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HomeMy WebLinkAboutReso 1977-8723 {- r RESOLUTION NO. 8723 RESOLUTION OF THE CITY COUNCIL OF THE CITY OF CHULA VISTA APPROVING SUBMITTAL OF AN APPLICATION FOR A DEMONSTRATION GRANT UNDER (CA) SB 283 The City Council of the City of Chula Vista does hereby resolve as follows: WHEREAS, the Chula Vista Transit Development Program recom- mends the implementation of a specialized transportation service as a part of the improvement plan, and WHEREAS, funds are available pursuant to SB 283 to finance the capital cost and the first year operations of such specialized services, and WHEREAS, application for said funds must be made to CPO by August 1, 1977 and to CALTRANS by August 15, 1977. NOW, THEREFORE, BE IT RESOLVED by the City Council of the City of Chula Vista that the application for SB 283, Section 5 Demonstration Funds marked as Exhibit "A", attached hereto and in- corporated herein by reference as if set forth in full, be, and the same is hereby approved for submittal to CPO and CALTRANS. Presented by Approved as to form by W. J. Robens, Director of George D. Lindberg, City Attorney Public Works ADOPTED AND APPROVED by the CITY COUNCIL of the CITY OF CHULA VISTA, CALIFORNIA, this 26th. day of July 1977, by the following vote, to-wit: AYES: Councilmen Hobel, Cox, Hyde, Scott, Egdahl NAPES: Councilmen None ABSENT: Councilmen None ATTEST C,/~ City Clerk ~ Q STATE OF CALIFORNIA ) COUNTY OF SAN DIEGO ) ss. CITY OF CHULA VISTA ) G(` Mayor of the City of Chula ista I~ City Clerk of the City of Chula Vista, California, DO HEREBY CERTIFY that the above is a full, true and correct copy of Resolution No. and that the same has not been amended or repealed. DATED City Clerk is EXN~BiT - a ~ r Application to: THE STATE OF CALIFORNIA I;US I iJESS AND TRA"JSPORTAT I ON AGENCY DEPART~IE~~IT OF TRA~JSPORTAT I ON for SB-253, SECTIO~~! 5 DE~~OrJSTRATION FU~~~DS for COORDIMATIOf~I OF SPECIALIZED TRAPJSPORTAT I O~~J SERVICES Submitted by: THE CITY OF CHULA VISTA AUGUST 1, 1977 ,r t TABLE OF CONTENTS i Section Page 1 - Project Intent, Expected Results and Benefits 1 2 - Project Activities 4 3 - Project Need 7 4 - Project Time Schedule and Continuation Plans 11 5 - Participating Organizations 12 6 - Proposed Project Budget 13 7 - Project Monitoring and Evaluation 14 8 - Evaluation of Application 16 9 - Project Management 17 t r r ~ f LIST OF EXHIBITS Following Exhibit Page A - Project Fact Sheet 3 B - Target Area 4 C - Proposed Time Schedule 11 D - City Council Resolution 12 E -Letters of Commitment 12 F - Project Budget 13 G - Sample Survey Questionnaire 14 1. PROJECT INTENT, EXPECTED RESULTS Ai1D BENEFITS A. Project Intent This project is intended to demonstrate the feasibility, effi- ciency, and cost-effectiveness of providing centralized, coor- dinated transportation services for limited-mobility persons in Greater Chula Vista. The project is intended to serve as a model to initiate efforts to coordinate services under a cen- tralized, public operating agency. It will simultaneously ex- tend service to persons who are not agency-affiliated and will increase overall mobility for the handicapped and elderly in the target area. There has recently been an expression of concern about the transportation needs of the handicapped and elderly in Chula Vista. A growing number of the area's social service agencies have assumed the responsibility of transporting their clients, resulting in duplicate and inefficient resource investment. This project will create an alternative for these agencies and will develop techniques to successfully coordinate the services through a centralized agency. A major obstacle to effectively coordinating agency transpor- tation services is the lack of a central organization; the City of Chula Vista will assume this role. A second obstacle is the agencies' apprehension that if they relinquish control of the service their particular clients' needs will not be adequately met. This project will attempt to eliminate this obstacle by assimilation of the client trips over a period of time. Through this assimilation the needs of the client-groups will be more clearly defined, changes can be made to the specialized service, and a gradual reduction of agency involvement can be realized. Indications are that coordination of services cannot be effec- tively accomplished until its suitability is demonstrated to the affected agencies. However, during the demonstration period the centralized service could be severely underutilized, unless a supplemental target group is identified. A major short-coming of the separate services is that they serve only agency-affili- ated persons and often only specific trip purposes or destina- tions. This leaves a group of people (the unaffiliated Handi- capped and elderly) and various trip purposes (shopping, recre- ation, personal business, etc.,) which are not adequately served by the agencies or the existing