Volusia County transit development plan 1999-2004

Volusia County transit development plan 1999-2004

Material Information

Volusia County transit development plan 1999-2004
Votran (Volusia County, Fla.)
University of South Florida. Center for Urban Transportation Research
Place of Publication:
Tampa, Fla
Center for Urban Transportation Research (CUTR)
Publication Date:


Subjects / Keywords:
Bus lines--Florida--Volusia County ( lcsh )
Local transit--Florida--Volusia County ( lcsh )
letter ( marcgt )

Record Information

Source Institution:
University of South Florida Library
Holding Location:
University of South Florida
Rights Management:
All applicable rights reserved by the source institution and holding location.
Resource Identifier:
C01-00066 ( USFLDC DOI )
c1.66 ( USFLDC Handle )

Postcard Information



This item has the following downloads:

Full Text
xml version 1.0 encoding UTF-8 standalone no
record xmlns http:www.loc.govMARC21slim xmlns:xsi http:www.w3.org2001XMLSchema-instance xsi:schemaLocation http:www.loc.govstandardsmarcxmlschemaMARC21slim.xsd
leader ntm 22 Ka 4500
controlfield tag 008 s flunnn| ||||ineng
datafield ind1 8 ind2 024
subfield code a C01-00066
2 110
Votran (Volusia County, Fla.)
0 245
Volusia County transit development plan 1999-2004
Tampa, Fla
b Center for Urban Transportation Research (CUTR)
c 2000 January
Bus lines--Florida--Volusia County
Local transit--Florida--Volusia County
University of South Florida. Center for Urban Transportation Research.
1 773
t Center for Urban Transportation Research Publications [USF].
4 856
u http://digital.lib.usf.edu/?c1.66


VOLUSIA COUNTY TRANSIT DEVELOPMENT PLA.N 1999-2004 Execu tive Summary Prepared for: Volu sia County dba VOTRAN By : Center for Urban Transportation Research College of Engineering University of South Florida January 2000


VOLUSIA COUNTY TRANSIT DEVELOPMENT PLAN Executive Summary INTRODUCTION Vol usia County dba VOTRAN, the County's transit system, has contracted with the Center for Urban Transportation Research (CUTR)to prepare a five-year Transit Development Plan (TDP)forVolusia County. Each public trans portation property in Florida that receives State Transit Block Grant fu nd ing is required by the Florida Department of T rans portat ion (FOOT ) to formulate a TOP This requirement is intend ed to ensu re that the provision of public transportation serv ice i s consistent with the travel needs and mobility goals of the commun i ty. By estab lishinga strategic context for transit planning, the TOP can serve as a guide in the future development of the transit system FOOT's intention in requir i ng TOPs is to encourage the consideration of strategic is sues, mobility needs ..yithin the context of overall planning and development efforts, and prioritization of needs in the form of a staged imp lementation plan. Relevant featu res i nclude an extensive focus on transit, an emphasis on transit's role a t the community level, and explicit considera tion of external factors affecting the viability of a transit system. Several concepts of strategic planning (vision, external orientation, and future f o cus) are applicab l e in the preparation of a TOP. Volusia County's transit system was originally established by county ordinance as the East Vol usia Tra nsit Authority and was i n i t i ally a division of the County. As of October 1, 1993, however, the East Vol usia Transit Authority ceased to exist when Volusia County dba VOTRAN became part of the County's General Fund and had its serv ice area expanded countywide. The system is governed by the Volusia County Council, who all serve as members on the seven-member Board of Directors. VOTRAN provides public transportation services by directly operating both fixed-route motorbus and paratransit services to the community. The system also contracts for a portion of the demand response services that it provides. In the last decade VOTRAN has grown significantly. On November 1, 1993, VOTRAN was named the Community Transportation Coordinator (CTC) of Volusia County. In addition, VOTRAN took over the Council on Aging Transportation Services (COATS) on July 3, 1994, and implemented Sunday service on June 12, 1994. At the start of the 1995 fiscal year, VOTRAN took over operation of the fixed-route motorbus service In New Smyrna Beach that previ ously had been operated by Smyrna Transit System. It was during this same time (October 1994) that VOTRAN also began operating three fixed routes in the western portion ofVolusia County. Then, in June 1995, VOTRAN implemented East/West connector service ES-1


In its current configuration, the system operates 25 routes that serve Daytona Beach, Holly Hill, Ormond Beach, Ormond-by-the-Sea, South Daytona, Daytona Beach Shores, Port Orange, Ponce Inlet, New Smyrna Beach, Oak Hill, and Edgewater along the County's east coast, and Deland, Orange City. DeBary, and Deltona on the County's west side. The frequency of most routes is one hour, with a few operating half-hour headways and one (Rou te 18) operating oneto two-hour service. Service is provided seven days per week, with the exceptions of Thanksgiving Day. Christmas, and New Year's Day Weekday and Saturday service operates primarily between 6:00 a.m. and 7:00 p .m Sunday service is limited geographically to the core area of the Eastside, and operates primarily between 7:00 a.m. and 6:30 p.m. Six chapters were developed for this TDP. Chapter One explores the demographic and economic conditions within Volusia County and also i ncludes info r mation gathered from a bus operator survey a nd an on-board customer survey, user and non-user workshops, and interviews with several key local officials. Chapter Two outlines goals and objectives for VOTRAN and demonstrates their connection with goals specified in other planning documents. Chapter Three provides a performance review ofVOTRAN fixed-route service, Inc luding a trend analysis, a peer comparison, and an i ndividual route evaluation. Similarly, Chapter Four contains a t rend analysis and a peer review ofVOTRAN's paratransit service. Chapter Five presents ridership and demand projections for VOTRAN service for the five-year period and a needs assessment for the system. Finally, Chapter Six evaluates alternatives and proposes recommendations for public transportation services in Volusia County. The following sections highlight the most pertinent findings from each of these chapters in the TDP. CHAPTER ONE: AN OVERVIEW AND DEMOGRAPHIC ANALYSIS OF VOL USIA COUNTY This chapter examines a selection of personand household-level demographic and economic data for Volusia County uti lizing 1990 U.S. Bureau of the Census data, as well as more recent data derived from the 1998 Florida Statistical Abstract and Caliper Corporation's 1997 Demographic Estimate & Projection (commercial database based on 1990 Census data and othergovemment in formation sources). Specific demographic characteristics related to potent ial transit use are also analyzed. In addition. information was collected from interviews with key local elected officials, workshops with local advisory groups, and surveys of VOTRAN bus operators and passengers. Summary of Demographic Analysis The population growth in Vol usia County between 1990 and 1997 (12.5 percent) exceeded that of the State as a whole (12.0 percent during this same period). As a result the county continues to be more dense (377 persons per square mile) than the overall average density for Florida (269 persons per square mile). Based on pop u lation distributions, Volusiaresidents are more likely t o ES-2


be elderly than F lorida residen ts (22.6 percent versus 18.4 percent persons 65 years and older, respec tive ly) Household inoome and vehicle availability data suggest that the population is l argely middle class : 35.5 percent of the households in Vol usia have annual incomes between $20,000 to $39 ,999 and 43.6 percent of the households have one vehicle available for use. Interes t ingly, although Volusia County has a slightly higher proportion of households with low annual incom es (i.e., less t han $1 0,000) than does the State ( 16.1 percent vs. 15.1 percent, respectively), it has a lower p ro portion of zero-vehicie households (8.1 percent vs. 9.0 percent). As f o r employment while the labo r force participation rate forVolusia County (68.9 percent) is lower than that for Florida (77.4 percent), Volusia's rate of employment for its labor force i s higher (96.1 percent vs. 95.2 percent for the State). The vast majority of Volusia's workers work within the county (84.0 percent of all workers), with the City of Daytona Beach being the primary destination of these workers (29 5 percent of all workers). Inter-county work destinations i nclude Seminole County, Orange County and Flagler County, among others. The average commutetime to work forVolusia County workers is 20.5 minutes, about a minu te less than the 21.4 minutes that workers througho ut Florida average. In addition 55 percent of the workers in Volusia have commute times of less than 20 minutes (only 46.2 percent of Florida workers have similar travel times to work). F inally, the majority of workers in both Volus i a County and Florida drive alone to work. However, when compared to all workers in Florida, Volusia County workers are more likely to carpool an d slightly less likely to use transit for their work trips. Summary of VOTRAN On-Board Customer Survey Results To obtain information about VOTRAN's customers and their use of and satisfaction with the system and its fixed-route bus service, an on-board survey of system customers was conducted during June 1999. The survey was designed to elicit descriptive information regarding the demographic tra its and travel b ehavior of VOTRAN customers as well as their satisfaction with specific aspects ofVOTRAN's fixed-route bus service. In addition, questions rating the quality ofVOTRAN's fixed route bus service i n a numberofimportantareaswere i ncluded on the survey. This information was collected to enable VOTRAN to focus on relevant transit needs and issues such as modifying bus schedules, locat ing bus stops modifying fare structure, planning focused marketing campaigns, and ide ntifying historical ridership trends Based on the survey resu lts, a number of interesting findings were i dentified. Customer Travel Behavior and Fare Usage Findings 80.6 percent of VOTRAN customers walked 04 blocks to a bus stop in order to access a bus. 86.1 percent of VOTRAN customers walked 0-4 blocks to reach their final destination after a light ing a bus. ES-3


52.0 percent of VOTRAN customers began their trips at home and 21.7 percen t began their trip s at work. 37.6 percent of VOTRAN customers ended their trips at h ome and 26.7 percent ended their trips at work The home-to-work and return t rip dominate the travel of VOTRAN customers. The most utilized fare payment method among VOTRAN customers is the Adult Cash Fare of $1.00. Only 10.7 percent of VOTRAN customers utilize the Monthly Value Pass (full-fa re or discounted) VOTRAN customers who are heavy system users and who have annual household incomes of less than $20,000 pay the Adult Fare ($1. 00) most often to ride the bus instead of using the fullfare Monthly Value Pass 67.8 percent of VOTRAN customers use the system 5 or more days per week The bulk of VOTRAN customers use the system for two primary reasons: they do not have a car available to them or they do not drive 32.9 percent of VOTRAN customers would rely on a friend or relative to give them a ride if VOTRAN were not ava ilable for their use. 13.4 percent of VOTRAN customers would not make the t r ip if VOTRAN were not available for their use. 22.0 percent of VOTRAN customers a r e new to the system, having used it for less than 6 months (including first-time customers) 54 3 percent of VOTRAN customers obtain information about the system from bus schedules, and only 0 8 percent obtain information from newspapers, radio, or telev is ion, combined. 50.7 percent of VOTRAN customers indicated that they would use bike racks If they were provided on VOTRAN fixed-route buses. Customer Demographics Findings More women use VOTRAN than men, 54.3 percent to 45.7 percent, respect ively. 57.2 percent of VOTRAN customers are between the ages of 25 to 54 years (median age for Volusia County is 41.3 years 1998 Florida statistical Abstract). The majority of VOTRAN ridersh ip is composed of customers who in dicated their ethnicity to be whHe (54.5 percen t); 35.9 percent of customers indicated their ethnicity to be Black. Only 4.2 percent of VOTRAN's customers indicated being Hispanic. 44.8 percent ofVOTRAN customers live in households wHh 1998 annual incomes of less than $10,000. Additionally, 74.2 percent ofVOTRAN customers have annual household Incomes of less than $20,000 (the median annua l household income for Vol usia Co unty is $26,260 1998 Florida statistical Abstract). ES-4


3.9 percent of VOTRAN customers live in households with an annual income of $50 ,000 or more. 31.8 per cent of VOTRAN customers live in households where no members of the household possess a valid driver's licens e. 53.0 percent of VOTRAN customers live in households where t here are ze ro working vehicles available for use. 82.5 percent of VOTRAN customers indicate d being full-time res i dents of Volusia County. Based on the resident ia l ZIP codes of VOTRAN customers, the bulk of VOTRAN's customer base resides within Daytona Beach Ormond B each Deltona Edgewater Deland, Orange City, and New Smyrna Beach. Based on the previously-discussed demographic characteristics and on some of the traveVt rip characteristics, a typical VOTRAN customer p rofi le was generate d Th e primary characterist ics of t he typical VOTRAN customer are: White female; Between the ages of 35 to 44 years; Has a total1998 household income of l ess than $10,000; Has no working vehicle available for use; Resides in Volusia County year round; Has been using VOTRAN for more than 5 years; Rides VOTRAN 5 days per week; and Rides VOTRAN because she does not drive. Customer Satisfaction Findings Air conditioning was the most-liked aspect of using transit service noted by VOTRAN customers, f o ll owed by the bus drivers the convenience of service, the ability to get where you want to go, and the economical nature of the service. Aspects that were liked least by the customers included trips taking too long too complete; other passengers on the bus when they are being loud rude, incons iderate, etc.; VOTRAN s limited service hours (i.e., no early momingnaterevening service); the relat i ve infrequency of serv ice, furthe r exacerbating the long travel t imes; and lon g wait times along with having to wait for the bus. Based on average satisfaction ratings, VOTRAN customers are the most sat isfied with the driving ability of th e bus operators, the ease with which bus route and schedule information can be obtained, thei r personal safety while riding the bus, and the courtesy of the bus operators. E5-5


