Incentives, such as preferential parking, and disincentives, which include increased parking charges, are used to encourage carpooling. Carpool subsidies are also an effective form of inducement. Many planners have also _ _been successful in promoting "occasional" or "part-time" carpooling, as it has been shown that a large proportion of commuters can carpool one or two days per week.i° The most promising market for carpoolers is clearly the commuters traveling to and from work during the peak pedods of the day. The size of this market can determine the feasibility of a carpooling program in a given area. For work trips, carpooling is best suited to suburban employment markets. For the suburban-suburban commute, carpooling seems to be the most likely alternative to driving alone due to the higher densities necessary for transit (and even vanpooling, discussed in the next section). The carpooling market can be further defined by the length of the work tdp. Commutes ranging from 15 to 25 miles seem to attract the largest proportion of carpools. An additional market is educational and recreational tdps. Students typically carpool because of lower pdvate vehicle availability and increased parking constrairtts. Many colleges and universities have commute alternatives that are marketed toward students. Carpooling should be more aggressively promoted by agencies and employers in areas with severe traffic congestion and air quality problems. However, carpooling rates in some smaller urban areas have also been relatively high. This may be due to a lack of transit; however, less congestion and less dispersed travel patterns may also play a role in this finding. For a carpooling program to be effective, supporting strategies must also be implemented to provide incentives and reclaim the time advantage to driving alone. High-occupancy vehicle (HOV) facilities can be utilized in large urban areas, but there are other approaches that are feasible in smaller areas as well. These include: preferential parking for carpools, on-site (employer) coordinators, guaranteed ride home programs, carpool subsidies, and parking pricing giving the advantage to the carpoolers. The effectiveness of carpooling is usually based on the number of trips reduced, or by the vehicle miles of travel (VM'I') reduced. As stated previously, the goals for public transportation in the Collier County, as well as other relevant goals, must be considered when evaluating the appropriateness of different public transportation alternatives. Carpooling serves the needs of work commuters, and does not address the needs of the transit-dependent in a given area. ~°lbid., 2-3. 91 Collier County Public Transportation Development Plar~ Vanpools Vanpools are an additional altemative to ddving alone. The levels of carrying capacity, flexibility, costs, and convenience are in between those of transit and carpools. Vanpools typically consist of 7 to 15 people (primarily commuters) traveling together in a passenger van. Normally, one member of the vanpool serves as the ddver, and is often allowed to dde free and have off-hours use of the vehicle. The driver also is usually responsible for the organization and maintenance of the vanpool operation. Formally, vanpooling has been in existence since 1973, when the 3M Company in Minnesota established a program for its employees. Informally, shared ride arrangements involving more than four persons in a van or station wagon have likely been functioning for some time. Data from the 1990 Nationwide Personal Transportation Survey (NPTS) by the U.S. Department of Transportation indicate that approximately 0.3 percent of all work trips at the national level are made in a shared-ride vehicle with at least five occupants.~ The ~ of a vanpool requires: the identification of at least seven people with similar trip 13a~arns and schedules (in addition to certain personal characteristics); support for the cost of a~l~Ui~ng, ruerrag, and maintaining a vehicle; acceptable arrangements for shared responsibility; amt -~ing the risk and expense of vehicle insurance. ~ ~ maja~ t¥13es of vanpool organization are owner-operator vans, employer-sponsored v~n!~mls, am!: third-party vanlx)ols. Third-party vanpools are likely the most applicable form of v~nlpa~ling ,ff~rthis study, althaagh the other two types could still be encouraged. In this type of ar~, a ~iird~part¥ <~janization such as a non-profit corporation, a private vendor, or a tramsital;ll~m=yac=:l ~ims t13e'.~ns and makes them available to employers or individual users. The ~ans a~ ,.Dla,~stalbjr ~asedl ~o the users at a rate based on the cost of the vehicle, maintenance, rael'~ ~am~ int~rata3~ So~ the administration costs incurred by the third party are included im the fetes. :,a~ art ~ 1o a3f~:tly leasing vans, some public agencies contain their role to the '~.~ma~;~n of ~he vanpool, ;mid mf~r the riders to private leasing companies for the equipment. Vanpool Prag~'am Services, inc. (VPSI), is one prominent third-party service vendor. VPSI pravides full-service van acquisition, operating, and administrative assistance to employers and individuals across the country. LYNX Transit in Odando, Space Coast Area Transit in Brevard County, and the Citrus Connection in Lakeland contract with VPSl. In dispersed, lower-density areas where it is difficult to sustain traditional transit service, vanpooling has some advantages. A van requires fewer passengers than a transit bus to be viable and, from a cost perspective, is generally self-supporting. In areas with transit service, "Ibid., 3-1. 92 Collier County Public Transportation Development Plan vanpools are sometimes seen as competitors, whereas, this is not a factor in areas without transit. Benefits to employers from vanpooling include a relatively cost-effective way to access labor in mobility- or economically-restricted areas (such as inner cities or rural areas). Also, it can increase employee morale and reduce absenteeism and tardiness. When employers express concerns about vanpooling, they involve the cost and administrative burden of set-up and operation, wordes that adherence to a vanpool travel schedule will compromise professional staff commitments, and that proprietary information may be lost to other companies (if a vanpool has ._ _workers from different organizations). The individual commuter is usually just concerned with finding a less expensive, less stressful way of traveling to work. Vanpooling can result in possibly lower travel costs, increased convenience, more effective use of travel time, and less wear on one's pdvate vehicle. Many vanpoolers enjoy the social aspects of the group as well: retention rates for vanpool programs are usually greater than 90 percent? Some drawbacks for individuals in a vanpool are increased travel time, schedule constraints, and cost factors. However, it must be noted that individuals often fail to consider the full costs of driving their pdvate automobiles, which include, beyond the obvious out- of-pocket costs, vehicle ownership, depreciation, maintenance, insurance, taxes and fees, and social/environmental costs. The vanpool market is generally limited to long-distance commuters. ^ common rule of thumb is that a tdp length of at least 20 miles is required to sustain a vanpool. The market is immediately somewhat limited since only about nine percent of U.S. workers have tdps longer than 20 miles?3 While vanpool programs have been successful in higher-density areas, some of the best vanpooling examples support outlying destinations where employees travel long distances and there is little or no public transit. Incentives for vanpooling are similar to carpooling and include HOV facilities, preferential parking, guaranteed ride home programs, and flexible work hours. Trip reduction is a primary goal for vanpooling as well as carpooling programs. To the extent that vanpooling can attract commuters from lower-occupancy modes of travel, it can reduce vehicle trips and traffic congestion ~21bid., 3-4. ~31bid., 3-5. 93 Collier County Public Transportation Development Plat{ COMPARISON OF COLLIER COUNTY TO OTHER AREAS WITH SMALL TRANSIT SYSTEMS In this section, small, urban sunbelt areas, operating small fixed-route transit systems were analyzed. The systems were chosen based on the number of vehicles that they operate in maximum service. All chosen systems operate five or less vehicles dudng peak service. This data will be used in Chapter Four to estimate demand for public transportation in Collier County. The systems were chosen, first, from within Flodda; however, in addition to Florida, several suitable peers exist outside the state, primarily in the southeastern United States. The out-of- state peers were selected from an annual Performance Evaluation Study that CUTR performs for the Florida Department of Transportation (FDOT), which includes a trend analysis and a peer review analysis. CUTR's peer review analysis groups Florida transit systems (those receiving State Block Grant funds) into four groups based on bus fleet size: 1 to 9 vehicles, 10 to 49 vehicles, 50 to 200 vehicles, and greater than 200 vehicles. Peers from outside Florida are carefully selected and also placed into these categories. This analysis allows Florida properties to be compared with each other as well as among their out-of-state peers. Since these out-of-state peers have been examined closely and accepted by CUTR, as well as by FDOT, to be appropriate peers for Florida systems, areas for this analysis were taken from this pool. Systems were taken from the ~1 to 9 vehicles" group, limiting the selection to those properties with 5 or less vehicles in maximum service. The selected properties from Florida and other states with five or less vehicles are contained in Table 3-4. Table 3-4 Selected Fixed-Route Systems Operating Five or Fewer Vehicles Bay Town Trolley (Bay County Council on Aging)I Port Arthur Transit (TX) Key West Transit Authority I San Angelo Street Railroad Company (TX) Pasco County Transit ] Tuscaloosa Transit Authority (AL) 94 ,Collier County Public Transportation Development Plan Selected Demographic Characteristics Table 3-5 contains selected demographics for the service areas of the selected small fixed-route systems. These demographics include service area population, service area size, service area population density, the percentage of the population under age 18, the percentage of the population age 60 and older, the percentage of households with incomes under $10,000, and the percentage of households with no vehicles available. Estimates for Collier County were also included for comparison. The estimates for Collier County population, service area, and population density, however, do not include the entire area of Collier County. Census block groups (CBGs) in the extreme East portion of the County were not included because of the extremely low population (and large area) in these areas of the County. This produces a more accurate representation of population and population density in the areas that would most likely be service by additional public transportation. As shown in Table 3-5, Collier County has a population density of 816 persons per square mile which compares favorably to other areas included in the analysis. Collier County's percentage of population 60 years or older is much higher than some of the peers. However, Collier County's percentage of youth population, households with no vehicles available, and low- income households was lower than most of the areas included in the analysis. (However, as shown in Chapter One, many census block groups in Collier County have very high concentrations of low-income households and households with no vehicles available.) 95 Collier County Public Transportation Development Plan Table 3-5 Selected Small Fixed-Route Systems: Demographic Characteristics Service Area Population 32,471 122,901 315,785 150,500 84,474 56,724 170,464 ~.2 (1997) Service Area 19 79 761 1,340 50 81.5 209 1 (Sq miles) (1997) Service Area Pop Density 1,709 1,566 415 112 1,690 696 816 1 (1997) % Youth Population 17.28% 25.37% 17.86% 23.89% 26.93% 28.19% 20.51% 2 (1990) % Elderly Population 22.51% 16.77% 39.45% 15.76% 16.97% 22.23% 28.41% 2 (1990) % O-Vehicle Households 10.09% 6.62% 6.78% 10.01% 7.12% 16.40% 5.0% (1990) % Low Income Households 12.06% 17.54% 17.67% 24.32% 19.87% 30.98% 7.02% 2 (1990) Excludes population ;red area of CBGs in extreme East )oftions of Collier County. 2 1997 data updated b~Caliper Corporation from 1990 U.S. Census Data. Sources: 1997 NatioealiTransit Database Reports 1990 U.S. Census Selected Ope~ Statistics Operating data for each of the selected systems were obtained from the individual agencies' FY 1997 National Transit Database (NTD) reports. The data are divided into three categories: performance india, effectiveness measures, and efficiency measures. (Definitions of these measures are co~ in Appendix D of this report.) The operating statistics are presented for each system's direc~,ly,~ated fixed-route motorbus service. (The individual statistics for each of the systems inctuded in this analysis are contained in Appendix E.) The performance indicators selected for inclusion in this analysis are passenger trips, revenue miles of service, revenue hours of service, the number of vehicles operated in maximum se, n~ice, total operating expense, total local revenue, and passenger fare revenue. Table 3-6 shows the peer group minimum, maximum, and means for each of the respective indicators. 96 Collier County Public Transportation Development Plan Table 3-6 Small Fixed-Route Systems: Performance Indicators Passenger Trips 26,838 279,301 153,711 Revenue Miles 151,452 278,372 217,828 Revenue Hours 8,316 17,580 13,530 Vehicles Operated in 3 5 5 Maximum Service Total Operating Expense $203,259 $811,235 $561,012 Total Capital Expense $43,417 $518,852 $270,039 Total Local Revenue $170,619 $651,745 $433,957 Passenger Fare Revenue $12,682 $142,800 $89,194 Source: 1997 National Transit Database Reports The effectiveness measures shown in Table 3-7 include vehicle miles per capita, passenger trips per capita, passenger trips per revenue mile, and passenger trips per revenue hour. Effectiveness measures indicate the extent to which various service-related goals are being achieved by a transit system. The data presented in this table will be useful in the next section of this report, estimating demand, and for structuring potential service in Collier County. Table 3-7 Small Fixed-Route Systems: Effectiveness Measures Vehicle Miles per Capita 0.62 6.52 2.97 Passenger Trips per Capita 0.08 8.60 2.62 Passenger Trips per 0.15 1.34 0.67 Revenue Mile Passenger Tdps per 2.54 20.00 10.57 Revenue Hour Source: 1997 National Transit Database Reports Table 3-8 contains efficiency measures for the selected fixed-route systems. Efficiency measures involve reviewing the level of resources (labor or cost) required to achieve a given level of output. !t is possible to have very efficient service that is not effective or to have highly effective service that is not efficient. 97 Collier County Public Transportation Development Plan Table 3-8 Small Fixed-Route Systems: Efficiency Measures Operating Expense per Capita $0.91 $24.98 $8.78 Operating Expense per Passenger Trip $2.90 $10.72 $4.98 Operating Expense per Revenue Mile $1.34 $3.88 $2.50 Operating Expense per Revenue Hour $24.44 $58.08 $39.96 Farebox Recovery Ratio 4.41% 18.72% 13.78% Average Fare $0.41 $0.74 $0.55 Source: 1997 National Transit Database Reports Description of Selected Systems .Bay County Council on A.qinq (Panama City, FL) Fixed-route service in Bay County began in December 1995. The service primarily focuses on the urbanized area of Bay County. Service is provided using rubber-wheeled trolley replicas on six routes with approximately one-hour headways, serving approximately 38,052 riders per year. Key West Department of Transportation The Key West Department of Transportation is a department of the City of Key West. The transit system provides fixed-mute service to the.City of Key West and to Stock Island. Two routes are in operation in the system. One route provides a loop service around Key West and Stock Island, and the other mute provides shuttle service to the downtown historic areas of Key West from a 250-space park-and-ride facility. The transit agency serves approximately 279,301 dders per year. The area that the Key West Oepartment of Transportation services with transit is comparable to litre Downtown Naples and Marco Island areas of Collier County. Similar characteristics include I;a~ge numbers of toudsts and a relatively dense development pattern. Pasco C~nty Public Transportation The transit prcw~er for Pasco County, Pasco County Public Transportation, is a division of the Pasco County government. Fixed-route service has been provided since 1996 on 10 routes that operate on different days. (Service was provided previous to 1996 in Pasco County but was discontinued in 1990.) Five of the routes run on Tuesday and Thursday and the other five operate on Wednesday and Friday. The areas of service include the urbanized area of West 98 Collier County Public Transportation Development Plan Pasco County and the municipalities (Dade City and Zephyrhills) in East Pasco County. The transit agency provides approximately 26,838 passenger trips per year. The characteristics of areas served with transit by Pasco County Public Transportation could be compared with the long distances between areas of Collier County (e.g., Immokalee to Naples and Marco Island). Port Arthur Transit (Texas) Port Arthur is a small, urbanized community on the Gulf of Mexico in Texas. Transit service has been in operation since the late 1970s and is currently operated only within the city limits of Port Arthur. The transit agency provides service on 11 routes, Monday through Friday, from 6:15 a.m. to 6:15 p.m. On 8 routes, frequency of service is every hour, on the remaining 3 routes, frequency is every 2 hours. Approximately 192,477 passenger trips are provided each year. San An,qelo Street Railroad Company (Texas) San Angelo, Texas, is a small, urbanized area in the western part of Texas. The city and surrounding areas have relatively low population densities with new development reaching farther out of the city. Public transit has a long history in San Angelo, being offered since the 1930s. The transit agency operates open-air trolleys on five fixed routes within the historic part of the city. All of the routes meet and transfer at a downtown histodc depot. The vehicles operate on 60-minute headways from 6:30 a.m. to 6:30 p.m., Monday through Friday. Approximately 152,166 passenger tdps are provided each year. Tuscaloosa Transit AuthodW (Alabama) Fixed-route service began in Tuscaloosa in 1971. The Tuscaloosa Transit Authority operates five vehicles on four routes throughout a large service area. Fixed-route services operate from 5:00 a.m. to 5:00 p.m., Monday through Friday at one-hour headways, serving approximately 233,430 dders per year. 99 Collier County Public Transportation Development Plan Conclusions After comparing Collier County to other urbanized areas with small transit systems, it is evident that Collier County has similar demographic characteristics that support public transportation in a community. This section also includes performance indicators, effectiveness measures, and efficiency measures of the selected small transit systems. These indicators and measures will be helpful in the determination of operating characteristics and costs for public transportation options that may be considered for Collier County. 100 Collier County Public Transportation Development Plan CHAPTER FOUR ESTIMATION OF PUBLIC TRANSPORTATION DEMAND AND ASSESSMENT OF NEED In this section the demand for public transportation services in Collier County is estimated. The first section contains estimates of the demand for transportation disadvantaged services (i.e., --services provided and coordinated by the CTC) in Collier County. The second section contains demand estimates for traditional fixed-route transit service in Collier County. ESTIMATE OF DEMAND FOR TRANSPORTATION DISADVANTAGED SERVICES This section contains forecasts of TD trip demand, supply, and unmet demand for Collier County for the time period of 1998 through 2003. Descriptions of the methodologies used to develop these forecasts are also contained in this section. These estimates are based on the Transportation Disadvantaged population forecasts that were presented in Chapter One and information from the Collier County CTC Annual Operating Report for fiscal year 1998. Flodda's TD system provides two types of trips--program trips and general tdps. Demand and supply for these two types of trips are forecasted differently. Program Trips Program trips are sponsored by social service agencies for the purpose of transporting clients to and from programs of those agencies. Members of the potential TD population are eligible for these tdps. Demand for Pro,qram Trips The demand for program trips is a derived demand, that is, the demand for program trips is dependent upon the existence of the program(s) to which the potential TD population is transported. For example, demand for trips to sheltered workshops exists only because there are sheltered workshop programs. Thus, the demand for program trips is equal to the number of trips required to take advantage of the service offered by the programs. Estimating this demand for program trips is not possible because of the myriad programs that do not have funds to transport clients. lol Collier County Public Transportation Development Plan, Table 4-1 Forecasts of Collier County Potential TD Population and Program Trip Supply YEAR ' :: : POPULATION::: ~: ~: ~i : : : 1998 87,058 123,813 1999 90,289 128,765 2000 93,638 133,916 2001 96,880 139,273 2002 100,239 144,843 2003 103,718 150,637 Source: Estimates prepared by CUTR using the methodology described in the 1993 CUTR report Methodology Guide8nes for Forecasting TD TransportaUon Demand at the County Level. SoIXYN of ,~ Trips !