Appendix D word doc cover - Ride METRO · Appendix D . D-2 METRO Bus Fleet Management Plan METRO LRT Fleet Management Plan METRO LRT O&M Plan. LIGHT RAIL VEHICLE ... 04 August 2008

D-1

Appendix D

D-2

METRO Bus Fleet Management Plan

METRO LRT Fleet Management Plan

METRO LRT O&M Plan

LIGHT RAIL VEHICLE

FLEET MANAGEMENT PLAN

Light Rail Vehicle Fleet Management Plan Revision 08 - 09/30/2009

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REVISION RECORD Revision Date of Issue Revision Comment

01 Aug 2004 Draft addition of METRO Solutions to Red Line FMP

02 Dec 2007 Confirmed implementation of METRO Solutions as light rail. Updates to entire document content and layout.

03 Apr 2008 Revised to address only METRO Solutions system expansions; updated with latest planning data; and restructured to complement the Operations and Maintenance Plan.

04 August 2008 Revised to address PMOC’s comments as outlined in their Spot Report dated July 2008.

05 October 2008 Revised to address PMOC’s comments dated October 2008.

06 February 2009 Revised: Introduction, Ridership Data 2030 full buildout, Section 3.5, Exhibit 4.5 and Appendices C & D. Addressed PMOC Comments dated January 2009.

07 June 2009 Revised: Description of Main Street Corridor, updated new LRV specifications. Addressed PMOC Comments dated June 2009.

08 September 2009 Revised to address PMOC’s and all internal reviewer’s comments. Additional revisions made to tables, 3.7, 3.8a, 3.8b and 3.10.

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TABLE OF CONTENTS

1 INTRODUCTION ................................................................................................................. 5 2 SYSTEM DESCRIPTION .................................................................................................... 6

2.1 EXISTING SYSTEM - MAIN STREET ............................................................................. 6 2.1.1 ALIGNMENT ............................................................................................................. 6

2.1.2 STATIONS ................................................................................................................ 7

2.1.3 CROSSOVERS AND TURNOUTS ........................................................................... 8

2.1.4 SERVICE CHARACTERISTICS ................................................................................ 8

2.2 NORTH CORRIDOR ............................................................................................................. 9 2.3 EAST END CORRIDOR ........................................................................................................ 9 2.4 SOUTHEAST CORRIDOR ................................................................................................... 10 2.5 UPTOWN CORRIDOR ........................................................................................................ 10 2.6 UNIVERSITY CORRIDOR ................................................................................................... 10

3 SERVICE CHARACTERISTICS ....................................................................................... 12 3.1 RIDERSHIP FORECAST ..................................................................................................... 12 3.2 SERVICE STANDARDS ...................................................................................................... 12 3.3 RUN TIME, DWELL AND LAYOVER .................................................................................... 13 3.4 SPARE AND STANDBY TRAINS .......................................................................................... 13 3.5 ESTIMATION OF DEMAND FOR REVENUE VEHICLES ........................................................... 14 3.6 ESTIMATION OF LOAD FACTORS ...................................................................................... 19

4 FACILITIES AND EQUIPMENT ....................................................................................... 26 4.1 COMMUNICATIONS AND ITS ............................................................................................. 26 4.2 PASSENGER VEHICLES .................................................................................................... 26 4.3 SIGNALING SYSTEM ......................................................................................................... 29

4.3.1 Wayside Bar Indication Signals ............................................................................... 29

4.4 STATIONS ........................................................................................................................ 30 4.5 YARD AND FACILITIES ...................................................................................................... 31

4.5.1 Operations Facilities ................................................................................................ 31

4.5.1.1 Operations Control Center ................................................................................ 31

4.5.2 Maintenance and Repair Facilities .......................................................................... 32

4.6 MANAGEMENT INFORMATION SYSTEMS ............................................................................ 34 4.6.1 System Description and Applications ...................................................................... 34

4.6.2 Hardware and Software Management Plan ............................................................ 34

4.6.3 Asset Replacement Plan ......................................................................................... 34

4.6.4 Software Upgrade ................................................................................................... 34

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5 OPERATIONS AND MAINTENANCE .............................................................................. 35 5.1 RAIL MAINTENANCE PHILOSOPHY .................................................................................... 35 5.2 RUNNING MAINTENANCE .................................................................................................. 35

5.2.1 Daily Systems Verification ....................................................................................... 36

5.2.2 Daily Service and Cleaning ..................................................................................... 36

5.2.3 LRT Interior Cleaning .............................................................................................. 36

5.2.4 LRT Vehicle Exterior Cleaning ................................................................................ 36

5.3 PREVENTIVE MAINTENANCE ............................................................................................. 36 5.3.1 5,000 Mile Inspection .............................................................................................. 37

5.3.2 10,000 Mile Inspection ............................................................................................ 38

5.3.3 20,000 Mile Inspection ............................................................................................ 38

5.3.4 60,000 Mile Inspection ............................................................................................ 39

5.4 CORRECTIVE MAINTENANCE ............................................................................................ 39 5.4.1 Troubleshooting ....................................................................................................... 39

5.4.2 Service Repairs ....................................................................................................... 39

5.4.3 Heavy Maintenance - Major Repairs ....................................................................... 40

5.4.4 Emergency Actions ................................................................................................. 40

5.5 FACILITY MAINTENANCE .................................................................................................. 40 5.5.1 Right-of-Way ........................................................................................................... 40

5.5.2 Buildings and Grounds ............................................................................................ 41

5.5.3 Structures ................................................................................................................ 41

5.6 SYSTEM MAINTENANCE ................................................................................................... 41 5.6.1 AVL System ............................................................................................................. 41

5.6.2 Communications ...................................................................................................... 41

5.6.3 Signal System ......................................................................................................... 41

5.6.4 Traction Power (OCS) ............................................................................................. 41

APPENDIX A .............................................................................................................................. 42 APPENDIX B .............................................................................................................................. 58 APPENDIX C .............................................................................................................................. 74 APPENDIX D .............................................................................................................................. 80

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1 INTRODUCTION The Fleet Management Plan has been prepared to establish the 2012-2015 and 2030 revenue vehicle requirements. The plan has generally been developed following the FTA Project Management Oversight Program Operating Guidance document #25. The FTA guidelines suggest that the major elements to be contained within a fleet management are a definition of service levels, vehicle life expectancy, maintenance program, system and service expansion and spare ratio. The effective management of a system like the Light Rail Lines designed for METRO requires a plan to establish current and projected revenue vehicle requirements. The plan presented herein includes all of the necessary elements to make this determination. This document defines the service peak to be 6 minute headways. The projected ridership was evaluated considering inbound and outbound ridership. Inbound ridership is considered in this report as the ridership traveling toward the Central Business District also commonly referred to as the downtown area. Outbound ridership are those traveling from the downtown area. This definition is applicable to Main Street, North, East End, US 90A, and Southeast Corridors. For the Uptown Corridor, the inbound ridership are those traveling toward the Galleria. For the University Corridor, the inbound ridership are those traveling eastbound in the corridor. This distinction allowed the evaluation of the peak vehicle requirements for both the Main Street and North Corridors even though the actual trains for the corridors are the same. While US 90A is a commuter rail line, it is assumed that light rail vehicles will be used for this corridor until demand warrants the use of DMUs or other traditional commuter rail vehicle technologies. METRO has entered into a contractual agreement with an O&M Contractor who will be responsible for long-term operations and maintenance of the Project LRT (North, East End, Southeast and Uptown) including capital asset replacement, in order to ensure that operations and maintenance considerations are fully considered in design and construction of the Project, and to ensure that operations and maintenance are properly performed so as to mitigate against transfer of liability for defects in the Project to METRO.

The O&M Contractor has assumed responsibility for the O&M Work of this Project in accordance with the terms of its contractual obligation and due to its affiliation with the Facility Provider and its participation in the planning of the Project.

METRO and O&M Contractor wish to be long-term collaborative partners, working together and drawing on the respective strengths of each party to efficiently and safely operate and maintain the Project within the performance, reliability, availability and budgetary criteria specified in the Contract Documents.

METRO and O&M Contractor also wish to work together to operate and maintain the Project in a way that is sensitive to and enhances the quality of life for the people living and working in the neighborhoods located adjacent to the Project; fosters and maintains positive community relations; is responsive to the needs and input of Project stakeholders; and advances METRO’s goals of public outreach and involvement, diversity, and enhanced participation by small and disadvantaged business enterprises. METRO and the O&M Contractor in the near future will explore the feasibility of adding Main Street and the University Corridor to the long term partnership of operating and maintaining the system. Once the decision is reached and a contract is finalized the Rail Fleet Management Plan will be updated. Therefore, METRO’s Rail operations will define the high frequency, high capacity foundation to support the entire transit network.

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A preliminary vehicle acceptance schedule has been provided below. The schedule identifies the number of vehicles that will be delivered for each corridor and their acceptance date. Vehicle acceptance date represents the date when all vehicles are ready for revenue service in the identified corridor. The overall delivery schedule assumes that two to three vehicles will be delivered per month after November 2011. Please note that the vehicles identified in the table below are in addition to METRO’s existing fleet of 18 vehicles. The two additional vehicles will be purchased under a totally separate Vehicle Supply Contract for the purpose of performing advanced integration with Main Street Line subsystems and training of Operations staff. Preliminary Vehicle Acceptance Schedule

Number of Vehicles Corridor Vehicle Acceptance Date

19 Main Street April 1, 2012 15 Southeast July 1, 2013 14 North August 1, 2013 10 East End October 1, 2013 10 Uptown August 1, 2013 24 University* April 1, 2014 11 US 90A TBD 2 Operations Training November 1, 2011

Note (*) Contingent on FTA approval and issuance of Record of Decision (ROD)

All vehicles will be required to have a 30-year service life and will have comprehensive maintenance plan. This document also outlines a daily service plan that will contribute to the 30-year life cycle. Vehicles also have a scheduled maintenance preventive inspection that will inevitably detect unexpected delays. The conclusion provides the total number of vehicles required for the 2012-2015 and 2030 systems. The loading capacity required to meet the ridership is also defined. Due to the ridership on the existing Main Street Corridor, that portion of the system will have a denser vehicle capacity than the other sections of the system. 2 SYSTEM DESCRIPTION 2.1 EXISTING SYSTEM - MAIN STREET 2.1.1 ALIGNMENT The current Main Street alignment, extends 7.5 miles from the Fannin South Park and Ride, south of the South Loop Freeway (I-610) to the University of Houston Downtown Campus. The Rail Operations Center (ROC), maintenance facility, storage yard and administrative headquarters for METRO Rail Operations is located just south of Fannin South Park and Ride station. The double tracked alignment predominantly consists largely of in-street, semi-exclusive, at-grade right-of-way, primarily in the median or in the curb lane of city streets.

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2.1.2 STATIONS Several different station configurations were used on Main Street Corridor, consistent with the specific site requirements of the alignment. Table 1 indicates the type of configuration and length used at each station location. Table 1: Main Street Corridor - Passenger Station Locations and Configurations

Station (SB = southbound, NB = northbound) Type

Overall Platform Length (ft)

Boarding Platform Length (ft)

Fannin South 16’ Center 240 190 Reliant Park 20’ Center 324.75 274.75 Smith Lands 16’ Center 240 215 TMC Transit Center 20’ Center 230 205 Dryden/TMC SB 10’ Split 261.58 211.58 Dryden/TMC NB 10’ Split 265 215 Memorial Hermann Hospital/Zoo NB 10’ Split 325 275 Memorial Hermann Hospital/Zoo SB 10’ Split 315 265 Hermann Park/Rice U 16’ Center 243 218 Museum District SB (on Fannin) 10’ Side 309.30 260.8 Museum District NB (on San Jacinto) 10’ Side 312.36 268.28 Wheeler NB 10’ Side 240 190 Wheeler SB 10’ Side 240 190 Ensemble/HCC SB 10’ Split 247.29 190 Ensemble/HCC NB 10’ Split 248 190 McGowan SB 10’ Split 259.44 190 McGowan NB 10’ Split 254.57 190 Downtown Transit Center SB 10’ Split 240 190 Downtown Transit Center NB 10’ Split 240 190 Bell SB 10’ Split 240 190 Bell NB 10’ Split 240 190 Main Street Square SB 10’ Split 240 190 Main Street Square NB 10’ Split 240 190 Preston SB 10’ Split 240 190 Preston NB 10’ Split 240 190 U of H Downtown 10’ Center 220 190

Most platforms are 240 feet in length, and all are sized to accommodate two car trains and provide level boarding from a station surface 14 inches above top of rail. The edge of the platform is furnished with an ADA-compliant tactile warning strip. Pedestrian connections and walkways to and from platforms are clearly marked, and crosswalks and pedestrian signals are designed to accommodate the needs of the visually impaired.

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2.1.3 CROSSOVERS AND TURNOUTS Proceeding from South to North on the Main Street Corridor, crossovers are located as follows:

• Diamond crossover immediately north of the South Fannin Park and Ride Station • Universal crossover north of Old Spanish Trail (Smith Lands Station) • Single crossover (trailing point) south of Dryden and north of the Holcombe underpass • Universal crossover at Hermann Park Station (facing point crossover south of the station

platform, trailing point crossover north of the station platform) • Diamond crossover immediately north of the Wheeler station • Universal crossover south of the Downtown Transit Center Station • Single crossover (trailing point) between Congress and Franklin • Diamond crossover immediately south of U of H Station • Additional crossovers and turnouts are used in the yard.

The Operation Control Center (OCC) is the nerve center of light rail operations. The OCC is the primary location for control, supervision, monitoring, and dispatching of light rail operations, as well as managing light rail subsystems. The OCC is currently located in the Transtar facility, along with METRO’s bus dispatch and freeway traffic control systems. Because of the lengthy light rail service day, pattern of early pull-outs and late pull-ins, and blocking of trains for pull-out during the night, the OCC is staffed 24 hours a day 7 days a week. The OCC is the operational information center for the light rail system and provides the equipment, resources and focus required to make and carry out pertinent decisions pertaining to rail operations. 2.1.4 SERVICE CHARACTERISTICS 2.1.4.1 SERVICE STANDARDS The objective of service planning is to determine the service provided, in terms of headway and train capacity, with the passenger-carrying capacity needed to meet anticipated ridership levels. During peak periods, sufficient capacity must be provided under the operating schedule to match peak demand forecasts given LRV loading capacity. During off-peak periods, the policy objective is to provide sufficiently frequent service to enable the light rail system to attract choice riders and provide a seat for all passengers insofar as operating resources and available fleet allows. 2.1.4.2 SPAN OF SERVICE The Main Street Corridor system operates 7 days a week, and provides service approximately 20 hours per day. Earliest weekday pull-out occurs at 4:15 am, and the last pull-in occurs at 12:09 am (Monday through Thursday). Weekend and holiday service begins an hour later in the morning, however the last pull-ins occurs at the same time as on weekdays and at 2:47 AM on Fridays and Saturdays.

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The existing system consists of eighteen (18) Siemens cars operating through two major areas of the City of Houston. The Main Street Corridor north terminus is currently located downtown at the University of Houston Downtown Campus. The south terminus is located at Fannin South near a major sports and exposition arena the Reliant Center. The Main Street Corridor travels through the downtown area of Houston and the Medical Center District, which is home to one of the largest Medical Centers in the world today. The total mileage is approximately 7.5 miles in mixed traffic with a brief portion of exclusive right of way. The Maintenance Facility, which is used to service the vehicles, is located at the south terminus Rail Operations Center (ROC).System expansion of five new Rail Corridors currently under various stages of design will follow the current double track configuration with provisions for reverse running. The current design philosophy is for each terminus station will have a center platform between two stub end tracks. Both tracks will be extended to hold a train consists of two vehicles beyond the end of the platform. Crossovers will be located upon approach and at strategic intermediate locations throughout the system. The crossovers configuration will permit single track operation when necessary with minimal delays. Staging tracks may be planned at other strategic locations along the corridors. 2.2 NORTH CORRIDOR A new Light Rail Transit (LRT) service will begin at the Main Street Corridor current terminus at the University of Houston Downtown Station and continue northbound through the proposed Burnett Plaza (a proposed major connection point for various transportation modes including LRT, realigned bus service and commuter rail activity) via the near north side neighborhoods to the Northline Mall Transit Center located adjacent to the Northline Mall, a distance of approximately 5.28 miles. Burnett Plaza will be designed to accommodate the connectivity of various transportation modes. These modes include the Main Street Corridor, East End Corridor, re-aligned bus service and North Corridor, which extends north to the North Line Transit Center and future commuter rail activity. The corridor alignment travels north along Main Street turning east onto Boundary Street and north onto Fulton Street stopping at approximately Rebecca Street near the North Line Transit Center. In addition to Downtown Houston, the corridor travels through or near several established residential neighborhoods including the Near North side, North Central, Silverdale, Ryon, Lindale Park, North Lindale, and Melrose. 2.3 EAST END CORRIDOR The East End Corridor extends 3.2 miles primarily on Harrisburg Boulevard before interlining with the Southeast and Main Street LRT lines. Inbound (westbound) service will travel from Magnolia Transit Center to a junction with the Southeast LRT at Bastrop Station. From Bastrop Station, the East End LRT will travel along the Southeast Corridor alignment on Texas Avenue and then transition to Capitol Avenue in the vicinity of Hamilton Street. The East End LRT continues on Capitol and then turns north to interline with the Main Street LRT until its terminus at the Burnett Plaza. Outbound (eastbound) service will travel from the Burnett Plaza interlined with the Main Street LRT to Rusk Street. The East End LRT will the turn east onto Rusk and interline with the Southeast Corridor, transitioning from Rusk to Texas Avenue in the vicinity of Hamilton Street.

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The interlined route continues until Bastrop Station, with the East End LRT traveling alone onto Harrisburg Boulevard to its terminus at the Magnolia Transit Center. 2.4 SOUTHEAST CORRIDOR LRT service will operate in the Southeast Corridor, from Downtown at Bagby/Smith Street. The alignment runs eastward through Downtown Houston sharing track with the East End Corridor in a split pair along Rusk St (eastbound flow) and Capital St (westbound flow). Just before crossing U.S. 59, the two tracks come together as the alignment turns north and continues east on Texas St. The line the joins Scott St traveling south, then east on Wheeler Avenue, south on Martin Luther King and east on Griggs St to the Palm Center Transit Center. The total length of the alignment is 6.56 miles.

In addition to downtown Houston, the alignment travels through several established residential neighborhoods, including the Third Ward, Riverside Terrace, West MacGregor Estates, Parkwood, University Oaks, as well as two universities: Texas Southern University and the University of Houston. The Southeast Corridor alignment is approximately 6.3 miles in length.

2.5 UPTOWN CORRIDOR LRT service will operate in the Uptown Corridor providing service to the Uptown/Galleria area. The alignment runs approximately 4.4 miles, from the Northwest Transit Center, traveling along the 610 West Loop turning west onto Post Oak Boulevard and will end approximately at Westpark Drive (University Corridor). Several options are being considered to interline Uptown service with the University line in order to provide the passengers a one-seat ride from the Galleria area to Midtown and the University of Houston. Currently, there are studies underway to determine the feasibility of interlining the Uptown Corridor with the University Corridor at Westpark Drive heading west to the Hillcroft Transit Center and then traveling east to the Eastwood Transit Center. The Uptown Corridor area is located six miles west of Downtown Houston, traverses the Buffalo Bayou and contains a mix of moderate to high-density multifamily and single family residential, and moderate to high-density office and retail land uses. 2.6 UNIVERSITY CORRIDOR The University Line begins at the Hillcroft Transit Center and continues east via Westpark Drive (off-street). It crosses U.S. 59 and runs on-street along Cummins, Richmond, Wheeler, Hutchins, Cleburne, Dowling, Alabama, Scott and Elgin to the Eastwood Transit Center totaling 11.3 miles.

The service area for the University Corridor consist of four (4) university environments, two major activity centers, various retail establishments and numerous residential communities and three transit centers.

The University Corridor will provide the system with a Service & Inspection facility at the Hillcroft Transit Center and 1.3 miles of non-revenue track west of the Hillcroft Transit Center designated to be used as a Test Track. With the addition of the Service & Inspection Facility and the “Test Track”, METRO will have the ability to perform minor repairs and test the LRT vehicles. The University line will have a non-revenue connection with the existing Red line at Main Street connecting the line to the system including the existing ROC. Additionally, the University Corridor will have interconnectivity via platforms with the Southeast Corridor at Scott Street.

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Service levels established for each corridor will support and complement a high frequency operation by creating a network foundation. These service levels are designed to be compatible with the existing Main Street line.

Exhibit 2.1 Planned Corridors and Existing LRT System

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3 SERVICE CHARACTERISTICS Project assumptions providing the basis for METRO Solutions Phase 2 operating and maintenance requirements and operating strategies are highlighted in the following sections. These include forecast patronage levels, hours of operation, frequency of LRT service, travel times, and fleet requirements. Table 3.1 presents the service intervals for Years 2012 and 2015. Table 3.1 Service Intervals

Corridor

Weekdays Weekends Peak (min.)

Off-Peak (min.)

Late Evening (min.)

Day (min.)

Late Evening (min.)

North / Main Street 6 6 15 12/15 18 East End 10 15 30 15/30 30 Southeast 10 15 30 15/30 30 Uptown 10 15 30 15/30 30 University 6 6 15 12/15 15

3.1 RIDERSHIP FORECAST Ridership forecasts for all the five LRT lines were developed using Houston METRO’s long-range travel demand model set. This model set is fundamentally identical to the regional model used by Houston-Galveston Area Council, the local MPO. The transit component of the model has been calibrated to recent ridership counts taken by Houston METRO. For the Phase II rail lines, the ridership forecasts at opening is projected to be 63,450 daily boardings. By 2030, ridership is projected to reach 135,500 assuming the full build-out METRO Solutions Plan is in place. Table 3.2 Daily Ridership by Line

Corridor 2012-15 2030* North 12,000 29,000 East End 8,500 17,000 Southeast 9,500 28,000 Uptown 6,000 12,500 University 27,450 49,000 Total 63,450 135,500

*Full Build-Out METRO Solutions Plan

3.2 SERVICE STANDARDS Service standards include vehicle loading standards and service frequency standards, and establish the maximum loading levels and waiting time that a passenger can expect. Full details of the approach used to establish these standards, and station-to-station peak hour ridership forecasts by corridor, are provided in the METRO Solutions LRT Operations and Maintenance Plan.

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3.3 RUN TIME, DWELL AND LAYOVER End-to-end run time is calculated by taking the best achievable performance and adding ‘pad’ to account for a number of factors encountered in typical service operation. Additional time allows for variations between operators, delays at intersections, allowance for make-up of late running, and potential for extended station dwells. Dwell time at intermediate stations and layover time at terminal stations must be included in the calculation of service schedule used to calculate the vehicle fleet required. Revenue service end-to-end run times include intermediate station dwells. For modeling purposes, a dwell time of 30 seconds for each station was assumed. However, at some stations dwell times may be more or less than 30 seconds depending on ridership. These dwells are typical of light rail operations nationally employing proof-of-payment fare collection, low floor vehicles, and have been validated for Houston operations. The scheduled station-to-station runtimes are rounded to whole minutes to account for intermediate dwells and to allow for other schedule pad items. The minimum terminal station dwell time is dependent on whether the Operator is continuing with the train, or not. The Operator may be replaced due to a shift change, or the terminal may be operated with a “Fallback” Operator approach. With the fallback system, an additional Operator, one more than the number of trains, is assigned to the line. When a train arrives at the fallback terminal, the arriving Operator leaves the train, sits out one-headway and “falls back” to the following train. The Operator has a layover equal to the recovery time in the schedule (i.e. train layover time plus one-headway). The Operator waiting at that terminal then takes the train out on its scheduled departure time, and makes a round trip. In this way, the equipment is cycled quickly at both ends of the line, but the Operator receives an extended layover every round-trip.

• The minimum scheduled layover time for the Operator to stay with the train is 6 minutes. • The minimum scheduled layover time for the Fallback Operator approach is 5 minutes.

3.4 SPARE AND STANDBY TRAINS One method of improving service reliability is through the availability of standby trains as part of the active fleet, ready to replace in-service trains in case of malfunction or other problems, thus maintaining the regular service schedule without significant interruption. Trains that have a level of onboard equipment redundancy in the propulsion and other systems are often able to continue in service, even when equipment failures are experienced. In these cases, provision of standby trains in addition to the spares ratio is unnecessary. As defined by the Federal Transit Administration, the Operating Spare Ratio is defined as follows:

Operating Spare Ratio = Total Active Fleet – Peak Vehicle Requirement Peak Vehicle Requirement

The Operating Spare Ratio provides a sufficient number of vehicles to be available for routine maintenance. It also assumes that a certain number of vehicles will not be available for service due to mechanical or other problems. A lower spare percentage recognizes rail vehicle design elements intended to improve fault tolerance and availability. Relatively small fleets of rail vehicles cannot always reasonably meet industry-standard spare ratios, but as fleet size increases, the spare ratio generally decreases. METRO’s target spare ratio is 20%.

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3.5 ESTIMATION OF DEMAND FOR REVENUE VEHICLES The estimation of demand for revenue vehicles was performed using the eight step process recommended by FTA. The 8-Step Process Step 1 Determine peak passenger demand at the Maximum load points. As part of the Base year travel model calibration, Houston METRO utilized the actual ridership counts taken by the Service Planning department of METRO. Appendix A-D presents the daily boardings and alightings on the existing METRORail, summarized by every half hour. Historically, the maximum peak load on the METRORail occurs between Texas Medical Center and Dryden stops in the Northbound direction. The actual ridership counts were taken in July 2008 and they indicate the peak hour load is about 1,250 passengers. The peak loads tend to be higher during non-summer months when university students use the light rail to get to University of Houston-Downtown, Rice University and Houston Community College. Past ridership counts taken in Fall months are about 15% higher than summer months. For calibrating the base year (2007) model, we used a peak load value of 1,450 passengers per hour. The calibrated model produced a load of 1,550 passengers per hour. On the METRORail line, a significant portion of the boardings occurs at Smithlands station where a major parking lot is located. This parking lot has a high turnover rate and generates demand throughout the day and contributes significantly to the peak loads. As such, this parking lot does not behave like a typical commuter park and ride lot. For this reason, a decision was made not to code this station as a typical park and ride lot in the model. Instead, the rail trips generated by the Smithlands station were calculated off-model using observed data. For the base year, about 450 boardings in peak hour were estimated for this station and for the forecast year about 1100 boardings were estimated. The forecast year boardings were based on the employment projections for the TMC campus and also on the transit service enhancement (feeder buses) planned for the Smithland lot. The peak loads on all the rail lines in Phase II were estimated from the regional travel model using the following procedure. The total peak load during the peak period (both AM + PM) was obtained from the transit assignment results generated by the model. It was then apportioned to AM and PM peak periods. The AM peak period volumes were then reduced to AM peak hour volume by applying a peak hour factor of 0.60. The AM peak period in METRO’s model is defined as 2 hours. Presented in Table 3.3 are the peak loads on different Phase II rail lines. They include the adjustments made for the Smithland Station. Table 3.3 AM Peak Demand: Passengers per hour per direction

Corridor 2012-15 2030* North line 3,900 5,100 East End 550 1,750 Southeast 1,250 2,450 Uptown 900 1,200 University 1,700 2,400


Source: Houston METRO’s long range Travel Model

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Step 2 Define and adopt passenger load standards Based on CAF cars, the following values are used in estimating the total car capacity. Passenger seats: 50 Standees at 4 per square meter: 155 Total allowable load: 205. The acceptable load factor would be 4.10. On the METRO-Rail, there will be some instances when passenger loads will exceed 200 per car. To prevent this crowding situation, METRO will run 2-car trains in the peak periods. METRO plans to conservatively use a value of 200 to anticipate fleet requirements until such time as it can safety boost the numbers to vehicle supplier published data. Step 3 Determine vehicle run times Estimate of one-way and round-trip running times, recovery, dwell and layover times for the rail service in all five corridors were developed to establish an analysis of the fleet requirements to operate the service. In time, these estimates will be revised using the actual performance characteristics of the vehicles. Preliminary estimates of run times are shown in Table 3.4. Table 3.4 Estimated Run Times

Corridor One Way Run Time

Round Trip Run Time

Terminal Layovers

Total Round Trip Time

North / Main Street 54.5 109 12 121 Southeast 23 46 12 58 East End 21 42 12 54 Uptown 20 40 12 52 University / Terminus: EWTC 46 92 12 104

Source: Information based on preliminary schedules & Houston METRO’s Long Range travel demand model results. Assumption: The total round trip time shown in the last column of the above table includes dwell times of 30 seconds per station and lay over time of 6 minutes at each end.

Step 4 Calculate the number of cars required to serve peak loads The number of cars to serve the estimated peak loads can be estimated by comparing the projected peak loads to the available capacity per car. The available capacity in one hour assuming 1 car can be estimated from the number of trains available in one hour and the car capacity. The number of trains available in one hour is based on the assumed headways. The following table summarizes the calculations.

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Step 5 Establish Peak Vehicles based on selected headways The number of peak vehicles required to maintain the assumed headway can be calculated by dividing the total round trip time including dwell and layover times by the headways. Tables 3.6a and 3.6b present the headway assumptions on the LRT corridors for both the opening year and forecast year conditions. Table 3.6a: Service Frequency 2012-2015

Corridor

Weekdays Weekends Peak (min.)

Off-Peak (min.)

Late Evening (min.)

Day (min.)

Late Evening (min.)


Table 3.6b: Service Frequency 2030

Corridor Weekdays Weekends

Peak (min.)

Off-Peak (min.)

Late Evening (min.)

Day (min.)

Late Evening (min.)


2015 2030

peakload

available capacity

based on loading

standards

Numberof cars

required per train

peakload

available capacity

based on loading

standards

Number of cars

required per train

North/Main Street* 3,900 2,050 2.00 5,100 2,460 2.00East End 550 1,230 1.00 1,750 2,050 1.00Southeast 1,250 1,230 2.00 2,450 2,050 2.00Uptown 900 1,230 1.00 1,200 2,050 1.00University 1,700 2,050 1.00 2,400 2,050 2.00

* The Main Street line can accommodate only 2 car trains due to platform constraints.

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Table 3.7: Peak Period Trains Required to Fulfill Schedule

Corridor

2012 – 2015 2030 Cycle time

/ Headway = Trains Required

Cycle time


North / Main Street 121 / 6 = 20 121 / 6 = 20 Southeast 58 / 10 = 6 58 / 6 = 10 East End 54 / 10 = 6 54 / 6 = 9 Uptown 52 / 10 = 6 52 / 6 = 9 University 104 / 6 = 17 104 / 6 = 17 TMC Shuttle 29 / 6 = 2 29 / 6 = 5

Table 3.7 provides a calculation of the trains required in service for each corridor, based on the cycle times and headways identified above. The focus of the system operating approach is to provide high frequency service to attract passenger confidence and use, and improve network connectivity. Tables 3.8 (a and b) summarizes the projected system fleet requirements for the Years 2012-2015 and 2030. The number of vehicles required to provide daily service on a system at any given time of day is a function of passenger demand, vehicle loading standards, headways, routings, and cycle times. Accommodating Peak Demand at Texas Medical Center area TMC Shuttle trains Currently, the maximum load point during the peak period occurs near the Texas Medical Center (TMC) area (north bound, approaching the Dryden station). The results from the travel model indicate this pattern will continue in future as the TMC grows in size. Survey data and experience has shown that the TMC employees are a significant source of the impact on available train capacity. In the future as more equipment becomes available, METRO is committed to providing Shuttle trains between the Smith Lands, parking lot and the Herman Park station during the peak to accommodate peak period demand. It is estimated METRO will need two shuttle trains in the short term (2012/2015) and five shuttle trains in the long term (2030) to accommodate the peak period demand. These additional trains are included in the following fleet calculations. Table 3.8a: Fleet Requirement Calculations (Year 2012 – 2015)

Year 2012 – 2015 North /Main Street Southeast East End Uptown University Trains in Service 20 + 2 TMC Shuttles* 6 6 6*** 17**** Cars per train 2 cars on main line and

1 car on TMC shuttle 2 1 1&2 1&2

Cars in Service 42 12 6 8 20 Spares @ 20% 9 3 4 2 4 Total Fleet / Line 51** 15 10 10 24 Total Fleet 110 *TMC shuttles operate during peak periods between Smith Lands and Herman Park. The maximum load point occurs at Dryden Station.

** 37 cars for existing Main Street, 14 cars for North Corridor. *** 2 of the 6 trains will be 2-car units, focused on serving the peak period link demand during the peak period hours.

****4 of the 17 trains will be 2-car units focused on serving the peak period link demand during the peak hours. The remaining 13 trains will run as 1 car trains

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Table 3.9: Summary of Fleet Requirement

Corridor

Number of cars required 2012-2015 2030

North/Main Street 51* 61** Southeast 15 29 East End 10 11 Uptown 10 11 University 24 32 Total 110 144

Note: The numbers displayed in table 3.9 were developed by utilizing the PMOC’s prescribed Estimation of Demand for Revenue Vehicles, “8 step method”. The Vehicle Supply (VS) contracts have provisions for the procurement total of 105 vehicles for 2012-2015. * 37 cars for existing Main Street, 14 cars for North Corridor. ** 37 cars for existing Main Street, 24 cars for North Corridor. The existing Main Street Line Fleet of 18 vehicles (Siemens) will be incorporated in service through their natural useful life expectancy. 3.6 ESTIMATION OF LOAD FACTORS For each LRT line, the load factor during the peak hour was estimated by comparing the available seat capacity to the peak hour link load. Shown in Table 3.10 are the estimated load factors for both the opening and forecast years. As seen from the table, the load factors on all lines are under 4.10, the threshold for normal loads (50 sitting + 155 standing).

