Common use of Employment Data Clause in Contracts

Employment Data. Figure 4 shows that the unemployment rate in Miami-Dade County has risen steadily since January 2008. At that time, the unemployment rate was 4.9%. As of April 2010, it was 11.4%. Table 4 compares the four month averages (January to April) for 2008, 2009, and 2010. Between 2008 and 2010, there has been a 123% increase in unemployment. % change 08-10 5.1% 9.4% 11.4% +123% 5 Ridership‌ Table 5 shows the average weekday ridership for the 95 Express Bus and the two control groups. The figures are four month averages based on data from January to April for the years 2008, 2009, and 2010. Between 2008 and 2010, average weekday ridership on the 95 Express Bus Service increased 57%. At the same time, combined ridership on the Routes 77 and 277 decreased 21%, and bus ridership system-wide on MDT decreased 15%. Table 5: Average Weekday Ridership Jan. – Apr. 2008 Jan. – Apr. 2009 Jan. – Apr. 2010 % change 08-10 95 Express Buses 1,827 2,398 2,877 +57% Routes 77 and 277 12,335 11,190 9,804 -21% MDT Bus System-wide 264,470 251,875 225,900 -15% Some of the 57% increase in ridership is attributable to the additional service that began in January 2010. While the 2008 and 2009 figures in Table 5 reflect only the Route 95X, the 2010 figure reflects the 95X and also the three new routes. However, the increase is not due entirely to the additional service. Table 6 shows the average weekday ridership for each of the individual 95 Express Bus routes (recall that MDT reports the ridership for the Broward Blvd. and Sheridan St, routes as one combined total for the Dade-Broward Express). As Table 6 shows, the Route 95X alone showed a 13% increase between 2008 and 2010. Table 6: Average Weekday Ridership for 95 Express Bus Routes Jan. – Apr. 2008 Jan. – Apr. 2009 Jan. – Apr. 2010* % change 08-10 * Note: The ridership total for 2010 in Table 6 (2,067 + 631 + 239 = 2,937) does not match the total in Table 5 (2,877). This is because the 239 figure for the Pines Blvd. Express shown above is a 3 month average while all of the other figures in Tables 6 and 5 are 4 month averages. Broward County Transit did not record ridership in January 2010 for the Pines Blvd. Express. No fare was charged for the first week of operation, which was the last week of January, and there was no GFI data for ridership. Another part of the ridership increase was from former Tri-Rail riders who switched to the 95 Express Bus. In the May 2010 transit rider survey, 34% of new 95 Express Bus riders (269 out of 801) reported they used to take Tri-Rail and/or Metrorail. A trip to downtown Miami on Tri-Rail requires a transfer to Metrorail while the same trip on the 95 Express Bus is a direct connection. Therefore, it makes sense that these riders would switch. There was little evidence of riders switching to the 95 Express Bus Service from the Routes 77 and 277. Barely 1% (8 out of 801) reported diverting from the Routes 77 and 277. What explains the opposite trends in ridership between the 95 Express Bus and the two control groups? Some of it could be due to service cuts in 2008 and 2009 although that cannot explain the ridership drop on the Routes 77 and 277. The only reported cut for the Route 77 was elimination of late night and early morning service, and there were no service cuts to the Route 277. It seems more likely that the ridership declines on the Routes 77 and 277 and MDT system-wide were due to a combination of high unemployment and the 2008 fare increase. In 2008, MDT raised the one-way fare for express buses 27% from $1.85 to $2.35, and it raised the price of a monthly Metropass 33% from $75 to $100. Unemployment in Miami-Dade County has increased steadily from 4.9% in January 2008 to 11.4% in April 2010. If that is the case, the obvious question is why was the 95 Express Bus Service not also impacted negatively? It could be because the demographics of the 95 Express Bus riders are different than the demographics of the average MDT bus rider. Table 25 in Section 10.2.1 of this report compares the demographic profile of 95 Express Bus riders to riders of MDT system-wide. While 46% of 95 Express Bus riders have an annual household income of $60,000 or more, only 4% of MDT riders system-wide are in that income bracket. In contrast, 71% of MDT’s riders system-wide have annual household incomes less than $20,000. It is conceivable that the 95 Express Bus riders were not as impacted by the fare increase and high unemployment rate as the average bus rider. Figures 5 through 7 show the overall trend line in average weekday ridership for the 95 Express Bus Service and for the two control groups. They clearly show an overall upward trend in ridership for the 95 Express Bus Service and an overall downward trend for the control groups. 