~ ~s expect~ Ihat program trips will 'be supplied by operators within the coordinated TD system atoll by' opem~rs carrently outside of the coordinated system. The number of tdps supplied ~'~in ~e ~oerd~ syslem in 1998 is available in the Annual Operating Report (AOR) sab~itt~ ,1~ Re Collier County Community Transportation Coordinator. However, data are Iiacl~ng am ~he n~a~be~ of ~ supplied outside of the coordinated system. To estimate the aunfi~r of ~ ~ oulside of the coordinated system in 1998, the Actual Expenditure Repe~ ~d by the agencies that fund TD tdps were compared to the AORs. This companison s~3ge~ that 75 percent of the funds expended for TD tdps .in 1998 were expendedl within ~e coordinated system, and the remaining 25 percent were expended outside of the coorcfinated system. it was assumed that the average cost of a tdp within the coordinated system was the same as the average cost of a tdp outside of the coordinated system. Therefore, it was assumed that 75 percent of the TD trips supplied were supplied within the coordinated system, and the remaining 25 percent were supplied outside of the coordinated system. For this report, it is assumed that the supply of program tdps both within the coordinated system and outside of it will increase at the same rate of growth as the potential TD population (see Table 4-1). Under these assumptions, based on the estimated number of program tdps supplied in 1998, the supply of program tdps in Collier County is forecasted to increase from 102 Collier County Public Transportation Development Plan. 123,813 in 1998 to 150,637 in 2003. However, it should be noted that the supply of program tdps will only increase as long as the vadous governmental and social service programs maintain consistent funds to accommodate the transportation needs of their clients. Currently, many of these programs are facing sedous threats to their funding in general and, in some cases, their transportation funding specifically (i.e., Medicaid). If the budgets of these programs are cut or eliminated, the demand for non-sponsored trips can be expected to grow significantly. This is particularly true in the case of Medicaid non-emergency transportation. The __transportation budget for this federal program has been reduced tremendously in the last few years. This type of scenario potentially represents a sedous challenge that will have to be met by the Collier County CTC in the future. General Trips General trips are trips made by transportation disadvantaged persons to destinations of their choice (not to agency programs). Examples of general trips are tdps to work, grocery stores, and non-Medicaid medical trips. Demand for General Tdps In this report, the demand for general trips is forecasted differently from the demand for program trips. The methodology developed to forecast demand for general trips involves the use of tdp rates derived in a study of paratransit demand conducted in 1990 for the San Francisco Bay Area Metropolitan Transportation Commission by Crain & Associates, Inc. and others (San Francisco Bay Area Regional Paratransit Plan: Final Report). The tdp rates were developed from the actual experiences of paratransit systems around the country that were meeting most or all of the trip demand in their service areas. The use of these trip rates has been recommended by the Federal Transit Administration for estimating demand for ADA complementary paratransit. In the San Francisco study, tdp rates were developed from an evaluation of seven paratransit systems that provided high levels of service. These tdp rates, 1.0 and 1.2 trips per month per capita in urban and rural areas, respectively, represent the demand for general tdps. Total demand for general tdps is simply the TD Population multiplied by the tdp rates. The TD Population (rather than the Potential TD Population) was used to forecast demand because the TD Population is the pool of persons eligible for general trips funded by the state. The rate of 1.0 trip per month was used for TD persons with access to fixed-route transit and the rate of 1.2 trips per month was used for TD persons without access to fixed-route transit. Table 4-2 shows the forecasts of the Collier County TD Population, as well as demand and supply estimates for general trips by the TD population for the years 1998 through 2003. Based on this 103 Collier County Public Transportation Development Plan methodology, the demand for general tdps is forecasted to be 204,077 in 1998 and to increase to 240,278 in 2003. , Table 4-2 Forecasts of Collier County TD Population and General Trip Demand and Supply YEAR COLLIER COUNTY DEMAND FOR SUPPLY OF GENERAL UNMETDEMAND TD POPULATION GENERALTRIPS TRIPS:' I: FOR GENERAL TRIPS 1998 14,172 204,077 43,863 160,214 1999 14,678 211,363 45,588 165,775 2000 15,202 218,909 47,380 171,529 2001 15,681 225,806 49,242 176,564 2002 16,175 232,920 51,179 181,741 2003 16,686 240,278 53,190 187,088 Source: Estimates prepared by CUTR using the methodology described in the 1993 CUTR report Methodology Guidelines for ForecasUng TD TransportaUon Demand at the Counb/ Level. SuoDIv of General Tdps It is expected that general trips will be supplied by operatore within the coordinated TD system and by operatore currently outside of the coordinated system. The number of trips supplied within the coordinated system in 1998 is available in the Annual Operating Report (AOR) submitted by the Collier County Community Transportation Coordinator. However, data are lacking on the number of trips supplied outside of the coordinated system. To estimate the number of trips supplied outside of the coordinated system in 1998, the Actual Expenditure Reports submitted by the agencies that fund TD trips were compared to the AORs. This ¢=mparison suggested that 75 percent of the funds expended for TD tdps in 1998 were ~e;l within the coordinated system, and the remaining 25 percent were expended outside o{~,,he co,criminated system. It was assumed that the average cost of a trip within the coordinated system ,,~as ~e same as the average cost of a trip outside of the coordinated system. Therefore, it ~ras assumed that 75 percent of the 'FD trips supplied were supplied within the coordinated system, anc~ the remaining 25 percent were supplied outside of the coordinated system. Supply forecasts for general trips among the TD population in Collier County are presented in Table 4-2. General trips will be purchased through the TD Trust Fund, through local subsidies, and by social service agencies. Within the coordinated system, it is assumed that the supply of general trips purchased through the TD Trust Fund will increase at the same rate as the TD 104 Collier County Public Transportation Development Plan population, and that the supply of general tdps purchased through local subsidies and by social service agencies will increase at the same rate as the potential TD population. Outside of the coordinated system, it is assumed that the supply of general trips purchased through local subsidies and by social service agencies will grow at the same rate as the growth in the potential TD population. (Outside of the coordinated system, no trips will be purchased through the TD Trust Fund.) Under these assumptions, based on the estimated number of general trips supplied in 1997, the supply of general trips is forecasted to increase from 43,863 in 1998 to __53,190 in 2003, as shown in Table 4-2. Unmet Demand for TD Trips A significant gap exists between forecasted tdp demand for general trips among the TD population in Collier County and the forecasted supply of these trips. The forecasted unmet demand for TD trips is the difference between the demand and the supply of these trips. Unmet demand refers to demand that currently exists in the TD transportation market, but is not being met due to factors such as funding, pdce, convenience, comfort, eligibility, and the availability of other transportation modes. The unmet demand is forecasted to increase from 160,214 in 1998 to 187,088 trips in 2003, as shown in Table 4-2. Data from surveys on the trip purposes of general trips suggest that approximately 35 percent are medical, 20 percent are work or educational, 10 percent are shopping, and 35 percent are "other" (e.g., social and recreational trips). Assuming that these data also apply to the unmet demand for general trips in Collier County, the unmet demand in 1998 would be for approximately 56,000 medical trips, 32,000 education and work trips, 16,000 shopping trips, and 56,000 other trips. 105 Collier County Public Transportation Development Plan- ESTIMATES OF POTENTIAL DEMAND FOR FIXED-ROUTE TRANSIT SERVICe- Because there is no fixed-route public transportation service in Collier County, demand estimation projections for this type of service is somewhat limited. Further, some of the demand for fixed-route service may already be satisfied by the general paratransit service, and, conversely, some of the current paratransit ridership might be able to be shifted to a fixed-route transit system. Four techniques were used to estimate the potential level of demand for fixed-route service in Collier County. Peer Review Analysis One of the methodologies used to derive demand estimates for fixed-route transit service consists of compiling operating profiles for a group of fixed-route public transit systems that have been selected as peers. Potential peers for Collier County wero selected and analyzed in the Chapter Three of this report. These systems include: Bay Town Trolley, Key West Department of Transportation, Pasco County Transit, Port Arthur Transit (TX), San Angelo Street Railroad Company (TX), and Tuscaloosa Transit Authority (AL). Table 4-3 contains selected average operating statistics for this peer group. Table 4-3 Potential Peer Group Averages Service Area Population 127,143 Service Area Size (Sq. Miles) 388 Service Area Population Density 1,031 Annual Passenger Trips 153,711 Annual Revenue Miles 151,452 Total Annual Operating Expense $203,259 Annual Passenger Trips per Capita 2.62 Annual Passenger Trips per Revenue 0.67 Mile Source: 1997 National Transit Database Reports To estimate potential demand for transit in Collier County based on this peer review, the key measure to examine is passenger tdps per capita. As shown in Table 4-3 the average passenger trips per capita for the selected peer group was 2.62 passenger trips per capita. This average passenger trips per capita can then be applied to the population in Collier County, to get an estimate of fixed-route ridership in Collier County if the same level of service (as the peers) were available. Applying this ratio to Collier County yields the estimates of potential 106 ,Collier County Public Transportation Development Plan aldership which are contained in Table 4-4. Again, these aldership estimates assume a similar level of service as the peer group and a well-established transit system. These ridership estimates could not be expected until after at least the first three years of service. Table 4-4 Fixed-Route Demand Estimates~ - Naples/Collier County 1999 191,088 500,651 2000 200,817 526,141 2001 206,375 540,703 2002 212,088 555,671 2003 217,959 571,053 2004 223,992 586,859 Estimates were derived using the peer group mean of 2.62 passenger trips per capita. Population estimates data updated by Caliper Corporation from 1990 U.S. Census Data. Estimates exclude population in extreme East portions of Collier County. New Start Analysis As well as looking at current aldership of existing systems it may also be helpful to look at the first years of service for several fixed-route transit systems. Start-up data (the first three years of service) were obtained from four Florida transit systems: Lakeland Area Mass Transit Distdct (Citrus Connection, Manatee County Area Transit, Key West Department of Transportation, and Bay Town Trolley in Panama City. Lakeland's Citrus Connection began operating service in 1983 with eight vehicles on eight routes. Manatee County's system started in 1976 operating six vehicles on eight routes. Key West began directly-operating fixed-route service in 1987 with four vehicles. And, Bay Town Trolley began service in December 1995 using three vehicles on five routes. Table 4-5 summarizes selected start-up data for these four systems. The average first, second, and third year ridership for the four systems is also contained in Table 4-5. 107 Collier County Public Transportation Development Plan ._ Table 4-5 Fixed-Route Start-Up Data for Flour Florida Transit Systems Annual Passenger Trips 259,200 324,500 369,900 Lakeland Area Mass Annual Revenue Transit District Miles 424,200 427,600 427,600 Passenger Trips/Revenue Mile 0.61 0.76 0.87 Annual Passenger Trips 380,000 484,000 588,000 Manatee Area Annual Revenue County Transit Miles n/a n/a n/a Passenger Trips/Revenue Mile n/a n/a n/a Annual Passenger Trips 260,390 265,300 245,900 Key West Department of Annual Revenue Transportation Miles 249,500 220,310 174,300 Passenger Trips/Revenue Mile 1.04 1.20 1.41 Annual Passenger Trips 10,200 38,052 n/a Bay Town Trolley Annual Revenue (Panama City) Miles 80,000 151,452 n/a Passenger Trips/Revenue Mile 0.13 0.25 n/a Average Passenger Trips 227,447 277,963 401,267~ Sources: Conversations with individual transit agencies. National Transit Database Reports I This is a~ average of all systems except Bay Town Trolley. Transit Propensity Index (Using Census Data) Using demograpll~ data that was presented in Chapter One, a "Transit Propensity Index" was developed for Cc~er County at the census block group level. Characteristics that are generally highly correlated ~ a person's or household's need for transit were analyzed at the census block group level. Tl~s type of analysis does not generate specific demand projections but is useful in prioritizing the areas that would be most conducive to transit. The characteristics that were analyzed include the percentage of households with annual incomes of less than $15,000, percentage of households with no vehicles available, percentage .of persons younger than 18, and the percentage of persons 60 years and older. To accomplish the analysis each census block group was ranked based on a composite score based on a summary of the selected demographics characteristics. The resulting composite score for each CBG was then ranked and grouped into those CBGs that have a very high, high, 108 Collier County Public Transportation Development Plan and medium propensity to use public transportation. (Note: The population density for each CBG was also analyzed, and any CBG with a population density of under 200 persons per square mile was taken out of the analysis.) Map 4-1 iljustrates the results of this analysis. Table 4-6 contains a listing of the census block groups that have a very high, high, or medium propensity to use public transportation and a description of where they are located. As shown in Table 4-6, six out of eight of the CBGs identified as having a ~very high" or "high" transit propensity are located in the Immokalee area of the County. The remaining CBGs identified in Table 4-6 are located in Naples, East Naples, and Marco Island. Table 4-6 Transit Propensity Analysis (Census Block Group), Collier County LEVEL OF TRANSIT PROPENSITYBLOCK GROUP LOCATION 112.032 Irnmokalee (Center) 112.033 I mmokalee (Center) VERY HIGH 102.037 Naples (Golden Gate Pkwy and Goodlette Frank Road) 113.002 Irnmokalee (West of SR 29) 112.034 Immokalee (West of Immokalee Rd.) HIGH 007.001 Naples (US' 41 and Gordon River) 114.002 Immokalee (East of SR 29) 112.031 Irnmokalee (South West of City Center) 004.003 Naples (North Gulfshore Blvd.) 106.002 East Naples (Davis and Airport-Pulling Rd ) 004.005 Naples (North Gulfshore Blvd.) 110.002 Marco Island (West Side) 004.004 Naples (North Gulfshore Blvd.)' MEDIUM 110.003 Marco Island (West Side) 001.007 Downtown Naples 001.003 Downtown Naples 113.003 Imrnokatee (West of SR 29) 113.004 Imrnokalee (Center) 109 Collier County Public Transportation Development Plan .. _ . 11o Collier County Public Transportation Development Plan 112 Collier County Public Transportation Development Plan GIS-Based Potential Transit Corridor and Neighborhood Analysis For this analysis 12 highway corridors and 5 neighborhoods were selected to be analyzed for potential fixed-route bus service. These corridors and neighborhoods were chosen for analysis only; it was not assumed that all of the corridors and neighborhoods are appropriate for transit. Highway Corridor Analysis For each of the highway corridors a one-quarter mile buffer was drawn around each segment, and characteristics within the one-quarter mile area were analyzed. (One-quarter mile was selected for the analysis area because this is the average walking distance to a bus stop.) MapInfo, a Geographic Information Systems (GIS) software program, was then used to analyze the characteristics of the population and households within one-quarter mile of each of the corridors. The selected corridors with one-quarter mile buffers are iljustrated in Map 4-2. A summary of the demographic characteristics examined for each of the corridors is contained in Table 4-7. Of particular importance is the population density for each of the corridors. Table 4-8 presents a cursory method of estimating route-level ridership using population density. This process was developed by BRW, Inc., for use in the neighboring service area for LYNX Transit (in Orlando) and was used for projecting transit ridership in other Florida counties. This analysis presents a process for estimating riders per revenue mile based on the population density of a route's service area. The estimates are as follows: Persons per Square MileRiders per Revenue Mile < 500 0.25 500- 1,000 0.50 1,000 - 2,000 1.00 2,000 - 3,000 1.20 > 3,000 2.05 In Table 4-8, aldership estimates for the selected highway corridors were developed based on the described methodology. Certain assumptions about the characteristics of transit service were made for this analysis. It was assumed that every corridor would receive hourly service, Monday through Saturday for 13 hours per day (6:00 am to 7:00 p.m.). Based on these annual hours of service, total annual revenue miles were calculated for each of the corridors and are listed in Table 4-8. Finally, these estimated revenue miles were used to develop estimated annual passenger tdps for each highway corridor. As shown in Table 4-8, Corridor 3 (US 41, from Goodlette Frank Road to Rafflesnake Hammock Road) has the highest population density 113 Collier County Public Transportation Development Plan of any of the selected corridors. Given the assumptions for service and riders per revenue mile, the estimate of annual passenger tdps for this corridor was 27,546 trips. Other corridors that show high population density include Corridors 2 (US 41, from Pine Ridge Road to Goodlette Frank Road), 8 (Davis B!vd, from US 41 to Santa Barbara Bird), and 10 (Goodlette Frank Road, from Pine Ridge Road to US 41). Overall, if all of these corridors were included in a fixed-mute network and assuming the same service characteristics described above, the estimated passenger trips are 202,048 per year. 1'14 Collier County Public Transportation Development Plan Neighborhood Analysis A similar analysis was performed for five selected neighborhoods in Collier County. The neighborhoods included in the analysis are Vanderbilt Beach, Marco Island, Immokalee, Golden Gate, and Downtown Naples. Geographic representations of these areas are contained in Map 4-3. __A summary of the demographic characteristics examined for each of the neighborhoods is contained in Table 4-9. Of particular importance is the population density for each of the areas. In Table 4-10, aldership estimates for the selected neighborhoods were developed based on the same methodology described in the highway corridor analysis section. Certain assumptions about the characteristics of transit service were made for this analysis. It was assumed that every area would receive hourly service, Monday through Saturday for 13 hours per day (6:00 a.m. to 7:00 p.m.). Based on these annual hours of service, total annual revenue miles were calculated for each of the areas and are listed in Table 4-10. (Note: the route miles for each of the neighborhoods were estimated by taking the circumference of the area. Therefore, this is a rough estimate of potential route miles. A detailed routing in each of the neighborhoods would be required to estimate route miles more accurately.) Finally, these estimated revenue miles were used to develop estimated annual passenger trips for each neighborhood. As shown in Table 4-10, the Golden Gate area has the highest population density of any of the selected neighborhoods. Given the assumptions for service and riders per revenue mile, the estimate of annual passenger tdps for this neighborhood was 65,623 tdps. Overall, if all of the selected neighborhoods were included in a fixed-route network and assuming the same service characteristics described above, the estimated passenger tdps are 176,654 per year. 117 Collier County Public Transportation Development Plan Table 4-9 Selected Demographics for Selected Collier County Neighborhoods ;:: ;; ;: _ ._ Density ~.;:%;~bhide :; : '/oY~::: %Elderly · ::~ ~,: ~opum=on :: : ..income: ;: .:; : :: ::: (1997) :(POrm. P/Jq:::: : ~o~,{=~!ds :: Population ' ;,: : i ): '.( ) , :(!997) (1997) Vanderbilt Beach 6,388 4,422 3.70% 7.01% 21.32% 25.30% Marco Island 4,052 1,374 2.83% 7.74% 16.21% 33.71% Immokalee 1,303 1,151 29.97% 22.83% 34.69% 9.59% Golden Gate 18,736 4,508 2.30% 5.37% 29.77% 12.19% Downtown Naples 1,748 2,303 5.64% 5.37% 7.95% 43.71% Table 4-10 Annual Fixed-Route Ridership Estimates for Selected Collier County Neighborhoods : : :'[ : Population Population E~ ; F_~mated, Estimated:, Estimated Area :: : AnnUl:: ~ Annual : (1997) Density i;:, :.Riders/ Mil~ per (1997) Reven~ Mile: Corridor' : Revenue Passenger : Miles Trips Vanderbilt Beach 6,388 4,422 2.05 5.1 20,155 41,318 Marco Island 4,052 1,374 1.00 7.6 30,035 30,035 Immokalee 1,303 1,151 1.00 5.0 19,760 19,760 Golden Gate 18,736 4,508 2.05 8.1 32,011 65,623 Downtown Naples 1,748 2,303 1.20 4.2 16,598 19,918 Total 32,227 - - - 118,559 176,654 118 Collier County Public Transportation Development Plan, 120 Collier County Public Transportation Development Plan 122 .Collier County Public Transportation Development Plan SUMMARY OF DEMAND ESTIMATES Presented in Table 4-11 is a summary of the demand estimate methodologies presented in this section. It is important to note that much of the demand for transportation disadvantaged tdps and fixed-route trips could be overlapping. Therefore, the demand for these two services are not additive. Table 4-11 Summary of Demand Estimates + 211,363 General Trip Demand Transportation Disadvantaged Service: 1999 : 45,588 General Trip Supply 165,775 Unmet Demand for General Trips Fixed-Route Service 500,651 tdps -Peer Review Analysis: 1999 (Established service at level of service of potential peers.) 227,447 trips -New Start Analysis (first year of service) -GIS-Based Transit Corridor and Neighborhood Analysis Highway Corridors: 202,048 trips Nei,qhborhoods: 176~654 trips Total: 378,702 (Based on established service at high level of service.) Estimates were derived using the peer group mean of 2.62 passenger trips per capita. Population estimates were taken from the Collier County Comprehensive Plan. 123 Collier County Public Transportation Development Plan DISCUSSION GROUP ANALYSIS As part of the TDP process of estimating demand and assessing need for public transportation in Collier County, CUTR conducted three discussion groups with members of the community. The purpose of the discussion groups was to gain information regarding residents' perceptions of the local need for public transportation services. The three discussion groups were conducted in Immokalee, North Collier County, and Golden Gate Estates. Affendance The first discussion was coordinated by the Property Owner's Association of North Collier County and was held at Veteran's Park, at 5:30 p.m., Monday, January 25, 1999. The discussion group was attended by six members of this association. The second discussion group, held in Immokalee, occurred at 9:00 am, Tuesday, January 26, 1999 at the Immokalee Friendship House. The discussion group was attended by eight people representing social service and business organizations in the Immokalee area. The third discussion group, held at 6:00 p.m., Tuesday, January 26, 1999, took place at the Golden Gate Estates Public Library and was attended by 12 members of the Golden Gate Estates Civic Association. Results of the Immokalee Discussion Group Current Travel Patterns All of the participants in the discussion group use the automobile as their pdmary mode of transportation. However, all of the participants in the Immokalee discussion group were representing organizations with clients who do not have access to automobiles. Immokalee was described as a community where people walk to many destinations including the grocery store, employment sites, and medical facilities. In addition, many clients of the social service agencies represented currently use the services provided by the CTC. Perception of Current Service All of the participants in the Immokalee discussion group were aware of the services provided by the CTC because many participants represented clients who regularly use the service. The services provided by the CTC in the Immokalee area and from Immokalee to Naples were viewed as essential. 