The Service Module contains two forms:

The Service form (S-10) provides data on the transit service supplied by the transit agency and the transit service consumed by passengers.

This form is required for all transit agencies. Transit agencies complete separate forms for directly operated (DO) and for purchased transportation (PT) services by mode.

The Fixed Guideway Segments form (S-20) details segments of fixed guideway (FG) facilities in order to determine directional route miles (DRM) for service operated and for eligibility in FTA Federal funding programs.

Internet Reporting generates the data requirements for this form based on the mode of service operated. The data requirements vary by three modal groupings:

This form is required for all transit agencies that operate service on fixed guideway (FG) facilities. Transit agencies complete separate forms for directly operated (DO) and purchased transportation (PT) services by mode.

Service form (S-10)

The Service form (S-10) is used to report data on the transit service supplied by the transit agency and the transit service consumed by passengers on the system.

Reporting Requirements and Thresholds

All transit agencies must complete this form. Complete one form for each mode and type of service (TOS).

When completing this form, use bus (MB) mode for any route deviation or point deviation services operated. Typically, deviated services are used to comply with the Americans with Disabilities Act of 1990 (ADA) requirements to provide complementary paratransit service. See discussion in the Identification form (B-10).

What Has Changed from Prior Year

Transit agencies operating commuter rail service, light rail service or, heavy rail service, are required to report average weekday unlinked passenger trips and average weekday passenger car revenue miles by time periods (Weekday AM Peak, Weekday Midday, Weekday PM Peak and Weekday Other). This new requirement applies to directly operated and purchased transportation services.

Currently, these agencies are required to report the beginning and the ending times of their average weekday peak periods, and the corresponding number of trains and passenger cars operated in each period on a modal basis. (See S-10 form lines 5 and 6, columns e, f, g and h).

New Required Items:

Average Weekday Peak Periods were clarified by adding "Weekday" to column headers "AM Peak", "Midday", "PM Peak", and "Other".

Clarification that counting deadhead miles and hours of bus (MB) revenue trips must be to and from stops advertised in public schedules. Deadhead miles and hours pertain to trips form the beginning or end of a route to the garage to the first and last stop in advertised public schedules.

Clarification of the use of APCs for unlinked passenger trips (UPT) and passenger miles (PM) reporting.

This form is used to report data for the revenue vehicles used to provide transit service:

Most data items are reported by four time periods:

Limited data are reported for weekday time periods — Weekday AM peak, Weekday midday, Weekday PM peak, and Weekday other.

The following exhibit illustrates the requirements for weekday periods.

The service supplied data are also distinguished by whether they are for rail or non-rail modes. Data are provided for rail service in terms of passenger car and train statistics while only vehicle statistics are provided for non-rail services.

Consistent with the general NTD reporting requirements, actual, not estimated, data are reported on this form. The only exceptions are the values reported for passenger miles (PM) and unlinked passenger trips (UPT). The sampling requirements for these data items are discussed later in this section under Passenger Mile and Unlinked Passenger Trip Data.

The discussion starts with understanding reporting by time period, rail and non-rail mode reporting, and then the data elements reported.

Reporting by Time Period

There are three basic time periods — average day (weekday, Saturday or Sunday), peak and off-peak periods for an average weekday, and annual.

Average Daily Totals

Average daily data are reported for an average weekday, average Saturday and average Sunday.

Average daily data depends on whether services are fixed route or non-fixed route:

The average daily data cover the service operated on typical days in accordance with the normal schedule (for fixed schedule service). Most transit agencies operate different schedules reflecting seasonal variation in demand for service. Additionally, transit agencies may add or delete service on certain routes during the year. The average daily totals must account for the seasonal variation in service.

A typical day is a day on which the transit agency:

The average daily totals apply to the schedules developed for these days. Often, transit systems operate the Sunday schedule on holidays that fall on Monday through Saturday. The data for these holidays should be included in the day the schedule is operated (e.g., Sunday).

A transit agency may calculate the average daily totals (weekday, Saturday and Sunday) in one of two ways:

The following examples illustrate how to compute average daily totals.

Average weekday time periods — Weekday AM Peak period, Weekday Midday period, Weekday PM Peak period and Weekday Other period — are used to report data on the number of revenue vehicles available and the maximum number used during typical service for the year.

In addition to reporting revenue vehicles by average weekday time periods, passenger car revenue miles and unlinked passenger trips are required for weekday time periods if the mode is heavy rail (HR), commuter rail (CR), and light rail (LR).

The average weekday time periods are defined according to the local definitions used by the transit agency. The beginning and ending of these time periods is determined by changes in the normal vehicle headway, i.e., scheduled time interval between vehicles traveling in the same direction on a route. The other category is used, as appropriate, to provide information on night service operating after the Weekday PM peak and before the Weekday AM peak.

Consistent with current reporting requirements, each rail transit agency may define its own peak period, based upon those times of day at which it operates trains on shorter headways, relative to the rest of the day. Further, a rail transit agency may define an entire run of a train as being either “peak” or “off-peak.” As such, it would not be necessary for a rail transit agency to determine which persons boarded an individual train. Instead, peak service data could be provided based on the entire data for a given run of a train.

The following example illustrates how to compute average weekday passenger car revenue miles and unlinked passenger trips by time period.

Annual Totals

The annual totals are the total service for the year. Therefore, they include data for both typical and atypical days. Annual totals include:

The annual total fields equal:

The example below illustrates how to compute annual total data.

Reporting for Rail and Non-Rail

The data for service supplied, the miles and hours of service operated, are different for rail and non-rail modes. Rail mode reporting captures information on both the passenger cars (the revenue vehicles that carry passengers) and the trains (grouping of passenger cars that travel as one unit). Typically, rail modes such as heavy rail (HR) and light rail (LR) have two or more cars in a train. Other rail modes, such as cable car (CC) and inclined plane (IP) have only one car in a train.

Report data by mode and type of service (TOS). Complete one form for each directly operated (DO) mode and for each purchased transportation (PT) mode.

The following sections of the form present the detailed instructions:

Maximum Service Vehicles

The number of revenue vehicles required to meet and available for service requirements is reported as:

Vehicles Operated in Annual Maximum Service

Report the number of vehicles operated in annual maximum service (VOMS) as an annual total only. The number of vehicles operated in annual maximum service (VOMS) transfers automatically from the Identification form (B-10).

For commuter rail (CR), report both passenger cars and the locomotives used to pull them. Report locomotives whether or not they are used to carry passengers in revenue service.

Vehicles Operated in Annual Maximum Service (VOMS): The number of revenue vehicles operated to meet the annual maximum service requirement. This is the revenue vehicle count during the peak season of the year, on the week and day that maximum service is provided. In most instances, this is the number of scheduled vehicles since most transit agencies have sufficient vehicles to operate the scheduled service. Vehicles operated in maximum service (VOMS) exclude atypical days or one-time special events.

Vehicles Available for Annual Maximum Service

Report the number of vehicles available for maximum service as an annual total only.

For commuter rail (CR), report both passenger cars and the locomotives used to pull them. Report locomotives whether or not they are used to carry passengers in revenue service.

Vehicles Available for Annual Maximum Service: The number of revenue vehicles available to meet the annual maximum service requirement. Vehicles available for maximum service include spare vehicles, out of service vehicles and vehicles in or awaiting maintenance, but exclude vehicles awaiting sale and emergency contingency vehicles.

Spare vehicles are needed to preserve and meet scheduled service. They are held in reserve to replace vehicles that break down or are involved in accidents. Spare vehicles also allow routine vehicle maintenance to be performed during the day when service is being operated.

Emergency contingency vehicles are inactive revenue vehicles that have reached their useful life and would normally be disposed. However, FTA allows the transit agency to retain the vehicles in the event of energy or local emergencies (floods, earthquakes, etc.) if they are in an FTA approved emergency contingency plan.

Unless there were changes in the vehicle inventory during the report year, the number of vehicles available for maximum service should be consistent with the active revenue vehicles reported on the Revenue Vehicle Inventory form (A-30).

The exhibit below illustrates the difference between vehicles operated in maximum service (VOMS) and vehicles available for maximum service.

The following exhibit illustrates the difference between trains in operation and passenger cars in operation.

Periods of Service

Time periods are reported for:

Time Service Begins

Report the beginning time for service on an average weekday by Weekday AM Peak period, Weekday Midday period, Weekday PM Peak period and Weekday Other period for the day. The beginning time for the Weekday AM peak and for the day is defined as the time when the first revenue service vehicle leaves the garage or point of dispatch. The peak periods are determined on the basis of service frequency (headway), not on the basis of the number of vehicles in service.

Report the beginning (time service begins) for service on an average Saturday and on an average Sunday. Use 2400-hour time (e.g., 2:00 PM = 1400).

Report the normal periods of service for a continuous day of operation. For example, if Weekday AM peak service begins at 4:45 AM and the last service of the day ends at 2:00 AM the following day, report the periods of service for an average weekday as 0445 and 0200.

For demand response (DR) and other service with no peak periods, complete only the average weekday, Saturday and Sunday columns.

Time Service Ends

Report the ending times for service on an average weekday by Weekday AM Peak period, Weekday Midday period, Weekday PM Peak period and for the day. The ending time for the day is defined as the time when the last revenue service vehicle returns to the garage or point of dispatch. The peak periods are determined on the basis of service frequency (headway), not on the basis of the number of vehicles in service.

Report the ending times (time service ends) for service on an average Saturday and on an average Sunday. Use 2400-hour time (e.g., 2:00 PM = 1400).

Report the normal periods of service for a continuous day of operation. For example, if Weekday AM peak service begins at 4:45 AM and the last service of the day ends at 2:00 AM the following day, report the periods of service for an average weekday as 0445 and 0200.

