HomeMy WebLinkAboutAGENDA REPORT 2011 0105 CC REG ITEM 09CMOORPARK CITY COUNCIL
AGENDA REPORT
ITEM 9.C.
( +sly f�ot.nm: Weetinc
ACTION
TO: Honorable City Council
FROM: Dave Klotzle, Interim City Engineer /Public Works Director
Prepared by: Shaun Kroes, Senior Management Analyst
DATE: December 22, 2010 (CC Meeting of 01/05/2011)
SUBJECT: Consider Moore & Associates, Inc. Recommendations for Changes
to Moorpark City Transit Bus Routes and Timetables
SUMMARY
On November 15, 2008, the City Council approved entering into an agreement with
Moore & Associates, Inc., to evaluate Moorpark City Transit's bus system. The goal
was to determine if there were improvements to the system that could be made to
increase ridership without increasing costs. Moore & Associates was also tasked with
developing proposed maps and schedules for evening and weekend service. Moore &
Associates completed its route study in 2009. Staff has been evaluating Moore's report,
including examining proposed bus stop locations and determining the feasibility of
Moore's proposals. The final report, completed December 1, 2010, (Attachment 1)
provides an evaluation of the City's transit system as well as proposed route maps and
schedules.
BACKGROUND
Moorpark City Transit currently operates two bus routes Monday through Friday,
between 6:00 a.m. and 6:00 p.m. Route 1 travels in a counter - clockwise loop around
the City and Route 2 travels in a clockwise loop around the City. Both routes cover the
majority of the City. Route 1 provides service to Villa del Arroyo Mobile Home Park and
Route 2 provides service to Moorpark Marketplace. Moorpark City Transit provides
service to many passengers, however, the primary passengers are students traveling to
and from K -12 schools and Moorpark College. Moorpark City Transit also has some
passengers also commute to and from work and use the bus to travel to the Active Adult
Center.
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Moore & Associates performed three primary tasks as part of their Agreement. The first
was to perform a ride check analysis. The second task was to provide an evaluation of
the City's existing service. The third task was to provide recommendations for
adjustments to the City's bus routes (if any) as well as proposed bus routes and
schedules for evening and weekend service.
DISCUSSION
Moore & Associates reported that Moorpark City Transit operates an efficient transit
system. Moorpark City Transit has seen ridership increase 33.0% over a five -year
period (FY 05/06 through FY 09/10). It should be noted that Moorpark City Transit had
a 46.6% increase in ridership between FY 05/06 and FY 08/09, however, a ridership
decrease of 9.27% in FY 09/10 has decreased the overall ridership trend. Staff does
not have a definitive answer as to why ridership decreased the last fiscal year.
Nationally, decreases in ridership are being blamed on the economic downturn as
commuters have lost jobs. In Moorpark, it is possible that some students have decided
to use other means of transportation to travel to and from school. The local Boys and
Girls Club has reduced the number of bus routes that it used to bring students to the
Club on Casey Road in the afternoon; this reduction is likely one reason for the
decrease in Moorpark City Transit's ridership.
Ride Check Analysis
Moore & Associates' Ride Check Analysis consisted of their staff taking 39 trips over a
two -day period. As indicated in the report, improvements in on -time performance are
necessary. Both Route 1 and Route 2 fell below industry standards of 90 %. Combined,
Route 1 and Route 2 had an on -time performance of only 66.4 %. Route 1 had an on-
time performance of 78.3 %, compared to Route 2's on -time performance of 53.6 %.
Many factors can be attributed to the low on -time performance. Delays can be caused
by traffic at Moorpark College and train crossing signals at Spring Road and Moorpark
Avenue. The other factor can be the current practice of requesting drivers to wait two
minutes past designated departure times. The practice was put into place after
passengers complained about the buses leaving bus stops too soon. Many complaints
were actually determined to be a result of passengers' timepieces being early compared
to the City buses timepieces. To decrease the risk of perceived premature departures,
the bus drivers were instructed to wait two minutes to depart from their stop. Boarding
passengers with wheelchairs could also delay trips, particularly with the City's older
buses which require a wheelchair lift instead of the City's new buses with wheelchair
ramps.
Staffs proposal to improve overall trip on -time performance is to carefully monitor the
buses using the City's tracking system to replay bus trips. If it is determined that delays
are a result of a driver's failure to adhere to departure times, corrective action will be
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required. If it is determined that the factors are outside of the driver's control, then
further adjustments to the respective route or trip may be required.
The Ride Check Analysis also provided details of where passengers primarily boarded
and alighted from the buses. Route 1's primary boarding locations appear to be at
Woodcreek Apartments and near Moorpark High School. This is not surprising since it
has already been established that many passengers use Moorpark City Transit to travel
to and from school. What was surprising was seeing that the Civic Center was the
primary alighting location. This could be explained by the Boys and Girls Club, which
used Route 1 to bring some of its participants to its Casey Road location when local
schools ended. It should be noted that the Boys and Girls Club has since ceased its
use of Moorpark City Transit. Based upon the ridership data, it appears that many
passengers board Route 1 from the Mountain Meadows area and travel to Virginia
Colony and Moorpark College.
Route 2's primary boarding location was the Moorpark Civic Center. One factor that
plays a role in this particular bus stop is that passengers transfer from between two
buses during a shift change at 3:10 p.m. This occurs just after Route 2 has boarded
many passengers from the Moorpark High School. Route 2's secondary boarding
location of Peach Hill Park is partially attributable to the Boys and Girls Club, which
used that bus stop to travel from Peach Hill School to the Civic Center, where
passengers then walked to the Casey Road location. Route 2's boardings and
alightings also reflect the locations where Route 1 doesn't provide service, including
Moorpark Marketplace, Mesa Verde Middle School, Vintage Crest Senior Apartments,
and Second Street and Millard. Route 2's overall ridership was more distributed
throughout the system compared to Route 1, although it did have a concentration of
passengers in the northeast portion of Moorpark.
Service Evaluation
Moore & Associates used passenger data and cost data provided by the City to
evaluate Moorpark City Transit's existing service performance. The evaluation covered
five fiscal years (FY 05/06 — FY 09/10). With the exception of FY 09/10, Moorpark City
Transit has seen an increase in ridership and a decrease in cost - per - passenger.
Although FY 09/10 saw a decrease in ridership compared to FY 08/09, ridership is still
higher than all the remaining previous fiscal years. Moore & Associates reports that
nationally, transit ridership growth is usually five to six percentage points each year.
Moorpark City Transit's annual ridership growth has averaged 6.6 %. Not accounting for
FY 09/10, Moorpark City Transit's annual ridership growth averaged 11.7 %.
Operational costs have increased 20.0% in the past five years, but passenger revenue
has increased 95.4% during the same time period. Although public transit rarely pays
for itself, the farebox ratio for Moorpark City Transit has been above 30% for the past
two fiscal years. The City has a farebox ratio goal of 20% or higher.
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Moore & Associates report shows that Route 1 has a higher service level compared to
Route 2. Route 1's number of passengers per service hour and service mile are both in
the low 40 percentile compared to Route 2's mid 20 percentile. Route 1's operating
cost per passenger decreased 15% over the past five years compared to Route 2's
decrease of only 3 %. Not surprisingly, Route 1 has a higher farebox ratio than Route 2.
The highest discrepancy was in FY 08/09, when Route 1 had a farebox ratio of 41%
compared to Route 2's farebox ratio of 30 %. Overall, in the past five years, Moorpark
City Transit's farebox ratio has increased 63 %, and, according to Moore & Associates,
at 31% is higher than many small community transit operations.
Service Recommendations
Based on the results of the Ride Check Analysis and Service Evaluation, Moore &
Associates proposed two distinct route scenarios. Scenario A consisted of minor
adjustments intended to streamline the existing system. Scenario B reduced service
duplication and established two distinct routes that would require transferring between
Route 1 and Route 2 if a passenger wanted to get from one end of Moorpark to the
other. After reviewing the two scenarios, staff recommends Scenario A for several
reasons. First, as previously indicated, the existing transit service has good ridership.
A disruption as significant as Scenario B could jeopardize that ridership. Second,
Scenario B's additional service to Moorpark Highlands and Meridian Hills did not
promise to provide an increase in ridership compared to the potential loss of ridership at
existing service areas.
Scenario A has a greater impact on Route 1 than on Route 2. The first change is the
elimination of service to Sierra Avenue and the business district of Goldman Avenue
and Maureen Lane. This area is proposed to be cut due to lack of ridership. The time
saved from eliminating those stops will be utilized to establish Route 1 service at
Moorpark Marketplace. The new service will enable passengers in the Mountain
Meadows area to travel to Moorpark Marketplace in 14 minutes, compared to 38
minutes on Route 2. Staff explored the feasibility of establishing service at Moorpark
Highlands and Meridian Hills. Route 1 would have been the preferred route to use for
those neighborhoods, however, Moore & Associates indicated that the City would see
greater increases in ridership by establishing new service to a retail area than to gated
communities. The first reason is that bus stops near the gated communities would
require long walks from passengers' homes. The second is that private, gated
communities tend to utilize public transit at a lower rate compared to other locations.
Thirdly, service could not have been provided in these neighborhoods by Route 2
without sacrificing service in the downtown area.