124 Collier County Public Transportation Development Plan However, many participants voiced concerns about the quality of service being provided by the CTC. The concerns included timeliness, poor customer service, and lack of information for the customer. Three participants commented that the Immokalee Circulator and interecity route are often late and unreliable. Of particular concern were the vocational rehabilitation tdps being provided from Immokalee to Naples. When students are late to these training classes they lose partial credit for the course. _Other participants commented on the insufficient amount of information available about CTC services. Suggestions included a bilingual schedule and a revamped route map. Need for Additional Public Transportation All of the discussion group participants stated that there is a need for additional public transportation in Collier County. The need is primarily for those individuals that do not have other transportation options including older persons, low-income persons, workers, and children. Many participants were concerned that not only is there an inadequate amount of transportation but that the current services are shrinking. Of specific concern was the statement by some of the participants that work tdps were no longer being provided by the CTC on the intercity routes. Transportation for lower-income residents in the Immokalee community was a primary concern of discussion group participants. Lower-income residents need transportation for work, training, education, grocery shopping, medical appointments, day-care, and laundry. Work transportation is a constant struggle for many residents with many of the existing jobs in Collier County many miles away in Naples and Marco Island or in neighboring communities such as Lehigh and Ft. Myers. Many people would like to work but cannot find transportation. Tdps to training courses were also a concern, given that vocational rehabilitation training courses are only offered in Naples and therefore require transportation. One participant stated that medical transportation between Immokalee and Naples is an unmet need for many residents. Specifically, he had witnessed individuals refusing medical attention because they could neither afford an ambulance nor had access to other transportation. Another participant representing a local medical clinic stated that his clinic purchased vehicles to provide medical transportation for its clients because of the unmet demand. There are also many transportation needs for tdps within Immokalee, particularly for trips to the grocery store and laundromat. Many potential origins and destinations within Immokalee were suggested by participants; they include Lake Trafford, Main Street, Farmworker's Village, Carson Road, Immokalee Housing, Sanders Pine, Oak Haven, and Tierra Park. 125 Collier County Public Transportation Development Plan In regards to transportation within Immokalee, two participants suggested that transit services are key to attracting new businesses to the Immokalee area. And, attracting new businesses would benefit the whole county by diversifying the economy and improving the income base. Fundin,q for Additional Public Transportation When asked about funding for additional public transportation, all of the participants stated that Immokalee does not currently get its fair share of County revenues. Two participants stated that the county should, "Stop ignoring Immokalee." Other suggestions for funding included using gas tax money and working the Empowerment Zone that is already established in Immokalee. It was also suggested that employers should be encouraged to pay for bus passes for employees. Other Comments Participants wanted residents outside of Immokalee to know that Immokalee is not just a transient community. Many residents of Immokalee have high school educations and speak English fluently. Therefore, the label placed on Immokalee workers, that they are uneducated and can only work in transient jobs was untrue. In addition, most residents stay in Immokalee year-round. Therefore, transportation services are needed year-round in the community, not just dudng the growing season. Results of the Discussion Groups In North Collier and Golden Gate Estates Current Travel Patterns All of the participants in the discussion groups use the automobile as their pdmary mode of transportation. One of the participants also uses a bicycle for many daily trips. None of the participants had used CTC services. Perception of Current Services Most participants were aware of services currently provided by the CTC in the community. And, most agreed that it is a needed service for those individuals with limited transportation options. There was concern, however, that many residents in the community who do not qualify for services under the official Transportation Disadvantaged definitions were falling through the cracks. 126 Collier County Public Transportation Development Plan Need for Additional Public Transportation The majodty of discussion group participants stated that there is a need for additional public transportation in Collier County. The need is primarily for those individuals that do not have other transportation options including older persons, low-income workers, and children. The concern for older persons in the community was that they were stranded in their own __homes. Their transportation needs included tdps to medical appointments, the grocery store, and recreational activities. Suggestions on how to serve older persons in the community included more door-to-door services (older persons are not willing and able to walk to bus stops) and a system of volunteers that would help drive within neighborhoods and would be organized by the County. The transportation needs of low-income residents (who cannot afford automobiles) were also addressed by discussion group participants. Many participants had concerns about medical and work tdps for low-income members of the community. One participant stated that he is aware of some residents from Immokalee taking an ambulance for non-emergency medical transportation because there were no options available. Other participants stated that there is a labor shortage in Naples, therefore, it would benefit many employers if there was additional public transportation from inland areas of the county to coastal areas. Funding for Additional Public Transportation VVhen asked how they think public transportation services in Collier County could be funded, participants suggested using highway tolls, advertising, and the Local Option Toudst Tax (i.e., bed tax). Other Comments A major concern of many participants was the desire not to have "smelly, diesel buses" in their community. In addition, two participants thought of Naples as a small town not in need of public .. transportation. One participant stated that, "This [Golden Gate Estates] is country, and we want to keep it this way." One participant stated that there are many indirect costs currently being expended in the community because there is limited public transportation available. These costs include ambulance services, CTC service, medical services, and roadway capacity. In addition, with additional public transportation many public services paid for by the county would be utilized by more residents such as regional parks and libraries. 127 , Collier County Public Transportation Development Plan ASSESMENT OF PUBLIC TRANSPORTATION NEED The previous section outlined demand estimates for fixed-route transit and transportation disadvantaged services in Collier County. In this section, methods of meeting that demand are assessed. These methods are defined as mobility needs and they include potential markets, service areas, and features of service. This section addresses many mobility needs, and the extent to which these needs are being met by existing public transportation services. Existing Public Transportation Services Existing public transportation services are available through two primary sources: the service coordinated by the county's Community Transportation Coordinator (CTC), and service that is provided outside of the coordinated program. In fiscal year 1998, the CTC provided 125,757 tdps to clients of vadous social service programs and for persons who qualify under the state- prescribed guidelines for TD eligibility. Additional trips were provided outside of the coordinated system by both legal and illegal services. As stated by participants of discussion groups and interviewed local officials, there are a vadety of "jitney" services that provide trips from the inland parts of the county to the coastal areas. In addition, a handful of employers provide transportation for employees in company-owned vehicles. There are also a variety of "taxi-like" services provided by organizations listed in Table 2-1 of Chapter Two. Unmet Transportation Needs Existing public transportation services do not meet the public transportation needs of Collier County as shown in the previous section on demand estimation. To meet these needs requires the assessment of many factors of service including types of trips served, service areas, days and hours of service, and type of service. Markets/Types of Trips Based on information collected in previous tasks, there is a potential market for public transportation for many members of the community with limited or no transportation options, this includes older persons, low-income residents, persons with disabilities, and children. For older persons and persons with disabilities, trips are needed for medical appointments, shopping, and recreational activities. Low-income residents have the greatest need for trips to employment centers and training classes. However, transportation is also needed for shopping, 128 Collier County Public Transportation Development Plan day-care, and other daily needs. Many children of Collier County have a need for transportation to after-school activities, such as parks and libraries, and for after-school jobs. Service Areas A part of assessing the need for improved public transportation services in Collier County is determining where improved service should operate. The first step in establishing a service _area is determining where potential riders live and the destinations they would like to travel to. In the demand estimation section of this document a "Transit Propensity Analysis" was performed using available census data for Collier County. This analysis identified four specific characteristics that could influence an area's use of transit: percentage of the population under the age of 18, percentage of the population age 60 or older, percent of households with an annual income of less than $15,000, and percentage of households with no access to a vehicle. The analysis identified several census block groups in Collier County that have the highest propensity for the use of transit (iljustrated in Map 3-1). These areas include Immokalee, Marco Island, and Naples. In addition to evaluating the service area according to demographic characteristics, public input provided information on areas in need of additional public transportation services. Low-income residents need tdps for the inland portions of the county (Immokalee and East Naples) to the coastal areas of the county (Naples, Vanderbilt Beach, and Marco Island). Residents in the isolated areas of the county (Immokalee) also need transportation within the community for daily trips. Older persons needing additional trips reside in all parts of the county and need trips to local retail and medical centers. Days and Hours of Service Information gathered from the discussion groups and other public input indicated a need for service from 6:00 a.m. to 8:00 p.m., Monday through Saturday. This would service the many needs of workers, shoppers, and those taking medical trips. Saturday service was considered essential for workers in the service industry. In addition, 1-hour to 1 ~,& hour frequencies were deemed sufficient to meet the needs of the potential riders of expanded public transportation. 129 Collier County Public Transportation Development Plan 130 Collier County Public Transportation Development Plan, CHAPTER FIVE GOALS, OBJECTIVES, AND STRATEGIES INTRODUCTION The identification of goals and objectives is a crucial and fundamental step in the development _of a TDP. The process of identifying goals, objectives, and strategies began with the interviews of key local officials, continued through the community workshops, and culminated in the February 24, 1999, meeting of the Transit Review Advisory Committee. At this meeting, the committee was asked to identify key issues that should be included in the TDP goals and objectives. VVith the information from this meeting, one major proposed goal with ten corresponding objectives and strategies were developed. These goals and objectives were further modified with input from the MPO's Technical Advisory Committee, MPO Citizen Advisory Committee, and MPO Board. Transit-related goals, objectives, and strategies were also identified in other local plans and documents. These goals, objectives, and strategies were reviewed to ensure that TDP goals are consistent. The documents reviewed include the Collier County Growth Management Plan (October 1997) and the Collier County 1990 Model Validation and Long-Range Plan Update (June 1996). The goals from these plans are contained in Appendix F. PUBLIC TRANSPORTATION DEVELOPMENT PLAN PROPOSED GOALS AND OBJECTIVES Goal: The Collier County Public Transportation Development Plan will identify means by which local government units and private-business enterprises may plan, develop, and implement a flexible, safe, efficient, visually-appealing, environmentally sound, and cost-effective public transportation system that provides for the mobility of residents and visitors, while being coordinated with local land use planning and economic development goals. .. Objective 1.1: The transportation needs of transit dependent residents of Collier County (e.g. seniors, youth, persons with disabilities, lower income) and area visitors should be met. Obiective 1.2: A mix of public transportation options should be considered including, but not limited to, fixed- route transit service, deviated fixed-route service, expanded paratransit service, inter-city routes, community circulators, vanpools, and other transportation demand management strategies. 131 Collier County Public Transportation Development Plan , Obiective 1.3: Public transportation should be flexible enough to be expanded or downsized (e.g., on a seasonal basis and over time). Objective 1.4: In recognition of the potential for public transportation service across county lines, the County should work closely with Lee County to achieve coordination of services. Objective 1.5: The safety of the dders and operators of the public transportation service should be maintained at a high standard. Objective 1.6: Public transportation services should be provided efficiently and cost-effectively. Strate.qy 1.6.1: Intelligent transportation system technologies should be investigated as a way to improve efficiency and cost-effectiveness (e.g., computer-assisted scheduling, automatic vehicle location, electronic fare collection, and other appropriate technologies). Strategy 1.6.2: Public/Private partnerships should be investigated. Strategy 1.6.3: Federal, state, and local funding sources should be identified and sought to support a public transportation service. Strate.q¥ 1.6.4: Level of service standards for public transportation services should be established as an integral part of an operations plan. Strategy 1.6.5: Advertising, as a revenue source for the public transportation system, should be considered as a way of reducing the burden on local and County government. Obiective 1.7: A public transportation system should fit into the visual landscape of Collier County. Strategy 1.7.1: Smaller, attractive public transportation vehicles should be considered. Strate,qy 1.7.2: The visual aesthetics of signs, benches, shelters, and other amenities associated with a public transportation system should be considered. Objective 1.8: The public transportation system should minimize its effect on the natural environment of Collier County. Strate,qy 1.8.1: Public transportation vehicles using alternative fuels should be examined. 132 Collier County Public Transportation Development Plan Obiective 1.9: Public transportation should be coordinated with current and future land-use planning in Collier County. Strate,qy 1.9.1: Local government units of Collier County should work towards improving the connectivity of sidewalks and bicycle facilities along existing and future public transportation corridors. Strate,qy 1.9.2: Local government units of Collier County should adopt Land Development _ Regulations that encourage public transportation-friendly development. Obiective 1.10: Public transportation should be coordinated with current and future economic development planning in Collier County. Strate,qy 1.10.1: The design of a public transportation network should support approved present and future community-wide economic development plans. 133 Collier County Public Transportation Development Plan 134 Collier County Public Transportation Development Plan, CHAPTER Six PUBLIC TRANSPORTATION ALTERNATIVES FOR COLLIER COUNTY INTRODUCTION This chapter was prepared to present potential public transportation options for Collier County. Jnformation from this section will be used to determine the future of public transportation for Collier County. PUBLIC TRANSPORTATION ALTERNATIVES FOR COLLIER COUNTY Table 6-1 contains a list of transportation options for Collier County with example service areas. All or some of these options can be operated as individual stand-alone service or combined with components of other options. Information on each of these options and the operating costs associated with providing each type of service in each of the sample areas listed are included in this section of the report. At the end of this section costs of different types of public transportation vehicles are presented. These vehicles range from modified vans to mid-size transit buses. All of the options are presented for information purposes. The next step of the TDP will be to mix and match different public transportation options to create a public transportation system that will meet the needs of Collier County. Table 6-1 Public Transportation Options for Collier County · Expanded ParatransitServices Route Deviated Transit Service Example Service Areas... US 41 (from Bonita Spdngs to Coastland Center Mall) - US 41 (from Coastland Center Mall to Naples Manor) Golden Gate Parkway (from SR 951 to Coastland Center Mall) 135 Collier County Public Transportation Development Plan. Community Circulators Example Service Areas... Immokalee Marco Island Vanpools Example Service Areas... Immokalee to Marco Island Immokalee to North Naples and Naples Intercity Shuttles Example Service Areas... - Immokaleeto Marco Island - Immokaleeto North Naples and Naples - Marco Island to Naples Expanded Paratransit Services Description of Service Under this option, existing door-to-door paratransit service would be expanded to accept requests for service from the general public (this type of system is sometimes called "dial-a- ride"). Because the paratransit service would be open to the general public (i.e., a rider would not need to qualify as transportation disadvantaged), this option could take advantage of federal and state public transportation funding that is currently not available in Collier County. By expanding to the general public, more of the transit dependent in the community could use the service. Under the current coordinated program only the transportation disadvantaged are allowed to use the paratransit services offered by the CTC. In addition, the service currently provided by the CTC maintains trip priorities for its clients. Under an expanded paratransit system these trip priorities would be expanded to include more trips. Deviated Fixed-Route Transit Service In a deviated fixed-route transit service, a vehicle operates along a fixed route, making scheduled stops along the way. Vehicles will deviate one to two blocks, or more, from the route, however, to 136 Collier County Public Transportation Development Plan pick up and drop off passengers upon request. After deviating, a vehicle then immediately returns to the fixed route at the point at which it departed so that it does not skip any stops on the fixed- route portion of the route. Route deviation is described as a hybrid configuration with features of fixed-route, fixed-schedule transit service and demand responsive, curb-to-curb service (i.e., the driver will not help the passenger to the door). One added characteristic of deviated fixed-route service is that it is officially defined as demand- __responsive, therefore, any system operating this service would not be required to operate complementary ADA paratransit service. This definition was taken from the ADA Paratransit Handbook: Implementing the Complementary Paratransit Service Requirements of the Americans with Disabilities Act of 1990, by the Urban Mass Transportation Administration (now the Federal Transit Administration) of the U.S. Department of Transportation. Description of Service Three example corridors of service were identified as options for deviated fixed-route transit service in Collier County. For each of the sample corridor options presented in this section, certain assumptions about the characteristics of transit service were made. It was assumed that every corridor would receive hourly service, Monday through Saturday for 13 hours per day (6:00 a.m. to 7:00 p.m.). Based on these hours of service, total annual revenue hours by route were estimated. The examples are listed in Table 6-2. Also contained in Table 6-2 are estimates of the corridor length in miles and estimates of the number of vehicles required to provide the assumed level of service. (The corridors are also shown in Map 7-1.) Table 6-2 Corridor Options for Deviated Fixed-Route Transit Service Collier County US 41 (from Bonita Spdngs to Coastland Center Mall) 11.02 2 US 41 (from Coastland Center Mall to Naples Manor) 7.84 1 Golden Gate Parkway (from SR 951 to Coastland Center Mall) 7.37 I 137 Collier County Public Transportation Development Plan Operatin.q Expenses Estimates of general operating costs were made for each of the three corridors and are contained in Table 6-3. These estimates were based on the average operating expense per revenue hour of service of the small transit peers that were presented in Chapter Three. The average operating expense per revenue hour for these six systems was approximately $40 in 1997. Table 6-3 Estimates of Annual Operating Expense for Deviated Fixed-Route Examples Collier County US 41 (from Bonita Spdngs to Coastland Center Mall) 7,890 $40 $315,600 US 41 (from Coastland Center Mall to Naples Manor) 3,950 $40 $158,000 Golden Gate Parkway (from SR 951 to Coastland Center Mall) 3,950 $40 $158,000 Community Circulators (Service Routes) Community circulators or service routes are fixed routes that are designed to minimize walking distances for the dders. Vehicles used for this type of service are generally smaller and the routing can be on neighborhood streets and to the doors of major destinations such as shopping malls and hospitals. Similar to fixed-route bus service, a community circulator can include a "route deviation" option. Description of Service Two areas were included as examples of where community circulator service could operate in Collier County: Immokalee and Marco Island. Service within the Immokalee area could follow a route similar to the service forreedy operated by Collier County's CTC. This service consisted of two routes (A and B) that meet at the public library. The Marco Island service could follow a figure eight configuration on Collier Blvd., San Marco Road, Winterberry Drive, and Barfield Drive. In addition, certain assumptions about the characteristics of transit service were made. It was assumed that the areas would receive houdy service, Monday through Saturday for 13 hours per day (6:00 a.m. to 7:00 p.m.). Based on these hours of service, total annual revenue hours by route were estimated. In these examples, to maintain these hours of service one vehicle would be required for each service area. 138 Collier County Public Transportation Development Plan The potential areas of service are listed in Table 6-4. Also contained in Table 6-4 is an estimate of the number of vehicles required to provide the assumed level of service. Table 6-4 Examples of Community Circulator Service Areas Collier County Immokalee 1 Marco Island 1 Operatin,q Expense Estimates of general operating costs were made for each of the two example service areas and are contained in Table 6-5. These estimates were based on the average operating expense per revenue hour of service of the small transit peers that were presented in Chapter Three. The average operating expense per revenue hour for these six systems was approximately $40 in 1997. Table 6-5 Estimates of Annual Operating Expense for Community Circulator Service Areas Collier County Immokalee Cimulator 3,950 ~0 $158,000 Mamo Island Cir~lator 3,950 ~0 $158,000 Intercity Shuttles "Description of Service Intercity shuffle service would be similar to the service formerly provided by the CTC between Immokalee and Naples. Examples of intercity shuffle routes are contained in Table 6-6. One vehicle would be needed for each intercity shuttle route. In addition, certain assumptions about the characteristics of service were made. It was assumed that the areas would receive service every two hours, Monday through Saturday for 13 hours per day (6:00 a.m. to 7:00 p.m.). Based on these hours of service, total annual revenue hours by route were estimated. 