Florida five-year transportation disadvantaged plan, 1992-1996

Florida five-year transportation disadvantaged plan, 1992-1996

Material Information

Florida five-year transportation disadvantaged plan, 1992-1996
Series Title:
Technical memorandum ;
Florida -- Commission for the Transportation Disadvantaged
Florida -- Dept. of Transportation
University of South Florida -- Center for Urban Transportation
Place of Publication:
Tampa, Fla
Center for Urban Transportation Research, College of Engineering, University of South Florida
Publication Date:
Physical Description:
5 v. in 4 : ill., maps ; 28 cm.


Subjects / Keywords:
People with disabilities -- Transportation -- Planning -- Florida ( lcsh )
Paratransit services -- Planning -- Florida ( lcsh )
Older people -- Transportation -- Planning -- Florida ( lcsh )
government publication (state, provincial, terriorial, dependent) ( marcgt )
bibliography ( marcgt )
non-fiction ( marcgt )


Includes bibliographical references.
Additional Physical Form:
Also issued online.
General Note:
Executive summary for each report also separately issued.
General Note:
Vols. 3 and 4 in one volume.
Statement of Responsibility:
prepared for the Florida Transportation Disadvantaged Commission and the Florida Dept. of Transportation by the Center for Urban Transportation Research, College of Engineering, University of South Florida.

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:
001909532 ( ALEPH )
35862345 ( OCLC )
C01-00203 ( USFLDC DOI )
c1.203 ( USFLDC Handle )

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Florida five-year transportation disadvantaged plan, 1992-1996 /
prepared for the Florida Transportation Disadvantaged Commission and the Florida Dept. of Transportation by the Center for Urban Transportation Research, College of Engineering, University of South Florida.
Tampa, Fla. :
Center for Urban Transportation Research, College of Engineering, University of South Florida,
5 v. in 4 :
ill., maps ;
28 cm.
Technical memorandum ;
v no. 1-5
Executive summary for each report also separately issued.
v. 1. Introduction and historical perspective -- v. 2. Performance evaluation and attitudinal survey -- v. 3. Population and demand forecasts -- v. 4. Cost and funding -- v. 5. Goals and objectives.
Vols. 3 and 4 in one volume.
Includes bibliographical references.
Also issued online.
People with disabilities
z Florida
x Transportation
Paratransit services
Older people
Dept. of Transportation.
University of South Florida.
Center for Urban Transportation.
Technical memorandum (University of South Florida. Center for Urban Transportation) ;
no. 1-5
t Center for Urban Transportation Research Publications [USF].
4 856
u http://digital.lib.usf.edu/?c1.203


FLORIDA FIVE-YEAR TRANSPORTATION DISADVANTAGED PLAN 19921996 Technical Memorandum No. 2 Performance Evaluation and Attitudinal Survey EXECUTIVE SUMMARY Prepared for the Florida Transportation Disadvantaged Commission and the Florida Department of Transportation by the Center for Urban Transportation Research College of Engineering University of South Florida May 1991


PREFACE This is the summary for the second of five technical memoranda >be produced by the Center for Urban Transportation Research (CUTR) for the 'ransportation Disadvantaged Commission and the Florida Department of ransportation. These memoranda, along with a final report, will comprise the 1orida Five-Year Transportation Disadvantaged Plan that is mandated by Chapter 27. 013 ( 14 ), Florida Statutes. Technical Memorandum No. 1 provided an introduction and historical erspective to transportation disadvantaged services in Florida. Technical 1emorandum No. 2 reports on statewide operating data, on results of an attitudinal nd needs survey, and on an evaluation of the existing transportation disadvantaged ystem in Florida. Technical Memorandum No. 3 will present demand forecasts or transportation disadvantaged transportation services over the next five years. rechnical Memorandum No. 4 will provide estimates of the cost of meeting the lemand and will explore the ability of cu"ent funding resources to meet that cost. rechnical Memorandum No. 5 will discuss policy issues, goals and objectives, and mplementation strategies. The preparation of this report has been financed in part through a grant from the U.S. Department of Transportation, Urba n Mass Transportation Administration, under the Urban Mass Transportation Act of 1964, as amended.


