METROLIFT RESOURCE NOTEBOOK

Transcription

1 METROLIFT RESOURCE NOTEBOOK PREPARED FOR THE METROPOLITAN TRANSIT AUTHORITY OF HARRIS COUNTY BY THE TEXAS A&M TRANSPORTATION INSTITUTE (TTI) DECEMBER 2014

2 TABLE OF CONTENTS 1. Introduction ADA Complementary Paratransit Requirements... 2 ADA Paratransit Eligibility... 2 Complementary Paratransit Service Requirements METROLift Operating Characteristics... 3 Service Area... 3 METRO System Reimagining Service Area Comparison... 5 Span of Service... 6 METRO and Contractor Responsibilities... 7 Eligibility Process... 7 Advanced Scheduling and Same Day Changes METROLift Customer Profile... 9 Number of Unique ADA Eligible Customers... 9 Active Customers... 9 Customer Locations Average Household Income and Age Use of Mobility Devices METROLift Passenger Trips Where Customers Are Traveling Average Trip Distance and Duration Trip Purpose METROLift Fares ADA Paratransit Fare Pass Discount METRO Discounts for People with Disabilities on Fixed Routes Greater Houston Regional Transit Agency Fares METROLift Performance Measures On Time Performance No Shows and Late Cancellations Service Effectiveness Cost Efficiency and Cost Effectiveness Paratransit Cost per Passenger Trip Components of Cost for METROLift METROLift Moving Forward Community Outreach Service Area Considerations Fare Considerations Peer Research in November Service Area Fares for ADA Paratransit and Premium Service... 43

3 LIST OF FIGURES Figure 1. METROLift Service Area (2014)... 3 Figure 2. METROLift Service Area for METRO System Reimagining Figure 3. Unique Customers Who Make at Least One Trip on METROLift Each Month... 9 Figure 4. METROLift Customer Provided Addresses (September 2014) Figure 5. METRO 2011 Customer Survey Results Average Household Income Figure 6. METRO 2011 Customer Survey Results Average Passenger Age Figure 7. Percent of ADA Eligible METROLift Customers by Age Group (2014) Figure 8. METROLift Total Passenger Trips (FY ) Figure 9. Projected Increase in Demand for METROLift by Figure 10. Origins within and Destinations outside ADA Required 3/4 Mile Buffer Figure 11. Origins outside and Destinations within ADA Required 3/4 Mile Buffer Figure 12. METROLift On Time Performance Figure 13. No Shows and Late Cancels per Month Since New Policy Effective June 1, Figure 14. METROLift Service Effectiveness Compared to Peer Transit Agencies (2013) Figure 15. METROLift Cost Efficiency Compared to Peer Transit Agencies (2013) Figure 16. METROLift Cost Effectiveness Compared to Peer Transit Agencies (2013) Figure 17. METROLift Operating Expenses by Category Figure 18. Is Service Area for ADA Complementary Paratransit Greater than 3/4 Mile of Fixed Routes?. 39 Figure 19. Local Fixed Route Base Fare Compared to ADA Paratransit Base Fare for METRO and Peer Agencies LIST OF TABLES Table 1. Data Sources and Dates... 1 Table 2. METROLift Service Area and Subareas Table 3. METROLift Service Area and Subareas (2014) Compared to METRO System Reimagining... 6 Table 4. Percentage of Passenger Trips within/outside ADA Required 3/4 Mile Buffer Table 5. Average METROLift Passenger Trip Duration (Excludes MSP) Table 6. Trip Purpose on ADA Paratransit for Peer Agencies: DART and FWTA Table 7. METROLift Current Fare Structure and Use Table 8. Transit Agencies That Offer a Discounted Multi ride Pass for ADA Paratransit Table 9. METRO Regular and Discounted Fares on Local Fixed Route and Park & Ride Table 10. Use of METROLift ADA ID Q Fare Card (2014) Table 11. Greater Houston Area Public Transit Agencies and Relevant Fares Table 12. Number of No show and Late Cancel Warnings and Suspensions Since June 1, Table 13. ADA Paratransit Service Effectiveness Comparison (2013) Table 14. ADA Paratransit Cost Efficiency Comparison (2013) Table 15. ADA Paratransit Cost Effectiveness Comparison (2013) Table 16. Purchased Transportation for Van Service Contractor s Cost per Category of Expense (2013). 31 Table 17. Peer Research Agencies (November 2014) Table 18. Is the Service Area for ADA Complementary Paratransit Greater than 3/4 Mile Fixed Route?. 39 Table 19. When Did Agency Adopt the Policy for Paratransit Service Area 3/4 Mile of Fixed Route? Table 20. Local Fixed Route Fare Compared to ADA Paratransit Fare for METRO and Peer Agencies Table 21. Santa Clara VTA Fares for Paratransit Trips (Effective October 1, 2009) Table 22. Santa Clara VTA Results of Fare Strategy for Premium Fares for Paratransit Service Table 23. Discounts for People with Disabilities on Local Fixed Routes for METRO and Peer Agencies... 46

4 1. INTRODUCTION The purpose of this document is to summarize background information provided to members of the Metropolitan Transit Authority of Harris County (METRO) Board of Directors for discussion of the METROLift Moving Forward areas of interest: fares and service area. This document describes the requirements for ADA complementary paratransit and provides information about METROLift for the following topics: Operating characteristics. Customer profile. Passenger trips. Fares. Performance measures, including peer comparisons. Moving Forward community outreach. Peer comparisons for service area and fare policy. Data are reported from the most recently available and accurate source. Table 1 documents the data reference in the report, the source and date for the data, and a brief explanation of why this is the most recently available and accurate source. Table 1. Data Sources and Dates Data Point Source and Date Explanation METROLift service area and span of service METROLift number or ADA eligible customers METROLift customer location METROLift customer demographics (income and age) for comparison to local bus and rail METROLift customers by age group and use of mobility devices METROLift customer trip patterns by fare medium (ticket, 10 ticket book, monthly pass, annual pass); METROLift customer location METROLift average passenger trip distance METRO Q fare card taps METROLift no show and late cancellation data since change in policy METROLift policy November 2014 METROLift customer database September and October 2014 METROLift customer database September 2014 METRO passenger survey 2011 METROLift customer database October 29, 2014 METROLift customer database and scheduling software information for actual trips October 2012 METROLift scheduling software information for actual trips FY 2013 and FY2014 Fiscal year (FY) 2014 data from Office of Management and Budget Monthly METROLift data for May November 2014 Current METROLift policy Most recent data points reported at time of research TTI recent effort to geocode and analyze addresses Most recent passenger survey data available Data retrieved from METROLift customer database TTI analyzed October 2012 trips as part of METROLift Moving Forward, the analysis is extensive and not easily replicated METROLift annual data summary calculated as total passenger miles divided by total passenger trips Most recent METRO Q fare card data available Recent data for before (May) and after change in policy (June November) METROLift performance measures Data for FY 2013 Most recent complete and verified fiscal year data available; TTI analysis prepared July 2014 METROLift expense data Data for FY 2012 and FY 2013 TTI analysis of METROLift records Peer data for comparison Current Policy Performance data for FY 2013 TTI data collection July 2014 and November 2014 for most recent comparable data available Page 1

