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Suggested Citation:"APPENDIX A EVALUATION FRAMEWORKS." Transportation Research Board. 1997. Evaluating Transit Operations for Individuals with Disabilities: Final Report. Washington, DC: The National Academies Press. doi: 10.17226/6348.
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Suggested Citation:"APPENDIX A EVALUATION FRAMEWORKS." Transportation Research Board. 1997. Evaluating Transit Operations for Individuals with Disabilities: Final Report. Washington, DC: The National Academies Press. doi: 10.17226/6348.
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Suggested Citation:"APPENDIX A EVALUATION FRAMEWORKS." Transportation Research Board. 1997. Evaluating Transit Operations for Individuals with Disabilities: Final Report. Washington, DC: The National Academies Press. doi: 10.17226/6348.
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Suggested Citation:"APPENDIX A EVALUATION FRAMEWORKS." Transportation Research Board. 1997. Evaluating Transit Operations for Individuals with Disabilities: Final Report. Washington, DC: The National Academies Press. doi: 10.17226/6348.
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Suggested Citation:"APPENDIX A EVALUATION FRAMEWORKS." Transportation Research Board. 1997. Evaluating Transit Operations for Individuals with Disabilities: Final Report. Washington, DC: The National Academies Press. doi: 10.17226/6348.
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Suggested Citation:"APPENDIX A EVALUATION FRAMEWORKS." Transportation Research Board. 1997. Evaluating Transit Operations for Individuals with Disabilities: Final Report. Washington, DC: The National Academies Press. doi: 10.17226/6348.
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Suggested Citation:"APPENDIX A EVALUATION FRAMEWORKS." Transportation Research Board. 1997. Evaluating Transit Operations for Individuals with Disabilities: Final Report. Washington, DC: The National Academies Press. doi: 10.17226/6348.
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Suggested Citation:"APPENDIX A EVALUATION FRAMEWORKS." Transportation Research Board. 1997. Evaluating Transit Operations for Individuals with Disabilities: Final Report. Washington, DC: The National Academies Press. doi: 10.17226/6348.
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Suggested Citation:"APPENDIX A EVALUATION FRAMEWORKS." Transportation Research Board. 1997. Evaluating Transit Operations for Individuals with Disabilities: Final Report. Washington, DC: The National Academies Press. doi: 10.17226/6348.
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Suggested Citation:"APPENDIX A EVALUATION FRAMEWORKS." Transportation Research Board. 1997. Evaluating Transit Operations for Individuals with Disabilities: Final Report. Washington, DC: The National Academies Press. doi: 10.17226/6348.
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Suggested Citation:"APPENDIX A EVALUATION FRAMEWORKS." Transportation Research Board. 1997. Evaluating Transit Operations for Individuals with Disabilities: Final Report. Washington, DC: The National Academies Press. doi: 10.17226/6348.
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Suggested Citation:"APPENDIX A EVALUATION FRAMEWORKS." Transportation Research Board. 1997. Evaluating Transit Operations for Individuals with Disabilities: Final Report. Washington, DC: The National Academies Press. doi: 10.17226/6348.
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Suggested Citation:"APPENDIX A EVALUATION FRAMEWORKS." Transportation Research Board. 1997. Evaluating Transit Operations for Individuals with Disabilities: Final Report. Washington, DC: The National Academies Press. doi: 10.17226/6348.
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Suggested Citation:"APPENDIX A EVALUATION FRAMEWORKS." Transportation Research Board. 1997. Evaluating Transit Operations for Individuals with Disabilities: Final Report. Washington, DC: The National Academies Press. doi: 10.17226/6348.
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Suggested Citation:"APPENDIX A EVALUATION FRAMEWORKS." Transportation Research Board. 1997. Evaluating Transit Operations for Individuals with Disabilities: Final Report. Washington, DC: The National Academies Press. doi: 10.17226/6348.
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Suggested Citation:"APPENDIX A EVALUATION FRAMEWORKS." Transportation Research Board. 1997. Evaluating Transit Operations for Individuals with Disabilities: Final Report. Washington, DC: The National Academies Press. doi: 10.17226/6348.
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Suggested Citation:"APPENDIX A EVALUATION FRAMEWORKS." Transportation Research Board. 1997. Evaluating Transit Operations for Individuals with Disabilities: Final Report. Washington, DC: The National Academies Press. doi: 10.17226/6348.
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Suggested Citation:"APPENDIX A EVALUATION FRAMEWORKS." Transportation Research Board. 1997. Evaluating Transit Operations for Individuals with Disabilities: Final Report. Washington, DC: The National Academies Press. doi: 10.17226/6348.
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Suggested Citation:"APPENDIX A EVALUATION FRAMEWORKS." Transportation Research Board. 1997. Evaluating Transit Operations for Individuals with Disabilities: Final Report. Washington, DC: The National Academies Press. doi: 10.17226/6348.
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Below is the uncorrected machine-read text of this chapter, intended to provide our own search engines and external engines with highly rich, chapter-representative searchable text of each book. Because it is UNCORRECTED material, please consider the following text as a useful but insufficient proxy for the authoritative book pages.

