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Table of Contents

EXECUTIVE SUMMARY ...... E-1 Literature Review ...... E-1 Operating Environment Review ...... E-1 Peer Community and Best Practices Review...... E-2 Review of Policies and Procedures and Service Recommendations ...... E-2

1 LITERATURE REVIEW ...... 1 1.1 Best Practices in Operations ...... 1 1.1.1 Integration into the Existing Fleet ...... 1 1.1.2 Operational Characteristics ...... 2 1.1.3 Infrastructure Needs ...... 3 1.1.4 Operator Training ...... 5 1.1.5 Branding and Customer Perception ...... 5 1.1.6 Other Operational Procedures ...... 6 1.2 Best Practices in Maintenance ...... 6 1.2.1 Fleet Maintenance ...... 6 1.2.2 Maintenance Facility ...... 7 1.3 Conclusion ...... 7

2 PEER COMMUNITY AND BEST PRACTICES REVIEW ...... 8 2.1 Peer Selection...... 8 2.2 Summary of Interviews ...... 9 2.3 Fleet Characteristics ...... 10 2.4 Planning Considerations...... 10 2.4.1 Implementation ...... 10 2.4.2 Bus Stop and Roadway ...... 11 2.4.3 Staffing Levels ...... 11 2.5 Branding and Perception ...... 11 2.6 Safety and Comfort ...... 12 2.7 Operations ...... 12 2.7.1 Scheduling ...... 12 2.7.2 Vehicle Operation ...... 12 2.7.3 Operator Training ...... 13 2.7.4 Boarding Standards ...... 14 2.7.5 Supplemental/Special Service ...... 14 2.8 Maintenance ...... 14 2.8.1 Costs ...... 14 2.8.2 Inspection Procedures / Preventative Maintenance ...... 15 2.8.3 Towing ...... 16 2.8.4 General Maintenance ...... 16 2.9 Conclusion ...... 16

3 OPERATING ENVIRONMENT REVIEW ...... 17 3.1 System Overview ...... 17 3.1.1 Transit Service ...... 17 3.1.2 Maintenance Department ...... 18 3.1.3 Fleet ...... 18 3.1.4 Facilities...... 19 3.2 Route Screening ...... 19 3.2.1 Route Profiles ...... 19

3.3 Transit Propensity ...... 95 3.3.1 Transit Propensity Indices ...... 95 3.3.2 High-Capacity Service Propensity Analysis ...... 104

4 POLICY AND PROCEDURES REVIEW ...... 106 4.1 Operational Policies and Service Standards ...... 106 4.1.1 Service Standards ...... 106 4.1.2 Operational Policies ...... 107 4.1.3 Fare / Boarding Policies ...... 108 4.1.4 Intersection and Bus Bay Design ...... 108 4.2 Maintenance Policies ...... 111 4.2.1 Staffing Requirements ...... 111 4.2.2 Preventative Maintenance Inspections and Procedures...... 112 4.2.3 Equipment Management ...... 112 4.2.4 Facility Considerations ...... 113 4.2.5 Maintenance Costs ...... 113 4.3 Articulated Bus Implementation ...... 113 4.3.1 Community Route Recommendations ...... 113 4.3.2 Campus Route Recommendations ...... 116 4.3.3 Weekend Service Recommendations ...... 116 4.3.4 Operational Cost Savings...... 116 4.4 Emissions Analysis: Weekday Service Recommendations ...... 117

APPENDIX A: STAKEHOLDER INTERVIEW SUMMARY ...... 119 Question Summary ...... 119 Interview Summary...... 120 Meeting 1: Transportation and Land Use Committee Representatives ...... 120 Meeting 2: Municipal Officials ...... 121 Meeting 3: CATA Maintenance Staff ...... 122 Meeting 4: CATA Operators ...... 123 Meeting 5: CATA Board and Staff ...... 125 Meeting 6: Penn State Officials ...... 126 Meeting 7: CATA Board Chairman ...... 128 Interview Presentation ...... 128

APPENDIX B: PEER COMMUNITY AND BEST PRACTICES REVIEW SUMMARY ...... 163 Questions Summary ...... 164 Interview Summary...... 166 Operations Questions: Peer Answers ...... 170 Maintenance Questions: Peer Answers ...... 176

List of Figures

Figure 1 | Route A: Weekday Boardings per Trip ...... 20 Figure 2 | Route A: Bus Stop Ridership Map ...... 22 Figure 3 | Route B: Weekday / Saturday Boardings per Trip ...... 23 Figure 4 | Route B: Bus Stop Ridership Map ...... 24 Figure 5 | Route C: Weekday Boardings per Trip ...... 25 Figure 6 | Route C: Bus Stop Ridership Map ...... 26 Figure 7 | Route F: Weekday Boardings per Trip ...... 27 Figure 8 | Route F: Bus Stop Ridership Map ...... 28 Figure 9 | Route G: Weekday Boardings per Trip ...... 29 Figure 10 | Route G: Bus Stop Ridership Map ...... 30 Figure 11 | Route HP: Weekday Boardings per Trip ...... 32 Figure 12 | Route HP: Saturday Boardings per Trip ...... 32 Figure 13 | Route HP: Bus Stop Ridership Map ...... 33 Figure 14 | Route K: Weekday Boardings per Trip...... 35 Figure 15 | Route K: Saturday Boardings per Trip ...... 35 Figure 16 | Route K: Bus Stop Ridership Map ...... 36 Figure 17 | Route M: Weekday Boardings per Trip ...... 38 Figure 18 | Route M: Saturday Boardings per Trip ...... 38 Figure 19 | Route M: Sunday Boardings per Trip ...... 39 Figure 20 | Route M: Bus Stop Ridership Map ...... 40 Figure 21 | Route N: Weekday Boardings per Trip ...... 42 Figure 22 | Route N: Saturday Boardings per Trip ...... 42 Figure 23 | Route N: Sunday Boardings per Trip ...... 43 Figure 24 | Route N: Bus Stop Ridership Map ...... 44 Figure 25 | Route NE: Weekday Boardings per Trip ...... 46 Figure 26 | Route NE: Bus Stop Ridership Map ...... 47 Figure 27 | Route NV: Weekday Boardings per Trip ...... 49 Figure 28 | Route NV: Saturday Boardings per Trip ...... 49 Figure 29 | Route NV: Sunday Boardings per Trip ...... 50 Figure 30 | Route NV: Bus Stop Ridership Map ...... 51 Figure 31 | Route R: Weekday Boardings per Trip ...... 53 Figure 32 | Route R: Saturday Boardings per Trip ...... 53 Figure 33 | Route R: Sunday Boardings per Trip ...... 54 Figure 34 | Route R: Bus Stop Ridership Map ...... 55 Figure 35 | Route RC: Weekday Boardings per Trip...... 57 Figure 36 | Route RC: Bus Stop Ridership Map ...... 58 Figure 37 | Route RP: Weekday Boardings per Trip ...... 60 Figure 38 | Route RP: Saturday Boardings per Trip ...... 60 Figure 39 | Route RP: Bus Stop Ridership Map ...... 61 Figure 40 | Route S: Weekday Boardings per Trip ...... 62 Figure 41 | Route S: Bus Stop Ridership Map ...... 63 Figure 42 | Route UT: Weekday Boardings per Trip...... 64 Figure 43 | Route UT: Bus Stop Ridership Map ...... 65 Figure 44 | Route V: Weekday Boardings per Trip ...... 67 Figure 45 | Route V: Saturday Boardings per Trip ...... 67 Figure 46 | Route V: Sunday Boardings per Trip ...... 68 Figure 47 | Route V: Bus Stop Ridership Map ...... 69 Figure 48 | Route VE: Weekday Boardings per Trip ...... 71 Figure 49 | Route VE: Bus Stop Ridership Map ...... 72 Figure 50 | Route VN: Weekday Boardings per Trip ...... 74 Figure 51 | Route VN: Saturday Boardings per Trip ...... 74 Figure 52 | Route VN: Sunday Boardings per Trip ...... 75 Figure 53 | Route VN: Bus Stop Ridership Map ...... 76 Figure 54 | Route W: Weekday Boardings per Trip ...... 78 Figure 55 | Route W: Saturday Boardings per Trip ...... 78 Figure 56 | Route W: Bus Stop Ridership Map ...... 79 Figure 57 | Route WE: Weekday Boardings per Trip ...... 81 Figure 58 | Route WE: Bus Stop Ridership Map ...... 82 Figure 59 | Route XB: Weekday / Saturday Boardings per Trip...... 83 Figure 60 | Route XB: Bus Stop Ridership Map ...... 84 Figure 61 | Route XG: Weekday / Saturday Boardings per Trip ...... 85 Figure 62 | Route XG: Bus Stop Ridership Map ...... 86

Figure 63 | White Loop: Bus Stop Ridership Map ...... 88 Figure 64 | Blue Loop: Bus Stop Ridership Map ...... 90 Figure 65 | Red Link: Bus Stop Ridership Map ...... 92 Figure 66 | Green Link: Bus Stop Ridership Map ...... 94 Figure 67 | Transit-Oriented Population Index ...... 97 Figure 68 | Commuter Index ...... 99 Figure 69 | Workplace Index ...... 101 Figure 70 | Non-Work Destination Index ...... 103 Figure 71 | High-Capacity Service Index ...... 106

List of Tables

Table 1 | Peer Agencies Selection Characteristics...... 9 Table 2 | Peer Interviews Summary ...... 10 Table 3 | Fleet Characteristics ...... 10 Table 4 | Maintenance Cost per Mile Comparison ...... 15 Table 5 | Maintenance Labor Cost per Mile Comparison ...... 15 Table 6 | CATA System Summary ...... 20 Table 7 | Route A: Operational Characteristics ...... 21 Table 8 | Route B: Operational Characteristics ...... 23 Table 9 | Route C: Operational Characteristics ...... 25 Table 10 | Route F: Operational Characteristics ...... 27 Table 11 | Route G: Operational Characteristics ...... 29 Table 12 | Route HP: Operational Characteristics ...... 31 Table 13 | Route K: Operational Characteristics ...... 34 Table 14 | Route M: Operational Characteristics ...... 37 Table 15 | Route N: Operational Characteristics ...... 41 Table 16 | Route NE: Operational Characteristics ...... 45 Table 17 | Route NV: Operational Characteristics...... 48 Table 18 | Route R: Operational Characteristics ...... 52 Table 19 | Route RC: Operational Characteristics ...... 56 Table 20 | Route RP: Operational Characteristics ...... 59 Table 21 | Route S: Operational Characteristics ...... 62 Table 22 | Route UT: Operational Characteristics ...... 64 Table 23 | Route V: Operational Characteristics ...... 66 Table 24 | Route VE: Operational Characteristics ...... 70 Table 25 | Route VN: Operational Characteristics...... 73 Table 26 | Route W: Operational Characteristics ...... 77 Table 27 | Route WE: Operational Characteristics ...... 80 Table 28 | Route XB: Operational Characteristics ...... 83 Table 29 | Route XG: Operational Characteristics ...... 85 Table 30 | White Loop: Operational Characteristics...... 87 Table 31 | Blue Loop: Operational Characteristics ...... 89 Table 32 | Red Link: Operational Characteristics ...... 91 Table 33 | Green Link: Operational Characteristics ...... 93 Table 34 | Transit-Oriented Population Index Inputs ...... 95 Table 35 | Commuter Index Inputs ...... 98 Table 36 | Workplace Index Inputs ...... 100 Table 37 | Non-Work Destination Index Inputs ...... 102 Table 38 | Recommended Vehicle Load Standards ...... 106 Table 39 | Identified Difficult Turns ...... 109 Table 40 | Bus Bay Considerations ...... 110 Table 41 | Number of Weekday Trips Exceeding Capacity by Time Period ...... 114 Table 42 | Overcrowded Weekday Block Analysis ...... 115 Table 43 | Number of Weekend Trips Exceeding Capacity by Time Period ...... 116

Table 44 | Route VE: CO2 Emissions of Diesel Vehicles and Potential Savings ...... 117 Table 45 | Interview Details ...... 163

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Assessment of Articulated Bus Utilization

Executive Summary LITERATURE REVIEW Across various transit systems, providers often cite increased seating The Centre Area Transportation Authority (CATA) provides over six capacity as the most important reason for using larger vehicles. million annual transit trips across nine municipalities in Centre County, Articulated buses are used regularly by other transit agencies on a Pennsylvania. Several CATABUS routes – especially those along high variety of different service types, including all-day heavy-demand trunk density corridors linking student housing developments with routes, bus rapid transit, peak-only services, commuter express routes, Downtown State College and the campus of Pennsylvania State campus circulators, tripper and rail replacement services, and other University – are currently experiencing capacity issues. CATA desires to special event routes. Agencies and passengers generally rate utilize articulated buses to meet increasing passenger demand while experiences with articulated vehicles well, which can in part be managing operating costs. This Assessment of Articulated Bus attributed to strategies such as innovative boarding policies. Utilization analyzes the implications of and provides recommendations The implementation of articulated buses into the CATA fleet may for articulated bus service on corridors within the service area. Overall, require adjustments to CATA’s vehicle scheduling procedures, as well this assessment reaches the conclusion that articulated bus service is as redesigned bus stop facilities, including extending bus bay lengths both warranted and recommended within the CATA service area. to match the length of the articulated vehicles. However, articulated The purchase of articulated buses is indicated in the region’s Long- buses maneuver similarly to 40-foot buses, and generally do not elicit Range Transportation Plan and Transportation Improvement Program. a need for extensive operator training. Due to additional parts, In addition, CATA recently opened a new office and maintenance articulated buses cost slightly more to maintain than smaller vehicles, facility designed to accommodate articulated buses. Nevertheless, the and have a lower fuel economy. Agencies looking to use articulated use of high capacity vehicles must be evaluated against CATA’s current vehicles must ensure their maintenance facilities have the necessary and projected future operations, maintenance practices, routing, bus number and size of maintenance bays, lifts, exhaust vents, lubrication and passenger amenities, and community preferences. This assessment reel systems, parking space, and fueling and washing includes a literature review on operational and maintenance best accommodations. practices; a detailed examination of CATA’s operating environment; a Peer Community and Best Practices Review; and a review of CATA’s OPERATING ENVIRONMENT REVIEW policies and procedures coupled with recommendations for service standards, maintenance, and service provision. A brief summary of On weekdays, the CATABUS routes that most often exceed vehicle each section follows. capacity are Routes VE (Vairo Boulevard Express) and RC (Waupelani Drive/Campus Express), each of which provides service from a student residential area to the campus/Downtown area. In addition, the White Loop and Blue Loop routes, which provide campus service, rank

Executive Summary | E-1

Assessment of Articulated Bus Utilization highest in average daily weekday ridership. On weekends, Routes R REVIEW OF POLICIES AND PROCEDURES AND (Waupelani Drive) and V (Vairo Boulevard) most frequently exceed SERVICE RECOMMENDATIONS capacity. Upon implementing articulated vehicles into its fleet, CATA should PEER COMMUNITY AND BEST PRACTICES institute a 1.8 maximum vehicle load factor on 60-foot buses. CATA REVIEW should prioritize articulated bus assignment on overloaded, express routes and maintain a spare ratio of approximately 20 percent. Under To gain input on the feasibility of articulated vehicles in its service area, certain circumstances, the agency should consider a dual door CATA interviewed a variety of regional stakeholders including agency boarding policy. Articulated buses should not be operated in board members and staff, operators, jurisdictional leaders, and inclement winter weather. In addition, drivers who will operate the university officials. Following this effort, the agency conducted four articulated vehicles should complete an appropriate level of articulated interviews with peer agencies operating articulated bus service in large bus training prior to pulling out in revenue service on the larger university communities: Champaign-Urbana Mass Transit District; vehicles. Finally, CATA should designate an additional 20 feet to any Greater Lafayette Public Transportation Corporation; Ames Transit on-street bus stop where at least one articulated bus is expected to Agency; and Blacksburg Transit. The peer agencies, all of which stop, and 70 feet for each bus bay stopping area. operate articulated buses on a daily basis, indicated a highly positive experience and customer satisfaction level with the vehicles since initial Depending on the number of articulated vehicles purchased, it is fleet integration. recommended that CATA hire additional mechanics and offer specialized training to maintenance staff. CATA should develop a For the peer agencies, vehicle overcrowding was the main decision unique inspection checklist for articulated bus preventative factor regarding the purchase of articulated buses. Implementation maintenance inspections and follow Federal Motor Carrier Safety necessitated minimal changes to roadway or stop conditions. Administration tire and axle regulations. Should CATA ever significantly Articulated vehicles have not been linked to significant safety issues expand its articulated fleet, the maintenance facility may require an and are perceived well by riders despite little to no public outreach or upgrade. special branding. On weekdays, it is recommended that CATA provide articulated bus Scheduling a mixed fleet has not elicited particular challenges, and service on Routes VE and RC. Secondarily, CATA may choose to articulated buses are reportedly easier to turn than are 40-foot buses. provide high capacity service on the White and Blue Loops. However, While articulated vehicles cost more per mile and for labor, these this recommendation is contingent on a dual door boarding policy. On additional expenses must be weighed against the prospect of fewer weekends, Routes R and V are prime candidates for articulated service. vehicles and higher capacity. Recommendations for articulated bus service are summarized by priority level and day type in the map below.

E-2 | Executive Summary

Assessment of Articulated Bus Utilization

Figure: Articulated Bus Service Recommendations

Executive Summary | E-3

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Assessment of Articulated Bus Utilization

deck coaches, and 45-foot buses. The study surveyed 68 transit agencies that use five or more high capacity buses in their operations, 32 of which use articulated buses. Many of the findings 1 and recommendations in this review are from the TCRP report, as it is the most comprehensive review of operational best practices for Literature Review articulated vehicles. Other studies reviewed for best practices include the following: Transit agencies in North America have used articulated buses in . Effects of Articulated Buses on Dwell and Running Times revenue service since 1975. Within the past seven years, recent (2011); industry utilization of articulated buses generally relates to the . TCRP Report 19: Guidelines for the Location and Design of implementation of articulated buses as part of a Bus Rapid Transit Bus Stops (1996); (BRT) service. Overall, the discussion of implementing articulated . An Analysis of Transit Bus Axle Weight Issues (2014); buses outside of a BRT service is limited to a single report, TCRP . APTA Architectural and Engineering Design for a Transit Report 75: Uses of Higher Capacity Buses in Transit Service (2008). The Operating and Maintenance Facility (2011); study conducted surveys among transit agencies with higher capacity vehicles in operation and provided a summary of best practices for . Madison Bus Size Study (2014); implementation of articulated buses among other types of higher . TCRP Report 65: Evaluation of Bus Bulbs (2001); capacity vehicles. . From Buses to BRT: Case Studies of Incremental BRT Projects in North America (2010); The purpose of this review is to identify operational and maintenance . TCRP Report 109: A Guidebook for Developing and Sharing best practices recommended when incorporating articulated buses Transit Bus Maintenance Practices (2005); and into a fleet of standard vehicles. The review focuses on identifying . Technical and Operational Challenges to Inclusive Bus Rapid what adjustments it is recommended CATA make to bus stops, Transit: A Guide for Practitioners (2010). transfer facilities, maintenance facilities, scheduling and maintenance policies, and operator training that CATA can apply to the agency’s Despite being reviewed for this assessment, the final three studies own procedures prior when putting articulated buses into service. listed here were ultimately deemed inapplicable and excluded from this project. 1.1 BEST PRACTICES IN OPERATIONS 1.1.1 Integration into the Existing Fleet TCRP Synthesis 75 (2008) explores the use of higher capacity buses in In TCRP Synthesis 75, transit agencies surveyed were asked to rank transit services in North America, including articulated buses, double- the reasons for integrating articulated buses into their respective

Literature Review | 1

Assessment of Articulated Bus Utilization

fleets. Of respondents who provided rankings, 69 percent cited buses on two campus routes. Both routes provide 5-minute headway providing increased seating capacity as “most important,” while 11 service from 7:30 AM to 4:30 PM and 7-minute headway service from percent of respondents ranked increased bus operator productivity 4:30 PM to 7:17 PM. Both routes also experience weekday ridership highest. In addition, the following percentages of all agency over 5,000 with loads of 118 to 129 per bus. Peak periods are respondents cited these reasons for implementing articulated throughout the day and a typical peak-period dwell time is vehicles as “important”: providing increased seating capacity (96 approximately 34 seconds. percent), reducing peak vehicle requirements (71 percent), and Another Champaign-Urbana Mass Transit District community route increasing bus operator productivity (75 percent). transports students from an off-campus residential community to the Many of the reasons for implementing articulated buses are main campus. The route is assigned one articulated bus and one 40- crosscutting and address multiple agency needs simultaneously. A foot bus, added during the peak periods. The runtimes on these separate study of Montreal’s transit agency noted putting articulated routes are short; standees are permitted. buses into service on three high ridership routes to increase passenger satisfaction and help to meet the agency’s goal of Route Design increased ridership.1 TCRP Synthesis 75 confirmed trip level delays on articulated buses in a survey of agency-reported operator experience. Sixty-four percent 1.1.2 Operational Characteristics of operators rate their experience with articulated buses as “very Route Levels of Service good” while 32 percent rate it “acceptable” and four percent rate it Articulated buses are predominantly deployed in all-day heavy- “poor.” The operators most frequently mentioned the poor demand trunk (or BRT) services, but are also used on peak-only trunk acceleration and grade climbing as a cause for dissatisfaction. routes, commuter express services to park-and-ride lots, trippers that Independent evaluation at the Altoona Bus Research and Testing experience overloads, replacement service for rail shutdowns, and Center further confirms that articulated diesel buses are slower to high-demand special events. accelerate than 40-foot buses due to the additional weight. In addition, Altoona found that the fuel economy is poorer on In TCRP Synthesis 75, a case study of Champaign-Urbana Mass articulated buses than 40-foot buses. The fuel economy for an Transit District (an agency also profiled in the Peer Community and articulated bus is 30 to 35 percent poorer compared to a 40-foot Best Practices Review) described how the agency operates articulated bus. Several agencies surveyed in the synthesis report commented that articulated buses could not operate all day on a single tank of fuel. Altoona found that this was the case with diesel articulated 1 The Effects of Articulated Buses on Dwell Times and Running Times, Journal of Public Transportation, Vol. 14, No. 3, 2011. vehicles but that hybrid articulated buses have larger fuel tanks and can operate all day.

2 | Literature Review

Assessment of Articulated Bus Utilization

At the same time, a 2011 study of the Montreal transit agency, mixed fleet while the remaining 23 percent report dedicating routes Societe de Transport found that articulated buses decrease the specifically to higher capacity buses. In some instances, the 40-foot amount of time associated per passenger alighting due to the buses were meant to supplement the high capacity buses while in additional door. A review of historical trip data from the agency other cases the 40-foot buses were used for short-turns. For those found a 4.5 percent savings for 30 passengers. This same study found agencies operating a mix of high capacity and standard buses on that time savings associated passenger activity are negated with loss individual routes, two-thirds try to design the schedule of high of acceleration and deceleration, and time consumed to merge back capacity buses based on an assessment of demand by trip, whereas in traffic. After accounting for the time savings associated with the remaining one third do not make any special accommodations in passenger activity, articulated buses ultimately result in two minutes scheduling. of additional delay on the existing schedule due to the trip level Scheduling routes that are dedicated to high capacity buses is delays. The same study also found high variations in dwell times at straightforward. However, targeting deployment of high capacity each station, which at times led to bus bunching. buses to address specific overload situations through interlining Fare Payment Methods requires scheduling trips rather than blocks and requires a more 2 Articulated vehicles typically have longer dwell times, the result of a sophisticated process. higher number of passengers boarding and alighting at stops, 1.1.3 Infrastructure Needs particularly if all passengers must board through the front door to Bus Stop Facilities pay fares. TCRP Synthesis 75 found that a third of agencies surveyed reported adjusting their fare collection procedures to speed up Articulated buses are 20 feet longer than standard 40-foot transit boarding times. Example of fare policies include the following: vehicles and typically have three doors compared to the standard two doors. As a result of the vehicle size, agencies must adjust their . Encourage pre-paid fare media, bus stop zones to accommodate the larger vehicle. . Proof of payment to encourage all door boarding, Per TCRP Report 19: Guidelines for the Location and Design of Bus . Off-board fare collection, Stops, an articulated bus requires bus stop zones for far-side and . Converting routes to fare-free through a university pass near-side stops to be a minimum of 90 and 100 feet, respectively, program. and midblock stops to be a minimum of 150 feet. Far-side stops after Vehicle Scheduling Because articulated vehicles typically have longer overall runtimes 2 TCRP Report 75: Uses of Higher Capacity Buses in Transit Service, than 40-foot buses, this can impact scheduling a mixed fleet. In the 2008. TCRP Synthesis study, 77 percent of responding agencies operate a

Literature Review | 3

Assessment of Articulated Bus Utilization

a turn typically have a minimum 90-foot zone, however, a longer As with bus bays or curbside bus stops, agencies must consider zone will allow a bus driver an easier transition to position the bus. adding extra stop length when constructing bus bulbs that will serve TCRP Synthesis 75 reiterates these bus stop guidelines. If more than articulated vehicles. While length standards vary by agency, one bus may stop simultaneously, the bus stop zone must be according to one case study, in the City of Vancouver, British lengthened proportionally. Lengthening a bus stop typically results in Columbia, Canada, a stop serving a 60-foot articulated bus and a 40- removal of on-street parking. foot trolley spans a total length of 105 feet. Moreover, the width of a bus bulb should be determined by the width of a parking lane. In addition to bus stop zones, agencies also report the need to Finally, bus bulbs are most commonly located on streets with 24- lengthen bus bays, move street furniture to accommodate the three hour parking.3 doors, install new bus stop pads (59 feet in length) to accommodate all doors, and the addition of curb space for bus layovers. Agencies Roadway Conditions also reported modifying loading gates. A 60-foot articulated bus weighs approximate 38,000 to 50,000 Bus Bulbs pounds, empty, which is above the legal curb weight and may damage pavement, necessitating additional maintenance, particularly TCRP Report 65: Evaluation of Bus Bulbs (2001) provides information on local roads and collector streets. A 2014 study conducted for and case studies regarding the use of bus bulbs, which are sections APTA on transit bus axle weight limits suggests installing pavements of sidewalk that extend from the curb of a parking lane to the edge specifically designed to withstand transit bus axle loads at targeted of a through lane. By allowing buses to stop in the traffic lane, bus locations where transit buses frequently stop, start, or turn. For bulbs permit reduced pedestrian congestion at heavy traffic sidewalk example, installing Portland cement concrete pads at bus stops may stops and eliminate the need for a bus to maneuver into a parking mitigate costs associated with frequent maintenance. In addition, the lane at a curbside stop. Thus, bus bulbs can prove particularly useful study suggests that from a systems perspective, replacing 40-foot at high ridership stops, including those served by high capacity transit buses with high capacity (such as articulated) buses can services such as articulated buses. reduce overall pavement impacts, given that fewer articulated buses Overall, TCRP Report 65 provides general information regarding bus may be required on a given route.4 bulbs rather than specific guidelines for articulated buses. Cities surveyed cited several reasons for installing bus bulbs, including high transit ridership; re-entry problems for buses during peak vehicular times; the need to segregate transit and pedestrian activities on sidewalks; and the need for transit amenities at existing curbside 3 TCRP Report 65: Evaluation of Bus Bulbs, 2001. 4 stops with insufficient depth for street furniture. An Analysis of Transit Bus Axle Weight Issues, APTA, 2014.

