Item U1
BOARD OF COUNTY COMMISSIONERS
AGENDA ITEM SUMMARY
MEETING DATE: JANUARY 19,2005
DIVISION: COMMUNITY SERVICES
BULK ITEM: NO (TIME APPROXIMATE PLEASE)
DEP ARTMENT: COMMUNITY SERVICES
AGENDA ITEM WORDING: Presentation and discussion of the Lower Keys (Key West to Marathon) Fixed Route Bus
Transportation by the FDOT Contracted Consultants on the feasibility study and route survey.
ITEM BACKGROUND: See Attached - This will also be presented to the Key West City Commissioners.
PREVIOUS RELEVANT BOCC ACTION: Presentation given by Myra Hernandez, City of Key West Transportation
Department in 2004.
CONTRACT~GREEMENTCHANGES: N~
STAFF RECOMMENDATION: Presentation and Discussion
TOTAL COST: -0-
BUDGETED: N/A
COST TO COUNTY: -0-
REVENUE PRODUCING: N/A
AMOUNT PER MONTH /YEAR:
DIVISION DIRECTOR APPROVAL
OMB/:~rch~Sing Nj/A .'"
i. '//-~/ /1 - _ ~.--- ....-_J,
I G/{ l:- ( L C . !
Jim Malloch, Division Director
Risk Management N/A
APPROVED BY: County Attorney N/A
DOCUMENTATION: Included
X. Xx To Follow
Not Required
AGENDA ITEM # 1J
DISPOSITION:
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(305) 294-4641
(~.- ...--
BOARD OF COUNTY COMMISSIONERS
Mayor Dixie M. Spehar, District 1
Mayor Pro Tern Olar1es "Sonny" McCoy, District 3
George Neugent, District 2
David P. Rice, District 4
Murray E. Nelson, District 5
January 18, 2005
Dear Mayor and Commissioners:
Please find under this cover letter the "Key West Bus Service Route Development and
Operations Analysis" for your review and information.
This information is in addition to what has been provided to you previously for Agenda
Item "U-l" and will be provided by the Consultants contracted by the FDOT at the
3:30 time approximate oral briefing today as scheduled.
alo
Community Services Division Director
Cc: County Administrator
AY\
Key West Bus Service Route Development and Operational Analysis
Table of Contents
Introduction................................................ ................................. .............. 1
General Demonstration of Need ..............................................................1
Existi ng Services.......................................... ............................................ 7
Employer I Employee Surveys ...............................................................11
. Ridership Estimation........................ ........... ........ ....................... ...... ....... .............. ..12
Ope rati n 9 P I an. ............ . ....................................................................... ... 15
Service Concepts.................... ..... ................................. .................................. .........15
Route and Bus Stop Locations ...............................................................................15
Terminal Stop - Marathon..................................................................................................... 15
Terminal Stop - Key West.................................................................................................... 16
Intermediate Stops................................... .......................... ................................................... 18
Park and Ride and Kiss and Ride Requirements .................................................................. 21
Other Infrastructure Requirements ............................................. .... .... ........ ..... ..... ..... ........... 21
Operati ng Schedu Ie ........................ ........ ........ ......... .......................... .......... ...... ......22
Integration with Miami-Dade - Monroe Express ................................................................. 22
Integrating with Key West Transit (KWT) Loops................................................................ 28
Service Du ri ng Special Events........... ....... ................................... ....... .................. ..28
Recommend Operating Alternative .... ...... ........ .... .... ... ... ... ....... ........ ........ ............. .30
Fleet Size and Operational Staff Requirements.....................................................31
Fleet Size.................................................................................... ........................................... 31
Park and Ride and Other Infrastructure Requirements......................................................... 33
Cost Estimates....................................................................................................................... 33
Organ izational Arrangements..... ....... ......... ........................................................... .34
KWT Operation.............................................................................. ...................................... 34
Private Contractor using KWT Vehicles .............................................................................. 35
Complete Contracting of the Operation................................... .................... ................. ........ 35
One Contractor for both the Existing Upper and Proposed Lower Keys Services ............... 35
Recommended Organizational Arrangement........................................................................ 36
Cone I usions................................ ... ...... ............... .... ... ......... ... .... ... ..... ...... ................ .36
Fi nancial Plan........................................... ..... ..........................................37
Fare Elements.. .... I..... I... II.. I......... ... ........ .......... ..... II' .... II ....... ......... ......1......1..1 ...... II .37
Structure....................................................................................................................... ......... 37
Transfers............................................................................... ................................................ 37
Payment Options.......................................................................... ......................................... 38
Reven ue Forecasts .................................................................................................. 39
Fare Box Revenue Estimate. ............... .............................. ............... ........................... ...... .... 39
Short Term Funding I Budget - JARC Grant Agreement......................................39
Long-term Fundi ng .. ............. ..... ..... ... .............. .......... ......... ... ....... .... ........ ..... ......... .40
Private Investment I Marketi ng .............. ........................................ ........................ .40
Key West Bus Service Route Development and Operational Analysis
"~'__~""~".~~_____w..'~'_ ,_~.__._~~. .~....,.,.__~.._...~.__.._.~.",. ,,_. ~~
Introduction
The Key West Department of Transportation (KWDOT) has obtained Federal Transit
Administration (FT A) and Florida Department of Transportation (FDOT) financial assistance for
the implementation of a public transportation service between Marathon Key and Key West,
further known as Lower Key Shuttle Bus service. The service would connect the existing
Miami-Dade Transit (MDT) bus service between Florida City and Marathon Key.
The primary goal of the Lower Key Shuttle Bus Route is to fill a void in the transportation
system by providing transit service within the Lower Keys where none is currently provided.
The Lower Key Shuttle Bus Route would connect with existing transit service provided in the
Upper Keys and Key West, providing a complete transit network throughput the entire length of
the Keys. The Shuttle Bus would provide transit service to transit dependent populations to and
from work. In addition, it would provide an alternative to choice commuters and residents for
other trip purposes such as social, recreational, and medical. Visitors wishing to travel between
the Keys would also be able to take advantage of the service. Providing an alternate
transportation mode to these populations will help to alleviate congestion along US 1 and within
the individual Keys.
The purpose of this report is to document the need for a Lower Keys Shuttle Bus Route between
Marathon and Key West and to summarize the operational analysis that will direct the
implementation of the new service. Map 1 depicts the study area boundaries.
General Demonstration of Need
The population within Monroe County, and Key West in particular, continues to grow, placing a
greater demand on transportation system. According the City of Key West Statistical Abstractl
population within Monroe County increased by 20 percent between 1990 and 2000. Within the
City of Key West, population grew by 2.6 percent and the population on Stock Island and Big
Pine grew by 22.0 and 19.6 percent respectively. Between 2000 and 2002, Key West continued
to grow by 1.5percent closely reflecting the overall pattern of Monroe County at 1.9 percent.
Travel between the Keys for work and recreational purposes is high. As indicated by the FOOT
2003 Florida Traffic Information, traffic volumes within the Florida Keys are projected to
increase significantly by the 2007. Traffic entering Key West near mile marker (MM) 5 is
projected to increase by over 3 percent in three years and by over 10 percent in 2013. The
August 2002 traffic counts for Key West indicates a significantly higher amount of traffic during
the week compared to weekend traffic, suggesting a fair amount of commuter traffic entering
Key West.
According to the Census Journey to Work data, in 2000 over 67 percent of workers residing in
Monroe County commuted to work in a single-occupancy vehicle (SOY). This percentage is
lower for Key West with 59 percent of commuters using a SOY as means of transportation. In
addition, nearly 12 percent of Key West workers carpooled, 18 percent biked or walked, nearly
one percent used transit, and the remaining 10 percent took other forms of transportation
(motorcycles or taxis) or worked from home. Currently, transit service is available in Key West
and Stock Island, but not available between Marathon and Key West.
I City of Key \Vest Planning Department. Statistical Abstract. March 2004.
-~..~..,. -..... .~...,,,._. ,~-_ >' '4 _,,~ _.. ,,,_ '''_~''_'_ .., ~ _ "~",~.",,,,,,,,",,_,__,, ,,__., ____'.. .,.
Key West Bus Service ROllte Development and Operational Analysis
Insert Study Area Map (all maps will be l1x17 pages)
MIAMI-DADE/KEY WEST
BUS SERVICE ROUTE DEVELOPMENT
MAP 1
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Key West Bus SenJice Route Development and Operational Analvsis
Due to the nature of the Keys, there is limited opportunity to increase the capacity of the
roadw'ay system, with US 1 being the only road connecting the Keys to the mainland. As the
system becomes more congested, the need to provide an alternative to the single-occupant
vehicle (SOV), improving the efficiency of the system, becomes more pressing.
Housing cost within Key West is also on the rise, causing people who work in Key West to live
outside of the city. According to the City of Key West Chamber of Commerce, average asking
price for a single-family house in 2000 was 5442,000; in 2003 the average cost of housing was
$536,000; representing more than a 21 percent increase in the housing cost in three years. Of the
total housing units in 2000, less than 38 percent were owner occupied; over 45 percent were
rental and 8 percent were seasonal/recreational use, compared to less than 4 percent in 19902.
Map Series 2 depict the location of major employers in relation to population. As expected, a
large percentage of major employers (50 or more employees) are located within Key West. The
Lower Keys Medical Center and the Florida Keys Community College are located on Stock
Island. The Naval Air Station (NAS) on Boca Chica Key is home to over 1,600 active duty
military, 2,500 family members and 1,300 civilians. Based on field observations, a fair amount
of working class residential use was also noted in Big Coppit, Saddlebunch, Sugarloaf, Cudjoe,
Ramrod and Little Torch Keys.
While there are not many major employers located on Big Pine Key, residential use is prevalent
off of US I and it is often referred to as the "social center" of the Lower Keys. According to
local officials, population in Big Pine Key consists primarily of working class and retired, both
of which are potential users of the Lower Keys Shuttle Bus.
There is limited development between Big Pine and Marathon Keys. Camp Sawyer Boyscout
camp, located on Summerland Key (MM 34.5), is the host of some special events throughout the
year; the Bahia Honda State Park is also a possible destination for residents and visitors alike.
Development becomes denser once in Marathon. Marathon is home to the Government Center.
Fishermans Hospital and Marathon airport. There is also significant residential development
within Marathon. Currently the Miami-Dade - Monroe (MDM) Express route terminates at MM
50 on US I in the Publix shopping center. In order to provide an integrated transportation
system, the Lower Keys Shuttle Bus Route will connect with the MOM Express in Marathon.
A unofficial survey conducted by Monroe County and the City of Key West in 2003 indicated a
strong support for the use of the Lower Keys Shuttle Bus. Over 65 percent of those surveyed
indicated they would use the service if available; an additional 17 percent indicated they might
use the service3.