transportation system. This latent demand for specialized transportation services will serve as the supplemental target for this project and will signifi- cantly enhance the project benefits by greatly increasing per- sonal mobility for the target area's transportation disadvan-. taged. - 2 - B. Expected Results It is anticipated that the project will demonstrate the feasi- bility of coordinated transportation services for the handi- capped and elderly and will serve as a model for implementing service coordination. It is also expected that the proj- ect will increase personal mobility for those groups. Spe- cific results expected by the end of the demonstration period include: • Immediate mobility increase for approximately 5300 severely handicapped and 2300 unserved elderly in the greater Chula Vista area. • Identification and resolution of problems which pre- sent obstacles to coordinated services. • Demonstrated feasibility of coordinated and unified special transportation services. • Beginning of assimilation of social service agency transportation services. C. Expected Benefits A major benefit which is anticipated to be realized as a re- sult of the project is '.immediately increased mobility for target-group persons. This benefit will enable those persons, whether agency-affiliated or not, to travel within the service area for all trip purposes and thereby increase their ability to avail themselves of commercial, employment, educational, cultural, recreational, social, religious, and business oppor- tunities. The immediate benefits would be increased independ- ence in making travel decisions and increased travel for dis- cretionary trips by target-group persons. This project will be a step toward equalization of opportunities for the limited mobility persons in the area. The second major benefit which is expected to be produced by the project is the minimization of resource investment in specialized transportation services in the target area. It is expected that the project will successfully demonstrate the feasibility of coordinated services and will lead to the eventual abandonment of the individual services. It is further expected that operation of the centralized service as a division of an ongoing public transportation system (Chula Vista Transit) will enhance overall operating efficiency of the specialized services and will enable the services to be more closely administered and monitored. It is anticipated that joint agency participation will enable the service to make full use of funding opportunities from a variety of sources. i r - 3 - a , A major side benefit of the project will be the knowledge gained about the needs of the client-group users, the latent demand for specialized services, and the problems encountered during coordination efforts. In this way, it is hoped that the project will serve as a model for coordinating specialized transportation services in other areas. Exhibit A presents a summary of pertinent project data. R C Exhibit A t 1 PROJECT FACT SHEET TITLE: Coordination of Specialized Transportation Series TARGET AREA: City of Chula Vista and Contiguous County .SPONSOR: City of Chula Vista TARGET GROUPS: Persons who have difficulty using existing public transportation because of physical, mental, emotional, or age-related disabili- ties. TARGET POPULATION: Handicapped (all ages) 5,300 Unserved Elderly 2,300 Other Elderly 5,600 Total 13,200 OPERATING MODE: Demand-Responsive, many-to-many within Chula Vista; many-to-few in contiguous areas. E~UIPMEPIT: Two minibuses (one 13-passenger and one 7-passenger) equippped with lifts and wheelchair tiedowns ESTIDZATED COST: (First Year) Capital $ 64,170 Operating 58,240 Total $122,410 ANTICIPATED FUNDING: (First Year) Passenger Fares $ 27,000 City Funds 14,100 Demonstration Funds 81,310 Total $122,410 -4- 2. PROJECT ACTIVITIES A. Project Location This project will be conducted in the general area of the City of Chula Vista, with minor excursion into contiguous County areas. The project limits will essentially conform to the boundaries of the service area of the Chula Vista Transit System, an intra-city, fixed-route transit service for the general public. Exhibit B illustrates the approximate service area of the proposed project. B. Target Groups The project will include implementation and operation of an alternative transportation system, providing specialized serv- ices for the elderly and handicapped. The system will use a lift-equippped mini-bus, operating in a many-to-many, demand- responsive mode. A second, smaller bus will be available for backup and extraordinary demand periods. Use of the alterna- tive service will be limited to persons who because of illness, injury, age, congenital malfunction, or other disability, in- cluding the wheelchair-confined and semi-ambulatory, are unable to use the conventional fixed-route bus service provided by Chula Vista Transit and the San Diego Transit Corporation. Potential