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COM 0665.001 2020-2022
I i Page 1 aSMtY`® F M'9iY arid ,Mitchell D.Roth John C.AndohMayorMassTransit Administrator trFpF.H,r CDCountyofHawaii CDm Mass Transit Agency HILO:25 Aupuni Street • Hilo,Hawaii 96720 • (808)961-8744 Fax(808)961-8745 KAILUA-KONA:74-5044 Ane Keohokalole Hwy.,Bldg B a Kailua-Kona,Hawaii 96740 • (808)3234330 www.heleonbus.org a Y r March 19, 2022 CD To:Honorable Councilmembers Heather Kimball, Aaron Chung, Sue Lee Loy, Ashley Kierkiewicz, Matt Keneali'i-Kleinfelder, Maile David, Rebecca Villegas, Holeka Inaba, Tim Richards. From: John Andoh, Mass Transit Administrator& General Manager Subject: Presentation Regarding Mass Transit Agency's Activities for Communication 665 At the request to Councilmember Sue Lee Loy, this memorandum being provided is a summary the Mass Transit Agency activities since the last update in December 2021. Attached is a power point presentation regarding the Mass Transit Agency activities and direction where we are going to implement all aspects of the Transit and Multi-Modal Transportation Plan. The following topics will be discussed: Regional Transportation Planning Organization(RTPO) and Metropolitan Transportation Planning Organization(MPO) (attachment) Pages 33-49 Hele-On Bus Replacement Plan (attachment)Mages 50-58 FY 20 FTA Performance Measures (attachment) Pages 59-67 Transit and Multi-Modal Transportation Plan Master Plan Update Status Mages 2-32 Paratransit Transition from Ace 1 Taxi to Transdev Meet Roberts Hawaii Management Margo Bunnell, General Manager Jennifer Martin, Operations Manager Michael LosBanos, Hele-On Supervisor Sale Mangarero , Safety & Training Manager Gerald Domingo , Maintenance Manager FY 2023 Capital Improvement Plan and Budget Questions Attached is supplemental information for the Council's review to this memorandum. Please review the power point presentation and contact jolin.andolicr,havvLiiiCOLIElt,L)O, or call 808) 961-8555 with any questions. Comm. No. Ref. To: Ref. gate r, w 6 Bawai'i County is an Equal Opportunity Employer andProvider N 6 V N N O N N N U L m a 4 ), p rb w C tag 0 41 C 1 CL N 4cu gym QW CL CL aZ zz z a i 1— c c a ri E 0 j 7Op U C'J Cu L p L 0 2 F L Cu N p p i +p-' p S O L a0 E a) E N a) a>), 2:" V D) L E'N C p C p L L Q-z °) Lcu p0 . 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Q (6 o O SII O cc d (6 m --'(6 (6 0U 0ON CLO.— 0 N U 04- MD (6 c2 U.0 p(6.— ULfONcuO5 s II'yfu 0 (1) c0 c0 2(9 c-2--:'c-2--:' 000ac C 00NLLvi (DQO 00 D iOV -r— ) = -00 cu tA O p m v Q QNtA O > Q. > Q.(aQEQ e u CY) O oc O Cq f.. 0) cu Gz cn v o Y3 kp CqCqo c;k C) Cq 4 ti) CqoPoc "D W A or w P-4 z5 cn I c" Cq n I r I r I Ell pq 0 qu) PA21 uj 00 oLa NC, C 00 cue CLCD LL AnIL CG CSC o o 1 k § LLI S q 0) n d z Cl S6 ® ` L'2 22213 6 & m 2 & J z E t C4 § LA. IN kcm emc 04 A 7 # \ k c ) E A 3 ! 4 J1 P r m. I S J 1 Ijj;• Y 8 3 b V LO O M NO 0o O i co O V V O NLOLO L 300v O Q =NO @ 0` t r _ _ co OZQLcoo c a 0 W RTPO 101 Fact Sheet Series fawt ge 33 U.S. Depaftent of Transportation Federal Highway Adrninistration What Is a Regional Transportation I, Planning Organization? U.S depransittofTraisratio oil Federal Transit Administration A Regional Transportation Planning Organization (RTPO) is an organization that identifies local transportation needs, conducts planning, assists local governments, and supports the statewide transportation planning process in non- metropolitan regions of a State. States are provided the opportunity to designate RTPOs as a method for formalizing the engagement of officials from areas with a population size less than 50,000 as they incorporate rural transportation needs in the statewide transportation planning process.This Fact Sheet will explain the essential elements of RTPOs and their functions. The Development of RTPOs OThe transportation planning discipline In the past decade, Congress has increased has progressed over the last fifty years the level of coordination of how States will since Congress created the address the transportation needs of non- requirement for a Continuing,Cooperative, metropolitan areas. In Moving Ahead for and Comprehensive(3C) transportation Progress in the 21st Century(MAP-21), planning process in urbanized areas. States are required to cooperate with non- metropolitan local officials, a higher level of engagement than the previous In carrying out planning...with respect to non-metropolitan requirement of consultation. areas,each State shall cooperate with affected local officials with responsibility for transportation or,if applicable, through regional transportation planning organizations. 49 U.S.Code§5304(e)(1) MAP-21 and Non-Metropolitan Areas FAP'3 Ared5 States are provided the opportunity to designate RTPOs as a method of formalizing Nth h1i(Opr711agf g5 engagement from non-metropolitan area officials as they incorporate rural transportation needs in the Statewide transportation planning process. Non- metropolitan areas constitute a significant a' Y 1 amount of the United States'geographic area. Representation of these areas is a,• critical in the statewide planning process F t v to ensure that regions have an established process. R 4t Er For more information go to:J y y { R www.planning.dot.gov/focus_rural.asp VA IL www.fhwa.dot.gov/planning/processes/rural Page 34 RTPOs Preparation of a Regional o Coordination of local planning, land o Facilitation of a forum for public Long-Range Transportation use,and economic development. participation in regional and LRTP Plan (LRTP). Statewide planning. o Provision of technical assistance to Preparation of a Regional local officials. o Coordination of plans and programs Transportation Improvement with neighboring RTPOs and Program (TIP). o Participation in national,multi- Metropolitan Planning Organizations TIP State,and State policy and planning and tribal organizations. development processes. Designating an RTPO Once a State chooses to designate RTPOs,those organizations must meet certain requirements.The extent to which these organizations perform transportation planning varies, depending on their history and charter. However, if each can be modified to meet the requirements shown below, then States can designate them as RTPOs. CCDW4 Be established as a multi- Have a policy committee, with a Have a fiscal and administrative jurisdictional organization of majority of members being non- agent to provide professional non-metropolitan local officials metropolitan local officials, and planning, management, and and representatives of local as appropriate, representatives administrative support. transportation systems. from the State, private business, transportation service providers, economic development practitioners, and the public in the region. Funding for RTPOs At States' discretion, FHWA Statewide Federal funds require a match; it be known as Regional Planning Planning and Research (SP&R) and FTA may be variable but in most cases Commissions, Regional Planning and Section 5304 program funds and/or 20%. Development Commissions, Regional FHWA Surface Transportation Program Planning Agencies, Councils of funding may be used to support In many cases,there are already Governments or Regional Planning RTPOs. organizations conducting or assisting Organizations. with regional planning.These may Benefits that can be Achieved by RTPOs Conducting duties that support and enhance the Statewide planning process; Providing a forum for public participation in non-metropolitan areas; Insuring the regional and local input of non-metropolitan areas; Fostering coordination of local planning, land use,and economic development plans with transportation plans and programs at the State, regional, and local levels; Cooperating on the development of the Statewide Transportation Plan, and Consulting on the development of the Statewide Transportation