Scenario A has less of an impact on Route 2 than Route 1. This scenario reduces a
few Route 2 bus stops that are underutilized. Specifically, Route 2 would no longer
travel to Rite Aid, but would instead turn right onto Christian Barrett Drive instead of
looping out to Tierra Rejada Road. Route 2 would also stop service to Country Hill Park
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and instead would travel north on Country Hill Road to Countrywood Drive. All other
stops would remain unchanged. Scenario A provides ten minutes of dwell time between
trips (instead of the current eight minutes). This should help to decrease Route 2's late
arrival time exceedances. As Route 2 is monitored for timeliness, it is possible that the
dwell times could be shortened and an additional trip could be established.
For weekend and evening services, Moore & Associates developed three different
scenarios. Scenario A has the same service delivery structure as daytime Scenario A.
Scenario B is a significant revision in service delivery aimed at reducing service
duplication, expanding the Moorpark City Transit service area, and supporting future
program growth. Scenario C modifies the operation to include a single route (Route 1)
for the evening and weekend service. After discussion with Moore & Associates, staff
concluded that if a scenario were to be implemented, Scenario C would be
recommended. Scenario C provides the most coverage of the City with the least
expenditure and least confusion for passengers. Alternative route maps would not be
required at existing bus stops nor would additional maps be required on bus schedules.
Additional timetables would indicate the hours of service.
With any type of weekend or evening service hours, Moorpark City Transit would likely
experience a significant decrease in ridership compared to its daytime fixed route
service, primarily as a result of the lack of K -12 students utilizing the service to travel to
and from school. For example, ridership decreased 73% during winter 2008/09 while
grades K -12 and Moorpark College were on break. Ridership remained 10% lower
during the week of January when grades K -12 were back in session but Moorpark
College was still on break. During summer months (June through August) Moorpark
City Transit averages a 20% drop in ridership while summer school is in session,
compared to ridership during regular school sessions in the fall and spring.
In addition to the increased expenditure for weekend and evening service, per Federal
requirements, the City would be required to establish complimentary Americans with
Disabilities Act (ADA) service during the same extended service. The ADA service
could add an estimated 30% to costs associated with the increased service days and
hours. Due to the estimated lower ridership that is anticipated during evening and
weekend hours for Moorpark City Transit, the City could consider establishing a General
Dial -A -Ride (General DAR) transit service for evening and weekend service within the
City only rather than expanding the fixed -route services. A General DAR service would
work similarly to the existing Intra -City Senior DAR and ADA DAR systems. The
General DAR system would utilize ADA accessible vehicles. The benefit of establishing
a General DAR system is that it removes the requirement to operate a separate ADA
DAR program at the same time that a fixed route system operates. Fares would be
established for the service, perhaps $2.00 per trip for students /adults and $1.00 per trip
for seniors /disabled. The City could apply for Jobs Access /Reverse Commute funding
for the program, which would fund 50% of the program. The extended service hours
would also be eligible for Federal Congestion Mitigation and Air Quality (CMAQ) funds.
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Both of these funding sources would not be available until Fall 2011, at which time Staff
would return to City Council with a recommendation for extending transit services prior
to applying for any grant funds.
Summary
Moore & Associates' evaluation helped to illuminate where Moorpark City Transit could
improve its operations. It is recommended to remove Route 1 bus stops located at
Shasta Avenue and Los Angeles Avenue (northwest corner), Goldman Avenue and Los
Angeles Avenue (northeast corner), Hertz Street (flagstop), and Maureen Lane and Los
Angeles Avenue (northwest corner). New Route 1 bus stops would include Moorpark
Marketplace (behind Famous Footwear) and Patriot Drive (at designated bus turnout).
It is recommended to remove Route 2 bus stops located at Spring Road in front of Rite
Aid, Country Trail Park, and Countrywood Drive and Bentcreek Road (southeast
corner). New Route 2 bus stops would include Spring Road and Christian Barrett Drive
(northwest corner), and- Mountain Trail and Country Hill Road (northeast corner). The
new routes for Route 1 and Route 2 are detailed in Exhibit 3.1. The new Route 1
timetable is detailed in Exhibit 3.3, and the new Route 2 timetable is detailed in Exhibit
3.5. Staff proposes that the preferred routes and timetables be publicized on the buses
for comment for at least thirty days before proceeding with implementing the changes.
If a significant amount of opposition to the proposed changes is received, staff will
return to City Council with proposed adjustments.
Based upon the current decrease in transit funding, expanding weekend and evening
hour service is not recommended at this time until additional funding becomes available.
FISCAL IMPACT
The City's Agreement with Moore & Associates was for $7,410.00. The evaluation was
completed within the original Agreement amount. The City has Local Transit Programs
8C Fund (5000) budgeted to cover new maps, timetables, and bus schedules
(estimated at $5,000). The City's new bus purchase included an automated bus
announcement system that will be activated once the new routes are established.
STAFF RECOMMENDATION
1. Receive and file Moore & Associates' Transit Evaluation Study.
2. Approve Route 1 and 2 Scenario A as detailed in Exhibit 3.1, Route 1 timetable
as detailed in Exhibit 3.3, and Route 2 timetable as detailed in Exhibit 3.5.
3. Authorize staff to proceed with implementing route and timetable adjustments
after a 30 day public comment period.
Attachment:
Transit Route Evaluation
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CITY OF MOORPARK - TRANSIT EVALUATION
TABLE OF CONTENTS
1. RIDE CHECK ANALYSIS 01
2. SERVICE EVALUATION 19
3. SERVICE RECOMMENDATIONS 29
MOORE & ASSOCIATES
11
CITY OF MOORPARK - TRANSIT EVALUATION
This Page Intentionally Blank.
MOORE & ASSOCIATES
12
MOORE & ASSOCIATES
CITY OF MOORPARK - TRANSIT EVALUATION
RIDE CHECK
ANALYSIS
PAGE 1
13
CITY OF MOORPARK - TRANSIT EVALUATION
CHAPTER 1- RIDE CHECK ANALYSIS
MOORE & ASSOCIATES
As part of our evaluation of Moorpark City Transit's fixed -route on -time
performance, Moore & Associates conducted a ride check Monday,
January 12 and Tuesday, January 13, 2009. A total of 39 trips were
evaluated across the two -day period.
Trips on Route 1 on January 12 at 11:00 a.m. and January 13 at 12:30 p.m.
as well as on January 13 at 1:10 p.m. were missed due to staff lunches.
Trips on January 13 along Route 2 were missed at 4:10 p.m. and 5:10 p.m.
due to staff illness. The ride check was conducted across two service days
with a representative sampling of all day -parts. A total of 802 riders were
counted onboard MCT vehicles across the survey period — 430 on Route 1
and 372 on Route 2.
On -Time Performance
On -time performance was assessed at the beginning (Civic Center),
midpoint (Peach Hill Park on Route 1, Mountain Trail Street/Tierra Rejada
Road on Route 2), and end of each trip (Civic Center). Our ride check was
conducted under actual operating conditions. Methodology for
determining on -time performance was the same as employed by Moore
& Associates for each of our client properties. Our survey coordinator
synchronized his time piece with Verizon Communications' automated
clock. In turn, he synchronized the watches of all surveyors. The surveyors
then rode MCT buses collecting data at all time points along a given
route. The data collected by the surveyors was then entered into
Microsoft Excel for cleaning and analysis.
PAGE 2
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CITY OF MOORPARK - TRANSIT EVALUATION
The following criteria were used to evaluate on -time performance:
• On -time, defined as any trip departure occurring up to five
minutes after the published schedule time.
• Early, defined as any departure from an established time -point
occurring in advance of the published schedule time.
• Late, defined as any departure from an established time -point
occurring five or more minutes after the published schedule time.
The chapter will first cover system on -time performance by trip segment,
day -part, and route. Following the on -time performance discussion is
analysis of Moorpark City Transit's productivity on the individual route
and individual stop levels. Moore & Associates identified the trip start and
end points for both routes as the Civic Center, Peak Hill Park as the
midpoint for Route 1 and the intersection of Mountain Trail Street and
Tierra Rejada Road as the midpoint for Route 2.
Moorpark City Transit's actual on -time performance during the January
2009 assessment (66.4 percent) fell below the industry standard of 90
percent. Exhibit 1.1 illustrates composite on -time performance as well as
performance by route and trip segment. Route 1 performed better (78.3
percent) than Route 2 (53.6 percent). Aggregate on -time performance was
highest at trip midpoint (74.4 percent) and poorest at trip end (57.9
percent). One troubling fact is only two thirds of all surveyed trips
departed from the initial time -point on -time. Given the eight minutes of
recovery time built into the schedule, there should be adequate "cushion"
to allow for every trip to start on -time.
MOORE & ASSOCIATES
PAGE 3
15
MOORE & ASSOCIATES
CITY OF MOORPARK - TRANSIT EVALUATION
Exhibit 1.1 On -Time Performance by Route
65.0% 95.0% 75.0% 78.3%
68.4% 52.6% 38.9% 53.6%
66.7% 74.4% 57.9% 66.4%
Route 1's on -time performance peaked at trip midpoint (95 percent)
before diminishing at trip end (75 percent). Ending a trip on -time is not a
significant concern, so long as the bus departs the penultimate time point
as scheduled and is able to begin the subsequent trip on -time.
Route 2's on -time performance deteriorates as the run progresses, with its
best performance at trip start (68.4 percent) and worst at trip end (38.9
percent). Route 2's poor performance can be attributed in part to
technical operational problems related to Metrolink crossing signals on
January 13, delaying the bus for several minutes.