APPENDIX ~ EV^LO~ION PUS Cap ~ jag ~Ha MINI Gaff

TCRPB-1A A-2 Dral0FinalRepoff

OVERVIEW This appendix contains evaluation methodologies for reviewing six bans* service options/enhancements. These include: feecler service; route and point deviation; service routes; low-floor buses; fare Incentives; and travel training. The first five options were tibe subject of project case studies. A framework for evaluating travel training is included because this option was used by several of the transit systems studied. These frameworks were used to guide the case study evaluations. They are also meant to guide future research and analysis of innovative transit operations for individuals with disabilities. For transit managers and planners, they can also assist ~ reviewing key qualitative and quantitative issues associated with each option and In conducting evaluations of local programs. Each framework consists of Me following elements: (~) Key features and concepts of the framework; (2) Tabular presentations of issues, analysis methods, and data sources for the following Tree areas: . . . (3) (4) Cost savings and cost-effectiveness; Rider impacts, including ridership, ricier options, and the overall effect on riders' mobility; and Operational issues, including basic operating measures and, where appropriate, analysis of operational impacts such as schedule adherence; A listing of Implementation issues ant! community involvement issues to be documented; and A listing of data collections with an outline of the required information from each data collection. The frameworks are meant to be comprehensive, In the sense Vat they present how an evaluation should be conducted assuming that desired data are available. The only limitation is that no special pre-~mplementation data collection activities are assumed, since evaluations Epically will be conducted at systems where the integration options are already in operation. Where it is reasonable to suppose that an agency might have records pertaining to the period before Implementation, those records are used. As a practical matter, it Is likely that not aD We desired data will be available or Mat all the desired analysis can be carried out. Reasons include: . The implementing agency may not be willing or able to conduct desired surveys for reasons of cost, privacy, or the impracticality of locating respondents; TCRP B-1A A-3 Draft Final Report

· Project records may not have been kept with a mind to eventual project evaluation; · Specific analyses may be beyond available resources. GENERAL GUIDELINES There are certain analytical guidelines and methods which should be applied consistency in ad the frameworks. Instead of repeating these throughout the frameworks, they are described here. Cost Analysis Costs in every case should be fully allocated costs, including aD labor, fringes, overhead and capital, including vehicles and equipment. Where the required information Is not available, it should be escorted and the assumptions used should be documented. Overhead. Most operators win be able to supply actual or estimated labor costs, including fringes. Some operators may not have standard overhead rates, or may have rates used for grant accounting purposes which appear unrealistically low. The basis for calculating the overhead rates should be established so that corrections can be made to ensure that results from different evaluations are as comparable as possible. Overhead wiU include the cost of general administration, general agency accounting, liability insurance, agency training activities, and similar costs which cannot be tied directly to a particular service. The cost of facilities may be included In overhead or accounted separately as rent or amortized capital cost. If amortized capital cost is used, We cost should Include the fuB cost, including costs paid from federal or state grants or donations. This cost of facilities should be amortized using standard lifetimes and the long-term cost of funds to the agency. The cost of con~actor-owned facilities will generally be included in the contractor's charges to We public agency and need not be separately accounted. An operator may believe that it is Inappropriate to count certain overhead or facilities costs on the grounds that the project did not actually require any increase in facilities or administrative activities. For purposes of this evaluation, In order to ensure comparability, it is essential Mat Al such costs be Included. Overwise, a comparison between an activity carried out by a public agency (for which say the cost of its facility is not Included) could not be fairly compared to an activity contracted out to a private provider which includes facilities cost In its charges. For the implementing agency's point of view, it may be unnecessary to consider overhead costs to determine whether there is a budget savings. This agency perspective may be presented separately. Vehicles ant! Equipment. lye capital cost of vehicles and equipment should be converted into equivalent annual costs. The cost of vehicles and equipment should be amortized over standard lifetimes, using interest rates representing Me cost of funds to the agency. The cost of contractor-owned vehicles and equipment will generally be included in the contractor's rates. TCRP B-1A AD Draft Final Report

Paratransit Service Costs. Depending on the nature of an operator's paratransit service, it may necessary to carry out calculations of paratransit cost savings separately for various components of service. For example, an agency may use different contractors for service to wheelchair users and ambulatory riclers. ~ computing savings from para~ansit trips shifted to fv~ecl-route service, it may be necessary to take into account the proportion of trips by wheelchair users and others which have been shifted. In some cases, most of the paratransit trips which are shifted may be ~ncliviclual, non- recurring trips, or most might be recurring Hips which would otherwise have been grouped. The paratransit costs of these two types of service are quite different. If the paratransit provider does not use separate contracts for these two types of service, then * will be necessary to estimate the cost per trip, or subsidy per trip for each service type based on estimates of the productivity of each service type. Presentation of Results. ^ Host savings are one impact which can be compared across different types of integration options. The frameworks give steps for computing total cost savings for each option. Total cost savings is generally equal to total savings to date from paratransit service not provided minus expenses to date of the project, such as for training, additional dispatching effort, or new service routes. Since total cost savings win depend to a great degree on Me total scale of an agency's operation, cost savings should also presented in the following formats which are more transferable: Savings Ratio: Total Savings from Paratransit Service Not Provided Total Expense Connected with Establishing and Operating the Option Reduction In Cost of Compliance: Reduction In Total System Cost (Paratransit and F~xed-Route) Cost of complementary paratransit Payback Period . Initial Cost to Establish Integrated Service Annual Reduction In Total System Cost Rider Impacts The requirements for measuring rider Impacts are speDed out in detail In the frameworks. Generally, the analysis determines the number of paratransit trips diverted to fixed-route, the number of potential paratransit trips avoided, and We number of new trips by people with disabilities which would not have occurred on either mode. Surveys and focus groups of riders are used in every case to produce numerical ratings of service features, perceptions of mobility increases, and quantitative measures of intangibles such as riders' sense of independence and feelings of dignity. TCRP B-1A A-5 Draff Final Report