~ City of Key West Planning Department. Statistical Abstract. March 2004.
.1 Monroe County and City of Key West. County/City Public Transportation Survey, March 2003.
"
,
Insert Map 2A.
MIAMI-DADE/KEY WEST
BUS SERVICE ROUTE DEVELOPMENT
MAP 2A
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Key West Bus Service Route Development and Operational Analysis
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Key West Bus Service Route Development and Operational Analysis
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6
Key West Bus Service Route Development and Operational Analysis
Visitors are also potential users of the Lower Keys Shuttle Bus Route. Based on a visitor survey,
approximately 80 percent of visitors drive to the Keys from outside Monroe County and 15
percent fly into Key West or Marathon airports. On average, visitors stay 6 to 7 nights4. The
City of Key West Planning Department conducted a survey of visitors at eight hotels in August
and September of 2004. The preliminary results indicated that visitors arriving to Key West by
private automobile had a higher tendency to drive within Key West compared to those arriving
by another mode5. The preliminary results suggest an increased potential for a transit system
between Miami/Fort Lauderdale and Key West would decrease the dependency on the private
automobile once in Key West.
Existing Services
There are several existing private and public transportation services that currently operate within
the Lower Keys and adjacent Upper Keys. Public transportation is provided in the Upper Keys
by Metro-Dade Transit (MDT). Within the lower Keys, the KWDOT operates six (6) routes
within the City of Key West and Stock Island and two agencies provide on-demand transit
services throughout the Florida Keys. In addition, there are two private bus operators providing
service between Miami and Key West. Below is a discussion of the existing services.
MDT Route
MDT currently operates a bus service between Florida City in Miami-Dade County and Mile-
Marker (MM) 50 in Marathon Key in Monroe County. The initial service began in 1996 and
operated between Florida City and MM 98 to address the disconnect between jobs and
'unemployed welfare recipients. The lack of public transportation within the Upper Keys was a
major barrier to attracting the work force needed in the Upper Keys, particularly Key Largo. As
a way to immediately overcome this barrier and quickly implement transit service, defined hours
of operations and frequency were implemented, however defined stops within the corridor were
not identified; instead service was operated based on individuals flagging down the buses. No
defined stops were originally identified due to the difficultly in identifying exactly where the
demand was.
The system was expanded in 1998 to the current terminal at MM 50, however, defined stops are
still not identified. MDT is currently in the process of identifying certain designated stops but
will continue to operate on a "hand-held" basis as well. The MDM Express identifies five (5)
timed stops: Florida City (WalMart shopping center); Key Largo, MM 98; Tavernier, MM 90;
Islamorada, MM 75; and Marathon, MM 50. Between these stops, service provides for "hand-
held" or "flag down" stops for pick-ups and drop-offs. This service is typically not at designated
bus stops that have signs and/or bays for the buses. This has been criticized by the Monroe
County Sheriffs Department because it obstructs the flow of traffic and often does not allow for
adequate stop time for vehicles following the buses. It is therefore, recommended to coordinate
closely the location of all new stops and sign placements with the local law enforcement
agencies and with FDOT. FDOT will require review for right-of-way utilization permits for all
new sign placements.
4 National Oceanic and Atmospheric Administration. Special Projects Division. Visitor Profile Surveys. December
2003 to Febmary 2004 and March 2002 to Febmary 2003.
5 City of Key West. Planning Department. Key West Visitor Transportation Survey Results: Preliminary Results.
September 200.f.
7
Key West Bus Service Route Development and Operational Analysis
Currently, the MDM Express operates between 5 :35 AM and 11: 1 0 PM on the South Bound
Route from Florida City to MM50, in Marathon. The return, North Bound Route operates
between 6:55 AM and 1 :20 AM from MM50, in Marathon, to Florida City. Transit service is
provided seven days a week maintaining the same service schedule. Table 1 depicts the MDM
schedule effective November 30, 2004.
Ridership along the route has grown tremendously since its inception. Average daily ridership
was less than 100 in 2000 and just over 100 in 2001. In 2004, the average daily ridership was
500 representing 400% increase since 2000.
The MDM Express route is classified as an MDT express route and all MDT express passes are
accepted on the MDM route. Regular cash fare for this and any other express route in Miami-
Dade County is $1.50 each way or $3.00 round trip.
Service is currently provided by JGT, Inc. under contract with MDT. Under the existing
contract, JGT operates the services using their own vehicles and are responsible for all associated
operating and maintenance costs and are required to meet all safety standards and Americans for
Disabilities Act (ADA) requirements.
Table 1. Miami-Dade - Monroe Express Route
Schedule Effective November 30, 2004
Southbound Northbound
Florida Key largo Tavernier Islamorada Marathon :\Iarathon Islamorada Tavernier Kev Largo Florida
Bus City MM98 MM90 MM74 '1M 50 Bus :\1:\150 :vIM 74 :\1:\190 :\11\1 98 City
(Depart) (Arrive ) (Depart) (Arrive)
I 5:35 AM 6:30 AM 6:50 AM 1 6:55 AM 7:10 AM 8:05 AM
2 5:40 AM 6:35 AM 6:55 AM 7:20 AM 7:55 AM 2 8:05 Ai\l 8:40 AM 9:05 AM 9:20 AM 10:15 AM
3 7:40 AM 8:35 AM 8:55 AM 9:20 AM 3 9:30 AM 9:55 AM 10:IOAM 11:05 AM
I 8:20 AM 9:15 AM 9:35 AM ] 0:00 AM 1 10:15 AM ]0:40AM 10:55 AM 11:50AM
2 10:30 AM 11:25 AM I ]:45 AM 12:10 PM 12:45 PM
3 11:30AM 12:25 PM 12:45 PM 3 12:45 PM ]:00 PM 1:55 PM
2 1:00PM 1:35 PM 2:00 PM 2:15 PM 3:10 PM
4 1:00 PM 1:55 PM 2:15 PM 2:40 PM 3:15 PM
3 2:00 PM 2:55 PM 3:15 PM 3:40PM 3 3:50 PM 4:15 PM 4:30 PM 5:25 PM
5 3:00 PM 3:55 PM 4:15 PM 4:40PM 5:15P\1 4 3:45PM 4:20 PM 4:45 PM 5:00 PM 5:55 PM
6 5:30 PM 6:25 PM 6:45 PM 7:10PM 5 5:30 P\-I 6:05 PM 6:30 PM 6:45PM 7:40 PM
4 6:30 PM 7:25 PM 7:40PM 8:05 PM 8:40 P\1 6 7:20 PM 7:45 PM 8:00 PM 8:55 PM
5 8:00 PM 8:55 PM 5 9:00 PM 9:55 PM
6 9:00 PM 9:55 PM 10:10 PM 10:35 PM 11:05 P\1 4 9:00 PM 9:35 PM 10:00 PM 10:15 PM 11:10 P\1
5 10:00 PM 10:55 PM II:IOPM 5 11:15 PM 1130 PM 12:25 AM
6 11:15 PM 11:45 PM 12:IOAM 12:25 AM 120AM
8
Key West Bus Se/l'ice Route Development and Operational AnaZvsis
Kev West
KWDOT operates bus service within the City of Key West including service from Emma Street
to the hospital and community college on Stock Island. The system operates five (5) routes, 7-
days per week and one (1) additional route (the Green Route) Monday through Friday.
The hours of service vary by route, but the general hours of operation for each route are as
follows and schedules are provided in Appendix X:
· Red Route ........................... 6:00 AM to 7:15 PM
· Blue Route ...........................6:30 AM to 10:00 PM
· Orange Route ........................ 6:30 AM to 11:30 PM
· Purple Route ........................ 7:15 AM to 7:35 PM
· Gold Route .......................... 7:15 AM to 7:00 PM
· Green Route........................ 7:00 AM to 7:30 PM
As indicated below, total annual ridership has grown steadily over the last three years with an
average annual growth of 7 percent. Assuming all 6 routes operate 7 days a week, 365 days per
year, average daily ridership is more than 800 passengers.
. FY 2004
. FY 2003
. FY 2002
304,643 transit passengers (8% growth)
281,717 transit passengers (6% growth)
265,213 transit passengers
The City imposes a flat fare rate of $1.00 for any trip regardless of length. Passes are also
available at reduced prices for one month, 7 -day, 3-day and I-day lengths with no limits on the
number of trips. Discounted fares are available for students and senior citizens.
An on-board survey was conducted in 1999. Characteristics of users were classified in one of
two categories: park-n-ride passengers and other route passengers (local bus). In the case of
park-n-ride passengers, the typical rider was a female visitor. Typical users of other routes were
also female however they were Key West permanent residents.6
b Key West Transit Development Plan. 2000.
9
Key West Bus Service Route Development and Operational Analysis
Paratransit
Paratransit service provides an important transportation service throughout the Keys, particularly
within the Lower Keys where there is no public bus system except within Key West and Stock
Island. The paratransit systems within the Keys are focused, in large, on providing services for
individuals with special needs, including wheelchair access.
There are t\VO primary paratransit service providers, Monroe County Social Services (MCSS)
and Guidance Clinic of the Middle Keys (Guidance Clinic). MCSS provides services to all of
Monroe County except the mainland (Everglades). Services are split between the Upper, Middle
and Lower Keys. Users are requested to call by 3 :00 pm the day before requested service but
MCSS will accommodate on-demand calls if possible. Service is comprehensive including
medical, social and recreational trips, excluding trips to bars. The cost ofthe service is $1.00 for
every 10 mile increment or portion there of. MCSS provides service Monday through Friday
from 7:00 am to 6:00 pm, no weekends or holidays. MCSS provides approximately 43,000 trps
annually, or an average 170 per day. All patrons using the services provided by MCSS are
physically handicapped and would therefore have a difficult time using regular transit service.
The Guidance Clinic also provides service for all of Monroe County and as well as service
outside Monroe County for Medicaid clients. Patrons must schedule appointments 24 hours in
advance. The Guidance Clinic operates between 6:30 am and 6:30 pm and provides two trips per
day, Monday through Friday, to Key West and two daily trips, Monday, Wednesday and Friday
to Key Largo. The cost per trip is $5.00. The Guidance Clinic provides approximately 20 trips
per day or 5,200 trips annually. The majority of patrons would be able to use regional transit
services, especially to make weekend trips.
The MCSS and Guidance Clinic coordinate trips with one another as well as with Medicaid.
Private Operations
The Florida Keys are also served by two private operators: Greyhound Lines, Inc and Ambiance
Sun. Greyhound operates between Homestead in Miami-Dade County and Key West.