Improvement Program in the non-metropolitan areas of the State. PO ae 35 U.S. Department of Transportation Federal highway Administration How Do RTPOs Benefit U.S. Department of Transportation States and Rural Regions?Federal Transit Administration The Federal transportation authorization, Moving Ahead for Progress in the 21st Century(MAP-21), created an opportunity for States to formally designate Regional Transportation Planning Organizations(RTPOs) as a means of formalizing their process for including non-metropolitan areas in statewide transportation planning processes. If you are an official of a State Department of Transportation (DOT), an existing Regional Planning Commission (RPC), or a local government official or professional staff,one may ask how the benefits of formalizing RTPOs will outweigh the efforts of designation. MAP= 2 In California, Regional RTPOs develop the same transportation planning products as Metropolitan PlanningTransportationPlanningAgenciesOrganizations. State DOTS are accustomed to RTPAs) were created by State accepting Long-Range Transportation Plans statute in 1972. A representative of LRTPs) and Transportation Improvement California DOT(Caltrans) says, Programs(TIPS)from MPOs to sustain the RTPAs play an important role in Statewide planning process. When regionalCaltrans' overall planning efforts.planning organizations become RTPOs,they We realize that even at our District will produce the same documents to be level, a local agency will be better incorporated in the Statewide planning and informed about the region's programming process. transportation needs and priorities. We rely on the planning work of the The designation of RTPOs can assist M L RTPAs in developing our Statewide strengthening rural and urban project 1 i Transportation Improvement proposals. For instance, instead of the i Program (STIP)". State Department of Transportation DOT) not understanding the significance of a bridge project that was proposed by 1 the county highway superintendent, the State response to an RTPO with an established process may Page 36 Instill a systematic transportation planning process. Involve local officials in Policy Committee decisionmaking. Provide a means to establish transportation goals, objectives, and regionally unique priorities. Improve the ability of prioritized projects to compete for funding. Facilitate conversation and public involvement between local communities and the State DOT. 1 i In Pennsylvania, there is a longstanding practice of Regional Planning Organizations (RPOs)covering the geography not covered by MPOs. A Pennsylvania DOT(PennDOT) representative states, 1 1 1 The RPOs provide a greater connection to people in rural regions and allow us to maintain a focus on needs-based planning with connections to municipal and county comprehensive plans." P• D• Benefits of€ Facilitates quality conversation between agencies and with members of local communities across regions, which increases transparency and aids in coordinating transit planning. Provides uniformity for planning and project inputs from rural and metropolitan regions of the State and promoting fairness in regional representation. 0 Creates a basis for fully integrating rural transportation needs into the State Transportation Plan and STIP, 0includingameansforselectingregionalpriorities. Provides an established source of information on rural economic development needs and opportunities, resource development, and transportation system resiliency, as they regions are often critical areas for 0 valuable agriculture, mining, and natural resource production. Can streamline outreach to local governments by bringing them together in a regional forum.0 RTPO Noteworthy Practices Fact Sheet Series Cie 37 U.S. Department of Transportation Federal Highway Administration Work Program Development & Content J.3- doral Transit AdministrationFederalTransitAdministration Regional Transportation Planning Organizations (RTPOs) organizations (RPOs) are supported by their State that are designated by States as permitted by 23 United Department of Transportation (DOT) with FHWA State States Code(USC) 135(m) must meet specific Planning& Research (SP&R) and FTA's Section 5304 funds. In requirements.To coordinate transportation planning those instances, the projects will be included on the SP&R activities, a Work Program provides a framework for program. Provided below are examples where rural regional organizing the annual workload of staff and partner planning organizations demonstrate the work they are agencies and for documenting how available planning accomplishing. funds will be spent. Many existing regional planning rNevada .Transportation The Nevada County Transportation Commission (NCTC) was established as a result of the California Transportation Development Act of 1971. County transportation planning Annual Planning commissions and agencies are funded by the Local Budget $1.1 Million Transportation Fund and other sources.The State law requires that all designated agencies adopt an Overall Revenue Sources Work Program (OWP) annually.This is an excellent State Transportation Improvement Program Planning Funds(Federal) Federal Transit Administration(FTA)§5304(Federal) example Of both framework and content. Local Transportation Fund from%Cent Statewide Sales Tax(State) Rural Planning Assistance Formula&Grants(State) Key Work Tasks Coordinated Public Transit-Human Services Transportation Plan Update Coordinate local land use planning with regional planning Western Nevada County Transit Development Plan Update Analyze regional impacts of proposed development Rural Counties Task Force Performance Measures Data Promote cooperation between regional planning agencies Transportation Improvement Program Development .-------- Support Regional transportation services Coordination of Regional Planning s RegionalCouncil i The Two Rivers-Ottauquechee Key Work TasksRegionalCouncil (TRORC) informs Local government assistance including:traffic counts/local governments of a set pedestrian counts,culvert inventories, public number of activities that can be involvement facilitation for local/state projects, High accomplished within the budget. Risk Rural Roads safety programs, road surfaceRequestsareprioritizedbasedon management evaluation studies, pavement evaluations, each project's ability to mesh and road conditioning scoring. with existing programs and available funding.TRORC's annual transportation planning program is developed with the Assistance to VTRANS including help of Vermont Agency of highway inventory for suitability Transportation (VTRANS) staff n of traffic and geometry for an on- and submitted to VTRANS in a road bicycle facilities planning. well-established process. t 2eane 38 Pennsylvania ' . . • Development • 1 Pennsylvania has a longstanding practice of coordinating transportation Annual PlanningplanningamongthePennsylvaniaDepartmentofTransportation PennDOT),the MPOs, and RPOs throughout the State.There is a Budget $301,000 Statewide UPWP Work Group that develops Planning Emphasis Areas. Each RPO identifies locally meaningful areas from the overall list. The ReVen Ue Sources North Central Pennsylvania Regional Planning and Development FHWASP&R(Federal)l Commission (NCPRPDC) Executive Committee solicits ideas for assistance to local partners during UPWP development.They adopt a two-year work Local Technical Assistance Program(Federal) program that is matched to the two-year FHWA and FTA SP&R work FTA Planning Funds(Federal) program.After PennDOT and FHWA Division staff review the draft,the Local Matching Funds (Regional) NCPRPDC Executive Committee approves the program. KeyWorkTasks Coordinated Public Transit-Human Service Transportation Plan Regional Action Strategy:Linking Land Use,Transportation,and Economic Development Identification of the region's core