5 2. ADA COMPLEMENTARY PARATRANSIT REQUIREMENTS The Americans with Disabilities Act of 1990 (ADA) was signed into law on July 26, 1990, by President George H. W. Bush and amended with changes effective January 1, The ADA gives civil rights protections to individuals with disabilities similar to those provided to individuals on the basis of race, sex, national origin, and religion. The ADA guarantees equal opportunity for individuals with disabilities in employment, public accommodations, public transportation, state and local government services, and telecommunications. 1 The U.S. Department of Transportation Federal Transit Administration (FTA) is responsible for regulations to implement ADA provisions for public transportation. The ADA and FTA regulations require public transit agencies that provide local fixed route transit service (bus and rail) to operate complementary paratransit service for people with disabilities who cannot use the fixed route bus or rail service because of a disability. 2 ADA PARATRANSIT ELIGIBILITY The ADA specifically defines the population of customers who are entitled to complementary paratransit as a civil right: People whose disability prevents them from using the fixed route service. People with disabilities who can use the fixed route service but the fixed route vehicle or the bus stop is inaccessible. People whose disability prevents them from traveling to or from the bus stop or train station due to obstacles that impede them. COMPLEMENTARY PARATRANSIT SERVICE REQUIREMENTS A transit agency must ensure complementary paratransit service meets the following minimum service characteristics for the service to be equivalent to local fixed route service: Operate during the same days and hours as local fixed routes. Accept a reservation at least a day in advance. Operate within a 3/4 mile corridor of local fixed routes, around stations and transit centers. Serve requests for all trip purposes. Charge a fare no more than twice the base non discounted adult fare for fixed route. Operate without capacity constraints (e.g., untimely pickups, missed trips, excessive trip lengths, and excessive telephone hold times). 1 Title 42 Code of Federal Regulations (CFR) Chapter 126 Equal Opportunity for Individuals with Disabilities. 2 Title 49 CFR Part 37 Transportation Services for Individuals with Disabilities. Page 2

6 3. METROLIFT OPERATING CHARACTERISTICS METROLift paratransit service began on April 12, 1979, operating within a 50 square mile service area and transporting 36,000 passenger trips per year. Thirty five years later, METROLift service is now available for people with disabilities in a service area of over 750 square miles. METROLift delivered more than 1.8 million passenger trips in FY SERVICE AREA Figure 1 illustrates the current METROLift service area. Source: METRO Figure 1. METROLift Service Area (2014) Page 3

7 The METROLift service area includes the following subareas: METROLift service is available in corridors within 3/4 mile of all weekday local fixed routes (bus and rail) and around stations and transit centers within the METRO jurisdictional boundary. The corridors are the 3/4 mile buffer. Between 2000 and 2002, the METRO Board approved METROLift service for areas beyond the required 3/4 mile buffer in Clear Lake, Humble, Missouri City, Kingwood, Copper Field, and the State Highway 6 area/bear Creek. This larger area is the extended service area. METROLift service is also available in the 3/4 mile buffer outside the METRO jurisdictional boundary for specific routes that extend to the perimeter of the METRO jurisdiction (e.g., 121 Northshore Flyer, 44 Acres Homes Montgomery, 45 Chimney Rock, 75 Sagemont, 15 Settegast, and 65 Homestead Greens). 3 Table 2 identifies the approximate size of each subarea. Table 2. METROLift Service Area and Subareas 2014 METROLift Service Area and Subareas Within ADA required 3/4 mile for METRO weekday local fixed routes inside the METRO jurisdiction Extended service area beyond ADA required 3/4 mile inside the METRO jurisdiction Current Area in Square Miles Subtotal 751 Within 3/4 mile for METRO weekday local fixed routes but outside the METRO jurisdiction Total 775 Source: Texas A&M Transportation Institute (TTI) estimate based on Figure 1 The METROLift service area does not change by day of the week or time of day to reflect changes in the local fixed route span of service. Estimates of how much larger the METROLift expanded service area is than the required 3/4 mile buffer are as follows: 29% of the METROLift service area is beyond the ADA required 3/4 mile of the local fixed routes on weekdays (221 divided by 751 = 29%). Approximately 50% of the METROLift service area is beyond the ADA required 3/4 mile of local fixed routes on weekends CFR An entity is not required to provide paratransit service in an area outside the boundaries of the jurisdiction in which it operates if the entity does not have legal authority to operate in that area. Page 4

8 METRO SYSTEM REIMAGINING SERVICE AREA COMPARISON METRO System Reimagining is a community focused long range plan designed to improve regional connectivity with an emphasis on sustainable options. The long range plan will build upon the existing METRO system. Figure 2 illustrates the ADA required service area for the proposed METRO System Reimagining local fixed routes and compares that area to the current METROLift service area. Source: METRO Figure 2. METROLift Service Area for METRO System Reimagining. Page 5

9 Table 3 compares the approximate size of each subarea for the current METROLift service area to the possible METRO System Reimagining comparable subareas. Table 3. METROLift Service Area and Subareas (2014) Compared to METRO System Reimagining METROLift Service Area and Subareas Within ADA required 3/4 mile for METRO weekday local fixed routes inside the METRO jurisdiction Extended service area beyond ADA required 3/4 mile inside the METRO jurisdiction Current Area in Square Miles METRO System Reimagining Square Miles Subtotal Within 3/4 mile for METRO weekday local fixed routes but outside the METRO jurisdiction Source: TTI estimate based on Figures 1 and 2 Total SPAN OF SERVICE METROLift s 531 square mile ADA required service area encompasses areas within a 3/4 mile corridor of local fixed routes, around stations and transit centers. The times for METROLift service within this area are comparable to local bus and rail times: Monday through Thursday 3:40 a.m. with last drop off by 2:10 a.m. Friday and Saturday 3:40 a.m. with last drop off by 2:50 a.m. Sunday 3:40 a.m. with last drop off by 1:50 a.m. METROLift also provides paratransit service in a 220 square mile expanded service area beyond the 3/4 mile requirement. The times for METROLift service within the expanded service area are as follows: Monday through Friday 5:00 a.m. 11:00 p.m. Saturday 7:00 a.m. 12:00 a.m. (midnight) Sunday and Holidays 7:00 a.m. 11:00 p.m. The METROLift Subsidy Program (MSP) service is available before and after the hours listed above for customers who require late night or early morning service (see further discussion of MSP on page 8). Page 6

10 METRO AND CONTRACTOR RESPONSIBILITIES METRO staff manages the METROLift program and is responsible for customer service, reservations, scheduling, and dispatch. METROLift service is currently provided using two private transportation contractors one operating METRO owned vans and one operating contractorowned sedan vehicles. The current van contractor is MV Transportation, Inc., and the current sedan contractor is Greater Houston Transportation Company (Yellow Cab). METROLift also offers a non ADA subsidized taxi voucher program for ADA eligible customers to travel the same day throughout the entire METRO service area. The subsidized taxi voucher program is known as the METROLift Subsidy Program (MSP). Customers call the taxi providers directly to arrange a ride. METRO pays up to $8.00 for an MSP trip based on the distance of the trip. ELIGIBILITY PROCESS METROLift serves ADA eligible persons whose physical or cognitive disability prevents them from independently using the fixed route service, or the individuals disability prevents them from navigating a natural or architectural barrier when traveling to/from a bus stop or station. The METROLift eligibility process includes two steps: an application and an in person interview. METROLift customer service personnel review customer applications to ensure the application is complete and the applicant meets ADA requirements. Applicants who submit a complete application are required to come to METRO headquarters for an in person interview. METROLift staff may conduct a functional assessment to confirm an individual is ADA eligible. The nationally recognized best practice is to use appropriate professionals such as occupational therapists, physical therapists, or orientation and mobility specialists to conduct the functional assessment. 4 METROLift will introduce healthcare professionals to conduct functional assessments to confirm an individual is ADA eligible in FY Source: METROLift 2014 records 4 Easter Seals Project ACTION, Determining ADA Paratransit Eligibility: An Approach, Guidance and Training Materials, Page 7

