Keyline COA Technical Memo #1 Existing ConditionsDubuque KeyLine
Comprehensive Operational Analysis
Technical Memorandum #1
Existing Conditions
Prepared for:
City of Dubuque
50 West 13th Street
Dubuque, IA 52001
(563) 589-4393
Prepared by:
LSC Transportation Consultants, Inc.
516 North Tejon Street
Colorado Springs, CO 80903
(719) 633-2868
LSC #085560
February 11, 2009
TABLE OF CONTENTS
Chapter Title Paae
I INTRODUCTION ............................................. I-1
Organization of This Report .................................... I-1
Background ................................................I-2
Issues and Goals ..........................................I-2
Data Collection ......................................... I-3
Operational Review ...................................... I-3
Financial Review ........................................ I-3
Recommendations ......................................... I-3
General Service Overview ...................................... I-4
History of Service .......................................... I-4
Fixed-Route Overview ...................................... I-4
Review of Previous Studies and Reports ........................... I-6
Design of a Community Transportation System (2000) ............. I-6
DMATS 2031 Long Range Transportation Plan (2000) .............. I-8
A Regional Response to Local Needs (2003) ...................... I-9
Dubuque Comprehensive Plan ............................... I-11
II SOCIOECONOMIC BACKGROUND .............................. II-1
Community Description ...................................... II-1
Study Area Location ....................................... II-1
Major Activity Centers ..................................... II-3
Major Employers ......................................... II-5
Study Area Demographics .................................... II-5
1990-2008 Population ..................................... II-5
Population Density and Distribution ....................... II-7
Population Projections .................................. II-9
Transit-Dependent Population Characteristics ................. II-11
Elderly Population .................................... II-15
Mobility Impairments .................................. II-15
Low-Income Individuals ................................ II-15
Minority Population ................................... II-19
Zero-Vehicle Households ................................ II-19
Households With One or More Vehicles .................... II-19
College Student Population ............................. II-23
Household Density .................................... II-23
Economy ................................................. II-26
Travel Patterns ............................................ II-27
Work Transportation Mode ................................ II-27
Places of Residence and Work .............................. II-30
III ONBOARD SURVEY RESULTS .................................III-1
Introduction ...............................................III-1
Survey Findings ............................................III-1
Demographic Characteristics ................................III-2
Age and Gender .......................................III-2
Annual Household Income ............................... III-3
Vehicle Ownership and Licensed Driver .....................III-4
Employment ..........................................III-5
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Occupation ...........................................III-5
Ethnicity ............................................ .III-6
Source of Information .................................. .III-7
Fare Payment ........................................ .III-8
Trip Characteristics ...................................... .III-8
Trip Purpose ......................................... .III-9
Reason for Riding ..................................... .III-9
Transfers ........................................... III-10
Coming From and Going To ............................. III-11
Blocks Walked To/From the Bus ............................ III-14
Temporal Analysis ....................................... III-15
Ridership Frequency ..................................... III-16
Perceptions about KeyLine Transit ........................... III-17
Additional Comments .................................... III-18
IV RIDERSHIP REVIEW ......................................... IV-1
Historical Ridership Review .................................. . IV-1
Ridership Trends ........................................ . IV-1
Ridership by Month ...................................... . IV-6
Ridership by Day ........................................ . IV-6
Current Ridership Tracking ............................. . IV-8
Bicycles and Wheelchairs ............................... . IV-8
Boardings by Route ......................................... . IV-8
Temporal Analysis ....................................... IV-12
On-Time Performance .................................... IV-14
Transfer Analysis ........................................ IV-14
Systemwide Performance .................................. IV-15
Boarding and Alighting Route Maps ............................ IV-18
NTD Reporting ............................................ IV-39
V DEMAND ANALYSIS ......................................... V-1
Introduction ............................................... V-1
Fixed-Route Model .......................................... V-1
Approach ............................................... V-2
ADA Eligibility Model ........................................ V-7
Greatest Transit Needs ...................................... V-13
Methodology ........................................... V-13
Results ............................................... V-19
Demographic Maps and Service Area ........................... V-23
Low-Income Population ................................... V-23
Minority Population ...................................... V-24
Limited-English-Proficient Population ........................ V-24
APPENDIX A: Onboard Survey
APPENDIX B: Onboard Survey Comments
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LIST OF TABULATIONS
Table Title Paae
II-1 Major Employers in the Dubuque Area .......................... II-5
II-2 Dubuque County Population Projections ....................... . II-9
II-3 2008 Estimated General Population Characteristics .............. II-13
II-4 2006 Industry Breakout by Employment in Dubuque County ....... II-26
II-5 Mode of Transportation .................................... II-28
II-6 County-to-County Worker Flow Patterns out of Dubuque County .... II-29
II-7 County-to-County Worker Flow Patterns into Dubuque County ...... II-30
III-1 Survey Responses by Time and Day ........................... .III-1
III-2 Information about KeyLine .................................. .III-7
III-3 Blocks Walked to Bus ...................................... III-15
III-4 Blocks Walked from Bus ................................... III-15
III-5 Bus Waiting Times ........................................ III-16
III-6 Perceptions about KeyLine .................................. III-18
IV-1 KeyLine Ridership Summary ................................. IV-2
IV-2 Average Monthly and Daily Fixed-Route Ridership - 2008 ........... IV-6
IV-3 KeyLine Daily Route Ridership Estimates ........................ IV-7
IV-4 KeyLine Route Ridership Estimates ............................ IV-9
IV-5 Ridership by Time (Weekday) ................................ IV-12
IV-6 Transfer Matrix ........................................... IV-15
IV-7 KeyLine Performance Measures .............................. IV-17
V-1 Fixed-Route Demand Model -Existing .......................... V-3
V-2 2008 Estimated Paratransit Demand -Dubuque .................. V-9
V-3 2008 Greatest Transit Need Scores by Census Block Group ......... V-15
V-4 Census Block Groups with Greatest Transit Need ................ V-19
LIST OF ILLUSTRATIONS
Figure Title Page
II-1 Study Area .............................................. II-2
II-2 Activity Centers ........................................... II-4
II-3 Census Block Groups ....................................... II-6
II-4 Estimated 2008 Population Density ............................ II-8
II-5 Projected 2012 Population Density ............................ II-10
II-6 2008 Estimated Density of Elderly Persons ..................... II-16
II-7 2008 Estimated Density of Mobility-Limited Persons .............. II-17
II-8 2008 Estimated Density of Low-Income Persons ................. II-18
II-9 2008 Estimated Density of Minority Persons .................... II-20
II-10 2008 Estimated Density of Zero-Vehicle Households .............. II-21
II-11 2008 Estimated Density of Households with One or More Vehicles ... II-22
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II-12 2008 Estimated Density of College Students .................... II-24
II-13 2008 Estimated Household Density ........................... II-25
II-14 Where Workers Live ....................................... II-31
II-15 Where Workers Work ...................................... II-32
III-1 Age ....................................................III-2
III-2 Gender ................................................. .III-3
III-3 Annual Household Income .................................. .III-3
III-4 Vehicles Available ......................................... .III-4
III-5 License and Ability to Drive ................................. .III-5
III-6 Occupation .............................................. .III-6
III-7 Race or Ethnicity ......................................... .III-7
III-8 Fare Payment Method ..................................... .III-8
III-9 Trip Purpose ............................................. .III-9
III-10 Reason for Riding ......................................... III-10
III-11 Transfer Need ............................................ III-10
III-12 Mode to Bus ............................................. III-11
III-13 Location Prior to Boarding .................................. III-12
III-14 Destination After Alighting .................................. III-13
III-15 Mode from Bus ........................................... III-14
III-16 Ridership Frequency ...................................... III-17
IV-1 KeyLine Fixed-Route Ridership Summary ....................... IV-3
IV-2 KeyLine Mini-Bus Ridership Summary ......................... . IV-4
IV-3 KeyLine Total Service Ridership Summary ...................... . IV-5
IV-4 Daily Ridership Comparison ................................. . IV-7
IV-5 Weekday Proportional Segment Ridership by Route Direction ....... IV-10
IV-6 Weekday Proportional Systemwide Ridership by Route Direction ..... IV-11
IV-7 Weekday Boardings by Time Period ........................... IV-13
IV-8 Percentage of Early or Late .................................. IV-14
IV-9 Weekday Green Boardings .................................. IV-19
IV-10 Weekday Green Alightings .................................. IV-20
IV-11 Weekday Green Boardings .................................. IV-21
IV-12 Weekday Grey Alightings ................................... IV-22
IV-13 Weekday Orange Boardings ................................. IV-23
IV-14 Weekday Orange Alightings ................................. IV-24
IV-15 Weekday Red Boardings .................................... IV-25
IV-16 Weekday Red Alightings .................................... IV-26
IV-17 Weekday Systemwide Boardings ............................. IV-27
IV-18 Weekday Systemwide Alightings .............................. IV-28
IV-19 Saturday Green Boardings .................................. IV-29
IV-20 Saturday Green Alightings .................................. IV-30
IV-21 Saturday Grey Boardings ................................... IV-31
IV-22 Saturday Grey Alightings ................................... IV-32
IV-23 Saturday Orange Boardings ................................. IV-33
IV-24 Saturday Orange Alightings ................................. IV-34
IV-25 Saturday Red Boardings .................................... IV-35
IV-26 Saturday Red Alightings .................................... IV-36
IV-27 Saturday Systemwide Boardings ............................. IV-37
IV-28 Saturday Systemwide Alightings ............................. IV-38
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V-1 Greatest Transit Needs ..................................... V-20
V-2 Greatest Transit Needs with Routes ........................... V-22
V-3 Low-Income Population Above the Threshold for 2008 ............. V-25
V-4 Minority Population Above the Threshold for 2008 ................ V-26
V-5 Limited English Proficiency Population Above the Threshold for 2008. V-27
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Introduction
transit demand model to be used to evaluate future route structures. This chapter
also reviews those Environmental Justice issues relevant to Title VI of the Civil
Rights Act of 1964.
BACKGROUND
The City of Dubuque is located on the Mississippi River in northeastern Iowa,
adjacent to Illinois and Wisconsin. The city is approximately 30 square miles in
area, with a population of approximately 65,000. The city's annual budget is over
$100 million and funds a full range of services.
The community has a stable and diversified manufacturing base and a growing
service sector. Dubuque isthe major retail, medical, educational, andemployment
center for the tri-state area. Tourism continues to be a major economic force in the
community. City government works in collaboration with the private sector to
promote economic development.
