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42 Table 14. Example Reporting of Airport APM Performance Measure #3: O&M Expense per Vehicle Service Mile. February 2010 Month Year-to-Date W/Utilities W/O Utilities W/Utilities W/O Utilities Expense Expense Expense Expense O&M Expense per Vehicle $24.05 $18.15 $20.45 $17.50 Service Mile n the APM may not be dedicated to only the APM services, but SC AO = SC AO_x rather may be on a common upstream feed that branches off to x=A the APM service and another non-APM service. In such a case, n it may be difficult, if possible at all, to determine the expense AC P = AC P_x for the APM service versus that of the non-APM service. In x=A anticipation of this potential problem, it is recommended n that for those systems that have dedicated meters/services, total AC AO = AC AO_x x=A O&M expenses be reported both with and without utilities expenses. For those systems that share services with other SC P_x = SNTP_x CDC SNCTP_x non-APM services, total O&M expenses should be reported without utilities expenses only. SC AO_x = SNTAO_x CDC SNCTAO_x To track performance over time, it is recommended that O&M Expense per Vehicle Service Mile be calculated for the AC P_x = ANTP_x CDC ANCTP_x month and year, with those measures reported monthly to the cent. The measure reported for the year is always cumulative-to- AC AO_x = ANTAO_x CDC ANCTAO_x date, and it resets upon the start of the new year. For example, if the monthly report is being issued for the month of February Where: for a particular year, the reported monthly measure would be for the entire month of February, and the reported yearly SC = Scheduled capacity. The scheduled cumulative line measure would be the cumulative measure of O&M Expense capacity. per Vehicle Service Mile from January 1st through February AC = Actual capacity. The actual cumulative line capacity. 28th of that year. P = Peak periods. An example of how O&M Expense per Vehicle Service AO = All other periods. Mile performance measures could be reported for the month x = Train consist type (e.g., type A for a two-car train; type of February, 2010, is provided in Table 14, and the Airport B for a three-car rain). APM Performance Measures reporting form can be found in n = Number of train consist types. Exhibit A as Form B. Trip = The departure of an in-service train from the scheduled originating system terminal and arrival at the scheduled 5.3.6Airport APM Performance Measure #4: destination system terminal. Actual and Scheduled Capacity In-service train is a train located in the passenger-carrying (Peak Versus All Other) portion of the system that passengers are able to use for transport. 5.3.6.1Definition SNT = Scheduled number of trips. The scheduled number Actual and Scheduled Capacity (Peak Versus All Other) is of trips departing from the busiest system terminal. the comparison of actual cumulative line capacity to scheduled ANT = Actual number of trips. The actual number of trips cumulative line capacity for peak periods versus all other departing from the busiest system terminal. periods in an airport APM system. CDC = Car design capacity. The originally specified design Actual and Scheduled Capacity (Peak Versus All Other) is capacity of the car, expressed as the number of passengers defined as: per car. If this information is unavailable, then: The number of passengers that can be accommodated in n SC P = SC P_x seats in a car (not including flip-up and stowable seats), x=A plus

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43 The number of standee passengers that can be accom- the CCCS that is part of the ATS subsystem will have the func- modated in a car based on one standing passenger for tionality to allow user-defined reports and/or performance each 2.7 ft2 of standee floor area. Standee floor area is measures to be generated based on custom rules set by the user, defined as the area available to standing passengers, and output data can be generated by the airport APM system including the area occupied by flip-up and stowable seats itself. After the one-time setup of the performance measure in (all non-fixed seats). the CCCS, most of what is needed thereafter are the incidental SNCT = Scheduled number of cars per trip. updates of eliminating incomplete trips, and perhaps not much ANCT = Actual number of cars per trip. more, depending on the sophistication of the CCCS and output Where individual cars are not provided, the language data generated by the airport APM system. Control center in this section is to apply to vehicles. See Section 5.1.6 for personnel usually perform these updates after each downtime definitions and discussion of car, vehicle, and train. event or before their shifts are complete. In many cases, this allows reports to be automatically generated, usually daily, monthly, and/or yearly, directly by the CCCS. If this function- 5.3.6.2 Data Requirements and Sources ality exists within the CCCS, it is recommended that it be used The data and sources required to calculate Actual and since it could save time and effort. Scheduled Capacity (Peak Versus All Other) are provided in Some CCCSs do not have the capability described previously Table 15. but instead can dump the raw output data acquired from the airport APM system automatically to a batch file or to some other network location connected to the CCCS. This is typically 5.3.6.3Data Collection Techniques and Calculating done at the end of the operating day or shortly thereafter. In and Recording the Measure this case it may be easiest to import the data into a spreadsheet It is recommended that the collection of data for the Actual application having a file specifically developed to calculate and Scheduled Capacity (Peak Versus All Other) performance and track this performance measure. The application and file measure be accomplished daily since the measure may serve could be installed on a personal computer in the control center a useful purpose in describing performance when reported so that staff there would have the same ability to keep the data daily within an organization. This measure might also be current on each shift. It is assumed for the purpose of this interesting when comparing it with the same measure for guidebook and this performance measure that airport APM other airport APM systems, which can provide perspective on systems have the capability to provide the data requirements the sizes of such systems. at least through the export of data files for use by control center For this measure, most of the data will typically be collected and/or other personnel in their analysis and calculations of from records and systems in the control center. In some cases, the performance measure discussed herein. Table 15. Data requirements and sources, Airport APM Performance Measure #4: Actual and Scheduled Capacity (Peak Versus All Other). Data Requirement Source Scheduled arrival and departure times, by car, vehicle, and train ATS subsystem of the ATC system; 1 number, of in-service trains at the typically recorded by the CCCS terminal stations of each route in the system Actual arrival and departure times, by car, vehicle, and train number, of ATS, CCCS 2 in-service trains at terminal stations of each route in the system System schedule, including scheduled opening and closing times of the system, scheduled start/end times of service periods, scheduled ATS, CCCS 3 number of trains and cars or vehicles per train to be in service, and scheduled headway or departure times Conformed systems contract documents 4 Car design capacity (design loading) Authorized official from the operating organization