PAGE 4
16
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700%
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6:
600%
500%
400%
osna
CITY OF MOORPARK - TRANSIT EVALUATION
Exhibit 1.2 On -Time Performance by Route
I
300%
20 0%
100% —
00%
Beginning
389%
Midpoint Eno Comb-neo
t Route 1 f Route 2 —*—Combined
Critical to the evaluation process is data segregation by day -part. In doing
so, we identified four distinct time blocks:
• 6:00 a.m. to 8:59 a.m. (early morning),
• 9:00 a.m. to 11:59 a.m. (late morning),
• 12:00 p.m. to 2:59 p.m. (early afternoon), and
• 3:00 p.m. to 6:00 p.m. (late afternoon).
This process allows Moore & Associates to identify specific issues related
to time of day while also isolating one -time events affecting on -time
performance. The only early arrivals on Route 1 occurred at trip end,
where they had little or no impact on customer perceptions of service
reliability. The only early departures on Route 2 occurred at trip midpoint,
MOORE & ASSOCIATES
PAGE 5
17
CITY OF MOORPARK - TRANSIT EVALUATION
during the "early afternoon" day -part. With respect to on -time
performance at trip start, there was a problem with trips beginning late.
For instance, on Route 1, 20 percent of trips in the "late morning" day -
part ended late. However, 80 percent of trips also started late, potentially
revealing a driver training issue given the sizeable (eight- minute) cushion
between trips. Nearly 50 percent of Route 2's trips were late, compared
with less than 20 percent on Route 1.
Route 1 performed better in the two afternoon day parts (100 percent and
91.7 percent, respectively), while Route 2 performed better in the two
morning day parts (83.3 percent and 70.6 percent, respectively). On -time
performance for MCT was highest in the "early morning" and "early
afternoon" day -parts (77.8 and 75 percent, respectively), mirroring those
day -parts of greatest ridership.
Exhibit 1.3 On -Time Performance by Route and Day -Part
MOORE & ASSOCIATES PAGE 6
18
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MOORE & ASSOCIATES PAGE 6
18
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CITY OF MOORPARK - TRANSIT EVALUATION
Exhibit 1.4 illustrates on -time performance by day -part and by route.
Route 1's performance declines significantly from the "early morning" to
"late morning" day -parts before rebounding in the early afternoon. Route
2's performance deteriorates steadily throughout the day, declining from
83.3 percent in the "early morning" to zero percent in the "late afternoon."
Exhibit 1.4 On -Time Performance by Route and Day -Part
Early Mommy Late Mommy Early Aftemoon Late Aftemoon
—t Combineo f Route t t Route 2
i
MOORE & ASSOCIATES
PAGE 7
19
MOORE & ASSOCIATES
CITY OF MOORPARK - TRANSIT EVALUATION
Fixed -Route Boarding and Alighting
In addition to tracking on -time performance at published timepoints, our
surveyors recorded boarding and alighting activity at each published bus
stop. The data were collected on the same trip sheets used to evaluate
on -time performance. The trip sheets were imported into Microsoft Excel.
Total boardings and alightings were calculated and assigned according to
route, stop, and day -part. This data was used to create a snapshot of total
ridership and activity.
Route 1 experienced higher boarding activity across the survey period
than Route 2, though the routes had very similar boarding patterns. Both
peaked in the "early morning" and "early afternoon" (although Route 2's
peak in the "early morning" day -part was not as dramatic as Route 1's).
PAGE 8
20
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300
250
CL
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L'
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CITY OF MOORPARK - TRANSIT EVALUATION
Exhibit 1.5 Boarding by Day -Part
Early Morning Late Morning Early Attemoon
t Route 1 t Route 2 —+k- Combined J
MOORE & ASSOCIATES
Late Afternoon
PAGE 9
21
350
300
250
200
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C 14
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150 -
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50
CITY OF MOORPARK - TRANSIT EVALUATION
Route 1 noted higher alighting activity across the survey period than
Route 2; although as with boarding activity, the two routes noted similar
trends. Alighting activity peaked in the "early morning" and "early
afternoon" day -parts. Alighting activity dipped significantly in the "late
morning" day -part. This can be attributed to MCT "s primary customer
base which uses the service to travel between home and school.
Exhibit 1.6 Alighting by Day -Part
I
i
21 0
18 1
153
00 — —
Early Mommg
90
_ .. - -
Late Moming Early Aftemoon Late Attemoon
14- Route 1 Route ? -9*6--- ComDmea
MOORE & ASSOCIATES PAGE 10
22
MOORE & ASSOCIATES
CITY OF MOORPARK — TRANSIT EVALUATION
Stops along Tierra Rejada comprise a significant share of the most
frequent boarding (origin) points. Notably absent are stops along Route
1's "jog" through Mission Bell Plaza and Moorpark Town Center.
Exhibit 1.7 Route 1 Top Boarding Locations
Note: numbers reflect total boardings across both survey dates.
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23
reek A artments
49
Re ada Road &Harvester Street
r
45
in Trail Street & Tierra Re'ada Road
36
Rejada Road & Courtney Lane
33
Rejada Road & Countrywood Drive
31
Moorpark College
30
lTierra
Moorpark Avenue & Poindexter Avenue
23
Virginia Colony Park
21
Campus Park Drive & Penn Street
19
Pnnceton Avenue & Spring Road
18
Note: numbers reflect total boardings across both survey dates.
PAGE 11
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CITY OF MOORPARK — TRANSIT EVALUATION
Ridership was particularly strong along Tierra Rejada between Los Angeles
Avenue and Tierra Rejada Park. This can be attributed in part to the
location of Moorpark High School (between Countrywood Drive and
Mountain Trail Street) as well as Mountain Meadows Plaza. Boarding
activity was relatively modest within the southeastern portion of the
service area (Peach Hill Road and Tierra Rejada Road east of Mountain
Trail Street).
Exhibit 1.8 Route 1 Boarding
us r
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MOORE & ASSOCIATES
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Note: numbers reflect total boardings across both survey dates.
PAGE 12
P,!
MOORE & ASSOCIATES
CITY OF MOORPARK - TRANSIT EVALUATION
Alighting activity along Route 1 was concentrated largely in the
northeastern portion of the service area (Campus Park Drive /Moorpark
College Area), with significant alighting activity at Virginia Colony Park
(near Moorpark Community High School) and Moorpark College. The
Woodcreek Apartments also ranked among the "top five" stops (in terms
of both boardings and alightings). In contrast with boarding activity, only
one stop along Tierra Rejada Road (Tierra Rejada Road and Countrywood
Drive) was among the top ten destinations, no doubt due to its proximity
to Moorpark High School.
Exhibit 1.9 Route 1 Top Alighting Locations
..
.
Civic Center
69
Vir irna Colon Park
I
54
Moor ark Colle a
46
Tierra Rejada Road &Count ood Drive
40
Apartments
21
Campus Park Drive & Penn Street
20
lWoodcreek
Campus Park Drive & Marquette Street
15
Spring Road & Peach Hill Road
15
High Street & Spring Road
15
1111111111111111111111111Princeton Avenue & Spring Road
11
Note: numbers reflect total alightings across both survey dates.
PAGE 13
25
CITY OF MOORPARK — TRANSIT EVALUATION
As noted above, alighting activity was concentrated within downtown
Moorpark as well as the northeastern portion of the service area.
Alighting activity was modest through Moorpark Town Center and
Mission Bell Plaza, as well as the southeastern portion of the service area
(Miller Parkway /Spring Road /Peach Hill Road area). Interestingly, Route
1's ridership is highest along portions of the shared alignment with Route
2.
j.�
Ava
Exhibit 1.10 Route 1 Alighting
5
YC •
MOORE & ASSOCIATES
r
i
1
,. Meow. I A004"
• o•s �stiw �
� n.x
04.30
5 • 2f «ni«�
Note: numbers reflect total olightings across both survey dates.
PAGE 14
26
I-IT
I j
NAB _
fLl
T
T',
MOORE & ASSOCIATES
r
i
1
,. Meow. I A004"
• o•s �stiw �
� n.x
04.30
5 • 2f «ni«�
Note: numbers reflect total olightings across both survey dates.
PAGE 14
26
MOORE & ASSOCIATES
CITY OF MOORPARK - TRANSIT EVALUATION
Boarding activity along Route 2 was more balanced than Route 1. Given
the Civic Center's position as the most popular destination on Route 1
(and the most popular boarding point on Route 2), it is clear a significant
share of Moorpark City Transit patrons utilize the Civic Center as an
interline "transfer" point. Area schools play a critical role in generating
ridership on Route 2, as evidenced by the popularity of stops near Peach
Hill Park, Mesa Verde School, Moorpark College, and Mountain Meadows
School (Mountain Trail Street and Walnut Creek Road).
Exhibit 1.11 Route 2 Top Boarding Locations
Note: numbers reflect total boardings across both survey dates.
PAGE 15
27
. •
enter
62
r:._
Hill Park
41
rk Colle a
36
Park Plaza
33
Campus Park Drive & Penn Street
22
Mountain Trail Street & Walnut Creek Road
21
Mesa Verde School
13
Vintage Crest Apartments
10
Mountain Trail Street & Tierra Re'ada Road
10
Tierra Re'ada Road & Courtney Lane
9
Note: numbers reflect total boardings across both survey dates.
PAGE 15
27
CITY OF MOORPARK — TRANSIT EVALUATION
Despite the more balanced picture of boarding activity along Route 2,
there is still a clustering of boarding activity in the northeastern portion of
the service area. Significant pockets of very modest ridership exist along
Miller Parkway, Spring Road, Los Angeles Avenue, and in the Country Trail
Park area.