Greyhound service includes four (4) departure from Homestead and four (4) departures from
Key West. The average trip duration is 3-hours, 35-minutes each \vay or 7-hours, 10-minutes
round trip. Greyhound service runs along on US 1 and includes stops at the following locations
within the study corridor:
. Marathon Airport
. Big Pine Key
. Ramrod Key
. Cudjoe Key
. Sugar Loaf
. Big Coppitt
. Boca Chic a
. Key West
The current round trip passenger fare is $68 from Homestead to Key West and S28 for Marathon
to Key West is $28.
10
Key West Bus Service Route Development and Operational Analysis
Ambiance Sun is a brand new service which began service on December 16, 2004. Ambiance
offers two departures from Miami (6:00 am and 3:00 pm) and Key West (10:30 am and 11 :30
PM) each day. The Miami terminal is located at the Radisson Mart Plaza Hotel located on NW
72 Ave and provides a complimentary shuttle to the Miami International airport. The Key West
terminal is located at the Sheraton Suites Hotel located on South Roosevelt Boulevard (MM 0).
Ambiance Sun provides direct service between Miami and Key West and does not make any
stops between Miami and Key West. The duration of the trip is 4 hours and roundtrip fares are
$79 for main cabin and $119 for executive class.
Other Services
The recent trend in passengers arriving at the Key West International Airport has fluctuated in
recent years with a 7 percent decrease between 2000 and 2001 and an increase of over 1 percent
between 2001 and 2002. The number of passengers fluctuates greatly by season with March to
May and December to February being the most popular.
The number of Key West visitors arriving by cruise ships has steadily increased in recent years.
The total number of passengers also fluctuates by season with January to March and October to
December being the most popular.
Employer I Employee Surveys
Methodology
Development of the surveys began with the identification ofthe target population, employees, in
order to gather information to analyze commuting patterns within the study area. Two
questionnaires were created for this purpose: one for the employers and one for employees.
Survey questions were focused on areas similar to origin-destination surveys and included
information requests for:
. Beginning (origin) and ending point (destination) of the trip;
. Typical days of the work week;
. Time of their normal work schedule; and
. How they normally travel to work now (drive alone, carpool, etc.)
The completed surveys were translated into Creole and Spanish to assist the respective Haitian
culture and Hispanic populations in understanding the survey questions. These population
groups are an active part of the employment base in the Lower Keys. A copy ofthe survey
questionnaires are provided in Appendix A.
A list of major employers was generated from data in the 2001 InfoUSA database. Local
resources, including the local Chambers of Commerce, provided assistance in qualifying the list
to insure accuracy of the information. The focus of the list was geared towards larger employers
that would typically have employees living in a larger geographical area. Copies of the surveys
were delivered to each firm, who then distributed the surveys using their individual methods of
internal distribution. Collection was coordinated by each employer and collected for analysis
either by overnight mail or through an on-site visit. Over 600 surveys were completed and
returned. A summary of the survey results are provided in Appendix A.
11
Key West Bus Service Route Development and Operational Analysis
Ridership Estimation
The primary goal of the Lower Key Bus Shuttle is to provide an alternative mode of
transportation for work trips within the study area. As such, an employee survey was conducted
to better understand the commute patterns of those that work within the study area. In addition
to the employee survey, population, labor force and employment statistics for all of Monroe
County and within the study area were analyzed. Census data for Monroe County is divided into
the following sub-sections, generally described as:
. Key West: Key West, Stock Island and Big Coppit (MM 0 to MM 10)
. Lower Keys: Saddlebunch to Seven Mile Bridge (MM 10 to MM 40)
. Middle Keys: Seven Mile Bridge to Layton Key (MM 40 to MM 70)
. Upper Keys: Islamorada to County Line
. Cape Sable
For the purpose of the analysis, the study area includes Key West, Lower Keys, and Middle
Keys. Trips within the study area are considered internal; trips originating outside the study area
are external trips. Demand can be broken down into three general markets:
. Internal to Internal (I-I) - trips originate and terminate within study area
o Residents - work and non-work
o Non-Residents (Visitors I Tourists)
. Internal to External (I-E) - trips originate in the study area and terminate outside the
study area.
. External to Internal (E- I) - trips originate outside the study area and terminate inside the
study area.
Internal to Internal Resident Work Trips
A large portion of labor force living in the lower keys is employed in areas other than the Lower
Keys, such as in Key West or Upper Keys. Conversely, the labor force living within Key West
is not sufficient to fill all the jobs located in Key West indicating that a portion of the jobs are
held by non-Key West residents (indicating external work trips from outside Key West). As
indicated by the employee survey results (refer to Appendix A), 29% of employees work in Key
West but live else where in the study area. Based on the survey, population and employment
statistics, it is assumed for the purpose of this study that 20% of the labor force within the study
area are potential internal transit trips (originating and terminating within the study area
boundaries) resulting in 8,300 trips.
While there are 8,300 potential work trips, not all are potential transit trips. As indicated by the
2000 Census, there is a 1 % transit modal split in Monroe County based on the existing transit
service provided in Key West and the Upper Keys. There is a 5% modal split in Miami, 2% in
Broward and 1 % in Palm Beach. These are not, however, good indicators of the mode split for
the Lower Shuttle Bus study as they ,represent countywide systems that include local bus as well
as commuter bus and other type of transit service. Within the Florida Keys, it is typical that
commute trips will take place between individual keys. Similarly, the commuter train service in
the Tri-County area of south Florida provides service for commuters traveling between the
counties. Based on cross-county work trips between Palm Beach, Broward and Miami-Dade
counties, the modal split for Tn-Rail commuter service is 2%. The Employee Survey conducted
12
Key West Bus Service Route Development and Operational Ana~)!sis
for this project, indicated that 39% of employees were likely or somewhat likely to use the
Lower Bus Service if available. While the survey shows support for the Lower Key Bus Shuttle,
it is unreasonable to assume that nearly 40% of the potential work trips will use transit. A model
split of 5% is assumed for this study based on the survey results, the Tri-Rail demand and local
knowledge for request for the service. Applying the 5% modal split would result in 400 work
trips per day.
Internal to Internal Resident Non-Work Trips
In addition to work trips, it is expected that the service will provide non-work trips as well.
According to the 1995 National Personal Trips Survey (NPTS), 17% of transit trips are for work
purposes, leaving the remaining 83% for non-work trips. A 1999 on-board survey conducted in
the Tampa Bay area indicated that 50% of transit trips are work trips. Similarly, the Tri-County
Metropolitan Transportation District of Oregon (TriMet) conducted a survey and found that 43%
of all transit trips are work trips. These transit systems, however, are not like the proposed
Lower Bus Shuttle as they provide countywide coverage and not just line-haul commuter service.
While an official on-board survey ofMDM Express route has not been conducted, general
knowledge indicates that the majority oftrips are work trips. For this study, we will assume 10%
of all transit trips are non-work, resulting in 40 non-work trips.
Internal to Internal Non-Resident Trips
It can be expected that tourist and visitors will also use the service for travel between the Keys
during their stay. The Key West Statistical Abstract indicates an annual daily average of 2,000
cruise ship passengers and 700 passengers at Key West International airport. A survey of
visitors staying at hotels within Key West conducted by the Key West Planning Department
found that 1 % of visitors use public transit on a regular basis. Assuming 1 % of visitors would
use the Lower Bus Shuttle, it is estimated that approximately 30 daily transit trips by visitors.
Total Internal Trips
Total internal trips are approximately 470: 400 work trips + 40 non-work trips + 30 visitor trips.
External Trips (I-E and E-I)
According to the Census Journey to Work data, 10% of jobs within Monroe County are held by
employees that do not live within Monroe County (E-I trips). Likewise, 5% of the labor force in
Monroe County work outside of the County (I-E trips). Applying those percentages to the total
number of jobs and the labor force within the study area results in the potential of 6,000 E-I and
I-E trips. These trips are potential transfer trips to/from the MDM Express route and park and
ride trips. Assuming a 1 % transit mode share, slightly lower than for internal trips, the estimated
number of E-I and I-E trips is 60 trips per day.
Total Demand
Projected daily demand for the Lower Key Shuttle Bus service is 530 trips. The projected
number of trips is the projected number of trips for a mature route. The MDM Express route was
originally implemented in 1996 however it was not expanded to its current service area until
1998. Currently the MDM Express route provides over 500 trips per day however it took
approximately 5 years (1998 to 2002) for the system to reach this level of ridership.
I"
,)
Key West Bus Service Route Development and Operational Analysis
Keys to the success of the MDM Express route were advertising and constant revamping of the
route. It is essential that residents and visitors throughout the keys are aware of the service.
Marketing activities include talking to businesses and the media to encourage use of the system.
Due to the nature of the keys and route, it is difficult to pinpoint actual locations of the riders.
Therefore it is important to constantly analyze the route and identify ways to better serve the
residents and visitors within the keys.
14
Key West Bus Service Route Development and Operational Analysis
Operating Plan
The following is a short term operating plan assuming that the Job Access Reverse Commute
(JARC) service will begin in 2005 and run through 2007 when the JARC funding is expected to
expire. During this time period, it is recommended that the service constantly be evaluated for
potential modifications and enhancements.
Service Concepts
The Marathon to Key West bus service is planned as an extension to the existing bus service
between Florida City and Marathon, known as the MDM Express. The MDM Express route is
operated by JGT Transportation, Inc., under contract with Miami-Dade Transit (MDT).
Currently, the MDM Express terminates at Publix Shopping Center in Marathon at Mile Marker
(MM) 50. The proposed Lower Keys Shuttle Bus service is planned to start at MM 50 to
approximately MM 5 (in Stock Island), just at the entrance to Key West, where this proposed
line haul route could interface with Key West Transit routes.
One option to make the Lower Keys extension service more user friendly and to more closely
meet the goal of the JARC Grant, is to continue the service into Key West instead of terminating
in Stock Island, to distribute and pick up workers and other passengers at various employment
and activity centers within Key West, and then to continue back to Marathon via Stock Island.
This type of operation will create some duplication to Key West Transit loops depending on the
extent of proposed operation of the Lower Keys Shuttle Bus service within Key West. A
compromising alternative is providing service during the peak periods between Marathon and
selected activities within Key West with no need for transfer to Key West Transit system in
Stock Island and during off-peak periods terminating the service in Stock Island to interface with
Key West Transit system. Thus, the following three service concepts were incorporated into the
five operating alternatives dicusses in the Operating Schedule section:
1. Marathon (MM 50) to a location in Stock Island (MM 5) for easy transfer to Key West
Transit System;
2. Marathon (MM 50) to a location in Key West or to Key West with a loop in Key West
providing direct service to selected activities in Key West; and
3. Alternative #2 during peak hours and Alternative #1 during off-peak hours.
As stated in the previous Demand/Ridership section, weekday passenger demand is expected to
be 530 per day, similar to the MDM Express Route. Weekend passenger demand is tentatively
assumed as weekday passenger demand. Special event service is discussed under the Operating
Schedule section.