6 Productivity‌ Table 7 shows the average revenue miles for the 95 Express Bus and the two control groups. The 83% increase on the 95 Express Bus is due to the new service into Broward County that was added in January 2010. Likewise, the decreases on the Routes 77 and 277 and MDT system-wide are due to the service cuts in 2008 and 2009. Table 7: Average Weekday Revenue Miles Jan. – Apr. 2008 Jan. – Apr. 2009 Jan. – Apr. 2010 % change 08-10 95 Express Buses 2,157 2,007 3,951 +83% Routes 77 and 277 3,531 3,443 3,350 -5% MDT System-wide 107,165 101,710 91,774 -14% Table 8 shows the average boardings per revenue mile, which is a measure of productivity. At first glance, it appears the 95 Express Bus experienced a decline in productivity. Boardings per revenue mile dropped 14% between 2008 and 2010. Table 8: Average Weekday Boardings per Revenue Mile 2008 2009 2010 % change 08-10 95 Express Buses 0.85 1.19 0.73 -14% Routes 77 and 277 3.49 3.25 2.93 -16% MDT System-wide 2.47 2.5 2.5 +1% However, when one breaks out the revenue miles and boardings per revenue mile for each of the 95 Express Bus routes, one sees a different picture. As Table 9 shows, there was actually a 25% decrease in revenue miles for the original Route 95X between 2008 and 2010. This came from the elimination of service to ▇▇▇▇▇ City. Consequentially, productivity on the Route 95X increased 51% (see Table 10). Therefore, the 14% decrease in boardings per revenue mile reported in Table 8 needs to be kept in perspective. Yes, the three new routes into Broward County did add more riders, but these routes more than doubled the amount of revenue miles to the overall service. 7 Transit Travel Times and On-Time Performance‌

Employment Data. Figure 4 shows that the unemployment rate in Miami-Dade County has risen steadily since January 2008. At that time, the unemployment rate was 4.9%. As of April 2010, it was 11.4%. Table 4 compares the four month averages (January to April) for 2008, 2009, and 2010. Between 2008 and 2010, there has been a 123% increase in unemployment. % change 08-10 5.1% 9.4% 11.4% +123% 5 Ridership‌ Table 5 shows the average weekday ridership for the 95 Express Bus and the two control groups. The figures are four month averages based on data from January to April for the years 2008, 2009, and 2010. Between 2008 and 2010, average weekday ridership on the 95 Express Bus Service increased 57%. At the same time, combined ridership on the Routes 77 and 277 decreased 21%, and bus ridership system-wide on MDT decreased 15%. Table 5: Average Weekday Ridership Jan. – Apr. 2008 Jan. – Apr. 2009 Jan. – Apr. 2010 % change 08-10 95 Express Buses 1,827 2,398 2,877 +57% Routes 77 and 277 12,335 11,190 9,804 -21% MDT Bus System-wide 264,470 251,875 225,900 -15% Some of the 57% increase in ridership is attributable to the additional service that began in January 2010. While the 2008 and 2009 figures in Table 5 reflect only the Route 95X, the 2010 figure reflects the 95X and also the three new routes. However, the increase is not due entirely to the additional service. Table 6 shows the average weekday ridership for each of the individual 95 Express Bus routes (recall that MDT reports the ridership for the Broward Blvd. and Sheridan St, routes as one combined total for the Dade-Broward Express). As Table 6 shows, the Route 95X alone showed a 13% increase between 2008 and 2010. Table 6: Average Weekday Ridership for 95 Express Bus Routes Jan. – Apr. 2008 Jan. – Apr. 2009 Jan. – Apr. 2010* % change 08-10 * Note: The ridership total for 2010 in Table 6 (2,067 + 631 + 239 = 2,937) does not match the total in Table 5 (2,877). This is because the 239 figure for the Pines Blvd. Express shown above is a 3 month average while all of the other figures in Tables 6 and 5 are 4 month averages. Broward County Transit did not record ridership in