Volume 11, No. 2, 2000

IN THISISSUE

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Methods to assure transit employeeavailability and improve attendance

TransportationScholarshipsAwarded

Strategies forinterchangeareas

CUTRwelcomesnew faculty

Volusia TDPcompleted

Counter-measures tomotorcycle-alcoholcrashesidentified

FDOTtransitperformanceevaluationcompleted

Newcoordinatorappointed forGITP

Employee availability is a key factor inany organization. No matter what kind

of work an organization does, it needs peopleon the job to ac-complish its goals.The TransportationResearch Board’sTOPS Committeeidentified the issueof employee avail-ability as beingparticularly important to the transit industry.Absenteeism and vacant positions have asevere impact on transit agencies’ budgetsand their ability to provide reliable service.

With funding from the Transit CooperativeResearch Program, FDOT, and Lynx, CUTRwas commissioned tostudy the issue of maxi-mizing good attendancewithin transit agencies.Much of the research fo-cused on how to reduceabsenteeism.

The research for thisproject explored ways thatcan help transit agenciescompete more effectivelyfor job applicants. It alsolooked at how transitagencies can do a betterjob of selecting applicants

who are likely to have fewer absences andbetter attendance patterns. This research re-sulted in TCRP Synthesis Report #33 entitled

“Practices in As-suring EmployeeAvailability.”

ChallengesAttendance at tran-sit agencies haslong been a con-cern. Historically,

bus operators use sick leave at a rate threetimes greater than the average for all blue-collar workers. Transit managers believe thatthis problem is increasing.

Historically, bus operators usesick leave at a rate three times

greater than the average forall blue-collar workers.

continued on page 4

The 2000 GeorgiaBrosch MemorialTransportation Schol-arships were recentlyawarded to USF En-gineering studentsSachin Gangrade (l)and Alasdair Cain (r).

CUTRlines, Vol. 11, No. 2, 20002

For more information, contact:Gary L. Brosch, Director, CUTR

College of Engineering, University of South Florida4202 E. Fowler Ave., CUT 100, Tampa, FL 33620-5375

(813) 974-3120, fax 974-5168E-mail: pball@cutr.eng.usf.eduhttp://www.cutr.eng.usf.edu

CUTR was created by the Florida Legislature, theFlorida Board of Regents, and the University of SouthFlorida to find cost-effective, state-of-the-art solu-tions to transportation problems. CUTR’s expertisein policy analysis, planning, engineering, economics,geography, safety, and communications offers inno-vative solutions to public and private sector organi-zations nationwide.

CUTR’S MISSION:“To serve as a resource for policymakers,

transportation professionals,the education system, and the publicby providing high quality, objective

transportation research.”

Vol. 11, No. 2, 2000

CUTRlines is produced three times per year by theCenter for Urban Transportation Research(CUTR) at the University of South Florida’sCollege of Engineering to inform the public andprivate sectors of its research and professionalactivities.

Editor: Patricia H. BallDesign by Wendy Castleberry

©CUTR 2000

CUTRlinesCUTRlines

A variety of factors and forces con-tribute to problems with employeeavailability. An unemployment rateof less than 4 percent makes com-petition for new job applicants par-ticularly fierce. Many job applicantsmight not like the working condi-tions offered to junior levelbus operators (the worstschedules, routes, days off,etc.). Many other entry-leveljobs offer equal or betterpay; some even offer sign-ing bonuses or bonus pay-ments for staying with thecompany for six monthsand more attractive workschedules. Many transitmanagers report that theynotice a new work ethic amongyounger employees, claiming theydon’t have the same sense of loyaltyto employers as the previous genera-tion and that they place a higher valueon leisure time.

All of this translates into employeeswho are less likely to work overtimeand more likely to use sick leave andmay leave the job once an opportu-nity comes along that pays betterwages and offers more flexiblehours.

The increasing congestion on today’shighways also contributes to jobstress for bus operators who have todeal with “road rage” and the stressof keeping tight schedules oncrowded streets. Bus operators alsonote the change in society that has

reduced the respect among passen-gers for the operators’ authority andresponsibility.

SolutionsAgainst all these challenges, transitagencies throughout the nation havetaken a variety of steps to promotebetter attendance. The agencies thathave been more aggressive and suc-cessful have averaged 10 days of un-scheduled leave per bus operator peryear, compared to the average of 17days of unscheduled leave in all ofthe agencies surveyed. The follow-

ing are among the more successfultechniques to improve employeeavailability.

