ORIGINATED BY: Original Signature on file in MDC Steven Feigenbaum, Sr. Manager of Service Planning

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1 ORIGINATED BY: Original Signature on file in MDC Steven Feigenbaum, Sr. Manager of Service Planning ORIGINATED BY: Original Signature on file in MDC Ruthie Reyes-Burckard, Interim Chief Operating Officer ORIGINATED BY: Original Signature on file in MDC Katharine Eagan, Interim Chief Executive Officer DATE DATE DATE

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11 SOP NUMBER REVISION EFFECTIVE DATE PAGE SPSOP March 1, of 6 STANDARD OPERATING PROCEDURE HILLSBOROUGH TRANSIT AUTHORITY APC RIDERSHIP DATA COLLECTION AND CALIBRATION PROTOCOL REV DATE DESCRIPTION RLSE NO. INIT ORIGINATED BY: _Original signature on file in Doc. Control Steve Feigenbaum, Sr. Manager of Service Planning REVIEWED BY: _Original signature on file in Doc. Control Vasti Amaro, Director of Maintenance APPROVED BY: _Original signature on file in Doc. Control Ruthie Reyes Burckard, Chief Operating Officer DATE: DATE: DATE: 1

12 SUBJECT: APC DATA COLLECTION AND CALIBRATION PROTOCOL SOP NUMBER REV PAGE SPSOP of 12 TABLE OF CONTENTS SECTION PAGE 1.0 SCOPE PURPOSE ABBREVIATIONS / DEFINITIONS REFERENCES FORMS REQUIRED SAFETY EQUIPMENT / SPECIAL TOOLS PROCEDURE... 4

13 SUBJECT: APC DATA COLLECTION AND CALIBRATION PROTOCOL SOP NUMBER REV PAGE SPSOP of SCOPE This SOP applies to all Service Planning and Maintenance Department employees involved in the collection and reporting of APC data and the installation, maintenance, and calibration of APC units installed on HART vehicles including buses and streetcars. There are currently APC units capable of supplying 84 HART buses with APC coverage. Twelve of these buses are the MetroRapid fleet that were factory installed. The remainder of the available units are on existing HART buses or in storage after being taken from buses that were permanently disabled and are awaiting installation on other HART buses. At present there are no APC installations on HART streetcars. Each vehicle requires an APC at each door. Standard transit buses require 2 APC units. Streetcars, if equipped, require 4 APC units. This SOP includes: A. Assignment of APC buses to HART routes. B. Assignment procedure for APC units on retired and/or permanently disabled vehicles. C. Test and calibration of APC units within statistical standards set by the NTD. 2.0 PURPOSE The purpose of this SOP is to provide current and accurate ridership and GIS data. 3.0 ABBREVIATIONS / DEFINITIONS ABBREVIATIONS SOP HART NTD FTA GIS ITS APC DEFINITIONS Standard Operating Procedure Hillsborough Area Regional Transit Authority National Transit Database Federal Transit Administration Geographic information System Intelligent Transportation System Automatic Passenger Count 4.0 REFERENCES APCBusList.xlsx Excel spreadsheet that identifies HART buses equipped with APC units.

14 SUBJECT: APC DATA COLLECTION AND CALIBRATION PROTOCOL SOP NUMBER REV PAGE SPSOP of FORMS APC_check_data.xlsx Excel spreadsheet to record results of APC calibration data checks. APC On-Board_Check.xlsx Excel spreadsheet for Planning Aide to record data during on-board boarding check. 6.0 REQUIRED SAFETY EQUIPMENT / SPECIAL TOOLS None 7.0 PROCEDURE A. APC Distribution As a part of HART s Title VI commitment to service equality, fixed route vehicles are rotated daily. No single bus is on the same schedule block more than two consecutive days. Under this rotation, the APC equipped buses are rotated well throughout the system. The result is that within the normal four month schedule cycle virtually all trips are sampled by APC at least ten times. In Figure A below, the report shows that all but four trips were sampled at least ten times. Ten is the maximum threshold set in the report. Figure B is a trip productivity report that contains the number of trips samples. The time frame for Figure B is three months versus the customary four. Figure B exhibits sampling in some instances of over 30 times. In a four month time period, some trips exceed 40 samples.

