bus fleet management plan fy2010 -...

FY2010-2020 BUS FLEET MANAGEMENT PLAN

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MASSACHUSETTS BAY TRANSPORTATION AUTHORITY

BUS FLEET MANAGEMENT

PLAN

FY2010 - FY2020 July 2010

45 High Street, Boston MA 02110


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TABLE OF CONTENTS

EXECUTIVE SUMMARY IV

1.0 INTRODUCTION 1 1.1 OBJECTIVES AND ASSUMPTIONS 2

2.0 EXISTING INFRASTRUCTURE 3

3.0 CURRENT BUS FLEET 4 3.1 CNG BUSES 5 3.2 EMISSION-CONTROLLED BUSES (ECD 5 3.3 RTS BUSES 5 3.4 ELECTRIC TROLLEY BUSES (ETB) 5 3.5 DUAL MODE ARTICULATED BUSES 6 3.6 CONTINGENCY FLEET 7 3.7 FLEET RETIREMENT PLAN 7 3.8 SPARE RATIO JUSTIFICATION 7

4.0 SERVICE DEMANDS 8

5.0 CURRENT VEHICLE REQUIREMENTS 8

6.0 PROJECTED VEHICLE REQUIREMENTS 9

7.0 MAINTENANCE PROGRAM 10 7.1 CURRENT INITIATIVES 10 7.2 NEW MAINTENANCE ISSUES 11

8.0 FLEET MANAGEMENT PRIORITIES (FY11-2015) 11 8.1 FLEET REPLACEMENT 12 8.2 MID-LIFE OVERHAULS 12 8.3 EMISSION REDUCTION 13 8.4 BUS RAPID TRANSIT NETWORK 13

9.0 ADA ACCESSIBILTY 13 9.1 INELLIGEMT TRANSPORTATION SYSTEM (ITS) 13

10.0 FLEET INVESTMENT NEEDS 14 10.1 FLEET REPLACEMENT 14 10.2 MID-LIFE OVERHAUL 14 10.3 ACCESSIBILTY AND INTELLIGENT TRANSPORTATION SYSTEMS 14

11.0 PROGRAM FUNDING 16 11.1 ANTICIPATED FUTURE NEEDS 17 11.2 CONTINUE TMC/NOVA FLEET REPLACEMENT 17

12.0 LONG RANGE FLEET PLAN (FY2016-FY2020) 17 12.1 SILVERLINE PROJECT 17 12.2 URBAN RING PROJECT 17 12.3 WELLINGTON MAINTENANCE FACILITY 17 12.4 CLEAN BUS TECHNOLOGY 17 12.5MULTI YEAR MID-LIFE OVERHAUL 17 12.6 LECHMERE EXTENTION 18


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APPENDIXES

FY2010-2020 FLEET PROFILE APPENDIX A FLEET PERFORMANCE STATISTICS APPENDIX B FLEET INSPECTION STATISTICS APPENDIX C LINE STATISTICS APPENDIX D BUS ROUTE RIDERSHIP CHARACTERISTICS APPENDIX E PROJECTED FLEET AGE APPENDIX F BUS OVERHAUL PLAN APPENDIX G


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EXECUTIVE SUMMARY INTRODUCTION MBTA Bus Operations maintains and operates a fleet of 1068 buses, including compressed natural gas (CNG) buses, diesel buses, and trackless trolleys, which operate on 190 bus routes and cover 900 route-miles. In addition to local services in the urban core areas, the Authority operates a frequent schedule of express buses to and from downtown Boston and surrounding communities. The Authority also manages six local service subsidy programs that provide intra community and feeder services. The Silver Line, the most recent addition to the MBTA’s services, operates a fleet of 25 New Flyer 60’ hybrid buses. The phase ÌÌI of the Silver Line, which serves Roxbury, South Boston, and Logan Airport, as part of the three-phase bus rapid transit project. Phase II of the Silver Line, from South Station to the South Boston Seaport District, adds another 3 stations and 32 vehicles to the fleet and initially opened in 2004. This plan presents the MBTA’s current and future bus fleet and identifies the issues and opportunities that the Authority must address over the next five years (FY11-FY15). Also included are goals and objectives for FY16-FY20 on a strategic level.

The bus fleet management plan will serve as the basis for the development of the MBTA’s five-year Capital Improvement Program. Also provided is an overview of the MBTA’s longer-range bus fleet needs and priorities.

EXISTING FLEET The composition of the current active fleet is as follows:

316 Compressed natural gas (CNG) 40’low-floor buses 44 Compressed natural gas (CNG) 60’low-floor buses 503 emission-control diesel (ECD) buses 120 RTS Nova diesel buses1 28 Electric Trolley buses 32 Dual Mode articulated buses 25 Hybrid 60’ buses

Approximately 85 percent of these buses have been purchased since 2003, bringing the current average fleet age down to 6--7 years. Service and inspection is performed at nine facilities. Heavy maintenance/overhauls are handled at the Everett Shops (see Sec. 2.0 – Table 2).

1 55 - RTS buses are held for contingency.


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CURRENT AND PROJECTED FLEET REQUIREMENTS

The FY10 bus service plan requires a peak period of 800 buses during A.M. pullout and 738 buses during P.M. pullout (including ETBs and Dual Modes).

Adding spares and 55 contingency buses, the total fleet requirement is 1061 buses. Over the next 10 years, annual bus rider-ship is estimated to grow at a rate of 0.8 percent

annually. However, refinements to service will enable this increase to be accommodated without an increase in peak pullout requirements.

Existing service levels have been enhanced on several routes with the acquisition of 60’ long articulated CNG buses.

Service expansion on Silver Line phase III requires additional buses on the final phase of the project, which connect major bus stations direct to Airport terminals and subway stations. Total 25 New Flyer 60” hybrid buses have been delivered.

120 RTS Nova diesel buses are currently due for replacement. These buses are over fifteen years old. The costs of maintenance of multiple fleet and older buses have direct impact on operating budget. In addition to the maintenance cost, these vehicles have very low Mile-Between-Failure, which has direct impact on quality of service.

FLEET INVESTMENT NEEDS

Fleet replacement: Replacement of the oldest Nova/TMC diesel buses commenced in 2005 with the purchase of Neoplan AN440LF emission control diesel buses. The replacement of older fleet vehicles has continued with the procurement of New Flyer C40 LF Diesel buses that commenced on January 16, 2006, which has an option to purchase additional buses in 2008. Currently, 120 Nova/TMC diesel buses need to be replaced to improve the quality of services and reduce operating cost.