11 ADVANCED SCHEDULING AND SAME DAY CHANGES FTA regulations state ADA paratransit service must be scheduled at least one day in advance. While transit systems are permitted to use real time/same day scheduling, same day scheduling is not required. METROLift provides three types of same day changes: Send back: METROLift will send back a vehicle for a customer that was not ready at the scheduled pickup time. Hold trip: METROLift allows a customer to put a return trip on hold and call when ready to return. Address change: On an exception only basis, METROLift allows a customer to change the address of a pickup or drop off on the day of service. The customer does not pay a premium fare for same day changes. METROLift same day changes impact about 5% of total daily passenger trips: Send backs represent 2.4% of total same day changes. Hold trips represent 1.95% of total same day changes. Address changes represent the remaining 0.65% of total same day changes. Source: METROLift 2014 records Page 8

12 4. METROLIFT CUSTOMER PROFILE This section presents METROLift customer demographics in terms of the number of ADA eligible customers, customer location, household income, average age, and mobility device use. NUMBER OF UNIQUE ADA ELIGIBLE CUSTOMERS METROLift reported 16,538 individual ADA eligible customers in September 2014 and 16,554 individual ADA eligible customers in October 2014, representing a one month increase of 0.1% (annualized 1.16%). The growth in individual ADA eligible customers is calculated as current customers plus new customers that are ADA eligible, less the customers who are inactive. An inactive customer has not used METROLift in the past six months. ACTIVE CUSTOMERS METROLift customers are taking more trips. Figure 3 provides the trend line for the number of ADAeligible customers who make at least one trip each month. The number of active customers increased from 7,644 in October 2011 to 8,722 in September 2014, an increase of 14% in 36 months, or about 0.39% per month. 9,000 8,722 Unique METROLift Customers 8,500 8,000 7,500 7,000 6,500 7,644 Month and Year Source: METROLift Figure 3. Unique Customers Who Make at Least One Trip on METROLift Each Month Page 9

13 CUSTOMER LOCATIONS Figure 4 is a map showing the addresses of ADA eligible METROLift customers (16,538 as of September 2014). ADA eligibility for paratransit does not depend on where the customer lives. People who live outside of the paratransit service area can still apply to be eligible for ADA paratransit, and the transit agency must review the application. An eligible customer must come into the service area to access paratransit services. Based on the METROLift customer provided personal addresses for September 2014, customer locations are distributed as follows: Within 3/4 mile ADA required service area 15, % In the Extended Service Area % Beyond the Extended Service Area % Total as of September , % Corrected 12/12/14 Source: TTI analysis of METROLift data Figure 4. METROLift Customer Provided Addresses (September 2014) Page 10

14 AVERAGE HOUSEHOLD INCOME AND AGE Based on data from 2011 passenger surveys, about 81% of METROLift customers have a household income of less than $16,000 as compared to about 37% of METRO local bus customers and 24% of METRORail customers. Figure 5 illustrates the relative income of METRO customers by mode for local fixed route bus and rail as compared to METROLift. Ninety five percent of all METROLift customers responding to the 2011 survey reported a household income less than $32,000 annually. 100% 90% 20% 7% 9% 14% <5% 80% 70% 17% 19% 60% 50% 21% 27% 40% 81% 30% 19% 20% 10% 24% 37% 0% METRORail METRO Local Bus METROLift < $16,000 $16,000 to $31,999 $32,000 to $53,999 $54,000 to $80,999 $81,000 > Source: METRO passenger surveys Figure 5. METRO 2011 Customer Survey Results Average Household Income Page 11

15 Based on data from the 2011 passenger surveys, the average age of METROLift customers was 60 years old as compared to about 39 years old for METRO local bus customers and about 40 years old for METRORail customers. Figure 6 illustrates the relative age of METRO customers by mode for local fixedroute bus and rail as compared to METROLift Years of Age METRORail METRO Local Bus METROLift Source: METRO passenger surveys Figure 6. METRO 2011 Customer Survey Results Average Passenger Age Page 12

16 Figure 7 illustrates the percent of ADA eligible METROLift customers by age (in five year increments). More than half (51%) of all METROLift registered customers are 65 years of age or older. 85 years and over 80 to 84 years 75 to 79 years 70 to 74 years 65 to 69 years 60 to 64 years 55 to 59 years 50 to 54 years 45 to 49 years 40 to 44 years 35 to 39 years 30 to 34 years 25 to 29 years 20 to 24 years 15 to 19 years 10 to 14 years 5 to 9 years Under 5 years 0.02% 0.03% Source: METROLift data Figure 7. Percent of ADA Eligible METROLift Customers by Age Group (2014) USE OF MOBILITY DEVICES Approximately 30% of METROLift customers use a wheelchair. Source: METROLift 2014 records 0% 2% 4% 6% 8% 10% 12% Page 13

17 5. METROLIFT PASSENGER TRIPS FTA regulations state that a transit agency cannot place any constraints on capacity or service availability for ADA paratransit service. METROLift must serve all trip requests from ADA eligible customers for paratransit to complement fixed route transit. As shown in Figure 8, demand for METROLift passenger trips (excluding MSP) increased approximately 26% from 1,334,000 in 2008 to 1,682,000 in 2013, an average of 5.2% per year. The number of passenger trips increased 7% in one year from 1,682,000 in 2013 to 1,800,800 in Passenger trips include ADA eligible customers, personal care attendants (PCAs), and companions. Based on analysis of METROLift data for 2013, about 83.8% of passenger trips are ADA eligible customers and 12.6% are PCAs. The remaining 3.6% are companions. Annual Passenger Trips 2,000,000 1,800,000 1,600,000 1,400,000 1,200,000 1,000, , , , ,000 FY08 FY09 FY10 FY11 FY12 FY13 FY14 Source: METROLift records Total MSP ADA Paratransit Figure 8. METROLift Total Passenger Trips (FY ) As shown in Figure 9, the annual METROLift passenger trips will increase to 2.7 million by 2020, assuming a 7% increase in demand per year (as actual 2013 to 2014). The demand for passenger trips in 2020 will be almost double the passenger trips on METROLift in The annual passenger trips are increasing because there are more ADA eligible customers registered with METROLift, more customers are actively riding METROLift, and customers that are riding METROLift are scheduling more trips. Page 14

18 3,000,000 2,750,000 2,500,000 2,250,000 2,000,000 1,750,000 1,500,000 1,250,000 1,000, , , ,000 1,865,000 FY14 Source: METROLift records Figure 9. Projected Increase in Demand for METROLift by 2020 WHERE CUSTOMERS ARE TRAVELING Approximately 89% of passenger trips had both the origin and destination within the ADA required 3/4 mile buffer for local fixed routes. The remaining 11% of passenger trips had either the origin or the destination (or both) outside the ADA required 3/4 mile buffer but inside the METROLift expanded service area. Of the 11% of passenger trips, 10% had either the origin or the destination outside the ADA required 3/4 mile service area but within the expanded service area, and 1% of passenger trips had both origins and destinations outside the ADA required 3/4 mile service area. Table 4 provides the statistics for origins and destinations within/outside the ADA required 3/4 mile buffer. Figure 10 and Figure 11 illustrate the trip origins and destinations. Table 4. Percentage of Passenger Trips within/outside ADA Required 3/4 Mile Buffer Destinations within 3/4 Mile Buffer Destinations outside 3/4 Mile Buffer Total Origins within 3/4 Mile Buffer 89% 5% 94% Origins outside 3/4 Mile Buffer 5% 1% 6% Total 94% 6% 100% Source: TTI analysis of October 2012 METROLift records Page 15

19 Source: TTI analysis of October 2012 METROLift records Figure 10. Origins within and Destinations outside ADA Required 3/4 Mile Buffer Page 16