For demand response (DR) and other service with no peak periods, complete only the average weekday, Saturday and Sunday columns.

Service Supplied

This section first provides a general discussion of the concepts relevant for reporting service supplied data. Detailed instructions for reporting service supplied data follow in the sections for rail and non-rail modes since they vary depending on whether the mode is a rail mode or a non-rail mode.

Key Service Supplied Concepts

Understanding the measures of service supplied and their components (deadhead, layover / recovery) will help you determine the appropriate category of vehicle miles and hours for reporting. The basic concepts addressed below are:

Revenue Service  

Revenue service is when the transit vehicle is providing public transportation and is available to carry passengers. Revenue service excludes non-public transportation activities such as exclusive school bus service and charter service. Vehicles operated in fare free service are considered in revenue service.

Revenue service is measured in terms of revenue hours and revenue miles. For non-rail services, the service is measured in vehicle revenue hours (VRH) and vehicle revenue miles (VRM). For rail services, the service is measured in two different ways — train revenue hours (miles) and passenger car revenue hours (miles).

Revenue hours and miles for conventionally scheduled services, are comprised of two elements:

Running time is the time it takes the transit vehicle to travel from the beginning to the end of the transit route. The passenger timetable typically shows the running times for all trips operated by a transit agency.

The layover / recovery time typically is scheduled at the end of each trip and usually ranges from 10 to 20 percent of the running time. The time is scheduled to provide the transit operator a rest break and to provide an opportunity to get the transit service back on schedule if it was running late on the last trip.

For demand response (DR) service, the definition of revenue service is slightly different than that for conventionally scheduled service. Revenue time includes all travel and time from the point of the first passenger pick-up to the last passenger drop-off, as long as the vehicle does not return to the dispatching point.

Deadhead

Deadhead is the operating time needed to move a transit vehicle before revenue service begins and after revenue service ends. When transit vehicles are deadheading, they operate closed-door and are not available to passengers. Deadhead in fixed route services can involve travel between:

Note that bus (MB) deadhead includes mileage and time when the vehicle is not advertised as available for the general public, but is traveling to its first publicly advertised stop from the garage, or to the garage from the last publicly advertised stop. For a vehicle to be considered in revenue service, there must be a marked stop which is advertised in schedules and the bus must indicate that it is in revenue service.

For non-fixed route services (demand response (DR), vanpool (VP)), deadheading can involve travel between:

Deadhead does not include vehicle travel during other times when vehicles are not available to the general public. Examples include non-public transportation activities such as charter or exclusive school bus service and internal transit activities such as operator training and moving vehicles between maintenance or operations facilities.

Total Service

Total service covers the time from when a transit vehicle starts (pull-out time) from a garage to go into revenue service to the time it returns to the garage (pull-in time) after completing its revenue service. Since total service covers the time between pull-out and pull-in, it therefore includes both deadhead and revenue service.

Total service is measured in terms of hours and miles. For non-rail services, the service is measured in vehicle hours and vehicle miles. For rail services, the service is measured in two different ways — train hours (miles) and passenger car hours (miles).

Determining Revenue and Total Service Statistics

Revenue and total service hours (miles) can be calculated by examining the schedule for each revenue vehicle, commonly known as a vehicle block. The example below illustrates how to calculate the vehicle revenue hours (miles) and vehicle hours (miles) for a bus vehicle block.

Scheduled and Actual Service

Scheduled service refers to the service that was planned to be operated. Generally, this service is detailed in internal agency documents and provided to the users in public timetables.

Depending on the mode, different scheduled statistics are reported. For scheduled, non-rail services, the service is measured in scheduled vehicle revenue miles. For rail services, the service is measured in scheduled passenger car revenue miles. Scheduled service statistics are only reported for scheduled services and therefore, are not reported for demand response (DR), vanpool (VP), jitney (JT), and publico (PB) services.

Actual service refers to the service that was operated during the reporting period. The amount of actual service is very close to the amount of scheduled service except that adjustments must be made for two situations:

Except for scheduled vehicle revenue miles (non-rail) and scheduled passenger car revenue miles, actual service data are required to be reported in the service supplied portion of this form.

Service Supplied (Non-Rail Modes) Instructions

The reporting requirements for service supplied data vary by the three types of service operated:

Scheduled Fixed Route Services

For scheduled, fixed route services (bus (MB), publico (PB), ferryboat (FB), aerial tramway (TR) and jitney (JT)), service supplied data cover service typically (or commonly) operated. The average daily totals do not include:

Report service supplied data for average days (weekday, Saturday and Sunday) and for the annual total. For commuter rail (CR), light rail (LR), and heavy rail (HR), report passenger car revenue miles and passenger miles by weekday time periods.

Vehicles in Operation

Report the vehicles in operation for service that is typically operated. These are the maximum number of vehicles necessary to actually operate service excluding atypical days. In addition to average daily data, report vehicles in operation for the Weekday AM Peak, Weekday Midday and Weekday PM Peak time periods.

Actual Vehicle Miles and Hours, Actual Vehicle Revenue Miles and Hours

Report average daily and annual total data for actual vehicle miles, actual vehicle hours, actual vehicle revenue miles (VRM) and actual vehicle revenue hours (VRH). Actual vehicle revenue miles and hours are when the service is available to the general public. These are the miles and hours traveled by vehicles in carrying passengers, plus layover / recovery. It does not include the miles and hours for items such as deadhead, charter services, school bus service, operator training or maintenance testing.

The following exhibit illustrates how to accumulate hours and miles for a vehicle in fixed route service.

Scheduled Vehicle Revenue Miles

Report scheduled vehicle revenue miles directly from your schedules, excluding any service interruptions or special additional services. Average weekday data are the sum of the scheduled service offered during all time segments of a typical weekday.

Charter Service and School Bus Hours

Report charter service hours and school bus hours. Charter and school bus service are not open to the general public, but serve a select group.

School bus service means the exclusive use of vehicles for carrying students. It does not mean additional services (school trippers) that a transit agency may operate on an existing route to meet the demands of traveling students. School trippers are included in revenue service.

It is extremely rare that a transit agency would operate charter or school bus service.

Modes Using Ferryboat Service

The reporting of ferryboat (FB) service has unique reporting requirements when other transportation modes also utilize the ferryboat (FB) service. These other transportation modes may be other public transit modes such as vanpool (VP) and bus (MB), or they may be private vehicles such as automobiles.

The following rules apply:

Non-Scheduled Non-Fixed Route Services

In the following, reporting instructions are given for two types of non-scheduled services:

Demand Response Service

The reporting of average daily totals is different for demand response (DR) than it is for scheduled, fixed route services. For demand response (DR) services (non-fixed route, non-scheduled), the average daily totals cover all days operated — typical and atypical.

Vehicles in Operation

Report the vehicles in operation for service that is operated. These are the maximum number of vehicles necessary to actually operate the demand response (DR) service.

Actual Vehicle Miles and Hours, Actual Vehicle Revenue Miles and Hours

Report average daily and annual total data for actual vehicle miles, actual vehicle hours, actual vehicle revenue miles (VRM) and actual vehicle revenue hours (VRH). This is when the service is available to the general public. For demand response (DR) service, vehicle revenue miles (VRM) and vehicle revenue hours (VRH) include all travel and time from the point of the first passenger pick-up to the last passenger drop-off, as long as the vehicle does not return to the dispatching point. In addition, vehicle revenue miles (VRM) and vehicle revenue hours (VRH) include the distance and time to pick-up the next passenger. Thus, actual vehicle miles and hours are usually only slightly larger than actual vehicle revenue miles (VRM) and hours (VRH).

The exhibit below illustrates how to accumulate hours and miles for a vehicle in demand response (DR) service.

Scheduled Vehicle Revenue Miles

These data are not reported since demand response (DR) is a non-scheduled service.

Charter Service and School Bus Hours

Report charter service hours and school bus hours operated for demand response (DR) mode. Charter and school bus service are not open to the general public, but serve a select group.

School bus service means the exclusive use of vehicles for carrying students. It does not mean additional services (school trippers) that a transit agency may operate on an existing route to meet the demands of traveling students. School trippers are included in revenue service.

It is extremely rare that a transit agency would operate charter or school bus service.

Vanpool Service

The reporting of average daily totals is the same as demand response (DR). For vanpool (VP) (non-fixed route, non-scheduled), the average daily totals cover all days operated — typical and atypical.

Vehicles in Operation

Report the vehicles in operation for service that is operated. These are the maximum number of vehicles necessary to actually operate the vanpool (VP) service.

Actual Vehicle Miles and Hours, Actual Vehicle Revenue Miles and Hours

For vanpool (VP), whether the driver is just the driver or whether he is a participant in the vanpool (VP), determines how to count miles and hours. The driver is considered a passenger if he makes a work trip or has another trip purpose and does not receive wages.

If the driver is a passenger, the travel from the driver’s home to the first passenger pick-up and the travel from the last passenger drop-off are included in actual vehicle revenue miles (VRM) and hours (VRH). If the driver is not a passenger, this travel is considered deadheading and is only included in vehicle miles and hours.

The reporting for vanpool (VP) should not include travel to or from maintenance facilities unless the vehicle is routinely (nightly) stored at these facilities. It also should not include the driver’s personal use of the vehicle in the reported vehicle miles and hours.

Similar to demand response (DR), actual vehicle miles and hours are usually only slightly larger than actual vehicle revenue miles (VRM) and hours (VRH).

Scheduled Vehicle Revenue Miles

These data are not reported since vanpool (VP) is a non-scheduled service.