FLORIDA FIVE-YEAR TRANSPORTATION DISADVANTAGED PLAN Technical Memorandum No. 2 EXECUTIVE SUMMARY The technical memorandum that is summarized here provides a comprehensive review and analysis of the available data on transportation services for the transportation disadvantaged in the state of Florida. While data availability, quality, and detail are less than optimal (especially for years prior to 1987) the information does provide a strong basis fo r understanding the performance and trends of Florida 1D s ervices. The performance evaluat ion described in Technical Memorandum No. 2 covers the five -year period from 1985 to 1989 and addresses transportation disadvantaged (ID) services coordinated by the Florida Transportation Disadvan taged Commission. The commission is an independent agency serving as the policy development and imp lementing agency for Flor ida's 1D progra m. A major responsibility of the commission is to contract with local community transportation coordinators (also referred to as local coordinators or CTCs) fo r the delivery of 1D services. The number of counti es in the coordinated system grew from 47 to 63 between 1985 and 1989. By the end of fiscal year 1989 (all years are fiscal years unless otherwise noted), the commission had entered into formal agre ements with 48 local coordinators to provide service in the 63 coordinated counties. Local coordinators differ by organization type, by how service is provided, and by type of service provided. As shown in Table 1, a ere may be a private non-profit or private for-profit


EXECUTIVE S UMMARY organization, a government agency, or a public transit agency. In 1989, 33 o f the 48 coordinators were private non-profit organizations. Some coordinators operate all of the TD transportation service in the i r counties a n d are referred t o as single-providers. Others contract out all of the service to other operators and are referred to as brokers. Those who do a combina t ion of opera t ing and contracting are referred to as mul t i-providers. More than half (28) of the coord i nators are sing l e-providers. TABLE 1. CTCs by Orga n iz a tion and Network Type, 1989. Type of Type of N etwork Total Orga n i zation SingleM ultiProvider Provider B r o ker Private Non-Prof i t 24 7 2 33 Priva t e For-Profi t 1 1 0 2 Government Agency 3 1 3 7 Public Transh Agency 0 5 1 6 T tlil ... . ' : . .:: .. ,.,{ . . 0 ., '?t . . . 28 . : 6 .. . '-'48 . . , ' . . . .. Specialized transportation services for t ransportation disadvantaged person s often are referred to as par atransit or demandresponsive services These services prov ide ori g i n-to-destination service on demand. T h e service usually is curb-to-curb but can be portal-to-portal for those requiring ass istance fr o m their house to the vehicle. Coordinators also have established fixed-r oute and subscription services in areas where trip needs among 1D passengers are similar Para transit services are provided with a variety of vehicles, i n cluding au t omobiles, t axicabs vans, and mini-buses. M edicabs, which can transport stretcher-bound persons, usually a r e available for t hose with more serious mobility limita t ions In addi tion, the J oint Use School Bus Program has led t o the use of school buses for transportation of TD persons when the buses are not in use transporting students. TD service is operated in a var i ety of environme n ts, ranging from dense l y popu lated urban areas t o remote rur al communities. D i ffere n ces among 2


EXECUTIVE SUMMARY coordina t o r s a lso include facto r s suc h as years o f operational e xperi e nc e and trip-type focus ( for example, medical versus non-me d ical). In s ho r t the ID program is composed of many complex and unique c o o rd inator s. The diversity found among the various cres and the operators within t heir networks will invar i ably lead to signif i cant differences in operating performance The number of passenger tri ps reported by the loca I coordinators increased from 1.6 million in 1985 t o 6.2 million in 1989 as shown i n Figure 1. Most of that increase is a r esult of Millions 6 ---------ADCTC. -Aorualizcd Gmwth Jaw.-.j0;6jb 19&5 1986 1987 1988 1989 FIGURE 1. Pauenger trips, 1985-1989. increases in the number of counties a n d coordinators providing data t o the ID Commission, r ather than of actua l new t rips To determine the trend for existing networks, operati ng statistics also were evaluated for those 3