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Table 3.10: Estimated Load Factors

Years/CorridorsPeak

Demand Trains/Hr Cars/HrSeats

availableLoad

Factor

East End2012-2015 550 6 @ 10 min 6 x 1=6 300 1.83

2030 1750 10 @ 6 min 10 x 1=10 500 3.50

Southeast2012-2015 1250 6 @ 10 min 6 x 2= 12 600 2.08

2030 2450 10 @ 6 min 10 x 2= 20 1000 2.45

University2012-2015 1700 10 @ 6 min 4 x 2 + 6 x 1= 14 700 2.43

2030 2500 10 @ 6 min 9 x 2 + 1 x 1=19 950 2.63

North/Main Street2012-2015 Main St: 10 @ 6 min 2 x 10 =20

TMC Shuttle: 4 @ 15 min 4 x 1 = 43900 Total 24 1200 3.25

2030 Main St: 10 @ 6 min 2 x 10 =20TMC Shuttle: 10 @ 6 min 2 x 10 =20

5100 Total 40 2000 2.55

Uptown2012-2015 900 6 @ 10 min 6 x 1=6 300 3.00

2030 1200 10 @ 6 min 10 x1 = 10 500 2.40

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Full Buildout Ridership (2030)

2030 Full Buildout ScenarioNorthline LRTAM Peak Hour Demand

SOUTHBOUND

Incoming load from IAH extension 2,030

Exits BoardingsNorthline Mall 130 480Melbourne 10 30Graceland 40 130Cavalcade 40 100Moody Park 10 40Boundary - Panama / Fulton 30 180N.Main/Quitman 90 500Burnett 230 920Univ. of Houston 40 10Preston 200 240Main Street Square 860 350Bell 270 70CBD Transit Center 130 70McGowen 60 40Ensemble / HCC 90 20Wheeler 620 570MUSEUM(SOUTH) 50 30Hermann park 50 20Memorial Hermann 1,190 10DRYDEN 660 10TMC TC 390 70SMITHLANDS 360 20Reliant 190 10Fannin South 180 0

Maximum Peak link volume 3,840

AM Peak Hour

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NORTHBOUND

Exits BoardingsFannin South 0 2,930Reliant 30 470SMITHLANDS 220 510TMC TC 110 1,560DRYDEN 1,060 10Memorial Hermann 980 10Hermann park 40 40MUSEUM 70 60Wheeler 100 1,020Ensemble / HCC 40 30McGowen 50 50CBD Transit Center 100 50Bell 510 30Main Street Square 1,660 150Preston 370 40Univ. of Houston 50 10Burnett 240 310N.Main/Quitman 180 80Boundary - Panama / Fulton 70 30Moody Park 10 10Cavalcade 50 30Graceland 60 20Moelbourne 10 10Northline Mall 180 110

Outgoing load 1,380


AM Peak Hour

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2030 Full Build out scenarioSoutheast LRTAM Peak Hour Demand INBOUNDIncoming load from Hobby extension 1,300

Exits BoardingsPalm Center 20 720McGregor Park 10 40East University 10 50Cleburne 140 460Elgin @ Scott 50 80Leeland 30 40Bastrop 60 50Crawford 120 50Fannin 210 70Smith 1,380 140

Maximum peak link load 2,430

OUTBOUNDIncoming load from Inner Katy extension 2,300

Smith 1,120 80Fannin 700 110Crawford 110 70Bastrop 60 40Leeland 60 10Elgin @ Scott 90 20Cleburne 110 80East University 30 10McGregor Park 20 10Palm Center 40 50


AM Peak Hour

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2030 Full Buildout ScenarioEast End LRTAM Peak Hour Demand

WESTBOUND

Incoming load from Telephone Rd 1,370

Exits boardingsMagnolia Transit Center 50 180Harrisburg / Chavez/66th 40 100Harrisburg / Latham 40 110Harrisburg / Lockwood 40 70Harrisburg / Everton 10 90Harrisburg / York 30 20Dowling 110 10Capitol @ Crawford 180 10Main - Fannin @ Capitol 660 10Preston 280 10Univ. of Houston 30 0Intermodal 510 0

Maximum Peak Link Volume 1,750


EASTBOUNDExits boardings

Intermodal 0 700Univ. of Houston 10 0Preston 50 40Rusk @ Main 300 110Rusk @ Jackson 20 40Dowling 50 20Harrisburg / York 40 10Harrisburg / Everton 20 20Harrisburg / Lockwood 50 20Harrisburg / Latham 50 30Harrisburg / Chavez/66th 60 30Magnolia Transit Center 70 60

Maximum Peak Link Volume 700

AM Peak hour

AM Peak hour

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Full Buildout ScenarioUptown Corridor LRT (interlined with University Line)AM Peak Hour Demand

Stations exits boardings

Northwest TC 0 1080Memorial Park 30 50Uptown Park 60 60San Felipe 70 90Westheimer 90 150West Alabama 170 90Richmond 20 30Richmond @ Sage 130 230

Maximum link demand 1,210

Stations exits boardingsincoming load from University branch 1400Richmond @ Sage 220 50Richmond 20 20West Alabama 300 30Westheimer 170 60San Felipe 90 30Uptown Park 100 20Memorial Park 60 20Northwest TC 670 0


SOUTHBOUND

NORTHBOUND

Year 2030

Year 2030

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4 FACILITIES AND EQUIPMENT This section provides an overview of the facilities and equipment that will be implemented by the O&M Contractor to operate and maintain METRO Solutions LRT Service.

4.1 COMMUNICATIONS AND ITS The existing METRO communications system, which currently supports bus and light rail operations and general system business needs, will be expanded to support METRO Solutions LRT Service. It is anticipated that the communications systems for the rail service will, at a minimum, be comprised of operations and maintenance radio, public address, passenger information system, operations and maintenance telephone, internet protocol video (IPV), supervisory control and data acquisition (SCADA), communication transmission system (CTS), and wireless audio, data and video transmit and receive system. The O&M Contractor’s operations and maintenance radios with multiple channels will be compatible with the existing METRO communications system and/or any system to be deployed by METRO during the implementation period for the METRO Solution projects, will operate with all the features of METRO’s existing systems. The radios will provide for two-way, full duplex communication between the dispatchers and the operator of all vehicles in the service area and within the yard operation. All radio conversations will be recorded. In addition, a sufficient number of hand-held portable transceivers (walkie-talkies, or equivalent) will be provided for maintenance, complete with rechargeable battery and belt loop carrying case with cover. Multiple radio charging units will be provided. The public address and passenger information signs (PA/PIS) will provide automated audio and visual announcements to riders on-board the vehicles that comply with ADA requirements found in 49 CFR Parts 37.147 and 38.35. The announcements will be triggered by an AVL system. Each station will have automatically controlled PA/PIS information that complies with ADA requirements found in 49 CFR Parts 37.147 and 38.35. The announcements will be triggered through the AVL by the approaching vehicle. The audible messages and displays will provide passengers with information including the arrival time of an approaching vehicle, the vehicle destination, supplemental service messages, and other pertinent announcements. A one-way, hard-wired public address (PA) subsystem will be provided for use by the Operations Control Center for paging and/or making announcements. Coverage will extend to all rail stations and the maintenance facility. IPV equipment will be provided at each station and at the maintenance facility with coverage of the station, parking facilities, approaches, maintenance facility, and especially the boarding and alighting positions in the station. 4.2 PASSENGER VEHICLES LRT vehicles are the Siemens 70% and CAF 100% low floors, with doors on each side of the vehicle, allowing passengers boarding from the curb in a very efficient manner. The vehicle procurement approach is for the selected manufacturer to provide a service proven standard vehicle, capable of operating within the Houston Metropolitan service area’s environment.

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LRT vehicles will be equipped with Automatic Passenger Counters (APCs) to provide daily counts of the individuals riding the service. The APC system should have the ability to retrieve data from the LRVs from a designated location. LRT vehicles will also have an on-board security camera system. Other communications equipment on the vehicle include a PA system to enable Rail Operators to make announcements to passengers on the vehicle via speakers located in the passenger compartment, and to persons along the wayside via side-mounted speakers. The O&M Contractor will perform certain analytical, cost effective and feasibility studies to determine how the mixture of LRT vehicles (CAF 1000 & Siemens S70 series)) will be distributed and utilized throughout the entire system.

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Table 4.2: LRV Carbody Dimensions

Dimension

Siemens Cars CAF Cars METRO Solutions Spec

US Units

Metric Units

US Units

Metric Units

US Units

Length of car over coupler faces

96.36 ft 29,372 mm

104.78 ft 31,937 mm

116 ft / 35,356 mm

Length of car over endcaps 94.49 ft 28,802 mm

102.56 ft 31,260 mm

Ibid.

Width of car at widest point 8.69 ft 2,650 mm 8.69 ft 2,650 mm

9.44 ft

Max floor height ATOR, High floor section

33.66 in. 855 mm NA NA

Max floor height ATOR, Low floor section

14 in. 355.6 mm 14 in. 355.6 mm

14 in.

Side door minimum clear opening width, doors fully open 51.18 in. 1,300 mm 51.18/32 in. 1,300/81

5 mm

NA

Maximum door panel excursion away from car body during opening

2.2 in. 56 mm 2.2 in. 56 mm NA

Maximum roof-mounted equipment height, exclusive of pantograph, ATOR with new wheels and car at AW0

12 ft 3,680 mm 133.5” 3,392 mm

Maximum roof height, ATOR with new wheels and car at AW0 11.76 ft 3,585 mm

127.4” 3,237 mm

Top of anti-climber height ATOR, car at AW0, with new wheels, maximum 36.42 in. 925 mm

TBD

TBD

Coupler height ATOR, center of pulling face

18.11 in. 460 mm TBD TBD

Passenger seats 72 (LF = 1.0) 50 (LF = 1.0) Standees at 4/m2 (AW2) 106 (LF = 2.47) 155 (LF = 4.10)

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Dimension

Siemens Cars CAF Cars METRO Solutions Spec

US Units

Metric Units

US Units

Metric Units

US Units

Standees at 6/m2 (AW3) 159 (LF = 3.21) 232 (LF = 4.64)

ATOR = above top of rail LF = Load Factor

4.3 SIGNALING SYSTEM METRO’s LRT service operates primarily within the City of Houston streets. All operating personnel are in compliance with line-of-sight operations rules, regulations and guidelines. Line-of-sight operation; means that the operator is always in control of the LRT vehicle. In street operation, the speed of the train must not exceed the posted traffic speed limit in each line segment. Various elements of a traditional rail signal system will be used along the alignment to enhance safety and to improve the efficiency of train operations. For safety reasons street crossings along the rail alignment are limited to traffic signal protection at intersections. The rail signal system is designed for safe operation while minimizing intervals between trains within the traffic signal system. To achieve balance, LRT service will use traffic signals with a signal preemption and priority system in some areas. Pre-emption is used in conjunction with traffic gate operation at gated intersections. Interlocking protection will be provided for safe train operation through interlockings at all times. An automatic vehicle location (AVL) system will be provided, that includes all of the necessary equipment and hardware to process the vehicle location with high resolution. The vehicle location data will be continuously available to the Operations Control Center (OCC) and will provide a graphic display of the LRT vehicles at every point along the route. The AVL will communicate with the vehicle on-board public address and passenger information message signs (PA/PIS) systems and the station PA/PIS to initiate next stop and station announcements. The AVL system will also communicate with the wayside traffic signal priority or preemption system. 4.3.1 Wayside Bar Indication Signals Wayside bar indicator signals integrated with the traffic signal system govern movement through street intersections equipped with traffic signals. Signalized intersections that are not equipped with gates are equipped with a bar signal indication display, which provides information to the train operator on the status of the applicable traffic signal at the intersection. The bar signals are mounted between the tracks at most stations with some exceptions at some stations where they are mounted horizontally on a signal mast above the station platform. The wayside bar indication signal displays aspects that reflect the status of traffic signals at the intersection:

• A horizontal bar – “stop” all train movement • A flashing horizontal bar – “stop” signal is in transition mode

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(upgrading within 5 seconds) • A vertical bar – “proceed” train movement • A flashing vertical bar- “proceed if safe to do so” signal is in transition mode, signal priority is

about to change to horizontal within 5 seconds. All wayside bar signal indication signals are positioned to allow the train operator an unobstructed view as the train approaches the signal. 4.4 STATIONS Initially, there will be a total of (73) stations along the five corridors (including Main Street) of the rail system. The East End and Southeast service will use the same downtown stations when providing service in the Central Business District. Exhibit 4-1 summarizes the anticipated number of stations to be served in 2012-2015 and 2030. Exhibit 4.1 – Stations Requirements

Station Stops 2012-2015 Number of Stations

Main Street / North 24 East End Corridor 12 Southeast Corridor 10

Uptown Corridor 8 University 19

TOTAL 73 Station spacing averages 0.5 mile with a maximum of 0.85 mile. Stations have center, side or center split platforms, according to the site requirements at each location. Station platform lengths are minimum 200 feet and maximum 250 feet, some exceptions at 190 feet. All stations provide level boarding on to light rail vehicles from platform service approximately 14 inches above top of rail. All platform edges have an ADA compliant tactile warning strip. All stations will be ADA compliant, and will be easily accessible to passengers via stairs, elevators, crosswalks or access ramps. Some stations will have adjacent parking facilities and/or bus and automobile pull-in and drop-off lanes. Pedestrian connections and walkways to and from station platforms are clearly marked; crosswalks are designed to accommodate the needs of the visually impaired. Stations will be designed for unattended operations. Automated ticket vending machines (TVMs) will be located on platforms or near station entrances and will sell a full range of tickets. TVMs will have intrusion detection and status monitoring equipment. Communications equipment at stations will include station PA equipment, emergency telephones and/or public assistance phones that provide direct communications with the OCC personnel, and panic alarm buttons in elevators. Local controls will be provided for station elevators and lighting. Lighting for stations and parking areas may be equipped with timing devices that will automatically reduce lighting intensity to low-level security

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lighting during non-revenue hours. Station materials were selected to maximize durability and resistance to vandalism and to minimize maintenance. 4.5 YARD AND FACILITIES Two out of the three new maintenance facilities will be designed and built to accommodate light maintenance (service/inspection). The third facility will provide storage of LRT vehicles, an interior cleaning (platform), exterior cleaning (wash/rack), an operator ready room, administrative and supervisor offices. Additionally, it is conceived that the ROC will house a satellite OCC and supporting functions. The sections below highlight key aspects anticipated for the maintenance facilities. The facilities will be located to maximize the operational efficiency of the service and to support daily pullouts under all weather conditions. 4.5.1 Operations Facilities Operations facilities will be provided to support the overall function of the service and the shop. These functions include:

• Operations Control Center • Rail Operating Facilities

4.5.1.1 Operations Control Center

The OCC is located at Houston’s TranStar. The TranStar facility will house the central control room, its associated equipment space and all support facilities specifically for the use of control room personnel. The OCC will be sized and have the capabilities to provide centralized control and management to meet all of the operational requirements for the entire Rail System. The operational requirements included are train control, power removal, power restoration, signal control, SCADA, auxiliary power, network systems, systemwide communications, IPV monitoring and operations oversight. The OCC will provide an integrated communications and control system, which will allow OCC personnel to communicate with rail operators, field personnel, managerial, supervisory, emergency response personnel and METRO personnel at 1900 Main (14th Floor) and the ROC. The system will also allow for the monitoring and activation of control and supervisory systems provided within the project scope. OCC personnel will be able to initiate supervisory control action from graphic displays at workstations. A control console providing IPV monitors and a radio and telephone communication capability will be developed as required for service operation. A SCADA system will be provided to monitor the operational status of the rail service to ensure a safe, secure and reliable operation. This will include the ability to collect the control indications, alarm points at each station, and transmit the signal over the CTS remotely for collection in the OCC. CTS may be configured using fiber optics, hardwired cabling and network equipment, and/or wireless systems.

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Computer terminals and printers will be installed at OCC to allow Controllers to transmit and receive information entered in automated management information systems. Key METRO personnel will also receive this information. Dual power supplies will ensure that uninterrupted power is available for OCC activities. Redundancy, backup memory, and security will be built into the computer systems so that information is not lost or easily falsified. Recording and data storage capabilities will be included to support accident/incident investigation and analyses, and for other management use. An equipment room will be built to house the main computer system necessary to support the OCC. A television and operations room will be provided to house all support equipment required for IPV monitoring. In addition, an observation room and situation room will be provided to allow viewing of OCC operations by personnel and visitors. The Situation Room will allow interagency coordination during emergencies. Additionally, this facility will serve as the facility for all rail operational functions. The operating facility includes the following functional areas: administrative and supervisor offices, safety and training rooms, station office, lunch/break room, a kitchen, a quiet room, lockers and restrooms, storage areas, signup and conference rooms, staff, visitor and delivery parking. Additional information will be provided at a later stage of the design. The OCC is a critical component necessary for the safe and efficient operation of the rail system. 4.5.2 Maintenance and Repair Facilities The system will be maintained utilizing a combination of four facilities. The existing Rail Operations Center will be expanded to storage capacity of (40) vehicles and become the heavy repair facility for the system. In addition, the cleaning and preventive/corrective maintenance of a portion of the fleet, this facility will perform all heavy repair work for the entire fleet including any body work or painting of the vehicles that may be necessary. A service and inspection facility will be located at the end of the East End corridor. This facility will perform vehicle cleaning, preventive/corrective maintenance, vehicle storage and component change-out. This facility will service vehicles from North Corridor, Southeast Corridor and the East End corridor. A similar service and inspection facility will be provided in the future on the University Corridor near the west end of the University Corridor. This facility will perform the same functions described in the East End Facility including the following; a maintenance-of-way shop for the repair of items removed from the LRT right-of-way and fixed facilities. University Corridors vehicles and the Uptown Corridor vehicles will also be stored at this facility. A storage facility will be provided at the end of the Southeast Corridor. This facility will provide vehicle cleaning, daily (visual) inspections and vehicle storage for Southeast Corridor vehicles.

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Exhibit 4.5 – Maintenance Facilities

Additionally, it is anticipated at this stage in the project additional storage will be necessary at the ROC. Subsequently, the ROC expansion will include additional vehicle storage capacity, storeroom capacity, machine shop area capacity, and the following LRT service, inspection, and repair facilities:

• A truck shop for repair and overhaul of vehicle trucks and change-out of truck components

• A wheel and axle shop for dismounting and pressing wheels, bearings, and drive gears from and onto axles, boring and machining axles, and replacing bearings and drive gears

• A motor shop for testing and repair of motors and gearboxes

• Coupler shop for testing and repair

• A wash facility for exterior vehicle cleaning and a platform for interior vehicle cleaning

• A running repair location for scheduled servicing and inspection, minor repairs and change-out of minor components

• A heavy repair area for vehicle overhauls, major repairs and modifications

• An electronics shop for repairing electronic equipment and components

• Overhead platforms equipped with workbenches, cabinets, and safety and lubrication equipment

• A brake shop for testing and repair of brake system components

• An HVAC shop for testing and repair of HVAC system components

• A body and paint shop for repair and painting of vehicles

• Component shops for vehicles including:

a. Welding Shop b. Electronics Shop c. Mechanical Room d. Sheet metal Shop e. Machine Shop

ITEM

FACILITY NAME

CURRENT CAPACITY

2012 CAPACITY

ADDITIONAL POTENTIAL CAPACITY

FUTURE 2030 CAPACITY Max

1 Rail Operations Center (ROC)

18

40

20

60

2 Southeast Corridor Storage Facility

N/A

13

16

29

3

University Corridor Service & Inspection

Facility

N/A

44

0

44

4

East End Service & Inspection Facility

N/A

35

15

50

5 Total Capacity 18 132 51 183

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4.6 MANAGEMENT INFORMATION SYSTEMS A computer-based management information system (MIS) will be used to facilitate the planning, coordination, and management of rail operations and maintenance activities. 4.6.1 System Description and Applications M4 is the current Maintenance Management Information System (MMIS), which the O&M Contractor and METRO rail operations will utilize for Vehicle and MOW maintenance history. This system interfaces with an Oracle database for report generating capabilities and is utilized for METRO’s warranty recovery. The M4 system is not currently linked with METRO’s financials, therefore manual entries are required to ensure proper inventory/cost management is reported in M4. An OCC log is utilized to inform the responsible maintenance section of any defect noted on Rail system as well as document other aspects of the Rail System. Similarly, a LRT Maintenance Management Information System (LRTMMIS) will be developed to perform the following functions:

• Generate work orders • Track faults and actual time to repair items • Schedule maintenance activities • Log unscheduled maintenance activities • Monitor equipment inventory and cost • Provide factual record of performance for maintenance staff • Monitor labor cost

4.6.2 Hardware and Software Management Plan Data from various systems ideally should be continuously replicated at an off-site location to mitigate against data loss in the event of system failure. An alternative to continual replication would have nightly back-up of data, to be stored at an off-site location. Software and hardware systems will be updated as needed along with necessary hardware systems undergoing normal scheduled maintenance to prevent failure. The Facility Provider is to develop a Hardware and Software Management Plan to ensure the health of systems operating and supporting the vehicles. 4.6.3 Asset Replacement Plan Systems assets, such as PCs and servers should be replaced after the useful life of the asset is expended and after reasonable attempts at system, expansion is undertaken. Capital Asset Replacement Plan (CARP) will be implemented within the first five years for systems and equipment that is subject to early obsolescent and will take effect for other systems, infrastructures and facilities on the 5th year and beyond to maintain the LRT corridors in the State of Good Repair (SOGR). 4.6.4 Software Upgrade All software should be updated as necessary to continually support maintenance functions of the LRT service. Each software release must follow established protocols, including beta testing before systemwide implementation.

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5 OPERATIONS AND MAINTENANCE 5.1 RAIL MAINTENANCE PHILOSOPHY The maintenance philosophy for the rail service is to implement a maintenance program designed to:

• Assure system safety • Provide adequate protection for employees, facilities and equipment • Meet LRT vehicles service performance requirements • Assure that LRT vehicles are maintained in a state of good repair • Assure that safe and reliable vehicles are provided for rail operations daily • Establish and maintain an efficient vehicle replacement schedule • Assure that passengers and employees are not exposed to potential hazards due to unclean

conditions or poorly maintained equipment • Document inspection and reporting processes required by applicable regulatory agencies

To efficiently and adequately support the operational needs of the rail service it is assumed that most maintenance tasks will be done in-house, with only a limited number of sophisticated non-recurrent maintenance activities to be contracted out. Vehicle maintenance is comprised of the following: cleaning and servicing, preventive maintenance, corrective maintenance, major repair activities and emergency actions. It is the responsibility of the O&M Contractor and all entities representing METRO as required by contractual agreement to ensure that clean, reliable, and efficient vehicles are delivered for revenue service on a daily basis. The minimum number of vehicles available for revenue service should equal the peak pullout. Anticipated LRT maintenance activities include the following:

• Running Maintenance • Preventive Maintenance • Corrective Maintenance • Heavy Maintenance - Major Repairs • Emergency Actions • Facility Maintenance

5.2 RUNNING MAINTENANCE Running maintenance functions of the Rail system include daily items to be performed before LRT vehicles are released for operations. These include:

• Daily systems verification check • Daily service and cleaning • Interior cleaning • Exterior cleaning

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5.2.1 Daily Systems Verification All vehicles planned for revenue service will be inspected and tested by rail maintenance personnel before being turned over to rail operations. The inspection includes a complete operational Safety Check to verify that all major systems and subsystems are functional and to assure that there are no obvious defects. The Systems Verification Check consists of an inspection to verify that all major equipment, including brakes, propulsion, doors, circuit breakers, and control equipment, is in satisfactory condition. 5.2.2 Daily Service and Cleaning Daily service, cleaning, and exterior washing is performed either as vehicles return to the yard from revenue service and/or during off-peak periods. Servicing activities include repairing/replacing consumable items (i.e. light bulbs, damaged seats, vandalism or graffiti). Interior cleaning is performed as part of the daily servicing operation. Exterior washing is performed by a vehicle wash located at the Storage Yard and Maintenance Shop Facilities. 5.2.3 LRT Interior Cleaning Vehicle interiors will be cleaned at the end of the day, at the cleaning platform adjacent to the maintenance facility. Trash is removed from the interior, and windows, floors, seats and other components are cleaned. 5.2.4 LRT Vehicle Exterior Cleaning

Vehicles returning from revenue service are parked in a designated area to prepare for servicing and cleaning by the LRT Operators or designated by the O&M Contractor’s LRT Vehicle Maintenance personnel. Each LRT vehicle is brought to the cleaning platform by Vehicle Maintenance personnel. Once the interior cleaning of the vehicle is completed, the exterior of the vehicle is washed. A designated LRT Vehicle Operations staff person will operate the vehicle through an automatic washer and stored in the yard for revenue service. Heavy exterior cleaning and hand waxing is performed every 30,000 miles.

5.3 PREVENTIVE MAINTENANCE Note: This section is for the current fleet and will be updated once the CAF fleet requirements are determined. The preventive maintenance program consists of regularly scheduled activities that are necessary to maintain the performance of the vehicle and its components. Preventive Maintenance Inspection Intervals are based upon (Original Equipment Manufacturer) OEM recommendations at a minimum. It is anticipated that inspection activities not clearly defined by the OEM recommendations will be routinely revised for possible updates and additions. Providing a proactive approach to the preventive maintenance program will increase vehicle reliability in service. Inspection and servicing intervals will be refined as the project advances towards engineering and implementation, and more information is known about the type of LRV to be provided.

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In addition, an estimate of the man-hours requirements for each of the inspection and servicing intervals will be determined. Similarly, inspection and replacement of consumable items as well as repairing any defects noted on the LRT vehicle will be performed. Typical items to be investigated include:

• Brake System Sub-components • Coupler System Sub-components • Truck System Sub-components • Door System Sub-components • Auxiliary Power Supply Sub-components • HVAC System Sub-components • Propulsion System Sub-components • Battery System Sub-components • Vehicle body System Sub-components

There are four different types of inspections performed on the vehicle and they are as follows:

• 5,000 Mile Inspection • 10,000 Mile Inspection • 20,000 Mile Inspection • 60,000 Mile Inspection

The application cycles follow the following pattern:

# Mileage Inspection 1 5,000 5,000 2 10,000 10,000 3 15,000 5,000 4 20,000 20,000 5 25,000 5,000 6 30,000 10,000 7 35,000 5,000 8 40,000 20,000 9 45,000 5,000 10 50,000 10,000 11 55,000 5,000 12 60,000 60,000

5.3.1 5,000 Mile Inspection This inspection requires approximately 36 man-hours to complete. This calculation includes the inspection and replacement of consumable items as well as repairing any defects noted by the O&M Contractor’s LRV Maintenance Staff. The following vehicle systems are addressed during this inspection:

Propulsion Battery

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HVAC Pantograph Cab Equipment and Controls Carbody/Underframe Brakes Trucks • Sanding • Coupler • Doors • CCTV • APC • Auxiliary Power Supply • Passenger Information

5.3.2 10,000 Mile Inspection This inspection requires approximately 40 man-hours to complete. This calculation includes the inspection and replacement of consumable items as well as repairing any defects noted by the O&M Contractor’s LRV Maintenance Staff. The 10,000 Mile Maintenance Inspection contains all of the activities associated with 5,000 mile inspection in addition to addressing the following items:

• Brake System Sub-components • Coupler System Sub-components • Pantograph System Sub-components • Truck System Sub-components


• Door System Sub-components • Auxiliary Power Supply Sub-components • Brake System Sub-components • HVAC System Sub-components • Truck System Sub-components • Propulsion System Sub-components • Battery System Sub-components • Coupler Sub-components

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• Brake System Sub-components • Pantograph System Sub-components • HVAC System Sub-components • Carbody System Sub-components • Sander System Sub-components • Door System Sub-components • Truck System and Sub-components

5.4 CORRECTIVE MAINTENANCE The corrective maintenance (unscheduled maintenance) of the vehicle fleet will be comprised of the following activities:

• Troubleshooting • Service Repairs • Major Repairs • Emergency Actions

5.4.1 Troubleshooting Fault isolation and troubleshooting will be performed by The O&M Contractor. Damaged or defective components will be replaced as required and the vehicle will be returned to revenue service. 5.4.2 Service Repairs Lowest Replaceable Unit (LRU) philosophy will be adopted to expedite repairs and increase vehicle availability. During the warranty period, the LRUs will be forwarded to the manufacturer for repairs. Upon the completion of the warranty period, it may be cost effective for LRT vehicle maintenance staff to repair many LRUs in-house.

Truck removal and repair Underfloor equipment removal, replacement and repair Electronic/electrical component repair Wheel Truing HVAC removal and repair Pantograph removal and repair Body panel repair and painting Gearbox removal and repair Window and door repairs Brake service, maintenance and repair

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5.4.3 Heavy Maintenance - Major Repairs Major repairs include unscheduled repairs; accident related repairs and scheduled overhauls. Utilizing OEM recommendations, a modular LRT vehicle overhaul program will be considered. Exhibit 5.2 – Vehicle System Overhaul Schedule

Systems FY2008 FY2009 FY2010 FY2011 FY2012 FY2013 FY2014Brake X X X Propulsion X X Coupler X Pantograph Doors X X HVAC X X APS X X Wheels X X X X Gearbox X Suspension X X X Articulation X Event Recorder X High Speed Circuit Breaker

5.4.4 Emergency Actions In emergency situations, such as major failures and accidents, the primary objective is to assure the safety of passengers and METRO personnel. The secondary goal of emergency maintenance actions is to restore the LRT service. Emergency actions involving LRT vehicles may require the dispatching of maintenance personnel to assess how the equipment can best be repaired and/or moved.

5.5 FACILITY MAINTENANCE Facility Maintenance encompasses the preventive and corrective maintenance required for all fixed facilities and wayside equipment. This maintenance work, whether on the right-of-way, structures, power, or other equipment, will generally be carried out at the equipment site and will require personnel to travel to the site with necessary tools, equipment, and material. Failed components will be replaced and returned to the maintenance shops or to contract personnel for repair. 5.5.1 Right-of-Way The right-of-way will be inspected once daily by qualified maintenance staff. All inspections will be conducted in accordance with acceptable standards and procedures included in the Rail System Rule Book. Maintenance activities during daylight hours will be considered when possible. However, given the frequency of service during daylight hours including peak and off-peak hours, renders routine maintenance not plausible and should only be considering in emergencies.

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5.5.2 Buildings and Grounds A program will be established to assure that all station stops, buildings and grounds are clean and are operating safely. Station cleaning, landscape maintenance, tree trimming (R.O.W.), tree removal (R.O.W.), and major graffiti removal, major building equipment repair and elevator maintenance will be performed based on an established regimen. 5.5.3 Structures Bridges and support structures will be inspected quarterly to verify their stability and strength. Detailed records will be maintained for each inspection. Station lighting and electrical systems will be inspected monthly and repaired immediately. All bridges are inspected every two (2) years by TDOT.

5.6 SYSTEM MAINTENANCE 5.6.1 AVL System Maintenance of the AVL system will include preventive maintenance, testing/troubleshooting, and repair, following an established regimen to be determined. 5.6.2 Communications Communications equipment including radios, PAs, IPVs, intercoms, annunciation and alarm panels, and telephones will be maintained by METRO personnel. Scheduled maintenance will include monthly inspections, routine tests, and diagnostic procedures. Unscheduled maintenance will consist of troubleshooting and making repairs in the field in response to service outages. 5.6.3 Signal System Scheduled maintenance will include monthly inspections, routine tests, and diagnostic procedures. Unscheduled maintenance will consist of troubleshooting and making repairs in the field in response to service outages. 5.6.4 Traction Power (OCS) Scheduled maintenance will include weekly inspections (OCS & TPSS), routine tests, and diagnostic procedures. Unscheduled maintenance will consist of troubleshooting and making repairs in the field in response to service outages.