Charter Service and School Bus Hours

Report charter service hours and school bus hours operated for vanpool (VP) mode. Charter and school bus service are not open to the general public, but serve a select group. School bus service means the exclusive use of vehicles for carrying students; it does not mean additional services (school trippers) that a transit agency may operate to meet demand for an existing route that it operates. School trippers are included in revenue service.

It is extremely rare that a transit agency would operate charter or school bus service.

Service Supplied (Rail Modes) Instructions

Reporting for rail modes requires separate data for trains and for the passenger cars of each train. A train is simply a group of passenger cars that move as one unit. For commuter rail (CR) mode, a train includes the locomotive that pulls the passenger cars; and, the locomotive may or may not carry passengers. For some rail modes, such as heavy rail (HR) and light rail (LR), a train consists of one or more passenger cars. For other rail modes, there may be only one car per train, such as cable car (CC), or inclined plane (IP).

Report service supplied data for average days (weekday, Saturday and Sunday) and for the annual total. In addition, for heavy rail (HR), light rail (LR), and commuter rail (CR), report average weekday data by time period for the following items:

Trains and Passenger Cars in Operation

Report the number of trains in operation and passenger cars in operation for service that is typically operated. These are the maximum number of trains and passenger cars necessary to actual operate service excluding atypical days. In addition to average daily data, report vehicles in operation for the Weekday AM peak, Weekday midday and Weekday PM peak time periods.

Actual Train and Passenger Car Miles and Hours, Actual Train and Passenger Car Revenue Miles and Hours

Report actual train miles, actual train hours, actual train revenue miles and actual train revenue hours; and actual passenger car miles, actual passenger car revenue miles, actual passenger car hours and actual passenger car revenue hours. For commuter rail (CR) mode, do not include locomotive miles when reporting passenger car miles and hours.

Examples of how these statistics are computed are shown in the following example.

Scheduled Passenger Car Revenue Miles

Report scheduled passenger car revenue miles directly from your schedules, excluding any service interruptions or special additional services. Average weekday data are the sum of the scheduled service offered during all time segments of a typical weekday.

The following exhibit illustrates how to accumulate hours and miles for rail modes.

Service Consumed

Service consumed data are measures of the use of public transportation. NTD collects data on two measures:

In addition, NTD collects unlinked passenger trips (UPT) for complementary paratransit trips under the Americans with Disabilities Act of 1990 (ADA) requirements. Americans with Disabilities Act of 1990 (ADA) related unlinked passenger trips (UPT) (complementary paratransit) are reported only for the demand response (DR) mode.

For ferryboat (FB) mode, there are also unique NTD reporting requirements for reporting unlinked passenger trips (UPT) and passenger miles (PM) when other transportation modes also utilize the ferryboat (FB) service. These other transportation modes may be other public transit modes such as vanpool (VP) and bus (MB), or they may be private vehicles such as automobiles.

The following rules apply:

See also discussion above for reporting vehicle miles and hours, and in the Sources of Funds—Funds Expended and Funds Earned form (F-10) for reporting passenger fares and ferryboat (FB) ferriage fees.

Unlike all other data reported in the NTD, passenger miles (PM) and unlinked passenger trips (UPT) may be an estimate based on a sampling procedure. Acceptable sampling procedures and requirements are discussed at the end of this section.

Unlinked Passenger Trips

Report unlinked passenger trips (UPT) (boardings) for an average weekday, average Saturday, average Sunday and the annual total. Unlinked passenger trips (UPT) are the number of passengers who board public transportation vehicles. Passengers are counted each time they board vehicles no matter how many vehicles they use to travel from their origin to their destination.

For demand response (DR) mode, include personal care attendants and companions as long as they are not employees of the transit agency. Attendants and companions are included regardless of whether or not they are fare-paying passengers.

For heavy rail (HR), light rail (LR) and commuter rail (CR), report average weekday unlinked passenger trips by time period (Weekday AM Peak, Weekday Midday, Weekday PM Peak, and Weekday Other).

If you operate complementary paratransit trips, report the number of the unlinked trips attributable to Americans with Disabilities Act of 1990 (ADA) requirements (including personal care attendants and companions) under demand response (DR) mode. These unlinked passenger trips (UPT) should be less than or equal to the unlinked passenger trips (UPT) reported for all demand response (DR) service.

For vanpool (VP) service, commonly the driver is counted as a passenger since most drivers are not paid wages and they are commuting to work. However, in rare instances, the drivers are considered employees because, like other transit operators, they are paid wages and are not traveling for personal reasons (e.g., work commuting, shopping).

For all rail systems, unlinked passenger trips (UPT) should not be confused with counts of passengers entering the systems through fare turnstiles. Often, rails systems allow passengers to transfer from one train to another train without exiting the rail system. In these systems, the turnstile counts always will be less than unlinked passenger counts because the turnstile counts do not include counts of boarding transfer passengers.

Passenger Mile Data

Report passenger miles (PM) for an average weekday, average Saturday, average Sunday and the annual total. Passenger miles (PM) are the other measure of service consumed by transit users. This measure tracks the distance traveled by each passenger, i.e., the distance from the time he boards until he gets off the vehicle. Passenger miles (PM) are the cumulative sum of the distances ridden by each passenger.

Sampling Procedures and Requirements for Passenger Miles and Unlinked Passenger Trips

The counting of all unlinked passenger trips or all passenger miles consumed is called a 100 percent count. If available and reliable, 100 percent counts of either or both passenger miles (PM) and unlinked passenger trips (UPT) must be reported, If 100 percent counts are not available and reliable, the passenger miles (PM) and unlinked passenger trips (UPT) values may be estimated and reported based on statistical sampling. This requirement applies to all modes and types of service.

If 100 percent counts of either or both passenger miles (PM) and unlinked passenger trips (UPT) are unavailable or unreliable, passenger miles (PM) and unlinked passenger trips (UPT) must be estimated and reported based on a sampling procedure. The Federal Transit Administration (FTA) requirements are:

Passenger miles (PM) and unlinked passenger trips (UPT) are important NTD data items. The accuracy of the reported passenger miles (PM) and unlinked passenger trips (UPT) must be certified in the Chief Executive Officer (CEO) Certification.

The 100 percent count method and sampling requirements and procedures are discussed below.

100 Percent Count of Unlinked Passenger Trips and Passenger Miles

This method involves counting passengers each time they board a vehicle and recording the distance traveled. This method is generally applicable to smaller systems, but its use is not precluded by a system’s size. If 100 percent counts are available and reliable, they must be reported.

Transit agencies that attempt to do a 100 percent count may miss some of the vehicle trips because of personnel problems or equipment failures. If these vehicle trips are two percent or less of the total, then the transit agency should factor up the data to account for the missing percentage. If the missed vehicle trips are more than two percent of the total, then the transit agency must have a qualified statistician approve the methodology for factoring the data to account for the missing percentage.

Transit agencies using FTA C2710.2A for sampling demand response (DR) passenger miles must do a 100 percent count of unlinked passenger mile trips (UPT). Refer to FTA Approved Sampling Techniques below.

Passenger Mile Sampling

A transit agency may use any data sampling technique, by mode and type of service (TOS), which meets the 95 percent confidence and ±10 percent precision levels. Reporters may use different sampling techniques for each mode / type of service (TOS) combination.

To assist transit agencies, FTA has developed acceptable passenger mile (PM) and unlinked passenger trip (UPT) sampling procedures for bus (MB) and demand response (DR) services. A transit agency may also use any other procedure (alternative technique) that meets FTA requirements.

If you sample, you must follow the sampling technique exactly. Do not change the prescribed number of trips in the sample.

The following items are discussed below:

FTA Approved Sampling Techniques

There are two approved sampling techniques described in circulars that provide definitions, sampling procedures, data recording procedures, annual report compilation and sample selection information:

These circulars can be downloaded from the NTD Program website (www.NTDProgram.gov).

Alternative Sampling Techniques

A transit agency may also use any other procedure (alternative technique) approved by a qualified statistician. An alternative sampling technique is a statistically valid technique, other than a 100 percent count of both unlinked passenger trips (UPT) and passenger miles (PM).

FTA does not review or approve alternative sampling techniques. A qualified statistician must determine that the sampling technique meets FTA’s confidence and precision levels.

A qualified statistician is someone who can ensure that FTA statistical sampling requirements are met. FTA does not prescribe specific statistician qualifications. Instead, it requires the transit agency to insure that the statistician is suitably qualified. The statistician may be an in-house staff person with a working knowledge and an education or background in statistics. The statistician also may be a hired consultant with appropriate qualifications. Larger transit agencies with more complex services and needs will probably require a person who can handle more sophisticated sample / statistical procedures.

The transit agency must document and retain in their files both the technique and the statistician’s approval. The documentation should include:

A description of the technique that includes:

• The parameters used to estimate unlinked passenger trips (UPT) (e.g., unlinked passenger trips (UPT) per vehicle trip x number of vehicle trips operated) if a 100% count of unlinked passenger trips (UPT) is not available or reliable, and passenger miles (PM) (e.g., passenger miles (PM) per vehicle trip x number of vehicle trips operated), and
• The rationale used to estimate the coefficient(s) of variation.
• A signed review of the technique by a qualified statistician including a statement that the technique meets FTA’s confidence and precision levels.
• A summary of the statistician’s education and experience that indicates that the statistician is qualified.

FTA considers FTA C 2710.4A Revenue Based Sampling Procedures for Obtaining Fixed Route Bus (MB) Operating Data Required under the Section 15 Reporting System an alternative sampling technique. Transit agencies that use C 2710.4A must have a qualified statistician review and approve the sampling parameters.