�5
YP
I ^f'
+- Q SIN
O �'
..
. 1
lJ I
t�J Ll— I
Exhibit 1.12 Route 2 Boarding
J �
!� 2!
I/r
J c� Lei 1 Rout. 2 eoaraYy
G 6.10
PWM
a•ao
Note: numbers reflect total boardings across both survey dates.
MOORE & ASSOCIATES PAGE 16
28
MOORE & ASSOCIATES
CITY OF MOORPARK — TRANSIT EVALUATION
Once again, Moorpark College was the most significant trip generator,
both for students as well as for transfers to and from Ventura County
Transportation Commission's VISTA inter -city service. Several retail
centers also made the "top ten ", including Varsity Park Plaza and
Moorpark Marketplace.
Exhibit 1.13 Route 2 Top Alighting Locations
Note: numbers reflect total alightings across both survey dates.
PAGE 17
29
Moo ark College
Mountain Trail Street & Walnut Creek Road
7118
Walnut Creek Road & Crescentmeadow Court
Varsi Park Plaza
Moorpark Marketplace
16
Civic Center
14
Campus Park Drive & Penn Street
13
Collins Drive &Campus Park Drive
9
2nd Street & Millard Street
8
Woodcreek Apartments
8
Note: numbers reflect total alightings across both survey dates.
PAGE 17
29
CITY OF MOORPARK — TRANSIT EVALUATION
As before, ridership along Route 2 was more balanced than Route 1. The
northeastern section of the service area includes several significant trip
generators. Alighting activity in the downtown area is less pronounced
than Route 1. Relatively little ridership activity was evident in the following
areas: Country Trail Park, Miller Parkway, Christian Barrett Drive, Los
Angeles Avenue, and Tierra Rejada Road.
Exhibit 1.14 Route 2 Alighting
N
ti r\ i
ilia
_ –i vo ror AV%
1
— - 1 TAS Avg 23
I 1T, ;
RouM2Aftbing
Q 2t...
MOORE & ASSOCIATES
Note: numbers reflect total alightings across both survey dates.
PAGE 18
30
MOORE & ASSOCIATES
CITY OF MOORPARK - TRANSIT EVALUATION
SERVICE
EVALAUTION
PAGE 19
31
CITY OF MOORPARK — TRANSIT EVALUATION
CHAPTER 2 - SERVICE EVALUATION
This section presents an evaluation of Moorpark City Transit's fixed -route
service using quantitative criteria to assess both service effectiveness and
efficiency. The indicators were evaluated across a five -year period which
supports illustration of recent, as well as historic, performance.
Exhibit 2.1 Fixed -Route Performance
MOORE & ASSOCIATES PAGE 20
32
700161
59%1
24%1
35%1
$29,231.49
1 $33,512.54 1
$48,209.95
1
$63,136 1
$57,119.30
MOORE & ASSOCIATES PAGE 20
32
CITY OF MOORPARK - TRANSIT EVALUATION
Annual Ridership
Total unlinked trips (i.e., one -way trip by a single fare - paying rider) along
Route 1 increased at a greater pace than Route 2 (18 percent average
growth versus 9 percent) until FY 2008/09. Route 2 however posted only a
slight loss in FY 2009/10 whereas Route 1 experienced a 13 percent drop
in ridership.
Total system ridership increased 33 percent across the five -year period.
This growth outpaced transit ridership growth nationally, which has
posted annual gains of between five and six percent. Should the City elect
to further expand the MCT program, ridership would continue to increase
on a double -digit basis. In other words, the City has yet to tap existing as
well as latent demand for transit service.
Exhibit 2.2 Ridership
80,000
72,747
70,000 - - - — — - -
66,004
60,000 65,362
53,951
49,622
50,000 — - - - — - - - —
42,161
40,000
36,579
i
29,675
30,000
j 25,881 30,586
29,664 29,425
20,000 -
2 3, 741 24,276
10,000
0
FY 2005/06 FY 2006/07 FY 2007108 FY 2008/09 FY 2009/10
-o -Route 1 -f -Route 2 -A -lot a)
MOORE & ASSOCIATES PAGE 21
33
$33.00
$32.00
$31.00 - -
$30.00
$29.00
$28.00 r--
f
$27.00 --
$26.91
$26.00
$25.00
CITY OF MOORPARK - TRANSIT EVALUATION
Operating Cost/Vehicle Service Hour
This indicator serves as a measure of a transit program's cost effectiveness
by tracking the cost to provide a single hour of revenue service, which is
the time an MCT vehicle spends in actual revenue service (i.e., excluding
deadhead time).
In FY 2007/08, the City paid $30.72 for every hour of service provided by
its operations contractor. This represents a 14.2 percent increase over FY
2005/06. This increase can be attributed in large part to external factors
such as fuel prices and cost of liability insurance.
FY 2007/08 and FY2008/09 saw decreasing rates of growth for this metric.
This is largely due to the slowly rising operating costs and relatively little
change in the number of vehicle service hours. However FY 2009/10 saw
increased rates of growth in operating cost/VSH as operating costs
jumped 3.5 percent.
$29.13
$ 30.72
Exhibit 2.3 Operating Cost /VSH
$32.29
31.21
FY 2005/06 FY 2006/07 FY 2007/08 FY 2008/09 FY 2009/10
-4—Operating Cost /VSH
MOORE & ASSOCIATES
PAGE 22
34
CITY OF MOORPARK — TRANSIT EVALUATION
Operating CostNehicle Service Mile
This metric serves as a barometer of a transit program's cost - effectiveness
by illustrating the cost of providing a single mile of revenue service.
The Cost/VSM trend mirrors that of Cost/VSH across the last five fiscal
years. In FY 2007/08, the City paid $1.88 for every mile of transit service, a
13.9 percent increase over the prior year. Costs continued to increase over
the evaluated period though at a slower rate after FY 2006/07.
$2.20 - -
$2.00 — $1.88
$1.80 —
$1.65 $1.78
$1.60 — - - —
I
$1.40 - - -
$1.20
$1.00
FY 2005/06 FY 2006/07 FY 2007/08
—0— Operating Cost /VSM
MOORE & ASSOCIATES
Exhibit 2.4 Operating CostNSM
$1.99
$1.93
i
I
I
FY 2008/09 FY 2009/10
PAGE 23
35
CITY OF MOORPARK — TRANSIT EVALUATION
Operating Cost /Passenger
Another gauge of cost effectiveness, Operating Cost /Passenger analyzes
how much the City is spending to provide each unlinked trip.
Across the past five fiscal years, Moorpark City Transit has significantly
increased ridership (33 percent) while minimizing increases in operating
cost (20 percent). This ratio has resulted in year -on -year reductions in the
program's Cost /Passenger metric. Only FY 2009/10 saw an increase in
operating Cost /Passenger due to declining ridership.
Route 1's Cost /Passenger fell 15 percent across the past five years. Route
2's cost /passenger fell 3 percent over the same period. Overall Route 2
continued to have a higher operating Cost /Passenger than Route 1
throughout the five -year evaluation period.
Exhibit 2.5 Operating Cost /Passenger
$3.50
—
$3.35
53.20
53.25
--
- —
$3.07
$3.02
$3.10
53.00
$2.94
$2.74
$2.88
52.77
52.75
—
$2.64
52.50
$2.50
$2.43
$2.25
--
I
- - -
-52.41
I
$2.00
--
FY 2005/06
FY 2006/07
FY 2007/08 FY 2008/09
FY 2009/10
tRoute 1 —Route 2 — *r Total
MOORE & ASSOCIATES PAGE 24
36
16.0
14.0
12.0
10.0
8.0
CITY OF MOORPARK — TRANSIT EVALUATION
Passengers/Vehicle Service Hour
One of the most commonly used yardsticks for assessing public transit
performance is PassengersNSH. MCT's Vehicle Service Hours indicator
remained relatively static across the five -year evaluation period despite
significant increases in the number of Passengers/Vehicle Service Hour.
The system indicator increased 33 percent. Route 1's indicator increased
41 percent, while Route 2 increased 24 percent. This trend suggests MCT
is increasing its overall efficiency.
To place Moorpark City Transit's performance in perspective, the City of
Lompoc's transit program carried 10.3 PassengersNSH in FY 2007/08.
Lompoc has a resident population of nearly 42,000 and like Moorpark,
includes many actual and potential trip generators. The City of Lompoc
operates a significantly larger program, providing a much greater level of
service per capita.
Exhibit 2.6 PassengersNSH
FY 2005/06 FY 2006/07 rY 2007108 FY 2008/09 FY 2009/10
—6—Route 1 f -Route 2 —* —Total
MOORE & ASSOCIATES PAGE 25
37
CITY OF MOORPARK — TRANSIT EVALUATION
Passengers/Vehicle Service Mlle
The PassengersNSM metric is another method commonly used to
evaluate a public transit service's effectiveness. It calculates the ratio of
passengers transported for each service mile traveled.
The PassengersNSM trend mirrors that of the Passengers/VSH across the
last five fiscal years. The system indicator increased 33 percent. Route 1's
increased 43 percent while Route 2 increased 23 percent. The City of
Lompoc's transit program performed slightly better posting 0.83
PassengersNSM in FY 2007108.
