NJ TRANSIT FY 2019-2020
Discussion Points
New Jersey Transit
A. Recently Enacted Legislation
19. P.L.2019, c.32 established several multiyear schedules for gradually raising the State minimum wage from currently $8.85 per hour to not less than $15.00 per hour. The increase may affect department staff, third parties that provide services to or on behalf of the department, and programs with means-tested eligibility criteria.
In FY 2020, the general State minimum wage will rise as follows: 1) on July 1, 2019 to $10.00 per hour; and 2) on January 1, 2020, to not less than $11.00 per hour. The general minimum wage schedule will increase to at least $12 per hour on January 1, 2021; $13 per hour on January 1, 2022; $14 per hour on January 1, 2023; and $15 per hour on January 1, 2024.
• Question: Please quantify the fiscal impact to the department in FY 2020 of the increases in the minimum wage of department employees from $8.85 to $10 per hour on July 1, 2019 and from $10 to $11 per hour on January 1, 2020, and the number of employees who will be impacted by each increase. Relative to current compensation levels, please provide the same information assuming an hourly minimum wage of $12, $13, $14, and $15.
There will be no significant impact on NJ TRANSIT employees as a result of the phased-in minimum wage increase.
• Question: Please quantify the fiscal impact to the department in FY 2020 of the increases in the minimum wage of employees of third parties that provide services either to the department, including temporary employment services, or on behalf of the department according to contractual agreements. Relative to current compensation levels, please provide the same information assuming an hourly minimum wage of $12, $13, $14, and $15.
There are currently no temporary employment services firms doing business with NJ TRANSIT that charge NJ TRANSIT at or below the minimum wage. The lowest bill rate for one temporary employee is currently $23.40 per hour.
20. P.L.2018, c.90, permits certain government entities to enter into public-private partnership (P3) agreements for certain building and highway infrastructure projects. The law permits NJ Transit to enter into P3 agreements, including but not limited to, design-build, lease, and leaseback agreements. Highway projects are limited to projects with an expenditure of $100 million or more, with no more than eight projects active at one time. The law also provides that projects with a transportation component or impact on transportation infrastructure be submitted to the State Treasurer in consultation with the Commissioner of Transportation for review and approval. All completed applications for State P3 agreements are also subject to review and approval of the State Treasurer in consultation with the Economic Development Authority.
1 NJ TRANSIT FY 2019-2020
Discussion Points (Cont’d)
• Question: How does P.L.2018, c.90 impact the P3 powers of NJ Transit and any immediate plans to utilize private partnerships? Does this law facilitate or impede certain types of projects or contracts NJ Transit may pursue in the future?
NJ TRANSIT has multiple statutory means to enter into a P3. For future procurements where a public-private partnership is considered, NJ TRANSIT will evaluate the costs and benefits of the different permissible procurement methods prior to making a decision on how to proceed.
• Question: Was NJ Transit previously subject to review and approval for completed P3 applications by the Treasurer in consultation with the EDA and for overall project review and approval by the State Treasurer in consultation with the Commissioner of Transportation with respect to its P3 agreements? What costs and benefits will result from this requirement?
NJ TRANSIT has previously used its Design Build Operate and Maintain authority under N.J.S.A.27:25-11(c) coupled with its authority under N.J.S.A.27:25-5(h) to enter into agreements with private entities, which were not subject to State Treasurer approval. NJ TRANSIT does not have any immediate plans to utilize P.L.2018, c. 90 to enter into a public-private partnership. For future procurements where a public-private partnership is considered, NJ TRANSIT will evaluate the costs and benefits of the different permissible procurement methods prior to making a decision on how to proceed.
21. P.L.2018, c.113, designated as “Tommy’s Law” was approved on August 24, 2018, and requires NJ Transit to designate an employee as a liaison to improve communication between NJ Transit and those injured in incidents involving NJ Transit equipment, and ensure that personal belongings are returned to those injured or their immediate family. The law also requires a study into methods and policies to improve interactions with those injured and to expedite the return of their belongings, and make the process of seeking the return of personal belongings easier.
• Question: Please provide an update on the implementation of “Tommy’s Law”. Have liaisons been designated as required? Has NJ Transit hired new people to fill these positions or utilized existing staff? If existing staff has been utilized for this purpose, have they received any specialized training for this role?
The New Jersey Transit Police Department (NJTPD) has written and implemented a policy that fulfills the requirements of Tommy’s Law. Pursuant to NJTPD policy, the investigator assigned (in most circumstances a detective) to investigate an incident where a person is injured or killed will serve as the “designated employee” to act as a liaison between NJ TRANSIT, the NJTPD, and the injured person or person’s immediate family member if the person was killed. NJTPD is utilizing existing staff to act as the designated employee. NJTPD detectives receive specialized training through their progression into their roles as detectives. For example, detectives receive Crisis Intervention Training, Cultural Diversity Training and De-escalation Training, among other courses and trainings, to prepare them to speak with the public and family members during emotional circumstances.