Utilizing Customized Employee Se-lection Instruments. Those transitagencies that utilize specialized test-

ing instruments to help iden-tify the best possible jobcandidates have foundgreater success in hiringpeople who are less likelyto be absent and have acci-dents. Some of the tests thathave proved helpful includethe Bus Operator SelectionSurvey (BOSS), the SeattleMetro Video Test, the DriverRisk Index Video Test, andthe Reid Report tests.

Appropriately Structured FinancialIncentives. There is growing evi-dence that larger cash awards basedon performance periods of less thana year are much more achievable,popular, and successful than pro-grams that require perfect attendancefor a full year. Transit agencies needto keep in mind that bus operatorsoften believe that using sick time is“their right” (not a privilege), to beused whenever needed for personal

continued on page 11

The Santa Clara CountyTransportation Authority reduced

unscheduled absences from 12.5 to 8.9percent after offering $250 for each

rolling quarter of perfect attendance,saving the agency approximately

$2 million dollars a year.

CUTRlines, Vol. 11, No. 2, 2000 3

Strategies for interchange areas developed

Land use changes can be rapid and intensive nearinterchange areas. A variety of problems can oc-

cur if interchange areas are allowed to develop withoutthe necessary measures to manage access outcomes.Research has shown that signalized intersections tooclose to interchange ramps can cause heavy volumesof weaving traffic, complex traffic signal operations,and traffic backing up the ramps on to the main line.Curb cuts and median openings near the interchangeramps further compound these problems, leading toserious safety and op-erational problems.

To help address theseissues, the Florida DOTasked CUTR to conducta study of land develop-ment and access man-agement strategies forinterchange areas. Thestudy addressed policiesand procedures ofFDOT and the FloridaDepartment of Commu-nity Affairs as well as lo-cal government prac-tices. The final reportincludes a model ordi-nance to assist localagencies in managing interchange area access. “Thereport clearly states the importance of interchanges andgives us a blueprint for working with local governmentsto preserve the safety and efficiency of interchangeareas,” said Gary Sokolow, Access Management Plan-ner for FDOT.

A major conclusion of the study is the need to pro-mote the development of local access roads in inter-change areas, as an alternative to driveway access.Many people who will exit from the freeway are unfa-miliar with the area and want to use one or more of theservices offered. Too many choices in close proxim-ity create confusion, causing drivers to make erratic

movements and increasing the potential for crashes.The solution is to create an uncluttered environment,with consolidated signage, median controls, and con-solidated and clearly identifiable access points. Suchmeasures reduce driver confusion and improve driversafety.

Development considerationsOne issue is the concern among local policy makersthat access controls could reduce or deter development.

This is particularly truein rural or fringe com-munities seeking to in-crease their tax base atthese highly valued lo-cations. The studyfound, however, that ef-fective planning and ac-cess management helpsrather than hinders thedevelopment potentialof interchange areas.Local access roads openup more land for devel-opment on the interior ofinterchange areas,thereby increasing theirdevelopment potentialand allowing more effi-

cient use of land. In addition, preventing division ofhighway frontage near interchanges into small, irregu-lar lots not only reduces access problems but preservesthe larger parcels that are attractive for restaurant, ser-vice station, and hotel development.

The interchange at I-75 and Jones Loop Road near PuntaGorda is an example of how access roads can be usedto direct development while preserving the transporta-tion function of interchange areas. The area served bya local road includes a hotel, restaurant, and truckingfacility, among other commercial uses. The local roads,interparcel access, and connectivity with side streets

continued on page 6

Sidewalks

CUTRlines, Vol. 11, No. 2, 20004

CUTR welcomes new research faculty

SCHOLARSHIP—cont’d from page 1

Ahmed E. AburahmahBill & Patricia BallJohn H. BeckPatrick L. BeyerGeorge Billman

(in memory of Genevieve Billman)Jim BishopDan & Jodi BoyleRobert BurlesonHarry A. CampbellRick DayJoseph DebsMr. & Mrs. Andrew DzurikMary FiggFlorida Transit AssociationNevine Labib GeorggiSara HendricksGwen & Hank HollisDavid C. G. Kerr