0.40
FY 2005/06
FY 2006/07 FY 2001108 FY 2008/09
-+ -Route 1 tRoute 2 -i -Total
FY 2009/10
MOORE & ASSOCIATES PAGE 26
Exhibit 2.7
Passengers /VSM
1.00
- - - -- —
0.92
0.90
—
0 78
0.19
0 80
0.80
-
-
0.71
0.72_
0.70
_
0.65
_ _
- —
0.56 0.59
0.67
0.64
0.60
-- - - - - .65
- -
—
� 0.50
0.54 0.53
- -- -
— -
—
I
I
0.52
0.40
FY 2005/06
FY 2006/07 FY 2001108 FY 2008/09
-+ -Route 1 tRoute 2 -i -Total
FY 2009/10
MOORE & ASSOCIATES PAGE 26
( 45%
40%
35%
30%
25%
20%
15%
18%
FY 2005/06
MOORE & ASSOCIATES
CITY OF MOORPARK - TRANSIT EVALUATION
Farebox Recovery
Farebox recovery calculates the ratio of operating cost "recovered"
through passenger fares. It is the most common measure of public
subsidy of a transit service. Fixed -route programs serving areas
comparable to Moorpark typically have a recovery threshold of not less
than 20 percent.
The City has exceeded the TDA- required 20- percent farebox recovery
standard in every fiscal year except FY 2005/06. The current ratio of 31
percent is greater than many small community operations, and reflects a
63 percent increase since FY 2005/06.
Exhibit 2.8 Farebox Recovery
= I
41%
18%
FY 2006/07 FY 2007/08 FY 2008/09
--4—Route 1 (Route 2 —* —Total
359'0
319'0
FY 2009/10
PAGE 27
39
CITY OF MOORPARK — TRANSIT EVALUATION
Fare /Passenger
This metric calculates the average fare paid for each unlinked trip
onboard Moorpark City Transit.
Growth in fare revenue has outpaced growth in ridership. This has
resulted in the significant increase in overall fare revenue, as well as an
increase in "average paid fare" (approximately 47 percent) since FY
2005/06.
$1.00
$0.90
$0.80
$0.70 - -- 5�-
$0.60 ��-
$0.50
$0.40
$0.30
$0.20
$0.10 –
FY 2005/06 FY 2006/07 FY 2007/08 FY 2008/09 FY 2009/10
—Total
174
Exhibit 2.9 Fare /Passenger
$0.87 $0.87
MOORE & ASSOCIATES
PAGE 28
iI
MOORE & ASSOCIATES
CITY OF MOORPARK - TRANSIT EVALUATION
SERVICE
RECOMMENDATIONS
PAGE 29
41
CITY OF MOORPARK - TRANSIT EVALUATION
CHAPTER 3 - SERVICE RECOMMENDATIONS
in crafting the following service scenarios, Moore & Associates drew upon
the ride checks conducted onboard Moorpark City Transit (MCT),
discussions with City staff, site visits to the MCT service area, and our
professional experience. We sought to identify service gaps as well as
"less productive" route segments. In summary, our goal was to identify
strategies for optimizing Moorpark City Transit resources as well as
present practical recommendations for sustainable service development.
Moore & Associates developed recommendations to address three
potential service configurations: weekday daytime, weekday evening, and
weekend. For each configuration, we present two possible scenarios
including route maps, timetables, and supporting narrative.
Weekday: Daytime Service Scenarios
Two distinct service scenarios were crafted. Each represents a
"blueprint" consisting of routing and timetable:
• Scenario A: Minor changes to select route segments to
streamline operations, respond to input from customers
and City staff, while also addressing emerging and forecast
demand.
Scenario B: Significant revision in service delivery aimed at
reducing service duplication, expanding the MCT service
area, and supporting future program growth.
The relative merits of each service alternative are discussed below.
The City has chosen Scenario A as the Preferred Scenario for
Weekday Daytime service. As such, timetables have been
MOORE & ASSOCIATES PAGE 30
42
CITY OF MOORPARK - TRANSIT EVALUATION
developed for that Scenario and not Scenario B, which is included
solely as a point of reference.
Scenario A
Scenario A recommends modifying existing MCT alignments to
increase system efficiency. These changes include route
realignments, removing non - critical vehicle travel, establishing
new bus stop locations, and deleting low -use stop locations. These
recommendations are intended to improve overall on -time
performance, while also increasing service to potential trip
generators, in particular retail centers within city limits.
Proposed Changes (system -wide)
Modify existing alignments.
o Reduce service along Countrywood Drive and Spring
Road (Route 2).
• Introduce service to Moorpark Marketplace (Route 1).
• Reduce service within northwest section of Moorpark
(Route 1).
• Modify existing bus stop locations (Route 1 and Route 2).
o Additional stops at Moorpark Marketplace and Patriot
Drive.
o Eliminate stops along Shasta Avenue, Goldman Avenue,
Maureen Lane, and Countrywood Drive.
• Update timetables to reflect actual running times and
prevailing operating conditions (i.e., ridership, traffic
conditions, etc).
Advantages
MOORE & ASSOCIATES
PAGE 31
43
MOORE & ASSOCIATES
CITY OF MOORPARK - TRANSIT EVALUATION
• Increased system efficiency.
• Probable increase in annual ridership.
• Service retains overall familiarity for existing patrons.
• Increased service to key trip generators (i.e., Moorpark
Marketplace, Mountain Meadows Plaza).
• Transit "footprint" is focused on key arterials.
Disadvantages
• Some existing transit infrastructure becomes obsolete.
• Elimination of service along Goldman and Hertz Avenues.
• Elimination of direct service to Country Trail Park.
• One -time expense for installation of new bus stops.
PAGE 32
..
CITY OF MOORPARK - TRANSIT EVALUATION
Exhibit 3.1 Scenario A
MOORE & ASSOCIATES PAGE 33
45
CITY OF MOORPARK - TRANSIT EVALUATION
The proposed modifications to Route 1 are intended to improve
overall system efficiency as well as increase service levels within
areas of historic higher ridership. Route 1 retains its counter-
clockwise direction, yet eliminates the current bus entry into
Moorpark Estates. This service change would see the vehicle
continue west along Los Angeles Avenue, no longer deviating
north to Goldman and Hertz Avenues, allowing for the route to
later travel into Moorpark Marketplace.
After turning northbound along Spring Road from Los Angeles
Avenue, Route 1 heads east on Princeton Avenue to serve the
Campus Park, Moorpark College, and Virginia Colony areas. The
route then returns to the Civic Center via High Street.
The City is currently evaluating various options to eliminate the
need to make a three -point turn at the Civic Center.
MOORE & ASSOCIATES
PAGE 34
W.
CITY OF MOORPARK - TRANSIT EVALUATION
Exhibit 3.2 Scenario A Route 1
MOORE & ASSOCIATES
PAGE 35
HIM
inns
MOORE & ASSOCIATES
PAGE 35
HIM
CITY OF MOORPARK - TRANSIT EVALUATION
Exhibit 3.3 Scenario A Route 1 Timetable
R0l1TEM 11S STOPC"
Major alop,deparrttore'llir bold.
All othir tlinee' �appiro mull.
Tiip 1'
I
7rip'2
TrlpJ• r
TyOt ?
�'' Trip'6
`Trip 6•
-Trip-7
Trip 8
Trip 9
Trip 10
Trip 11
1
Civic Center: Front of Coimimun4 Center
6:00 AM
7:00 AM
8:00 AM
9:00 AM
10:00 AM
11:00 AM
12:30 PM
1:30 PM
2:30 PM
3:30 PM
4:30 PM
2
Moorpark Ave. & Poindexter: SW comer
6:01 AM
7:01 AM •
8:01 AM
9:01 AM
10:01 AM•
11:01 AM
12:31 PM
1:31 PM
2:31 PM
3:31 PM
4:31 PM
3
Town Center: Ralph's
6:04 AM
7:04 AM
8:04 AM
9:04 AM
10:04 AM
11:04 AM
12:34 PM
1:34 PM
2:34 PM
3.34 PM
4.34 PM
4
Mission Bell Plaza Albertson's
6:08 AM'.
7:08 AM)
8:06'AM
9:06 AM
•10:06-AM
11:08 AM*
12:36 PM
1:36 PM 1
2:36 PM
3:36 PM
4:38 PM
5
Tierra Re ads & Courtne • SW comer
6:09 AM
7.09 AM
8 09 AM
9:09 AM
10:09 AM
11:09 AM
12:39 PM
1:39 PM
2:39 PM
3.39 PM
4:39 PM
6
Tierra Re ads across from Harvester. SW corner
6:10 AM
7:10 AM
8:10 AM
9:10 AM
10:10 AM
11:10 AM
12:40 PM
1:40 PM
2:40 PM
3:40 PM
4:40 PM
7
Tierra Rejeft 6 Count ood: SW corner
6:12 AM
7:12 AM
8:12 AM
9:12 AM
10.12 AM
11:12 AM
12:42 PM
1.42 PM
2 42 PM
3.42 PM
4:42 PM
8
Mtn.Trail i Tierra Re ada: Mtn. Meadows Plaza across H.S.