highway network,following PennDOT's process,which is then used for: Safety corridor analysis ofthe core system,using State data for fatalities/serious injuries and public input to identify 25 projects. Traffic congestion analysis for DuBois and SandyTownship. Freight analysis and needs assessment as part ofthe PennDOT Regional Operations Plan. Economic analysis ofthe Route 219 corridor. Inland intermodal port/terminal study in relation to ARC Network Appalachia.406, Greenwayplanning as part of Community Development planning. i Boonslick Regional 1 Representing three counties northwest of St. Louis, Missouri,the Boonslick Regional Planning Council works to provide basic transportation planning services to its local governments. Economic plans are funded via Economic Development Administration (EDA) planning funds, and local planning funds.The Missouri Department of Transportation (MODOT) funds the safety studies using local dues. KeyWorkTasks Economic Development- Mapping Traffic Studies&Counts Safety Plans Coordinated Public Related Freight Planning Assistance At the Local Level Transit-Human Services P! A&0% Hazard Mitigation The Hazard Mitigation Plan is part of the regional comprehensive plan to identify infrastructure at risk. Economic Development Plans The RPC economic development plans include economic resiliency by assessing which corridors would be impacted and to what effect.The RPC reaches out to businesses to survey potential risks and impacts with regard to their businesses. c-------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------i RTPO Noteworthy Practices Fact Sheet Series fZge 39 49 U.S. Department of Transportation Federal Highway ,administration Transportation Improvement Programppg Development U.S Department Transportation Federal Transit Administration State Transportation Improvement Programs(STIPs) must For affected nonmetropolitan local officials,the State cover a four-year period and include all projects funded by must consult to determine projects that may be of programs of the Federal Highway Administration (FHWA) regional significance. and Federal Transit Administration (FTA),as well as other regionally significant projects.The STIP must be fiscally This Fact Sheet illustrates examples of existing regional constrained to agreed upon estimates of reasonably planning agencies that develop RTIPs and how projects available revenue. from these plans have been incorporated into their STIPS. A Regional Transportation Planning Organization (RTPO) is required to develop a regional TIP (RTIP)for consideration by the State.The State must cooperate with RTPOs. iik Southeast Iowa Regional Planning Commission IW............................. The Southeast Iowa RPC(SEIRPC) prepares a four-year RTIP that is updated annually. SEIRPC is responsible for a PO rtion of fund sources while the Iowa Department of Transportation (DOT) retains programming responsibility for € other major funding sources. Regional agencies, like the SEIRPC, are given an allocation of FHWA Surface Transportation Program (STP)funds based on Iowa DOT goes beyond requirementsand which regional projects are selected in a manner reflecting fiscal accepts the RTIP for direct incorporation in constraint. Regional agencies also receive an allocation of FHWA the STIP,given fiscal constraint conditions Transportation Alternative Program (TA)funds for which a competitive award process is conducted. SEIRPC invites its are met. member counties and cities to submit applications for STP funds. Projects selected are often related to pavement preservation. THESE I R PC RANKS CANDIDATE PROJECTS ON APOINT SYSTEM FOR SIX CRITERIA. Economic System Safety Local/Regional Accessibility Integration vitality Preservation Factors Mobility Connectivity iconsistency with IocaI plans,Kcal match: IL Alk r Iowa and Pennsylvania share similar perspectives on the benefits of developing RTIPs.These State = DOTs recognize that a rural regional planning agency is in the best position transportationregional responsibility to develop a TIP saves the resources that the DOT would otherwise have to dedicate to outreach to non-metropolitan officials and to program development. These States acknowledge that the regionally developed TIP is the preferred product. North Central Pennsylvania Regional Planning&Development Commission Pennsylvania is unique in how it determines allocations of Federal funds.The State has a Pennsylvania Planning Partners organization, which is comprised of members from the Pennsylvania Department of Transportation PennDOT), all MPOs and RPOs in the State,the State Transportation Commission, FHWA, and FTA,to program Federal ; funding. The North Central Pennsylvania Regional Planning& Development Commission (NCPRPDC) prepares an RTIP ; that includes Federal, State, and local funding sources. Similarly, NCPRPDC has a Financial Guidance Working Group that develops allocation methodologies. NCPRPDC's Financial Guidance Working Group develops program guidelines and best practices. PennDOT has a cooperative process for TIP development that is all-inclusive with regional agency input to ; methodologies and requirements. Therefore, the entire RTIP is incorporated into the STIP. NCPRPDC's website ; enhances transparency by making it easy for the public to locate TIP projects and find detailed project information. DEVELOPING A REGIONAL TRANSPORTATION IMPROVEMENT PLAN (RTIP) IDENTIFY TRANSPORTATION NEEDS REGIONALLONG RANG ETRANSPORTATION PLAN) y SOLICIT PROJECT PROPOSALS FROM STATE DOT, LOCALGOVERNMENTS,&TRANSITOPERATOIRS y APPLY PROJECT PRIORITY CRITERIA&DEVELOP RANKED PROJECT LIST y APPLY FISCAL CONSTRAINT BY FUND SOURCE&YEAR Y DRAFT REGIONALTIP Y TRANSPORTATION ADVISORYCOMMITTEEREVIEW&PUBLICREVIEW y BOARDAPPROVAL: FINAL REGIONALTIP RTPO Noteworthy Practices Fact Sheet Series fZge 41 U.S. Department of Transportation Federal Highway Administration A Statewide Approach to Transportation Planning that Works U_ d_ DlTranstAdmiepartment of aisratioon Federal Transit Administration Moving Ahead for Progress in the 21st Century(MAP-21), established in their non-metropolitan areas.These the Federal surface transportation bill passed in 2012, organizations vary in how they address organizational creates an institutional framework for establishing Regional structure and planning responsibilities.This Fact Sheet Transportation Planning Organizations (RTPOs)to perform illustrates successful practices observed in existing non- transportation planning tasks in non-metropolitan areas.metropolitan planning organizations based on five areas of Many States already have regional planning partnerships approach. i ENHANCE PROMOTE ACCOMMODATE LCONNECTIONS TRANSPARENCY 5.01IVERSITY EXPAND ENSURESTATEWIDE 2. PARTICIPATION 4.CONSISTENCY ENHANCE CONNECTIONS MAP-21 establishes that an RTPO shall establish, at a minimum: A) a policy committee,the majority of which shall consist of nonmetropolitan local officials,or their designees;and B) a fiscal and administrative agent, such as an existing regional planning and development organization,to provide professional planning, management, and administrative ; support. RTPOs duties also include participating in national, multistate, and State policy and planning development processes to ensure the regional and local input of nonmetropolitan areas. More importantly RTPOs provide a forum for ; public participation in the statewide and regional transportation planning pror-- The Missouri Department of Transportation Regional Planning Commission (RPC)MoDOT)refers to its institutional framework The Missouri-based RPC attends local government meetings to for working with local governments andregionalentitiessuchasmetropolitanplanning ; make RPC staff available and hear issues directly from local entities. organizations The RPC has a Transportation Advisory Committee(TAC) with