4 | Literature Review

Assessment of Articulated Bus Utilization

While articulated buses are longer, they maneuver similarly to a 40- capacity vehicles the same wage as those operating standard foot bus, particularly in turning radius.5 Key roadway design features vehicles (TCRP 75, pg. 12). such as lane and shoulder widths, lateral and vertical clearances, vehicle storage dimensions, and minimum turning radii are typically 1.1.5 Branding and Customer Perception based on the standard 40-foot bus. Some research points towards In TCRP Synthesis 75, agencies described their customers’ experience restricting heavy buses to certain roadway functional classes, such as with articulated buses by saying that 84 percent of respondents rate highways and arterial roads; however, this is not always consistent their experience as “very good” and 12 percent rate it as with the needs of transit riders.6 Finally, although the question of “acceptable.” whether articulated buses (and in particular, CNG articulated buses) A key benefit of articulated buses, from a customer’s point of view, is pose specific issues when powering up hills was researched, no the reduction of overloads and pass-ups that occur on specific trips. information could be located on this topic. However, as addressed in This is a benefit to existing riders, but does not generate new a later section, peer agencies surveyed via the Peer Community and ridership necessarily; it may, however, encourage retention of Best Practices Review did not cite challenges navigating articulated existing riders over time. buses up steep inclines or on particular topographies. Features riders liked the most about articulated vehicles included: 1.1.4 Operator Training . More seats – less standing Because articulated vehicles maneuver similarly to 40-foot vehicles, . Less overcrowding agencies do not need to provide additional training to operators. In . More space one case, reported in TCRP Synthesis 75, Denver RTD does provide a special training for operating articulated buses in the downtown . Ability to carry more passengers, no one left at stop transfer garages due to difficult turning movements and space . Novelty of articulated joint constraints. Overall, none of the agencies surveyed reported . Smooth ride comfortable interior providing additional training for operators assigned to articulated Features riders disliked the most about articulated vehicles included: buses. Similarly, nearly all agencies reported paying operators of high . Bounce and movement of rear seats at highway speeds . Low-floor bus ride not as smooth

. Seats in articulated joint 5 TCRP Report 19: Guidelines for the Location and Design of Bus . Road dust entering passenger compartment Stops, 1996. . Longer wait times 6 An Analysis of Transit Bus Axle Weight Issues, APTA, 2014. . Use of HC buses for commuter buses

Literature Review | 5

Assessment of Articulated Bus Utilization

The 2011 study of articulated buses in Montreal’s transit agency incidents at intersections. Champaign-Urbana Mass Transit District found that running articulated buses on three high ridership routes buses are also equipped with an audio beep signal that is activated led to an increased level of comfort for riders and increased ridership when the right turn signal is on to alert pedestrians that the bus is levels.7 Literature cited in the same study points to articulated buses making a right turn. attracting more choice riders and increasing the level of comfort of existing users through more space on the bus. 1.2 BEST PRACTICES IN MAINTENANCE

Although the literature reviewed indicated strong levels of passenger 1.2.1 Fleet Maintenance satisfaction with articulated buses, information regarding more broad In TCRP Synthesis 75, more than 50 percent of the respondents said community and public perceptions could not be found. However, as they had issues with increased maintenance and operating costs addressed in the Peer Community and Best Practices Review, associated with articulated buses. The Madison Bus Size Study’s community perceptions with articulated vehicles are generally review of articulated bus operations at WMATA (Washington, DC) overwhelmingly positive. and King County Metro (Seattle, WA), and data from the Bus 1.1.6 Other Operational Procedures Research and Testing Center, found it cost 43 percent more to Policies and Regulation maintain an articulated bus than a 40-foot bus. The increased maintenance costs of the articulated buses were attributed to an Three states in North America report legislative and regulatory extra set of brakes and wheels, as well as their more complex drive limitations in operating high capacity buses. The only regulation that train and articulated joint. pertains to articulated buses specifically is in Utah, where the state DOT must issue an exemption certificate each year to allow 60-foot Fuel articulated buses to operate on Utah’s highways. While dependent on fuel type, the fuel economy of articulated buses Safety was reported as poorer than that of 40-foot buses by 83 percent of respondents in the TCRP Synthesis 75. In addition, the report Champaign-Urbana Mass Transit District installs three strobe lights expressed some concern about the increased curb weight of on each side of the bus that flash when the left or right turn signal or alternatively-fueled articulated buses and the effect this could have 4-way flashers are on. The reason for the flashing lights is to alert on vehicle capacity. motorists and pedestrians that the bus will be turning and to reduce If CATA implements articulated buses into its fleet, it will likely power these vehicles using compressed natural gas (CNG). As part of this 7 The Effects of Articulated Buses on Dwell Times and Running Times, assessment, literature was reviewed for considerations specific to Journal of Public Transportation, Vol. 14, No. 3, 2011.

6 | Literature Review

Assessment of Articulated Bus Utilization

articulated buses using a CNG fuel source. However, no relevant 1.3 CONCLUSION information could be found. The study review found that articulated buses are generally perceived 1.2.2 Maintenance Facility well with riders and that agencies report overall satisfaction with Over 70 percent of the respondents in TCRP Synthesis 75, reported them. Prior to putting articulated buses into service, bus stop loading the necessity to make modifications to their maintenance facilities to zones, bus bays, and bus stop pads must be adjusted to accommodate articulated buses. These modifications included: accommodate larger buses. Operators, historical agency data, and lengthening bays and pits; installation of three post lifts; the Altoona Bus Testing Facility all confirm that articulated buses modifications to the exhaust vent and lubrication reel systems; have slower acceleration times, which can impact overall runtimes. revisions or expansion to yard parking configurations; and The findings are mixed in terms of whether dwell times at stops modifications to the fueling and wash facilities because of vehicle increase or decrease. The impact is likely tied to the agency’s fare lengths. policy and whether all-door boarding is allowed. Ultimately, the According to APTA Architectural and Engineering Design for a Transit benefit to the agency lies in the additional capacity articulated buses Operating and Maintenance Facility, a typical work bay for a 40-ft create and in increased rider satisfaction. Agencies report reducing bus requires 1,200 sq. ft.; a work bay for an articulated bus requires the number of pass ups and the ability to carry more passengers with 1,600 sq. ft. A maintenance facility can service up to ten articulated fewer vehicles and operators on high ridership routes. buses with one bay dedicated to articulated buses. Fleets with 11 to Finally, maintenance costs can increase with the implementation of 20 articulated buses need two work bays dedicated to articulated articulated vehicles, and the use of alternative fuels could impact repair and fleets with 21 to 30 articulated buses need three work passenger capacity levels. As such, if necessary, maintenance facilities bays dedicated to articulated repair. may need to be reconfigured to accommodate articulated vehicles.

Literature Review | 7

Assessment of Articulated Bus Utilization

(Urban iNTD)’s peer identification module, limiting results to agencies operating articulated buses and utilizing 2015 National Transit Database data. This model, which is based on the TCRP Report 2 141: A Methodology for Performance Measurement and Peer Peer Community and Best Practices Comparison in the Public Transportation Industry (2010), calculates a likeness score for each peer agency based on a series of system and Review urban area characteristics, including: presence of rail, urban population, revenue miles operated, operating budget, population As summarized in Appendix A, CATA engaged in an extensive density, service area type, percent college students, and population stakeholder outreach process to obtain a list of potential concerns growth rate. and issues with articulated bus implementation. CATA then used this Using this module as well as CATA staff input, four peer agencies stakeholder input to conduct a review of peer U.S. transit agencies were selected. The system service area, operating characteristics, and that operate articulated buses and serve large university productivity of each peer are compared to those of CATA in Table 1. communities. A summary of input received during the Peer Despite having a relatively smaller service area population, CATA Community and Best Practices Review is presented in this section. ranks near the top of the group in revenue miles operated and Appendix B provides a listing of questions posed during the peer annual ridership. When compared using operating budget or vehicles review and all peer responses. in maximum service, CATA sits in the middle of the peers. 2.1 PEER SELECTION

To select and compare peers, CATA used the Florida Department of Transportation (FDOT) Urban Integrated National Transit Database

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Table 1 | Peer Agencies Selection Characteristics

Vehicles Urban Revenue Operated in Operating Annual Agency Location University Served Area Miles Maximum Budget Ridership Population Operated Service

Centre Area Transportation State College, Pennsylvania State 89,403 59 2,904,662 $13,996,889 7,325,851 Authority (CATA) Pennsylvania University

Champaign-Urbana Mass Champaign- University of Illinois 152,500 95 3,426,630 $31,577,286 13,391,124 Transit District (CUMTD) Urbana, Illinois

Greater Lafayette Public Lafayette,

Transportation Corporation Indiana Purdue University 154,822 50 1,769,607 $11,074,678 4,954,150 (CityBus) Iowa State Ames Transit Agency (CyRide) Ames, Iowa 60,438 78 1,556,574 $18,442,540 6,706,327 University Virginia Polytechnic Blacksburg, Blacksburg Transit Institute and State 94,250 35 902,879 $6,264,642 3,699,328 Virginia University

2.2 SUMMARY OF INTERVIEWS

The peer review process consisted of interviews with the peer agencies’ operations and maintenance staff, and was structured to obtain answers to stakeholder questions and concerns, and to deliver a thorough reporting of the potential planning, operations, safety, perception, and maintenance challenges of articulated bus implementation along with related solutions. Table 2 presents a summary of the date of each peer interview as well as the agency representatives who participated.

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Assessment of Articulated Bus Utilization

Table 2 | Peer Interviews Summary Table 3 | Fleet Characteristics

Number of Routes Agency Interview Participants Interview Date Number of on Which Agency Articulated Vehicles / Karl Gnadt, Andrew Johnson, Articulated Buses CUMTD May 11, 2017 Percent of Fleet Tracey Pettigrew, Jay Rank Operate CityBus Marty Sennett May 15, 2017 CUMTD 16 / 14% 3-4

CityBus 7 / 9% 3 CyRide Sheri Kyras, Barb Neal, Rich Leners May 17, 2017 CyRide 6 / 8% 1 Blacksburg Harland Brown, Mike Price June 19, 2017 Blacksburg Transit 7 / 14% 4-5 Transit

2.4 PLANNING CONSIDERATIONS To enhance the peer review, in September 2017, CATA also spoke with a representative from New Flyer Industries, Inc., a vehicle 2.4.1 Implementation manufacturer. The interview provided supplemental information on Peer agencies were asked to describe factors leading to the decision to operational and maintenance issues with articulated buses. implement articulated buses, including whether they subscribed to a ridership standard or other threshold at which to consider high 2.3 FLEET CHARACTERISTICS capacity vehicles. In general, peers considered very high ridership or overcrowded routes (including those where bus drivers were often In general, among peer agencies surveyed, articulated vehicles make forced to leave passengers at stops due to an exceeded maximum load up a relatively small percentage (between eight and 14 percent) of on board) when evaluating the need for articulated buses. Peers overall bus fleets. Of all peers, Blacksburg Transit operates articulated reported that those routes warranting higher capacity service were buses on the most routes (up to five). In addition, with 16 articulated generally obvious due to visible overcrowding issues. Blacksburg vehicles (12 diesel and four hybrid), CUMTD has the largest total Transit, whose vehicle load standards dictate a maximum load number of articulated vehicles in its fleet. Table 3 compares the (including standees) on 40-foot buses of 80 passengers, observed this articulated bus fleet characteristics of each peer agency. standard being exceeded on certain routes on a regular basis, and investigated higher capacity service to address the issue.

After evaluation of capacity needs, all systems currently operate articulated vehicles on their respective campuses, serving large populations of students.

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2.4.2 Bus Stop and Roadway 2.4.3 Staffing Levels In some cases, prior to implementation, peer agencies were inclined to For the most part, the peer agencies reported that implementation of make minor modifications to bus stops to accommodate articulated articulated vehicles did not result in a major net increase or decrease buses. For instance, in Ames, Iowa, in cases where articulated buses of staffing levels. This can be attributed to two reasons: articulated were slated to share relatively small pull-off areas with 40-foot buses buses represent a relatively small amount of each peer’s fleet; and (or would block crosswalks under current conditions), CyRide moved agencies that operate around large university communities already articulated stops to slightly different locations. Despite this example, experience consistent turnover when the school year begins and ends. peers reported that following an assessment of bus stop sizes, the agencies were able to incorporate articulated vehicles into their 2.5 BRANDING AND PERCEPTION respective bus stop networks with relative ease. In addition, while some agencies reported having general bus stop spacing standards Only one peer agency, CityBus, chose to brand articulated buses (minimum or maximum distance between stops), no peers maintain differently from the rest of the fleet; the agency sells advertising to special stop spacing standards for routes that articulated buses serve. apartment complexes, allowing advertisers to “wrap” buses in copy. In addition, CyRide has considered rebranding the route on which it Going forward, in the context of new development projects or bus stop operates articulated buses once the line is operated using entirely high construction initiatives, agencies interviewed plan to regularly consider capacity vehicles. whether platform or pull-off area sizes will be large enough to accommodate articulated vehicles. CUMTD reported that for future Overall, peers reported that students and other riders perceive stops serving multiple routes, the agency aims for a pull-off platform articulated buses quite well. Some riders even appreciate the novelty area length of between 150 and 220 feet. In addition, Blacksburg of the “bendy” (bellows) portion of the bus and enjoy riding articulated Transit reports that the length of a bus stop serving only an articulated vehicles more than 40-foot buses. In addition, according to peer bus should be a minimum of 80 feet. agencies, universities and greater communities located in service areas where articulated buses operate have responded very positively to the Agencies were also able to implement articulated bus service into their aesthetics, operation, and overall service of articulated vehicles. As no roadway networks without right of way modifications. Several peer agencies reported performing targeted outreach prior to articulated agencies reported test driving articulated vehicles prior to final bus implementation, this positive perception cannot be attributed to purchases or bus debuts. In some cases, these pilot runs led to the public education or marketing campaigns. discovery of hindering turning movements or excessively narrow streets that would hinder articulated bus service. However, no roadway Finally, peer agencies reported no particular issues with excessive noise limitations were significant enough to deter an agency from from articulated buses. two agencies, CityBus and CyRide, went so far implementing articulated bus service. as to say that their articulated buses are quieter than their 40-foot buses. In addition, for safety reasons, CUMTD, has installed audible

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Assessment of Articulated Bus Utilization right hand turn indicators on its articulated fleet. Given that this sound In addition, agencies reported no issues on articulated buses is more noticeable in calm environments, the agency has avoided accommodating or interacting with disabled populations. One agency, operating articulated buses in quieter residential areas when possible. Blacksburg Transit, noted that it provides special training to operators on how to accommodate disabled passengers on all vehicles. 2.6 SAFETY AND COMFORT 2.7 OPERATIONS Peer agencies reported no articulated bus-specific safety concerns related to pedestrians, bicyclists, or bus riders. Although one agency, 2.7.1 Scheduling Blacksburg Transit, reported periodically receiving complaints In general, peer agencies reported that articulated vehicles were not a regarding buses traveling in an unsafe manner in or adjacent to a challenge to schedule, block, or interline. CityBus and CyRide (the bicycle lane, articulated buses do not generate complaints at a higher latter of which only operates one articulated bus route) chose not to rate. interline routes.

Due to the large size of an articulated bus, operators have limited Rather than utilize detailed blocking, Blacksburg Transit makes an visibility towards the rear of the vehicle. To assist operators, three of effort to keep articulated buses on routes where ridership is heaviest the four peer systems have cameras on articulated vehicles to view the for the entire service day. This plan usually involves keeping a vehicle bus’s exterior or rear doors; only CityBus and CyRide allow drivers on the same route for an entire block or all day long, even considering access to the cameras. Despite visibility limitations, in general, peer that peak periods shift over the course of a service day (especially agencies did not report having to overcome any particular or unique when influenced by student class schedules), and buses will experience challenges stemming from this issue – such as unruly passengers or trips with low ridership volumes. However, given the certainty that medical disturbances – in a manner different from how they would ridership will pick up again, in such a case, keeping an articulated otherwise act during a similar situation while operating a 40-foot bus. vehicle on the same route is often the preferred course of action. However, in anticipation of a greater number of intoxicated student riders, CyRide removes articulated buses from service during late night Finally, like Blacksburg, CUMTD prefers to keep articulated buses on weekend hours to spare drivers a potentially daunting trip. routes operating on the University of Illinois campus for entire service days. Routes that originate or end on campus but eventually travel off On the question of whether one articulated bus or two 40-foot buses campus are less likely to be assigned articulated vehicles. is safer on a roadway, peers generally reported that either one articulated bus was preferred (given that one driver as opposed to two 2.7.2 Vehicle Operation would produce due to a smaller chance of human error), or that the Representatives from peer agencies were asked about any concerns, scenarios were equally safe. issues, or challenges related specifically to articulated bus operation. Overall, operators do not find articulated vehicles particularly

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Assessment of Articulated Bus Utilization challenging to drive, and in many cases, have noted that these buses inclement winter weather – or any other inclement weather that are easier to operate than 40-foot vehicles. Indeed, articulated buses impacts road conditions, at the agency’s discretion – and develop an can have a comparatively better, tighter turning radius brought on by appropriate policy that balances capacity and safety. the bellows in the center of the vehicle, and the fact that both bus In addition, given that the CATA service area contains a number of compartments are 33 to 35 feet. Peer agencies also did not cite any raised crossings, the question of whether articulated vehicles pose issues regarding how passenger weight distribution can affect specific challenges for these roadway configurations was explored drivability in regular or inclement weather conditions. during this review. Despite this concern, neither the peer agencies nor In addition, despite being considered a potential challenge during the the vehicle manufacturer interviewed identified this topic as an issue. stakeholder review process, peer agencies did not voice any concerns Finally, it is not recommended that articulated bus operators back up regarding the ability of articulated vehicles to accelerate effectively. vehicles. At one agency (CyRide), drivers are expressly prohibited from Agencies also did not cite any issues operating on hills or particular doing so. In limited cases, maintenance or towing personnel may back topographies. Finally, some peers suggested that articulated buses up a vehicle in the case of a breakdown or accident, or to remove a pose less of a toll on a roadway than a 40-foot bus, despite the vehicle from a ditch. increased vehicle weight. CyRide noted that Iowa State University once investigated this issue, comparing gross axle weights distribution of 2.7.3 Operator Training differently sized vehicles. The University determined that spreading a Operators at all peer agencies receive some level of special training – vehicle’s weight over three axles as opposed to two was preferable for approximately four hours of on-board training – before being able to a roadway’s longevity. operate an articulated bus during revenue service. In addition to on- board training, Ames Transit imposes more stringent requirements on Among operational challenges discussed, one agency representative its articulated operators: prior to operation, drivers must have driven a noted that drivers can sometimes take time to become accustomed to minimum of 500 hours and have no accidents on record. how the final axle of a bus trails, which is slightly different from that of a 40-foot bus. Articulated buses are also difficult to operate during If desired, agencies may request multiple levels of additional training snowy or icy conditions, CyRide and Blacksburg Transit at the from the manufacturer at a cost. While some agencies choose this management’s discretion temporarily pull the vehicles off the road option, given that articulated vehicles drive similarly to 40-foot during such inclement weather. In particular, agencies cited issues with vehicles (especially if operating a vehicle by the same manufacturer), the back portion of the bus drifting, sliding, and the turntable and extensive training to supplement a provided service manual is often center axle “jackknifing” (dangerously folding over). To address these unnecessary. Primarily, articulated bus operators must become familiar issues, some manufacturers place an engine in the mid-frame portion with the vehicle’s center axle and extra joint to gain effective driving of the bus. However, to achieve maximum safety, agencies generally experience. When purchasing vehicles, agencies should engage in recommended carefully testing and observing articulated buses during

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Assessment of Articulated Bus Utilization discussions with the manufacturer on what the proper level of training economy rate. Additional maintenance costs stem from articulated may be, based on driver experience or other concerns. buses’ third axle, extra set of doors, and bellows. For the three peer agencies that responded to a maintenance inquiry, Table 4 compares 2.7.4 Boarding Standards maintenance costs per mile for fleets of articulated and 40-foot buses Three of the four peer agencies only allow boarding through the front of a similar age. On average, CyRide articulated vehicles cost the doors of an articulated bus. Despite this policy, the peers with front greatest percentage more per mile (140 percent) than do 40-foot door boarding only did not cite any overwhelming issues with dwell vehicles. In addition, CUMTD articulated vehicles cost the greatest times or particular challenges regarding schedule design and amount to maintain per mile ($1.80) of any reporting peer. However, adherence. Nonetheless, given that students ride free in the CyRide given that articulated buses are often not used throughout the entire system, the agency is currently considering dual door boarding. service year in University communities (where demand ebbs during In the CUMTD service area, at most stops, University of Illinois students summer months and holiday periods), average extra costs can balance (who ride fare-free) are required to show identification and may only out with those of other vehicles over time. In addition, one agency board through the front doors. However, at certain, high ridership representative noted that two vehicles (as opposed to one high stops (known as iStops) on the University campus, the agency permits capacity vehicle) can equal more miles, and higher insurance costs. universal, fare-free boarding through both sets of vehicle doors for all riders. This policy, coupled with the fact that students are not even required to show identification, greatly reduces bus dwell time at iStops and allows articulated vehicles to move efficiently through busy areas.

2.7.5 Supplemental/Special Service One agency, CyRide, reported using articulated buses successfully for special, high ridership events on campus such as orientation and football games.

2.8 MAINTENANCE

2.8.1 Costs Agencies reported that articulated vehicles are slightly more expensive to maintain than 40-foot vehicles. This is to be expected; articulated vehicles are larger, contain unique parts, and have a lower fuel

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Table 4 | Maintenance Cost per Mile Comparison8 even that mechanics need more time to address the additional parts of an articulated vehicle, which can add to labor costs. For both CUMTD Cost per Mile Agency % Increase and CityBus, the increase in maintenance labor costs accounted for 40-Foot Articulated approximately 25 percent of the increase in overall maintenance costs.

CUMTD $0.97 $1.80 +85% Table 5 | Maintenance Labor Cost per Mile Comparison

CityBus $0.18 $0.29 +68% Labor Cost per Mile Agency % Increase CyRide $0.35 $0.84 +140% 40-Foot Articulated

CUMTD $0.12 $0.32 +167% Table 5 breaks out maintenance labor costs by system. The CUMTD CityBus $0.03 $0.06 +100% and CityBus systems reported an increase of over 100 percent in labor maintenance costs. This can be attributed to the fact that some agencies may use two mechanics for an articulated bus inspection, or Peer agencies were also asked to compare the fuel mileage for a 40- foot bus versus that of an articulated bus, which would result in a fuel

cost increase. One agency, CyRide, stated that while their 40-foot 8 It should be noted that another variable when looking at vehicles get 4.5 miles to the gallon, the articulated vehicles only maintenance costs is the size of the fleet. Small fleets can see large achieve 2.75 miles per gallon. In the absence of hard data, CUMTD and fluctuations in maintenance costs per year if one or two catastrophic CityBus estimated that the fuel mileage decrease from a smaller failures occur. Large fleets do not normally see such large fluctuations. vehicle to an articulated bus ranges from 15 to 25 percent. All of the peer systems reviewed operate very small fleets of articulated buses. Finally, due to a larger seating/standing area, while quite variable,

agencies may incur additional heating and cooling costs for articulated In addition, as the transit industry does not have standards for vehicles. Additionally, given that 60-foot vehicles generally have two reporting cost data, all cost data received was based on agencies’ internal accounting systems. FTA requires that costs be reported on a units (one in the front and another in the rear), HVAC system capital per mile basis, which standardizes this metric across systems. Instead costs are likely to be comparatively higher with articulated buses. In of concentrating on the absolute numbers in the table, it is much more contrast, 40-foot vehicles usually have just one HVAC unit. important for CATA to look at the comparison between the maintenance costs for the articulated bus fleet and the forty-foot 2.8.2 Inspection Procedures / Preventative buses at each agency. CATA can apply the percentage increase range Maintenance from the chart to their costs to maintain 40-foot buses to estimate Peer agencies did not report any particular challenges or anomalies what their maintenances costs for articulated buses will be. associated with inspection procedures or preventative maintenance.

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Assessment of Articulated Bus Utilization

Like other vehicles, articulated bus inspection procedures are generally the rear of the vehicle since it is 20 feet longer and can inadvertently based on the bus manufacturer’s schedule. Some providers allow block part of an intersection. Adequate tow truck operator training additional time for preventative maintenance procedures – and may easily overcomes this problem. For towing, peer agencies either use use additional mechanics – given that articulated vehicles are larger. their own maintenance staff or an outside local vendor. For more Additionally, CyRide stated that all parts involving articulated joints, detailed information, manufacturers’ articulated bus training manuals, including bellows, can take relatively longer to replace if necessary. received with each new procurement, contain extensive instructions on towing. Multiple peer agency representatives stated that articulated buses are often replaced less frequently than other vehicles because they 2.8.4 General Maintenance operate in full service for a smaller portion of the year. Thus, Blacksburg Transit offered insight on two maintenance issues unique replacement schedules tend to be longer than 40-foot buses. to its articulated fleet:

It should also be noted that while dependent on manufacturer . The agency sometimes encounters issues with slightly worn specifications, fuel tanks for articulated buses are not generally larger down tires on the middle axle, eliciting a harder line-up process than those of 40-foot buses. A review of vehicles of both sizes during alignment. However, this has not proven to pose a manufactured by the New Flyer (Xcelsior series) and Nova Bus (LFS tremendous hardship; and series) manufacturers revealed identical fuel tank sizes. . Obtaining a special bus washer equipped to wash articulated 2.8.3 Towing buses is recommended for any maintenance facility handling During the stakeholder review, participants inquired as to whether larger vehicles. towing an articulated bus could pose challenges. Peer agencies voiced no concerns with towing procedures, responding that towing an 2.9 CONCLUSION articulated vehicle is not very different from towing a 40-foot bus, with Overall, peer agencies have had positive experiences with articulated the exception of having more weight to tow. Articulated buses are buses in large university communities. Despite a lack of public much easier to maneuver in tight traffic when driving because of their outreach and minimal pre-implementation planning, articulated short wheelbase. The same applies for towing and negotiating sharp vehicles are perceived well – and often better than 40-foot buses – by turns; when towing, an articulated bus is easier to maneuver. the communities in which they operate. Moreover, these buses have In the vast majority of cases, it is recommended that articulated buses effectively addressed capacity issues and are often even reported as be towed from the front of the vehicle. When towing an articulated relatively easier to operate than 40-foot buses. Finally, as long as an bus, the bent portion of the bus will trail the front portion. One issue agency adequately prepares its facilities and staff prior to identified when towing articulated buses is clearing intersections with implementation, maintenance concerns are minor.