Snehamay KhasnabisHoyt LowderElizabeth ManningEd MierzejewskiGerry MillerYolanda MooreMike PietrzykSteven & Louisa ReichStuart & Bevan RogelSRF AssociatesThomas J. TigheLeonard F. Tria, Jr.Joel & Susan VolinskiCharles E. WallaceKeith F. WestKristine Williams

(in memory of James Williams)Jack Wilson

Wendy Castleberry has joined CUTRas a Graphics and CommunicationsSpecialist specializing in publications/web design and public relations. Sheholds Bachelor’s degree in Communi-cation from Mississippi State University

in Starkville, Mississippi. Castleberry was previouslyemployed as the Director of Special Events and Stu-dent Programs for the USF Alumni Association inTampa.

Janet L. Davis has joined CUTR as aSenior Research Associate specializingin transportation planning and programdevelopment & evaluation. She holds aBachelor’s degree in Psychology fromSouthern Illinois University in

Carbondale, Illinois. Davis was previously employedas a Planner for Bay Area Commuter Services in Tampa.

Nevine Labib Georggi has joinedCUTR as a Research Associate special-izing in intelligent transportation sys-tems and safety programming. She holdsa Bachelor’s degree in Civil Engineer-ing from Cairo University (Egypt) and

a Master’s degree in Civil Engineering from USF.Georggi was previously Coordinator for CUTR’sResource Information Center.

Brenda Thompson has joined CUTR asa Research Associate specializing intransportation economics, transit andsystem performance analysis. She holdsa Bachelor’s degree in InterdisciplinarySocial Science from University of West

Florida in Pensacola, and a Master’s degree in Eco-nomics from USF. Thompson previously was a CUTRGraduate Research Assistant. v

The $500 award is based on academic achievement, pro-fessional activities, and career goals. Gangrade will re-ceive a Master’s degree in Civil Engineering this sum-mer and holds a Bachelor’s degree in Civil Engineeringfrom the Indian Institute of Technology in Madras. He isa Graduate Research Assistant in the College of Engi-neering currently involved in the development of nestedlogit models to forecast activity scheduling of individu-als using the San Francisco Bay Area data set. Upongraduation, he plans to work as a transportation consult-ant in the public or private sector before pursuing hisdoctorate.

Cain also will receive a Master’s degree in Civil Engi-neering this summer. He holds a Bachelor’s degree inCivil Engineering from the University of Glasgow in Scot-land and is a Graduate Research Assistant at CUTR cur-rently involved in the analysis of one of FHWA’s variablepricing pilot projects and the use of mobile phones whiledriving. Upon graduation, he plans to pursue a career in

the environmental and social impacts of transportationand perhaps teach.

We would like to express our sincere appreciation to thefollowing recent donors to the Georgia Brosch MemorialTransportation Scholarship. Their generosity made it pos-sible for two scholarships to be awarded in April 2000.

CUTRlines, Vol. 11, No. 2, 20006

Recommendations ranged from specific service improve-ments (improved frequencies on specific routes, laterevening service, additional bus shelters, bus racks onbuses), to capital improvements (vehicle replacement pro-gram, additional vanpool vehicles, upgraded farebox sys-tem), to direction for VOTRAN’s involvement in theCounty’s transportation planning process and other lo-cal planning issues, among other suggestions.

To date, several recommendations have been implemented.For example, with a growing Hispanic population in thecounty, it was recommended that VOTRAN seek to makebilingual transit information such as route maps and sched-ules available to its customers. VOTRAN has begun thisprocess, and Spanish-language schedules are now availablethroughout the system’s Westside service area (spanningfrom DeLand south to Deltona and DeBary).

In addition, the Comprehensive Operations Analysis,which takes an in-depth look at the current operations ofa transit system and is more diagnostic in nature than themore forward-thinking TDP process, resulted in a num-ber of changes being recommended for 19 of VOTRAN’s25 total routes. Route modifications that were suggestedincluded the elimination of duplicate service from a num-ber of routes, particularly the beach routes in the system’sNortheast service area (spanning from Ponce Inlet northto Ormond-by-the-Sea, and including Daytona Beach),the elimination of unproductive route segments, and themodification of transit service in the Westside and South-east (New Smyrna Beach and surrounding communities)service areas to deviated fixed-route service.