The reason behind this current planning effort is to evaluate the current ridership
characteristics of passengers and the use of the fixed-route system. The existing
routes have not changed significantly for several years; however, the greater
Dubuque area has experienced growth. Additionally, several of the routes appear
to be providingduplication ofservices. This study will identify those areas with the
most significant demands for services as well as prepare recommendations for
further improving service to undeserved areas. Furthermore, this study will pro-
vide the community with a detailed evaluatio n of existing routes to determine what
modifications could be made under the current budget as well as those services
which should be provided if increased funding is sought.
Issues and Goals
An initial "kick-off' meeting was held in Dubuque with key stakeholders. This
meeting gave the project team a chance to discuss several of the key issues and
concerns with the current services. The overarching goal of the study is to deter-
mine the most efficientand effective system, under both a constrained budget and
if additional funding is available for the citizens of the Dubuque area. Several
issues were discussed at the initial meeting. These issues, as well as those which
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Introduction
arise, will help to guide this planning effort. Additionally, issues voiced from those
responses to the onboard survey and any public venues will be taken into con-
sideration. Major goals of this project are discussed in the following.
Data Collection
A major focus ofthis project will the updated collection of operating and financial
data of the system. One major aspect of the analysis is the onboard survey and
count data collection effort. This updated information is critical to be used in
making route modifications and schedule enhancements. Additionally, this infor-
mation will allow the City to gauge passenger perceptions on service quality and
provide information on passenger demographics, desires, and needs.
Operational Review
One major focus of this project is the operational review of the services offered.
This includes determining route and system performance measures. Operational
effectiveness determines how well the community is served by transit. This will
detail the demands for services and route performance.
Financial Review
A financial review is critical to determine various measures of efficiency.
The first aspect is determining the source of revenues for services and
to determine if all applicable sources of revenue are being taken
advantage of. The second aspect is the determination of the actual
efficiency of services from a route and system level. Those services which are both
ineffective and inefficient will be looked at closely for service changes.
Recommendations
The final aspect of the plan details the specific recommendations for service
changes. These may range from no change to major route restructuring to the type
of services which are offered in various portions of the community. Recom-
mendations will consider passenger comments, stakeholder comments, and be
reviewed by all those interested in the community. A final set of recommendations
will form the preferred system plan.
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This report represents the first of four Technical Memoranda which will be sub-
mitted for review. These reports will be combined, with incorporated comments,
to prepare a Final Report.
GENERAL SERVICE OVERVIEW
This section provides abrief overview ofthe existing services provided by KeyLine.
This provides only a general overview of services. More detailed financial and
route-specific performance will be provided in subsequent Technical Memoranda.
History of Service
Beginning in 1973, the Dubuque transit system was transferred from Interstate
Power to the City of Dubuque. Service hours and fleet size have had several
decreases over the decades, and ridership has steadily declined since as early as
the 1950s. Service requests are unable to be met due to budgetary constraints.
This study is in response to the issue of providing efficient and effective service.
The KeyLine Transit system is administered by a Transit Manager who reports to
the Economic Development Director and City Manager. Policy is provided by the
City Council acting on the advice of the Dubuque Transit Trustee Board. The
Transit Manager historically was a city employee; however, in 2005 service man-
agement was contracted to First Transit.
KeyLine provides public transit from 6:00 a.m. to 6:00 p.m., Monday through
Friday, and Saturdays from 8:00 a.m. to 5:30 p.m. Service does not operate on
Sundays.
Historically, paratransit service has moved between the City and the RTA, until
now, where paratransit service is housed under the operations of KeyLine. The
RTA currently provides services within the KeyLine service area as well.
Fixed-Route Overview
The following presents a brief description of the fixed routes operated by KeyLine.
The present KeyLine Transit system consists of four scheduled routes (the Red,
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Green, Orange, and Grey Lines), a paratransit system, and a seasonal trolley
system that serves the downtown area along with the Port of Dubuque. The four
routes serve three transfer centers in various parts of the city. The routes mainly
originate from the downtown transfer station located at 6"' and Iowa. The routes
could be viewed as eight actual routes. There are two portions to each route which
travel in differing directions. For instance, the Red Route has eastbound and
westbound portions which converge in the downtown areae One could view several
of the routes as two separate routes connecting the various parts of the city.
Red: The Red Route is the most productive of the four routes and is broken down
into eastbound and westbound sections. The eastbound portion serves downtown
and the Eagle Point District along Jackson and Windsor. The route serves Mount
St. Francis at the northernmost point of the route. The east portion pulses at 30
minutes past the hour at the Delhi Transfer Point and at 45 minutes past the hour
downtown.
The westbound portion serves Mercy Hospital, Kennedy Mall, and Wal-Mart,
pulsing downtown at 15 minutes past the hour.
Orange: The Orange Route operates two half-hour trips-a southbound and a
northbound. The route operates to Mt. Carmel via various neighborhoods in the
South End District. The route serves several schools, Mercy Hospital, and Hy-Vee.
The northbound portion serves the Greyhound Park.
Grey: The Grey Route operates two loops originating from downtown. The east-
bound portion pulses downtown at 15 minutes past the hour. The eastbound
portion serves the Eagle Point District, Warren Plaza, and serves mainly along
Rhomberg Avenue.
The westbound portion of the route serves Dubuque Senior High School, Finely
Hospital, Kennedy Mall, and Clarke College. Passengers can transfer at the Delhi
Transfer Point.
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Green: Again, the Green Route is separated into eastbound and westbound por-
tions. The eastbound portion serves Asbury Plaza, Plaza 20, the Delhi Transfer
Point, Finley Hospital, and downtown. This portion of the route pulses on the top
of the hour at the Delhi Transfer Point and at 15 minutes past the hour down-
town.
The westbound portion provides service from downtown to the Delhi Transfer
Station, Plaza 20/Shopko, and Goodwill. This portion pulses at the top of the hour
at the Delhi Transfer Point and at 45 minutes past the hour downtown.
REVIEW OF PREVIOUS STUDIES AND REPORTS
This section summarizes previous plans and studies that have been undertaken
for the City and County of Dubuque. The purpose of this section of Chapter I is to
present a review of previous planning efforts that discuss transportation or transit
issues in the study area. This review provides insight into how the community
plans to develop in the future. Planning documents relevant to present or future
transportation planning in the area include:
• Design of a Community Transportation System (2000)
• Dubuque Metropolitan Area Transportation Study (DMATS) 2031 Long
Range Transportation (2000)
• A Regional Response to Local Needs (2003)
• Dubuque Comprehensive Plan (2008)
These planning documents are reviewed briefly in the following sections to the
extent that they relate to transportation in the study area. Briefly, these docu-
ments are presented as a discussion of past planning efforts. Only relevant infor-
mation is presented. Please refer to each document for more specific details.
Design of a Community Transportation System (2000)
This study presented a re-design plan for the City and County's public transpor-
tation system that would improve services for existing customers, attract choice
riders, and meet some of the unmet transportation needs of Dubuque residents.
The study's focus was to maximize available resources and effectiveness in the
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various passenger transportation services that operated in the City and County
of Dubuque. The study included interviews with stafffrom KeyLine Transit and the
Regional Transit Authority (RTA), selected agency representatives, transportation
providers, and stakeholder and focus groups to identify the perceptions of existing
transportation services provided, identify unmet transportation needs, and the
extent of existing coordination efforts among providers. Based on the data col-
lection efforts, the study identified existing transportation services in Dubuque
County, estimatedthe potential demandfor transportation services and compared
it with the actual services provided by KeyLine Transit and the Regional Transit
Authority (RTA), mapped geographic concentrations of the transportation disad-
vantagedmarket segments, identified alternatives to address transportation defi-
ciencies, created conceptual organizational structures that would enhance coor-
dination of transit services operating in the City and County of Dubuque, and
finally, made recommendations and potential strategies for better coordination
between various transportation providers.
The plan reviewed the following high demand areas that were not served by
KeyLine fixed routes-Carriage Hill Drive (south city), Palomino Circle to the
Grandview Avenue area, and West Dubuque in the Asbury Road area.
This plan identified possible service improvements and associated costs on
KeyLine Transit, made recommendations on increasing the ADA fare to X2.00 per
one-way trip, and made recommendations on implementing agrid-based fare. The
plan also made recommendations on implementing a new neighborhood shutfle
service for Mt. Carmel/Technology Park starting off as a demonstration project.
One of the recommendations was that the City of Dubuque should assume
responsibility for providing contract services within the City of Dubuque, while the
RTA would focus its attention on providing more rural services in the State of Iowa
Planning Area VIII, which includes Dubuque County (excluding the City of
Dubuque), as well as Delaware and Jackson Counties. The two types of service
concepts to cover rural areas of Dubuque County were scheduled sector services
(i.e. organize trips that have similar pick-up times, origins, and destinations) and
route-deviation or flexible-route servicesbetween communities. Other recom-
mendations were to make joint purchases between the City and RTA for reserva-
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tion and scheduling software, dispatch and communication center, mobile com-
munications, maintenance, training for drivers, travel training for customers,
common policies and procedures, and creating a regional public transit image
using common vehicle color schemes, driver uniforms, and fare structures. Since
the completion of this study, many of the strategies recommended for better
coordination between the two agencies have been implemented.
DMATS 2031 Long Range Transportation Plan (2000)
This long-range transportation plan considered plans for the development of an
integrated intermodal transportation system to support economic movement of
people and goods.
The transit element ofthis plan highlights the various public transit providers and
the type of services they provide in the DMATS area:
• KeyLine Transit in the City of Dubuque.
• Regional Transit Authority (RTA) service in the Region VIII Regional Transit
Authority, which includes Dubuque County (excludes the City of Dubuque),
Delaware County, and Jackson County.
• KeyLine Transit in the City of East Dubuque.
• Jo Daviess County Workshop in Jo Davies County.
• The Center of Aging of Grant County in the Grant County area.
Based on the identified issues of the Transit Integration Study, this plan identified
proposed projects and operational changes in the Dubuque metropolitan area.
1. Vehicle replacement on KeyLine Transit -This would cost ~ 1.475 million
every 10 years (based on 2000 vehicle costs).
2. Route changes on KeyLine Transit -One change was operating KeyLine
Transit as aroute-deviation service that would deviate from the designated
route to pick up/drop-off passengers who could not travel to a bus stop on
the designated route. Another proposed change was dropping the Orange
Route and replacing it with a new route called the Westside Circulator.
3. Development of a neighborhood shuttle service -This service was initially
proposed to be tested in the Mt. Carmel/Technology Park that is currently
served by the Orange Line.
4. Integration in the operation of the KeyLine Transit ADA service and its con-
tract service.
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5. Creation of a general public demand-response service - In order to avoid trips
being taken away from the fixed-route system, the fare recommended on the
general public demand-response service would be higher and would be based
on actual cost.