15 SUBJECT: APC DATA COLLECTION AND CALIBRATION PROTOCOL SOP NUMBER REV PAGE SPSOP of 12 Figure A Sampling Status Summary Table HILLSBOROUGH AREA REGIONAL TRANSIT ******************************************* APC SAMPLING STATUS SUMMARY TABLE WEEKDAY (Definition: 5 Observation[s] = Sampled) ******************************************* DATE 2/16/2015 TRIP SAMPLING STATUS STATUS NON SAMPLED SAMPLED Total ROUTE 1 0.0% % % 2 0.0% % % 4 0.0% % % 5 0.0% % % 6 0.0% % % 7 0.0% % % % % % 9 0.0% % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % %

16 SUBJECT: APC DATA COLLECTION AND CALIBRATION PROTOCOL SOP NUMBER REV PAGE SPSOP of % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % Total % % % URBAN TRANSPORTATION ASSOCIATES Current HART fixed route peak hour bus requirement is 157. Assuming 20% of APC buses are in maintenance or daily reserve, 66 (83 20%) APC buses or 42% of peak buses (66/157) may be deployed on HART routes. B. APC Validation, Maintenance, and Calibration Program HART employs a vigorous program to insure APC data integrity. Route surveyors routinely board buses for live ride checks that are compared to APC data. The program can best be described by the following steps: 1. Route Surveyor performs ride check counts on a minimum of four consecutive trips on-board an APC equipped bus. A sample of the APC bus roster is presented as Figure B. The Route Surveyor is given discretion, unlike NTD ride checks, to count some persons boarding multiple times if he/she, in the Surveyor s estimation, has tripped the APC more than once. 2. The Surveyor completes the ride checks and pulls up the APC reports, Figure C, for the same trips surveyed and compares boarding counts, Figure D. If the difference between the observed and APC reported aggregate for the four trips is greater than +- 10%, the bus is reported to Maintenance for APC recalibration. Buses with APC reported aggregate for the four trips less than +- 10% are recorded as OK.

17 SUBJECT: APC DATA COLLECTION AND CALIBRATION PROTOCOL SOP NUMBER REV PAGE SPSOP of When a bus is reported as out of +-10% range to Maintenance, the bus is retested following notification by Maintenance of return to service. Figure E is a tracking spreadsheet. 4. Some buses are reported by UTA diagnostics as non-reporting via the Exception report, Figure F. These buses are reported to Maintenance and retested following notification by Maintenance of return to service. HART tries to check each APC bus at least once during each service cycle or three times per year. HART has found this method of check, validate, and recheck if necessary to work well in assuring quality data from the APC units. Figure B Sample of APC Bus Roster BUS SEAT STATUS TOTAL DONE DONE DONE DONE DONE DONE DONE DONE DONE 1 Figure C Trip Summary for One-Day HILLSBOROUGH AREA REGIONAL TRANSIT ********************************************* METRO RAPID OUTBOUND TRIP SUMMARY REPORT ********************************************** TRIP BLOCK SOL-EOL RIDERS TRIP VEL LOAD 120% DOOR PASS PASS MAX NUMBER DEPART TIME (MPH) FACTOR LOAD CYCLES PER MILES LOAD OF TIME DURTN DURING HOUR SAMPLES TRIP 05: MTC -HDRV : MTC -UATC : MTC -HDRV : MTC -UATC : MTC -HDRV : MTC -UATC : MTC -HDRV : MTC -UATC : MTC -UATC : MTC -HDRV : MTC -UATC : MTC -HDRV : MTC -UATC : MTC -HDRV : MTC -UATC : MTC -HDRV : MTC -UATC : MTC -UATC