20 Source: TTI analysis of October 2012 METROLift records Figure 11. Origins outside and Destinations within ADA Required 3/4 Mile Buffer Page 17

21 AVERAGE TRIP DISTANCE AND DURATION The average passenger trip distance on METROLift was 11.8 miles in FY 2013 and 11.4 miles in FY Distance is calculated by dividing total passenger miles for the fiscal year by total passenger trips. With two exceptions, the average duration of a METROLift passenger trip (minutes on the METROLift vehicle) is similar whether the passenger is traveling within, outside, or between the ADA required 3/4 mile service area and the METROLift extended service area, ranging from 50 to 52 minutes per trip on average, as show in Table 5. Table 5. Average METROLift Passenger Trip Duration (Excludes MSP) Destinations within 3/4 Mile Buffer Destinations outside 3/4 Mile Buffer Origins within 3/4 Mile Buffer 51 minutes 52 minutes Origins outside 3/4 Mile Buffer 50 minutes 50 minutes Source: TTI analysis of October 2012 METROLift records The two exceptions are in Clear Lake and Kingwood. The average duration of a METROLift passenger trip in the Clear Lake or Kingwood service area is 20 minutes. METROLift applies specific restrictions on service within Clear Lake and Kingwood. These restrictions are permissible because both communities are beyond the ADA required 3/4 mile service corridors for local fixed routes. METROLift service in Clear Lake and Kingwood is restricted to origins and destinations within each zone and feeder service to the METRO Park & Ride facility within each zone. For the zoned areas of Clear Lake and Kingwood where customers can travel only within the zone, the average trip duration is 20 minutes. TRIP PURPOSE METROLift must serve requests for all trip purposes. FTA regulations state that a transit agency may not place restrictions or priorities based on trip purpose when scheduling and providing ADA complementary paratransit. For this reason, METROLift staff does not track trip purpose. TTI researched published reports to identify documentation for a profile of paratransit trip purposes for a peer transit agency. One reference is Transit Cooperative Research Program (TCRP) Report 158: Improving ADA Paratransit Demand Estimation: Regional Modeling (2012). The model presented in this report is based on analysis of a survey of 800 users of ADA paratransit service operated by Dallas Area Rapid Transit (DART) and the Fort Worth Transportation Authority (FWTA), combined with the regional travel demand model of the North Central Texas Council of Governments and U.S. Census tract data for the same area. The survey obtained detailed information about actual trips made by ADA paratransit riders. Table 6 extracts the results of the survey for trip purpose on ADA paratransit operated by DART and FWTA. Page 18

22 Table 6. Trip Purpose on ADA Paratransit for Peer Agencies: DART and FWTA Trip Purpose Percent of Trips Medical/Dialysis 32.8% Work 23.5% Personal Business 12.2% Shopping 8.5% Recreation 7.9% Adult Daycare 7.5% School 5.9% Social Visit 1.7% Total 100.0% Source: TCRP Report 158 (2012) based on a sample of 800 customers Page 19

23 6. METROLIFT FARES The METROLift base fare for a one way ticket is $1.15, established in The current METROLift paratransit fare structure includes discounts for a 10 ticket book, monthly pass, and annual pass. Table 7 illustrates the percentage of passenger trips and unique riders by fare type for FY The average fare that a METROLift patron pays per trip is $0.974, representing an average 18% discount and 4% fare recovery. Fare Category Table 7. METROLift Current Fare Structure and Use Price Per Trip Fare Percent Passenger Trips Percent Unique Riders Single Ticket Fare $1.15 $1.15 6% 7% 10 Ticket Book $9.75 $ % 85% Monthly Pass $38.60 $ % 6% Annual Pass $ $ % 2% METROLift Average Fare $0.974 Percent Fare Recovery 4% Source: TTI analysis of 2013 METROLift records The METRO Board has not changed the fare for METROLift service in 23 years since As points of comparison, the consumer price index has risen 73% since 1991 (source: Bureau of Labor Statistics accessed November 2014), and the cost of a stamp has increased 69%, from $0.29 to $0.49 for a first class letter (source: U.S. Postal Service). ADA PARATRANSIT FARE PASS DISCOUNT About 2% of METROLift riders use an annual pass and take 4% of passenger trips. About 6% of METROLift riders use a monthly pass and take 18% of passenger trips. Therefore, 8% of riders use a pass and take 22% of passenger trips. METRO prices the monthly pass based on a 1991 Board resolution that assumed 42 rides per month times a $1.15 base fare less a 20% discount, for $38.60 per month. METRO prices the annual pass based on a 1994 Board resolution that assumed $38.60 per month times 12 months less an additional 25% discount, for $ per year. Most transit agencies do not offer a discount for the ADA paratransit fare. TTI researchers identified three peer transit agencies in addition to METRO that offer a discount pass for ADA paratransit fares, as illustrated in Table 8. Page 20

24 Table 8. Transit Agencies That Offer a Discounted Multi ride Pass for ADA Paratransit Base ADA No. of Trips before Peer Agency Pass Price for Pass Paratransit Fare Pass Discount Monthly $ METROLift $1.15 Annual $ Austin Capital Metro* $1.75 Monthly $ Monthly $ Portland TriMet $2.50 Annual $ Atlanta MARTA $ day $ *Austin Capital Metro fare effective January 11, 2015 Source: Transit agency websites, November 2014 METRO DISCOUNTS FOR PEOPLE WITH DISABILITIES ON FIXED ROUTES METRO offers discounts for people with disabilities (and seniors) on local fixed route and Park & Ride as documented in Table 9. Table 9. METRO Regular and Discounted Fares on Local Fixed Route and Park & Ride Service Type Regular Fare Discounted Fare Local Base Fare $1.25 $0.60 Day Pass $3.00 $1.50 Park & Ride Zone 1 $2.00 $1.00 Zone 2 $3.25 $1.60 Zone 3 $3.75 $1.85 Zone 4 $4.50 $2.25 Source: METRO In addition, some passengers may ride for free on local fixed route and Park & Ride: Seniors 70 years of age or more ride free. METROLift passengers who were eligible for free fare on fixed route prior to 2008 (when the 50% fare was first introduced) and remain an active METROLift customer are grandfathered to continue riding for a free fare on fixed routes. To remain grandfathered, a customer must keep eligibility for METROLift and not let activity lapse more than 60 days. The METROLift ADA ID Q Fare Card allows METROLift patrons to board and ride METRO s fixed route bus and rail service for a reduced cost of 50% of the regular fare. To take advantage of this service, the eligible passenger taps the METROLift ADA ID Q Fare Card on the Q Box when boarding a transit service. Table 10 summarizes use of the METROLift ADA ID Q Fare Card in FY The METRO record shows customers used the METROLift ADA ID Q Fare Card for 482,241 taps, or 0.8% of the 57.9 million total Q Fare Card taps for all METRO local and Park & Ride fixed routes in The 482,241 METROLift ADA ID Q Fare Card taps on fixed routes is 25.9% of the 1,865,167 passenger trips on METROLift in Page 21