representatives from several sectors from each of its three counties. The TAC has an executive board and voting membership comprised relationships among these partners has been a goal since the mid-1990s,and the emphasis onoflocalofficialsandholdsfourmeetingsperyeartodiscussconnectionshasbeenbeneficialtoensurelocal transportation priorities. buy-in. 0 --------------------------------------------------------------------------EXPAND PARTICIPATION All States must have a formal, documented process for cooperating with local officials in statewide planning. RTPOs can formalize a process for identifying transportation problems and potential strategies to address those problems, as ; well as mechanisms for achieving consensus on priorities to advance to the State Department of Transportation (DOT). Using the RTPO to broadcast other information, solicit input outside of the planning process, or communicate more generally with local officials and stakeholders supports the position of the RTPO as an integral member of the planning ; process. California Department of Transportation (Caltrans) Vermont Agency of Transportation (VTrans) Caltrans requires that its non-metropolitan A fiscally constrained TIP is not required for regional ; regional agencies provide formal Transportation agencies, but the agency provides local priorities and ; Improvement Programs(TIPS) to implement the feedback to VTrans. vision and goals from the regional long-range plan.VTrans uses regional input as 20%of the weight in the Statewide project ranking process. Page42--© PROMOTE TRANSPARENCY RTPOs provide a venue through which State DOTS can communicate with stakeholders.This outreach may include distributing information about RTPO products and plans,scheduling time in RTPO meeting agendas to discuss stakeholder issues, encouraging RTPO members and stakeholders to attend DOT public meetings, and other strategies. ; North Central Pennsylvania Regional Planning & MoDOT Development Commission (NCPRPDC) MoDOT shares data with its RPCs to help project NCPRPDC's TIP is included in the State TIP, as prioritization. the Pennsylvania Department of Transportation Each MoDOT District serves more than one RPC, so PennDOT) allocates funding by region. projects are selected considering priorities from all The agency has a regional Transportation Planning RPCs in the District. which includes FHWA and PennDOT as Stakeholders are able to present large-scale projectsCommittee active partners to enhance awareness of State and to RPCs, MPOs, and MoDOT representatives to justify local priorities. the need for State funding. ENSURE STATEWIDE CONSISTENCY Taking steps to achieve consistency in the work of RTPOs can help each State DOT know what to expect and to make best use out of RTPO deliverables and input. Some States have developed manuals for their non-metropolitan planning partners to use in conducting planning activities and administering agency operations.Communicating expectations, ' scheduling regular meetings, and forming work groups to support planning practices can help guide all agencies in the State to produce deliverables and execute processes with the same quality and content. Iowa DOT PennDOT Iowa DOT holds quarterly meetings PennDOT holds regular meetings to include representatives from with rural and metropolitan all regional planning agencies in agencies. discussions on Statewide planning 0PennDOT formed working groups resources, requirements, and on specific topics involving emerging issues. representatives from rural to large , One meeting each year is held metropolitan regions. concurrently with staff training. Working groups develop guidance ; for all planning regions to follow. ACCOMMODATE VARIABILITY Although certain planning roles and products may be required for all RTPOs,States can create space for regional variation. Each region may have special transportation interests that should be included in committee institutions in addition to more universal roles,such as local officials. Different regions may have different planning priorities that would benefit from specialized analysis, so allowing for special planning studies such as corridor safety studies, bicycle and pedestrian studies, freight movement studies, etc.can help RTPOs identify projects to submit to their DOT. Iowa DOT Two Rivers-Ottauquechee Many non-metropolitan regional Regional Commission (TRORC) planning affiliations are housed in TRORC piloted the first regional organizations that complete other safety forum with VTrans to planning processes.address stakeholder concerns. Iowa DOT allows regional partners The safety forum established to combine plans where applicable.relationships between regional Neighboring regions have coupled safety stakeholders, addressed regional economic development plans resource sharing,and identified with long-range transportation plans.highway safety issues. RTPO Noteworthy Practices Fact Sheet Series fzge 43 U.S. Department of Transportation Federal Highway Administration Public Participation fe in Trans ortation Plannin U-S- Department of Transportation Federal Transit Administrationg- Public involvement remains a hallmark of the transportation RTPOs provide DOTS with a unique opportunity for more planning process. It has always been important for planners effective public participation and collaboration,since to understand the perspective of their constituents, they are closer to their rural constituency.Some RPOs listen to the voices of elected officials, advocates, and also provide public involvement services for their local stakeholders as they devise transportation plans and agency members.This Fact Sheet illustrates effective public programs. Doing so is a challenge in the rural regions of our participation planning at three regional agencies. country.State Departments of Transportation (DOTS)often COLLABORATIONfinditdifficulttogetinputfromruralresidents, especially if they rely on traditional public involvement techniques. CREATES X COHESIVE PLANS Boonslick Missouri • Planning Commission Public outreach in the Boonslick Regional PlanningI WHITESIOE LSBERRY Commission (RPC) occurs during the creation of I EW GP the comprehensive plans, economic development I IOOLETO SILEX plans, as well was the strategic plan.The RPC spe- I OLNEY cifically provides assistance by: WELLSVILL NS OLE UELL WINFIELD 1. REACHING OUTTO LOCAL ELLF OWER TRUXTON STAKEHOLDERS ON OMERY CI 01 MOSCOW ILLS OLOMONROE I I VILLE ORENCE 2. ATTENDING COMMUNITYMINEOLAHIGHILL I ONES UR MEETINGS, AND BI SPRING I I AMERICUS 3. IDENTIFYING NEEDS GAPS. RHINELAND I Individual outreach is conducted with local I TREL - MARTHSAcommunity members.The RPC has 26 cities in three counties.The RPC acts as a liaison betweenHlocalcommunitiesandtheMissouriDOT(MoDOT)I by staying in tune with the transportation issues in individual communities.To create this bridge, it is often the RPC attending public meetings of the local communities rather than the other way around. The RPC staff members make themselves available ' through attendance at these types of events, which plays a big role in communicating what individuals MISSOURI DOT recommendations businesses eofprojects for consideration . North Pennsylvania Regional Planning&Development CommissionI I I OFFICIAL PUBLIC COUNTY-LEVEL REGIONAL INPUT PARTICIPATION PLAN FOCUS FOR STIP Similar to an MPO,the North There are 167 municipalities within When the Pennsylvania Central Pennsylvania Regional NCRPDC's service area and most DOT develops its Statewide Planning and Development have small or non-existent staff Transportation Plan and Statewide Commission (NCRPDC) has an and limited computer availability. Transportation Improvement official Public Participation Plan, Therefore, NCRPDC focuses its Program (STIP),they utilize the which includes a Limited English efforts on the county level, meeting