CUTR also assisted VOTRAN with preparations for a pub-lic hearing on the proposed route modifications. The pub-lic hearing, which was held in March before the VolusiaCounty Council, provided persons affected by the pro-posed route changes the opportunity to voice their con-cerns. VOTRAN is now in the process of reworking themodifications to particular routes in order to minimizethe impact of the system changes on its customers. It isanticipated that actual implementation of any servicechanges will occur in the fall, pending final approval bythe County Council.

For more information about this project, contact CUTRSenior Research Associate Joel R. Rey, rey@cutr.eng.usf.edu, (813) 974-9837. v

all maximize the accessibility of businesses, whilechanneling turning movements off the arterial and awayfrom interchange ramps.

Although the need for improved access managementis clear, the separation of state and local jurisdictionhas made it difficult to accomplish. No single tech-nique or governmental entity can achieve the desiredresults. Effective interchange area management re-quires a combination of techniques involving land useplanning, zoning, subdivision regulation, signage, ac-cess management, and intergovernmental coordination.Each serves a separate function in the process, andincorporating several strategies ensures the intendedoutcome.

ConclusionsFrom a policy perspective, the study recommends thatFDOT look beyond capacity analysis when consider-ing a new interchange or modifying an existing one,and place greater emphasis on access managementmeasures. Signalized intersections should be separatedfrom interchange ramps by at least ¼ mile and prefer-ably ½ mile, and access connections should not beallowed within 660 feet of a ramp and preferably 750feet, as indicated in the literature.

Local agencies should support these outcomes throughtheir land development process, both in terms of localregulations and through interchange area plans anddevelopment review. FDOT could assist local govern-ments by locating possible access connections, review-ing design of access systems, and providing trainingin access management and interchange preservation.In addition, FDOT should secure written agreementswith local governments to implement access manage-ment measures as a condition of interchange approvalas part of the interchange justification process. FDOTshould also strongly consider acquiring additional ac-cess rights in the vicinity of interchange ramps to helpaccomplish the desired access spacing.

For more information or a copy of the final report,contact Kristine M. Williams, AICP, at krwillia.cutr.eng.usf.edu, (813) 974-9807. v

INTERCHANGE—cont’d from page 3VOTRAN—cont’d from page 5

CUTRlines, Vol. 11, No. 2, 2000 7

Motorcycle riding requires morephysical skills, coordination,

and balance than driving a car. Theeffect of alcohol on a motorcyclist’scoordination, judgment, and reactiontime significantly increases the riskof crash involvement and injury se-verity. Moreover, motorcyclists whodrink alcohol are more likely tospeed, less likely to wear helmets, andmore often involved in single vehiclecrashes. Because of this, the misuseof alcohol has serious consequencesfor motorcyclists.

Motorcyclists have the highest intoxi-cation rates among all road users.According to the National HighwayTraff ic Safety Administration(NHTSA), approximately 32 percentof all fatally injured motorcyclists in1998 had blood alcohol concentra-tion (BAC) levels greater than orequal to 0.10 g/dl. As is the case na-tionally, the proportion of alcohol-impaired motorcyclists killed in fa-tal crashes in Florida is substantial.In 1998, more than one-third of allmotorcyclists (34%) killed in motorvehicle crashes were legally intoxi-cated.

Although much progress has beenmade in reducing alcohol-relatedcrash fatalities involving motor ve-hicles, the same success has not beendemonstrated with motorcycles. Be-cause the problem associated withmotorcycling and alcohol is signifi-cant in Florida, CUTR conducted acomprehensive analysis of motor-cycle-alcohol crashes from 1993 to

Countermeasures to motorcycle-alcoholcrashes identified

1997 to understand how and whythese crashes occur and identif iedseveral countermeasures that mayhelp to reduce alcohol-related mo-torcycle fatalities and injuries inFlorida.

Study backgroundThe study examined human-relatedand physical aspects of alcohol-re-lated motorcycle crashes over thefive-year period to help establish an“identity” to this crash type.

“It is through better understandingof how and where alcohol-relatedcrashes occur that we (FDOT) areable to develop countermeasures toassist in reducing injuries and fatali-ties associated with these crashes,”said Eugene Hall, Traffic Safety Spe-cialist, State Safety Office, and theFDOT project manager.