EXECUTIVE SUMMARY coordina t ors (25) that submitted ail n ilal operating reports in all five y e ars From 1985 to 1989 this base of25 CfCs experienced an average annual growth in passenger trips of 8.2 percent. Total operating costs increased from $7 million in 1985 to $33.5 million in 1989, as shown in Figure 2. Most of the increase, as noted previously, is due to increases in reporting For the 25 base CTCs, expenditures increased from $6.8 million to $11.3 million, or 13.6 percent per year. $40 Millions $30 ......... . . ....... ....... _ ,_ .,,,_,, . . ........ . .. , __ , , _ , , ___ ,_ , ............. . . . _, _ _ , lll!CfCs s20 -----------1985 1986 1987 1988 1939 FIGURE 2. Operating costa, 1985-1989. *Annual (m annualized) growth, us used hert re[trs to an annual ccmpounded percentage change. Thi s raJe is different from a simple average rtllt, which is derived by dividing /he perr:mtage change over a perifJd l>y the number of yetll$ in the period. For instance, a 100 percent increase over 101 yeafS is a simple average of 10 percent per year, whereas an annualized increase (which i ncludes compounding) of 10 percent per year will result in a 100 percent increase in seven years. 4


EXECUTIVE SUMMARY The cost of providing service was e valuated using two performance measures: operating cost per passenger t r ip and operating cost per vehicle mile. These measures were calcu lated for the coordinated sys tem (i.e all CfCs) and adjusted for inflation using the national inflation rate as defined by the percentage change in the consumer price index (CPI) As shown in Figure 3, operating cost per tri p for the coordinated system (all CfCs) increased from $4.43 to $5.39, an annualized growth rate of 5.0 percent per year Adjusted for inflation, real operating cost per passenger tri p in 1989 (expressed in 1985 dollars) was $4.68 which is equivalent to an annualized increase of 1 .4 percent per year. $7.00 $6.00 Inflation 1985 $s $5.00 $4.00 $3.00 $2.00 $1.00 $0.00 1985 1986 1987 1988 1989 FIGURE J. Operatillg c:ost per pauenger trip, all CTCa. *Adjusting for inflation convens costs from a number oj)'CIJTS to a base year equivalent in this case, 1985 dollars. Using this technique, tlte real in co-sts over a trend period can be shown. The temt "real" is used to refer to in costs that are due to in se111ice lel'tiS or productivity rather than to inflation-or def/a1ion. **All CTCs, r/Jlher than just the 25 base CTCs, are inchtded in these calculations because the data inttrpreliJ!ion problem resulting from new CTCs re[JOI'fing is eliminated with t he use of unit costs, or ralics. 5


EXECUTIVE SUMMARY As shown in Figure 4, operating cost per vehicle mile increased from $1.04 in 1985 to $1.24 in 1989, or 4.5 perc e nt per year. Operating cost per vehicle mile was $1.08 in 1989 when adjus ted for inflation. Based on this inflation-revised val ue, annualized growth was 0.9 percent per year. $1.80 $1.60 $1.40 $1.20 $1.00 $.80 $.60 $.40 $.20 $0.00 +................................ lnflation Ill 198' $s 1985 1986 1987 1988 1989 FIGURE 4. Operating cost per vehicle mlle, all CTCs. Although the increases in the overall unit costs of providing service have been moderate, there have been significant increases in some spec i fic expenditu r e categories. Figure 5 shows the percent change in individual cost categories from 1985 to 1989 for the base CTCs. The increase in the expenditures on services was nearly three times the next highest increase This increase reflects the grea ter use of contracted transportation operators and outside vehicle maintenance vendors by the CTCs. Insurance, which includes casualty insurance, vehicle insurance,


EXECUTIVE SUMMARY and workmen's compensation, experienced the second highest increase. The decrease in the spending for supplies reflects reduced expense for vehicle parts due to the increase in the use of contracted main t enance, as well as stable fuel prices through the f ive-year period. 430% % +----+-----+----+---+---1----1 lnsui'Qnoe Labor Frfnge s. .. Supplin Other FIGURES Changes in cost for base CTCs, 1985-1989. The changes in the individual expenditure categories were further evaluated to determine how these changes have affected 1D trip costs. Table 2 shows o perating cost per trip for the base cres (i.e., the 25 cres that submitted data in all five years), which is only s lightly different from all CfCs. Insurance costs per trip increased from $0.19 in 1985 to $0.34 in 1989, or, discounting for inflation, to $0.30. Thus, the dollar increase in in surance cost per trip is small, adding only $0.15 per trip in current dollars over the five year period, or $0.11 per tri p in 1985 dollars. 7