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APPENDIX A BOARDINGS & ALIGHTINGS BY RAIL STATIONS

Passenger Activity By Half-Hour - UH-Downtown Station

0

50

100

150

200

250

300

350

400

450

500

By Half-Hour

By

Boa

rdin

gs

Boardings - NB Boardings - SB Alightings - NB Alightings - SB

Boardings - NB - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

Boardings - SB - 12 51 29 97 79 144 70 117 52 73 35 58 68 52 58 81 82 91 68 75 89 117 51 70 76 75 52 60 34 50 38 7 12 23 7 8 - 7 7 - - -

Alightings - NB - 1 20 27 32 29 61 65 121 85 101 55 89 65 49 41 83 82 82 87 57 102 123 45 83 130 101 71 46 41 34 58 5 12 32 14 19 - 14 8 8 9 -

Alightings - SB - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

4:01 - 4:30

4:31 - 5:00

5:01 - 5:30

5:31 - 6:00

6:01 - 6:30

6:31 - 7:00

7:01 - 7:30

7:31 - 8:00

8:01 - 8:30

8:31 - 9:00

9:01-9:30

9:31 - 10:00

10:01 -10:30

10:31 -11:00

11:01 - 11:30

11:31 - 12:00

12:01 -12:30

12:30 - 1:00

1:01 - 1:30

1:31 - 2:00

2:01 - 2:30

2:31 - 3:00

3:01 - 3:30

3:31 - 4:00

4:01 - 4:30

4:31 - 5:00

5:01 - 5:30

5:31 - 6:00

6:01 - 6:30

6:31 - 7:00

7:01 - 7:30

7:31 - 8:00

8:01 - 8:30

8:31 - 9:00

9:01 - 9:30

9:31 - 10:00

10:01 -10:30

10:31 -11:00

11:01 - 11:30

11:31 - 12:00

12:01 -12:30

12:31 -1:00

1:01 - 1:30

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Passenger Activity By Half-Hour - Preston Station

0

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100

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350

400

450

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By Half-Hour

By

Boa

rdin

gs


Boardings - NB - - 2 1 - 2 7 20 10 18 10 13 3 4 2 5 2 3 13 2 14 6 15 2 14 5 10 6 4 1 5 2 - 2 - 6 2 1 - 1 - 2 -

Boardings - SB - 22 56 125 194 213 240 222 204 125 72 60 55 62 76 55 108 120 114 56 79 47 83 66 76 88 104 70 64 42 34 24 16 29 13 22 26 12 20 18 4 3 -

Alightings - NB - 6 7 19 26 35 105 83 81 66 70 45 38 51 70 88 60 79 49 30 72 63 85 86 161 73 81 117 57 33 27 31 20 17 25 14 19 3 9 11 6 4 -

Alightings - SB - 1 1 - - 6 8 6 18 4 3 3 3 3 2 4 6 2 10 3 25 9 7 3 18 6 4 2 7 9 4 3 - 2 2 - 1 4 - 1 - - -

4:01 - 4:30

4:31 - 5:00

5:01 - 5:30

5:31 - 6:00

6:01 - 6:30

6:31 - 7:00

7:01 - 7:30

7:31 - 8:00

8:01 -8:30

8:31 - 9:00

9:01-9:30

9:31 - 10:0

0

10:01 -

10:3

10:31 -

11:00

11:01 - 11:30

11:31 - 12:0

0

12:01 -

12:3

12:30 -

1:00

1:01 - 1:30

1:31 - 2:00

2:01 - 2:30

2:31 - 3:00

3:01 - 3:30

3:31 - 4:00

4:01 - 4:30

4:31 - 5:00

5:01 - 5:30

5:31 - 6:00

6:01 - 6:30

6:31 - 7:00

7:01 - 7:30

7:31 - 8:00

8:01 - 8:30

8:31 -9:00

9:01 - 9:30

9:31 -10:0

0

10:01 -

10:3

10:31 -

11:00

11:01 - 11:30

11:31 - 12:0

0

12:01 -

12:3

12:31 -

1:00

1:01 - 1:30

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Passenger Activity By Half-Hour - Main Street Square Station

0

50

100

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300

350

400

450

500

By Half-Hour

By

Boa

rdin

gs


Boardings - NB - 1 3 6 7 11 7 16 25 29 28 15 18 9 21 27 27 34 35 13 16 33 20 27 14 34 26 38 13 13 8 7 4 - 12 2 9 3 5 - - - -

Boardings - SB - 12 23 76 133 76 165 149 140 78 93 94 40 62 111 115 133 130 159 110 180 153 121 142 163 169 270 200 158 103 83 59 51 56 54 43 54 17 29 12 6 4 -

Alight ings - NB - 25 32 61 86 127 121 160 173 194 142 130 105 156 98 145 142 170 120 98 120 162 120 156 81 164 166 143 108 104 65 49 53 37 49 23 27 11 14 12 7 - -

Alight ings - SB - 1 2 7 14 21 23 31 31 17 9 11 4 16 23 20 45 35 38 29 39 29 34 23 12 33 19 26 28 7 6 13 3 3 2 5 1 - - 3 - - -

4:01 - 4:30

4:31 - 5:00

5:01 - 5:30

5:31 - 6:00

6:01 - 6:30

6:31 - 7:00

7:01 - 7:30

7:31 - 8:00

8:01 - 8:30

8:31 - 9:00

9:01-9:30

9:31 - 10:0

0

10:01 -

10:3

10:31 -

11:00

11:01 -11:30

11:31 -12:0

0

12:01 -

12:3

12:30 -

1:00

1:01 - 1:30

1:31 - 2:00

2:01 - 2:30

2:31 - 3:00

3:01 - 3:30

3:31 - 4:00

4:01 - 4:30

4:31 - 5:00

5:01 - 5:30

5:31 - 6:00

6:01 - 6:30

6:31 - 7:00

7:01 - 7:30

7:31 - 8:00

8:01 - 8:30

8:31 - 9:00

9:01 - 9:30

9:31 - 10:0

0

10:01 -

10:3

10:31 -

11:00

11:01 -11:30

11:31 -12:0

0

12:01 -

12:3

12:31 -

1:00

1:01 - 1:30

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Passenger Activity By Half-Hour - Bell Station

0

50

100

150

200

250

300

350

400

450

500

By Half-Hour

By

Boa

rdin

gs


Boardings - NB - - - 2 2 2 8 21 11 18 7 4 20 7 14 13 13 4 4 5 7 10 8 6 17 8 6 6 5 2 - 1 2 2 6 1 1 2 - 3 1 - -

Boardings - SB - 3 3 9 12 15 16 18 13 63 16 13 84 40 9 36 10 14 7 12 16 21 38 23 25 30 51 21 31 12 10 5 5 6 8 5 1 5 10 3 - 2 -

Alight ings - NB - 7 4 19 42 50 75 53 51 44 55 22 31 19 19 22 27 13 16 32 42 37 32 62 74 72 43 74 34 23 15 7 4 14 5 6 8 15 4 3 3 - -

Alight ings - SB - - 1 - 2 4 8 10 3 12 2 6 19 13 2 11 20 20 12 3 20 9 14 16 12 15 12 5 9 5 7 3 3 2 - - 3 11 5 1 1 - -

4:01 - 4:30

4:31 - 5:00

5:01 - 5:30

5:31 - 6:00

6:01 - 6:30

6:31 - 7:00

7:01 - 7:30

7:31 - 8:00

8:01 - 8:30

8:31 - 9:00

9:01-9:30

9:31 - 10:0

0

10:01 -

10:3

10:31 -

11:00

11:01 - 11:30

11:31 - 12:0

0

12:01 -

12:3

12:30 -

1:00

1:01 - 1:30

1:31 - 2:00

2:01 - 2:30

2:31 - 3:00

3:01 - 3:30

3:31 - 4:00

4:01 - 4:30

4:31 - 5:00

5:01 - 5:30

5:31 - 6:00

6:01 - 6:30

6:31 - 7:00

7:01 - 7:30

7:31 - 8:00

8:01 - 8:30

8:31 - 9:00

9:01 - 9:30

9:31 - 10:0

0

10:01 -

10:3

10:31 -

11:00

11:01 - 11:30

11:31 - 12:0

0

12:01 -

12:3

12:31 -

1:00

1:01 - 1:30

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Passenger Activity By Half-Hour- Downtown Transit Center Station

0

50

100

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200

250

300

350

400

450

500

By Half-Hour

By

Boa

rdin

gs


Boardings - NB - 3 5 9 14 16 34 42 35 33 44 33 21 34 70 73 84 66 38 23 31 51 32 35 43 53 53 37 10 11 22 8 5 6 16 7 9 7 1 3 5 - -

Boardings - SB - 12 21 61 50 101 106 114 114 109 64 77 37 36 63 95 100 64 64 70 43 56 61 74 66 81 73 78 70 55 39 32 25 15 27 26 23 35 13 10 8 3 -

Alight ings - NB - 19 5 46 43 49 74 87 73 51 68 59 38 74 96 64 91 72 58 28 108 94 124 150 152 188 149 179 78 83 46 57 42 15 36 20 32 22 15 8 8 - -

Alight ings - SB - 1 11 13 16 35 26 33 54 42 44 26 17 26 34 51 39 82 77 52 46 44 39 42 37 45 29 30 36 20 19 15 15 10 15 2 4 7 10 2 4 - -

4:01 - 4:30

4:31 - 5:00

5:01 - 5:30

5:31 - 6:00

6:01 - 6:30

6:31 - 7:00

7:01 - 7:30

7:31 - 8:00

8:01 - 8:30

8:31 - 9:00

9:01-9:30

9:31 - 10:0

0

10:01 -

10:3

10:31 -

11:00

11:01 - 11:30

11:31 - 12:0

0

12:01 -

12:3

12:30 -

1:00

1:01 - 1:30

1:31 - 2:00

2:01 - 2:30

2:31 - 3:00

3:01 - 3:30

3:31 - 4:00

4:01 - 4:30

4:31 - 5:00

5:01 - 5:30

5:31 - 6:00

6:01 - 6:30

6:31 - 7:00

7:01 - 7:30

7:31 - 8:00

8:01 - 8:30

8:31 - 9:00

9:01 - 9:30

9:31 - 10:0

0

10:01 -

10:3

10:31 -

11:00

11:01 - 11:30

11:31 - 12:0

0

12:01 -

12:3

12:31 -

1:00

1:01 - 1:30

LIGHT RAIL VEHICLE



47

Passenger Activity By Half-Hour - McGowen Station

0

50

100

150

200

250

300

350

400

450

500

By Half-Hour

By

Boa

rdin

gs


Boardings - NB - 7 6 4 12 4 7 11 20 21 8 26 27 25 31 21 20 20 14 14 21 27 15 20 29 25 19 11 9 3 3 2 6 6 5 - - 2 1 - 5 - -

Boardings - SB - - 17 25 23 20 36 42 25 17 21 28 27 24 12 19 27 28 23 18 28 24 30 22 33 26 25 14 14 13 7 12 6 11 14 7 3 2 5 5 4 1 -

Alightings - NB - 12 3 10 7 20 20 28 21 25 21 29 36 21 19 12 29 21 17 14 39 19 29 28 47 21 37 40 15 18 21 31 11 6 12 8 4 8 3 7 5 - -

Alightings - SB - - 13 9 14 22 21 20 30 20 25 17 24 8 25 23 26 20 26 21 31 16 33 17 22 27 29 21 26 11 4 7 5 4 4 - 1 2 1 2 1 - -

4:01 - 4:30

4:31 - 5:00

5:01 - 5:30

5:31 - 6:00

6:01 - 6:30

6:31 - 7:00

7:01 - 7:30

7:31 - 8:00

8:01 - 8:30

8:31 - 9:00

9:01-9:30

9:31 - 10:0

0

10:01 -

10:3

10:31 -

11:00

11:01 - 11:30

11:31 - 12:0

0

12:01 -

12:3

12:30 -

1:00

1:01 - 1:30

1:31 - 2:00

2:01 - 2:30

2:31 - 3:00

3:01 - 3:30

3:31 - 4:00

4:01 -4:30

4:31 - 5:00

5:01 - 5:30

5:31 - 6:00

6:01 - 6:30

6:31 - 7:00

7:01 - 7:30

7:31 - 8:00

8:01 - 8:30

8:31 - 9:00

9:01 - 9:30

9:31 - 10:0

0

10:01 -

10:3

10:31 -

11:00

11:01 - 11:30

11:31 - 12:0

0

12:01 -

12:3

12:31 -

1:00

1:01 - 1:30

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48

Passenger Activity By Half-Hour - Ensemble / HCC Station

0

50

100

150

200

250

300

350

400

450

500

By Half-Hour

By

Boa

rdin

gs


Boardings - NB - 18 7 15 10 26 41 44 39 29 19 33 32 34 38 40 58 36 29 33 67 14 47 44 59 31 60 26 42 17 12 16 15 14 14 6 9 3 8 3 1 - -

Boardings - SB - - 10 19 15 25 23 35 43 22 24 37 31 40 34 58 38 45 40 37 35 28 32 14 34 22 24 37 34 24 20 24 17 18 5 2 1 5 8 1 2 1 -

Alight ings - NB - 2 3 4 12 16 35 75 50 21 35 47 46 19 54 25 41 33 14 16 34 35 33 32 50 46 80 39 34 27 8 12 12 8 7 2 10 1 3 5 1 - -

Alight ings - SB - - 10 9 16 26 34 53 48 29 23 32 29 25 27 45 37 22 34 29 29 49 42 22 50 19 49 60 23 33 23 11 13 5 15 6 10 9 4 9 - 2 -

4:01 - 4:30

4:31 - 5:00

5:01 - 5:30

5:31 - 6:00

6:01 - 6:30

6:31 - 7:00

7:01 - 7:30

7:31 - 8:00

8:01 - 8:30

8:31 - 9:00

9:01-9:30

9:31 - 10:0

0

10:01 -

10:3

10:31 -

11:00

11:01 - 11:30

11:31 - 12:0

0

12:01 -

12:3

12:30 -

1:00

1:01 - 1:30

1:31 - 2:00

2:01 - 2:30

2:31 - 3:00

3:01 - 3:30

3:31 - 4:00

4:01 - 4:30

4:31 - 5:00

5:01 - 5:30

5:31 - 6:00

6:01 - 6:30

6:31 - 7:00

7:01 - 7:30

7:31 - 8:00

8:01 - 8:30

8:31 - 9:00

9:01 - 9:30

9:31 - 10:0

0

10:01 -

10:3

10:31 -

11:00

11:01 - 11:30

11:31 - 12:0

0

12:01 -

12:3

12:31 -

1:00

1:01 - 1:30

LIGHT RAIL VEHICLE



49

Passenger Activity By Half-Hour - Wheeler Station

0

50

100

150

200

250

300

350

400

450

500

By Half-Hour

By

Boa

rdin

gs


Boardings - NB - 13 27 69 101 52 98 108 145 84 128 86 68 71 73 60 56 89 41 83 92 72 112 96 77 52 110 81 57 63 45 28 46 30 32 27 13 30 12 3 6 - -

Boardings - SB - - 21 26 58 39 48 67 57 21 47 29 18 19 39 17 33 22 29 30 36 18 25 22 27 32 28 23 18 29 20 7 25 5 8 20 4 5 3 - 8 1 -

Alight ings - NB - 1 5 8 23 9 21 29 32 25 30 42 20 25 28 27 32 18 18 38 33 42 53 56 65 39 87 40 35 31 30 14 27 17 21 7 4 16 13 - - - -

Alight ings - SB - 1 5 8 23 9 21 29 32 25 30 42 20 25 28 27 32 18 18 38 33 42 53 56 65 39 87 40 35 31 30 14 27 17 21 7 4 16 13 - - - -

4:01 - 4:30

4:31 - 5:00

5:01 - 5:30

5:31 - 6:00

6:01 - 6:30

6:31 - 7:00

7:01 - 7:30

7:31 - 8:00

8:01 - 8:30

8:31 - 9:00

9:01-9:30

9:31 - 10:0

0

10:01 -

10:3

10:31 -

11:00

11:01 - 11:30

11:31 - 12:0

0

12:01 -

12:3

12:30 -

1:00

1:01 - 1:30

1:31 - 2:00

2:01 - 2:30

2:31 - 3:00

3:01 - 3:30

3:31 - 4:00

4:01 - 4:30

4:31 - 5:00

5:01 - 5:30

5:31 - 6:00

6:01 - 6:30

6:31 - 7:00

7:01 - 7:30

7:31 - 8:00

8:01 - 8:30

8:31 - 9:00

9:01 - 9:30

9:31 - 10:0

0

10:01 -

10:3

10:31 -

11:00

11:01 - 11:30

11:31 - 12:0

0

12:01 -

12:3

12:31 -

1:00

1:01 - 1:30

LIGHT RAIL VEHICLE



50

Passenger Activity By Half-Hour- Museum District Station

0

50

100

150

200

250

300

350

400

450

500

By Half-Hour

By

Boa

rdin

gs


Boardings - NB 5 1 2 6 8 25 11 19 29 13 17 12 47 29 76 35 47 39 26 12 40 27 34 41 61 38 38 28 66 15 36 6 10 9 15 3 2 3 1 - - - -

Boardings - SB - - 12 13 19 24 49 69 66 21 22 20 6 9 18 18 17 18 22 53 15 21 18 18 9 21 9 10 19 14 6 13 10 9 5 - 4 6 1 2 2 1 1

Alightings - NB - - 4 3 6 6 4 10 11 23 26 22 14 21 31 15 32 11 6 29 26 49 45 32 45 48 77 41 28 19 22 4 5 9 8 2 2 - 3 - - - -

Alightings - SB - - 5 5 15 12 20 31 40 42 27 38 16 28 53 24 93 56 16 95 10 39 36 23 21 28 57 31 20 17 13 11 9 3 5 6 3 2 3 4 3 - 2

4:01 - 4:30

4:31 - 5:00

5:01 - 5:30

5:31 - 6:00

6:01 - 6:30

6:31 - 7:00

7:01 - 7:30

7:31 - 8:00

8:01 - 8:30

8:31 - 9:00

9:01-9:30

9:31 - 10:0

0

10:01 -

10:3

10:31 -

11:00

11:01 -11:30

11:31 -12:0

0

12:01 -

12:3

12:30 -

1:00

1:01 - 1:30

1:31 - 2:00

2:01 - 2:30

2:31 - 3:00

3:01 - 3:30

3:31 - 4:00

4:01 - 4:30

4:31 - 5:00

5:01 - 5:30

5:31 - 6:00

6:01 - 6:30

6:31 - 7:00

7:01 - 7:30

7:31 - 8:00

8:01 - 8:30

8:31 - 9:00

9:01 - 9:30

9:31 - 10:0

0

10:01 -

10:3

10:31 -

11:00

11:01 -11:30

11:31 -12:0

0

12:01 -

12:3

12:31 -

1:00

1:01 - 1:30

LIGHT RAIL VEHICLE



51

Passenger Activity By Half-Hour - Hermann Park / Rice University Station

0

50

100

150

200

250

300

350

400

450

500

By Half-Hour

By

Boa

rdin

gs


Boardings - NB 2 - - 1 - 8 1 12 7 14 7 6 5 7 14 4 17 13 14 26 14 8 23 16 21 22 8 7 13 9 14 6 11 5 4 3 1 - - 2 - - -

Boardings - SB - - 3 3 2 2 9 10 15 24 23 18 14 3 6 7 7 4 10 29 9 10 9 11 5 4 7 11 5 2 3 9 7 4 2 2 1 1 - - - 1 -

Alightings - NB - 2 1 1 - 4 3 6 7 5 3 9 5 4 5 19 8 10 7 17 10 7 20 19 14 17 34 17 15 7 12 10 6 12 2 3 1 - - - - - -

Alightings - SB - - - 16 9 9 7 6 24 12 18 12 6 9 7 6 17 4 89 33 2 7 3 10 9 6 24 19 9 13 10 10 12 8 3 3 4 - - 1 3 - -

4:01 - 4:30

4:31 - 5:00

5:01 - 5:30

5:31 - 6:00

6:01 - 6:30

6:31 - 7:00

7:01 - 7:30

7:31 - 8:00

8:01 - 8:30

8:31 - 9:00

9:01-9:30

9:31 - 10:0

0

10:01 -

10:3

10:31 -

11:00

11:01 - 11:30

11:31 - 12:0

0

12:01 -

12:3

12:30 -

1:00

1:01 - 1:30

1:31 - 2:00

2:01 - 2:30

2:31 - 3:00

3:01 - 3:30

3:31 - 4:00

4:01 - 4:30

4:31 - 5:00

5:01 - 5:30

5:31 - 6:00

6:01 - 6:30

6:31 - 7:00

7:01 - 7:30

7:31 - 8:00

8:01 - 8:30

8:31 - 9:00

9:01 - 9:30

9:31 - 10:0

0

10:01 -

10:3

10:31 -

11:00

11:01 - 11:30

11:31 - 12:0

0

12:01 -

12:3

12:31 -

1:00

1:01 - 1:30

LIGHT RAIL VEHICLE



52

Passenger Activity By Half-Hour - Memorial Hermann Hospital / Houston Zoo Station

0

50

100

150

200

250

300

350

400

450

500

By Half-Hour

By

Boa

rdin

gs


Boardings - NB 1 10 7 4 14 21 17 13 45 46 100 58 37 22 38 47 37 24 4 63 45 89 102 85 115 95 133 70 48 27 41 25 18 29 10 16 19 2 4 7 1 - -

Boardings - SB - - 10 16 14 49 51 71 41 56 25 27 27 20 31 32 46 41 29 44 35 68 112 81 80 96 126 63 40 48 79 37 22 14 7 30 7 7 33 13 - - -

Alight ings - NB 4 6 20 55 128 123 87 101 108 81 74 39 52 28 31 27 34 49 1 62 44 39 31 22 14 23 21 27 18 6 7 8 6 10 4 5 7 - 2 5 - - -

Alight ings - SB - - 45 63 84 131 102 221 125 148 75 47 55 38 39 36 43 45 16 60 33 14 35 36 14 24 28 10 21 19 6 18 8 6 7 11 4 7 8 4 2 7 1

4:01 - 4:30

4:31 - 5:00

5:01 - 5:30

5:31 - 6:00

6:01 - 6:30

6:31 - 7:00

7:01 - 7:30

7:31 - 8:00

8:01 - 8:30

8:31 - 9:00

9:01-9:30

9:31 - 10:0

0

10:01 -

10:3

10:31 -

11:00

11:01 - 11:30

11:31 - 12:0

0

12:01 -

12:3

12:30 -

1:00

1:01 - 1:30

1:31 - 2:00

2:01 - 2:30

2:31 - 3:00

3:01 - 3:30

3:31 - 4:00

4:01 - 4:30

4:31 - 5:00

5:01 - 5:30

5:31 - 6:00

6:01 - 6:30

6:31 - 7:00

7:01 - 7:30

7:31 - 8:00

8:01 - 8:30

8:31 - 9:00

9:01 - 9:30

9:31 - 10:0

0

10:01 -

10:3

10:31 -

11:00

11:01 - 11:30

11:31 - 12:0

0

12:01 -

12:3

12:31 -

1:00

1:01 - 1:30

LIGHT RAIL VEHICLE



53

Passenger Activity By Half-Hour - Dryden Station

0

50

100

150

200

250

300

350

400

450

500

By Half-Hour

By

Boa

rdin

gs


Boardings - NB 2 2 11 8 24 35 44 58 41 37 19 31 44 50 45 57 74 65 53 40 55 115 135 261 117 186 249 121 89 69 74 37 22 30 26 11 13 7 22 10 2 - -

Boardings - SB - - 8 5 2 19 21 25 14 10 11 11 14 34 31 31 62 36 10 83 103 181 265 274 236 221 274 137 174 138 243 147 61 29 39 19 39 23 73 27 4 2 -

Alightings - NB 19 37 76 177 279 331 183 283 198 144 104 104 79 77 47 47 55 58 36 93 117 128 46 39 13 23 24 14 14 14 17 13 7 4 - 2 9 3 - 1 1 - -

Alightings - SB - - 13 98 142 253 205 247 142 138 79 56 44 58 62 55 69 54 12 127 60 62 49 22 44 47 37 32 38 29 14 11 23 4 20 8 14 5 7 4 4 2 -

4:01 - 4:30

4:31 - 5:00

5:01 - 5:30

5:31 - 6:00

6:01 - 6:30

6:31 - 7:00

7:01 - 7:30

7:31 - 8:00

8:01 - 8:30

8:31 - 9:00

9:01-9:30

9:31 - 10:0

0

10:01 -

10:3

10:31 -

11:00

11:01 - 11:30

11:31 - 12:0

0

12:01 -

12:3

12:30 -

1:00

1:01 - 1:30

1:31 - 2:00

2:01 - 2:30

2:31 -3:00

3:01 - 3:30

3:31 - 4:00

4:01 - 4:30

4:31 - 5:00

5:01 - 5:30

5:31 - 6:00

6:01 - 6:30

6:31 - 7:00

7:01 - 7:30

7:31 - 8:00

8:01 - 8:30

8:31 - 9:00

9:01 - 9:30

9:31 - 10:0

0

10:01 -

10:3

10:31 -

11:00

11:01 - 11:30

11:31 - 12:0

0

12:01 -

12:3

12:31 -

1:00

1:01 - 1:30

LIGHT RAIL VEHICLE



54

Passenger Activity By Half-Hour - TMC Transit Center Station

0

50

100

150

200

250

300

350

400

450

500

By Half-Hour

By

Boa

rdin

gs


Boardings - NB 1 9 67 69 123 122 77 197 83 125 104 94 93 81 92 77 116 59 106 70 49 52 173 130 81 193 188 104 73 71 31 46 26 27 22 - 27 17 9 13 2 - -

Boardings - SB - - 4 2 7 6 4 5 4 5 5 4 10 6 7 9 15 6 11 20 10 17 30 51 50 70 82 44 25 23 20 20 12 8 4 3 3 2 6 2 - - -

Alight ings - NB 1 4 3 18 35 38 22 78 39 64 33 22 17 9 12 16 11 9 33 10 7 2 26 12 6 19 10 11 5 6 4 2 2 6 6 - 4 3 - 1 1 - -

Alight ings - SB - - 15 29 67 84 155 152 134 95 73 71 37 91 41 96 98 75 38 115 93 75 163 187 168 172 163 153 122 105 87 54 70 34 46 50 65 25 48 20 17 1 -

4:01 - 4:30

4:31 - 5:00

5:01 - 5:30

5:31 - 6:00

6:01 - 6:30

6:31 - 7:00

7:01 - 7:30

7:31 - 8:00

8:01 - 8:30

8:31 - 9:00

9:01-9:30

9:31 - 10:0

0

10:01 -

10:3

10:31 -

11:00

11:01 - 11:30

11:31 - 12:0

0

12:01 -

12:3

12:30 -

1:00

1:01 - 1:30

1:31 - 2:00

2:01 - 2:30

2:31 - 3:00

3:01 - 3:30

3:31 - 4:00

4:01 - 4:30

4:31 - 5:00

5:01 - 5:30

5:31 - 6:00

6:01 - 6:30

6:31 - 7:00

7:01 - 7:30

7:31 - 8:00

8:01 - 8:30

8:31 - 9:00

9:01 - 9:30

9:31 - 10:0

0

10:01 -

10:3

10:31 -

11:00

11:01 - 11:30

11:31 - 12:0

0

12:01 -

12:3

12:31 -

1:00

1:01 - 1:30

LIGHT RAIL VEHICLE



55

Passenger Activity By Half-Hour - Smith Lands Station

0

50

100

150

200

250

300

350

400

450

500

By Half-Hour

By

Boa

rdin

gs


Boardings - NB 23 44 92 217 360 332 233 264 205 121 95 94 57 46 28 36 37 49 42 78 160 111 26 45 42 32 26 29 17 6 7 8 2 1 8 2 2 4 3 1 - - -

Boardings - SB - - 1 1 2 - 1 - 1 - - 1 1 - - - 2 5 1 2 7 6 2 13 5 9 6 8 2 1 3 2 2 1 - 1 - - - - - - -

Alight ings - NB - - - - 3 5 6 4 3 1 1 2 1 - - - - 3 2 7 1 5 1 - 3 - - - - 2 1 - - 1 - - - - - - - - -

Alight ings - SB - - 7 7 10 23 26 30 28 20 20 13 15 16 14 17 34 35 26 47 46 152 161 329 138 249 299 112 182 124 234 191 83 36 24 27 22 32 40 32 3 1 2

4:01 - 4:30

4:31 - 5:00

5:01 - 5:30

5:31 - 6:00

6:01 - 6:30

6:31 - 7:00

7:01 - 7:30

7:31 - 8:00

8:01 - 8:30

8:31 - 9:00

9:01-9:30

9:31 - 10:0

0

10:01 -

10:3

10:31 -

11:00

11:01 - 11:30

11:31 - 12:0

0

12:01 -

12:3

12:30 -

1:00

1:01 - 1:30

1:31 - 2:00

2:01 - 2:30

2:31 - 3:00

3:01 - 3:30

3:31 - 4:00

4:01 - 4:30

4:31 - 5:00

5:01 - 5:30

5:31 - 6:00

6:01 - 6:30

6:31 - 7:00

7:01 - 7:30

7:31 - 8:00

8:01 - 8:30

8:31 - 9:00

9:01 - 9:30

9:31 - 10:0

0

10:01 -

10:3

10:31 -

11:00

11:01 - 11:30

11:31 - 12:0

0

12:01 -

12:3

12:31 -

1:00

1:01 - 1:30

LIGHT RAIL VEHICLE



56

Passenger Activity By Half-Hour - Reliant Park Station

0

50

100

150

200

250

300

350

400

450

500

By Half-Hour

By

Boa

rdin

gs


Boardings - NB 7 7 3 24 28 37 62 94 77 68 53 36 28 25 16 17 22 14 12 11 25 12 19 18 23 20 15 13 25 7 7 2 8 10 4 - 2 3 1 1 1 - -

Boardings - SB - - - - - - - - 2 1 - 1 2 2 - - 3 - - 3 - 2 1 1 2 1 1 - 5 - 1 - 1 - - - - - 1 - - - -

Alight ings - NB - - - - - - 1 - - 1 - - 4 - - 1 - 1 - 1 - - 1 - 1 - - - - - - - - - - - - - - - - - -

Alight ings - SB - - 4 1 20 25 8 11 32 12 15 15 5 5 14 6 14 12 16 19 22 17 21 38 18 50 58 74 68 50 41 25 24 14 13 11 3 17 47 4 4 4 -

4:01 - 4:30

4:31 - 5:00

5:01 - 5:30

5:31 - 6:00

6:01 - 6:30

6:31 - 7:00

7:01 - 7:30

7:31 - 8:00

8:01 - 8:30

8:31 - 9:00

9:01-9:30

9:31 - 10:0

0

10:01 -

10:3

10:31 -

11:00

11:01 -11:30

11:31 -12:0

0

12:01 -

12:3

12:30 -

1:00

1:01 - 1:30

1:31 - 2:00

2:01 - 2:30

2:31 - 3:00

3:01 - 3:30

3:31 - 4:00

4:01 - 4:30

4:31 - 5:00

5:01 - 5:30

5:31 - 6:00

6:01 - 6:30

6:31 - 7:00

7:01 - 7:30

7:31 - 8:00

8:01 - 8:30

8:31 - 9:00

9:01 - 9:30

9:31 - 10:0

0

10:01 -

10:3

10:31 -

11:00

11:01 -11:30

11:31 -12:0

0

12:01 -

12:3

12:31 -

1:00

1:01 - 1:30

LIGHT RAIL VEHICLE



57

Passenger Activity By Half-Hour - Fannin South Station

0

50

100

150

200

250

300

350

400

450

500

By Half-Hour

By

Boa

rdin

gs


Boardings - NB 27 6 30 52 165 166 176 140 173 131 95 86 78 50 46 58 72 66 58 73 86 60 68 35 65 45 61 39 26 40 30 32 9 16 22 11 13 9 6 3 6 - -

Boardings - SB - - - - - - - - - - - 4 - - - 3 - - - 11 - - - - - - - - - 8 - 1 2 - - - - - - - 1 - 1

Alight ings - NB - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

Alight ings - SB - - 20 33 34 32 35 34 37 52 33 47 34 49 43 64 63 56 28 68 118 81 121 144 139 117 157 179 87 110 58 62 23 38 33 30 6 16 16 13 10 4 1

4:01 - 4:30

4:31 - 5:00

5:01 - 5:30

5:31 - 6:00

6:01 - 6:30

6:31 - 7:00

7:01 - 7:30

7:31 - 8:00

8:01 - 8:30

8:31 - 9:00

9:01-9:30

9:31 - 10:0

0

10:01 -

10:3

10:31 -

11:00

11:01 -11:30

11:31 -12:0

0

12:01 -

12:3

12:30 -

1:00

1:01 - 1:30

1:31 - 2:00

2:01 - 2:30

2:31 - 3:00

3:01 - 3:30

3:31 - 4:00

4:01 - 4:30

4:31 - 5:00

5:01 -5:30

5:31 - 6:00

6:01 - 6:30

6:31 - 7:00

7:01 - 7:30

7:31 - 8:00

8:01 - 8:30

8:31 - 9:00

9:01 - 9:30

9:31 - 10:0

0

10:01 -

10:3

10:31 -

11:00

11:01 -11:30

11:31 -12:0

0

12:01 -

12:3

12:31 -

1:00

1:01 - 1:30

LIGHT RAIL VEHICLE



58

APPENDIX B BOARDINGS

UH – D Boardings NB

Boardings SB

Alightings NB

Alightings SB

4:01 - 4:30 - - - - 4:31 - 5:00 - 12 1 - 5:01 - 5:30 - 51 20 - 5:31 - 6:00 - 29 27 - 6:01 - 6:30 - 97 32 - 6:31 - 7:00 - 79 29 - 7:01 - 7:30 - 144 61 - 7:31 - 8:00 - 70 65 - 8:01 - 8:30 - 117 121 - 8:31 - 9:00 - 52 85 - 9:01-9:30 - 73 101 -