Mid-Life Overhauls:

The bus 2003/2004 NABI CNG fleet is over seven years old. In June of 2009 mid-life overhauls of 299 Nabi buses commenced and currently rehabilitation is in progress. A fleet structural inspection and assessment was performed in 2007 on the remaining fleet acquired in years 2003 through 2006. Samples from each fleet were inspected to determine the overall condition of the fleet and the extent of the work required for an overhaul. The inspection/review included; the structural condition of each fleet; on-going maintenance campaigns; OEM design upgrades and modifications; problematic systems; specific component overhauls; and general assessment of overall condition.

o 2003/2004 NABI CNG - Projected mid-life overhaul 2008–2010 o 1999/2001 New Flyer CNG - Projected mid-life overhaul 2010-2011 o 2003 Neoplan 60’ CNG Articulated - Projected mid-life overhaul 2009-2011 o 2004/2005 Neoplan ECD Diesel - Projected mid-life overhaul 2009-2011

Accessibility and Intelligent Transportation Systems (ITS): Public Address and Variable

Message Signs (PA/VMS) were installed on all new buses. In addition, a new fleet-wide radio system with data transmission capabilities has been installed on all buses and was completed in 2009. This system will facilitate implementation of a Computer Aided Dispatching and Automatic Vehicle Location System (CAD/AVL), like the one currently operational on the Silver Line. This has been completed on all buses.


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LONG RANGE FLEET PLAN (FY2011 FY2015)

Ongoing bus purchases and mid-life overhauls to maintain the existing fleet. A new maintenance and storage facility is in the design development stage and will be

constructed at Wellington to replace aging facilities at Lynn and Fellsway and provide additional capacity for future fleet growth.

Construction of permanent operations and maintenance structure replacing current temporary structures at the Arborway Facility has been proposed and the design and planning are in progress.


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1.0 INTRODUCTION A major MBTA strategic priority is to improve bus service, which is reflected in the magnitude of the current capital investment in the Bus fleet which has involved a commitment of over half a billion dollars. Hundreds of diesel buses from the 1980’s have been retired. Total 25 New Flyer 60’ hybrid New Flyer low floor buses have been delivered on June 29, 2010. The final acceptance has been completed on July 14, 2010 and all in service as of July 19, 2010.. The MBTA fleet consists of 1006 active buses:

ACTIVE BUS & TRACKLESS TROLLEY – TABLE 1 40’ TMC/Nova RTS Diesel 651 40' NABI LF CNG 299 40' New Flyer LF CNG 17 60’ Neoplan LF CNG 27 60’ Neoplan LF CNG (Silver Line Washington Street) 17 60’ Neoplan LF DMA (Silver Line Waterfront) 24 60’ Neoplan LF DMA (Silver Line Logan/Massport) 8 40' Neoplan LF ECD 193 40’ Neoplan LF ETB 28 40’ New Flyer LF ECD 310 60’ New Flyer Hybrid 25

Total Bus and Trackless Trolley 1006

From 2001 to 2010, 85 % of the fleet has been replaced with low floor design vehicles to improve passenger accessibility. Investment in “Smart Bus” technologies such as automated Public Address and Variable Messaging Signs (PA/VMS) and Computer Aided Dispatching and Automatic Vehicle Location (CAD/AVL) system on these vehicles has made real time location information and automated stop announcements possible. The average age of the bus fleet is projected to drop from 9.6 years in 2004 to 6.6 years by 2011. For decades, the MBTA has been recognized as an innovator in rail transportation. However, our approach to bus operations has been static, relying on 40’ diesel buses and a low-tech control center. This mode has changed. The top strategy in the MBTA’s strategic plan is to invest in Bus Operations with state-of-the-art technologies and service management techniques.

This Fleet Plan presents the MBTA’s current and future bus fleet and identifies the strategic issues and opportunities that we must address over the next five (5) years (FY11-FY15) in detail. Also included are goals and objectives for FY16-FY20 on a strategic level.

1 55 RTS buses are held for contingency bring the RTS Fleet to 120.


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1.1. Objectives & Assumptions The following considerations are used as guidelines towards development of this FY2011-2020 Bus Fleet Plan:

The anticipated useful life of an MBTA diesel or CNG bus is 12 years1. Electric buses are expected to have a useful service life of 15 years22. The Authority bases this assumption on FTA guidelines and industry standards. Also taken into consideration is the structural design life of the vehicle.

The MBTA maintain both time and mileage based preventive maintenance programs for its

bus fleet, which includes the intent of performing a mid-life overhaul on all buses. The MBTA has committed to buying low-emission buses exclusively to meet its future needs.

Over a third of the fleet now runs on CNG. The diesel bus fleet currently operates on ultra low sulfur diesel fuel. All pre-2004 diesel bus engines in active service have been retrofitted with diesel particulate filters (DPF). As outdated diesel buses retired from service, state-of-the-art emission controlled diesel (ECD) buses will be procured as replacements.

The spare fleet size is typically 20 percent of the peak service requirement. This is based on

past mechanical experience. Operating spares are the number of buses in excess of the peak vehicle requirement, necessary to meet preventative and unscheduled maintenance, overhauls, and heavy repair.

The MBTA continually monitors and reviews bus service through its service planning process.

This process ensures that vehicles are scheduled to provide the maximum possible public benefit given the MBTA’s resources.

The bus fleet management plan will serve as the basis for the development of the MBTA five-

year Capital Improvement Program. It also provides an overview of the MBTA longer-range bus fleet needs and priorities.

All date references in this document are on a calendar year basis unless specified as fiscal

year, or FY. The MBTA fiscal year is July 1 – June 30 2.0 EXISTING INFRASTRUCTURE The MBTA operates its buses over 90,000 miles on public streets on a daily basis, serving over 8,500 bus stops on over 190 routes. Bus Operations utilizes nine bus maintenance, fueling and storage facilities, one of which is dedicated to electric trolley buses. Buses undergo heavy maintenance, repair and overhaul work at the Everett Shops facility (see Table 2). In 2004, the MBTA opened the Silver Line-Phase II, which is a one-mile long dedicated bus way tunnel that provides BRT service to South Boston and subsequently to Logan Airport (via surface streets and a tunnel). Silver Line Phase I was opened in 2001 and consist of a modified BRT application for service between Dudley Square station in Roxbury and Downtown Crossing station in Boston. 1 This assumes that the bus undergoes a full mid-life overhaul 2 This assumes that the electric bus undergoes a full mid-life overhaul


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The introduction of both CNG buses and Silver Line service has resulted in substantial enhancements to the bus maintenance facility infrastructure. New CNG compliant maintenance and storage facilities were recently opened at Southampton Street and Arborway. The Cabot bus facility was upgraded to service CNG buses. These new facilities enabled the MBTA to close the antiquated Bartlett Street garage in 2004. The facility at Arborway was built as an interim facility until a permanent facility is built at the location in the near future.