The average satisfaction ratings indicated that VOTRAN customers are least satisfied with the hours of service on both weekdays and weekend days, the frequency of service, and the n umber of transfers that must be made to comp l ete a trip Bus driver courtesy frequency of service, and safety while ri ding the bus were listed by VOTRAN customers as being the three most important service performance characteristics related to their use of tra ns i t service. A combined 84.5 percent of VOTRAN customers indicated being "very satisfied" or "satisfied with VOTRAN service, overall. The overall average satisfaction rating for VOTRAN service is 4.37 out of a possible 5.00. Overall, the resu lt s from the survey of VOTRAN customers i ndicate that VOTRAN is providing a service that i s a neoessity to many of its customers While many customers took advantage of the opportunity the survey afforded t hem t o voice their complaints about the various aspects of VOTRAN service that they would like to see improve, the overall results clearly indicate that the system's cus tome rs are satisfied with the service current l y being offered by VOTRAN. Neverthe l ess, it would be in VOTRAN's best interest to look into the feasibility of address ing any o r all of those areas for improvemen t that were noted by its customers. including frequency of service extended evening hours of operation, and any routel evel modifications that may help decrease travel times and lessen the need for transfers, among others. To this e n d the information gathered as a result of this customer survey will be important to VOTRAN management and staff in helping guide any current and future system changes be ing made to improve the services offered byVOTRAN. Summary o f VOTRAN Operator Survey As part of the TOP process, a survey was prepared and given to the VOTRAN bus operators. Because the bus operators are in direct contact with the riders, they are an invaluable source of information concerning public opinion and attitude about VOTRAN's daily operation. Results of the survey are detailed below. The mostfrequent passenger complaints heard by the drivers include the need for l ater evening service and for additional Sunday service. Other frequent complaints i nclude infrequent service. difficult-to-understand bus schedules, the bus not going to desired location(s}, and the lack of shelters/benches at bus stops. Most of the responding operators believe that the system improvements that would be most beneficial to VOTRAN are the operation of additional Sunday service and the provision of more time in the schedules. The majority of the responding operators also agreed with the passengers that more shelters are needed at bus stops and that better route and schedule information needs to be provided. Other high ranking improvements inclu de the need to Es-6


maintain the buses more frequently the need for later e ven ing service, and the need for reduced hea dways. Safety concerns mentioned by the most drivers were maneuvering into, through, and out of shopping cen te rs; trees and tree limbs that overhang or are too close to the roadway, and schedules being too t ight on t ime, thereby requiring operators to rushand drive aggressively. Having to cross US g2 after leaving the pri son facility without the aid of a signa l was also cited as a major safety issue Specific routes that were identified as being the most difficult to maintain schedule-wise included Route 12. Route 5, Routes 9A and 9B, Route 15, Route 7, and Route 11. Nine other routes were also noted. The drivers were asked if there were any routes that should be modified and, if so, what modificalion(s) would be beneficial Route 12 was the route for which the most operators suggested modifications (mo re time in the schedule and p rov i sion of two-way serv i ce on Beville Road and Clyde Morris Boulevard). It is i nteresting to note that all of the suggested modifications offered by more than one driver involved adding more time in specific route schedules. Bes ides the additional time for Route 12, several drivers suggested more time fo r Routes 5, 7 9A and 98, 11, and 15. The vast majority of the drivers who responded to the survey believed that both night service and Sunday service was necessary. A number of drivers indicated t hat service shou l d operate until at least 9:30 or 10:00 p.m. Summary of Interviews With Key Local Officials Interv iews with key local officials and community leaders are reco gnize d as a critical component to the transit development planning p r ocess It is often these le aders lhat are directly responsible for proposing and funding transit policy. In an effort to gain Insight about transit, VOTRAN, and its services, and at the recomm enda t ion of the TOP Review Committee, interviews were scheduled with Volusia County's seven County Council members as well as the County Manager. T he sessions were designed to facilitate a beneficial discussion pertaining to how VOTRAN can best serve the area. CUTR performed the eight inte rviews during the months of May and June 1999. To summarize, the local officials who were intervi ewed contributed their candid opinions and perce pt ions about Volusia County's public transit system. Overall, they perceived VOTRAN as being a system that does the best it can with the resources i t acquires. VOTRAN is respected for its quality management, concern fo r its patron's needs, and county-w ide service area coverage. The communities that are being served by the system welcome VOTRAN's service, as well as res pects its responsiveness to their particular needs. ES-7


All of the interviewees indicated that a long -term perspect ive can yield substantial future gains. Most of the officials believe that new development and growth will continue to inc rease the demand for transit services. Therefo re, alternate modes of t ranspo rtatio n, such as rail, may become feasib le and necessary at some point in the future. Of course, planning for the future entails a current goal setting plan of action. According to the officials who were interviewed, this plan should entail marketing to attract discretionary ride rs, working with other transit systems for inter-county service, and reallocating resources to meet the changing needs of the community. However. currently, it would appear that the prevailing sentiment Is one favoring cost containment, increasingly efficient and effective transit services and the provision of improved service to core ridership areas in lieu of geographic coverage. Summary of Workshops Traditionally, conducting workshops with transit users as well as non-users provides highly useful inform ation to a transit system. Users have the advantage of fam iliarity with the system and can offer much insight into how the system is actually doing in i ts provisio n of transit service. Additionally, non-users represent the potential riders of the system, and their percep t ions and observations can provide insight into how the general public views the transit system. The sum of these opinions are impo rtant in that they can offer the transit system suggestions for improv in g service that may ultimately help it retain current users and attract potential users. Similar to the focus group and discussion group formats, workshops are intended to provide certain qualitative information regar d ing the transit system b y facilitating discussions Transportation Disadvantaged Local Coordinating Board Worl!shop A workshop was scheduled and held in Daytona Beach at the VOTRAN office on April 14, 19g9 with members of Volusia County's Transportation Disadvantaged Local Coordinating Board (TDLCB). The TDLCB was ut ilized for this session due to its composition of both users and non users of the system, as well as for the members' knowledge and concern for paratransit service and Americans with Disabilities Act (ADA) issues. The meeting was intended to provide valuable information regarding the impressions and attitudes that these persons have about public transit in Volusia County. The TDLCB workshop was successful in generating interaction among the participants. who provided honest, thoughtful responses in their discussions of transportation in Volusia County and their opinions of VOTRAN and its services. The curren t problems that they cited as affecting their use (or increased use) of fixed-route andlorparatransit service, as well as the use of the system by others (including persons with disabilities) inc lu ded: ESB


bus s t o p s with poor accessibility (lack of curb cuts or sidewalks; sidewalks in dis r epai r); bus stops w i thout shelters; t r ansit schedules that do not fit persona l trave l needs; evening serv i ce that does not run l ate enough; and geographic cov e rage tha t is not extens ive enou g h The partic i pants also offered some positive opinions about VOTRAN staff a n d t r ansit service. These comments i ncluded: good ontime performance for fixedr ou t e t ransit service ; reliable, efficient, and affordab l e service ; cooperat i ve staff that is responsive to problems and changes in demand; system allows good leve l of pub lic i nput; transfer plaza is well-designed and easyt o-use ; and excellent wellt rained emp loyees Finally the participants r ecomm e nded s e veral improvements that would make VOTRAN serv ice easier and more convenient to use for current patrons and more att r active to potent i al users. The suggestions entailed: i nstalling mo r e sheHers at b u s stops; impr oving the accessibi lity o f bus stops; opera t ing service l a ter into the evening; improving service schedu l ing ; adding / extend ing routes to provide more extensive service area coverage ; continuing driver training programs for dealing with persons with d i sabilities ; i mp l ementing t ransit education programs for pol iticians and the public to generate more advocacy for VOTRAN; and using smalle r vehi cles (i.e., autos o r taxis) for paratrans i t service. Handicapped Adults of Vo/usia County Workshop In an effort to gain additional insight into VOTRAN's complementary par atransit and Transportation Disadvantaged services. a workshop was held with members of Handicapped Adults of Volusia County (HAVOC ) E stablished in 1977, HAVOC is a no n -pro fi t organ i zation that i s dedicated to empowerin g persons with disabilities to improve an d take contro l of their lives so that they can overcom e any barriers to li ving inde p endently and productive l y. The specific p u rpose o f thi s meet i ng was to engende r a beneficia l discuss ion on how VOTRAN can i mprove Its services in orde r ES-9


to best meet the mobility needs of these individuals. The meeting for the HAVOC workshop was held in conjunction with the group's regularly scheduled meeting on Wednesday, July 7, 1999. Like the TDLCB workshop, the HAVOC meeting successfully generated intelligent and benefidal interact ion among the persons in attendance. The participants were quite candid in their discussions of transportation in Volusia County, their opinions of VOTRAN and its services, and their mobility needs. Among the current problems they indicated that impact their use of or satisfaction with fixed-route and/or paratransit service are: not enough bus stops; poor location and/or accessibility of bus stops (unsafe placement; lack, location steepness, and/or condition of curb cuts/wheelchair ramps; lack and/or condit io n of sidewalks); lack of shelters at bus stops; paratransit equipment, drivers, and schedule adherence/on-time performance (specifically rela te d to service provided by vendors); one-hour window for pick-up prior to appointments; Inaccessibility of certa in vehic les (i.e., beach trolleys); wheelchair/scooter tie-down process; evening service that does not run late enough; and geographic coverage that is not extensive enough. The HAVOC members present also provided positive input about VOTRAN's transit services and its personnel. These comments included: good on-time performance for fixed-route transit service; well-trained paratransit drivers (specifically related to Gold Services); responsive staff that addresses problems/complaints and strives to improve service and accommodate the needs of patrons; favorable drivers and reservation clerks; safe, re liable equipment; and good fare value for fixed-route service. Finally, the part icipants also p rovi d e d recommendations for improving VOTRAN service such that it would be a more viable and beneficial mobility option for their particular needs. These suggestions included: providing more and better located bus stops; installing more bus stop shelters; improv ing b us stop accessibility (i.e., curb outs, wheelchair ramps, sidewalks, etc.); operating service la te r into the evening; E$-10


ensuring the availability of accessible vehicles for special event shuttle services and adve rt ising their availabi lity; providing more handicapped-accessible bathroom facilities at special event park ing lots; continuing sensitivity training for reservation clerks; requiring all operators for con t racted para transit service vendors to attend all driver t rain ing courses. sensitivity and otherwise: and prov iding more extensive geographic coverage. Pierson Community Transportation Needs Forum In addition to the workshops and the interviews with key local officials, a Transportation Needs Forum with res iden t s and commun ity officials from Pierson was also conducted. Located in the northwestern comer of Volusia County along U.S. 17, Pierson is a rural communitythat is known for its agribusiness--ferns, in particular. The community was ident ifi ed in a number of the interv iews as well as in the workshops as an area with potential transportation needs. In an effort to identify those needs, the forum was held in Pierson at the Community Center on August 24, 1999. Present at the forum were several Pierson town officials, Councilman Dwight Lewis representatives from the loca l farm workers union, area social service agency representatives. res i dents, and several VOTRAN management and staff members The primary purpose of the forum was two fold: first, to provide an opportunity for the identification of the actual mobility needs of Pierson residents and, second, to initiate discussion between Pierson officials, VOTRAN, and the County Council to . determine what may be able to be done to address any i dentified needs. Overall, the particip an ts (who were almost all Hispanic) made a strong case for thei r communities receiving some form of transportation alternative. With relatively low household incomes and many households with no vehicles available for their use. as well as the lack of necessary amenities (i.e., supermarkets, retail stores, medical services, etc.) in their commun"les, it would appear that a viable connection to Deland and the rest of the co u nty is of the utmost importance for the residents of Pierson, Deleon Springs Barberville, and Seville, and their surrounding areas. The participants see VOTRAN as a county service and, as residents of the county, they certainly would like to take advantage of it, as well. With the availability of a convenient and frequent public transportation connection to Deland, the availability of more bus route and schedule information in Deland, the distribution of bilingual Information throughout the county, and the presence of more bilingual VOTRAN staff, the participants are confident that any service provided to their area of the county will be successful and productive. ES-11


CHAPTER TWO: GOALS AND OBJECTIVES The identification of goals and objec t ives for a t ransi t sys te m is a fundamental ste p in the development of a TDP. T his chap ter summarizes th e policy i ssues ide ntified i n the interviews with local officials and the workshops, meetings with the TOP Review C ommittee (which prim arily is comprised of transit, MPO, and FOOT staff), and VOTRAN's patrons The iss ues highlighted during these discussi o ns form the basis for the proposed goa l s f o r VOTRAN. In addition, this l ist of goals was supp l emented by an examination of exist ing transi t-re lated policies assem b led from the com p rehensive plans for Vol usia County and a number of municipalities within the County The propose d goals focus on five i nterrelated pol icy areas i mportant to the effec t ive operat i on of a transit system. These in cl ude: Ava ila bi li ty efficiency, and safety of service ; Passenger amenities and marketing; T r anspo rta t io n p l a nn i n g coordin ati on; Fundin g ; and Public involvement process Tab le ES-1 presents the proposed goals along wi t h their cor res po nd ing po licy object ives. Eac h policy objective o utlined i n the table addresses, in a broad policy context actions to be taken i n order to ach i eve the stated goal. ES-12


Goal 1 Goal 2 Goal 3 Table ES-1 VOTRAN Goals Participate I n and Ensure of an Effective Public Transportation Systam that Safely and Efflclentty Moves People Throughout, In, and OUt o f Vol usia Councy Continue to operate as the mob i l i ty manage r for Vo l usia County. operating/coord i na ti ng transi t and para tra nsit serv i ce carpoo ls, vanpoo ls and other TOM activ i ti e s/stra tegies. Provide the safest possible transit service ; include safety provision-s for pedestrians. bicyclists and persons with disabilit i es at all transit facil ities. Comply w ith a n requirements of the Americans w ith Disab ili ties Act o r 1990 (ADA); improve access to transit for persons with d isabilities. Oplimite the transit sys tem and f a ci l itie s, for both nxed-route and paratransil oper atk>ns to provide c urre n t l evel of service or better throughout the area. I ncre as e frequency of service on most congested corridors and busi e st routes. o Use a pp r opriate-size veh icl es and deve lop flex i ble commun i ty bus routes to maximize ridership. Reconfigure system rou ting to redu ce t he need to transfer. Enhance Park-and-Ride p rogram and express bus service Mai nta i n i mprove, or expand service t o majo r i nt ermodal facilities t erm i na ls employment centers activity centers parks recreational areas cultural facilities, and social and medi cal fac i lities. Continue to moni tor overall sys tem performance as well as ind ividual route performance o Provide a networl< of reasonable transit and paralranslt coni\&Cilons to counties adjacent to Vol usia County investment i n beach trolley/tram service & coordinate service with ultimate beach parking solut io ns Exp l ore the potentlaJ of rai l modes for future use within the cou n ty and connecting t o surround i ng counties. Continue to monitor rid e rship market through onboard s u rveys, custome r satisfaction surveys, etc. P.roYide New and M aximize the Use of Existing QUalitY Passe.nger Am&nities to Enhance Bus Service and Attract Dlscretionaoy Riders Provide more shelters/benches at h ig h ty used bus stops transfer poi nts and other locations as necessary, Develop a standard for p l acement of bus stops. benches, and shelters tha t can be impl emented countywide. Review th e effectiveness and user -friendl i ness of current route and schedu l e information; make improvements as necessary a nd ensure its availability to both current and potentia l system users. Continue community outteachleducation programs for fixed--rout e and par atransit services Maintain the VOTRAN bus stop i nventory to assess the accessibi l ity of existing stops and ca t a l og existing amenities (e.g., phones. l i g h ting, shel ters. benches, etc.) at each stop. Continue to incr ease the v isi bil i ty of VOTRAN through creative marketing efforts Continue to coord i na te transit services with other transportation providers in and adjacent t o Volusla County. Coorillnate the.Translt System and tts il)lprovem,ents with Transportation Planning EffortS of Alf :, .. Government Enttt .-. l njtiate plann i ng to prov ide service In projected growth areas of the county. Coordinate with local governments for the cons tru ction of aocessible sidewa l ks bus stops and other bus stop improvements a lo ng existing roadways Conti nu e to coo rdinate with state and Jocal government a nd 11ansport.ation agencies the integration of transit needs/amenit ies into the land use planning and development process Coordinate and encourage i ntermodal s t rategies that l essen the dependency on single..accupant veh icl es. Continue t o ens u re the coordination of all oomprehensive plans and other related planning documents. Encourage l oca l government to mainta i n highe r dens ities near a rt e ria J and urban collector publ i c transportation corridors. Encourage local govemmenl to remove la nd -use barriers that may restrict the use o f pub l ic transportation. Requ ire developers to inClude public transportation -compati ble designs i n their pr ojects (e.g paril.ing lot requi rements bus shelters bike faci l i ties, etc.) Coordinate with the F l orida Departmen t of Transportation and agencies r e l ated with the 14 Maste r Plan as it relates to rail -service into. adj acent to, and within Volus ia County. ES -13