A total of 3,012 motorcycle crashesinvolving alcohol occurred duringthe study period. More than half ofall alcohol-related motorcyclecrashes happened between the hoursof 9:00 p.m. and 3:00 a.m., with thepeak hour falling between midnightand 1:00 a.m. Two-thirds of thesecrashes took place on weekends, andthe highest percentage of fatalcrashes occurred on Saturdays.March has the highest proportion ofalcohol-related motorcycle crashes.

Crash factorsThe descriptive crash analysis alsoidentified several rider characteris-tics associated with alcohol-relatedmotorcycle crashes. The overwhelm-ing majority of riders involved in

motorcycle-alcohol crashes are male(98%). Male riders ages 21 to 25years exhibit the highest percentageof alcohol-related crash involve-ment. Further, passengers ages 21 to25 years have the highest proportionof fatalities in alcohol-related motor-cycle crashes. Almost 10 percent ofpassenger deaths and injuries in-volve children ages 15 and under.

This study found that more than one-third of all riders involved in alco-hol-related crashes were not en-dorsed to operate a motorcycle.Among riders over 21, those in the21 to 25 year age group exhibitedthe highest frequencies of non-en-dorsement. Almost one-half of the143 riders under 21 involved in al-cohol-related crashes were not prop-erly licensed to operate a motorcycle(43%).

A total of 15 percent of riders andpassengers killed in alcohol-relatedmotorcycle crashes were not wear-ing helmets. In alcohol-related injurycrashes, passengers were more likelyto not wear helmets than riders (42%and 22%, respectively).

Sixty percent of all alcohol-relatedmotorcycle crashes involve a colli-sion with an object. In most cases,these crashes involve colliding witha vehicle in transport (50%) or withan other fixed object (30%). One-fourth of all fatal alcohol-related mo-torcycle crashes involve motorcy-clists running off the road, overturn-ing, or falling from the bike ratherthan striking another object.

CUTRlines, Vol. 11, No. 2, 20008

Almost two-thirds of all single ve-hicle crashes reportedly were due tocareless riding and 10 percent weredirectly attributed to alcohol. Inmultiple-vehicle crashes, most rid-ers were not cited for any improperdriving action. When cited, however,most riders failed to yield the right-of-way (18%) or drove carelessly(13%). Alcohol was cited as a con-tributing factor even less inmulti-vehicle crashes, 5 per-cent for both riders and mo-tor vehicle drivers.

When speed was cited as afactor in the crash, alcohol-related motorcycle crasheshad consistently higher es-timated speeds than thosenot involving alcohol andmotorcyclists were two timesas likely to be speeding asriders in non-alcoholcrashes.

CountermeasuresCUTR also surveyed statesabout alcohol programs tar-geting motorcyclists togather information on po-tential countermeasures. Almost allstates surveyed have motorcyclesafety programs funded mostly bymotorcycle license and endorsementfees, student fees, state budgets al-locations, and grants. Most pro-grams sponsor rider education andtraining courses, promotional activi-ties, public information and educa-tion campaigns, drug and alcoholeducation, licensing requirements,and research.

The majority of states do not requiremotorcyclists to complete a ridereducation course prior to licensing.However, some require training foryounger riders ages 21 and under.Most states offer incentives to com-plete rider education courses such as

waiving the written and skills testrequired to obtain a motorcycle li-cense.

All of the states incorporate alcoholeducation into the rider educationcourse. Only 5 out of 37 states haveseparate motorcycle-alcohol educa-tion programs.

RecommendationsMajor study recommendations in-clude increasing efforts to get moremotorcyclists properly licensed,greater exposure of messages to mo-torcyclists about the dangers ofdrinking and riding, and more fo-cused statewide public educationand information campaigns. In ad-dition, better data collection isneeded so that course participationcan be linked to crash statistics andmotorcycle safety programs can beevaluated to ensure program effec-tiveness.

Successful efforts to reach motorcy-clists involve collaborative partner-ships with local and community

groups, motorcycle clubs anddealerships, non-prof it and for-prof it organizations, law enforce-ment, and public health agencies.

Some of the countermeasures iden-tified in the study include:

■ Create a public information &education campaign targeted spe-

cifically to motorcycle rid-ers that delivers messagesabout impaired riding.

■ Increase law enforcementtraining to detect impairedmotorcyclists.

■ Increase enforcement ofmotorcycle licensing andendorsement laws.