9:31 - 10:00 - 35 55 - 10:01 - 10:30 - 58 89 - 10:31 - 11:00 - 68 65 - 11:01 - 11:30 - 52 49 - 11:31 - 12:00 - 58 41 - 12:01 - 12:30 - 81 83 - 12:30 - 1:00 - 82 82 - 1:01 - 1:30 - 91 82 - 1:31 - 2:00 - 68 87 - 2:01 - 2:30 - 75 57 - 2:31 - 3:00 - 89 102 - 3:01 - 3:30 - 117 123 - 3:31 - 4:00 - 51 45 - 4:01 - 4:30 - 70 83 - 4:31 - 5:00 - 76 130 - 5:01 - 5:30 - 75 101 - 5:31 - 6:00 - 52 71 - 6:01 - 6:30 - 60 46 - 6:31 - 7:00 - 34 41 - 7:01 - 7:30 - 50 34 - 7:31 - 8:00 - 38 58 - 8:01 - 8:30 - 7 5 - 8:31 - 9:00 - 12 12 - 9:01 - 9:30 - 23 32 - 9:31 - 10:00 - 7 14 - 10:01 - 10:30 - 8 19 - 10:31 - 11:00 - - - - 11:01 - 11:30 - 7 14 - 11:31 - 12:00 - 7 8 - 12:01 - 12:30 - - 8 - 12:31 - 1:00 - - 9 - 1:01 - 1:30 - - - -

TOTAL - 2,175 2,187 -

LIGHT RAIL VEHICLE



59

Preston Boardings

NB Boardings

SB Alightings

NB Alightings

SB 4:01 - 4:30 - - - - 4:31 - 5:00 - 22 6 1 5:01 - 5:30 2 56 7 1 5:31 - 6:00 1 125 19 - 6:01 - 6:30 - 194 26 - 6:31 - 7:00 2 213 35 6 7:01 - 7:30 7 240 105 8 7:31 - 8:00 20 222 83 6 8:01 - 8:30 10 204 81 18 8:31 - 9:00 18 125 66 4 9:01-9:30 10 72 70 3

9:31 - 10:00 13 60 45 3 10:01 - 10:30 3 55 38 3 10:31 - 11:00 4 62 51 3 11:01 - 11:30 2 76 70 2 11:31 - 12:00 5 55 88 4 12:01 - 12:30 2 108 60 6 12:30 - 1:00 3 120 79 2 1:01 - 1:30 13 114 49 10 1:31 - 2:00 2 56 30 3 2:01 - 2:30 14 79 72 25 2:31 - 3:00 6 47 63 9 3:01 - 3:30 15 83 85 7 3:31 - 4:00 2 66 86 3 4:01 - 4:30 14 76 161 18 4:31 - 5:00 5 88 73 6 5:01 - 5:30 10 104 81 4 5:31 - 6:00 6 70 117 2 6:01 - 6:30 4 64 57 7 6:31 - 7:00 1 42 33 9 7:01 - 7:30 5 34 27 4 7:31 - 8:00 2 24 31 3 8:01 - 8:30 - 16 20 - 8:31 - 9:00 2 29 17 2 9:01 - 9:30 - 13 25 2 9:31 - 10:00 6 22 14 - 10:01 - 10:30 2 26 19 1 10:31 - 11:00 1 12 3 4 11:01 - 11:30 - 20 9 - 11:31 - 12:00 1 18 11 1 12:01 - 12:30 - 4 6 - 12:31 - 1:00 2 3 4 - 1:01 - 1:30 - - - -

TOTAL 215 3,119 2,022 190

LIGHT RAIL VEHICLE



60

Main St. Square Boardings

NB Boardings

SB Alightings

NB Alightings

SB 4:01 - 4:30 - - - - 4:31 - 5:00 1 12 25 1 5:01 - 5:30 3 23 32 2 5:31 - 6:00 6 76 61 7 6:01 - 6:30 7 133 86 14 6:31 - 7:00 11 76 127 21 7:01 - 7:30 7 165 121 23 7:31 - 8:00 16 149 160 31 8:01 - 8:30 25 140 173 31 8:31 - 9:00 29 78 194 17 9:01-9:30 28 93 142 9

9:31 - 10:00 15 94 130 11 10:01 - 10:30 18 40 105 4 10:31 - 11:00 9 62 156 16 11:01 - 11:30 21 111 98 23 11:31 - 12:00 27 115 145 20 12:01 - 12:30 27 133 142 45 12:30 - 1:00 34 130 170 35 1:01 - 1:30 35 159 120 38 1:31 - 2:00 13 110 98 29 2:01 - 2:30 16 180 120 39 2:31 - 3:00 33 153 162 29 3:01 - 3:30 20 121 120 34 3:31 - 4:00 27 142 156 23 4:01 - 4:30 14 163 81 12 4:31 - 5:00 34 169 164 33 5:01 - 5:30 26 270 166 19 5:31 - 6:00 38 200 143 26 6:01 - 6:30 13 158 108 28 6:31 - 7:00 13 103 104 7 7:01 - 7:30 8 83 65 6 7:31 - 8:00 7 59 49 13 8:01 - 8:30 4 51 53 3 8:31 - 9:00 - 56 37 3 9:01 - 9:30 12 54 49 2

9:31 - 10:00 2 43 23 5 10:01 - 10:30 9 54 27 1 10:31 - 11:00 3 17 11 - 11:01 - 11:30 5 29 14 - 11:31 - 12:00 - 12 12 3 12:01 - 12:30 - 6 7 - 12:31 - 1:00 - 4 - - 1:01 - 1:30 - - - -

TOTAL 616 4,026 3,956 663

LIGHT RAIL VEHICLE



61

Bell Boardings

NB Boardings

SB Alightings

NB Alightings

SB 4:01 - 4:30 - - - - 4:31 - 5:00 - 3 7 - 5:01 - 5:30 - 3 4 1 5:31 - 6:00 2 9 19 - 6:01 - 6:30 2 12 42 2 6:31 - 7:00 2 15 50 4 7:01 - 7:30 8 16 75 8 7:31 - 8:00 21 18 53 10 8:01 - 8:30 11 13 51 3 8:31 - 9:00 18 63 44 12 9:01-9:30 7 16 55 2

9:31 - 10:00 4 13 22 6 10:01 - 10:30 20 84 31 19 10:31 - 11:00 7 40 19 13 11:01 - 11:30 14 9 19 2 11:31 - 12:00 13 36 22 11 12:01 - 12:30 13 10 27 20 12:30 - 1:00 4 14 13 20 1:01 - 1:30 4 7 16 12 1:31 - 2:00 5 12 32 3 2:01 - 2:30 7 16 42 20 2:31 - 3:00 10 21 37 9 3:01 - 3:30 8 38 32 14 3:31 - 4:00 6 23 62 16 4:01 - 4:30 17 25 74 12 4:31 - 5:00 8 30 72 15 5:01 - 5:30 6 51 43 12 5:31 - 6:00 6 21 74 5 6:01 - 6:30 5 31 34 9 6:31 - 7:00 2 12 23 5 7:01 - 7:30 - 10 15 7 7:31 - 8:00 1 5 7 3 8:01 - 8:30 2 5 4 3 8:31 - 9:00 2 6 14 2 9:01 - 9:30 6 8 5 -

9:31 - 10:00 1 5 6 - 10:01 - 10:30 1 1 8 3 10:31 - 11:00 2 5 15 11 11:01 - 11:30 - 10 4 5 11:31 - 12:00 3 3 3 1 12:01 - 12:30 1 - 3 1 12:31 - 1:00 - 2 - - 1:01 - 1:30 - - - -

TOTAL 249 721 1,178 301

LIGHT RAIL VEHICLE



62

Downtown Transit Boardings NB

Boardings SB

Alightings NB

Alightings SB

4:01 - 4:30 - - - - 4:31 - 5:00 3 12 19 1 5:01 - 5:30 5 21 5 11 5:31 - 6:00 9 61 46 13 6:01 - 6:30 14 50 43 16 6:31 - 7:00 16 101 49 35 7:01 - 7:30 34 106 74 26 7:31 - 8:00 42 114 87 33 8:01 - 8:30 35 114 73 54 8:31 - 9:00 33 109 51 42 9:01-9:30 44 64 68 44

9:31 - 10:00 33 77 59 26 10:01 - 10:30 21 37 38 17 10:31 - 11:00 34 36 74 26 11:01 - 11:30 70 63 96 34 11:31 - 12:00 73 95 64 51 12:01 - 12:30 84 100 91 39 12:30 - 1:00 66 64 72 82 1:01 - 1:30 38 64 58 77 1:31 - 2:00 23 70 28 52 2:01 - 2:30 31 43 108 46 2:31 - 3:00 51 56 94 44 3:01 - 3:30 32 61 124 39 3:31 - 4:00 35 74 150 42 4:01 - 4:30 43 66 152 37 4:31 - 5:00 53 81 188 45 5:01 - 5:30 53 73 149 29 5:31 - 6:00 37 78 179 30 6:01 - 6:30 10 70 78 36 6:31 - 7:00 11 55 83 20 7:01 - 7:30 22 39 46 19 7:31 - 8:00 8 32 57 15 8:01 - 8:30 5 25 42 15 8:31 - 9:00 6 15 15 10 9:01 - 9:30 16 27 36 15

9:31 - 10:00 7 26 20 2 10:01 - 10:30 9 23 32 4 10:31 - 11:00 7 35 22 7 11:01 - 11:30 1 13 15 10 11:31 - 12:00 3 10 8 2 12:01 - 12:30 5 8 8 4 12:31 - 1:00 - 3 - - 1:01 - 1:30 - - - -

TOTAL 1,122 2,271 2,701 1,150

LIGHT RAIL VEHICLE



63

McGowen Boardings

NB Boardings

SB Alightings

NB Alightings

SB 4:01 - 4:30 - - - - 4:31 - 5:00 7 - 12 - 5:01 - 5:30 6 17 3 13 5:31 - 6:00 4 25 10 9 6:01 - 6:30 12 23 7 14 6:31 - 7:00 4 20 20 22 7:01 - 7:30 7 36 20 21 7:31 - 8:00 11 42 28 20 8:01 - 8:30 20 25 21 30 8:31 - 9:00 21 17 25 20 9:01-9:30 8 21 21 25

9:31 - 10:00 26 28 29 17 10:01 - 10:30 27 27 36 24 10:31 - 11:00 25 24 21 8 11:01 - 11:30 31 12 19 25 11:31 - 12:00 21 19 12 23 12:01 - 12:30 20 27 29 26 12:30 - 1:00 20 28 21 20 1:01 - 1:30 14 23 17 26 1:31 - 2:00 14 18 14 21 2:01 - 2:30 21 28 39 31 2:31 - 3:00 27 24 19 16 3:01 - 3:30 15 30 29 33 3:31 - 4:00 20 22 28 17 4:01 - 4:30 29 33 47 22 4:31 - 5:00 25 26 21 27 5:01 - 5:30 19 25 37 29 5:31 - 6:00 11 14 40 21 6:01 - 6:30 9 14 15 26 6:31 - 7:00 3 13 18 11 7:01 - 7:30 3 7 21 4 7:31 - 8:00 2 12 31 7 8:01 - 8:30 6 6 11 5 8:31 - 9:00 6 11 6 4 9:01 - 9:30 5 14 12 4 9:31 - 10:00 - 7 8 - 10:01 - 10:30 - 3 4 1 10:31 - 11:00 2 2 8 2 11:01 - 11:30 1 5 3 1 11:31 - 12:00 - 5 7 2 12:01 - 12:30 5 4 5 1 12:31 - 1:00 - 1 - - 1:01 - 1:30 - - - -

TOTAL 507 738 774 628

LIGHT RAIL VEHICLE



64

Ensemble Boardings

NB Boardings

SB Alightings

NB Alightings

SB 4:01 - 4:30 - - - - 4:31 - 5:00 18 - 2 - 5:01 - 5:30 7 10 3 10 5:31 - 6:00 15 19 4 9 6:01 - 6:30 10 15 12 16 6:31 - 7:00 26 25 16 26 7:01 - 7:30 41 23 35 34 7:31 - 8:00 44 35 75 53 8:01 - 8:30 39 43 50 48 8:31 - 9:00 29 22 21 29 9:01-9:30 19 24 35 23

9:31 - 10:00 33 37 47 32 10:01 - 10:30 32 31 46 29 10:31 - 11:00 34 40 19 25 11:01 - 11:30 38 34 54 27 11:31 - 12:00 40 58 25 45 12:01 - 12:30 58 38 41 37 12:30 - 1:00 36 45 33 22 1:01 - 1:30 29 40 14 34 1:31 - 2:00 33 37 16 29 2:01 - 2:30 67 35 34 29 2:31 - 3:00 14 28 35 49 3:01 - 3:30 47 32 33 42 3:31 - 4:00 44 14 32 22 4:01 - 4:30 59 34 50 50 4:31 - 5:00 31 22 46 19 5:01 - 5:30 60 24 80 49 5:31 - 6:00 26 37 39 60 6:01 - 6:30 42 34 34 23 6:31 - 7:00 17 24 27 33 7:01 - 7:30 12 20 8 23 7:31 - 8:00 16 24 12 11 8:01 - 8:30 15 17 12 13 8:31 - 9:00 14 18 8 5 9:01 - 9:30 14 5 7 15 9:31 - 10:00 6 2 2 6 10:01 - 10:30 9 1 10 10 10:31 - 11:00 3 5 1 9 11:01 - 11:30 8 8 3 4 11:31 - 12:00 3 1 5 9 12:01 - 12:30 1 2 1 - 12:31 - 1:00 - 1 - 2 1:01 - 1:30 - - - -

TOTAL 1,089 964 1,027 1,011

LIGHT RAIL VEHICLE



65

Wheeler Boardings

NB Boardings

SB Alightings

NB Alightings

SB 4:01 - 4:30 - - - - 4:31 - 5:00 13 - 1 1 5:01 - 5:30 27 21 5 5 5:31 - 6:00 69 26 8 8 6:01 - 6:30 101 58 23 23 6:31 - 7:00 52 39 9 9 7:01 - 7:30 98 48 21 21 7:31 - 8:00 108 67 29 29 8:01 - 8:30 145 57 32 32 8:31 - 9:00 84 21 25 25 9:01-9:30 128 47 30 30

9:31 - 10:00 86 29 42 42 10:01 - 10:30 68 18 20 20 10:31 - 11:00 71 19 25 25 11:01 - 11:30 73 39 28 28 11:31 - 12:00 60 17 27 27 12:01 - 12:30 56 33 32 32 12:30 - 1:00 89 22 18 18 1:01 - 1:30 41 29 18 18 1:31 - 2:00 83 30 38 38 2:01 - 2:30 92 36 33 33 2:31 - 3:00 72 18 42 42 3:01 - 3:30 112 25 53 53 3:31 - 4:00 96 22 56 56 4:01 - 4:30 77 27 65 65 4:31 - 5:00 52 32 39 39 5:01 - 5:30 110 28 87 87 5:31 - 6:00 81 23 40 40 6:01 - 6:30 57 18 35 35 6:31 - 7:00 63 29 31 31 7:01 - 7:30 45 20 30 30 7:31 - 8:00 28 7 14 14 8:01 - 8:30 46 25 27 27 8:31 - 9:00 30 5 17 17 9:01 - 9:30 32 8 21 21 9:31 - 10:00 27 20 7 7 10:01 - 10:30 13 4 4 4 10:31 - 11:00 30 5 16 16 11:01 - 11:30 12 3 13 13 11:31 - 12:00 3 - - - 12:01 - 12:30 6 8 - - 12:31 - 1:00 - 1 - - 1:01 - 1:30 - - - -

TOTAL 2,536 984 1,061 1,061

LIGHT RAIL VEHICLE



66

Museum Boardings

NB Boardings

SB Alightings

NB Alightings

SB 4:01 - 4:30 5 - - - 4:31 - 5:00 1 - - - 5:01 - 5:30 2 12 4 5 5:31 - 6:00 6 13 3 5 6:01 - 6:30 8 19 6 15 6:31 - 7:00 25 24 6 12 7:01 - 7:30 11 49 4 20 7:31 - 8:00 19 69 10 31 8:01 - 8:30 29 66 11 40 8:31 - 9:00 13 21 23 42 9:01-9:30 17 22 26 27

9:31 - 10:00 12 20 22 38 10:01 - 10:30 47 6 14 16 10:31 - 11:00 29 9 21 28 11:01 - 11:30 76 18 31 53 11:31 - 12:00 35 18 15 24 12:01 - 12:30 47 17 32 93 12:30 - 1:00 39 18 11 56 1:01 - 1:30 26 22 6 16 1:31 - 2:00 12 53 29 95 2:01 - 2:30 40 15 26 10 2:31 - 3:00 27 21 49 39 3:01 - 3:30 34 18 45 36 3:31 - 4:00 41 18 32 23 4:01 - 4:30 61 9 45 21 4:31 - 5:00 38 21 48 28 5:01 - 5:30 38 9 77 57 5:31 - 6:00 28 10 41 31 6:01 - 6:30 66 19 28 20 6:31 - 7:00 15 14 19 17 7:01 - 7:30 36 6 22 13 7:31 - 8:00 6 13 4 11 8:01 - 8:30 10 10 5 9 8:31 - 9:00 9 9 9 3 9:01 - 9:30 15 5 8 5 9:31 - 10:00 3 - 2 6 10:01 - 10:30 2 4 2 3 10:31 - 11:00 3 6 - 2 11:01 - 11:30 1 1 3 3 11:31 - 12:00 - 2 - 4 12:01 - 12:30 - 2 - 3 12:31 - 1:00 - 1 - - 1:01 - 1:30 - 1 - 2

TOTAL 932 690 739 962

LIGHT RAIL VEHICLE



67

Rice Boardings

NB Boardings

SB Alightings

NB Alightings

SB 4:01 - 4:30 2 - - - 4:31 - 5:00 - - 2 - 5:01 - 5:30 - 3 1 - 5:31 - 6:00 1 3 1 16 6:01 - 6:30 - 2 - 9 6:31 - 7:00 8 2 4 9 7:01 - 7:30 1 9 3 7 7:31 - 8:00 12 10 6 6 8:01 - 8:30 7 15 7 24 8:31 - 9:00 14 24 5 12 9:01-9:30 7 23 3 18

9:31 - 10:00 6 18 9 12 10:01 - 10:30 5 14 5 6 10:31 - 11:00 7 3 4 9 11:01 - 11:30 14 6 5 7 11:31 - 12:00 4 7 19 6 12:01 - 12:30 17 7 8 17 12:30 - 1:00 13 4 10 4 1:01 - 1:30 14 10 7 89 1:31 - 2:00 26 29 17 33 2:01 - 2:30 14 9 10 2 2:31 - 3:00 8 10 7 7 3:01 - 3:30 23 9 20 3 3:31 - 4:00 16 11 19 10 4:01 - 4:30 21 5 14 9 4:31 - 5:00 22 4 17 6 5:01 - 5:30 8 7 34 24 5:31 - 6:00 7 11 17 19 6:01 - 6:30 13 5 15 9 6:31 - 7:00 9 2 7 13 7:01 - 7:30 14 3 12 10 7:31 - 8:00 6 9 10 10 8:01 - 8:30 11 7 6 12 8:31 - 9:00 5 4 12 8 9:01 - 9:30 4 2 2 3 9:31 - 10:00 3 2 3 3 10:01 - 10:30 1 1 1 4 10:31 - 11:00 - 1 - - 11:01 - 11:30 - - - - 11:31 - 12:00 2 - - 1 12:01 - 12:30 - - - 3 12:31 - 1:00 - 1 - - 1:01 - 1:30 - - - -

TOTAL 345 292 322 440

LIGHT RAIL VEHICLE



68

Zoo Boardings NB

Boardings SB

Alightings NB

Alightings SB

4:01 - 4:30 1 - 4 - 4:31 - 5:00 10 - 6 - 5:01 - 5:30 7 10 20 45 5:31 - 6:00 4 16 55 63 6:01 - 6:30 14 14 128 84 6:31 - 7:00 21 49 123 131 7:01 - 7:30 17 51 87 102 7:31 - 8:00 13 71 101 221 8:01 - 8:30 45 41 108 125 8:31 - 9:00 46 56 81 148 9:01-9:30 100 25 74 75

9:31 - 10:00 58 27 39 47 10:01 - 10:30 37 27 52 55 10:31 - 11:00 22 20 28 38 11:01 - 11:30 38 31 31 39 11:31 - 12:00 47 32 27 36 12:01 - 12:30 37 46 34 43 12:30 - 1:00 24 41 49 45 1:01 - 1:30 4 29 1 16 1:31 - 2:00 63 44 62 60 2:01 - 2:30 45 35 44 33 2:31 - 3:00 89 68 39 14 3:01 - 3:30 102 112 31 35 3:31 - 4:00 85 81 22 36 4:01 - 4:30 115 80 14 14 4:31 - 5:00 95 96 23 24 5:01 - 5:30 133 126 21 28 5:31 - 6:00 70 63 27 10 6:01 - 6:30 48 40 18 21 6:31 - 7:00 27 48 6 19 7:01 - 7:30 41 79 7 6 7:31 - 8:00 25 37 8 18 8:01 - 8:30 18 22 6 8 8:31 - 9:00 29 14 10 6 9:01 - 9:30 10 7 4 7 9:31 - 10:00 16 30 5 11 10:01 - 10:30 19 7 7 4 10:31 - 11:00 2 7 - 7 11:01 - 11:30 4 33 2 8 11:31 - 12:00 7 13 5 4 12:01 - 12:30 1 - - 2 12:31 - 1:00 - - - 7 1:01 - 1:30 - - - 1

TOTAL 1,589 1,628 1,409 1,696

LIGHT RAIL VEHICLE



69

Dryden Boardings NB

Boardings SB

Alightings NB

Alightings SB

4:01 - 4:30 2 - 19 - 4:31 - 5:00 2 - 37 - 5:01 - 5:30 11 8 76 13 5:31 - 6:00 8 5 177 98 6:01 - 6:30 24 2 279 142 6:31 - 7:00 35 19 331 253 7:01 - 7:30 44 21 183 205 7:31 - 8:00 58 25 283 247 8:01 - 8:30 41 14 198 142 8:31 - 9:00 37 10 144 138 9:01-9:30 19 11 104 79

9:31 - 10:00 31 11 104 56 10:01 - 10:30 44 14 79 44 10:31 - 11:00 50 34 77 58 11:01 - 11:30 45 31 47 62 11:31 - 12:00 57 31 47 55 12:01 - 12:30 74 62 55 69 12:30 - 1:00 65 36 58 54 1:01 - 1:30 53 10 36 12 1:31 - 2:00 40 83 93 127 2:01 - 2:30 55 103 117 60 2:31 - 3:00 115 181 128 62 3:01 - 3:30 135 265 46 49 3:31 - 4:00 261 274 39 22 4:01 - 4:30 117 236 13 44 4:31 - 5:00 186 221 23 47 5:01 - 5:30 249 274 24 37 5:31 - 6:00 121 137 14 32 6:01 - 6:30 89 174 14 38 6:31 - 7:00 69 138 14 29 7:01 - 7:30 74 243 17 14 7:31 - 8:00 37 147 13 11 8:01 - 8:30 22 61 7 23 8:31 - 9:00 30 29 4 4 9:01 - 9:30 26 39 - 20 9:31 - 10:00 11 19 2 8 10:01 - 10:30 13 39 9 14 10:31 - 11:00 7 23 3 5 11:01 - 11:30 22 73 - 7 11:31 - 12:00 10 27 1 4 12:01 - 12:30 2 4 1 4 12:31 - 1:00 - 2 - 2 1:01 - 1:30 - - - -

TOTAL 2,391 3,136 2,916 2,390

LIGHT RAIL VEHICLE



70

TMC Boardings NB

Boardings SB

Alightings NB

Alightings SB

4:01 - 4:30 1 - 1 - 4:31 - 5:00 9 - 4 - 5:01 - 5:30 67 4 3 15 5:31 - 6:00 69 2 18 29 6:01 - 6:30 123 7 35 67 6:31 - 7:00 122 6 38 84 7:01 - 7:30 77 4 22 155 7:31 - 8:00 197 5 78 152 8:01 - 8:30 83 4 39 134 8:31 - 9:00 125 5 64 95 9:01-9:30 104 5 33 73

9:31 - 10:00 94 4 22 71 10:01 - 10:30 93 10 17 37 10:31 - 11:00 81 6 9 91 11:01 - 11:30 92 7 12 41 11:31 - 12:00 77 9 16 96 12:01 - 12:30 116 15 11 98 12:30 - 1:00 59 6 9 75 1:01 - 1:30 106 11 33 38 1:31 - 2:00 70 20 10 115 2:01 - 2:30 49 10 7 93 2:31 - 3:00 52 17 2 75 3:01 - 3:30 173 30 26 163 3:31 - 4:00 130 51 12 187 4:01 - 4:30 81 50 6 168 4:31 - 5:00 193 70 19 172 5:01 - 5:30 188 82 10 163 5:31 - 6:00 104 44 11 153 6:01 - 6:30 73 25 5 122 6:31 - 7:00 71 23 6 105 7:01 - 7:30 31 20 4 87 7:31 - 8:00 46 20 2 54 8:01 - 8:30 26 12 2 70 8:31 - 9:00 27 8 6 34 9:01 - 9:30 22 4 6 46

9:31 - 10:00 - 3 - 50 10:01 - 10:30 27 3 4 65 10:31 - 11:00 17 2 3 25 11:01 - 11:30 9 6 - 48 11:31 - 12:00 13 2 1 20 12:01 - 12:30 2 - 1 17 12:31 - 1:00 - - - 1 1:01 - 1:30 - - - -

TOTAL 3,099 612 607 3,384

LIGHT RAIL VEHICLE



71

Smithlands Boardings NB

Boardings SB

Alightings NB

Alightings SB

4:01 - 4:30 23 - - - 4:31 - 5:00 44 - - - 5:01 - 5:30 92 1 - 7 5:31 - 6:00 217 1 - 7 6:01 - 6:30 360 2 3 10 6:31 - 7:00 332 - 5 23 7:01 - 7:30 233 1 6 26 7:31 - 8:00 264 - 4 30 8:01 - 8:30 205 1 3 28 8:31 - 9:00 121 - 1 20 9:01-9:30 95 - 1 20

9:31 - 10:00 94 1 2 13 10:01 - 10:30 57 1 1 15 10:31 - 11:00 46 - - 16 11:01 - 11:30 28 - - 14 11:31 - 12:00 36 - - 17 12:01 - 12:30 37 2 - 34 12:30 - 1:00 49 5 3 35 1:01 - 1:30 42 1 2 26 1:31 - 2:00 78 2 7 47 2:01 - 2:30 160 7 1 46 2:31 - 3:00 111 6 5 152 3:01 - 3:30 26 2 1 161 3:31 - 4:00 45 13 - 329 4:01 - 4:30 42 5 3 138 4:31 - 5:00 32 9 - 249 5:01 - 5:30 26 6 - 299 5:31 - 6:00 29 8 - 112 6:01 - 6:30 17 2 - 182 6:31 - 7:00 6 1 2 124 7:01 - 7:30 7 3 1 234 7:31 - 8:00 8 2 - 191 8:01 - 8:30 2 2 - 83 8:31 - 9:00 1 1 1 36 9:01 - 9:30 8 - - 24

9:31 - 10:00 2 1 - 27 10:01 - 10:30 2 - - 22 10:31 - 11:00 4 - - 32 11:01 - 11:30 3 - - 40 11:31 - 12:00 1 - - 32 12:01 - 12:30 - - - 3 12:31 - 1:00 - - - 1 1:01 - 1:30 - - - 2

TOTAL 2,985 86 52 2,907

LIGHT RAIL VEHICLE



72

Reliant Park Boardings NB

Boardings SB

Alightings NB

Alightings SB

4:01 - 4:30 7 - - - 4:31 - 5:00 7 - - - 5:01 - 5:30 3 - - 4 5:31 - 6:00 24 - - 1 6:01 - 6:30 28 - - 20 6:31 - 7:00 37 - - 25 7:01 - 7:30 62 - 1 8 7:31 - 8:00 94 - - 11 8:01 - 8:30 77 2 - 32 8:31 - 9:00 68 1 1 12 9:01-9:30 53 - - 15

9:31 - 10:00 36 1 - 15 10:01 - 10:30 28 2 4 5 10:31 - 11:00 25 2 - 5 11:01 - 11:30 16 - - 14 11:31 - 12:00 17 - 1 6 12:01 - 12:30 22 3 - 14 12:30 - 1:00 14 - 1 12 1:01 - 1:30 12 - - 16 1:31 - 2:00 11 3 1 19 2:01 - 2:30 25 - - 22 2:31 - 3:00 12 2 - 17 3:01 - 3:30 19 1 1 21 3:31 - 4:00 18 1 - 38 4:01 - 4:30 23 2 1 18 4:31 - 5:00 20 1 - 50 5:01 - 5:30 15 1 - 58 5:31 - 6:00 13 - - 74 6:01 - 6:30 25 5 - 68 6:31 - 7:00 7 - - 50 7:01 - 7:30 7 1 - 41 7:31 - 8:00 2 - - 25 8:01 - 8:30 8 1 - 24 8:31 - 9:00 10 - - 14 9:01 - 9:30 4 - - 13

9:31 - 10:00 - - - 11 10:01 - 10:30 2 - - 3 10:31 - 11:00 3 - - 17 11:01 - 11:30 1 1 - 47 11:31 - 12:00 1 - - 4 12:01 - 12:30 1 - - 4 12:31 - 1:00 - - - 4 1:01 - 1:30 - - - -

TOTAL 857 30 11 857

LIGHT RAIL VEHICLE



73

Fannin South Boardings NB

Boardings SB

Alightings NB

Alightings SB

4:01 - 4:30 27 - - - 4:31 - 5:00 6 - - - 5:01 - 5:30 30 - - 20 5:31 - 6:00 52 - - 33 6:01 - 6:30 165 - - 34 6:31 - 7:00 166 - - 32 7:01 - 7:30 176 - - 35 7:31 - 8:00 140 - - 34 8:01 - 8:30 173 - - 37 8:31 - 9:00 131 - - 52 9:01-9:30 95 - - 33

9:31 - 10:00 86 4 - 47 10:01 - 10:30 78 - - 34 10:31 - 11:00 50 - - 49 11:01 - 11:30 46 - - 43 11:31 - 12:00 58 3 - 64 12:01 - 12:30 72 - - 63 12:30 - 1:00 66 - - 56 1:01 - 1:30 58 - - 28 1:31 - 2:00 73 11 - 68 2:01 - 2:30 86 - - 118 2:31 - 3:00 60 - - 81 3:01 - 3:30 68 - - 121 3:31 - 4:00 35 - - 144 4:01 - 4:30 65 - - 139 4:31 - 5:00 45 - - 117 5:01 - 5:30 61 - - 157 5:31 - 6:00 39 - - 179 6:01 - 6:30 26 - - 87 6:31 - 7:00 40 8 - 110 7:01 - 7:30 30 - - 58 7:31 - 8:00 32 1 - 62 8:01 - 8:30 9 2 - 23 8:31 - 9:00 16 - - 38 9:01 - 9:30 22 - - 33

9:31 - 10:00 11 - - 30 10:01 - 10:30 13 - - 6 10:31 - 11:00 9 - - 16 11:01 - 11:30 6 - - 16 11:31 - 12:00 3 - - 13 12:01 - 12:30 6 1 - 10 12:31 - 1:00 - - - 4 1:01 - 1:30 - 1 - 1