6:12 AM
7:12 AM
8:12 AM
9:12 AM
10:12 AM
11:12 AM
12:42 PM
1:42 PM
2:42 PM
3:42 PM
4:42 PM
9
Mountain Meadows tl, Mountain Trail: SW corner
8:13 AM
7:13 AM
8:13 AM
9:13 AM
10:13 AM
11:13 AM
12:43 PM
1.43 PM
2.43 PM
3:43 PM
4 43 PM
10
Mountain Meadows Q Blossomwood tumout
8:14 AM
7:14 AM
6:14 AM
9:14 AM
10:14 AM
11:14 AM
12:44 PM
1:44 PM
2:44 PM
3:44 PM
4:44 PM
11
Walnut Creek 3 Havencrest Q turnout
8:15 AM
7:15 AM
8.15 AM
9:15 AM
10:15 AM
11:15 AM
12:45 PM
1:45 PM
2:45 PM
3:45 PM
4.45 PM
12
Walnut Creek & Coral Crest
8:15 AM
7:15 AM
8:15 AM
9:15 AM
10:15 AM
11:15 AM
12:45 PM
1:45 PM
2:45 PM
3.45 PM
4:45 PM
13
Tierra Re'ada & Pheasant Run SE comer C turnout
6:18 AM
7:16 AM
8:16 AM
9:18 AM
10.18 AM
11:16 AM
12:48 PM
1:46 PM
2.48 PM
3:48 PM
4 46 PM
14
Peach Hill Park (by restroome
6:18 AM
7:18 AM
8:18 AM
9:18 AM
10:18 AM
11:18 AM
12:48 PM
1:48 PM
2:48 PM
3:48 PM
4:48 PM
15
Peach Hill Rd. across from Bella Vista
8:19 AM
7:19 AM
8:19 AM
9.19 AM
10:19 AM
11:19 AM
12:49 PM
1.49 PM
2:49 PM
3.49 PM
4:49 PM
18
Peach Hill dr Rollin Knoll: SE comer
6:20 AM
7:20 AM
8:20 AM
9:20 AM
1 10:20 AM
11:20 AM
12:50 PM
1:50 PM
2:50 PM
3:50 PM
4:50 PM
17
Spring Rd. & Peach Hill* NE corner Mesa Verde School
8:21 AM
7.21 AM
8:21 AM
921 AM
10:21 AM
11:21 AM
12:51 PM
1:51 PM
2:51 PM
3:51 PM
4:51 PM
18
Spring Rd. Q 7 -11 Market Plaza
6.22 AM
7.22 AM
8:22 AM
9:22 AM
10:22 AM
11:22 AM
12:52 PM
1:52 PM
2:52 PM
3:52 PM
4:52 PM
19
iNloorpark Marketplace: Behind Famous Footwear
6:26 AM
7:26 AM
8:26 AM
9:26 AM
10:26 AM
11:26 AM
12:56 PM
1:56 PM
2:56 PM
3:56 PM
4:56 PM
20
Patriot Drive turnout
8:27 AM
7:27 AM
8:27 AM
9:27 AM
10:27 AM
11:27 AM
12:57 PM
1:57 PM
2:57 PM
3:57 PM
4:57 PM
21
Spring Rd @ Woodcreek Apartments Q turnout
6.30 AM
7:30 AM
8:30 AM
9:30 AM
10:30 AM
11.30 AM
1.00 PM
2:00 PM
3:00 PM
4:00 PM
5:00 PM
22
Spring Rd. a Police Services Center a turnout
6:30 AM
7:30 AM
8:30 AM
9:30 AM
10:30 AM
11:30 AM
1:00 PM
2:00 PM
3:00 PM
4:00 PM
5 00 PM
23
Princeton 3 Spring Rd. - Moo ark 76
6:31 AM
7:31 AM
8:31 AM
9:31 AM
10.31 AM
11:31 AM
1:01 PM
2:01 PM
3:01 PM
401 PM
5.01 PM
24
Across from Kavlico, near Virginia Colony Park
6:32 AM
7:32 AM
8:32 AM
9:32 AM
10:32 AM
11:32 AM
1:02 PM
2:02 PM
3:02 PM
4:02 PM
5.02 PM
25
Condor Q Haday Davidson
6:34 AM
7:34 AM
8:34 AM
9:34 AM
10:34 AM
11:34 AM
1:04 PM
2:04 PM
3:04 PM
4:04 PM
5.04 PM
26
1 Collins 3 Campus Park: NE comer
6:39 AM
7:39 AM
8:39 AM
9:39 AM
10:39 AM
11:39 AM
1:09 PM
2:09 PM
3:09 PM
4:09 PM
1 5.09 PM
27
Moorpark College: Communications Bldg.-VISTA
6:43 AM
7:43 AM
8:43 AM
9:43 AM
10:43 AM
11:43 AM
1:13 PM
2:13 PM
3:13 PM
4:13 PM
5:13 PM
28
Collins 3 Hearon: Campus Canyon Park
6:44 AM
7.44 AM
8:44 AM
9:44 AM
10:44 AM
11:44 AM
1:14 PM
2:14 PM
3.14 PM
4:14 PM
5 14 PM
29
Campus Park 8 Marquette: NW comer
6:45 AM
7:45 AM
8.45 AM
9:45 AM
10:45 AM
11:45 AM
1:15 PM
2:15 PM
3 15 PM
4.15 PM
5 15 PM
30
Campus Park 3 Penn: N. side of street
8.48 AM
7:48 AM
8:48 AM
9:48 AM
10:46 AM
11.48 AM
1:18 PM
2:16 PM
3.16 PM
4:18 PM
5:16 PM
31
Princeton 3 Campus Park: Varsity Park Plaza
6:47 AM
7:47 AM
8:47 AM
9:47 AM
10:47 AM
11:47 AM
1:17 PM
2.17 PM
3:17 PM
4:17 PM
5.17 PM
32
Kavlico across from Condor Dr.
8:49 AM
7:49 AM
8:49.AM
9:49 AM
10:49 AM
11:49 AM
1:19 PM
2:19 PM
3:19 PM
4:19 PM
5:19 PM
33
H h St. 3 S ri Rd.: NW corner
8:50 AM
7:50 AM
8 50 AM
9:50 AM
10:50 AM
11:50 AM
1:20 PM
2:20 PM
3.20 PM
4:20 PM
5.20 PM
34
1 High St. across from Metrolink/Amtrak Station -VISTA
6:51 AM
7:51 AM
8:51 AM
9:51 AM
10:51 AM
11:51 AM
1:21 PM
2:21 PM
3.21 PM
4.21 PM
521 PM
35
lArTiva, at Civic Center. Front of Community Center
6:54 AM
7:54 AM
8:54 AM
9:54 AM
10:54 AM
11:54 AM
1 1:24 PM
2:24 PM
3.24 PM
4 24 PM
5 24 PM
MOORE & ASSOCIATES PAGE 36
..
MOORE & ASSOCIATES
CITY OF MOORPARK - TRANSIT EVALUATION
Route 2 retains its clockwise- running alignment. Slight deviations
are recommended to remove underutilized bus stops along
Countrywood Drive and at Spring Road and Tierra Rejada Road.
The ten - minute breaks between trips should be monitored to
determine if they can be combined to add an additional trip to the
route.
PAGE 37
. •
CITY OF MOORPARK - TRANSIT EVALUATION
Exhibit 3.4 Scenario A Route 2
MOORE & ASSOCIATES
PAGE 38
50
Ila
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MOORE & ASSOCIATES
PAGE 38
50
CITY OF MOORPARK - TRANSIT EVALUATION
Exhibit 3.5 Scenario A Route 2 Timetable
ROUTE 2 BUS STOPS
Major stop departures Smse In bold.
All other tknea approximats.