Automatic Passenger Counters (APC)

Some transit agencies are using automatic passenger counters (APC) for collecting unlinked passenger trip (UPT) and passenger mile (PM) data for bus (MB) mode, either through sampling or a 100% count of data. Some, but not all, of these transit agencies have asked what the requirements are for using APC data. These requirements include benchmarking the APC data for a year against sampled data for the same year.

Often these transit agencies only have a small percentage of their bus fleet equipped with APCs. The APC buses are often not randomly distributed over the bus routes, yielding biased data. Further, studies have shown that there can be significant problems with reliability and consistency. The APCs need to be calibrated and validated by each transit agency periodically in order to be used instead of sampling or 100% counts.

Therefore, effective with the 2005 Report Year, the requirement is that FTA approves the APC methodology, the implementation of a new APC system, and the APC maintenance and benchmarking plan for each transit agency. Failure to obtain prior FTA approval for Report Year 2005 and future report years will result in APC-derived passenger mile data not being included in the Urbanized Area Formula Program apportionment.

In order to ensure the reliability of the unlinked passenger trip (UPT) and passenger mile (PM) data FTA must approve the following:

Specifically, this requires that for the first year the:

In subsequent years:

Sampling for Purchased Transportation Service

Rules have been developed for sampling purchased transportation (PT) services when the buyer also operates the same mode of service and when there is more than one seller. The guiding sampling rules for purchased transportation (PT) services included in the buyer’s report are:

Sampling Cycles — Mandatory Sampling Years

Transit agencies must sample or collect 100 percent counts of passenger miles (PM) in a mandatory year. The mandatory years are fixed in one-year, three-year or five-year cycles based on urbanized area (UZA) size, number of vehicles operated in annual maximum service (VOMS) and type of service (TOS). UZAs are determined from the 2000 US Census.

The cycles for mandatory year sampling are based on the type of service (TOS) operated UZAs served as follows:

Directly Operated Service

For transit agencies:

Purchased Transportation Service

For transit agencies:

The exhibit below summarizes mandatory year criteria for sampling passenger miles (PM).

Sampling Cycles — Non-Mandatory Sampling Years

In intermediate (non-mandatory) years, transit agencies may report passenger mile (PM) data in one of three ways:

Note that your average trip length for annual total data from the prior years can be viewed in Internet Reporting by clicking on the Reports tab.

The example below illustrates how to estimate passenger mile (PM) data using the average trip length.

CEO Certification of Sampling Techniques and Data

For both mandatory and intermediate years, your Chief Executive Officer (CEO) Certification verifies that the passenger mile (PM) data satisfy FTA requirements and describes how the passenger mile (PM) data were estimated.

The exhibit below summarizes the certification requirements for passenger mile (PM) data.

Service Operated (Days)

Report the total number of days of service for the following categories:

Within each of these categories, report the total number of days for weekday, Saturday and Sunday service. Many transit systems operate different schedules on weekdays, Saturdays, and Sundays. The reported number of days reflects the number of days each schedule was operated. Report holiday service as the day that most closely reflects the type of service (TOS) operated. For example, if on Christmas day you operate a Sunday schedule of service, report this as a Sunday.

If you did not operate service on some days due to transit labor strikes or officially declared emergencies, Internet Reporting will display a box for you to describe the situation.

Effective with National Transit Database (NTD) Report Year (RY) 2005 data, and thereafter, FTA holds harmless adjustments due to strikes, labor disputes, and work stoppages. RY 2005 data are the actual data to be used in apportionment of Fiscal Year (FY) 2007 funds (in February 2007). If an agency had a valid work stoppage during their FY 2005, the CEO of the transit agency must request a hold harmless adjustment in writing via the e-File. Pending review, an adjustment can be made in the FY 2008 apportionment, next year.

For the period of the strike, for the transit mode affected (e.g., commuter rail), FTA will adjust certain annual data used in the apportionment. FTA's adjustments are final and not subject to appeal. The data to be adjusted are based on the number of days of the strike. Partial strike days will not count.

NTD apportionment data to be adjusted are unlinked trips, vehicle revenue miles, passenger miles and operating costs. For service lost, simple adjustments will be made based on the annual weekday, Saturday and Sunday averages during the entire year, or an entire year that FTA deems appropriate.

Directional Route Miles

Directional route miles (DRM) are a measure of the service provided by your transit agency. They measure, by direction, the path of a vehicle in revenue service. They are counted once for each path, i.e., they do not depend on frequency of service. They are computed with regard to direction of service, but without regard to the number of traffic lanes or rail tracks existing in the right-of-way (ROW).

This graphic illustrates reporting of directional route miles (DRM) for bus (MB) mode for different operations. The graphic illustrates the difference between service operated in one direction only and service operated in both directions.

Solution 1: Two bus (MB) routes operate in only one direction over a one-mile segment of Main Street. In this case, there is one directional route mile (DRM).

Solution 2: Two bus (MB) routes operate in both directions over the one-mile segment of Main Street. In this case, there are two directional route miles (DRM).

The graphic to the above illustrates reporting of directional route miles (DRM) for different rail operations.

Trains operate in both directions over a one-mile segment of track. In this case, one mile of track equals two directional route miles (DRM).

In the next graphic, trains operate in only one direction over two parallel tracks.

In this case, a one-mile segment equals two directional route miles (DRM).

Directional route miles (DRM) are reported for fixed route services. Therefore, no data are reported for demand response (DR), jitney (JT), publico (PB), and vanpool (VP) services.

The discussion in this section covers:

·    Guideway classification

Guideway Classification

Most data for directional route miles (DRM) are entered in the Fixed Guideway Segments form (S-20). These data are summarized and then transferred to the Service form (S-10). Fixed guideway (FG) is reported by rail and non-rail modes. The modes for which this form applies are:

The data are entered in the Fixed Guideway Segments form (S-20) because directional route miles (DRM) are used to measure fixed guideway (FG). The traditional definition of fixed guideway (FG) is a separate right-of-way (ROW) for the exclusive use of public transportation vehicles. By this definition, all rail modes operate exclusively on fixed guideway (FG).

The concept of fixed guideway (FG) also has been extended to non-rail modes. An aerial tramway (TR) operates over its own exclusive air space that is similar to and is considered its own fixed guideway (FG). By Federal statute, the right-of-way (ROW) used by ferryboats (FB) also is considered exclusive fixed guideway (FG).

Very detailed information is reported on the Fixed Guideway Segments form (S-20) for the modes that operate exclusively on fixed guideway (FG). However, only the total directional route miles (DRM) are transferred to the Service form (S-10).

The remaining two fixed route modes — bus (MB) and trolleybus (TB) — sometimes operate on their own fixed guideways (FG), but often operate in mixed traffic rights-of-way (ROW) with other vehicles. For these two modes, directional route miles (DRM) are reported and categorized by the type of right-of-way (ROW) in which the mode operates. The type is determined by the time of day during which the facility is operated (exclusive use of a facility for all, some or none), not the facility’s physical construction as follows:

Again, for the bus (MB) and trolleybus (TB), very detailed information is reported on the Fixed Guideway Segments form (S-20). The total directional route miles (DRM) in all three guideway categories for trolleybus (TB) are transferred to the Service form (S-10). However, only the directional route miles (DRM) for the exclusive and controlled access rights-of-way (ROW) are transferred for the bus (MB) mode.

The transferred values for directional route miles (DRM) describe the service operated by the transit agency. Although related, the transferred data are not necessarily a summary of the directional route miles (DRM) that are eligible for funding under the Urbanized Area Funding Program (UAF). The eligibility for the Urbanized Area Funding Program (UAF) is based on the data reported and summarized in the Fixed Guideway Segments form (S-20). See the discussion of the Fixed Guideway Segments form (S-20) for more details.

Reporting Requirements for Bus

Report directional route miles (DRM) for bus (MB) service operated in mixed traffic rights-of-way (ROW). Total directional route miles (DRM) are transferred from the Fixed Guideway Segments form (S-20) for exclusive and controlled access rights-of-way (ROW). See the discussion of the Fixed Guideway Segments form (S-20) for more details.

Reporting Requirements for Non-Bus Modes

There are no reporting requirements for non-bus modes in the Service form (S-10). The total directional route miles (DRM) are transferred automatically from the data entered in the Fixed Guideway Segments form (S-20). See the discussion of the Fixed Guideway Segments form (S-20) for more details.

Fixed Guideway Segments form (S-20)

The Fixed Guideway Segments form (S-20) provides an inventory of fixed guideway (FG) facilities for their location, age, operating and physical characteristics. The form summarizes directional route miles (DRM) for service operated over segments of the fixed guideway (FG) facility. Once established, these segments typically remain unchanged in subsequent reports, but each year should be reviewed primarily for name changes and service characteristics.

Reporting Requirements and Thresholds

All transit agencies operating over fixed guideway (FG) must complete this form. Data are reported by mode and type of service (TOS) for each mode operating over fixed guideway (FG).

What Has Changed from Prior Year

The form incorporates additional enhancement and clarification of the high occupancy / toll lane requirements regarding SAFETEA-LU's minimum average speed requirements.

The Fixed Guideway Segments form (S-20) is used to identify each segment of transit operations over fixed guideway (FG), including high occupancy vehicle (HOV) facilities.

There are three Fixed Guideway Segments forms (S-20) tailored for:

Internet Reporting summarizes directional route miles (DRM) on the Fixed Guideway Segments form (S-20) and automatically transfers relevant data to the Service form (S-10) and Federal Funding Allocation Statistics form (FFA-10).

The reporting of fixed guideway (FG) segments requires an understanding of:

Guideway Classification

Fixed guideway (FG) is reported by rail and non-rail modes. The modes for which this form applies are:

All rail modes and aerial tramway (TR) operate exclusively on fixed guideway (FG). Except for bus (MB) and aerial tramway (TR) modes, non-rail modes always operate on non-fixed guideway (NFG), but by statute, the right-of-way (ROW) used by trolleybus (TB) and ferryboat (FB) is defined as fixed guideway (FG) for funding eligibility. The bus (MB) mode operates on fixed guideway (FG) only if it operates over exclusive or controlled access right-of-way (ROW).