Bus Maintenance Facilities - TABLE 2

Albany St. Garage – 421 Albany St., Boston MA. Storage, Service and Repair – 114 buses

114 – 2004/2005 Neoplan ECD Diesel Peak Vehicle Requirement – 90 AM / 80 PM Spare Ratio – 20.65% Service Routes – 21

Arborway Garage – 3600 Washington St., Jamaica Plain MA. Storage, Service and Repair – 130 buses

130 – 2003 NABI CNG Peak Vehicle Requirement – 101 AM / 88 PM Spare Ratio – 20.21% Service Routes – 32

Cabot Garage – 275 Dorchester Ave., South Boston MA. Storage, Service and Repair – 188 buses

148 – 2003/2004 NABI CNG 40– 2006 New Flyer ECD Diesel

Peak Vehicle Requirement – 174 AM / 156 PM Spare Ratio – 20.81% Service Routes – 36

Charlestown Garage – 21 Arlington Ave., Charlestown MA. Storage, Service and Repair – 225 buses

86 – 1994/1995 Nova RTS Diesel 139 - 2006 New Flyer ECD Diesel

Peak Vehicle Requirement – 180 AM / 174 PM Spare Ratio – 20.22% Service Routes–Charlestown and Bennett/Somerville District –59

Fellsway Garage – 465 Salem St., Medford MA. Storage, Service and Repair – 75 buses

75 - 2004/2005 Neoplan ECD Diesel Peak Vehicle Requirement – 450AM / 44 PM Spare Ratio – 20.41% Service Routes – 16

Lynn Garage – 21 Arlington Ave., Charlestown MA. Storage, Service and Repair – 93 buses

22– 1994/1995 Nova RTS Diesel 69 - 2004/2005 Neoplan ECD Diesel


Quincy Garage – 954 Hancock St., Quincy MA. Storage, Service and Repair – 79 buses


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17 – 1994/1995 Nova RTS Diesel 62 - 2004/2005 Neoplan ECD Diesel


Southampton St. Garage – 230 Southampton St. Boston MA. Storage, Service and Repair – 117 buses

16 – 2001 New Flyer CNG – RTE / SL1 17 – 2003 Neoplan 60’ CNG Articulated – SL1 27 – 2003 Neoplan 60’ CNG Articulated 32 – 2004/2005 Neoplan 60’ Dual-Mode – SL2 25 – 2009 New FlyerHybrid SL-4

Peak Vehicle Requirement – RTE / 10 AM / 11 PM; RTE / SL2 - 15 AM / 16 PM; RTE / 32 & 39 -20 AM / 21 PM Spare Ratio – SL1 –81.82% / SL2 –62.50% / 32 & 39 – 28.57% / SL4 20% Service Routes – 8

North Cambridge Carhouse – 2375 Massachusetts Ave., Cambridge MA. Storage, Service and Repair – 28 buses

28 - 2004 Neoplan Electric Trolley Bus (ETB) Peak Vehicle Requirement – 24 AM / 23 PM Spare Ratio – 17.39% Service Routes – 4

Everett Main Repair Facility – 80 Broadway St. Everett, MA Contingency Fleet Storage and Heavy Repair – Bus and Rail

55 – 1994/1995 Nova RTS Diesel*** (These vehicles have been assigned to various location)

No Service Runs

3.0 CURRENT BUS FLEET The MBTA active bus fleet is comprised of 1068 vehicles. New buses procured since 2001 are low floor design, Public Address and Variable Message Signs (PA/VMS) equipped and operate on compressed natural gas (CNG) or emission-control ultra low sulfur diesel (ECD) engines, which has been more cost effective and environmentally friendly propulsion technologies for the MBTA fleet. Pre-2001 diesel bus engines have been retrofitted with engine kit upgrades, diesel particulate filters (DPF) and catalytic converters to meet lower emission standards for these models. Table 3 reflects the fleet composition as of 2010.

3.1. CNG Buses

The MBTA completed procurement of 360 compressed natural gas (CNG) buses in 2004. The CNG fleet is compiled of 17 New Flyer buses delivered in 1999-2001 for the opening of the Silver Line service, 299 North American Bus Industries (NABI) delivered in 2003 (presently operating from the Cabot and Arborway facilities in regular service), and 44 articulated (60’foot) Neoplan CNG buses operating from the Southampton Street facility. All these buses are all low floor design, air-conditioned vehicles and are equipped with PA/VMS. With the exception of the 17 New Flyers, these buses entered revenue service during the year’s 2003- 2004.


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3.2. Emission-control Diesel Buses (ECD)

From 2004 to present, 503 emission-control diesel buses (ECD) have entered MBTA revenue service. Neoplan and New Flyer manufactured these 40-foot low floor design buses. They are equipped with air conditioning and PA/VMS. These fleets currently operate out of the Lynn, Charlestown, Fellsway, Albany, Cabot and Quincy garages.

3.3. RTS Diesel Buses

The Nova/TMC RTS bus fleet originally consisted of 400 vehicles. In 2001-2004 the fleet received replacement propulsion systems (engine/transmission package). The HVAC units were replaced in 2002-2003. In 2004-2005, 125 buses under went mid-life overhauls at Midwest Co. in Owasso, Michigan. Additional mid-life overhauls on 97 buses were carried out at the Everett Main Repair facility in 2005-2006. The overhauls included upgrades to the destination sign systems (Twin Vision LED) and wheelchair lift systems (Lift-U Step/Platform Lift). The RTS fleet currently consists of 120 active buses and 5 contingency buses. These vehicles have been assigned to various locations to provide support to Subway Operations such as shuttle, accident, and special event.

3.4. Electric Trolley Bus Fleet

The MBTA operates 28 Neoplan ETB electric trolley buses from a single facility in North Cambridge. The normal peak daily service requirement is 24 buses. These buses are low floor and are equipped with air conditioning, wheel chair ramps, and PA/VMS. Overhead 600-volt DC catenary wires power the propulsion system. The ETBs seat 31, and feature a left side door for operation in the Harvard Square bus way. These buses were delivered in 2004 as replacements for a fleet of 40 Flyer Trackless Trolleys, originally purchased in 1976.