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Assessment of Articulated Bus Utilization

In addition to PSU, CATA serves a variety of residential and commercial areas, schools, and major destinations situated across the southern portion of Centre County. These include: Mount Nittany 3 Medical Center; Geisinge r Scenery Park and Gray’s Woods; The Operating Environment Review Colonnade; Nittany Mall; Innovation Park; Tussey Mountain; Cato Park; State College Area High School; North Atherton Place; and Toftrees. 3.1 SYSTEM OVERVIEW This section provides an overview of CATA’s transit service, The Centre Area Transportation Authority (CATA) is the transit system availability and bus stop amenity standards, fleet and facilities. serving Centre County, Pennsylvania. Centre County houses 35 total 3.1.1 Transit Service municipalities, nine of which are situated within CATA’s service area: CATA operates three service types:  Bellefonte Borough; . CATABUS is a fixed-route bus service that consists of the  Benner Township; Community (23 routes), Campus (4 routes), and Game Day  College Township; Football Shuttle (2 routes) services;  Ferguson Township; . CATACOMMUTE is made up of ridesharing, vanpool, and  Halfmoon Township; Emergency Ride Home programs; and  Harris Township; . CATARIDE is a paratransit service for seniors and persons  Patton Township; with disabilities.  Spring Township; and  State College Borough. CATABUS Overview

The University Park campus of Pennsylvania State University (PSU) is In its 2016 submission to the National Transit Database, CATABUS the largest activity center and main generator in the CATA service reported providing 6.8 million trips, serving a service area of 89 area. University Park is home to over 46,000 undergraduates as well square miles comprised of 104,360 people. as 20 student complexes housing nearly 8,400 students. Seven CATA operates 23 Community routes that serve destinations additional complexes, slated to house over 3,800 students, have been including Downtown State College, PSU, Bellefonte, and Pleasant proposed. Gap, as well as various shopping centers, apartment complexes, and residential areas. Of these routes, eight are classified as commuter or express services. Campus routes are comprised of four fare-free

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circulators, each of which is identified as a “Loop” or “Link” route. supervisors, CATA Maintenance has 14 positions that perform bus These circulators operate across the PSU campus and downtown maintenance functions and six positions responsible for fueling and area. In addition, during college football season, CATA operates two washing the fleet. Additionally, four positions perform facilities Game Day Football Shuttles that serve downtown hotels and parking maintenance duties and report to a Facilities Maintenance garages as well as South Atherton Street. Supervisor. The CATA Maintenance Manager is responsible for all maintenance operations. Service Availability and Bus Stop Amenities CATA seeks to make transit service available to 90 percent of its 3.1.3 Fleet service area population with a transit stop located within a quarter- The CATA fleet consists of fixed route buses, paratransit buses, mile walk. vanpool vehicles, and CATA service vehicles. CATA operates 71 fixed route buses ranging from 2 to 19 years old. While the majority of Bus stops are distributed to strike an appropriate balance between these vehicles are 40-foot New Flyer models, CATA also operates safety, comfort, and service productivity. Most CATA bus stop several 35-foot New Flyer buses, four 30-foot El Dorado buses, and, amenities, which can include seating, shelters, information boxes, and five 33-foot Ford cutaway buses purchased in 2015. The agency’s waste receptacles, are negotiated as development conditions entire fixed route fleet is powered by compressed natural gas. through the local land development and redevelopment processes. CATABUS operates 60 vehicles during maximum service, and In addition, CATA dedicates a small amount of its capital funding maintains a spare ratio of 18 percent. each year to bus stop amenities. This allocation is primarily used for stops where ridership has grown substantially since the adjacent For its CATARIDE service, CATA operates six wheelchair-equipped property was initially developed. CATA prioritizes a bus stop’s vans and loans 51 vans for the CATACOMMUTE vanpool service. suitability for an amenity based on ridership trends, as well as the CATA maintains 27 non-revenue, supervisory, and service vehicles for willingness of adjacent property owners to enter partnership staff usage. agreements with the agency. Often, priority is given to those sites CATA’s preventative maintenance inspection program is based on a where a property owner agrees to take responsibility for constructing 6,000-mile inspection interval (in line with the bus manufacturers’ and maintaining a portion of the amenity or amenities. recommendations and industry standards) for all vehicles. 3.1.2 Maintenance Department Inspections are normally performed on second shifts, while follow-up Responsible for maintaining the agency’s fleet, all facilities, and bus repairs are performed on additional shifts. In addition, annually, shelters, the CATA Maintenance Department operates on a seven- CATA performs a major inspection on its entire fleet. CATA operators day schedule. Staff work three shifts on weekdays, and a reduced, are required to perform pre-trip and post-trip inspections, and to three-shift schedule on Saturdays and Sundays. Overseen by three complete daily vehicle inspection reports. CATA’s Maintenance

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Department also issues monthly reports on fleet performance assesses and ranks Community and Campus CATABUS routes on detailing reliability, mean distance between failures, and fuel and basic operational characteristics, service productivity, and other engine oil consumption. service-related statistics. All route rankings provided in the sections below are out of 27 total routes (23 Community routes and 4 3.1.4 Facilities Campus routes). On weekdays, excluding football shuttles, CATABUS CATA is currently constructing a new, state-of-the-art maintenance operates 24 routes during the morning peak and midday service facility set to open for use in Summer 2017. The building is designed periods, 26 routes during the afternoon peak period, and 17 routes to accommodate the current fleet as well as articulated buses. The during the evening and late periods. 15 routes are operational on facility holds five bays to accommodate 40-foot buses and one bay Saturdays; 9 run service on Sundays. designed for 60-foot articulated buses. This sixth bay will have a three-post lift which will not only provide CATA the ability to service 3.2.1 Route Profiles 60-foot buses, but also the flexibility to service an additional 40-foot Below, the span, frequency, ridership, schedule adherence, and bus when needed. alignment characteristics of each CATABUS route are described, along with maps illustrating each route’s respective alignment. All Ultimately, the bus storage area in the new facility will be expanded data used in the assessment was collected between July 2016 and to contain 16 total lanes, each of which will accommodate six 40-foot December 2016, except for boardings per trip data (reported during buses with front bumper mounted bike racks. As such, CATA will April 2016). have the ability to store 96 40-foot buses or a combination of 40- foot and 60-foot articulated buses. In addition, the new building has Table 6 provides a summary of CATABUS operational characteristics. two bays for lighter duty vehicles, a chassis wash bay large enough to The CATABUS system-wide average weekday headway is handle articulated buses, a body repair bay, and a 75-foot long paint approximately 32 minutes on weekdays; Saturday and Sunday booth. average headways are 39 and 52 minutes, respectively. Across all routes, CATABUS averages 31,566 daily weekday boardings, 15,556 3.2 ROUTE SCREENING daily Saturday boardings, and 8,090 daily Sunday boardings. The average CATABUS route moves 3.3 passengers per revenue mile, and To understand how the inclusion of articulated vehicles will impact 38.1 passengers per revenue hour. Routes arrive on-time CATA’s operations of transit services, a review of current operational approximately 81 percent of the time. and alignment characteristics is necessary. This assessment will help to provide an institutional understanding of the system and will serve as the baseline of service operations for project calculations and estimations. Excluding gameday football shuttles, the review

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Table 6 | CATA System Summary Route A CATA System Summary Route A provides morning and afternoon peak service on weekdays Community 23 from Park Forest Village to the Penn State campus via Atherton Street. As shown in Figure 1, on average, Route A’s 8:10 AM trip Campus 4 Route Type toward campus carries the greatest number of passengers (13.3). As Game Day 2 shown in Figure 2, which depicts Route A’s alignment and total Football Shuttles boardings and alightings by stop, the majority of activity on this Weekday 4:45 AM – 3:30 AM Overall route is within the Downtown/Penn State campus area. This route Saturday 6:40 AM – 3:30 AM th th Span ranks 19 in passengers per hour, and 25 in weekday ridership Sunday 7:25 AM – 12:59 AM compared system-wide. Table 7 summarizes operational AM Peak 32 characteristics for this route.

Average Weekday Midday 28 Figure 1 | Route A: Weekday Boardings per Trip Headway PM Peak 35 (Minutes) Saturday 39 7:15 AM 10.7 Sunday 52 7:35 AM 1.0 Average Weekday 31,566 8:10 AM 13.3 Daily Saturday 15,556 4:20 PM 7.0 Ridership Sunday 8,090 Average Passengers 4:37 PM 1.8 3.3 Start TripTime per Revenue Mile 4:57 PM 9.4 Average Passengers 38.1 5:32 PM 2.3 per Revenue Hour 5:52 PM 4.3 Average On-Time 81.1% Performance 0.0 5.0 10.0 15.0

Average Boardings

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Table 7 | Route A: Operational Characteristics

Route A: Park Forest Village to Penn State Campus / Downtown Route Type Community-Commuter 7:15 AM - 8:36 AM; Weekday 4:19 PM - 6:29 PM Span Saturday -- Sunday -- Early -- AM Peak 50 Midday -- Weekday Headway PM Peak 45 (Minutes) Evening -- Late -- Saturday -- Sunday -- Weekday 38.8 Daily Saturday -- Ridership Sunday -- Passengers per 0.9 Revenue Mile Passengers per 11.0 Revenue Hour On-Time 71.1% Performance

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Assessment of Articulated Bus Utilization Figure 2 | Route A: Bus Stop Ridership Map

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Assessment of Articulated Bus Utilization Route B Table 8 | Route B: Operational Characteristics Route B serves the Penn State campus/Downtown area and Tussey Route B: Tussey Mountain to Penn State Campus / Downtown Mountain via University Drive and Atherton Street with service Route Type Community-Commuter provided on weekdays and Saturdays (Table 8). As shown in Figure 3, 6:56 AM - 8:59 AM; Weekday the route’s earliest weekday trip toward the campus/Downtown area 10:20 AM - 7:36 PM Span (6:56 AM) carries, on average, the greatest number of passengers per Saturday 10:20 AM - 6:29 PM hour (12.1). As indicated in Figure 4, although activity is evenly Sunday -- distributed across the route, boardings and alightings are highest in Early -- the Downtown area. AM Peak 80 Figure 3 | Route B: Weekday / Saturday Boardings per Trip Midday 2 trips Weekday Headway PM Peak 35 6:56 AM 12.1 7:27 AM 3.1 (Minutes) Evening 60 8:15 AM 8.7 Late -- 10:20 AM 4.0 Saturday 6 trips 10:55 AM 4.3 Sunday -- 2:30 PM 9.8

Weekday 3:05 PM 1.8 Weekday 56.7 Daily 4:00 PM 9.5 Saturday 10.5 Ridership 4:42 PM 2.5 Sunday -- 5:09 PM

Trip Start Start TripTime 8.7 Passengers per 6:09 PM 1.5 0.3 10:20 AM 1.0 Revenue Mile 10:57 AM 2.8 Passengers per 5.8 2:30 PM 3.6 Revenue Hour 3:20 PM 1.5 Saturday On-Time 5:25 PM 4.0 74.1% Performance 6:02 PM 2.0

0 2 4 6 8 10 12 14

Average Boardings

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Assessment of Articulated Bus Utilization Figure 4 | Route B: Bus Stop Ridership Map

24 | Operating Environment Review

Assessment of Articulated Bus Utilization Route C Table 9 | Route C: Operational Characteristics Route C runs from Penn Hills to the Penn State campus/Downtown Route C: Penn Hills to Penn State Campus / Downtown area during weekday morning and afternoon peak periods, as well as Route Type Community-Commuter during limited midday hours (Table 9). The route’s frequency is 7:02 AM - 8:43 AM; highest during the morning peak (35 minutes). On average, Route C’s Weekday 12:18 PM - 1:43 PM; 7:18 AM trip toward campus carries the greatest number of passengers Span 4:13 PM - 6:08 PM (Figure 5). Route C ranks lowest of any CATABUS route in weekday Saturday -- ridership and passengers per hour. The route sees the most daily Sunday -- activity along the State College portion of its alignment (Figure 6). Early -- Figure 5 | Route C: Weekday Boardings per Trip AM Peak 35 Midday 55 7:02 AM 1.2 Weekday Headway PM Peak 55 7:18 AM 8.4 (Minutes) Evening -- 7:35 AM 1.0 Late -- 8:13 AM 5.2 Saturday -- 12:18 PM 1.3 Sunday -- 12:35 PM 1.9 Weekday 26.2 Daily 1:13 PM 1.0 Saturday --

Trip Start Start TripTimes Ridership 4:13 PM 4.4 Sunday --

4:43 PM Passengers per 1.0 0.3 Revenue Mile 5:00 PM 4.7 Passengers per 5:38 PM 1.3 5.2 Revenue Hour 0.0 2.0 4.0 6.0 8.0 10.0 On-Time Average Boardings 86.7% Performance

Operating Environment Review | 25

Assessment of Articulated Bus Utilization Figure 6 | Route C: Bus Stop Ridership Map

26 | Operating Environment Review

Assessment of Articulated Bus Utilization Route F Table 10 | Route F: Operational Characteristics Route F operates on weekday mornings and evenings from The Route F: The Meadows to Penn State Campus / Downtown Meadows neighborhood of Ferguson Township to the Penn State Route Type Community - Commuter campus via College Avenue and Pine Grove Road (Table 10). The 7:11 AM - 12:41 PM; route’s busiest average trip is at 7:11 AM, which carries 17.6 Weekday 3:49 PM - 5:45 PM passengers and runs toward the campus and Downtown (Figure 7). Span Saturday -- With 8.7 passengers per revenue hour, Route F ranks 22nd in the system and sees most of its daily activity around the Penn State Sunday -- campus (Figure 8). Early -- AM Peak 65 Figure 7 | Route F: Weekday Boardings per Trip Midday 2 trips Weekday 7:11 AM 17.6 PM Peak 55 Headway (Minutes) Evening -- 7:35 AM 1.3 Late -- 8:18 AM 6.0 Saturday -- 8:42 AM 1.2 Sunday -- 11:40 AM 1.5 Weekday 43.8 12:03 PM 2.5 Daily Ridership Saturday -- 3:49 PM 2.0 Trip Start Start TripTime Sunday -- 4:00 PM 6.2 Passengers per 0.5 4:16 PM 8.0 Revenue Mile

4:38 PM 2.0 Passengers per 8.7 5:01 PM 11.0 Revenue Hour On-Time 0 5 10 15 20 74.1% Average Boardings Performance

Operating Environment Review | 27

Assessment of Articulated Bus Utilization Figure 8 | Route F: Bus Stop Ridership Map

28 | Operating Environment Review

Assessment of Articulated Bus Utilization Route G Table 11 | Route G: Operational Characteristics Route G operates on weekday mornings and evenings (with limited Route G: Stormstown to Penn State Campus / Downtown midday service) from Stormstown to the Penn State Route Type Community-Commuter campus/Downtown area via Halfmoon Valley Road (Table 11). Route 6:53 AM - 8:55 AM; G’s busiest trip is its first, occurring at 6:53 AM (toward campus) and Weekday 11:46 AM - 1:38 PM; th carrying 12.2 passengers (Figure 9). The route ranks 26 in passengers Span 4:04 PM - 6:43 PM per hour and 24th in weekday ridership. Rider activity is most active Saturday -- around the Penn State campus, and where the route intersects with Sunday -- Valley Vista Drive (Figure 10). Early -- Figure 9 | Route G: Weekday Boardings per Trip AM Peak 80 Midday 1 trip 6:53 AM 12.2 Weekday Headway PM Peak 60 7:33 AM 1.8 (Minutes) Evening --

8:16 AM 8.3 Late -- Saturday -- 12:04 PM 2.9 Sunday -- 12:51 PM 2.1 Weekday 41.3 Daily Saturday -- Trip Start Start TripTime 4:04 PM 10.1 Ridership Sunday -- 4:51 PM 1.4 Passengers per 0.3 5:04 PM 7.1 Revenue Mile Passengers per 5:54 PM 1.1 5.3 Revenue Hour 0 2 4 6 8 10 12 14 On-Time Average Boardings 78.4% Performance

Operating Environment Review | 29

Assessment of Articulated Bus Utilization Figure 10 | Route G: Bus Stop Ridership Map

30 | Operating Environment Review

Assessment of Articulated Bus Utilization

Route HP Table 12 | Route HP: Operational Characteristics One of the more frequent CATABUS services, Route HP operates all Route HP: Geisinger Gray's Woods to Downtown day on 20 or 25-minute headways, from Geisinger Gray’s Woods to Route Type Community Downtown, via Atherton Street, Fox Hollow Road, Curtin Road, and Weekday 6:24 AM - 10:07 PM South Pugh Street (Table 12). The route also provides 30-minute Span Saturday 9:43 AM - 10:07 PM service on Saturdays. The route’s busiest weekday trip leaves Geisinger Sunday -- Gray’s Woods at 9:05 AM and carries over 40 passengers on average Early -- (Figure 11). The busiest Saturday trip also runs toward Downtown, departing at 12:10 PM and seeing over 15 boardings (Figure 12). AM Peak 20 Route HP ranks 16th in passengers per revenue hour and 13th in Midday 25 Weekday average weekday ridership. PM Peak 20 Headway (Minutes) Evening 25 Late -- Saturday 30 Sunday -- Weekday 618.9 Daily Ridership Saturday 177.0 Sunday -- Passengers per 1.1 Revenue Mile Passengers per 16.9 Revenue Hour On-Time 76.2% Performance

Operating Environment Review | 31

Assessment of Articulated Bus Utilization

Figure 11 | Route HP: Weekday Boardings per Trip Figure 12 | Route HP: Saturday Boardings per Trip

6:24 AM 1.5 9:43 AM 3.2 12.1 7:03 AM 7.4 15.5 10:05 AM 14.6 7:10 AM 11.0 16.9 4.3 2.0 10:43 AM 3.3 7:43 AM 23.9 8:05 AM 26.8 11:05 AM 13.2 38.6 3.0 9:03 AM 24.5 11:43 AM 41.7 9:24 AM 10.4 4.6 17.9 12:10 PM 15.2 10:03 AM 14.5 4.2 10:24 AM 14.1 12:48 PM 10.5 28.6 7.3 11:03 AM 10.1 1:10 PM 12.6 8.0 11:24 AM 26.3 4.4 8.6 1:48 PM 3.4 12:10 PM 18.0 2:15 PM 5.8 12:48 PM 10.1 16.5 6.4 6.8 1:10 PM 16.2 2:53 PM 4.2 7.8 1:48 PM 3:15 PM 10.0 9.1 2:15 PM 9.6 18.0 3:53 PM 3.2 2:53 PM 10.3 7.3 3:15 PM 4.7 4:15 PM 6.0

18.1 Trip Start Start TripTime Trip Start Start TripTime 3:53 PM 11.5 4:53 PM 7.8 4:13 PM 5.5 4.3 3.3 5:15 PM 9.8 4:34 PM 6.6 15.2 5:53 PM 4.8 5:04 PM 2.4 5:15 PM 6.2 6:15 PM 5.8 15.4 5:53 PM 12.6 6:53 PM 2.2 6:15 PM 5.2 9.3 7:15 PM 4.0 6:53 PM 6.8 5.8 4.1 7:15 PM 7:53 PM 3.2 9.2 2.3 7:53 PM 5.1 8:15 PM 8:15 PM 3.0 2.9 6.1 8:53 PM 8:53 PM 4.6 3.0 9:15 PM 4.2 9:15 PM 2.9 6.6 9:53 PM 4.8 9:53 PM 4.8 0 5 10 15 20 25 30 35 40 45 0 2 4 6 8 10 12 14 16 Average Boardings Average Boardings

32 | Operating Environment Review

Assessment of Articulated Bus Utilization Figure 13 | Route HP: Bus Stop Ridership Map

Operating Environment Review | 33

Assessment of Articulated Bus Utilization Route K Route K operates from Cato Park to the Penn State campus via College Table 13 | Route K: Operational Characteristics Avenue (Table 13) offering hourly headways on weekdays and Route K: Cato Park to Penn State Campus / Downtown providing limited trips on Saturdays. The route’s busiest weekday trip Route Type Community travels toward Downtown at 9:08 AM, carrying 11.8 passengers on Weekday 7:08 AM - 9:58 PM average (Figure 14). Route K ranks 23rd in passengers per revenue 7:08 AM – 8:58 AM; hour, 20th in weekday ridership, and 15th in Saturday ridership. Figure Span Saturday 12:09 PM – 1:59 PM; 16 reveals that ridership is well-distributed across the route. 4:09 PM - 5:59 PM Sunday -- Early -- AM Peak 55 Midday 60 Weekday Headway PM Peak 60 (Minutes) Evening 60 Late -- Saturday 60 Sunday -- Weekday 117.8 Daily Saturday 18.3 Ridership Sunday -- Passengers per 0.8 Revenue Mile Passengers per 7.6 Revenue Hour On-Time 89.3% Performance

34 | Operating Environment Review

Assessment of Articulated Bus Utilization Figure 14 | Route K: Weekday Boardings per Trip Figure 15 | Route K: Saturday Boardings per Trip

7:08 AM 6.5 7:42 AM 3.0 7:08 AM 1.0 8:08 AM 10.5 8:42 AM 3.7 8:08 AM 2.2 9:08 AM 11.8 9:42 AM 3.4 10:08 AM 6.6 8:42 AM 1.8 10:42 AM 4.7 11:08 AM 5.4 11:42 AM 4.4 12:09 PM 3.0 12:08 PM 5.7 12:42 PM 4.4 1:08 PM 3.2 12:42 PM 1.8 1:42 PM 4.4 2:08 PM 3.8 1:09 PM 1.0 2:42 PM 4.5

3:08 PM 3.9 Trip Start Start TripTime Trip Start Start TripTime 3:42 PM 6.5 1:42 PM 2.0 4:08 PM 4.8 4:42 PM 6.4 5:08 PM 5.6 4:09 PM 3.0 5:42 PM 8.9 6:08 PM 1.9 4:42 PM 6:42 PM 4.7 3.4 7:08 PM 1.9 7:42 PM 4.1 5:09 PM 2.0 8:08 PM 2.3 8:42 PM 3.0 9:08 PM 2.4 5:42 PM 2.4 9:42 PM 3.0

0 2 4 6 8 10 12 14 0 1 2 3 4 Average Boardings Average Boardings

Operating Environment Review | 35

Assessment of Articulated Bus Utilization Figure 16 | Route K: Bus Stop Ridership Map

36 | Operating Environment Review

Assessment of Articulated Bus Utilization Route M Table 14 | Route M: Operational Characteristics Route M operates from Nittany Mall to the Penn State campus via Route M: Nittany Mall to Penn State Campus / Downtown College Avenue on weekdays and weekends. Route M is one of CATA’s Route Type Community more frequently offered services on weekdays, with 25-minute Weekday 6:23 AM - 2:29 AM morning peak service and 35-minute service through the rest of the Span Saturday 6:40 AM - 2:29 AM day (Table 14). Route M ranks 16th in weekday ridership, and seventh Sunday 9:57 AM - 12:29 AM on both Saturdays and Sundays. In general, trips during the weekday Early -- morning and afternoon peak periods carry the greatest number of passengers (Figure 17). The route is ranked 17th in terms of AM Peak 25 passengers per revenue hour averaging 16.3 riders every hour. Midday 35 Weekday Passenger activity is at its highest at The Villas at Happy Valley student PM Peak 35 Headway (Minutes) housing complex, at Nittany Mall, and on the Penn State campus Evening 35 (Figure 20). Late 35 Saturday 70 Sunday 70 Weekday 513.6 Daily Ridership Saturday 367.8 Sunday 202.5 Passengers per 1.2 Revenue Mile Passengers per 16.3 Revenue Hour On-Time 77.7% Performance

Operating Environment Review | 37

Assessment of Articulated Bus Utilization Figure 17 | Route M: Weekday Boardings per Trip Figure 18 | Route M: Saturday Boardings per Trip

3.1 6:40 AM 2.0 6:37 AM 7.4 7:15 AM 8.6 7:02 AM 1.2 17.6 7:37 AM 4.6 7:32 AM 3.2 10.0 8:25 AM 9.2 7:57 AM 2.9 23.6 8:47 AM 8.4 8:27 AM 7.1 18.5 9:35 AM 15.2 8:52 AM 4.5 23.5 9:57 AM 10.6 9:22 AM 4.1 14.5 10:45 AM 16.2 9:57 AM 5.7 15.2 11:07 AM 18.6 10:32 AM 5.5 11:55 AM 18.4 11:07 AM 10.6 8.4 12:17 PM 17.0 11:42 AM 5.9 8.7 1:05 PM 11.8 12:17 PM 10.4 1:27 PM 20.2 12:52 PM 7.5 6.3 2:15 PM 17.8

1:27 PM 9.3 2:37 PM 21.0 Trip Start Start TripTime Trip Start Start TripTime 2:02 PM 10.9 3:25 PM 6.5 12.0 2:37 PM 13.0 3:47 PM 11.0 35.4 3:12 PM 15.0 4:35 PM 9.5 15.0 3:47 PM 20.5 4:57 PM 29.0 9.5 4:22 PM 18.5 5:45 PM 20.6 7.4 4:57 PM 24.5 6:07 PM 21.0 7.2 5:32 PM 21.5 6:55 PM 14.6 4.5 6:07 PM 16.3 7:17 PM 16.6 6.8 6:42 PM 12.0 8:05 PM 15.2 6.9 7:17 PM 9.6 8:27 PM 16.2 5.7 7:52 PM 9.3 9:15 PM 13.4 4.8 8:27 PM 11.9 9:37 PM 7.6 6.3 9:02 PM 10.7 10:25 PM 6.6 9.3 9:37 PM 10:47 PM 9.6 6.1 10:12 PM 9.7 11:35 PM 2.3 2.6 10:47 PM 6.1 11:57 PM 8.0 2.1 11:22 PM 5.0 1:43 AM 2.3 2.3 11:57 PM 6.4 1:57 AM 12.0 0 5 10 15 20 25 30 0 5 10 15 20 25 30 35 40

Average Boardings Average Boardings

38 | Operating Environment Review

Assessment of Articulated Bus Utilization Figure 19 | Route M: Sunday Boardings per Trip

9:57 AM 9.0 10:45 AM 11.3 11:07 AM 6.8 11:55 AM 10.8 12:17 PM 10.8 1:05 PM 9.5 1:27 PM 11.0 2:15 PM 8.5 2:37 PM 12.8 3:25 PM 14.5 3:47 PM 12.5

4:35 PM 10.8 Trip Start Start TripTime 4:57 PM 13.3 5:45 PM 12.3 6:07 PM 10.8 6:55 PM 7.0 7:17 PM 6.8 8:05 PM 7.8 8:27 PM 11.0 9:15 PM 5.3 9:37 PM 8.5 10:25 PM 1.5 10:47 PM 5.0 11:35 PM 1.5 11:57 PM 8.0

0 2 4 6 8 10 12 14 16 Average Boardings

Operating Environment Review | 39

Assessment of Articulated Bus Utilization Figure 20 | Route M: Bus Stop Ridership Map

40 | Operating Environment Review

Assessment of Articulated Bus Utilization Route N Table 15 | Route N: Operational Characteristics Route N serves the region spanning The Colonnade shopping center Route N: Martin Street / Aaron Drive to Penn State Campus / to the Penn State campus via Atherton Street. Route N also offers a Downtown high level of weekday service, providing 20-minute peak service, 30- Route Type Community minute midday service and 40-minute service during the evening and Weekday 6:24 AM - 12:59 AM late night hours. Service during the weekend is operated with 40- Span Saturday 7:25 AM - 12:59 AM minute headways (Table 15). The route’s busiest trips occur at 2:24 PM Sunday 7:25 AM - 12:59 AM (toward The Colonnade) on weekdays (Figure 21), 12:45 PM (toward Early -- Downtown) on Saturdays (Figure 22), and 8:05 PM/10:05 PM (toward AM Peak 20 Downtown) on Sundays (Figure 23). Route N ranks 11th in weekday ridership, 5th in Saturday and Sunday ridership, and 13th in passenger Midday 30 Weekday per revenue hour. Figure 24 details that the route has heavier Headway PM Peak 20 ridership throughout the Penn State campus. (Minutes) Evening 40

Late 40 Saturday 40

Sunday 40 Weekday 983.2 Daily Saturday 779.6 Ridership Sunday 602.5 Passengers per 2.9 Revenue Mile Passengers per 29.1 Revenue Hour On-Time 85.2% Performance

Operating Environment Review | 41

Assessment of Articulated Bus Utilization Figure 21 | Route N: Weekday Boardings per Trip Figure 22 | Route N: Saturday Boardings per Trip