6. A joint dispatch and communication center for KeyLine Transit and RTA.
7. Joint purchase of reservation and scheduling software for both KeyLine
Transit and RTA to maximize the potential for coordinating rides and trips.
8. A common mobile communication system where both KeyLine Transit and
RTA would each have a private line and a shared line.
9. Coordination of vehicle maintenance -The City of Dubuque would offer
maintenance services to RTA.
10. Coordinated driver training for KeyLine Transit and RTA.
11. Travel training for customers would be done through human resource
agencies to know better how to travel through both KeyLine Transit and RTA.
This would also reduce customer resistance toward transfers between the
two transit systems.
12. Common policies and procedures would enhance the perception of an inte-
grated regional system from the riders' point of view.
13. Create a regional public transit image -While each of the transit agencies
would maintain an individual identity, a regional public image would in-
crease the public perception of an integrated regional system.
A Regional Response to focal Needs (2003)
This was a planning grant awarded to East Central Intergovernmental Association
(ECIA) by the Community Transportation Association of America (CTAA). This
grant was to improve rural and urban transit services for persons living with dis-
abilities in the fringe areas surrounding the City of Dubuque. The unmet trans-
portation need was identified through stakeholder surveys, KeyLine Transit rider
surveys, RTA rider surveys, Area Residential Care (ARC) resident rider surveys,
Vocational Service Center (VSC) resident rider surveys, EIRA-owned housing
resident surveys, Dubuque County City Clerk's telephone surveys, census data,
stakeholder meetings, and public input. The study was to identify feasible imple-
mentation strategies that could help KeyLine Transit and RTA improve the trans-
portation needs of persons with disabilities in the fringe area.
Comments from the surveys indicate that there was general consensus that people
living in rural areas are not aware of RTA services. Based on this observation,
ECIA staff recommended possible changes to RTA marketing strategies.
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• Rider guide for distribution to RTA service area (which includes athree-
county area).
• Posters to be displayed at destinations of current and potential riders.
• Information through city/county newsletters.
• Review of fare structure.
• Better marketing and coordination with health care providers.
• Updating Project Concern/RTA website.
• A quarterly newsletter with details on RTA services.
This project also included a pilot project that was developed by the ECIA trans-
portation staff that involved cooperation between the two main transit providers.
This pilot project was designed to determine how well the coordinated efforts of
RTA and KeyLine Transit Service worked together in connecting the rural transit
services with the city transit services, especially looking from the point of
perspective of persons with disabilities. This project involved taking the project
participants for a special shopping trip to Kennedy Mall and Wal-Mart. Passengers
were picked up by the RTA bus from the Park Villa Apartments and dropped off
at the Kennedy Mall. There passengers spent time eating lunch and shopping at
the Kennedy Mall shops. They then boarded the KeyLine Red Line bus on the fixed
route to get to Wal-Mart. After shopping at Wal-Mart, they then boarded the
KeyLine Red Line bus to get back to Kennedy Mall. The participants then again
transferred to the RTA bus that took them back to the Park Villa Apartments.
The issues that came up during this pilot project were:
1. Storage space on RTA buses for packages purchased.
2. No storage space on KeyLine Transit buses forced participants to carry
packages in their hands when boarding and exiting buses.
3. Need for heated bus shelters near entrances of the Mall and Wal-Mart where
vision would not be obstructed, but most importantly, passengers could see
their buses pulling in at the bus stop.
Some of the outcomes of this project were:
1. KeyLine Transit and RTA were investigating proposals for jointly purchasing
equipment.
2. RTA had expressed interest regarding sharing maintenance services at the
KeyLine Transit garage.
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3. Region VIII Regional Transit Authority (RTA) was approved to implement a
detailed Intelligent Transportation Systems (ITS) which would include
installing scheduling and dispatching software, and installing bus mainte-
nance software and basic mobile data terminals on all RTA-operated transit
equipment.
4. KeyLine Transit and the A-OK Yellow Cab Company looked into potential
partnership arrangements and coordination of services especially targeting
public transit customers and persons with disabilities who required trans-
portation services outside the KeyLine Transit service area.
5. Possible funding sources with the various coordination initiatives were:
Increased State Transit Assistance funding; Job Access and Reverse Com-
mute (JARC); Intercity Bus funding through the State of Iowa for transpor-
tationbetween the City of Dubuque, Region VIII RTA, and local cab services;
and Intelligent Transportation Systems through the statewide earmark to
further integrate rural and urban transportation systems.
Dubuque Comprehensive Plan (2008)
The Dubuque Comprehensive Plan was adopted in 2007 by the City. The Plan was
completedby the Dubuque Planning Services.This ComprehensivePlan examines
past and present conditions of the community and acts as a guide for future
growth and development of the city and its surrounding region. This 2006-2007
update of the comprehensive plan encouraged public comment through focus
group meetings, open houses, displays, and public hearings.
The Dubuque Comprehensive Plan consists of 14 elements in three main cate-
goriest
• Physical Environment -Land Use and Urban Design, Transportation, Infra-
structure, and Environmental Quality
• Economic Environment -City Fiscal and Economic Development
• Social Environment-Health, Housing, Human Services, Education, Cultural
Arts, Recreation, Public Safety, and Diversity
This section specifically relates to transportationwhich is one of the 14 elements
in the Dubuque Comprehensive Plan.
According to the Comprehensive Plan, the goal of transportation must address
safe and efficient transportation system that ties the community together and
links the community to the region. This is important for economic growth and to
provide access to work, schools, shopping, hospitals, churches, and residences.
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Goai 1: To provide, maintain, and improve safe and efficient movementon the city's
street system.
This goal would support ongoing street construction for providing maintenance,
repairs, and reconstruction of the city's street network.
Goal 2: To support long-range planning for both local and regional streets and
highways to ensure safe and efficient access into and through the city to support
planned urban growth.
This goal encourages coordination with regional transportation agencies involved
with long-range transportation planning, highway planning, and construction.
This goal also promotes signage to identify historic neighborhoods and districts.
Goal 3: To facilitate four-lane access for road transportation from Dubuque to major
cities in the region.
This goal is to support a street and highway system that meets current and future
traffic needs.
Goal 4: To encourage an affordable, efficient, and accessible transitsystem in the
city for the transit-dependent population and as an alternative means of trans-
portation.
This goal is to meet the needs of transit-dependent population especially to and
from work and meet the needs of existing and new housing developments with
access to medical and care centers. This would involve exploring state and federal
capital and operating grants and using appropriately-sized vehicles that would
meet the demands of the community. The transit routes should have shorter
routes for cost-effectiveness and efficiency. The buses should provide bike racks
to encourage multimodal transportation.
Goal 5: To maintain safe and efficient utizization of the riverfront for both land and
water-based commercial, industrial, and recreational traffic.
This goal is to promote compatibility between riverfrontdevelopments and existing
businesses located on the river.
Goal 6: To encourage safe and efficient airport service to the community and region
in accordance with the Airport Master Plan.
LSC
Page I-12 KeyLine Operationai Analysis, Technical Memorandum # 1
Introduction
This goal is to expand air cargo services, commercial air services, and develop
portions of the Dubuque airport for industrial uses both aviation and non-
aviation-related uses.
Goal 7: To support rail opportunities for both commercial/industrial and passenger
service.
This goal is to explore multimodal transportation such as rail, passenger rail,
river, and trucking.
Goal 8: To establish hike and bike routes in the city to encourage alternative modes
of transportation.
This goal is to support a multipurpose trail, bicycle, and pedestrian-friendly trans-
portation network with minimal conflicts between motor vehicles, bicycles, and
pedestrians.
LSC
KeyLine Operational Anaiysis, Technical Memorandum # 1 Page I-13
CHAPTER II
i nic ck round
COMMUNITY DESCRIPTION
Study Area Location
Dubuque County, shown in Figure II-1, is located in eastern Iowa bounded by the
Mississippi River and having coincident boundaries with the Dubuque metro-
politan area. The county covers a total land area of approximately 620 square
miles. The county seat is the City of Dubuque which lies at the junction of three
states-Iowa, Illinois, and Wisconsin. Dubuque County has an approximate popu-
lation of 93,285 people (2008 estimate). The overall population density is approxi-
mately 151 persons per square mile. The City of Dubuque serves as the main
educational, industrial, tourism, and cultural center for the region. Other cities
and communities in the Dubuque metropolitan area include Dyersville, Asbury,
and Cascade.
LSC
KeyLine Operational Analysis, Technical Memorandum # 1
Page 77-1
Socioeconomic Background
Major Activity Centers
Major activity centers are important in terms of land use, trip generation rates,
and their ability to be served by public transit. The major activity centers in the
Dubuque area are shown in Figure II-2. Many of these points o f interest are
clustered together into what can be referred to as "activity centers."
Activity centers are locations that are typically shown to generate transit trips
because they are prime origins or prime destinations. Activity centers generally
include a wide variety of land uses including shopping (malls, plazas), industrial
parks, employment hubs, hospitals, and education centers. These are the most
critical land uses for individuals who use transit.
Major activity centers in the City of Dubuque include hospitals such as Mercy
Medical Health Center and Finley Hospital; colleges such as University of
Dubuque, Clarke College, Loras College, Emmaus Bible College, and Wartburg
Theological Seminary; retail centers such as Wal-Mart, Kennedy Mall, Warren
Plaza, Wacker Plaza, Asbury Plaza, Riverview Plaza, and Plaza 20; government
buildings such as City Hall, the Dubuque County Courthouse, and the Dubuque
County Housing Department; entertainment and casinos such as the Dubuque
Greyhound park and casino, Diamond Jo Casino, and Po rt of Dubuque; industrial
parks such as the Warehouse District; and various high schools.
LSC
KeyLine Operational Analysis, Technical Memorandum # 1 Page II-3
Socioeconomic Background
Major Employers
Table II-1 shows the largest public and private employers in the Dubuque area.
The major employers in the Dubuque area are in the areas of healthcare, educa-
tion, and industrial. Other major employers include the City and County of
Dubuque and casinos. John Deere Dubuque Works is the largest employer in the
area, followed by Dubuque Community School District with 1,730 employees.
Table II-1
Major Employers in the Dubuque area
Employers Number of Employees
John Deere Dubuque Works Unknown
Dubuque Comm unity School District 1,730
Merc Medical Center 1,324
Medical Associates Clinic, P.C. 935
(686 full-time and 249 part-time)
Eagle Window & Door (950) 950
Finley Hospital 920
Dubuque, City of 627
Woodward Communications, Inc. 600
Holy Family Catholic Schools 600
(500 ful~time and 100 part-tune)
Prudential Retirement 590
McG raw-Hill 400
Diamond Jo Casino 400
(300 full-time and 100 part-tone)
Cottingham & Butler 311
Greater Dubuque Developmen1;2008.