<>oal Table ES-1 (continued) VOTRAN Goals Provide a l)'anslt System that Is, to tho Maximum Extant Posstblo,'Anancially Fo.,.lbleby;Securing Adequate Funding :. " :, Maintain current Federal, State, and County funding sources for the fixed-ro ute and paratransit systems. Identify and evaluate alternative funding sources for the fixed-route and paratransl t systems Secure a long-term dedicated fund ing source for the fixed -route a nd paratransit systems. Examine the poss i bility of a shelter advertising program and/or other private sponsorsh i p options Continue to elq)end bus pass program Strive to develop. manage, operate and mainta in, to the maximum extent possible, a tra nsi t system. Prov ide transit service that is, to the maximum extent poSsible, effective and efficient and is operated i n a fiscally-responsible manner. Evaluate appropriate t echno logies to enhance service deiWery (e. g scheduling, vehicle lo cation etc.) Goal : a _Proactlve Involvement Prov ide ear1y and continuing opportunities for the publ i c to express views that relate to transit services, plans, and impro..,eme n t prog rams and projects (e.g., surveys, grievance process. i n terviews. workshops, etc.). Provide comp lete informa tion about transit issues, adequate public notice of time and plaoe. and full public ace&SS to open public meetings where matters related to trans i t programs are being considered Allow time fo r publtc review and comment a t key decisiOn poi nts i n the transit planning p rocess. Utilize public and expert op i nions about the overall quality and frequency of transit service s in optimizing fi.Xed-route and paratransit services. Educate the community on the use of the public transportation system through the following methods: (a) train the public how to use and/or access the system, (b) educate the public about misuses or abuses o f the transportation system. and (c) promote the one dollar tag contribution in support of the transportation disadVantaged program. Continue to utilize the Transportation Disadvantaged Local Coord i nating Board and ADA Advisory Committee to assist in providing input to management on all aspects of serv ice planning. CHAPTER THREE: PERFORMANCE EVALUATION OF FIXED-ROUTE TRANSIT SERVICE Chapter Three summarizes the results of the performance evaluation of Volusia County's existing fixed-route transit service, as provided by VOTRAN. The performance evalualion of VOTRAN's fixed-route service was conducted using two distinct analyses. The first method of analysis, trend analyzalion, involves an exam i nation of the system's performance over a six-year lime period (1993 lhrough 1998) The second method of analysis is the peer review This particular type of analysis compares the performance of VOTRAN with that of other selected Florida and non-Florida peer transit systems lhat are similar in system size characteristics, and operating environment. Eva luation of Existing VOTRAN Fixed-Route Service A summary of lhe performance strengths and weaknesses ofVOTRAN's fixed-route service based on the lrend analysis is provided in Table ES-2. The intent of this tab le is not to suggest the extent ES-14


of the strength o r weakness but to iden t ify those performance areas where the trend has improved or worsened from 1995 to 1998. A performance s t rength is defined as any performance area that imp roved or was maintained over the trend ana lys is time period. A p erfo r mance weakness is defined as a trend that declined over the trend analysis time period Table ES-2 VOTRAN Performance Strengths and Weaknesses, Trend Analysis Performance Strengths Service Supply LabOr Productivity I I I Performance Weaknesses SeiVice Consumption Cost Efficiency Farebox Recovery A summary of this service's performance strengths and weaknesses based on the peer review analysis is provided in Table ES-3. A performance strength is defined as a performance area that is more than 10 p ercen t better than the peer group average, while a performance weakness is defined as a performance area that is more than 10 percent worse than th e peer group average Table ES-3 VOTRAN Performance Strengths and Weaknesses, Peer Review Analysis Peiformance Strength$ . Cost Efficiency LabOr Productivity l. PertOr:manee Wel.kneuos Service Supply Service Consumption Farebox Recovel)' Overall, VOTRAN is doing relatively well given its resources and the magnitude of the area that it has been tasked with serving. The system is outperforming the vast majority of its peers in most of the general performance i ndicators. Unfortunately, the system's service area size and population have significantly impacted its performance in a number of effectiveness and efficiency measures, most notably the per-capita ratios that measure service supply and consumpt i on. However, VOTRAN's data ind i cate that the system's personnel continue to be efficiently productive and that the system is still comparatively cost efficient. And, recent improvements also hav e been noted in several areas that have been problematic previously during the trend period, such as VOTRAN's average fleet age, which has declined significantly due to the purchase of new vehicles (thereby improving quality of service), and VOTRAN's farebox recovery ratio and average fare per passenger t r ip, which both increased in FY 1998 due to the implementation of a fare increase. ES-15


CHAPTER FOUR: PERFORMANCE EVALUATION OF EXISTING PARA TRANSIT SERVICE An introduction to VOTRAN's role as the Community Transportation Coordinator (CTC) for the Volusia County Transpo rt ation Disadvantaged (TD) program is provided in Chapter Fou r A description of VOTRAN's paratransit program, Gol d Service, i s a l so provi d e d. The chap ter also summar izes the resu l ts of the performance evaluat i on of VOTRAN 's system. Similar to that for VOTRAN s fixed-route service, the p erformance evaluation was conduc t ed in two parts, a CTC trend analysis and a CTC peer review analysis. The trend ana l ysis was completed to analyze the performance of the Volusia County CTC over t ime The peer review analysis was conduc t ed to compare the performance of the Volusia County CTC to o ther peer CTC s within Florida. Evaluation of Existing VOTRAN Paratransit Service A summary of the performance strengths and weaknesses ofVOTRAN s p ara t rans i t service based on the trend analysis is p rov i d e d i n Tab le ES-4 Sim ilar t o the case for the fixed-route serv ice analysis, the intent of this table is not to suggest the extent of the strength o r weakness but to identify those performance areas where the trend has imp roved or worsened f rom 1994 t o 1998 Aga in, a performance strength i s de fined as any p erfomnance area that improved or was maintained over the trend anal ysis time period. A pe rfo r mance weakness is defined as a trend that declined over the trend analysis time period. Table ES-4 VOTRAN Perfonnance Strengths and Weaknesses Trend Analysis "''""' .. . .. -: '(;, Passenger Trips per T O Capita Paratrans i t Passenger Trips per Vehicle M iJe Operating Expense per Paratransi t Passenger Trip Operat ing Expense per Vehi cle Mi l e Accid ents per 100 ,000 Veh icle Mi les Vehi c l e Miles between Roadcalls L ocal Govemment Revenue Ratio A summary of this service's performance strengths and weaknesses based on the peer rev iew analysis is prov ide d i n Table ES-5 Again, a performance strength is defined as a performance area that is more th an 10 percent better than the peer group average, while a performance weakness i s defined as a performance area that is more than 10 percent worse than the peer group average. ES-1 6


Table ES VOTRAN Performance Strengths and Weaknesses, Peer Review Analysis Perfonnance Strengths Pa ssenger Trips per TO capita Operating Expense per Vehicle Mile Veh icle Miles betw-een Roadealls Local Govemment Revenue Ratio Perfonnance Weaknesses Paratransit Passenger Ttips pel' Veh iCle Mile Accidents per 100,000 Vehicle M iles Overall, the peer comparison reveals that VOTRAN is perform ing very nea r or better than the CTC peer means for all performance measures except paratransi t passenger t r ips per vehicle m i le and accidents per 100.000 veh i cle miles. T herefore VOTRAN fares well in comparison to its peers considering the change in CTC only a few years ago. The trend analysis results show th at, despite the f a c t that the operation has been in a state of flux during the trans i tion, VOTRAN has i mproved its paratransit performance over time as it continues t o settle into its role as the CTC. CHAPTER F I VE: DEMAND ESTIMATION AND NEEDS ASSESSMENT In developing VOTRAN's and Volusia County s five-year TOP, three important steps in the process include the preparation of estimates of demand for transit service over the five-year period, the assessment of mobility needs in the county, and an evaluation of alternate methods for increasing mobility through t r ansit system Improvements. Chapter Five summarizes the results of these e fforts Estimates of Demand Various methods of estimating demand for both fiXed-route transit and paratransit service and assessing unmet mobility needs are presented and discussed herein These techniques ut ilize t h e data and findings from all prev ious tasks. Tra nsit service alternatives have been i den t ified t hrough the results of workshops, i nterv iews. the on-board bus passenge r survey, and operator survey, as well as through CUTR's experience in other urban areas similar in size to Volusia County. There are several different methods available to estimate the level of demand for transit service in Volusia County. In this chapter, the demand for fixed-route service was estimated through the use oftrend analyses, peer review comparisons among similar Florida and non-Florida transit systems, fare and service elasticities, Census block group analysis, results of interviews and workshops, and survey resu l ts Based on existing ridership trends and holding the level of service constant, future fixed-route ridership was projected for VOTRAN. Table ES-6 shows the existing level of ridership ES-17


(FY 1998) for VOTRAN and the estim ated f uture ridership derived from the model for fisca l years 1999 through 2004. :' . ''-: . . . Annual Passenger Trips1 Table ES-6 Fixed-Route Ridership Projections for VOTRAN (based on existing ridership trends) FY 1999 FY2000 FY 2001 FY 2002 3,823,222 3,952 756 4 082,290 4,211,824 FY2003 P.(2004 4,34 1,358 4,470,892 t projections assume a constant level of Urvi<:e

Needs Assessment Fixed Route SeNice Comparing es t imates of demand existi n g t ransi t service is the bas i s for an assessment of unmet transit needs along w ith considerat io n of exis ting percept i ons of the transit system and of the goals and objectives developed for VOTRAN. The concept of "unmet demand" can be in terpreted i n more than one way. It can mean those persons who use transit t oda y but are not able to do so for a ll of their travel ne eds It can also b e v i ewed more broadlyto include those pe r sons who do no t cu rrently use tran sit, bu t who might be in duced to become riders through va rious changes to the system. The primary focus of t his needs assessment is on t he first group because the mobil i ty issue is more pressing for t hese r ide rs. The l atter group of potential riders m ust also be addressed in any needs assessment however since the y comp rise the most promising marl

General paratransit needs: Min im ize the prioritizat i on of TO non-sponsored trips Improve on-time performance consistent with the recently-rev ised system service standards Revise operator contracts to ensure oompl i ance with l ocal service standards Re-educate customers on VOTRAN's pick-up window policy Maximize fixed-route bus system usage Provide additional training opportunities for oontracted operator drivers and monitor the training provided by the contractors Revise provider contracts to require all newly-purchased vehicles and those purchased after the effective date of the contract to have standard lifts with transit-style doors Needs related to the Americans with DisabiliUes Act of 1g90: Continue the stringent ADA certification p rocess CHAPTER SIX: TRANSIT ALTERNATIVES AND RECOMMENDATIONS The final chapter of the TOP. Chapter Six. shifts the focus from a descriptive, analy1ical approach to a future-oriented persp ective. All collected infonnation and findings are now brought together and used to develop alternatives forVOTRAN and to make recommendations for transit improvements in Volusia County. The first portion of this chapter reviews a number of available transit service alternatives as well as discusses broad alternatives forVOTRAN s future direction over the next five years. From these, then the most reasonable and promising alternatives are selected to form the basis ofVOTRAN's vision for transit. Finally, to help achieve th i s vision and the agency's proposed goals and objectives, a series of recommendations (and their associated costs) are developed for potential implementation over the next five years. Future Direction for VOTRAN The existing transit service in Volusia County is healthy in its essential aspects: ridership continues to grow, costs are not out of line, and the system's patrons indicate high levels of satisfaction with most elements of the service This provides a solid base for improvements, which can proceed on several fronts. The strategy proposed for VOTRAN over the next five years is to continue to meet the needs of its current customers w ith accessible, easy-to-use service, while still making needed improvements that w ill help not only help its customers, but also may attract new users. Primary needs identified by the public an d local officials are in the areas of user-friendly system Information, community relations and marketing, bus stop amenities, and service improvements. Because VOTRAN provides beneficial and necessary services, it is vital to ensure the availability of easy-to-use system information throughout the county, so that residents and ES-20


visitors will know how, when, and where to access these services. Community r elations and directed marketing actions are also appropriate to help improve public awareness and percept i ons of the t ransit system. These actions can benefit bo th the transi t-d ependen t and discretionary riders and can encourage additional r idersh i p Along with any efforts to inform/educate the public and current and potential customers, actions should be undertaken to improve the existing transit system. Reliability does not appear to be a p rob lem, but t here is an i dentified desire for more frequent and later transit service. Ensuring the accessibility of bus stops and the availability of upgraded amenities for transit riders (e.g., benches, shelters, information displays, etc.) is also a priority. VOTRAN will also need to ensure that its current service (as well as any new service) is as effective and efficient as poss ible. Another important area of attention is expanding transit service to other parts of Volusia. This service expansion should be focused in areas where significant tra ns portation needs exist and where growth is occurring. For example, the northwest portion of the county is a region that has been identified as having a significant need for transportation services. In addition, growth in the county is expected to continue in the southwest and to the west of and adjacent to the core beach area along the 1-95 corridor. VOTRAN should be prepared to respond to these changes. In summary, the most promising future direction for VOTRAN is to focus immediate attent io n on its core service and areas of significant need, and then to expand selectively in response to population and emp loyme nt shifts. This strategy allows VOTRAN to continue to serve its transit-dependent ridership while taking advantage of opportunities to attract new riders to public transportation. Five-Year Transit Development Plan: Findings And Recommendations Following is a summary of the recommendations developed for VOTRAN th t should be implemented over the next five years. Recommendations are prioritized by time frame for impl ementation: within the next year, over the next two-to-three years, and over the next four-to-five years. Most of the recommendations fall into the near-term time frames, and it is expected that the transit development plan will be updated annually to account for chan ging conditions in Volusia County. Within each time frame, recommen dat ions with a higher priority are generally listed earlier, but related actions are grouped as appropriate. Thus, the numbering scheme of the recommendations Is not strictly in priority order. ES-21