Trip 1
Trip 2
Trip 3
Trip 4
Trip 9
Trip t
Trip 7
Trip 8
Trip 9
Trip 10
Trip 11
1
jCIv1c Center. Front of Community Center
6:40 AM
7:40 AM
8:40 AM
9:40 AM
10:40 AM
11:40 AM
1:10 PM
2:10 PM
3:10 PM
4:10 PM
5:10 PM
2
lHigh St 0 Moorpark Metrollnk/Amtrak Station -VISTA
6:42 AM
7.42 AM
8:42 AM
9:42 AM
10:42 AM
11:42 AM
1:12 PM
212 PM
3:12 PM
4:12 PM
5:12 PM
3
lHigh St & Spring Rd - Moorpark 76
8.43 AM
7:43 AM
8:43 AM
9:43 AM
10:43 AM
11:43 AM
1:13 PM
213 PM
3:13 PM
4:13 PM
5.13 PM
4
Across from Kavirco. near Virginia Colony Park
6,44 AM
7.44 AM
8:44 AM
9:44 AM
10:44 AM
11:44 AM
1,14 PM
2 14 PM
3:14 PM
4 14 PM
5.14 PM
5
Princeton across from Varsity Park Plaza
6:46 AM
7.46 AM
8:46 AM
9:46 AM
10:48 AM
11:46 AM
1:18 PM
2 18 PM
3 16 PM
4:16 PM
518 PM
6
Campus Park 3 Penn: SE comer
8:47 AM
7:47 AM
8:47 AM
9:47 AM
10:47 AM
11:47 AM
1:17 PM
217 PM
3:17 PM
4:17 PM
5.17 PM
7
Campus Park & Marquette: SW comer
8.47 AM
7:47 AM
8:47 AM
9:47 AM
1047 AM
11:47 AM
1.17 PM
2 17 PM
3.17 PM
4.17 PM
5.17 PM
8
Conks & Campus Park: NE comer
6:49 AM
7:48 AM
8:48 AM
9:48 AM
10:48 AM
11:48 AM
1:18 PM
2 18 PM
3:22 PM
4.22 PM
5.22 PM
9
Moorpark College: Communications Bldg.-VISTA
6:62 AM
7:52 AM
8:82 AM
9:82 AM
10:52 AM
11:82 AM
1:22 PM
2:22 PM
3:22 PM
4:22 PM
5:22 PM
10
lCollins b Hearon: Campus Canyon Park
6:53 AM
7:53 AM
8:53 AM
9:53 AM
10:53 AM
11:53 AM
1:23 PM
2 23 PM
3:23 PM
4.23 PM
5:23 PM
11
Moorpark Marko lace* Behind Famous Footwear
6.59 AM
7 59 AM
8:59 AM
9.59 AM
10:59 AM
11:59 AM
1.29 PM
2 29 PM
3 29 PM
4 29 PM
5:29 PM
12
Miller Parkway & Southfork: SW comer
7.00 AM
8:00 AM
9:00 AM
10:00 AM
11:00 AM
12:00 PM
1:30 PM
2.30 PM
3:30 PM
4 30 PM
5:30 PM
13
Miller Parkway across from Miller Park
7.01 AM
8:01 AM
9*01 AM
1001 AM
11 01 AM
12:01 PM
1:31 PM
2 31 PM
331 PM
4 31 PM
5:31 PM
14
Peach Hill Rd ej Mesa Verde School
7:02 AM
8:02 AM
9:02 AM
10.02 AM
11:02 AM
12:02 PM
1.32 PM
2 32 PM
3.32 PM
4.32 PM
5:32 PM
15
Spring Rd. & Peach Hill. SW comer
7:03 AM
8:03 AM
9:03 AM
10.03 AM
11:03 AM
12:03 PM
1:33 PM
2 33 PM
3.33 PM
4.33 PM
5 33 PM
16
Spring Rd. & Christian Barrett: NW comer
7:04 AM
8:04 AM
9:04 AM
1004 AM
11:04 AM
12:04 PM 1
1:34 PM
234 PM
3.34 PM
4:34 PM
5.34 PM
17
Southhampton & Christian Barrett: NE comer
7.04 AM
8:04 AM
9:04 AM
10 04 AM
11:04 AM
12:04 PM
1:34 PM
2 34 PM
3.34 PM
4.34 PM
534 PM
18
Christian Barrett & Ceda ne: SE comer
7:05 AM
8:05 AM
9:05 AM
10:05 AM
11:05 AM
12:05 PM
1:35 PM
2:35 PM
3:35 PM
4 35 PM
5:35 PM
19
Christian Barrett Peach Hill Park
7.07 AM
8:07 AM
9:07 AM
1007 AM
11.07 AM
12:07 PM
1:37 PM
2.37 PM
3:37 PM
4 37 PM
5:37 PM
20
Peach Hill 6 Tierra R ads: NW comer turnout
7:08 AM
8.08 AM
9:06 AM
10:08 AM
11:08 AM
12:08 PM
1:38 PM
2:38 PM
3:38 PM
4 38 PM
5:38 PM
21
Walnut Creek across from Westmont
7:10 AM
8 10 AM
9 10 AM
10.10 AM
11.10 AM
12:10 PM
1:40 PM
2*40 PM
3:40 PM
4 40 PM
5:40 PM
22
Walnut Creek & Crescentmeadow SE comer
7:12 AM
812 AM
9.12 AM
10:12 AM
11:12 AM
12:12 PM
1:42 PM
2.42 PM
3:42 PM
4.42 PM
5:42 PM
23
Mountain Trail & Walnut Creek NW comer
7.13 AM
8 13 AM
9:13 AM
10:13 AM
11:13 AM
12:13 PM
1.43 PM
2:43 PM
3 43 PM
4 43 PM
5 43 PM
24
Mtn.Trall i Tierra Re a: Mtn. Meadows Plan across H.S.
7:14 AM
8:14 AM
9:14 AM
10:14 AM
11:14 AM
12:14 PM
1:44 PM
2:44 PM
3:44 PM
4:44 PM
8:44 PM
25
Mountain Trail 3 Mountain Meadows Traditions
7:14 AM
814 AM
9:14 AM
10.14 AM
11.14 AM
12 14 PM
1:44 PM
2.44 PM
3 44 PM
4 44 PM
5:44 PM
26
Mountain Trail 3 Country Hill Rd. NE comer
7:14 AM
8.14 AM
9:14 AM
10:14 AM
11:14 AM
12:14 PM
1.44 PM
2.44 PM
3.44 PM
4 44 PM
5:44 PM
27
Countrywood between Broadview & Timtlerdals
7:15 AM
8:15 AM
9:15 AM
10.15 AM
11:15 AM
12.15 PM
1.45 PM
2.45 PM
3 45 PM
4.45 PM
5.45 PM
28
Tierra Reads 8 Harvester. Glenwood Park
7:16 AM
8 18 AM
9:16 AM
10:16 AM
11:18 AM
12:16 PM
1:48 PM
2 46 PM
3:48 PM
4:46 PM
5:46 PM
29
Tierra Re'ada 3 Courtney. NE comer
7:16 AM
8.18 AM
9.16 AM
10:18 AM
11:18 AM
12:18 PM
1:48 PM
2.46 PM
3.48 PM
4:48 PM
5 46 PM
30
L A Ave. 3 Maureen: SE comer
7:18 AM
8:18 AM
9:18 AM
10:18 AM
11:18 AM
12:18 PM
1:48 PM
2.48 PM
3.48 PM
4:48 PM
5 48 PM
31
L A Ave. b Leta Yancy. SE corner
7:18 AM
8 18 AM
9:18 AM
10:18 AM
11:18 AM
12:18 PM
1:48 PM
2.48 PM
3.48 PM
4 48 PM
5:48 PM
32
L.A Ave. & Park Lane- SW corner
7:19 AM
8:19 AM
9:19 AM
10:19 AM
11:19 AM
12:19 PM
1:49 PM
2.49 PM
3:49 PM
4.49 PM
5:49 PM
33
Park Ln. Vintage Crest Apartments
7.19 AM
8.19 AM
9:19 AM
10 19 AM
11:19 AM
1219 PM
1:49 PM
2.49 PM
3:49 PM
4 49 PM
5:49 PM
34
Park Crest Lane
7.19 AM
8:19 AM
9:19 AM
10:19 AM
11:19 AM
12:19 PM
1:49 PM
2:49 PM
3:49 PM
4 49 PM
5:49 PM
35
L.A Ave. b Moorpark Ave: The Fountains
7.20 AM
8:20 AM
9:20 AM
10.20 AM
11:20 AM
12:20 PM
1:50 PM
2.50 PM
3:50 PM
4.50 PM
5.50 PM
36
Spring Rd. Woodcreek Apartments turnout
7:24 AM
8:24 AM
9:24 AM
10:24 AM
11:24 AM
12:24 PM
1:64 PM
2:64 PM
3:84 PM
4:84 PM
8:54 PM
37
2nd St 3 Millard: NW comer
7.26 AM
8:26 AM
9:28 AM
10.26 AM
11.26 AM
12:28 PM
1:56 PM
2.56 PM
3:58 PM
4 58 PM
5:56 PM
38
2no St & Moorpark Ave • NE comer
7:28 AM
8:28 AM
9.28 AM
10:28 AM
11:28 AM
12:28 PM
1:58 PM
2:58 PM
3:58 PM
4.58 PM
5:58 PM
39
Amve at Civic Center Front of Community Center
7:30 AM
&30 AM
9.30 AM
10 30 AM
11.30 AM
12.30 PM
2.00 PM
3.00 PM
4.00 PM
5 00 PM
6 00 PM
MOORE & ASSOCIATES PAGE 39
C71
N
CITY OF MOORPARK - TRANSIT EVALUATION
Scenario B
Scenario B recommends modifying the current MCT fixed -route
routing to streamline operation and reduce service duplication.
Modifications include significant routing realignments, separating
the two routes into distinct lobes: Route 1 serving the western
portion of the community and Route 2 the east. This new
approach would result in slightly less coverage to some
neighborhoods currently receiving "double coverage" in exchange
for expanded coverage to other portions of the service area.
Proposed Changes (system -wide)
• Modify existing alignments.
• Introduce service to Country Hill Road.
• Introduce service to Cedar Springs Road.
• Introduce service to Pardee Homes and Meridian Hills
• Modify existing bus stop locations (Route 1 and Route 2).
o Additional stops along Park Crest Lane, Los Angeles
Avenue, Country Hill Road, Cedar Springs Road, Tierra
Rejada, Walnut Canyon Road, Spring Road, Miller
Parkway, Peach Hill Road, and Moorpark Avenue.
• Update timetables to reflect actual running times and
prevailing operating conditions (i.e., ridership, traffic
conditions, etc).
Advantages
• Reduced service duplication.
• forecast increase in ridership and fare revenue.
• Reduced average travel time.
MOORE & ASSOCIATES
PAGE 40
52
CITY OF MOORPARK — TRANSIT EVALUATION
Disadvantages
• Some existing transit stop amenities become obsolete.
• Elimination of service along Goldman and Hertz Avenues.
• Elimination of direct service to Country Trail Park.
• One -time expense for the installation of new bus stops.
• Elimination of bi- directional service in some areas.
Exhibit 3.6 Scenario B
MOORE & ASSOCIATES
PAGE 41
53
MOORE & ASSOCIATES
CITY OF MOORPARK - TRANSIT EVALUATION
Route 1 would continue to run in a counter - clockwise pattern. The
current 'jog" through the Moorpark Town Center would be
eliminated, thereby streamlining the alignment. New bus stops
would be installed along Los Angeles Avenue near the Moorpark
Town Center. The resulting path would have the bus continue
west along Los Angeles Avenue without deviating north to
Goldman and Hertz Avenues. This has been an area of historic low
ridership.