25 Table 10. Use of METROLift ADA ID Q Fare Card (2014) Local/Rail Q Fare Card Taps Park & Ride Q Fare Card Taps Total Q Fare Card Taps METROLift Discount 280,293 2, ,364 METROLift Free* 197,734 2, ,877 Total METROLift 478,027 4, ,241 *METROLift free includes grandfathered and one year Freedom Pass Source: METRO Using the variable cost of $25.81 per METROLift passenger trip (2013), the 482,241 passenger trips on fixed routes using the Q card would cost more than $12.4 million if METROLift provided the trips instead. GREATER HOUSTON REGIONAL TRANSIT AGENCY FARES Other transit agencies in the region operate demand response transit and ADA paratransit. Table 11 documents the fare for each transit agency by type of service. Fare ranges reflect a distance based fare, fare defined by destination, or fare to cross a jurisdiction (county). Table 11. Greater Houston Area Public Transit Agencies and Relevant Fares Agency Type of Service Riders* Fare to Rider for One Way Trip METROLift ADA Paratransit A $1.15 Harris County Shared RIDE L $3.00 to $24.00 Same Day Taxi RIDE L 50% of meter up to $24 fare ADA Paratransit A $2.00 Baytown/La Porte/Crosby Fort Bend County Demand Response G $1.00 Colorado Valley Demand Response L $2.00 $5.00 Brazos Transit Demand Response G $3.50 $5.50 Connect Transit Demand Response G $1.00 $3.50 ADA Paratransit *Riders: A = ADA Eligible G = General Public L = Limited Eligibility: ADA, Seniors, Low Income Source: TTI research (July 2014) and agency reported fares A $2.00 Texas City/La Marque Lake Jackson/Angleton None of the peer transit agencies offers monthly or annual passes with unlimited rides. Page 22

26 7. METROLIFT PERFORMANCE MEASURES Transit agencies track and measure certain effectiveness, efficiency, and quality of service measures in measuring ADA paratransit performance. This section includes information about METROLift and the following performance measures: On time performance (OTP). No shows and late cancellations. Service effectiveness. Cost efficiency. Cost effectiveness. This section also documents the elements of cost for METROLift. ON TIME PERFORMANCE On time performance measures the reliability of the system whether the vehicle arrives for a pickup and delivers the passenger when scheduled. METROLift has committed resources to improve on time performance from 85% in FY 2013 to 87% in FY 2014, as shown in Figure 12. The METROLift goal is to achieve 90% on time performance by the end of FY 2015 (September 2015). 100% 90% 80% 70% 60% 50% 40% 30% 20% 10% 0% 85% 87% 90% 2013 Actual 2014 Actual 4th Q 2015 Goal Source: METROLift data Figure 12. METROLift On Time Performance Page 23

27 NO SHOWS AND LATE CANCELLATIONS When a customer fails to show up for a scheduled demand response trip or cancels after it is too late to schedule another customer in his or her place, the transit agency has spent resources on a wasted trip. Transit agencies also lose schedule productivity (trips scheduled per hour of service) when customers cancel after the schedule has been optimized the night before. METROLift revised the no show and late cancellation policy on June 1, The major revisions of the policy are as follows: A No Show occurs when the vehicle arrives within the 30 minute on time window at the scheduled location, but the customer and driver do not connect and the driver leaves without the customer. Late Cancellation occurs when a customer cancels less than two hours before his or her scheduled pickup time. Each month, the number of no shows and late cancellations are added together. If the monthly total equals five or more and represents at least 5% of the customer s trips for that month, the customer is in violation of the policy. Each month s trips are calculated separately. Penalties are: o 1st month in violation: warning letter. o 2nd month in violation: 5 day suspension. o 3rd month in violation: 10 day suspension. o 4th month in violation: 15 day suspension. o 5th month or more in violation: 20 day suspension. An appeal can be processed for any suspension. Penalty progression starts new each calendar year. The impact of the new policy is a lower no show and late cancel rate. Prior to the new policy, over 7% of trips were no shows. Since the start of the new policy, no shows averaged 4.4% of trips in October 2014 and 4.5% of November, as shown in Figure 13. The number of warnings and suspensions for no show and late cancels are down since implementation of the new policy. See Table 12 for the number of noshow and late cancel warnings and suspensions since implementation of the new policy in June 1, Page 24

28 15,000 Number of Late Cancels/NoShows 12,500 10,000 7,500 5,000 2, % 5.4% 5.2% Late Cancels No Shows Percent of Passsenger Trips 4.5% 4.4% 4.4% 4.5% 0 May June July Aug Sept Oct Nov Source: METROLift 2014 data Figure 13. No Shows and Late Cancels per Month Since New Policy Effective June 1, 2014 Table 12. Number of No show and Late Cancel Warnings and Suspensions Since June 1, 2014 Source: METROLift 2014 data Page 25

29 SERVICE EFFECTIVENESS The number of passenger trips per revenue hour measures the productivity of the system. Productivity captures the ability of the system to schedule and serve passenger trips with similar origins, destinations, and time parameters, using the least number of in service vehicles and revenue hours. Factors that affect productivity include the size of the service area, distribution of residential areas and destination areas, and passenger trip patterns. For example, if a transit agency serves a significant number of group trips on paratransit, the passengers per revenue hour will be higher when compared to peers that do not serve as many group trips. Other factors that can affect service effectiveness are noshows, late cancellations, scheduling efficiency, dispatcher skills, the ability to schedule trips in real time, and vehicle operator experience and familiarity with the service area and the operating environment including traffic and the roadway network. METROLift ADA paratransit productivity (excluding MSP) in 2013 was 1.74 passenger trips per revenue hour and falls in the middle when compared to peer ADA paratransit systems, 5 as shown in Table 13 and Figure 14. Table 13. ADA Paratransit Service Effectiveness Comparison (2013) Agency Annual Passenger Trips Annual Revenue Hours Passenger Trips per Revenue Hour Denver RTD 685, , Dallas DART 755, , King County Metro 1,158, , METROLift 1,681, , Austin Capital Metro 601, , San Antonio VIA 1,059, , Santa Clara VTA 732, , Source: TTI peer research (July 2014) and agency reported data 5 TTI conducted peer research in July 2014 for the specific purpose of comparing METROLift service effectiveness, cost efficiency, and cost effectiveness to comparable peer paratransit systems. TTI collected detailed performance and cost data for FY2013 from the following six peer paratransit systems: Austin Capital Metro, Dallas DART, Denver Regional Transportation District (RTD), King County Metro (Seattle), San Antonio VIA, and Santa Clara (California) Valley Transportation Authority (VTA). Page 26

30 3.00 Passenger Trips per Revenue Hour Denver RTD DART King County METROLift Capital Metro VIA Santa Clara VTA Source: TTI peer research (July 2014) and agency reported data Figure 14. METROLift Service Effectiveness Compared to Peer Transit Agencies (2013) Page 27

31 COST EFFICIENCY AND COST EFFECTIVENESS The operating cost per revenue hour is a cost efficiency measure, reflecting the financial resources needed to produce a unit of service. The operating cost per passenger trip is a cost effectiveness measure combining cost efficiency with productivity. Cost Efficiency METROLift s FY 2013 cost per revenue hour of $46.86 was the lowest of the ADA paratransit peer agencies reviewed, as shown in Table 14 and Figure 15. Table 14. ADA Paratransit Cost Efficiency Comparison (2013) Agency Annual Revenue Hours Total Paratransit Program Cost* Cost per Revenue Hour King County Metro 680,837 $60,105,316 $88.28 Austin Capital Metro 314,474 $23,124,756 $73.53 Santa Clara VTA** 287,569 $19,620,757 $68.23 Denver RTD 551,813 $36,014,951 $65.27 San Antonio VIA 485,975 $29,154,846 $59.99 Dallas DART 523,315 $25,548,118 $48.82 METROLift 964,510 $45,200,288 $46.86 * The total paratransit program cost includes the cost of taxis for paratransit backup but excludes the expenses for subsidized taxi programs, if any ** Costs may include agency indirect and overhead Source: TTI peer research (July 2014) and agency reported data $90.00 $88.28 $80.00 $70.00 $60.00 $50.00 $46.86 $48.82 $59.99 $65.27 $68.23 $73.53 $40.00 $30.00 $20.00 $10.00 $0.00 METROLift DART VIA Denver RTD Santa Clara VTA Capital Metro King County Source: TTI peer research (July 2014) and agency reported data Figure 15. METROLift Cost Efficiency Compared to Peer Transit Agencies (2013) Page 28