Actions to be Initiated Within the Next Year Fixed-Route Service 1. Pursue the establishment of a long-term dedicated funding source for VOTRAN. VOTRAN is currently receiving funds as a division of county government from local property tax revenues as well as other state and federal sources. VOTRAN i s currently authorized to receive .339 mils from the County under the ordinance that originally created the East Volusia Transportation Authority. It appears that VOTRAN will also be receiving the revenu e from one cent of the recently -approved five-cent loca l option gas tax. I t is estimated that one cent of gas tax generates approximately $1 million of revenue annually. Unfortunately, this revenue may supplant an equal portion of its current county fu nd i ng, rather than supplement it. In addition to maintain ing the current leve l of ad valorem property tax revenue supporting the transit system, VOTRAN should seek to make supp lem entary any gas tax revenue that it will receive. Currently, Palm Beach County, Broward County and Alachua County all dedica te some port ion of their local option gas tax revenues to transit. Dade County does not dedicate any of its local option gas tax revenue specifically to transit; however, Miami Dade Transit does receive an allocation from this source. Vol usia County should also continue to work toward a permanent souroe of dedicated funding for future VOTRAN Improvements. One available option that may be used to help fund any recommended improvements is an increase in the County's sales tax. Currently, Volusia County is eligible t o levy up to an additional 2 5 percent of local discretionary sales surtaxes (up to 1 percent for the charter county transit system surtax, up to 1 percent for the loca l government infrastructure surtax, and up to 0.5 percent for the school capital outlay surtax). If, for example, the County elected to levy the full 1 percent of the transit system surtax, it is estimated that t his additional one cent of sales tax would generate approXimately $41. 7 million of revenue annually. (It should be noted that, currently, of the five counties eligible to levy the charter county transit system surtax, only Duval County has taken advantage of this opportunity, and only at 0 5 percent.) It is also possible that the County may want to revisit the planned gas tax distribution for the purpose of increasing VOTRAN's allocation. Rega rdless of origin, a dedicated funding source will help ensure the continued fiscal health of the system. 2. Implement Comprehensive Operations Analysis-recommended enhancements to the VOTRAN fixed-route bus system. In conjunction with the development of VOTRAN's TOP, CUTR has also been analyzing the transit system's current route structure and provision of service in order to determine how improve d effi cienci es may b e achieved without impacting ridership significantly, and possibly even improving utilization of the system. In the transit ES-22


industry, such a review is called a Comprehensive Operations Analysis (COA). The primary purpose of th e COA was to provide an independen t analysis of the existing system and recommendations concerning service improvements, modifications, and/or expansions. The ana ly sis has covered those aspects of service that generally are not visible to the riding public, such as master route schedules, operator work assignments, on-time performance, route p rod uctiv ity In terms of ridersh ip and revenue, and network-level routing and route segmentation. The following are summaries of the recommen ded system improvements developed as part of the COA; the modifications are also presented in Tab le ES-8. Detailed data, ana l ysis, rout ing, and other related informat ion are contained in the COA support documentation. A. Westside Deviated Fixed-Route Service Utilizing Paratransit Vehicles It is recommen ded that the Westside service (rou tes 20 and 22) operate as deviated fixed routes. While no direct operational cost savings are anticipated due to the operation of dev iate d fiXed-route service, the nature of the service (i.e., devia t ing from the fixed route for direct pick-ups and drop-o ffs) lends itself to the potential for inc rease d ridership, as well as a potential shift of riders from the more expensive Gold Serv ice This type of service would requ ire a greater emphasis on travel t ra in ing in order to realize the potential cost savings of shifting riders from Gold Service. It is recommended t hat the routes deviate no more than 1/4-mile from the fixed-route, and no more than two times per trip. Also, all deviations need to be scheduled in advance. T h ese specifications will aid in maintaining the on-time perfonmance of the route In addition, due to the nature of the Westside service (i.e., less urban, service provided directly into the community neighborhoods, direct aocess to oommerciallretail strip centers) and its lower level of ridership, it is recommen ded that smaller paratransit vehicles be utilized. These vehicles are more than adequate to carry the current demand on Routes 20 and 22. The smaller vehicles would also be more aesthetically pleasing and more maneuverable within the neighborhoods and p la zas. In addi tion to this change in service type, several route modifications are also reoommended. Unproductive segments of Route 20 serving the New York, Spring Garden, and Beresford loop, as well as service along Clara and New Hampshire, should be eliminated. Further, eliminate the unproductive service along Howry, Garfield, Voorhis, as well as service to the Blue Lakes Elementary School (since this tripper will no longer be needed). Finally, e li minate the northern terminus loop a lon g S.R. 11 and S.R. 15-A. instead ES-23


Route Name 1A A1A North 1 8 Granada 1 C-Grandv iew 3North Ridgewood 4 South Ridgewood 6 North Nova 7 South Nova 8-Halltax ES-24 Table ES-8 Comprehensive Operations Analysis Summary of Service Modification s .. Description CostiReallocation ,, Eli m in a te u np r oductive one--way loop serv ic e Reallocation t o other rout e s to i mpro ve o n on John Anderson Dr from Sand r a Dr to tim e performance. Based on Interlinin g and T arpon Avenue, and o n O<:ean Shore B lv d. other sySlem-wide improvements, from Tarpon Ave to Sandra Dr. modifications to Routes 1A snd 18 combined may be able to reduce the system-wide vehicle requirement by one bus. Eliminate unprod uctive segmen t on Granada Rea iJocation t o othe r routes to imp r ove onfrom Trails Shopping Center west to Ormond time performance Based on interlining and Towne Squa r e. other system-wide improvements. modifications to Routes 1A and IB combined may be able to reduce the system-wide veh icle requirement by one bus. Eli mina t e service as it i s both du plicative and Mod i fication to a fixedroute shuttle (rename unproductive. to Route #2) provi d ing service from VOTRAN Transfer Plaz.a t o the ln termodal Tra nsfer Facility on Daytona Beach. The total elim ination of th is setvic

'Name 9 Volusia Avenue 11-Mason Avenue 1 2 Anastas i a 17A Soutll Allan tic 18 East/West Connector 20Deland 22-Del1ona 24 -NewNW voTusia Route 42 Beachside 43 Mainland Table ESS (cont i nued) Comprehensive Operations Analysis Summary of Servi ce Modifications .. Modification Description Cost/Reallocation . Eli m inate unproduct ive segment along Reallocation to o ther routes to improve onFentress Blvd. betweGn l ntema.tion.al time performance. Speedway B lvd. and Mason Ave., and from W illiamson B lvd. along Mason Ave. and Bill France Blvd. to I n ternational Speedway Blvd. Eliminate two unproductive segments along Reallocation to other routes to improve on Brentwood Ave., Derbyshire Road, 6" Street, time petformance. and Vine S treet; and along International Speedway Blvd. from the East Volusia County Correct i ona l Institute. Elimin;Ct.te k>op segmel'lt from ReallocatiOn to other routes to im prove on -Golfvi ew Blvd. and Beville Road to Clyde t ime perfonnance. Morris Blvd. and Beville Road. Eliminate one-way loop segment south of Reallocation to other routes to improve on-Inl et Harbor R o ad. time perfonnance. Truncate service south of Rich Avenue, Extend setVice from the Volusi a Mal l along tenninating service at Thomas C Kelley I nt ernational Speedway Blvd. t o tile County Administtation C enter. VOTRAN Transfer Plaza Eli m i nate unproductive segments along New Reallocate savings to allow f o r deviation of York, Spring Garden, and Beresford, as well service. as service a long C l ara and New Hampshire. Further, el iminate service along Howry, Garfield, Voorhis and tile northern tennin us loop along S .R. 11 and S.R. 15A-Modify servi ce type to deviated fixed -route using paratransit vehi c les. Eliminate unproductive service along India, Reallocate savings to allow for deviation of Montecito, Newmark, Austi n Kimberly, and service. Elkcam. Implement deviated fixed-route service using The annual cost to operate this service from parattansl t vehicles along US 1 7 from 6:00a m to 7:00 p.m .. Monday tllrough Seville, Pierson, Barberville, and DeLeon Saturday, is approximately $160,000. Springs. to Brandywine Village Shopping Center. Eliminate unproductive segments. Modify Reallocate savings to a lloW for deviatio n of service t o deviated fixed-rout e service. Eliminate unproductive segments. Modify Reallocate savings to allow for deviation of service to deviated fixed-route. service. ES -25


maintaining two-way serv ice along US 17 to the B r andywine Village Shopping Center These modifications would eliminate the need for separately designating Route 20 into "A and "B" branches. Unproductive segments of the eastern port i on of Route 22 recommended for elim ination include service along I ndia Montecito, Newmark Austin Kimberly, and Elkcam. This would eliminate the need for separately designating Route 22 into "A" and "B" branches, as well. The service being eliminated on Routes 20 and 22 (which will be offset by the routes' abi l ity to deviate) will provide the time necessary to allow route dev i ation. Service performance should be closely monitored on both routes during the first year of service. It Is further recommended that Route 18 be truncated south of Rich, terminating the service at the Thomas C. Kelley County Administration Center. To lessen the impact of this modification on the WORC passengers who typically access Route 18 at Marketplace in Orange City, it Is also recommended that VOTRAN work with WORC personnel to agree to transport these special-needs passengers to the County Admi nistration Center instead. On the Eastside, Route 18 should be extended along I nternational Speedway Boulevard providing service to the VOTRAN Transfer Plaza. B. Southeast Volusia Deviated Fixed Route Service Utilizing Paratransit Vehicles ES-26 I n Southeast Volusia County, the nature of the transit service thr oughout and around New Smyrna Beach is quite similar to that in West Volusia i e., less urban service that has lower levels of utilization I n an effort to help generate additional ridership and improve route efficiencies, the routes in Southeast Volusia County (Routes 40, 41, 42, and 43) are also recommended to be operated as deviated fixed-route service utilizing paratransit vehicles, similar to the recommendation for Westside service. It should be noted that Routes 42 and 43 are already being operated with the smaller paratransit vehicles. In addition to this change in service type, several route modifications are .also r ecommended. VOTRAN should redesign i ng Route 42 and 43, eliminating unproductive portions of both routes, while realigning Routes 42 and 43 to connect with Routes 40 and 41 at the New Smyrna Poliee Department at the intersection of Dixie Highway and Industrial Park Road. It Is also recommended that VOTRAN work with the of New Smyrna Beach to develop a "super stop transfer location at this site Passenger amenities such as shelter from the elements, seating, trash receptacles, etc., will provide comfort to patrons and a traffic signal at the intersection will ensure safe access to and from the site.


C. Northwest Volusia Deviated Fixed-Route Service Utilizing Paratransit Vehicles I t is recommen ded that VOTRAN initiate deviated fixed-route service, utilizing paratransit vehicles, from Seville, along US 17 serving Pierson, Barberville, and Deleon Springs, and ending at the Brandywine Village Shopping Center northwest of Deland, where it will have a timed connection with Route 20. The one-way distance for this service is approximately 21 miles. Service is recommended to operate on an hour-and-a-half basis, 13 hours per day (6:00a.m. to 7:00p.m.), Monday through Saturday. The fully-allocate d cost to operate fixed-route service is $44.77 per hour of service in FY 1999. Inflated to FY 2000 (first year of service), this would result in an annual operating cost of approximately $187,611, and require an additiona l paratransit vehicle to operate this serv ice. Due to the nature of this service, no additional ADA paratransit service is required. D. Route 1A It is recommended that unproductive segments of Route 1A be eliminated along John Anderson Drive, northbound from Sandra Drive to Tarpon Avenue and along Ocean Shore Boulevard from Bass Avenue to Sandra Dr ive. With these modifications, Route 1A would provide service only as far north as Bicentennial Park. E. Route 18 It is recommended that the unproductive segment of Route 1 B from Trails Shopping Center west to Onmond Towne Square be eliminated. It is prop osed that Route 6, instead, should provide service along this segment. F. Route 1C It is recommended that the current Route 1C, which duplicates the beach service along A-1A between University Boulevard and Harvard Drive that currently Is being provided by Routes 1A and 1B, be eliminated. The resources from this route can then be utiliZed to im p lement a shuttle service between the VOTRAN Transfer Plaza and the ln termodal Transportation Facility currently being constructed The elimination of Route 1 C and the start-up of this shuttle service should coincide with the completion : o .fthe interrnodalfacility and the implementation of the beach tram service. It is recommended that the shuttle service operate with a minimum headway of 15-mlnutes, 13 hours per day (6:30a.m to 7:30 p.m.), Monday through Saturday. E$-27 .


G. Route 3 It Is recommended that the unproductive segment of Route 3 from Airport Road, along US 1, north to I-9S be eliminated H. Route 4 It is recommended that one-way service along Fleming Avenue, Orange Avenue, S.R. SA, and Isabe lle Avenue be eliminated. Instead, VOTRAN should provide two-way service from the intersect ion of S.R. SA and Isabelle to the intersect ion of U.S. 1 and Fleming. I. Route 6 It is recommended that duplicate service along Granada Boulevard from Nova Road to Ormond Plaza be eliminated. It is proposed that Route 6 provide service to Ormond Towne Square, west of Nova Road, instead. J. Route 7 It is recommended that the unproductive segment of Route 7 from Nova Road along Madeline Street, Clyde Morris Boulevard and Herbert Street be eliminated. Service would no longer be provided to the Port Orange City Center, the YMCA, or Silver Sands M idd le School with the Route 7, but would be provide instead with the modified Route 12. It is also recommended that the segment along Dunlawton Avenue between Nova Road and Victoria Gardens Boulevard be eliminated It is proposed that the service to Halifax Medical Center currently being provided by Route 7 will be provided by the Route 4 Elimination of these segments will allow the Route 7 to provide two-way service along Taylor Road and potential new service to businesses along Williamson Boulevard (e.g., Sara Lee). K Route8 It is recommended that duplicate service on Route 8 from Bellair Plaza north to Ormond Square Mall be eliminated. Route 1A will continue to provide this service. L. Route 9AIB ES-28 It is recommended that the unproductive segments of Route 9AIB along Fentress Boulevard, Mason Avenue, Williamson Boulevard, Indigo Drive, and Bill France Boulevard be eliminated. This recommendation allows Route 9 (with no more need for "A" and "B"


designations) to become VOTRAN's easUwestspine, providing more direct service along International Speedway Boulevard from the VOTRAN Transfer P laza to the F lea Market It is proposed that the modified Route 1 1 ins tead, will provide service to ACT, the V.A. Cli nic, and the Veterans Nursing Home. M Route 11 It i s recommended that two unproductive segments of Route 11 be e l iminated. The first segment is a l ong Brentwood Avenue, Derbyshire Road, 6"' St reet and Vine Street; Route 11 woul d instead run south along Derbyshire from 3 .. Street to Mason. The second segment is along International Speedway Boulevard between Bill France Boulevard and the East Volusia County Correctional Institute As mentioned previously Route 1 1 instead wou l d serve ACT, the V.A. C li nic, and the Veterans' Nursing Home via B ill France, Mason, Williamson, Indigo, and Fentress, then proceed back to Volusia Ma ll via Mason and Bill France. Again, service to the Flea Market will be provided by the modified Route 9. Service to the Cor re ctional In stitute will be available via the mod ified Route 18; however, working with Correctional Institute personne l, i t is recommended that VOTRAN exam in e the feasibility of establishing a taxi voucher program to supp l ement service between the VOTRAN Transfer Plaza and the Correctional Institute. N. Route 12 It is recommended that the one-way loop segment on Route 12 from Golfview Boulevard and Beville Road to Clyde Morris Boulevard and Beville Road be eliminated. It is further recommended that, instead, the Route 12 provide serv i ce to the Port Orange CitY Center a long Clyde Morris Boulevard, thereby prov i ding two-way serv i ce between the VOTRAN Transfer Plaza and the Port Orange City Center. 0. Route 17A It i s recommended that the unproductive one-way loop segment of Route 17 A south of Inlet Harbor Road be eliminated Elim inati ng this segment will improve overall ridership statistics, as well as on-time performance, for this route P. Route 18 It is recommended that Route 18 service south of Rich Avenue be truncated, terminating the service at the Thomas C. Kelley County Administration Center. On the Eastside, Route 18 ES-29


