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The difference in revenues collected by the private companies
in 1972 and the Authority's 1973 revenues, adjusted for changes in
fares, amounts to $1,295,486.
The interline fare provided for a
discount of 5 cents when transferring from one company bus to another,
therefore, based on the minimum fare in effect (40 cents), an interline
rider would have to pay at least 35 cents when boarding the second bus.
When dividing the 35 cents into the revenue difference of $1,295,486,
the interline ridership amounts to 3,701,389. The difference in
ridership as shown above amounts to 7,260,000; therefore, it must be
assumed that in estimating annual ridership the private companies,
as i de from double counting interline riders, overstated ridership by
Ridership counts were taken very infrequently by the private
companies, therefore, average fares used by the companies to determine
ridership could at any time become distorted, resulting in an overstate
ment of ridership.
The Authority, since takeover, has conducted ridership counts in
1974 and 1975. These counts included the counting of all riders board
ing and paying a full fare.
Transfer riders were not counted.
were conducted on six different weekdays, three Saturdays and
It is therefore the opinion of the Authority that ridership
reported by the private companies was overstated by at least 5.85%
(124,069,000 vs. 116,809,000). This percentage does not consider
any growth by the Authority from the date of takeover to the end of
the first 12 months of operation. During this period time, however,
the Authority did have a ridership growth, which can be substantiated
by the increase in revenues collected in FY 75 over FY 74 as shown below:
FY 74 (7/1/73 - 6/30/74)
FY 75 (7/1/74 - 6/30/75)
Based on the above, ridership for years 1968 - 1972 as shown below
has been revised to eliminate the interline ridership and overstatement
Questions 15 & 16: This data is crucial in any effort to calculate the price
elasticity of demand, a calculation which is critical in long-term
assumptions about fare level ridership assumptions.
Is there any way
to reasonably estimate or infer these values ?
In reply to questions 15 and 16, a study entitled "Bus Fare Subs i dy
Study'' is submitted for your review.
This report discusses the effects
of fare increases and decreases and shows the effects of fare changes in
(See Committee files for Bus Fare Subsidy Study, Memorandum Report No. 16, prepared for the Washington Metropolitan Area Transit Authority, By William Smith and Associates)
62-418 O - 76 - Pt. 2 - 43
November 24, 1975 Request
1974 Net Income Analysis
Please submit a list of the total amount of the established parking spaces available for each year since 1969, broken down by station.
The report on Parking at Metro Stations is
1974 Net Income Analysis
A complete revised 1974 Net Incone Analysis.
The final report for this study consists of three basic documents:
The computer listings are completed; the technical papers, with one exception,. are completed; and a draft of the compendium is attached. This draft must be reviewed by the Metropolitan Washington Council of Governments, UMTA, and the various area jurisdictions. At this time, the 1974 Net Income Analysis Study is complete and the documentation is, in the main, in draft form.
3 Please quantify the effects
It is not possible to perfoim an analysis to quantify the effects of deleting certain elements of the highway system assumed in the study without repeating the complete existing analysis. All of the procedures and computer programs are oriented to producing system wide results from system wide inputs. After the computation of various phases of the processing flow, it is possible to examine details of the system such as station level data but such detail is part of a complete system solution.
#5 Please detail the change
concerning land use ..."
This item is presented in Chapter 11, Future Land Use and Highway System, of the draft final report enclosed under item #1.