3.5. Dual Mode Articulated Bus Fleet

For Silver Line Phase II service, the MBTA procured a fleet of 32 dual-mode diesel-electric 60-foot articulated buses. This fleet is low floor, air conditioned, and equipped with PA/VMS. The buses are designed to operate in the 1-mile long Silver Line tunnel under electric (overhead wire) propulsion. At the tunnel portal, they convert to diesel operation for several surface bus routes. Eight (8) of these buses are designated to Massport for Logan Airport service, but will be operated and maintained by the MBTA. This fleet is serviced at the Southampton Street facility. Additional details on the Silver Line are provided Section 8.4. of this document.

All new buses are equipped with “smart” location message signs and automated audio announcements, also referred to as PA/VMS (public address/variable message signs). These systems are capable of informing passengers of their location, the destination of the bus, the next station stop, intermodal transfers, and other useful information.

3.6. 2010 Articulated Hybrid Bus Fleet

For Silver Line Phase III service, the MBTA procured a fleet of 25 hybrid 60-foot articulated New Flyer buses. This fleet is low floor, air conditioned, and equipped with “smart” location message signs and automated audio announcements, also referred to as PA/VMS (public address/variable message signs). These systems are capable of informing passengers of their location, the destination of the bus, the next station stop, intermodal transfers, and other useful information.


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MBTA FLEET COMPOSITION – TABLE 3 Se

ries

#

Act

ive

Flee

t

Bui

lder

Mod

el

Engi

ne

Bui

ld Y

ear

Leng

th

Wid

th

Seat

ing/

M

ax. C

ap

Prop

ulsi

on

Diesel/CNG Buses 0001-0400 65 TMC/Nova

T80206 RTS DDC Series

50 1994/1995 40’ 102” 40/76 Ultra Low Diesel

DPF 6000-6001 2 New Flyer C40LF DDC Series

50G 1999 40’ 102” 39/74 CNG

6002-6017 15 New Flyer C40LF DDC Series 50G

2001 40’ 102” 39/74 CNG

1001-1044 44 Neoplan AN460LF DDC Series 60G

2003 60’ 102” 57/104 CNG

2001-2299 299 NABI 40LFW Cummins C8.3 Gas

2003/2004 40’ 102” 39/72 CNG

0401-0593 193 Neoplan AN440LF Caterpillar C9 Urban

2004/2005 40’ 102” 38/72 ECD

0600-0910 310 New Flyer D40LF Cummins ISL05

2007 40’ 102” 39/74 ECD

Subtotal 983

Dual-mode Buses 1101-1132 32

Neoplan DMA LF DDC Series

60 /Skoda Electric

2004/2005 60’ 102” 46/96 Dual Mode Diesel/Electric

Subtotal 32

Electric Trolley Buses 4101-4128 28 Neoplan ETB Skoda

Electric 2004/2005 40’ 102” 29/66 Electric Trolley

Bus

Subtotal 28 Hybrid Buses 1201-1228 25 New Flyer Cummin

Electric 2009/2010 60’ 102” 46/96 Electric Bus

Subtotal 25

Total 1006

3.7. Contingency Bus Fleet

In addition to the active fleet of 1006 active buses, the MBTA maintains a current reserve fleet of 55 buses. They are generally kept on hand for use in emergencies operations, special operations, and shuttle operations. The reserve buses are stored at the Everett Main Repair facility until authorized by Bus Operations for deployment to carry out the respective operation.

3.8. Fleet Retirement Plan

The MBTA has dispossessed all of the 1988-89 diesels buses. The diesel bus dispossession process has currently been extended to 280 - 1994/1995 RTS buses. The MBTA’s goal is to get on a timetable where we procure (and retire) buses at a rate of approximately 60-70 per year as reflected in the Capital Improvement Program.


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3.9. Spare Ratio Justification

Bus Operation’s goal is to maintain a spare ratio of between 20 percent. On a typical weekday during peak periods, approximately 10-15 percent of the bus fleet is in for inspection or repair. On a daily basis, Bus Operations completes inspections on approximately forty- (40) buses, programmed maintenance activities on forty-five (45) buses, and corrective repairs on another twenty- (20) vehicles. The remaining buses are used for occasional intensive maintenance activities, mid-life overhaul programs, and accident repairs.

The Electric Trolley and Dual Mode fleets combined have a spare ratio of 25 percent. The fleets are much smaller and consist of technologically specialized vehicles. The Dual Mode spare ratio is perceptibly larger due to vehicle service demands by the Boston Convention and Exhibition Center (BCEC) and to accommodate projected increases in the Silverline–Phase II ridership and service levels.

4.0 SERVICE DEMANDS In calendar year 2008, annual diesel/CNG bus ridership was estimated to be 109.1 million passengers. This was an increase of approximately 13.3 million passengers since 1998. Ridership increased during this period at the rate of approximately 1.1 percent per year. Over the next 10 years, annual bus ridership is projected to grow at a rate of 0.8 percent per year to 118.1 million passengers. The lower growth rate assumes that the particularly robust economy experienced over the last ten years will not be sustained. The lower growth rate also recognizes the growth in suburb-to-suburb commuting. “The Demographics of Commuting in the Boston Region”, a 1998 report by the Boston Metropolitan Planning Organization states: “Because the style of most suburban development discourages ridesharing and mass transit, almost all suburb-to-suburb work trips will occur in single-occupant vehicles.” In calendar year 2008, annual electric trolley bus ridership was estimated to be 3.6 million passengers. Since 1998, ridership has fluctuated up and down considerably, from a low of 3.6 million to a high of 4.1 million. The average annual ridership has essentially remained unchanged. Over the next 10-15 years, this trend is expected to continue and a new increase is not anticipated. The MBTA is also preparing a Bus Needs Replacement Study that will look at both short and long term Operations planning issues and will estimate future service demands. The study should be complete by mid-2006. 5.0 CURRENT VEHICLE REQUIREMENTS The MBTA's current vehicle requirements for bus routes is presented in the line statistics shown in Appendix C

1 Not including electric buses

TYPICAL DAILY DISTRIBUTION OF FLOAT BUSES1 –TABLE 4 TASK TYPE NO.OF BUSES FLEET PERCENT Inspections 40 5.1

Programmed Maintenance 45 5.8 Corrective repairs 20 2.6

Mid-life overhaul Program 25 3.2 In-house retrofits 10 1.3 Accident Repairs 10 1.3