18 SUBJECT: APC DATA COLLECTION AND CALIBRATION PROTOCOL SOP NUMBER REV PAGE SPSOP of 12 10: MTC -HDRV : MTC -UATC : MTC -HDRV : MTC -UATC : MTC -HDRV : MTC -UATC : MTC -HDRV : MTC -UATC : MTC -UATC : MTC -HDRV : MTC -UATC : MTC -HDRV : MTC -UATC : MTC -HDRV : MTC -UATC : MTC -HDRV : MTC -UATC : MTC -UATC : MTC -HDRV : MTC -UATC : MTC -HDRV : MTC -UATC : MTC -HDRV : MTC -UATC : MTC -HDRV : MTC -UATC : MTC -UATC : MTC -HDRV : MTC -UATC : MTC -HDRV : MTC -UATC : MTC -HDRV : MTC -UATC AVG TOTAL HILLSBOROUGH AREA REGIONAL TRANSIT ********************************************* METRO RAPID INBOUND TRIP SUMMARY REPORT ********************************************** TRIP BLOCK SOL-EOL RIDERS TRIP VEL LOAD 120% DOOR PASS PASS MAX NUMBER DEPART TIME (MPH) FACTOR LOAD CYCLES PER MILES LOAD OF TIME DURTN DURING HOUR SAMPLES TRIP 05: HDRV-MTC : NEBU-MTC : NEBU-MTC : HDRV-MTC : NEBU-MTC : HDRV-MTC : NEBU-MTC : HDRV-MTC : NEBU-MTC : HDRV-MTC : NEBU-MTC : NEBU-MTC : HDRV-MTC : NEBU-MTC : HDRV-MTC : NEBU-MTC : HDRV-MTC : NEBU-MTC : HDRV-MTC : NEBU-MTC : NEBU-MTC : HDRV-MTC : NEBU-MTC : HDRV-MTC : NEBU-MTC : HDRV-MTC : NEBU-MTC

19 SUBJECT: APC DATA COLLECTION AND CALIBRATION PROTOCOL SOP NUMBER REV PAGE SPSOP of 12 12: HDRV-MTC : NEBU-MTC : NEBU-MTC : HDRV-MTC : NEBU-MTC : HDRV-MTC : NEBU-MTC : HDRV-MTC : NEBU-MTC : HDRV-MTC : NEBU-MTC : NEBU-MTC : HDRV-MTC : NEBU-MTC : HDRV-MTC : NEBU-MTC : HDRV-MTC : NEBU-MTC : HDRV-MTC : NEBU-MTC : HDRV-MTC : NEBU-MTC : NEBU-MTC AVG TOTAL

20 SUBJECT: APC DATA COLLECTION AND CALIBRATION PROTOCOL SOP NUMBER REV PAGE SPSOP of 12 Figure D Sample APC Ride Check In the first ride check, the Route Surveyor counted 35 boardings. This trip is matched to the count for the same trip from the APC ride check or the highlighted line in Table C with 33 riders. All four+ trips of this ride check are added together for a measure of accuracy by this APC. This particular trip standing alone would be 2/35 = 5.7% or this APC would be undercounting by 5.7%, still within the tolerance established of +-10%. A minimum of four trips is used to smooth out any single trip abnormalities and produce a richer data set. The total 4 trip ride check count was 147 and the APC reported /139 = 5.8% or within the established tolerance of =-10%. If the combined ride checks had been outside the +-10% tolerance, this bus would be referred to Maintenance for recalibration. Figure E Sample Portion of APC Test Tracking Spreadsheet Date Unit Route APC Boardings Count Boardings Diff. % +- Recheck Date Route APC Boardings Count BoardingsDiff. % +- 02/02/ % Yes 2/9/ % 02/11/ % No 0 #DIV/0! This spreadsheet is used to track APC observations. If a bus APC is +- 10% Planning Aide observation compared to APC digital report, no