139 Collier County Public Transportation Development Plan .... Table 6-6 Intercity Shuttle Route Examples Collier County Immokalee to Naples/North Naples 1 Immokalee to Marco Island 1 Marco Island to Naples 1 Operatin,q Expense Estimates of general operating costs were made for each of the three intercity shuttle route examples and are contained in Table 6-7. These estimates were based on the average operating expense per revenue hour of service of the small transit peers that were presented in Chapter Three. The average operating expense per revenue hour for these six systems was approximately $40 in 1997. Table 6-7 Estimates of Annual Operating Expense for Intercity Shuttle Route Examples Collier County Immokalee to Naples/North Naples 3,950 $40 $158,000 Imrnokalee to Marco Island 3,950 $40 $158,000 Marco Island to Naples 3,950 $40 $158,000 Vanpools Vanpools typically consist of 7 to 15 people (primarily commuters) traveling together in a passenger van to a common destination. Normally, one member of the vanpool serves as the ddver, and is often allowed to dde free and have off-hours use of the vehicle. Description of Service Three hotels in Marco Island are currently leasing vans to transport employees from Immokalee to hotel locations in Marco Island. This service could be expanded to include more vans traveling to multiple destinations in Marco Island, North Naples, and Naples. There are many examples in Flodda of public agencies leasing vans from a private provider and using those vans for work transportation. 140 Collier County Public Transportation Development Plan This type of service can generally be provided at a lower cost than fixed-route transit because smaller vehicles and volunteer drivers are being used. The service, however, is limited because riders must have common origins and destinations and must be traveling at the same time on the same days. Therefore, this type of transportation is ideal for work trips to major employment sites. Operating Expense To estimate the operating expense of expanding the vanpool program in Collier County, leasing cost information provided by VPSI, Inc. (the current lessor of vans for hotels in Marco Island) was used. Table 6-8 contains the "Florida Vanpool Pricing" program that VPSI currently provides. Included in the table are monthly prices per van and the monthly estimated cost for gasoline. (Note: These expenses do not include estimates of the administrative cost to a public agency of coordinating a vanpool program.) Because the vehicles could be leased there are no capital vehicle expenses associated with this type of vanpool program. Table 6-8 Estimates of Annual Operating Expense for Vanpool Service Collier County Commuter Split Bench: 15 Passenger$1,400 $385 $1,785 $21,420 Mini Bench: 8 Passenger $1,245 $313 $1,558 $18,696 Grand Caravan: 7 Passenger $1,355 $250 $1,605 $19,260 Assumes a monthly mileage of 4,000 miles Assumes: monthly mileage of 4,000 miles; cost of gasoline equals $1.25 per gallon; and fuel economy of 13 miles/gallon for commuter, 16 miles/gallon for mini, and 20 miles/gallon for Caravan. 141 ,Collier County Public Transportation Development Plan Vehicle Cost Contained in Table 6-9 are estimates of purchase prices of different types of vehicles that could be used for public transportation service in Collier County. All of the vehicles listed in Table 5-9 are diesel or gas vehicles. The purchase pdce for altemative-fueled vehicles will be higher than the base prices listed in Table 6-9, but will vary according to the technology (e.g., electric, compressed natural gas). Table 6-9 1998 Vehicle Costs for Florida's Vehicle Procurement Program 22 foot Gas Cutaway $39,295 22 foot Diesel Cutaway $42,607 25 foot Gas Cutaway $43,854 25 foot Diesel Cutaway $47,329 25 foot Medium Duty Bus (fixed-route design) $107,000 25 foot Medium Duty Bus (demand responsive) $89,000 Appendix G contains photographs of many different types of public transportation vehicles including: · Medium duty buses · Small buses · Cutaway buses 142 Collier County Public Transportation Development Plan, CHAPTER SEVEN FIVE-YEAR PUBLIC TRANSPORTATION DEVELOPMENT PROGRAM INTRODUCTION Although a Public Transportation Development Plan does not substitute for an operations or service plan, it does provide the justification for; and an overall service description and basic jmplementation strategy for public transportation in Collier County. Preparation of a detailed Transit Operation Plan (TOP) will be required pdor to implementation of any new public transportation services in Collier County. A TOP will address detailed operational and financial issues and will develop a specific implementation plan. The following sections contain information on the Five-Year Public Transportation Development Program for Collier County. The sections include a service overview, a management strategy, a performance monitoring system, an implementation schedule, a five-year financial plan, and a five-year capital improvement program. SERVICE OVERVIEW Based on input from the public and information collected from all phases of this project, it is recommended that three core public transportation programs be developed in Collier County. These three programs should be focused upon during the next phase of developing public transportation in Collier County, the Transit Operation Plan (TOP). The three recommended programs are: · Deviated Fixed-Route Service; · Commuter Assistance Program; · Vanpool Service. General descriptions of deviated fixed-route service, a commuter assistance program, and vanpool service; descriptions of suggested service areas and characteristics; and estimated capital and operating expenses are contained in this section. The suggested levels of service for these programs represent basic public transportation service that could be expanded upon in the future. 143 Collier County Public Transportation Development Plan Deviated Fixed-Route Service In a deviated fixed-route service, a vehicle operates along a published fixed route, making scheduled stops along the way. Vehicles will deviate one to two blocks, or more, from the route, however, to pick up and drop off passengers upon request. After deviating, a vehicle then immediately returns to the fixed-route at the point at which it departed so that it does not skip any stops on the fixed-route portion of the service. Route deviation is described as a hybdd public transportation service with features of fixed-route, fixed-schedule transit service and demand- - -responsive, curb-to-curb service (i.e., the ddver will not help the passenger to the door). One added characteristic of route-deviated service is that it is officially defined as demand- responsive, therefore, any system operating this service would not need to operate complementary paratransit service as required by the Americans with Disabilities Act of 1990 1 This definition was taken from the ADA Paratransit Handbook: Implementing the Complementary Paratransit Service Requirements of the Americans with Disabilities Act of 1990, by the Urban Mass Transportation Administration (now the Federal Transit Administration) of the U.S. Department of Transportation. Service Description and Area Four geographical areas are recommended for deviated fixed-route service in Collier County. These three areas along with the number of vehicles required to operate the service are listed in Table 7-1. (The areas are also iljustrated in Map 7-1 .) Table 7-1 Service Areas for Deviated Fixed-Route Transit Service Collier County US 41 (from Bonita Springs Road to Naples Manor) 2 Golden Gate Parkway (from Golden Gate to Coastland Mall) 1 Immokalee Circulator 1 Shuttle from Immokalee to Naples I The first service area listed in Table 7-1 and shown on Map 7-1 is the US 41 corridor from Bonita Spdngs Road in Lee County to Naples Manor (South of the County Government Center). It is not suggested that service must be provided only on US 41. Areas within % mile on either I ADA Complementary Paratransit sen/ice must "shadow" the fixed-route service area and a comparable level of paratransit sen/ice must be provided for persons who cannot use the fixed-route service because of a disability. 144 .Collier County Public Transportation Development Plan side of US 41 may be considered for service. Areas of consideration include Bonita Springs (with a connection to LeeTran service), Naples Park, Naples Community Hospital, Coastland Mall, Downtown Naples, 10th Street Neighborhoods, the County Government Center, and Naples Manor. Specific routing will be determined during the TOP phase. The second service area listed in Table 7-1 and shown on Map 7-1 is the Golden Gate Parkway corridor connecting Golden Gate and Coastland Mall. Similar to the US 41 corridor, it is not suggested that service must be provided only along Golden Gate Parkway. Areas within % mile '-on either side of the corridor will be considered for service. Areas of consideration include Golden Gate, James Lorenzo Walker Vocational-Technical Center, neighborhoods along Davis Road, and Coastland Mall. Specific routing will be determined dudng the TOP phase. Service within the Immokalee area would follow a route similar to the service that was provided by the former CTC of Collier County, Good VVheels. This service consisted of two routes (A and B) that meet at the public library in Immokalee. Service between Immokalee and Naples would follow a route similar to the service that was formerly provided by the former CTC of Collier County. For each of the area options presented in this section, certain assumptions about the characteristics of public transportation service were made. It was assumed that the service corridors in the urban area would receive hourly service, Monday through Saturday for 13 hours per day (6:00 a.m. to 7:00 p.m.). The Immokalee Circulator would receive service 11 hours per day (7:00 a.m. to 6:00 p.m.) Monday through Saturday. The shuttle between Immokalee and Naples would receive service Monday through Friday for 10 hours per day (7:00 a.m. to 5:00 p.m.). Based on these hours of service, total annual revenue hours by route were estimated and are included in Table 7-3. Also contained in Table 7-1 is an estimate of the number of vehicles required to provide the assumed level of service. (Note: The Immokalee Circulator and the shuttle between Immokalee and Naples will not require new vehicles. Vehicles operated under the CTC system will be used for these services.) Vehicles Due to the anticipated ridership, the type of streets on which service could operate, and input from the public, it is recommended that smaller, 25-foot medium-duty buses be used in Collier County. These vehicles generally seat approximately 18 passengers with room for up to five 145 Collier County Public Transportation Development Plan standees. These vehicles are currently available through the FDOT Flodda Vehicle Procurement Program (FVPP)~. Any vehicle used for this proposed service must be handicapped accessible. (Photographs of sample vehicles are provided in Appendix G.) Consideration should be given to the purchase of low-floor buses. A low-floor bus has been defined as a bus which has a vehicle floor sufficiently low and level enough to remove the need for steps for passenger boarding and alighting. Transit agencies choose low-floor buses to provide more user-friendly and easier access for all customers, including, adults, children, --people with disabilities, seniors, people carrying infants and/or with strollers, and people carrying packages. Currently, low-floor buses are not available through the FVPP Program. However, they may be available in future years of the program when Collier County could be participating in the program. The cost of these vehicles is more than standard non low-floor buses. Consideration should also be given to the purchase of vehicles that use alternative fuels. The Transit Cooperative Research Program Report Number 38 entitled, "Guidebook for Evaluating, Selecting and Implementing Fuel Choices for Transit Bus Operations", which was completed in 1998, classified eight alternative fuels currently approved for use in transit buses in the United States. These eight fuels are battery-electric propulsion, hybrid-electric propulsion, methanol and ethanol, compressed natural gas, liquefied natural gas, liquid petroleum gas, fuel cells, and biodiesel fuels. Strong consideration should be given in the TOP for alternative fuel vehicles. However, there is generally an added cost to vehicles that use alternative fuels instead of conventional fuels. As part of the Transit Operation Plan, the following process for evaluating alternative fuels should be used. Evaluate the local situation thoroughly, including an evaluation of air quality benefits, the supply and availability of fuel under consideration, and the extent to which facility modifications are necessary to fuel and maintain buses. Evaluate the technological risks associated with fuel options, including safety hazards, market obsolescence, and adopting a technology before it is fully developed. 3. Conduct a thorough cost analysis of the candidate fuels or technologies. ] The Flodda Vehicle Procurement Program (FVPP) was established in May 1995. The main goal of the program is to assist agencies in procuring well-equipped and well built public transportation vehicles at a lower cost while meeting all state and federal mandates. The FVPP Program is sponsored by the FDOT Public Transit Office. Activities of the program are managed by the Center for Urban Transportation Research. t46 Mal~ 7- I: Areas for Deviated Fixed-Route Service (Naples) Manor LEGEND Propensity to Use Transit [] Low [] Medium [] High [] Very High Subsidized Housing Collier County Public Transportation Development Plan, 148 Mal~ 7-2: Areas fo~ Deviated Fixed-Route Service (Immokalee) Immokalee Road (846) LEGEND Propensity to Use Transit [] Low [] Medium [] High [] Very High Subsidized Housing ,Collier County Public Transportation Development Plan-, 150 Collier County Public Transportation Development Plan .... Fare Policy In determining fare levels, it is important to set a pdce that will ensure adequate aldership while still covering some costs. To keep public transportation affordable for all lower-income patrons, a base fare of $1.00 is recommended for any deviated fixed-route service in Collier County. Half-price fares ($0.50) should be offered to seniors, persons with disabilities, and students. (Note: The availability of half-price fares during non-peak hours of service for seniors and persons with disabilities is required by the Federal Transit Administration for public -transportation systems that accept federal funds as stated in the FTA Act of 1964.) Furthermore, it is recommended that a $0.10 transfer fare be charged. Riders wishing to transfer to another bus would be required to purchase a transfer ticket on their initial trip. This would allow them to transfer to another route within a specified time pedod. An unlimited-use monthly pass could be made available at a recommended cost of approximately $30. Advantages of a monthly pass, other than the convenience and lower cost per trip, is the option for various social service agencies to purchase them for their clients. Among smaller Florida transit systems, fare revenues typically offset only about 20 percent of operating expenses. Signa.qe and Amenities To adequately serve the needs of patrons along the routes, bus stops must be adequately spaced and signed. It is recommended that bus stop signs indicating the route number or letter be placed every eighth of a mile along the routes, and less frequently in areas with smaller population density. Other amenities (e.g., shelters, benches, and passenger information displays) will be necessary at transfer points and major bus stops. It is recommended that a total of four shelters with amenities (e.g., benches, information displays) should be provided at key areas along mutes. It is also recommended that a transfer facility be provided at Coastland Mall, where the two Naples routes would connect. This transfer facility would contain benches, shelter, and extensive passenger information displays. Consideration should be given to private sponsorship opportunities of shelters, transfer facilities, and other transit amenities. Photographs of sample shelters, benches, and information kiosks aro displayed on the following page. 151 Collier County Public Transportation Development Plan Advanced Public Transportation Systems (APTS) or Intelli.qent Transportation Systems (ITS) APTS are tools for public transportation agencies to enhance mobility, energy efficiency, environmental protection, cost effectiveness, and cost efficiency of transportation services. The following is a summary of tools that are currently available. Consideration should be given to these tools when developing a public transportation system. Fleet Management Fleet management focuses directly on vehicles and operations, improving the efficiency and effectiveness of the services provided, and passenger safety. By making transit more efficient and reliable, it should be more attractive to prospective riders, transit operators, and the municipalities they serve. Communications Systems- Innovative strategies include trunked radio, overlaying on transmissions by conventional commercial FM radio stations, low earth orbit satellite services, or cellular phone. Geographic Information Systems (GIS) - GIS combines an electronic map and a relational database and allows users to visualize and analyze relationships between non-related data whose only common feature is that they are in the same basic location. There are many uses for GIS in transit, including display and analysis of: bus routes, facilities, shelters, 152 Collier County Public Transportation Development Plan emergency call location, tdp planning, route choices, on-time performance data, and origin and destination of fidesharing and paratransit clients. Automatic Vehicle Location Systems (AVL) - This is a computer-based vehicle tracking system. It may be used for a number of purposes, including taking corrective action to deviations in service, input to passenger information systems, and emergency location of vehicles in times of crises. Automatic Passenger Counters - APCs are an automated means for collecting data on passenger boardings and alightings by time and location. Many transit agencies combine APCs with AVL systems. The data collected from APCs may be used as additions to location data for passenger information or decisions on corrective action, future planning and scheduling, or National Transit Database reporting. Transit Operations Software (TOS) - TOSs works in conjunction with AVL systems and APCs to perform many advanced functions including, real-time dispatching, quicker response to disruptions in service, and coordination between modes (e.g., fixed-route bus with paratransit). Traveler Information Information on multiple transportation modes is provided to travelers to facilitate decision- making. Travelers can access this information through a variety of media, including telephones, monitors, cable television, variable message signs, kiosks, and personal computers. W~th links to automatic vehicle location, traveler information systems, specifically for transit, are beginning to provide real-time information, such as arrival times, departure times, and delays. · Pre-Trip Information - Information provided includes transit routes, schedules, fares, and other pertinent information. The most common media employed are touch-tone telephones and human operators, but some newer systems also utilize PCs, the Internet, pagers, personal communications devices, kiosks, or voice synthesizers. · In-Terminal and Wayside Information Systems - Schedule updates and transfer information are provided for passengers en route via a number of technologies, including: electronic signs, kiosks, and television monitors. · In-Vehicle Information Systems - Transit riders are provided with displays and communication devices on-board vehicles that provide information on stops, routes, schedules, and connections. · Multimodal Information Systems - These systems provide information on several modes, including transit and traffic, via vadous technologies including, phones, personal computers, and the Internet. 