■ Utilize motorcycle clubs,dealers, and organizations todistribute materials and pro-mote rider education.

■ Reach motorcyclists atthe point of consumption(bars, motorcycle rallies,major events).

■ Enroll bars and restaurants in re-sponsible vendor programs.

■ Recruit rider education instructorsand motorcycle club members fora volunteer speaker’s bureau totalk to businesses, schools, andother community groups aboutmotorcycle safety issues.

■ Develop partnerships with localbusinesses, community groups,motorcyclists groups, and corpo-rations to share the costs of theseprograms and increase the reachof safety materials.

For more information, contact CUTRSenior Research Associate PatriciaA. Turner at turner@cutr.eng.usf.edu, (813) 974-3276. v

8.6

7.7

8.1

17.1

23.9

34.6

0 10 20 30

Less than 0.05

0.05 < 0.08

BA

C L

eve

l

0.08 < 0.10

0.10 < 0.15

0.15 < 0.20

0.2 and greater

Percent of Riders Tested

Blood Alcohol Concentration (BAC) Levels ofRiders Killed in Alcohol-Related

Motorcycle Crashes: Florida 1993-97

Source: Florida Department of Highway Safety and Motor Vehicles,Florida Traffic Crash Database

CUTRlines, Vol. 11, No. 2, 2000 9

FDOT transit performanceevaluation completed

Since 1989, CUTR has conducted the annual Perfor-mance Evaluation Study for the Florida DOT. This

study’s primary objective is to assist FDOT in applying aperformance evaluation system, developed jointly byCUTR and FDOT, to meet statutory requirements(FS 341.041 and FS341.071).

The major componentsof the study allow theperformance ofFlorida’s transit sys-tems to be tracked us-ing information fromthe National Transit Da-tabase (NTD), whichcontains standardizeddata submitted annu-ally to the Federal Tran-sit Administration(FTA) by transit agen-cies in the U.S. that re-ceive federal funding.These major components include separate historical trendanalyses for fixed-route and demand-response transitmodes, and separate peer review analyses for the twomodes.

Initially, only data for regular fixed-route services wereincluded in the study. However, because of requirementsof the Americans with Disabilities act (ADA), emphasison the demand-response mode (i.e., usually door-to-doorservice) has increased; this mode is now included in theevaluation. General performance indicators are taken di-rectly from NTD information and are used to derive mea-sures of effectiveness and eff iciency that are usedthroughout the study.

Ike Ubaka, Manager of Transit Systems Planning at FDOT,stated, “By providing accurate and reliable informationon the performance of Florida's transit systems, the trendand peer reports have become indispensable references

for effective transit planning and management at boththe state and local levels.”

The trend analysis compares each individual transit sys-tem in Florida against itself from fiscal year 1984 to the

most recent fiscal yearfor which validateddata are available. Inaddition, a trend is es-tablished for the stateas a whole.

1998 dataCUTR recently com-pleted the Perfor-mance EvaluationStudy for the 1998 fis-cal year and will soonbegin collecting datafor 1999. (The time lagin data availability isdue to a comprehen-sive validation pro-

cess which ensures that the most accurate data are in-cluded in the NTD.) Results of the most recent fixed-route trend analysis (FY 1984-FY 1998) show that rider-ship on the state's public transit systems has increased39 percent since FY 1984. In FY 1998, ridership in-creased nearly 3 percent over the previous fiscal year,from approximately 171 million passenger trips to 176million trips. Also, since FY 1984, the amount of serviceprovided (service miles) by Florida's fixed-route bus andrail systems has increased 63 percent, to approximately92.7 million miles in FY 1998. Between FY 1997 andFY 1998, service miles increased two percent (ridershipgrew 3% during this time).

One useful measure of cost efficiency is operating costper service mile. Florida statewide total operating costper service mile for all fixed-route modes (bus, rail, andautomated guideway) has increased 58 percent since FY1984 to $4.86 per mile in FY 1998. Interestingly, how-

Factors Affecting Performance

CUTRlines, Vol. 11, No. 2, 200010

$3.08$3.40

$3.67 $3.73 $3.73$3.93

$4.12$4.34 $4.39 $4.34

$4.66 $4.60 $4.72$4.74$4.8 6

84 85 86 87 88 89 90 91 92 93 94 95 96 97 98$0.00

$1.00

$2.00

$3.00

$4.00

$5.00

Inflation

ever, this rate of increase is actuallyslightly less than the rate of inflationduring this time.