Internet Reporting includes three Fixed Guideway Segments forms (S-20) tailored for reporting:

Directional Route Miles

Directional route miles (DRM) are a measure of the service provided by a transit agency. Directional route miles (DRM) do not include staging or storage areas at the beginning or end of a route. Measure directional route miles (DRM) using the routes normally followed. Do not count mileage for temporary deviations (e.g., detours).

Internet Reporting automatically calculates the fixed guideway directional route miles (FG DRM) using the data reported for each fixed guideway (FG) segment. Fixed guideway directional route miles (FG DRM) are transferred automatically to the Service form (S-10) and the Federal Funding Allocation Statistics form (FFA-10).

The graphic illustrates reporting of directional route miles (DRM) for bus (MB) mode for different operations. The graphic illustrates the difference between service operated in one direction only and service operated in both directions.

Solution 1: Two bus (MB) routes operate in only one direction over a one-mile segment of Main Street. In this case, there is one directional route mile (DRM).

Solution 2: Two bus (MB) routes operate in both directions over the one-mile segment of Main Street. In this case, there are two directional route miles (DRM).

The graphic below illustrates reporting of directional route miles (DRM) for different rail operations.

Trains operate in both directions over a one-mile segment of track. In this case, one mile of track equals two directional route miles (DRM).

In the next graphic, trains operate in only one direction over two parallel tracks.

In this case, a one-mile segment equals two directional route miles (DRM).

Average Monthly Directional Route Miles

If there were fixed guideway (FG) segments added (service start-ups) or removed (discontinued service) from revenue service during the report year, Internet Reporting calculates the average monthly fixed guideway directional route miles (FG DRM) over which service was operated. Average monthly directional route miles (DRM) are transferred automatically to the Federal Funding Allocation Statistics form (FFA-10).

Reporting Segments for Multiple Users and Modes

Transit agencies must report all segments on which a mode was operated either directly (DO) or through a purchased transportation (PT) agreement. It is possible that different modes or types of service (TOS) will operate on the same segment. The following rules should be followed in these situations:

Modify Existing Segment Data

Internet Reporting pre-fills the Fixed Guideway Segments form (S-20) with data from the prior year NTD submission. Transit agencies can modify data for existing fixed guideway (FG) segments. Transit agencies should not delete a segment and create a new segment in order to update a data field.

Transit agencies can edit the following data fields for existing segments without prior NTD approval:

Click on the Modify button at the end of the row to make revisions to pre-filled data fields described above. Internet Reporting will generate a duplicate line with editable fields. Enter modifications in the appropriate field, such as out of revenue service date.

Without FTA approval, transit agencies cannot change the following data fields for existing segments:

Transit agencies may request changes be made to the restricted data fields listed above which will be considered on a case-by-case basis. The changed segments are listed at the bottom of the form. The changes are not included in summaries of directional route miles (DRM) transferred to other forms. Requested changes do not take effect until after FTA approval. These requests should be made using the Fixed Guideway Changes selection under the Add Correspondence button of the e-File tab. The requests for data field changes must be received at least 60 calendar days prior to the report due date. See the NTD Annual Reporting Timeline exhibit in the Introduction, for your report due date.

The requests for data field changes should:

When a data change request is approved, NTD will make the requested changes in the Fixed Guideway Segments form (S-20) in Internet Reporting. The form will update to include the approved changes in the summary of directional route miles (DRM) transferred to other forms. The transit agency will be notified of the approval through the e-File tab.

Add Pre-Existing and New Segment Data

Transit agencies may add a segment that has been reported to the NTD in a prior report or may add a new segment by clicking on the Add Segment button on the form. A Drop-Down menu provides a list of previously reported segments by urbanized area (UZA) as well as a Create New Segment button. The following rules apply:

Delete Segment Data

Check the Delete box at the end of the row to delete a segment that your transit agency incorrectly entered as a new or pre-existing segment for the current report year. You can only do this in the Working Data stage. You cannot delete segments that your transit agency reported in the prior report year

If you no longer operate service on a segment that your transit agency reported in the prior report year, enter under Out of Revenue Service Date, the date that transit service was terminated for this mode and type of service (TOS). If service ended in the prior report year, enter that date. If service was last operated on the last day of the prior report year, enter the date for the first day of the current report year.

The detailed instructions are provided for the three FG segment forms:

For bus (MB) mode, transit agencies must comply with FTA requirements regarding fixed guideway (FG) segments that are either .25 miles or less in length or also used by toll-paying single occupancy vehicles (SOVs) on an incidental basis.

.25 Miles or Less Segments

Transit agencies must justify fixed guideway (FG) segments for bus (MB) mode that are less than or equal .25 miles unless they are operating on a bridge, in a tunnel or connect with a transit terminal. Follow instructions under the length field.

High Occupancy / Toll (HO/T) Lanes

Use and Operation of HOV facilities by high occupancy / toll (HO/T) vehicles.

These are vehicles that are not otherwise exempt to use the HOV facility (e.g., energy efficient vehicles) if the vehicle pays a toll. HO/T toll lanes allow single occupancy vehicles (SOVs) to gain access to high occupancy vehicle (HOV) facilities by paying a toll. If a transit agency has stricter requirements for high occupancy vehicles (HOV) facilities than the prohibition of single occupancy vehicles (SOVs), then those requirements apply to the high occupancy / toll (HO/T) lane.

A State agency with jurisdiction over the operation of a HOV facility must establish occupancy requirements for HOV lanes and for any exemptions. The State agency that chooses to allow exceptions to HOV requirements must certify to the US Secretary of Transportation that they have established a program to monitor, assess, and report on the operation of the facility and the impact of high occupancy / toll vehicles and other low emission and energy efficient vehicles. An adequate enforcement program is also required, and provision made for limiting or discontinuing the exemptions if the facility becomes seriously degraded.

Minimum Speed Requirements on New HOV and HO/T lanes

SAFETEA-LU added provisions to the requirements for new HOV lanes and HO/T lanes (23 U.S.C Section 166). These new provisions included the requirements that the State continuously monitor the performance of HOV and HO/T lanes, including average speed. For example, the State would establish a minimum average speed floor (usually around 45 miles per hour). As noted in FTA's Final Rule (Federal Register, vol. 72, No. 7, Jan. 11, 2007, p. 1366), if average speeds were lower than the State standard, this could constitute "degradation" of HOV or HOT facility performance requirements, making them ineligible for funding. For transit, to be eligible for funding, HOV and HO/T fixed-guideway service was always intended to function like rail fixed-guideway service, with "free flow" (23 U.S.C 166(d)) and a clear right of way. It is the view of Congress and FTA that vehicles on HOV and HO/T lanes, including transit buses and carpools, must be moving for the fixed-guideway segment to be effective "in reducing congestion and improving mobility," and to be a worthwhile investment for public transit. Specifically, a minimum performance speed on HOV/HO/T lanes provides the required "service advantage" for transit buses relative to regular traffic in the corridor. If new HOV lanes or HO/T lanes do not comply with these new SAFETEA-LU requirements, and there is an unacceptable "degradation" in average speed, they will not be eligible as fixed-guideway segments in the urban formula apportionment or for fixed-guideway modernization funding.

These provisions and clarifications also require that for excess toll revenues, priority consideration is to be given to projects for developing alternatives to single occupancy vehicle travel and for improving highway safety.

For NTD, transit agencies reporting HO/T lanes must provide a copy of the State’s certification to the US Secretary of Transportation.

Each segment used must be identified by selecting the appropriate segment type in column h.

Follow the instructions for each data field on the form. Refer to the discussion above for Modify Segment Data and for Add Pre-existing and New Segment Data for reviewing and editing data on existing fixed guideway (FG) segments.

Segment Code

This is a preset code created for NTD to assist in ongoing identification of fixed guideway (FG) segments. These codes may not be edited by transit agencies.

Urbanized Area

The urbanized area (UZA) number is pre-filled with data from the prior year NTD submission.

When adding a new segment, select the urbanized area (UZA) where the segment is geographically located from the Drop-Down menu. The Drop-Down menu incorporates all urbanized areas (UZAs) and other than urbanized areas (non-UZAs) identified on the Identification form (B-10).

Segment Name

The segment name is pre-filled with data from the previous NTD report year submission. It cannot be edited by transit agencies.

When adding a new segment, report the name of the segment. Provide enough detail to identify the segment and its location. Use route or line name, or the roadways where the facilities are located, to identify segments. Typically, this is a street name (e.g., Main Street) or highway number (e.g., I – 5) for bus (MB) and trolleybus (TB) modes.

Begins At

The location where the segment begins is pre-filled with data from the previous NTD report year submission. It cannot be edited by transit agencies.

When adding a new segment, report the point at which the segment begins in sufficient detail that it can be uniquely identified.

Use readily identifiable locations to describe segment endpoints. Do not use abbreviations in these endpoint descriptions because they need to be easily identifiable on maps, timetables and other materials during the validation process. Typically, an endpoint is an intersecting street or milepost marker for bus (MB) and trolleybus (TB) modes.

Ends At

The location where the segment ends is pre-filled with data from the previous NTD report year submission. It cannot be edited by transit agencies.

When adding a new segment, report the point at which the segment ends in sufficient detail that it can be uniquely identified.

Use readily identifiable locations to describe segment endpoints. Do not use abbreviations in these endpoint descriptions because they need to be easily identifiable on maps, timetables and other materials during the validation process. Typically, an endpoint is an intersecting street or milepost marker for bus (MB) and trolleybus (TB) modes.