STUDY AREA DEMOGRAPHICS
1990-2008 Population
The permanent population of the Dubuque metropolitan area was reported to be
86,403 people based on the 1990 US Census. According to the 2000 US Census,
the population of the Dubuque metropolitan area was 89,143 people (an increase
of approximately three percent from 1990). In comparison, the State of Iowa had
a population increase of approximately five percent between 1990 and 2000. The
estimated 2008 population of the Dubuque metropolitan area was 93,285 (a five
percent increase from the year 2000). Figure II-3 shows the US Census block
groups in the Dubuque Metropolitan area.
LSC
KeyLine Operational Analysis, Technical Memorandum # 1
Page II-5
Socioeconomic Background
Population Density and Distribution
Figure II-4 reflects the population density for the Dubuque metropolitan area
residents based upon 2008 population estimates and US Census block group
boundaries. The population is most dense within downtown Dubuque along US
Highway 52 (Central Avenue) and the areajust south of Loras College. The second
highest density area is the northwest intersection of US Highways 52 and 20,
which extends to the western portion of the city and areas near Hempstead High
School.
LSC
KeyLine Operational Anaiysis, Technical Memorandum # 1
Page II-7
Socioeconomic Background
Population Projections
Table II-2 reflects population projections through the year 2012 for the Dubuque
metropolitan area obtained from the Greater Dubuque Development. It is antici-
patedthat the population will increase by less than one percent (0.6 percent) every
year until 2012, at which time the population will be 95,199 people. Figure II-5
illustrates the projected population density for the year 2012, based on the popu-
lation projections and US Census block group boundaries.
Using the 0.6 percent annual growth and forecasting the population byUS Census
block group, LSC has developed a map (Figure II-5) showing that the highest
population densities in 2012 continue to be in downtown Dubuque andthe north-
west intersection of US Highways 52 and 20.
Table II-2
Dubuque County Population Projections
Year Population Percent Growth
2000 89,143 -
2008 93,285 4.6%
2012 95,199 2.1
Source: 2000 US Census Bureau, population projectan by the
Greater Dubuque Developmenf; LSC, 2008.
LSC
KeyLine Operational Analysis, Technical Memorandum # 1
Page II-9
Socioeconomic Background
(This page intentionally left blank.)
LSC
Page II-14 KeyLine Operational Analysis, Technical Memorandum # 1
Socioeconomic Background
Elderly Population
The elderly represent a significant number of the transit-dependent population
comparedto any other transit-dependent market segments and represent approxi-
mately 18.9 percent of the total population of the Dubuque metropolitan area.
Figure II-6 illustrates the density of the elderly (age 60 or higher) population
across the Dubuque metropolitan area. As illustrated in Table II-3 and Figure II-6,
the highest density of elderly residents is in the area west of Emmaus Bible
College and the residential areas east of US Highway 52 (Central Avenue) near
Jefferson Middle and Marshall Elementary Schools.
Mobility Impairments
Individuals with mobility impairments generally rely on transit because they often
lack the ability to operate a motor vehicle. The study area has approximately two
percent of the residents living with a mobility impairment. Figure II-7 illustrates
the 2008 density of mobility-limited population. The greatest density of mobility-
limited population is in the residential area just east of US Highway 52 (Central
Avenue) around the Fulton and Audubon Elementary Schools.
how-Income Individuals
Individuals who are living below the poverty line often rely on transit because of
the high cost of owningand maintaining a vehicle. The study area averaged nearly
seven percent of the population living in poverty. The distribution of the below-
poverty population in the Dubuque metropolitan area is shown in Figure II-8. As
illustrated in Table II-3 and Figure II-8, the highest density of low-income resi-
dents is the area on both sides of US Highway 52, north of City Hall and Loras
College.
LSC
KeyLine Operational Analysis, Technical Memorandum # 1 Page II-I S
Socioeconomic Background
Minority Population
Neighborhoods with a higher density of minority population have shown to have
a higher inclination to use transit compared tonon-minority population neighbor-
hoods. Minority population includes minority race population such as American
Indian and Alaska Native, Asian, Black or African American populations,
Hispanic/Latino, Native Hawaiian and Other Pacific Islander, and also includes
white persons of Hispanic/Latino origin. The density of minority population is
shown in Figure II-9. As shown in the figure, the highest density is in the area just
north of City Hall. Other areas with high minority population are in downtown
Dubuque scattered on both sides of US Highway 52.
Zero-Vehicle Households
Individuals living in a household without a vehicle are inherently transit-depen-
dentbecause of theirlimitedautomobile access. Over seven percent of households
in the study area do not have access to an automobile. The highest densities of
zero-vehicle households are located along US Highway 52 around City Hall and
Carnegie-Stout Public Library, and the area on the western portion of the city,
west of Emmaus Bible college. The density ofzero-vehicle households is shown in
Figure II-10.
Households With One or More Vehicles
The density of households with one or more vehicles was also mapped for the
Dubuque area as illustrated in Figure II-11. As shown in the figure, the highest
density is also concentrated along US Highway 52 and extends to the western
portion of the city around Lincoln Elementary School, St. Anthony's School, and
Hoover and Kennedy Elementary Schools.
LSC
KeyLine Operational Analysis, Technical Memorandum # 1 Page II-19
Socioeconomic Background
College Student Population
The college student population density is shown in Figure II-12. The Dubuque
metropolitan area has a college student population of 787 persons. The largest
college student population pockets are in the areas scattered along US Highways
52 and 20 around the University of Dubuque and the Wartburg Theological
Seminary, areas north of Finley Hospital and Mercy Medical Center, and the area
on the western portion of the city, west of Emmaus Bible College.
Household Density
It is necessary to identify those areas within the transit service area which have
the greatest potential for ridership. Criteria used in determining where transit
services should be provided include localities within the transit service area which
have a household density of greater than six hous eholds per acre (shown in Figure
II-13).
Nationally, many communities agree that a "high-density" of pe rsons is defined as
greaterthan 12 persons peracre, while a housing density supportive of fixed-route
transit is typically seen as greater than six households per acre. The density of
housing provide a baseline picture of where transit services are likely to be most
efficient. Areas with a high density of households per acre tend to be composed
of lower-income persons who rely on transit as an effective means of transporta-
tion. These areas are generally comprised of apartments and areas of smaller,
compact housing.
As shown in Figure II-13, the areas that exceed more than six households per acre
are on either side of US Highway 52 around Audubon Elementary School, City
Hall, the Carnegie-Stout Public Library, the Dubuque County Courthouse, and the
Dubuque Housing Department.
LSC
KeyLine Operational Analysis, Technical Memorandum # 1 Page II23
Socioeconomic Background
ECONOMY
Table II-4 shows the industry breakout by employment in Dubuque County for
2006. Based upon the number of employees, the largest sector was Trade. This
sector employs 10,162 people, which accounts for 19 percent of the total wages
and jobs in the region. This was closely followed by Manufacturing (18 percent)
and Education/Health Services (17 percent) which is evident from the large
number of manufacturing companies such as Deere and Company and Flexsteel
Industries, and the various higher education institutions that are located in
Dubuque. Leisure/Hospitality was the next sector that accounted for approxi-
mately 11 percent of the employees in the region. This could be attributed to the
various casinos in the area. Dubuque County's average weekly wage for all
industries was $635 for 2006, which is slightly lower than the State of Iowa which
is at $660. According to the Greater Dubuque Development Corporation, the
region currently has a civilian labor force of 52,000 with approximately 1,900
persons (four percent) unemployed.
Table II-4
2006 Industry Breakout by Employment in Dubuque County
Industry Number Percent
Trade 10,162 19%
Manufacturing 9,671 18%
Education and Health Services 9,214 17%
Leisure and Hospitality 5,868 11%
Government 4367 8%
Professional and Business Services 3,480 6%
Finance, Insurance, and Real Estate 3,210 6%
Construction 2,342 4%
Information 1,887 4%
Transportation and Utilities 1,674 3%
Other Services 1,605 3%
Natural Resources 188 0%
TOTAL (All industries) 53,668
Source: Iowa Workforce Information Network; LSC, 2008.
LSC
Page II26 KeyLine Operational Analysis, Technical Memorandum # 1
Socioeconomic Background
TRAVEL PATTERNS
Work Transportation Mode
The 2000 Census yields information useful to this study regarding residents'
means of transportation to and from work. Table II-5 shows the number in the
Dubuque County workforce and their modes of travel to work. These data were
tabulated for employees 16 years of age and older who were at work when the
census questionnaire was completed.
As indicated in Table II-5, the great majority of Dubuque County's residents drive
alone to work (36,971 persons or approximately 82 percent). Carpooling (8.2 per-
cent), those who walked to work (4.8 percent), and working at home (4.1 percent)
were the next mode-to-work choices. Approximately one percent (0.6 percent) of
the employed Dubuque County population takes some form of public transpor-
tation to work. Table II-5 also shows the comparative percentages of transporta-
tionmodes for the City of Dubuque and the State of Iowa. As expected, carpooling,
public transportation, and walking to work were comparatively higher in the City
of Dubuque than in Dubuque County. The mean travel time to work for workers
age 16 years and older in Dubuque County is 15.5 minutes, which is higher than
the City of Dubuque average of 13.9 minutes, and lower than Iowa which averages
18.5 minutes.
KeyLine Operational Analysis, Technical Memorandum # 1 Page 7727
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LSC
Page II28 KeyLine Operational Analysis, Technical Memorandum # 1
Socioeconomic Background
Table II-6 shows the commute patterns of Dubuque County residents. Ninety-four
(94) percent of employees live and work within Dubuque County, two percent of
Dubuque County residents work in Jo Davies County (Illinois), and one percent
of Dubuque residents work in Grant County (Wisconsin). Other counties in which
Dubuque County residents work are the neighboring Iowa counties such as Jones
County (one percent) and Delaware County (one percent).
Table II-6
County-to-County Worker Flow Patterns out of Dubuque County
Dubuque Coun ty ResOdents
County of Work
# /°
Dubuque County, IA 42,387 94%
Jo Daviess County, IL 908 2%
Grant C ounty, W I 312 1
Jones County, IA 288 1%
Delaware County, IA 241 1
Jackson County, IA 209 <1%
Clayton Count , IA 130 <1%
Other counties within Iowa State 384 1%
Illinois State 87 <1
Wisconsin State 102 <1
Other States 112 <1
Source: 2000 US Census of Co~e~ty-to-County worker flow files.
While Table II-6 indicates that a majority of Dubuque County residents (94 per-
cent) live and work within the county, Table II-7 indicates that there is a small
percentage of employees that come into Dubuque County for work-especially
from Grant County, Wisconsin (five percent); Jo Davies County, Illinois (four per-
cent); and neighboring Iowa counties such as Jackson County (three percent) and
Delaware County (two percent).
