The final report for this study consists of three basic documents: 3. Transit patronage computer listings oriented to The computer listings are completed; the technical papers, with one exception,. #3 Please quantify the effects ... It is not possible to perform 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 II, Future Land Use and Highway System, of the draft final report enclosed under item #1. November 24, 1975 Request 1974 Net Income Analysis Question 4: Please comment on the changes in the demand for bus and rail transit and the ridership effects of long-term land use patterns these deletions might cause. The long-term effect on transit due to the deletion of a proposed highway segment is a two-edged sword. The projected land use development may be decreased if a proposed major traffic facility is deleted and thus the total number of person trips in the corridor may decrease. However, the deletion of the highway link will also directly lead to a higher proportion of the remaining trips being on transit. In most cases, the sum of the effects leads to a net increase in transit ridership (especially in areas where there is a developed land use plan which is somewhat independent of traffic facilities provided). November 24, 1975 Request 1974 Net Income Analysis Question 6: The Congressional Budget Office (1976 Budget: Alternatives and The Congressional Budget Office report provides an analyses of alternative fiscal futures under various sets of alternatives. case in most comparisons was published WMATA data. Their base While one may disagree with some of the assumptions, the report provides a range of possible fiscal impacts. With regard to the specific question on the suggestion that Metro ridership may be 15 percent too high, we agree with the CBO statement that "....Metro ridership is sensitive to residential and employment densities..." In each of our studies, WMATA has gone to great lengths to use the latest adopted land use for the Washington area (as provided by the Metropolitan Washington Council of Governments). If actual land use at some future date differs considerably from what was projected, Metro ridership forecasts will depending upon the revised land use forecasts. vary - up or down - November 24, 1975 Request 1974 Net Income Analysis Question 7: How much of the seven percent ridership increase would you attribute to the 600 new buses, and the increased size of the fleet? The Authority has now operated Metrobus service for two full fiscal years. During the first fiscal year ended 6/30/74, ridership totaled 116,8/1,000. In the second fiscal year ended 6/30/75, ridership totaled 122,842,co for a 5.16% increase over the previous year. Based on current ridership, the Authority estimates that fiscal year 1976 ridership will total 127,500,000. This amounts to a 3.79% increase over FY 75 ridership and a 9.15% increase over FY 74 ridership. year. Prior to takeover of the private companies by the Authority, transit ridership in the Washington Metropolitan Area had been declining each Since takeover, the Authority has stopped the steady decline in ridership and has increased ridership significantly through new service and good, efficient and convenient service. In 1974, the Authority purchased and placed into service 620 AM General Buses. One hundred of these buses were placed into service to eliminate overcrowded conditions which existed on certain routes. One hundred fifty-one (151) buses were placed into service providing new service in areas where ridership potential existed and appeared sufficient to justify the new service. The remaining 369 AM General Buses were used as replacements for older buses thus providing greater operating efficiency and more attractive and dependable service. Since ridership, prior to takeover by the Authority, had been steadily declining, the increase in ridership in FY 75 over FY 74 of 5.16% can be attributed mainly to the new service implemented by the Authority in April (100 buses) and September (151 buses), 1975. However, more reliable service, more courteous drivers, cleaner buses and other such service improvements have also been effective. |