153 Collier County Public Transportation Development Plan Electronic Fare Payment Electronic and automated fare payment systems employ processing, and data storage techniques. Electronic fare information in readable, wdtable form. electronic communication, data media are capable of storing Expenses -*-The following section contains estimates of expenses for deviated fixed-route service. These expenses are separated into vehicle purchase and annual operating expenses. Vehicle Purchase Estimated vehicle purchase expenses are listed in Table 7-2. It is recommended that three new vehicles be used for service on the urban deviated fixed-route service. (Note: Vehicles are currently available for the Immokalee Circulator and shuttle service between Immokalee and Naples.) An additional fourth vehicle will be necessary to serve as a backup vehicle in the event of breakdowns or maintenance. As stated above, it is recommended that 25-foot medium duty buses be purchased for the route-deviated services. All of these vehicles could potentially come from the existing CTC fleet of vehicles, but for the purposes of this report, new vehicles have been budgeted. Table 7-2 Estimates of Vehicle Capital Expenses for Deviated Fixed-Route by Area Collier County US 41 (from Bonita Springs Road to Naples Manor) 2 $107,000 $214,000 Golden Gate Pkwy (from Golden Gate to Coastland Mall) 1 $107,000 $107,000 Immokalee CirculatorI 0 n/a n/a Shuttle from Immokalee to Naples~ 0 n/a n/a Systemwide Maintenance Reserve I $107,000 $107,000 Total Vehicle Expense 4 $107,000 $428,000 New vehicles will not need to be purchased for this service, vehicles are currentl ~ available. Annual Operating Expense Estimates of general operating expenses were made for each of the identified route service areas and are contained in Table 7-3. These estimates were based on the average operating expense per revenue hour of service of six smaller-sized transit peers that are presented in Chapter Three. The average operating expense per revenue hour for these systems was 154 Collier County Public Transportation Development Plan approximately $40 in 1997. Total estimated annual operating expense for the deviated fixed- route service is $714,000. Table 7-3 Estimates of Annual Operating Expense for Deviated Fixed-Route Service Collier County US 41 (from Bonita Spdngs Road to Naples Manor) 7,900 $40 $316,000 Golden Gate Pkwy (from Golden Gate to Coastland Mall) 3,950 $40 $158,000 Immokalee Circulator 3,500 $40 $140,000 Shuttle from Immokalee to Naples 2,500 $40 $100,000 Total Annual Operating Expense 19,750 $40 $714,006 Commuter Assistance Program A Local Commuter Assistance Program (CAP) established in a community coordinates the use of existing transportation resources through a variety of services including computerized trip matching for carpools and vanpools; employee transportation planning; assistance to employers to coordinate flexible work schedules; support for transportation disadvantaged coordinators; and technical assistance to local governments in applying transportation demand management (TDM) strategies as part of a growth management initiative. A CAP is a designated public agency (e.g., County Department, MPO, transit agency) that provides these services and generally can be funded up to 50 percent by FDOT's Commuter Assistance Program. Funds cannot be used for the purchase of transportation resources, but they can be used for the support and coordination of these resources. For example, a CAP could administer and coordinate a vanpool program in Collier County as defined in the following section. However, the funds could not be used for the purchase or operation of those vans. It is recommended that a CAP be coordinated through a County Department. There is also the potential to develop a Regional Commuter Assistance Program. A Regional .. CAP requires the participation of more than one county (e.g., Collier, Lee, and Charlotte). The Regional CAP can be funded up to 100 percent with FDOT Capital Assistance Program funds. It is recommended that this alternative be explored more fully with neighboring counties. 155 Collier County Public Transportation Development Plan Vanpool Service Vanpools typically consist of 7 to 15 people (primarily work-related, commuters) traveling together in a passenger van to a common destination. Normally, one member of the vanpool serves as the ddver, and is often allowed to dde free and have off-hours use of the vehicle. Three hotels in Marco Island are currently leasing vans, from a company called VPSI, Inc., to transport employees from Immokalee to hotel locations on Marco Island. These vanpools are --being ddven by volunteers who are employees of the hotel and participants in the vanpools. This service could be expanded to include more vans traveling to multiple destinations in Marco Island, North Naples, and Naples. There are many examples in Flodda of public agencies leasing vans from a private provider and using those vans to create vanpools for work transportation. This type of service can be provided for lower-density neighborhoods with long-distance work tdps, at a lower cost than fixed-route transit because smaller vehicles and volunteer ddvers are being used. The service, however, is limited because riders must have common odgins and destinations and must be traveling at the same time on the same days. Therefore, this type of transportation is ideal for work tdps to major employment sites, but requires some degree of coordination. Table 7-4 contains estimates of the total monthly cost of leasing and operating a vanpool, provided by VPSI, Inc. Table 7-4 Estimates of Annual Operating Expense for Vanpool Service Collier County Commuter Split Bench: 15 Passenger $1,400 $385 $1,785 $21,420 Mini Bench: 8 Passenger $1,245 $313 $1,558 $18,696 Grand Caravan: 7 Passenger $1,355 $250 $1,605 $19,260 ~ Assumes a monthly mileage of 4,000 miles 2 Assumes: monthly mileage of 4,000 miles; cost of gasoline equals $1.25 per gallon; and fuel economy of 13 miles/gallon for commuter, 16 miles/gallon for mini, and 20 miles/gallon for Caravan. Source: Estimates provided by VPSl, Inc. t56 Collier County Public Transportation Development Plan Service Area and Characteristics It is recommended that the County be prepared to lease at a minimum five vans for the formation of vanpools in Collier County. Suggested odgins and destinations include Immokalee, Marco Island, Naples, and North Naples. Because the need for transportation from Immokalee to Naples, North Naples, and Marco Island is so great, it is recommended that at least one to two vans be assigned to this service pattern. However, these vans can be deployed to whichever areas within the county have the demand for long-distance, regularly-recurring trips. -These trips should be coordinated and monitored through a commuter assistance program as recommended and described in the previous section. It is also recommended that the monthly lease costs be paid for by the County through federal, state and local transportation funds, and that the monthly operating costs (e.g., fuel) be funded by the users of the vanpools. Table 7-5 contains estimates of the total County and user annual costs of a vanpool program with five vehicles. Table 7-5 Estimates of County and User Annual Expenses for a Vanpool Program Collier County County $1,300 ~ $15,600 5 $78,000 Users of Each Van $300 2 $3,600 5 $18,000 Average monthly lease cost for a 7-8 passenger van. Average monthly operating cost for a 7-8 passenger van. 157 Collier County Public Transportation Development Plan, MANAGEMENT STRATEGY The management strategy refers to how public transportation services will be managed on an overall basis and on a day-to-day basis in Collier County. This description is strategic in nature, and may need to be modified when the detailed transit operation plan is developed. This section describes management options. Options for Overall Management of Public Transportation Services It is recommended that one organization maintain overall management duties for public transportation services in Collier County. It would not be necessary for this organization to manage the day-to-day operations of public transportation. However, activities that would required include the following: · Grant Development · Contract Management · Marketing activities in cooperation with the Commuter Assistance Program. · Customer Assistance/Complaints Fulfilling state and federal reporting requirements Options for the overall management of public transportation services include: · The Community Transportation Coordinator · The County Government Options for Day-to-Day Management of Deviated Fixed-route service Private Sector Operatore During the development of this plan, many comments were received that indicated interest in having the private sector participate in the provision of public transportation services in the county. Consideration has been given to contracting with the private sector to operate deviated fixed-route service in Collier County. Under this scenario the vehicles could be purchased through the FDOT FVPP Program and then leased to a private provider to operate and maintain, according to applicable County and State regulations. This will aid in decreasing operating costs charged by a private provider. A request for proposal (RFP) would need to be issued to allow qualified private providers an opportunity to propose for the operation of deviated fixed-route service. Because the service is expected to be relatively small initially, only one private provider would be needed. 158 Collier County Public Transportation Development Plan Advantages · Ability to quickly expand or contract public transportation services. · Experienced providers in the community. · Potential for lower operating costs. · Available resources for administrative support (e.g., finance, accounting, grants, marketing). · Joint development opportunities (e.g., maintenance). Disadvantages Requires day-to-day contract management by public agency. This entails compliance with state and federal regulations, service levels, quality, safety, and overall system management. · Higher operator turnover rate. Community Transportation Coordinator Another option is for deviated fixed-reute services to be operated by Collier County's designated CTC. Currently Collier County is the CTC and Intelitran is coordinating the service under an emergency contract. Once a long-term manager/operator has been selected, consideration. should be given to developing a coordinated system using the CTC to coordinate and operate the deviated fixed-reute service. Advantages · Public transportation services could be coordinated with transportation disadvantaged services. · A customer base that is already present and being served. · Existing fleet and facilities. 159 .Collier County Public Transportation Development Plan Relations with community agencies. Disadvantages · Operating fixed-route service is different than paratransit. · CTCs often lack experience operating fixed-route service. ---- CTCs usually serve a specific client base and not the general public. County Operated Another option is for public transportation services to be operated by a County department. Advantages · An existing elected board (the County Commission) directly responsible to the citizens/customers of public transportation services. · Lower operator turnover rate. · Existing fleet storage/maintenance and fueling facilities. · Administrative infrastructure in place (e.g., accounting, finance, human resources). Disadvantages · Slower response to expansions and contractions of service. · Public transportation would compete with other county services (e.g., police service and fire services) for attention in resources. · County lacks expertise in marketing and other business approaches. · County lacks experience in running a transit system. 160 Collier County Public Transportation Development Plan Recommended Management Option It is recommended that, initially, the County develop a request for proposal for the operation of deviated fixed-mute service by pdvate operators. The County would maintain responsibility for the oversight of service. This responsibility would include writing grants, and fulfilling state and federal reporting requirements. After an approximate two to three year period based on the success of the service the County should reevaluate this arrangement. -It is further recommended that the County acquire and own all vehicles and amenities (e.g., shelters and signs), so as to control the condition and safety of the fixed assets. 161 Collier County Public Transportation Development Plar. Transit Operation Plan It is recommended that a detailed Transit Operation Plan (TOP) be developed pdor to the implementation of public transportation services in Collier County. The TOP should at minimum include: For Deviated Fixed-Route Service: - -- Specific, detailed muting · Specific scheduling · System identity (e.g., color scheme, logo, sign design) · Amenities (shelter and bench locations) · Signage · Transit center design (facility requirements), cooperative agreement with Mall management · Bus stop placement · Bus stop design · Development of the RFP for operation of deviated fixed-mute service · Development of the Performance Monitoring Program · Staffing plan · Development of marketing program · Camera-ready schedules · Fare policy · Refined ridership estimates · Bus type and paint scheme · Fuel type For Commuter Assistance Pro.qram (with Vanpools): · Development of organizational structure · Development of vanpool structure · Three-Year Service Plan (to be used for grant application) 162 Collier County Public Transportation Development Plan. PERFORMANCE MONITORING PROGRAM The development of a performance monitoring program prior to starting any new public transportation service is very important. A performance monitoring program will provide objective measures related to system performance (i.e., efficiency, effectiveness), and will include benchmarks or service standards against which to measure system improvement. Operational Objectives Operational objectives should be developed for any public transportation service that is established. The objectives must be quantified so that they may be incorporated into performance indicators. Operational objectives should cover at least the following four areas: · Service Utilization · Service Quality · Cost Efficiency and Effectiveness · Safety Once operational objectives are developed, they should be used to establish the performance indicators that will be measured on a regular (daily, monthly, quarterly, annual) basis. Performance Indicators Performance indicators are the actual measures used to analyze whether operational objectives have been successfully achieved. As such, they are integral to the process of developing a Performance Monitoring System. Quantitative methods have been developed as a standardized way of measuring the success of a public transportation system. Performance indicators can cover the following areas: Service Utilization Passenger Trips per Revenue Hour or Revenue Mile. - This indicator can be measured for specific time pedods or for total service day depending on whether the information is to be used for detailed or generalized route design evaluations. Passenger Trips per Capita - This measure indicates the market penetration or utilization of the transit services in the community. 163 Collier County Public Transportation Development Plan Service Quality On-time performance - This is used to measure service reliability and scheduling efficiency. This indicator is useful for the supervision of bus operatom and for determining the need for additional services. Surveys of Users - Users of a public transportation system should be surveyed at least on an annual basis. Information collected from surveys should include suggested service changes --and evaluation of service quality. Cost Efficiency and Effectiveness Cost per Revenue Hour - This measure is used to analyze the impact of incremental changes in service levels. Safety Revenue Miles Between Accidents/Incidents - This measure is used to monitor safety related to personal casualties, non-arson fire, transit property damage greater than $1,000, unforeseen collisions associated with transit vehicles, and all other transit facilities. Performance guidelines Performance guidelines are targets against which performance indicators are measured to determine how well a public transportation system is performing. Performance guidelines should be developed in the TOP based on peer comparisons and system goals. Guidelines are not absolute performance requirements. A vadety of circumstances can affect attainment of performance guidelines. It is important to ascertain whether a route is meeting the purpose for which it was designed (e.g., geographic coverage vs. aldership performance). A properly executed Performance Monitoring Program will help management to determine what corrective actions might be needed if performance guidelines are not met. It is common in the industry that new service is continuously monitored in the first two year of service. However, changes in routes are not suggested dudng this time pedod, because the system is attempting to develop customer bases, instill customer confidence in the service, and establish service reliability and schedule adherence/on-time performance. Radical changes to service delivery made too often or too soon will degrade customer confidence in the system, which will impair retaining existing dders and attaining new ones. 164 Collier County Public Transportation Development Plan IMPLEMENTATION SCHEDULE The following is an implementation schedule for public transportation services in Collier County. For each of the following tasks there is an estimated date of action under a regular schedule and an estimated date of action on a "Fast Track" schedule. The regular schedule assumes that Collier County would wait to request federal and state funding until after the completion of the Transit Operation Plan. If moneys were requested in the Summer of 1999 rather than the Summer of 2000, the schedule for the implementation of new deviated fixed routes and - vanpools could be accelerated by one year (Fast Track Schedule). The fiscal year is based on Collier County Government's fiscal year, which begins July 1 and ends June 30 of the following year. Estimated Date of Action Estimated Date of Action: Fast Track · Approval of TDP by Collier County 6/18/99 6/18/99 MPO and authorization to proceed with a Transit Operation Plan (TOP). · Issue task order to start Transit 10/1/99 10/1/99 Operation Plan. · Adoption of TOP by MPO 6/1/00 6/1/00 · Notify FDOT that federal and state funds are desired. · Develop organizational structure. · Application to FTA for federal funds. · Federal funds available · Begin bid process for procurement of public transportation vehicles? · Vehicles ordered from manufacturer/FDOT Flodda Vehicle Procurement Program. · Establish Commuter Assistance Program. 7/1/00 7/1/99 7/1/00 10/1/99 10/1/00 10/1/99 4/1/01 4/1/00 4/1/01 4/1/00 6/1/01 6/1/00 6/1/01 6/1/00 · FDOT block grant funds available. 7/1/01 7/1/00 ~ This assumes that the County would purchase the buses directly. An RFP could be wdtten to require the operator to furnish vehicles. In addition, no bid process would be needed if vehicles were purchased through FDOT's Florida Vehicle Procurement Program. 165 Collier County Public Transportation Development Plat. · Create and implement a marketing plan. · Buses delivered through FDOT consortium. · Procure computer hardware and software. · Implement deviated fixed-route transit service and vanpool service. 10/1/01 1/1/02 1/1/02 2/1/02 10/1/00 1/1/01 1/1/01 2/1/01 The following are actions that would be completed within the fiscal implementation of new deviated fixed-route transit service and vanpool service. Actions Durin,q FY 2002-2003 (Under Re.qular Schedule) · Continue operation of deviated fixed-route transit service and vanpool service. · Evaluate public transportation services using performance monitoring program. · Continue marketing program. · Update TDP. · Apply for federal, state, and local funds. years following Actions Dudn,q FY 2003-2004 (Under Re.qular Schedule) · Continue operation of deviated fixed-route transit service and vanpool service, expand if cost-feasible. · Evaluate public transportation services using performance monitoring program. · Continue marketing program. · Update TDP. · Apply for federal, state, and local funds. 