will be extended along International Speedway Boulevard providing service to the VOTRAN Transfer Plaza. 3. Ensure the availability of user-friendly, bilingual transit marketing information. One identified issue i nvolved the difficult-to-understand nature of VOTRAN's route maps and schedules. Acoording to comments, the difficult i es that persons are having with the system information are two-fold : the information i s not available in Spanish, making it difficult fo r Hispanics to understand it, and the route maps and schedules (particularly the time tables) are confusing and not user-friendly Because of the County s growing Hispanic population and its heavy tourist traffic some of whom may be visiting from Spanish-speaking countries, il is in VOTRAN's best interest to begin providing bilingual system information I n the case of the user-friendliness of the system information. it should be noted that this particular issue has been found to be problematic for most, if not all. transil systems. Nevertheless VOTRAN shou l d revis i t the structure and formatofits current route and schedule information Simp l ified, easy-to-use Information will not only benefit current users, it may also help attract additional riders. It is further recommended that the system continue to ensure the avai l ability of this information throughoutthe service area. For example, it wou l d be beneficial to have information displays available at busier bus stops, major transfer points (i.e .. all superstops). and any tourist frequented locales. 4. Centralize VOTRAN's community relations, outreach, public involvement,,training, and marketing efforts. Curren t ly, VOTRAN utilizes a Customer Service coordinator to address oonsumer complaints and represent VOTRAN at various meetings and workshops. Another staff member is responsible for working with the County's marketing staff on VOTRAN's advertising/marketing efforts In addition, another staff member works with the system's various advisory groups such as the TOLCB and the Transportation Coordinating and Citizen Advisory Committees. It is recommended that VOTRAN modify the current Customer Service position into a Community Relations Coordinator position so that all of these related duties can be handled by one person. This will not only ensure continuity and oonsistency in VOTRAN's oommunity relations, outreach, training, and marketing efforts il will also enable other staff members to spend more time on their primary responsibilities, as well as provide them more flexibility in addressing other needs or issues that may come up. 5. Work towards establishing a countywide policy for the installation of bus shelters and benches. It has been commented that one of the primary barriers to implementing bus shelters and other amenities throughout the county is the d i fferences in standards and policies r elated to this endeavor that exist among the County's municipalities. Some cities do not want benches with advert i sing along their roadways; others do not want shelters. And in some cases, city ES-30


design requirements make the installation of a shelter prohib i tively costly. Yet, the users ofthe system want more benches and shelters. Transit supporters also see these amenities as necessities in being able to attract the discretionary rider. VOTRAN should pursue the establishment of a countywide policy related to the implementation of bus stop amenities. Under such a policy, VOTRAN could continue to provide benches (through a contract with Associated Marketing) and shelters with advertis ing to those communities who want them. However, for those municipalities who do not allow advertising, p rovisions would need to b e established t hat wou l d enable them to address their own needs for amenities, including the installation and maintenance of the amenities. Perhaps the policy could i nc lude some minima l design guidelines to ensure a level of consistency in the loc ation placement, and phys ica l characteristics of the amenities. Once a policy i s in place. it will then be contingent upon VOTRAN to coordinate the establishment of the amenities with the County, the municipalities, and FOOT, especially along the major service corridors (i.e., US 1 A 1-A. International Speedway Boulevard US 17-92. etc ) 6. Maintain and utilize bus stop inventory. VOTRAN currently has approximately 2,300 bus stops throughout its service area. These stops range from a simple bus stop sign, or a sheltered transfer site at a mall, to the major transfer plaza in downtown Daytona Beach which serves many routes A bus stop inventory has recently been developed that catalogs the location of each bus stop, specifying each of the available amenities (e.g., shelter, lighting, phone, bench, trash receptacle passenger information displays etc.) and the accessibility of each stop for persons with disabilities. It has been geocoded into ArcView, a geographic in formation system (GIS) software package, which allows for specific data analysis and mapping capabilities. It is r ecommended that VOTRAN maintain the inv entory database and update it as necessary so that it will continue to be a usefu l planning tool. 7 Install bus shelters and amenities at key bus stop locations. Currently VOTRAN has 22 shelters system-wide (with 2 more soon to be installed) The purchase of 76 new shelters is scheduled during the five years of the plan, with 17 shelters being installed each year except in 2001 when 6 shelters will be installed In siting the new shelters, VOTRAN should follow the guidelines set forth in the bus stop amenities documentation that was developed in conjunction with the bus stop in ventory database. This document, based on research and several case studies at the national level includes suggested criteria for the placement of stops, distance between stops, and for prioritiZing the placement of various bus stop amenities. For example daily bus stop utilization is considered to be an important determining factor in identifying "key" bus stops that would require the presence of a shelter. Therefore, It stands to reason that busy transfer locations, major street intersections and stops near major trip generators are viable candidates for bus shelters. In the bus stop amenities documentation, the recomme nded ES-31


utilization level that defines key bus stops for VOTRAN is 25 or more daily boardings (this document also provides a listing of VOTRAN's key bus stops based on the COA r idecheck information). However it is also r ecommended in the document that VOTRAN consider adjacent land use (e.g. hospitals, sen ior centers, etc.) when reviewing the utilization of its stops Ult i mately, it may be a desirable goal to locate bus shelters along a route every one-half mile in the urbanized portions of Volusia County. 8. Continue to develop and implement superstops, as necessary. It is recommended that fonnalized superstops be located in the West Volus i a serv i ce area (to be constructed in 2000), as well as at Dunlawton Square (2002), Marketplace (2003), Volusia Mall (2003}, and Ormond Mall (2004 ). A "superstop is defined as a facility that can accommodate up to four buses at a time and would include, ala minimum large passenger shellers adequate light i ng, route and fare information seating, and landscaping 9. Continue to work with other Government agencies to achieve better accessibility to bus stops. Allowing easier access for the general public to bus stops and getting mo r e paratransit users onto VOTRAN's fixed-route service wi ll benefit the system greatly in the areas of improved efficiencies and cost savings. Therefore it would be in the best interest of VOTRAN to cont inue its proact i ve efforts in encouraging the County its mun i cipalitie s and the State to meet ADA requirements foi' various accessibility needs such as sidewalks and curb cuts at and adjacent to bus stops. Accessible bus stops with amenities such as benches and shelters should be the goal, both for the benefit of current users as well as to help entice pa r atrans i t users and discretionary riders to utilize fixed-route service. 10. Continue the vehicle replacement program and purchase new expansion vehicles for fixed-route and paratransit services. For VOTRAN's fixed-route service 4 trolley buses three 35-foot buses, eight 30-foot buses (to be replaced by eight 26-foot cutaways), and two 22-foot International buses (to be replaced by two 30-toot buses) are scheduled for replacement during the five years of the TDP. The proposed five-year budget in the following section assumes bus replacement on an ongoing basis. New buses will be lift-equipped to comply with ADA provisions. In addition, new vehicles will need to be purchased for increased frequency of service on various routes Number 33, 4 trolley buses ; Recommendation Number 37, one 35-foot bus; and Recommendation Number 49, three 35foot buses) and for service to Northwest Volusia County (Recommendation Number 2c, one 26-foot cutaway). As for VOTRAN's paratransit service, 25 paratransit vehicles (22 foot cutaway veh i cles) are scheduled for replacement. No expans i on vehicles are slated for purchase during this time because it is assumed that any additional increase in demand for paratransit service that ES-32


exceeds VOTRAN's supply will be accommodated by a recommended taxi voucher program and/or the b ro kering of the a d ditionally-requ ir ed service to the existing private paratransit contractors. Nevertheless, it is important for VOTRAN to continue to do i ts best to accommodate para transit demand through th e use of its own para transit fleet as this faci litates increased multi-loading, thus reduc ing overall operating costs for the paratransit program. 11. Continue to track the performance of individual routes v i a VOTRAN's formal route monitoring program. Currently, VOTRAN planning staff have a f ormal data monitoring and ana lys is pro g ram in p lace to collect in f ormat ion on the performance of each of the system's rou tes The resulting informa tion is utilized for a number of planning f unctions, including making decisions on the rou t ing and f requency of buses. It is recommended that VOTRAN continue this program in orde r to ensure that up-to-date route in formation is available and t hat individual route performance cont i nues to be tracked 12 Maintain VOTRAN's involvement in the transportation planning process. As mobility manager, VOTRAN should be involved in transportation decisions within Vol usia County. This involvement i s further supported by the current intermodal emphas is at the federal and state levels and the in crease d recognition of the role that transit can play in a community. This is probably best aocomplished through continued involvement in the MPO's technica l and citizen advisory comm ittees, and t he development of local comprehensive plansand the l ong range transportation plan for the County It is also imperat ive that VOTRAN ensures that its goa l s and objectives continue to correlate with those found within all lo cal plans, and vice versa. Additionally, VOTRAN should also seek to maintain its involvement in any current or future regional rail planning efforts that may affect the County's transportation system. 13. Continue to encourage public input through interaction with local advisory/advocacy groups and committees. Public involvement should continue to be promoted Transit systems with open channels for public input tend to be successful. VOTRAN has been proactive in making presentations and soliciting public in put, as well as actively participating in the MPO's technical coordinating and citizen advisory committees. The system also regul arly participates in meetings with the TDLCB and the ADA Advisory Committee, among other organizations, and has been lauded throughout the TDP process for the level of its public involvement. It i s recommended, however, that the structure/membership of the TDLCB and the ADA Advisory Committee be reviewed in order to determine the feasibility of combining the two committees. 14 Strive to ensure that all municipalities recognize and support VOTRAN's involvement as a review agency in the local land use planning process. On a global level, lan d use patterns affect the potential for transit r idership. At a more immediate level, amenities such as ES


sidewalks can make a difference in attracting potential riders. With the assistance and support of the MPO, the County, and all local municipalities, VOTRAN should continue to be invo lved as a reviewer of local comprehensive plans, plan amendments, and development proposals and rezonings i n its current (and future planned} service area. 15. Continue to operate commuter express bus service (i.e., 1-4 Express Link) to Downtown Orlando .. In conjunction with LYNX, VOTRAN currently provides express commuter bus service on 1-4 between the Volusia Park-and-Ride on Saxon Boulevard and the LYNX Center in Downtown Orlando. Five morning peak and five late afternoon/evening peak trips with limited stops are operated each weekday. While the service has not yet achieved p lanned ridership of 120 passengers per day (it currently carries about 80 daily passengers), it is anticipated that the recent implementation of a Guaranteed Ride Home prog ram for Express Link users will help ensure current-rider retention and possibly spur additiona l ridership growth. Given the current utilization of the service and the potential growth that may occur because of gua ranteed rides home, it is recommended that this service be maintained in its current configuration for FY 2000. The service will need to be monitored closely during this particular fiscal year to determine whether it should continue, be expanded, or be discontinued, dependin g on the identified levels of utilization. (If it is ultimately determined that express service to Orlando should be expanded, it may be prudent to consider implementing addit iona l park-and-ride lots that would serve other portions ofVolusia County.) Any ultimate decision on )he fate of the service, however, will need to take into account the planned HOV lane improveme nts to 1-4 (between S.R 434 in Altamonte Springs and South Street in Downtown Orlando) that will occur in 2001 or 2002, and may help to make the service more attractive. It should be noted that, beginning in FY 2001, Service Development monies will no longer be available to subsidize this service. Therefore, if continuing this service is warranted beyond FY 2000, it is further recommended that VOTRAN apply for an FOOT Urban Corridor grant in order to take advantage of the State monies that are available for this particular program. Urban Corridor funds are designated for improving capacity of State roadWays and this service should qualify since it operates along 1-4, is regional in nature, and serves both Volusia County and Orange County. 16. Continue to address the mobility needs of Volusia County residents, particularly those in transit-dependent and/or growth areas, as Is financially feasible. The majority of the areas identified as being transit-dependent in nature are reasonably well served by the existing transit system, but VOTRAN should keep these areas in mind when considering improvements. In terms of mobility needs, these areas are extremely important. In addition, during the course of this study, the northwestern region of Volusia County was also identified as an area ES-34


significant mobility needs. This r egion includes Deleon Springs, Barberville, Pierson, and Seville, among other smaller communities in the vicinity. In the interviews and workshops, it was suggested that areas such as these have a need for access to transit (a forum in Pierson helped identify the specific l evel of need). These as well as any developing growth areas should be considered as VOTRAN continues to imp rove and/or expand its services. 17. Continue capitalizing preventative maintenance activities. TEA-21 amended the definition of a capital project placing several new items in the general definition and formally codifying in the Federal Transit Administration authorizing statute severa l i tems that had been modifie d i n the past through separate appropriations acts. The use of FTA capital funds to cover expenses related to preventative maintenance was one of the changes to the definition of capital, initially approved in the FY 1998 Department ofTransportation Appropriations Act. As defined in the Act, preventative maintenance in clude s all maintenance costs 18. Continue the replacement or purchase of associated maintenance equipment and shop tools, as necessary. VOTRAN should maintain an adequate supply of spare parts, shop too l s and physical plant equipment, as well as ensure that all tools and equipment are in top working condition, in order to properly operate and maintain the exist ing vehicle fleet. 19. Continue the replacement or purchase of associated office equipment, as necessary. VOTRAN should ensure the avai la bi lity and working condition of all computers, fax machines, photocopy machines, and any other miscellaneous equipment necessary for the daily office operations of the system. 20. Continue the replacement or purchase of associated computer software, as necessary. VOTRAN currently utilizes specialized computer software to schedule its paratransit services. This software is schedu l ed to be upgraded and it i s also planned to equ ip all paratransit vehicles with on-board computer terminals to allow for real-time, on-line schedu ling of paratransit trips. The computer software improvements will also address customer service and fixed-route s ch edu ling needs, as well. 21. Continue the replacement or purchase of capital items related to facility renovation, as necessary. VOTRAN should ensure the general upkeep and maintenance of its buildings and facilities. This may include, but not be limited to, the need for pa inting, carpet replacement, repair s, and any other miscellaneous capital items necessary for the maintenance/renovation of the system's facilities. 22. Continue the vehicle replacement program and purchase new expansion vehicles for the Vanpool Program. As part of Volusia County's Commuter Assistance Prog ram. a vanpool ES-35


program is currently in p lace that has several vans operating between Daytona Beach and the areas of O r lando and Cape Canaveral. With plans for this p rogram to expand, it will be necessary for VOTRAN to continue to replace the program's vehicles at the end of their useful life (average life span is only two years due to the significant mileage of the daily trips) as well as purchase expansion vehicles To this end, VOTRAN is schedu l ed to purchase 20 vans for its Vanpool Program during the next five years. 23. Coordinate with Daytona International Speedway on the development of a plan for public transportation special event services. VOTRAN currently operates intens e levels of public transportation shuttle services associated with events at the Daytona International Speedway, such as the Daytona 500 and the Pe ps i 400. The continuing growth of these events has far exceeded the administrative and operational ab ility of VOTRAN to provide these services. It is recommended that VOTRAN coord ina te with Speedway personnel in seeking proposals from qualified transportation planning consultants to aid in developing alternative operational/admin istrat ive methods for staging transportation services for any significant special event. 24. Complete construction of the intermodal transportation facility in the Main Street Redevelopment Area. Currently, an inte rmodal transportation faci l ity Is being constructed within the Main Street Redevelopment Area in Daytona Beach. The final phase of construction is slated for completion during the 2000 fiscal year. Upon its completion, it should also be ensured that the facility is properly maintained (security, janitorial etc.) on a regular bas is 25. Implement beach tram service in the Main Street Redevelopment Area. In addition to the intermodal transportation facility the Main Street Redevelopment Area is also the site of a number of projects that have recently been completed, are underway, or are planned in the near future, in cluding Adventure Landing, the Ocean Center expansion, Ocean Walk Village, and expansion of the Adams Mark Hotel. Already a popular area with visitors because of the Main Street Pier and Boardwalk attractions, tourism is expected to grow even more. In order to meet the transportation needs of both tourists and residents impacted by increasing traffic in the area. it is planned that VOTRAN will utilize the intermodal facility as a major transfer point, enhance its current beach trolley service, and implement a new passenger tram service. The beach tram service will operate using two open-air tram vehicles (each consists of one power unit and two trailing units; one spare power unit and one spare trailing unit will also be purchased) operating a loop route between the beach and the intermodal fac ility with 7Y. minute headways. It is planned for this service to be free to all passengers. (It should be noted that all power and trailing units will need to be replaced in 2004 due to the four-year expected life spa n of the vehicles.) ES-36