21 SUBJECT: APC DATA COLLECTION AND CALIBRATION PROTOCOL SOP NUMBER REV PAGE SPSOP of 12 additional action is taken. If an APC falls outside of the +- range the procedure is: 1. Note that the APC will be rechecked. 2. the ITS Coordinator with the bus number that falls outside the =- 10% parameter. 3. ITS Coordinator will HART Radio Shop to check APC on the deficient vehicles. 4. When Radio Shop makes corrections/adjustments to APC unit, the Shop will the ITS Coordinator that corrections/adjustments have been made. 5. ITS Coordinator will the Planning Aide to recheck the bus. 6. Planning Aide will recheck the bus and note findings on spreadsheet. 7. If the bus APC is still outside the +-10% parameter, the process is repeated. As previously stated, APC buses are also referred to Maintenance via an Exception report prepared daily by the UTA software as exhibited in Figure F below: Figure F Exception Report Div Division APC Bus Coach Exception 2 APC Passenger Count Req max: Delta 15% Act: 33% On: 6215 Off: 4156 Fon: 6215 Foff: 0 Ron: 0 Roff: APC Passenger Count Req max: Delta 15% Act: 35% On: Off: Fon: Foff: 0 Ron: 0 Roff: APC Passenger Count Req max: Delta 15% Act: 48% On: 4962 Off: 2579 Fon: 4962 Foff: 0 Ron: 0 Roff: APC Passenger Count Req max: Delta 15% Act: 40% On: 6917 Off: 4118 Fon: 6917 Foff: 0 Ron: 0 Roff: APC Passenger Count Req max: Delta 15% Act: 40% On: 1756 Off: 2911 Fon: 1756 Foff: 0 Ron: 0 Roff: APC Passenger Count Req max: Delta 15% Act: 93% On: 284 Off: 3806 Fon: 284 Foff: 0 Ron: 0 Roff: APC Passenger Count Req max: Delta 15% Act: - Avg 31% Daily Once Maintenance has confirmed that these APC units have been checked and are back in service, they will be validated by the ride check and APC report method described above.

22 SUBJECT: APC DATA COLLECTION AND CALIBRATION PROTOCOL SOP NUMBER REV PAGE SPSOP of 12 C. Retirement of APC Buses When a bus with an APC unit is retired, the APC unit will be removed from the retired vehicle and installed on the newest available non-apc fixed route vehicle. The ITS Coordinator will be informed of the number of the retired vehicle and the number of the vehicle receiving the APC unit. The ITS coordinator will be responsible to inform the APC vendor(s) to adjust materials to reflect the changes. D. Expansion of APC Fleet In order to reach the goal of 100% APC equipped fixed route vehicles, to the maximum extent feasible, new vehicles will be ordered with factory installed APC units.

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35 SOP NUMBER REVISION EFFECTIVE DATE PAGE SPSOP April 7, of 6 STANDARD OPERATING PROCEDURE HILLSBOROUGH TRANSIT AUTHORITY FIXED ROUTE SCHEDULING MARK-UP REV DATE DESCRIPTION RLSE NO. INIT ORIGINATED BY: _Original signature on file in Doc. Control Phillip St Pierre, Scheduler II DATE: REVIEWED BY: _Original signature on file in Doc. Control Steve Feigenbaum, Director of Service Development DATE: APPROVED BY: _Original signature on file in Doc. Control Ruthie Reyes Burckard, Chief Operating Officer DATE: 1

36 SUBJECT: FIXED ROUTE SCHEDULING MARK-UP SOP NUMBER REV PAGE SPSOP of 7 TABLE OF CONTENTS SECTION PAGE 1.0 SCOPE PURPOSE ABBREVIATIONS / DEFINITIONS REFERENCES FORMS REQUIRED SAFETY EQUIPMENT / SPECIAL TOOLS PROCEDURE