services of the RPO in publicizing Proficiency Plan. Public input with county planning offices on public meetings in the region, and opportunities are offered via five to project status/schedule. with other means to gather input. I I six meetings per year and periodic I I survey efforts. NCRPDC has an online portal entitled, Engage North Central PA,as part of ENGAGE NORTH the public involvement activities by identifying needs and hypothetically programming dollars to get a sense of fiscal constraint. Engage North CENTRALPA" ONLINE Central PA has been running for over a year. I Two Rivers Ottauquechee • Two Rivers Ottauquechee Regional Commission (TRORC) plays TRORC CONDUCTS PUBLIC I NVOLVEMENTVIA: , a critical role in coordinating the associated activities, people, and stakeholders in public hearings and input forums for the 1 Traditional Public Meetings/Hearings Vermont Agency of Transportation (VTrans). VTrans provides S an opportunity for RPCs throughout the State to be involved in development of the Strategic Highway Safety Plan.They O Focus Group Sessions facilitate public outreach and data collection efforts and have organized sub-State gatherings on this topic. The TRORC is also involved in STIP hearings by facilitating i Community Surveys local discussions on regional modal plans.VTrans works with the public to facilitate these conversations through the Information Distribution and Council's Transportation Advisory Committee (TAC).VTrans Interaction atcommunity Events representatives attend TAC meetings, which provides then an I I awareness of regional issues. The TRORC helps to facilitate State programs, like the Go Vermont commuter challenge, at the regional level by collaborating with employers and conducting employer outreach to internally develop the program by encouraging employees.The ability of RPCs to reach out to their regions is critical to these efforts.There is only one staff person at VTrans who works on the program, making this a great example of how VTrans'capacity is extended by their relationship with RPCs. I In the near-term all of Vermont's RPCs will be required to have a formal public participation plan that complies with Title VI of the Civil Rights Act and guides the organization beyond federal requirements and applies to all programs. I R—= An official website of the United States governmenHere's how you know 0 Find the Latest Information on the Coronavirus/COVID-19 a€TA's Coronavirus landing page. Page 45 United States Department of Transportation Search Home / Regulations and Pro rams/ Transportation Planning Transportation Planning Metropolitan Planning Organization (MPO) Metropolitan,Statewide& Overview Non-Metropolitan Planning A Metropolitan Planning Organization(MPO)is the policy board of an organization created and designated to carry out the metropolitan transportation planning process.MPOs are required to represent localities in all urbanized Overview areas(UZAs)with populations over 50,000,as determined by the U.S.Census.MPOs are designated by agreement Certification Review between the governor and local governments that together represent at least 75 percent of the affected population including the largest incorporated city,based on population)or in accordance with procedures established by Financial Planning&Fiscal applicable state or local law.When submitting i ransportation improvementQrrogramto the state for inclusion in the Constraint statewide program,MPOs self-certify that they have met all federal requirements. Long-Range Statewide An urbanized area with a population over 200,000,as defined by the Bureau of the Census and designated by the Transportation Plan Secretary of the U.S.Department of Transportation(DOT),is called a Transportation Management Area(TMA).As described in 49 U.S.C.5303(k),and in recognition of the greater complexity of transportation issues in large urban Metropolitan Planning areas,an MPO in a TMA has a stronger voice in setting priorities for implementing projects listed in Organization the transportation improvementprrog am and are responsible for additional planning products.The planning processes in MPOs in TMAs alsomust be certifiedby the Secretary of DOT as being in compliance with federal Metropolitan Transportation requirements. Plan Public Involvement& Resources Outreach 23 CFR 450-Planning Assistance and Standards Federal transportation planning regulations(this link goes to Scenario Planning the highway version--the transit version,adopted by FTA at 49 CFR 613,is an identical copy which incorprates this section by reference). Statewide Transportation Improvement Program FTA Circular 8100.11D-Program Guidance for Metropolitan Plannine and State Planning and Research Program Grants-FTA program guidance for metropolitan planning and state planning and research program Transportation Improvement grants. Program FAST Act Fact Sheet:Metropolitan,Statewide.&Non-Metropolitan PlanningBrief FTA fact sheet on the Rural Transportation Planning planning provisions in the FAST Act. Unified Planning Work FHWA FAST Act Fact Sheet:Metropolitan Planning FHWA fact sheet on the metropolitan planning provisions of Program the FAST Act. Performance-Based Planning > U.S.Code Title 49 Chapter 53-Public Transportation This is the public transportation section of U.S.Code.The Metropolitan Transportation Planning statute is found at Section 5303;Statewide Transportation Planning is found Statute,Regulation,&Guidance at Section 5304;and Planning Programs are found at Section 5305.The Metro and Statewide Planning sections are identical to the corresponding sections of Federal Highways code,23 U.S.C.134 and 135. Training&Technical Assistance Additional resources related toMetro oplitan.Statewide&Non-Metropolitan Planning Topic Index:A to Z Last updated:Monday,March 11,2019 Resource Library FAQ Contact Us Office of Planning& Environment Federal Transit Administration 1200 New Jersey Avenue,SE Washington,DC 20590 United States CU L N UOcucu ZO cu cu 3 0 L Lcu Y u 75 Q o O M T M 000 LM Y T i 0 TOM cugJO Nyy_z H D M HWv 1 FORT vvemeR RO N T 45 W 4d s O i O EOTC0 N t6 m E NG HW L.. 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OperationsAssistance 5311 3909 Roberts Hawaii Operation Assistance CRRSAA 5311 3909 Roberts Hawaii American Rescue Plan(ARP)Act 1,879,773.00 3)40-45 footbuses CRRSAA 5311 4232 TBD (3)Battery TBD Supplemental appropriations allocated to supportthe transit industryduring the COVID-19 Electric public health emergency. 2)30-foot buses CRRSAA 5311 4197 2023 1 Rider II Diesel Soderholm 2017:(6)<30-foot buses 5339 4232 TBD Diesel TBD Enhancing Mobility Innovation 293,000.00 5)Battery implement MicrotronsitService in Puna and Ko'u District to betterserve subdivisionsfor Electric& connectionstofixedroute transit at hubs. 2019:(10)40-foot buses 5339 4232 TBD (5)Diesel TBD Electric Hybrid Diesel 1)35-foot Hybrid bus 5339 4197 2023Xclesor DE-35 Electric New Flyer Hybrid Diesel 3)40-foot buses 5339 4232 TBD Electric TBD Bus and Bus Facilities-5339(b)2021 3,927,997.00 Hybrid Kona MdInY.Facility 3 Battery Electric orHydrogen Commuter Buses design,environmental 5339 5339 TBD R BusShelterProcurement/Construction assessmentand land 20 ADA Bus Stop Improvements acquisition) 2 Transit Hub Design Projects R ZeroEmission Bus InfrastructureProjects Low or No Emission Vehicle Program-5339© 3,500,000.00 3 Battery Electric orHydrogen Commuter Buses 3 ZeroEmission Bus InfrastructureProjects Workforce Traning onZero Emissions Technlogy Pending Grants(application submitted,waiting on FTA/J approval) Bus and Bus Facilities-5339(b)2022 3,927,997.00 Grant ApplicationTitle Application Items Federal R BusShelterProcurement/Construction IFB/RFP Bus Model Engine Vendor •20 ADA Bus Stop Improvements Section 2 Transit Hub Design Projects 4)35 foot electric buses Battery TBD 5339 4218 TBD TBD 4)Charging