12.9 2.0 6:45 AM 12.3 3.1 6:45 AM 3.4 7:05 AM 12.5 1.8 1.8 7:25 AM 11.0 7:25 AM 28.4 2.2 2.4 7:45 AM 28.4 8:05 AM 8.6 1.1 3.4 8:05 AM 20.7 1.9 8:45 AM 21.6 8:25 AM 52.0 4.0 4.0 9:25 AM 23.6 8:45 AM 26.9 3.7 5.2 9:05 AM 36.4 10:05 AM 30.4 3.8 7.4 9:25 AM 38.0 5.0 10:45 AM 31.2 9:45 AM 27.0 18.8 5.7 11:25 AM 33.0 10:05 AM 15.9 4.0 19.6 10:45 AM 30.4 12:05 PM 38.6 17.6 14.2 11:25 AM 14.3 12:45 PM 40.6 12:05 PM 11.9 12.6 1:25 PM 35.4 12:45 PM 18.3 13.2 1:25 PM 7.4 2:05 PM 26.8

15.8 Trip Start Start TripTime Trip Start Start TripTime 2:05 PM 14.8 54.2 2:45 PM 23.0 2:45 PM 7.9 30.6 18.9 3:25 PM 3:25 PM 8.4 30.0 21.6 3:45 PM 7.9 4:05 PM 39.2 21.6 31.0 4:05 PM 31.4 23.1 4:45 PM 18.2 4:25 PM 11.3 33.0 27.5 5:25 PM 29.6 4:45 PM 35.0 23.1 5:05 PM 5.7 6:05 PM 16.2 28.2 26.0 5:25 PM 8.0 20.5 6:45 PM 13.3 5:45 PM 6.6 20.8 20.9 7:25 PM 12.4 6:05 PM 6.0 15.0 24.6 6:45 PM 6.7 8:05 PM 12.2 23.7 16.2 7:25 PM 6.6 25.4 8:45 PM 8:05 PM 6.9 18.2 23.8 9:25 PM 8:45 PM 5.5 24.9 15.2 9:25 PM 9.6 10:05 PM 17.8 31.9 10:05 PM 6.8 33.0 10:45 PM 19.4 10:45 PM 4.8 16.6 25.8 11:25 PM 10.0 11:25 PM 5.2 15.4 12:24 AM 25.2 12:24 AM 18.0 0 10 20 30 40 50 60 0 10 20 30 40 50

Average Boardings Average Boardings

42 | Operating Environment Review

Assessment of Articulated Bus Utilization Figure 23 | Route N: Sunday Boardings per Trip

7:44 AM 8.0 8:05 AM 2.7 8:44 AM 16.0 9:05 AM 7.5 9:44 AM 25.0 10:05 AM 6.8 10:44 AM 29.5 11:05 AM 6.3 11:44 AM 28.5 12:05 PM 8.0 12:44 PM 30.0 1:05 PM 10.8 1:44 PM 26.3 2:05 PM 26.5 2:44 PM 32.5

3:05 PM 20.0 Trip Start Start TripTime 3:44 PM No Data 4:05 PM 24.3 4:44 PM 17.5 5:05 PM 27.3 5:44 PM 27.7 6:05 PM 19.3 6:44 PM 15.0 7:05 PM 26.3 7:44 PM 13.0 8:05 PM 32.8 8:44 PM 9.8 9:05 PM 29.8 9:44 PM 3.0 10:05 PM 32.8 10:44 PM 4.8 11:05 PM 22.0 11:44 PM 5.7 12:24 AM 12.6 0 5 10 15 20 25 30 35

Average Boardings

Operating Environment Review | 43

Assessment of Articulated Bus Utilization Figure 24 | Route N: Bus Stop Ridership Map

44 | Operating Environment Review

Assessment of Articulated Bus Utilization Route NE Table 16 | Route NE: Operational Characteristics An express route, Route NE operates from Trader Joe’s Plaza to the Route NE: Trader Joe's Plaza to Penn State Campus Penn State campus on weekdays. As Table 16 illustrates, Route NE Route Type Community-Express offers 20-minute headways during the morning peak and midday Weekday 7:19 AM - 9:55 PM periods, 15-minute service during the afternoon peak period, and 35- Span Saturday -- minute service during evening hours. The route’s busiest trip occurs at Sunday -- 10:44 AM on weekdays, traveling toward the campus and carrying 84.4 Early -- passengers on average (Figure 25). Route NE is one of CATA’s highest performing routes, ranking third in weekday ridership as well as AM Peak 20 passengers per revenue hour. The stops with the most passenger Midday 20 Weekday boardings and alightings are located on the Penn State campus area Headway PM Peak 15 (Figure 26). (Minutes) Evening 35

Late -- Saturday -- Sunday -- Weekday 1,796.2 Daily Saturday -- Ridership Sunday -- Passengers per 6.3 Revenue Mile Passengers per 70.6 Revenue Hour On-Time 82.6% Performance

Operating Environment Review | 45

Assessment of Articulated Bus Utilization Figure 25 | Route NE: Weekday Boardings per Trip

7:19 AM 24.0 32.6 7:39 AM 1.1 28.2 7:59 AM 1.8 26.3 8:19 AM 1.3 63.3 8:39 AM 8.2 54.2 8:59 AM 6.0 47.4 9:19 AM 3.8 56.7 9:39 AM 3.6 64.7 9:59 AM 11.9 28.0 10:19 AM 6.6 38.5 10:39 AM 54.6 10:59 AM 84.4 11:19 AM 21.9 19.5 11:39 AM 7.7 40.7 11:59 AM 11.1 12:19 PM 22.6 34.3 12:39 PM 20.2 38.6 12:59 PM 13.9 1:19 PM 22.9 Trip Start Start TripTime 12.3 1:39 PM 14.9 29.7 1:59 PM 12.7 33.0 2:19 PM 40.6 8.4 2:39 PM 16.1 2:59 PM 9.7 19.5 3:19 PM 28.7 11.5 3:39 PM 39.3 15.9 3:59 PM 29.3 9.1 4:19 PM 19.4 6.7 4:39 PM 30.8 6.2 4:59 PM 20.9 7.2 5:19 PM 21.7 12.0 5:39 PM 34.3 8.5 5:59 PM 18.2 7.7 6:19 PM 17.2 7.6 6:39 PM 13.9 6.9 6:59 PM 18.2 6.6 7:19 PM 17.6 7.2 7:39 PM 18.2 8:19 PM 26.1 5.5 8:59 PM 21.0 3.9 9:39 PM 20.6 0 20 40 60 80 100

Average Boardings

46 | Operating Environment Review

Assessment of Articulated Bus Utilization Figure 26 | Route NE: Bus Stop Ridership Map

Operating Environment Review | 47

Assessment of Articulated Bus Utilization Route NV Table 17 | Route NV: Operational Characteristics Route NV is an express route that offers service from Toftrees to the Route NV: Toftrees to Penn State Campus Penn State campus/Downtown area on weekdays with 30-minute Route Type Community-Express headways, Saturdays with approximately 25-minute headways, and Weekday 2:30 PM - 3:24 AM Sundays with 60-minute headways (Table 17). The route’s busiest trips Span Saturday 7:30 PM - 3:24 AM occur at 3:30 PM (toward Toftrees) on weekdays (Figure 27), 2:05 AM Sunday 10:00 AM - 12:50 AM (toward Toftrees) on Saturdays (Figure 28), and 8:00 PM (toward Early -- Toftrees) on Sundays (Figure 29). Route NV ranks 14th in passengers per hour, 15th in weekday ridership, and 6th in Saturday and Sunday AM Peak -- ridership. Midday 1 trip Weekday Headway PM Peak 30 (Minutes) Evening 30 Late 30 Saturday 25 Sunday 60 Weekday 531.9 Daily Saturday 394.3 Ridership Sunday 270.1 Passengers per 1.7 Revenue Mile Passengers per 25.4 Revenue Hour On-Time 88.6% Performance

48 | Operating Environment Review

Assessment of Articulated Bus Utilization Figure 27 | Route NV: Weekday Boardings per Trip Figure 28 | Route NV: Saturday Boardings per Trip

2:30 PM 27.8 7:30 PM 14.2 3:00 PM 16.7 3:07 PM 6.1 8:00 PM 15.2 3:30 PM 32.3 8:07 PM 5.4 3:37 PM 3.7 4:00 PM 20.9 8:30 PM 17.2 4:07 PM 4.4 8:37 PM 6.0 4:30 PM 19.2 4:37 PM 4.0 9:00 PM 12.6 5:00 PM 19.4 9:07 PM 11.0 5:07 PM 5.4 5:30 PM 19.9 9:30 PM 14.8 5:37 PM 4.4 9:37 PM 11.6 6:00 PM 22.4 6:07 PM 6.9 10:00 PM 14.8 6:30 PM 16.3 10:07 PM 9.0 6:37 PM 3.8

10:30 PM Trip Start Start TripTime 7:00 PM 19.5 Start TripTime 15.6 7:07 PM 3.5 10:37 PM 9.2 7:30 PM 19.6 7:37 PM 3.3 11:00 PM 13.6 8:00 PM 21.3 11:07 PM 4.4 8:07 PM 4.7 8:30 PM 24.5 11:30 PM 13.2 8:37 PM 6.4 11:37 PM 9:00 PM 20.4 2.8 9:07 PM 4.8 1:02 AM 7.4 9:30 PM 15.6 1:05 AM 9:37 PM 4.8 31.4 10:00 PM 21.0 1:25 AM 23.0 10:07 PM 4.6 10:30 PM 22.3 1:42 AM 4.7 10:37 PM 4.7 2:02 AM 10.4 11:00 PM 17.8 11:07 PM 3.6 2:05 AM 37.4 11:30 PM 13.3 2:08 AM 25.0 11:37 PM 3.9 1:25 AM 13.3 2:25 AM 27.2 0 5 10 15 20 25 30 35 0 5 10 15 20 25 30 35 40

Average Boardings Average Boardings

Operating Environment Review | 49

Assessment of Articulated Bus Utilization Figure 29 | Route NV: Sunday Boardings per Trip

10:00 AM 8.0 10:37 AM 2.8 11:00 AM 6.0 11:37 AM 3.3 12:00 PM 10.5 12:37 PM 6.3 1:00 PM 8.8 1:37 PM 7.3 2:00 PM 15.0 2:37 PM 6.5

Trip Start Start TripTime 3:00 PM 19.5 3:37 PM 4.5 4:00 PM 20.8 4:37 PM 3.8 5:00 PM 19.5 5:37 PM 5.5 6:00 PM 24.0 6:37 PM 9.9 7:00 PM 18.5 7:37 PM 5.8 8:00 PM 24.8 8:37 PM 2.8

0 2 4 6 8 10 12 14 16 18 20 22 24 26

Average Boardings

50 | Operating Environment Review

Assessment of Articulated Bus Utilization Figure 30 | Route NV: Bus Stop Ridership Map

Operating Environment Review | 51

Assessment of Articulated Bus Utilization Route R Table 18 | Route R: Operational Characteristics Route R serves Waupelani Drive and the Penn State campus via Route R: South Atherton Street to Penn State Campus / Atherton Street, offering service seven days per week. Weekday Downtown headways range from 20 to 40 minutes; weekend headways are 40 Route Type Community minutes (Table 18). The route’s busiest trips, occur at 9:01 PM on Weekday 6:09 AM - 12:44 AM weekdays towards Waupelani Drive (Figure 31), 12:09 PM on Span Saturday 7:29 AM - 12:44 AM Saturdays towards Downtown (Figure 32), and on Sundays, 12:49 PM Sunday 7:29 AM - 12:44 AM towards Downtown (Figure 33). Route R ranks 8th overall in weekday Early -- ridership, 4th in Saturday and Sunday ridership, and 7th in passengers AM Peak 20 per hour. Figure 34 reveals that much of the route’s activity takes place at both ends of the route’s alignment. Midday 30 Weekday Headway PM Peak 20 (Minutes) Evening 40 Late 40 Saturday 40 Sunday 40 Weekday 1,609.1 Daily Ridership Saturday 909.2 Sunday 856.0 Passengers per 5.6 Revenue Mile Passengers per 60.0 Revenue Hour On-Time 87.3% Performance

52 | Operating Environment Review

Assessment of Articulated Bus Utilization Figure 31 | Route R: Weekday Boardings per Trip Figure 32 | Route R: Saturday Boardings per Trip

6:09 AM 14.7 29.6 5.1 9:01 AM 6.7 7:01 AM 20.2 27.4 42.0 1.3 9:41 AM 4.6 7:29 AM 40.1 3.4 44.8 41.8 10:21 AM 8.0 8:01 AM 4.2 49.8 43.8 2.6 11:01 AM 8:29 AM 53.9 9.8 8.9 47.2 51.6 9:01 AM 8.2 11:41 AM 19.0 29.7 57.6 7.1 9:29 AM 51.8 12:21 PM 15.2 7.8 59.5 42.4 10:01 AM 16.1 1:01 PM 15.8 48.3 6.6 40.6 10:49 AM 63.2 1:41 PM 23.6 31.1 41.4 11:41 AM 17.9 2:21 PM 16.2 21.9 38.8 12:49 PM 32.4 3:01 PM 16.9 24.4

Trip Start Start TripTime 1:41 PM 16.4 31.0 3:41 PM 34.2 No Data Start TripTime 2:49 PM 16.2 20.7 4:21 PM 28.5 15.0 3:41 PM 38.7 24.4 15.6 5:01 PM 42.0 24.0 4:09 PM 10.6 24.2 45.1 5:41 PM 34.0 8.2 4:41 PM 31.6 17.4 7.3 6:21 PM 69.1 28.8 5:09 PM 12.2 16.5 47.4 15.2 7:01 PM 18.8 5:41 PM 43.0 15.0 9.3 23.3 7:41 PM 6:09 PM 10.8 34.4 19.8 10.2 8:21 PM 24.0 7:01 PM 26.0 15.9 37.8 9:01 PM 14.0 8:09 PM 14.1 45.9 44.2 12.9 9:41 PM 24.4 9:01 PM 77.8 9.0 16.0 38.4 10:21 PM 10:09 PM 25.4 30.2 42.8 11.0 13.7 11:01 PM 25.3 11:01 PM 16.4 6.8 6.2 12:21 AM 28.5 11:41 PM 24.6 0 20 40 60 80 100 0 10 20 30 40 50 60 70

Average Boardings Average Boardings

Operating Environment Review | 53

Assessment of Articulated Bus Utilization Figure 33 | Route R: Sunday Boardings per Trip

No Data 9:01 AM 10.6 30.3 9:41 AM 2.0 24.0 10:21 AM 4.7 41.7 11:01 AM 8.0 35.0 11:41 AM 6.3 36.0 12:21 PM 7.3 43.0 1:01 PM 14.5 42.0 1:41 PM 13.8 37.8 2:21 PM 18.8 35.8 3:01 PM 24.3 33.0

Trip Start Start TripTime 3:41 PM 17.8 24.0 4:21 PM 27.3 25.8 5:01 PM 30.8 23.5 5:41 PM 30.0 23.3 6:21 PM 33.5 22.0 7:01 PM 34.0 12.0 7:41 PM 32.3 17.0 8:21 PM 34.3 5.8 9:01 PM No Data 8.0 9:41 PM 40.0 6.8 10:21 PM 36.0 5.0 11:01 PM 27.5 3.8 11:41 PM 25.5 0 10 20 30 40 50 Average Boardings

54 | Operating Environment Review

Assessment of Articulated Bus Utilization Figure 34 | Route R: Bus Stop Ridership Map

Operating Environment Review | 55

Assessment of Articulated Bus Utilization Route RC Table 19 | Route RC: Operational Characteristics Route RC provides weekday express service every 20-minutes between Route RC: Cato Park to Penn State Campus the Penn State campus and Research Drive, via Whitehall Road (Table Route Type Community-Express 19). The route’s busiest trip heads toward campus at 10:40 AM, Weekday 7:00 AM – 7:51 PM carrying 91.3 passengers on average (Figure 35). Route RC is one of Span Saturday -- CATA’s higher performing routes, ranking fifth in weekday ridership Sunday -- and sixth in passengers per revenue mile. The majority of passenger Early -- activity takes place north of Whitehall Road (Figure 36). AM Peak 20 Midday 20 Weekday Headway PM Peak 20 (Minutes) Evening 20 Late -- Saturday -- Sunday -- Weekday 1,698.3 Daily Saturday -- Ridership Sunday 7.0 Passengers per 5.0 Revenue Mile Passengers per 69.6 Revenue Hour On-Time 81.7% Performance

56 | Operating Environment Review

Assessment of Articulated Bus Utilization Figure 35 | Route RC: Weekday Boardings per Trip

6.3 7:20 AM 64.6 15.1 7:40 AM 28.4 1.5 8:00 AM 24.8 3.2 8:20 AM 58.5 1.9 8:40 AM 87.5 1.9 9:00 AM 59.1 14.7 9:20 AM 88.8 4.9 9:40 AM 70.8 3.9 10:00 AM 32.1 9.0 10:20 AM 34.6 3.9 10:40 AM 92.3 6.2 11:00 AM 65.9 13.7 11:20 AM 25.4 8.2 11:40 AM 35.0 12:00 PM 25.5 12:20 PM 32.3 12.3 12:40 PM 36.7 10.4 Trip Start Start TripTime 1:00 PM 29.4 11.1 1:20 PM 17.7 1:40 PM 17.8 6.3 2:00 PM 35.3 2:20 PM 16.5 23.8 2:40 PM 14.8 3:00 PM 14.7 3:20 PM 13.8 37.2 3:40 PM 13.3 4:00 PM 18.0 4:20 PM 11.5 4:40 PM 18.5 11.8 5:00 PM 6.3 15.7 5:20 PM 6.9 29.2 5:40 PM 7.7 17.4 6:00 PM 5.7 6:20 PM 10.9 6:40 PM 12.5 14.8 7:00 PM 8.1 7:31 PM 21.7 0 10 20 30 40 50 60 70 80 90 100

Average Boardings

Operating Environment Review | 57

Assessment of Articulated Bus Utilization Figure 36 | Route RC: Bus Stop Ridership Map

58 | Operating Environment Review

Assessment of Articulated Bus Utilization Route RP Table 20 | Route RP: Operational Characteristics Route RP offers express service from South Atherton Street to Route RP: South Atherton Street to Downtown State College Downtown State College. On weekdays, the route provides 30-minute Route Type Community-Express headways, with service starting during the midday period. Service Weekday 2:25 PM – 2:46 AM begins during the evening period on Saturdays, with 30-minute service Span Saturday 6:55 PM – 2:46 AM provided until 2:46 AM (Table 20). The route’s busiest trips, both of Sunday -- which head toward Waupelani Drive, take place at 3:44 PM on Early -- weekdays (Figure 37) and 2:16 AM on Saturdays (Figure 38). Route RP ranks 14th in weekday ridership, 10th in Saturday ridership, and with AM Peak 0 51.9, ninth in passengers per revenue hour. Figure 39 shows that Midday 30 Weekday passenger activity is split evenly across the route. Headway PM Peak 30 (Minutes) Evening 30 Late 25 Saturday 30 Sunday -- Weekday 580.3 Daily Saturday 259.8 Ridership Sunday -- Passengers per 4.8 Revenue Mile Passengers per 51.9 Revenue Hour On-Time 82.0% Performance

Operating Environment Review | 59

Assessment of Articulated Bus Utilization Figure 37 | Route RP: Weekday Boardings per Trip Figure 38 | Route RP: Saturday Boardings per Trip

2:25 PM 6.1 6:55 PM 7.6 2:46 PM 17.2 7:16 PM 2:55 PM 6.4 19.0 3:16 PM 22.1 7:25 PM 8.6 3:25 PM 5.4 7:46 PM 3:44 PM 93.0 13.0 3:46 PM 31.5 7:55 PM 7.8 3:55 PM 6.5 4:16 PM 24.6 8:16 PM 10.8 4:25 PM 3.8 8:25 PM 7.8 4:46 PM 21.6 4:55 PM 4.4 8:46 PM 6.4 5:16 PM 35.9 8:55 PM 15.0 5:25 PM 8.4 5:34 PM 11.0 9:16 PM 13.5 5:44 PM 55.0 9:25 PM 16.0 5:46 PM 25.2 5:55 PM 5.7 9:46 PM 17.6

6:16 PM 28.9 9:55 PM 14.8 Trip Start Start TripTime Trip Start Start TripTime 6:25 PM 8.6 6:46 PM 18.8 10:16 PM 14.2 6:55 PM 4.4 10:25 PM 15.8 7:16 PM 27.8 7:25 PM 7.9 10:46 PM 8.2 7:46 PM 26.5 10:55 PM 4.8 7:55 PM 10.3 8:16 PM 33.5 11:16 PM 15.0 8:25 PM 7.7 11:25 PM 8.4 8:46 PM 20.5 8:55 PM 8.5 11:46 PM 14.8 9:16 PM 35.4 11:55 PM 8.0 9:25 PM 8.7 9:46 PM 34.0 1:16 AM 19.0 9:55 PM 8.7 1:25 AM 3.2 10:16 PM 25.6 10:25 PM 6.7 1:46 AM 18.4 10:46 PM 15.5 1:55 AM 3.0 10:55 PM 3.6 11:16 PM 23.2 2:16 AM 29.4 11:25 PM 4.2 2:25 AM 2.0 11:46 PM 17.9 11:55 PM 3.6 2:37 AM 15.2 0 10 20 30 40 50 60 70 80 90 100 0 2 4 6 8 10 12 14 16 18 20 22 24 26 28 30 Average Boardings Average Boardings

60 | Operating Environment Review

Assessment of Articulated Bus Utilization Figure 39 | Route RP: Bus Stop Ridership Map

Operating Environment Review | 61

Assessment of Articulated Bus Utilization Route S Table 21 | Route S: Operational Characteristics Route S provides 50-minute service from Science Park to the Penn Route S: Science Park to Penn State Campus / Downtown State campus/Downtown area via College Avenue and Westerly Route Type Community-Commuter Parkway (Table 21). The route’s busiest trip travels toward Downtown 6:33 AM - 8:45 AM; Weekday at 8:13 AM, carrying approximately 12.7 passengers (Figure 40). Route 4:07 PM - 6:05 PM Span S ranks 26th in weekday ridership and 21st in passengers per mile. As Saturday -- Figure 41 shows, much of the route’s passenger activity occurs in the Sunday -- Penn State campus/Downtown area. Early -- Figure 40 | Route S: Weekday Boardings per Trip AM Peak 50 Midday -- 6:33 AM Weekday 2.7 Headway PM Peak 45 6:51 AM 1.4 (Minutes) Evening --

7:23 AM 9.6 Late -- Saturday -- 7:41 AM 3.9 Sunday -- 8:13 AM 12.7 Weekday 37.3 4:09 PM 4.0 Daily Saturday --

Trip Start Start TripTime Ridership 4:16 PM 7.1 Sunday -- 4:48 PM 1.3 Passengers per 0.6 Revenue Mile 5:01 PM 8.6 Passengers per 5:38 PM 1.3 9.0 Revenue Hour 0 2 4 6 8 10 12 14 On-Time Average Boardings 68.2% Performance

62 | Operating Environment Review

Assessment of Articulated Bus Utilization Figure 41 | Route S: Bus Stop Ridership Map

Operating Environment Review | 63

Assessment of Articulated Bus Utilization Route UT Table 22 | Route UT: Operational Characteristics Route UT provides 30-minute express service from University Terrace Route UT: University Terrace to Penn State Campus to the Penn State campus (Table 22). The route’s busiest trip travels Route Type Community-Express toward Downtown at 10:55 AM, carrying 43.1 passengers on average Weekday 7:05 AM - 6:16 PM th (Figure 42). Route UT ranks 17 weekday ridership and tenth in Span Saturday -- passengers per hour. High ridership stops include University Terrace Sunday -- and Pattee Transit Center (Figure 43). Early -- Figure 42 | Route UT: Weekday Boardings per Trip AM Peak 30 Midday 35 31.1 7:12 AM 11.7 Weekday 19.3 Headway PM Peak 30 7:47 AM 5.6 8.1 8:17 AM 13.2 (Minutes) Evening -- 30.7 8:52 AM 8.7 Late -- 25.9 9:22 AM 8.9 31.7 Saturday -- 9:57 AM 7.9 8.7 10:27 AM 5.3 Sunday -- 43.1 11:02 AM 28.9 8.2 Weekday 458.9 12:07 PM 19.1 Daily 12.8 Saturday -- 12:37 PM Ridership 17.3 Sunday -- Trip Start Start TripTime 1:12 PM 10.2 6.3 1:42 PM 4.3 26.0 Passengers per 2:17 PM 16.9 5.9 4.2 Revenue Mile 2:47 PM 6.1 14.6 Passengers per 3:22 PM 17.5 49.5 3:52 PM 12.4 Revenue Hour 5.6 4:27 PM 12.2 On-Time 4:57 PM 85.0% 7.2 Performance 5:32 PM 14.7 8.3 6:02 PM 4.9 0 5 10 15 20 25 30 35 40 45 50 Average Boardings

64 | Operating Environment Review

Assessment of Articulated Bus Utilization Figure 43 | Route UT: Bus Stop Ridership Map

Operating Environment Review | 65

Assessment of Articulated Bus Utilization Route V Table 23 | Route V: Operational Characteristics Route V provides weekday and weekend service between the Vairo Route V: The Colonnade to Penn State Campus / Downtown Boulevard area and the Penn State campus. Weekday headways are Route Type Community offered at 20 minutes during the peak periods, 30 minutes during the Weekday 6:25 AM - 12:38 AM midday period, and 40 minutes during the evening and late night Span Saturday 7:05 AM - 12:38 AM periods. Weekend headways are provided at 40 minutes (Table 23). Sunday 7:05 AM - 12:38 AM The route’s busiest trips, each of which runs toward campus, occur at Early -- 9:25 AM on weekdays (Figure 44), 12:25 PM on Saturdays (Figure 45), and on Sundays at 11:45 AM and 12:45 PM (Figure 46). Route V ranks AM Peak 20 seventh in weekday ridership, third in Saturday and Sunday ridership, Midday 30 Weekday and 11th in passengers per hour. As displayed in Figure 47, ridership Headway PM Peak 20 tends to peak at the eastern and western ends of the route, including (Minutes) Evening 40 at Vairo Village and the Penn State campus. Late 40 Saturday 40 Sunday 40 Weekday 1,609.9 Daily Ridership Saturday 1,553.1 Sunday 1,290.0 Passengers per 4.4 Revenue Mile Passengers per 47.7 Revenue Hour On-Time 83.7% Performance

66 | Operating Environment Review

Assessment of Articulated Bus Utilization Figure 44 | Route V: Weekday Boardings per Trip Figure 45 | Route V: Saturday Boardings per Trip

16.2 7:05 AM 8.4 6:43 AM 4.3 10.1 4.0 7:23 AM 2.7 7:45 AM 15.2 47.4 7:43 AM 2.6 8.0 19.4 8:25 AM 24.8 8:03 AM 3.4 7.2 19.3 8:23 AM 3.3 9:05 AM 36.6 51.4 13.2 8:43 AM 25.9 9:45 AM 55.4 9:03 AM 15.6 16.8 36.3 10:25 AM 9:23 AM 6.5 51.0 103.0 11.2 9:43 AM 9.1 11:05 AM 61.8 30.1 10:03 AM 12.2 19.8 17.7 11:45 AM 67.8 10:23 AM 7.3 26.6 10:43 AM 36.7 12:25 PM 68.0 11:23 AM 24.1 28.2 27.3 1:05 PM 63.2 12:03 PM 28.6 12:43 PM 30.2 1:45 PM 55.4 17.5 31.2 1:23 PM 27.1 2:25 PM