The two peer review analyses (forf ixed-route and demand-responseservices) compare NTD data fortransit systems with similar charac-teristics from within andoutside Florida. Out-of-state f ixed-route peersystems are selectedfrom a 12-state regionin the southern U.S., ex-cept for Miami-DadeTransit's peers which,due to the size of thesystem, must be se-lected from larger tran-sit agencies across theU.S. Also, because ofthe unique nature of de-mand-response ser-vices, peers are chosenfrom among systemsnationwide. The transitsystems are categorizedby the number of vehicles operatedin maximum service, and data arepresented for all the systems for eachperformance indicator and measure.The purpose of the peer reviews isnot to rank the systems; instead, thereviews are used as only one tool inperformance evaluation.

Peer reviews are very useful in thatthey raise questions and identify ar-eas that may need further review andanalysis. However, interpretation ofthe results is often difficult since peerreviews (and the NTD data used inconducting them) do not necessar-ily provide information regardingwhich aspects of performance arewithin control of the agency andwhich are not. Specific operating,

management, and local policy char-acteristics strongly affect transit sys-tem performance and are difficult tomeasure in a peer review. Again, inlooking at the measure of operatingcost per service (revenue) mile, inFY 1998, 13 of the 20 fixed-routesystems included in the study had

values for this measure that were be-low the average of their respectivepeer groups. This shows that, in gen-eral, when compared to their peers,many of the Florida transit systemsare quite cost-efficient in terms ofthe level of service provided.

Additional study componentsWhile the trend and peer analysescomprise the majority of the annualPerformance Evaluation Study, it isimportant to note that there are sev-eral other components of the studythat have been added over the years.For example, the Executive Sum-mary presents a brief yet thoroughoverview of public transportation andcommuter assistance activities inFlorida. The Performance ReportingInvestigation ensures that Florida

transit systems are complying withthe mandate to publish performancemeasures annually in their localnewspaper (FS 341.071).

Yet another piece of the study in-volves training Florida transit systemstaff on NTD data collection and re-

porting methodologies.These training coursesare typically held on abi-annual basis and helpintroduce NTD infor-mation to new staff aswell as provide a re-fresher for veteran NTDreporters. The trainingcourses allow transitagency staff to shareand discuss data collec-tion and reporting issueswith their peers at otheragencies in the state andprovide an opportunityfor the participants be-come better acquaintedwith one another. The

importance to FDOT (as well as toFTA and the individual agencies) ofthorough, accurate, and timely col-lection and reporting of NTD data isemphasized.

Several new items have been in-cluded in the annual PerformanceEvaluation Study: a Transit Hand-book, which will be a guide for thegeneral public about public transitin Florida; the trend and peer reviewanalyses on a searchable CD-ROM;and trend data for download from theInternet. They are scheduled to beavailable by late Summer 2000.

For further information, contactCUTR Research Associate VictoriaPerk, perk@cutr.eng.usf.edu, (813)974-3275. ❖

Statewide Total Fixed-RouteOperating Cost Per Service Mile

CUTRlines, Vol. 11, No. 2, 2000 11

reasons. That being the case, it seemsunlikely that a bus operator wouldtrade having 12 days off (worth ap-proximately $1,500) to gain a smallbonus of approximately $120 (oneday’s pay) earned by having perfectattendance for a year. The SantaClara County Transportation Author-ity reduced unscheduled absencefrom 12.5 to 8.9 percent after offer-ing $250 for each rolling quarter ofperfect attendance, saving theagency approximately $2 milliondollars a year.

Offering Greater Flexibility in theUse of Time Off. Many agencies al-low their bus operators to swap daysoff with other operators who havesimilar work shifts, and a number ofagencies allow their bus operators totake some of their annual leave indaily rather then weekly increments.

Better Monitoring of the Use of SickLeave. Many transit agencies thatwere surveyed admitted that they doa poor job of tracking absenteeismand counseling employees. WMATAhas established two positions knownas “Absenteeism Managers” to dealonly with employees who are miss-ing work. This effort to consistentlycommunicate the organization’s in-terest in attendance has resulted inan unscheduled absence rate of lessthan 4 percent.