32 Cost Effectiveness METROLift s FY 2013 cost per passenger trip was $ METROLift s cost effectiveness compares favorably to peer transit systems, as shows in Table 15 and Figure 16. Table 15. ADA Paratransit Cost Effectiveness Comparison (2013) Agency Annual Passenger Trips Total Paratransit Program Cost* Cost per Passenger Trip Denver RTD 685,096 $36,014,951 $52.57 King County Metro 1,158,467 $60,105,316 $51.88 Capital Metro 601,651 $23,124,756 $38.44 Dallas DART 755,402 $25,548,118 $33.82 San Antonio VIA 1,059,084 $29,154,846 $27.53 METROLift 1,681,933 $45,200,288 $26.87 Santa Clara VTA** 732,793 $19,620,757 $26.78 * The total paratransit program cost includes the cost of taxis for paratransit backup but excludes the expenses for subsidized taxi programs, if any ** Costs may include agency indirect and overhead Source: TTI peer research (July 2014) and agency reported data Denver RTD $52.57 King County $51.88 Capital Metro $38.44 DART $33.82 VIA $27.53 METROLift $26.87 Santa Clara VTA $26.78 Source: TTI peer research (July 2014) and agency reported data Figure 16. METROLift Cost Effectiveness Compared to Peer Transit Agencies (2013) Page 29

33 PARATRANSIT COST PER PASSENGER TRIP Paratransit service is a higher cost per passenger trip than other modes of transit because each trip is origin to destination (anywhere in the expanded service area) and the number of passengers transported per revenue hour is lower than other modes. A transit agency operating ADA paratransit must serve all requests for trips in the service area and during hours that are comparable to local fixed routes. ADA does not permit capacity constraints, Factors that affect the demand for paratransit trips include the following: Service area population demographics. Availability of other transportation options. Fixed route accessibility. Lower fares/multi ride discount passes. A reason paratransit service is a higher cost per passenger trip is because the service is origin todestination. Factors that affect the cost of an origin to destination paratransit trips include the following: Service area size. Span of service. Duration of average trip service hours to meet demand. Shared rides productivity per revenue hour of service. Performance standards for quality of service can also impact the cost per passenger trip. For example, more resources are required to maintain a higher standard for on time performance. Achieving a higher standard for on time performance can generate more demand, which will increase the resources required to deliver paratransit service without capacity constraints. COMPONENTS OF COST FOR METROLIFT METROLift s FY 2013 operating cost per revenue hour was $46.86 (see Table 14). The following percent breakdown of METROLift operating costs is illustrated in Figure 17: 12% METROLift in house labor and benefits to support reservations, dispatch, customer service, support services and general management 6% Fuel and lubricants purchased by METRO to support Van service 1% METRO expenses for materials, supplies, and services 81% Purchased transportation Purchased transportation includes four types of contracted service: 42% Sedan 32% Van 6% Taxicab backup 1% MSP Page 30

34 Materials, Supplies, Services 1% Fuel & Lube 6% Labor & Benefits 12% Purchased Transportation 81% METROLift Subsidy Program 1% Van 32% Wheelchair Accessible Minivan 42% Taxi Backup 6% Source: METROLift data Figure 17. METROLift Operating Expenses by Category The contract for Van service provides sufficient detail to show the cost by expense category as listed below. The majority of any paratransit provider expense is the cost of labor, including payroll and benefits, as shown in Table 16. Table 16. Purchased Transportation for Van Service Contractor s Cost per Category of Expense (2013) Percent of Cost Van Contractor s Cost by Category of Expense by Category of Expense Labor Including Benefits 72.1% Utilities, Supplies, Services, and Miscellaneous 8.6% Leases, Rentals, and Depreciation 6.7% Casualty and Liability 3.9% Corporate Overhead and Profit 8.7% Total Contractor Expense 100% Source: METRO contract for Van Service Page 31

35 8. METROLIFT MOVING FORWARD COMMUNITY OUTREACH METROLift Moving Forward is a community outreach effort to gain feedback from the public on METRO s policies and practices to balance METROLift quality of service and sustainability. METROLift riders, transit riders who use other METRO services, and members of the public who may not use transit participated in 12 community outreach workshops March through May The purpose of the community outreach effort was to gauge public opinion on nine areas of interest that could contribute to service quality and sustainability. About 334 participants contributed to the discussions at the workshops or provided input using an online workbook. The METROLift Moving Forward community outreach effort was designed for METRO to inform the public, listen to feedback from the public, consider public input and acknowledge concerns, and share the next steps. METRO has addresses four of the nine areas of interest to date: On time performance. No show and late cancellation policy. Eligibility program. Curb to curb. The five remaining areas include: Fares. Service area. Same day changes. Fixed route accessibility. Feeder service/travel training. This section summarizes community feedback on fares and service area. Complete documentation for community feedback on all areas of interest is available at Page 32

36 SERVICE AREA CONSIDERATIONS Statements for Public Comment Two statements about the METROLift service area were presented for public discussion during METROLift Moving Forward community outreach workshops: METRO should consider reducing the METROLift service area to the ADA required service area (within 3/4 mile of local fixed routes and around transit centers and rail stations). If the METROLift service area remains the same, METRO should consider charging a premium (higher) fare for trips outside the ADA required service area. Americans with Disabilities Act of 1990 Agencies that operate fixed route service must provide ADA paratransit service comparable to that available on the local fixed route system. Comparable means paratransit service must be provided within a 3/4 mile corridor on either side of local bus routes and around transit centers and rail stations. Transit agencies may choose to provide ADA paratransit service beyond the 3/4 mile buffer when a fixed route is not operating in those areas. Transit agencies may charge a premium fare for service beyond the required 3/4 mile buffer. METROLift Current Policy and Practice METROLift provides ADA service beyond the 3/4 mile requirement (the extended service area), specifically: 29% of the METROLift service area is beyond the ADA required 3/4 mile of the local fixed routes on weekdays Approximately 50% of the METROLift service area is beyond the ADA required 3/4 mile of local fixed routes on weekends. METROLift provides service to origins and destinations beyond the 3/4 mile requirement. More than 11% of 99,950 weekday passenger trips in October 2012 were beyond the ADA required 3/4 mile of the local fixed routes. Impact on METROLift Service Quality and Sustainability ADA regulations require transit agencies that operate fixed route transit to also provide ADA complementary paratransit service within the same service area as the fixed routes, which generally includes a 3/4 mile corridor on either side of local bus routes and around transit centers and rail stations. Providing service beyond the ADA required service area gives a larger number of individuals access to METROLift and a greater number of destinations (quality). Providing service beyond the ADArequired area also requires more resources in terms of service hours, vehicles, staff, and maintenance (sustainability). Page 33

37 Public Outreach Outcomes Statement 1: METRO should consider reducing the METROLift service area to the ADA required service area (within 3/4 mile of local fixed routes and around transit centers and rail stations). Strongly Agree Agree No Opinion Disagree Strongly Disagree 8% 7% 6% 27% 52% Comments Summarized by Category Number Expand service area 24 If expand service area, need to increase fare to pay for larger service area 12 METROLift should not operate outside ADA required service area 8 Expand area but only to serve trips for medical trip purposes 5 Leave METROLift service area as is 4 Other 6 Look at service area status of customers Concerned outlying counties are not providing service Total* 59 * Some participants offered multiple comments; general comments listed for both statements Statement 2: If the METROLift service area remains the same, METRO should consider charging a premium (higher) fare for trips outside the ADA required service area. Strongly Agree Agree No Opinion Disagree Strongly Disagree 25% 31% 10% 16% 18% Comments Summarized by Category Number Charging higher fare for expanded service area seems appropriate policy, as long as the 40 premium is reasonable No, do not charge higher fare because people who need METROLift service do not have 5 money Increase in fare acceptable if tied to improvement in service quality or an increase in 4 service Charge more for METROLift service but do not change the service area 1 Other 5 Why not increase regular METRO fares It seems I am being punished because I am outside METROLift service area Total* 55 * Some participants offered multiple comments; general comments listed for both statements Page 34