166 .Collier County Public Transportation Development Plan. FIVE-YEAR FINANCIAL PLAN AND CAPITAL IMPROVEMENT PROGRAM This section and corresponding tables summarize the expenses and revenues associated with ~he proposed Five-Year Public Transportation Development Plan for Collier County. Descriptions of capital expenses and revenues and operating expenses and revenues am contained in the first part of this section, followed by four tables containing the actual financial information. The tables contain financial information on the years within the five-year planning horizon, FY00 through FY04. The tables also contain, at the request of the MPO, the five years -beyond the planning horizon of this report, FY05 through FY09. Tables 7-6 and 7-7 present financial information for the planning pedod using the regular implementation schedule (new deviated fixed-mute service starting February 1, 2002). Tables 7-8 and 7-9 present financial information on a "Fast Track" schedule (new, deviated fixed-route service starting February 1, 2001). The following description of capital expenses and revenues, and operating expenses and revenues follows the regular implementation schedule. Capital Expenses and Revenues Table 7-6 summarizes the capital expenses and revenues associated with the proposed five- year plan, plus an additional five years beyond the five-year plan period. Capital Expenses Transit Operation Plan and Park and Ride Site Feasibility Study In the first year of the five-year plan, the first step will be to develop a Transit Operation Plan (TOP). This plan will define the specific implementation plan for a public transportation system in Collier County. This will entail the detailed development of a public transportation system. Funds to develop this plan will be distributed through the Unified Planning Work Program for FY 1999-2000. This plan is budgeted for $30,000. Further, it is recommended that a Park and Ride Site Feasibility Study be performed to identify locations for park and ride lots in Collier County or shared jointly in Lee County. This analysis will serve as the background for a grant application to acquire FDOT Park and Ride Construction Funding. This study is budgeted for $15,000. Vehicles and Other Transit Amenities Immediately upon completion of the TOP, in FY01, FDOT should be notified that federal and state funds are desired. Due to funding cycles, vehicles and other capital equipment could not 167 ,Collier County Public Transportation Development Plan be acquired and delivered until FY02. Under this scenario, service could begin operating, at the earliest, in February 2002. Contained in Table 7-6 is a breakdown of estimated vehicle and transit amenities expenses. Capital expenses include the purchase of four (three with one spare) 25-foot, medium-duty public transportation vehicles at a cost of $107,000 per vehicle. Other estimated capital expenses include signs, shelters, and a transfer facility. The costs of these amenities are $50 each, $6,000 each, and $25,000 each, respectively. The final capital expense within the first -five-years listed in Table 7-6 is the capital cost of leasing five vans for vanpool service. The estimated capital cost per vehicle is' $10,400 annually. This estimate is based on the assumption that two-thirds of the lease cost can be capitalized under arrangements authorized by the Federal Transit Administration, 49 CFR Part 639 (Capital Leases). Park and Ride Lot Construction Given the results of the Park and Ride Site Feasibility Study that will be performed in FY00, it is assumed that a Park and Ride lot will be constructed in FY04. Possible locations of this Park and Ride lot include the County Line shared with Lee County or the Eastem part of the Naples Urbanized Area, however, the locations will be determined in the Park and Ride Site Feasibility Study. Capital Revenues Federal Transit Administration Section 5303 (Planning) Federal planning funds may be secured from FTA Section 5303 Planning funds. These are funds that are distributed to local areas for planning activities. These funds could be used specifically for the development of the Transit Operation Plan. These funds will cover up to 80 percent of the planning expense, with a 20 percent state/local match. FDOT Park and Ride Funds The Florida Department of Transportation makes available to local areas Park and Ride Funds that can be used to determine the site feasibility of park and ride facilities. These funds will cover 50 percent of the project cost. The other 50 percent will come from local planning funds. Federal Transit Administration Section 5307 (Urban) Federal capital funds may be secured from FTA Section 5307 Assistance (formerly Section 9). These are funds distributed to urbanized areas throughout the United States. The Naples 168 ,Collier County Public Transportation Development Plan. Urbanized Area would be eligible to receive an allocation of up to $756,477 (based on FY98-99 allocations) annually (capital and operating combined). Based on current year formulas, federal funds used for capital expenses must be matched with local and/or state funds. Federal funds used for capital expense can cover up to 80 percent of the expense, with a 20 percent state/local match. Toll Revenue Credits, which are described in the next paragraph, can be used as the state/local match. Toll Revenue Credit The Intermodal Surface Transportation Efficiency Act (ISTEA) (and its successor TEA-21) provides that toll revenues on public roads and bridges expended for capital investment may count as local match (soft match) for Federal grant funds in a specific year. This capability allows the local matching share, that would otherwise be required to match a transit grant, be used for other projects. This results from the recognition that different modes of transportation are interconnected. Capital expenditures to reduce congestion in a particular corridor benefit all modes in that corridor, be they automobiles, transit buses, or a rail system. Thus, if a community constructs a toll facility, ISTEA allows the revenues from that toll facility to be used as local match under the following specific circumstances: · The toll revenues must be used for transportation capital investment, not operating expenses; · The soft match in one year is counted as the amount of toll revenue used for transportation capital investment in that year. That is, there is no carryover. In Florida, a local toll revenue source is not required for a community to receive toll revenue credit. FDOT has established a toll revenue credit program on a statewide basis, and distributes credit to all of the counties within the State. The use of Toll Revenue Credits for Collier County are included in Table 7-6 as a soft match for federal capital funds. Operating Expenses and Revenues Table 7-7 contains operating expenses and revenues estimated for the proposed five-year plan. The table also contains expense and revenue information for five years beyond the five-year plan period. Operating expenses are listed in the top half of Table 7-7 and are further separated into expenses for urban services and expenses for rural services. Operating revenues, listed in the bottom half of Table 7-7, are separated in a similar way. 169 Collier County Public Transportation Development Plan, OperatinR Expenses Marketing Efforts Marketing efforts is the first operating expense listed in Table 7-7. It is assumed that initial marketing efforts would begin during the fiscal year prior to the start of urban fixed-route service, or in FY01. Marketing expenditures in that year would be approximately $40,000, and for subsequent years marketing expenses are estimated to be $30,000, $20,000, and $30,000 for ~Y02, FY03, FY04, respectively. Urban Deviated Fixed-Route Service Operations of urban deviated fixed-reute service and vanpool service could not begin until FY02 (due to system development requirements and federal and state funding cycles). It is assumed in FY02 that operation would begin in February 2002. Therefore, only five months of operating expenses are included in this fiscal year. The remaining fiscal years assume full years of service. The cost of service was based on an estimate of $40 per revenue hour of service, and is a fully-allocated cost. Vanpool Service Similar to urban, deviated fixed route service, vanpool service could not begin operations until FY02 (due to system development requirements, and federal and state funding cycles). The start date for vanpool service is assumed to be February 2002. Therefore, FY02 includes operating expenses for only five months of service. The next two fiscal years contain estimates for full years of vanpool service. Estimates of vanpool operating costs reflect 1/3 of the lease cost for five vans. This estimate is based on the assumption that two-thirds of the lease cost can be capitalized under arrangements authorized by the Federal Transit Administration, 49 CFR Part 639 (Capital Leases). Therefore, 1/3 of the lease costs will fall under operating costs. (Note: These operating costs do not include the day-to-day operation of the vans (e.g., gasoline). These costs will be borne directly by the riders of the vanpools) "Commuter Assistance Program The final line item is for the operation of a Commuter Assistance Program, which is estimated to cost $50,000 annually. 170 Collier County Public Transportation Development Plan Rural Deviated Fixed-Route Service The next two line items include the operation of rural public transportation service within Immokalee and between Immokalee and Naples. These services were formerly operated by the CTC of Collier County and are expected to be resumed by the CTC in the near future. The cost of service was based on an estimate of $40 per revenue hour of service, and is a fully-allocated cost estimate. ~Operatin.~ Revenues Operating revenue sources are also shown in Table 7-7. The operating revenues are separated into urban revenues and rural revenues. Federal Transit Administration Section 5307 (Urban) Federal operating funds may be secured from FTA Section 5307 Assistance (formerly Section 9). These are funds distributed to urbanized areas throughout the United States. The Naples Urbanized Area would be eligible to receive an allocation of up to $756,477 (based on FY 98-99 allocations) annually (capital and operating combined). Based on current year formulas, federal funds used for both operating expenses must be matched with local and/or state funds (toll revenue credits can not be used as the local/state match). Federal funds can be used for up to 50 percent of system operating expenses (minus farebox revenue). FDOT Block Grant Assistance (Urban) Capital and operating funds can also be awarded through FDOT Block Grant Assistance to urbanized areas. For capital projects, state participation is limited to 50 percent of the nonfederal share (i.e., if federal funds cover 80 percent and local funds cover 10 percent, then state funds will cover the remaining 10 percent.) However, in Collier County toll revenue credit dollare are sufficient to cover the state and local match requirements for capital purchases, therefore, FDOT Block Grant Assistance will not be needed. .For operating, up to 50 percent of eligible operating expenses can be paid with FDOT Block Grant funds, or an amount equal to the local revenue, whichever amount is less. Eligible operating expenses are operating expenses minus federal funds and farebox revenue. Local revenue is defined as local government contributions and purchase of service contracts. The estimated block grant allocations for Collier County are listed in the following table. The initial allocation is based solely on County population but the allocations for later years are expected to increase based on ridership and revenue miles of the public transportation system. 171 ,Collier County Public Transportation Development Plan, Estimated Block Grant Allocation FY01 $239,496 FY02 $258,564 FY03 $282,065 FY04 $308,521 FY05 $334,685 FY06 $350,000 FY07 $357,000 FY08 $364,140 FY09 $371,423 Urban Farebox Revenue Farebox revenue is also a revenue source for public transportation systems. For the two urban routes of the deviated fixed-route system, farebox revenues are based on average ridership rates for other small transit systems. It is assumed that urban deviated fixed-route services would attain 50 percent of this average ridership in the first 12 months of service (in addition, ridership in the first year was adjusted for only five months of service); 75 percent in the second 12 months; and 100 percent in the third 12 months. This translates into an estimate of $20,368 in farebox revenue for the first five months of service (in FY 02), $64,000 for the second year of service (FY 03), and $83,000 for the third year of service (FY 04). This information is reflected in Table 7-7. Purchase of Service Contract (Local Soft Match) Purchase of Service Contracts are contracts between the County and local agencies (e.g., Agency for Health Care Administration, Department of Elder Affairs) to provide public transportation for program participants. Under the rules governing FDOT's State Transit Block Grant, these contracts can be counted as local revenue to match state revenue. These revenues, however, act as a soft match to state revenue because the money in not actually being allocated to the new public transportation services. The public transportation agency is receiving credit for these funds towards the local required match. The result of using these monies as a soft match is to lower the new local cash required for public transportation. Federal Transit Administration Section 5311 (Rural) Federal operating funds may be secured from FTA Section 5311 Assistance (formerly Section 18). These are funds distributed to rural areas throughout the United States, through the State t72 Collier County Public Transportation Development Plan DOTs. The rural areas of Collier County would be eligible to receive an allocation of these funds. Based on current year formulas, federal funds used for operating expenses must be matched with local and/or state funds. Federal funds can be used for up to 50 percent of system operating expenses (minus farebox revenues.) Collier County is already receiving Section 5311 operating assistance through the CTC for services in rural areas of the County. Rural Farebox Revenue Farebox revenues were also estimated for the rural routes of deviated fixed-route service. It is estimated that $24,000 in annual farebox revenues will be collected from riders on the two rural routes in the first fiscal year (FY 00). It is further assumed that annual farebox revenues will increase to $48,000 in the final year of the five-year plan (FY 04). In the years between FY00 and FY04 farebox revenues will increase from $24,000 to $48,000. Current Local Government Revenues As shown in Table 7-7, Collier County currently contributes local revenues towards the operation of rural deviated fixed-route services. This is shown as "Current Local Government Revenue". Unfunded Local Revenue The shaded line in Table 7 shows the unfunded operating expenditures for the Five-Year Public Transportation Development Plan (Note: There are no unfunded expenditures in this plan in the first five years listed in this Table 7.) For FY05 through FY09, unfunded expenses are listed after accounting for all existing federal, state, and .local funding, and estimated farebox revenues. New local funding will be required to meet these unfunded expenses. No new local revenue will be needed to support this plan for the first five years listed in Table 7, FYO0 through FY04. -,Mid-Range Operating and Capital Cost Estimates (FY05 through FY09) Also included in Tables 7-6 and 7-7 are estimates of capital expenses and revenues, and operating expenses and revenues for the five years beyond the years of the Five-Year TDP. This includes FY05 through FY09. The estimated expenses and revenues were included for these years at the request of the MPO. In addition, FDOT, in the future, will be requiring a ten- year financial plan for all TDPs. 173 Collier County Public Transportation Development Plan The following paragraphs describe the items that are included in FY 05 through FY 09. All of the new activities in this time period are dependent upon the success of services that are recommended to be started in the first five years of the plan. Expanded Local Deviated Fixed-Route Service In FY05 it was assumed that one new vehicle would be purchased for expanded, local deviated fixed-route service. The estimated cost of this vehicle is $124,000, and is shown in Table 7-6. The new, expanded deviated fixed-route service would begin operation in FY06 and is reflected under operating expenses in Table 7-6 in that year and years after. Operating costs for the new route will start at $167,671 annually. Potential areas for this new route include East Naples and Airport-Pulling Road. New Public Transportation Amenities Corresponding with expanded, local deviated fixed-route service, it is assumed that 160 new busstop signs and 10 new shelters would be purchased in FY05. The total cost of 160 new busstop signs was estimated at $8,000. Each shelter was estimated to cost $6,000, for a total cost of $60,000 for 10 shelters. These costs are reflected in Table 7-6. Express Service It is assumed that express transit service will be initiated in FY07. This service would operate during the peak work travel times of the day for two hours in the morning and two hours in the evening. It would operate Monday through Friday and be coordinated with the location of the Park and Ride Lot. The estimated annual operating cost of this service will start at $81,600 per year (as shown in Table 7-7,) based on a cost of $40 per revenue hour of service. In addition, this new express service will require one new vehicle. The capital cost of one new vehicle ($130,000) is reflected in the capital expenses for FY 06 shown in Table 7-6. Vehicle Replacement In FY08 and FY09, four vehicles will need to be replaced (two in each year). It is recommended that the fleet be replaced by heavier-duty vehicles at this time. The estimated cost of each of these vehicles is $180,000, for a total of $720,000 for four vehicles (shown in Table 7-6.) 174 Collier County Public Transportation Development Plan, Fast-Track Scenario: Five-Year Financial Plan and Capital Improvement Plan At the request of the MPO, a fast-track scenado was developed for the implementation of new public transportation services in Collier County (shown in Tables 7-8 and 7-9.) The financial information listed in Tables 7-6 and 7-7 are based upon the assumption that Collier County would wait to request federal and state funding until after the completion of the Transit Operation Plan. If moneys were requested in the Summer of 1999 rather than the Summer of 2000, the schedule for the implementation of new deviated fixed routes and vanpools could be accelerated by one year. Thereby, starting operation in January 2001. In addition, vehicles may be available from the CTC for use on new deviated fixed routes. The availability of these vehicles could accelerate the schedule. Financial information shown in Tables 7-8 and 7-9 reflect the acceleration of the implementation of new deviated fixed-route service and vanpool service. The following is a list of advantages and disadvantages of following an accelerated, fast-track schedule. Advanta,qes · Start new deviated, fixed-mute service an vanpool service one year earlier. Disadvanta,qes · Decisions on new service might be made before all information is available (i.e., before the Transit Operation Plan is completed). · If the County were to pursue a regular schedule, they could acquire more appropriate vehicles. · If the County were to pursue a regular schedule, they would have more time for marketing. 175 .Collier County Public Transportation Development Plan APPENDICES 181 Collier County Public Transportation Development Plan. 182 .Collier County Public Transportation Development Plan, APPENDIX A COLLIER COUNTY PUBLIC TRANSPORTATION SURVEY 183 Collier County Public Transportation Development Plan.,, 184 Collier County Public Transportation Development Plan. COLLZER COUNTY PUBLZC TRANSPORTATZON SURVEY How do you usually travel locally? (Check one) [] Drive Alone [] Ride with Someone [3 Ca rpool/Va n pool DWalk D Bicycle [3Taxi •Other Have you ever used a bus system in another community? [3Yes •No If Yes, where? Have you ever used public transportation provided in Collier County? [] Yes [3 No [] Unaware of service Yes, what type? What did you think of the service? [3 Very Good [] Good [] Average Q Poor Q Very Poor Do you think there is a need for additional public transportation service in Collier County? [] Yes [3No Zf yes, what type of service would you like to see? (Check as many as you like.) Expanded Door-to-Door Service r3Regular Fixed Route Bus Service OVanpools/Carpools r30ther Would you be willing to support more public transportation through additional taxes? [] Yes r3No Zf local bus service were available in Collier County would you or any member of your family use it? Yes ON• m For what type of trips would you use the bus? (Check all that apply,) [3Work [3Shopping [3School [3 Medical appointments [] Recreation [3 Other 185 Collier County Public Transportation Development Plan,. 10. What is the longest distance you would walk to a bus stop? ElLess than I block E] 1 to 2 blocks ElD mile to n mile ElMore than rl mile Which of the following local funding methods would you favor to fund public transportation? (Check all that apply.) QGas tax ElProperty tax ElSpecial taxing district ElSales Tax E3None of the above 3.2. Which transportation improvement is most important to you? EiReducing accidents in high accident locations Relieving traffic congestion ElProviding for modes of transportation other than automobiles 13. How many vehicles are available in your household? 14. Your age is... 15. 17. El 17 years or under El 18 to 24 years El25 to 34 years El35 to 44 years El45 to 54 years El55 to 64 years Q65 years or more You are... ~lMale El Female Your ethnic origin is... ElWhite ElBlack El Hispanic ElOther Your total annual household income is... ElLess than $10,000 ElS10,000 to $19,000 ~$20,000 to $29,000 E]$30,000 or more 18. Are you? El None E] Employed Q One [3 Unemployed El Two [3 Retired ElThree or more ElStudent Do you have other comments or suggestions? THANK YOU FOR TAKING THE TIME TO ANSWER THE..VE QUESTIONS. THE RESULTS OF THIS SURVEY WILL HELP TO EVALUATE PUBLIC TRANSPORTATION NEEDS IN COLLIER COUNTY. 186 Collier County Public Transportation Development Plan APPENDIX B INTERVIEW GUIDE 187 Collier County Public Transportation Development Plan 188 A= Collier County Public Transportation Development Plan, Collier County TDP Interview Questions Where We Are How much interest in and support for public transportation (transit and paratransit) is there in the community? Have the levels of interest and support changed in the last two years? 2. How is GoodWheels (and any other public transportation) perceived in the community? What is your perception of public transportation s current and potential role in the community? Are there community needs that could be met by public transportation (transit and paratransit)? Is the current system responsive to those needs? Is traffic congestion a problem in any part of Collier County? If so, what role might public transportation play in alleviating this problem? Is there a parking problem in any part of Collier County? If so, how does this affect public transportation s role in the community? Where We Want to Be 7. What do you see as appropriate goals for a public transportation system? o How can public transportation better meet community needs? e.g., Mobility, Congestion, Clean Air What is happening in Collier County in terms of residential and commercial development?. How much? Where? Does this development suggest a need for public transportation that does not currently exist? 10. What groups are most likely to use transit service? 11. What are appropriate markets for public transportation in Collier County? 12. Do you think there is a willingness in the community to consider local funding sources to support additional public transportation? If so, what type of funding methods? How We Get There 13. What type of public transportation system do you feel is most appropriate for Collier County? 14. What are the characteristics of a public transportation system that would attract riders and meet community goals? 15. Are there geographic areas that should receive a higher priority? 16. Are there policies that should be changed to help better support a public transportation? Summary 17. What do you see as the future of public transportation in Collier County? 189 Collier County Public Transportation Development Plan 190 Collier County Public Transportation Development Plan APPENDIX C INVENTORY OF TRANSPORTATION PROVIDERS (Sources of Data: Code Enforcement Department, Collier County Government, 1998 Telephone interviews with transportation providers) 191 .Collier County Public Transportation Development Plan 192 ,Collier County Public Transportation Development Plan A LINCOLN PRIVATE CAR, INC. P.O. Box 12041 Naples, FL 34101 3584 Progress Ave. Naples, FL 34104 6615 Sable Ridge Ln. Naples, FL (941) 592 - 7433 Contact: Katherine Dinatale, president Type of Service Service Area Service Users Service Agreements/Contracts Number of Employees Vehicle Inventory Fare Structure Provide transport to airport and cruise ports, for dinner nights out, weddings, ball games and concerts and corporate work Home base is in Collier County, but services all of Florida General Public Has contracts with come of the big chain hotels such as the Ritz- Carlton, some airport entities, and various corporate accounts Currently about 7 or 8; varies according to season, in October may go up to 15. 