Better Communications with BusOperators. CUTR took part in six fo-cus groups with bus operators whowere asked why they thought absen-teeism was high among their ranks.Among the issues cited were tight

EMPLOYEES—continued from page 2 schedules that create stress, inad-equate break facilities to take careof basic human needs, “toxic pas-sengers” and the fear of assault, lackof support from supervisors, lack ofcommunication with the agency, andequipment that doesn’t functionproperly, resulting in passengercomplaints.

A number of transit agencies havetaken steps to try to personalize thework environment and be more re-sponsive to the concerns of bus op-erators. San Diego Transit employsa “Group Supervisor” programwhereby all operations supervisorsare assigned approximately 25 busoperators with whom they are re-quired to communicate at least eachquarter. Lynx has established a men-tor program for new bus operatorsin which experienced operatorsguide, tutor, and advise new opera-tors during the first weeks of theircareers to help make their adjust-ment to the “Lynx-like” way of do-ing things as natural as possible. Thisprogram helped reduce turnoveramong new operators from 50 to 8percent. The Southwest Ohio Re-gional Transit Authority (Metro) inCincinnati established an arduousprocess of Total Quality Manage-ment throughout their organizationthat resulted in greater involvementof all employees, including bus op-erators, who became involved indozens of task forces to bring im-provements to virtually every ele-ment of their working environment.This greater dedication to the con-cerns of the employees helped re-duce total absenteeism from 10.5 to8.9 percent.

Modifying Agency Procedures to At-tract and Hire New Bus Operators.The extremely tight labor market hasmade it necessary for transit agen-cies to change their traditional waysof recruiting and hiring bus opera-tors. Recruiting for bus operators isdone on a far more frequent basis.One agency has decided to foregojob interviews and rely on the pre-dictive abilities of employee selec-tion instruments to determine whomthey will hire. This saves precioustime normally required to arrangetheir own staff and the candidates forinterviews.

Transit agencies are reviewing theircompetitiveness with respect to payand benefits. If necessary, they aremodified, but if the pay and benefitsare competitive, transit agencies arebeing more aggressive in toutingthese factors to new candidates.Some transit agencies are using theirbest operators to help them recruitat job fairs or malls, and many areworking harder at attracting candi-dates from among minority and im-migrant communities.

TCRP Report #33 provides signifi-cant evidence that transit agencieshave found ways to help achieve rea-sonable employee availability. Al-though the methods to do this requirework, resources, and possibly orga-nizational change, they are wellworth implementing to ensure bet-ter service to the public, better bot-tom line budgets, and better ongo-ing relationships between employeesand managers.

For further information, contactCUTR Deputy Director for TransitJoel Volinski at volinski@cutr.eng.usf.edu, (813) 974-9847. ❖

CUTRlines, Vol. 11, No. 2, 200012

Center for Urban Transportation ResearchCollege of Engineering, University of South Florida4202 E. Fowler Avenue, CUT 100Tampa, FL 33620-5375

Non-ProfitOrganizationU.S. Postage

PAIDTAMPA, FL

Permit No. 257

CUTR researcher Beverly Ward wasrecently named the new coordina-tor of USF’s Graduate Interdiscipli-nary Transportation Program (GITP).Ward has been with CUTR since1991, and, in addition to her researchin the area of ethnography andtransportaion studies and minoritymobility, she has worked closelywith USF students in coordinatingthe International Road Federation’sfellows at USF and mentoring na-tional and international students.

CUTR recently hosted an informalreception for students, faculty,friends, and USF staff. The reception

was used to introduce Ward and toprovide an opportunity for faculty,students, and future program partici-pants to meet.

The GITP was developed by CUTRin association with USF’s Civil andEnvironmental Engineering Depart-ment, Economics Department, andthe Public Administration Programin response to a need for increasedtraining in transportation issues, withan interdisciplinary approach. Stu-dents accepted in the Master’s de-gree program enroll in a set of corecourses that emphasize urban trans-portation issues.

New coordinator appointed forGraduate InterdisciplinaryTransportation Program

The program also is offered as a six-course certificate program. Studentsof all backgrounds who are inter-ested in a transportation career orprofessionals who currently are em-ployed in the transportation field arewelcome. There are no prerequisites.

For more information, contactBeverly Ward at ward@cutr.eng.usf.edu, (813) 974-9773. v

Ward