TOTAL 2,430 31 - 2,325

LIGHT RAIL VEHICLE



74

APPENDIX C BOARDINGS

COMBINED FS RP SM TMC DR ZOO RI MUS WH EN McG DTC BE MSS PR UHD TOTAL Cumulative4:01 - 4:30 27 7 23 1 2 1 2 5 - - - - - - - - 68 68 4:31 - 5:00 6 7 44 9 2 10 - 1 13 18 7 15 3 13 22 12 182 250 5:01 - 5:30 30 3 93 71 19 17 3 14 48 17 23 26 3 26 58 51 502 752 5:31 - 6:00 52 24 218 71 13 20 4 19 95 34 29 70 11 82 126 29 897 1,649 6:01 - 6:30 165 28 362 130 26 28 2 27 159 25 35 64 14 140 194 97 1,496 3,145 6:31 - 7:00 166 37 332 128 54 70 10 49 91 51 24 117 17 87 215 79 1,527 4,672 7:01 - 7:30 176 62 234 81 65 68 10 60 146 64 43 140 24 172 247 144 1,736 6,408 7:31 - 8:00 140 94 264 202 83 84 22 88 175 79 53 156 39 165 242 70 1,956 8,364 8:01 - 8:30 173 79 206 87 55 86 22 95 202 82 45 149 24 165 214 117 1,801 10,165 8:31 - 9:00 131 69 121 130 47 102 38 34 105 51 38 142 81 107 143 52 1,391 11,556 9:01-9:30 95 53 95 109 30 125 30 39 175 43 29 108 23 121 82 73 1,230 12,786 9:31 - 10:00 90 37 95 98 42 85 24 32 115 70 54 110 17 109 73 35 1,086 13,872 10:01 - 10:30 78 30 58 103 58 64 19 53 86 63 54 58 104 58 58 58 1,002 14,874 10:31 - 11:00 50 27 46 87 84 42 10 38 90 74 49 70 47 71 66 68 919 15,793 11:01 - 11:30 46 16 28 99 76 69 20 94 112 72 43 133 23 132 78 52 1,093 16,886 11:31 - 12:00 61 17 36 86 88 79 11 53 77 98 40 168 49 142 60 58 1,123 18,009 12:01 - 12:30 72 25 39 131 136 83 24 64 89 96 47 184 23 160 110 81 1,364 19,373 12:30 - 1:00 66 14 54 65 101 65 17 57 111 81 48 130 18 164 123 82 1,196 20,569 1:01 - 1:30 58 12 43 117 63 33 24 48 70 69 37 102 11 194 127 91 1,099 21,668 1:31 - 2:00 84 14 80 90 123 107 55 65 113 70 32 93 17 123 58 68 1,192 22,860 2:01 - 2:30 86 25 167 59 158 80 23 55 128 102 49 74 23 196 93 75 1,393 24,253 2:31 - 3:00 60 14 117 69 296 157 18 48 90 42 51 107 31 186 53 89 1,428 25,681 3:01 - 3:30 68 20 28 203 400 214 32 52 137 79 45 93 46 141 98 117 1,773 27,454 3:31 - 4:00 35 19 58 181 535 166 27 59 118 58 42 109 29 169 68 51 1,724 29,178 4:01 - 4:30 65 25 47 131 353 195 26 70 104 93 62 109 42 177 90 70 1,659 30,837 4:31 - 5:00 45 21 41 263 407 191 26 59 84 53 51 134 38 203 93 76 1,785 32,622 5:01 - 5:30 61 16 32 270 523 259 15 47 138 84 44 126 57 296 114 75 2,157 34,779 5:31 - 6:00 39 13 37 148 258 133 18 38 104 63 25 115 27 238 76 52 1,384 36,163 6:01 - 6:30 26 30 19 98 263 88 18 85 75 76 23 80 36 171 68 60 1,216 37,379 6:31 - 7:00 48 7 7 94 207 75 11 29 92 41 16 66 14 116 43 34 900 38,279 7:01 - 7:30 30 8 10 51 317 120 17 42 65 32 10 61 10 91 39 50 953 39,232 7:31 - 8:00 33 2 10 66 184 62 15 19 35 40 14 40 6 66 26 38 656 39,888 8:01 - 8:30 11 9 4 38 83 40 18 20 71 32 12 30 7 55 16 7 453 40,341 8:31 - 9:00 16 10 2 35 59 43 9 18 35 32 17 21 8 56 31 12 404 40,745 9:01 - 9:30 22 4 8 26 65 17 6 20 40 19 19 43 14 66 13 23 405 41,150 9:31 - 10:00 11 - 3 3 30 46 5 3 47 8 7 33 6 45 28 7 282 41,432 10:01 - 10:30 13 2 2 30 52 26 2 6 17 10 3 32 2 63 28 8 296 41,728 10:31 - 11:00 9 3 4 19 30 9 1 9 35 8 4 42 7 20 13 - 213 41,941 11:01 - 11:30 6 2 3 15 95 37 - 2 15 16 6 14 10 34 20 7 282 42,223 11:31 - 12:00 3 1 1 15 37 20 2 2 3 4 5 13 6 12 19 7 150 42,373 12:01 - 12:30 7 1 - 2 6 1 - 2 14 3 9 13 1 6 4 - 69 42,442 12:31 - 1:00 - - - - 2 - 1 1 1 1 1 3 2 4 5 - 21 42,463 1:01 - 1:30 1 - - - - - - 1 - - - - - - - - 2 42,465 TOTAL 2,461 887 3,071 3,711 5,527 3,217 637 1,622 3,520 2,053 1,245 3,393 970 4,642 3,334 2,175 42,465 Check 2,461 887 3,071 3,711 5,527 3,217 637 1,622 3,520 2,053 1,245 3,393 970 4,642 3,334 2,175 42,465

LIGHT RAIL VEHICLE



75

Northbound FS RP SM TMC DR ZOO RI MUS WH EN McG DTC BE MSS PR UHD TOTAL Cumulative4:01 - 4:30 27 7 23 1 2 1 2 5 - - - - - - - - 68 68 4:31 - 5:00 6 7 44 9 2 10 - 1 13 18 7 3 - 1 - - 121 189 5:01 - 5:30 30 3 92 67 11 7 - 2 27 7 6 5 - 3 2 - 262 451 5:31 - 6:00 52 24 217 69 8 4 1 6 69 15 4 9 2 6 1 - 487 938 6:01 - 6:30 165 28 360 123 24 14 - 8 101 10 12 14 2 7 - - 868 1,806 6:31 - 7:00 166 37 332 122 35 21 8 25 52 26 4 16 2 11 2 - 859 2,665 7:01 - 7:30 176 62 233 77 44 17 1 11 98 41 7 34 8 7 7 - 823 3,488 7:31 - 8:00 140 94 264 197 58 13 12 19 108 44 11 42 21 16 20 - 1,059 4,547 8:01 - 8:30 173 77 205 83 41 45 7 29 145 39 20 35 11 25 10 - 945 5,492 8:31 - 9:00 131 68 121 125 37 46 14 13 84 29 21 33 18 29 18 - 787 6,279 9:01-9:30 95 53 95 104 19 100 7 17 128 19 8 44 7 28 10 - 734 7,013 9:31 - 10:00 86 36 94 94 31 58 6 12 86 33 26 33 4 15 13 - 627 7,640 10:01 - 10:30 78 28 57 93 44 37 5 47 68 32 27 21 20 18 3 - 578 8,218 10:31 - 11:00 50 25 46 81 50 22 7 29 71 34 25 34 7 9 4 - 494 8,712 11:01 - 11:30 46 16 28 92 45 38 14 76 73 38 31 70 14 21 2 - 604 9,316 11:31 - 12:00 58 17 36 77 57 47 4 35 60 40 21 73 13 27 5 - 570 9,886 12:01 - 12:30 72 22 37 116 74 37 17 47 56 58 20 84 13 27 2 - 682 10,568 12:30 - 1:00 66 14 49 59 65 24 13 39 89 36 20 66 4 34 3 - 581 11,149 1:01 - 1:30 58 12 42 106 53 4 14 26 41 29 14 38 4 35 13 - 489 11,638 1:31 - 2:00 73 11 78 70 40 63 26 12 83 33 14 23 5 13 2 - 546 12,184 2:01 - 2:30 86 25 160 49 55 45 14 40 92 67 21 31 7 16 14 - 722 12,906 2:31 - 3:00 60 12 111 52 115 89 8 27 72 14 27 51 10 33 6 - 687 13,593 3:01 - 3:30 68 19 26 173 135 102 23 34 112 47 15 32 8 20 15 - 829 14,422 3:31 - 4:00 35 18 45 130 261 85 16 41 96 44 20 35 6 27 2 - 861 15,283 4:01 - 4:30 65 23 42 81 117 115 21 61 77 59 29 43 17 14 14 - 778 16,061 4:31 - 5:00 45 20 32 193 186 95 22 38 52 31 25 53 8 34 5 - 839 16,900 5:01 - 5:30 61 15 26 188 249 133 8 38 110 60 19 53 6 26 10 - 1,002 17,902 5:31 - 6:00 39 13 29 104 121 70 7 28 81 26 11 37 6 38 6 - 616 18,518 6:01 - 6:30 26 25 17 73 89 48 13 66 57 42 9 10 5 13 4 - 497 19,015 6:31 - 7:00 40 7 6 71 69 27 9 15 63 17 3 11 2 13 1 - 354 19,369 7:01 - 7:30 30 7 7 31 74 41 14 36 45 12 3 22 - 8 5 - 335 19,704 7:31 - 8:00 32 2 8 46 37 25 6 6 28 16 2 8 1 7 2 - 226 19,930 8:01 - 8:30 9 8 2 26 22 18 11 10 46 15 6 5 2 4 - - 184 20,114 8:31 - 9:00 16 10 1 27 30 29 5 9 30 14 6 6 2 - 2 - 187 20,301 9:01 - 9:30 22 4 8 22 26 10 4 15 32 14 5 16 6 12 - - 196 20,497 9:31 - 10:00 11 - 2 - 11 16 3 3 27 6 - 7 1 2 6 - 95 20,592 10:01 - 10:30 13 2 2 27 13 19 1 2 13 9 - 9 1 9 2 - 122 20,714 10:31 - 11:00 9 3 4 17 7 2 - 3 30 3 2 7 2 3 1 - 93 20,807 11:01 - 11:30 6 1 3 9 22 4 - 1 12 8 1 1 - 5 - - 73 20,880 11:31 - 12:00 3 1 1 13 10 7 2 - 3 3 - 3 3 - 1 - 50 20,930 12:01 - 12:30 6 1 - 2 2 1 - - 6 1 5 5 1 - - - 30 20,960 12:31 - 1:00 - - - - - - - - - - - - - - 2 - 2 20,962 1:01 - 1:30 - - - - - - - - - - - - - - - - - 20,962 TOTAL 2,430 857 2,985 3,099 2,391 1,589 345 932 2,536 1,089 507 1,122 249 616 215 - 20,962 Check 2,430 857 2,985 3,099 2,391 1,589 345 932 2,536 1,089 507 1,122 249 616 215 - 20,962

LIGHT RAIL VEHICLE



76

Southbound FS RP SM TMC DR ZOO RI MUS WH EN McG DTC BE MSS PR UHD TOTAL Cumulative4:01 - 4:30 - - - - - - - - - - - - - - - - - - 4:31 - 5:00 - - - - - - - - - - - 12 3 12 22 12 61 61 5:01 - 5:30 - - 1 4 8 10 3 12 21 10 17 21 3 23 56 51 240 301 5:31 - 6:00 - - 1 2 5 16 3 13 26 19 25 61 9 76 125 29 410 711 6:01 - 6:30 - - 2 7 2 14 2 19 58 15 23 50 12 133 194 97 628 1,339 6:31 - 7:00 - - - 6 19 49 2 24 39 25 20 101 15 76 213 79 668 2,007 7:01 - 7:30 - - 1 4 21 51 9 49 48 23 36 106 16 165 240 144 913 2,920 7:31 - 8:00 - - - 5 25 71 10 69 67 35 42 114 18 149 222 70 897 3,817 8:01 - 8:30 - 2 1 4 14 41 15 66 57 43 25 114 13 140 204 117 856 4,673 8:31 - 9:00 - 1 - 5 10 56 24 21 21 22 17 109 63 78 125 52 604 5,277 9:01-9:30 - - - 5 11 25 23 22 47 24 21 64 16 93 72 73 496 5,773 9:31 - 10:00 4 1 1 4 11 27 18 20 29 37 28 77 13 94 60 35 459 6,232 10:01 - 10:30 - 2 1 10 14 27 14 6 18 31 27 37 84 40 55 58 424 6,656 10:31 - 11:00 - 2 - 6 34 20 3 9 19 40 24 36 40 62 62 68 425 7,081 11:01 - 11:30 - - - 7 31 31 6 18 39 34 12 63 9 111 76 52 489 7,570 11:31 - 12:00 3 - - 9 31 32 7 18 17 58 19 95 36 115 55 58 553 8,123 12:01 - 12:30 - 3 2 15 62 46 7 17 33 38 27 100 10 133 108 81 682 8,805 12:30 - 1:00 - - 5 6 36 41 4 18 22 45 28 64 14 130 120 82 615 9,420 1:01 - 1:30 - - 1 11 10 29 10 22 29 40 23 64 7 159 114 91 610 10,030 1:31 - 2:00 11 3 2 20 83 44 29 53 30 37 18 70 12 110 56 68 646 10,676 2:01 - 2:30 - - 7 10 103 35 9 15 36 35 28 43 16 180 79 75 671 11,347 2:31 - 3:00 - 2 6 17 181 68 10 21 18 28 24 56 21 153 47 89 741 12,088 3:01 - 3:30 - 1 2 30 265 112 9 18 25 32 30 61 38 121 83 117 944 13,032 3:31 - 4:00 - 1 13 51 274 81 11 18 22 14 22 74 23 142 66 51 863 13,895 4:01 - 4:30 - 2 5 50 236 80 5 9 27 34 33 66 25 163 76 70 881 14,776 4:31 - 5:00 - 1 9 70 221 96 4 21 32 22 26 81 30 169 88 76 946 15,722 5:01 - 5:30 - 1 6 82 274 126 7 9 28 24 25 73 51 270 104 75 1,155 16,877 5:31 - 6:00 - - 8 44 137 63 11 10 23 37 14 78 21 200 70 52 768 17,645 6:01 - 6:30 - 5 2 25 174 40 5 19 18 34 14 70 31 158 64 60 719 18,364 6:31 - 7:00 8 - 1 23 138 48 2 14 29 24 13 55 12 103 42 34 546 18,910 7:01 - 7:30 - 1 3 20 243 79 3 6 20 20 7 39 10 83 34 50 618 19,528 7:31 - 8:00 1 - 2 20 147 37 9 13 7 24 12 32 5 59 24 38 430 19,958 8:01 - 8:30 2 1 2 12 61 22 7 10 25 17 6 25 5 51 16 7 269 20,227 8:31 - 9:00 - - 1 8 29 14 4 9 5 18 11 15 6 56 29 12 217 20,444 9:01 - 9:30 - - - 4 39 7 2 5 8 5 14 27 8 54 13 23 209 20,653 9:31 - 10:00 - - 1 3 19 30 2 - 20 2 7 26 5 43 22 7 187 20,840 10:01 - 10:30 - - - 3 39 7 1 4 4 1 3 23 1 54 26 8 174 21,014 10:31 - 11:00 - - - 2 23 7 1 6 5 5 2 35 5 17 12 - 120 21,134 11:01 - 11:30 - 1 - 6 73 33 - 1 3 8 5 13 10 29 20 7 209 21,343 11:31 - 12:00 - - - 2 27 13 - 2 - 1 5 10 3 12 18 7 100 21,443 12:01 - 12:30 1 - - - 4 - - 2 8 2 4 8 - 6 4 - 39 21,482 12:31 - 1:00 - - - - 2 - 1 1 1 1 1 3 2 4 3 - 19 21,501 1:01 - 1:30 1 - - - - - - 1 - - - - - - - - 2 21,503 TOTAL 31 30 86 612 3,136 1,628 292 690 984 964 738 2,271 721 4,026 3,119 2,175 21,503 Check 31 30 86 612 3,136 1,628 292 690 984 964 738 2,271 721 4,026 3,119 2,175 21,503

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77

ALIGHTINGS

COMBINED FS RP SM TMC DR ZOO RI MUS WH EN McG DTC BE MSS PR UHD TOTAL Cumulative4:01 - 4:30 - - - 1 19 4 - - - - - - - - - - 24 24 4:31 - 5:00 - - - 4 37 6 2 - 1 2 12 20 7 26 7 1 125 149 5:01 - 5:30 20 4 7 18 89 65 1 9 36 13 16 16 5 34 8 20 361 510 5:31 - 6:00 33 1 7 47 275 118 17 8 72 13 19 59 19 68 19 27 802 1,312 6:01 - 6:30 34 20 13 102 421 212 9 21 75 28 21 59 44 100 26 32 1,217 2,529 6:31 - 7:00 32 25 28 122 584 254 13 18 55 42 42 84 54 148 41 29 1,571 4,100 7:01 - 7:30 35 9 32 177 388 189 10 24 129 69 41 100 83 144 113 61 1,604 5,704 7:31 - 8:00 34 11 34 230 530 322 12 41 127 128 48 120 63 191 89 65 2,045 7,749 8:01 - 8:30 37 32 31 173 340 233 31 51 136 98 51 127 54 204 99 121 1,818 9,567 8:31 - 9:00 52 13 21 159 282 229 17 65 73 50 45 93 56 211 70 85 1,521 11,088 9:01-9:30 33 15 21 106 183 149 21 53 136 58 46 112 57 151 73 101 1,315 12,403 9:31 - 10:00 47 15 15 93 160 86 21 60 137 79 46 85 28 141 48 55 1,116 13,519 10:01 - 10:30 34 9 16 54 123 107 11 30 73 75 60 55 50 109 41 89 936 14,455 10:31 - 11:00 49 5 16 100 135 66 13 49 94 44 29 100 32 172 54 65 1,023 15,478 11:01 - 11:30 43 14 14 53 109 70 12 84 123 81 44 130 21 121 72 49 1,040 16,518 11:31 - 12:00 64 7 17 112 102 63 25 39 97 70 35 115 33 165 92 41 1,077 17,595 12:01 - 12:30 63 14 34 109 124 77 25 125 110 78 55 130 47 187 66 83 1,327 18,922 12:30 - 1:00 56 13 38 84 112 94 14 67 68 55 41 154 33 205 81 82 1,197 20,119 1:01 - 1:30 28 16 28 71 48 17 96 22 51 48 43 135 28 158 59 82 930 21,049 1:31 - 2:00 68 20 54 125 220 122 50 124 134 45 35 80 35 127 33 87 1,359 22,408 2:01 - 2:30 118 22 47 100 177 77 12 36 162 63 70 154 62 159 97 57 1,413 23,821 2:31 - 3:00 81 17 157 77 190 53 14 88 105 84 35 138 46 191 72 102 1,450 25,271 3:01 - 3:30 121 22 162 189 95 66 23 81 134 75 62 163 46 154 92 123 1,608 26,879 3:31 - 4:00 144 38 329 199 61 58 29 55 181 54 45 192 78 179 89 45 1,776 28,655 4:01 - 4:30 139 19 141 174 57 28 23 66 169 100 69 189 86 93 179 83 1,615 30,270 4:31 - 5:00 117 50 249 191 70 47 23 76 152 65 48 233 87 197 79 130 1,814 32,084 5:01 - 5:30 157 58 299 173 61 49 58 134 207 129 66 178 55 185 85 101 1,995 34,079 5:31 - 6:00 179 74 112 164 46 37 36 72 112 99 61 209 79 169 119 71 1,639 35,718 6:01 - 6:30 87 68 182 127 52 39 24 48 129 57 41 114 43 136 64 46 1,257 36,975 6:31 - 7:00 110 50 126 111 43 25 20 36 107 60 29 103 28 111 42 41 1,042 38,017 7:01 - 7:30 58 41 235 91 31 13 22 35 95 31 25 65 22 71 31 34 900 38,917 7:31 - 8:00 62 25 191 56 24 26 20 15 51 23 38 72 10 62 34 58 767 39,684 8:01 - 8:30 23 24 83 72 30 14 18 14 69 25 16 57 7 56 20 5 533 40,217 8:31 - 9:00 38 14 37 40 8 16 20 12 54 13 10 25 16 40 19 12 374 40,591 9:01 - 9:30 33 13 24 52 20 11 5 13 50 22 16 51 5 51 27 32 425 41,016 9:31 - 10:00 30 11 27 50 10 16 6 8 44 8 8 22 6 28 14 14 302 41,318 10:01 - 10:30 6 3 22 69 23 11 5 5 29 20 5 36 11 28 20 19 312 41,630 10:31 - 11:00 16 17 32 28 8 7 - 2 26 10 10 29 26 11 7 - 229 41,859 11:01 - 11:30 16 47 40 48 7 10 - 6 24 7 4 25 9 14 9 14 280 42,139 11:31 - 12:00 13 4 32 21 5 9 1 4 17 14 9 10 4 15 12 8 178 42,317 12:01 - 12:30 10 4 3 18 5 2 3 3 13 1 6 12 4 7 6 8 105 42,422 12:31 - 1:00 4 4 1 1 2 7 - - 2 2 - - - - 4 9 36 42,458 1:01 - 1:30 1 - 2 - - 1 - 2 3 - - - - - - - 9 42,467 TOTAL 2,325 868 2,959 3,991 5,306 3,105 762 1,701 3,662 2,038 1,402 3,851 1,479 4,619 2,212 2,187 42,467 Check 2,325 868 2,959 3,991 5,306 3,105 762 1,701 3,662 2,038 1,402 3,851 1,479 4,619 2,212 2,187 42,467

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78

Northbound FS RP SM TMC DR ZOO RI MUS WH EN McG DTC BE MSS PR UHD TOTAL Cumulative4:01 - 4:30 - - - 1 19 4 - - - - - - - - - - 24 24 4:31 - 5:00 - - - 4 37 6 2 - 1 2 12 19 7 25 6 1 122 146 5:01 - 5:30 - - - 3 76 20 1 4 5 3 3 5 4 32 7 20 183 329 5:31 - 6:00 - - - 18 177 55 1 3 8 4 10 46 19 61 19 27 448 777 6:01 - 6:30 - - 3 35 279 128 - 6 23 12 7 43 42 86 26 32 722 1,499 6:31 - 7:00 - - 5 38 331 123 4 6 9 16 20 49 50 127 35 29 842 2,341 7:01 - 7:30 - 1 6 22 183 87 3 4 21 35 20 74 75 121 105 61 818 3,159 7:31 - 8:00 - - 4 78 283 101 6 10 29 75 28 87 53 160 83 65 1,062 4,221 8:01 - 8:30 - - 3 39 198 108 7 11 32 50 21 73 51 173 81 121 968 5,189 8:31 - 9:00 - 1 1 64 144 81 5 23 25 21 25 51 44 194 66 85 830 6,019 9:01-9:30 - - 1 33 104 74 3 26 30 35 21 68 55 142 70 101 763 6,782 9:31 - 10:00 - - 2 22 104 39 9 22 42 47 29 59 22 130 45 55 627 7,409 10:01 - 10:30 - 4 1 17 79 52 5 14 20 46 36 38 31 105 38 89 575 7,984 10:31 - 11:00 - - - 9 77 28 4 21 25 19 21 74 19 156 51 65 569 8,553 11:01 - 11:30 - - - 12 47 31 5 31 28 54 19 96 19 98 70 49 559 9,112 11:31 - 12:00 - 1 - 16 47 27 19 15 27 25 12 64 22 145 88 41 549 9,661 12:01 - 12:30 - - - 11 55 34 8 32 32 41 29 91 27 142 60 83 645 10,306 12:30 - 1:00 - 1 3 9 58 49 10 11 18 33 21 72 13 170 79 82 629 10,935 1:01 - 1:30 - - 2 33 36 1 7 6 18 14 17 58 16 120 49 82 459 11,394 1:31 - 2:00 - 1 7 10 93 62 17 29 38 16 14 28 32 98 30 87 562 11,956 2:01 - 2:30 - - 1 7 117 44 10 26 33 34 39 108 42 120 72 57 710 12,666 2:31 - 3:00 - - 5 2 128 39 7 49 42 35 19 94 37 162 63 102 784 13,450 3:01 - 3:30 - 1 1 26 46 31 20 45 53 33 29 124 32 120 85 123 769 14,219 3:31 - 4:00 - - - 12 39 22 19 32 56 32 28 150 62 156 86 45 739 14,958 4:01 - 4:30 - 1 3 6 13 14 14 45 65 50 47 152 74 81 161 83 809 15,767 4:31 - 5:00 - - - 19 23 23 17 48 39 46 21 188 72 164 73 130 863 16,630 5:01 - 5:30 - - - 10 24 21 34 77 87 80 37 149 43 166 81 101 910 17,540 5:31 - 6:00 - - - 11 14 27 17 41 40 39 40 179 74 143 117 71 813 18,353 6:01 - 6:30 - - - 5 14 18 15 28 35 34 15 78 34 108 57 46 487 18,840 6:31 - 7:00 - - 2 6 14 6 7 19 31 27 18 83 23 104 33 41 414 19,254 7:01 - 7:30 - - 1 4 17 7 12 22 30 8 21 46 15 65 27 34 309 19,563 7:31 - 8:00 - - - 2 13 8 10 4 14 12 31 57 7 49 31 58 296 19,859 8:01 - 8:30 - - - 2 7 6 6 5 27 12 11 42 4 53 20 5 200 20,059 8:31 - 9:00 - - 1 6 4 10 12 9 17 8 6 15 14 37 17 12 168 20,227 9:01 - 9:30 - - - 6 - 4 2 8 21 7 12 36 5 49 25 32 207 20,434 9:31 - 10:00 - - - - 2 5 3 2 7 2 8 20 6 23 14 14 106 20,540 10:01 - 10:30 - - - 4 9 7 1 2 4 10 4 32 8 27 19 19 146 20,686 10:31 - 11:00 - - - 3 3 - - - 16 1 8 22 15 11 3 - 82 20,768 11:01 - 11:30 - - - - - 2 - 3 13 3 3 15 4 14 9 14 80 20,848 11:31 - 12:00 - - - 1 1 5 - - - 5 7 8 3 12 11 8 61 20,909 12:01 - 12:30 - - - 1 1 - - - - 1 5 8 3 7 6 8 40 20,949 12:31 - 1:00 - - - - - - - - - - - - - - 4 9 13 20,962 1:01 - 1:30 - - - - - - - - - - - - - - - - - 20,962 TOTAL - 11 52 607 2,916 1,409 322 739 1,061 1,027 774 2,701 1,178 3,956 2,022 2,187 20,962 Check - 11 52 607 2,916 1,409 322 739 1,061 1,027 774 2,701 1,178 3,956 2,022 2,187 20,962

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79

Southbound FS RP SM TMC DR ZOO RI MUS WH EN McG DTC BE MSS PR UHD TOTAL Cumulative4:01 - 4:30 - - - - - - - - - - - - - - - - - - 4:31 - 5:00 - - - - - - - - - - - 1 - 1 1 - 3 3 5:01 - 5:30 20 4 7 15 13 45 - 5 31 10 13 11 1 2 1 - 178 181 5:31 - 6:00 33 1 7 29 98 63 16 5 64 9 9 13 - 7 - - 354 535 6:01 - 6:30 34 20 10 67 142 84 9 15 52 16 14 16 2 14 - - 495 1,030 6:31 - 7:00 32 25 23 84 253 131 9 12 46 26 22 35 4 21 6 - 729 1,759 7:01 - 7:30 35 8 26 155 205 102 7 20 108 34 21 26 8 23 8 - 786 2,545 7:31 - 8:00 34 11 30 152 247 221 6 31 98 53 20 33 10 31 6 - 983 3,528 8:01 - 8:30 37 32 28 134 142 125 24 40 104 48 30 54 3 31 18 - 850 4,378 8:31 - 9:00 52 12 20 95 138 148 12 42 48 29 20 42 12 17 4 - 691 5,069 9:01-9:30 33 15 20 73 79 75 18 27 106 23 25 44 2 9 3 - 552 5,621 9:31 - 10:00 47 15 13 71 56 47 12 38 95 32 17 26 6 11 3 - 489 6,110 10:01 - 10:30 34 5 15 37 44 55 6 16 53 29 24 17 19 4 3 - 361 6,471 10:31 - 11:00 49 5 16 91 58 38 9 28 69 25 8 26 13 16 3 - 454 6,925 11:01 - 11:30 43 14 14 41 62 39 7 53 95 27 25 34 2 23 2 - 481 7,406 11:31 - 12:00 64 6 17 96 55 36 6 24 70 45 23 51 11 20 4 - 528 7,934 12:01 - 12:30 63 14 34 98 69 43 17 93 78 37 26 39 20 45 6 - 682 8,616 12:30 - 1:00 56 12 35 75 54 45 4 56 50 22 20 82 20 35 2 - 568 9,184 1:01 - 1:30 28 16 26 38 12 16 89 16 33 34 26 77 12 38 10 - 471 9,655 1:31 - 2:00 68 19 47 115 127 60 33 95 96 29 21 52 3 29 3 - 797 10,452 2:01 - 2:30 118 22 46 93 60 33 2 10 129 29 31 46 20 39 25 - 703 11,155 2:31 - 3:00 81 17 152 75 62 14 7 39 63 49 16 44 9 29 9 - 666 11,821 3:01 - 3:30 121 21 161 163 49 35 3 36 81 42 33 39 14 34 7 - 839 12,660 3:31 - 4:00 144 38 329 187 22 36 10 23 125 22 17 42 16 23 3 - 1,037 13,697 4:01 - 4:30 139 18 138 168 44 14 9 21 104 50 22 37 12 12 18 - 806 14,503 4:31 - 5:00 117 50 249 172 47 24 6 28 113 19 27 45 15 33 6 - 951 15,454 5:01 - 5:30 157 58 299 163 37 28 24 57 120 49 29 29 12 19 4 - 1,085 16,539 5:31 - 6:00 179 74 112 153 32 10 19 31 72 60 21 30 5 26 2 - 826 17,365 6:01 - 6:30 87 68 182 122 38 21 9 20 94 23 26 36 9 28 7 - 770 18,135 6:31 - 7:00 110 50 124 105 29 19 13 17 76 33 11 20 5 7 9 - 628 18,763 7:01 - 7:30 58 41 234 87 14 6 10 13 65 23 4 19 7 6 4 - 591 19,354 7:31 - 8:00 62 25 191 54 11 18 10 11 37 11 7 15 3 13 3 - 471 19,825 8:01 - 8:30 23 24 83 70 23 8 12 9 42 13 5 15 3 3 - - 333 20,158 8:31 - 9:00 38 14 36 34 4 6 8 3 37 5 4 10 2 3 2 - 206 20,364 9:01 - 9:30 33 13 24 46 20 7 3 5 29 15 4 15 - 2 2 - 218 20,582 9:31 - 10:00 30 11 27 50 8 11 3 6 37 6 - 2 - 5 - - 196 20,778 10:01 - 10:30 6 3 22 65 14 4 4 3 25 10 1 4 3 1 1 - 166 20,944 10:31 - 11:00 16 17 32 25 5 7 - 2 10 9 2 7 11 - 4 - 147 21,091 11:01 - 11:30 16 47 40 48 7 8 - 3 11 4 1 10 5 - - - 200 21,291 11:31 - 12:00 13 4 32 20 4 4 1 4 17 9 2 2 1 3 1 - 117 21,408 12:01 - 12:30 10 4 3 17 4 2 3 3 13 - 1 4 1 - - - 65 21,473 12:31 - 1:00 4 4 1 1 2 7 - - 2 2 - - - - - - 23 21,496 1:01 - 1:30 1 - 2 - - 1 - 2 3 - - - - - - - 9 21,505 TOTAL 2,325 857 2,907 3,384 2,390 1,696 440 962 2,601 1,011 628 1,150 301 663 190 - 21,505 Check 2,325 857 2,907 3,384 2,390 1,696 440 962 2,601 1,011 628 1,150 301 663 190 - 21,505

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APPENDIX D PEAK LOADS

ESTIMATION OF PEAK LOAD IN AM PEAK HOUR (6:00 AM TO 7:00 AM) Boardings (6:00 AM to 7:00 AM) Northbound FS RP SM TMC DR ZOO RI MUS WH EN McG DTC BE MSS PR UHD 331 65 692 245 59 35 8 33 153 36 16 30 4 18 2 0 Alightings (6:00 AM to 7:00 AM) Northbound FS RP SM TMC DR ZOO RI MUS WH EN McG DTC BE MSS PR UHD 0 0 8 73 610 251 4 12 32 28 27 92 92 213 61 61 Peak Loads 331 396 1080 1252 701 485 489 510 631 639 628 566 478 283 224 163 Note: The peak loads shown above were computed using the boarding and alighting data shown in Appendix C. Peak hour load (Summer) 1252 (based on July 2008 data of boardings and alightings shown in Appendix C) To convert the above Load to Fall 2008 time frame, a factor of 1.15 was applied ( as described in Step 1)

Peak hour load (Fall) 1252 x 1.15 = 1440(estimated load for Fall 2008 time frame)

The value of the Peak hour load used in calibrating the model is 1,450.

LRT OPERATIONS AND MAINTENANCE PLAN

PHASE 2

LRT Operations and Maintenance Plan Page ii Revision 4 – 09/30/2009

REVISION RECORD

Revision Date of Issue Revision Comment

Rev. 0 04/22/2008 First Full Draft – for METRO internal review

Rev. 1 08/15/2008 Addressed PMOC’s comments from Spot Report dated July 2008

Rev. 2 02/06/2009 Addressed PMOC’s comments from Spot report dated January 2009

Rev.3 04/30/2009 Revised: Description of existing Main Street Corridor, updated new LRV specifications and address PMOC’s comments dated

Rev. 4 09/30//2009 Addressed PMOC’s and all internal reviewer’s comments. Additionally, the following tables have been corrected: 2.3a, 2.3b and 2.3c.