KEY FEATURES AND CONCEPTS option. This section presents a discussion of unique features involved In the evaluation of each Service Routes Service routes involve an adclition of service which supplements both complementary paratransit and conventional fixed-route service. Of Al Me integration options, service routes probably have tile highest continuing operating cost. If net cost savings are to occur then total cost savings must be greater than operating cost. Possible sources of cost savings Include: Trips shifted from paratransit to service routes. Shifted hips include trips that actuary used to occur on parakansit (ached diverted Tipsy or trips that would have added to the grown of parabansit demand if service routes did not exist (called abridged Tipsy. . . Revenue from new ridership on service routes. New ridership consist of trips not shifted from paratransit and not shifted from conventional fixed-routes which are continuing to operate. Conventional fixed-route service replaced by service routes. Whole routes or route segments may have been replaced, or service frequency may have been reduced because of the presence of a service route operating In the same corridor. Determining the actual operating cost of service routes wiD be easy only if the operator has a separate contract for the operation of the service routes, or if they are operates! out of a separate division. Overwise some form of cost avocation win be necessary. Even if the service routes turn out not to be saving costs at the time of the evaluation, it is possible that the potential for cost savings still exists at the case study operator or elsewhere. The evaluation should determine the level of shifting from paratransit t hat would be needed for cost savings to begin to occur' and compare that level with the likely f~:`ciLl" l"`,PlC of I that could be Induced In We future. -rat ] ~^---·^ ~ no- `~-~-'~Ei~ It is also possible that service routes are beneficial even if they do not produce any net cost savings. ~ service routes attract significant levels of new ridership, then that is a benefit. If some amount of total cost savings has occurred as wed, Men Me net cost of serving the added ridership is smaller than would have been the case. In cases where no net cost savings has occur, the evaluation should compute the net cost per acIded hip. The rider analysis should focus on estimating the various ridership shifts and the amount of new ridership which has been attracted. ~ addition, it should explore how service levels on service routes, especially travel times, compare to those on conventional fixed-route service and paratransit. Rider opinions should be sought to determine what features of service are important In attracting former paratransit riders. TCRPB-1A A-6 Draft FinalReport a.

Feecler Service In some cases, there may be substantial start-up costs associated with a feeder service, for example for transfer site selection or mollification, for nutial pre-trip planking, and for Neal travel training. The operational cost savings wiU depend on the number of trips provided by means of feeder service instead of by direct paratransit service. There will a certain level of additional cost associated with each feeder trip, including the cost of trip planning, additional dispatch fume, and possible waiting time by the paratransit vehicle at the transfer point. The cost savings for each trip will depend on the length of the trip; generally the longer the trip, the more paratransit mileage is avoided. It should be possible to draw a curve showing savings Der Bin as a function of Din length .C;imil~riv for ret I fries He ~ lo- ~ ~ ~ ~ r ~ Am-- -~ J J ~ ~ ~_~ ~t if _ ~ ~ ~ · . ~ ~ ~ ~ ~ . ~ a curve can be drawn showing the number of feeder trips which have to be provided to make up for the cost of setting up the program. The analysis of rider impacts takes into consideration that a mandatory feeder program might have the effect of discouraging readership by people who are required to transfer. Since the measurement of this effect is expected to be imprecise at best, no attempt has been made to include it In the cost analysis. The analysis of rider impacts is mainly concerned with differences in travel time, convenience, and effort In making a trip using feeder instead of direct paratransit service. It Is possible that the transfer win result In a longer travel time. Delays and problems at the transfer points may be a focus of concern, both from Me riders' point of new consicler~ng service quality and safety, and the operator's considering cost and dispatching and problem-solv~ng effort. Route and Point Deviation A single framework has been prepared covering both of these options, since the issues associated with them are similar. This option is unique in that it involves the possible elimination of paratransit and conventional fixed-route and their replacement with a new mode. A cost comparison needs to be made to separate services which no longer exist. Depending on circumstances, the evaluation may need to be based on comparisons to conventional fixed-route service which existed prior to cleviation service, conventional fixec3- route service which is still operating In a similar service area of We same operator, or the cost of fKed-route service In similar service areas of over operators. A key issue Is whether deviations are available only for passengers with disabilities or for the general public. The first case can only occur with route deviation; in the case of point deviation there is no defined route between the checkpoints. A route deviation service which deviates only for disabled passengers is acting as the operator's complementary paratransit service for ADA compliance. As such it will need to meet the ADA requirements regarding lack of capacity constraints. Therefore a distinction is macle between: I) the characteristics of the service at the time it is evaluated, when it is possible Bat a significant number of dewation requests might need to be turned down In order to meet the vehicle's schedule; and 2) the projected characteristics of the service at some time before 1997 when aD deviation requests are being served. In this case, Be "psychological availability" of service needs to be considered as well, since riders with disabilities may be reluctant to delay over passengers by requesting a deviation, or may refrain from ricking because they do not fee! welcome. The framework adciresses Be feelings of bow riders with disabilities and non-disabled riders. TCRP B-1A A-7 Draft Final Report

Depending on the operating circumstances, a deviation service may result In an overall unprovement or an overall deterioration of service compared to separate services. From the research so far, it appears that dev~abon service works at low demand levels. The framework addresses whether ride times get better or worse, both for riders win disabilities and non- disabled riders. mace deviation service involves the elimination of some separate para~ansit service, it is almost certain that some cost savings will result. Depending on service characteristics, some portion of the demand which would have occurred on comnlementarv n~r~h.~n~it Cahill namer · . . .- ~. . . ~ ~ ram ~~~~ nsreua on one aev~anon service. It is possible that Me demand for deviation service will be less than the demand for complementary paratransit. The demand that does occur on deviation service win probably be provided at a lower cost per trip than would have been the case on complementary paratransit. The cost analysis attempts to quantify this demand difference, and also attempts to determine what portion of We total cost savings results from the demand reduction and what portion results from the lower cost per trip. [ow-Floor Buses Low floor buses are believed to offer a variety of benefits to the general public as weD as to riders with disabilities. Evaluations should focus on benefits to riders wad disabilities, and to former or potential para~ansit riders In particular. ~ comparing low-floor buses to conventional buses, it is assumed that conventional buses are accessible as wed. The evaluation should investigate whether Were are sigruficant additional costs for low- floor buses, as wed as wheffter there are any significant cost savings. Possible sources of additional costs include the cost of the bus, a possible need to increase service frequency to compensate for low seating capacity, and higher maintenance and repair costs. Possible sources of cost savings are lower maintenance costs for accessibility features (i.e. ramps instead of lifts), a reduction ~ We number of buses need to meet a schedule because of faster boarding and alighting times, and shifting of trips from complementary paratransit. It is also possible Mat low-floor buses may attract additional general public ridership. by_ rip The rider analysis should attempt to measure the various ridership shifts needed for the cost analysis. Riders with disabilities should be Interviewed to determine if they perceive significantly easier boarding and alighting, and whether they feel more at ease using low-floor buses because they are less concerned about delaying other passengers. An attempt should be made to measure the actual reduction in boarding and alighting times. On-board observations win be Me best means for measuring Me change for actual passenger profiles. It is likely that on-board observations win not include a sufficient number of boardings by wheelchair users to yield mearungful results. Therefore it win be desirable to conduct separate tests of wheelchair boarding and alighting on low-floor and conventional lift-equipped buses using volunteers. ~. Key implementation issues include marketing and planning considerations; how the decision was made on where to deploy Me low-floor buses; whether reduced clearances, reduced seating capacity, and a step up in Me back have created problems; and how the community has been involved. TCRP B-1A A-8 Draft Final Report