Route 1 would turn west along Countrywood Drive to serve
Moorpark High School. In doing so, the City would have enhanced
service to Arroyo West School via travel south along Country Hill
Road. This new routing would require a slightly longer walk
to /from Country Trail Park as well as the western portions of
Countrywood Drive /Mountain Trail Street.
As proposed, Route 1 would turn east from Peach Hill Road onto
Christian Barrett Drive which it would follow until reaching Spring
Road. It would then travel southbound along Spring Road east on
Tierra Rejada Road before heading northbound along Miller
Parkway. The segment of the route from Tierra Rejada Road to the
Mesa Verde School (along Miller Parkway) reflects a service
expansion.
Route 1 would travel along Miller Parkway /Science Drive before
stopping at Moorpark Marketplace and turning westbound along
Los Angeles Avenue. It would then travel northbound along
Spring Road serving new residential neighborhoods north of the
downtown area. The proposed alignment would follow Spring
PAGE 42
54
I/A
is
CITY OF MOORPARK - TRANSIT EVALUATION
Road before turning southbound along Walnut Canyon Road to
the Civic Center, its termination point.
S� Ems'
1 MA
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M��
1
.t
Exhibit 3.1 Scenario B Route I
Route 2 provides service to the eastern portion of the community,
including Moorpark College. Its path of travel begins on Moorpark
Avenue outside the library. It then travels south along Moorpark
Avenue before turning eastbound along High Street, serving the
Virginia Colony, Campus Park, and Moorpark College
neighborhoods.
Route 2 then travels westbound on State Route 118 to Los
Angeles Avenue, stopping at Moorpark Marketplace before
turning south along Spring Road (at the Gateway Plaza). The route
MOORE & ASSOCIATES PAGE 43
55
CITY OF MOORPARK - TRANSIT EVALUATION
then travels westbound along Peach Hill Road until it reaches
Tierra Rejada along the southern edge of the service area. It would
take Tierra Rejada westbound up to Walnut Creek Road, where it
would begin a loop bringing it along Mountain Trail Street and
Tierra Rejada before returning to Peach Hill Road. The route would
then reverse, providing bidirectional service until it reaches Los
Angeles Avenue, at which point it would return to the Civic Center
via Los Angeles and Moorpark Avenues.
Exhibit 3.8 Scenario B Route 7
MOORE & ASSOCIATES
PAGE 44
56
'
ion°
3
MOORE & ASSOCIATES
PAGE 44
56
MOORE & ASSOCIATES
CITY OF MOORPARK - TRANSIT EVALUATION
Weekday: Evening Service Scenarios
Three distinct service scenarios were crafted for evening service on
weekdays. Each includes a recommended routing and timetable:
• Scenario A: Same service delivery structure as daytime
Scenario A.
• Scenario B: Significant revision in service delivery aimed at
reducing service duplication, expanding the MCT service
area, and supporting future program growth.
• Scenario C: Modify operation to include a single route
(Route 1) for the evening and weekend service.
The relative merits of each service alternative are discussed below.
The City has chosen Scenario C as the Preferred Scenario for
evening service. As such, timetables have been developed for that
Scenario and not Scenarios A or 6, which are included solely as a
point of reference.
The City could also consider a non -fixed route service for weekend
and evening service hours. Moorpark City Transit is likely to see a
substantial drop in ridership during any evening or weekend
services compared to its regular fixed - transit service. For example,
ridership decreased 73 percent during winter 2008/09 while
grades K -12 and Moorpark College were out of session. Ridership
remained 10 percent lower during the week in January when
grades K -12 were back in session but Moorpark College was still
out of session. During summer months (June through August),
Moorpark City Transit averages a 20- percent drop in ridership
while summer school is in session, compared to ridership during
regular school sessions in the fall and spring.
PAGE 45
57
MOORE & ASSOCIATES
CITY OF MOORPARK - TRANSIT EVALUATION
Other transit agencies see similar decreases in ridership during
weekend services. The VISTA East County Inter -City bus route
average an 87- percent decrease in ridership on Saturday,
compared to its regular Monday through Friday ridership. Simi
Valley Transit reported that its weekend service is "...substantially
lower" than its regular Monday through Friday ridership. The City
of Thousand Oaks does not offer weekend service for its fixed -
transit service at this time, citing that there is not enough ridership
demand to offer the service.
Due to the estimated lower ridership that is anticipated during
evening and weekend hours for Moorpark City Transit, the City
could consider establishing a General Dial -A -Ride (General DAR)
transit service for evening and weekend service rather than fixed -
route weekend service. A General DAR service would work
similarly to the existing Intra -City Senior DAR and ADA Paratransit
systems. The General DAR system would utilize ADA accessible
vehicles. The benefit of establishing a General DAR system is that
it removes the requirement to operate a separate ADA Paratransit
program at the same time that a fixed -route system operates.
Fares would be established for the service, perhaps $2.00 per trip
for students /adults and $1.00 per trip for seniors /disabled. The
City could apply for Jobs Access /Reverse Commute funding for the
program, which would fund 50% of the program. The extended
service hours would also be eligible for Congestion Mitigation and
Air Quality (CMAQ) funds.
PAGE 46
CITY OF MOORPARK - TRANSIT EVALUATION
Scenario A
Scenario A is identical to that proposed within the "weekday
daytime" recommendations.
Exhibit 3.9 Scenario A
MOORE & ASSOCIATES PAGE 47
59
CITY OF MOORPARK - TRANSIT EVALUATION
Scenario B
Scenario B is identical to that proposed within the "weekday
daytime" recommendations.
Exhibit 3.10 Scenario B
MOORE & ASSOCIATES
PAGE 48
.1
CITY OF MOORPARK - TRANSIT EVALUATION
Scenario C
In this scenario, we recommend the City remove Route 2 from
service; leaving only Route 1 operating during evenings and on
the weekend.
Proposed Changes
• Reduce MCT to a single route.
• Update timetables to reflect actual running times and
prevailing operating conditions (i.e., ridership, traffic
conditions, etc).
Advantages
• Increased efficiency through the elimination of service
duplication.
• Reduced annual operating cost.
Disadvantages
• Some bus stops could become obsolete.
• Elimination of bidirectional service.
• Probable reduction in annual ridership and fare revenue.
MOORE & ASSOCIATES PAGE 49
61
N
-, - , .,
CITY OF MOORPARK — TRANSIT EVALUATION
Exhibit 3.11 Scenario C
I
The following timetable serves as the operating schedule for
Scenario C during evening service.
Exhibit 3.12 Scenario C Timetable
MOORE & ASSOCIATES PAGE SO
62
EW,
.+
I
v
The following timetable serves as the operating schedule for
Scenario C during evening service.
Exhibit 3.12 Scenario C Timetable
MOORE & ASSOCIATES PAGE SO
62
CITY OF MOORPARK - TRANSIT EVALUATION
Weekend Service Scenarios
Three distinct service scenarios were crafted for weekend service.
Each includes a recommended alignment and timetable:
• Scenario A: Minor changes to select route segments to
streamline operation, respond to input from customers and
City, while also addressing emerging and forecast demand.
• Scenario B: Significant revision in service delivery aimed at
reducing service duplication, expanding the MCT service
area, and supporting future program growth.
• Scenario C: Modify operation to include a single route,
operating in a clockwise manner, serving major corridors
within the community.
The relative merits of each service alternative are discussed below.
The City has chosen Scenario C as the Preferred Scenario for
weekend service. As such, timetables have been developed for that
Scenario and not Scenarios A or B, which are included solely as
points of reference.
Scenario A
Scenario A is identical to that proposed within the "weekday
daytime" recommendations.
MOORE & ASSOCIATES
PAGE 51
63
CITY OF MOORPARK - TRANSIT EVALUATION
Exhibit 3.13 Scenario A
MOORE & ASSOCIATES
PAGE 52
CITY OF MOORPARK - TRANSIT EVALUATION
Scenario B
Scenario B is identical to that proposed within the "weekday
daytime" recommendations.
Exhibit 3.14 Scenario B
MOORE & ASSOCIATES
PAGE 53
65
CITY OF MOORPARK - TRANSIT EVALUATION
Scenario C
Scenario C is identical to that proposed within the "weekday
evening" recommendations.
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MOORE & ASSOCIATES
Y
Exhibit 3.15 Scenario C
`�' 16.
PAGE 54
. •,
CITY OF MOORPARK - TRANSIT EVALUATION
Exhibit 3.16 Scenario C Timetable
8:00 AM
9:00 AM
10:00 AM
11:00 AM
12:30 PM
1:30 PM
2:30 PM
3:30 PM
4:30 PM
8.12 AM
9:12 AM
1012 AM
11:12 AM
12:42 PM
1 42 PM
2:42 PM
3:42 PM
4:42 PM
8 18 AM
9:18 AM
10:18 AM
11:18 AM
12:48 PM
1:48 PM
2 48 PM
3:48 PM
4:48 PM
8'26 AM
9.26 AM
10:26 AM
11:26 AM
12:56 PM
1:56 PM
2 56 PM
3:56 PM
4:56 PM
8:43 AM
9.43 AM
10:43 AM
11 43 AM
1:13 PM
2:13 PM
3.13 PM
4:13 PM
5:13 PM
8:54 AM
9:54 AM
10.54 AM
11:54 AM
1'24 PM
2:24 PM
3:24 PM
4:24 PM
5.24 PM
MOORE & ASSOCIATES
rn
v
PAGE SS