37 SUBJECT: FIXED ROUTE SCHEDULING MARK-UP SOP NUMBER REV PAGE SPSOP of SCOPE This SOP applies to all Service Development employees involved in the fixed route scheduling process. 2.0 PURPOSE This SOP provides instructions for the rules and general overall process for building and implementing the schedules for HART fixed routes and Operators excluding van operated FLEX routes. A mark-up is the implementation of a new schedule that may include changes to public time tables, span of service, frequency of service, and/or block/run/roster changes for the Operator s schedules. This SOP references the CBA between HART and the ATU Local If there is a discrepancy between this SOP and the active contract, the contract will always take precedence until this SOP is revised. 3.0 ABBREVIATIONS / DEFINITIONS ABBREVIATIONS SOP DEFINITIONS Standard Operating Procedure HART Hillsborough Transit Authority CBA Collective Bargaining Agreement ATU Amalgamated Transit Union Local 1593 MDT Mobile Data Terminal OBA FX HR XB OTP APC OneBusAway Real Time Arrival Application Trapeze s Fixed Route Scheduling Software Human Resources Extra Board On Time Performance Automatic Passenger Counter 4.0 REFERENCES Contract between HART and ATU dated October 1, 2012-September 30, 2015 Trapeze User Guides for Specific Products Florida Administrative Code Operational and Driving Requirements 5.0 FORMS None 3

38 SUBJECT: FIXED ROUTE SCHEDULING MARK-UP SOP NUMBER REV PAGE SPSOP of REQUIRED SAFETY EQUIPMENT / SPECIAL TOOLS Trapeze Scheduling Software Orbital Reports APC Reports 7.0 PROCEDURE A. HART schedules a minimum of three mark-up bids per calendar year in accordance with Article 61 of the CBA. 1. Typically, the mark-ups will be the months of March, July and November. These months and dates are subject to change for operational necessity by the Authority. a. The mark-up will take effect the first Sunday of a new pay period. b. The bid week of a mark-up will typically start on the first Monday three weeks prior the mark-up going into effect. These dates and times may be changed for operational necessity by the Authority. c. The schedule must be presented to the Union a minimum of ten calendar days prior to the beginning of bidding. The schedule must be posted for Operator viewing no less than five days prior to the bid taking place. B. After a mark-up goes into effect, a new mark-up can be created in Trapeze. A good technique is to wait one or two weeks after a mark-up goes into effect so that if any software or schedule discrepancies are found, the current mark-up can be updated before copying data over to a new markup. C. There are six main components in Trapeze that are crucial to fixed route scheduling. 1. The Bus Stops component in Trapeze is the area were we identify all our stops in the HART system. The accuracy of this data is crucial as it is available for public consumption through various outlets, like Google and OBA. a. Stop IDs are the main component patrons use to look up stop information. These ID numbers are auto generated by Trapeze. This information must be given to the Route Maintenance department for accurate placement of stop ID tags. 4

39 SUBJECT: FIXED ROUTE SCHEDULING MARK-UP SOP NUMBER REV PAGE SPSOP of 7 b. Stop Abbreviations will be seven letter identifiers in Trapeze. The first 3 letters of the on street and cross street will be used and the letter of direction of travel will be the seventh letter. If an abbreviation is already used, scheduler discretion on making an abbreviation may be used. c. Stop names will consist of on cross street or place of interest. d. Accuracy of geocoding a stop in Trapeze is important to the proper location of patron services like Google or OBA. e. For other uses of the Bus Stop component, please refer to the Trapeze FX User Guide. 2. The Route Definition component in Trapeze is used to create route traces, patterns and assign bus stops in sequential order. a. The Nodes tab is used to assign all time points and stops to the route in sequential order of the route. b. The Patterns tab is used to create a single or multiple pattern for particular directions of a route. c. The Stop Pattern tab is used to auto populate distances between stops for particular patterns. These distances are important because it will help calculate time between in the Trip Building process. d. For other uses of the Bus Stop component, please refer to the Trapeze FX User Guide. 3. The Trip Building component is used to build timed trips for public schedules based on the patterns built in Route Definition. a. The Trips tab is used to create all trips for a particular direction of a route for an entire service day. b. The Run Times tab is used to create all the running times that the trips will base their time points off of. c. The Stop Trips tab uses the data from the trips and the stop trips in route definition to create approximate times for each bus stop on a particular route. d. For other uses of the Bus Stop component, please refer to the Trapeze FX User Guide. 4. The Blocking component in Trapeze is used to build all the bus assignments for a particular service day based on the built Trips. a. The blocking tab is the area to create all the blocks or bus assignments. The max allowable block number can only be five digits long due to MDT issues. 5