Fare Incentives The evaluation of fare incentives is based on measuring Me various ridership changes ant! associated revenue changes Mat result from fare incentives. The evaluation wiD be somewhat different depending on whether an operator has reduced fares for aD riders with clisabilities (below Me previous discount fare) or only for ADA paratransit eligible riders. The size of the shifts (and the difficult of measuring ~em) will depend and how low the pre-ADA discount fare was and how high paratransit fares are. If discount fares were already very low, or if para~ansit fares were at Me ADA maximum, Men fare incentives are likely to produce relatively minor ridership shifts. The evaluation treats the following riders~h~p shifts: . . . . Diverted Hips: Trips which used to be taken on paratransit and are taken on fixed-route transit after application of fare incentives. This shift result In decreased paratransit costs. It is assumed there is no additional fixec3-route cost. New trips: Trips which were not previously taken on fuced-route transit or paratransit. These may be trips which would not otherwise have been taken at all or trips which were forrr,~rlv mace hv tither mnrlao ~ ~ rime I; [~m ~- ----7 ~ ~ ~ ~ ^~ _-~- ^~= VV1~L 1~L~O ~1 relatives. If the discounted fare is not zero, then Mere is a small revenue gain. Continuing trips by paratransit riders: Trips previously taken on fixed-route by people who were registered for paratransit, but were able to use transit for some of Weir trips. These trips result In a revenue loss because of the deepened fare discount. Newly eligible trips: Trips by people who did not previously use paratransit at all, but who obtain ADA eligibility mainly for the purpose of enjoying the additional fixed route discount. This category only emus In the case where the discount depends on ADA eligibility. It results In a revenue loss and a cost for Increased levels of certification applications. A fare incentive program based on ADA eligibility win presumably involve some enhanced ADA eligibility screening to m~niniize He number of newly eligible trips. Other implementation issues Include the marketing efforts undertaken to educate the public and whether a travel training program was implemented In conjunction win fare incentives. Travel Training With travel training the tradeoff between Anal cost and later cost savings is continuing, occun~ng each time a person is trained. The extent of cost savings depends not Only on the effectiveness of the training at encouraging a mode shift, but also the length of time that each person trained would have continued to ride paratransit In the absence of training. Riders would normally tenet to stop riding for a variety of reasons including declining health, availability of other options (for example due to acquiring a mo~lifiecl van or the retirement of a spouse), moving out of He area, completion of training, and many others. The effectiveness of training at encouraging a mode shift may also be time-limited by a tendency for He training to "wear off." Trainees may be motivated to ride fixed-route transit In the period immediately following the training, but could become discouraged by negative experiences over time. TCRP B-1A A-9 Drays: Final Report

Parents ant! caretakers may also react to negative experiences. Changes In a rider's health or mobility, as wed as changes In travel needs may also cause shifts back to paratransit unless refresher trading is provided. The evaluation shout attempt to measure these effects. Even given the limitations just discussed, a truly effective travel training program may result In substantial savings extending wed Into the future. However, for the reasons just discussed, these future savings are much less assured that the savings Mat can be documented over the time period since the training began up to the date of the evaluation. Therefore the evaluation distinguishes between these known cost savings and the long-tenn cost savings that win accrue In the future. The travel training evaluation also devotes considerable attention to benefits to riders apart from actual mode shifts. These include improvement in mobility skins (both measured and perceived), increased ability to use fixed-route transit for trips which were not previous taken on paratransit, and an increased sense of personal independence and opportunities. Trnplementabon issues to be Investigated include methods used for recruitment, how the travel training program is tied into the ADA elig~bilibr screening process, and efforts used to encourage a cooperative and positive affltucle by parenh; and careg~vers. EVALUATION FRAMEWORKS Following are Me deviled evaluation frameworks as discussed above for each service option/enhancement. TCRP B-1A A-10 Draft Final Report