Total 150 19.2%


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As shown in the line statistics, the morning peak period has the highest vehicle requirement over the course of a weekday and is therefore the principal determinant of the total fleet size. The MBTA's Service Delivery Policy, approved by the MBTA Board of Directors in 1996, and amended in December 2002 and again in 2004, includes guidelines for maximum headways of 30 minutes in the peak period and 60 minutes in the off-peak period. Shorter headways are provided where needed to prevent overcrowding. The existing Service Delivery Policy indicates that routes are overcrowded when there are more than an average of 1.4 passengers per seat during any 30-minute segment of the peak period or any 60-minute segment of an off-peak period. To determine the minimum service levels necessary to avoid overcrowding, the Service Planning staff uses data collected onboard each route to identify the peak load point and the peak load on each route. For this purpose, the peak load is the sum of the passengers onboard all buses serving the peak load point during the peak half-hour. To determine the minimum number of buses needed during the peak half-hour, planners divide the peak load in that time period by the capacity of a bus (1.4 passengers per seat). The maximum allowable headway for the route is: Max. Allowable Headway = 30 / Min. # of Trips Required The minimum number of vehicles required to serve the route is: Min. # of Vehicles Required = Cycle Time / Max. Allowable Headway For this purpose, the cycle time is the round trip running time plus recovery time. The MBTA contracts with the Central Transportation Planning Staff (CTPS), the technical transportation planning arm of the Boston Metropolitan Planning Organization (MPO), to obtain sample ridership counts for each scheduled trip in the weekday, Saturday and Sunday timetables. Onboard traffic checkers conduct ridership counts, called ridechecks. Ridechecks are not performed during periods that are considered substantially different from a normal day. For example, ridechecks are not conducted during severe inclement weather or during the summer when ridership is considerably lower and traffic generally is less congested. As a result, the number of passengers counted as part of ridechecks is considered representative of a typical, non-summer day, making the counts very useful for planning service levels and fleet needs. As part of the ridecheck, the traffic checker records the location and number of all boarding and alighting passengers. This information is entered into a database and is used to determine total boarding, peak load times, locations, and other useful information. The AM Peak load characteristics are shown in Appendix D. These characteristics are derived from the ridecheck database. The installation of the Automatic Passenger Counters as a pilot program are in process. 6.0 PROJECTED VEHICLE REQUIREMENTS The MBTA has an active service planning program that reallocates vehicles according to passenger demand as well as other service delivery guidelines. On a quarterly basis, minor changes in headways can result in the reallocation of vehicles within a garage. Every two years a service plan is developed that accommodates major changes to routes to optimize the allocation of vehicles throughout the system. It is anticipated that growth over the next several years can continue to be accommodated within the current fleet size, plus the introduction of the new Silver Line service. In 1998, the peak vehicle requirement (diesel only) was 755 vehicles. By 2010, this peak vehicle requirement has increased by 45, to 800 vehicles. We anticipate that peak pullouts will only increase


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slightly over the next 10 years. A number of factors will combine to allow the fleet size to remain essentially unchanged. These factors include:

The addition of larger capacity articulated vehicles for use on high volume routes: On most routes where they are utilized, they replace 40-foot buses on five-for-seven basis, i.e., 27x60-footers are equivalent to 37x40-footers.

The conversion of some long express routes to shorter feeder routes to take advantage of growth in subway system capacity;

The increased involvement of the private sector in providing shuttle services, particularly through Transportation Management Associations (TMA)

Implementation of a Computer Assisted Dispatch/Automated Vehicle Location (CAD/AVL) system to provide for more effective control of vehicle headways.

The proposed Green Line extension project, scheduled for implementation after 2015, will divert significant passenger loads from bus to rail. When additional analysis is completed, an appropriate amendment will be made to this fleet plan.

The MBTA will continue to monitor ridership growth and, if necessary, adjust its fleet size accordingly. 7.0 MAINTENANCE PROGRAM The MBTA’s maintenance strategy for the bus program is characterized by continuous and frequent preventative maintenance inspections, along with immediate, complete repairs of all defects using new parts. Parts replacement is on a programmed schedule to prevent complete component failure. This effort maximizes vehicles and component utilization by employing advance preventative maintenance practices. This approach keeps the vehicles safe and reliable at a reasonable cost. At the MBTA, the formation of detailed maintenance plans is developed in conjunction with the fleet planning process. The detailed maintenance planning process involves planning and scheduling inspections, mid-life overhauls, annual services/preventative maintenance, and component overhauls along with discretionary, targeted maintenance campaigns to improve performance. The fleet planning process is intended to address broad management issues such as vehicle retirement and procurement plans, fleet sizing in accordance with the demand for service, condition and age of the vehicles, and major capital reinvestment programs. The MBTA has a maintenance tracking system to record all vehicles failures-in-service, defects, inspections, modifications and repairs. The data in this maintenance control reporting system (MCRS II) provides a basis for analyzing failure trends and for identifying high-maintenance or unreliable components. Maintenance managers use the information to fine-tune their maintenance plans. Specifically, they analyze and identify the trouble-making features of the vehicles and then develop cost-effective corrective actions to maximize the return on their discretionary maintenance dollars. A summary of bus performance and inspection statistics is included in Appendix B. As long as the operating budget remains approximately at its current level, we anticipate the need for capital reinvestment in most buses. Within the Capital Investment Program (CIP), capital funds are programmed to both conduct mid-life overhauls, and to overhaul or replace major components such as power plants, wheelchair lifts and air conditioning systems. The MBTA will continue to perform maintenance on the vehicles as it has done to previous fleets. Preventive Maintenance (P.M.) procedures are performed on all Bus Operation fleet vehicles at 6000-mile intervals. Work performed during these inspections conforms to all vehicle OEM preventive maintenance requirements and to fulfill preventive maintenance needs specific to MBTA Bus Operations. Preventive maintenance procedures evolve and progress based on maintenance needs generated during the service life of the vehicle. Other scheduled inspections performed include CNG fuel systems, fire suppression systems, ADA systems and HVAC systems.


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7.1. Current Initiatives

Several programs are currently underway that will enhance the existing bus fleet.

In 2006, 255 TMC/Nova buses were retrofitted with a PA/VMS system, which serves as a major customer service enhancement.

The TMC/Nova diesel fleet has undergone a midlife overhaul. Midwest Corp. overhauled 125

of these buses with an additional 97 buses receiving overhaul at the Everett Shops facility. Work included floor replacement, replacement of frame members (bulkheads), installation of new “Lift-U” wheelchair lifts, installation of Twin Vision LED designation signs, LED marker lights, and new paint. All rehabilitation work performed has improved vehicle structure, mechanical systems; wheelchair lifts systems, electrical systems and vehicle aesthetic appearance. This overhaul program has improved service reliability and passenger comfort.