Equipment Electric Future Grants(no application received yet) GrantApplication Title FTASection 5311-FY 2020 1,071,873.00 OperationsAssistancefor Hele-On FTASection 5311-FY 2021 1,088,066.00 OperationsAssistancefor Hele-On FTA Section 5339-FY2019 1,400,000.00 Busreplacements FTA Section 5339-FY2020 1,400,000.00 Busreplacements FTA Section 5339-FV2021 1,400,000.00 Busreplacements Honolulu Bus Donation 3/19/2022,3:39 PM @ LO 9 6 k m f\a v.2 0w f! g (( \ zz !! - CD w . Page 60 APPENDIX E SERVICE DESIGN GUIDELINES AND Service Coverage PERFORMANCE MONITORING Service Coverage measures the extent to which the de- fined geographic area is being served. Service coverageMTAservesbothsmallurbanandruralareas.Service is commonly measured by the percentage of the pop-design guidelines are used so the agency has guidance ulation that resides within 1/4 mile walking distance of existingdeveloping new services or incorporating changes to a bus stop.It is generally accepted that a user will walkservices. a 1/4 mile to reach a bus stop to use the service. Hele- n riders frequently walk much longer distances. ThisFixedroutenetworkconfigurationisaveryimportantwillbeadevelopingmeasureasmuchofthecurrentfactorinthewaypotentialridersperceivethesystem.If it Hele-On system operates with without formalized bus appears too complicated or takes too long to get to desired stops using flag stops.This measure is also known asdestinations,they may never use transit.However,some service area population in the National Transit Data- complications are necessary to provide cost-efficient oper- base(NTD).Examples of service coverage threshold ations that offer as much coverage to as many service area standards include: residents as possible. Service Thresholds--An area is considered"well- served"if a stop is no more than 1/4 mile from the passenger's origin point and a minimumWhenfixedroutes,flex services,zone services,and para- transit services are assembled into a complete network, of 30 minutes of service frequency is provided. they should convey a public transportation service that An area is consideredAn if a stop is no operates effectively as a system.Given the size and geog- more than 1h mile from the passenger's origin raphy ofMTAs service area,it is apparent that the system point and minimum of 60 minutes service has two areas(urban Hilo and Kona)where transportation frequency is provided(Southeastern Pennsylvania services are centralized.Connections from intermediate Transportation Authority) and outlying Districts feed into these two major centers. The two centers are connected by Route 1,a northern Coverage by Service Type--The population should route through Waimea.The guidelines presented in the be considered as"served"when it is within 1/4 following paragraphs build upon this goal of strengthening mile walking distance from a bus stop for local the overall system.They have also been used to assure a service and 1h mile from express or rapid service continuation ofreasonable route design practices: Milwaukee County Transit System) Service Coverage--A location is considered The following sections offer classic industry design guide- "served"if transit service operates within 1/4 mile of lines currently used by many transit systems to evaluate the location (San Antonio,Texas) existing services and make warranted changes with some necessary customization to account for the geographic,Route Structure cultural,visitor and other attributes within the Hele-On The following service design guidelines are based uponBusservicecoveragearea. a review of industry best practices. tt4t. County of Hawaii Transit and Multi-Modal Transportation Master Plan • APPENDIX E— 147 Page 61 Route Alignment time for a one-way bus trip (Transit Cooperative Route alignment is determined based upon satisfying Research Program) service directness design guidelines. Service directness . Route Deviation Time Limit--Route deviations refers to the degree to which a route deviates from the from a direct path from end-to-end of the route shortest path between the start and end points of the shall account for no more than 1/4 of the end-to-end route. Service directness has an inverse relationship to travel time of the route (Denver RTD) service coverage, a route that deviates provides greater coverage at the expense of directness,while a more di- • Route Deviation Added Time--Route deviations rect route provides less coverage to the benefit of those should not have more than three additional already served who have a subsequent destination. minutes of additional travel time for all through passengers(Denver RTD) Transit agencies often provide standards for service Percent of Passengers Deviated--Route deviation directness, so routes operate to maximize average speed passengers served should be no less than 25 and minimize travel time for most passengers being percent of the passengers affected by the deviation served.Agencies approach service directness standards (fork, PA) using several different methods. One method is to set a Transfer and Extensions standard based on the ratio of transit route distance to Another measure of service directness is the number highway route distance. of transfers required for a passenger to reach their final destination. The more transfers required in a system, Examples include: the longer an individual's total travel time.Transit Route Alignment Ratio--Transit routes will have systems reduce overall travel time by coordinating bus no more than a ratio of 1.5 ofthe transit fixed route schedules to reduce wait times at key transfer locations length divided by the highway route also known as timed transfers).About one-fourth of Route Distance Percent Limit--Transit route the passengers participating in the passenger survey distances should not exceed auto travel distances indicated they transferred or would transfer to another for the same trip by more than 20 to 40 percent bus to complete their trip. Route Distance Mileage--Transit routes should not be more than 50 percent longer in route mileage Timed transfers are not a substitute for direct service distance than a comparable route by car(Madison when the majority of the on-board passengers between Metro) two routes have common destinations.A route should be extended when the majority of those on-board desire Another method used for service directness is to limit to continue along the same path. Examples of standards the time spent for deviations to some relationship to the for coordinating schedules and setting transfer rates main service being provided.When considering a devi- include: ation,the gain in convenience for those passengers who Transfer Times--Transfers between buses should are boarding or alighting during the deviation must be as convenient as possible and efforts should be balanced against the additional travel time for the be made to reduce patron travel time. Circulator other passengers not using the services provided by the service should be scheduled to arrive no more than deviation,but who are forced to endure the additional 10 minutes after the arrival of express buses(San time needed to serve others. The temptation is to divert Antonio,Texas) a bus for example the Pahoa route from the main part off the alignment to serve another adjacent area such as Maximum Number of Transfers--No more than 25otheal percent of transit customers should require moreAinal• Route Deviation Limits--Route deviations will not than one vehicle to complete their trip (Boston, exceed eight minutes roundtrip and will only be Massachusetts) permitted if the market potential is 10 passengers Percent Not Transferring--Direct local service per roundtrip or greater(Massachusetts Bay must be made to 70 percent of riders and express Transit Authority) service to 80 percent of riders (Federal Transit Route Deviation Time Limit--Route deviations