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to 8 CtS C CD Co L`, CO C ~ ._ "C ~ . - ~ tO C ~ ~ . _ ~ O it_ - C C Cal O Cal · Cal CD O ~ ~ C em O O ~ %_ lo. ~ ~ .= a_ ~ %_ to C o .C ·- ce! 3 ~ ·" ~ _ C .C Cal ~ - ~ ~ Cal Cal ~ Cal . O ._ .--0 ~Cal Cot ~_~._ ·=_ ~ eo~ O =-C ~ =r C, - : ~n _ ~C~ E o .m C~ CO ~C a ._ CO %_ CD %_ ce' 5 cn _ - · - · - ~ o ~ ~ - cO · - ~ c o - o ~ o x ~ ~- ~ - cD co - Co CL) ·~ - cl ccD ~ tu ' E ~ C~ C,~ C~ C C o o C CO eo . o · ~ 1:L ~-~= CC C -m o o C~ e~ %_ ~_ -_ o o o _. C~ o o o C~ C~ C~ _ _ . CD _# _ , - ._ CO cel c C C~ o C CL) C~ C~ c o ~ C~ C C~ - _ .- ·" ~ ~ o CO C~ o ~ ~: o o ·~ o ._ ~ - o ~ r_ o ~ _ C e', ° o ~_ _ C~) ·- ° C C~ C~ ~ ~_ ·_ CD 0 ea ~ ~. CD e:~: X ~: C · CO ~.~' Q_ O - __ ·=~ c"E CesCO c~ ·-C,, CO c C CD ~ ._ =, C CD ~- CI ~ o ~ _ C~ C' · ,, ~ o E c~= co CO C~ ° CO {o ;o C ~ ~ o ~ O Q O oC ~ ~_ Co ~ C~ ~ CO C~ O - C~ ~ CD CL Q.C~ Co =, 0 ~C O C -o ~ . C 10O c~ '-= E Ce~ ~ ~ o ~ Cl t3o o ·_ C~ 133 ~ o X ~ o 'C ~+ CO 8 _ o _ CO 3 ~_ a Q · ~C~ CD .= _ ~ o ~C~0 ~_ ._ ._ C .0 _ .- ._ .m ~ C~ ~ ~ el a~ Q -- Q) O C~ ~ ~ O ~ C os, ~ .- _C ~n." ~ ~ 0 o C cr P~

Hi no · - c~ · - o SO en an Ed c E Cal lo lo Cal ._ - CO CO Cal ~2 Cal Q CO cat E Cal e~ CO C` ~o - E C~ ~_ C~ E o .E CO c · ~ - c ._ - C~ - CO . _ o C~ C~ ._ ._ c CD E CD ce' E ~= cm 4_ C ~ C ° C o ~._ .CO ~ , - C CO ~o ~ :m ~ . · - ._ 2 c~ o _ _! o '1 a,, ~ ° C~ - .C C~ o 3 I CO oo - CO ·~ ~_ ._ ._ ~ CO C~ eo ·~ - ~J C CO E o CO c C~ o C` - ~_ ._ ~E C~ ._ C~ c o ._ 4- ee' ._ C~ c - CO C~ ._ E C~ cn - . 2s CO E E o C~ CO =, ._ - C~ C11 o

3 e: ~ O ._ If cut = ~ , co __ CO ~ 3 0~_ C Cal _ ~ C ~ _C O it_ C~ ~ O CO O O O .=q,C CD CO o ~ ~ O ~ ~ ' ._ ~ ~ 3 8. CI, C~ ~ o CO _ C', m. %0 ~ C', ~ ~ CO CO O ~ ~, ~ 8 ~ O CO ~ O _ ~_ O 7~° ·~ o-co~ CL) O O O . o ~ c o o C tI, o C~ ~ o ] 3 ~_ C ·~ Q~ ~ 3 .- 0=o" ~ ~ 3 , , o CO c ._ & ~ , ~ ~ o 1 - O e~ o ~ CO o o ~_ _ C~ 5D o ~ ~ - ce' c l c~ · - - o c co ~ ~c o ce! co - c D · - o ~ - ~ e~ co c ~ ~ c eo co o - ~ ·~ et ~:

If lo Hi ID If GO 8 CO CD is CO Cal 3 . ~ C CO · ~ lo CD A_ CO Cal _ ~ t ~ ~O 1 ~ I A S. CO AD a_ lo: _ O _ Cal CO 3 eo o ~ C C .C.,~ _C ~ c ~n co O ._ C ~C~S C~ O - .~ 3 ce~ C~ ~ 8 4- ._ C~ C ce~ - ~n C eo C~ o C~ 3 8 C~ o CO C~ 0. C~ C~ c C~ C,' O ~ ~ O ~ CD ~n C _ Co C~ _~ CO O ~ ·_ ~_ CO O C~ . CO - CO CO C C~ CD C~ 8 o o C~ o o _C O C - O ~ ~O o · _ C,, ~ CO _C ~ C~ ._ ~ CO ~ ~ C~ Ce ·% a, U, 3 8 o o C~ _ CO O U, CO ce, ~ CO o CO CO 1 . - CO eo U~ C~ ~4

Hi 8 o Cal eo CD o s ·- Cal C , Cal Cal e_ O CD _ . _ = ___ . Coo ._ ~03 C, O a~ CO CID ~ C ~ ~ ~ CO ~E ce, ~ o o · ._ 0 ~ Cal~ e _ C ~· ~ ~ ~= ~- ~ ~C! _ ~_ a= O ~ Co `_ C', _ . _ ~ a~ O ~ 2 =5 ~ ~ ~ O ·~ O _%- it ~ 1- ~ ~ CO Cal Cal 3 0 ~ - ~ C ~- C,, ~ ~ ~ ~ O ~:n ~ c ~ .C CtS ~o O ·~-~ ~ ~ ~ ~ co 0 ~ E ~ ~ ~ Ca ~ ~ ce, ~ ~ ~ ._ ~, .~ tD .c ~ ~e~ c~ e~ g ~ ~ ~ ~_ ~ ~ CO ~ ~ · _ · ° ~_' c~ w =~== ~ 0 ~ ~ >. ~ ~ - ~ ~ e._ O ·~ a~ ° ~ 8 ~ 0 co ~ ~ 3 ~ 0 ~ ~ ~ n _ =: E o E %_ 0 co c o c c~ ·- ~_ , ~n e_ CO U) C~ C ~ C~ 8 CO ~_ C~ C~ C~ ._ CD _C _, o o C~ C o ~_ C~ C~ 0D ~n ~: C, C, ec .0 C ~CO eX c~_ ~CO I. ' ~ ~ ~ a iL a = 0 · ~ = ro = C 0, ~ ~ ·~ =, E E ~u _ ~ ~ 0 E ~ =! 3 C, O C~ O CC ~ Ct, _ ~ X CU ~ C~ eo c4- ~_ E ° _ ~ exs x 3 _ ._ _ ~ . O ~ ~ 8 - CO CO ~C

