Based on this review, the NoMi Express service should invest in web application technology that will allow transit riders to access real-time information for their next bus.. In addition
Status Quo
Maintaining the status quo is one option, but it is prone to recurring issues, such as student rowdiness on buses, which was highlighted by bus drivers during the focus group in this study These behavioral problems can negatively impact bus operations and overall safety.
50 quality of transit for older riders and causing some of them to not ride the bus anymore, as implied by the bus driver focus group The choice to remove any stop regarding service is a difficult one, and must be weighed carefully Resumption of service to locations such as ATM with monitoring; but, because of potential liability purposes, it is unlikely that a school will provide this needed additional monitoring
Unlike public schools, charter schools pose a different issue as they do not necessarily provide for busing under current Miami-Dade Public School District rules Further, some parents may not necessarily be able to escort their children to school, and in some cases, do utilize the system because they have no other alternative While inconvenient, the reality is that for some children, the ability to take the NoMi Express is safer than the alternative
Maintaining existing transit policies is essential to ensure equitable treatment and uphold policy considerations Eliminating stops is an effective way to reduce student ridership but is only viable for remote schools like ATM; for urban schools, removing stops would just force students to walk further, which may compromise safety Legally, denying service based on age raises concerns in publicly funded transit systems, so policies such as maintaining a minimum level of service for children with parent-approved policies should be considered Additionally, survey feedback indicates that some issues with student behavior stem from a lack of parental discipline, impacting transit safety and service efficiency.
Barring any serious complications, maintaining the status quo as a minimum should be considered acceptable given the above considerations Barring any minor changes, the additional cost of this option to the NoMi Express System is zero.
Registration System
Implementing a registration system with ridership cards for students under 18 is an effective strategy to ensure responsible use of transportation services Each student should be assigned a unique identification number, enabling the revocation of privileges in case of misuse Engaging teachers and principals in educational outreach can promote responsible behavior and support the success of these programs This approach enhances safety, encourages accountability, and fosters collaboration between schools and transportation authorities.
While this is not a cure-all, it introduces a measure of accountability within the system; over time, this may change student ridership behavior
Implementing a bus ridership system requires clear, written agreements on ridership rules between students and parents, emphasizing that bus access is a privilege Additionally, all student data must be verified with the school and protected in compliance with applicable privacy laws to ensure safety and legal compliance.
Administration of this program would require a part-time staff member or a full-time staff member with this as part of their job portfolio as one of serval duties Outreach and
The administration costs for the new bus pass system, including printing, mailing, and ongoing maintenance, are estimated to be between $30,000 and $35,000 Additionally, driver education programs must be organized to ensure smooth implementation of the new system These expenses encompass all program-related costs necessary for effective management and operation of the updated transit service.
Specialized School Bus System
One potential approach is to emulate the Village of Pinecrest and the options being considered by the Village of Palmetto Bay in Miami-Dade County Currently, Pinecrest offers bus service exclusively for students enrolled in a specialized program, where parents register their children, are assigned pickup points, and buses operate during specific hours for registered students In North Miami, given the demand-based nature of the rest of the transit system, it is not advisable to cut existing services; instead, implementing an additional service would better meet community needs.
When planning school bus routes under a turnkey service, routes are typically scheduled in 4-hour blocks unless otherwise agreed upon, with morning buses arriving at boarding points around 6:00 AM for a 7:20 AM school start Due to distance and traffic, it may be necessary to deploy two buses to cover the entire city efficiently, with one dedicated to elementary students arriving between 8:15 and 8:35 AM, and another serving middle and junior high students starting shortly after 9:00 AM—though the close timing may lead to occasional tardiness for elementary students The afternoon schedule mirrors this setup, allowing students to attend after-school activities; alternatively, a midday service from 12 PM to 4 PM could serve peak hours but would not accommodate after-school events Currently, ridership does not warrant this midday route, though it remains a potential future option to consider if route demands change.