LSC
KeyLine Operational Analysis, Technical Memorandum # 1 Page II29
Socioeconomic Background
Table II-7
County-to-County Worker Flow Patterns into Dubuque County
Dubuque Cou
t
County of Residence n
# /o
Dubuque County, IA 42,387 81%
Grant C ounty, W I 2,739 5%
Jo Davies County, IL 2,252 4%
Jackson Count , IA 1,805 3%
Delaware County, IA 1,102 2%
Jones County, IA 452 1%
Clayton County, IA 420 1%
Lafa ette C ount , W I 387 1
Other counties within Iowa State 416 1%
Illinois State 114 <1%
Wisconsin State 68 <1
Other States 189 <1
Source: 2000 US Census of County-to-County worker flow files.
Places of Residence and Work
The US Census Bureau LED On the Map provides detailed maps at the block level
showing where workers live and their place of work in the City of Dubuque.
Figures II-14 and II-15 show the places where workers live and work, respectively.
The graduated scale shows the number of workers that live and work in the
Dubuque area. These maps will help in the identification of conceptual service
alternatives geared towards employment.
LSC
Page II-30 KeyLine Operational Analysis, Technical Memorandum # 1
CHAPTER III
Onboard urvey Results
INTRODUCTION
This chapter provides the analysis of data collected through the onboard survey.
Information is provided about passenger demographics, trip characteristics, and
perceptions of the quality of service. This survey was conducted January 21, 22,
and 24, 2009. The survey form is shown in Appendix A.
SURVEY FINDINGS
Responses from the usable questionnaires were entered into a database and an
analysis was performed in a spreadsheet program. In addition to the individual
responses, route and time frame were included for each response to permit
detailed analysis by route or time of day. The responses are summarized in the
following sections.
For the routes surveyed, total average daily ridership was 881 passengers on
weekdays and 406 passengers on Saturday. Please note that this number does not
include MiniBus, only the established fixed routes. There were 481 usable
responses of approximately 2,160 hoardings with a survey response rate of
approximately 22 percent. The rate is calculated based upon the number of
patrons boarding the bus compared with those who filled out a questionnaire.
Table III-1 shows the response rate by time and day.
Table III-1
Time/Day Wednesday Thursday Saturday Total
Before 10 a.m. 18.8% 14.4% 5.6% 38.8%
10 a.m. to 2 p.m. 15.7% 15.4% 9.2% 40.3%
After 2 p.m. 8.4% 7.7% 4.8% 20.9%
Total 42.8% :37.6% 19.6% 100.0%
Source: LSC Onboard Survey, 2009.
LSC
KeyLine Operational Analysis, Technical Memorandum # 1
Page III-1
Onboard Survey Results
Table III-3
Blocks Walked To Bus
Blocks Walked Respondents Percentage
0 29 9.5%
1 131 43.0%
2 63 20.7%
3 22 7.2%
4 20 6.6%
5 10 3.3%
6 6 2.0%
7 3 1.0
8 7 2.3%
9 2 0.7%
10 5 1.6%
12 4 1.3%
20 2 0.7%
24 1 0.3%
Source: LSC Onboard Surv , 2009.
Table III-4
Blocks Walked From Bus
Blocks Walked Respondents Percentage
0 47 18.6%
1 110 43.5%
2 48 19.0%
3 21 8.3%
4 12 4.7%
5 5 2.0%
6 1 0.4%
7 1 0.4%
8 3 1.2
9 1 0.4%
10 2 0.8%
12 1 0.4%
15 1 0.4%
Source: LSC Onboard Survey, 2009.
Temporal Analysis
Several questions were asked of patrons regarding time spent waiting at a bus
stop for a bus, as well as the average time spent on a bus for each particular trip
they made.
LSC
KeyLine Operational Analysis, Technical Memorandum # 1 Page IIFI S
Onboard Survey Results
Table III-5 shows the range of bus wait times systemwide. The largest percentage
of respondents (57 percent) reported waiting between five and ten minutes for
their bus. Only 7.4 percent reported waiting longer than 15 minutes for their bus.
This only indicates how long a patron perceived waiting for their bus at each stop.
Respondents were also asked to indicate the length oftime they spent on the bus
for the particular portion of the trip for which they were being surveyed. The
average time spent on the bus for the respondents was approximately 27 minutes.
The times reported range from one minute to 120 minutes. The most frequent
answers were 30 minutes and 10 minutes.
Table III-5
Bus Waiting Times
Minutes Waited Respondents Percentage
1 to 4 110 26.1
5 to 10 240 57.0%
11 to 15 40 9.5%
More than 15 31 7.4%
Source: LSC Onboard Survey, 2009.
Ridership Frequency
Passengers were asked how often they ride the bus during the typical week. Figure
III-16 shows that approximately 27 percent of the passengers reported using
KeyLine's service five days per week. Sixteen percent reported riding three days
weekly, while 15 percent reported using the service four and six days, respectively.
This shows that the main riders of the system are frequent riders. Very few
respondents reported using the system only a few times a month.
LSC
Page IIF16 KeyLine Operational Analysis, Technical Memorandum #1
Onboard Survey Results
have an established standard and be compared during each iteration of survey
programs in the future.
Table III-6
Perceptions about KeyLine
Attribute Average Rating
Fares 3.5
Safety 3.4
Driver Courtesy 3.4
Overa II Service Q uality 3.3
Transfer Convenience 3.3
Condition of Buses 3.2
Transfer Stations 3.2
Comfort 3.2
Convenience 3.2
W ebsite 3.2
Bus Routes/Area Served 3.1
Saturday Service 3.1
Service Frequency 3.1
Schedules 3.0
Source: LSC Onboard Survey, 2009.
Additional Comments
Passengers were given the opportunity to include additional comments regarding
KeyLine Transit service. The actual comments are included in Appendix B. Many
of the comments were related to the extension of service, both in terms of geo-
graphy and time. Other comments were generally related to bus conditions, infor-
mation, schedules, web content, and stops. The appendix has the comments dis-
aggregated by type, along with the percentage of comments that relate to that
specific category.
LSC
Page IIF18 KeyLine Operational Analysis, Technical Memorandum # 1
CHAPTER IV
Ridership Review
As part ofthe onboard survey, systemwide boarding and alightings were collected
for every trip and route for two full weekdays and a Saturday. This chapter pre-
sents a review of systemwide ridership. Data are presented in a series of tables
and graphs. Additionally, maps of boardings and alightings byroute were prepared
using a Geographic Informational System (GIS). Information was geocoded by
actual intersection and stop for all boardings and alightings throughout a three-
day period in January 2009.
HISTORICAL RIDERSHIP REVIEW
It is important to look at historical trends as this can help identify ridership
changes based upon a variety of events such as route changes, economic influ-
ences such as gas price increases or increases in things such as unemployment
or overall economic downturn, or community changes in development. Annual
ridership by year was provided from 2004 through 2008.
Ridership Trends
Table IV-1 provides a look at total systemwide ridership from 2004 through 2008.
As shown in Table IV-1, total system ridership has declined from 2004 to 2008 by
approximately 16 percent. Total ridership in FY07-08 was nearly 290,000
passenger-trips. Fixed-route ridership had a peak of approximately 306,000
annual passenger-trips in 2006. Since 2006, ridership has steadily declined to a
current ridership in 2008 of 247,000 annual passenger-trips, a decrease of
approximately 19 percent from 2006. In recent years, the proportion of elderly
trips has decreased by nearly 40 percent, while disabled trips have remained
relatively constant.
Figures IV-1 through IV-3 provide the historical ridership for fixed-route services,
the Mini-Bus, and total services. No historical information on ridership was
provided by route.
LSC
KeyLine Operational Analysis, Technical Memorandum # 1 Page IV-1
Ridership Review
Table IV-1
KeyLine Ridership Summary
Fixed-Route Services
Year Total Rides Elderly Trips % Elderly Disabled Trips % Disabled
2004 250,812 0%
2005 244,819 0%
2006 306,276 137,825 45% 45,941 15%
2007 260,876 112,476 43% 42,015 16%
2008 247,821 65,193 26% 51,736 21
Mini-Bus Services
Year Total Rides Elderly Trips % Elderly Disabled Trips % Disabled
2004 61,931 10,510 17% 48,818 79%
2005 56,990 14,516 25% 39,145 69%
2006 50,182 12,016 24% 30,764 61%
2007 42,576 9,477 22% 26,460 62%
2008 46,713 6,424 14% 36,763 79%
Mini-Bus Contract Services
Year Total Rides Elderly Trips % Elderl Disabled Trips % Disabled
2004 38,924 2,207 6% 32,910 85%
2005 36,122 2,397 7% 26,551 74%
2006
2007
2008
JARC Services
Year Total Rides Elderly Trips % Elderly Disabled Trips % Disabled
2004 3,497 3,497 100%
2005 6,524 6,524 100%
2006 10,563 10,563 100%
2007 9,152 9,152 100%
2008 3,316
TOTAL SERVICES
Year Total Rides Elderly Trips % Elderly Disabled Trips % Disabled
2004 355,164 12,717 4% 85,225 24%
2005 344,455 16,913 5% 72,220 21
2006 367,021 149,841 41 % 87,268 24%
2007 312,604 121,953 39% 77,627 25%
2008 297,850 71,617 24% 88,499 30%
Source: KeyLine Transit, 2009.
LSC
Page IV-2 KeyLine Operational Analysis, Technical Memorandum # 1
Ridership Review
Ridership by Month
Very little information on ridership was provided by month. Table IV-2 provides
a four-month snapshot from 2008 on monthly ridership. Daily ridership averages
were estimated based upon the operating days of the month. The ridership
provided by KeyLine indicates an average of approximately 15, 500 passenger-trips
per month on the fixed-route system. This equates to an approximate estimate of
nearly 187,000 annual passenger-trips annually and 630 trips daily.
Table IV-2
Average Monthly and Daily Fixed-Route Ridership - 2008
Monthly Average Daily
Month Riders hi Riders hi
June 15,945 638
July 15,234 564
August 15,790 632
September 15,181 690
Average 15,538 631
Estimated Annual 186,450
Source: KeyLine Transit, 2008.
Ridership by Day
Limited historical information on ridership was provided by day. However, the
counts performed in January 2009 provide a glimpse of ridership on an average
day. An estimate of the daily averages by route were provided by KeyLine staff.
Table IV-3 and Figure IV-4 provide the estimate provided by KeyLine staff in com-
parison to the recent counts performed by LSC. As shown, the Red Route is
estimated to provide approximately 34 percent of the ridership on a daily average.
In comparison, LSC counts show that the Red Route produces approximately 32
percent of the total ridership on an average day.