PHASE 2

LRT Operations and Maintenance Plan Page iii Revision 4 – 09/30/2009

TABLE OF CONTENTS 1 INTRODUCTION 1

1.1 PURPOSE .......................................................................................................................... 1 1.2 SCOPE .............................................................................................................................. 2 1.3 SYSTEM OVERVIEW ...................................................................................................... 2 1.4 NORTH CORRIDOR ............................................................................................................. 5 1.5 EAST END CORRIDOR ........................................................................................................ 5 1.6 SOUTHEAST CORRIDOR ..................................................................................................... 6 1.7 UPTOWN CORRIDOR .......................................................................................................... 6 1.8 UNIVERSITY CORRIDOR ..................................................................................................... 6

2 SERVICE CHARACTERISTICS 8 2.1 RIDERSHIP FORECAST ....................................................................................................... 8 2.2 HOURS OF OPERATION ...................................................................................................... 9 2.3 SERVICE STANDARDS ........................................................................................................ 9 2.4 PEAK LOAD POINTS: STATION BOARDING AND ALIGHTING ................................................... 9 2.5 SERVICE FREQUENCY STANDARDS .................................................................................. 18 2.6 TRAVEL TIMES ................................................................................................................. 18 2.7 FLEET REQUIREMENTS .................................................................................................... 19 2.8 OPERATING STATISTICS ................................................................................................... 21 2.9 BUS SERVICE INTEGRATION ............................................................................................. 21

3 FACILITIES AND EQUIPMENT 22 3.1 COMMUNICATIONS AND ITS .............................................................................................. 22 3.2 PASSENGER VEHICLES .................................................................................................... 22 3.3 SIGNALING SYSTEM ......................................................................................................... 23 3.4 STATIONS ........................................................................................................................ 24 3.5 YARD AND SHOP FACILITIES ............................................................................................. 25 3.6 MANAGEMENT INFORMATION SYSTEMS ............................................................................ 28

4 NORMAL OPERATIONS 29 4.1 OPERATIONS CONTROL CENTER ...................................................................................... 29 4.2 DAILY OPERATIONS ......................................................................................................... 29 4.3 DAILY PRE-REVENUE OPERATIONAL PROCEDURES FOR LRT SERVICE .............................. 30 4.4 SPECIAL EVENT OPERATIONS .......................................................................................... 31

5 EMERGENCY OPERATIONS 32 5.1 SERVICE DISRUPTIONS .................................................................................................... 32 5.2 SERVICE RESTORATION ................................................................................................... 33 5.3 INCLEMENT WEATHER OPERATIONS ................................................................................. 35

6 FARE COLLECTION 38 6.1 SYSTEM DESCRIPTION ..................................................................................................... 38 6.2 NORMAL OPERATIONS ..................................................................................................... 39 6.3 EMERGENCY OPERATIONS ............................................................................................... 39 6.4 REVENUE PROCESSING ................................................................................................... 39

7 SYSTEM INTEGRATION 40 7.1 ACCEPTANCE AND COMMISSIONING .................................................................................. 40 7.2 VEHICLE FACTORY TESTS ................................................................................................ 41 7.3 COMMUNICATIONS SYSTEM EQUIPMENT ........................................................................... 42


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LRT Operations and Maintenance Plan Page iv Revision 4 – 09/30/2009

7.4 MAINTENANCE FACILITY EQUIPMENT ................................................................................ 42 7.5 SYSTEMS INTEGRATION TESTING ..................................................................................... 42 7.6 PRE-REVENUE TESTING ................................................................................................... 42 7.7 ACCEPTANCE PROGRAM .................................................................................................. 43 7.8 REVENUE READY ............................................................................................................. 43 7.9 SYSTEM OPERATIONAL ACCEPTANCE TEST ...................................................................... 44 7.10 FINAL ACCEPTANCE ......................................................................................................... 44 7.11 PROJECT COORDINATION AND INTEGRATION SERVICES .................................................... 44

8 MAINTENANCE OPERATIONS 45 8.1 RAIL MAINTENANCE PHILOSOPHY ..................................................................................... 45 8.2 RUNNING MAINTENANCE .................................................................................................. 46 8.3 PREVENTIVE MAINTENANCE ............................................................................................. 46 8.4 CORRECTIVE MAINTENANCE ............................................................................................ 49 8.5 FACILITY MAINTENANCE ................................................................................................... 50 8.6 SYSTEM MAINTENANCE .................................................................................................... 51

9 ORGANIZATION AND STAFFING 52 9.1 ORGANIZATIONAL APPROACH ........................................................................................... 52 9.2 RAIL STAFFING ................................................................................................................ 52 9.3 SYSTEM SAFETY .............................................................................................................. 53 9.4 SYSTEM SECURITY .......................................................................................................... 54

10 RULES, PROCEDURES AND TRAINING 55 10.1 RULES AND PROCEDURES ................................................................................................ 55 10.2 TRAINING ........................................................................................................................ 56


PHASE 2

LRT Operations and Maintenance Plan Page 1 Revision 4 –09/30/2009

1 INTRODUCTION

1.1 Purpose

The initiative of the Metropolitan Transit Authority of Harris County (METRO) is to bring additional service in the form of Light Rail Transit (LRT) to the Greater Houston Metropolitan area. Adding to the successful Main Street (Red) Line, METRO will introduce five new corridors with the potential for future expansion and interconnectivity with future projects, which will provide a more optimum transportation network to support communities, jobs and people. The operations and maintenance of these LRT systems will become a critical function providing availability and reliability for the operating network that must not be overlooked, and will be the responsibility of METRO and the O&M Contractor representing METRO.

The O&M Contractor will be responsible for long-term operations and maintenance of the Project LRT (North, East End, Southeast and Uptown) including capital asset replacement, in order to ensure that operations and maintenance considerations are fully considered in design and construction of the Project, and to ensure that operations and maintenance are properly performed so as to mitigate against transfer of liability for defects in the Project to METRO.

The O&M Contractor will assume responsibility for the O&M Work of this Project in accordance with the terms of its contractual obligation and due to its affiliation with the Facility Provider and its participation in the planning of the Project.

METRO and O&M Contractor wish to be long-term collaborative partners, working together and drawing on the respective strengths of each party to efficiently and safely operate and maintain the Project within the performance, reliability, availability and budgetary criteria specified in the Contract Documents.

METRO and O&M Contractor also wish to work together to operate and maintain the Project in a way that is sensitive to and enhances the quality of life for the people living and working in the neighborhoods located adjacent to the Project; fosters and maintains positive community relations; is responsive to the needs and input of Project stakeholders; and advances METRO’s goals of public outreach and involvement, diversity, and enhanced participation by small and disadvantaged business enterprises.

METRO and the O&M Contractor will explore the feasibility of adding Main Street and the University Corridor to the long term partnership of operating and maintaining the entire system in the near future. Once the decision is reached and a contract finalized for Operations and Maintenance of the existing Main Street Line and the University line the O&M Plan will be updated. The purpose of this Operations and Maintenance Plan is to serve as the principal source document, which sets forth the operational, administrative and maintenance practices necessary to operate and maintain the LRT system in a safe, efficient and dependable manner.


PHASE 2


The Plan is intended to:

• Provide an overview of infrastructure, facilities, vehicles and systems planned • Define the system’s service and operating characteristics and parameters • Describe the station design for unattended operation utilizing automated ticket vending

machines • Define METRO’s Police fare compliance enforcement and establishment of station fare

zones to assist with the enforcement. • Identify the system’s operating and maintenance strategies, philosophies, and plans

including objectives • Define the staff responsibilities and organizational relationships required to operate and

maintain service

1.2 Scope

The information presented in this edition of the Operations & Maintenance Plan reflects the system and service design and project definition as of September 2009. The intent of the Operations and Maintenance Plan is to serve as a frame of reference for final design refinements and is based on preliminary design and service assumptions. Detailed definition of operations, operating entity, vehicle supplier and maintenance methods, practices, and costs, will be refined as the program moves into the design and construction phases.

1.3 SYSTEM OVERVIEW

1.3.1 Current Alignment - Main Street

The current Main Street alignment, extends 7.5 miles from the Fannin South Park and Ride, south of the South Loop Freeway (I-610) to the University of Houston Downtown Campus. The Rail Operations Center (ROC), maintenance facility, storage yard and administrative headquarters for METRO Rail operations is located just south of Fannin South Park and Ride station. The double tracked alignment predominantly consists largely of in-street, semi-exclusive, at-grade right-of-way, primarily in the median or in the curb lane of city streets.

1.3.2 STATIONS

Several different station configurations were used on Main Street Corridor, consistent with the specific site requirements of the alignment. Table 1 indicates the type of configuration and length used at each station location.


PHASE 2


1.3.2.1.1 Table 1: Main Street Corridor - Passenger Station Locations and Configurations

Station (SB = southbound, NB = northbound) Type

Overall Platform Length

(ft)

Boarding Platform Length

(ft) Fannin South 16’ Center 240 190 Reliant Park 20’ Center 324.75 274.75 Smith Lands 16’ Center 240 215 TMC Transit Center 20’ Center 230 205 Dryden/TMC SB 10’ Split 261.58 211.58 Dryden/TMC NB 10’ Split 265 215 Memorial Hermann Hospital/Zoo NB 10’ Split 325 275 Memorial Hermann Hospital/Zoo SB 10’ Split 315 265 Hermann Park/Rice U 16’ Center 243 218 Museum District SB (on Fannin) 10’ Side 309.30 260.8 Museum District NB (on San Jacinto) 10’ Side 312.36 268.28 Wheeler NB 10’ Side 240 190 Wheeler SB 10’ Side 240 190 Ensemble/HCC SB 10’ Split 247.29 190 Ensemble/HCC NB 10’ Split 248 190 McGowan SB 10’ Split 259.44 190 McGowan NB 10’ Split 254.57 190 Downtown Transit Center SB 10’ Split 240 190 Downtown Transit Center NB 10’ Split 240 190 Bell SB 10’ Split 240 190 Bell NB 10’ Split 240 190 Main Street Square SB 10’ Split 240 190 Main Street Square NB 10’ Split 240 190 Preston SB 10’ Split 240 190 Preston NB 10’ Split 240 190 U of H Downtown 10’ Center 220 190

Most platforms are 240 feet in length, and all are sized to accommodate two car trains and provide level boarding from a station surface 14 inches above top of rail. The edge of the platform is furnished with an ADA-compliant tactile warning strip. Pedestrian connections and walkways to and from platforms are clearly marked, and crosswalks and pedestrian signals are designed to accommodate the needs of the visually impaired.

1.3.3 CROSSOVERS AND TURNOUTS

Proceeding from South to North on the Main Street Corridor, crossovers are located as follows:

• Diamond crossover immediately north of the South Fannin Park and Ride Station • Universal crossover north of Old Spanish Trail (Smith Lands Station) • Single crossover (trailing point) south of Dryden and north of the Holcombe underpass • Universal crossover at Hermann Park Station (facing point crossover south of the station

platform, trailing point crossover north of the station platform) • Diamond crossover immediately north of the Wheeler station • Universal crossover south of the Downtown Transit Center Station


PHASE 2


• Single crossover (trailing point) between Congress and Franklin • Diamond crossover immediately south of U of H Station • Additional crossovers and turnouts are used in the yard.

The Operation Control Center (OCC) is the nerve center of light rail operations. The OCC is the primary location for control, supervision, monitoring, and dispatching of light rail operations, as well as managing light rail subsystems. The OCC is currently located in the Transtar facility, along with METRO’s bus dispatch, METRO Police and freeway traffic control systems. Because of the lengthy light rail service day, pattern of early pull-outs and late pull-ins, and blocking of trains for pull-out during the night, the OCC is staffed 24 hours a day 7 days a week. The OCC is the operational information center for the light rail system and provides the equipment, resources and focus required to make and carry out pertinent decisions pertaining to rail operations.

1.3.4 SERVICE CHARACTERISTICS

1.3.4.1 SERVICE STANDARDS

The objective of service planning is to determine the service provided, in terms of headway and train capacity, with the passenger-carrying capacity needed to meet anticipated ridership levels. During peak periods, sufficient capacity must be provided under the operating schedule to match peak demand forecasts given LRV loading capacity. During off-peak periods, the policy objective is to provide sufficiently frequent service to enable the light rail system to attract choice riders and provide a seat for all passengers insofar as operating resources and available fleet allows.

1.3.4.2 SPAN OF SERVICE

The Main Street Corridor system operates 7 days a week, and provides service approximately 20 hours per day. Earliest weekday pull-out occurs at 4:15 am, and the last pull-in occurs at 12:09 am (Monday through Thursday). Weekend and holiday service begins an hour later in the morning, however the last pull-ins occurs at the same time as on weekdays and at 2:47 AM on Fridays and Saturdays. The existing system consists of eighteen (18) Siemens cars operating through two major areas of the City of Houston. The Main Street Corridor north terminus is currently located downtown at the University of Houston Downtown Campus. The south terminus is located at Fannin South near a major sports and exposition arena the Reliant Center. The Main Street Corridor travels through the downtown area of Houston and the Medical Center District, which is home to one of the largest Medical Centers in the world today. The total mileage is approximately 7.5 miles in mixed traffic with a brief portion of exclusive right of way. The Maintenance Facility, which is used to service the vehicles, is located at the south terminus Rail Operations Center (ROC). System expansion of five new Rail Corridors currently under various stages of design will follow the current double track configuration with capabilities for reverse running. The current design philosophy is for each terminus station will have a center platform between two stub end tracks. Both tracks will be extended to hold a train consist of two vehicles beyond the end of the platform.


PHASE 2


Crossovers will be located upon approach at the terminal stations and at strategic intermediate locations throughout the system. The crossovers configuration will permit single track operation when necessary with minimal delays. Staging tracks may be planned at other strategic locations along the corridors.

The METRO Solutions Plan, approved by voters in November 2003, is a comprehensive transit plan that provides for improved transit services in a growing and heavy car-dependent community through 2030. This Plan will focus on the development of five corridors in the Houston area.

The corridors are identified below:

• North Corridor • East End Corridor • Southeast Corridor • Uptown Corridor • University Corridor

1.4 North Corridor

A new Light Rail Transit (LRT) service will begin at the Main Street Line’s current terminus at the University of Houston Downtown Station and continue northbound through the proposed Intermodal Terminal (a proposed major connection point for various transportation modes including LRT, realigned bus service and commuter rail activity) via the near north side neighborhoods to the Northline Mall Transit Center located adjacent to the Northline Mall, a distance of approximately 5.28 miles. The future Intermodal Terminal will be designed to accommodate the connectivity of various transportation modes. These modes include the Main Street Line, East End Line, re-aligned bus service and North Line, which extends north to the Northline Transit Center and future commuter rail activity. The corridor alignment travels north along Main Street turning east onto Boundary Street and north onto Fulton Street stopping at approximately Rebecca Street near the North Line Transit Center. In addition to Downtown Houston, the corridor travels through or near several established residential neighborhoods including the Near NorthSide, North Central, Silverdale, Ryon, Lindale Park, North Lindale, and Melrose.

1.5 East End Corridor

The East End Corridor extends 3.2 miles on its own alignment primarily on Harrisburg Boulevard before interlining with the Southeast and Main Street LRT lines. Inbound (westbound) service will travel from Magnolia Transit Center to a junction with the Southeast LRT at Bastrop Station. From Bastrop Station, the East End LRT will travel along the Southeast Corridor alignment on Texas Avenue and then transition to Capitol Avenue in the vicinity of Hamilton Street. The East End LRT continues on Capitol and then turns north to interline with the Main Street LRT until its terminus at Burnett Plaza. Outbound (eastbound) service will travel from Burnett Plaza interlined with the Main Street LRT to Rusk Street. The East End LRT will the turn east onto Rusk and interline with the Southeast Corridor, transitioning from Rusk to Texas Avenue in the vicinity of Hamilton Street.


PHASE 2


The interlined route continues until Bastrop Station, with the East End LRT traveling alone onto Harrisburg Boulevard to its terminus at the Magnolia Transit Center.

1.6 Southeast Corridor

LRT service will operate in the Southeast Corridor, from Downtown at Bagby/Smith Street. The alignment runs eastward through Downtown Houston in a split pair along Rusk St (eastbound flow) and Capital St (westbound flow). Just before crossing U.S. 59, the two tracks come together as the alignment turns north and continues east on Texas St. The line the joins Scott St traveling south, then east on Wheeler Avenue, south on Martin Luther King and east on Griggs St to the Palm Center Transit Center. The total length of the alignment is 6.26 miles.

In addition to downtown Houston, the alignment travels through several established residential neighborhoods, including the Third Ward, Riverside Terrace, West MacGregor Estates, Parkwood, University Oaks, as well as two universities: Texas Southern University and the University of Houston. The Southeast Corridor alignment is approximately 6.56 miles in length.

1.7 Uptown Corridor

LRT service will operate in the Uptown Corridor providing service to the Uptown/Galleria area. The alignment runs approximately 4.4 miles, from the Northwest Transit Center, traveling along the 610 West Loop turning west onto Post Oak Boulevard and will end approximately at Westpark Drive (University Corridor). Several options are being considered to interline Uptown service with the University line in order to provide the passengers a one-seat ride from the Galleria area to Midtown and the University of Houston.

Currently, there are studies underway to determine the feasibility of interlining the Uptown Corridor with the University Corridor at Westpark Drive heading west to the Hillcroft Transit Center and then traveling east to the Eastwood Transit Center.

The Uptown Corridor area is located six miles west of Downtown Houston, traverses the Buffalo Bayou and contains a mix of moderate to high-density multifamily and single family residential, and moderate to high-density office and retail land uses.

1.8 University Corridor

The University Line begins at the Hillcroft Transit Center and continues east via Westpark Drive (off-street). It crosses U.S. 59 and runs on-street along Cummins, Richmond, Wheeler, Hutchins, Cleburne, Dowling, Alabama, Scott and Elgin to the Eastwood Transit Center totaling 11.3 miles.

The service area for the University Corridor consist of four (4) university environments, two major activity centers, various retail establishments and numerous residential communities and three transit centers.

The University Corridor will provide the system with a Service & Inspection facility at the Hillcroft Transit Center and 1.3 miles of non-revenue track west of the Hillcroft Transit Center designated to be used as a Test Track. With the addition of the Service & Inspection Facility and the “Test Track”, METRO will have the ability to perform minor repairs and test the LRT vehicles. The University line will have a non-revenue connection with the existing Red line at Main Street connecting the line to the system including the existing ROC.


PHASE 2


Additionally, the University Corridor will have platform to platform interconnectivity with the Southeast Corridor at Scott Street.

Service levels established for each corridor will support and complement a high frequency operation by creating a network foundation. These service levels are designed to be compatible with the existing Main Street line. Therefore, METRO’s Rail operations will define the high frequency, high capacity foundation to support the entire transit network.

Exhibit 1.1. Planned Corridors and Existing LRT System


PHASE 2


2 SERVICE CHARACTERISTICS

Project assumptions, providing the basis for METRO Solutions Phase 2 operating and maintenance requirements and operating strategies, are highlighted in the following sections These requirements include forecast patronage levels, hours of operation, frequency of LRT service, travel times, and fleet requirements. The following data presented is for Years 2012- and 2015.

Exhibit 1.1 Service Intervals


Peak (min.)

Off-Peak (min.)

Late Evening (min.)

Day (min.)

Late Evening (min.)

Main St. / North 6 6 15 12/15 18 East End 10 15 30 15/30 30 Southeast 10 15 30 15/30 30 Uptown 10 15 30 15/30 30 University 6 6 15 12/15 15

2.1 Ridership Forecast

Ridership forecasts for all the five LRT lines were developed using Houston METRO’s long range travel demand model set. This model set is fundamentally identical to the regional model used by Houston-Galveston Area Council, the local MPO. The transit component of the model has been calibrated to recent ridership counts taken by Houston METRO. For the Phase II rail lines, the ridership forecasts at opening is projected to be 63,650 daily boardings. By 2030, ridership is projected to reach 135,500 assuming the full build-out METRO Solutions Plan is in place.

Table 1.2 Daily Ridership by Line

Corridor 2012-15 2030* North 12,000 29,000 East End 8,500 17,000 Southeast 9,500 28,000 Uptown 6,000 12,500 University 27,650 49,000 Total 63,650 135,500


The patronage forecasts are for the METRO Solutions Phase 2 program only. For the opening year forecast (2012-2015), only Phase 2 LRT network was assumed to be in place. For the long term forecast, Full Build-Out METRO Solutions Plan was assumed. However, the 2030 ridership reported is for the Phase 2 segments only.


PHASE 2


2.2 Hours of Operation

The revenue service span of operations is depicted in the table below. LRT hours of operation in 2012-2015 are expected to remain the same in 2030.

Corridor Weekdays Saturdays Sundays Main St. / North 4:30 am–12:30 am 5:30 am–12:30 am 5:30 am–12:30 am East End 4:30 am–12:30 am 5:30 am–12:30 am 5:30 am–12:30 am South East 4:30 am–12:30 am 5:30 am–12:30 am 5:30 am–12:30 am Uptown 5:00 am–12:30 am 5:30 am–12:30 am 5:30 am–12:30 am University 4:30 am–12:30 am 5:30 am–12:30 am 5:30 am–12:30 am

2.3 Service Standards

Service standards include vehicle loading standards and service frequency standards, and establish the maximum loading levels and waiting time that passengers can expect.

2.3.1 Vehicle Loading Standards

The following vehicle load levels are used:

AW1 Fully seated load AW2 Fully seated load plus normal standing capacity AW3 Fully seated load plus crush standing capacity

Each LRT vehicle will accommodate 50 passengers AW1 loading. A standard of 2.7 square feet per standing passenger has been set for AW2 loads and 1.8 square feet for crush AW3 loads. Using these standards, a LRT vehicle can accommodate up to 205 @155 lbs. per passenger at normal loads and 282@155 lbs. per passenger at crush loads. NOTE: Once the vehicle has been selected and delivered, various tests will be conducted to determine the correct load factor to apply to the LRT service. Passenger safety and comfort will be an important factor in establishing this standard.

2.4 Peak Load Points: Station Boarding and Alighting

The following data is based on alignment, station location and operating assumptions. As of April 2008, the data is still being reviewed and will be continually updated as applicable. The tables contain AM Peak hour station boarding in both directions in the near term (years 2012-2015).


PHASE 2


Main Street/North Corridor AM Peak Hour Ridership (2012-2015)

Station Name Southbound Station Name Northbound

Exits Boardings Exits Boardings

Northline 0 590 Fannin South 0 2520 Melbourne 10 20 Reliant 20 370 Graceland 20 110 Smithlands 180 410 Cavalcade 10 80 TMC Transit Center 100 920 Moody Park 10 30 Dryden TMC 870 10 Boundary – Panama/Fulton 20 140 Memorial Hermann 820 10 N. Main/Quitman 20 440 Hermann Park 40 30 Burnett 70 810 Museum District 70 50 University of Houston 20 10 Wheeler 90 760 Preston 120 440 Ensemble/HCC 30 30 Main Street Square 380 260 McGowen 40 40 Bell 140 60 CBD Transit Center 80 40 CBD Transit Center 80 70 Bell 410 20 McGowen 40 30 Main Street Square 1570 50 Ensemble/HCC 60 20 Preston 370 40 Wheeler 410 380 University of Houston 50 0 Museum District 40 20 Burnett 230 120 Hermann Park 40 20 N. Main/Quitman 150 20 Memorial Hermann 860 10 Boundary – Panama/Fulton 60 10 Dryden TMC 440 10 Boundary – Panama/Fulton 10 10 TMC Transit Center 260 60 Moody Park 40 10 Smithlands 260 20 Cavalcade 50 10 Reliant 150 10 Graceland 10 10 Fannin South 140 0 Northline 190 0 Maximum Peak Hour Load 2350 Maximum Peak Hour Load 3900


PHASE 2


East End Corridor AM Peak Hour Ridership (2012-2015)

Station Name Inbound Station Name Outbound


Magnolia Transit Center 0 280 Intermodal Terminal 0 490 Harrisburg/Chavex/66th 0 70 University of Houston 10 0 Harrisburg/Latham 10 80 Preston 50 20 Harrisburg/Lockwood 10 50 Main-Fannin @ Capitol 310 60 Harrisburg/Everton 10 60 Capitol @ Crawford 20 20 Harrisburg/York 10 20 Dowling 40 10 Dowling 30 10 Harrisburg/York 30 10 Capitol @ Crawford 60 10 Harrisburg/Everton 10 10 Main-Fannin @ Capitol 200 10 Harrisburg/Lockwood 30 10 Preston 110 20 Harrisburg/Latham 40 10 University of Houston 10 0 Harrisburg/Chavex/66th 40 10 Intermodal Terminal 170 0 Magnolia Transit Center 70 0

Maximum Peak Hour Load 550 Maximum Peak Hour Load 500 Note: Station locations shown above have not been finalized. They are currently being revised. Southeast Corridor AM Peak Hour Ridership (2012-2015)

Station Name Inbound Station Name Outbound


Palm Center 0 640 Smith 0 120 McGregor Park 0 40 Fannin 0 40 East University 10 40 Crawford 0 30 Cleburne 10 100 Bastrop 20 20 Elgin @ Scott 10 60 Leeland 40 10 Leeland 10 30 Elgin @ Scott 60 10 Bastrop 50 10 Cleburne 20 10 Crawford 110 0 East University 20 10 Fannin 400 0 McGregor Park 10 0 Smith 310 0 Palm Center 60 0 Maximum Peak Hour Load 1250 Maximum Peak Hour Load 200


PHASE 2


Uptown Corridor AM Peak Hour Ridership (2012-2015)

Station Name Southbound Station Name Northbound


Northwest Transit Center 0 800 Richmond @ Sage 160 30 Memorial Park 20 30 Richmond 10 10 Uptown Park 40 40 West Alabama 220 20 San Felipe 50 60 Westheimer 120 40 Westheimer 60 110 San Felipe 60 20 West Alabama 120 60 Uptown Park 70 10 Richmond 10 20 Memorial Park 40 10 Richmond @ Sage 90 170 Northwest Transit Center 470 0

Maximum Peak Hour Load 800 Maximum Peak Hour Load 900 University Corridor AM Peak Hour Ridership (2012-2015)

Station Name Eastbound Station Name Westbound


Hillcroft Transit Center 0 1580 Eastwood Transit Center 0 180 South Rice 460 550 Cullen 10 40 Newcastle 140 90 UH/Alabama 10 30 Wesleyan 110 50 Tierwester 10 40 Cummins 750 60 TSU 10 60 Greenway 10 10 Dowling 10 110 Kirby 250 40 Almeda 10 30 Shepherd 30 40 Wheeler 160 340 Dunlavy 10 80 Montrose 30 90 Montrose 30 60 Dunlavy 10 90 Wheeler 590 80 Shepherd 20 70 Almeda 20 10 Kirby 130 50 Dowling 50 10 Greenway 10 10 TSU 20 10 Cummins 340 60 Tierwester 20 10 Wesleyan 50 20 UH/Alabama 90 10 Newcastle 60 50 Cullen 30 10 South Rice 200 120 Eastwood Transit Center 80 0 Hillcroft Transit Center 340 0 Maximum Peak Hour Load 1700 Maximum Peak Hour Load 800 Note: The station locations have not been defined yet. There may be up to two additional stations – Eastside and Gulfton – added to the University Corridor


PHASE 2


Full Buildout Ridership (2030)


SOUTHBOUND

Incoming load from IAH extension 2,030

Exits BoardingsNorthline Mall 130 480Melbourne 10 30Graceland 40 130Cavalcade 40 100Moody Park 10 40Boundary - Panama / Fulton 30 180N.Main/Quitman 90 500Burnett 230 920Univ. of Houston 40 10Preston 200 240Main Street Square 860 350Bell 270 70CBD Transit Center 130 70McGowen 60 40Ensemble / HCC 90 20Wheeler 620 570MUSEUM(SOUTH) 50 30Hermann park 50 20Memorial Hermann 1,190 10DRYDEN 660 10TMC TC 390 70SMITHLANDS 360 20Reliant 190 10Fannin South 180 0


AM Peak Hour


PHASE 2



NORTHBOUND

Exits BoardingsFannin South 0 2,930Reliant 30 470SMITHLANDS 220 510TMC TC 110 1,560DRYDEN 1,060 10Memorial Hermann 980 10Hermann park 40 40MUSEUM 70 60Wheeler 100 1,020Ensemble / HCC 40 30McGowen 50 50CBD Transit Center 100 50Bell 510 30Main Street Square 1,660 150Preston 370 40Univ. of Houston 50 10Burnett 240 310N.Main/Quitman 180 80Boundary - Panama / Fulton 70 30Moody Park 10 10Cavalcade 50 30Graceland 60 20Moelbourne 10 10Northline Mall 180 110

Outgoing load 1,380


AM Peak Hour


PHASE 2


2030 Full Build out scenarioSoutheast LRTAM Peak Hour Demand INBOUNDIncoming load from Hobby extension 1,300

Exits BoardingsPalm Center 20 720McGregor Park 10 40East University 10 50Cleburne 140 460Elgin @ Scott 50 80Leeland 30 40Bastrop 60 50Crawford 120 50Fannin 210 70Smith 1,380 140


OUTBOUNDIncoming load from Inner Katy extension 2,300

Smith 1,120 80Fannin 700 110Crawford 110 70Bastrop 60 40Leeland 60 10Elgin @ Scott 90 20Cleburne 110 80East University 30 10McGregor Park 20 10Palm Center 40 50


AM Peak Hour


PHASE 2



WESTBOUND

Incoming load from Telephone Rd 1,370

Exits boardingsMagnolia Transit Center 50 180Harrisburg / Chavez/66th 40 100Harrisburg / Latham 40 110Harrisburg / Lockwood 40 70Harrisburg / Everton 10 90Harrisburg / York 30 20Dowling 110 10Capitol @ Crawford 180 10Main - Fannin @ Capitol 660 10Preston 280 10Univ. of Houston 30 0Intermodal 510 0

Maximum Peak Link Volume 1,750


EASTBOUNDExits boardings

Intermodal 0 700Univ. of Houston 10 0Preston 50 40Rusk @ Main 300 110Rusk @ Jackson 20 40Dowling 50 20Harrisburg / York 40 10Harrisburg / Everton 20 20Harrisburg / Lockwood 50 20Harrisburg / Latham 50 30Harrisburg / Chavez/66th 60 30Magnolia Transit Center 70 60

Maximum Peak Link Volume 700

AM Peak hour

AM Peak hour


PHASE 2


Full Buildout ScenarioUptown Corridor LRT (interlined with University Line)AM Peak Hour Demand

Stations exits boardings

Northwest TC 0 1080Memorial Park 30 50Uptown Park 60 60San Felipe 70 90Westheimer 90 150West Alabama 170 90Richmond 20 30Richmond @ Sage 130 230


Stations exits boardingsincoming load from University branch 1400Richmond @ Sage 220 50Richmond 20 20West Alabama 300 30Westheimer 170 60San Felipe 90 30Uptown Park 100 20Memorial Park 60 20Northwest TC 670 0


SOUTHBOUND

NORTHBOUND

Year 2030

Year 2030


PHASE 2


2.5 Service Frequency Standards

The frequencies identified in this operating plan are established to support a high frequency operation for creating the network foundation. These frequencies are designed to be compatible with the existing METRO Rail service. Therefore, the newly added LRT Service and the O&M Contractor along with METRO’s Rail Operations will define the high frequency and capacity foundation to support the entire network. The following service frequency standards have been established for the LRT operation. The rail service schedules will be established based on clock headways with vehicles arriving and departing the future North Intermodal Facility concurrently. Note: Presently there are several options and interlining scenarios still being contemplated, which will interline East End and Southeast lines through downtown Houston, or a combination of one line continuing west and the other line interlining with the Main Street line to Burnett Plaza.

Service Frequency, 2012-2015


Peak (min.)

Off-Peak (min.)

Late Evening (min.)

Day (min.)

Late Evening (min.)


Service Frequency, 2030


Peak (min.)

Off-Peak (min.)

Late Evening (min.)

Day (min.)

Late Evening (min.)


Note: Weekend daytime headways will be adjusted from 12 minutes in the North, East End and South Corridors, if ridership increases.

2.6 Travel Times

Estimates of one-way and round-trip running times, recovery, dwell and layover times for the rail service in all five corridors was developed to establish an analysis of the fleet requirements to operate the service.


PHASE 2


In time, these estimates will be revised using the actual performance characteristics of the vehicles and the area trip tables for the corridors as selected for METRO Solutions Phase 2. Preliminary estimates of distances and trip times are shown in Exhibit 2.2.

Exhibit 2.2 – One-way Distances Estimated Run Times

Corridor One Way Run Time

Round Trip Run Time

Terminal Layovers

Total Round Trip Time

North / Main Street 54.5 109 12 121 Southeast 23 46 12 58 East End 21 42 12 54 Uptown 20 40 12 52

University - Terminus: EWTC 46 92 12 104

Source: Information based on preliminary schedules & Houston METRO’s Long Range travel demand model results. Assumption: The total round trip time shown in the last column of the above table includes dwell times of 30 seconds per station and lay over time of 6 minutes at each end.

2.7 Fleet Requirements

The calculation of vehicles needed to support the services defined above is detailed in the LRT Fleet Management Plan, which should be read in conjunction with this document. A summary of the fleet requirements is shown in Exhibit 2.3a, 2.3b and 2.3c below.

Exhibit 2.3a – Peak Period Trains Required to Fulfill Schedule

Corridor

2012 – 2015 2030 Cycle time


Cycle time


North / Main Street 121 / 6 = 20 121 / 6 = 20 Southeast 58 / 10 = 6 58 / 6 = 10 East End 54 / 10 = 6 54 / 6 = 9 Uptown 52 / 10 = 6 52 / 6 = 9 University 104 / 6 = 17 104 / 6 = 17 TMC Shuttle 29 / 6 = 2 29 / 6 = 5

Table 2.3a, provides a calculation of the trains required in service for each corridor, based on the cycle times and headways identified above. The focus of the system operating approach is to provide high frequency service to attract passenger confidence and use, and improve network connectivity. Tables 2.3 (b and c) summarizes the projected system fleet requirements for the Years 2012-2015 and 2030. The number of vehicles required to provide daily service on a system at any given time of day is a function of passenger demand, vehicle loading standards, headways, routings, and cycle times. Accommodating Peak Demand at Texas Medical Center Area TMC Shuttle trains Currently, the maximum load point during the peak period occurs near the Texas Medical Center (TMC) area (north bound, approaching the Dryden station). The results from the travel model indicate this pattern will continue in future as the TMC grows in size.


PHASE 2


2.8 Operating Statistics

Vehicle statistics developed were based on the estimated fleet requirements. The calculated data is based on daily miles and hours times 255 weekdays, 52 Saturdays and 58 Sundays/Holidays in a given year. It is projected that the average mileage per vehicle will be approximately 60,000 miles annually. Source: Information based on the development of preliminary schedules.