users of the alternative system include: • Severely Handicapped - persons of any age who by reason of physical, mental, or emotional disability are unable to use the existing conventional transit services. ,• Unserved elderly - persons 60 years of age or older who do not live within one-quarter mile of an existing bus route. • Other elderly - persons 60 years of age or older, sub- ject to system capacity. In establishing a specialized service which has a particular target group three problems arise. The first is to clearly define the eligibility requirements; the second is to admin- ister and document eligibility; and the third is to check eligibility at the point of access. Eligibility to use the system should be a direct product of the intent of the system. This project is intended to pro- vide mobility to particular transportation disadvantaged per- sons and the order of priority is as listed above (i.e., 1) severely handicapped; 2) unserved elderly 3) other elderly). In order to use the alternate service a person will have to be able to document satisfaction of one of the eligibility re- quirements. T ~ t ~,~ "~~ ) .~, , 7 . ~~~~ ~~ `1 ~ 1111 ~ 1 / , ~. i .` Y ~ f. ~. ~, .- ~, .,. :~~. ~ ~. ~-~~ ® , ~~ ~ ~ ~ ~: ~~~ ~~; ~~~ . ~~ s `~-~ ~..~~ ~:~ i ~l / , ~•~ ~. --fir ; ,. ~ _S-'' ~. ,_ ~~ . `~ ~~ r~ '~ ~ ~ -~ ~,,_ ~~. .; . ,, 1 `.., ' ,,. a~ \_ r ~~\ T l W ~i ~~~ °~ ~ ~ ~ ~~ Q^~ ® ~ .. ~~ , , -~- , , ,. ~` ~ ~ , ~ --- ~. '~ ,;. v ~'• ~~ ;~ I, ~ ~~~ ,~~. ~ ~,~ ~ - ,yam ,,', ~~ ,a 1r ~ -e/, _ _ ~ ~~ ~~ -r-~ , ~ ~.~ ,, z ~ ~ ~ ~ ~ ,; ;., . t~ vr.., ... ; ~. "" ~ ` as 1 =~' ~;' ~{ Y~ y ..,.. ~, _.. -•; a >= ,~ '~" ; „- ;__ ' . ~.~, ,~ S , ~~ ~` • ~` ,,~ ,,.e, ~ , / ~ ~ ~, .,~' r _ _ ._~--- .-~ X w W Q w U W c~ w >G -5- Administration and documentation of eligibility are planned to be performed by the City's Transit Division and the Senior Service Center, with the cooperation of the service agencies in the area. Certification of eligibility by a doctor or a bona fide social service agency may be required at the discre- tion of the issuing agency. when satisfied that a particular individual is eligible the City will issue an identification card and number. The cards and numbers will also be useful for record keeping and possible subscription or billing payment techniques. In operation, a specialized system with restricted eligibility requires a mechanism to check eligibility at the point of ac- cess. This project will be a radio-dispatched demand-responsive system and the initial point of access will be a telephonic request to a dispatch center. The dispatcher will verify the caller's eligibility by checking the identification number before dispatching the bus. In the event of an on-route request for service, the driver will check the identification card at the point of entry. C. Operation and Maintenance Under normal operating conditions the alternative system will be operated with one vehicle in a fully flexible demand- responsive mode. The other vehicle will be available for backup in case of breakdown and/or for regular maintenance. Staffing will include two persons - the driver and the dispatcher. In some cases it is expected that because of organized activi- ties, either through the City or another agency, there may be extraordinary demands placed on the system. In these cases a bus will be made available for that purpose and the second bus will be used in regular service. Drivers for the extra bus will be either volunteers or agency-supplied for most occur- rences. Charges to the requesting agency for special uses will be at 100 percent of operating cost. Dispatching for the altenative system will be performed by City staff. The dispatcher will receive telephone requests for service, check the caller's eligibility, obtain the necessary trip data, and confirm the request and the trip with both the driver and the caller. It is expected that the dispatcher will be physically located in a new Transit Center to be constructed in the upcoming fiscal year. It is presently expected that the system will operate eight hours per day, Monday through Saturday. This is subject to change depending on particular staffing decisions in the final planning stages. The intent is to provide service during nor- mal business hours in order to simplify staffing and to ensure access to commercial, medical, and business centers. -6- Equipment maintenance will be performed by the City. The Equipment Maintenance Division will service and repair the vehicles and will keep maintenance history records on its computerized "Mainstem" system. Radio equipment will be maintained by the City's Communications staff. D. Changes to Existing System No specific changes to the existing fixed-route services will be required to accomplish this project. One change which will be sought, however, is to have SDTC assign at least one lift-equipped transit coach to a Chula Vista route (either Route 100, 32, or 29) to enable