38 FARE CONSIDERATIONS Statements for Public Comment Two statements about fares were presented for public discussion during the METROLift Moving Forward community outreach workshops: METRO should consider increasing the METROLift fare to cover a higher percent of the operating cost. METRO should consider eliminating METROLift discounted tickets and passes and instead charge a standard fare per passenger trip. Americans with Disabilities Act of 1990 The fare for paratransit cannot exceed twice (two times) the non discounted adult fare for a similar trip at the same time of day on the regular fixed route system. A personal care attendant (someone who assists the ADA eligible rider) shall not be charged a fare. The fare for a companion is the same as for the ADA eligible paratransit rider. METROLift Current Policy and Practice The METROLift fare is $1.15 per passenger trip, 10 cents below the METRO adult base fare of $1.25 for local bus and rail. METROLift also offers discounted fares: a 10 trip ticket book at $9.75, a monthly pass at $38.60, and an annual pass at $ Riders using a discounted pass pay less than $1.00 per passenger trip. METROLift fares have not changed since METROLift fares cover about 4% of METROLift operating costs. Impact on METROLift Service Quality and Sustainability A transit agency charges the customer a fare to cover a portion of the cost of providing the service (sustainability). In 2012, the average cost of providing METROLift service was $24.33 per passenger trip, as compared to $4.97 per passenger boarding for the fixed route bus. The METROLift fare is $1.15, approximately 4% of the operating cost per passenger trip, whereas the non discounted adult fare for the METRO local fixed route is $1.25, about 25% of the operating cost per passenger boarding for the fixed route bus. Page 35

39 Public Outreach Outcomes Statement 1: METRO should consider increasing the METROLift fare to cover a higher percent of operating costs. Strongly Agree Agree No Opinion Disagree Strongly Disagree 15% 24% 5% 22% 34% Comments Summarized by Category Number Do not increase fare, puts burden on individuals with lowest, fixed income 25 Yes, but a small increase only 18 Increase in fare acceptable if tied to improvement in service or increase in service 15 Fare for METROLift should be based on income of the rider 12 Increase fare but only if discount fares are available 12 Fare at least equal to METRO bus 6 Implement Q card for METROLift 4 Fare double METRO bus base fare 3 Other Comments 11 Provide service for necessary trips only, not bingo I am out of area, willing to pay more for service Phase in increase over time (3 to 5 years) Raise METRO fare instead of METROLift fare Tie increase to cost of living increase in Social Security Discounts are too generous Total* 106 * Some participants offered multiple comments; general comments listed for both statements Statement 2: METRO should consider eliminating METROLift discounted tickets and passes and instead charge a standard fare per passenger trip. Strongly Agree Agree No Opinion Disagree Strongly Disagree 9% 6% 8% 25% 52% Comments Summarized by Category Number Number Do not eliminate discounted fares, individuals with lowest income and individuals with fixed 36 income need discount fares, passes help people who ride METROLift the most Keep discounted fares but include a small increase 6 Eliminate discounted fares 3 Other Comments 6 Possibly have different passes to pay more for additional options Keep passes but eliminate ticket books The government provides certain percentage to provide service Total* 51 * Some participants offered multiple comments; general comments listed for both statements Page 36

40 9. PEER RESEARCH IN NOVEMBER 2014 METRO staff requested that TTI research current national practice related to ADA paratransit service areas and fares. TTI identified peers using a two step process. The first step was to identify peer transit agencies using the methodology recommended in TCRP Report This methodology references data from both the National Transit Database (NTD) and the U.S. Census Bureau to develop a likeness score for possible peer agencies. In the second step, TTI identified peers of interest based on previous research for METROLift Moving Forward. The two step process resulted in a list of 32 possible peer transit agencies. TTI then researched the name and contact information of someone who would be knowledgeable about fare policy for each transit agency. TTI worked with METROLift staff to develop a request for information in a survey format. The request included information about ADA paratransit policy and practice for service area and fare structure. TTI sent an individualized to each peer agency contact, requesting a quick response to the survey in order to report information back to METRO in December. TTI followed up with reminder s. Twenty three of the 32 transit agencies responded by November 21, Two of the 23 responses were from agencies with regional responsibility and were not directly responsible for ADA paratransit. Table 17 displays the final peer group of 21 agencies that provide or contract for ADA paratransit service, listed in alphabetical order by state and transit agency. 6 TCRP Report 141: A Methodology for Performance Measurement and Peer Comparison in the Public Transportation Industry, Page 37

41 Table 17. Peer Research Agencies (November 2014) Short Agency Principal City State Reference Access Services Los Angeles CA Access LA North County Transit District San Diego County CA North County Orange County Transportation Authority Orange CA OCTA San Francisco Municipal Transportation Agency San Francisco CA SF MUNI San Francisco Bay Area Rapid Transit* Oakland CA SF BART Santa Clara Valley Transportation Authority San Jose CA Santa Clara VTA Denver Regional Transportation District Denver CO Denver RTD Washington Metropolitan Area Transit Authority Washington DC WMATA Palm Beach County, PalmTran, Inc. West Palm Beach FL PalmTran Pace Suburban Bus Division Arlington Heights IL Pace Massachusetts Bay Transportation Authority Boston MA MBTA Metro Mobility Minneapolis MN Metro Mobility New Jersey Transit Corporation Newark NJ NJ Transit Tri-County Metropolitan Transportation District of Oregon Portland OR TriMet Port Authority of Allegheny County Pittsburgh PA Access Pittsburgh Capital Metropolitan Transportation Authority Austin TX Capital Metro Dallas Area Rapid Transit Dallas TX DART Fort Worth Transportation Authority Fort Worth TX The T VIA Metropolitan Transit San Antonio TX VIA Utah Transit Authority Salt Lake City UT UTA King County Metro Transit Division Seattle WA King County * San Francisco BART provides ADA paratransit in partnership with Alameda Contra Costa Transit District (AC Transit) Page 38

42 SERVICE AREA TTI asked peer transit agencies about the service area for ADA complementary paratransit: Does your agency operate ADA paratransit service in an area greater than the ADA required 3/4 mile buffer? Table 18 and Figure 18 summarize the responses from the 21 transit agencies who responded. Table 18. Is the Service Area for ADA Complementary Paratransit Greater than 3/4 Mile Fixed Route? YES Greater than 3/4 Mile NO Not Greater than 3/4 Mile ADA Service Area Is ADA Service Area Is Equal to Greater than 3/4 Mile Required 3/4 Mile (Not Greater) Santa Clara VTA Access LA PalmTran North County MBTA OCTA Metro Mobility SF MUNI DART SF BART The T Denver RTD King County WMATA Pace NJ Transit TriMet Access Pittsburgh Capital Metro VIA UTA Source: TTI peer research (November 2014) and agency reported data Source: TTI peer research (November 2014) and agency reported data Figure 18. Is Service Area for ADA Complementary Paratransit Greater than 3/4 Mile of Fixed Routes? Page 39