EXECUTIVE SUMMARY TABLE Z. A v erage Operati n g Cost pe r Trip for B ase CTCs. : Category ;: .. : :.1985 Labor $2.22 Fringe 49 .21 Supplies .88 I nsurance .19 Other .42 I : . ToiaJ . i . $4 41' .. . ('89 $&). 1989 ('85'$s) $2.36 $2 05 . 63 55 .82 .71 .54 .47 .34 .30 .66 .57 $5 : 35 : . . .. From 1985 to 1 989, t here was a d r amatic increase i n loca l f und i ng o f 1D trips As sh o wn in T able 3, funding provided by l ocal sources increased from 11.8 percent of total operati ng funds to 36.6 percen t These funds i nclude loca l governme n t subsid i es and oper ating revenue (e.g passe nger fares and charter revenue). This i n crease is parti ally the res u l t o f n ew cres repor ting Amon g t h e base cres, funds prov ided from local sour ces increased from 1 2 1 perc e nt o f total operating funds t o 25. 7 per cent. Operating funds pro v ided by t he feder a l and state departmen t s o f T ransportation have not kept pace with gro wt h in t he 1D program Although funds received from thes e sources increased slightly since 1985, the percent of total funds received from both s o urces droppe d from 31.6 percent of total o p erating funds in 1 985 t o 7 6 p erce n t in 1 9 89. The 1D program's largest contribu tors of funds a r e the departments o f Healt h and Human Services (federal) and Health and Rehabili t ati v e Services (state) These sources have i ncrease d s li g h tly their shar e of total funds provided, from 46. 2 percent o f total operating funds i n 1985 to 49.6 p ercen t in 1989. 8


EXECUTIVE SUMMARY TABLE 3. TD Operating Funds by Source as Reported In AORs, 1985 and 1989. ... . . .. . : Funding Source . Departments of Transportation $ 2,256,909 Departments of HHS and HRS 3,302,191 Department of Education (state) 166,420 Department of Community Affairs 516,235 Departments of Labor 41,080 Other Federal Programs 22,228 : percent oi : y ta .. .' 0 31.6% 46.2% 2.3% 7.2% 0.6% 0.3% . : 1989 . _ ,., ..... uwl . : f $ 2,323,435 15,215,952 141,224 506,331 250,945 1,000,520 Local Government 12.248 0.2% 7,623,170 7.6% 49.6% 0.5% 1.6% 0.8% 3.3% 24.8% 11.8% Other Local 827,836 11.6 % 3,623,333 1oo:o% d Includes federal and state In addition to the annual operating reports, TD funding data are available in the annual budget estimates (ABEs) prepared by various state government departments. The ABEs contain the estimated amounts that these departments expect to spend during the coming year on TD transportation throughout the state. The estimates do not include projected loca l spending. In 1989, $50.2 million in federal and state funding was reported in the ABEs, compared with $30.7 million reported in the AORs, which includes $11.2 million in local funds. The primary difference between the ABE and the AOR totals is that the ABE total includes funds spent on TD transportation provided by operators who are not part of the coordinated system. The AOR data are only for operators who have signed agreements with the local cres. (For more information, see Technical Memorandum No.1.) 9 Other areas of performance that were evaluated include reliability, safety, and resource utilization. Table 4 summarizes the trends for the coordinated system. In some areas, such as service


EXECUTIVE SUMMARY reliability, vehicle utilization, and labor productivity, performance t rends have been fav o r able. The trend in ID service safety, as measu red by accidents per 1 00,000 vehicle miles, was unfavorab l e, which may account for some o f the i ncrease in insurance costs. TABLE 4. S u mmary o f O t he f Pedorma nce Trends. '"Perlorniance 'Category . P erfonnailce 'Measure 3 Five"Year'Trend' (1 9 8s-' 11iB9f . : .: ' R el iability Vehicle Miles between Favorable I n creased from 9,120 to Road calls 2 1,312, for a t Oial Increase ol1 3 4 percent. Safe t y Accidents per 1 oo,ooo Unfavorable Increased from 1 .68 i n 1 Vehicl e Miles 1987 (fi r st y ea r data collected) to 2.53 In 1989, for a tot a l Incr eas e of 5 1 percent. Veh i c l e Utilizat ion Veh i cle MWes per Vehicle Favo r able. Incr eas e d f r o m 1 8 ,191 to 25,4t4, for a tOia l increase ol40 percent. La bor Productilftty Pas s enger Trips per Favorable. Increased from 3,64 1 to Emp loyee 4,242, for a t ota l increase of 17 percent .... -.: ... , : ... ...... 10


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