users of the alternative system to directly access regional facilities via the SDTC system. It is expected that such a change to the SDTC ser- vice, supplemented by the collector/distributor capabilities of the alternate system in Chula Vista would dramatically increase the target group's mobility and quality of life. The intent of this project is to increase the mobility of persons who are presently suffering from limited mobility. It is expected, and the eligibility requirements were chosen to ensure that diversion of persons from the existing system to the alternate system would be minimal. Of course, some diversion is to be expected since some user's of the present system do so with severe hardship and will be eligible for the alternate system. In fact, there is one CVT passenger who is wheelchair confined, but manages to use the existing system with great inconvenience. E . - New Service The alternate system will have the capacity to operate approximately 45,000 regular miles per year plus additional mileage for special use trips. This will be entirely new service which will create transportation coordination oppor- tunities with numerous public and private-nonprofit agencies. - 7- 3. PROJECT NEED.._ A. Elderl In January, 1977, the Area Agency on Aging sponsored public hearings at five localities throughout the County--one was held in Chula Vista on January 19, 1977 at the public library. A questionnaire was sent out to 600 groups and individuals two weeks prior to the meetings asking seniors to state their priorities of eight problem area, and space was provided for writing in other problems. Transportation was not listed in the eight priority areas; however, senior-citi-` zen transporta- tion was written in and was shown to be the highest priority porblem area of local seniors, to the exclusion of the origi- nal eight categories. The existing fixed-route transit system serves (i.e., within one-quarter mile of a bus route) approximately 80 percent of the target areas dwelling units. If it is presumed that the elderly are comparably served by the existing system, there are an estimated 2,300 senior citizens who are not served by the existing system. It is estimated that approximately 5,700 senior citizens in the Chula Vista area have at least one mobility restriction which would entitle them to use the alternative service. In addition, the remainder of the senior citizen population will have access to the service, subject to system capacity. To date there is no transportation service in Chula Vista which specifically addresses the travel needs of the handi- capped and elderly, and there are currently more than 11,300 adults aged 60 and older in Chula Vista constituting over 14 percent of the population, a slightly higher proportion than the 13.1 percent of the San Diego County average. Chula Vista has a substantial retirement community and is attracting many new seniors each year compounding the current transportation deficiency. An Urban Mass Transportation Administration (UMTA) report re- leased in 1970 estimates that one third of the elderly has some type of physical disability; recent local studies have substantiated this estimate. The unpublished draft report of a recent CALTRANS study which investigated elderly and handi- capped transportation in the South Bay cites the findings of a study released by the Office of Senior Citizen's Affairs which showed that 29 percent of the local non-institutionalized elderly suffer from disfunctions that severely limit their ability to utilize conventional mass transit systems. Using this percentage base, it is estimated that there are approxi- mately 3,400 seniors in the target area who would meet the dis- function eligibility and need a demand-responsive transporta- tion system. - 8- B. Handicapped The California State Plan for the Developmental Disabilities Services (1977) states that approximately 5.6 percent of the general population suffers from developmental disabilities or approximately 4,500 of Chula Vista's residents. Approxi- mately 2.3 percent of the non-elderly population, 1,900 persons, is considered substantially handicapped or develop- mentally disabled. This latter group is the core target group of the non-elderly handicapped for this project. The remaining handicapped, approximately 2,600 persons, will add to the target group to a lesser degree. To further indicate the level of handicap or disability, the 1970 census identified six census tracts in the target area (123, 125, 126, 131.01, 132.02 and 133.01) each of which had more than 320 persons of working age who were disabled or handicapped; census tract 125 had 644 disabled or handicapped residents. These same census tracts also have among the high- est incidences of poverty in the County, which is often direct- ly related to a household member's disability. C. Travel Restrictions The absolute cost bile is often far the elderly. The for the most nece thereby forced