The MBTA is committed to reducing transit bus emissions in the communities in which it

serves. In 2007 the MBTA, in arrangement with Environmental System Products (ESP), became the first transportation authority in the nation to develop an inspection and maintenance (I/M) program to reduce toxic emissions from it’s transit buses using ultra violet and infra red remote sensing devices (RSD) to measure harmful pollutants such as Hydrocarbons (HC), Nitrogen Oxides (NOx), and Particulate Matter (PM). The two major objectives of the Enhanced Bus IM Program are (1) trimester fleet emission screening and (2) bus emission maintenance. Each trimester a fleet report is generated using programmed emission values as guideline requirements. Any vehicle recognized as a high emitter of emissions will be removed from service and will have the necessary corrective maintenance measures performed. The vehicle will then be subjected to retest before returning to service to validate corrective maintenance measures has enhanced the vehicles emission performance.

In 2007/2008 an engine start capacitors system was designed and installed in the Neoplan

ECD bus fleet by the MBTA Automotive Engineering. This system was developed to offset “no start” conditions caused current draw from some vehicle electrical components during vehicle layover. Additional start capacitor systems are in design and test prototype phase for the NABI bus fleet and TMC/Nova bus fleet.

Ongoing training for maintenance personnel on schedule bus maintenance, troubleshooting

and repair, and new technologies ensure vehicle dependability and reliable customer service. This training is provided through the MBTA Bus Operations Maintenance Training department and vehicle and vendor OEM contractual obligation.

7.2. New Maintenance Issues

With the addition of newer, more technologically complex buses, including CNG low floors, articulated, and dual mode buses, other tasks have been added to the MBTA maintenance plan. As part of the maintenance plan, the inspection has been revamped to fit several vehicle configurations and emerging technologies.

Due to the inherit design of low floor vehicles, reduced air flow at the wheel wells and vehicle

weight distribution has called for the development and implementation of a more aggressive wheel and tire inspection procedure, brake inspection procedure and brake component replacement procedure.

Inspection task times have increased. This is largely due to new components and system inspection guidelines complicacies. In the case of Compressed Natural Gas (CNG) vehicles, valves, tanks and fuel system safety devices have been added to the inspection list. In the case of the articulated bus, the hinge inspection has been included. All diesel buses have an inspection procedure to be performed on the diesel particulate filter (DPF).

Vehicles from 2001 and newer are equipped electrical multiplexing systems (Intelligent Vehicle Network). This provides high speed electrical switching and monitoring of the various bus


11

operational systems. The network is controlled by a central computer, which processes all input and output signals. The network also consists of several control units that perform the various commands issued from the central computer (i.e., wheelchair lift, door, etc.). The multiplex system has greatly reduced the utilization of wire harnessing and relay based electrical circuits. The system also aids in the troubleshooting of failed bus electrical circuits. The MBTA has designed an inspection to check wiring and interfaces to offset system and network failures.

In addition, the MBTA now performs an aggressive exterior body upkeep program. All new vehicles have the capability to perform automated audio/visual announcements. The

MBTA has mapped the routes throughout the service area for the new vehicles to support new onboard Public Address/Variable Message Sign (PA/VMS) features.

Vehicle Battery Maintenance Rooms are being implemented in all bus maintenance facility. Although the MBTA has always experienced a moderate rate of battery usage owed to regional climate conditions, a recent influx of battery replacement was found to be largely due to the increase of parasitical voltage consumption from electronic monitoring systems, timer based “power down” components and a wide-range increase of electrically powered accessories. The battery room role is to ensure greater quality control, provide a higher standard of vehicle battery maintenance, and make sufficient rotating stock of vehicle batteries available to meet fleet demand.

The MBTA continues to provide extensive training to its maintenance employees working towards incorporate these highly complex vehicles into the MBTA fleet so as to provide successful service to our customers. Finally, the MBTA recently completed a Bus Maintenance Facility Planning Study. The goals of this study were to assess the adequacy of the MBTA's existing bus maintenance facilities; to identify potential sites for new facilities; and to develop a master plan for future bus maintenance facility needs. The study recommended that a new 250-bus maintenance facility be developed at Wellington Station. This would facilitate the elimination of the Fellsway garage and would enable Lynn garage to be converted to a light maintenance and pullout facility. Preliminary engineering for this facility will commence in early 2006. This project is currently on hold due to financial constraint and location selection. 8.0 FLEET MANAGEMENT PRIORITIES (FY11-FY15) There are several major fleet management priorities that require short-term action. Unless otherwise noted, these activities have been funded in the CIP.

8.1. Fleet Replacement

The MBTA is committed to maintaining a fleet with an average age of 7.5 years. This means that new buses must be procured on a regular basis.

8.2. Mid-Life Overhauls 2003/2004 NABI CNG –The overhaul program started in 2009 and is to continue through

2011. Currently, total 87 vehicles have been completed as of August 1, 2010. 1999/2001 New Flyer CNG – This fleet has been rated as low priority in the Bus Condition

Assessment. These buses were found to have low mileage and in very good condition. A focused campaign to address surface corrosion on the undercarriages has been recommended and tentatively scheduled for 2010 through 2011.

2003 Neoplan 60’ CNG Articulated – This fleet has been rated as medium priority. Because

this fleet is deployed mostly Bus Rapid Transit service they will require a high quality and stringently scheduled overhaul. The Bus Condition Assessment recommends that the overhaul of this fleet be tentatively scheduled for 2009 through 2011.


12

2004/2005 Neoplan ECD Diesel - This fleet has been rated as a medium priority for overhaul.

This fleet is currently in good condition and is rapidly accumulating mileage. The Bus Condition Assessment recommends that the overhaul of this fleet be tentatively scheduled for 2009 through 2011.

All four proposed programs are within the 2008 through 2011 and overlap one another. The NABI program will most likely extend throughout this time frame.

8.3. Emissions Reduction

The MBTA is committed to reducing the harmful emissions from its bus fleet. To this end, the Authority is moving forward on several fronts.

A substantial portion of the fleet has been replaced with CNG and ECD buses. The Authority now uses ultra low sulfur diesel for 100% of its diesel buses. All TMC/Nova diesel buses have been retrofitted with diesel particulate filters (DPF) to further

reduce emissions. The Authority purchased 25 60’ hybrid buses. The MBTA has introduced a comprehensive; cost effective Enhanced Bus IM Program utilizing

a mobile emission-testing unit that will monitor the bus fleet and identify vehicles with elevated emissions for repair. (See Sec. 7.1)

8.4. Bus Rapid Transit Network

Expansion of the MBTA transit system is taking place through the re-engineering of several high volume transit corridors into bus rapid transit (BRT) networks more akin to the Green Line than regular bus service. The three components of this new network are described below. Other corridors may be added.