43 Agencies That Do Not Provide ADA Paratransit beyond the ADA Required 3/4 Mile of Fixed Routes The transit agencies that do not provide ADA paratransit beyond the required 3/4 mile of fixed routes provided additional information about local policy (see also Table 19). Table 19. When Did Agency Adopt the Policy for Paratransit Service Area 3/4 Mile of Fixed Route? ADA Service Area Equal to Required 3/4 Mile Buffer When Did Agency Adopt Policy for 3/4 Mile Service Area (ADA 1990)? SF MUNI 1990 Access LA At inception of the Access LA service Pace 1992 Denver RTD 1993 NJ Transit 1993 SF BART 1996 OCTA 2005 VIA 2009 Capital Metro 2010 UTA 2010 Access Pittsburgh 2012 TriMet 2012 North County NA WMATA NA Source: TTI peer research (November 2014) and agency reported data Six transit agencies reported changing the service area since 2005: OCTA, VIA, Capital Metro, UTA, Access Pittsburgh, and TriMet. Did the Transit Agency Grandfather Current Riders When the Service Area Changed? The one response to this question was from Capital Metro. In 2010, when the agency adopted a policy to reduce the ADA complementary paratransit to the required 3/4 mile corridor for local fixed routes, Capital Metro grandfathered all existing riders (outside the 3/4 mile) for 90 days to allow riders to find alternative arrangements. Is There a Subsidized Taxi Service Available to Customers That Need to Travel beyond the ADA Required 3/4 Mile Corridor for Local Fixed Routes? Denver RTD provides a subsidized taxi voucher. The passenger pays the first $2.00 and any amount over $14.00 on the taxi meter, regardless of distance. Capital Metro offers a stored value card. The registered ADA customer can pay the taxi company up to $20.00 per month to receive a smart card with $80.00 of value (Capital Metro pays 75% of the cost of the smart card up to $60.00). This program is short term and will expire at the end of FY Capital Metro determined the program benefitted less than 4% of paratransit customers and the subsidy is too high. Page 40

44 Agencies That Do Provide ADA Paratransit beyond the ADA Required 3/4 Mile of Fixed Route The transit agencies that do provide ADA paratransit beyond the required 3/4 mile of fixed routes provided additional information about local policy. Why Does the Agency Offer Paratransit Service beyond the Required 3/4 Mile of Fixed Route? Santa Clara VTA provides ADA paratransit beyond 3/4 mile in response to community requests; however, VTA charges a premium fare for the expanded service area. See further discussion below. The ADA paratransit service area is 346 square miles. PalmTran in Palm County, Florida, explained that the nature of county geography and the State of Florida program for the transportation disadvantaged called for ADA complementary paratransit beyond 3/4 mile. The ADA paratransit service area was not given. Metro Mobility is subject to a state statute that requires the Metropolitan Council to provide special transportation service within the geographic coverage area of the...transit taxing district, as defined as of March 1, The ADA paratransit service area is 1,100 square miles. DART provides ADA paratransit to the 13 member cities regardless of distance from rail or bus routes. DART prefers to have a consistent paratransit service area. Bus routes are modified frequently, so the 3/4 mile limit would be in a constant state of flux. The ADA paratransit service area is 696 square miles. King County passed an ordinance in 1999 to provide expanded service in the urban growth boundary. Transit Now passed in 2006 to provide expanded service to rural areas mid day from 9:00 a.m. to 3:00 p.m. The ADA paratransit service area is 819 square miles. No answer was given for MBTA or The T. Does the Agency Charge a Premium Fare for Paratransit Service beyond 3/4 Mile of Fixed Routes? Santa Clara VTA charges a premium fare for the expanded paratransit service area beyond 3/4 mile of fixed routes. Effective October 1, 2009, Santa Clara VTA charges a premium fare for ADA paratransit service beyond the 3/4 mile buffer: $16.00 (four times the ADA complementary paratransit base fare of $4.00). Santa Clara VTA also charges a premium fare ($16.00) for same day service changes and other premium paratransit services. See further discussion on page 51. MBTA charges a premium fare for the expanded paratransit service area beyond 3/4 mile of the fixed route. The agency adopted the policy for premium fare January 6, The MBTA one way fare for premium non ADA trips is $5 per registered passenger or guest. This applies when the trip origin and/or destination is greater than 3/4 mile from MBTA bus or subway service and outside the core areas, or for same day trip requests or changes. The ADA paratransit base fare is $3.00 for a trip origin and destination within 3/4 mile of the MBTA bus or subway. Does the 3/4 Mile Service Area Change with Fixed Route Service by Day of Week or Time of Day? Access LA changes the 3/4 mile service area by time of day to reflect local fixed route coverage. SF BART shares a paratransit obligation with AC Transit in the shared area. The paratransit required 3/4 mile service area changes by time of day to reflect AC Transit local fixed routes. Denver RTD changes the 3/4 mile service area by the day of the week and time of day to reflect local fixed routes. Pace changes the 3/4 mile service area by the day of the week and time of day to reflect local fixed routes. Page 41

45 NJ Transit shadows the local fixed route buses and light rail stations. When the service on fixed routes or light rail changes, the paratransit service area changes. TriMet changes the service area to reflect the fixed routes on the outskirts of the service area. Changes in frequency of service do not affect paratransit. Capital Metro changes the ADA required 3/4 mile service area for paratransit every hour to reflect the actual fixed routes. This is accomplished through time based polygons for fixed routes that Capital Metro maintains in the automated scheduling system. UTA changes the ADA required 3/4 mile service area for paratransit for days of operation and timeof day changes (early morning and late night). The following agencies replied that the 3/4 mile service area for paratransit does not change by the day of the week or time of day: North County. OCTA. SF MUNI. WMATA. Access Pittsburgh. VIA. Page 42

46 FARES FOR ADA PARATRANSIT AND PREMIUM SERVICE TTI asked peer transit agencies about the fare for ADA complementary paratransit and how that fare compares to the adult, non discounted base fare for local fixed routes. Table 20 and Figure 19 summarize the responses from the 21 transit agencies that responded and provide a comparison to METRO fares. Houston METRO has the lowest paratransit base fare as compared to the agencies responding to the peer survey. Table 20. Local Fixed Route Fare Compared to ADA Paratransit Fare for METRO and Peer Agencies Agency (Sorted by Paratransit Fare) Local Fixed Route Base Fare Paratransit Fare Last Fare Change Paratransit Less than Fixed Route Paratransit Equal to Fixed Route Paratransit More than Fixed Route Paratransit Twice (2X) Fixed Route Denver RTD $2.25 $ X Santa Clara VTA $2.00 $ X Metro Mobility $2.25 $ X SF BART* $2.10 $ /2014 X UTA $2.50 $ X OCTA $2.00 $ X PalmTran $2.00 $ X North County $1.75 $ X WMATA $1.75 $ X Access LA $1.75 $ X The T $1.75 $ X Access 2012 $2.50 $3.15 Pittsburgh X DART $2.50 $ X MBTA $2.10 $ X NJ Transit $1.50 $ X Pace $1.75 $3.00 NA X TriMet $2.50 $ X SF MUNI $2.25 $ X VIA $1.20 $ X Capital Metro (1) $1.25 $1.75 1/2015 X King County (2) $2.50 $1.75 3/2015 X METRO $1.25 $ X Count Includes METRO (Total 22) * AC Transit base local fare 1) Capital Metro will increase the local base fare from $1.00 to $1.25 and the paratransit fare from $1.50 to $1.75 in January ) King County Metro will increase the adult off peak base fare from $2.25 to $2.50 and the paratransit fare from $1.25 to $1.75 in March Source: TTI peer research (November 2014) and agency reported data Page 43

47 Page 44 Source: TTI peer research (November 2014) and agency-reported data Figure 19. Local Fixed-Route Base Fare Compared to ADA Paratransit Base Fare for METRO and Peer Agencies