to services. of owning and operating a personal automo- beyond the resources of the handicapped and cost of taxicabs is also preclusive except ssary trip purposes. These groups are rely on conventional public transportation For the handicapped conventional transit services are often totally unacceptable. These persons are then forced to rely on friends or relatives who may not be available. Or, they must use some type of medically oriented transportation ser- vice which can cost $15 to $50 per trip. If this cost is not reimbursable through some program or insurance plan the cost is excessive; if it is reimbursable the trip purpose is usu- ally restricted. With these limitations, the handicapped are essentially homebound with little or no opportunity to make discretionary trips and no independence to make neces- sary trips. The proposed project is designed to eliminate these limitations and increase the ability for the handi- capped to make independent travel decisions. Many of the elderly also have physical disabilities which may range from discomfort to inability to use a conventional transit service. In addition they also frequently have in- sufficient, fixed incomes which limits the dollars available for transportation. The elderly predominantly make trips for shopping, social services, and medical care. The impor- tance of transportation itself as an activity is recognized -9- by medical and behavioral scientists--transportation for the elderly, as well as the handicapped, is necessary not only to "get from here to there" but also as an "antidote" to the aging process. The right to independently make travel decisions is important to self-concept. The San Diego CPO conducted a study of Improved Transit Ser- vices for the Handicapped and Elderly in the San Diego Region (DeLeuw, Cather & Co.; October, 1976). That study indicated that in the San Diego area elderly persons make approximately 0.5 daily trips, while non-elderly handicapped make approxi- mately 0.9 daily trips. It was estimated that these data compare with a trip-rate of approximately 2.6 per day for the general population. A second significant finding of this study was that the mode of travel was: Elderly Handicapped auto (driver/passenger) 85o 60% public (transit,taxi,other) 15% 400 Indicating a substantial dependence on public forms of travel for these groups of persons. This further exemplifies the effect of insufficient transportation services in the target area. The study also pointed out that the elderly and handi- capped have different trip-purpose split than the general population. This is largely because they make fewer discre- tionary trips, thereby skewing the percentages. They also tend to make shorter trips, indicating the limited opportun- ities which are available to the transportation disadvantaged. There are substantial indications that the existing special- ized transportation services - those provided by the local social service agencies - are sorely inadequate for general travel purposes. The following summarizes data from the CPO study and a recent CALTRANS study (unpublished draft report of the South Bay specialized transportation study) which in- dicate that the trip-purpose split is severely skewed toward medical/social services trips and away from general purpose trips for users of the agency transportation services. Trip Purpose Recreation Shopping Education Therapy Agency Visit Medical Work Other Agency-Supplied Travel (%) 3 5 6 13 22 43 8 General Travel Elderly Handicapped (~) (%) 26 26 27 20 3 7 13 12 17 20 13 15 -10- The need for an alternative travel option - a specialized transportation system for the elderly and handicapped - is immediate to increase travel independence for a large seg- ment of the Chula Vista population. It is expected that if such a service is available it will offset the need for numer- ous agency-supported, client-specific transportation services and will demonstrate the feasibility of coordinated or brokered, special transportation. In doing so, it will serve as a model for coordinating disaggregate services in other locales. -11- 4. PROJECT TIME SCHEDULE AND CONTINUATION PLANS A. Project Time Schedule It is expected that notification of selection to perform this project under the program will be acomplished by January 1, 1978 and the agreements will be signed and funds available by April 1, 1978. Based on these presumptions it is expected that the project will begin on or about July 1, 1978. When the City is advised of selection and approval of the project, advance work will begin to develop final operational plans, establish administration policies, and prepare equip- ment orders. It is expected that this preliminary work will enable the City to order equipment as soon as funds are com- mitted and minimize start-up delays. It is expected that equipment delivery and installation will require approximately three months. The expected duration of the demonstration