Route and Bus Stop Locations
Terminal Stop - Marathon
The Publix Shopping Center at MM 50 in Marathon is serving as terminus for the existing MDM
Express. This location is already serving as layover location for buses of the MDM Express. The
new service (Marathon to Key West) will result in just one bus at this location (normally). Buses
wait there for a short time (10-30 minutes) depending on the schedule before returning to Key
West. This additional bus is not expected to create any problem, require any changes, or require
any additional infrastructure at this location.
15
KeJ' West Bus Service Route Development and Operational A n aZvs is
MDT representatives have indicated that Publix has expressed some concerns regarding the
existing transit service at their location. Concerns include passengers using the parking lot at a
park-n-ride location; passengers using bike racks; and passengers loitering and creating debris in
the parking area.
To address these concerns, the following immediate and short-term actions are recommended.
Immediate Actions
1. Obtain permission to use the Publix at MM 50 as short-term site.
2. Implement Lower Keys Bus Shuttle with Publix as transfer point with the MDM Express
servIce.
3. Conduct study at Publix to determine current use at this location including access by
auto, bike and walk.
4. Talk to Publix management to identify concerns.
5. Identify ways to mitigate potential problems.
6. Based on the above, meet with Publix to discuss and identify:
o Existing situation and problems;
o Impact of new service and the solutions to mitigate the problems;
o Advantages to Publix with sufficient background information, such as increased
shopping by the bus users at typical bus transfers located at shopping centers.
Short- Term Actions
1. Coordinate with MDT to identify possible transfer locations, such as the Marathon
Airport.
2. Begin discussions with Marathon Airport representatives to obtain easement and right for
possible transfer point between the two systems.
3. Provide basic infrastructure at this stop such as bench, trash cans and possible shelter.
Terminal Stop - Key West
The following Key West terminals are considered for the three service concepts identified above.
Terminal in Stock Island
The Lower Keys Medical Center and Florida Keys Community College are located on opposite
sides of College Road in Stock Island. These locations are served by all the six KW Transit
loops and is an ideal location as terminal for the line haul service as well as transfer point to KW
transit loops. Other alternative is that the line haul service could make the small loop in Stock
Island as KW Transit's Gold loop, serving Stock Island Apartments also. In order to minimize
travel time for the line haul system, however, the Medical Center is preferred as terminal.
In addition, the City of Key West has proposed a transit transfer station to function as the inter-
connection between the City's bus service and the new Lower Keys service. Stock Island has
been identified as the general area to provide the best site for a transfer station. Two (2)
generalized alternatives have been proposed that provide two (2) options for locations on Stock
Island. The initial location would establish the transfer station in the parking area of the Florida
Keys Community College. The second option would create the transfer station on site with the
proposed new maintenance facility on the existing Solid Waste/Energy site on College Drive.
16
Key West Bus Service Route Development and Operational Analysis
The second option appears to meet more of the needs ofthe City, including maintenance of the
site. Efforts will continue to incorporate this option into the redevelopment of the solid
waste/energy site into the new maintenance facility. In such a case, the City's options of initial
location in the parking area of the Community College and eventually shifting to the new
maintenance facility ofKW Transit on College Drive are ideal.
Line Haul into Key West
In this alternative, two potential locations are considered as terminals.
1. Overseas Market Shopping Center on North Roosevelt Boulevard with intermediate stops
at Searstown and Key Plaza. In this segment, there are several hotels (Comfort Inn,
Radisson, Travel Lodge, Courtyard by Marriott, and others).
2. Old Town Parking Garage at Grinnell and Caroline via Palm Avenue. In addition to
serving all locations in the above alternative, this provides interface with KW DOT-
operated parking garage. This location will also meet the two objectives of the KW
Transit System: to aggressively market the garage as an attractive alternative to street
congestion and collaborate with the local hospitality industry to enhance garage services.
In both alternatives, the buses would return by the same route - Palm Avenue to North Roosevelt
Boulevard to College Road and finally back to US 1. The Old Town Parking Garage is preferred
over the Overseas Market Shopping Center because:
· It serves all the locations served by the first option;
· It meets the objectives of the KW Transit System mentioned above;
· All KW Transit Loops serve this location; and
· It can be considered as a transportation hub for the City of Key West
One potential concern regarding Line Haul service entering Key West is the ability ofthe service
to maintain its schedule upon entering Key West. Local officials have identified that congestion
within Key West as the cause of Key West transit service not running on schedule. Currently
there are an unusually high number of Key West Transit buses running on North Roosevelt
Boulevard. Based on the current schedule for all Key West routes, bus traffic volumes on North
Roosevelt Boulevard between Overseas Market and Key Plaza is 61 buses northbound and 63
buses southbound during one day of operation. This level of bus operation combined with auto
traffic associated with shopping centers and hotels can definitely create congestion on North
Roosevelt Boulevard. If the congestion is unavoidable, schedules of the KW Transit routes
should reflect the expected congestion in order to maintain a realistic schedule.
If the lower keys route is terminated in Stock Island, the route might run on a faster schedule
because it is not entering Key West. However, passengers transferring to the KWT routes that
operate on North Roosevelt Boulevard will still face the same congestion problem and also long
transfer wait times, thereby causing higher total travel times.
The addition of two or three buses in the peak period from the Lower Keys Route entering Key
West will not greatly impact the existing congestion and actually reduces the overall travel time
of passengers that wish to terminate their trip in Key West by eliminating potential long transfer
wait times. Alternative 2 will reduce travel time to the passengers using lower keys route to
17
Key West Bus Service Route Development and Operational Analysis
reach activities on North Roosevelt Boulevard in Key West when compared to transferring
between the systems.
The Lower Keys route should consider the congestion in preparing and revising the schedules. If
it is found that the Lower Keys Route operating on North Roosevelt Boulevard duplicates
existing portions of Key West transit service, it may be found that those redundant loops can be
eliminated, thereby reducing traffic congestion and travel times.
As part of the ongoing evaluation of the Lower Keys Route, potential restructuring of the Key
West loops to coordinate with lower keys route entering Key West, at least to serve the activities
located on N. Roosevelt Boulevard, which might be more cost effective to the City of Key West
is recommended. The benefit to the City of Key West and passengers will be better when both
systems are operated cohesively and in a coordinated matter.
Intermediate Stops
The existing private Greyhound bus service has nine stops within the study area:
1. Marathon Airport (MM 52)
2. Big Pine Key (MM 30.2)
3. Ramrod Key (MM 27.5)
4. Cudjoe Key (MM 22)
5. Sugar Loaf(MMI7)
6. Big Coppitt (MM 10.6)
7. Boca Chica (MM 7)
8. Key West (Simonton and Virgi)
9. Key West (South Roosevelt Boulevard)
Field observations have identified the following nine locations as potential intermediate stops
between Stock Island and Marathon.
1. Bahia Honda (MM 36): Bahia Honda State Park may attract tourists and residents. There
is also a camp ground, which may contribute ridership to other part of the study area.
2. Big Pine Key (MM 30): Highly developed along both the Gulf and Atlantic. Big Pine
Key serves as a social center for lower keys. There are three roads that cross US 1 in Big
Pine Key: Key Deer Boulevard (near MM 30), First Street (near MM 31), and Long
Beach Road (near MM 33). US 1 is fenced both sides from MM 31 to MM 33 to protect
deer. Out of the three cross roads Key Deer Boulevard near MM 30 has the highest
potential for bus stop in Big Pine Key. At this location, single family residential
development extends beyond US 1. Population is primarily of retired and working class.
Winn Dixie shopping center is located not far off US 1. There is a lot of retail activity in
the shopping center. If the transit stop is located at the shopping center, it would create
bike and ride, park and ride, and kiss and ride patronage. Permission from Winn Dixie
should be obtained before utilizing as a potential stop. The amount of space required is
for one bus to pull into the shopping center, while traveling in both directions, allowing
time to wait for one or two minutes before continuing its run. Ifuse indicates that at least
5 or 6 passengers are utilizing the stop (both on and off) for each of buses pulling into the
shopping center, it is worthwhile to have the stop at the shopping center. If there are not
many users at Winn Dixie, the bus should continue to stop on US 1 at the intersection
18
Key West Bus Service Route Development and Operational Analysis
"-'~~---"--~'~---'''"-__'__<_~~''~>'''~'' ...., ~,,__"^' ___~~~_ "..._.... .~__.__.___.u..". _. ~_
with the cross street. It is recommended that the bus initially stop at the intersection and
as demand rises arrangements to shift the stop to the Winn Dixie can take place later.
3. Ramrod Key (MM 26): There is residential development along the Gulf side however not
much development on the Atlantic side. The private bus service has a stop at this
location.
4. Summerland Key (MM 24): There is residential development throughout the Key,
primarily on the Atlantic side. There is also significant non-residential development
including a private airport.
5. Cudjoe Key (MM 21.5): Throughout the Key there is residential and commercial
development. On Cutthroat Road (MM 22.5), there is a dense single-family housing
community. Removed from US 1, on the Atlantic side, there are high-end single family
homes. The private bus service has a stop at MM 21.
6. Sugar Loaf Key (MM 19): There is an elementary and junior high school. A KOA camp
site is located on Atlantic side of Johnson Road. Some residential development is on Gulf
off from US 1. Bell South office is located on Gulf side.
7. Bay Point Key (MM 14.5): Near MM 14.75, on East and West Circle Drive, there is very
dense residential community with single-family homes and trailers. However, most of the
homes are too far to access US 1 by walk.
8. Big Coppitt Key (MM 10): This is a bed room community with all development located
on Gulf. Trailer parks are located on First Street and Boca Chica Road. Gieger Key,
which is located far off US 1 and extending for about 2 to 3 miles, has a restaurant, a
camp ground, and trailer and modular homes. The private bus service has a stop at MM
10.5. This location is a potential transit market with possible shuttle service, operated by
home owners association, to transit stop on US 1.
9. Boca Chica (MM 8.5): A gated Naval Air Station, which also includes a marina with
retired military servicemen, is located here. There is some underdeveloped industrial area
located on the Gulf side. Some residential development is located on the Atlantic side of
Rockland Key.
