Definition of Pre and Post Deployment Evaluation Periods. The general approach used in this evaluation is a before-after comparison. Ideally, this would encompass at least one year of baseline “before” data and one year of post- deployment “after” data. However, given the reporting timelines and the time constraints on data availability, a baseline period of January to March 2008 and post-deployment period of January to March 2009 was defined. This allowed the same three months of the calendar year to be evaluated pre-and post deployment, removing the potential for any bias due to seasonal factors. While these two three-month periods are the focus of the pre and post deployment comparisons, the entire period between January 2008 and March 2009 are presented where possible to show the overall trends over this 15 month period. Transit mode share and transit travel time impacts were considered using data from FDOT’s I-95 Lane Monitoring Reports, the most recent of which reported data collected in April 2009. These data were compared against the outputs of similar studies conducted in prior years as documented in FDOT’s biannual HOV Lane Monitoring Reports. Pre and post deployment on-board surveys were conducted to assess the impact of Miami XXX Xxxxx 0X on transit user perceptions. These surveys were conducted in May 2008 (baseline) and May 2009 (post-deployment).
Definition of Pre and Post Deployment Evaluation Periods. The general approach used in this evaluation is a longitudinal comparison over three years. Ideally, this would encompass at least one year of baseline “before” data, one year of post- deployment “after” data for Phase 1A, and one year of post-deployment “after” data for Phase 1B. However, given the reporting timelines and the time constraints on data availability, the following evaluation periods were used: January to April 2008 - Baseline period January to April 2009 - Phase 1A post-deployment period January to April 2010 - Phase 1B post deployment period January was originally selected as the first month of each evaluation period because tolling for Phase 1A began in December 2008. It should be noted that the Phase 1A Transit Evaluation Report (Nov. 2009) used January to March evaluation periods, but the evaluation periods for this report were extended to April. The reason for adding an extra month is because the three new 95 Express Bus routes did not begin until the end of January 2010. If the January to March evaluation periods were kept, there would not have been three full months of data for 2010. So an extra month was added. Using the same four months removes the potential for bias due to seasonal factors. While these four-month periods are the focus of the evaluation, the evaluation did also look at the trend lines for the entire period between January 2008 and April 2010. Transit mode share and transit travel time impacts were considered using data from FDOT’s I-95 Lane Monitoring Reports. These data were compared against the outputs of similar studies conducted in prior years as documented in FDOT’s biannual HOV Lane Monitoring Reports. Pre and post deployment on-board surveys were conducted to assess the impact of Miami UPA Phase 1 on transit user perceptions. These surveys were conducted in May 2008 (baseline), May 2009 (post-deployment Phase 1A), and May 2010 (post-deployment Phase 1B).