phase of the project is 12 months from the inception of ser- vice. The proposed project time schedule is graphically shown at Exhibit C. B. Plans for Continuation After the Demonstration Phase The alternative system to be implemented by this project will become a new division within the Chula Vista Transit opera- tion. As such, its continuation will be linked to the con- tinued operation of the CVT system. It will, however, remain a separate operating division, retaining its original objec- tives of increased mobility for the elderly and handicapped and coordination and replacement of other agency services. In subsequent years of operation, funding of the alternative service will be incorporated in the City's transit budget. Revenue sources for this operation include passenger fares, City funds, LTF funds, and Federal funds. It is expected that separate cost data will be maintained in order to main- tain passenger fare equity between the two divisions. It is expected that funding assistance will also be available, in some form, from agencies which become actively involved in the coordination of services. Exhibit C w a Q W x U W H H Q w O a 0 a a W U H (~ W z 0 H a ~-+ H Q W N H a H U W a yr w 0 z O H H 2 H Q 0 0 v U r~ F z c H ~ ~i ~ H F- ~-l E U H H a x U w 0 E H U ~ rn ~ ~~ ~% ~ 1 rn . ~ ~ rn ~ ~ ~ M • N r--I O N r-I ~ r-i o ~ ~ ~ r-1 ~ ~ • M N N '~ 4 ~ ~ ~ • ~ ~ rn ~ i ~ ~ ~ ~ • r1 r-1 to 4-I ~ ~ o ~ ~ +~ ~ w ~ ~ ~ a -~, ~ ~ ~ •~ ~ o ~ ro ~ ~ ~ ~+ a ~ ~ a +~ ~ a~ ~ ~ ~ H ~. N N N • •rl H •r-I d1 •ri ~ a N cd }-1 ~ ~ a ~ w Ho a ~ r-I N M d' ~fl l0 [~ N N a 0 .r., m 0 N Q U N -n O a ~ w ~ O O o a .r., ~ ~ ~ ~ ~ ~ •.~-~ ~ ~ ~ U O~ 0 a v a ro • . ~ -12- 5. PARTICIPATING ORGANIZAT-.IONS The primary participant in this project will be the City of Chula Vista. The lead role will be assumed by the Transit Division of the Public Works Department to implement and op operate the service and to monitor and report on its perfor- mance and satisfaction of goals. A second key participant will be the City's Department of Parks and Recreation which will assist in referrals, agency contacts, eligibility deter- mination, and monitoring. Exhibit D is a City Council Resolu- tion approving the project and authorizing submittal of this application. Substantial support participation is expected from numerous agencies in the area. Support is expected in the form of eligibility determination assistance, referrals, data collec- tion, and in subsequent years possible financial support. Presented at Exhibits E-1 through E-4 are letters of commit- ment and support from affected agencies. ~D1If~ ~nMMun#~ ~l1~D1I1'[Ctl ~n ,~~IYIg cc ~jBx~]tYt$ ~PYitDX3~~ Dear Mr. Connor: Exhibit E-1 1344 `8[Ijira ~benue QII~u:~ ~istn, GIa., 92D11 $Lele~I~nna 426-153D Thank you for presenting your transportation project using SB283 funds to the members of the South County Council on Aging. Anything we can do to facilitate your efforts, you may be assured will be forthcoming. We caill be happy to offer whatever assistance you may need to assure the smooth running and continued success of such a project. Best wishes. Yours sincerely, O TAY COMMUNITY CLINIC Exhibit E-2 1249 THIRD AVENUE • CHULA VISTA, CALIFORNIA 9201 1 (714) 425-1780 July 15, 1977 David Connor Transit Coordinator City of Chula Vista Dear Mr. Connor: I would like to express our appreciation for your efforts to include us in your plans to draw together human care services agencies in our area. I will be happy to participate in additional organizational efforts needed for the purposes of providing support for a demand-response transportation system in Chula Vista. As you may be aware, we have an extensive history of cooperation in Chula Vista in the development of_ health care services. We will offer whatever assistance that we can to insure the success of the demand-response transportation system. ~1e see this as a significant effort andone that we would be happy:to see coordinated with other human care service agencies in the area . Th an]c you . S•~cerely ., JJ .. C, ~ '~ ~'' ,.,ii.«.- -L Victor M. Marefk~ Director Exhibit E-3 ~^ `C i~ _~_ ~-, ~-=-~ } h-. C~-~-- ~ 1 ri, ~ ~~~'~~~ I7' LC'-~~~'.-~~cn Cv.~ (' L~ a c.J~Ct ~i-~~ ~ C'! ~ ~!--~-LC.~ ~ t '7~L~'~ ,. ~ ~ ~, U - ,^ - F--c'= _- •~-ti-~~-~' ~j_ ~t~~Y %L"tom .~"7~--~`3\.L~ ~-ti~~.r'.\'~ :~1'~'i,~'F--v'~'~~i-G~~ ~1-~,..- ~~ ~-t~~G:~~.-~j._ ~ ~;~.`~`c~ ~~~ Ll7t"~'1-~~z~ G"r ~-- t-t~~.--~ ~( ~ / per _~)'~' .fZ`~'\. (; ~~ i ri-. ~ C,c_,"" ~~` L~~~iC~- l _ ~~~_ ;'GL..%=r-v~ C ~ "e C` t%C..'