70.7 45.8 Trip Start Start TripTime Trip Start Start TripTime 2:19 PM 9.0 35.2 3:05 PM 44.4 2:43 PM 31.4 20.2 46.8 3:23 PM 50.7 3:45 PM 45.0 34.4 3:45 PM 16.2 50.8 31.9 4:25 PM 32.4 4:05 PM 11.4 47.6 37.5 4:25 PM 15.0 5:05 PM 33.4 33.6 53.8 4:45 PM 9.1 76.6 5:45 PM 21.4 5:05 PM 11.5 47.8 39.3 6:25 PM 5:25 PM 12.4 31.2 34.3 47.4 5:45 PM 8.9 7:05 PM 23.8 31.0 6:05 PM 9.9 36.6 25.2 7:45 PM 24.3 6:25 PM 12.5 35.7 38.4 7:05 PM 15.7 8:25 PM 41.6 45.2 34.2 7:45 PM 14.6 43.5 9:05 PM 48.4 8:25 PM 16.5 40.0 9:45 PM 9:05 PM 20.0 48.0 41.1 9:45 PM 16.3 10:25 PM 37.2 45.7 10:25 PM 18.1 47.1 11:05 PM 29.8 11:05 PM 15.2 40.6 27.6 11:45 PM 8.6 11:45 PM 15.6 0 10 20 30 40 50 60 70 80 90 100 110 0 5 10 15 20 25 30 35 40 45 50 55 60 65 70

Average Boardings Average Boardings

Operating Environment Review | 67

Assessment of Articulated Bus Utilization Figure 46 | Route V: Sunday Boardings per Trip

7:45 AM 15.0

8:03 AM 5.0

9:45 AM 43.5

10:03 AM 7.5

11:45 AM 60.5

12:03 PM 18.5

12:45 PM 60.5

1:03 PM 25.5

1:45 PM 57.8

Trip Start Start TripTime 2:03 PM 35.0

3:45 PM 42.5

4:03 PM 38.5

5:03 PM 31.3

5:45 PM 42.8

6:03 PM 60.3

7:45 PM 27.5

8:03 PM 49.5

9:45 PM 13.5

11:23 PM 5.0

11:45 PM 4.7

0 10 20 30 40 50 60 70 Average Boardings

68 | Operating Environment Review

Assessment of Articulated Bus Utilization Figure 47 | Route V: Bus Stop Ridership Map

Operating Environment Review | 69

Assessment of Articulated Bus Utilization Route VE Table 24 | Route VE: Operational Characteristics Route VE is CATA’s Vairo Boulevard express route, running from Vairo Route VE: Copper Beach Oakwood to Penn State Campus Boulevard (Copper Beach Oakwood) to the Pattee Transit Center via Route Type Community-Express Atherton Street. The route is one of the system’s most frequent, Weekday 7:07 AM - 10:10 PM providing 10-minute service from the morning peak through the Span Saturday -- afternoon peak periods (Table 24). The busiest trip leaves Vairo Sunday -- Boulevard toward the Penn State campus at 10:47 AM, carrying over Early -- 160 passengers on average (Figure 48). Route VE ranks third in both weekday ridership with passengers per revenue mile. The route is most AM Peak 10 productive at the Pattee Transit Center and along Vairo Boulevard Midday 10 Weekday (Figure 49). Headway PM Peak 10 (Minutes) Evening 20 Late -- Saturday -- Sunday -- Weekday 4,050.5 Daily Saturday -- Ridership Sunday -- Passengers per 7.9 Revenue Mile Passengers per 94.3 Revenue Hour On-Time 81.3% Performance

70 | Operating Environment Review

Assessment of Articulated Bus Utilization Figure 48 | Route VE: Weekday Boardings per Trip

22.6 12:07 PM 34.2 7:16 AM 42.8 4.8 12:27 PM 13.6 85.4 23.3 57.2 7:36 AM 3.9 12:47 PM 62.6 6.8 18.6 1:07 PM 5.9 7:47 AM 41.5 31.1 40.7 17.0 1:27 PM 24.0 7:59 AM 1.5 47.7 1:47 PM 4.4 42.2 8:16 AM 19.9 6.4 27.2 1.8 2:07 PM 65.7 8:27 AM 134.4 2:27 PM 17.6 44.6 33.0 34.1 2:47 PM 11.7 8:36 AM 7.4 16.821.5 6.1 3:07 PM 7.8 8:45 AM 12.0 34.9 101.8 3:27 PM 24.4 42.8 8:56 AM 12.4 34.7 3:47 PM 19.9 2.6 29.9 41.2 9:07 AM 103.7 4:07 PM 18.1 26.5 14.5 26.2 Trip Start Start TripTime 9:19 AM 4:27 PM 13.4 3.8 47.3 115.5 4:47 PM 23.9 9:36 AM 7.8 10.6 23.3 1.7 5:07 PM 10.514.3 9:47 AM 119.1 32.1 5:27 PM 14.7 20.0 5.0 24.9 9:59 AM 10.4 5:39 PM 40.1 38.6 38.0 10:16 AM 19.1 5:47 PM 1.0 20.2 6.0 36.6 6:07 PM 10:27 AM 61.2 14.8 20.7 17.9 6:27 PM 8.1 12.7 10:39 AM 6.1 8.3 21.2 160.6 6:47 PM 10.7 10:56 AM 19.7 22.4 7:07 PM 13.7 10.7 24.7 11:07 AM 36.9 7:27 PM 13.2 44.4 32.7 7:59 PM 8.6 11:19 AM 19.7 7.3 41.1 31.5 8:27 PM 27.4 11:36 AM 8.2 13.8 8.8 34.2 6.0 8:59 PM 27.4 11:47 AM 6.7 65.0 9:27 PM 33.7 21.5 8.9 24.8 11:59 AM 7.2 9:59 PM 8.5 36.1 0 20 40 60 80 100 120 140 160 0 10 20 30 40 50 60 70

Average Boardings Average Boardings

Operating Environment Review | 71

Assessment of Articulated Bus Utilization Figure 49 | Route VE: Bus Stop Ridership Map

72 | Operating Environment Review

Assessment of Articulated Bus Utilization Route VN Table 25 | Route VN: Operational Characteristics Route VN provides express hourly weekday service, 30-minute Route VN: The Colonnade to Penn State Campus / Downtown Saturday afternoon service and all day, hourly service on Sundays from Route Type Community-Express The Colonnade to the Penn State campus (Table 25). The route’s Weekday 5:00 PM - 3:30 AM busiest trips occur at 9:37 PM (toward Downtown) on Mondays Span Saturday 5:00 PM - 3:30 AM through Thursdays, 10:07 PM (toward Downtown) on Fridays (Figure Sunday 7:45 AM - 8:45 PM 50), 2:05 AM (toward The Colonnade) on Saturdays (Figure 51), and at Early -- both 1:22 PM (toward The Colonnade) and 5:45 PM (toward Downtown) on Sundays (Figure 52). Route VN ranks 19th in weekday AM Peak -- ridership, eighth in Saturday and Sunday ridership, and 18th in Midday -- Weekday passengers per revenue hour. Major points of activity along the route Headway PM Peak 60 include Schlow Library and The View Apartments (Figure 53). (Minutes) Evening 60 Late 60 Saturday 30 Sunday 60 Weekday 140.2 Daily Saturday 292.6 Ridership Sunday 199.4 Passengers per 0.9 Revenue Mile Passengers per 13.3 Revenue Hour On-Time 76.5% Performance

Operating Environment Review | 73

Assessment of Articulated Bus Utilization Figure 50 | Route VN: Weekday Boardings per Trip Figure 51 | Route VN: Saturday Boardings per Trip

5:00 PM 9.6 7:30 PM 9.8 5:07 PM 5.1 8:00 PM 7.8 5:30 PM 9.7 8:07 PM 11.0 5:37 PM 4.2 8:30 PM 5.3 6:00 PM 9.6 8:37 PM 15.2 6:07 PM 4.2 9:00 PM 9.8 6:30 PM 8.0 9:07 PM 14.0 6:37 PM 5.2 6:42 PM 2.3 9:30 PM 12.8 7:00 PM 6.4 9:37 PM 19.4 7:07 PM 4.1 9:45 PM 13.0 7:30 PM 10.4 10:00 PM 5.0 7:37 PM 5.6 10:07 PM 20.0 8:00 PM 8.8 10:30 PM 7.8

8:07 PM 6.3 Trip Start Start TripTime Trip Start Start TripTime 10:37 PM 13.2 8:30 PM 8.5 11:00 PM 7.0 8:37 PM 6.8 11:07 PM 11.3 9:00 PM 7.8 11:30 PM 9:07 PM 11.7 7.5 9:30 PM 7.2 11:37 PM 2.4 9:37 PM 11.6 1:02 AM 4.3 10:00 PM 8.7 1:05 AM 21.4 10:07 PM 13.4 1:22 AM 3.2 10:30 PM 7.8 1:25 AM 19.3 10:37 PM 5.8 1:42 AM 4.3 11:00 PM 6.3 1:45 AM 10.2 11:07 PM 5.7 2:02 AM 4.0 11:30 PM 6.7 2:05 AM 32.2 11:37 PM 3.6 2:22 AM 1:02 AM 1.0 12.3 1:25 AM 8.9 2:25 AM 16.4 2:02 AM 1.7 2:45 AM 10.8

0 2 4 6 8 10 12 14 0 5 10 15 20 25 30 35

Average Boardings Average Boardings

74 | Operating Environment Review

Assessment of Articulated Bus Utilization Figure 52 | Route VN: Sunday Boardings per Trip

9:45 AM 4.3 10:22 AM 10.5 10:45 AM 4.7 11:22 AM 10.5 11:45 AM 5.8 12:22 PM 14.5 12:45 PM 5.8 1:22 PM 18.0 1:45 PM 4.5 2:22 PM 14.8 2:45 PM 6.0 Trip Start Start TripTime 3:22 PM 14.0 3:45 PM 14.3 4:22 PM 11.0 4:45 PM 14.5 5:22 PM 12.3 5:45 PM 18.0 6:22 PM 8.3 6:35 PM 3.0 6:42 PM 3.0 6:45 PM 10.5 7:22 PM 7.3 7:45 PM 11.8 8:22 PM 3.7

0 2 4 6 8 10 12 14 16 18 20 Average Boardings

Operating Environment Review | 75

Assessment of Articulated Bus Utilization Figure 53 | Route VN: Bus Stop Ridership Map

76 | Operating Environment Review

Assessment of Articulated Bus Utilization Route W Table 26 | Route W: Operational Characteristics Route W operates on weekdays and Saturdays from Patton Forest Park Route W: Patton Forest Park to Penn State Campus / Downtown to the Penn State campus/Downtown area. The route has varying Route Type Community headways during weekday service depending on the period of day, Weekday 6:00 AM - 12:34 AM while Saturday service is offered every 70 minutes (Table 26). Route Span Saturday 9:20 AM - 12:34 AM W’s busiest trips both operate towards campus; on weekdays, the 8:20 Sunday -- PM trip carries over 62 passengers (Figure 54), and on Saturdays, the Early -- 12:06 PM trip carries over 35 passengers (Figure 55). Route W ranks 12th in weekday ridership, ninth in Saturday ridership, and 15th in AM Peak 35 passengers per revenue hour. Major activity points along the route are Midday 40 Weekday in the campus area, as well as at Havershire Boulevard across from The Headway PM Peak 40 Heights (Figure 56). (Minutes) Evening 50 Late 1 trip Saturday 70 Sunday -- Weekday 668.9 Daily Saturday 290.4 Ridership Sunday -- Passengers per 1.6 Revenue Mile Passengers per 19.7 Revenue Hour On-Time 78.8% Performance

Operating Environment Review | 77

Assessment of Articulated Bus Utilization Figure 54 | Route W: Weekday Boardings per Trip Figure 55 | Route W: Saturday Boardings per Trip

4.3 9:20 AM 2.0 6:25 AM 1.4 5.8 9:46 AM 27.2 7:01 AM 27.5 2.8 10:19 AM 7:41 AM 26.6 3.8 2.5 8:21 AM 39.1 10:56 AM 27.4 6.1 9:01 AM 2.5 11:29 AM 5.4 43.7 9:40 AM 10.9 12:06 PM 35.8 17.6 10:20 AM 6.3 12:39 PM 5.8 45.3 11:00 AM 19.2 1:56 PM 24.4 13.4 11:40 AM 8.2 2:19 PM 14.6 14.4 12:20 PM 2:56 PM 17.6 19.7 1:00 PM 20.9 3:29 PM 21.4

8.0 Trip Start Start TripTime Trip Start Start TripTime 1:40 PM 4:06 PM 14.0 15.5 2:20 PM 20.5 4:39 PM 23.8 7.1 3:00 PM 15.7 5:16 PM 7.1 12.6 3:40 PM 24.5 4.9 5:49 PM 17.8 4:20 PM 26.7 5.5 6:26 PM 7.8 5:00 PM 28.6 7.4 6:59 PM 11.2 5:40 PM 23.4 12.2 7:36 PM 9.2 6:20 PM 17.3 8:09 PM 7.6 7:00 PM 18.2 4.7 9:26 PM 3.8 7:40 PM 21.6 3.4 9:49 PM 12.0 8:20 PM 62.4 4.2 10:26 PM 5.4 9:00 PM 21.1 6.3 10:59 PM 6.6 10:26 PM 12.8 11:36 PM 11:36 PM 1.3 2.3 0 5 10 15 20 25 30 35 40 45 50 55 60 65 0 5 10 15 20 25 30 35 40 Average Boardings Average Boardings

78 | Operating Environment Review

Assessment of Articulated Bus Utilization Figure 56 | Route W: Bus Stop Ridership Map

Operating Environment Review | 79

Assessment of Articulated Bus Utilization Route WE Table 27 | Route WE: Operational Characteristics Route WE is CATA’s Havershire Boulevard express route, running all- Route WE: Circleville Road to Penn State Campus day, 20-minute weekday service from Circleville Road to the Penn Route Type Community-Express State campus (Table 27). As shown in Figure 57, the route’s busiest Weekday 7:02 AM - 7:31 PM trip heads towards the campus at 8:42 AM, carrying 64.5 passengers Span Saturday -- on average. Route WE ranks ninth in weekday ridership and fourth in Sunday -- passengers per hour. Figure 58 reveals that points along both ends of Early -- the route generate the greatest amount of ridership activity. AM Peak 20 Midday 20 Weekday Headway PM Peak 20 (Minutes) Evening 1 trip Late -- Saturday -- Sunday -- Weekday 1,334.4 Daily Saturday -- Ridership Sunday -- Passengers per 8.0 Revenue Mile Passengers per 76.8 Revenue Hour On-Time 88.5% Performance

80 | Operating Environment Review

Assessment of Articulated Bus Utilization Figure 57 | Route WE: Weekday Boardings per Trip

7:19 AM 2.2 11.8 2.4 7:42 AM 30.3 2.1 10.7 8:19 AM 3.6 24.2 1.6 8:42 AM 64.5 5.7 20.8 9:19 AM 4.4 53.8 5.4 9:42 AM 62.2 17.5 21.6 10:19 AM 7.0 12.2 10:42 AM 53.2 15.7 29.6 11:19 AM 15.0 7.6 11:42 AM 16.8 8.5 12:19 PM 29.6 16.1

Trip Start Start TripTime 12:42 PM 25.9 10.5 1:19 PM 27.0 8.3 1:42 PM 9.6 43.0 2:19 PM 32.1 9.3 2:42 PM 13.1 7.1 10.4 3:19 PM 18.8 6.9 25.2 3:42 PM 10.1 18.5 5.3 4:19 PM 11.6 5.2 19.3 4:42 PM 3.2 9.3 3.8 5:19 PM 14.1 6.7 22.5 5:42 PM 6.9 10.8 4.0 6:19 PM 8.2 2.9 6:42 PM 6.5 6.1 7:22 PM 2.6 0 5 10 15 20 25 30 35 40 45 50 55 60 65 70 Average Boardings

Operating Environment Review | 81

Assessment of Articulated Bus Utilization Figure 58 | Route WE: Bus Stop Ridership Map

82 | Operating Environment Review

Assessment of Articulated Bus Utilization Route XB Table 28 | Route XB: Operational Characteristics Route XB runs weekday and Saturday service from Bellefonte to Penn Route XB: Bellefonte to Penn State Campus / Downtown State (Table 28). The busiest weekday trip (7:03 AM) carries, on Route Type Community-Commuter average, 28 passengers toward campus; the busiest Saturday trip 6:07 AM – 10:32 AM; carries over 10 passengers beginning at 9:02 AM (Figure 59). Route XB Weekday 12:47 PM – 7:58 PM; ranks 18th in weekday ridership, 13th in Saturday ridership, and 20th in 10:01 PM – 10:52 PM Span passengers per hour. As shown in Figure 60, major generators include 6:42 AM - 7:36 AM; Saturday the campus, Weis Market, Nittany Mall area, and Centre County 8:57 AM - 6:06 PM Courthouse. Sunday -- Early -- Figure 59 | Route XB: Weekday / Saturday Boardings per Trip AM Peak 55 6:07 AM 9.4 Midday 2 trips 3.2 Weekday 7:03 AM 28.0 Headway PM Peak 75 6.8 8:03 AM 11.2 (Minutes) Evening 1 trip 14.8 9:37 AM 6.7 Late -- 9.7 1:25 PM 8.7 Saturday 6 trips 8.6 Sunday -- Weekday 3:06 PM 15.3 16.3 Weekday 144.7 4:25 PM 9.5 Daily 19.9 Saturday 33.1 6:13 PM 6.1 Ridership 10.1 Sunday -- 7:07 PM 3.5 Trip Start Start TripTime 2.9 Passengers per 0.5 6:42 AM 5.6 Revenue Mile 1.3 9:02 AM 10.4 Passengers per 3.0 9.5

1:42 PM 7.2 Revenue Hour Saturday 2.0 5:40 PM On-Time 9.2 83.9% 0 5 10 15 20 25 30 Performance

Average Boardings

Operating Environment Review | 83

Assessment of Articulated Bus Utilization Figure 60 | Route XB: Bus Stop Ridership Map

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Assessment of Articulated Bus Utilization Route XG Table 29 | Route XG: Operational Characteristics Route XG provides limited weekday and Saturday service from the Route XG: Weis Market to Penn State Campus / Downtown Pleasant Gap/Bellefonte area to Penn State and Downtown (Table 29). Route Type Community-Commuter The busiest weekday trip carries 14 passengers, leaving for Downtown 6:49 AM - 12:39 PM; Weekday at 6:49 AM; the busiest Saturday trip runs in the opposite direction at 3:26 PM - 9:53 PM 4:30 PM, carrying 13.6 passengers (Figure 61). Route XG ranks 21st in 7:42 AM – 8:57 AM; Span weekday ridership, 14th in Saturday ridership, and 25th in passengers Saturday 12:22 PM – 1:37 AM; per revenue hour. Major generators include Penn State, Weis Market, 4:30 PM – 6:50 PM Centre County Courthouse, and the Nittany Mall area (Figure 62). Sunday -- Early -- Figure 61 | Route XG: Weekday / Saturday Boardings per Trip AM Peak 25 6:49 AM 14.0 Midday 1 trip 7:18 AM 4.2 Weekday 7:41 AM 3.9 Headway PM Peak 55 7:49 AM 11.0 (Minutes) Evening 1 trip 8:49 AM 4.2 10:41 AM 12.1 Late -- 11:33 AM 4.6 3:26 PM 5.1 Saturday 10 trips 4:10 PM

Weekday 2.7 Sunday -- 5:02 PM 10.9 5:07 PM 2.8 Weekday 83.9 5:53 PM 7.2 Daily

Trip Start Start TripTime 6:07 PM 2.6 Saturday 28.9 Ridership 7:55 PM 2.7 Sunday -- 8:47 PM 7.4 7:42 AM 8.8 Passengers per 8:20 AM 2.2 0.3 12:22 PM 4.0 Revenue Mile 1:00 PM 3.3 Passengers per Saturday 4:30 PM 13.6 5.5 6:12 PM 1.8 Revenue Hour 0 2 4 6 8 10 12 14 16 On-Time 86.2% Performance Average Boardings

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Assessment of Articulated Bus Utilization Figure 62 | Route XG: Bus Stop Ridership Map

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Assessment of Articulated Bus Utilization White Loop Table 30 | White Loop: Operational Characteristics One of CATA’s highest performing and most frequent services, the White Loop: Penn State Campus / Downtown White Loop campus route provides weekday, Saturday, and Sunday Route Type Campus service around the Penn State campus. This circulator route offers an 7:30 AM – 12:10 AM (3:40 AM on Weekday all-day weekday service frequency between 7 and 10 minutes (Table Thursdays/Fridays) Span 30). The route ranks first in weekday, Saturday, and Sunday ridership. Saturday 9:00 AM-3:40 AM Additionally, the White Loop is the highest rated route in terms of Sunday 9:00 AM – 12:10 AM passengers per revenue hour, transporting 131.1 riders per hour. Early -- Figure 63 illustrates that boardings and alightings are evenly distributed across the route’s alignment. AM Peak 7-10 Midday 7-10 Weekday Headway PM Peak 7-10 (Minutes) Evening 7-10 Late 5-10 Saturday 15 Sunday 15 Weekday 6,935.9 Daily Saturday 3,952.8 Ridership Sunday 2,637.4 Passengers per 11.6 Revenue Mile Passengers per 131.4 Revenue Hour

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Assessment of Articulated Bus Utilization Figure 63 | White Loop: Bus Stop Ridership Map

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Assessment of Articulated Bus Utilization Blue Loop Table 31 | Blue Loop: Operational Characteristics The Blue Loop is another Penn State campus circulator that provides Blue Loop: Penn State Campus relatively frequent weekday and weekend service (Table 31). The Blue Route Type Campus Loop ranks second in weekday, Saturday, and Sunday ridership, as well 4:45 AM – 12:10 AM (2:10 AM on Weekday as in passengers per hour. Figure 64 displays that much of the route’s Thursdays/Fridays) Span activity is concentrated at the Pattee Transit Center. Saturday 9:00 AM - 2:10 AM Sunday 9:00 AM – 12:10 AM Early 20 AM Peak 6-8 Midday 6-8 Weekday Headway PM Peak 6-8 (Minutes) Evening 11 Late 11 Saturday 16 Sunday 16 Weekday 4,671.8 Daily Saturday 3,118.6 Ridership Sunday 1,921.9 Passengers per 7.4 Revenue Mile Passengers per 96.1 Revenue Hour

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Assessment of Articulated Bus Utilization Figure 64 | Blue Loop: Bus Stop Ridership Map

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Assessment of Articulated Bus Utilization Red Link Table 32 | Red Link: Operational Characteristics The Red Link route provides service from Innovation Park to West Red Link: Innovation Park to West Campus Campus. As shown in Table 32, the route’s weekday headways are Route Type Campus offered at 15 minutes in the morning peak and midday periods, at 20 Weekday 4:45 AM - 12:35 AM minutes during the afternoon peak period, at 25 minutes during the Span Saturday 8:45 AM - 11:30 PM early morning and evening period, and at 45 minutes during the late- Sunday 8:45 AM - 11:30 PM night period. Weekend headways remain fixed at 50 minutes. The Red Early 25 Link route ranks sixth in weekday ridership, 12th in Saturday ridership, ninth in Sunday ridership, and 12th in passengers per hour. The route AM Peak 15 experiences its greatest activity along the southern end of its Midday 15 Weekday alignment (Figure 65). Headway PM Peak 20 (Minutes) Evening 25 Late 45 Saturday 50 Sunday 50 Weekday 1,622.3 Daily Saturday 120.3 Ridership Sunday 100.9 Passengers per 3.1 Revenue Mile Passengers per 38.0 Revenue Hour

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Assessment of Articulated Bus Utilization Figure 65 | Red Link: Bus Stop Ridership Map

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Assessment of Articulated Bus Utilization Green Link Table 33 | Green Link: Operational Characteristics The Green Link route runs every 12 minutes from the Penn State Green Link: Commuter Lots to Penn State Campus campus to Penn State commuter lots on weekdays. Among CATABUS Route Type Campus routes, the Green Link ranks 10th in weekday ridership and with 54.8, Weekday 7:30 AM – 3:30 PM eighth in passengers per revenue hour. As shown in Figure 66, major Span Saturday -- ridership points along the route include the Pattee Transit Center as Sunday -- well as East Halls at Curtin Hall. Early -- AM Peak 12 Midday 12 Weekday Headway PM Peak 12 (Minutes) Evening -- Late -- Saturday -- Sunday -- Weekday 1,151.4 Daily Saturday -- Ridership Sunday -- Passengers per 5.6 Revenue Mile Passengers per 54.8 Revenue Hour

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Assessment of Articulated Bus Utilization Figure 66 | Green Link: Bus Stop Ridership Map

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The individual index scores estimate the collective tendencies of 3.3 TRANSIT PROPENSITY residents to use transit throughout the service area. The following sections describe and analyze the results of each index. To assist in modeling where articulated bus service might be most suitable, a transit propensity model was deployed that used a series of Transit-Oriented Population Index demographic factors to determine geographic areas with a high The transit-oriented population index considers six categories: demand and need for transit service. As a service planning tool, the population, age, households, income, vehicle ownership, and disability transit propensity concept is but one piece of the analysis put forth in status. The model runs on the assumption that areas with higher this report. Thus, this model is not a standalone tool, and its results populations or household densities, as well as higher concentrations of should not be taken as ultimate recommendations. Indeed, transit seniors, youth, persons living in poverty, households with reduced propensity can only prove its worth when examined alongside vehicle access, and disabled persons, will have a greater propensity ridership data, geographic conditions, and CATA’s available resources toward transit ridership. Table 34 summarizes the data inputs and and practices. weights associated with this index.

At the heart of the transit propensity concept are four indices that Table 34 | Transit-Oriented Population Index Inputs identify: Category Weight . Where transit-oriented population trips originate; Population (General / Minority) 15 . Where commuter trips originate; Age (Youth / Seniors) 45 . Where workplace destinations are located; and Households 10 . Where non-work destinations are located. Income (In Poverty) 10 In addition, a fifth model, the high capacity service transit propensity Vehicle Ownership (Zero / One Car) 15 analysis, assists in identifying the route alignments and corridors best Disability Status (Yes) 5 suited for articulated vehicles. Figure 67 depicts the transit-oriented population propensity across 3.3.1 Transit Propensity Indices the CATA service area. Particularly transit-oriented areas – which Each propensity index utilizes a variety of metrics from the 2010-2015 correlate with the large student population in CATA’s service area – five-year American Community Survey (ACS) estimates or the include:9 Longitudinal Employer-Household Dynamics (LEHD) data. Categorical weights (out of 100 points per index) were developed largely based on the results from the 2014 CATA Ridership Survey. These will be used to 9 Although the regions north of Whitehall Road in Ferguson, west of reflect the expected contribution of each category to the overall index. Science Park Road in Ferguson, and west of Blanchard Street in Spring

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. The southern portion of State College, including along Atherton Street and along Waupelani Drive (served by Routes B, F, K, RC, RP, S, and Football shuttles); . North of Vairo Boulevard (served by Routes NV, V, VE, and VN); and . Southeast and southwest of State College (served by Routes B, F, HP, K, RC, RP, S, and Football shuttles).

Areas with lower transit propensity based on this index are situated north of State College along the Park Avenue corridor (served by the Red Link route) and in Benner east of Route 150 (served by Routes XB and XG).

were identified by the model as having a high transit-oriented propensity, these areas were ruled out as suitable for articulated bus service by virtue of transit operating data and community preferences.