The estimated annual cost for the service is approximately $135,000, based on requiring at least 16 service hours daily during the school year at a rate of $47 per hour, totaling about 2,900 hours Additional expenses for annual reviews, outreach, surveying, staff monitoring, and route adjustments due to changing attendance are projected to be between $35,000 and $40,000 each year Overall, the total estimated annual cost for this option ranges from $170,000 to $175,000, which is comparable to Pinecrest's system, as detailed in Appendix E.
The City of North Miami currently operates its local trolley circulator services through a turnkey solution These services are outsourced to Limousines of South Florida (LSF) under a contract managed by the City’s Public Works Department The operating cost for the trolley system is approximately $47.20 per revenue hour, totaling around $550,000 during the 2015-2016 fiscal year.
The analysis of NoMi Express operations focused on evaluating overall cost versus revenue hours and ridership to assess efficiency during FY 2011-2012 through FY 2015-2016 Notable service changes were implemented in February 2011 and September/October 2014, which likely influenced ridership patterns as passengers adjusted to the new schedules These schedule adjustments may have temporarily boosted or decreased system performance and ridership levels, impacting overall operational effectiveness during the review period.
Average Cost per Rider per revenue hour
The overall cost per rider per revenue hour demonstrates a healthy transit system from a financial perspective Using Miami-Dade Transit’s current $2.25 fare as a benchmark, the system would generate a budget surplus at current ridership levels Notably, NoMi Express stands out as one of the most cost-efficient local circulators in Miami-Dade County, with one of the lowest cost per rider ratios, highlighting its operational efficiency.
Changing service hours has had minimal impact on the system’s cost efficiency, as average cost trends show low variability and remain stable over time despite various service adjustments This stability suggests that cost-driven service cuts likely contributed to a decline in ridership Since the transit system primarily serves a needs-based population, reductions in the transit budget have led to decreased service hours, affecting riders who depend on consistent transit access.
53 would normally utilize the service; this conclusion aligns with survey feedback conducted during this study, which indicated that cuts to services such as the Red Line resulted in people not being able to ride due to the limitations based on service hours While an increase in budget will affect the overall bottom line, it will likely still be efficient from a cost per rider standpoint, and is a necessary consideration for improving ridership for the NoMi Express system
Alternatives for the future include soliciting for a different vendor or operating the shuttle internally Each option varies in cost, ranging from $44 to $101.36 per service hour It should be noted, however, that there are tradeoffs in the operations Generally, outsourcing to firms for operations requires schedules to be placed on a 4 hour block basis; cities with self-operated systems have more time flexibility and for mid-sized to larger systems, will be able offset slightly higher hourly rates with more precise hours of operations This should be considered if the City decides to add additional buses to service riders to and from the schools as those routes may not need to run for the full 4 hour block
Miami-Dade Transit (MDT) serves communities like Cutler Bay and North Miami, providing an integrated public transportation option While MDT is typically the most expensive transit choice, it offers comprehensive trip planning and information distribution Under County law, MDT is eligible to bid for service contracts in various areas, although there is no guaranteed right of first refusal Choosing MDT ensures seamless connectivity and reliable transit services within Miami-Dade County.
Full details of comparative costs and system operations with other peer systems in Miami-Dade County can be found as Appendix E
Larger buses will necessitate modifications to the existing contract with LSF, the provider of city buses The additional cost for upgrading to these buses is estimated to be between $10,000 and $20,000 per vehicle, depending on the bus type However, only some buses within the current system will need to be replaced or upgraded, considering current ridership levels and transit capacity.
All vehicles are lift equipped, and owned and maintained by the LSF Changing of vendors therefore would either require the new vendor to provide the same service or will result in an additional capital cost by the City to procure new vehicles
A key consideration for city transportation planning is whether to own its fleet of vehicles or to utilize leasing or turnkey vendors Typically, owning vehicles tends to be slightly more cost-effective than leasing, especially when the equipment has a lengthy service life Additionally, operating costs may be reduced with ownership, as it minimizes downtime associated with repositioning buses at the start and end of routes.
