Table S-3 summarizes the 1990 net revenue estimates for each of the three fare systems. The basic patronage forecast includes the trip estimates prepared by COG, along with the adjustments made to allow comparisons with the previous studies. The supplemental category includes tourist travel, non-resident commuter travel, travel to and from intercity transportation terminals, charter and contract revenues, and parking at METRO stations.

The trend in net revenues by fare system for the financial planning period is summarized in Table S-4. Fare system I would produce a net deficit from operations until 2001. After 2013 a net surplus could be assumed. The second fare system, because of the low fare charges and free transfer privileges, would never generate an operating surplus. In the long run, each additional rider would cost more to serve than could be recovered from the farebox. The third fare system would begin to show an operating surplus beginning in FY 1983.

There are criteria other than financial which must be used to develop a suitable fare structure. These include maintaining equity amongst the users, service to the transit dependent population, the reduction of automobile travel, and improving the quality of the environment amongst others. The results in this report have indicated the financial and patronage impacts for three distinct fare alternatives.

TABLE S-3

TABLE S-4

1/

Based on forecasts provided by the Council of Governments.

W.M.A.T.A.