! ,P '~( ~~-- ~lf ' _, ~ 1 ~~ ~, ~ 1 / `~ ` ;~ ~% ~ ~~~}~f-5 -, exhibit E-4 ~rstsr-~, port Gix~sr~ 2yo F c$'trea~' Mulct ~istct, C~f rnid Mr. David Connor Transit Coordinator City of Chula Vista Chula Vista, Ca. 92012 July 14, 1977 Dear Mr. Connor: The Chula Vista Senior Citizens Club, with a membership of approximately 2000, will be happy to cooperate with the City's projected program of a demand-response transportation system. We will be happy to serve on a advisory board and provide input into decision-making policies regarding the system. We will be happy to provide whatever support we can to assure the availability of transportation to the handicapped and elderly in the Chula Vista area. ~~Sincerely, J an Nicholson, Recreation Supervisor -13- 6. PROPOSED PROJECT BUDGET It is estimated that the implementation and first-year costs of the project will be $122,410, including $64,170 for capi- tal expenditures, and $58,240 for operating expenses. It is expected that approximately $14,100 will be provided by the City of Chula Vista, essentially in in-kind services, and that approximately $27,000 will be derived from passen- ger fares. The remainder of the funding, $81,310, is being sought from the SB283, Section 5 - Bus Transportation Demon- stration Program source. Exhibit F summarizes estimated project costs and funding for implementation and operation during the first year. During subsequent years of the operation the alternative system will become an operating division of the CVT system and will be funded through the system-wide process. That will include use of fares, City funds, Local Transportation Funds, and possible Federal funding assistance. Exhibit F PROJECT BUDGET ESTIMATED COSTS Capital Costs • One (1) vehicle, 13-passenger with three wheelchair tidedowns; lift-equipped; and air-conditioned $28,650 • One (1) vehicle, 7-passenger with two wheel chair tiedowns; lift-equipped; and air conditioned 21,550 • Two (2) two-way radio mobile units with "hands-off" operating capability. 3,000 • One (1) two-way radio base station. 2,000 • Office Equipment 600 • Miscellaneous equipment (telephone hookup, small equipment for buses, supplies, etc.) and contingencies. (150) 8,370 Total Capital Cost $64,170 Operating Costs • Driver salary (3200 hours at $4.00 ea.) $12,800 • Dispatcher Salary (2500 hours at $4.00 ea.) 10,000 • Insurance ($2,000 per vehicle) 4,000 • Fuel, oil and tires (45,000 miles at 12~ ea., including tax) 5,400 • Service and Repairs 3,500 • Advertising 1,500 • Administration (15 percent) 6,600 • Miscellaneous & Contingencies (15 percent) 7,600 Total Operating Cost $58,240 TOTAL ESTIMATED COST $122,410 (Continued on next page) PROJECT BUDGET - Continued ESTIMATED REVENUES Exhibit F (Continued) Passenger Fares City in-kind Services Demonstration Funds TOTAL ESTIMATED REVUNUES $27,000 14,100 81,310 $122,410 -14- ~ ~ + " 7. PROJECT MONITORING AND EVALUATION A. Project Monitoring The project will be monitored on the basis of three distinct data sets: system characteristics; user characteristics; and financial characteristics. System characteristics include indicators of equipment suitability and performance and operational efficiency. User characteristics include the number and types of users, the extent of discretionary versus necessary trips, the extent of agency affiliated trip-making, the time and day of travel, and user comments. Financial characteristics include costs for transportation operations, maintenance, and administration; revenues and their sources; and unit cost indicators. These data will form the basis for evaluating the service over time and relative to other operations. Specific indicators which will be continuously monitored include: • vehicle miles travelled • complete service and maintenance history • dispatch calls • information calls • passenger trips by age, disability, purpose, etc. • trip patterns • agency referrals • passenger revenue • funding contributions, and • detailed cost data. In addition to these data, we will interview passengers monthly to develop qualitative indications of the extent to which the service objectives are being met. The inter- view process will be used to identify the extent to which personal mobility has increased and the extent of agency trips being made on the alternative system. These indi- cations will be monitored over time to evaluate the pro- ject's accomplishment of goals. A sample of the type of questionnaire to be used is attached at Exhibit G. i ~ t Exhibit G ' ~ ~ Sample PASSENGER SURVEY QUESTIONNAIRE 1. Nature of Disability 2. Wheelchair - confined Yes No 3. Age Bracket: Under 18 45-59 18-24 60-70 25-44 over 70 4. I use this bus: 1) more than 7 times a week. 2) 5 to 7 times a week...... 3) 3 to 4 times a week...... 4) 1 to 2 times a week...... 5) less than once a week.... 5. The Purpose of the trip I am now making is: 1) work 2) medical 3) church 4) shopping 5) recreational 6) business 7) return home 8) other 6. Before this bus was available how would you have made this trip? 1) other bus ................... 2) private ambulance............ 3) drive ....................... 4) ride with friend or relative. 