Length

The length of the segment is pre-filled with data from the previous NTD report year submission. It cannot be edited by transit agencies.

When adding a new segment, report the length of the segment to the nearest hundredth of a mile. Reporting the segment length to the nearest hundredth of a mile provides the accuracy of the directional route miles to the nearest tenth for the Federal funding allocations.

Any segment for bus (MB) mode that is less than .25 miles will not be considered as fixed guideway (FG) unless it is running on a bridge, in a tunnel or connect with a transit terminal. In general, highway ramps, meter bypasses, and special turning facilities less than .25 miles must be justified and approved by FTA before it will be included as a fixed guideway (FG) segment. Most reporters have not chosen to report these segments in the past.

One-Way / Two-Way

A segment is one-way if travel always occurs in the same direction regardless of the time of day. A segment is two-way if travel occurs in both directions during the same period of time, or if travel is inbound during the Weekday AM peak and outbound during the Weekday PM peak.

The number of directions in which vehicles may travel on the segment is pre-filled with data from the previous NTD report year submission.

When adding a new segment or modifying data for an existing segment, select the number of directions in which vehicles may travel (one-way or two-way) on the segment from the Drop-Down menu.

Segment Type

The segment type refers to the physical construction of the segment and whether it is used as a high occupancy / toll (HO/T) lane. The segment type is pre-filled with data from the previous NTD report year submission. It cannot be edited by transit agencies.

When adding a new segment, select the segment type from the Drop-Down menu.

Peak Level of Service

Peak level of service (LOS) is based on traffic conditions as defined in the Highway Capacity Manual. Level of service (LOS) provides a measure of the ease with which traffic moves on a roadway. There are six levels ranging from free flow conditions to gridlock.

In reporting level of service (LOS), this is the traffic condition on the lanes next to the bus (MB) fixed guideway (FG) segment or in the travel corridor. The peak period level of service (LOS) is reported for the:

Peak level of service (LOS) is pre-filled with data from the previous NTD report year submission. It cannot be edited by transit agencies.

When adding a new segment, select the peak period level of service (LOS) ranging from A (best) to F (worst) traffic conditions from the Drop-Down menu. Note that segments with peak level of service A, B or C are not used in the FTA Federal formula allocations for funding, since these segments do not serve congested travel corridors.

Safe Operation

The safe operation requirements apply to priority lanes (e.g., on freeways / expressways / high-speed facilities) used by bus (MB) mode and other high occupancy vehicles (HOV); ( i.e., vanpools (VP) and carpools), to ensure safe travel. For these lanes, there must be some indication of separation to ensure safe access between free flowing high occupancy vehicle (HOV) lanes and the congested, unrestricted lanes.

Information on signage can be found in the Manual on Uniform Traffic Control Devices, Millennium Edition, December 2001, Section 3B.23, Preferential Lane Longitudinal Markings.

Separation can be accomplished at least two ways:

The graphics below illustrate safe operation for bus (MB) fixed guideway (FG) utilizing double solid line lane striping, traffic pylons, fencing and a concrete barrier.

If a freeway facility does not meet the safe operation requirements, it is not fixed guideway (NFG) for NTD reporting.

Lanes restricted to bus (MB) mode qualify as safely operated.

Safe operation is pre-filled with data from the previous NTD report year submission. It cannot be edited by transit agencies. When adding a new segment, select whether or not safe operation requirements are met from the Drop-Down menu.

For all other segments (non-freeways), select yes.

Hours Prohibited

The number of hours per week during which single occupancy vehicles (SOVs) are legally prohibited from using any portion of the segment is pre-filled with data from the previous NTD report year submission. It cannot be edited by transit agencies.

If the prohibition is for all hours of the week, then the segment is exclusive right-of-way (ROW).

If the prohibition is for only some hours of the week, then the segment is controlled access right-of-way (ROW).

When adding a new segment, report the number of hours per week during which single occupancy vehicles (SOVs) are legally prohibited from using any portion of the segment. If your transit agency has stricter requirements for high occupancy vehicle (HOV) facilities than the prohibition of single occupancy vehicles (SOVs), such as three or more persons per vehicle, then those requirements apply to the high occupancy toll (HO/T) lane, i.e., one and two-person vehicles would pay tolls.

Enforced / Prohibited

The number of hours per week during which officers of the law enforce the prohibition is pre-filled with data from the previous NTD report year submission. It cannot be edited by transit agencies. There must be a level of enforcement sufficient to ensure that 95 percent of the vehicles using the fixed guideway (FG) segment are eligible to use it.

When adding a new segment, report the number of hours per week during which officers of the law enforce the prohibition throughout the segment.

Original Date of Revenue Service

For existing segments, the original date of revenue service is pre-filled with data from the previous NTD report year submission. It cannot be edited by transit agencies.

For new segments, this is the opening date of revenue service on this segment by any transit operator, even though your transit agency may not have been the original operator. If you are the first transit agency to operate on a new segment, the original date of revenue service will be the same as the agency revenue service start date.

Agency Revenue Service Start Date

The agency revenue service start date is the date that your transit agency begins operating revenue service on a new or preexisting segment. Internet reporting automatically determines and enters the number of months operated (Also see Months Operated below). For preexisting segments, it cannot be edited by transit agencies.

Out of Revenue Service Date

If your transit agency stopped operating transit service on the segment during the year, report the last date of revenue service. Other reporters may continue to operate on this segment.

If a segment is temporarily out of service for rehabilitation or reconstruction for less than 12 months, do not enter an Out of Revenue Service date. FTA allows the months operated as 12. If a segment is out of service for rehabilitation or reconstruction for more than 12 months, or for some other temporary stoppage of service, contact your NTD analyst.

Internet reporting automatically determines and enters the number of months operated (Also see Months Operated below).

Months Operated

The number of months of operation for pre-filled segments defaults to 12. For new segments or segments taken out of revenue service, Internet Reporting automatically determines and enters the number of months operated using the agency revenue service start date and out of revenue service date. Internet Reporting will round the number of months of operation to a whole number, reporting a full month for revenue service that begins between the first and 14th of the month; revenue service that begins from the 15th through the end of the month is not counted. If revenue service began in the last two weeks of your transit agency’s fiscal year, Internet Reporting will indicate 0 months.

Type of Service Claimed

If directly operated (DO) and purchased transportation (PT) service for the same mode operate on the same segment, report the segment on both the directly operated (DO) and purchased transportation (PT) forms. However, the segment can only be claimed once for funding purposes. When adding a new segment, use the Drop-Down menu to select directly operated (DO) or purchased transportation (PT) to indicate the type of service (TOS) for which the segment is claimed on the Federal Funding Allocation Statistics form (FFA-10). This field applies only to transit agencies which operate both directly operated (DO) and purchased transportation (PT) for the same mode.

NTD Agency Claiming Segment

The NTD Agency Claiming Segment is pre-filled with data from the previous NTD report year submission. It cannot be edited by transit agencies.

When adding a new segment, from the Drop-Down menu, select the NTD transit agency identification number for the transit agency claiming the segment for funding purposes on the Federal Funding Allocation Statistics form (FFA-10). Only one transit agency can claim the segment. However, all transit agencies report the segments over which they operated transit services during the report year.

The Drop-Down menu will be pre-filled with all of the NTD reporting agencies located within the urbanized areas (UZAs) and other than urbanized areas reported on the Identification form (B-10).

Modify / Delete Segment Data

Internet Reporting pre-fills the Fixed Guideway Segments form (S-20) with data from the prior year NTD submission. Some pre-filled data fields are not editable.

Transit agencies may modify selected data for a segment.

Transit agencies cannot delete pre-existing segments from prior report years. Transit agencies can only delete segments during the Working Data stage that they incorrectly added for the current report year.

If you no longer operate service on a segment that your transit agency reported in the prior report year, enter under Out of Revenue Service Date, the date that transit service was terminated for this mode and type of service (TOS). If service ended in the prior report year, enter that date. If service was last operated on the last day of the prior report year, enter the date for the first day of the current report year.

Directional Route Miles Summary

Internet Reporting automatically calculates the number of directional route miles (DRM) by urbanized area (UZA), other than urbanized area (non-UZA) and total for all approved segments, as follows:

All levels of service:

Levels of service (LOS) D, E, and F:

Levels of service (LOS) D, E, F for segments > seven years @ Federal fiscal year end (FFYE):

All segments > seven years @ Federal fiscal year end (FFYE) are highlighted in a separate color.

Internet Reporting automatically transfers the data to the Service form (S-10):

Internet Reporting automatically transfers the data to the Federal Funding Allocation Statistics form (FFA-10):

Completing the Fixed Guideway Segments form (S-20) Bus

Directional Route Miles Summary - All Levels of Service (LOS)

Line 17: Total Controlled and Exclusive Right-of-Way (ROW) for Funding. This is an auto-calculated field and cannot be edited, review for accuracy. The total number of directional route miles (DRM) > seven years on controlled access and exclusive right-of-way (ROW) for segments with peak levels of service (LOS) D, E, and F that are being claimed by the reporting agency for funding, by urbanized area (UZA), other than urbanized area (non-UZA), and total. Internet Reporting automatically transfers the total (all UZA and non-UZA) data to the Federal Funding Allocation Statistics form (FFA-10), line 14. These are the eligible DRM used for the Fixed Guideway Modernization Program.

Follow the instructions for each data field on the form. Refer to the discussion above for Modify Segment Data and for Add Pre-existing and New Segment Data for reviewing and editing data on existing fixed guideway (FG) segments.