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Assessment of Articulated Bus Utilization Figure 67 | Transit-Oriented Population Index

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Commuter Index . South of Whitehall Road in Ferguson (served by Routes F, and The commuter index consists of two categories: labor force and RC); commute mode. Employed persons, commuters, and transit . South of US-322 in Harris (served by Route B); commuters all contribute to this index, which is indicative of where . State College, northwest of College Avenue (served by Routes traditional peak hour commuters live, and where those that currently A, G, N, NE, V, VE, W, and WE) and east of University Drive use transit to commute live. Table 35 summarizes the commuter index (served by Route B); categories and weights. . North of State College, east and west of Park Avenue (served by Routes HP, NV, Red Link, and VN); Table 35 | Commuter Index Inputs . Southeast of Benner Pike in Benner (served by Route XB); and Category Weight . Surrounding Route 144 and east of Blanchard Street (both Labor Force 45 served by Route XG) in Spring. Commute Mode (Transit) 55 Figure 68 shows the commuter propensity index within the CATA

Areas with a high commuter index within the service area tend to have service area. both a higher employed population as well as a higher percentage of residents commuting by transit. These areas include:

. State College, southwest of Atherton Street and Waupelani Drive (served by Routes F, R, RC, RP, S, and Football shuttles); . State College, just south of College Avenue and University Drive (served by Routes B, Blue Loop, C, M, NV, UT, VN, White Loop, XB, XG, and Football shuttles); and . Northwest of State College, southwest and northeast of Atherton Street (served by Routes A, G, N, NE, NV, V, VE, VN, W, and WE).

By comparison, a greater number of regions in the CATA service area have a fairly low commuter index value, most likely due to the higher student population, including:

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Assessment of Articulated Bus Utilization Figure 68 | Commuter Index

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Assessment of Articulated Bus Utilization Workplace Index The workplace index identifies areas with high levels of employment activity. As this index is used as an indicator of the density of job locations, its only input is employment (Table 36).

Table 36 | Workplace Index Inputs

Category Weight Employment (All Jobs) 100

Regions with a larger workplace index value have a high employment density. Workplace index values are highest just north of State College in and around the Pennsylvania State University campus, which is served by the Routes Blue Loop, C, Green Link, HP, M, NV, Red Link, VN, XB, XG, and Football Shuttle.

Workplace index values are lowest in the outlying areas of the CATA service area, including:

. Halfmoon (served by Route G); . Ferguson (served by Route F); . Harris (served by Route B); . Spring (served by Route XG); and . Bellefonte (served by Routes XB and XG).

Figure 69 summarizes the workplace propensity index in the CATA service area.

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Assessment of Articulated Bus Utilization Figure 69 | Workplace Index

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Assessment of Articulated Bus Utilization Non-Work Destination Index The highest values output by the non-work destination transit The non-work destination index evaluates five categories: propensity index, includes the area just north of State College, which is retail/restaurant, recreation, healthcare/social assistance, education, served by Routes Blue Loop, C, Green Link, HP, M, NV, Red Link, V, VE, and government. Table 37 summarizes the non-work destination VN, XB, and XG. Areas with a lower propensity based on this index index categories and weights. include:

Table 37 | Non-Work Destination Index Inputs . Halfmoon (served by Route G); . Ferguson (served by Route F); Category Weight . Harris (served by Route B); Retail / Restaurant 10 . Spring (served by Route XG); Recreation 15 . Bellefonte (served by Routes XB and XG); and Healthcare / Social Assistance 5 . North of Interstate 99 in Patton (served by Routes, HP, NV, and Education 65 VN). Government 5 Figure 70 summarizes the non-work destination index results in the CATA service area. Based on the results of CATA’s 2014 Rider Survey, the education category was rated as the highest non-work destination identified, verifying the strong use of the CATA system by persons affiliated with the Pennsylvania State University.

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Assessment of Articulated Bus Utilization Figure 70 | Non-Work Destination Index

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Assessment of Articulated Bus Utilization 3.3.2 High-Capacity Service Propensity Analysis By combining results from the transit-oriented population, commuter, workplace, and non-work destination indices, the high-capacity service index identifies origins and destinations that could support articulated vehicles. Areas housing significant populations and densities of transit- oriented populations and commuters merit connections to and from jobs as well as non-work destinations.

According to this analysis, areas primed for higher capacity, articulated vehicle service (several of which are already served by several CATA routes) include:10

. The Park Avenue corridor above State College (the Pennsylvania State University campus); . South State College along Waupelani Drive; and . Atherton Street between College Avenue and Waupelani Drive.

Areas moderately suitable for higher capacity service include:

. Just east of the State College boundary; and . Along the Interstate 99 and Route 26 corridors, heading northeast from State College.

Figure 71 shows the results of the High-Capacity Service Propensity Analysis.

10 Although the regions southwest of State College along the College Avenue and Whitehall Road corridors; just east of the State College boundary; and along the I-99 and Route 26 corridors northeast of State College were identified by the model as having a high value for this propensity index, these areas were ruled out as suitable for articulated bus service by virtue of transit operating data and community preferences.

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Assessment of Articulated Bus Utilization Figure 71 | High-Capacity Service Index

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Vehicle Load CATA’s current maximum load factor standard for 35-foot and 40- foot buses is 1.6, meaning that standing capacity should not exceed

4 60 percent of seated capacity on vehicles (Table 38). Given that Policy and Procedures Review articulated buses can often accommodate a relatively greater percentage of the number of seated passengers as standees, and that articulated buses in the CATA service area will be traveling on 4.1 OPERATIONAL POLICIES AND SERVICE relatively low speed roadways in a high ridership university STANDARDS community, the maximum load factor standard for articulated vehicles should be 1.8. Depending on the capacity of the articulated The implementation of 60-foot vehicles into a transit agency’s fleet vehicles purchased, CATA may adjust this standard at its discretion. warrants the development of new service standards and performance measures, and the review of service characteristics; vehicle Table 38 | Recommended Vehicle Load Standards assignments; fare and boarding procedures; and bus stop designs Seated Standing Fleet Type Total Max Load and amenities. The sections below detail specific operational policies Capacity Capacity and service standards that will need to be adjusted with the Cutaway 26 10 36 1.4 incorporation of articulated vehicles into the CATA fleet. 30' Low Floor 26 10 36 1.4 4.1.1 Service Standards 35' Low Floor 30 18 48 1.6 Service standards are the foundation of transit service planning, and provide an objective and consistent basis upon which to track service 40' Low Floor 36 20 56 1.6 performance and make service decisions. Many service standards, 60’ Low Floor 54-59 43-47 97-106 1.8 detailed in the CATA Title VI document, are reliant on vehicle size and the capacity of the system. The implementation of articulated vehicles will impact the vehicle load standard, which regards the Vehicle Headway amount of people able to safely and comfortably ride a vehicle, and Articulated vehicles will operate on existing CATABUS routes. the vehicle headway, which impacts the capacity of a system. Therefore, it is not suggested that the agency modify its published service frequencies to coincide with the addition of articulated buses, unless deemed otherwise necessary through a service planning initiative. However, on some routes, such as Route VE, CATA runs

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scheduled tripper service outside its published schedule to scheduling and vehicle assignment practices should adjust to accommodate high demand. The addition of articulated vehicles to accommodate the use of articulated buses on one or multiple routes. the fleet will alleviate the need for some of this extra service and allow CATA to use additional 40-foot buses on other routes or as Inclement Weather Policy spare vehicles. As such, once articulated vehicles are implemented, it During snowy or icy conditions, the back portion of an articulated is recommended that CATA update its internal schedules and vehicle is more likely to drift or slide. In extreme cases, the turntable blocking as necessary. or center axle of the bus could jackknife, or fold over. CATA should carefully test and observe articulated buses during inclement winter 4.1.2 Operational Policies weather – or any other inclement weather that impacts road Vehicle Assignment and Scheduling conditions, at the agency’s discretion – and develop an appropriate When scheduling routes and assigning vehicles, CATA takes many policy that balances capacity and safety. Under relatively mild yet factors into account, including ridership, trip loads, the roadway snowy or icy conditions, CATA could temporarily replace articulated network, and land use connectivity. The agency’s current vehicle buses with 40-foot vehicles, as these have been deemed safer to assignment policy assigns Commuter or basic Community routes operate during winter weather. with lower ridership with cutaways or 30-foot vehicles, while 40-foot Spare Ratio vehicles are generally assigned to Community routes serving student CATABUS currently operates 60 total vehicles during maximum corridors, as well as to Campus routes with higher ridership. service, and maintains 11 spare vehicles for a spare ratio of 18 As defined in CATA’s Title VI Service Standards, a route is considered percent. When articulated buses are incorporated into the CATA overloaded if 25 percent or more of its one-way vehicle trips fleet, the CATA fleet will increase to 77 vehicles. Once vehicles are re- regularly exceed the vehicle type’s load standard. CATA should allocated to other services with capacity issues and the total number consider the use of an articulated vehicle on any route deemed of vehicles operated during maximum service is finalized, in overloaded that is regularly served by a 40-foot bus, interlining and accordance with FTA guidelines, CATA should strive to maintain a blocking schedules notwithstanding. At the agency’s discretion, spare ratio of approximately 20 percent for its entire bus fleet. should CATA’s front-door-only boarding policy continue, express or other lines with minimal bus stops (and therefore dwell times) should Operator Training be prioritized among overloaded routes for articulated bus CATA should ensure that its articulated bus operators have prior implementation. CATA should also prioritize routes with agency- experience operating a 40-foot vehicle, which operates in a similar scheduled tripper service (implemented to relieve overcrowding) for manner to an articulated vehicle. While the Literature Review articulated bus service during warranted time periods. If necessary, reported that most agencies do not require much additional training for articulated bus operators with driving experience, one peer

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agency recommended giving preference to experienced drivers with can be longer if passengers are required to board through the front over 500 hours of on the road driving time and no preventable door to pay a fare. However, the majority of agencies surveyed accidents on record. through the peer community and best practices review only allow front-door boarding on articulated buses. Despite this limitation, At CATA, to ensure safe operation, articulated bus operators should none of these agencies reported significant issues with dwell or receive manufacturer training to operate articulated vehicles similar boarding times, or schedule adherence. As necessary, policies to that provided when the agency incorporates any new type of described below have taken these considerations into mind. vehicle in revenue service. Currently, when ordering a new vehicle, CATA requests training from the bus Original Equipment Front Door Boarding Policy Manufacturer (OEM) for its operations supervisors and trainers. Currently, CATABUS riders pay a fare to ride on all but the Campus Supervisors and trainers then perform training for operators, which routes. In addition, riders may only board through the front of the typically consists of approximately three to four hours of on-board vehicle. For all non-Campus routes, assuming CATA maintains its training to familiarize operators with the new vehicle. current standard for fare payment technology, these fare and CATA should follow its specifications for operator training listed in its boarding standards should remain. recent procurement of 60-foot buses. In this procurement, CATA Dual Door Boarding Policy requested manufacturer training for operator instructors, street If CATA decides to place articulated vehicles on one or more of its supervisors, and dispatchers on the following: four Campus routes, due to high ridership on these services, the . The bus operator compartment, including controls and agency should institute a dual door boarding policy. This policy switches, warning indicators, seat adjustment, and door would operate much like the policy that Champaign-Urbana Mass control; Transit District (CUMTD) implements at its iStops, and permit that all . A walk-around inspection of the vehicle; riders at a stop board the vehicle through either opening without . Driving instruction, including at least four hours on board the presenting fare payment of any kind. If implemented, this policy vehicle to cover turns, braking, transmission, and backing; and would drastically reduce dwell times at Campus route stops. . An overview of the wheelchair ramp equipment. 4.1.4 Intersection and Bus Bay Design 4.1.3 Fare / Boarding Policies This section defines recommended bus stop/bus pull-out minimum As stated in the literature review, articulated vehicles generally have sizes, and summarizes potential operational concerns at intersections longer dwell and run times as a result of a higher number of and bus bays along thoroughfares that will potentially be served by passengers boarding and alighting at stops. In particular, dwell times articulated vehicles based on the recommendations in the

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Articulated Bus Implementation section as well as current vehicle Bus Bays blockings. This includes Routes VE, RC, NE, WE, R, V, White Loop, and Transit agencies operating articulated vehicles often refer to TCRP Blue Loop. Operational issues were solicited through the stakeholder Report 19: Guidelines for the Location and Design of Bus Stops (1996) engagement process and refined during a detailed examination of when standardizing bus stop or bus stop amenity lengths. In route alignments where articulated service is recommended. accordance with these guidelines, CATA should designate an Intersections additional 20 feet to any on-street bus stop zone where at least one 60-foot articulated bus is expected to operate. Where multiple Three intersections were identified by stakeholders as having difficult vehicles are anticipated to stop simultaneously, length should be turns. Table 39 details the intersection location and routes affected. added as follows: 50 feet for each additional 40-foot bus, and 70 feet Stakeholders expressed the most concern over the intersection of for each additional 60-foot bus. Park Avenue and Atherton Street, and specifically, the turn from Atherton Street onto Park Street heading northeast, which is Bus bays, or pullout areas, are separated from travel lanes and allow currently made by Routes NE, RC, VE, and WE. While a narrow turn traffic to flow freely without the obstruction of stopped or moving for a 40-foot vehicle (the cartway of Park Avenue north of Atherton buses. Bus bays include both an entrance and exit taper, as well as a Street ranges from eight to nine feet), the turning radius of an deceleration lane, stopping area, and acceleration lane to return to articulated bus is at least as good as – and often better than, due to the roadway. Bus bay widths should be at least 12 feet. The stopping bending bellows – that of a 40-foot bus. In short, peer agencies area length – which does not technically include the acceleration or indicated that articulated buses can operate safely at any deceleration zones – should be at least 50 feet for each 40-foot bus, intersections also served by 40-foot vehicles. Therefore, this and 70 feet for each 60-foot articulated bus expected to serve the intersection – as well as the remaining two listed in Table 39 – are stop simultaneously. As such, for a bay serving one 60-foot bus and not anticipated to pose any issues for articulated vehicles. one 40-foot bus simultaneously, the total stop area length should be 120 feet. CATA should schedule its vehicles so as not to overload bus Table 39 | Identified Difficult Turns bays with more vehicles than can fit in a bus bay stopping area Intersection Routes Affected simultaneously.

Curtin Road / Bigler Road R, V, Blue Loop, White Loop Table 40 identifies bus bays serving routes proposed for articulated

Shortlidge Road / Pollock Road R, V, Blue Loop bus implementation that do not meet (or just barely meet) this standard, as well as how many additional routes serve the stop. In Park Avenue / Atherton Street NE, RC, VE, WE Table 40, the stop area is assumed to be the distance between the bay’s entrance and exit tapers, and does not take into account acceleration or deceleration zones. No stops listed in Table 40 serve

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Route VE, the main route proposed for articulated bus All other stop areas listed serve routes proposed secondarily for implementation. However, one bay’s stop area – Waupelani Dr at The articulated bus implementation. Should CATA choose to operate Retreat – is just 50 feet long, and serves Routes R and RC. In addition, articulated buses on any routes listed in Table 40, the agency should the stop area at 1471 Martin Street, which serves Route NE, an consider stopping articulated buses at an alternative location to interlining route with Routes VE and RC, is 50 feet long. those bays listed or evaluate lengthening certain bus bays.

Table 40 | Bus Bay Considerations

Routes Additional Routes Stop Name Stop Area Length VE RC NE WE R V BL WL Served

Burrowes Road at Rec Hall X 6 70 feet

Curtin Road at Shields Building X 5 60 feet

Waupelani Drive at The Retreat X X 1 50 feet11

Colonnade Boulevard At Kohl’s X 1 55 feet Colonnade Boulevard Opposite X 1 58 feet Kohl’s Bigler Road At Computer Building X X 8 65 feet

1471 Martin Street (Weis) X 2 50 feet

11 Although the stop area length of this bus bay is 50 feet, with the bay’s entrance and exit tapers, the total bay distance is approximately 170 feet.

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size, it is recommended that CATA use the calculator found in TCRP 4.2 MAINTENANCE POLICIES Report 184 to most accurately determine the number of mechanics that are theoretically required to maintain the fleet. This number can 4.2.1 Staffing Requirements then be used to justify staffing levels for CATA maintenance as part As affirmed by both the Literature and Peer Community and Best of future budget requests to the CATA Board. Practices Reviews, costs to maintain articulated buses are higher than costs to maintain 40-foot buses. This cost difference is directly Training Considerations attributed to the additional components found on articulated buses, When procuring vehicles, CATA should engage in discussions with including an additional axle and second exit door. In addition, the the vehicle manufacturer to determine the proper course of training. turntable, bellows, and related equipment found on articulated buses CATA should also follow its specifications for maintenance training must be maintained per the vehicle manufacturer’s listed in its recent procurement of 60-foot buses. This procurement recommendations to provide reliable operation. called for the bus manufacturer to provide extensive training modules and an on-board instruction program for mechanics, service Despite these additional maintenance requirements, none of the personnel, and supervisors that covered preventive maintenance; peer agencies interviewed reported hiring extra maintenance staff troubleshooting; and repair of buses. Specific topics that should be when adding articulated buses to their respective fleets. In general, covered during this training are listed below: the number of mechanics in an agency’s maintenance staff is directly related to the number of buses in a fleet. Currently, CATA’s fleet . Orientation; consists of 71 35- to 40-foot buses and 51 vans, which are . Electrical; maintained by a staff of 14 mechanics. Under these conditions, each . Engine and Fuel System; mechanic is assigned five 35- to 40-foot buses and nearly four vans, . Transmission; or nine vehicles in total, a higher ratio than that suggested in a peer . Air Conditioning System; review completed for the recently released TCRP Report 184: . Doors; Maintenance Technician Staffing Levels for Modern Public Transit . Brakes; Fleets. On average, peers surveyed for the report indicated that in . Air System; systems with 50 to 99 vehicles, each maintenance technician is . Suspension, Steering, Axles; responsible for 7.3 vehicles. . Articulated Joint and Bellows; Part of TCRP Report 184 is a detailed maintenance staffing calculator . Bus Body Structure; that allows a transit property to input their data and calculate . Parts; recommended staffing levels. Once CATA determines the final fleet . Service Instruction;

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. Ramp Equipment; above the turntable, the process normally takes between four and . Towing Procedures; eight man-hours (depending on necessary repairs). CATA should . Fire Suppression; institute an annual major turntable inspection for all articulated . CNG Fire & Methane Detection; buses purchased. . Electronic Signs; and 4.2.3 Equipment Management . Any Other Systems. Regarding the type of tires that should be run on the middle axle of 4.2.2 Preventative Maintenance Inspections and articulated buses, in accordance with Federal Motor Carrier Safety Procedures Administration (FMCSA) regulations, most states have minimum Each bus manufacturer recommends preventative maintenance (PM) tread depth requirements for tires on the front (steering) axle. inspection procedures for the buses they produce. Articulated buses FMCSA regulations require a minimum tread depth of 4/32 of an require additional routine PM inspection actions for the additional inch on the front (steering) tires of a bus, and 2/32 of an inch on any axle, brake components, and, in many cases, the second exit door. In other (non-steering) tires. FMCSA also does not allow the use of addition, an articulated vehicle’s turntable area requires a strong recapped tires on the steering axle. To maximize tire life on 40-foot visual inspection. As a revision to the agency’s current 6,000-mile PM buses, transit systems usually run new tires on the front axle until inspection checklist, CATA should develop a unique inspection they wear to roughly half the original tread life, subsequently moving checklist for articulated buses that includes all additional inspection them to the rear axle. Some systems also run recapped tires on the items. rear axle to reduce costs and to make up for a lack of good used front tires. Despite having additional items to inspect, articulated bus PM inspections are not expected to take significantly longer than PM On articulated buses, the two non-steering axles require eight tires. inspections for a 40-foot bus. Moreover, provided the number of To have an adequate supply of tires for both axles CATA should run articulated buses in the fleet remains nominal, CATA will not require either new and/or recapped tires on one or both of the non-steering additional manpower for routine inspections of these larger vehicles. axles. Articulated vehicles will generally use a significantly higher number of new tires than 40-foot buses. However, if CATA replaces The turntable on an articulated bus requires a special inspection some of its revenue 40-foot buses with articulated buses, the process which most bus manufacturers suggest be completed at agency’s change in overall tire usage – and therefore tire costs – will least once per year. This inspection, which is quite extensive, likely be minimal. necessitates the lifting of the floor plates covering the turntable. While time required to perform a turntable inspection will vary by bus manufacturer and depend on whether there are seats installed

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4.2.4 Facility Considerations 4.2.5 Maintenance Costs CATA’s new maintenance facility is designed to accommodate As explored in the Literature and Peer Community and Best Practices articulated buses. There is one set of three-post in-ground hoists that Reviews, articulated buses are at least 20 percent more expensive to can lift articulated buses. The chassis wash bay and paint booth are maintain than 40-foot buses. In addition, heavier articulated buses sized for articulated buses, and the bus washer is sized to consume significantly more fuel than 40-foot buses. Replacing two accommodate 60-foot vehicles. When the new storage building is 40-foot buses with one articulated bus would not yield increased completed, it will park 96 40-foot buses, or could also handle 64 60- maintenance or fuel costs. However, if CATA is to maintain the same foot articulated buses. The new storage facility should be able to number of vehicles in revenue service, the agency should expand its house any combination of 40-foot and 60-foot articulated buses that operating budget to cover these additional maintenance costs. CATA CATA will own in the foreseeable future. In addition, the area located should also increase its budget for CNG fuel to cover the extra fuel outside the east side of the storage garage could accommodate five consumed by the articulated fleet. to six additional 40-foot buses after the nightly servicing is completed. This may not be possible in the middle of winter in heavy 4.3 ARTICULATED BUS IMPLEMENTATION snow conditions. Articulated buses should be implemented to alleviate overcrowding CATA’s maintenance facility is equipped with a single hoist for on CATA routes, significantly improving the rider and operator articulated buses. The APTA Maintenance Facility Design Standards experience. While it is suggested that CATA prioritize the use of (Publication # BTS-BMF-RP-001-11) suggest that a facility with one articulated buses on two Community Express routes, a few alternative dedicated articulated work bay can service up to 10 articulated options – including operation on Campus routes – are also explored buses; fleets with 11 to 20 articulated buses require at least two work in this section. In addition, while the greatest need for articulated bays dedicated to these vehicles. If CATA ever acquires more than 10 vehicles is on weekdays, CATA should consider weekend operation articulated buses, it would need to provide additional articulated on certain routes. work bays. In such a case, the drive-thru bay adjacent to the current articulated bay could be equipped with a set of portable hoists, 4.3.1 Community Route Recommendations thereby allowing CATA to maintain a fleet of up to 20 articulated Of CATABUS Community routes, Routes VE (Vairo Boulevard Express) buses in its new facility. If CATA ever expands its fleet of articulated and RC (Waupelani/Campus) are the most suitable candidates for buses beyond 20, the agency should consider major changes to its articulated bus service. Table 41 shows the number of weekday trips maintenance facility. exceeding capacity (56 passengers) by time period on particularly high ridership Community routes.

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Table 41 | Number of Weekday Trips Exceeding Capacity by Time Period toward Campus exceed capacity), it ranks second only to Route VE

Weekday Trips Exceeding Capacity by Time Period among Community routes in total overcrowded trips. Route AM Peak Midday PM Peak Evening Routes VE and RC are also interlined with Routes NE and WE, two

VE 3 9 0 0 express services that have faced issues with overcrowding during the morning and midday periods. Table 42 provides a summary of the RC 4 4 0 0 five weekday vehicle blocks currently serving the greatest numbers of R 0 2 1 1 overcrowded trips (surpassing 56 passengers) on interlined Routes NE, RC, VE, and WE. As shown, peak ridership on blocks serving these NE 1 2 0 0 routes occurs in the morning and early afternoon. CATA operates V 0 2 1 0 two vehicles on those Route VE trips marked with an asterisk (*) as

WE 1 1 0 0 scheduled tripper service, although one trip is published in the schedule. Total 9 20 3 1

Providing express service connecting Vairo Boulevard, where many student residences are found, to the Penn State campus via Atherton Street, Route VE ranks first among Community routes in average weekday ridership (third overall). Because the route has the largest number of overloaded one-way trips of any Community route, CATA runs scheduled tripper service during peak periods. Although this supplemental service is not published in the route’s schedule, given that 12 of Route VE’s 45 trips toward Campus (26 percent) exceed 56 passengers (the maximum capacity of CATA’s 40-foot vehicles), Route VE is considered overloaded by scheduled service standards.

Currently interlined with nearly half of all Route VE trips, Route RC runs express from Cato Park to the Penn State campus via Waupelani Drive. Route RC ranks third among Community routes in weekday ridership (fifth overall). Although the route is not technically considered overloaded by CATA standards (eight of its 36 trips

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Table 42 | Overcrowded Weekday Block Analysis Trips Overcrowded Trips Block Over Trips Overcrowded Trips Number(s) Route Direction Time12 Ridership Block Capacity Over Number(s) Route Direction Time12 Ridership Capacity NE Inbound 10:44 AM 84 RC Inbound 9:05 AM 59 VE Inbound 12:45 PM* 63

VE Inbound 9:45 AM* 119 VE Inbound 2:05 PM* 66 3301 11% RC Inbound 11:05 AM 66 NE Inbound 8:24 AM 63

VE Inbound 11:45 AM* 65 VE Inbound 9:05 AM* 103

VE Inbound 8:25 AM* 134 4205 11% NE Inbound 9:44 AM 65

WE Outbound 8:39 AM 65 VE Inbound 10:25 AM* 61

4501 13% RC Inbound 9:45 AM 71 VE Inbound 11:45 AM* 65

VE Inbound 10:25 AM* 61

VE Inbound 12:25 PM* 57 To best address capacity issues, should CATA continue with its VE Inbound 7:25 AM* 85 currently-operated blocking schedule, the agency should operate the first round of articulated buses it purchases on the five blocks listed RC Inbound 8:45 AM 88 in Table 42. This proposal would require five articulated vehicles in 4203 14% VE Inbound 9:25 AM* 116 service, and would allow CATA to reduce the number of 40-foot WE Outbound 9:42 AM 62 vehicles needed for scheduled tripper service on Route VE during

RC Inbound 10:45 AM 92 peak periods. As such, with the implementation of articulated buses, CATA would need to adjust a portion of its interlining to ensure that VE Inbound 7:25 AM* 85 one inbound Route VE trip, rather than two, operates when an 4204/2102 14% VE Inbound 8:45 AM* 102 articulated vehicle is serving the route. NE Inbound 9:24 AM 57 Should CATA choose to overhaul its weekday interlining and blocking procedures to accommodate the addition of articulated vehicles to the fleet, it is still recommended that the agency prioritize 12 Published schedule times, rather than times recorded in CATA’s Route VE and RC as the most suitable candidates for high capacity master timetable, are reported. service.