Two Lower Keys Shuttle Bus Proposed Extension Schedule Options developed to obtain initial
JARC approval, provided by Monroe County, identified the following three intermediate stops:
1. Big Pine Key (MM 30)
2. Summerland Key (MM 24)
3. Big Coppitt Key (MM 10)
Recommended Stops
In view' of achieving better speeds for the 45-mile route, the number of timed stops between
Marathon and Key West is limited to the three locations, as identified in the Monroe County
Options: Big Pine Key, Summerland Key, and Big Coppitt Key. If the line haul service is
implemented, Stock Island should be reclassified as a timed stopped along with other potential
stops in Key West itself. Timed stops will be included in the route schedule time tables. Map 3
depicts initial stop recommendation for service between Marathon and Key West. It is
recommended that designated on-demand stops be provided at the remaining locations identified
during the field observations. At the six designated on-demand stops, bus stop signs are to be
erected, however, buses will stop only when somebody requests to get off there or somebody is
waiting to board the bus. In future, based on passenger volumes, these designated on-demand
stops could be upgraded into regular scheduled stops including them in time tables.
]9
Key West Bus Sen1ice Route Development and Operational Analysis
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Insert Map 3.
MIAMI-DADEIKEY WEST
BUS SERVICE ROUTE DEVELOPMENT
MAP 3
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20
Key West Bus Service Route Development and Operational Analysis
Hand-held stops, as prevalent in the MDM Express route, is unusual for any public bus route,
especially a route as long as the proposed Lower Key Shuttle Bus. Hand-held service is not
recommended due to potential problems such as rear-end collisions and delays in schedules due
to too many stops. As mentioned previously, demand along this route is expected to be scattered
throughout the study area, therefore, boardings should be consistently monitored and service
modified to best serve the study area.
Park and Ride and Kiss and Ride Requirements
In order to avoid traffic congestion on the only highway accessing Key West (US 1) and also to
minimize the demand for automobile parking in Key West, it is better to provide Park and Ride
facilities, wherever possible, serving both regular commuters as well as visitors to Key West.
Cost and security of the facilities are major concerns to be considered.
The field observations at the potential stops have recognized that major housing concentrations
are located at about one or two miles away from US I. These distances are suitable for kiss and
ride access. The ideal locations are at the designated bus stops on US 1 when the stops are
located at shopping centers and at the intersections of cross roads with sufficient space for autos
to stop when they drop off or pick up passengers. When the demand is high, probably, home
owners association might be able to run shuttles in peak periods, to drop off and pick up
passengers. The demand for this kiss and ride has to be determined after the service is initiated
and if the demand is sufficient enough and the required space is available at any given stop.
Investment for park and ride and kiss and ride facilities should be postponed, until the need
arises through growth of ridership and public awareness, to minimize initial cost.
A study sponsored by FDOT District 6 Public Transportation Office regarding future park and
ride locations and improvements is schedule to begin in early 2005. The study area includes all
of Miami-Dade County and a portion of Monroe County to mile marker 50, where the MDM
Express route integrates with the Lower Keys Shuttle Bus route. A representative from the Key
West DOT should remain in contact with District 6 regarding the park and ride study to provide
input for future park and ride facilities in Monroe County.
Other Infrastructure Requirements
Terminals and Intermediate Stops
All stops, timed and designated on-demand stops should have sign posts. Investment in
infrastructure such as shelters, even at timed stops is not recommended initially. The total daily
patronage, 530 trips or 265 trips per direction, is scattered over a 45-mile route. The route is
presently traveled by autos only and potential patronage even once system is mature is not
considered to be heavy to require any major investments in infrastructure at terminals and
intermediate stops. It is advisable to keep the initial investment on infrastructure to a minimum.
The initial equipment needed at the terminals and intermediate stops are stop sign posts.
Marketing, increasing awareness of the services provided with proper advertisements and public
meetings along the route, and attaching time tables to the bus stop sign posts will be more
beneficial at the stage of initiating the services. Once demand increases, shelters and other
infrastructure such as bicycle racks, trash cans, and bus bays can be provided to meet the high
demand areas. Benches can be installed at stops that show immediate use to increase comfort of
the passenger and to further promote awareness of the route. The need for infrastructure at the
stops should be evaluated after the service is initiated.
21
Key West Bus Service Route Development and Operational Analysis
Fleet Storage and Administrative Offices
The Key West Transit (KWT) is planning to replace the weather damaged facility using FDOT
funding. The FY 2003-2004 budget includes $ 2.5 million for property purchase and construction
of a Bus Farm Facility. Current plans located the Bus Farm Facility at the Waste to Energy
Facility on Stock Island. The facility will house the entire transit vehicle fleet (currently 17
buses) as well as dispatch and administrative offices. If the Lower Keys Shuttle Bus line haul
service is operated by KWT, it can be assumed that the estimated 5 buses that are needed for the
service will be stored and all administrative functions including dispatch will be accomplished at
the new facility. A maintenance facility is not required at the eastern end of the route in
Marathon.
Operating Schedule
Travel Times
After reviewing the following listed information, one-way bus travel time between Publix in
Marathon (MM50) and Stock Island, Community College (45 miles) is assumed as 75 minutes.
· Assumption in Monroe County Schedule Options (50 miles): 95 minutes
· Assumption in the attachment to the Resolution of the City of Key \Vest (50 miles): 75
minutes
· Existing Private Bus Schedule from Marathon (not at MM50) into Key West: 85 minutes
· MDM Express between Key Largo (MM 98) to Marathon (MM 50), a distance of
48 miles: 80 to 70 minutes, depending on the direction of travel and time of the day.
The Key West Transit Loops (Red and Blue loops) have schedules showing the travel time
between Hospital/College in Stock Island and the Old Town Parking Garage (OTPG) as 23
minutes with four intermediate stops (Sears Town, Key Plaza, Overseas Market and Caroline &
Duval). By adding this travel time in Key West, the total travel time between Publix in Marathon
(MM50) and OTPG in Key West is assumed as 100 minutes. In developing the schedules,
layover time at the terminal stops are assumed to be 20 minutes.
Schedules should be re-evaluated and revised as necessary based on actual travel times once
service has been initiated.
Integration with Miami-Dade - Monroe Express
Currently, MDM Express is operating six round trips between Florida City and Marathon. The
arrival and departure times at Marathon Terminal are not regular because the scheduled times are
set to achieve efficient fleet operations. The arrival, departure, and layover times and headways
for the six round trips at Marathon terminal are shown in Table 1; schedule reflects changes
implemented on November 30, 2004.
22
Key West Bus Service Route Development and Operational Analysis
Table 1: Existing Miami-Dade - Monroe Express Operation at Marathon Terminal
Arrive Depart Layover
Marathon Marathon Headway (minutes)
7:55 am 8:05 am 10
4h 55m
12:45 pm 1 :00 pm 15
2h 45m
3: 15 pm 3 :45 pm 30
Ih 45m
5: 15 pm 5 :30 pm 15
3h 30m
8:40pm 9 :00 pm 20
2h 15m
11:05 pm 11 : 15 pm 10
In developing the Lower Keys Shuttle Bus operating schedules, it is assumed that there will be
no changes in the existing schedule of the MDM Express. In order to provide optimal integration
(i.e. minimal wait time at Marathon for passengers traveling in both directions from Marathon)
with MDM Express, buses from Key West were scheduled so that they arrive in Marathon at the
same time the buses from Florida City arrive to Marathon. That means buses from the north
(Florida City) and from the south (Key West) arrive to Marathon at the same time and the
layover times of the buses at Marathon provide time for the passengers to continue their travel in
both directions through transfers.
Five alternative operating scenarios, that are developed for the Lower Keys Shuttle Bus service
integrating with the MDM Express service at Marathon:
· Alternative 1: From Stock Island (Community College) to Marathon (9 round trips/day)
· Alternative 2: From Key West (Old Town Parking Garage) to Marathon (9 round
trips/day)
· Alternative 3: Alternative 2 in peak period and Alternative 1 in off-peak period (9 round
trips/day)
· Alternative 4: Alternative 1 just to interface with the six trips ofMDM Express at
Marathon (6 round trips/day)
· Alternative 5: Alternative 2 just to interface with the six trips ofMDM Express at
Marathon (6 round trips/day)
Bus fleet assignments and the corresponding time tables for each of the above five alternatives
are shown in the following tables.
23
Key West Bus Service Route Development and Operational Analysis
Table 2: Bus Fleet Assignment - Alt. 1 Stock Island (Community College) to Marathon
9 Round Trips/Day (One-way Travel Time: 75 minutes)
Bus No. Depart Arrive Depart Arrive No. of Bus /
Stock Island Marathon Marathon Stock Island Driver Hours
1 6:40am 7:55 8:15 9:30 6h OOm
9:50 11 :05 11:25 12:40 pm
11 :30 am 12:45 pm 1:05 2:20
2 4:00 5:15 5:35 6:50 14h 20m
7:25 8:40 9:00 10:15
11 :00 12:15 am 12:35 1:50
2:00 pm 3:15 3:45 5:00
3 5:20 6:35 6:55 8:10 10h 40m
9:50 11:05 11 :25 12:40
Total Bus/Driver Hours = 31; Total Bus Miles =810
Times shown in bold coincide with the arrival times to Marathon from Florida City for all the six trips of the MDM
Express as shown in Table I
Table 3: Time Table with Headways -Alt. 1 Stock Island (Community College) to Marathon
North Bound South Bound
Stock Island Marathon Headway Marathon Stock Island Headway
(Depart) (Arrive) (Depart) (Arrive)
6:40 am 7:55 8:15 9:30
3h 10m 3h 10m
9:50 11 :05 11:25 12:40
Ih 40m 1 h 40m
11 :30 12:45 pm 1:05 2:20
2h 30m 2h 30m
2:00 3:15 3:45 4:50
2h OOm 2h OOm
4:00 5:15 5:35 6:50
Ih 20m Ih 20m
5:20 6:35 6:55 8:10
2h 05m 2h 05m
7:25 8:40 9:00 10:15
2h 25m 2h 25m
9:50 11:05 11 :25 12:40 am
1 h 10m Ih 10m
11 :00 12:15 12:35 am 1:50
Times shown in bold coincide with the arrival times to Marathon from Florida City for all the six trips of the MDM
Express as shown in Table 1
24
Key West Bus Service Route Development and Operational Analysis
"--. ._.,..",.,i___.__-.-.-"._~_.__ -~''''_~_'_'__'_______------'>___''''~_~_''M~__ _~_~_ ~_~_~"
Table 4: Bus Fleet Assignment - Alt. 2 - Key West (Old Town Parking Garage) to Marathon
9 Round Trips/Day (One-way Travel Time: 100 minutes)
Bus No. Depart Arrive Depart Arrive No. of Bus /
Key West Marathon Marathon Kev West Driver Hours
1 6: 15 am 7:55 8:15 9:55 7h 40m
10: 15 11 :55 12:15 1 :55 pm
2 11 :05 am 12:45 pm 1:05 2:45 8h 1 Om
3:35 5:15 5:35 7:15
1 :35pm 3:15 3:35 5: 15
3 5:35 7:15 7:30 9:10 Ilh 30m
9:25 11:05 11 :25 1 :05 am
4 7: 00 pm 8:40 9:00 10:40 7h 40m
11 :00 12:40 1 :00 am 2:40
Total Bus/ Driver Hours = 35; Total Bus Miles = 900
Times shown in bold coincide with the arrival times to Marathon from Florida City for all the six trips of the MDM
Express as shown in Table 1
Table 5: Time Table with Headways - Alt. 2 Key West (Old Town Parking Garage) to
Marathon
North Bound South Bound
Key West Marathon Headway Marathon Key West I Headway
(Depart) (Arrive) (Depart) (Arrive)
6: 15 am 7:55 8:15 9:55 I
4h OOm 4h OOm
10: 15 11 :55 12: 15 1 :55 pm !