Administration) will be limited to five minutes of additional travel 148—APPENDIX E •County of Hawaii Transit and Multi-Modal Transportation Master Plan Page 62 Interlining Turnbacks--should be used when possible to A popular practice transit agencies use to reduce the increase service frequency on trunk portions of amount of transfer activity is interlining. Interlining is routes where the majority of the route's boardings considered when two separate routes have a common occur on less than half of the route's alignment. transfer location and that specific pair of routes are The location of the turnback should also be a time creating a large number of forced transfers. Interlined point buses operate on both routes,allowing passengers Cycle times--should be in clock headway intervals to remain onboard. Route frequencies and hours of such as sixty-minute increments including recovery service should be nearly identical and combined run time to allow for interlining and pulse scheduling times should not exceed four hours for two routes to be at transfer points. This is more important for the potential candidates for interlining.A typical standard shuttle and intra-community services,then the would be that if the transfer rate is 20 percent or higher connector routes between two routes,then they are potential candidates Bus Stop Spacingforinterlining. Bus stop spacing presents a quandary for transit operators: Route Configuration Options maximizing access to intending passengers versus travel The most effective route design guidelines use loops,time impacting on-time performance.Customer satisfac- tion with bus stop spacing is tricky-many want bus stopsbranchesandturnbackstobalancethelengthoftheascloseaspossibletotheiroriginordestination;while route and the elapsed time required to serve that length others want a faster trip without excessive stopping.with other transit service objectives. These route config- uration options are most often described as follows: A number of studies have found the optimal spacing toLoops--may be included at the ends of a route. be four to five bus stops per mile for more urban areas They should be anchored by a time point at the and two to three for more rural areas.This is with the beginning of the loop. The total elapsed time to proviso that spacing should be flexible in areas withcompletetheloopshouldnotexceedfiveminuteshighernumbersofseniorsandpersonswithdisabilities Branches--may be included at the ends of a route. and in areas serving tourists or geographic and roadway They should be anchored by a time point at the considerations.Even with these considerations,bus stops common juncture of the two branches. Only one should be placed further than 660 feet apart.As MTA branch should be served on each trip,typically formalizes more bus stops,it is recommended that four resulting in service headways equal to half of the to five bus stops per mile in the urban areas and two to trunk headway three per mile for the rural areas be the standard. County of Hawaii Transit and Multi-Modal Transportation Master Plan • APPENDIX E— 149 Page 63 Route Operations Clock-face headways refer to setting headways to Hele-On route operations were reviewed in the con-intervals that divide evenly by 60. For example, 12 or text of three route features: route span of service,route 15-minute schedules are used,but 13 or 17 minutes are frequency and route scheduling. The following service not used. Clock-face headways help passengers better design guidelines are based upon a review of industry predict bus arrival times at stops and eliminate the need best practices.for complex schedules,thus allowing passengers to be less dependent on timetables. For example,at major Span of Service is the number of hours and days when transit hubs in Hilo and Kona,routes should be on easy service operates. The span of service will usually vary to remember and understand increments. by route depending on service type,the day of the week and route performance. Generally,high-performing performance Monitoring routes will have longer service spans,and weekday Regular performance monitoring provides the informa- spans of service are longer than for weekends.tion MTA needs to determine the effectiveness of the Service Span--When considering changes in a system overall and of the individual services. It pro- route's service start or finish time,an earlier or later vides a historical benchmark for which the system can trip should be considered if the first or last trip of compare itself and lets the decision-makers and public the existing service is performing better than 50 know how the system is performing against goals and percent of the system average in passengers per how it is improving.MTA reports to the Federal Transit revenue hour (West Palm Beach,Florida) Administration National Transit Database(NTD) as a Service frequency refers to how often buses arrive at a rural general public transit agency.MTA must submit stop. Headways refer to the interval in minutes between annual reports to the NTD,but due to its designation, two successive bus departures. The terms are often used does so with Reduced Reporting.MTA reports operat- interchangeably. There are two different aspects to con- ing characteristics and financial information including sider when setting headways for transit:headway based operating and capital expenses and their sources includ- on policy and headways based on demand. ing fares and passenger boardings for the following Policy-Based Headways--The minimum base three modes of service: period policy headways for regularly scheduled Bus Service weekday service should be sixty minutes. The Paratransit Service with separate columns for ADA minimum evening or Saturday policy headway is Complementary Paratransit service and human sixty minutes. Only the Waimea Shuttle operates services with sixty-minute headways Shared Ride Taxi Demand-Based Headways--Demand-based headways are established to provide a sufficient Additional reporting for the three modes includes number oftrips to accommodate the maximum information on the vehicle fleet(except for purchased passenger volume within the loading standards.transportation such as the paratransit and taxi service), Overcrowding of buses on a route is an indicator annual vehicle revenue miles,annual vehicle revenue that either larger vehicles need to be used or a hours,and unlinked passenger trips(each passenger demand-based headway should be instituted to boarding is counted even if the passenger has trans- increase the overall capacity of the route ferred to the vehicle). 150—APPENDIX E •County of Hawaii Transit and Multi-Modal Transportation Master Plan Page 64 The following performance measures are the most com- Farebox recovery ratio: Percentage of operating mon used in the industry to assess system productivity costs that are recovered through the fares paid by and to compare performance among services within the the ridership.Minimum farebox standard would be same category. It is important to maintain data to track 20 percent: performance in each of the following measures. Some Commuter Bus 13.3 of these measures are described using annual numbers, Demand Response 0.0% however, MTA should maintain and report data month- Taxi 61.2 ly. Performance measures using data reported for Fiscal . On-time performance: Defined as a bus being late Year 2016 are included. by more than five minutes or early by one minute. Cost per revenue hour:Annual (monthly) This data is not reported to NTD,however,with operating expenses divided by annual (monthly) automatic vehicle location (AVL) system this data vehicle revenue hours: would be provided in reports Commuter Bus 83.96 Number of accidents per miles operated. Safety Demand Response $26.38 data is not included in reduced reporting,but Taxi 9.80 needs to be collected and