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4.3.2 Campus Route Recommendations While CATA should prioritize weekday articulated bus service, the The White Loop and Blue Loop respectively rank first and second in agency should consider operating high capacity vehicles on average weekday ridership in the CATABUS system. Under the weekends on the following routes: agency’s current, front-door-only boarding policy, operating . The White Loop, which ranks first in the system in Saturday articulated vehicles on Campus routes could lead to greater dwell and Sunday ridership; times on already congested routes. . The Blue Loop, which ranks second in the system in Saturday However, should CATA choose to permit dual door boarding on and Sunday ridership; these fare-free routes, as demonstrated by CUMTD’s iStop program, . Route V, which ranks third in the system in Saturday and dwell times could be minimized and ridership per trip maximized. For Sunday ridership and first among Community routes. Route V this reason, it is only recommended that articulated buses be utilized has eight overcrowded trips on weekends during the midday on Campus routes if the agency’s boarding policy is revised. Because and afternoon periods. Overcrowded trips can likely be the White Loop and Blue Loop routes originate and terminate at the attributed to two factors: passengers traveling to and from same point, interlining considerations would be minimal. the areas served by Route VE, which does not operate on 4.3.3 Weekend Service Recommendations weekends; and passengers alighting the Megabus terminal at The Colonnade on Sundays to return to housing Table 43 shows the number of weekend trips exceeding capacity by arrangements; and time period on Routes R and V, the two busiest Community routes operating on weekends. . Route R, which ranks fourth in the system in Saturday and Sunday ridership and has three overcrowded trips during the Table 43 | Number of Weekend Trips Exceeding Capacity by Time morning and midday periods. Like Route V, Route R provides Period local, weekend service to and from areas served on weekdays Weekend Trips Exceeding Capacity by Time Period by Route RC. Route Morning Midday Afternoon Evening 4.3.4 Operational Cost Savings R 1 2 0 0 Overall, with the implementation of articulated vehicles, on Route VE,

V 0 7 1 0 29 trips inbound (towards Pattee Transit Center) and 34 outbound trips (towards Vairo Boulevard) will be able to replace two 40-foot Total 1 9 1 0 vehicles with one articulated vehicle. This will result in in a daily revenue hour savings of approximately 24 hours and the annual operating cost savings would be – at least in theory - approximately

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13 $375,000 . Total operating costs include quite a bit of indirect costs Table 44 presents an analysis comparing CO2 emissions on the that the use of articulated buses would not reduce. current Route VE service versus proposed service.

Given that one articulated vehicle would now serve certain VE trips in 4.4 EMISSIONS ANALYSIS: WEEKDAY place of two 40-foot vehicles (trippers), the table below accounts for SERVICE RECOMMENDATIONS emissions savings on inbound and outbound trips on vehicle blocks proposed for articulated bus service. Although Depending heavily on bus dwell times, vehicles purchased, vehicle blocking, and other internal and external factors, the implementation of articulated buses on the recommended routes could reduce

CATA’s emissions of carbon dioxide (CO2) during revenue service. Using data on diesel vehicles,

13 Assumes an operating cost per hour of $96.16, and 159 weekday service days on Route VE.

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Table 44 presents data on diesel fuel buses, CATA would most likely Table 44 | Route VE: CO2 Emissions of Diesel Vehicles and Potential 14 purchase CNG buses to complement its CNG 40-foot fleet. Despite Savings this discrepancy, the ratio of carbon emissions from 40-foot to 60- Metrics Total foot buses should still apply regardless of the fuel source. 40-Foot Bus 120.7

Grams of CO2 per Mile 60-Foot Bus 101.3

Current 46,855.9 Grams of CO2 Emissions for Route VE on trips proposed for an articulated vehicle Proposed 19,679.5

Total CO Savings 2 -27,176.4 (Proposed Emissions – Current Emissions)

Thus, under the proposed service plan, by operating articulated bus service on Route VE, thereby removing one tripper bus per relevant

inbound run, CATA could potentially reduce its CO2 emissions on Route VE more than two-fold. If ultimately detected, emissions reductions would stem from fewer vehicles being operated on each inbound VE trip and potentially, the use of articulated vehicles that 15 have lower average CO2 emissions than 40-foot buses.

14 “CO2 Emissions of Vehicles.” Flemish Transport Company (De Lijn). Available https://www.delijn.be/en/overdelijn/organisatie/zorgzaam- ondernemen/milieu/co2-uitstoot-voertuigen.html. 15 The analysis presented here, which implies that diesel articulated

vehicles offer lower CO2 emissions than diesel 40-foot vehicles, utilizes data from one of many sources. As such, actual results may vary. In addition, the analysis assumes that the “average standard bus” listed in the original source is a 40-foot bus, and the “average

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articulated bus” is a 60-foot bus. A 40-foot bus is assumed to be carrying 14 passengers; a 60-foot bus is assumed to be carrying 21 passengers.

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. What public perceptions do you anticipate with articulated Appendix A: Stakeholder Interview vehicles? Summary . Are there any overall safety concerns you see associated with articulated vehicles?

QUESTION SUMMARY Questions for CATA Maintenance Staff . Have any of you ever dealt with articulated buses? What was Questions posed to spur discussion at each stakeholder meeting are your experience like, as compared to 40-ft or shorter vehicles? listed below. In addition, a copy of the visual presentation provided to stakeholders is provided at the conclusion of this section. . Based on these experiences, your knowledge, or speculation, what do you see as the biggest issues with articulated bus General Questions for All Participants operation? . How familiar are you with articulated buses? Questions for CATA Bus Operators . What do you see as the biggest advantages of articulated buses? . Have any of you ever operated an articulated bus? If so, what . Anecdotally, which routes do you think are most was different about your experience? overcrowded/could most benefit from a higher capacity . Based on these experiences, your knowledge, or speculation, vehicle? what do you see as the biggest issues with articulated bus . What do you see as the biggest issues with articulated buses? operation? This can be based on real evidence or speculation – we want . How could articulated buses alleviate congestion on any to get all ideas on the table. specific routes you operate? . Please describe any other questions the project team should Questions for CATA Board and Staff explore during the peer review process. . What issues do you see with articulated bus deployment? Questions for Municipal Officials / Committee . What public perceptions do you see associated with Representatives articulated vehicles? . Are there any overall safety concerns you see associated with . How do you think articulated buses could specifically benefit articulated vehicles? your respective jurisdictions? . What issues do you see with articulated bus deployment unique to your respective jurisdictions?

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Questions for Penn State Officials Meeting 1: Transportation and Land Use Committee . Do you anticipate any issues with operating articulated Representatives vehicles on campus? Date: May 1, 2017 . Are there any overall safety concerns you see associated with Time: 12:00 PM Attendees: articulated vehicles? . Frank Harden, Harris Township Board of Supervisors . Theresa Lafer, State College Borough Council INTERVIEW SUMMARY Meeting Summary: From Monday, May 1 through Tuesday, May 2, 2017, the project In response to a question on whether articulated buses can eliminate team conducted several in-person stakeholder focus groups to trips and/or bus stops, Greg Kausch responded that articulated buses develop a list of concerns, issues, or any other input regarding could reduce fleet sizes as well as trips. Jessica Alvarez added that CATA’s evaluation of the feasibility of articulated vehicles in its these vehicles can decrease instances of bus bunching, but frequency service area. In addition to the in-person focus groups, on June 28, should be maintained at least to its current level. However, the 2017, the team conducted a telephone interview with Dr. John elimination of vehicles due to articulated bus implementation is an Spychalski, Chairman of the CATA Board of Directors. unlikely scenario for CATA, given the agency’s fleet needs.

This valuable input was subsequently used to guide interviews Theresa Lafer pointed out that while CATA ridership is comprised conducted during the Peer Community and Best Practices Review. mainly of students, there are plenty of permanent, tax-base residents At each meeting, the project team was comprised of: taking buses to and from work on a regular basis. In particular, Ferguson Township has a low-income neighborhood in which plenty  Greg Kausch, Centre Regional Planning Agency of working class residents regularly take the bus. Bus service should  Jessica Alvarez, Foursquare Integrated Transportation cater to these needs as well as those of the student population. Planning  Jeremy Strauss, Foursquare Integrated Transportation The question of whether articulated buses are ever electric was Planning raised. The project team responded that this is an unlikely scenario due to a need for larger battery space, which can reduce vehicle A summary of the key points from each stakeholder meeting follows capacity. However, it may be worth considering. below. In response to a question of how long articulated vehicles generally last, Greg Kausch responded that a vehicle’s usable life is generally

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between 10 and 12 years. The Federal Transit Administration (FTA) addressed through a public education campaign prior to confirms that the estimated useful life of an articulated vehicle is 12 implementation. years and 500,000 miles. Meeting 2: Municipal Officials The group discussed potential corridors for articulated bus Date: May 1, 2017 implementation. Stakeholder participants noted that these corridors Time: 3:00 PM have each grown tremendously over the last 10 to 15 years. On Vairo Attendees: Boulevard, where stables previously sat, there is now lots of . Dave Modricker, Ferguson Township Public Works Director residential development. This corridor is one of the highest ridership . Amy Farkas, Harris Township Manager activity corridors in the entire system, likely due to this residential . Doug Erickson, Patton Township Manager development and, as Theresa Lafer offered, a neighboring Wal-Mart. . Tom Fountaine, State College Borough Manager

Stakeholders suggested that articulated vehicles may also be Meeting Summary: warranted to social services sites as well as Mount Nittany Hospital. In response to a question on the turning radius and maneuverability The Park Avenue corridor, particularly at the intersection of North of an articulated vehicle, Jessica Alvarez responded that an Atherton Street, may be too narrow for articulated vehicles. articulated vehicle should have the same turning radius and maneuverability of a 40-foot bus. On Martin Street, the Weis and Giant food stores, as well as lots of completely apartments housing undergraduate and graduate During a discussion of potential disadvantages with articulated students, lead to lots of activity. This corridor could be well-suited for vehicles, one official noted that should vehicles encourage longer artics. boarding/alighting times, this will need to be taken into consideration on Atherton Street, where lots of traffic delay already Theresa Lafer stated that North Atherton Street was perfect for hinders travel. Approximately 30 percent of travelers along this articulated vehicles, as it is certainly wide enough, and, suffering from roadway currently travel by bus. congestion, and needs fewer vehicles on the road. Ms. Lafer was less in favor of articulated vehicles along Waupelani Drive, citing that the In addition, officials discussed pull-out areas that may need to be corridor had not yet grown enough to necessitate them. made larger for articulated buses. This issue is noteworthy in downtown State College, where buses currently have a hard time As one participant suggested, a potential issue with articulated pulling off the street or out of a stop area. Particularly difficult pull- vehicle implementation is that students tend to alight CATA buses out areas include the intersections of College Avenue and Heister through the front, rather than the back door of the vehicle. This Street, and South Atherton Street near Logan Avenue. The turning could cause overcrowding and other issues, and might need to be radii of current 40-foot buses is also an issue in this area. In addition,

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several pull-offs in Ferguson Township may need to be examined. A participant raised the issue of whether articulated or non- The project team should carefully investigate bus pull-offs along articulated buses would be more environmentally friendly overall. routes proposed for articulated service to assess where modifications The project team responded that while it was not entirely sure and may be warranted. would investigate during the peer review process, CNG buses – which would power the articulated vehicles – are more environmentally Another concern is the weight of articulated vehicles. Given that friendly than diesel fuel. municipal staff have had to reinforce the pavement structure at certain stops already, adding heavier vehicles may elicit additional Another stakeholder inquired as to whether articulated buses were maintenance costs. The project team will investigate the prevalence generally louder, and whether other jurisdictions had received any of this issue during the peer review. noise complaints. The project team responded that it would investigate this during the peer review. Officials noted that when planning for articulated vehicle service, the project team should consider anticipated residential development in Meeting 3: CATA Maintenance Staff the Toftrees area. The region anticipates an additional 1,200-1,300 Date: May 2, 2017 bedrooms of student housing in not-too-distant the future. In Time: 9:00 AM Toftrees, bus pull-offs are often internal to residential sites, so would Attendees: need to be planned accordingly. . Rick McClellan, Maintenance Supervisor . Mark Kutzer, Maintenance Manager The group discussed CATA’s testing of articulated buses. CATA has . Dustin Clark, Maintenance Supervisor tested these vehicles on several occasions; results were generally . Jay Witmer, Maintenance Supervisor positive in terms of maneuverability. The biggest issue noted was . Ed Delbaggio, Mechanic 1 with speed bumps along routes. The impact on downtown service . Mike Beckwith, Maintenance Staff was reportedly minimal. Meeting Summary: In a discussion of suitable corridors for service, Doug Erickson of A participant asked what the anticipated length of CATA’s articulated Patton Township agreed that articulated service along Vairo vehicles would be. The project team responded that CATA’s new Boulevard would be very beneficial, especially given that there have facility is designed to accommodate 60-foot vehicles, and although been plenty of complaints of bus pass-ups. Waupelani Drive was also not set in stone, this is likely what will be ordered. agreed to be a good candidate. In general, the group agreed that articulated service would be beneficial if it assists in reducing the Concerns were raised regarding how CATA would manage sending number of bus trips. out spare vehicles if tripper service is needed. For example, would

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maintenance keep a spare articulated vehicle in case an additional training – in addition to this standard training – would be warranted vehicle was needed, or send out two 40-foot vehicles? The project in the case of articulated vehicles. team will keep this question in mind, as well as how to manage spare Currently, if bus tires are nearing the end of their usable life but not ratios, when producing final recommendations. CATA’s current spare yet ready for retirement, CATA will remove tires during winter ratio is about 18 percent, which can become an issue when training months and “run them out” on vehicles during summer months. buses are needed during full service days. Additionally, how Maintenance staff inquired as to how this process would work with passenger weight distribution affects drivability should be examined. middle axel tires on an articulated bus, and requested that the The weight of articulated buses was also mentioned as a concern. project team investigate it for its report. Currently, 40-foot buses are designed to house no more than 56 Additional maintenance questions for the project team to consider passengers (including standees), but often end up moving well more are listed below: than this. Articulated buses would alleviate this issue, increasing capacity and eliminating “pass-ups” at bus stop locations. However, . Will articulated vehicles have larger capacity fuel tanks? the project team should investigate (during the peer review and . What is the average fuel economy of an articulated vehicle? otherwise) whether the weight of articulated vehicles would have a . Do articulated vehicles usually have a camera in the back of disproportionate impact on roadways. the bus for rear visibility?

CATA’s maintenance team, which is responsible for towing broken . Will articulated buses have larger heating/AC units? Will down vehicles, asked about the process of towing articulated heating and cooling costs increase drastically? vehicles, especially while vehicles are bent. Meeting participants . Will the presence of articulated vehicles in the CATA fleet inquired as to how buses could be straightened in such instances, as change the agency’s preventative maintenance schedule? well as how this would work during a power loss. The “dos” and Finally, in discussing potential corridors for service, maintenance staff “don’ts” of towing articulated vehicles should be investigated during noted that pass-ups are especially common along the R and V the peer review. routes. While pass-ups can be an issue during the day (including The group also discussed how articulated buses can back up if during peak class times), they are also common at night, especially if needed. Participants wondered whether additional training would be an event is taking place downtown. needed on this, and asked the project team to research the “dos” and Meeting 4: CATA Operators “don’ts” of backing up articulated vehicles. Regarding this concern Date: May 2, 2017 and others, CATA staff generally undergo manufacturer-provided Time: 11:00 AM training when receiving new vehicles. Staff wondered if additional Attendees:

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. Bob Beck nights, when students may be intoxicated, would persist. As it stands, . Percy Hagenbuch the agency has many issues with passengers pushing each other to . Steve Hagenbuch board or alight during crowded periods. The project team should . Will Bishop investigate articulated vehicle boarding standards as well as average . Kim Rearick bus dwell times at peer or other agencies.

Meeting Summary CATA bus operators were generally in agreement that articulated The group began by discussing corridors and routes potentially best vehicles would be best suited on routes with fewer stops that head and least suited for articulated service. One operator suggested that toward the campus/downtown areas. Routes with these criteria the VE route, which runs express along Vairo Boulevard to include the N (and NE), R, V (and VE), and W. Inbound trips will be downtown, could be a strong candidate given the volume of most important, as outbound trips often barely hold any passengers. ridership in that region. However, using articulated vehicles in the Although riders often complain of near-empty or deadheading buses corridor could be difficult alongside 40-foot buses. Currently, CATA running in one direction, this is a common issue in any transit system. often deploys four buses to serve this route at once, and staggers Notably, a discussion of VE trips holding relatively more passengers which stops are served by each vehicle. on Sundays yielded the conclusion that students are likely alighting Bob Beck stated that due to projected increased vehicle dwell times, Megabus after weekends away and returning to dorms and running articulated vehicles on the Loop or Link routes would be a residences. “nightmare.” Instead, CATA should put 40-foot or smaller vehicles on Kim Rearick offered that articulated buses would be best on express these routes while keeping a favorable frequency. As it stands, when routes (those routes ending in ‘E’). Currently, express iterations of drivers on these routes leave passengers behind, it is due to routes ensure that non-express versions arrive on time. Were this increased dwell times at a previous stop. This situation would only change implemented, timetables would need to be adjusted. worsen with articulated buses, as it has already with the prevalence of Uber and Lyft vehicles causing congestion on campus. One participant noted that on the corridor served by the VE route, inbound between 6 and 10 AM, mixing articulated and 40-foot buses In addition, CATA’s current policy dictates that passengers may only may pose a boarding time problem. Bob Beck responded that drivers board through the front door. With this policy on articulated buses generally have a handle on how to address any such issues. on the Loop/Link routes, buses would run very slowly. If passengers could board and alight through the back doors freely, and if cameras Kim Rearick also asked how articulated buses have affected labor showing the back of the bus were installed, the potential situation costs in other systems, and whether drivers have been laid off due to might be improved. However, safety concerns, especially on weekend a reduced need. The project team stated that while it would broach

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this issue during the peer review, the answer is largely dependent on . Eric Bernier, Director of Information Services how many vehicles have been purchased. Bob Beck added that as . Ryan Harshbarger, Director of Transportation CATA is generally short on staff by the end of the PSU spring . Kelly Felix, State College Borough Board member (via phone) semester, and trippers are constantly slashed, layoffs seem unlikely. Meeting Summary One operator questioned the ability of a CNG articulated bus to One board member inquired as to how many wheelchair ramps or power up hill, and in particular, Atherton Street at the intersection of lifts would be on an articulated bus. The project team responded that Cherry Lane. CNG does not have the torque or power that diesel has, as with a 40’ vehicle, there would most likely be one near the front of and this is currently an issue with 40-foot buses. The project team the bus. Additionally, there would likely not be more than three should investigate this in its peer review. bicycle racks.

Another operator asked about how long articulated buses might Another participant suggested that collaboration with the Megabus operate in service during a given day. Articulated vehicles might be schedule could be useful, especially on Sundays, when a good deal of underutilized if sitting in the garage for four hours instead of in students return from weekend trips. service for a full eight hours. The project team responded that they One board member opened a conversation regarding CATA’s will be reviewing scheduling during the final recommendations for transportation of intoxicated college students, and whether this report. articulated bus service would introduce new safety concerns Lastly, the intersection of Atherton Street and Park Avenue was once considering this. This topic, likely familiar to transit agencies again cited as a potential problem area for an articulated vehicle. operating in large university communities, should be considered during the peer review and beyond. Meeting 5: CATA Board and Staff Date: May 2, 2017 The group discussed how articulated vehicles would fit into the Time: 2:00 PM region’s current roadway geometry, including varying cartway and Attendees: pull-off widths. Wear-and-tear, especially from buses idling or . Louwana Oliva, General Manager dwelling, was also addressed. One participant asked if wear-and-tear . Marsha Kyper, Executive Assistant and Board Liaison would be different with an articulated bus, and whether the situation . Kimberly Fragola, Director of Finance would be improved with one long bus versus two 40-foot vehicles. . Richard Kipp, Harris Township Board member The project team will review these issues going forward. . Mark Parfitt, Patton Township Board member In addition, as was addressed during the CATA operators meeting, . Joe Davidson, College Township Board member (and Board the group discussed how articulated buses might perform on roads Vice-Chair)

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in CATA’s service area, especially given the region’s hilly topography. especially during late night periods when intoxicated students may Will articulated vehicles have enough torque/horsepower to navigate ride the routes. the region in the winter time? The project team will review whether this was a concern with peers, and if so, how it has been historically Meeting 6: Penn State Officials addressed. Date: May 2, 2017 Time: 4:00 PM In addition, one participant added that the service area is a fairly Attendees: bike-friendly community, and asked whether articulated vehicles . Richard Manning, Office of Physical Planning Design Services would improve or worsen this status. The project team will address . Rob Cooper, Office of Physical Planning Design Services this issue during the peer review. . Tom Flynn, Campus Planning and Design . Rob DeMayo, Director of Transportation Services Louwana Oliva, CATA’s General Manager, suggested that CATA might need to engage in community outreach or education to teach riders Meeting Summary: how to use articulated buses. In particular, the service area contains One participant asked whether articulated vehicles would reduce the an important sight-impaired community that may require additional net amount of maintenance needed for CATA’s entire fleet. While this assistance. In addition, the project team should consider whether any scenario could play out in other systems (on account of a reduced peer agencies have engaged in public perception campaigns to fleet size), given that CATA’s fleet size is expected to remain the address negative agency perceptions associated with empty or same, this is unlikely to end up being the case. largely empty buses deadheading or returning to peak boarding Another official asked whether the report would look at a net carbon locations. reduction analysis. Greg Kausch responded that this was something One board member asked whether the final report would consider a that could possibly be reviewed, although not currently scoped. Once “no action” option that entirely avoids inclusion of articulated buses. a service plan is developed, the team can look at the total number of This project is intended to evaluate the feasibility of articulated miles expected and other factors to perform a basic carbon analysis. vehicles. If determined to be feasible and recommended, the project A participant asked if CATA had considered incorporating electric team will advise CATA on how to implement articulated vehicles into buses into its fleet. Greg Kausch responded that at this time, CATA their fleet in the best, most efficient way possible. does not have the infrastructure to do this. As part of a strategic plan Finally, some participants echoed the operators’ general sentiment update, CATA laid groundwork to look at this possibility, and may that articulated buses might not work best on Loop/Link routes, ultimately look into it when expanding its fleet.

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It was suggested that the project team look at both perceived and issues if two articulated buses attempt to enter a bus stop at once. If real safety issues associated with articulated buses – especially for possible, buses should not stop in travel lanes, as this practice bicyclists and pedestrians – during its peer review. In particular, the hinders bicycle movements, slows traffic, and blocks crosswalks. This team should look at whether it is safer to have two smaller vehicles is a major issue at the Pattee Transit Center. The project team or one larger, articulated vehicle (especially on university campuses). responded that the use of articulated vehicles should minimize the Penn State officials have worked hard to make the campus as bicycle instances in which two buses enter a stop simultaneously, if not and pedestrian-friendly as possible (as well as aesthetically pleasing), eliminate the issue entirely. and would prefer that articulated vehicles – or any other solution – Participants asked whether the project team had considered the not counteract this in any way. The peer review should address this depth of the area in which riders wait to board and alight the bus. issue. One participant suggested the team may also want to consider During final service planning, this area will be assessed based on how cities that removed articulated buses from the roadway, such as people walk to and enter the bus. London. Stakeholders suggested that the project team should also consider As officials noted, the project team should review pull-offs and the upcoming new developments in the region such as a Toll Brothers lengths of on-street stops to see where articulated buses might not development. In addition, a Pine Hall student housing development fit. Penn State officials provided the project team with a list of bus could change the way students commute in the region. stop lengths for reference. Of particular concern is the stop located at Curtin Road and Shields Boulevard. This stop is only 60 feet long. The group also discussed how the weight difference of articulated In addition, the Pattee Transit Center eastbound stop is about 20 feet buses will affect pavement in the region, and whether one large bus longer than the westbound stop. might prove better for the roadway than two smaller ones. Stakeholders also questioned whether raised crossings would pose Most recently updated bus stops and pull-off areas on campus issues for articulated buses. The project team will explore these stretch approximately 100 feet, including a 30-foot entrance taper questions further during the peer review. and 20-foot exit taper. However, these were completed to accommodate two 40-foot buses rather than articulated buses. Penn State officials asked the project team to pay careful attention to Creating longer bus stop areas on campus has been a challenge due the following potentially difficult turning movements on campus to space constraints. when considering articulated buses:

PSU has a standard design shelter on campus and has put a great . Pollock Road and Shortlidge Road; deal of thought into the design of bus stop amenities and curb . Curtin Road and Bigler Road (especially making a right turn designs. Officials would like the project team to consider potential onto Bigler);

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. Allen Street and Park Avenue; and potential of falling victim to predatory behavior from other . Park Avenue and Atherton Street. passengers. CATA does plan to install on-board cameras, which will assist with security. Potential routes suggested for articulated bus implementation included the Green Link and the Red Link. INTERVIEW PRESENTATION Meeting 7: CATA Board Chairman The slides below were presented at each Stakeholder Interview. They Date: June 28, 2017 were used to provide an overview of the project, an introduction to Time: 8:30 AM articulated vehicles, and a summary of the operating environment. Attendees: . Dr. John Spychalski, CATA Board of Directors

Meeting Summary: The project team held a phone meeting with Dr. John Spychalski, Chairman of the CATA Board of Directors. To begin, regarding dwell times, Dr. Spychalski noted that to decrease dwell times with articulated vehicles, a system would likely need to alter the way it governs boarding and fare validation. This would especially ring true on the Blue Loop route, which Dr. Spychalski identified as the best candidate for articulated vehicles (were they to operate on Campus routes). However, Dr. Spychalski stated that it is likely best to not operate articulated vehicles on Campus routes.

The Chairman noted that the University has been quite helpful with the construction of several pull-off areas, which could prove important going forward. Several of these are at important transfer centers, such as Pattee. Articulated vehicles will likely lead to fewer issues with buses sticking out at pull-off areas, which is a large concern currently.

Regarding safety and risk management, Dr. Spychalski voiced the concern of on-board security for passengers, and in particular the

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Appendix B: Peer Community and Best Practices Review Summary

To obtain input from the transit industry on implementing articulated vehicles, from May through June 2017, the project team conducted four peer interviews. The date of each interview, the agencies interviewed, and participants are detailed in

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The following document summarizes the questions posed and answers received during these meetings. Table 45.

Table 45 | Interview Details Date Agency Location Agency Participants May 11, 2017 Champaign-Urbana Mass Transit Champaign-Urbana, Illinois Karl Gnadt, Andrew Johnson, Tracey District (CUMTD) Pettigrew, Jay Rank

May 15, 2017 Greater Lafayette Public Lafayette, Indiana Marty Sennett Transportation Corporation (CityBus)

May 17, 2017 Ames Transit Agency (CyRide) Ames, Iowa Sheri Kyras, Barb Neal, Rich Leners

June 19, 2017 Blacksburg Transit Blacksburg, Virginia Harland Brown, Mike Price

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QUESTIONS SUMMARY 7. Does your agency track the environmental impacts of having articulated vehicles in a fleet versus not? (and how does Planning Questions CNG/diesel/hybrid fit into this?) 1. Did your agency take into consideration any land use and/or 8. How have universities and/or riders responded to the economic development impacts relating to introducing aesthetics of articulated vehicles? higher capacity bus transit on an individual corridor? 9. Have there been any special issues with visually-impaired or 2. What is the minimum level of service provided, ridership, and disabled pedestrians? load on a corridor that your agency identifies as warranting Operations Questions use of an articulated bus (60-foot) rather than a 40-foot 1. What standards did you use in updating stop spacing and vehicle? stop amenities (including pull-out areas) on routes with 3. Does your agency brand articulated buses differently from articulated buses? Did you incorporate any additional stop the rest of the fleet? Has the agency seen a noticeable features? difference in how articulated buses are perceived compared 2. Based on these standards, prior to implementation, did you to standard buses? need to modify many bus stops to accommodate articulated 4. Do riders/bicyclists/pedestrians report any changes in vehicles? comfort or perceived safety, both on the vehicle and 3. What standards do you use for passengers boarding and interacting with the vehicle on the road? Did your agency alighting articulated vehicles? May passengers board add any additional safety components to the vehicle to through multiple doors? enhance awareness of the vehicle for bicyclists, and 4. What standards did you use for minimum road widths, pedestrians? speeds, and/or road geometry to ensure an articulated bus 5. Have you found that multiple 40-foot buses at a bus stop is was safe to operate on selected routes? less safe or safer than having one articulated vehicle? 5. How did you adjust operator training for articulated buses? 6. Did your agency need to conduct public outreach activities Do operators receive different or additional instruction (in prior to placing articulated buses into service, particularly in addition to standard training provided by the manufacturer) regards to community concerns about pedestrian and road regarding merging into traffic, pulling out of traffic, backing safety? up, and turning radii? 6. Have operators voiced any concerns with articulated buses navigating certain topographies such as steep, hilly areas?