8.4.1. Silver Line Phase I (Washington Street) A bus rapid transit system is now in operation on the Washington Street corridor, from Dudley Square to Downtown Crossing/Temple Place. This service is provided by a fleet of seventeen (17), 60-foot, CNG articulated low floor buses. 8.4.2. Silver Line-Phase II (The Waterfront and Airport) Phase II of the Silver Line project consists of a one-mile bus tunnel extending from South Station to the South Boston Piers area, including four stations at South Station, Courthouse, World Trade Center, and Silver Line Way. As the buses exit the Tunnel, they branch off onto four distinct routes. The service also hosts the Logan Airport Intermodal transit connection (AITC) via the Ted Williams Tunnel. Direct transfers between the Red Line and the Transitway are available at South Station. The Silver Line Phase II service utilizes thirty-two (32) dual powered vehicles that operate both on and off an overhead catenary system. 8.4.3. Silver Line-Phase III (City Point and Residential South Boston) Phase III of the Silver Line project has not been completed. The proposal of Phase III Silver Line is to be the underground connection between Washington Street (Phase I) and Water Front (Phase II). As this point the project only exist as a “demonstrative project”. To extend services to provide the connection between Phase I, II III, the rolled out of Silver Line IV surface routes, which only provide a portion of the Silver Line Phase III services.


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8.4.4. Bus Rapid Transit Service – 60’ CNG Vehicles The Authority purchased 44 60-foot articulated CNG buses for BRT service in high volume corridors. The buses entered service in early fall 2003. 17 of these are dedicated to Silver Line Phase I (Washington St.), with the remainder placed on another high volume route (Route 39) and an express route (Route 504). These new buses will provide needed additional capacity, with fewer vehicles and operators. This effort will also examine opportunities for bus stop consolidation, possible signal priority treatments and other potential options for improving service reliability and speed.

9.0 ADA ACCESSIBILITY

The MBTA bus fleet is currently 100% accessible, by either deployable ramps or wheelchair lifts. Bus-mounted Public Address/Variable Message signs (PA/VMS) that automate required ADA stop announcements are included on all new buses, and have been retrofitted on all of the older bus fleets in conjunction with upgraded exterior LED destination and route signs.

9.1. Intelligent Transportation Systems (ITS)

The MBTA is working to incorporate ITS into the bus operations infrastructure. The efforts to incorporate ITS include the acquisition of a system-wide radio system to replace the current analog radio system on all MBTA vehicles, including its buses. A Computer Assisted Dispatch/Automatic Vehicle Location (CAD/AVL) system is included as a portion of this project. This digital radio system will support the data transmission necessary to provide dispatchers in Central Control with real time location information to help manage bus service.

Each new bus is wired for Automatic Vehicle Monitoring (AVM) that will transmit vehicle health information to the Authority’s new vehicle maintenance management system. A data radio system and associated onboard equipment is now used on the Washington Street Silver Line to provide real time vehicle location information to Central Control; trigger transit priority at intersections; and display the expected arrival time of each bus on LED signs at stations. Similar ITS features are incorporated on the Silver Line Phase II service.

10.0 FLEET INVESTMENT NEEDS

10.1. Fleet replacement:

Replacement of the oldest Nova/TMC diesel buses commenced in 2005 with the purchase of Neoplan AN440LF emission control diesel buses and continues.

10.2. Mid-Life Overhauls:

A fleet structural inspection and assessment was performed in 2007 on the remaining fleet acquired in years 2003 through 2006. Samples from each fleet were inspected to determine the overall condition of the fleet and the extent of the work required for an overhaul. The inspection/review included; the structural condition of each fleet; on-going maintenance campaigns; OEM design upgrades and modifications; problematic systems; specific component overhauls; and general assessment of overall condition.

o 2003/2004 NABI CNG - Projected mid-life overhaul 2008–2010 o 1999/2001 New Flyer CNG - Projected mid-life overhaul 2010-2011 o 2003 Neoplan 60’ CNG Articulated - Projected mid-life overhaul 2009-2011 o 2004/2005 Neoplan ECD Diesel - Projected mid-life overhaul 2009-2011 o


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10.3. Accessibility and Intelligent Transportation Systems (ITS)

Public Address/Variable Message Signs (PA/VMS) are installed on all new buses. In addition, plans are underway to install a new fleet-wide radio system with data transmission capabilities. This system will facilitate implementation of a Computer Aided Dispatching and Automatic Vehicle Location System (CAD/AVL), like the one currently operational on the Silver Line. The installation program has been completed on all buses.

The following table summarizes the bus fleet acquisition and major overhaul needs and sequencing through FY2015.

ACQUISITION AND OVERHAUL NEEDS: FY2006-2015-TABLE 4 FISCAL YEAR NEW BUSES ANTICIPATED

BUS OVERHAULS

40’ CNG/ECD 60’ CNG 40’ ETB 60’DMA

2006 18 2007 60 17

2008 95 2009 0 88 2010 50 171 2011 60* 148 2012 60* 148* 2013 50* 30* 2014 17* 18* 2015 0 60*

* Not included in the FY06-10 CIP. (Exception: 50% of the year 2011 60-bus buy is funded) The Table titled Bus Fleet Plan has been included as Appendix A


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11.0 PROGRAM FUNDING The Fleet Plan presented herein is consistent with the MBTA’s FY2010-FY2016 Capital Investment Program (CIP). The CIP is updated on an annual basis and is financially constrained, based on the MBTA’s total available Capital funds over the five-year period. The MBTA created the CIP to provide an understanding of the Authority’s planned capital expenditures for a five-year planning horizon, as well as to outline the need for future capital investment. The FY2010-FY2016 CIP as it relates the MBTA Bus Fleet Management Plan is summarized below:

MBTA BUS REVENUE VEHICLE PROJECTS ($ IN MILLIONS)

Project

PRO

JEC

T TO

TAL

CO

ST

Act

ual S

pend

ing

FY1

0

FY11

FY12

FY01

3

FY14

FY15

FY16

FY10

-16

Tota

l

BEY

ON

D

FY

16

NABI 40’ CNG Buses

Rehab (299) $18.00 $0.00 $0.00 $10.00 $8.00 $0.00 $0.00 $0.00 $18.00 $0.00

Neoplan 40’ ECD Diesels

Buses (193) rehab $35.50 $0.00 $0.00 $9.00 $18.00 $8.50 $0.00 $0.00 $35.50 $0.00

Neoplan 60’ DMA (32)

Rehab $20.10 $0.00 $0.00 $10.00 $10.10 $0.00 $0.00 $0.00 $20.10 $0.00

Neoplan 60’ CNG (44)