Segment Code

This is a preset code created for NTD to assist in ongoing identification of fixed guideway (FG) segments. These codes may not be edited by transit agencies.

Urbanized Area

The urbanized area (UZA) number is pre-filled with data from the prior year NTD submission.

When adding a new segment, select the urbanized area (UZA) where the segment is geographically located from the Drop-Down menu. The Drop-Down menu incorporates all urbanized areas (UZAs) and other than urbanized areas (non-UZAs) identified on the Identification form (B-10).

Segment Name

The segment name is pre-filled with data from the previous NTD report year submission. It cannot be edited by transit agencies.

When adding a new segment, report the name of the segment. Provide enough detail to identify the segment and its location. Use route or line name, or the roadways where the facilities are located, to identify segments. Typically, this is a street name (e.g., Main Street) or highway number (e.g., I – 5) for bus (MB) and trolleybus (TB) modes.

Begins At

The location where the segment begins is pre-filled with data from the previous NTD report year submission. It cannot be edited by transit agencies.

When adding a new segment, report the point at which the segment begins in sufficient detail that it can be uniquely identified.

Use readily identifiable locations to describe segment endpoints. Do not use abbreviations in these endpoint descriptions because they need to be easily identifiable on maps, timetables and other materials during the validation process. Typically, an endpoint is an intersecting street or milepost marker for bus (MB) and trolleybus (TB) modes.

Ends At

The location where the segment ends is pre-filled with data from the previous NTD report year submission. It cannot be edited by transit agencies.

When adding a new segment, report the point at which the segment ends in sufficient detail that it can be uniquely identified.

Use readily identifiable locations to describe segment endpoints. Do not use abbreviations in these endpoint descriptions because they need to be easily identifiable on maps, timetables and other materials during the validation process. Typically, an endpoint is an intersecting street or milepost marker for bus (MB) and trolleybus (TB) modes.

Length

The length of the segment is pre-filled with data from the previous NTD report year submission. It cannot be edited by transit agencies.

When adding a new segment, report the length of the segment to the nearest hundredth of a mile. Reporting the segment length to the nearest hundredth of a mile provides the accuracy of the directional route miles to the nearest tenth for the Federal funding allocations.

One-Way / Two-Way

A segment is one-way if travel always occurs in the same direction regardless of the time of day. A segment is two-way if travel occurs in both directions during the same period of time, or if travel is inbound during the Weekday AM peak and outbound during the Weekday PM peak.

The number of directions in which vehicles may travel on the segment is pre-filled with data from the previous NTD report year submission.

When adding a new segment or modifying data for an existing segment, select the number of directions in which vehicles may travel (one-way or two-way) on the segment from the Drop-Down menu.

Hours Prohibited

The number of hours per week during which single occupancy vehicles (SOVs) are legally prohibited from using any portion of the segment is pre-filled with data from the previous NTD report year submission. It cannot be edited by transit agencies. If your transit agency has stricter requirements for high occupancy vehicle (HOV) facilities than the prohibition of single occupancy vehicles (SOV), such as three or more persons per vehicle, then those requirements apply to the high occupancy toll (HO/T) lane, (i.e., one and two-person vehicles would pay tolls).

If the prohibition is for all hours of the week, then the segment is exclusive right-of-way (ROW).

If the prohibition is for only some hours of the week, then the segment is controlled access right-of-way (ROW).

When adding a new segment report the number of hours per week during which single occupancy vehicles (SOV) are legally prohibited from using any portion of the segment.

Original Date of Revenue Service

For existing segments, the original date of revenue service is pre-filled with data from the previous NTD report year submission. It cannot be edited by transit agencies.

For new segments, report the opening date of revenue service on this segment by any transit operator, even though your transit agency may not have been the original operator. If you are the first transit agency to operate on a new segment, the original date of revenue service will be the same as the agency revenue service start date.

Agency Revenue Service Start Date

For existing segments, the agency revenue service start date is pre-filled with data from the previous NTD report year submission. It cannot be edited by transit agencies. The agency revenue service start date is the date that your transit agency begins operating revenue service on a new or preexisting segment. Internet reporting automatically determines and enters the number of months operated (Also see Months Operated below).

Out of Revenue Service Date

If your transit agency stopped operating transit service on the segment during the year, report the last date of revenue service. Other reporters may continue to operate on this segment.

If a segment is temporarily out of service for rehabilitation or reconstruction for less than 12 months, do not enter an Out of Revenue Service date. FTA allows the months operated as 12. If a segment is out of service for rehabilitation or reconstruction for more than 12 months, or for some other temporary stoppage of service, contact your NTD analyst.

Internet reporting automatically determines and enters the number of months operated (Also see Months Operated below).

Months Operated

The number of months of operation for pre-filled segments defaults to 12. For new segments or segments taken out of revenue service, Internet Reporting automatically determines and enters the number of months operated using the agency revenue service start date and out of revenue service date. Internet Reporting will round the number of months of operation to a whole number, reporting a full month for revenue service that begins between the first and 14th of the month; revenue service that begins from the 15th through the end of the month is not counted. If revenue service began in the last two weeks of your transit agency’s fiscal year, Internet Reporting will indicate 0 months.

Type of Service Claimed

If directly operated (DO) and purchased transportation (PT) service for the same mode operate on the same segment, report the segment on both the directly operated (DO) and purchased transportation (PT) forms. However, the segment can only be claimed once for funding purposes. When adding a new segment, use the Drop-Down menu to select directly operated (DO) or purchased transportation (PT) to indicate the type of service (TOS) for which the segment is claimed on the Federal Funding Allocation Statistics form (FFA-10). This field applies only to transit agencies which operate both directly operated (DO) and purchased transportation (PT) for the same mode.

NTD Agency Claiming Segment

The NTD Agency Claiming Segment is pre-filled with data from the previous NTD report year submission. It cannot be edited by transit agencies.

When adding a new segment, from the Drop-Down menu, select the NTD transit agency identification number for the transit agency claiming the segment for funding purposes on the Federal Funding Allocation Statistics form (FFA-10). Only one transit agency can claim the segment. However, all transit agencies report the segments over which they operated transit services during the report year.

The Drop-Down menu will be pre-filled with all of the NTD reporting agencies located within the urbanized areas (UZAs) and other than urbanized areas (non-UZA) reported on the Identification form (B-10).

Modify / Delete Segment Data

Internet Reporting pre-fills the Fixed Guideway Segments form (S-20) with data from the prior year NTD submission. Some pre-filled data fields are not editable.

Transit agencies may modify selected data for a segment.

Transit agencies cannot delete pre-existing segments from prior report years. Transit agencies can only delete segments during the Working Data stage that they incorrectly added for the current report year.

If you no longer operate service on a segment that your transit agency reported in the prior report year, enter under Out of Revenue Service Date, the date that transit service was terminated for this mode and type of service (TOS). If service ended in the prior report year, enter that date. If service was last operated on the last day of the prior report year, enter the date for the first day of the current report year.

Directional Route Miles Summary

Internet Reporting automatically calculates the number of directional route miles (DRM) by urbanized area (UZA), other than urbanized area (non-UZA) and total for all approved segments, as follows:

All segments:

Segments > seven years @ Federal fiscal year end (FFYE):

All segments > seven years @ Federal fiscal year end (FFYE) are highlighted in a separate color.

Internet Reporting automatically transfers the data to the Service form (S-10):

Internet Reporting automatically transfers the data to the Federal Funding Allocation Statistics form (FFA-10):

Line 05: Total Mixed Traffic Right-of-Way (ROW) @ Fiscal Year End (FYE). This is an auto-calculated field and cannot be edited, review for accuracy. The total number of directional route miles (DRM) for all segments on mixed traffic right-of-way (ROW) by urbanized area (UZA), other than urbanized area (non-UZA), and total. Internet Reporting automatically transfers the total (all UZA and non UZA) data to the Service form (S-10), line 26.

Line 06: Average Mixed Traffic Right-of-Way (ROW). This is an auto-calculated field and cannot be edited, review for accuracy. The average number of directional route miles (DRM) for all segments on mixed traffic right-of-way (ROW) by urbanized area (UZA), other than urbanized area (non-UZA), and total over the course of the report year.

Line 07: Total Controlled, Exclusive and Mixed Traffic Right-of-Way (ROW). This is an auto-calculated field and cannot be edited, review for accuracy. The total number of directional route miles (DRM) on controlled, exclusive and mixed traffic right-of-way (ROW) for urbanized area (UZA), other than urbanized area (non-UZA) and total over the course of the report year. These data are used in determining eligible segments for the Urbanized Area Formula Program (UAF). Vehicle revenue miles (VRM), passenger miles (PM) and operating expenses (OE) can be claimed under fixed guideway (FG) on the Federal Funding Allocation Statistics form (FFA-10), lines 08 through 10.

Line 08: Total Controlled, Exclusive and Mixed Traffic Right-of-Way (ROW) for Funding. This is an auto-calculated field and cannot be edited, review for accuracy. The average number of directional route miles (DRM) on controlled access, exclusive, and mixed traffic right-of-way (ROW) for all segments that are being claimed by the reporting agency for funding by urbanized area (UZA), other than urbanized area (non-UZA) and total over the course of the report year. Internet Reporting automatically transfers the total (all UZA and non-UZA) data to the Federal Funding Allocation Statistics form (FFA-10), line 06. These are the eligible directional route miles (DRM) used for the Urbanized Area Formula Program (UAF).

Line 09: Total Controlled, Exclusive and Mixed Traffic Right-of-Way (ROW) @ Fiscal Year End (FYE). This is an auto-calculated field and cannot be edited, review for accuracy. The total number of directional route miles (DRM) on controlled access, exclusive, and mixed traffic right-of-way (ROW) for all segments by urbanized area (UZA), other than urbanized area (non-UZA) and total.