SO ·cO ho cO ~- c lo ~tO 8 co 8 0 ·~ .= on E ~ o ~ JO CO o CO C ~ ._ ._ CO ~ Cal ~ ~ a, CO _ or en c`: ~ =: E C C + ._ , C 8 Cal CO lo C~:5 it_ ._ I_ Cal ·~ - o Cal C ._ C CL) ._ . ~ · _ CO · _ X . . - U) O ~ C ~ .= C ces 0 C ~ ~_ _ ~ C r Q. ._ _ Co ~ C C CD ~ _ ~ ~ 0 CU 3 ~_ ~ 0 ~ 8 C~ CO 8 V~ CO 3 8 ~: ·~

If In · - -~ c ~ cat ID = ' All to ~- ~ - ~el, - co o ~to = · - o Inc c co ~· cue If C -~Q ' ~t ~E C CO ~'° C , ·- 0 , ~a' 'D . lo ~O ~o ~ ~ -=Do .m CO ~ ~ oCO O ~~ Is t33 Q o~3 C o C,, C ~Q _ ·- .D O ~Q ~ C ~·= _, CO , ~,C Co @) - _ O ~O O O_ ~ a ° a - E r==_ a EE ~ - . ~O O O ~-0 ~' . . '~ ~ r ~ ~t ~- , ~ ~.' 0., ·" C, ~ C~ O C ~ ~ ° ~ ~ ~ - ° ~ 3 =- 3 3 ~ ~ ~ o · ~ 5 ~ _ ~- ~ ~ 3 3 p: · ~ ~ ~0 - .~c ·~

c~ E o C~ C~ CO t3,, ~ - ._ C~ C~ ce, C~ ~_ C Co C CD o ~ ._ Ce Ct5 C C~ o cn C C o ._ ._ ~ Q., CO ~ ~ ~c ~ C ~ ·_ =] _ CD %° o =. C~ ._ ~: C~ 3 3 o c o C~ C`. E o C~ eo - CO ra CO 3 e~ · - C~ ~_ CO _# CO *_ · _ = ~. _ ~ ~CO O · - C~ C~ C~ CO CO ._ CO C o ._ C~ =l C~ _# C~ CO C `.0 _ ._ _ _ . ~ C~ ~ ._ CO eo O ·_ _e~ ._ ~_# ~ ~ E - ~ ~ - ~ ·m - cO · - - · - c~ Q, =J c~ c o · - ~ - c 83 o co co co ~v cO ~o c~ o e~ cr: c~ co - c · - co c c co co ~ co . - . - ces ce' a: cO o CL) c c o c~ c o c~ ~ ces ~ · - - ce' c~ ca o

o SO n lo Cal Cal C - - CD Cal C Cal Ices CtS to CO c Yes it_ CO Cal to ~2 c o CO c Cal Cal CO c Cal to CO _c CD en to E CO Cal CO CO lo:

x · - - o cO c~ cO o · - cO ~3 3 E C~ CO ~: · _ c _- o o CO CO ce~ C~ e~ o c C~ C~ C`e ._ ~_ ces C,7 c CO ._ o , · _ =. ~._ CD 1 ' o C~ ~ ·- ~, o o ~ c~ eo ms CO C~ ._ 111 L1` CC ce' CO o CO tCU cn cn c ._ _ ~_ CO CO CL) c~ cn c o eo c~ e~ o o . o ~ C~ ~_ c C~ c o CO ._ C~ oC~ ~_~ C3 CL) ~_ COC CO O C C·~ ~ ~C~ O COo ._ C ces _# ~O CO C ~Ctl C ~C~ CO ~=l ~ O O O Z ~ 3 ~ - ~_ =2 03 ~ C ~ Ct] .C ~ ~ o %_ ~ ~ C:, ~ ::! g g ~ 3 3 ~ CO =] CO eo ._ Q, CO CO _. CO CO e~ CO ._ CO e~ C\:S C~ C ._ ce, C~ C CO CO ce, O ~ CL) .~ CO C ~ Q,) ces C', O ` - C C O CD ._ ~ Q C C~ O ~ C~ ~ C~ ~ C~ CL) ~: . . C~ CL) 3 _ CO ~ . - ~ l o C~ = ~e~ C~ ~ 3 a CL) O E~

- Ir I I 1- 1 =0 =0 of by- ~ Ado By --- iced ~ c l , 'A -e o I II -A :~-m ~ ~ - - oe o.wo .~- cO A ~ u. ll _ a Al ° ~-'1 E e E ° o' E - ° ' ; Cut c to Cot ._ _ = CL) ._ ._ ·~ CO o" ~4~00 14 o) ~ Q) _ ~- _ ~ ='00 {~= O _ _ 2 cn c2- 83 ~.= 4~- CtS CO %_ ~' CO C .~ =. .C "o _ ~ ~ ~C O ~O ~ E ' ° ;~eC _ ~s ~L _ ~: i: :~

of o ca - c. at: en In - o In ID - - cD ~ ~ - · - ~ ~to a' · - lo ~ - cO ~ en O no g en In - ~ - · - co 2 o ~ CO .~ al us ~ C C Cal ~ - Cal ~ _ ~ .~ ~3 O C =-C E ~c, CO_ C C ._ ~ ._ to 1 ° CO CO ~ o CO C 'A g C Co ~ _ ~ CO ~ ._ CO ~ CO ~ e) ~ ~ ~ E . ~e ~ ~ - C ~' I ~W :r | = ~| = C ~, a, %° .~ C~ .X Q. C ~_, ._ o ~ e~ - - Co ._ ._= _~ C ' CO ~ -_ ._ ~ C' ~ ces C~ ~ C~ =. _ e ._ _ g ._ & eo ._ CD U' o C~ ~ o ._ · _ ~ - C~ ~_ 3 Co O ._ CO ~ C C Ct! ~ O ~ -13 C~ ~ C ~ _ ·- O ~V) C =, CO C ·- ~ C ~_ Co Cn .' .~0 ~ ·~ ~ ·m '~ E o =, ~ C _ C C . _ C~ ~ o s= ~ o ._ ~_ ._ O~ C,~ ~! o o ~ CO ._ c ces · _ c CO ._ ~r o ~_ ._ C CU C ~_ C] ° - C,~ X CO ~ .~ C. ~_ _ ~ ' ~ Q', ._ C~ ._ ces ~ C3 3 C ~ -: ~ . C~ ._ ._ E o C~ o c3 C~: o ~: _` ·~