The next highest estimated routes are the Grey and Green Routes at 29 and 28
percent. LSC counts show that the Grey and Green Routes represent 28 and 32
percent.
LSC
Page N-6 KeyLine Operational Analysis, Technical Memorandum # 1
Ridership Review
Current Ridership Tracking
After examination of the record keeping by KeyLine, it is apparent that changes
need to be made in order to track ridership effectively. A review of driver count
sheets proved to be nearly impossible to interpret. Ridership is recorded in a
ledger book rather than electronically, hence the difficulty in getting ridership by
day or month.
Bicycles and Wheelchairs
A total of five bicycles were loaded during the two-day count; however, given the
weather conditions, this is not surprising. A total of 10 passengers using wheel-
chairs were counted during the two-day count period.
BOARDINGS BY ROUTE
Ridership by route was unavailable, other than estimates, from KeyLine. Based
upon the counts conducted in January, daily, monthly, and annual ridership by
route can be estimated. Table IV-4 presents the estimated daily, monthly, and
annual ridership by route total, percentage of the route segment (east or west),
and percentage of the total systemwide ridership. As mentioned in Chapter I, the
Green, Grey, and Red Routes are comprised of two route segments, an eastbound
and westbound. While the Orange Route has a small segment which travels north-
bound from downtown, it is basically a large loop route. Table IV-4 indicates that
total westbound segments for the Green, Grey, and Red Routes far exceed the
eastbound portions, a ratio of nearly 70/30. That is, 70 percent of the total route
ridership is experienced on the westbound portions of the routes, while 30 percent
is experienced on the eastbound portions. Figures IV-5 and IV-6 provide this
analysis graphically showing the proportions of the route segments in comparison
to the total route and to the total systemwide ridership.
Proportionally, the Green Route is the closest in terms of eastbound and west-
bound ridership, with approximately a 40/60 split in ridership. The Grey Route
is disproportionally the most distinct in terms of eastbound and westbound rider-
ship, with approximately a 27/73 split in ridership. This is important as route
segments may perform more effectively than the entire route. This will become
apparent as route recommendations are made in subsequent tasks.
LSC
Page N-8 KeyLine Operational Analysis, Technical Memorandum # 1
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LSC
KeyLine Operational Analysis, Technical Memorandum # 1 Page IV-9
Ridership Review
Temporal Analysis
The total number of boardings for the system by specific time period is presented
in Table IV-5 and Figure IV-7. The highest number of boardings were from noon
to 3:00 p.m., accounting for 31 percent of the total for the day. The next highest
times were from 6:00 to 9:00 a.m. accounting for approximately 30 percent of the
daily boardings. Ridership during the o ff--peak times from 9:00 am. to noon makes
up approximately 23 percent of the daily ridership. Between 3:00 and 6:00 p.m.,
ridership is at its lowest for the day accounting for approximately 17 percent of the
daily ridership.
Table IV-5
Ridership by Time (Weekday)
Route Green Grey Orange Red Total Ridership
Time Period # % # % # % # % #
Gam to gam 75 27% 101 33% 27 36% 82 27% 284 30%
gam to Noon 60 22% 67 22% 17 22% 77 25% 220 23%
Noon to 3pm 91 34% 94 30% 18 24% 94 31% 297 31%
3pm to 6pm 46 17% 48 15% 14 19% 52 17% 159 17%
Total Daily Boardings 959
LSC
Page IV-12 KeyLine Operational Analysis, Technical Memorandum # 1
Ridership Review
Table IV-6
Transfer Matrix
From/To Grey Orange Red Green
Grey 29 ' ; 27 40
Orange 21 9 16
Red 20 9 ' 25
Green 32 25 26
Source: LSC Onboard Survey, 2009.
The most frequent patterns are riders going from the Grey Route to the Green
Route (40 passengers) and riders with the inverse pattern, from the Green Route
to the Grey Route (32 passengers). Conversely, the least frequent transfer pattern
is between riders going from the Orange Route to the Red Route and vice versa,
with only nine passengers each. The rest of the possible route combinations have
a similar amount of transfer activity, ranging between 16 and 29 total transfers.
In total, there were 369 transfers out of the 2,160 total passenger-trips counted
over the three-day period. These data show that approximately 17 percent of all
passenger-trips involve transferring buses. While this number appears to be much
lower than the 35 percent of respondents from the survey results, the results are
actually fairly similarly. The 17 percent transfer rate is based on total boardings;
an individual who needs to transfer to reach their final destination is counted as
two boardings (once on the first bus and once on the second). This means that the
17 percent of individuals who transferred should be counted twice as they boarded
two separate buses. This would yield a transfer rate of approximately 34 percent.
The temporal analysis did not reveal any major transfer patterns that were out of
the ordinary. The transfers are consistent with overall ridership patterns. When
ridership is highest-during the morning and evening commutes-so too are
transfers. Naturally, the number of transfers decreases during the middle of the
day, as does ridership.
Systemwide Performance
Two specific measures of a transit system's performance are effectiveness and
efficiency. For a transportation system, the effect is that people are moved from
one place to another (i.e., trips). Measures of the effectiveness of a transportation
KeyLine Operational Analysis, Technical Memorandum # 1 Page IV-1 S
Ridership Review
system are, for example, the number of trips taken on it or the number of indi-
vidual persons that it serves. Or a transportation system can be evaluated in
terms of its effectiveness toward a social goal; for example, the number of persons
who can take advantage ofa particularsocial service because of the transportation
system.
The efficiency of a transportation system will be some measure of the relationship
of system inputs to system outputs. Transit planning has generally expressed this
efficiency measure in terms of the ability to minimize an input (i.e., costs) to
produce a unit of output. The most often used measures are cost per passenger
or cost per vehicle-mile.
Both of these measures will be analyzed in-detail in Technical Memorandum #2;
however, this section provides a briefreview of the systemwide effectiveness of the
KeyLine services. In this report, productivity will be the main measure of effective-
ness of services.
Productivity -The basic performance parameter that describes paratransit ser-
vice, defined as the number of passenger-trips per vehicle-hour of operation. It is
possible to also define productivity in terms of revenue-hours once the utilization
ratio is known. '
Productivity =Passenger-Trips/Vehicle Service-Hours
Table IV-7 provides the productivity broken down by the various services operated
by KeyLine. As shown, during the last five years the fixed-route system had an
average productivity of approximately 11.4 passengers per hour. Typically, fixed-
route services are operated when productivity exceeds 10 passengers per hour;
however, some rural systems operate below this productivity standard. The para-
transit services provide, on average, approximately 2.9 passengers per hour of
service, a reasonable level of productivity.
LSC
Page N-16 KeyLine Operational Analysis, Technical Memorandum # 1
Ridership Review
Table IV-7
KeyLine Performance Measures
Fixed-Route Services
Year Revenue-Miles Revenue-Hours Total Operating Cost Passenger per Hour Cost per Mile Cost per Hour
2004 278,568 22,482 $ 1,463,327 11.2 $ 5.25 $ 65.09
2005 294,018 23,157 $ 1,314,362 10.6 $ 4.47 $ 56.76
2006 294,788 23,049 $ 1,405,448 13.3 $ 4.77 $ 60.98
2007 284,787 23,190 $ 1,536,633 11.2 $ 5.40 $ 66.26
2008 300,844 23,448 $ 1,571,314 10.6 $ 5.22 $ 67.01
Mini-Bus Services
Year Revenue-Miles Revenue-Hours Total Operatin Cost Passen er per Hour Cost er Mile Cost per Hour
2004 211,343 16,168 $ 596,839 3.8 $ 2.82 $ 36.91
2005 195,292 20,251 $ 488,426 2.8 $ 2.50 $ 24.12
2006 174,366 18,322 $ 469,399 2.7 $ 2.69 $ 25.62
2007 171,868 17,221 $ 416,224 2.5 $ 2.42 $ 24.17
2008 182,679 18,577 $ 751,071 2.5 $ 4.11 $ 40.43
Mini-Bus Confract Services
Year Revenue-Miles Revenue-Hours Total Operating Cost Passenger per Hour Cost per Mile Cost per Hour
2004 63,477 5,492 $ 107,102 7.1 $ 1.69 $ 19.50
2005 61,081 6,157 $ 129,700 5.9 $ 2.12 $ 21.07
2006 - - $ - - $ - $ -
2007 - - $ - - $ - $ -
2008 - - $ - - $ - $ -
JARC Services
Year Revenue-Miles Revenue-Hours Total Operatin Cost Passen er per Hour Cost er Mile Cost per Hour
2004 7,350 294 $ 15,737 11.9 $ 2.14 $ 53.53
2005 - - $ 29,350 - $ - $ -
2006 31,803 - $ 47,526 - $ 1.49 $ -
2007 18,988 2,219 $ 83,415 4.1 $ 4.39 $ 37.59
2008 12,920 1,144 $ 30,458 2.9 $ 2.36 $ 26.62
TOTAL SERVICES
Year Revenue-Miles Revenue-Hours Total Operating Cost Passenger per Hour Cost per Mile Cost per Hour
2004 560,738 44,436 $ 2,183,005 8.0 $ 3.89 $ 49.13
2005 550,391 49,565 $ 1,961,838 6.9 $ 3.56 $ 39.58
2006 500,957 41,371 $ 1,922,373 8.9 $ 3.84 $ 46.47
2007 475,643 42,630 $ 2,036,272 7.3 $ 4.28 $ 47.77
2008 496,443 43,169 $ 2,352,843 6.9 $ 4.74 $ 54.50
Source: KeyLine Transit, 2009.
LSC
KeyLine Operational Analysis, Technical Memorandum # 1 Page N-17
Ridership Review
BOARDING AND ALIGHTING ROUTE MAPS
Figures IV-9 through IV-28 present maps for each route in the KeyLine system.
Each map shows a scaled dot representing the number of passengers boarding
and alighting at locations along the bus routes. The final two maps present a
systemwide boarding and alighting map.
LSC
Page IV-18 KeyLine Operational Analysis, Technical Memorandum # 1
Ridership Review
NTD REPORTING
LSC reviewed the last three years of the National Transit Database information.
KeyLine is required to report numerous operating characteristics and performance
of the services provided. In reviewing these reports, it is obvious that passenger-
trips have been grossly over-reported. The 2007 NTD report indicated total fixed-
route passenger-trips of 591,870. The previous year indicated nearly 600,000
passenger-trips. Based upon estimates from KeyLine and the counts performed,
it appears that a closer estimate of annual ridership is between 250,000 and
270,000, including the Trolley. It should be noted that future NTD reports maybe
questioned due to the over-reporting of trips. It is LSC's assumption that the
passenger counts were reported as "a passenger/person" and multiplied by two,
assuming each person made two trips .That is only an assumption as to the error
in reporting.