6 (vehicles include sedans, coaches, vans, and limousines) Sedans $35.00/hr.; smaller limousines $50.00/hour; super stretch limousines $65/hr; vans $40.00/hour, mini-coaches $75.00/hr.; 3 hour minimum standard for all services, does not include gratuity, standard 20%. AA TRANSPORTATION 5770 Houchin St. Naples, FL 34109 (941) 514 - 7040 Contact: Sandra H. Fordley Type of Service Service Area Service Users Service Agreements/Contracts Number of Employees Vehicle Inventory Fare Structure Non-emergency wheelchair and stretcher transportation Collier County N/A N/A N/A 1 Roundtrip within the county $50 193 ,Collier County Public Transportation Development Plan AARON TAXI-LIMO 13233 Greywood Cr. Ft. Myers, FL 33912 (headquarters) Service center at RSW airport 2400 Tamiami Tr ~201 Naples, FL (941) 768 - 1898 -(800) 998 - 1898 Contact: Douglas Wrllcox Type of Service Service Area Service Users Service Agreements/Contracts Number of Employees Vehicle Inventory Fare Structure Provide Lincoln town car direct service to airport Provide service from Tampa to Miami but 90% of business is in Charlotte, Lee and Collier County General public Under contract with the airport, licensed by Collier county One, himself 2 About 1.75 mile, all fiat rate zone, the further you get, the higher the rate ACE AIRPORT TRANSPORTATION 4301 20~ PI. S.W. Naples, FL 34116 (941) 352-4336 Contact: Deborah M. Guisto Type of Service Service Area Service Users Service Agreements/Contracts Number of Employees Vehicle Inventory Fare Structure Airport transport Naples, Marco General public None 3 1 Depends on destination 194 ,Collier County Public Transportation Development Plan, ACCENT TRANSPORTATION SERVICES, INC. 553 Landmark Dr. Naples, FL 34112 (941) 732 - 7786 Contact: VVilliam D. James Type of Service Service Area Service Users -Service Agreements/Contracts Number of Employees Vehicle Inventory Fare Structure Paratransit transport Anywhere - inside and outside of the state borders General public None 8 4 Cabs are metered ($1.75 for Is~ mile; $1.50 each mile thereon); other transport costs depend on destination - fiat rate ADMIRALTY TRANSPORTATION, INC. dlbla ADMIRALTY AIRPORT SERVICE 12875 S. Cleveland Ave., Ste. 11 Ft. Myers, FL 33907 P.O. Box 420014 Naples, FL 34110 (941) 275 - 7700 Contact: Jeffrey S. Connery Type of Service Service Area Service Users Service Agreements/Contracts Number of Employees Vehicle Inventory Fare Structure Airport service Mainly Ft. Myers Naples area (Sanibel, Cape Coral, Punta Gorda); also goes to Tampa and Miami General Public N/A N/A 5 N/A AFFORDABLE LIMOUSINE SERVICE, INC. 5335 Teakwood Dr. Naples, FL 34120 -. (941) 455-6007 Contact: John F. & Constance M. Mikulic Type of Service Service Area Service Users Service Agreements/Contracts Number of Employees Vehicle Inventory Fare Structure Group transport and pdvate transport Ft. Myers and all of southwest Flodda General Public N/A N/A 2 $65/hr. for 8-pasenger limousine; $75/hr. for 10-passenger limousine; 3 hour minimum, 20% gratuity 195 Collier County Public Transportation Development Plan. AIRLINE TAXI & LIMO OF S.W., INC. 1540 Port Ave. Naples, FL 34104 (941) 643 - 5757 Contact: Donna M Macias Type of Service Sen/ice Area Sen/ice Users Service Agreements/Contracts Number of Employees Vehicle Inventory Fare Structure Mainly airport transport; also have limousine service Mainly Naples & Ft. Myers, also travel to Miami & Ft. Lauderdale General Public None None, all are self-employed/self-contracted 2 ~ $45 to airport; $50 per hr. for limousine service AMERICAN TAXI & LIMO 4001 Santa Barabara Blvd unit 133 Naples, FL 34104 3942 Arnold Ave. #B Naples, FL 34116 (941) 455- 5555 Contact: John & Anna Dougherty Type of Service Sen/ice Area Service Users Service Agreements/Contracts Number of Employees Vehicle Inventory Fare Structure Taxi and limousine; also have couriers between businesses Service all of Collier County; also Ft. Myers, Lee County & Marco General Public Collier County Health Department (CCHD); restaurants, insurance companies such as St. Paul Fire and Madne, many others. 3 1 In-town travel is metered; flat rates to airport depending on how many passengers in car; fiat rate for private vehicles (Lincoln sedans) - Naples to Ft. Myers $45; cab service to airport $65; shuffle to airport $25, $35, or $45; limit shuffles to 3 people A-1 CADILLAC CAB, INC. 6201 Shirley St. Naples, FL 34109 (941) 566 - 7600 Contact: George Ted Daniels Type of Sen/ice Service Area Service Users Service Agreements/Contracts Number of Employees Vehicle Inventory Fare Structure Full taxi & limo operation; also have unmarked vehicles Service whole county; also Miami, Ft. Lauderdale, Boca, and Tampa General Public 3 hotels (names withheld) 9 7 Cadillacs Taxi - metered within the city; All other vehicles flat rates to main airports to hotels; for example, regular customers are charged a $145 fiat rate to Miami, number of passengers insignificant, limousines - add $50 to flat rate = $195. 196 ,Collier County Public Transportation Development Plan, A-OK TAXI, INC. 710 E. Elkcam Cr. Marco Island, FL 34145 P.O. Box 2403 Marco Island, FL 34146 (941) 394- 1113 Contact: Steven R. Cinddc & Mickey Type of Service Service Area Service Users Service Agreements/Contracts Number of Employees Vehicle Inventory Fare Structure Mendel Taxi, airport service, local service, group transport Marco Island, Naples General Public Yes; names N/A 15 7 Depends on destination - fiat rates ARISTOCRAT LUXURY TRANSP. INC. 1985 Timberline Dr. Naples, FL 34109 (941) 513 - 0545 (941) 591 - 8115 Contact: Frank Weppner Type of Service Service Area Service Users Service Agreements/Contracts Number of Employees Vehicle Inventory Fare Structure 24 hour transportation; taxis, limousines, sedans, and vans Varies; Everglades, Marco, Naples, Ft. Myers, Ft. Lauderdale Airport, Miami Airport, Port Miami General Public N/A N/A 1 $1.50 per mile; or fiat rates to certain areas - varies per destination and departure location BEACH & ISLAND CAB CO. 2408 Linwood Ave. #7H Naples, FL 34112 (941) 793 - 2112 Contact: Michael Davis Type of Service Service Area Service Users Service Agreements/Contracts Number of Employees Vehicle Inventory Fare Structure On demand taxi service & airport transportation Greater Collier County area and service to the Southwest Florida Regional airport General Public Has a few with local courier services 12 6: five cabs and one sedan According to commission regulations: $1.75 upon entry and $1.50 per mile; rates to airport are discounted: $40 fiat rate from Naples to Regional southwest airport 197 Collier County Public Transportation Development Plan CARING FOR KIDS 949 2ND Ave. N. Naples, FL 34102 (941) 403 - O4OO Contact: Gabriel Tejerina Type of Service -Service Area Service Users Service Agreements/Contracts Number of Employees Vehicle Inventory Fare Structure Provide nursing care to children with medically complex conditions; provide transport back and forth from home; provide escorts depending on severity of child's condition Collier county; do go outside urban area Referrals are provided through Good VVheels; Good Wheels pays Cadng for Kids; Good Wheels is reimbursed by Medicaid None 7 1 wheelchair accessible van, 1 seven-passenger van Free to the recipients (Medicaid covers costs) CECIUA JAMES 5454 Laurel Ridge Ln. #,43 Naples, FL 34116 (941) 352 - 8669 Contact: Jane Taylor-James Type of Service Airport Taxi Service Area N/A Service Users General Public Service Agreements/Contracts N/A Number of Employees 1 Vehicle Inventory 1 Fare Structure N/A CHECKER CAB OF COLUER COUNTY (same as American Taxi & Limo) 4001 Santa Barabara Blvd unit 133 Naples, FL 34104 3942 Arnold Ave. #B Naples, FL 34116 (941) 455 - 5555 Contact: John & Anna Dougherty Type of Service Service Area Service Users Service Agreements/Contracts Number of Employees Vehicle Inventory Fare Structure Taxi and limousine; also have couriers between businesses Service all of Collier County; also Ft. Myers, Lee County & Marco General Public Collier County Health Department (CCHD); restaurants, insurance companies such as St. Paul Fire and Marine, many others. 3 (plus contract employees that drive vehicles) 30 In-town travel is metered; fiat rates to airport depending on how many passengers in car;, fiat rate for private vehicles (Lincoln sedans) - Naples to Ft. Myers $45; cab service to airport $65; shuttle to airport $25, $35, or $45; limit shuttles to 3 people 198 Cruiser County Public Transportation Development Plan .... CLASS ACT LIMOUSINE 2180 Corporation Blvd. Naples, FL 34109 (941) 594 - 8600 Contact: Vincent D Angiolillo Type of Sen/ice Service Area -Service Users Sen/ice Agreements/Contracts Number of Employees Vehicle Inventory Fare Structure Limousine service (also runs an automotive repair & videography business) All of Flodda General public None 1 3 Flat rates - vades by type of service CLASSIC TAXI, INC. 549 E. Elkcam Cr. #B Marco Island, FL 34145 (941) 389 - 0880 (941) 394- 1888 Contact: Lester A. Fogel Type of Sen/ice Service Area Service Users Sen/ice Agreements/Contracts Number of Employees Vehicle Inventory Fare Structure Taxi Serves southwest Flodda; basically Marco island, does airport runs from southwest regional airport in Ft. Myers; also goes to Miami, & Fl. Lauderdale General Public N/A N/A 7 Flat rate to airport; in town based on mileage COAST TO COAST OF NAPLES, INC. 1714 Kings Lake Blvd. Naples, FL 33939-2421 P.O. Box 2421 Naples, FL 34106 · . (941) 775 - 9840 Contact: Ed Hansen and Marcia R. Arnold Type of Service Sen/ice Area Sen/ice Users Sen/ice Agreements/Contracts Number of Employees Vehicle Inventory Fare Structure Transport to Cleveland Clinic, Florida N/A N/A N/A N/A 5 N/A 199 Collier County Public Transportation Development Plan, COMMUNITY HEALTH CARE, INC. d/bla NCH Healthcare System, Inc. P.O. Box 413029 Naples, FL 34101-3029 350 Seventh St.N. Naples, FL 34102 349 9 st. N. Naples, FL -(941) 513 - 7080 Contact: Jack Dixon Type of Sen/ice Service Area Sen/ice Users Sen/ice Agreements/Contracts Number of Employees Vehicle Inventory Fare Structure Provide ambulatory, wheelchair, and stretcher transport 15 miles one way; 30 miles round trip; $1 for each extra mile above that (no cap); also provide service to Tampa, Miami & out of state if needed General Public; non-emergencies not covered by Medicare & some other companies. None 10-15 6 (trucks for stretchers and wheelchairs; one van; one sedan) One Way: Ambulatory $18, wheelchair $35, stretcher $55; Roundaip: Ambulatory $30, wheelchair $45, stretcher $90 CONTINENTAL TRANSPORTATION SERVICES 688 108th Ave. Naples, FL 34108 (941) 597-9366 Contact: George Y. Lead Type of Service Sen/ice Area Sen/ice Users Sen/ice Agreements/Contracts Number of Employees Vehicle Inventory Fare Structure Provides transport to and from area airports Is flexible; mainly to and from Tampa and Miami airports General Public None 1 1 All fiat rates, depends on distance CRUISE 'N' COMFORT 10075 Boca Circle Naples, FL 34109 · ' (941) 594 - 2003 (888) 957 - 0002 Contact: Richard J. Karaczun Type of Sen/ice Sen/ice Area Sen/ice Users Sen/ice Agreements/Contracts Number of Employees Vehicle Inventory Fare Structure Paratransit Naples, Ft. Myers General Public None; but has verbal agreements 1 1 Depends on service; Cost = -$37 for 2 people, from Naples to Ft. Myers 200 Collier County Public Transportation Development Plan, EASY TAXI Contacted at: 4629 Lombardy Ln. Naples, FL 34112 (941) 564 - 9284 Also has location at: 240 Aviation Dr. N. Naples, FL 34104 -Contact: Lubin Lonverture Type of Sen/ice Service Area Sen/ice Users Service Agreements/Contracts Number of Employees Vehicle Inventory Fare Structure Mainly airport transport; does travel elsewhere Naples to Miami General Public None 2 2 Flat rates - varies by type of service (ex. Naples to Miami $150) ELITE LIMOUSINES SVC OF S.W. FL INC 1361 Sirocco St. Ft. Myers, FL 33919-6317 (941) 498 - 7577 11120 Tamiami Trail N. Naples, FL (941) 482-0382 Contact: Rick Scott Type of Sen/ice Sen/ice Area Sen/ice Users Service Agreements/Contracts Number of Employees Vehicle Inventory Fare Structure Provide limousine & town car transport to vadous places Service entire state; mainly Naples, Lee County, Miami, & Tampa General Public None Varies; have 2 full-time employees for summer, others are part-time 2 (limousine and town car) Limousines: by the hour; 6, 8, & 10 passenger rates Other: rates vary, sometimes by hour, sometimes fiat rate 201 Collier County Public Transportation Development Plan THE ERRAND SOLUTION Contacted at: 2741 Gulfview Dr. Naples, FL 34112 1173 Industrial Blvd Naples, FL (941) 775 - 9102 -Contact: Michael B. & Geri Underhill, owners Type of Service Service Area Service Users Service Agreements/Contrects Number of Employees Vehicle Inventory Fare Structure Naples and Ft. Myers airport transportation service To Naples airport to Ft. Myers airport; Collier County and Lee County General Public None 2 3 Starts at $30 - 45 EXCEL DESTINATION MGMT. SERVICES, INC. 4627 Arnold Ave., suite 5 Naples, FL 34104 (941) 261 - 5151 (941) 649 - 2777 (direct line) Contact: Brian Pease Type of Service Service Area Service Users Service Agreements/Contracts Number of Employees Vehicle Inventory Fare Structure Transportation for convention and resort guests between airport and conventions as well as to tours and activities From St. Pete to Marco Island, from West Palm to Key West General Public Yes; names withheld 60 (not all employees are drivers) 20 vehicles; from sedans to full size motor coaches Vades - depends on type of vehicle; anywhere from a $15 taxi to all day services FIRST CLASS LIMOUSINE 3325 Airport Rd., F-7 Naples, FL 34105 (941) 403 - 9846 Contact: Gary W. Epstein Type of Service Sen/ice Area Sen/ice Users Sen/ice Agreements/Contracts Number of Employees Vehicle Inventory Fare Structure Paratransit N/A General Public N/A N/A 1 N/A 202 ,Collier County Public Transportation Development Plan,., GALAXY TRANSPORTATION 2540 39TM St. S.W. Naples, FL 34117 (941) 455 - 7441 (941) 455 - 8406 Contact: Carlos Miragaya Type of Service -Service Area Service Users Service Agreements/Contracts Number of Employees Vehicle Inventory Fare Structure Provide service to airport only In county; also go to Miami, but rarely General Public None 1, himself 1 Lincoln Town car For 1-2 passengers $35-$40; 3 or 4 passengers $50; rates also depend on where they live GOETZ TRANSPORTATION 1885 Courtyard Way #205 Naples, FL 34112 (941) 732 - 7212 (phone & fax) Contact: 'Ftm Goetzelman Type of Service Service Area Service Users Sen/ice Agreements/Contracts Number of Employees Vehicle Inventory Fare Structure Airline shuttle; also goes to cruise ports and concerts Collier, Dade, and Broward County General Public None 2 1 Depends on service, usually flat rate depending on number of people and how far GRAHAM TRANSPORTATION, INC. 240 Aviation Dr. N. Naples, FL 34104 (941) 403- 1066 100 Frank-Goodlette Rd. Naples, FL Contact: Cadton C. Graham Type of Service Service Area Service Users Service Agreements/Contracts Number of Employees Vehicle Inventory Fare Structure Provide service fTom airport to airport Naples and Ft. Myers General Public None Do not have employees, are contract laborers; 2 - 10 on standby 6 (shuttles/minivans) Average ticket is $25 203 Collier County Public Transportation Development Plan GULF COAST LUXURY LIMOUSINE 1089 Bald Eagle Dr. Marco Island, FL 34146 1000 N. Collier Blvd., Ste 12 Marco Island, FL P.O. Box 1865 Marco Island, FL 34146 (941) 394 - 4687 Contact: Craig L. Halye Type of Service Service Area Service Users Service Agreements/Contracts Number of Employees Vehicle Inventory Fare Structure Paratransit All of Florida General Public N/A N/A 2 Depends on service; ex. For 4 people, $65 an hour, plus 20% gratuity, may be eligible for discount if rent for more than 5 hours HAROLD'S LIMOUSINE SERVICE 2650 Park Windsor #107 Ft. Myers, FL 33901 (941) 278 - 3100 1200 Goodlette Rd. Naples, FL (until 12/31/98) Contact: Harold Arthur Fay Type of Service Service Area Service Users Service Agreements/Contracts Number of Employees Vehicle Inventory Fare Structure Paratransit services, mostly to the airport Based in Ft. Myers, service area is generally a 60 mile radius from the office; do travel anywhere in Flodda General public None 5 1 Cadillac, I van Vades by type of service 204 Collier County Public Transportation Development Plan,, HOLLYWOOD LIMOS 2217 Longboat Dr. Naples, FL 34104 (941) 649 - 5720 Contact: Robert M. Robinson Type of Service Service Area Service Users -Seivice Agreements/Contracts Number of Employees Vehicle Inventory Fare Structure Airport runs and other services Basically Collier County, does go to Ft. Myers if hired out of Naples General Public None, would like to have formal contracts, has several informal contracts 1, himself 2 limousines, only 1 running Hourly rate $65 ISLAND AIRPORT EXPRESS 489 Pepperwood Ct. Marco Island, FL 34145 (941) 389 - 2164 Contact: Peggy A. Newberry Type of Service N/A Service Area N/A Service Users N/A Service Agreements/Contracts N/A Number of Employees N/A Vehicle Inventory 1 Fare Structure N/A JERSEY JOE'S TAXI & LIMO SERVICE (business not currenfiy running) 7600 Immokalee Rd. Naples, FL 34142 (941) 514- 2700 (not in service) list (941) 598 - 1607 Contact: Dominic F. Oliveri Type of Service Service Area Service Users Service Agreements/Contracts Number of Employees Vehicle Inventory Fare Structure NIA N/A N/A N/A N/A 1 N/A 205 ,Collier County Public Transportation Development Plan, LEWISTON-PEARCE NON-EMERGENCY dlb/a LEWISTON-PEARCE MEDICAL RESPONSE SERVICE P.O. Box 8207 Naples, FL 34101 (incorrect on list) (941) 649 - 8726 Contact: Donald L. Retallick, III, president, owns Lewiston-Pearce; Kimberly V~llber, day supervisor, paramedic coordinator -Type of Service Service Area Service Users Service Agreements/Contracts Number of Employees Vehicle Inventory Fare Structure Medical transport provider Service entire state; pdmadly Lee and Collier County; provide interstate service as far north as Hartford, Connecticut & Michigan General Public; only current restriction due to a new provider locally is that they are restricted from Medicaid transport, do not take Medicaid as payment Only formal contract is with emergency management system for evacuation (such as hurricane preparedness); do have verbal contracts that have been with them for last 7 years - 26, not all full time 5 vehicles; have ambulance type vehicles, not marked; have 14- passenger vehicles for group transport Depends on method of transport; variable MCGAUGHEY BUSES, INC., DIB/A MBI TOURS 3606 Mercantile Ave. Naples, FL 34104 (941) 643 - 7575 Contact: Scott W. McGaughey, owner Type of Service Service Area Sen/ice Users Service Agreements/Contracts Number of Employees Vehicle Inventory Fare Structure Charters Anywhere in state of Fiodda General Public N/A 30 12 vehicles (7 coaches, 2 small vans, 1 van, 2 sedans) Depends on distance traveled 206 Collier County Public Transportation Development Plan MAJESTIC LIMO SERVICE Contacted at: 15501-10 McGregor Blvd. Ft. Myers, 33908 List: P.O. Box 08202 Ft. Myers, FL 33908 List: -1200 Goodlette Rd. Naples, FL List: P.O. Box 10235 Contacted at:(941) 489 - 4473 List (941) 489 - 9490 Contact: Mary E. Poelker Type of Sen/ice Service Area Service Users Service Agreements/Contracts Number of Employees Vehicle Inventory Fare Structure Provide limo & taxi airport service South Ft. Myers, Naples General Public None Hard to say, are all independent contractors 12 Follow airport rates, port authority sets their rates MARCO TRANSPORTATION, INC. 317 N. Collier Blvd., #204-A Marco Island, FL 34145 (941) 394 - 2257 Contact: Gilbert Illescas Type of Sen/ice Service Area Sen/ice Users Service Agreements/Contracts Number of Employees Vehicle Inventory Fare Structure Airport shuttle N/A N/A N/A N/A 5 N/A 207 ,Collier County Public Transportation Development Plan MAXl TAXi OF FLORIDA, INC. 5910 Taylor Rd., #110 Naples, FL 34109 (941) 598 - 2600 Contact: Gary R. and Carol A. Mastro; Lisa Mantro Type of Service Service Area - -Service Users Service Agreements/Contracts Number of Employees Vehicle Inventory Fare Structure Airport and limousine service Ft. Myers airport and Collier county; do go to Miami, Ft. Lauderdale, etc. General public Yes; specific names N/A 6 full- time employees, seasonal count can go up to 25 11 Vades by type of service MEDICAL SHUTTLE, INC. DIBIA SUNSHINE TRANSPORTATION P.O. Box 07255 Ft. Myers, FL 33919 (941) 436 - 3990 Contact: Mitchell Friedman Type of Service Service Area Service Users Service Agreements/Contracts Number of Employees Vehicle Inventory Fare Structure Contract and handicap transportation Lee, Charlotte and Collier County General Public Health groups, hospitals, business, and others; did not want to name them 6 -12, depends on business capacity 2 Depends on the service NAPLES LIMOUSINE, INC. 1301 Milano Dr. Naples, FL 34103 (941) 434 - 8185 Contact: Charles Graham Type of Service Service Area Service Users Service Agreements/Contracts Number of Employees Vehide Inventory Fare Structure Provide transpert to hotels & airports; do tours; have limousine service Naples, Odando, West Palm, Miami; basically the bottom half of the state of Florida General Public Yes, companies in the area; did not want to say Vades; ~ 4-15 10 vehicles; has limousines, 15-passenger vans, Lincoln town cars Depends on distance 208 Collier County Public Transportation Development Plan NAPLES SHUTTLE P.O. Box 9322 Naples, FL 34101 (941) 262 - 8982 Contact: Anthony Dale Wheeler Type of Service Sen/ice Area Sen/ice Users '-Sen/ice Agreements/Contracts Number of Employees Vehicle Inventory Fare Structure Transportation to Southwest Regional Airport in Ft. Myers Naples, Fort Myers, and sometimes Miami General Public None 2 1 On average $30 NAPLES TAXI, INC. 1973 Eisa St. Naples, FL 34109 (800) 472 - 1371 (941) 598 -3OO2 (941) 643-2148 principal number Contact: G. Walter Centomini, owner; Type of Service Sen/ice Area Sen/ice Users Sen/ice Agreements/Contracts Number of Employees Vehicle Inventory Fare Structure Lucia Centomini, dispatcher Airport transportation Naples, Ft. Myers, Miami, Tampa, & Marco Island General Public From Goodlette Arms (for elderly people on fixed income) to St. Ann Catholic Church every holy day and Sundays 5 6 In Collier County: $4 for first mile, $1.50 thereafter; from Naples to Ft. Myers $32 (1-4 passengers picked up at same location - not a shuffle, don't go from house to house); from Ft. Myers to Naples $35 (higher cost due to airport taxation) NAPLES TRANSPORTATION & TOURS, INC. (Naples Trolley) 1100 6th Ave. S., Ste 827A Naples, FL 34102 (941) 262 - 1914 (941) 598 - 1050 Contact: Randall R. Smith; Madlyn Grable Type of Service Service Area Sen/ice Users Service Agreements/Contracts Number of Employees Vehicle Inventory Fare Structure Provide transport for travel agencies, individuals, package groups; mainly tours including trolley tours All of Florida General public Yes; did not want to name them -35 4 (trolleys, vans, limousines) Depends on vehicle and event 209 Collier County Public Transportation Development Plan NATIVE TRANSPORTATION OF COLLIER, INC. 222 ls'r Street Bonita Springs, FL 34134 (941) 598 - 8188 (pager) (941) 948- 3600 (business phone) (941) 495- 0334 (home) Contact: Maria Padron, owner Type of Service .... Service Area Service Users Service Agreements/Contracts Number of Employees Vehicle Inventory Fare Structure Provides airport service, transport to all Florida attractions and ports All of Flodda General Public None 1 1 Depends on the service, destination, and time of use THE NELLIE GROUP, INC. d/bla A-ACTION TAXI P.O. Box 516 Marco Island, FL 34146 805 Elkcam Cr. W. Marco Island, FL 34145 (941) 394-4400 Contact: Mary E. Langevin Type of Service Service Area Service Users Service Agreements/Contracts Number of Employees Vehicle Inventory Fare Structure Paratransit Collier county General Public N/A N/A 7 Flat rates depending on distance; ex. (20 miles = $32) ORCHIDS & EGRETS, INC. 238 Silverado Dr. Naples, FL 34119 (941) 352 - 8586 Contact: Roger Dukstra Type of Service Service Area Service Users Service Agreements/Contracts Number of Employees Vehicle Inventory Fare Structure Tour operations Collier County, including Naples, Marco, & Bonita Springs General Public Some loose verbal contracts 2 full-time, 1 part-time 1 Average daily cost $75 + tax 210 Collier County Public Transportation Development Plan, PARADISE LIMOUSINE, INC. 16681 McGregor Blvd., unit 207 Ft. Myers, FL 33908 (941) 466 - 5224 Contact: Liz Swenson