locations plotted Cost per trip:Annual operating expenses divided by annual unlinked passenger hoardings:In addition to number of accidents per miles operated, Commuter Bus 7.76 the following monitoring mechanisms are typically Demand Response $11.37 reported to track vehicle reliability and condition. Taxi 4.93 Cost per revenue mile:Annual operating expenses . Vehicle miles per vehicle divided by annual vehicle revenue miles:Revenue miles per vehicle Commuter Bus 2.27 Demand Response $1.82 Revenue hours per vehicle Taxi 1.50 Spare ratio Passenger Trips per revenue hour:Annual of deadhead miles boardings divided by annual vehicle revenue hours. This measure does not include deadhead time (such • Vehicle miles between service disruptions(road as the travel time between the base yard and start of calls) the route): Average age of fleet (currently 12.2 years for the Commuter Bus 10.8 active fleet) Demand Response 2.3 Taxi 2.0 Passenger trips per revenue mile:Annual passenger boardings divided by annual revenue miles. This measure does not include deadhead mileage (such as the travel miles between the base yard and start of the route): Commuter Bus 0.3 Demand Response 0.2 Taxi 0.3 Passenger trips per vehicle trips:Annual passenger boardings divided by annual vehicle trips by route type (commuter,connector,circulator).This measure is useful for monitoring services that have few trips.Vehicle trips are not reported to NTD County of Hawaii Transit and Multi-Modal Transportation Master Plan • APPENDIX E— 151 Page 65 Metrics At least once a year,the SRT will review the perfor- Ridership and other statistics are gathered and recorded mance of MTA services:Express,Commuter,Connec- daily,it is important to present a monthly report to the tor,and Circulator routes;ADA Paratransit;and,Shared Administrator for dissemination to identified stake- Ride Taxi. The following performance measures,which holders including th Major.Once the spreadsheets are are included in the monthly report card,would be used set up for data input,the reporting of the data is straight in the service review: forward. It is important that the data is maintained and monitored.By doing this,abnormalities can be quickly • Boardings per revenue mile identified. The following shows an example of how a Boardings per revenue hour report card would look. Boardings per revenue trip The report card would also show selected key perfor- • Farebox Recovery mance indicators in graphic form to show how the cur- . On-time performance rent fiscal year performance measures against the prior The following table shows a first review of the MTA busyear's performance. Potential mapped performance routes would be represented. Routes would be ranked indicators are checked in the above table.The following within their service classification.That way perfor- shows an example of four measure fheBus in Honolu- mance ranking is based on similar services.Any routelutracks. The goal is shown in a dashed gray line and ranked in the bottom for two performance measures is the current and previous fiscal years are mapped using identified for further analysis and may be considereddifferentcolors. TheBus maps eleven measures. non-performing. TneBus TheBus Bus 1Nlles/Mechanical Road Calls Cost per Four New routes or major route changes would be expected 14.900 314G to reach a satisfactory performance within two years. If a route after two years is not found to be performingxuuasuo - 5.990 100 ---- satisfactorily the Service Review Team would identify if modifications to the alignment or schedule should RecoveryperrTeriphrehox be made,targeted marketing engaged,or if the route Costprashould be eliminated.TTheRRec 40* When a route is identified for further review,the SRTzaM should consider other factors including the demograph- 4 $t = S & 1 1. _ ¢5 ics of the neighborhoods served,whether there are a high number of low-income,disabled,young or elderly residents in determining what actions if any should beAsimilarreportcardwouldbedevelopedfortheADAtaken. If a route shows improvement after actions have Paratransit service. been taken,but continues to perform below others in the same classification,then it should continue to be Service Review monitored to determine if additional actions should Regular review of performance is necessary for MTA be implemented. The SRT may determine that a route to serve constituents with the best service possible.To or perhaps certain trips offer a service to a communitydothat,MTA should establish a Service Review Team that may have limited other options and recommendSRT) that meets at a minimum quarterly. Three of retention of the service based on policy. the meetings should review the monthly report cards discussed above to identify any abnormalities in service consumption. In addition to reviewing service and route performance,the Service Review Team should review major employer and school schedules and other factors that impact route schedules.Route schedules should be reviewed for revision at least twice a year. 152—APPENDIX E •County of Hawaii Transit and Multi-Modal Transportation Master Plan Page 66 Mass Transit Agency-Fixed and Commuter Routes Service Review For the Month Ending: Performance Indicators June June Percent Fiscal Year Fiscal Year Percent Goals Mapped 2019 2018 Change to Date 2019 to Date 2018 Change Total Monthly Ridership 100,000 Average Weekday Ridership 4,500 x Cost per Revenue Hour 100 x Cost per Passenger Trip 5.50 x Cost per Revenue Mile Passenger Trips per Hour x Passenger Trips per Mile Percent ofTrips On Time 85% x Percent Maintained Pullouts/Base 100% 1 x Percent ofMaintenance Inspections Completed 98% on Time Spare Ratio 20% Bus Miles/Major Collisions 200,000 Bus Miles/Mechanical Road Calls 10,000 x Farebox Recovery 25% x Complaint Rate(Complaints per 100,000 board- 5 Xings) Percent Complaints Responded to Within 30 100% Days Mass Transit Agency-ADA Paratransit Report Service Review For the Month Ending: Performance Indicators June June Percent Fiscal Year Fiscal Year Percent Goals Mapped 2019 2018 Change to Date 2019 to Date 2018 Change Total Monthly Ridership Average Weekday Ridership x Cost per Revenue Hour 3%incr x Cost per Passenger Trip 3%incr x Cost per Revenue Mile 3%incr Passenger Trips per Hour x Percent ofTrips On Time or Early 90% x Very Early Trips(>30 minutes) 1% x Very Late Trips(>30 minutes) 1% No Show/Late Cancellation Rate 01 5% Advance Cancellation Rate 15% Missed Trip Rate 0% x Farebox Recovery x Complaint Rate(Complaints per 1,000 board- x< 1% ings) Calls Answered within 5 Minutes171 95% County of Hawaii Transit and Multi-Modal Transportation Master Plan • APPENDIX E— 153 Page 67 Mass Transit Agency-Bus Route Review Performance Report For the Month Ending: Performance Measures Board- Board- Board-Route Rank Rank Rank Rank On-Time Rankings/ within ings/ within ings/ within Farebox within Perfor- withinRevenueRevenueRevenueRecovery Mile Category Hour Category Trip Category Category mance Category Express Blue Line Red Line Green Line Totals Commuter Route 70 North Kohala/South Kohala Route 75 North Kohala/Waimea/Kona Route 80 South Kohala Resorts Route 90 Pahala/South Kohala Resorts Totals Connectors: Route 1 Hilo/Kona 4 Route 2 Kono/Hilo Route 10 Hilo/Volcano/Kau Route 40 Hilo/Pahoa jr Totals Community Circulators Urban: Route 101 Intra-Hilo Keaukaha Route 102 Intra-Hilo Kaumana Route 103 Intra-Hilo Waikea Uka Route 104 Intra-Hilo Mohouli Route 201 South Kona via Alii Drive Route 202 North Kona via Highway 19 Route 203 North Kona via Highway 190 Route 204 South Kona via Kuakini Highway Totals Community Circulators Rural: Route 301 Waimea Route 401 Hawaiian Beaches/Nanawale/Kalapana Route 402 Hawaiian Paradise Park/Ainaloa Route 403 Fern Acres/Fern Forest/Eden Roc Totals 154—APPENDIX E •County of Hawaii Transit and Multi-Modal Transportation Master Plan