5) would not have made the trip.. ~6 ) other 7. I learned about this bus from 8. I started this trip at: address or the place name) 9. I am going to: (address or the place name) 10. My Identification Number is: (optional) 11. Would you object to being contacted for additional travel details? Yes No nn*enRr±wTmn _ -15- ~' • B. Project Evaluation The project will be evaluated quarterly during the demon- stration phase and letter reports will be submitted to interested agencies. Following the demonstration phase a summary report will be prepared. The project will be evaluated on three bases: • how successful it is in encouraging coordination of services; • how well it increases personal mobility for the target groups in the service area; and • how it compares with other transportation systems including the CVT, and with other alternative specialized systems. We will contact social service agencies in the service area throughout the project to establish whether they have experienced decreased demand and are willing to fully co- ordinate services. These contacts will serve as a major evaluation basis for the project as a whole and will be included in the summary report. ~ ~ f -16- 1 ~ ~ ` , 3 8. OTHER INFORMATION It is anticipated that significant cost efficiencies will be realized with the proposed plan because the specialized service will be operated as part of an existing transit system. Implementation of a specialized service for the elderly and handicapped in Chula Vista was recommended in the City's Transit Development Program (Barton-Aschman Assoc.; March, 1976). It is a part of the City's adopted TDP and has been included in the regional Transportation Improvement Program (TIP). Operationally and technologically, many-to-many, demand- responsive with radio dispatch service has been proven feasible, especially for transportation of the disabled. Economically, this service will operate at considerably lower cost than ambulance services, which are the only existing alternative. It is expected that this project will fully satisfy the need for specialized transportation which was addressed in the City's TDP. It is also anticipated that it will meet unanticipated needs which may exist. The City of Chula Vista is not presently eligible for federal funding assistance, but it will use local funds in this project. City contributions and passenger fares are expected to account for approximately 34 percent of the total first-year demonstration costs. Operational statistics will be used to evaluate the sys- tem's performance relative to time and to other comparable systems. Passenger interviews will be used to evaluate the extent of increased mobility for the target groups and the extent of agency referrals. Contacts with social service agencies will be used to measure the service's effect on the agencies' transportation demands. Data from the recently conducted CALTRANS study will be valuable as a datum for these analyses. The continuation of the project after the demonstration phase is very likely since the project itself is part of the City's five-year Transit Development Program. The City plans to proceed with this project independently but would probably be unable to do so for a few years because of fund- ing limitations. It is felt that resources can be saved and the value of the project increased if it is implemented now, and the SB283 demonstration program is the only presently available source of funding assistance. -17- .~ This project will have great relevance for other localities. It will show whether scattered specialized transportation services can be coordinated and unified. If coordination is realized, the project will have identified associated pro- blems and will serve as a model for coordination efforts in other areas. This project is an attempt to cause cooperative effort be- tween various public and private agencies, an occurrence which is rare in the transportation field. Currently operating transportation services (Chula Vista Transit) will be utilized to plan, administer, operate, and maintain the specialized service which will add to the on- going cost-effectiveness of the project. The project applicant is a municipal transit operator, thor- oughly familiar with transportation planning operations, monitoring, and evaluation. The City has been operating a small intra-city bus system since 1970 and has recently com- mitted itself to a transit expansion program which will ultimately quadruple the intra-city service mileage. The City has full-time transit staff, the Transit Coordinator, who will manage, monitor, and report on the project. The Transit Coordinator presently performs these functions, as well as planning, budgeting, and operational supervision, for the Chula Vista Transit System. 9. PROJECT MANAGEMENT The principal contact for this application and the Project Manager will be the City's Transit Coordinator: David L. Connor Transit Coordinator 707 "F" Street Chula Vista, CA 92010 (714) 427-3300 extension 273 The alternate contact for this project will be the Director of Public Works: William J. Robens Director of Public Works P. O. Box 1087 Chula Vista, CA 92012 (714) 427-3300 extension 234.