~ - ~ cO o - c ~- cO co ~ ee' _ ~L cn co o o ~ - ~ cO x ec, - - ~ c o - · - ~ - ~ ~· - r~ c~ cD =: ~ Ct5 cO ~ cO .,4_ - : o c~ o a, E C .C C ~ ._ ~ C~ C', tv E .=2 ~ ~- ~ ~E =,. E oo o, ~ C CO ., ~,_ CO ~o ~ C ~ C _ cn CO + C,.) ~ CO _ o .- ~re' CO ~·- C~ o ~·~ o C~ o _ C~ _ ~_ _ , o I_ C~ E o CtS o cn a ~=- 1 oE o) ~ a, , r . · ., ~ ~ ~. f~1 O CO o ._ cn ._ · _ o en E ~ _ ._ o ~ U' O e~ ~ o a, ~ C~ ·m __# ._~ ._~ ~ C _ ~ ~ CL) .V, . X CU X ' 1 ce,~ CL) O - C~- O CO {es ~ CO o C~ ·_C ~ ·_ O C ~ ~ ·_ 03 _ CO . - X ~ C~ L~ ~ ~ ·= C`. e~ 8 ._ O) ._ CO ~ _ . O t_ ~ ~: CO ._ C~ O C ~ CO C O - o CO C~ cn C o ._ _~ C~SCL, ~_ ~8 ~. O._ - ._ CO C CO a' ce' CO C ~: C~ OO '1~ o CO o .8,) ._ C_ _._ ~w. _ ~_8 CD.U~ __' C~- · _ ·~ E o c C - C~ - C~ _ ~C C ~ C CO E C ._ ._ c E C ~ce' ·- 8 0~ rEL C ~,, em CO , C _ C~ ,,, _ _ _ . _ C ~ ~ o ~ ·_ ea `. Co Co _ ~ ~ ~C~ ·- C~ ° '~ ~ I ~3: co · ~ ~:

· - cO If lo ~ Ct5 A, Cal c ~cO · - . ~· - - co ~ - Is, ~ ~ - ~ C`.0 8 O .m C C O ·- C` Cbe, o C C, ~ 3 ~C Clot~ ·_ ~allCal E3 ~C- CO ~O to ._ ~con ~'33 .Eit, ~`', ~c ~E ~'a ~cat ,=. _ . ~c_ cSO _ CcC C .- 8~-C C Cal-Cal ~n~ - ~e·~ · _~ CO - ~.~- c,~ ce ~. {oa~~ ~ ~C '=~ · a,~_. - ~c~ cn _- ~. C _~C ~O e ~-=ce E =,._ ~0 ~O c 0~ ~o, w ~ ~ e '~ c'' 0 c %_ c ~ ~ c _ ~ i ~a ~G j ~2 ~ ~ ~ ~ Kr~ ~ 2~ c c~ CL) o ~: ·~ LO ~:

~e ~ _ CD ~_ CO t~e O O C~ ~e ~ e C ~e_ _ ~ CO CO C~ C~ "e e ~C~ C ~CO ~e e~ C Ct5 _ ~_ ._ e_ e_ e_ CO C ~CO C~ C ~-e C C ce~ c~ ce~ ce~ 3_e 3_e ~e ~ ~ _# ~_ CD CD C~ ~ e'_e "e -_e ~ e C~ CO C~ W ~e e~e e~e ~ele e~e CO C~ e" CO 3 c~e. 3_e CO ~e e~ C~ 3 e~ ._e CO O CD cD C _~e C~ e ~ C~ E ~e _e ~_ e" C~ C~ ._e C~ eQe E C~ tn ·_e ~_ C~ e e~Ce e _ C C~ ~e C~ e~ CO t~e o ~_ C~ e~ e_e C~ CO ~_ 3 ~e ~e o e - . ~_ e=e e~e ~_ CO CO C~ C~ ces CO CL) 3 o ._e e t~e ~_ C! S C~ - CO - _. ~_ C e ~_ ~es e ea Qe ~ee o ~ee CO e~ .4_e o C~ .E ~_ e e~J c~e CL, e~ O c~e E e" o E C~ CO Q, 3 CO C~ C CO ~_ C~ ~ ~ E ·O CO _ 3 3 ~ ~e C~ _C c~e. ~ E o C~ eo e~ eo e~

·c o a: c co ~ ·- es ·` co em ~ co · et' 3 c Cal C _ CO ·` p: ._ o CO , 2 _ _ - o E ~CO Ices Cal ~ C o ~ ~, to e ~ ~X ~· _ CO 0 ._ C C ._ a, E ~o C ~ CO , CO r_ I - - ~ c`. ~C 8 ~Cal CO ~=] CO Cal - ~o ~ _ ~ ~ ~ o ._ Q. _ _ ~ _ CO CO ~ ~ ~CO .. O~ ~ Co ~·~- ~ C a, o .~ ~ ~ ~ ~. ~ ~ 0 C ~0 ~ ~ ·_ ~ C~ ,= _' C`,- ~ ~_ ~ Co ce~ C~ ~ ._ ~CC oo 0 =_~0 ~ ' O '' O a _ ~ , = ~S