Oh 50m I Oh 50m
11 :05 12:45 pm 1:05 2:45
2h 30m I 2h 30m
1:35 3:15 3:35 5: 15 i
I
2h OOm i 2h OOm
3:35 5:15 5:35 7:15
2h OOm I 1 h 55m
i
5:35 7: 15 7:30 9:10
Ih 25m 1 h 3 Om
7:00 8:40 9:00 10:40 I
2h 25m i 2h 25m
9:25 11:05 11 :25 1:05am
1h 35m 1h 35m
11 :00 12:40 1 :00 am 2:40 i
Times shown in bold coincide with the arrival times to Marathon from Florida City for all the six trips of the \1DM
Express as shown in Table 1
:25
Key West Bus Service Route Development and Operational Analysis
Table 6: Bus Fleet Assignment - Alt. 3
Peak Period - Key West (Old Town Parking Garage) to Marathon (100 min)
Off Peak - Stock Island (Community College) to Marathon (75 min)
9 Round Trips/Day
Bus No. Depart Arrive Depart Arrive No. of Bus / I
OTPG / Col Marathon Marathon OTPG / Col Driver Hours I
1 6:15 am (0) 7:55 8:15 9:55 (0) 7h 15m
10:15 (0) 11 :55 12:15 1 : 3 0 pm
2 11:30 am 12:45 1 :05 pm 2:20 7h 45m
3:35 pm (0) 5:15 5:35 7:15 (0)
2:00 pm 3:15 3:45 5:25 (0)
3 5:45 (0) 7:25 7:45 9:00 10h 40m
9:50 11:05 11 :25 12:40 am
4 7:00 pm (0) 8:40 9:00 10: 15 6h 25m I
11 :00 12: 15 12:35 1 :50 am
Total Bus/ Driver Hours = 32; Total Bus Miles = 850
Departures and arrivals during peak periods Key West are shO\vn as (0). All other arrivals and departures are Stock
Island. The times shown in bold coincide with the arrival times to Marathon from Florida City for all the six trips of
the MDM Express as shown in Table 1
Table 7: Time Table with Headways -Alt. 3
North Bound South Bound ,
Key West / Marathon Marathon Key West /
Stock Island (Arrive) Headway (Leave) Stock Island Headway
(Depart) I (Arrive)
6:15 am (0) 7:55 am 8:15 9:55 am (0) I
I
4h OOm 4h OOm
10:15 (0) 11:55 12:15 pm 1:30 i
Oh 50m Oh 50m i
11 :30 12:45 pm 1:05 2:20
2h 30m 2h 40m I
2:00 3:15 3:45 5:25 (0) I
2h OOm Ih 50m I
3:35 (0) 5:15 5:35 7:15(0)
2h 10m 2h 10m I
5:45 (0) 7:25 7:45 9:00 ,
1h 15m 1 h 15m
7:00 (0) 8:40 9:00 10: 15
2h 25m 2h 25m
9:50 11:05 11 :25 12:40 am
1 h 1 Om 1 h 1 Om
11 :00 12:15 am 12:35 1:50
Departures and arrivals during peak periods Key West are shown as (0). All other arrivals and departures are Stock
Island. The times shown in bold coincide with the arrival times to Marathon from Florida City for all the six trips of
the MDM Express as shown in Table I
26
Key West Bus Sen'ice Route Development and Operational Analysis
-"--<---~~'--~"--'-'~"""'"---"-"-""'-"-'_'__~'~~_'~"---.c~,...,~ ."_",,, -...._..__^~~.,.,_.___ ._~_..,__.".~,,,' ...~_. ,_~~~,_",~.,_." ~_. ,
Table 8: Bus Fleet Assignment and Time Table - Alt. 4 Stock Island (Community College)
to Marathon
6 Round Trips/Day (One-way Travel Time 75 min)
Bus No. Depart Arrive Depart Arrive No. of Bus I
Colle2:e Marathon Marathon College Driver Hours
1 6:40 am 7:55 am 8: 15 9:30
2 11:30 12:45 pm 1:05 2:20
1 2:00 pm 3:15 3:35 4:50 17h OOm
2 4:00 5:15 5:35 6:50
1 7:25 8:40 9:00 10: 15
2 9:50 11:05 11 :25 12:40
Total Bus/ Driver Hours = 17; Total Bus Miles = 540
Times shown in bold coincide with the arrival times to Marathon from Florida City for all the six trips of the MDM
Express as shown in Table 1
Table 9: Bus Fleet Assignment and Time Table - Alt. 5 Key West (Old Town Parking Garage)
to Marathon
6 Round Trips/Day (One-way Travel Time 100 min)
Bus No. Depart Arrive Depart Arrive No. of Bus I
OTPG Marathon Marathon OTPG Driver Hours
1 6:15 am 7:55 am 8: 15 9:55
2 11 :05 12:45 pm 1:05 2:45
1 1:35 pm 3:15 3:35 5: 15 22h OOm
2 4:00 5:15 5:35 6:50
1 7:00 8:40 9:00 10:40
2 9:25 11:05 11 :25 1 :05 am
Total Bus/ Driver Hours = 22; Total Bus Miles = 600
Times shown in bold coincide with the arrival times to :'v:Iarathon from Florida City for all the six trips of the MDM
Express as shown in Table I
27
Key West Bus Service Route Development and Operational Analysis
Integrating with Key West Transit (KWT) Loops
KWT is operating six loops in Key West including Stock Island. College in Stock Island is
served by five of the six loops with 59 arrivals and 59 departures starting from 6:30 am to 11:10
pm as follows:
. Gold Loop 17 departures
. Orange Loop 15 departures
. Blue Loop 13 departures
. Green Loop 11 departures
. Red Loop 3 departures
. Total 59 departures
The Marathon-Stock Island line haul system has 10 round trips as shown in Table 3. In view of
the many arrivals and departures available via five of the six loops operated by KWT, there are
plenty of opportunities for transfers between the line haul system and the KWT Loops at
Hospital. Hence, the integration between the two systems is not an issue.
Even if the terminal of the line haul system is Old Town Parking Garage in Key West,
integration with the KWT Loops is not an issue because five of the six KWT Loops serve the
garage with 74 arrivals and 74 departures as follows:
. Purple Loop 20 departures
. Orange Loop 16 departures
. Blue Loop 14 departures
. Red Loop 12 departures
. Green Loop 12 departures
. Total 74 departures
Service During Special Events
The Lower Keys play host to several special events and festivals throughout the year. These
activities attract visitors from across the State of Florida and across the United States. Because
of the uniqueness of the climate, environment and culture of the Keys, these events are scheduled
throughout the year to take advantage of these characteristics. While the Key's unique nature
makes it a perfect place for special events, the unique nature of the Keys, the small geographical
areas, also creates problems such as roadway congestion and high demand for parking. While
many events are held throughout the keys, initial service should include special event service for
Fantasy Fest and New Years Eve due to the high number of visitors that attend both events in
Key West. Fantasy Fest is a ten day event held each year in downtown Key West. Future
Fantasy Fest events are scheduled for:
.
2005
2006
2007
October 21 - 30
October 20 - 29
October 19 - 28
.
.
28
Key West Bus Service Route Development and Operational Analysis
Visitors stay throughout the Keys and must travel into Key West for festivities. Events are held
throughout the 10-day period and scheduled activities begin as early as noon and last until the
early morning hours.
The Lower Keys Shuttle Bus service could provide efficient service to Key West during special
events by reducing congestion on US 1 and need for parking in Key West. A highly organized
traffic management procedure aided by Lower Keys Shuttle service will attract more visitors to
Key West. Specially designated park-and-ride lots at Marathon exclusively for the special event
visitors will make the events more accessible for the visitors from outside the areas, such as
Miami and Ft. Lauderdale. An hourly service connecting Marathon with Key West during event
days is assumed. Bus service starting from Key West at 10:00 am and ending at 3:00 am with
one hour headways results in 18 round trips. Table 10 shows the daily bus operating
characteristics for two options for the southern terminal: Stock Island, Community College and
Key West, Old Town Parking.
Table] 0: Daily Operating Characteristics During Special Events
Southern Terminal Alternatives
Stock Island Key West
Characteristic (Community College) (Old Town Parking Garage)
Service Headway (minutes) 60 60
Service Period
At Southern Terminal 10:00am - 3:00am 10:00am - 3:00am
At Marathon 11 :30am - 4:30am 12:0Opm (noon) - 5:00am
# of Round Trips 18 18
# of Bus Miles 1,620 1,800
# of Bus Hours I Driver Hours 48 68
# of Buses Required 3 4
# of Drivers Required 6 8
The above operating table is based on one hour headways. The operation could be adjusted by
changing headways and/or service period. All the round trips are in addition to the regular daily
roundtrips. If any of the additional trips coincide with a regular trip, it could be shifted to a
different time or cancelled.
29
Key West Bus Service Route Development and Operational Analysis
Recommend Operating Alternative
The five alternatives have been analyzed to determine the alternative for initial implementation.
Table 11 shows the comparison of the five alternatives.
Table 11: Comparison of Alternatives
AU Southern Terminal No. of Daily Bus Daily Bus No. of Buses
No. Trips Hours Miles
1 Stock Island 9 31 810 3
2 Key West 9 35 900 4
3 Key West / Stock Island 9 32 850 4
4 Stock Island 6 17 540 2
5 Key West 6 22 600 2
The above alternatives were developed to coordinate with the MDM Express arrivals at Publix in
Marathon. This coordination provides continuous public transit service from Florida City to Key
West (connecting upper and lower keys) with single transfer at Marathon. The MDM Express
operates 14 round trips from Florida City, however, out of the 14 roundtrips only six (6) travel
between Florida City and Marathon. The remaining eight (8) roundtrips turn back at intermediate
stops at Key Largo (1), Tavernier (3), and Islamorada (4). The MOM Express headway to
Marathon in the morning is almost five hours. As the Lower Keys Shuttle Bus route scenarios
are developed to coordinate with the MDM Express bus arrivals, the Key West service may not
meet the exact needs of the Lower Keys study area corridor (Marathon to Key West).