Purchasing its own buses allows the City to acquire vehicles that precisely meet its specific needs rather than relying on vendor-provided options However, acquiring a limited number of buses means missing out on scale discounts, leading to higher costs per vehicle Additionally, the City must engage in detailed budget planning to cover the significant capital investment required for fleet procurement.
City in this case should expect to procure 5-6 vehicles Based on existing routing, each bus should be up for replacement in approximately 5 years, which should be budgeted for accordingly, with a 1/5 of cost set aside each year for future replacement
Application technology
Two options exist with varying costs to provide an web-based application for local riders The first option is to connect to the MDT app, which is done as part of an interlocal agreement The cost to the City should be approximately $500 per route update, in order to provide MDT with new GIS files and timetables
Developing an independent app system can cost between $5,000 and $50,000, depending on its complexity For example, a complex system like North Miami’s, which manages multiple routes and requires input data such as GTFS, may have development costs ranging from $25,000 to $50,000 Additional marketing expenses might also be necessary to promote the app effectively.
On-Board Wi-Fi
Installing new Wi-Fi systems in city buses requires an estimated initial investment of around $10,000 to upgrade existing buses and the backup vehicle Ongoing annual costs will differ based on negotiations between the city and vendors, influencing the overall expenses Proper planning and vendor negotiations are essential to optimize the Wi-Fi system's cost-efficiency and ensure reliable connectivity across the fleet.
Bus Stop Information Kiosks
Miami-Dade is implementing a tech upgrade at bus stops through co-location with North Miami’s transit system As part of this improvement, touchscreen kiosks are being installed progressively over the next few years These kiosks aim to enhance passenger experience and provide real-time transit information, with each unit potentially costing upwards of [insert cost].
The Civiq program for Miami-Dade Transit is estimated to cost $60,000, currently being installed free of charge by the company, which expects ad revenue to cover costs Collaboration with Miami-Dade and integration of North Miami shuttle schedules could expand the technology's reach at minimal or no additional financial burden Incidental costs related to right-of-way procurement may arise but are estimated on a case-by-case basis, typically minimal The City also has the option to provide match funding to fully secure stops, though these costs would remain highly subsidized and have a low fiscal impact on NoMi Express operations.
Enhanced Bus Stops
Systemwide, there are various options for enhancing bus stops, including different shelter sizes and amenities Narrow bus shelters cost approximately $15,000 each, while larger, standard MDT stops are around $25,000 Adding benches to these stops typically costs $5,000, providing comfort for passengers For a more premium experience, air-conditioned bus stops are available at a cost of about $60,000 Additionally, installing next bus digital displays will incur extra expenses, improving real-time service updates for commuters.
$4000 per stop, and should be placed at stops with a shelter In addition, the installation of new stops or amenities at old stops will require that full ADA compliance be met at these stops Not all stops will require additions However, the City should have benches and signs at each stop and consider shelters Potential costs for improvements range, and will be dependent on the final policy decisions by the City This should be implemented over time, allowing for alternative funding sources to be applied towards improvement costs.
Bus signage
Bus signs should be installed at each stop, including signage for schedules and route maps
At $300 per stop, this is approximately $25,000 for the entire existing system
The following summarizes previously noted general findings and resulting from the comprehensive system analysis and on-board ridership survey:
1 Routing Needs: a Green Line – This route requires additional capacity, and higher frequency of service is desired by ridership b Red Route – Future usage of this low-performing route must correct Origin to Destination Ratio, as well as service times, in order to be viable c There is a large overlap with the Orange Line, Blue Line, and portions of the Green Line, allowing for service revisions d Increased frequency of service as well as weekend service is desired by the ridership, and should be implemented
To enhance transit connectivity, new linkages should be established between Barry University and the Miami Shores Shuttle, improving service for the current 10-15% of riders who already use this system through two transfers, while also offering new options for other transit users Additionally, it is essential to create linkages to the recently introduced North Miami “B” Line C Route, launched in April 2017, to expand destination choices and provide more alternatives to optimize the Red Line service.