Rehab $13.60 $0.00 $0.00 $5.50 $8.10 $0.00 $0.00 $0.00 $13.60 $0.00

New Flyer 40’ ECD (310)

Rehab $57.00 $0.00 $0.00 $0.00 $0.00 $18.00 $18.00 $18.00 $57.00 $3.00

Neoplan ETB (28) Rehab $11.60 $0.00 $0.00 $4.00 $5.60 $2.00 $0.00 $0.00 $11.60 $0.00

New Flyer 40’ CNG (17)

Rehab $3.20 $0.00 $0.00 $0.00 $3.20 $0.00 $0.00 $0.00 $3.20 $0.00

SUB TOTAL COST $159.00 $0.00 $0.00 $38.00 $53.00 $28.5 $18.00 $18.00 $156.00 $3.00

Project Professional & Support Services Cost

$25.28 $0.00 $0.00 $3.85 $3.41 $3.07 $3.03 $2.84 $15.70 $9.58

Project Contingency 5% $9.21 $0.00 $0.00 $2.10 $2.82 $1.58 $1.05 $1.04 $8.58 $0.62

TOTAL $193.50 $0.00 $0.00 $43.95 $59.23 $33.15 $22.08

$21.88 $180.29 $13.20

Life To Date (includes FY10 and anticipated FY11) Expenditure: $47,570,159 Grand Total Project Cost (FY2009 – FY2016): $241,065,695 Previously Allocated Fund: $143,750,000 Additional Funding Request: $97,315,695

11.1. ANTICIPATED FUTURE NEEDS


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Given the age of the existing fleet, current bus purchases will result in a large influx of new vehicles. In the future, however, the MBTA intends to program bus vehicle purchases to allow the Authority to receive a small number of buses at a constant rate. This strategy will reduce the Authority’s mechanical dependency on a single class of vehicles, and will keep the average bus age relatively constant over time. The following projects have been identified as anticipated future needs.

11.2. CONTINUE TMC/NOVA FLEET REPLACEMENT

In the long term, additional new buses beyond the purchases programmed in the current capital program are anticipated. This effort will support the retirement of the fleet of TMC/Nova buses, which are currently over due for replacement. It is anticipated that the MBTA will continue to purchase the replacement buses gradually to complete a staggered phase-out of the fleet over several years in conjunction. 12.0 LONG RANGE FLEET PLAN (FY2011-FY2015)

12.1. Silverline Project The MBTA is proposing to construct the third phase of the Silver Line Project during this period. Plans call for a service date after 2013. This new service will connect Silver Line-Phase I to the Silver Line Phase II at South Station via an underground transit tunnel. Patrons will be able to board a bus that will take them from Dudley Square to the Waterfront and the Airport. At this time, we anticipate the need for 33 additional DMA 60’ vehicles. Bus operations will be constrained by the inability to operate CNG buses in the tunnel.

12.2. Urban Ring Project The multi-phased Urban Ring project is scheduled for implementation during this time period. Phase II implementation, which is tentatively scheduled for 2010-2015, consists of a series of Bus Rapid Transit “Cross Town” lines that traverse the urban core of Boston and adjacent communities. The new service will operate about 100 new buses on new and existing routes. Phase III, scheduled for after 2015, would involve implementation of BRT routes requiring approximately 80 additional 60’ articulated buses.

12.3. Wellington Maintenance Facility A planning study was completed in 2004 to identify the future maintenance and storage needs of the bus fleet. The study recommended that a new facility be constructed at Wellington Station. Said facility would allow for the closure of the Fellsway maintenance facility and accommodate future Urban Ring service.

12.4. Clean Bus Technology

Bus Operations anticipates continuing to procure new clean bus technology vehicles at the rate of about 60-70 per year. Prudent reinvestment in the fleet will be made to accommodate safety, reliability and capacity concerns.

12.5. Multi-year Mid-life Overhaul With the purchase of large numbers of buses over a two-year period, a major multi-year mid-life overhaul program is anticipated to commence in 2008-2011.

12.6. Lechmere Extension The MBTA is considering an extension of transit service beyond Lechmere to Somerville and Medford Hillside. This new rail service will result in significant adjustments to parallel service bus routes.

APPENDIX A

FY2005-2015 FLEET PROFILE

APPENDIX B

BUS FLEET PERFORMANCE STATISTIC

5372

5353 57

40

6361

6371

7108

6385

6378

7033 75

62

7002

6214

8129

7912

9911

9794

1037

6

1086

0

1178

7

9673

7190

9295

8664

7037

8692

8659 88

67

9804

7547

6680 6733 71

39

7301 74

75

7589

680071

48

5722

9297

7658

9226

8032

9513

9538

8191

8094

6719

7772

0

2,000

4,000

6,000

8,000

10,000

12,000

14,000

Jul Aug Sep Oct Nov Dec Jan Feb Mar Apr May Jun

Mile

s

Month

FY06 (2005-2006) FY07 (2006-2007) FY08 (2007-2008) FY09 (2008-2009) FY10 (2009-2010)


19

APPENDIX C

BUS FLEET INSPECTION STATISTICS

APPENDIX D

LINE STATISTICS

(DAILY SERVICE REQUIREMENT ON APRIL 5, 2010)

AM

Required Available

Over/

Short % Available

PM

Required Available

Over/

Short % Available

Silver 29 29 0 100%

Silver 31 31 0 100%

Albany 90 108 18 120%

Albany 80 110 30 138%

Fellsway 50 56 6 112%

Fellsway 44 57 13 130%

Bennett 91 105 14 115%

Bennett 90 105 15 117%

Charlestown 89 105 16 118%

Charlestown 84 104 20 124%

Quincy 67 73 6 109%

Quincy 58 75 17 129%

Lynn 72 87 15 121%

Lynn 69 84 15 122%

Arborway 101 102 1 101%

Arborway 88 106 18 120%

Cabot 174 178 4 102%

Cabot 156 175 19 112%

Southampton 15 17 2 113%

Southampton 16 17 1 106%

N. Camb. 22 23 1 105%

N. Camb. 22 25 3 114%

Total 800 883 83 110%

Total 738 889 151 120%

APPENDIX E BUS ROUTE RIDERSHIP CHARACTERISTICS

0

50

100

150

200

250

300

350

400

450

Jul Aug Sep Oct Nov Dec Jan Feb Mar Apr May Jun

Average Weekday Ridership : Bus and Trackless Trolley

FY2007 FY2008 FY2009 FY2010

APPENDIX F

PROJECTED FLEET AGE

APPENDIX G

BUS OVERHAUL PLAN


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bus fleet management plan fy2010 -...

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