In ~cO 0 a CO · al al C=~ co :- · - ~ .e 0 0 3 3 3 {~ . _ . ~ E .- a, ~ 8 CO ' CO 3 ~ ~ ~ _ , ~ ._ ~' eat co o o ~ I _ ~ · _ ~ _ 8 =- 0D E ° o =D - 3 C _ . _. = . ~ .= ._ ~ CO 3 =' CO Ct5 ~Cal =# ·= · O ~0 CO Cal CO Cal Cal ~ ~Cat: ~ =! _ I _ ~ __ _ C ~ = C, _ | = = ~ e -o | x =, - | ~-~ ~- o ~ == · - ~ ~ o c~ - ~ co o ~ - O CL) · ) 3 . _ -_ %_ ~ ~ O ~ Q =' ._ _l, O eo.^co ~ ce~ ==CD CU o - - O ~ _ ·- C7 C~ ~ CO O - O O O .~ 3 Ct5 ~ _ =a 03 ~ _ ~ _ %_ ~ ~ O ~ C~ o ._ ., ._ ~ O ce, .= eo C~ C~ e~ c~ CL~ ~ Co - _ ~ ~_ 00 ~:

By c .o en =, - Ct5 Ad c oD to SO 3 Cal TIC _. ·~ ~ ~_ Ed CO C ~ ~ _ Cal ,_. - 0 0 O I_ ~ O O _C _ c 3 o C,, Cal ~CO en .C ~ ~_ t:n ~ C ~C 21 c ~ ~CO Co o ~ I ~Can C He' ·- Cal t~ ~ - Cal Cal ~_ =, _~ C~ ~ . ~C~ X _C ° _ Co c ' ~ 3 ~ - ~ O I_ ~ m O - ce, CO =! . _ C~ _ o ~ o _ · - - CL) ~ ~ c u, cO cO c ~ o cO cO ~ co c ~ co o ~ ¢~, . ~ ~ - ~ ~L ~ ~ Ct5 - c co ~ O c ~ · - ~ C3 o el, ~ ._ C~ ~ CO ~ C ~ C -O ~ 3 e,~ ~ ° ~n ~ . _ C,~ ~ ~ C~ C O C ·CO o . C ~C~ ~O ~ r, ·e ~ C~ · _ O C CO CO C~ ~_ - C~ ~C ~ CO 9 CL, ~O Ct' ~ C~ C~ ~ ~ ce, _ :E _ e~ cn ~:

of to an · - o Q Cot CO - CtS _ ._ ~ _ ._ _ 2 co ~ C ._ Cal ~ ._ ~ _ _ _ A jam.= Cot Co C~ _ ·- C~ ~eC ~Co C~.~ ~o cn e ~ .C O ~ C ~CO =' _ O C ~ ~ - CO C~ ~ ~C~ .E ~.E ~ C _ 3 ~o _ _ ~C ~C~ 4 ~Q ~C~) - O =,,~° =: C~ C ce~ ~ ~,~_ 3 _ O o Ces° ·CO _ a E U. , CO C~ CO o ._ CO o - - c ._ CO - C~ - a ~` C ._ - c~ E ._ %_ _ o _ CO ~ o o C~ _ C~ CD ._ C ~ ._ ._ :~ ~ C~ e co E ·_ ._ ~ s ._ CD ~ U, ~ o o ~ E g o ~ ~ _ ~ s .= ~ ~ _ ._ eD ~ U, cn ._ e,9 ·_ ·° o _ _ C~ ._ _ C~ CO CO o ~C ~C Ca CO .~ C~ "C ." C~ C . ~ ·~ =_ o · - ~ ~ C CO o _ ._ X 3 _ _ ~o ~ Cc~ ~ ~_ _ C~ ~ C~ ·~ _ ~ E ,. ~o o C~ ~C~, 'D X ~ Co t°~) ~ _ .= .= C E ·-~ E CCO om c-c~ _ Q _ _ _ Q · _ , ._ CO C~ - CO E o ._ CO E en ~ o _' _ ~_% o" ~ C~ - E o e~ C~ C~ t

In- ~g 'it cO ~c`. ces a) ~If c · - · - w o it it w c i e e o - - . C53 die ·~

en · - a' E A_ ._ b Cal E o Cal Cal A_ CO Cal CO · - CD c ._ w A_ lo Cal CO c ._ - CO c w lo ._ w CO Cal · - Q. CO

to lo k lo ._ Cal Cal ~ Cal ._ ._ _ ~ _ ret · _ o ~._ ·_ CL Do.- .t= C To e o~ c,, E c E ' At a' ° ~ o ~A CO ~ ~_ ·- CD ~ C~ ~CO ._ ~ ~ ~ =e, ~o _ ce' 3, ~ o O · t~ cI~ ~ O - ~8 . C . ~ O O CO ~ _ ~ Co C ~=L, C] O O O ~O ~ ~ & ~ ~ e.) ~ ~ ~ ~ ~ e ~C ~CO ~ E ~ '~ ~ 3 cO 3 3 3 := O CL) C~ Z Z: ~ ~ C~ CC C~ ~: _. ·~

lo o co - o lo If 3 to At: At= ._ Q Q. CO - C~ CO C C ._ to E Cal o to An Cal Cal ~n - o ces - C~ ._ Ct5 c ._ ._ C~ e~ o CO _# o . _# e~ . _ ~ ·' - ._ CO ce~ C~ , CO ~ CO . _ E CtS CO o c · _ CO C' . ~ Ce~ ._ . ~ 8 - V) o ~ , ~C Cl) · _ _ O ~O 4_ O 0 ~n 4_ ~ ~X g _ ~ %_ O CO . ~ ~CO p: ~ _ Q, O O ~ Co C _ _ I,_ · _ _ ~ O ~_ ~ C~ ~ O ·~ ~ ~3 ce, o . . ~ c C ~o o C~ ~ ~: ·~

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