Type of Service Service Area Service Users -Service Agreements/Contracts Number of Employees Vehicle Inventory Fare Structure Ground transportation service Naples, Ft. Myers General public (by reservation) One contract with Marco Marriott (expires 9/16/98) 20 10 (sedans, bus, vans) Vades by destination & by type of service PARK SHORE TRANSPORTATION 319 Devil's Bight Naples, FL 34103 (941) 261 - 3196 Contact: Ralph Addison Leamon Type of Service Service Area Service Users Service Agreements/Contracts Number of Employees Vehicle Inventory Fare Structure Paratransit To Ft. Myers airport only General Public N/A N/A 1 Fiat rate; ex. Transport for I or 2 people from Naples to Ft. Myers airport = $50 - 62 PATRON TRANSPORTATION 100 Steven's Landings ft204 Marco Island, FL 34145 (941) 394-6179 Contact: Patricia A. Hassett Type of Service Service Area Service Users Service Agreements/Contracts Number of Employees Vehicle Inventory Fare Structure N/A N/A N/A N/A N/A 1 N/A .Collier County Public Transportation Development Plan PLATINUM LIMOUSINE, INC. 17355 Meadow Lake Circle Ft. Myers, FL 33912 (941) 947 - 2077 Have satellite location stdctly for Collier County at: 2400 Tamiami Tr. N Naples, FL 34103 Contact: Anthony Dyshanowilz Type of Service Service Area Service Users Service Agreements/Contracts Number of Employees Vehicle Inventory Fare Structure Limousine service Locally: Ft. Myers, Naples, Sanibel, Cape Coral, Lehigh Acres; long distance: within the state of Florida General Public N/A; did not want to say None - all are independent contractors 2 Varies by type of service - hourly and fiat raze PRIVATE CAR AIRPORT SHUTTLE SERVICE P.O. Box 8453 Naples, FL 34101 - 8453 120 Goodlette Rd. Naples, FL 34101-8453 (941) 774-9600 Contact: Scot Jones Type of Service Service Area Service Users Service Agreements/Contracts Number of Employees Vehicle Inventory Fare Structure Airport transport; paratransit transportation Collier county General public None 2 2 Depends on service provided THE RITZ-CARLTON TRANSPORTATION 280 Vanderbilt Beach Rd. Naples, FL 34108 (941) 598- 3300' Contact: Paul Kemmerer, supervisor;, Jim Keddie, fleet coordinator, chief of vehicle maintenance Type of Service Service Area Service Users Service Agreements/Contracts Number of Employees Vehicle Inventory Fare Structure Provide transport to and from airports and elsewhere Collier county and Lee county Hotel guests and general public Have some contracts with hotel guests for conferences, etc. -26 28 - vans, Lincoln town cars, 25-passenger mini-coaches Vades; fiat rates to airport; also by hour depending on destination 212 Collier County Public Transportation Development Plan. ROCKEFELLER LIMO OF FLA, INC. 859 Tanbark Dr., unit 102 Naples, FL 34108 (941) 598 - 4666 Contact,: Bruce Cronnelly Type of Service Service Area Service Users -Service Agreements/Contracts Number of Employees Vehicle Inventory Fare Structure Limousine service Not limited; will suit customers' needs General public N/A N/A 1 Varies according to service ROYAL FLORIDIAN TRANSPORTATION, INC. 783 Sunset Vista Drive Ft. Myers, FL 33919 (941) 643 - 4382 Also have office at: 160 9~ St. S. Naples, FL 34104 (941) 433 - 2255 Contact: Keith Jay Hill, owner; Renee Hall Type of Service Service Area Service Users Service Agreements/Contracts Number of Employees Vehicle Inventory Fare Structure Chartered limousine and town cars Charlotte, Lee, Collier, Dade counties, Miami; has gone all the way to Georgia General public Yes; Naples Philharmonic and others Most employees are subcontracted 8 (limousines and town cars) Have different size limousines $40 hour - $75 hour; cheapest airport transfer with gratuity $66 SOUTHWEST TRANSPORTATION, INC. Residence (use for mail): 744 94TH Ave. N. Naples, FL 34108 Office address: 5575 Golden Gate Pkwy Naples, FL 34116 (941) 598 - 2311 Contact: Jackie or Robert A. Love Type of Service Service Area Service Users Service Agreements/Contracts Number of Employees Vehicle Inventory Fare Structure Mainly from hotels to airport Naples to Ft. Myers General public None; verbal contract with Edgewater Beach Hotel None - 2 subcontractors 3 (two 1,5-passenger vans, one Lincoln sedan) Flat rate for airport runs, hourly rate for pdvate uses 213 Collier County Public Transportation Development Plan SUNSET TRANSPORTATION P.O. Box 9002 Naples, FL 34103 (941) 262- 6606/(941) 592-8009 Contact: Melvin Johnson Type of Service Service Area Service Users Service Agreements/Contracts Number of Employees Vehicle Inventory Fare Structure Cab service Naples, Ft. Myers, sometimes Miami General public Informal agreements - Don Olson garage service, Red Roof Hotel, Best Western 1 1 Metered locally; from Naples to Ft. Myers Airport: fiat rate $35 - 45 T.I.P.S. Mailing address: P.O. Box 846 Immokalee, FL 34143 Residential address: 1001 Palm Dr. Immokalee, FL 34142 (941) 657-7332 Contact: Rozanne M. Barajas, owner;, Type of Service Service Area Service Users Service Agreements/Contracts Number of Employees Vehicle inventory Fare Structure Kim Bean Non-emergency transportation and interpreting SW Flodda General public Yes, through Gargiullo, Pacific Tomato Company, 6-L farm; informal contracts with insurance companies such as Liberty Mutual, Signa, and others 8 6 - Crown V',ctoria, Ford Contour, Pontiac Bonaville, Chevrolet Cavalier, Buick, and Ford Tempo (list:l) ~ $1.25 per mile TROPICAL LIMOUSINE 560 E. Valley Dr. Naples, FL 34134 (941) 495 - 9522 Contact: Christopher Hooper, owner Type of Service Service Area Service Users Service Agreements/Contracts Number of Employees Vehicle Inventory Fare Structure Limousine/taxi service to Ft. Myers airport and elsewhere Southern part of Florida including Orlando, Tampa, Miami & West Palm General public Ft. Myers Airport I ddver 1 Varies; ex. From Ft. Myers to Miami $175 for 3 people, add $8 for an additional person) 214 Collier County Public Transportation Development Plan, UNLIMITED AIRPORT RIDES 1060 Swallow Ave., #206 Marco Island, FL 34145 (941) 642 - 3226 (800) 633 - 2803 Contact: Hennelore D. Klug Type of Service Service Area Service Users -Service Agreements/Contracts Number of Employees Vehicle Inventory Fare Structure N/A N/A N/A N/A N/A 1 N/A USA TAXI 2808 Thomasson Dr. Naples, FL 34112 (941) 732 - 8294 (941) 774 - 7070 Contact: Jack K. Bridenthal; Rick Rightnour Type of Service Service Area Service Users Service Agreements/Contracts Number of Employees Vehicle Inventory Fare Structure Taxi service Collier county General Public None 7 6 Rates set by the county; $1.75 per 1/10 mile, $.30 for each additional 2/10 mile. VANTASTIC TOURS, INC. 1268 6TM Ave. Marco Island, FL 34145 (941) 394 - 7699 Contact: Herbert Burkhart Type of Service Service Area .. Service Users Service Agreements/Contracts Number of Employees Vehicle Inventory Fare Structure Tours and transport Southwest Florida, including Ft. Myers, Naples General Public None 1 1 Varies 215 Collier County Public Transportation Development Plan, YELLOW CAB OF NAPLES, INC. 5500 Houchin St. Naples, FL 34109 (941) 262-1312 (941) 594-8888 Contact: Patdcia M. Baisley; Chip Evans Type of Service Service Area Service Users Service Agreements/Contracts Number of Employees Vehicle Inventory Fare Structure Taxi to and from airport and elsewhere Naples General Public N/A N/A 39 $1.75 upon entry, $1.50 mile; fiat rate to airport 2'16 ,Collier County Public Transportation Development Plan. APPENDIX D DEFINITIONS OF TERMS 217 Collier County Public Transportation Development Plan 218 Collier County Public Transportation Development Plan PERFORMANCE INDICATORS County/Service Area Population - For 1991 and prior years, county population is used to approximate the service area population for each of the Flodda transit systems and is taken from the Flodda Statistical Abstract for each year. The only exception is Smyrna Transit System (STS), for which the population of the city of New Smyrna Beach is used to approximate the service area population for these years. This measure provides a suitable approximation of overall market size for comparison of relative spending and service levels among communities in the absence of actual service area population. However, in 1992, FTA began requiring transit systems to provide service area population in their Section 15 reports. As a result, this is the measure that is now utilized in this study. -Passen_~er Trills - Annual number of passenger boardings on the transit vehicles. A tdp is counted each time a passenger boards a transit vehicle. Thus, if a passenger has to transfer between buses to reach a destination, he/she is counted as making two passenger trips. Passenger Miles - Number of annual passenger trips multiplied by the system's average trip length (in miles). This number provides a measure of the total number of passenger miles of transportation service consumed. Vehicle Miles - Total distance traveled annually by revenue service vehicles, including both revenue miles and deadhead miles. Revenue Miles - Number of annual miles of vehicle operation while in active service (available to pick up revenue passengers). This number is smaller than vehicle miles because of the exclusion of deadhead miles such as vehicle miles from the garage to the start of service, vehicle miles from the end of service to the garage, driver training, and other miscellaneous miles that are not considered to be in direct revenue service. Vehicle Hours - Total hours of operation by revenue service vehicles including hours consumed in passenger service and deadhead travel. Revenue Hours - Total hours of operation by revenue service vehicles in active revenue service. Route Miles - Number of directional route miles as reported in Section 15 data; defined as the mileage that service operates in each direction over routes traveled by public transportation vehicles in revenue service. Total Operating Expense - Reported total spending on operations, including administration, maintenance, and operation of service vehicles. Total Maintenance Expense - Sum of all expenses categorized as maintenance expenses; a subset of total operating expense. Total Capital Expense - Dollar amount of spending for capital projects and equipment. · . Total Local Revenue - All revenues originating at the local level (excluding state and federal assistance). Operatin.q Revenue - Includes passenger fares, special transit fares, school bus service revenues, freight tariffs, charter service revenues, auxiliary transportation revenues, subsidy from other sectors of operations, and non-transportation revenues. Passenger Fare Revenue - Revenue generated annually from passenger fares. Total Employees - Total number of payroll employees of the transit agency. It is useful to note that the increasing tendency to contract out for services may result in some significant differences in this measure between otherwise similar properties. It is important to understand which services are contracted before drawing conclusions based on employee levels. All employees classified as capital were excluded from this report. 219 Collier County Public Transportation Development Plan. Transportation Operatin.q Employees - All employees classified as operating employees: vehicle drivers, supervisory personnel, direct personnel. Maintenance Employees - All employees classified as maintenance employees who are directly or indirectly responsible for vehicle maintenance. Administrative Employees - All personnel positions classified as administrative in nature. This report includes all general administration, ticketing/fare collection, and system security employees as classified by FTA in Form 404. --Vehicles Available for Maximum Service - Number of vehicles owned by the transit authority that are available for use in bus service. Vehicles Operated in Maximum Service - The largest number of vehicles required for providing service during peak hours (typically the rush period). Spare Ratio - Vehicles operated in maximum service subtracted from vehicles available for maximum service divided by vehicles operated in maximum service. This measure is an indicator of the number of spare vehicles available for service. A spare ratio of approximately 20 percent is considered appropriate in the industry. However, this varies depending on the size and age of fleet as well as the condition of equipment. Total Gallons Consumed - Total gallons of fuel consumed by the vehicle fleet. Averaae A~e of Fleet - Traditionally, a standard transit coach is considered to have a useful life of 12 years. However, longer service lives are not uncommon. The vehicle age and the reliability record of the equipment, the number of miles and hours on the equipment, the sophistication and features (i.e., wheelchair lifts, electronic destination signs, etc.), and operating environment (weather, roadway grades, and passenger abuse) all affect the maintenance needs and depreciation of the bus fleet. Number of Incidents - Total number of unforeseen occurrences resulting in casualty (injury/fatality), collision, or property damage in excess of $1,000. For an incident to be reportable, it must involve a transit vehicle or occur on transit property. Revenue Service Interruptions - A revenue service interruption dudng a given reporting period caused by failure of some mechanical element of the revenue vehicle or for other reasons not included as mechanical failures° EFFECTIVENESS MEASURES Vehicle Miles Per Capita - Total number of annual vehicle miles divided by the service area's population. This can be characterized as the number of miles of service provided for each man, woman, and child in the service area and is a measure of the extensiveness of service provided in the service area. Passenger Trips Per Capita - Average number of transit boardings per person per year. This number is larger in areas where public transportation is emphasized and in areas where there are more transit dependents, and is a measure of the extent to which the public utilizes transit in a given service area. Passenger THps Per Revenue Mile - The ratio of passenger trips to revenue miles of service; a key indicator of service effectiveness that is influenced by the levels of demand and the supply of service provided. 220 ,Collier County Public Transportation Development Plan, Passenger Trips Per Revenue Hour - The ratio of passenger trips to revenue hours of operation; reports on the effectiveness of the service since hours are a better representation of the resources consumed in providing service. Avera;ie S;)eed - Average speed of vehicles in operation (including to and from the garage) calculated by dividing total vehicle miles by total vehicle hours. Revenue Miles Between Incidents - Number of revenue miles divided by the number of incidents; reports the average interval, in miles, between incidents. Revenue Miles Between Interruptions - Number of revenue miles divided by revenue service '-interruptions; an indicator of the average frequency of delays because of a problem with the equipment. Revenue Miles Per Route Mile - Number of revenue miles divided by the number of directional route miles of service. EFFICIENCY MEASURES Operating Expense Per Capita - Annual operating budget divided by the county/service area population; a measure of the resource commitment to transit by the community. Operating Expense Per Peak Vehicle - Total operating expense per vehicle operated in maximum service (peak vehicle); provides a measure of the resources required per vehicle to have a coach in operation for a year. O;)eratinQ Expense Per Passenger Trip - Operating expenditures divided by the total annual ridership; a measure of the efficiency of transporting riders; one of the key indicators of comparative performance of transit properties since it reflects both the efficiency with which service is delivered and the market demands for the service. OoeratinQ Expense Per Passenger Mile - Reflection of operating expense divided by the number of passenger miles; takes into account the impact of trip length on performance since some operators provide lengthy tdps while others provide short tdps. Operating Expense Per Revenue Mile - Operating expense divided by the annual revenue miles of service; a measure of the efficiency with which service is delivered and is another key comparative indicator. Operatin.q Expense Per Revenue Hour - Operating expense divided by revenue hours of operation; a key comparative measure which differs from operating expense per vehicle mile in that the vehicle speed is factored out. This is often important since vehicle speed is strongly influenced by local traffic conditions. Maintenance Expense Per Revenue Mile - Maintenance cost divided by the revenue miles. Maintenance Expense Per Operating Expense - Calculated by dividing maintenance expense by operating expense; expressed as a percent of total operating expense. Farebox Recovery - Ratio of passenger fare revenues to total operating expenses; an indicator of the share of revenues provided by the passengers. Local Revenue Per Operating Expense - Ratio of total local commitment with respect to total operating expense. Operating Revenue Per Operating Expense - Operating ratio calculated by dividing operating revenue by total operating expense. 221 Collier County Public Transportation Development Plan Vehicle Miles Per Peak Vehicle - Vehicle miles divided by the number of peak vehicles. It is an indicator of how intensively the equipment is used and is influenced by the bus travel speeds as well as by the levels of service in the off-peak time periods. A more uniform demand for service over the day would result in a higher number. Vehicle Hours Per Peak Vehicle - Substitutes vehicle hours for vehicle miles and again reflects how intensively equipment is utilized. Revenue Miles Per Vehicle Mile - Reflects how much of the total vehicle operation is in passenger service. Higher ratios are favorable, but garage location, training needs, and other considerations may influence the ratio. Revenue Miles Per Total Vehicles ~ Total revenue miles of service that are provided by each vehicle available for maximum service. Revenue Hours Per Total Vehicles o Indicates total revenue hours of service provided by each vehicle available for maximum service. Revenue Hours Per Employee - Reflects overall labor productivity. Passenger Trips Per Employee - Another measure of overall labor productivity. Vehicle Miles Per Gallon - Vehicle miles of service divided by total gallons consumed and is a measure of energy utilization. Average Fare - Passenger fare revenues divided by the total number of passenger trips. 222 ,Collier County Public Transportation Development Plan APPENDIX E POTENTIAL FIXED-ROUTE ANALYSIS 223 Collier County Public Transportation Development Plan, 224 .Collier County Public Transportation Development Plan 226 ,Collier County Public Transportation Development Plan APPENDIX F PUBLIC TRANSPORTATION-RELATED GOALS FROM OTHER PLANS 227 ,Collier County Public Transportation Development Plan 228 ,Collier County Public Transportation Development Plan. Collier County Growth Management Plan (October 1997) Objective 12: The County shall encourage the efficient use of transit services now and in the future. Policy 12.1: The Naples (Collier County) Metropolitan Planning Organization, through the Transportation Disadvantaged Program shall assist the local community transportation coordinator in the dmplementation of the most efficient and effective level of service possible for the transportation disadvantaged. Policy 12.2: The County shall coordinate the development of any future transit development plans with the Naples (Collier County) Metropolitan Planning Organization and the Flodda Department of Transportation. Policy 12.3: The Naples (Collier County) Metropolitan Planning Organization shall monitor the need and desirability of implementing a transit system and will coordinate the development of any transit development plans. Policy 12.4: The County shall, in recognition that the potential for public transit service between Bonita Spdngs in Lee County and Naples exists, consider any intergovernmental efforts necessary. Policy 12.5: The County shall participate in the MPO planning process through an interlocal agreement with the City of Naples and in a Joint Participation Agreement with the FDOT. Policy 12.6: The County will participate in the MPO planning process by maintaining a voting presence on the Technical ^dvisory Committee to the MPO. Policy 12.7: Following the adoption of any transit development plan, the County shall initiate the development of transit right-of-way and corridor protection strategies, including ordinances and policy additions. Policy 12.8: Any adopted transit development plan shall include an acceptable level of service standard for transit facilities. Policy 12.9: The County shall include capital expenditures for any adopted transit development plan in the Capital Improvement Element. 229 Collier County Public Transportation Development Plan Collier County 1990 Model Validation and Long-Range Plan Update (June 1996) GOAL1: TO DEVELOP A BALANCED AND INTEGRATED MULTIMODAL TRANSPORTATION SYSTEM GOAL 2: It is a goal of the MPO to develop a balanced an integrated multimodal transportation system that provides for the safe and efficient movement of people and goods. TO DEVELOP A FINANCIALLY-FEASIBLE AND COST-EFFECTIVE TRANSPORTATION SYSTEM GOAL 3: It is a goal of the MPO to develop a cost-effective and financially-feasible transportation system. TO DEVELOP A CONVENIENT AND ACCESSIBLE TRANSPORTATION SYSTEM GOAL 4: It is a goal of the MPO to develop a transportation system that is convenient and accessible for the movement of people and goods and for all modes of travel. TO DEVELOP A TRANSPORTATION SYTEM THAT MAINTAINS OR ENHANCES THE ENVIRONMENT AND QUALITY OF LIFE It is a goal of the MPO to develop a transportation system that protects, to the maximum extent practical, natural and man-made resources and maintains or enhances the physical, cultural and economic environment to enhance the quality of live in Collier County. GOAL 5: TO ENSURE PUBLIC INVOLVEMENT, INTERGOVERNMENTAL COORDINATION AND COMPREHENSIVE PLANNING DURING THE LONG-RANGE PLAN UPDATE It is a goal of the MPO to develop a transportation system that considers community needs and desires through a proactive public involvement process, reflects community goals and objectives as expressed in local government comprehensive plans, and coordinates with jurisdictions both inside and outside Collier County. 230 ,Collier County Public Transportation Development Plan APPENDIX G PHOTOGRAPHS OF SAMPLE VEHICLES 231 Collier County Public Transportation Development Plan 232 Collier County Public Transportation Development Plan, 25-Foot, Medium-Duty, Fixed-Route Bus 25-Foot, Medium-Duty, Demand-Response Bus 22-Foot Cutaway Bus 233 ,Collier County Public Transportation Development Plan., NatturaI-Gas Bus Replica Trolley-Bus 25-Foot Electric Bus 234 Collier County Public Transportation Development Plan, 235 STATE OF FLORIDA) COUNTY OF COLLIER) I, DWIGHT E. BROCK, Clerk of Courts in and for the Twentieth Judicial Circuit, Collier County, Florida, do hereby certify that the foregoing is a true copy of: ORDINANCE NO. 2000-32 Which was adopted by the Board of County Commissioners on the 9th day of May, 2000, during Regular Session. WITNESS my hand and the official seal of the Board of County Commissioners of Collier County, Florida, this 10th day of May, 2000. DWIGHT E. BROCK Clerk of Courts and Clerk Ex-officio to Board ~of County Commissioners ~ By: Karen Schoch, Deputy Clerk