January 2010 for the Pines Blvd. Express. No fare was charged for the first week of operation, which was the last week of January, and there was no GFI data for ridership. Another part of the ridership increase was from former Tri-Rail riders who switched to the 95 Express Bus. In the May 2010 transit rider survey, 34% of new 95 Express Bus riders (269 out of 801) reported they used to take Tri-Rail and/or Metrorail. A trip to downtown Miami on Tri-Rail requires a transfer to Metrorail while the same trip on the 95 Express Bus is a direct connection. Therefore, it makes sense that these riders would switch. There was little evidence of riders switching to the 95 Express Bus Service from the Routes 77 and 277. Barely 1% (8 out of 801) reported diverting from the Routes 77 and 277. What explains the opposite trends in ridership between the 95 Express Bus and the two control groups? Some of it could be due to service cuts in 2008 and 2009 although that cannot explain the ridership drop on the Routes 77 and 277. The only reported cut for the Route 77 was elimination of late night and early morning service, and there were no service cuts to the Route 277. It seems more likely that the ridership declines on the Routes 77 and 277 and MDT system-wide were due to a combination of high unemployment and the 2008 fare increase. In 2008, MDT raised the one-way fare for express buses 27% from $1.85 to $2.35, and it raised the price of a monthly Metropass 33% from $75 to $100. Unemployment in Miami-Dade County has increased steadily from 4.9% in January 2008 to 11.4% in April 2010. If that is the case, the obvious question is why was the 95 Express Bus Service not also impacted negatively? It could be because the demographics of the 95 Express Bus riders are different than the demographics of the average MDT bus rider. Table 25 in Section 10.2.1 of this report compares the demographic profile of 95 Express Bus riders to riders of MDT system-wide. While 46% of 95 Express Bus riders have an annual household income of $60,000 or more, only 4% of MDT riders system-wide are in that income bracket. In contrast, 71% of MDT’s riders system-wide have annual household incomes less than $20,000. It is conceivable that the 95 Express Bus riders were not as impacted by the fare increase and high unemployment rate as the average bus rider. Figures 5 through 7 show the overall trend line in average weekday ridership for the 95 Express Bus Service and for the two control groups. They clearly show an overall upward trend in ridership for the 95 Express Bus Service and an overall downward trend for the control groups. 6 Productivity‌ Table 7 shows the average revenue miles for the 95 Express Bus and the two control groups. The 83% increase on the 95 Express Bus is due to the new service into Broward County that was added in January 2010. Likewise, the decreases on the Routes 77 and 277 and MDT system-wide are due to the service cuts in 2008 and 2009. Table 7: Average Weekday Revenue Miles Jan. – Apr. 2008 Jan. – Apr. 2009 Jan. – Apr. 2010 % change 08-10 95 Express Buses 2,157 2,007 3,951 +83% Routes 77 and 277 3,531 3,443 3,350 -5% MDT System-wide 107,165 101,710 91,774 -14% Table 8 shows the average boardings per revenue mile, which is a measure of productivity. At first glance, it appears the 95 Express Bus experienced a decline in productivity. Boardings per revenue mile dropped 14% between 2008 and 2010. Table 8: Average Weekday Boardings per Revenue Mile 2008 2009 2010 % change 08-10 95 Express Buses 0.85 1.19 0.73 -14% Routes 77 and 277 3.49 3.25 2.93 -16% MDT System-wide 2.47 2.5 2.5 +1% However, when one breaks out the revenue miles and boardings per revenue mile for each of the 95 Express Bus routes, one sees a different picture. As Table 9 shows, there was actually a 25% decrease in revenue miles for the original Route 95X between 2008 and 2010. This came from the elimination of service to ▇▇▇▇▇ Carol City. Consequentially, productivity on the Route 95X increased 51% (see Table 10). Therefore, the 14% decrease in boardings per revenue mile reported in Table 8 needs to be kept in perspective. Yes, the three new routes into Broward County did add more riders, but these routes more than doubled the amount of revenue miles to the overall service. 7 Transit Travel Times and On-Time Performance‌