It should be recognized, however, thatthe cost of this new service may preclude VOTRAN from Implementing any recommended i mprovements to its current service, especially lfVOTRAN is expected to ma i n t ain its current transit budge t. The r efore, it i s cautioned tha t this particular effort i.e., a f ree beach tram fo r tou r ists may not be well received by VOTRAN's current users, who desire a numbe r of service improvements, and other County residents who do not currently have trans i t service but have an identified need and desire f or it. 26. Install b ike racks on fixed-route vehicle f l eet and institute a "Bikes on Buses" campaign. Bikes-on-buses programs have been extreme l y successful in Florida and th r oughout the nat i on. The benefits of bike racks on t he front o f buses i nclude making trans i t more attrac t ive to a potential customer base, fostering balanced transportation modes and help ing protect the env ironment-all while avoiding the creat ion of a hazardous environment with i n the buses themselves. In the onboard survey results; half of VOTRAN's passengers ind i cated tha t they would ut i liZe bike racks if they were ava i lable for use on the buses. In add i tion, about 65 percent of the (iders who would use the bike racks would do so between 2 to 6 times per week W i th this leve l of i ndicated interest in b i ke racks and the numerous students and youths that VOTRAN typically carries, it wou l d benefit the system to continue with its plan to install bike racks on its entire fixed-route veh i c l e Heel by Ju l y 2000. In order to ensure the success of this program, VOTRAN should also institute a campaign to promo t e the avai l ability and utilizatio n of the racks among both its current riders and potential users of the system. 27. Continue to use specially-painted buses to market transit. "Supergraphic" buses ( i .e buses that are specially painted with full-wrap advertising) at VOTRAN and around the state have proven to be extremely popular. T hese vehicles not only attract the attent ion of the pub lic and media, but also can be a major source of revenue to the transit system Similar advertising is currently being used successfully on buses in Orlando, Tampa, and Fort Myers Since VOTRAN will always benefit from creative transit service marketing methods, I t is recommended that the system continue, and seek to expand where possible, its current supergraphics program on its vehicles (e. g., the Richard Petty bus) This could include entering into agreements loca l media outlets and businesses that have the potential of promoting transit interests in exchange for painted bus advertising VOTRAN should, however, take care to ensure a consistent v i sual identification on a ll of its buses. Paratranslt'Service 28. Continue to seek dedicated sources of funding to minimize the prioritization ofTD non sponsored trips. VOTRAN has experienced a 104 percent increase in paratransit ridersh i p since taking over the role of CTC from the Volusia County Council on Aging i n 1994. However, anticipated reductions in federal and state operating assistance suggest that future service ES-37


demands will exceed VOTRAN's anticipated financial capabilities. In order to b ring the demand for TD non-sponsored trips in line with financ ia l capacity, VOTRAN has implemented t r ip priorities as established by the Volusia County Transportation Disadvantaged Local Coordinating Board However, trip priorities can negatively impact the future mobility of the transportation disadvantaged population in Volusia County. Therefore, it is recommended that VOTRAN seek to minimize the prioritizat i on of TD non-sponsored trips by identifying and securing additional dedicated sources of funding for the TD non-sponsored trips. 29. Establish a p.m. open run on a VOTRAN vehicle to be available for will calls and to assist contracted operators when running behind schedule. WHh an established on-time performance standard of go percent, VOTRAN's contracted operators often have difficulty in the afternoon peak hours meeting the on-t im e requirements. Generally, this is due to a sign ifi cant number of "will calls" (trips that are not scheduled). The establ ishment of a p.m. open run vehicle, either alone or in concert with the use of a taxi voucher program will assist the system in maintaining the on time performance standard. The "will call service will specifically aid operators with return trips that cannot be scheduled (e.g., medical appointments, dialysis, etc.). It can also provide back-up to operators that are running behind 30. Re-educate customers on VOTRAN's service policies, such as pick-up windows. There conti nues to be misunderstanding among customers re l ated to the pick-up window and the way in which trips are scheduled. VOTRAN s current pick-up window policy allows for a one (1) hour pick-up window for trips wHhin the individual's community and a two (2) hour pick-up window for cross county trips Trips are scheduled by the individual'sappointment t ime. When customers call to schedule a trip, they assume they will be picked up at a t ime based on their request. However, the particular pick-up time may be adjusted by the scheduling software based on the actual appointment time of the individual and the scheduling of other trips for that vehicle. While a passenger arrives at the appointment on time, he or she may argue that the vehicle was late based on the pick-up time requested It is recommended that brochures and on-board information displays be developed explaining the reservation/scheduling process. Reservationists and customer serv ice staff should also be prepared to explain the pick-up window and scheduling process to customers. 31. Provide additional training opportunities for contracted operator drivers and monitor the training provided by the contractors. Currently, VOTRAN provides limited training to contracted operator drivers but primarily depends on each of the operators to develop their own driver training curriculum. Public comment provided through the development of this plan indicated a need for additional training for contracted operator drivers. Encouraging the participation of these drivers in VOTRAN sponsored training and monitoring the effectiveness ES


of the training provided by each of their contractors shoul d improve the overall quality of the serv ices provided. 32. Continue to maximize the use ofthe fixed-route bus system. VOTRAN currently has a bus pass program for Medicaid clients. Medicaid clients who have three or more medical appo i ntments per month are eligible to rece ive a monthly bus pass good for any number of trips on the fixed-route bus service Medicaid clients who take advantage of this program give up their paratransit rights, unless for some reason the fixed-route bus service is not able to accommodate thei r Medicaid needs This program has resulted in cost savings for both VOTRAN and the Medicaid program as use of the fixed-route system is more cost-efficient than providing door-to-door paratransit service for these clients. During FY 1998/1999 VOTRAN sold 8,706 monthly bus passes resulting in an estimated savings for the Medicaid program of over $530,000. This program shOuld be continued and expanded, as the program will result in overall cost effectiveness and f ree up capacity on the paratransi t system In addition, the bus pass programs provide greate r mob ility and independence by providing more transit options. Actions to be Initiated over the Next Two-to-Three Years Fixed-Route Service 33. Implement more frequent service on the Beach Trolley. VOTRAN's beach trolley currently operates 45-minute service along A-1-A between Granada Boulevard and Dunlawton Avenue. It is expected that once the lntermodal Transfer Facility is completed, it will not only serve as a par1<-and-ride for beach-goers. but will also be a hub for all beach-side activity in the Main Street area As such, it wtll be necessary to provide more frequent beach trolley service to support the new facility. It is recommended that the trolley fre quency be increased to half-hour service in FY 2001 One new trolley bus will need to be purchased in FY 2000 to implement this increase. Further, the trolley frequency should again be inaeased in FY 2002 to 15-minute service. This add itional improvement in service frequency will require the purchase of three new trolley buses for expansion/replacement purposes (one per year over a three-year period beginning in FY 2001 ). 34. Develop and implement a series of transit education programs. It has been suggested that the implementation of "transit education programs would benefit politicians. current transit users, the public, and even transit o pera tors, by better educating them (on varying levels) about transit issues. This better understanding of transit and its benefits, then, may in tum produce positive results for VOTRAN such as increasing the support for additional transit funding and improving ridership and overall system utilization. In conjunction with efforts to improve E$-39


community rela t ion s and marketing of th e system thro u gh its Community Relations Coordinator, it is further r ecommended that VOTRAN develo p and p rovi de basic transit education/training courses to all levels of its constituents in order to take advantage of its anticipated increased acoess to the genera l public, agencies, businesses, customers, etc. 35. Implement Saturday service on Route 18 Connector In o rder to connect the Saturday westside and eastside services, i t is recommended that the Route 18 Connector begin Saturday service with the same frequency as weekday service. 36. Continue to seek to improve the frequency of VOTRAN's busiest routes. VOTRAN service currently is provided at a frequency of one bus per hour on the majority of its 25 routes. VOTRAN should continue its efforts to imp rove service for its current patrons by utilizing its route performance mon ito r i ng program to identify routes that may warrant increased frequencies. It would be prudent for VOTRAN to conduct such an analysis only after COA reco mmended route/system modifications have been made and of course, allowing for a n adjustment period for the revised service. As funding becomes available . then, VOTRAN can phase in improved frequencies (i.e 30-minute headways) on its most heavily-utilized routes. This may also help the system attract choice riders out of their automob iles which is much more difficult to do with infrequent service. Regardless of which routes are ultimately identified for frequency improvements, they will need to be carefully monitored after any service in crease to detenmine the impact on r i dership. 37. Implement more frequent service on Route 18 Connector. Existing service on Route 18 varies from one to two-and-a-half hours with a gap in service during the midday. It is recommended that more consistent and frequent (hourly) service be provided on this rout e for both weekday and Saturday service. 38. Increase span of service on selected core routes. At p resen t VOTRAN's latest service ends at 7:38p.m. (Route 1A). However, many of the system's users have expressed a desire for t ransi t service that opera tes later into the evening. It is recommended that, initially, VOTRAN operate service on its core Eastside routes (similar to those that operate on Sundays, and especially those that serve la ter evening destinations such as shopping malls and colleges) until11 :00 p.m., Monday through Saturday, beginning in FY 2001 I t is expected that this later evening service will greatly improve access to and from colleges, malls, shopping centers, major businesses, hospitals, etc. Although somewhat limited geographically, this initial increase in span of service can be used to gauge interest in and utilization of the later evening service; it may even be possible to appty for a Service Development grant to help fund the additional service ES-40


Further it is recommended that, in FY 2003, if utilization of the service warrants it and funding is available, the number of routes operating until11 :00 p .m. should be increased (i.e., at least a SO percen t increase in the existing late night service should be considered), again taking i nto account patron needs and later evening destinations. I t may even be possible to fund some portion of this secondary expansion of evening service through the FOOT WAGES program. 39. Continue to replace service vehicles, as necessary. A tota l of 10 service/supervisory vehicles are scheduled for rep l acement during the next 5 years. It will benefit VOTRAN to continue to replace its service vehicles at the end of their useful l i fe cycle in order to reduce associated maintenance costs. This will ensure tha t VOTRAN supervisors and service technicians will have access to relia b le vehicles. 40. Upgrade/replace current radio system. VOTRAN plans to upgrade/replace current rad i o system in FY 2001. This upgrade/replacement will not only improve the quality and quantity of voi ce communications between operators and dispatch, it will also enable VOTRAN's radio system to i nte ract with the County's system. 41. Upgrade currant farebox system to accept magnetic fare media. The farebox system currently be ing utilized by VOTRAN is scheduled to be upgraded in FY 2001 The upgrade will allow the system to accept magnetic fare media, such as "swipe cards." 42. Implement a VOTRAN all-day fare pass Once VOTRAN's farebox system upgrade has been completed, it is recommended that VOTRAN revisit its current fare media and structure with the specific intent of impl emen ting an ali-day fare pass. Ali-day fares are a benefit to passengers who only need to pay for transit service the first t ime they board the bus each day and can board and alight an unlimited number of time s during that day of service. They are also convenient in that passengers can purchase the passes on-board a vehicle through the farebox. It is expected that the value and convenience associated with ail-day passes will make the fixed-route system a more attractive alternative 43. Continue to monitor all technology advancements applicable to public transportation. As technology has continued to advance, transit increasingly has benefitted from the availability of Intelligent Tra nsportat ion System applications such as Automatic Vehicle Locat ion, Geographic Information Systems, and Automatic Passenger Counting, among other technologies. It would behoove VOTRAN to continue to monitor the ever-changing state-of-the art in transit-related technologies for potential future appl icat ion It is poss ible that the planning and provision of service, as well as i ts Inherent effectiveness and/or efficiency, can be enhanced through the utilization of some specific technology, or combination thereof. ES-41


44. Increase level of Sunday service. VOTRAN operates service on both Saturday and Sunday, but the servioe is more limited than thai provided on weekdays, especially on Sunday. Currently, on Sundays, VOTRAN operates six buses on six truncated routes serving the core Eastside service area only. This represents on l y about 14 percent of the weekday average daily level of service (in terms of revenue miles of service). According to the results from the workshops and surveys, VOTRAN's patrons indicated a need for additional Sunday service. To help meet this need, as well as improve the effectiveness and potential utilization of the Sunday servioe, it is recommended that VOTRAN double the l evel of Sunday service currently being provided. This increase will require doubling the current revenue miles of service ( resulting in approximately 1 ,030 additional revenue miles annually) and adding six more vehicles to the service. Further, i t is also recommended that this service level increase be phased in over time beginning in FY 2001. Fifty percent of the recommended increase should be Implemented in FY 2001 (i.e., an addition of 3 vehicles and about 515 revenue miles); then, in FY 2003, the r ema inder of the increase can be implemented. An analysis of weekend trip generators In the service area may help determine more appropriate route coverages and scheduling For example, init ially, VOTRAN may want to consider providing some level of service to popular shopping destinations not currently served, such as Dunlawton Square, the Ormond Beach Super Wai-Mart, and the Port Orange Super Wai-Mart. 45. Ensure consistency with Local Comprehensive Plan Transportation Element. The Transportation Element of the current Volusia County Comprehensive Plan contains a policy establishing a level of service standard for fixed-route mass transit servioe. The standard is based on minimum residential densities and downtown non-residential floor space requirements for varying levels of fixed-route bus service that were provided in the last major TDP update. According to this information, the least frequent bus service, with a peak headway of 60 minutes, would generally require at l east 4 dwelling units per acre in the service area, and a minimum downtown size of 3.5 m illion square feet of non-resident ial floor space. In addition to maintaining consistency with the established trans i t level of service standard, VOTRAN should encourage and support any efforts to increase densities along major corridors so that improved transit efficiencies and increased usage will result. Paratransit Service 46. Establish a taxi voucher program to provide additional system capacity during peak periods and for ambulatory "will calls." As discussed previously, VOTRAN's contracted operators often have difficulty in the afternoon peak hours meeting the on-time performanoe standard of 90 percent. Again, this is primarily due to the large number of trips that are not scheduled (i.e., "will calls"). The implementation of a taxi voucher program would enable ES-42