2.9 Bus Service Integration

A program of route and service modifications will be introduced to complement rail service system-wide. METRO and the O&M Contractor understand that rail operations requires support of the bus network to provide customers traveling in the various corridors the most efficient and effective use of the transportation system. There will be multiple opportunities for interface between the rail and bus systems, providing a seamless mode of travel. Bus routes will be modified to feed customers into the rail system and away from the rail system. Bus interface opportunities will include the downtown Central Business District, the university environments, medical district, Galleria area, and on street transferring opportunities at all rail stations. The objectives of planned route and schedule modifications include:

• Establish compatible spans of service and frequencies between rail and bus service; • Reduce, reroute or eliminate duplicate services; • Create or improve local circulator service to major centers in each corridor; and • Establishing attractive transferring environments at connection locations.

The criteria for the proposed route and schedule modifications will be based on the following service objectives:

• Design an efficient, cost effective multi-modal transportation network to support the new rail corridors

• Design quality transportation services to support the major capital facilities; • Support “Special Events” and activities throughout the rail corridors; • Reinvest any bus hour savings in connectivity improvements; • Reduce customer inconvenience during the various stages of construction; and • Maintain a high level of customer confidence in the use of the multi-modal transportation

network. Additionally, Operations Planning is preparing a detailed analysis that will highlight overall bus service integration with the new rail corridors.


PHASE 2


3 FACILITIES AND EQUIPMENT

This section provides an overview of the facilities and equipment that will be provided to the O&M Contractor to operate and maintain METRO Solutions LRT Service.

3.1 Communications and ITS

The existing METRO communications system, which currently supports bus and light rail operations and general system business needs, will be expanded to support METRO Solutions LRT Service. It is anticipated that the communications systems for the rail service will, at a minimum, be comprised of operations and maintenance radio, public address, passenger information system, operations and maintenance telephone, internet protocol video (IPV), supervisory control and data acquisition (SCADA), communication transmission system (CTS), and wireless audio, data and video transmit and receive system. The O&M Contractors operations and maintenance radios with multiple channels will be compatible with the existing METRO communications system and/or any system to be deployed by METRO during the implementation period for the METRO Solution projects, will operate with all the features of METRO’s existing systems. The radios will provide for two-way, full duplex communication between the dispatchers and the operator of all vehicles in the service area and within the yard operation. All radio conversations will be recorded. In addition, a sufficient number of hand-held portable transceivers (walkie-talkies, or equivalent) will be provided for maintenance, complete with rechargeable battery and belt loop carrying case with cover. Multiple radio charging units will be provided. The public address and passenger information signs (PA/PIS) will provide automated audio and visual announcements to riders on-board the vehicles that comply with ADA requirements found in 49 CFR Parts 37.167 and 38.35. The announcements will be triggered by an AVL system. Each station will have automatically controlled PA/PIS information that complies with ADA requirements found in 49 CFR Parts 37.167 and 38.35. The announcements will be triggered through the AVL by the approaching vehicle. The audible messages and displays will provide passengers with information including the arrival time of an approaching vehicle, the vehicle destination, supplemental service messages, and other pertinent announcements. A one-way, hard-wired public address (PA) subsystem will be provided for use by the Operations Control Center for paging and/or making announcements. Coverage will extend to all rail stations and the maintenance facility. IPV equipment will be provided on board LRT vehicles, at each station and at the maintenance facility with coverage of the station, parking facilities, approaches, maintenance facility.

3.2 Passenger Vehicles

LRT vehicles are the Siemens 70% and CAF 100% low floors, with doors on each side of the vehicle, allowing passengers boarding from the station platform in a very efficient manner. The vehicle procurement approach is for the selected manufacturer to provide a service proven standard vehicle, capable of operating within the Houston Metropolitan service area’s environment.


PHASE 2


LRT vehicles will be equipped with Automatic Passenger Counters (APCs) to provide daily counts of the individuals riding the service. The APC system should have the ability to retrieve data from the LRVs from a designated location. LRT vehicles will also have an on-board security camera system. Other communications equipment on the vehicle include a PA system to enable Rail Operators to make announcements to passengers on the vehicle via speakers located in the passenger compartment, and to persons along the wayside via side-mounted speakers. The O&M Contractor will perform certain analytical, cost effective and feasibility studies to determine how the mixture of LRT vehicles (CAF 1000 & Siemens S70 series)) will be distributed and utilized throughout the entire system.

3.3 Signaling System

The O&M Contractor will be responsible for METRO’s LRT service operation which is primarily within the City of Houston streets. All operating personnel are in compliance with line-of-sight operations rules, regulations and guidelines. Line-of-sight operation; means that the operator is always in control of the LRT vehicle. In street operation, the speed of the train must not exceed the posted traffic speed limit in each line segment. Various elements of a traditional rail signal system will be used along the alignment to enhance safety and to improve the efficiency of train operations. For safety reasons street crossings along the rail alignment are limited to traffic signal protection at intersections. The rail signal system is designed for safe operation while minimizing intervals between trains within the traffic signal system. To achieve balance, LRT service will use traffic signals with a signal preemption and priority system in some areas. Pre-emption is used in conjunction with traffic gate operation at gated intersections. Interlocking protection will be provided for safe train operation through interlockings at all times. An automatic vehicle location (AVL) system will be provided, that includes all of the necessary equipment and hardware to process the vehicle location with high resolution. The vehicle location data will be continuously available to the Operations Control Center (OCC) and will provide a graphic display of the LRT vehicles at every point along the route. The AVL will communicate with the vehicle on-board public address and passenger information message signs (PA/PIS) systems and the station PA/PIS to initiate next stop and station announcements. The AVL system will also communicate with the wayside traffic signal priority or preemption system.

3.3.1 Wayside Bar Indication Signals

Wayside bar indicator signals integrated with the traffic signal system govern movement through street intersections equipped with traffic signals. Signalized intersections that are not equipped with gates are equipped with a bar signal indication display, which provides information to the train operator on the status of the applicable traffic signal at the intersection. The bar signals are mounted between the tracks at most stations with some exceptions at some stations where they are mounted horizontally on a signal mast above the station platform. The wayside bar indication signal displays aspects that reflect the status of traffic signals at the intersection:


PHASE 2


• A horizontal bar – “stop” all train movement • A flashing horizontal bar – “stop” signal is in transition mode

(upgrading within 5 seconds) • A vertical bar – “proceed” train movement • A flashing vertical bar- “proceed if safe to do so” signal is in transition mode, signal

priority is about to change to horizontal within 5 seconds. All wayside bar signal indication signals are positioned to allow the train operator an unobstructed view as the train approaches the signal.

3.4 Stations

Initially, there will be a total of (73) stations along the five corridors (including Main Street)of the rail system. The East End and Southeast service will use the same downtown stations when providing service in the Central Business District. Exhibit 3-1 summarizes the anticipated number of stations to be served in 2012-2015 and 2030.

Exhibit 3.1 – Stations Requirements

Station Stops 2012-2015 Number of Stations

Main Street / North 24 East End Corridor 12 Southeast Corridor 10 Uptown Corridor 8 University 19 TOTAL 73

Station spacing averages 0.5 mile with a maximum of 0.85 mile. Stations have center, side or center split platforms, according to the site requirements at each location. Station platform lengths are minimum 200 feet and maximum 250 feet, with some exceptions at 190 feet. All stations provide level boarding on to light rail vehicles from platform service approximately 14 inches above top of rail. All platform edges have an ADA compliant tactile warning strip. All stations will be ADA compliant, and will be easily accessible to passengers via stairs, elevators, crosswalks or access ramps. Some stations will have adjacent parking facilities and/or bus and automobile pull-in and drop-off lanes. Pedestrian connections and walkways to and from station platforms are clearly marked; crosswalks are designed to accommodate the needs of the visually impaired. Stations will be designed for unattended operations. Automated ticket vending machines (TVMs) will be located on platforms or near station entrances and will sell a full range of tickets. TVMs will have intrusion detection and status monitoring equipment. Communications equipment at stations will include station PA equipment, emergency telephones and/or public assistance phones that provide direct communications with the OCC personnel, and panic alarm buttons in elevators. Local controls will be provided for station elevators and lighting. Lighting for stations and parking areas may be equipped with timing devices that will automatically reduce lighting


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intensity to low-level security lighting during non-revenue hours. Station materials were selected to maximize durability and resistance to vandalism and to minimize maintenance.

3.5 Yard and Shop Facilities

Two out of the three new maintenance facilities will be designed and built to accommodate light maintenance (service/inspection). The third facility will provide storage of LRT vehicles, an interior cleaning (platform), exterior cleaning (wash/rack), an operator ready room, administrative and supervisor offices. Additionally, the ROC will house a satellite OCC including network monitoring ability and supporting functions. The sections below highlight key aspects anticipated for the maintenance facilities. The facilities will be located to maximize the operational efficiency of the service and to support daily pullouts under all weather conditions.

3.5.1 Operations Facilities

Operations facilities will be provided to support the overall function of the service and the shop. These functions include:

• Operations Control Center • Rail Operating Facilities

3.5.1.1 Operations Control Center

The OCC is located at Houston’s TranStar. The TranStar facility will house the central control room, its associated equipment space and all support facilities specifically for the use of control room personnel. The OCC will be sized and have the capabilities to provide centralized control and management to meet all of the operational requirements for the entire Rail System. The operational requirements included are train control, power removal, power restoration, signal control, SCADA, auxiliary power, network systems, systemwide communications, IPV monitoring and operations oversight. The OCC will provide an integrated communications and control system, which will allow OCC personnel to communicate with rail operators, field personnel, managerial, supervisory, emergency response personnel and METRO personnel at 1900 Main (14th Floor) and the ROC. The system will also allow for the monitoring and activation of control and supervisory systems provided within the project scope. OCC personnel will be able to initiate supervisory control action from graphic displays at workstations. A control console providing IPV monitors and a radio and telephone communication capability will be developed as required for service operation. A SCADA system will be provided to monitor the operational status of the rail service to ensure a safe, secure and reliable operation. This will include the ability to collect the control indications, alarm points at each station, and transmit the signal over the CTS remotely for collection in the OCC. CTS may be configured using fiber optics, hardwired cabling and network equipment, and/or wireless systems.


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Computer terminals and printers will be installed at OCC to allow Controllers to transmit and receive information entered in automated management information systems. Key METRO personnel will also receive this information. Dual power supplies will ensure that uninterrupted power is available for OCC activities. Redundancy, backup memory, and security will be built into the computer systems so that information is not lost or easily falsified. Recording and data storage capabilities will be included to support accident/incident investigation and analyses, and for other management use. An equipment room will be built to house the main computer system necessary to support the OCC. A television and operations room will be provided to house all support equipment required for IPV monitoring. In addition, an observation room and situation room will be provided to allow viewing of OCC operations by personnel and visitors. The Situation Room will allow interagency coordination during emergencies. Additionally, this facility will serve as the facility for all rail operational functions. The operating facility includes the following functional areas: administrative and supervisor offices, safety and training rooms, station office, lunch/break room, a kitchen, a quiet room, lockers and restrooms, storage areas, signup and conference rooms, staff, visitor and delivery parking. Additional information will be provided at a later stage of the design. The OCC is a critical component necessary for the safe and efficient operation of the rail system.

3.5.1.2 Maintenance and Repair Facilities

The O&M Contractor will maintain the fleet utilizing a combination of four facilities. The existing Rail Operations Center will be expanded to maximize storage and to become the heavy repair facility for the system. In addition the cleaning and preventive/corrective maintenance of a portion of the fleet, this facility will perform all heavy repair work for the entire fleet including any body work or painting of the vehicles that may be necessary. A service and inspection facility will be located at the end of the East End corridor. This facility will perform vehicle cleaning, preventive/corrective maintenance, vehicle storage and component change-out. This facility will service vehicles from North Corridor, Southeast Corridor and the East End corridor. A similar service and inspection facility will be provided in the future on the University Corridor near the west end of the University Corridor. This facility will perform the same functions described in the East End Facility including the following; a maintenance and systems shop for the repair of items removed from the LRT right-of-way and fixed facilities. University Corridors vehicles and the Uptown Corridor vehicles will also be stored at this facility. A storage facility will be provided at the end of the Southeast Corridor. This facility will provide vehicle cleaning, daily (visual) inspections and vehicle storage for Southeast Corridor vehicles.


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Exhibit 3.5 – Maintenance Facilities Additionally, it is anticipated at this stage in the project additional storage will be necessary at the ROC. Subsequently, the ROC expansion will include additional vehicle storage capacity, storeroom capacity and machine shop area capacity and the following LRT service, inspection, and repair facilities:

• A truck shop for repair/overhaul of vehicle trucks and change-out of truck components

• A wheel and axle shop for dismounting and pressing wheels, bearings, and drive gears from and onto axles, boring and machining axles, replacing bearings and drive gears

• A motor shop for testing and repair of motors and gearboxes

• Coupler shop for testing and repair

• A wash facility for exterior vehicle cleaning and a platform for interior vehicle cleaning

• A running repair location for scheduled servicing & inspection, minor repairs and change-out of minor components

• A heavy repair area for vehicle overhauls, major repairs and modifications

• An electronics shop for repairing electronic equipment and components

• Overhead platforms equipped w/workbenches, cabinets, safety and lubrication equipment

• A brake shop for testing and repair of brake system components

• An HVAC shop for testing and repair of HVAC system components

• A body and paint shop for repair and painting of vehicles

• Component shops for vehicles including:

a. Welding Shop b. Electronics Shop c. Mechanical Room d. Sheet metal Shop e. Machine Shop

ITEM

FACILITY NAME

CURRENT CAPACITY

2012 CAPACITY

ADDITIONAL POTENTIAL CAPACITY

FUTURE 2030

CAPACITY Max

1 Rail Operations Center (ROC)

18

40

20

60

2 Southeast Corridor Storage Facility

N/A

13

16

29

3

University Corridor Service & Inspection Facility

N/A

44

0

44

4

East End Service & Inspection Facility

N/A

35

15

50

5 Total Capacity 18 132 51 183


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3.6 Management Information Systems

A computer-based management information system (MIS) will be used to facilitate the planning, coordination, and management of rail operations and maintenance activities.

3.6.1 System Description and Applications

M4 is currently used by METRO as its Maintenance Management Information System (MMIS). The current system interfaces with an Oracle database for report generating capabilities and is utilized for METRO’s warranty recovery. The M4 system is not currently linked with METRO’s financials, therefore manual entries are required to ensure proper inventory/cost management is reported in M4. The O&M Contractor will have the flexibility to define and establish what system it will utilize for Vehicle and MOW maintenance history. An OCC log is utilized to inform the responsible maintenance section of any defect noted on Rail system as well as document other aspects of the Rail System. Similarly, a LRT Maintenance Management Information System (LRTMMIS) will be developed to perform the following functions:

• Generate work orders • Track faults and actual time to repair items • Schedule maintenance activities • Log unscheduled maintenance activities • Monitor equipment inventory and cost • Provide factual record of performance for maintenance staff • Monitor labor cost • Linear Asset Management • Incident Reporting

3.6.2 Hardware and Software Management Plan

Data from various systems ideally should be continuously replicated at an off-site location to mitigate against data loss in the event of system failure. An alternative to continual replication would have nightly back-up of data, to be stored at an off-site location. Software and hardware systems will be updated as needed along with necessary hardware systems undergoing normal scheduled maintenance to prevent failure. The Facility Provider is to develop a Hardware and Software Management Plan to ensure the health of systems operating and supporting the vehicles.

3.6.3 Asset Replacement Plan

Systems assets, such as PCs and servers should be replaced after the useful life of the asset is expended and after reasonable attempts at system expansion is undertaken. Capital Asset Replacement Plan (CARP) will be implemented within the first five years for systems and equipment that is subject to early obsolescent and will take effect for other systems, infrastructures and facilities on the 5th year and beyond to maintain the LRT corridors in the State of Good Repair (SOGR).


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3.6.4 Software Upgrade

All software should be updated as necessary to continually support maintenance functions of the LRT service. Each software release must follow established protocols, including beta testing before systemwide implementation.

4 NORMAL OPERATIONS

This section describes anticipated normal operations on the Rail service, including daily vehicle operations, terminal station operations, yard operations, and special event operations. All rail operations will be directed from the OCC.

4.1 Operations Control Center

The OCC will be staffed 24-hours a day, 7 days a week, and 52 weeks a year. During the two day shifts, when peak service periods will occur, the facility will be staffed by at least six Rail Controllers. During the night shift and on weekends, four Rail Controllers will be on duty. Rail Controllers will be responsible for the monitoring movement of LRT vehicles, facilitating communication, monitoring personnel along the right-of-way, at all times. They will monitor activities at all rail stations and will respond to emergency telephone calls, conditions observed on IPV monitors, and system alarms and annunciations. Pre-recorded synthetic voice option will be used as standard announcements. Under special circumstances, Rail Controllers may make announcements to passengers at stations over the PA system, and direct operators to use the vehicle PA system to relay pertinent information to passengers’ onboard LRT vehicles. All emergency calls received by the rail controller at the OCC should immediately transfer to METRO Police at TranStar. All yard movements will be communicated on a separate radio channel and monitored by yard supervisors at the rail operating facilities prior to and after the moves have been made. All operators reporting to duty, including those assigned to the yard, relief and extra board duty, will report to the rail operating facility (where they will sign the Employee Register certifying that they are fit for duty, and that they have read, understand, and have copies of all required rulebooks, manuals, equipment, and transportation notices). Adequate supervisory controls will be put in place to ensure that employees are properly dressed and fit for duty. Operators pulling out of the facility will report to the rail operating facility to receive their daily assignments. At that time, the operator will be informed of their LRT vehicle assignment and location. Prior to departing the facility, the operator will call the OCC for authorization to enter the Main Line. Relief operators will report to a designated facility to receive their assignments. Relief operators will call the OCC to receive operational clearance when beginning their runs. Extra board operators will be informed of their duty assignments as the assignments become available.

4.2 Daily Operations

Normal rail service will be provided according to established operating schedules. The normal direction of traffic will be on the right-hand side in the direction of travel. LRT vehicles will stop at all stations along their route alignment.


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A typical daily operation of the Rail service will start with the vehicles departing the operating facility to begin revenue service at 4:30 a.m. during weekdays and begin service at 5:30 a.m. on weekends. During a.m. and p.m. peak period, each vehicle will operate the entire length of the route for each trip. After 9:30 p.m., a certain number of vehicles will be removed from service. The remaining vehicles on the routes will continue to operate over the full length of the alignments at less frequent intervals.

4.3 Daily Pre-Revenue Operational Procedures for LRT Service

Prior to the start of each day, the O&M Contractor’s Rail Maintenance Department will prepare a vehicle plan that will identify the vehicles available for revenue service and those vehicles that will remain in the yard as operational spares as well as vehicles scheduled to be in the shop for maintenance. Yard Operators will position the vehicles in the yard in the order of priority for departures. A daily rail pull-out report with run assignments and vehicle yard location assigned for revenue service will be provided to the Rail Operations Department prior to revenue service. If there are occasions when insufficient vehicles are available to satisfy the operating schedule, the O&M Contractor will develop a contingency plan, consistent with established procedures. The contingency plan should not compromise the safety of passengers or operators and the authority’s ability to provide quality service to the public. The contingency plan must be submitted and approved by METRO prior to implementation. Before LRT vehicles depart for revenue service, the operator will inspect the exterior of the vehicle, board and walk through the vehicle to inspect for cleanliness, vandalism, and perform various pre-departure tests, including those prescribed in METRO’s Rail System Rulebook and/or standard operating procedures manual. A quality control program will be developed, that includes methods to assure the cleanliness, appearance and serviceability of all equipment. By developing minimum serviceability standards that must be reported by operators and maintenance personnel, substandard conditions will be easily identified and tracked. If an equipment failure is identified during the pre-departure check, the operator will notify the Station office on the yard of the problem. If the problem will not affect safety or reduce service levels below acceptable limits, the Station Office will generate a work request and the vehicle will be repaired after its scheduled run. If the problem is more severe, the Station Office will coordinate with Vehicle Maintenance and arrange for the failed vehicle(s) to be moved to the shop or to a storage area to await maintenance. A replacement vehicle will be moved into place for a vehicle ready for service inspection, and positioned for departure. One spare vehicle per LRT corridor should always be prepared ahead of time to quickly respond to such failures. At the end of their revenue service run, all vehicles will be brought back to the yard. Based on the information contained in the daily vehicle plan, the Station Office will route the vehicles to appropriate yard storage locations or to the shop for maintenance. The Station Office will route all LRVs for servicing, and washing before parking the vehicles for the next day’s operation.


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4.4 Special Event Operations

Rail service in corridors that are the focus of sporting or special events will respond to support those activities. Special event operating strategies will be developed to accommodate large numbers of passengers in short time periods. These strategies will be inclusive of the operational needs of other high frequency corridors if required. During these events, normal schedule service will be enhanced (if projected ridership demands) by increased service headways requiring additional vehicles, or the addition of special shuttle services. Stations anticipated to be used for special events will be staffed to support the movement of passengers to and from the LRT vehicles. Crush LRT vehicle loads and platform analysis will be performed during pre-revenue service to determine the maximum capacity that could be provided to support a special event within a 90-minute period at a single load point, given the results of the analysis, various operational strategies will be established and implemented once ridership projections are refined for the event. During such operations, additional vehicles and operators will need to be rapidly dispatched into revenue service. In preparation for revenue service, vehicles will be made ready and positioned strategically in the yard or along the corridor. All special event operations will be conducted under the direction of the rail operations Department, including service preparation, positioning, and dispatching of vehicles. METRO will be responsible for printing and distributing the required marketing materials to support the event.


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5 EMERGENCY OPERATIONS

Emergency operations usually result from equipment malfunctions or other incidents, which prevent the operation of service according to the normal operating schedule or other normal procedures to be preformed. Problems may arise from equipment failures, accidents, right-of-way blockage, passenger illness, trespasses on the right-of-way, inclement-weather, or other unusual incidents. This section describes the anticipated general causes of emergency operating conditions and identifies strategies to minimize disruptions to passenger service. The Rail Controllers will be responsible for implementing appropriate action to minimize service disruptions and to protect the safety of passengers and employees. The Controllers will notify appropriate rail and METRO personnel via a web-based communication management application, radio and or telephone and will monitor and direct their activities as necessary. In addition, they will work closely with their supervisors to notify the Department of Public Safety personnel or fire department personnel of any need for emergency response.

5.1 Service Disruptions

Causes of services disruptions fall into one of three general categories: • Vehicle failures • Right-of-way problems • Incidents and other emergencies

5.1.1 Vehicle Failures

A vehicle failure can be caused by equipment malfunction or damage that precludes the LRV from proceeding in a normal manner under its own propulsion. While such failures may arise from a variety of causes, all will result in one of the following occurrences:

• LRT vehicle cannot move. Until a failed vehicle can be moved safely, operations on the right-of-way may need to be conducted around the stopped vehicle. Once the failed vehicle subsystem is cut out or temporarily repaired, the vehicle can be moved to the closest storage location, by other vehicles if necessary.

• LRT vehicle can move, only at reduced speed. Certain propulsion or braking failures

can result in a vehicle operating at reduced speeds. Generally, OEM specifications will define the circumstances under which equipment can move.

5.1.2 Right-of-way Problems

Right-of-way problems include failures of the vehicle AVL system, or other equipment along the right-of-way, as follows:

• AVL failure • Track • switches • Power/OCS • Signal • Other right-of-way equipment/interface


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5.1.3 Incidents and Other Emergencies

Accidents are defined as: • LRT vehicle collision with a person • LRT vehicle collision with a vehicle; • LRT vehicle collision with another LRV vehicle • LRT vehicle collision with a fixed object along the right-of-way • Chemical spillage on or adjacent to the right-of-way or other objects along the right-of-

way • Breakage of window, door, etc.

Other incidents are defined as:

• Operator or passenger sick or injured • Criminal mischief, broken mirrors • Fire or smoke in station or vehicle or adjacent to the right-of-way • Disturbance on, or adjacent to, a LRT vehicle • Bomb, hijacking, robbery or assault threat

Emergency operating procedures will be developed as the project evolves into final design and implementation phases to specify the responses to be taken in emergency situations. The procedures will be developed by the O&M Contractor in concert with METRO's operations, System Safety and METRO Police Departments. A web based communication management application with the ability to contact multi communication devices will provide the method of contact for emergencies.

5.2 Service Restoration

This section describes strategies by which to minimize disruptions to passenger service. Details on these strategies will be contained in the Rail System Rulebook and the Rail Standard Operating Procedures manual.

5.2.1 Minor Delays

Service restoration techniques for minor delays include the following: 1. Adjustment of station dwell times (move-up/ hold ahead) Station dwell times have been

scheduled to be approximately 30 seconds; layover and recovery time has been programmed in the schedule to be approximately 7 to 12 minutes. The Controller may instruct operators to advance or retard their station or terminal departure times in order to recover lost time and return to normal operation. • (Hold-Back) Divide the length of the delay among as many trains as possible by holding

back runs ahead of the delay. • (Move-Up) Whenever you anticipate that a run or runs will be delayed after, they leave

the terminal, move the runs up to compensate for the time they will lose.

2. Troubleshoot - When a train has been delayed due to equipment defect, use the appropriate troubleshooting guide as an aid in correcting the problem.


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3. Expressing of LRT Vehicles - a delayed LRT vehicle may be returned to its schedule by expressing past one or more stations. If a vehicle is to be expressed, the operator will use the vehicle PA system to request all passengers destined for stations to be bypassed to deboard and reboard a following vehicle. Because this operation can cause passenger confusion and discontent, it will only be used as the last resort. When possible, expresses should begin at a terminal where the vehicle can be properly loaded to avoid the need for subsequent deboards/reboards. When expressing, the Controller should calculate timesavings to the point where the system can resume normal schedule. The Controller must consider cutting an additional vehicle into service to fill the run until the regular vehicle can restore service.

4. Trip Annulled - If the schedule delay is greater than one headway and cannot be

recovered by expressing, cutting in a vehicle or if the number of vehicles delayed, exceeds an acceptable level, one or more trips may be annulled to regain the normal service schedule.

5. Add or Cut - substitute or cutting in a vehicle. A substitute vehicle can be inserted into the route and resume the schedule of a delayed vehicle. The vehicle can be dispatched from the yard or from a terminal station. The delayed vehicle will complete its trip and pull into the yard or will hold at a terminal station until further instructed.

6. Turn back - turning vehicle short of destination. A delayed vehicle can be stopped at a

station, where it can reverse its direction and resume its schedule in the opposite direction. Similar to the expressing described above, this strategy often results in passengers being deboarded from the vehicle before their destination is reached.

7. Single Track - When there is a delay to service and a train and/or something is blocking

a track. Implement a single-track operation utilizing the one free track to continue service in both directions from the point of the blockage or the first available crossover to the next crossover opposite the blockage.

This operations needs to be coordinating appropriately through the OCC so passengers in the affected area are informed where they can board a train to their destination. A single-track operation should always start in the normal direction of traffic, if possible. Caution must be utilized at all times when making unscheduled crossover moves. Things to consider before implementation are where power is removed and or sectionalized.

8. Fill In - When there is a delay in service, place a train ahead of the delayed train. Make

an unscheduled put-out (extra train) from the yard/terminal to fill the interval ahead of the delayed train. This allows normal intervals to be maintained even though runs are out of place. Runs should be put back into place at the earliest time available.

9. Put Followers Ahead - When there is a delay to service, put the follower ahead of the

delayed train.

10. Put-Out Relief - When a run to be relieved is so late arriving at the relief point that the relieving run will not be able to make up the lost time, have the relieving train operator receive s put-out from the yard.


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11. Gap Train - When a train has been delayed approaching a terminal and will be able to get back on schedule for the return trip.

• A supervisor or another operator will operate a train in service to a predetermined

station near the terminal. • The operator of the delayed train will arrive at that station and take charge of the

train that the supervisor or other operator has brought. • The supervisor or other operator will then operate the delayed train in service to the

terminal.

12. Trade Defective Train - When a train is due to leave a terminal and the train becomes defective, or when a train arrives at a terminal with a defect, trade trains.

13. Extra Trip - Extra trips may be used in the following circumstances.

• When a relief fails to report, have the operator who is due to be relieved continue in

service until a relief can be obtained. • When unusual conditions disrupt service severely, have operators that are scheduled

“crew out” make extra trips.

14. Reschedule - there are two general circumstances in which rescheduling are used.

• When intervals are uneven and service is being delayed because several runs are missing from a line, reschedule the interval of the remaining runs.

• When inclement weather is causing all runs to be delayed, reschedule the entire line to give all runs more running time.

5.2.2 Major Delays

In the event of a major disruption to service, the primary goal is to provide passengers with an LRT vehicle, substitute regular bus or alternate regular bus service at reasonable intervals. Response strategies for major delays include the following:

• Maintaining normal operations • Reverse traffic operation

Turning trains at a system blockage and deploying Bus Substitution Operation. If the right-of-way is completely blocked and is expected to remain so for an extended period of time, revenue LRVs approaching the blocked area in either direction will be turned back at emergency crossovers. Bus Substitution will be implemented between the stations which are affected.

5.3 Inclement Weather Operations

It is METRO’s intention to provide service during all but the most severe weather conditions. The O&M Contractor’s basic operating strategies for various adverse weather conditions are described below. When such conditions cause a vehicle delay, the delay will be handled by one or more of the recovery strategies described in Section 5.2.


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5.3.1 Snow/Ice

When snow is forecasted for the service area, rail operations staff will monitor weather conditions and maintain contact with the Command Center at Houston TranStar. Depending on the predicted severity of the storm, various stages of alert will be called. The principal strategy for snow removal from the right-of-way is for the vehicles to accomplish the removal under normal running conditions. Should high snow levels be predicted during non-revenue service periods, the maintenance and System Safety staff members will be assigned to clear the blockage and evaluate the right-of-way for a safe operation. Special procedures may be required in high gradient segments. For example, a snow removal crew may have to be dispatched to those locations. Managerial and supervisory personnel will monitor service and implement the appropriate measures for such conditions. Snow removal procedures will also be implemented for station, employee parking lots, etc.

5.3.2 Reduced Visibility

Any condition that reduces visibility along the alignment—fog, dust from wind, steam, smoke, etc—will be reported to the Controller. The Controller will then decide on the appropriate operational response based on the nature and severity of the problem. For example, low speed line-of-sight, which is actually half of the range of vision, rules, may be put into effect for a designated right-of-way segment manual block operation. Service will be monitored by supervision.

5.3.3 Flooding

During times of unusually heavy or prolonged rains, the right-of-way will be patrolled at frequent intervals by the operations division. Particular attention will be paid to cut and bridge structures. Operating rules will stipulate that vehicles not proceed if water is above 6" of the top of paved roadways, unless on-site supervisory personnel direct otherwise.

5.3.4 Hurricanes

Although the City of Houston is approximately 50 miles inland from the Gulf of Mexico, tropical storms and hurricanes pose a major threat annually and lead to severe flooding. The City of Houston Emergency Management Plan establishes a strategic guide for a citywide response to and recovery from major emergencies and disasters. The basic plan provides the general, conceptual framework for a coordinated multi-agency response and efficient use of resources during an emergency operation. METRO has been designated the responsibility to coordinate the assembly of public and private transportation assets and deploy the resources to transport citizens to a place of safety during an emergency or a disaster. The inclusion of rail operations will enhance METRO's ability to support the evacuation efforts. Each LRV corridor will receive an evacuation designation. Corridors located in hurricane surge zones or in flood, prone areas will immediately become evacuation support lines for the communities. Citizens will be instructed to proceed to the rail stations to evacuate the area. Rail stations will become local neighborhood transportation hubs to transport citizens out of the communities. Additional LRVs will be made available to improved service headways and spans of service.


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Key locations will be earmarked to off-load rail passengers and deliver them to safe locations to weather the emergency. Additionally, LRT vehicles will be identified and made ready to aid in the evacuation effort to fulfill requests for large operations or evacuate large facilities. These requests must be fulfilled before the storm hits the metropolitan service area. All METRO LRT vehicles must be located in a storage facility when the storm is within the limits of the metropolitan service area to protect the authority’s assets and the public at large and in compliance with METRO’s Emergency Management Plan.


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6 FARE COLLECTION

This section describes the LRT fare collection system and its operation under normal and emergency conditions, and also briefly describes the method by which revenues will be processed. An automatic fare collection (AFC) system for the LRT corridors will be provided, identical to what is currently being used on the Red Line, and will include:

• Ticket Vending Machines (TVMs) – identified units for the sale of single-ride tickets and the reloading of METRO Q® fare cards with stored-value dollar amounts. A TVM is located on each rail platform.

• Handheld Inspection Terminals (HITs) – identified units for the inspection of fares paid using contactless smart cards (METRO Q fare cards)

• Platform Validators (PV) – Located on the rail platforms and used for the purpose of decrementing smart cards for the value of the LRT trip.

METRO has adopted a proof-of-payment fare policy for the LRT corridors. METRO police officers use HITs for inspection of fares paid using contactless smart cards. All equipment and its installation are compliant with ADA requirements.

6.1 System Description

Rail service will be a self-service, barrier-free, proof-of-payment fare collection system. Passengers will pay their fare by either tapping METRO Q fare cards on PVs or purchasing tickets at automated TVMs located within each station. TVMs accept the following forms of payment: Credit card, debit card, METRO Q fare card and cash. TVMs can provide change upon purchase of ticket. Passengers can load value onto their METRO Q fare cards at TVMs, participating retailers, at METRO facilities, on board buses, or online. All devices will be ADA compliant The number of additional TVMs in various locations will be determined by expected patronage levels, expected ratio of passengers who purchase rail tickets to those who will use METRO Q fare cards, and budgetary considerations. Current design assumes that one TVM and one PV will be provided at each platform. More TVMs or PVs may be warranted at major transferring stations. Fare compliance will be enforced by roving METRO Police officers, who will issue citations to passengers not holding valid fare media. Paid fare zones will be established to assist with the enforcement. A Revenue System Server (RSS) has been set up to manage fare data and revenue sharing between participating modes of transportation. METRO and a third-party contractor will maintain the fare collection system.