LSC
- __
KeyLine Operational Analysis, Technical Memorandum # 1 Page N-39
CHAPTER V
Demand Analysis
INTRODUCTION
A key step in developing and evaluating transit plans is a careful analysis of the
mobility needs of various segments of the population and the potential ridership
of transit services. Transit demand analysis is the basic determination of demand
for public transportation in a given area. There are several factors that affect
demand, not all of which can be forecasted. However, as demand estimation is an
important task in developing any transportation plan, several methods of esti-
mationhave been developed in the transit field. The analysis makes intensive use
of the demographic data and trends discussed previously.
This chapter presents an analysis of the demand for transit services in the
Dubuque County area based upon standard estimation techniques. The transit
demand identified in this section will be utilized in the identification of transit
service alternatives and the evaluation of the various alternatives. Three methods
are used to estimate the transit trip demand in Dubuque County area.
• Fixed-Route Model
• ADA Eligibility Model
• Greatest Transit Needs Index
The first two models specifically focus on developing a sense of demand for
existing services, while the third model highlights the areas with the greatest need
for transit services. It is critical to develop a forecasting tool for future develop-
ment in the area. Astop-level fixed-route demand model has been developed spe-
cific to the Dubuque area, and the analysis is presented in the following text.
FIXED-ROUTE MODEL
The fixed-route demand model has been developed to evaluate scheduled service
alternatives for the Dubuque area. The model uses data from other communities
that are applicable in Dubuque.
LSC
KeyLine Operational Analysis, Technical Memorandum # 1 Page V-1
Demand Analysis
Approach
The model format is based on household vehicle ownership, average walking
distance to bus stops, and frequencyof operation. The basic approach is described
in the paper, "Demand Estimating Model for Transit Route and System Planning in
Small Urban Areas, "Transportation Research Board, 730, 1979. This model incor-
porates factors for walking distance, the distance traveled on the bus, and the
frequency of service or headway. The calibrated fixed-route model for KeyLine
Transit is presented in Table V-1. This model reflects the existing population
based on the 2008 population estimates and the 2009 ridership.
The percentage of households with transit access is determined by the number of
households within aquarter-mile of the scheduled transit service. Census block
groups located entirely within aquarter-mile show 100 percent transit access.
The model has been calibrated to existing ridership levels by using data from the
2009 boarding and alighting counts. This model will then be used to provide
estimates of transit ridership if Dubuque decides to alter its transit services, or to
estimate ridership for future developments. This fixed-route model can be used to
estimate ridership for the alternate service concepts. The alternate concepts can
be incorporated into the model by changing the percentage of households served
by transit, the walking distance, and frequency of service. This model will be
applied to each of the service alternatives.
As shown in Table V- 1, the model generated 879 daily trips and approximately
274,374 annual trips-consistent with KeyLine Transit's current ridership. This
model does not include those trips that would need to still ride the paratransit
service due to the FTA's ADA requirements.
LSC
Page V-2 KeyLine Operational Analysis, Technical Memorandum # 1
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Demand Analysis
(This page intentionally left blank.)
LSC
Page V-4 KeyLine Operational Analysis, Technical Memorandum # 1
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Demand Analysis
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LSC
Page V-6 KeyLine Operational Analysis, Technical Memorandum # 1
Demand Analysis
ADA ELIGIBILITY MODEL
LSC prepared demand estimates for the demand-response ridership based on a
methodology developed by the Federal Transit Administration (FTA). Factors used
in this methodology include demographics, eligibility criteria, service area, avail-
ability ofother services, socioeconomic characteristics, service characteristics, and
fares. The methodology does not include program-related trips.
Paratransit trips are frequently designated as:
• Program-related: Program-related trips occur only to support specific
programs, and the demand is directly related to the number of partici-
pants in the program.
• Non-program-related trips: Non-program trips are represented most by
those individuals traveling for work, school, or other personal reasons.
Low and high demand estimates are produced with this methodology and are
shown in Table V-2. The demand estimates have been calculated by census block
group and show the current demand for paratransit services in the Dubuque
County area. The annual trips for Dubuque County's certified paratransit popula-
tion ranges from approximately 38,000 to 47,000 annual trips.
LSC
KeyLine Operational Analysis, Technical Memorandum # 1 Page V-7
Demand Analysis
(This page intentionally left blank.)
LSC
Page V-8 KeyLine Operational Analysis, Technical Memorandum # 1
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Demand Analysis
(This page intentionally left blank.)
LSC
Page V-10 KeyLine Operational Analysis, Technical Memorandum # 1
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(This page intentionally left blank.)
LSC
Page V-12 KeyLine Operationai Analysis, Technical Memorandum # 1
Demand Analysis
GREATEST TRANSIT NEEDS
The "greatest transit need" is defined as those areas in the Dubuque study area with
the highest density of zero-vehicle households and elderly, disabled, and below-
poverty populations. This information was used in the development of a transit
service plan and the identification of appropriate service district boundaries.
Methodology
The data included in Chapter II were used to calculate the greatest transit need.
The categories used for the calculation were zero-vehicle households, elderly
population, disabled population, and below-poverty population. Using these cate-
gories, LSC developed a "transit need index" to determine the greatest transit
need. The density of the population for each US Census block group within each
category was calculated, placed in numerical order, and divided into six segments.
Six segments were chosen in order to reflect a reasonable range. Each segment
contained an approximately equal number of US Census block groups in order to
provide equal representation.
The US Census block groups in the segment with the lowest densities were given
a score of 1. The block groups in the segment with the next lowest densities were
given a score of 2. This process continued for the remainder of the block groups.
The blocks groups in the segment with the highest densities were given a score of
6. This scoring was completed for each of the categories (zero- vehicle households,
elderly population, disabled population, and below-poverty population). After each
of the block groups was scored for the four categories, the four scores were added
up to achieve an overall score. Table V-3 presents the ranked scores for each US
Census block group in Dubuque County. The scores range from 4 (lowest need)
to 24 (highest need).
LSC
KeyLine Operational Analysis, Technical Memorandum # 1 Page V-13
Demand Analysis
(This page intentionally left blank.)
LSC
Page V-14 KeyLine Operational Analysis, Technical Memorandum # 1
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Demand Analysis
(This page intentionally left blank.)
LSC
Page V-16 KeyLine Operational Analysis, Technical Memorandum # 1
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Demand Analysis
(This page intentionally left blank.)
LSC
Page V-I S KeyLine Operational Analysis, Technical Memorandum # 1
Demand Analysis
Results
Figure V-1 presents Dubuque County's US Census block groups with the greatest
transit need, along with the transit need index. Twenty-six block groups were
determined to have the greatest transit needs based on the density ofzero-vehicle
households, elderly population, disabled population, and below-poverty popula-
tion. Table V-4 presents information on these 26 block groups . As shown in Figure
V-1, the greatest transit need is mainly in downtown Dubuque, along Central
Avenue (US Highway 52) in the area near City Hall, the Carnegie-Stout Public
Library, the Dubuque Courthouse, and the Dubuque Housing Department. The
other areas of greatest transit need are scattered in the City of Dubuque, west of
Emmaus Bible College and the area south of Dubuque Senior High School.
Table V-4
Census Block Grou s with Greatest Transit Need
Census Tract Census Block Grou Overall Score Rankin
1 4 24 6
5 2 24 6
5 3 24 6
6 2 24 6
1 2 23 6
5 4 23 6
5 5 23 6
9 1 23 6
1 3 22 6
3 3 22 6
7.01 2 22 6
12.02 3 22 6
3 1 21 5
4 1 21 5
7.02 1 21 5
7.02 4 21 5
4 2 20 5
5 1 20 5
6 1 20 5
7.02 2 20 5
7.01 1 19 5
7.02 5 19 5
9 4 19 5
11.02 2 19 5
12.01 4 19 5
12.03 3 19 5
Source: LSC, 2008
LSC
KeyLine Operational Analysis, Technical Memorandum # 1 Page V-19
Demand Analysis
By identifying those areas with a high need for public transportation, LSC was
able to uncover a pattern for the areas with the highest propensity to use transit
service. As LSC examines different future transit scenarios, Figure V-1 will be
used in the analysis to ensure that areas with a high transit need would be ade-
quatelyserved. Those US Census block groups not scoring in the highest category,
but still having a high score, could still be considered a high priority for transit
service.
Figure V-2 shows the greatest transit needs overlaid with the existing KeyLine
Transit routes in the study area. As illustrated, most of the areas with the greatest
transit needs are served by KeyLine Transit routes.
LSC
KeyLine Operational Analysis, Technical Memorandum # 1 Page V-21
Demand Analysis
DEMOGRAPHIC MAPS AND SERVICE AREA
The FTA Title VI demographic section of this report focuses on the three Title VI
population groups:
• Low-income population
• Minority population
• Limited English proficiency
The map for each demographic category presents the specific population of the
census block group as a percentage of the total population in that census block
group for the year 2008. The threshold used to determine whether a census block
group had predominately low-income or minority population was calculated based
on the KeyLine Transit service area's overall low-income or minority population
percentage. The threshold was calculated by dividing the low-income population
in the KeyLine service area by the total population in the KeyLine service area.
Hence, the KeyLine service area threshold is different for each demographic cate-
gory. These demographic information maps are overlaid with the existing KeyLine
Transit service area. The purpose is to identify the areas within the KeyLine Tran-
sitservice area that have the highest percentage of traditionally under-represented
groups-such as low-income, minority, and limited English proficiency popu-
lations-and whether they are geographically served.
Low-Income Population
Figure V-3 presents the region's low-income population as a percentage of the
total population by US Census block groups with the existing KeyLine Transit
service area overlaid for the 2008 estimated population. The low-income popu-
lation-as defined by the FTA is a person whose household income is at or below
the Department of Health and Human Services' poverty guidelines. The low-
income population used in the GIS maps includes those individuals who are living
below the poverty line u sing the Census Bureau's poverty threshold. The Dubuque
service area threshold calculated for low-income population was 7'.4 percent of
the total population. These figures show that the areas with the greatest per-
centage oflow-income population are in downtown Dubuque extending northwest
and south along Central Avenu e and areas scattered on the western portion of the
city along US Highway 20 (Dodge Street). Areas of the city that have a high per-
LSC
KeyLine Operational Analysis, Technical Memorandum # 1 Page V-23
Demand Analysis
centage of population that are deemed to be low-income are all served by multiple
KeyLine Transit routes and stops.