VOTRAN to direct will call trips, as well as others, to taxi services. Since taxis are not wheelchair-accessible, this service would need to be li mite d to ambulatory customers. This will affect the ab ility to multi-load passengers; however, the benefit is that the utilization of the taxi service would result in 30-minute res p onse time. A voucher program could be designed and imp lemented without a direct contractual obligation between VOTRAN and the taxi operator and could be developed to allow customers to arrange for thei r own trips. Deve loping a program of this kind would enable VOTRAN to utilize taxi providers without the added burden of ensuring their compliance with federal drug and alcohol te sting regulations. VOTRAN would need to work with the Florida Department of Transportation to overcome any barrie r s that may exist with the use of ta xis to ensure continued compliance with FDOT's safety regulations established in Chapter 14-90 Florida Administrative Code. 47. Revise private operator contracts to allow for contract amendments based on changes to local service standards. The contracts currently in place between VOTRAN and their cont ract ed operators were originally established as three year agreements two one-year renewal options. The contracts are now in the first one-year renewal period. It is recommended that during the final renewal period the contracts be revised to include language allowing f or amendments based on changes to local service standards. The ident ifica tion of specific standards in the current contracts has resu lted in discrepancies between what is expected ofVOTRAN related to leve ls and standards o f service and how private operators are contractually obligated to perform. The service standards for the system were recently amended to increase the on-time performance standard f rom 85 percent to 90 percent. While the contractors are meeting and, i n come cases exceeding the standards established within their contract, they are not in compliance with the revised system service standards. The new contract for providers is scheduled to go into effect on June 1, 2001. Any revisions to the contract languag e should be completed prior to that date. 48 Revise provider contracts to require all newly purchased vehicles and those purchased after the effective date of the contract to have standard lifts with transit-style doors. Many of the vehicles currently being used by VOTRAN's contracted operators are conversion vans with lifts. The access doors for these vehicles are standard van doors that are smaller than those found on transit vehicles, making any maneuver more difficult and time consuming. It is recommended that the new provider contracts require that newly purchased veh icles o r vehicles that are purchased after the effective date of the agreement have wheelchair lifts with transit vehicle access doors. It is expected that this change will assist operators in maintaining their schedules and meeting the 90 percent on-time performance standard. Es-43


Actions to be Initiated over the Next Four-to-Five Years Fixed-Route Service 49. Increase frequency of service in US 1 corridor. The recently-completed US 1 Transportation Study has identified a locally-preferred transportation alternative that will improve mobility within the US 1 corridor while minimizing any impacts to neighborhoods and businesses in the study area. Thi s alternative maintains the existing r oadway configuration of US 1 and, among other improvements, is highlighted by a high emphasis on transit, bicycle and pedestrian enhancements. It is envisioned that the planned improv ements to the US 1 corridor wi ll be phased in over the next 20 years. However, one of the transit related imp rovements-the reduc t i on of headways on the corridor's three core" routes (Routes 3, 4, and 40) from 60 to 30 minutes -may be implemented during the latter portion of the 5-year time frame of the TO P (i.e., FY 2004 ) VOTRAN will need to ensure that it is actively involved in the imp lementation of alt the Study's planned multi modal im provements, especially tho se related to transit. It should be noted that it Is possible that VOTRAN may determine it to be necessary to increase the frequency on any or all of these three routes prior to the implementation of the Study's improvements, based on its continuing analysis of the performance of its routes and an earlier TOP recommendation (Number 36). Any improvement in level of service for any or all of these routes will occur if their levels of utilization warrant it and there is identified funding for the enhancement. 50. Provide greater transportation linkage between the municipalities In Volusia County and the Orlando area. With the continuous flow of visitors and residents between the communities in Volusia County and the Orlando area, VOTRAN may want to consider establishing additional linkages with Orlando's transit system, LYNX, sometime in the future. Currently, only the 1-4 Express Link (express commuter service) operates between the two areas. Convenient and regular service linking Volusia County to Orlando and its surrounding communities via 1-4 would not only help minimize congestion along this corridor, it would also provide more transportation alternatives for tourists in Orlando who want to visit Volusia and for workers who live in Volusia and want to access their jobs in Orlando. Although such a service will not necessarily begin operating during the time frame ofthis TOP, it is recommended that, within the next four to frve years, VOTRAN coordinate with LYNX to determine whether it is needed and/or feasible, as well as to identify p ossible options for its operation if it is found to be warranted. 51. Begin planning additional express bus service along major corridors and between distinct service areas in the county. The need for additional express bus service In Volusia ES-44


County was identified in the interviews with key loca l officials as well as in the results of the surveys as a desirable service improvement VOTRAN should begin examining the feasibility of implementing more l imited-stop commuter e xpress service along major corridors and between the County's service areas as it continues to modify and improve the service that it prov i des. Candidate corridors may include US 1, A-1-A, and International Speedway Boulevard. In addition, express connections between Southeast and West Volusia and Daytona Beach may also be beneficial to current and potential users of the system. It should be noted that additional express bus serv ice was liste d among the US 1 Transportation Study's planned transit improvements. Additionally, in order to ensure the success of any p lanned express service, i t will be necessary to have park-and-ride lots in place prior to service implementation. Therefore, locations for the establishment of park-and-ride lots that would serve any potential express routes must be considered early in the development process FIVE-YEAR TRANSIT DEVELOPMENT PLAN: FINANCIAL PLAN Up to this point, the TOP process has not been constrained by fiscal considerations, in accordance with its strategic intent Demographics, survey results community input in various forms and peer and trend analyses have all been used to assess the demand for transit service and to identify mobility needs in Volusia County. The recommendations presented herein have been based on previous findings and future directions. The final step in the trans" development plan process is to estimate costs for these recommendations and compare them against current and anticipated financial resources. Table ES-9 p resents the most recent five-year budget estimate prepared by VOTRAN. This budget includes costs for the express bus service to Orlando for FY 2000, as well as projected increas ed ridership for ADA complementary paratransit service. The budget also assumes that there is no increase in the arnount of local tax funds that VOTRAN will receive over the next five years. Tables ES-10 and ES-11 present the costs associated with the funded and unfunded recommendations, respectively, and the projected dates of implementation. These costs are based on severa l assumptions for items, ranging from unit cost per bus shelter to the average cost per revenue mile (or revenue hour) for route modifications. These are the most reasonable assumptions available, but cost estimates should be refined at the time the recommen dations are implemented, when greater deta il will be available. Tables ES-12 and ES-13 present the capital and operating costs of the funded and unfunded recommended pro jects respectively, by the fiscal year of implem entation. Tables ES-14 and ES-15, then, present each project's operating and capital costs, respectively, distributed among the potential funding sources for each. ES-45


Finally, Table ES-16 comp i les the data from the previous tables and presents a summary of VOTRAN's add i tional fund i ng needs for the TOP s five-year time frame based on its existing operat ing and cap ital costs as well as the costs associated with the TOP s unfunded recommendations It should be noted that VOTRAN i s currently operating under a conslrained bud get. Thus, priorities must be revised based on fiscal const r aints, or potential new funding sources must be identified for implementation of the recommendations. Es-46


Table ES-9 Alternative 1: VOTRAN Five-Year Plan, 2000-2004 No Extra Service Over Present FY01-02 EXPENDITURES $ 1 1 .099.5<7 5 1 1 43 2 .533 $11,775 ,509 $12 128 ,775 R i dersh ip lnGtease $65,789 $73,562 $82,253 $91, 970 Reserve foe claims & WIC $645,000 $645,000 $645,000 $645, 000 TotaJ Expenses $11,810,336 $12,151,0 95 $12,502,762 $12,865,745 REVENUES Operating Revenues P:3teb0x e s $1,659,414 $1, 739 053 $ ,786,1&6 $1 838.730 ADA Revenue $5 298 $ 10,939 $16, 947 $23 ,345 Adverlisi n g $72 000 $42,000 $42,000 542 00 0 Service Contracts $330 987 5330 987 5330 987 $330. 987 lnteresl Revenues $100,000 $35, 000 so $0 MiSc. Revenues $7 ,0.3 $ 7,043 $ 7,043 $7,0.3 Tota l Operating Re-venut'S $2.17 4.742 $2 165,022 $2,185,133 $2,242 105 Federal Funds $96 684 596.684 $96,684 $96, 684 Fede"'l Main tenance Funds $541 ,5 93 $557, 174 $573,534 $590,713 STP Funding $115.500 $115,500 $267 000 $267,000 Slate Funds $1, 323 067 $1,41 1 ,48 1 5 1 516,517 $ 1 ,662 0 1 3 Section 18 $134 800 5 134,800 $134,800 $ 1 34,800 T. D Funds $480 26 1 5480 ,261 $480 .26 1 5480,26 1 tocal T ax F u nO's $4,595,392 $4 595.392 $4,595 ,392 $4 595,392 Medicai d $ 1 ,525 7 98 $ 1,525, 798 $1, 525,798 $1, 525,798 TOUII Revenues $10,987,837 $11,082,112 $11,375,119 $11 ,594,766 Net Funds Avai lable ($8 22, 499) (S 1 068 983) ($1,12 7,643) ($1.270,979) Prior Year Ca.ny Forwa.n:l $1.296 629 5474,130 so so Local Share of Capl1al $0 so $0 so Nal Cany Fo;ward $474,130 so so so U1lfunded Sel\lloe so $594 ,853 $1, 127 643 $ 1. 270 ,9 79 Property Value $13, 538,476 ,351 S 1 3 ,n3,384, 687 $ 1 4,014 398.569 $ 1 4 ,25 9,650,54-4 Rol l back Tax Rale 0 000339 0.000334 0 000328 o.ooOJn lnc:reasG to Tax Rate 0 000043 0 000080 0.000089 TOTAL TAX RATE 0.000339 o.ooo3n 0 000408 0.000411 BASE FARE $1.00 S I .OO $ 1 .00 $1. 00 1Assumes that ther e iS oo increase i n the amount of local tax funds recefved by VOTRAN. FYO:I-M $ 1 2,492,638 $10 2 ,838 $64 5,000 $13,240,474 $1,890,822 $30,157 $42,000 $330 987 so $7,0.3 $2,301 009 $96,684 $508, 687 $206 000 $1.715.600 $ 1 34,800 $4$0,281 $4.595,392 $1,525 798 $11,664,23 1 ($1, 576.243) so so $0 $1,576,243 $14,509,194 428 0.000317 0 000 1 09 0.000.25 $1. 00 ES47


ES -4 8 Tabl e ES-10 VOTRAN Tra nsit Development Plan Estima t ed Cost s o f F unded R ecommen d a tions .h > .f l 1\' ;-;;i..-, J_,.!, An ',..I . Ann. Farebox .-:k / (. nua :l .... . __ .,,. .. "' ,-.... l. Un i t Cost : ::-< NUmPtr of .,_ .. _,., COSt Revenue1 : .. ,, ,-<.:; $$),. Uniti ._ "-_.-,"". . r,,. ,r,' """. '(it)"1999 $$).:" (In 1999 $5) -;._ '!':. ............ r:.,!:if_ f,-._-, . -.,;, ; .. . 2c. SeMoo to Nonhwest Vofus i a Cutaway) $e1. 292 1 nlo nla 7. Bus Shelter$/AmGnitiGS $4,410 76 nla nla 8. Supers tops $28 ,941 5 nla nla 10 Bus Replacement 30..foot Buse-s $24(),000 2 nla nla 35-foot Buses $267. 000 3 nla nla 10. Trolley Replacement $242 956 4 nla nlo 10. Paralransit Vehicle Repl acement 2 2 .toot Cutaways $53,760 25 n/a nla 21>1oot Cutowayo $61,292 8 n/a nla 1$. 1 Express U nk nla nlo $626,408 $40,33 1 17. C$pitatlzed Maintenance nla nla nla nla 18. Maintena n ce Equipm&nliShop Tools nla nla nla nla 19. Office Equip m ent nla nla nla nla 20. Computer Software nla nla nlo nla 21. Facility RenovaUon nla nla nla nla 22. Van pool Veh i cle Repl acem e nt/Expansion $40 517 20 nla nla 24 t ntermodal Transportation Facility (construct ion) nla nla nla nla 25. Beach Tram Service -Trams (3 power units, 5 trailing u n its, m isc .equip ) nla nla nla nla Replacement (all power & trailing u n its) nla nla nla nla 39 Set\1\oo Ve hicle Replacement $35.280 10 nla nla 40. RadiO Replacement nla entite fteellbaso nla nla 41. Fareoox. ReplaoementiUr!Qr ade nla entire fleet nla n lo Total Fiscal Yfars .. CSpHat COot Affecte

T able ES1 1 VOTRAN Transit Deve l opment Pl a n Es t imated Costs of Un fu nded R ecommendatio n s :to Annual Ann, Farebok I " '' .;Unit Cool Nunlber of ap.rallng C-os\ Rovenut .. 'AC-t orf (In 1899$s) .""-' ( I n 1999$s) (In 1989 h) . 2c. Service to N orthwest Votusls (operation) 1 $44 77/hour 3,991 houra $178 677 $26,266 15 l-ot Expren Unk nla nla $626,408 $00, 331 23. Special EYOnto Tran&,oenaion Plan $75, 000 I ""' ""' 24. lnlefmOdal T-llon Faciily (_.lion) ""' ""' $91 ,580 tVa 25. Beach Tram(aperaUon)' S. 771tloor 8,760hours S392 185 so 33. I ncrease Frequency on Beach Trolley Operation to 30 minutes)' $44 77/hou r 9,745 houte $436, 2 81 $43,628 -Ope ration (30 to t5 minutes) 1 $44 .77/hOUt 19, 490 hours $872,58 2 $87,25 6 Trolley Buses $ 242,956 4 nla n la 35. Saturday Servloe on R.outo 18 1 S 2.821mllo 1 8 274 mil es $51 ,533 $3,9 17 37. lnaease F roquoncy on Roule 18 Opera11on 1 $2.82/milo 109 ,642 miles $30 9,190 $28,668 Bus (35 fool) $267 000 1 ""' nla 38. lnctease Span of SoMu (Mon.S..l11;()C)p.m.)' flxed-RouloStMco $2.$2/nile 116.9751Tilcs $ 329;870 $48, 491 $25.00111our 8.490 ...... $212. 24S tVa 44. lnc:rease Sunday Servlc:e 1 $2. 82/mile 53.560 miles $22. 203 46 Paratran5it Taxi Vovc:her Program 1 $2. 1311rip 4,6()8111ps $9,815 n lo 49. l nO'tla.se o r Service in US 1 Cotridor OpGrallon 1 $2. 82/mllo 1 62,128 milO$ $ 513,601 $125 068 Buses (35 fool)_ $267.000 3 nra nro Total Ctpltal Cost nla nla $75 ,000 nla nla nla nla $1 ,099 529 nla n la $294,368 nta nla nta nlo nlo ___ $ 1 022, 302 __ 'Uses fully-allocated ooslS to generate estimated a nnual operating OO$t; however. aC'luallnctemental oosts mcry be less for initial rout e expansion. F1aeal Years Affected 2000 2000 :200044 :200044 2001 I 2002-04 I 2000 3 2001 2001-04 2001 2003-04 2004 I 2004 ----------1Fsrebox revenue Is dortved u5ing lhe farebOx recovaty ratio for lhtl'oute(s) beittg mOdlflod. FOJ rout e ffequeney inaeases., lhough the revtnutls onl y based on 61% of the farebet rec:qvery ratiO {saMoe e&esticity of 0 6 1). The farebox revenue fot 4Wetling and weekend seMoe hlprovt:ments is baSGd on 50% of lhe S)'Siom aYetage, 01 14.7%. F unding (FTA 5307 -SlP) 1$ .-lor o pottion of tho ...,Oiai<>O$l$1or lhese recommondallono In .-.ed yeats ES-49