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6.2 Normal Operations

Passengers will normally use the fare collection system without any assistance. Signs and graphics will notify passengers of fare requirements and will provide instructions on using the station equipment. Fare compliance will be enforced by roving METRO Police officers, who will board LRVs on either a prescribed or a random basis. Once aboard, they will inspect the fare media of all passengers within the car or they will patrol the paid fare zones to inspect fare media utilizing the HIT. Passengers found without valid proof of fare payment will be issued a finable citation and required to appear in court or pay a $75 administrative fee.

6.3 Emergency Operations

The design of the TVMs incorporates intrusion detection and status detection equipment that interfaces with remote monitoring systems and automatically annunciates at the OCC. The status detection equipment alarm will indicate when a TVM is malfunctioning, identify the TVM and its station location, and alert METRO’s Revenue Command Center, which will dispatch technicians to repair the TVM. Any machine condition that renders a TVM in less than full functionality constitutes an Emergency situation. Repair personnel then have two hours to restore it to full functionality and METRO Police will be notified. Any machine condition that renders the TVM in a “Communications Failure” alarm is also an Emergency call. If a non-emergency alarm condition is not corrected within four hours, METRO personnel will escalate the call to management for resolution.

6.4 Revenue Processing

The collection and processing of revenues from TVMs at rail stations will be performed by METRO representatives. METRO personnel will remove cash from TVMs at each station as necessary, removing full bill and coin containers from each TVM and replacing them with empty ones. They will also restock ticket media and hoppers containing coin that is dispensed as required to patrons paying cash that require change to complete their transaction. METRO personnel will transport the full bill and coin containers to a designated METRO facility for processing and deposit to METRO’s bank account.


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7 SYSTEM INTEGRATION

7.1 Acceptance and Commissioning

The Facility Provider and O&M Contractor shall provide the necessary staff and coordinate with manufacturers to perform the acceptance and commissioning activities understanding that these procedures will evolve as the project progresses. The following section is an overview of the processes. The Verification and Commissioning Plan shall implement a comprehensive verification program, the ultimate objective of which shall be to assure that the Vehicles, right-of-way, systems and all subsystems and associated equipment thereof meet the requirements of the Contract. The verification program shall encompass design reviews, quality control and quality assurance programs, factory tests, site test, subsystem checkout and test activities, systems integration and performance verification tests, systems safety verification tests and systems operational acceptance tests. The Facility Provider shall develop, with input and review from the O&M Contractor, an integrated Verification and Commissioning Plan which outlines testing requirements Contract Deliverable Requirements List (CDRL), which it shall submit for METRO receipt not later than 120 days prior to the start of scheduled testing. This plan shall detail the means and methods by which the requirements of this section shall be verified and shall provide a convenient mechanism for tracking progress of the systems verification program. METRO reserves the right to direct revisions to the Verification and Commissioning Plan through METRO's review comments, in order to provide an acceptable level of confirmation that the system meets the Contract requirements. In addition to the requirements set forth in the contractual agreement, the Facility Provider shall ensure the O&M Contractor uses an appropriate system to track submittals; a transmittal sheet shall be included with all submittals throughout the Project duration indicating which materials are being submitted to prove specification compliance as part of the verification program. The transmittal sheet shall cross-reference drawing or document numbers with sections of the Scope of Services, or other contract documents as appropriate.

Completion of the portions of the Verification and Commissioning Plan applicable to their respective Implementation Agreements shall be a prerequisite to reaching Design-Build Final Completion as defined in the Design Build Contract and Revenue Service for the Vehicles as defined in the Vehicle Supply Contract. Satisfactory completion of the verification program is accomplished when each item in the verification plan has been verified by the means listed in the submitted Verification Log (CDRL) for METRO’s receipt.

7.1.1 Installation

The Facility Provider and O&M Contractor shall in all cases provide sufficient resources during installation and or construction and sufficient Project controls to install the equipment according to the Project Schedule and to the specifications listed in this document.

7.1.2 Testing

The Facility Provider and O&M Contractor shall perform all testing necessary to assure safe, reliable operations. The testing listed in the following sections is supplemental to the testing required by Governmental Bodies.


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Pursuant to their respective scopes of Work and the Verification and Commissioning Plan, the O&M Contractor shall submit each Test Procedure (CDRL) for METRO’s receipt 60 calendar days prior to the start of the subject test and the related Test Reports (CDRL) for METRO’s receipt within 14 calendar days after the completion of the test to METRO for receipt and information. All tests and test plans developed under this section for testing and acceptance of the Work must establish clear, unambiguous, measurable and verifiable acceptance criteria to be met in order to accept the Work or any portion thereof. The Facility and O&M Contractor shall perform subsystem installation checkout, integrated testing, subsystem static operations tests and subsystem dynamic interface tests in accordance with the following requirements, prior to the start of system performance and acceptance testing.

7.2 Vehicle Factory Tests

In addition to the following requirements, any testing identified in the Verification and Commissioning Plan shall be performed. The Vehicle Supplier shall notify METRO and the other Primary Contractors at least three weeks prior to performing any testing. Should the Vehicle Supplier fail to provide adequate notice, the Vehicle Supplier shall be responsible for the cost of duplicating the test at METRO’s direction. The Vehicle Supplier shall provide quality assurance audits during manufacturing and testing of the Vehicles. Each Vehicle shall be identifiable, by a unique designation that shall be included on all testing documentation in a car history book and permanently marked on each Vehicle in accordance with the approved Verification and Commissioning Plan. In accordance with the Verification and Commissioning Plan, certified copies of all tests shall be submitted to METRO for review prior to shipment of equipment from the factory to the site. All test results shall be recorded in the Vehicle history book.

7.2.1 Subsystem Installation Inspections

The subsystem installation inspections shall verify that each subsystem, and assembly thereof, was installed and interconnected in accordance with associated design drawings cleared for construction and engineering installation instructions.

7.2.2 Vehicles

• When the Vehicles are received, the Vehicle Supplier shall install any equipment shipped or procured separately from manufacturer; and

• Administer a comprehensive inspection, commissioning and start-up process as defined in the Verification and Commissioning Plan.

The Vehicle Supplier shall record the results of the above activities for each Vehicle received and include them in the Vehicle history book.


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7.3 Communications System Equipment

The Facility Provider and O&M Contractor shall perform the complete installation and checkout and implement full service operations of the various communications subsystems as soon as possible so that they may be employed in other installation and checkout tasks. For all communications equipment, manufacturer’s installation and checkout instructions shall be followed; and by the time the various systems are placed in service, all applicable requirements and standards of each manufacturer shall have been met.

7.4 Maintenance Facility Equipment

Inspection and installation checkout of all maintenance facility equipment shall be performed by the Design-Builder and O&M Contractor using procedures, techniques and acceptance criteria which are fully compatible with the nature of the equipment and manufacturer’s recommendations. In addition, all maintenance area furnishings and all special tools and equipment shall be verified as ready for functional use with regard to their location and fit, installation, wiring, piping connections, safety provisions or any other provisions necessary to accommodate their immediate use in the maintenance and operation of the Vehicles, system equipment and Right-of-way.

7.5 Systems Integration Testing

The Design-Builder, with input and review by the Vehicle Supplier and O&M Contractor, shall develop and submit for METRO’s receipt a comprehensive Systems Integration Test Plan (CDRL) to ensure contract compliance for LRT System and Vehicle elements at least 120 calendar days prior to the start of the testing. The Systems Integration Testing shall precede Pre-Revenue Testing. The Systems Integration Test Plan shall include testing procedures, specifications and staffing and shall be submitted to METRO for receipt. The Design-Builder shall, within 30 calendar days after the completion of each test performed, submit a System Integration Test Report (CDRL) for METRO’s receipt.

7.6 Pre-Revenue Testing

Pre-revenue testing shall include simulation of the operations, performance and service requirements of each LRT Corridor. The pre-revenue tests shall commence upon satisfactory completion of all testing in accordance with the Verification and Commissioning Plan and be considered complete when sufficient data has been recorded to satisfy the following minimum requirements:

The LRT System for each Corridor shall be operated for a minimum of five continuous calendar days. During the test the Vehicles shall stop at each scheduled station, opening and closing doors, making audio and visual announcements, and simulating service operation, to the extent that is reasonably possible;

Data and measurements shall be taken during the test as required to verify round trip time performance and trip times between stops;

The LRT System for each Corridor shall be operated continuously for a minimum of six hours in the normal operation mode, with the appropriate station dwell times.

During this time, volunteers shall be used to test the ride comfort and comprehensiveness of system information via station and Vehicle communication systems.


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Demonstrate LRT System maintainability for each Corridor according to MIL-STD-470 and MIL-STD-471A Test Method 9 including the following subtasks:

• exercise maintenance documentation/procedures; • target most significant items/units; • identify only a small number of tests; • include actual maintenance activities (preventive maintenance and corrective

maintenance in the demonstration; • require statistically significant data (many repeats of each test); • require faults to be induced into the systems to allow measurement of detection

and isolation time as well as to remove, replace and retest times; • document identification, removal, replacement, and retest times; • provide assurance that the maintenance procedures and estimated times are

realistic and appropriate for trained maintainers. Pre-Revenue Test Procedures (CDRL) shall be prepared and submitted for METRO's approval at least 30 calendar days prior to the initiation of the test period.

During the Pre-Revenue Test, failure monitoring and maintenance of records shall be in effect so that a complete test history (including design problems encountered and resolved) can be prepared and submitted as part of the Pre-Revenue Test Report (CDRL). The report shall be submitted for METRO’s receipt within 15 business days of test completion.

7.7 Acceptance Program

The Facility Provider will designate a Person responsible for witnessing the acceptance program throughout the Project in accordance with the approved Verification and Commissioning Plan, document and drawing submittals, design reviews and system testing, for the purpose of determining that the LRT system has fulfilled the requirements and is Revenue Ready. In addition, the proceedings, decisions and action items resulting from each design review meeting will be documented by the Design-Builder for receipt by METRO. This design review record shall become part of the acceptance program documentation.

7.8 Revenue Ready

Revenue Ready means that a particular Corridor is ready for revenue operation; that a DB Certificate of Completion has been issued by METRO for that Corridor pursuant to Section 10.4 of the DB Contract; that the Vehicles have received Certificates of Acceptance pursuant to Section 28.8.4 of the VS Contract; that the performance and operations requirements, the availability requirements, safety requirements and all testing prerequisites for Systems Integration Testing and Pre-Revenue Testing have been satisfied; and that the Corridor may be deployed and used for its intended purpose of transporting passengers.

METRO will issue a Revenue Ready Certificate after satisfactory completion of all testing indicated in the Verification and Commissioning Plan and the Pre-Revenue Testing. Satisfactory completion of testing shall mean that all tests have been passed and that the appropriate reports have been submitted to METRO for receipt.


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Following the satisfactory completion of all required tests and prior to the issuance of the Revenue Ready Certificate, the Facility Provider and Primary Contractors will perform a complete inspection of all Vehicles, system equipment and Right-of-way; a complete inspection of the maintenance area equipment, furnishings, tools, spare parts and supplies; all training has been completed including METRO staff; and an inventory of all documentation submittals (including O&M manuals) to ensure that all elements of the Verification and Commissioning Plan necessary for reaching Revenue Ready have been satisfactorily completed.

If any equipment, furnishings, tools, spare parts, supplies or documentation are found to be missing or in need of repair, replacement or rework, a list of these items shall be made and a schedule for their corrective action shall be included as part of the conditions whereby the METRO will issue the Revenue Ready Certificate. This list shall be referred to as the Primary Contractor's Punch List (CDRL) and be submitted for METRO’s receipt. Punch List tasks and anticipated completion dates will be developed into a schedule and tracked to cover all Punch List items.

7.9 System Operational Acceptance Test

After receiving Revenue Ready Certificates for each Corridor, the O&M Contractor shall operate and maintain the entire LRT System (all Corridors) for a period of 180 calendar days meeting all safety, security, operational and performance requirements set forth herein. The O&M Contractor shall maintain O&M records during this period. Passengers shall be permitted to utilize the LRT System with all functions in place. The Facility Provider, with input and review from the Primary Contractors, shall submit a System Operational Acceptance Test Procedure (CDRL) for METRO’s receipt 45 calendar days prior to the start of this test and a System Operational Acceptance Test Report (CDRL) for METRO’s receipt prior to receiving Final Acceptance of the Project.

To achieve Final Acceptance the LRT System must meet the minimum acceptable level of average system availability established in the amendment contemplated in the O&M Contract, for the last three months of the initial 180 day operating period. If the LRT System has not met this level within the initial six months of revenue service, the Primary Contractors must make appropriate efforts to improve service performance and restart the test. METRO’s issuance of a certificate of Final Acceptance is dependent upon the LRT System satisfactorily demonstrating a minimum acceptable level of system availability over the final three-month period of the System Operational Acceptance Test.

7.10 Final Acceptance

METRO will issue a Final Acceptance Certificate when the entire scope of the Project is complete in accordance with the Contract Documents, when the Verification and Commissioning Plan is executed and all defective work has been corrected, provided that is, that the LRT System has been operating for at least the preceding three consecutive months at or better than the system availability requirements, and that all items listed on the Facility Provider’s and O&M Contractor’s punch list have been resolved.

7.11 Project Coordination and Integration Services

7.11.1 Overall Project Integration

The Facility Provider is responsible for overall coordination and integration in the manner and to the extent set forth in the Development Agreement.


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The Facility Provider shall manage, coordinate and integrate such Primary Contractor functions as (a) design and construction of infrastructure, facilities, Vehicles and system contractors; (b) development of test procedures; (c) seeking METRO approval; (d) providing training, organizing drills, coordinating with fire/life safety agencies and oversee safety certification prior to conducting integration testing; and (e) conducting integration testing, commissioning testing, pre-revenue testing and revenue demonstration, all in accordance with the term of the contract.

8 MAINTENANCE OPERATIONS

8.1 Rail Maintenance Philosophy

The maintenance philosophy for the rail service is to implement a maintenance program designed to:

• Assure system safety • Provide adequate protection for employees, facilities and equipment • Meet LRT vehicles service performance requirements • Assure that LRT vehicles are maintained in a state of good repair • Assure that safe and reliable vehicles are provided for rail operations daily • Establish and maintain an efficient vehicle replacement schedule • Assure that passengers and employees are not exposed to potential hazards due to

unclean conditions or poorly maintained equipment • Document inspection and reporting processes required by applicable regulatory

agencies

To efficiently and adequately support the operational needs of the rail service it is assumed that most maintenance tasks will be done in-house by the O&M Contractor, with only a limited number of sophisticated non-recurrent maintenance activities to be contracted out. Vehicle maintenance is comprised of the following: cleaning and servicing, preventive maintenance, corrective maintenance, major repair activities and emergency actions. It is the responsibility of METRO and all entities representing METRO as required by collective bargaining agreement are to ensure that clean, reliable, and efficient vehicles are delivered for revenue service on a daily basis. The minimum number of vehicles available for revenue service should equal the peak pullout requirement plus 20%. Anticipated LRT maintenance activities include the following:

• Running Maintenance • Preventive Maintenance • Corrective Maintenance • Major Repairs • Emergency Actions • Facility Maintenance


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8.2 Running Maintenance

Running maintenance functions of the Rail system include daily items to be performed before LRT vehicles are released for operations. These include:

• Daily systems verification check • Daily service and cleaning • Interior cleaning • Exterior cleaning

8.2.1 Daily Systems Verification

All vehicles planned for revenue service will be inspected and tested by the O&M Contractor before being used in revenue service. The inspection includes a complete operational Safety Check to verify that all major systems and subsystems are functional and to assure that there are no obvious defects. The Systems Verification Check consists of an inspection to verify that all major equipment, including brakes, propulsion, doors, circuit breakers, and control equipment, is in satisfactory condition.

8.2.2 Daily Service and Cleaning

Daily service, cleaning, and exterior washing is performed either as vehicles return to the yard from revenue service and/or during off-peak periods. Servicing activities include repairing/replacing consumable items (i.e. light bulbs, damaged seats, vandalism or graffiti). Interior cleaning is performed as part of the daily servicing operation. Exterior washing is performed by a vehicle wash located at the Yard and Shop Facility.

8.2.3 LRT Interior Cleaning

Vehicle interiors will be cleaned at the end of the day, at the cleaning platform adjacent to the maintenance facility. Trash is removed from the interior, and windows, floors, seats and other components are cleaned.

8.2.4 LRT Vehicle Exterior Cleaning

Vehicles returning from revenue service shall be parked in a designated area to prepare for servicing and cleaning by the O&M Contractor. Each LRT vehicle will be brought to the cleaning platform. Once the interior cleaning of the vehicle is completed, the exterior of the vehicle is washed. The O&M Contractor will designate what staff personnel will operate the vehicle through an automatic washer and stores the vehicle for the next day pull-out. Heavy exterior cleaning and hand waxing is performed every 30,000 miles.

8.3 Preventive Maintenance

Note: This section is based on the current fleet (Siemens S70) and will be updated once CAF requirements are defined.

The preventive maintenance program consists of regularly scheduled activities that are necessary to maintain the performance of the vehicle and its components. Preventive


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Maintenance Inspection Intervals are based upon (Original Equipment Manufacturer) OEM recommendations at a minimum. It is anticipated that inspection activities not clearly defined by the OEM recommendations will be routinely revised for possible updates and additions. Providing a proactive approach to the preventive maintenance program will increase vehicle reliability in service. Inspection and servicing intervals will be refined as the project advances towards engineering and implementation, and more information is known about the type of LRV to be provided. In addition, an estimate of the man-hours requirements for each of the inspection and servicing intervals will be determined. Similarly, inspection and replacement of consumable items as well as repairing any defects noted on the LRT vehicle will be performed. Typical items to be investigated include:

• Brake System Sub-components • Coupler System Sub-components • Truck System Sub-components • Door System Sub-components • Auxiliary Power Supply Sub-components • HVAC System Sub-components • Propulsion System Sub-components • Battery System Sub-components • Vehicle body System Sub-components

There are four different types of inspections performed on the vehicle and they are as follows:

• 5,000 Mile Inspection • 10,000 Mile Inspection • 20,000 Mile Inspection • 60,000 Mile Inspection

The application cycles follow the following pattern:

# Mileage Inspection1 5,000 5,0002 10,000 10,0003 15,000 5,0004 20,000 20,0005 25,000 5,0006 30,000 10,0007 35,000 5,0008 40,000 20,0009 45,000 5,000

10 50,000 10,00011 55,000 5,00012 60,000 60,000


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8.3.1 5,000 Mile Inspection

This inspection requires approximately 36 man-hours to complete. This calculation includes the inspection and replacement of consumable items as well as repairing any defects noted by the LRV Maintenance Staff. The following vehicle systems are addressed during this inspection:

Propulsion Battery HVAC Pantograph Cab Equipment and Controls Carbody/Underframe Brakes Trucks • Sanding • Coupler • Doors • CCTV • APC • Auxiliary Power Supply • Passenger Information


This inspection requires approximately 40 man-hours to complete. This calculation includes the inspection and replacement of consumable items as well as repairing any defects noted by the LRV Maintenance Staff. The 10,000 Mile Maintenance Inspection contains all of the activities associated with 5,000 mile inspection in addition to addressing the following items:

• Brake System Sub-components • Coupler System Sub-components • Pantograph System Sub-components • Truck System Sub-components


This inspection requires approximately 62 man-hours to complete. This calculation includes the inspection and replacement of consumable items as well as repairing any defects noted by the LRV Maintenance Staff. The 20,000 Mile Maintenance Inspection contains all of the activities associated with 10,000 mile inspection in addition to addressing the following items:

• Door System Sub-components • Auxiliary Power Supply Sub-components • Brake System Sub-components


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• HVAC System Sub-components • Truck System Sub-components • Propulsion System Sub-components • Battery System Sub-components • Coupler Sub-components


This inspection requires approximately 85 man-hours to complete. This calculation includes the inspection and replacement of consumable items as well as repairing any defects noted by the O&M Contractor. The 60,000 Mile Maintenance Inspection contains all of the activities associated with 20,000 mile inspection in addition to addressing the following items:

• Brake System Sub-components • Pantograph System Sub-components • HVAC System Sub-components • Carbody System Sub-components • Sander System Sub-components • Door System Sub-components • Truck System and Sub-components

8.4 Corrective Maintenance

Note: This section is based on current fleet (Siemens S70) and will be updated once CAF requirements are defined. The corrective maintenance (unscheduled maintenance) of the vehicle fleet will be comprised of the following activities:

• Troubleshooting • Service Repairs • Heavy Maintenance - Major Repairs • Emergency Actions

8.4.1 Troubleshooting

Fault isolation and troubleshooting will be performed by the O&M Contractor. Damaged or defective components will be replaced as required and the vehicle will be returned to revenue service.

8.4.2 Service Repairs

Lowest Replaceable Unit (LRU) philosophy will be adopted to expedite repairs and increase vehicle availability. During the warranty period, the LRUs will be forwarded to the manufacturer for repairs. Upon the completion of the warranty period, it may be cost effective for the O&M Contractor’s staff to repair many LRUs in-house.


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Truck removal and repair Underfloor equipment removal, replacement and repair Electronic/electrical component repair Wheel Truing HVAC removal and repair Pantograph removal and repair Body panel repair and painting Gearbox removal and repair Window and door repairs Brake service, maintenance and repair

8.4.3 Heavy Maintenance - Major Repairs

Major repairs include unscheduled repairs; accident related repairs and scheduled overhauls. Utilizing OEM recommendations, a modular LRT vehicle overhaul program will be considered.

Exhibit 4.3 – Vehicle System Overhaul Schedule

Systems FY2008 FY2009 FY2010 FY2011 FY2012 FY2013 FY2014Brake X X X Propulsion X X Coupler X Pantograph Doors X X HVAC X X APS X X Wheels X X X X Gearbox X Suspension X X X Articulation X Event Recorder X High Speed Circuit Breaker

8.4.4 Emergency Actions

In emergency situations, such as major failures and accidents, the primary objective is to assure the safety of passengers and METRO personnel. The secondary goal of emergency maintenance actions is to restore the LRT service. Emergency actions involving LRT vehicles may require the dispatching of maintenance personnel to assess how the equipment can best be repaired and/or moved.

8.5 Facility Maintenance

Facility Maintenance encompasses the preventive and corrective maintenance required for all fixed facilities and wayside equipment. This maintenance work, whether on the right-of-way, structures, power, or other equipment, will generally be carried out at the equipment site and will require personnel to travel to the site with necessary tools, equipment, and material.


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Failed components will be replaced and returned to the maintenance shops or to contract personnel for repair.

8.5.1 Right-of-way

The right-of-way will be inspected once daily by qualified maintenance staff. All inspections will be conducted in accordance with acceptable standards and procedures included in the Rail System Rule Book. Maintenance activities during daylight hours will be considered when possible. However, given the frequency of service during daylight hours including peak and off-peak hours, renders routine maintenance not plausible and should only be considering in emergencies.

8.5.2 Buildings and Grounds

A program will be established to assure that all station stops, buildings and grounds are clean and are operating safely. Station cleaning, landscape maintenance, tree trimming (R.O.W.), tree removal (R.O.W.), and major graffiti removal, major building equipment repair and elevator maintenance will be performed based on an established regimen.

8.5.3 Structures

Bridges and support structures will be inspected quarterly to verify their stability and strength. Detailed records will be maintained for each inspection. Station lighting and electrical systems will be inspected monthly and repaired immediately. All bridges are inspected every two (2) years by TxDOT.

8.6 System Maintenance

8.6.1 AVL System

Maintenance of the AVL system will include preventive maintenance, testing/troubleshooting, and repair, following an established regimen to be determined.

8.6.2 Communications

Communications equipment including radios, PAs, IPVs, intercoms, annunciation and alarm panels, and telephones will be maintained by the O&M Contrator. Scheduled maintenance will include monthly inspections, routine tests, and diagnostic procedures. Unscheduled maintenance will consist of troubleshooting and making repairs in the field in response to service outages.

8.6.3 Signal System

Scheduled maintenance will include monthly inspections, routine tests, and diagnostic procedures. Unscheduled maintenance will consist of troubleshooting and making repairs in the field in response to service outages.


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8.6.4 Traction Power (OCS)

Scheduled maintenance will include weekly inspections (OCS & TPSS), routine tests, and diagnostic procedures. Unscheduled maintenance will consist of troubleshooting and making repairs in the field in response to service outages.

9 ORGANIZATION AND STAFFING

9.1 Organizational Approach

The O&M Contractor will be responsible for operation of Rail service and maintenance of LRT vehicles, facilities and equipment. The organization and staffing has been developed to be consistent with METRO’s practices and current LRT vehicle practices within the transit industry. The Staffing Plan’s basis is consistent with the initial Main Street Line but the organizational structure will accommodate growth within the rail system. The organization and staffing plan will define the required skills and experience level for each position.

9.2 Rail Staffing

9.2.1 Rail Transportation

The O&M Contractor will be responsible for train service, service bulletins, third party access to the right-of-way, training and instruction, and all train movement and monitoring train service throughout the service system along the line of road. This includes rail controllers, train operators, yard personnel, rail instruction, rail service supervisors and station personnel. The staffing requirements for all positions will be developed based on the scheduled levels of basic service, fallback operation and the need for extra personnel to cover for employee vacation and other absences.

9.2.2 Operations Control Center

The OCC, which includes rail controllers, supervisory and managerial positions within this division of rail transportation that will staff the required personnel, needed to meet staffing requirements levels consistent with 24-hour operation including vacations, training and re-certification.

9.2.3 Vehicle Maintenance

The O&M Contractor will be responsible for maintaining and cleaning the LRT vehicles and consistently providing, availability of the LRT fleet to make service requirements for weekday, weekend, holiday and the necessary number of vehicles needed for special events. LRT technicians and supervisory personnel needed to maintain the system’s fleet of LRT vehicles and to repair associated electronic and other vital components.

9.2.4 Maintenance of Way

The O&M Contractor will be responsible for maintaining track, traction power system, the LRT portion of the traffic signal system, LRT signal systems and the Rail communications system.


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There will also be some physical plant maintenance such as cleaning and landscape maintenance at stations, Intermodal facilities and park-and-ride facilities will be performed by MOW personnel.

9.2.5 Rail Instruction

The O&M Contractor’s rail instruction division will be responsible for training of all rail personnel along with certification of the various positions and continuous recertication of all trained rail personnel encompassing all rail classification disciplines.

9.3 System Safety

System safety is an integral part of the planning design, construction and operation of METRO’s entire Rail System. A comprehensive safety program will be developed to provide the necessary framework to ensure safety throughout the entire system. The Safety and Security program will all ensure compliance with all applicable federal, state and local legislation, including State Safety Oversight of Rail Fixed Right-of-way Systems (49 CFR Part 659) required by the Intermodal Surface Transportation Efficiency Act (ISTEA) of 1991. A formal process of Safety Certification is used to ensure the system meets established system safety requirements and approval before revenue service commences. A preliminary hazards analysis will be performed and documented during design and the Safety Certification includes verification that all requirements and standards are designed in accordance with local, state and federal safety standards. Another key component of the Safety Certification Program is to ensure that the system is constructed and installed in compliance with design criteria and design specifications. METRO System Safety will conduct ongoing inspections and audits that will be performed, adjustments made to facilities, and systems to ensure compliance as needed. During the construction and integrated test phase of the project, contractual and integrated tests are conducted for the purpose of verifying proper operation, functionality, and/or compatibility of equipment or the systems involved. These tests are reviewed by the METRO Solutions Safety and Security Certification Review Committee for safety and security considerations. The test plan, procedures, and test results will become part of the certification documentation package and are subject to audit by the METRO. Additionally pre-revenue testing of operations elements includes a series of emergency drill in cooperation with local emergency response agencies to verify the readiness of emergency plans and procedures. The goals of the safety and security certification program are to verify that identified safety and security requirements have been met and to provide evidence that the new or rehabilitated equipment, systems and facilities are safe to use. The objectives of the safety and security certification program are to document that:

• Facilities and equipment have been constructed, manufactured, inspected, installed, and tested, in accordance with safety and security requirements in the design criteria and contract documents

• Operations and maintenance procedures and rules have been developed and implemented to ensure safe operations


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• Training documents have been developed for the training of operating personnel, and emergency response personnel.

• Transportation and maintenance personnel have been trained and qualified • Emergency response agency personnel have been prepared to respond to emergency

situations in or along the METRO transit system • Safety related system integration tests have been conducted • All security related issues have been addressed and resolved

9.4 System Security

An important factor for success of the implementation of the new corridors will be to maintain the constant high level of security that our customers have experienced and come to expect. Many elements of station and vehicle design will be to incorporate and enhance passenger security.

• CCTV monitoring of station platforms • CCTV monitoring of the interior and exterior of LRT vehicles • Lightning and facility design to enhance security

A comprehensive Security Plan was developed during the design phase and security considerations were incorporated in many aspects of the design and operation of the system. The security program addresses the following:

• station and parking security • right-of-way security • right-of-way access; • maintenance facilities • All other facilities • Fare system enforcement • Collected revenue

METRO Police are responsible daily for fare enforcement and by randomly roving trains and station platforms during service hours to ensure compliance. Standard procedures were developed for METRO Police on the rail system that cover routine activities and emergency response. Detailed plans also are established for coordination with bus operations and OCC, as well as for coordination with the Houston Police Department and other local law enforcement agencies. Special emphasis will be placed upon traffic enforcement along the corridors in advance of operations. Additionally, established coordination will continue to ensure that train accident involving vehicles other that METRO vehicles will be cleared within a timely fashion to minimize train delays and extend delays to service.


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10 RULES, PROCEDURES AND TRAINING

To assure that the service operates safely and effectively under all conditions, operating rules and procedures will be revised or established to identify the responsibilities of employees and govern the conduct of their activities. In addition, training requirements will be established to assure that all personnel perform their jobs efficiently and effectively. This section describes the rules, procedures, and training required for Rail Operations.

10.1 Rules and Procedures

The O&M Contractor’s Rail Operation department will be governed by operating rules, bulletins, procedures, and clearances, as described below.

10.1.1 Rulebooks

The Rail System Rulebook will be the primary document governing the activities and conduct of all personnel. Disregard for any rule may result in disciplinary action. The rulebook will be divided into three sections:

• General Rules • Rail System Rule Book • Safety

General rules will set forth general standards of conduct and will identify the general responsibilities of all METRO /Rail employees. At a minimum, the general rules will address the following:

• Obedience to rules, regulations and guidelines • Physical examinations • Training • Personal conduct • Personal appearance • Reporting for duty • Use of best judgment

Rail System Rulebook will govern all LRT vehicle activities and, at a minimum, will address the following:

• Proper use of tools and equipment • Cleanliness of work stations • Handling of materials • Techniques for switch throwing • Proper work apparel • Safe movement of vehicles (including substance abuse) • Blue flag protection • Red tag operation • Proper use of radio • Loss of radio communications • Reverse running operation


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• Speed limits • AVL indications • Passenger communications

10.1.2 Bulletins

Service Bulletins will be issued as supplements to the rulebook and will have the effect of a rule. Service Bulletins may be permanent or temporary. Permanent Service Bulletins will ultimately be incorporated into the Rail System Rulebook.

10.1.3 Operations and Maintenance Procedures

Operations and maintenance procedures will be developed to provide instructions for normal, abnormal, and emergency situations. Normal operating procedures will provide instructions the routine use of equipment and facilities and will describe the day-to-day activities required for normal operations. Emergency operating procedures will provide instructions on how to respond to all types of abnormal situations, including:

• Service disruption • Vehicle failure • Door failure • Signal/AVL failure • Obstructions • Trespassers • Lost person • Crowd Control

Emergency operating procedures will provide instructions on how to respond to emergency situations, such as:

• Vehicle emergencies • Fire on vehicles • Bomb threat • LRT vehicle accident • Flooded right-of-way • Natural Disasters-Earthquakes, Hurricanes, etc • Vehicle and station evacuations • Fire/smoke conditions • Passenger emergencies, illness, injury, or death • Trespasser injury or death • Assault or robbery

10.2 Training

Training programs and manuals for installation, operations, and maintenance will be provided to assure that the LRT service is operated and maintained to meet rigorous standards of safety and service.


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Manuals will be provided by contractors to support the operation and maintenance of rail subsystems and equipment, including vehicle operation and maintenance, TES operations and maintenance, Track maintenance, signaling/AVL systems operation and maintenance; communications installation, and operation and maintenance. All manuals will include relevant safety, security, and emergency procedures. Extensive technical and operational training programs are required to ensure that the O&M Contractor’s and METRO Rail Operations employees are prepared to operate and maintain the LRT system safely and efficiently. Technical training on how to operate LRT vehicles and equipment associated with the rail system and sub-systems will be provided. Training will include the following areas:

• OCC SCADA and Data Base • Rail system safety • light rail vehicles • traction electrification system • signal system • communication system • track system • light rail operation • transportation supervisory • rail controller • mechanical equipment utilized in maintenance facilities • all other specialized components of the LRT system

Ongoing training, certification and re-certification programs are currently established and will be modified to reflect any new equipment, introduced technologies or procedures changes.