Alternative 5, which is a low cost alternative with high potential to identify the latent demand for
transit in the lower keys corridor, is recommended for initial implementation. As demand
increase, schedules may be revised and trips added to meet specific internal trip demand.
The recommended alternative, Alternative 5, is 50 miles from the northern terminal at Publix
Shopping Center in Marathon (MM 50) to the southern terminal at Old Town Parking Garage in
the City of Key West. The following are the recommend timed stops for Alternative 5:
. Three (3) on US 1
o Big Pine Key at MM 30
o Summerland Key at MM 24
o Big Coppitt Key at MM 10)
. One (1) on Stock Island
o College/Hospital at MM 5
· Three (3) in the City of Key West
o Searstown
o Key Plaza
o Overseas Market
---___..______ ____ 30
Key West Bus Service Route Development and Operational Analysis
.~ ,'_._c_o< '" ~_~h. '-'-. ,,_,,'"_.,>,"'. ~._...___~.___.......,,~.~__,.___ ._.._ ....~,. T._~_.._ ___~.___'_H__ ~_.,~~._.___. '___"--' ",-_,_, ,__ _,.__.___.,_.~_..__ ~ ....~___..h.~w ',' .,~_ . h_...."__...".'_.'._h__._~___
In addition to these seven timed stops, there will be six designated on-demand stops on US I:
· Bahia Honda at MM 36
· Ramrod Key at MM 26
· Cudjoe Key at MM 21.5
· SugarloafKey at MM 19
· Bay Point Key at MM 14.5
· Boca Chica at MM 8.5
Map 4 depicts the recommended alternative and stops.
As mentioned earlier, it is recommended that the service constantly be evaluated for potential
modifications and enhancements. Alternative 5, six-round trips that enters into Key West with
the southern terminal stop at Old Town Parking Garage, will exhibit the latent demand for travel
in the corridor. As the number of round trips are minimal (only six), it is recommended that these
six trips enter into Key West for the initial implementation. As the service matures, new round
trips could be added terminating at Community College in Stock Island and the six original trips
can be adjusted in terms of schedule and terminal (College vs. Garage), as necessary. If found
necessary, turn back locations can be identified on the corridor on both sides, i.e. from Key West
to selected turn back locations and also from Marathon to selected turn back locations in the
corridor such as Big Pine Key.
Fleet Size and Operational Staff Requirements
Fleet Size
It is assumed that the operating scenario, not including special event service, will be the same for
all 365 days in a year. Two buses are needed to provide the service. The estimated annual bus
miles are 218,900. Two buses running for 600 miles/day is equivalent to 300 miles/daylbus.
This amounts to I 09,500 miles/ bus/year, which is very high. If spare buses are also used in daily
service along with the two buses, the annual bus miles per bus could be reduced. Currently, Key
West Transit (KWT) is using six buses in their daily operation ofloops and the remaining II
buses of its 17 -bus fleet are in spare. In view of this, it is recommended that KWT use three or
more buses from the spare bus inventory for use in the Lower Keys Shuttle Bus service.
Replacement after life cycle of these buses should be included in Key West's Transit
Development Plan.
The existing KWT buses are ADA accessible and have a seating capacity of 24. As the
maneuverability of these small buses is better than large buses, initiation of new service in the
Lower Keys areas that are not served by transit does not create any obstacles such as road and
intersection conditions. It is advisable to provide seats for all passengers in a service similar to
Lower Keys Shuttle Bus service without any standing passengers. In such a case, six round trips
with 24-seat buses will not be able to provide the required capacity to meet the estimated demand
of 530 daily passengers at route maturity. However, as indicated above, full patronage demand is
not expected immediately. As patronage is expected to grow over time, the existing buses are
sufficient to meet initial demand and it is recommended that service be initiated with the existing
buses.
31
Key West Bus Service Route Development and Operational Analysis
Insert Map 4.
MIAMI-DADE/KEY WEST
BUS SERVICE ROUTE DEVELOPMENT
MAP 4
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32
Key West Bus Service Route Development and Operational Analysis
As the ridership grows, additional existing buses and/or new large capacity buses could be put
into service to meet large concentration of passengers during peak periods. It should be noted
that small capacity buses running at short intervals will provide better service to the passengers
but at higher labor costs to the operator. The patronage growth and operating costs associated
with the 24 seat capacity buses should be constantly monitored to determine when and if larger
buses are to be introduced to replace smaller buses. If a private contractor is used, the
contractual agreement could state the capacity of buses to operate.
Operational Staff
The estimated revenue bus hours per day for this alternative is 22. Assuming 365-day per year
operation, the annual revenue bus hours operated will be 8,030. The revenue bus hours is also
assumed as bus driver hours. As the schedules are oriented to coordinate with MDM Express
with six round trips and no additional round trips are included in the service, after each round
trip, there is considerable layover time. These layover times are not considered to be paid hours
for the drivers. Assuming 8-hour day, three drivers are needed in a day to operate the system.
Consideration of vacation (10 days), sick leave (4 days), and 365 days/year operation (at 1,968
hours/driver/year), requires four drivers on an annual basis. If the service is operated by KWT, it
could hire additional drivers and utilize its drivers in a cost-efficient way by assigning the drivers
both to the loops operation as well as for the lower keys route. This type of assignment
minimizes the overall labor cost without paying for the long layover times. No additional staff is
required for administration, supervision, and dispatch other than drivers as the Lower Key Bus
Shuttle operation only requires the operation of two additional buses, providing six round trips
per day.
Park and Ride and Other Infrastructure Requirements
As stated previously, initial investment in infrastructure should be kept to standard stop signs.
As the system matures and identification of high demand areas become more evident,
infrastructure such as shelters, benches, trashcans, bicycle racks, bus bays, and potential park and
kiss and ride areas should be provided.
Cost Estimates
The City of Key West currently has 17 buses in their fleet, 6 of which are used to operate service
within Key West and Stock Island. As such, there are sufficient existing vehicles in their fleet
that can be used for the operation of the Lower Keys Shuttle Bus route. Therefore there is no
initial capital investment required for this route.
Operating and Maintenance (O&M) Cost
The O&M cost is determined based on the information on 0& M cost for operating one revenue
bus hour.
The following O&M Cost per revenue bus hour information was available:
· 2000 Key West TDP Executive Summary
· 2004 MDM Express, JGT cost
· FY 04-05 & 05/06 MDM Express, JGT cost
$ 37.50
$ 40.56
$ 40.91
Out of the cost indicators available, $41.00 per bus hour appears to be reasonable for private
operation. This cost is based on the assumption that a private operator provides the service on a
33
Key West Bus Service Route Development and Operational Analysis
contract basis with buses owned or leased by the contractor. The cost includes the O&M cost as
well as the capital recovery costs, which refer to the leasing costs in the case of leased buses or
depreciating costs in the case of owned buses.
If KWT operates with its own vehicles, the O&M cost does not include the capital recovery cost
for buses. In view of the liberal fringe benefits and the organizational set up, although capital
costs are not included, the O&M cost per revenue bus hour is assumed to be about $37.50.
The annual operating cost is estimated as:
· KWT Operation: 22 bus hours/day x 365 days x $37.5/ bus hour = $301,125 (using KWT
buses that are already available in its fleet).
· Private Operation: 22 bus hours/day x 365 days x $41.0/bus hour = $329,230 (includes
capital recovery for buses)
The daily operating cost to provide additional service on a special event day at the level of
service included in Table 10 are:
· KWT Operation: 68 bus hours/day x $37.5/ bus hour = $2550.00 (using KWT buses that
are already available in its fleet).
· Private Operation: 68 bus hours/day x $41.0/bus hour = $2778.00 (includes capital
recovery for buses)
Infrastructure Maintenance Cost
The only infrastructure required for initial operation and implementation include bus stop sign
posts at the proposed timed and designated on-demand bus stops on US 1. The capital and
maintenance costs of these sign posts are considered to be minimal, which can be included in the
KWT's capital and maintenance costs of several sign posts on the six loops it presently operates
in the City of Key West.
Organizational Arrangements
The following four organizational structures are considered for the lower keys service.
· KWT operates the service with its existing vehicles
· KWT owns vehicles and contracts out the operations
· KWT contracts out lower keys route service including use of private vehicles
· One Contractor operates both upper and lower keys routes
KWT Operation
As KWT is already operating its six-loops, it has considerable establishment, experience and
buses needed for this operation. KWT operating the lower keys service, combining with its
current loops operation, as a single transit network, offers cost-effective transit service.
Moreover, KWT has sufficient buses in its current fleet. So, it can start service immediately. This
operation allows the flexibility to change the schedules and operations per user responses to its
marketing and public awareness programs.
34
Key West Bus Service Route Development and Operational Analysis
Private Contractor using KWT Vehicles
Under this operating scenario, it may be possible to negotiate contractual price because the buses
required for operation are already in the KWT fleet. Within this alternative, maintenance of
buses could be also contracted along with operation or maintenance could remain the
responsibility ofKWT. To avoid unnecessary complexities of sharing responsibilities between
KWT and contractor, KWT could lease buses to the contractor who would then maintain the
buses in addition to actual service operation.
Schedule changes and/or adding new round trips might require additional buses with drivers and
increase in bus hours operated. Although a contractual agreement could be made to
accommodate these changes, providing needed buses to the operator by KWT and the contractor
to implement changes in schedules and hire drivers require time". In view of this, there will not be
a full flexibility of making changes and improve the service operation frequently, if necessary on
a weekly basis in the early months of initiating the service. If the contractual agreement provides
these capabilities, this arrangement does not provide any hindrance.
Complete Contracting of the Operation
This arrangement is similar to the current MDM Express operation. The contractor would be
responsible for providing vehicles, vehicle maintenance, service operation, and collecting fares.
The contractor would bill KWT for the amount not covered by fare box recovery as identified in
the contractual agreement. The operations and schedules are to be changed, as requested by
KWT until the operation matures and reflects the travel needs of the corridor.
Schedule changes and/or adding new round trips might require additional buses with drivers and
increase in bus hours operated. Although a contractual agreement could be made to
accommodate these changes, bringing additional buses and drivers into the service by the
operator and implementing changes in schedules require time. In view of this, there will not be a
full flexibility of making changes and improve the service operation frequently, if necessary on a
weekly basis in the early months of initiating the service. Developing a contractual agreement to
accommodate these capabilities will be more difficult than the earlier arrangement in which
buses are provided to the operator by KWT.