ES-50 Table ES-12 VOTRAN Transit Development Plan Estimated Operating and Capital Costs of Funded Recommendations by Fiscal Year . "' ,. FY 2000 ,., ;f FY2o01 .' -<;i0:FY 2002 . F't'20CM Total FY 2000 ; ,FX to04 ;i.> . .. . . "' f' ' $ . --:.,:, .. .;.1 _ _., Acilon .v ... Ooeiatlnil 0..,.ung Cop\111 COp\lal -g c.-pi'liil Qperafirog c.,; ... ()perMing Ceplle\ ... ,_r.,. ... J. ... _.t:;. .. : Cool -ecm Cost .. cost COst Coot Cost Cost Cost eo.. .. SetViee lo NW Vo.\IW (vehicle) so $64,357 so so so so so so so so so $64,357 7 Sus SheltoNAmeniliO$ so $'78,719 so $12,7<44 so so $9t,127 so so $3:65,060 8 Supentops so $30,38$ so so so $33.503 so $70,358 so $38.937 so S171 18.4 bus Replacement 10. -30-foot 811ses so $504.000 so 10 so 10 so so so so so $50<. 000 3S-foot Bu&o& so so so so so $927 ,258 10 so so so so $927,256 10. T rolley ReplecemeM so ,,,020.415 so so so so so so $0 so so $1,020,415 10. Pe.,.lran&M Vei'K:\9 Replacement 22-tool Ctt l"ays so $2'82.240 so so so $435..637 so l100.037 so $6$6,12:9 so $1,600,043 26-tool Cul.-w&y$ so so so so so $2e'l.313 so sm.oo3 so so so $581.&16 IS. l-i Exl)fflas Link' $584,060 so so so so so so $0 $0 so $584,000 .. 17. Capi'lalited Mtlntenance so s541.m so $S57.\74 so $1.057,897 so $2,137 ,876 so $608,867 so $4,91Xl.227 18. Msineel\8tloe 6qulpment1Shop T 001$ so $109,496 so $14(1.153 so $ 1 74.335 so $205,029 so $209.862 $0 $83!),005 1 9 Offioo Eqvip'nen1 so $15,000 so $25,000 so $50,000 so $15.000 so sso.ooo so $155,000 20. Sittw3.ro so $ 12,500 $0 $22,450 $0 $258,457 $0 130$,943 so S300.000 so $000,350 21 faolily ReoovMbn so $20 500 so $2t625 so $22 .602 so $.2'3.731 so $24,913 so $113.276 22. V;snoool VOhlcle Repiaoementi'Exp. $0 $ 170,171 so $17$.680 so $187,$14 $0 $196,995 so $206.344 so $940,3()4 24. lntetmodal Troi'I$J)Oit&11on $0 $1,803,000 so so so IO $0 so $0 so so $1,803,000 25. 8eac:h Tram StMce so $eg7,000 so so so so so so $0 $766.433 so $1.483.433 39 SeNice Replaeoment so $37,04.4 so $77,792 so $122.523 so $65.766 so $90 054 so $.413 .1 79 40. Radio Replae.ot'fllenl so so so $1.500.000 $0 so so so so so so $1.500,000 ... Farsbo11 Repl&umoni/Vpgrado so so so $588,110 so so so so so so so $$86, 110 I Tott i by Fiscal Yr $$M,OIG $5,3:88,423 so $3,122,228 so $3,140 ,926 so $3,826,883 so $$,095,587 S$8.4,060 $18,872,007 'Operating and capital oosts are Inflated at 5 percent per year service opefSting COS-Is use fully-allocated system costs and are then reduced by prOjedGd fare reYGnu&.s. Aclual inetemental oosts may be less for initia l route expansion.


Table ES-13 VOTRAN Transit Development Plan Estimated Operating and Capita l Costs of Unfunded Recommendations by F iscal Year ::::,:.- '" .... ... ..,w ,.,. _,;. ,. F:v oo:t .;: ;' . T rv '20o.c Tota:l FY 2ooo .. -,.. . '' J?' _, . ... t ';: (,por3tlog -.:--.; 'Copll>l '-.. i l 0P.ef311ng ;ll)i l 3 f c..il11 1 OJ)er31it'lg C;)pif-,< , -i$ ,.:. ..... .t:. ... Zc. SeNieo to NW (OPOt31iOn): $160,032 $0 $ 186,083 $0 $176 435 $0 $185, 257 so $194,519 so $664,276 $0 7. Bus Shellers/Amtnitios $0 $0 $0 $16,428 so $0 $0 so so so $0 $1EI,426 15. 1-4 lklk' so $0 S6 1 3,283 $0 $643, 927 $0 $876,123 so $ 709,9 29 so $2,643.242 $0 23. SpeCial f\ieniS Traos porlallon Plan $0 $76,000 $0 $0 so lO $0 $0 $0 s o $0 $76,000 24. ((ltermxfal Transpor1811on Facility $00,159 $0 $ 1 00,967 $0 $1()8,0 15 lO $111,31(1 $0 $ 111$,892 $0 $531.339 $0 25 BW.h Tr.am SeMoe 2 $205 ,897 $0 $432.384 $0 $454,000 so $476 .700 so $500.538 s o $2.069.S25 $0 33. lncresse Fre quency on B eech T ro lleyu $0 $255.104 $4:)2,900 $267..659 $909.000 $'-8 1 ,252 $954.544 $ 1 ,002.212 $0 S3.298.t!06 $ 1.09 9,530 35. Saturday Service on Routo 1 8 1 $0 $0 $52,497 $0 $55 12 1 $0 $57,878 $0 $60,7 7 1 so $226.267 $0 37. lncfease Fr oqucncy on Rootc 18 1 so 10 $30 9.276 $294,368 $324 739 $0 $340,978 $0 $358.025 so $ 1 ,33 3, 0 16 $294.386 3$. lncfOOSO Stx"tn ol Sorvi (M&II. 11:00 p.m.) 1 $ 0 $0 $544,220 $0 $ 571.-iS t $0 $900,005 $0 $945, 0 05 $0 $2,96 0, 6 61 $0 44. lnctease Sunday t $0 10 $ 71,02 10 $74,572 so $156.601 $0 $164,431 so $46$.625 $0 I 46. T

Tab l e E S-14 VOTRAN Transit Develop m ent Pl an Distribution of Est i mated Operating Costs of Recommendations Among Potenti al Fund ing Sources by Fiscal Year ....... FY 2000 FY 2001 FY2002 FY 2003 FYZOOC 2<. SeMce to N0t01we$C Vo1uW Caodl'dats FOOT SeMoe Oev. (50%)-FY $80, 016 $8.4.01 1 s o so so Unlunded Local (SO%) FY 00.01 $80, 016 so so so unruncted Loca l ( 10 0%) FY 02.()4 so so $176,435 $18$.257 $194,519 1$. 1 4 Exp r t$$ l i nk : F OOT SeNioe Oean Cotridof (100%} FV so S613,26l S643,927 $676,123 $709,929 24. lntermodal T ranspOrtalitm F" acility Unfunc5ed Loca l ( 1 00%) $96.159 $100,967 $10&.015 $111.316 5116.882 2$. Seach 1 CandidaiJe FOOT Set\'iee Oev. FV 00.01 $10 2.949 $216,192 so so so Vnfundod L.oc:al (60%} FY 00.01 $216 ,192 so $0 so Utltunded Local { 100%) -FY 02.04 so so $454,003 $476, 7tJa $50() ,538 33. I ncrease Ff'9Q11$ncy ot1 BesCh Tr Olley l UnfwlciOO ( 1 00% ) so $432.900 $.909,090 $954,544 $ 1 ,002.272 35. Saturday s.Moc 011 f{Ut1t 18: Unfl.l'lded Local (1\.10%) so SS2,49 ? $55,1 2 1 $57,878 $60.77 1 3 7 tncreese Frect\ll&nc.y O h ROU46 1&: Unfuncled Local (tOO% ) so $300..216 $324.739 $340,91$ $356. Q25 38. lnc:tease S9an of (M-Sal. 11 :oo p m } : C&OOidate FOOT Sel'llioe Dev {50%) FY $0 S272. 11Q $285,718 $0 so C3ndid818 FOOT WAGES (SO%) FY 03-04 !<> so so ....,,000 $472,503 U nfur4ed Local (50%) FY 0 1 -04 !<> $272,11 0 $235, 7 1 8 ....,,000 $472,503 44 lnaease Sunday Service 1 Unfunded Local (100%) $0 $71 ()2 1 $74.572 $156.601 $1$4,431 ... PatStrs n sit Ta:ii VOUCher Progsm Unfunded Local ( 100%) $0 $ 10.821 $11.362 $11, 9(30 $12.527 Increase Frequency or Servloe in US 1 Cotrld'Ot) l..Wt.ttlclod"l..31 ( 100%) $0 $0 so $0 $494,703 F11ncld Co.b FOOT SeMc:e oeveropmen1 $292 030 $0 so so so Local sm.oso !<> so so so s ....... $584 080 $0 .. so $0 Unf\lnded Costs Candidate FOOT S.rvicc $1$2.9$5 $.512.31 9 f.28$,7t$ .. $0 Qln

Table ES-15 VOTRAN Transit De velopment Plan Distribution of Esti mated Capital Costs o f Recommendations Among Potential Funding Sources by Fiscal Year' ........ FY 2.<>00. FY2001 FV.2002 FY200S FY>OO< 2<. StwVioe 10 Nortt'rNSst Vol1.'$ia: FTA5301 { 100%) $64,357 10 so 10 $0 1 81.1$ Sheltet$1Ameniti e$ FTA530 7 $12 ,744 $$6 787 !91,127 $$$.&.!13 Unfunded Local $0 $18,428 so $0 so Superstops FTA 53G7 { 100%) $30,$33 $0 $33,505 $70,356 $36,937 1 0. BU$ Rel)lacemer..t FTA5307 $504 ,000 so $,27,308 so so STP $0 so $799,950 so so T rolcy FTA 5307 (100%) $1,020,415 so so so so 1 0 Par81r3flSil Vehide Re!*loet'l'll!nl FTA5S07 .240 so $ 719.450 so SS-3. no STP $0 so so $494,1)40 S322.350 11 C&,Pitalized FTA 5307 (100%) $54 1 ,5$3 $..."67 ,1].; $ t,057,897 $2,137,876 S&Oe.$87 TOOl $ FTA 5307 ( tOO%) $109,496 $140.753 $17 '.835 $205,029 SZ09.88 2 19. Offioo fipmcnt FTA 5307 ( tOO%) $15,000 $25,000 $50,000 $15, 000 $50,000 20. Con'Qutsr Softw'are FT A 5307 ( 100%) $12, 5(10 S22ASO $258 ,457 $306,943 $300,000 2 1 F aeility Renov .. FfA 5307 ( 1 00%) $20,500 $2t .52S $22,602 $23,7;3:1 $211.918 22 Vsnj)OOI Vehlde Replacement/Expansion FTA5307 $170. 171 $17&.6&0 $ 187,614 $186.400 S2C6.8<4 STP so $ 0 $0 $10,595 so 23. Special Events T tsnsportatlo n Plan UntondeO' Private ( 100%) $75,000 so $0 $0 so .... lntei'J'I"'Ida l Facility FTA 5309 (100%) $1.803.000 .. $0 $0 so 23. Beach Tl'3m Se:vlce FTA 5309 (100%) FY 00 only .. so so $0 FTA 5307 (100%) FY 04 ont1 .. so so so $788.433 33. l nctease Frequency on Beach Trolley FTA5307 S235,805 $0 $281 ..252 so so unfuoded Local $ 19 ,299 $267, 85'9 so so .. STP ( 100%} FY OS only $0 .. so S295,.315 $0 $1. Increase Freqooocy on Route 1 8 UnNMt LC31. ( 100%) so $294 ,36$ so $0 .. 39 Scrviee: Vehicle Replacement FTA 5307 (100%) $37,044 sn.792 $122:..$23 ses .1ee $90, 05C 40. Radio R e;llaccmc m FTA5307 ( 100%) so $1,SCO,OOO $0 $0 $0 'Capita l costs are inflated a t 5 percent per year TOTAL $&4.36'1 $38t .488 so $171.184 $631.308 $799.950 $1,020.4 1 5 $1,06$,439 $1 .118.300 $4,90)...2:27 $839,995 $156,000 S900.350 S 113,276 $92:9.709 $10.595 $75,000 $1 803.000 $897.000 $786.433 $$17,0$7 $287 .158 $295.315 $294 .... $41 3 ,179 $1.500 000 ES


Tab l e ES-15 (continued) VOTRAN Transit Development Plan Distribution of Estimated Capital Costs of Rec ommendations Among Potentia l Funding Sources by F i scal Year' . FY ZOOO FY 2001 FY2 FY2<>04 ... FTA 5SG7 (1C0%) so S586 110 $ 0 so $0 Increase Requeney ct Service I n US 1 Cotridor FTA5SG7 so so $ 0 so S649,0t1 Unfunded loca l $0 s o s o so $373,291 Fu nded Cipfta l Co.sb FTA5307 $),122 228 $3, 122,223 $3,12 2.228 $3.122,223 $3.1 22.223 FTA5309 $2..500.000 s o so so so Sl'P so $0 $ 799,950 $799 ,950 $622 350 Loca l so so so s o s o Subto&al $5,1&22,228 $3,1.22.,22 8 $3.,t22,118 U,W.178 $3, 744,.$78 Unl\rndtd Capita l Costs Private $75,000 so so so so Loaol S 19,299 $57 4,6$ so so $373,291 SN,2te S$7&6$$ so so $373.21U TOTAl. $$,716,$27 $3.700 ,813 $3,t:Z2,178 U,i22,178 $1,117,869 'Cap i ta l coslS are i nfl a ted a t 5 percent year ES-54 TOTAL S586,1t 0 $649,01 1 $1$,6 1 1 ,140 S2.SOO.OOO $2,21.2,250 so $20,333..390 $75,000 S971,24S ''.N&.24S $21,379 ,635


Tab l e ES-16 VOTRAN Transit Developme n t Plan Operat i ng and Capita l Budget Summary Proj ecte d Expenses, Revenues and Unfunded N eeds It e m FY2000 FY 2001 FY 2002 FY2003 O P E RATING Original V OTRAN Operating COSts $ 11, 744,54 7 $ 1 2 077 .533 $1 2, 420,509 $ 1 2 773,775 $ 1 3 ,137.638 Projected Increase in TO Service Colts $57.586 586.3 2 5 $74, 390 $ 81.005 lnc

ES.56 This is a blank page


Download Options

Choose Size
Choose file type
Cite this item close


Cras ut cursus ante, a fringilla nunc. Mauris lorem nunc, cursus sit amet enim ac, vehicula vestibulum mi. Mauris viverra nisl vel enim faucibus porta. Praesent sit amet ornare diam, non finibus nulla.


Cras efficitur magna et sapien varius, luctus ullamcorper dolor convallis. Orci varius natoque penatibus et magnis dis parturient montes, nascetur ridiculus mus. Fusce sit amet justo ut erat laoreet congue sed a ante.


Phasellus ornare in augue eu imperdiet. Donec malesuada sapien ante, at vehicula orci tempor molestie. Proin vitae urna elit. Pellentesque vitae nisi et diam euismod malesuada aliquet non erat.


Nunc fringilla dolor ut dictum placerat. Proin ac neque rutrum, consectetur ligula id, laoreet ligula. Nulla lorem massa, consectetur vitae consequat in, lobortis at dolor. Nunc sed leo odio.