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7. Did incorporating articulated buses impact your scheduling, 2. Is the replacement schedule for an articulated bus any such as interlining and/or vehicle assignment on routes? Did different from that of a standard 40-foot transit vehicle? you see a noticeable decrease in the number of 40-foot 3. How do the maintenance costs for 40-foot and 35-foot buses needed in your system’s daily operation? buses compare to your articulated buses? 8. Have operators voiced any other particular concerns 4. Do you have separate preventative maintenance inspection regarding operation of articulated vehicles as opposed to procedures for articulated buses? 40-foot or smaller vehicles? 5. How do your fuel costs/fuel economy compare for 9. Was there a significant effect on staffing levels with articulated buses versus 40-foot buses? implementation of articulated vehicles? 6. Are there additional costs for parts and labor? 10. Has your agency added any additional safety components 7. Have you added any additional maintenance personnel to such as cameras in the back of vehicles for operators to handle articulated buses in your fleet? monitor? 8. How is towing handled? Are buses difficult to straighten in 11. Have there been any congestion issues with the slower instances where they are bent in the middle and shutdown? acceleration of articulated vehicles causing back-ups at 9. Have roadways and/or bus pads on which articulated buses intersections? operate required more frequent maintenance due to heavier 12. Have there been any other issues operating in snow; causing vehicles? extra noise; turning; operating on inclines/declines; or with 10. Are there issues with using slightly worn down tires on the passenger/operator safety? middle axle? 11. Has fueling time been significantly impacted? Maintenance Questions 12. Are there any unique maintenance issues you have had with 1. Please send us any information regarding maintenance costs, articulated buses? fuel mileage, or increases in costs per mile for articulated versus 40-foot buses.

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INTERVIEW SUMMARY

Did your agency take into consideration any land use and/or economic development impacts relating to introducing higher capacity bus transit on an individual corridor? CUMTD We have a route network that is not technically BRT, but is generally laid out in the format of BRT. Developers have picked up on that and there has been some shift in development patterns that align with these routes.

Articulated buses operate within the broad definition of what would be called campus, as well as downtown areas. This area does not extend beyond that into further reaches of community. The campus is centered in between the two downtowns of Champaign and Urbana, and the fringe of campus is encompassed in each of the downtowns.

CityBus No, this was not considered. The system is capacity and need-based. CyRide No. The route on which articulated buses currently operate is short (3 miles) with no potential for economic development. The initiative was geared toward capacity. CyRide has grown drastically in the last ten years (from 4 to 7 million riders). High capacity service was seen in the community as a way to carry people as efficiently as possible. Blacksburg Not really, no. If there’s a new business going in close to bus stop(s), the agency might work with the business to set a policy that requires the business to expand or upgrade the bus stop itself. If there’s a pull-off, the businesss might need to look at that as part of construction design.

What is the minimum level of service provided, ridership, and load on a corridor that your agency identifies as warranting use of an articulated bus (60-foot) rather than a 40-foot vehicle? CUMTD We look at the ridership on a route, where the route goes, and how it’s blocked. Routes with high ridership that remain on campus

are more likely to be assigned an articulated. Routes on campus that are blocked to go off campus are less likely to get one.

During the summer session; if we use articulated vehicles, we’re helping to create the perception problem of giant empty buses around. The buses are not filled up as much as they might be when students are around, so there is a balancing act involving how many articulated buses should operate at a time.

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What is the minimum level of service provided, ridership, and load on a corridor that your agency identifies as warranting use of an articulated bus (60-foot) rather than a 40-foot vehicle? CityBus Load is the driving factor. Are you leaving people standing? If so, that’s a huge problem. If it gets very crowded on a 40-footer, it might not be a huge problem if there is a short ride. CyRide formerly operated articulated buses on a stadium route; after parking was built closer to campus, they were no longer needed on this route. Today, articulated buses serve specific lines and are not assigned on a daily basis. During less busy times, such as finals week or Thanksgiving, 40-foot buses can replace articulated vehicles.

CyRide We do not have a set standard for where to put articulated buses. Where they run now is based on recommendations from a consultant. We recently completed an analysis and the route structure will change significantly. We will potentially add an additional route anchored by two large university residence areas. We currently have six articulated buses, and would like ten buses to finish up the Orange route. Then, we could look at other routes. We currently have routes where we’re platooning buses. Blacksburg Overcrowding is the main driver, and specifically, passenger loads on 40-footers. These buses can carry 80 with standees; on 60- footers, we can carry 104 with standees.

Does your agency brand articulated buses differently from the rest of the fleet? Has the agency seen a noticeable difference in how articulated buses are perceived compared to standard buses? CUMTD Articulated buses are not branded or marketed differently. They are also not perceived differently, other than that people seem to notice them, and the community is excited about larger capacity. The public is generally supportive and excitedly ask what it’s like to drive one. CityBus Apartment complexes buy advertising wraps for articulated buses, so they are branded differently. The overall reaction has been positive. Students especially like hybrid, electric, and CNG buses. Fuel sources for CityBus artics include diesel and hybrid, but the agency will use CNG going forward. CyRide The buses are not branded differently. On the Orange route, this will possibly become the case when the route is entirely served by articulated buses. Buses are perceived fairly positively. When introduced, students would cut class to go ride them. This has served almost as a marketing technique for CyRide; because people really enjoy them.

Blacksburg Buses are not branded differently. Students like them more because they cut down on pass-bys where the agency was previously having to refuse passengers due to overcrowding. On campus, the buses are welcomed, as they are all around town. They are known colloquially as bendy buses.

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Do riders/bicyclists/pedestrians report any changes in comfort or perceived safety, both on the vehicle and interacting with the vehicle on the road? Did your agency add any additional safety components to the vehicle to enhance awareness of the vehicle for bicyclists, and pedestrians? CUMTD Not really. A subset of riders that like sitting on the middle portion, which heightens their enjoyment of riding the bus. Outside of that, articulated buses have been a non-player in terms of how riders feel about them or how the community at large interacts with them. In some respects, the buses are bigger and easier to see, and thus safer. Operators need to do everything in an artic that is done in a 40-footer.

There have been no issues for bicyclists and pedestrians, as every driver is trained on how to operate the vehicle. On coaches operating on campus, buses have a right turn signal activated tone that plays outside of the bus to warn pedestrians/bicyclists that vehicle is making a turn. CUMTD would put this on all vehicles if they could, but 40-footers are more likely to be in residential areas. That “annoying” sound is more easy to get away with on campus. Currently, artics operate in environments where we can restrict that warning.

CityBus There have been no safety issues specific to articulated buses.

CyRide There are lots of bikes on campus. We don’t think articulated buses are perceived any differently. We haven’t heard any complaints from bike groups. The maintenance department put guards in front of articulated bus tires to guard if someone fell.

Artics are quieter. Aesthetically, on campus, the university likes this. There are also certain corridors on campus that can get pretty congested, and articulated buses reduce the number of vehicles clogging roads. We will soon have APCs that will be accurate enough to use all three doors to load and unload customers.

Blacksburg There have been no issues specific to articulated buses.

Have you found that multiple 40-foot buses at a bus stop is less safe or safer than having one articulated vehicle? CUMTD It’s a fine line, but we would fall on side of the fewer the vehicles, the safer the environment. We’re not sure how to quantify that. 75% of the cost of a vehicle on the street is the person driving the vehicle rather than vehicle itself. You can cut a major expense by moving to one vehicle. CityBus It’s less safe with two drivers, and two buses. Having two drivers doubles the chance for human error.

CyRide We are not sure one is more or less safe. We haven’t had any experience to counter this.

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Have you found that multiple 40-foot buses at a bus stop is less safe or safer than having one articulated vehicle? Blacksburg The scenarios are about the same. With one bus, there’s more space. With two buses, you have trained operators in each. Trippers would pull up a bit farther.

Did your agency need to conduct public outreach activities prior to placing articulated buses into service, particularly in regards to community concerns about pedestrian and road safety?

CUMTD No.

CityBus No. About three years ago, CityBus received a highway safety grant and conducted an outreach program called “Don’t go Dino.” The program was dinosaur-themed (things like “wrong-way-a-saurus,” etc.). However, the program was not specific to artics. CyRide No. The Orange route carries lots of commuters/students. These riders are flexible and don’t care what kind of vehicle they’re transported in. If introducing articulated buses into the general community, we might want to do some outreach. Blacksburg No, we did not conduct outreach, except for maybe some announcement.

Does your agency track the environmental impacts of having articulated vehicles in a fleet versus not? (and how does CNG/diesel/hybrid fit into this?) CUMTD No, but articulated buses do not worsen the environmental situation. It’s a better situation to have fewer engines running than multiple. CUMTD is moving into the hybrid realm with its fleet. Four hybrid artics get approximately a 25-30% improvement on fuel efficiency over diesel. We have installed diesel particulate filters on all vehicles. The university community is very environmentally oriented, and wanted to reduce emissions as much as possible. CityBus No, but we track gallons of diesel used. It would be interesting to see how much is saved through CNG.

CyRide No, we do not track.

Blacksburg No, we do not track.

How have universities and/or riders responded to the aesthetics of articulated vehicles? CUMTD They really like them.

CityBus ---

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How have universities and/or riders responded to the aesthetics of articulated vehicles? CyRide Very well – they really enjoy them.

Blacksburg ---

Have there been any special issues with visually-impaired or disabled pedestrians? CUMTD No. The area has a large visually impaired community, and this has never been an issue.

CityBus None to date. CyRide None. Passengers only board through front doors as it stands. If allowed to load through all doors, we have a camera for the driver on the rear door so drivers can see people alighting the bus. Blacksburg No. In our training program, operators are trained to show respect to those passengers, and trained to designate certain seats.

Operations Questions: Peer Answers What standards did you use in updating stop spacing and stop amenities (including pull-out areas) on routes with articulated buses? Did you incorporate any additional stop features? CUMTD Vehicle type is not considered when looking at stop spacing. System-wide, stops are anywhere between 500 and 1200 feet apart.

With amenities, platform length is important. We are going through a major reconstruction on campus and rebuilding several streets. We have the opportunity to rebuild a number of bus stops, and have done analysis on how many buses might stack up at given time at stops. This determines the length of a platform.

CityBus There are no stop spacing standards, and no need to modify current stops. CyRide Stops were kept as was. Many stops serving articulated buses also service other routes. In some cases, bus stop pads were made larger to accommodate articulated buses. We require 50 feet of concrete or brick for an artic bus pad, and 30 feet for a 40-footer.

Blacksburg We looked at national standards regarding pull-off sizes and measurements. All new stops follow national standards. For a 60-foot bus, you need about an 80-foot long path.

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Based on these standards, prior to implementation, did you need to modify many bus stops to accommodate articulated vehicles?

CUMTD We were able to mainly incorporate artics into our existing infrastructure. About 15 years ago, we created a transit plaza on campus that was a bus only/bike/ped area designed to accommodate articulated coaches. We are currently reconstructing it under a $45 million TIGER grant. We want to upgrade transit facilities and create level boarding. We would like for loading platforms to better accommodate articulated vehicles.

Regarding standards, if there’s just one articulated bus stopping at a stop, we require 60 feet. If it’s a platform or stop serving multiple routes, we’ve been shooting for 150-200 feet. With most new projects, platforms are in the 200-220-foot range. CityBus N/A. CyRide Some stops were altered so as not to block the crosswalk. At other stops serving multiple routes, the artic would be routed to stop at a slightly different location.

Blacksburg We did not need to modify existing stops.

Based on these standards, prior to implementation, did you need to modify many bus stops to accommodate articulated vehicles?

CUMTD At most stops, passengers may only board through the front door. At special, high ridership stops called iStops, riders may board through all doors for free. Students do not need to show ID. Dwell times at iStops stops have been reduced by several minutes; sometimes by 6-7 minutes. CityBus Riders may only board through front doors.

CyRide Riders may only board through one door. As students ride fare-free, we are considering multiple door boarding. We need to figure out how to carry this out with APC’s. Blacksburg Riders may only board through front doors.

What standards did you use for minimum road widths, speeds, and/or road geometry to ensure an articulated bus was safe to operate on selected routes?

CUMTD If operating a 40-foot coach on a roadway, an articulated bus can also operate on that roadway. A 60-foot bus actually has a tighter turning radius. It’s a common misconception that an artic needs more space to navigate.

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What standards did you use for minimum road widths, speeds, and/or road geometry to ensure an articulated bus was safe to operate on selected routes? CityBus No standards. Articulated buses can travel on just about any road, and they’re easier to turn. CyRide We do not have standards. Our operations team needs to feel it’s safe. When artics were received, we drove every route to see what it would be like. On one road, the traffic speed is 45-50 mi/hr. When turning onto it, the articulated bus takes a bit to reach that speed, but it’s not an issue.

Blacksburg We tested 60-foot buses on all routes before ordering except for one route (for which there was prior knowledge of a turn an articulated bus could not make).

How did you adjust operator training for articulated buses? Do operators receive different or additional instruction (in addition to standard training provided by the manufacturer) regarding merging into traffic, pulling out of traffic, backing up, and turning radii? CUMTD We offer some additional training for operators, but nothing onerous or much more extensive than whenever there’s a new model of bus. Even if a new 40-foot bus enters the fleet, operators are trained as part of initial training.

With operation, the main difference is the last axle and how it trails. It takes some additional drive time to get used to that. If an operator is used to 40-foot turning, the turning radius on a 60-foot is actually better. Drivers need to make sure the trail vehicle clears as well. CityBus We offer some additional training, but not too much. CyRide Drivers have necessary criteria to drive artics. Initially, we required 750 hours of driving on your own, no accidents on record, and a 4-hour training. Now, the hours required has been lowered to 500 hours. When drivers pick their runs, the agency flags where artics operate so that this is factored in. Blacksburg Operators get 3-4 hour of training on articulated buses after all other route training.

Have operators voiced any concerns with articulated buses navigating certain topographies such as steep, hilly areas? CUMTD Drivers in the region don’t have much experience with hills. Occasionally, buses might run over a corn cob blown into the street. However, we know that artics are used all over the world, and in much hillier places than Illinois.

The power of an artic is comparable to the power of a 40-footer; the slightly larger engine makes up for the bus’s heavier weight. We can’t speak to CNG, but that might offer more power as well.

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Have operators voiced any concerns with articulated buses navigating certain topographies such as steep, hilly areas?

CityBus None.

CyRide Our service area is pretty flat. Acceleration is an issue a little, but not a particular challenge to artics.

Blacksburg No, feedback has been fairly positive. Many operators say it’s relatively easy to manuever.

Did incorporating articulated buses impact your scheduling, such as interlining and/or vehicle assignment on routes? Did you see a noticeable decrease in the number of 40-foot buses needed in your system’s daily operation? CUMTD Articulated buses are not a challenge to schedule. For eight months out of the year, we could use a lot more of them. Incorporating articulated vehicles into our fleet hasn’t really decreased the number of 40-footers in fleet, although it can be hard to quantify exactly. Articulated buses have been in operation during a period of tremendous growth in ridership and service.

CityBus We probably are using a handful fewer 40-foot buses, which means a handful fewer drivers too, and there’s a real savings there. We are not really interlining on campus. This would only become an issue during the first weekend of school, when all students want to go to Wal-Mart. After they buy everything under the sun, they won’t have as many trips. CyRide Artics only operate on one route, so there is no interlining.

Blacksburg We do not have issues with interlining. We try to keep articulated buses on routes where heaviest ridership is. Our schedule is based around the Virginia Tech class schedule. Between 7 and 9, we could have heavy ridership; 9-12 might be lower; and 12-3 might be heavy again. Once buses are scheduled in the morning, they stay out because they know passengers know they’ll come back to busy service.

We’ve seen a slight decrease in the number of 40-foot buses we use, maybe by 4 buses.

Have operators voiced any other particular concerns regarding operation of articulated vehicles as opposed to 40-foot or smaller vehicles? CUMTD Not too much. We do not sense that vehicle type plays into how operators pick their run. What plays a bigger role is how they collect fare, where they drive, and what times they go through campus.

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Have operators voiced any other particular concerns regarding operation of articulated vehicles as opposed to 40-foot or smaller vehicles?

CityBus No, no negative feedback.

CyRide Drivers like them. One concern is as CyRide receives more buses, what does articulated training look like? You can’t be an articulated bus driver unless you are qualified. The articulated vehicle chosen – NOVA – is a 40-20 as opposed to a 30-30. A 40-20 drives more like a 40-foot bus, much like a 40-foot bus with one 20-foot trailer attached. Blacksburg No, no negative feedback.

Was there a significant effect on staffing levels with implementation of articulated vehicles?

CUMTD We’ve had no issues with layoffs. Since articulated buses came into the fleet, we’ve had explosive growth in ridership and expansion of service. Thus, the agency needed more operators. CityBus We probably use a handful fewer buses, which means a handful fewer drivers to, and there’s a real savings there. We’ve seen a very positive impact financially. Some staff is laid off in the summer due to less service. CyRide We have about 165 drivers during the school year, and 70 or 80 during other periods. Articulated buses haven’t had an effect on staff. We don’t actually cut any buses from service, so we haven’t seen a great impact on staffing levels. As we run more artics, we Blacksburg might see some impact. During full season, peak pull-out is 32 buses. During this coming fall, it will probably be 35 buses. During the fall and spring of year, we need at least 120-135 bus operators. We just reached that maximum with the last class hired. Turnover is up and down. From 4/1-5/10, operators are polled to see how many may leave. We may get 5-6 reporting as leaving via the poll, but in reality we could lose 15 operators. We have administrative turnover too, especially with students. From April to September, we could easily lose 20- 30 operators. With so many people leaving/coming/going, laying off people because of articulateds is not a concern.

Has your agency added any additional safety components such as cameras in the back of vehicles for operators to monitor?

CUMTD We have an 8-camera system on 40-foot buses, and a 16-camera system with articulated buses. It’s important to have good camera coverage along the entire length of vehicle. However, the driver does not have access to any of those cameras, and there’s no back of bus camera.

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Has your agency added any additional safety components such as cameras in the back of vehicles for operators to monitor? CityBus Our new New Flyer models have four camera views on the dashboard that drivers can adjust. Vehicles can also back up, but that’s not recommended.

CyRide There is a camera for the driver on the rear door so drivers can see people alighting the bus.

Blacksburg We do not have cameras on vehicles.

Have there been any congestion issues with the slower acceleration of articulated vehicles causing back-ups at intersections? CUMTD None.

CityBus -- CyRide Artics can take a little longer to board and alight, which tends to slow operation down a bit. We are trying to switch to all articulated buses on our Orange route so that scheduling can be improved. Blacksburg There are no concnerns about slower acceleration. Articulated buses have a higher horsepower rating than 40 or 35-footers.

Have there been any other issues operating in snow; causing extra noise; turning; operating on inclines/declines; or with passenger/operator safety? CUMTD When turning in snow, one needs to be careful. The back portion of the bus can drift, and this may impact cars. When slowing down in snow, the vehicle can slide.

Regarding noise, we have installed right hand turn indicators that are audible. These help, but residential areas would prefer not to have artics go by while playing this noise. CityBus Hybrid models are a bit quieter, as are CNG’s. They don’t seem to be louder than 40-footers.

We have seen some issues operating in snow. If the rear of the bus has an engine, the bus can “fishtail” a bit. An engine in the middle of the bus can address this issue, but we wouldn’t recommend placing an engine there.

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Have there been any other issues operating in snow; causing extra noise; turning; operating on inclines/declines; or with passenger/operator safety? CyRide Articulated buses are pulled off the road in snow/slippery conditions. This is because the vehicle pushes from the back. The center axle breaks traction, and the turntable/center axle can jackknife. In some instances, the vehicle has pushed center of the bus toward the wall in the garage.

Regarding noise, artics are actually quieter than 40-footers. Many agencies are likely driving a 30-30 articulated bus. A 40-20 bus is almost identical to 40-foot bus. These buses turn a bit more, but not better than a 40-foot. We only had one articulated accident, and it was pretty minor. It did not occur during turning. Blacksburg Vehicles pulled off after the first snow dropping. Once roads are clear, they go back out, and it’s safer this way. Operationally, operators like driving articulated buses relatively more than other buses. We have had no issues operating on inclines or declines.

Maintenance Questions: Peer Answers Agency Articulated 40’ Bus % Increase in Fuel Mileage Fuel Mileage % Decrease in Maintenance Maintenance Maintenance Articulated 40’ Bus Fuel Mileage Cost/Mile Cost/Mile Costs CUMTD $0.294 $0.175 +68% Not Available Not Available -15%16

CityBus $1.80 $0.970 +85% Not Available Not Available -25%

CyRide $0.84 $0.35 +140% 2.75 mpg 4.5 mpg -40%

Blacksburg Not Available

16 In the absence of hard data, CUMTD and CityBus provided estimates for the percent decrease in fuel mileage.

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Is the replacement schedule for an articulated bus any different from that of a standard 40-foot transit vehicle?

CUMTD Yes. Articulated buses are not currently running all year long – they are primarily operated during the school year. Because of this, they rack up mileage at a much slower pace than rest of fleet. We are still operating 2001 artics, and they are in quite good condition relative to our 40-foot buses – so we’re not in a rush to replace. Last year, we did replace joints and turning platforms that were starting to fail in 12 2001 articulated buses. There was a newly-engineered designed platform that was available. It’s much quieter and should extend buses’ usable life.

CityBus Unofficially, artics likely last longer because they’re only used nine months out of year and not on weekends. CyRide This is a maintenance and budget issue. There is no bus replacement fund. The capital plan/budget has a five-year outlook, and enough to cover two to three buses. Artics are very expensive to purchase and replace, and we won’t easily be able to do this. CyRide has tapped into funds from the area MPO and hopes to receive over $200,000 per year. We will use this until it is through.

Blacksburg No, it’s the same. There is no pulling tires to “run out,” or anything like that.

How do the maintenance costs for 40-foot and 35-foot buses compare to your articulated buses?

CUMTD In general, maintenance costs are pretty similar. Only major difference between articulated and 40-foot vehicles is the articulated joint. Larger buses have three doors instead of two, more cameras, and another axle. There’s more equipment, but no specific problems with the third axle.

CityBus Unsure. Oil is changed at the same frequency of a 40-foot bus, and the engines are very similar. With two vehicles (40-foot), we are paying for more miles and more insurance, so the costs may even out.

CyRide The costs are about $0.84/mile for articulated buses versus $0.35/mile for 40-footers. We require two mechanics per inspection on an artic versus one for a 40-footer. The facility had to construct an articulated bus bay to maintain them. Blacksburg Standard maintenance is all the same. Then, it’s a matter of following the manufacturer’s (New Flyer) schedule on what they expect to happen at any particular time. Or at a certain mileage, we uncover the bottom and do inspections. Those are add-ons scheduled as needed for mileage.

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Do you have separate preventative maintenance inspection procedures for articulated buses?

CUMTD The procedure for an articulated bus is identical to that of a 40-footer, plus extra equipment. This involves checking a third axle, instead of just two. CityBus No, no separate procedures.

CyRide Inspection procedures are based on the manufacturer’s service manual, and are different for every make. Blacksburg We have different schedules for the articulated joint. Depending on where the joint is, it may be pulled early, or could remain until the next PM process. We need to allow additional time for articulated PM. There is more bus to check, and more interior space.

How do your fuel costs/fuel economy compare for articulated buses versus 40-foot buses?

CUMTD Articulated buses are bigger and heavier. We’re not able to speak to the exact margin of difference, but it’s slightly costlier. Speculating, articulated buses could get about one mile per gallon less than 40-footers.

CityBus Fuel costs are a little bit more expensive for articulated buses– maybe 10-15% more.

CyRide Mileages per gallon are as follows: 2.75 MPG (articulated); 4.5 MPG (40-foot).

Blacksburg Artciulated buses have higher fuel costs given that they push more horsepower, relatively.

Are there additional costs for parts and labor? CUMTD There are no additional labor costs, but some additional parts costs. CityBus There are some additional costs for bellows as well as the additional axle. CyRide Yes. We use two mechanics for twice the filters and twice the bus.

Blacksburg For the joint, yes, there are. This is not necessarily the case when it comes to the overall bus.

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Assessment of Articulated Bus Utilization

Have you added any additional maintenance personnel to handle articulated buses in your fleet?

CUMTD This relates to a vehicle quantity/driver quantity issue. We’ve been adding maintenance, but because of lots of growth in the system, not articulated buses. In addition, we’ve had to redesign our maintenance facility and build bays that accommodate 60- foot buses.

CityBus No.

CyRide It’s difficult to quantify, but we have added lots of staff in general due to tremendous growth in the system. Our estimate is that articulated vehicles have had some effect on staffing.

Blacksburg No. We are always short-staffed anyway. If we added staff, we can’t necessarily attribute this to artics.

How is towing handled? Are buses difficult to straighten in instances where they are bent in the middle and shutdown? CUMTD The bent portion of the artic trails the front portion. We’ve had no specific issues with towing articulated buses.

CityBus We’ve seen no issues with towing.

CyRide Drivers are not allowed to back up; maintenance can do so. We’ve had no strange towing incidents so far. The towing process is not very different for different types of vehicles. Blacksburg We have a local vendor that tows, and have had no concerns so far.

Have roadways and/or bus pads on which articulated buses operate required more frequent maintenance due to heavier vehicles?

CUMTD We’ve seen no specific issues regarding this relating to articulated buses. Our agency has longstanding, cultivated relationships with Champaign and Urbana. They understand that it’s the transit authority’s job to run transit, and the municipality’s job to fix roads. CityBus It would seem that there is less of a toll because the bus is distributed over three axles rather than two.

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Assessment of Articulated Bus Utilization

Have roadways and/or bus pads on which articulated buses operate required more frequent maintenance due to heavier vehicles?

CyRide Iowa State University was once concerned about this, and looked at gross axle weight comparison. The articulated weight was less than that of a 40-foot bus due to weight spread over three axles versus two. They determined that there wasn’t a negative impact to roadways.

Blacksburg This hasn’t been a concern. If there are issues, articulated buses are not a “smoking gun.”

Are there issues with using slightly worn down tires on the middle axle?

CUMTD Not experienced.

CityBus Not experienced. CyRide Not experienced. Blacksburg We sometimes experience this issue. The middle axle can be harder to line up during alignment, and there can be “scuffing.” We have run recaps on the center axle and rears.

Has fueling time been significantly impacted?

CUMTD No significant impact.

CityBus It has not been impacted; the tank sizes (of a 60- and 40-foot bus) are approximately the same.

CyRide No significant impact.

Blacksburg Fueling can take slightly longer, but not significantly at all.

General or unique maintenance issues

CUMTD None. CityBus None.

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Assessment of Articulated Bus Utilization

General or unique maintenance issues

CyRide Articulated buses have been a welcome addition to the fleet. In addition to regular service, they’ve been useful for special events such as orientation and football games.

Anything that involves an articulating joint might be time-intensive, replacement wise. Bellows take a long time to replace. Blacksburg All experiences have been positive, and we wish these had been implemented sooner.

We recommend that agencies implementing these vehicles purchase a bus washer set up to wash a 60-foot bus.

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