40 SUBJECT: FIXED ROUTE SCHEDULING MARK-UP SOP NUMBER REV PAGE SPSOP of 7 b. The Deadheads tab is the place to assign the amount of time from a particular point to another particular point that is considered non-revenue time (i.e. garage to Marion Transit Center) c. For other uses of the Bus Stop component, please refer to the Trapeze FX User Guide. 5. Once the data in FX is correct, the data can be brought into BlockBuster to cut the runs for a particular service day. These runs will be the particular work for one Operator per day. a. It is important to consult with HR and Risk to find out the current Operator staffing level, to ensure an adequate match in number of runs to be created based on the number of Operators available based on attrition projections. b. Runs can be developed into a straight continuous piece of work called straight runs or into two or more pieces called split runs. c. All runs must not exceed eleven hours of pay time or fourteen and one half hours of spread time based on Article 61 of the CBA. d. Bus Operators who report to the garage and pull a bus out of the garage on their run will be paid ten minutes of report time. e. The Authority goal is to have a ratio of pay to platform time of 1.02 or lower based on all combined report/travel pay. f. Refer to Trapeze BlockBuster User Guide for further detailed instructions on the individual components. 6. Rostering is the combining of runs into weekly schedules for Operators to follow for the duration of a mark-up. a. All full time rosters will have a minimum of 40 hours of pay time. All part time rosters will not exceed 35 hours of pay time. b. The rosters will be built in order to give priority based on Article 61 of the CBA, in the following order: i. Straight day (AM) runs with Saturday and Sunday off. ii. Straight afternoon (PM) runs with Saturday and Sunday off. iii. Split runs with Saturday and Sunday off. iv. Straight day (AM) runs with Saturday and Sunday off. v. All other runs. c. All rosters will have a minimum of eight hours of rest in between shifts of different days in accordance with Florida Administrative Code

41 SUBJECT: FIXED ROUTE SCHEDULING MARK-UP SOP NUMBER REV PAGE SPSOP of 7 d. The Authority goal of average roster hours is between 42 to 43 hours. D. The XB will be designed to allow a minimum of twenty percent of operator coverage for each service day, based on operator staffing levels. 1. The XB will be designed with consecutive days off per the contract. E. The bidding process will be conducted with a Union Bid Monitor. 1. All Operators will have seven minutes to choose their rosters or XB days off. 2. All bids will be in seniority order at the time prescribed by the Authority. F. All changes that will impact the public schedule must be ed to the Marketing Department to prepare for distribution of public notices and schedules. This action is typically done right before cutting the runs in BlockBuster. This is an ideal time to give Marketing enough time to prepare and produce material; on average this is one and one-half to two months prior to the mark-up going into effect. G. Analysis is important to the scheduling process as well as feedback from the Operators themselves. Using the various tools, such as APC Data or the Route Schedule Adherence Reports from Orbital, can help the Scheduler construct an accurate depiction of running times for every route, trips and/or time points. H. OTP analysis will be conducted on the first of the month or first normal business day and distributed to Operations Management. OTP analysis is a great tool to find routes to focus scheduling attention on through analysis of early and late time point arrivals. 7

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50 NUMBER SPSOP-0001 SPSOP-0002 SPSOP-0003 SPSOP-0004 SPSOP-0005 SPSOP-0006 SPSOP-0007 SPSOP-0008 SPSOP-0009 SPSOP-0010 SPSOP-0011 SPSOP-0012 SPSOP-0013 REVISION NUMBER OPERATIONS AND MAINTENANCE DEPARTMENT SPSOPs DOCUMENT NAME EFFECTIVE DATE ORIGINAL SIGNED (Y/N) ORIGINAL FILED (Y/N) Title VI Program Administration 1 Title VI Program Administration Y Y APC Ridership Data Collection and Calibration Protocol Y Y SPSOP-0014 SPSOP-0015 SPSOP Fixed Route Scheduling Mark-Up Y Y

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