To enhance service and operational efficiency, additional driver training is essential to maintain routes, minimize rider confusion, and improve the overall onboard experience Additionally, establishing closer facilities for backup vehicles will enable quicker response times in case of bus breakdowns, ensuring reliable transit service for passengers.
4 Safety and Technology Improvements Needs:
Should be implemented as needed, particularly to provide: a Real-time information for transit riders b Enhanced Trip-planning capabilities c Better management tools for staff
Based on a review of the technology and system needs outlined in the general recommendations, several critical issues have been identified that require immediate action to address safety and service concerns These urgent concerns are highlighted in the accompanying chart to ensure prompt attention and resolution.
1 Adjust Green Line by Flea
Market for safety Adjust Green Line to utilize NW 10 th
Avenue and NW 140 th Street instead of a less safe U-turn on NW 7 th Avenue
2 Adjust Green Line for access to Barry University Adjust Green Line to route the bus south on North Miami Avenue at NW
119 th Avenue to NE 115 th Street, to create a connection to Barry University and Miami Lakes Circulator service
3 Driver Training Additional training needed regarding policies, specific stop locations, routes, etc that affect consistency of service
4 Dedicated Staff member in Public
Hire trolley manager to run system $55,000/yr
Line Bus Increase the capacity of the Green
Line Bus to meet ridership demand $40,000
Service Implement specialized weekend route on Saturdays from 7 am - 7 pm $20,000 administrative cost,
7 Enact Bag Limit Policy Baggage currently are placed on seats or on the floor, with the latter creating a safety hazard, necessitating bag/luggage limit policies
Procedure Improved incidence reporting should be required of vendor $0
Recommended courses of action require further decision-making and additional funding These priorities should be reevaluated and reordered as new financial resources become available or as local community needs change over time, ensuring that efforts remain responsive and effective.
1 Technology – GIS and Apps Develop GIS App for real-time and trip planning applications
Incorporate into trolley system management
2 Increase Red Line Service Realign Red Line service and increase hours of operations *Note: If realigning service to 3 lines, this project no longer applies
3 Realign Service to 3 Lines Multiple options exist, either through elimination and redistribution of Orange Line, Red Line buses
Additional hours are needed as Red Line bus hours are shorter than other routes
Improving bus stop facilities enhances rider comfort and accessibility by adding signage and shelters The cost of shelters varies depending on the type, from $15,000 for a basic shelter to $60,000 for an air-conditioned option Investing in these upgrades ensures a more convenient and sheltered transit experience for passengers at existing bus stops.
$25,000 for signage for system Other cost components varies and dependent on City’s design and choice decisions
Green Line Increase capacity and headways on the Green Line by adding an additional route to the route from 7 am – 7 pm
Currently, backup buses are located in Fort Lauderdale, requiring over an hour to replace out-of-service vehicles To improve response times, closer backup facilities within 15-30 minutes of the city are needed The city may also consider purchasing a reserve bus and housing it in local facilities to ensure quicker deployment during service disruptions.
7 On-Board WiFi Install and offer On-board WiFi TBD
Routes Ensure all routes are operating at 30 minute headways $550,000/yr (Appx
378,000/yr if Green Line Service has been implemented)
Project List – Immediate Action Items
The following provides more in-depth details for the recommendations noted for immediate implementation:
1 Adjust Green Line by Flea Market
Synopsis: Currently, the green route makes a U-turn maneuver by the Flea Market to backtrack
Based on feedback from the drivers and a review of the current location, this is potentially dangerous, and the practice should be stopped via a route adjustment This adjustment results in no net change in the route mileage Service time change is expected to be minimal in impact
Crossings remain a significant safety concern and are expected to persist despite the route revision Moving the route aims to discourage unsafe behaviors, such as pedestrians crossing the street to flag down buses that do not stop on the southbound side This change promotes safer crossing practices and reduces the risk of accidents along the route.