Minority Population
Figure V-4 presents the region's minority population as a percentage of the total
population by US Census block groups for the 2008 estimated population. The
minority population includes minority race populations such as American Indian
and Alaska Native, Asian, Black or African American populations, Hispanic/
Latino, Native Hawaiian and Other Pacific Islander, and also includes white per-
sons of Hispanic/Latino origin. The Dubuque service areathreshold calculated for
minority populationwas 3.3 percentof the total population. This map shows that
the areas with the highest percentage of minority population are predominantly
in downtown Dubuque, as well as areas extending to the western portions of the
city along Dodge Street. The areas with the highest percentages of minority popu-
lation are served by KeyLine Transit.
Limited-English-Proficient Population
Figure V-5 depicts census block groups that have above average limited-English-
proficientpopulations compared to the overall Dubuque service area for 2008. The
limited-English-proficient population is define d as individuals for whom English
is not their primary language spoken at home and who rated their own ability to
speak English as "not well" or "not at all." The Dubuque service area threshold
calculated for the limited-English-proficient population was 0.9 percent of the
total population. The proportion of individuals with limited English proficiency is
in downtown Dubuque and scattered throughout the west and northwestern
portions of the city where the proportion of the minority population is high. All
limited-English-proficient populations have adequate geographic access to the
transit system. The area in the western portion of the city also shows up as an
area with predominantly limited-English-proficiency population. The very low
population in this area and the low population density make it ineffective to serve
with public transit.
LSC
Page V-24 KeyLine Operational Analysis, Technical Memorandum # 1
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Appendix
ONBOARD SURVEY COMMENTS
Question 29. What are your suggestions to improve KeyLine service/any other
comments?
Miscellaneous (3 percent)
• Information
• More posting if you guys have to cancel routes, like use the radio as well.
• Survey too long.
• Workers that know how to fix them.
Bus Conditions (8 percent)
• At the transfers, it would be great if the drivers took a rag and quickly wiped off
the dirty seats. Increase the fare so the gas for the bus can be paid for.
• Bike rack.
• Bike racks.
• Bus could be cleaner.
• Buses could be more modern (update). Buses should run longer (7 pm).
• Get new bells and better doors.
• Need bicycle racks.
• Need new buses or they get fixed.
• Some of the buses need to turn the heat on.
• They need voice to say what stop is next on intercom. Show time and day/
month. More seats so extend hydraulic system to operate from front of bus.
Longer bus schedules for every 15-30 minutes instead of hours and more bus
routes and run on Sundays and hire more drivers to have a longer schedule.
Basically run 24 hours, you'll see more money, like Chicago.
• To get Nitro in the bus!!
Drivers (5 percent)
• Better attitude a nd bus running on Sunday.
• Bus drivers need better pay and insurance. Longer hours.
• Friendlier drivers and more poles to hold onto.
• Get better drivers.
• I would like to see the drivers let people getto a seat before pulling outof a stop.
• Some drivers need to be more friendlier and work on attitude.
• Some of the drivers' attitudes and their timeliness.
-1-
Fares (6 percent)
• Any school ID can be used.
• Don't raise the fare.
• Higher fare -- better service (more routes, more buses).
• I barely make it on $1.00 bus fare. I love riding bus; meet people. Bus drivers
are very nice to talk to. I love riding the bus.
• Keep the fare at no more than $1.00. You'll get more riders. Watch for more foul
mouth riders, etc.
• Maybe for all kids free and adults $1.00. Maybe they could wait for people a little
longer.
• The fare should be fora 24-hour pass valid for any line.
• This service is subsidized by the government! Make it free or $20 a month!
Passengers (2 percent)
• Kick more annoying people off.
• Most of the buses are fairly clean. It is sad to see people laying down on rainy
days or during the winter making the seats dirty. I know it's difficult, but I would
like the drivers to be stricter with the patrons regarding etiquette.
• The people on it
Positive (5 percent)
• Ok now.
• Everything is fine at this time.
• I think that it is outstanding that a city as small as Dubuque has a public transit
system with the level of coverage that KeyLine provides. My only suggestions
are that the buses should have bicycle racks (as seen on buses in some other
cities), that the bus service should also include Sundays, and that regular bus
hours should extend further into the evening hours.
• Just keep up the good work and do best KeyLine can do.
• Keep running on time.
• Love the bus service.
Safety (2 percent)
• Slow down, bumpy ride.
• When we pick up the kids at the Lincoln school area, they need to find a seat.
Not all the time but sometimes they stand on the back steps (not safe). Some
drivers must not see this or just leave it go.
Schedules (3 percent)
• Advance notice when buses are not running.
• Need to place time of arrival and leaving Medical Associates West.
• The online map is unreadable, should have an option to zoom in to see street
names.
-2-
• The website needs to be able to zoom in on the map because it is very hard to
read the print.
Service (64 percent)
• 1. Need to expand bus routes. 2. Need good drivers...[illegible] 3. Need to start
running at 4 AM and run late til 8 PM. 4. Keep noisy, rude kids off the bus or
come up with something thatwill keep them quiet.
• Sageville
• All week -longer Sunday.
• Allow Red line and Green line run every half hour. They're the most used buses.
I and others won't have to be on the bus most of the day. You could run the
Gray line every half hour also. It helps when you miss your bus to know you
don't have to stay in the elements too long.
• Being able to be dropped off on Hwy 20.
• Bus run for churches on Sunday.
• Bus should run later in the day --until 10:00 p.m.
• Bus to Northend - Tanzanite
• Buses available on Sundays -longer hours.
• Buses running more often per bus stop.
• Earlier on Saturday and later during the week.
• Earlier service on Saturdays.
• Evening buses, Sunday buses.
• EXTEND BUS HOURS like years ago (run till 9:OOPM or 10:OOPM). Gives
people in this town a chance to get food for their families after work and to get
back home from the doctor, if you had a late appointment.
• Extend the hours at night.
• For buses to come more often.
• For buses to run longer.
• Get more buses. Run 7 days a week. Run 24 hours.
• Going to areas where more people actually use the bus, i,e. people who live on
the West End don't usually ride the bus.
• Half-hour service Monday through Saturday.
• Hardly any one picks upon west side --all cars. Can you get minivans and pick
up at bus stop those who call in. Done other places and Tiajuana. Train drivers
to smile and say "Hello"
• Have it cover more areas in the city. The arboretum is a nice place to visit but
no bus goes that way.
• Have service past 5 pm and on Sunday.
• Have the buses run on Sunday.
• How about Sunday service.
• I feel the buses should run later.
• I was downtown at 5:20 waiting for the Red line and sat there for 45 minutes in
the freezing cold. It wasn't pleasant. The bus never came. That was the only
problem I ever had.
• I wish buses would run to midnight.
-3-
• I would like if the bus would run a little later and on Sundays. There are so many
places myself and others would like to go after 5:30 and on Sundays but there
is no transit available.
• I would like the bus to run later into the evening, say 11:00 p.m. Monday thro ugh
Friday. 7:00 a.m. to 7:00 p.m. on Saturday. Sunday doesn't matter.
• I would like to have bus service later each day. Also, Sunday service would help
people who have no other means of transportation.
• I would like to see the bus run on Sunday because that is when the ads come
out in the paper. Also run later on Friday and Saturday till 8 pm for people who
work till 5:00 on these days. Thank you.
• I'd be willing to pay a higher fare if service continued later in the evening.
• Later bus service -maybe till 8 or 9 at least.
• Later service hours.
• Later services
• Longer bus hours to do shopping and to get home from late doctor appoint-
ments. Would like to have a bus to drop off and to pick up people at Eagle Point
Park again.
• Longer hours and 30 minutes between buses.
• Longer hours even if this means that fares go up. I have to work late.
• Longer hours of service.
• Longer hours on Saturday.
• Longer hours.
• Make longer hours.
• Maybe think about running on Sundays until 3 p.m. at least. Regarding fare:
$1.00 is a lot for many low-income families.
• More buses, later service, and to be more frequent. It is hard to get around when
buses stop running. I don't have a car and I can't work more hours because I will
have no way to get home.
• More buses, less time on bus, (more direct service).
• More night service and Sunday service.
• More routes.
• More times, would pay more.
• More weekend service -- Saturday longer and Sunday. Up to like 7 pm-ish at
night during week so people can do things after work or get home if working
after 5 p.m. (or longer). Drivers are pretty good.
• Need more buses, need to have better times.
• Need to run at least every 30 minutes instead of hour, and need to operate after
6:00 PM.
• On Saturday let some buses run earlier or some buses run on S unday.
• Open till 9:00.
• People have places to go every day at all times. My suggestion is to have
extended hours and to have bus service on Sundays as well as Mon. -Sat.
• Please give us more rider time.
• Please go down Holiday Drive regularly instead of having to telephone. I do not
have a telephone. Please have buses go to the arboretum, Union Park and the
fairgrounds (during fair days) when spring and summer. Do not increase price --
it is high enough!! But if you go to special places like the Arboretum, Union Park
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or the fairgrounds, then increase to $1.50 is OK because then that would be
$3.00 round trip.
• Please have Green line and Red line buses run every half hour. They're the
most used.
• Please have have buses comes every 30 minutes, then people don`t have to
wait so long in the cold.
• Put more stops, more buses so it don't take so long, play a radio.
• Run it.
• Run longer in the evening.
• Run on Sundays 8-12.
• Run on Sundays and later hours.
• Run on Sundays.
• Saturday @ 7:00 a.m.
• Schedules and hours -run earlier on Saturday; later during the week.
• Service on Sunday, at least every 2 hours on each run.
• Service on Sundays and run after 5.
• Service should be provided 7 days a week with more day and night shifts.
• Stay on 24 hours. Closed on Sundays.
• Sunday Routes :)
• Sunday service.
• Sunday service and extended pass; 5 pm daily.
• Sunday service and some weekend evening service
• Sunday service and until at least 10 p.m. Monday-Saturday.
• Sunday service, later routes.
• The bus needs to run later because it's hard to take care of business. I don't
have a car. I can't work any extra hours at work because I have no other means
of transportation. Also, the buses should run more frequently because when I
get off the bus to take care of minor things, I have to wait about an hour for the
bus again.
• There needs to be Sunday service and longer service hours.
• There should be night service because that's when people need the bus more.
• They need the stopping time or pick-up time listed on the bus stop.
• To wait a little longer at stops, main stops, like stores, doctor, other places. And
some drivers to be more friendly. Be more on time and punctual.
• Would like Sunday service to Mall, Hy Vee, downtown. Pick up at Medical
Towers apts.
• Would ride 24 hrs. 7 days a week if service was provided. I really need hours
extended at least until 8pm to allow for both shopping and work. Buses need
bike racks. Telephone office should be manned all the time.
Stops (2 percent)
• At blood plasma center (by Med. Assoc. West) need a shelter or bus to go to
plasma center. In cold weather, cold at corner with no protection.
• Have more inside shelters at bus stops.
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