One Contractor for both the Existing Upper and Proposed Lower Keys Services
Under this scenario, one contractor would provide continuous service from Florida City to Key
West, including short routes within the corridor at intermediate turnback locations as necessary.
This would provide seamless operation with no need for transfer at Marathon. It also offers cost-
effective contractual agreement. If the system matures, in the future, a joint entity of Metro
Dade Transit, Monroe County, and KWT could be created to operate the entire route.
This arrangement is ideal after the Lower Keys Shuttle reaches maturity. This maturity could be
achieved only after monitoring the early operations and making the necessary improvements in
the operations. It is expected that the maturity will be achieved within one year after
implementation. Then, a comprehensive fare structure for the total route from Florida City to
Key West could be established. By that time, patronage and extent of operations by political
jurisdictions could be determined to share operating revenues and expenses proportionately
among the political jurisdictions.
35
Key West Bus Service Route Development and Operational Analysis
Recommended Organizational Arrangement
The KWT should initiate the service and operate it at least for one year. During the first year,
KWT can implement projects such as a public awareness program, employer subsidy program
and other marketing programs. Based on the input from these programs, KWT can change the
schedules in order to better service the community and increase the ridership. This kind of
frequent adjustments will create problems with a private operator unless the contract is flexible
to make changes as frequently as KWT wants. After the one year of initial operation, KWT
should evaluate the situation to decide whether to continue the operation by KWT or to contract.
Conclusions
Five alternative Lower Keys Shuttle Bus scenarios have been developed and analyzed. All the
scenarios are developed to provide a public transit system serving Lower Keys, coordinating
with the existing MDM Express in Upper Keys, and interfacing with the transit system in the
City of Key West and Stock Island in the south. The scenarios differ in terms of terminal location
in the south (College in Stock Island or Old Town Parking Garage in the City of Key West) and
the number of round trips in a day (six trips to coordinate with the six arrivals ofMDM Express
in Marathon or nine round trips including the six trips plus three additional trips). After
analyzing the alternatives, the 50-mile (one-way) alternative which provides six round trips and
operating between Publix Shopping Center in Marathon and Old Town Parking Garage in the
City of Key West is recommended. The recommended regular timed intermediate stops include
three on US 1, one in Stock Island, and three in the City of Key West. In addition to the regular
timed intermediate stops, six designated on-demand stops are also recommended on US 1.
The recommended operation is expected to exhibit the latent transit demand in Lower Keys. The
overall daily transit demand at route maturity is estimated at 530. As distribution ofthe demand
by location and time are not precisely known at this time, it is recommended that the operation
should be constantly monitored and changes in schedules and operation have to be made to suit
to the locations and timings of demand. In order to enable this constant monitoring and changing
of the route schedule, it is also recommended that the KWDOT, which operates the transit
system in the City of Key West and Stock Island, to operate the system for a minimum of one
year.
The recommended alternative requires three drivers to operate; 365-year operation with
allowable sick leave and vacation requires four drivers on an annual basis. Two buses are
sufficient to provide the service; however, in order to reduce wear and tear and substitute during
repairs, at least three spare buses are recommended. All the required buses for this operation are
available in the fleet of Key West Transit. Based on the assumed costs of operating a bus hour,
the annual operating cost is estimated as $ 301,125 under Key West Transit operation using the
KWT buses and $ 329,230 under private contractor with the contractor's buses.
_____..__..""_ ._w.__.______..~_~._.____._.~_._~_.
_______ 36
Key West Bus Service Route Development and Operational Analysis
Financial Plan
Fare Elements
Structure
There are two basic fare structures:
· Flat Fare - no differentiation of cost based on length of trip or time of day
· Differentiated Fare
o Distance Based - either based on zones or graduated distances
o Time Based - peak versus off-peak travel
Based on 1993 APTA survey, 37 percent of bus systems through the country had zonal fares, 5
percent had time-based fare, and remaining 58 percent had flat rate fares. Between 1993 and
2000, the percentage of differentiated fare structures decline slightly, even though technological
advances in fare box collection would make implementation of such fare structures easier to
implement.
Arguments against flat fares are related to issues of efficiency and equity. Essentially, flat fares
result in regressive transfer of income from lower to higher income groups. In other words,
long-distance commuters are subsidized by shorter, non-peak, local bus passengers. In addition,
users of higher cost services (long-distance, peak premium services) tend to have lower price
elasticity than users of the lower cost services, therefore differentiated based fares have higher
revenue potential. While that is true, case studies indicate systems that have eliminated zonal
based fare structures for flat fare structures do not result in a significant loss of revenues as the
simplification of the new fare system attracted new riders.
In addition, time-of-day differentials do not tend to have a great impact on attracting riders
during the off peak period and may actually decrease revenues. In general, differentiated fare
adds complexity for riders and drivers as well as those associated with designing, implementing,
administering and marketing the system. Generally speaking, the benefits of differentiated fare
are not seen to outweigh the practical disadvantages and implementation obstacles and flat rate
fares continue to be choice of most transit agencies.
In order to maintain a simple, and integrated bus system, it is recommended that a flat fare
structure be implemented. Currently the MDT operates the MDM Express like all other express
routes in Miami-Dade County. Fare if $1.50 each way. To create a fair, integrated system, the
Lower Key Shuttle Bus route should apply the same fare structure.
Transfers
Transfers policy must be set for routes/service within the same transit agency provider as well as
with other transit agencies that interface. There are three general categories of transfer fare
policies:
· Free
. Low Priced
· No Transfer (Full Fare at each Boarding)
37
Key West Bus Service Route Development and Operational Analysis
The majority of agencies in North America operating in 2000 offered free or low priced
transfers. Out of 251 agencies analyzed, 223 offered free or reduced transfers and 28 charged
full fare with each transfers. With the increasing use of discounted fare cards, there is more of a
shift away from free or reduced transfer fares (see discussion below).
The integration with services operated by other agencies becomes more complicated. Complex
agreements that identify responsibility, policy, administrative and customer support functions,
ownership, allocation of cost and revenues are required. Advances in technology are helping to
overcome some of the issues associated with system integration. Electronic payment media such
as smart cards allow each agency to retain its individual fare structure.
Due to the nature and length of the Lower Keys Bus Shuttle and the MDM Express route, and
the use of flat fares on each system, it is reasonable to charge full fares at each transfer point.
Payment Options
Basic payment options include:
· Single Ride
. Multi-Ride
· Period Passes
. Stored Value Cards
· Post-Payment
Payment instruments include:
. Cash
. Token
· Paper Ticket
· Magnetic Strip Tickets or Farecards
. Smartcards
. Credit/Debit/ATM
· Transfer vouchers
At least 75 percent oftransit agencies offered one type of unlimited ride cards such as single day
or monthly passes. With the increase in use of unlimited ride cards, price per trip is reduced,
thereby eliminating the need for reduced transfer policies.
Since Key West currently uses Magnetic Strip Tickets, the same payment instrument should be
used on the Lower Key Shuttle Bus route. However, since all of the existing routes are local
routes, discounts and passes used for the local routes should not apply to the Lower Key Shuttle
Bus route which essentially is a commuter, express route. No discounts should initially be
offered.
38
Key West Bus Service Route Development and Operational Analysis
Revenue Forecasts
Fare Box Revenue Estimate
In order to create an integrated system with the MDM Express route, the fare policy
implemented by MDT for that route is recommended for the Lower Keys Shuttle Bus route as
well: flat fare of$1.50 per ride. Transfers to local Key West service or to the MDM Express
route will require full fare of each respective system.
As Key West does not currently operate any express routes, no passes or discounted fares for the
Lower Key Shuttle bus route is recommended.
Once the system matures and achieves the projected 530 trips per day, revenue (in current year
dollars) will be $290,000 annually.
However, during the initial 3-year period, ridership and therefore revenue, is not expected to
reach full projections. As projected ridership closely reflects that ofthe current MDM Express
route, it is reasonable to expect similar ridership during the first three years of service. The
earliest historical ridership data for the MDM Express route available is for July through
December 2000. Based on that data, average daily ridership was 85. Assuming ridership of 85
per day, or 31,000 annually, projected revenue from fare box is $46,500 annually.
Short Term Funding I Budget - JARC Grant Agreement
The purpose of Job Access and Reverse Commute Grant (JARC) is two-fold:
· Job Access Grants - to develop new transportation services to assist welfare recipients
and low income individuals to and from jobs. Eligible activities:
o Capital and operating costs of equipment, facilities, and associated capital
maintenance items related to providing access to jobs; and
o Cost of promoting the use of transit by workers with nontraditional work schedules,
promoting use of vouchers, and promoting the use of employer-provided
transportation including transit benefits.
· Reverse Commute Grants - to develop transit services to assist residents of urban centers
and rural and suburban areas to suburban employment opportunities.
o Operating costs;
o Capital costs; and
o Other costs associated with reverse commute by bus, train, carpool, vans or other
transit service.
Funding is available for a total ofthree years - the year appropriated plus two years. Estimated
JARC funding is a total of one million dollars over the three year period. This is sufficient to
cover the daily service in addition to approximately fifteen days of special event service.
39
Key West Bus Service Route Development and Operational Analysis
Long-term Funding
Success of the Lower Key Shuttle Bus route should be analyzed during the three year period.
Long-term funding options should be investigated under separate contract.
Private Investment I Marketing
The Lower Keys Shuttle Bus will provide:
· Better accessibility to the workers living in Lower Keys and working in Key West,
Marathon, and other places within Lower Key;
· Opportunities to the employers in Key West in reducing ~he need for parking both for the
their employees and customers; and
· A means to the City of Key West in reducing traffic congestion and improving
distribution and circulation within the city.
Full awareness of these benefits to the stake holders (transit users, employers and the City) will
improve chances of joint development opportunities or private investment.
An aggressive publicity program with public awareness meetings throughout the lower keys and
distribution of flyers both at residential communities and locations of major employers will
accelerate passenger growth. Employer cooperative program to encourage transit through transit
subsidies to its employees will increase the ridership substantially. All these incentives to
increase ridership should be included in an aggressive and well coordinated marketing and public
awareness program. A good marketing program will lead to the success ofthe Lower Keys
Shuttle Bus operation, satisfying the goals ofthe JARC program.
Employer Benefits Programs encourage employers to facilitate and potentially subsidize
employees' use of the transit system. Key programs include:
· Annual Passes - formulas based on size, location and transit accessibility of each
individual business
. Transit Voucher
· Commuter Choice - Tax Code Amendment
These and other marketing strategies should be investigated as effort to develop a comprehensive
marketing program.
40