The entirety of the NoMi Express system is within the City; while this deviation will cause it to go slightly outside the City, this is acceptable since overall, the route is at least 80% within North Miami
Implementation: Adjust Green Line to utilize NW 10 th Avenue and NW 140 th Street instead of a less safe U-turn on
Route Mapping: In the enclosed map, the solid green line represents the existing route, and the magenta line indicates the proposal route adjustment
Implications: Minor revisions to mapping and update of information will require $500 for administrative costs,
62 with additional costs dependent on how new information on service changes is displayed and distributed
2 Adjust Green Line for access to Barry University
Synopsis: Barry University is south of North Miami, in Miami Shores, but within range of the Green
Line Survey data indicates the this should be considered as a service expansion, both to access Barry University, and also to provide a direct connection to Miami Shores’ shuttle system
Currently, North Miami riders do transfer to the Miami Shores system, but this requires riders to transfer to two different systems
An interlocal agreement with Miami Shores is essential for the implementation of the project To accommodate a slight route deviation, an additional 0.5 miles will be added, potentially extending the route by up to 5 minutes This minor extension can be easily absorbed into the schedule if an extra bus is added to the Green Line, ensuring efficient service without significant delays.
Route Mapping: In the following map, the solid green line represents the existing route, and the magenta line indicates the route change
Budget Implications: Minor revisions to mapping and update of information will require $500 for administrative costs, with additional costs dependent on how new information on service changes is displayed and distributed Since the stop should be collocated with the Miami Shores village circulator, the fiscal impact of the new stop should be for the installation of a new sign, approximately $300
This study highlights the urgent need for enhanced driver training, particularly focusing on consistency, safety, and customer service Riders expressed polarized opinions about staff performance, indicating room for improvement in customer interactions Inconsistent stopping procedures at certain stops, such as Publix locations—where drivers either stop at the street bus sign or at the door—confused passengers and disrupted service reliability Confusion among drivers regarding the exact route, especially at specific intersections, poses safety and timing challenges, as routes are adjusted for congestion and cross traffic Additionally, drivers were observed making unscheduled stops when riders requested them, even outside designated stops, which can impact route efficiency Implementing new technology further emphasizes the need for comprehensive driver training to ensure proper use and maximize benefits.
Implementation: Work with vendor to set specific guidelines and enforceable rules in future contracts, including clawback and penalty provisions
Budget: $0 Should be incorporated into vendor’s training
4 Additional Staff member in Public Works/Dedicated Transit Staff
In peer cities of similar size, dedicated staff members are appointed to manage local circulator systems, highlighting the importance of dedicated oversight Even cities with smaller systems have adopted this approach, demonstrating its effectiveness Managing and maintaining a circulator system is a full-time administrative role that involves overseeing vendors, conducting field visits to troubleshoot and document issues, and performing regular evaluations to optimize service performance.
Implementation: It is strongly recommended the City include a full-time transit manager position in its general operating budget
5 Larger Capacity Green Line Bus
The analysis of the current Green Line reveals that during certain times of the day, especially after school, there is a temporary capacity shortage causing overflow onto other buses This congestion impacts the Orange and Blue Lines, further constraining overall transit capacity As a result, riders are occasionally left behind at stops, which is generally manageable in systems with frequent headways but problematic for systems like the NoMi Express with half-hour or longer intervals To improve service reliability, addressing peak-time capacity issues on the Green Line is essential, particularly considering the impact on rider experience during high-demand periods.
Implementation: Negotiate with vendor for larger capacity bus
Route Mapping: Current route mapping for the green line will remain the same (except where changed by other actions)