All Segments > Seven Years @ Federal Fiscal Year End (FFYE)

Line 10: Total Controlled Access Right-of-Way (ROW). This is an auto-calculated field and cannot be edited, review for accuracy. The number of directional route miles (DRM) on controlled access right-of-way (ROW) for segments > seven years by urbanized area (UZA), other than urbanized area (non-UZA), and total.

Line 11: Total Exclusive Right-of-Way (ROW). This is an auto-calculated field and cannot be edited, review for accuracy. The number of directional route miles (DRM) on exclusive right-of-way (ROW) for segments > seven years by urbanized area (UZA), other than urbanized area (non-UZA), and total.

Line 12: Mixed Traffic Right-of-Way (ROW). This is an auto-calculated field and cannot be edited, review for accuracy. The number of directional route miles (DRM) on mixed traffic right-of-way (ROW) for segments > seven years by urbanized area (UZA), other than urbanized area (non-UZA), and total.

Line 13: Total Controlled, Exclusive and Mixed Traffic Right-of-Way (ROW). This is an auto-calculated field and cannot be edited, review for accuracy. The total number of directional route miles (DRM) on controlled access, exclusive and mixed traffic right-of-way (ROW) for segments > seven years by urbanized area (UZA), other than urbanized area (non-UZA), and total. These data are used in determining eligible segments for the Fixed Guideway Modernization Program (UAF). Vehicle revenue miles (VRM) can be claimed under fixed guideway (FG) on the Federal Funding Allocation Statistics form (FFA-10), line 15.

Line 14: Total Controlled, Exclusive and Mixed Traffic Right-of-Way (ROW) for Funding. This is an auto-calculated field and cannot be edited, review for accuracy. The total number of directional route miles (DRM) on controlled access, exclusive and mixed traffic right-of-way (ROW) for segments > seven years that are being claimed by the reporting agency for funding, by urbanized area (UZA), other than urbanized area (non-UZA), and total. Internet Reporting automatically transfers the total (all UZA and non-UZA) data to the Federal Funding Allocation Statistics form (FFA-10), line 14. These are the eligible directional route miles (DRM) used for the Fixed Guideway Modernization Program.

For ferryboat (FB) mode, directional route miles (DRM) are based on the most direct route between terminals over navigable water in statute miles. This route may not be the length of the actual path followed. If there are several terminals connected by multiple routes, measure the directional route miles (DRM) as the minimum path connecting all the terminals.

Follow the instructions for each data field on the form. Refer to the discussion above for Modify Segment Data and for Add Pre-existing and New Segment Data for reviewing and editing data on existing fixed guideway (FG) segments.

Segment Code

This is a preset code created for NTD to assist in ongoing identification of fixed guideway (FG) segments. These codes may not be edited by transit agencies.

Urbanized Area

The urbanized area (UZA) number is pre-filled with data from the prior year NTD submission.

When adding a new segment, select the urbanized area (UZA) where the segment is geographically located from the Drop-Down menu. The Drop-Down menu incorporates all urbanized area (UZA) and other than urbanized areas (non-UZAs) identified on the Identification form (B-10).

Segment Name

The segment name is pre-filled with data from the previous NTD report year submission. It cannot be edited by transit agencies.

When adding a new segment, report the name of the segment. Provide enough detail to identify the segment and its location. Use route or line name, or the roadways where the facilities are located, to identify segments. For most rail systems, this is typically the name of the rail line (e.g., Red Line). For commuter rail (CR) and ferryboat (FB) modes, this is often the name of the route.

Begins At

The location where the segment begins is pre-filled with data from the previous NTD report year submission. It cannot be edited by transit agencies.

When adding a new segment, report the point at which the segment begins in sufficient detail that it can be uniquely identified.

Use readily identifiable locations to describe segment endpoints. Do not use abbreviations in these endpoint descriptions because they need to be easily identifiable on maps, timetables and other materials during the validation process. For commuter rail (CR) systems, an endpoint is often a milepost marker. For most other rail systems, an endpoint is typically a passenger station name. For ferryboat (FB) mode, an endpoint is often the dock location where passengers board and de-board (e.g., Brooklyn Ferry from Manhattan to Brooklyn).

Ends At

The location where the segment ends is pre-filled with data from the previous NTD report year submission. It cannot be edited by transit agencies.

When adding a new segment, report the point at which the segment ends in sufficient detail that it can be uniquely identified.

Use readily identifiable locations to describe segment endpoints. Do not use abbreviations in these endpoint descriptions because they need to be easily identifiable on maps, timetables and other materials during the validation process. For commuter rail (CR) systems, an endpoint is often a milepost marker. For most other rail systems, an endpoint is typically a passenger station name. For ferryboat (FB) mode, an endpoint is often the dock location where passengers board and de-board (e.g., Brooklyn Ferry from Manhattan to Brooklyn).

Length

The length of the segment is pre-filled with data from the previous NTD report year submission. It cannot be edited by transit agencies.

When adding a new segment, report the length of the segment to the nearest hundredth of a mile. Reporting the segment length to the nearest hundredth of a mile provides the accuracy of the directional route miles to the nearest tenth for the Federal funding allocations.

One-Way / Two-Way

A segment is one-way if travel always occurs in the same direction regardless of the time of day. A segment is two-way if travel occurs in both directions during the same period of time, or if travel is inbound during the Weekday AM peak and outbound during the Weekday PM peak.

The number of directions in which vehicles may travel on the segment is pre-filled with data from the previous NTD report year submission.

When adding a new segment or modifying data for an existing segment, select the number of directions in which vehicles may travel (one-way or two-way) on the segment from the Drop-Down menu.

Original Date of Revenue Service

For existing segments, the original date of revenue service is pre-filled with data from the previous NTD report year submission. It cannot be edited by transit agencies.

For new segments, this is the opening date of revenue service on this segment by any transit operator, even though your transit agency may not have been the original operator. If you are the first transit agency to operate on a new segment, the original date of revenue service will be the same as the agency revenue service start date.

Agency Revenue Service Start Date

For existing segments, the agency revenue service start date is pre-filled with data from the previous NTD report year submission. It cannot be edited by transit agencies. The agency revenue service start date is the date that your transit agency begins operating revenue service on a new or preexisting segment. Internet reporting automatically determines and enters the number of months operated (Also see Months Operated below).

Out of Revenue Service Date

If your transit agency stopped operating transit service on the segment during the year, report the last date of revenue service. Other reporters may continue to operate on this segment.

If a segment is temporarily out of service for rehabilitation or reconstruction for less than 12 months, do not enter an Out of Revenue Service date. FTA allows the months operated as 12. If a segment is out of service for rehabilitation or reconstruction for more than 12 months, or for some other temporary stoppage of service, contact your NTD analyst.

Internet reporting automatically determines and enters the number of months operated (Also see Months Operated below).

Months Operated

The number of months of operation for pre-filled segments defaults to 12. For new segments or segments taken out of revenue service, Internet Reporting automatically determines and enters the number of months operated using the agency revenue service start date and out of revenue service date. Internet Reporting will round the number of months of operation to a whole number, reporting a full month for revenue service that begins between the first and 14th of the month; revenue service that begins from the 15th through the end of the month is not counted. If revenue service began in the last two weeks of your transit agency’s fiscal year, Internet Reporting will indicate 0 months.

Type of Service Claimed

If directly operated (DO) and purchased transportation (PT) service for the same mode operate on the same segment, report the segment on both the directly operated (DO) and purchased transportation (PT) forms. However, the segment can only be claimed once for funding purposes. When adding a new segment, use the Drop-Down menu to select directly operated (DO) or purchased transportation (PT) to indicate the type of service (TOS) for which the segment is claimed on the Federal Funding Allocation Statistics form (FFA-10). This field applies only to transit agencies which operate both directly operated (DO) and purchased transportation (PT) for the same mode.

NTD Agency Claiming Segment

The NTD Agency Claiming Segment is pre-filled with data from the previous NTD report year submission. It cannot be edited by transit agencies.

When adding a new segment, from the Drop-Down menu, select the NTD transit agency identification number for the transit agency claiming the segment for funding purposes on the Federal Funding Allocation Statistics form (FFA-10). Only one transit agency can claim the segment. However, all transit agencies report the segments over which they operated transit services during the report year.

The Drop-Down menu will be pre-filled with all of the NTD reporting agencies located within the urbanized areas (UZA) and other than urbanized area (non-UZA) reported on the Identification form (B-10).

Modify / Delete Segment Data

Internet Reporting pre-fills the Fixed Guideway Segments form (S-20) with data from the prior year NTD submission. Some pre-filled data fields are not editable.

Transit agencies may modify selected data for a segment.

Transit agencies cannot delete pre-existing segments from prior report years. Transit agencies can only delete segments during the Working Data stage that they incorrectly added for the current report year.

If you no longer operate service on a segment that your transit agency reported in the prior report year, enter under Out of Revenue Service Date, the date that transit service was terminated for this mode and type of service (TOS). If service ended in the prior report year, enter that date. If service was last operated on the last day of the prior report year, enter the date for the first day of the current report year.

Directional Route Miles Summary

Internet Reporting automatically calculates the number of directional route miles (DRM) by urbanized area (UZA), other than urbanized area (non-UZA) and total for all approved segments, as follows:

All Segments:

All segments > seven years @ Federal fiscal year end (FFYE):

All segments > seven years @ Federal fiscal year end (FFYE) are highlighted in a separate color.

Internet Reporting automatically transfers the data to the Service form (S-10):

Internet Reporting automatically transfers the data to the Federal Funding Allocation Statistics form (FFA-10):

Average for all segments for funding is transferred to line 06