2 NJ TRANSIT FY 2019-2020
Discussion Points (Cont’d)
• Question: Please provide an update on the completion of the study required under this law. Will the study be completed by the August 24, 2019 statutory deadline? Please estimate the anticipated costs in FY 2019 and FY 2020 related to the implementation of this law for both the liaisons as well as the study.
NJTPD is in the data collection phase of the study to improve NJ TRANSIT’s interactions with, and the return of personal belongings to, a person injured or a member of the person’s immediate family if the person was killed. Once data is collected, NJTPD will be able to conduct an analysis to improve the agency’s interactions with, and expedite the process of returning personal items to, injured persons or the immediate family of the deceased. NJTPD anticipates the study to be completed by the August 2019 deadline.
NJTPD estimates the costs of implementing Tommy’s Law to be minimal for FY19 and FY20. NJTPD is utilizing existing staff to both serve as liaisons and complete the study. The requirements of Tommy’s Law were added to the duties of current staff. While some overtime may be incurred, at this time the additional duties of implementing Tommy’s Law will not have a substantial fiscal impact on NJ TRANSIT.
22. P.L.2019, c.38 was approved on March 1, 2019 and requires all employers of 20 or more people to offer the opportunity to utilize a pre-tax transportation fringe benefit, usually under the “Transit Check” or “Ride Eco” programs in New Jersey. This law also requires NJ Transit to conduct a public awareness campaign to promote pre-tax transportation fringe benefits, consisting at a minimum of signs in stations and terminals.
• Question: Did NJ Transit have marketing efforts to promote the use of pre-tax transportation fringe benefits in place prior to the enactment of P.L. 2019, c.38? If so, is it expected that those efforts will be sufficient to satisfy the requirements of this law? If not, what steps has NJ Transit taken to commence the required public awareness campaign? Is funding included in NJ Transit’s budget or in the capital program to cover the cost of the public awareness campaign, and if so, what amount?
The legislation, P.L.2019, c.38, approved on March 1, 2019 provides a 365-day implementation window. The NJ TRANSIT Commuter Tax Benefits web page and all service messaging have been updated and a media campaign is scheduled to begin around Labor Day. NJ TRANSIT will continue to evaluate the costs and logistics of the public awareness campaign to place signs in NJ TRANSIT’s stations and terminals, and other media assets to increase public awareness. NJ TRANSIT will leverage existing resources to execute a comprehensive public awareness campaign for this legislation.
23. P.L.2018, c.135, approved on November 1, 2018, requires NJ Transit to establish an office of real estate economic development and transit-oriented development. NJ Transit is also required to report annually by October 1 of each year concerning various aspects of its real estate assets and real estate development activities.
3 NJ TRANSIT FY 2019-2020
Discussion Points (Cont’d)
• Question: Please provide an update on the implementation of this bill. Has the department established the office of real estate economic development and transit-oriented development? How many new and existing employees are expected to be assigned to this office? What are the titles and salary levels of the new employees? Does the FY 2020 budget contain funding for this office? How much additional FY 2020 costs are attributed to the establishment of this office?
NJ TRANSIT has an existing Real Estate & Economic Development group, which started FY19 with 13 staff and has since been reallocated an additional 3 positions from other areas of NJ TRANSIT in response to the legislation. Those three positions include a Director of Real Estate/TOD Services ($113k salary budget), a Revenue Contract Administrator ($70k salary budget), and a Records Assistant ($49k salary budget).
The Real Estate and Economic Development group has an annual budget of $4.5 million. In addition, the group has generated nearly $250 million in non-farebox revenue over the previous five years comprised of parking fees, advertising, rent and transit-oriented development (TOD) initiatives. Consistent with the recommendations of the North Highland assessment, this group has looked and will continue to look at ways to generate and maximize non-farebox revenues. For example, the group expects to close on a TOD deal adjacent to the Somerville Station toward the end of FY19.
NJ TRANSIT has recently named a new director for TOD and is searching for a new head of the Real Estate organization.
• Question: Please provide an update on the development of the real estate report required in this bill. What is the expected cost to develop this report? How much of that cost will be realized only in the first year and how much will be an ongoing cost for subsequent annual reports?
The report is being generated for transmittal by October 2019. The additional cost of developing the report is expected to be minimal.
24. P.L.2018, c.162 was approved on December 20, 2018 and provides governance, oversight, and accountability reforms at NJ Transit and also implements various recommendations of the North Highlands audit conducted pursuant to Governor Murphy’s Executive Order #5, which required legislative action.
The law increases and revises the composition of the board of directors, establishes a chief ethics officer and a consumer advocate, revises board meeting requirements, establishes new responsibilities for board members, creates new board committees, alters audit requirements, increases public hearing requirements for fare changes and service changes, provides for increased legislative oversight, new reporting requirements, a residency requirement exception for employees in positions of critical need, and increased contracting and procurement powers.
4 NJ TRANSIT FY 2019-2020
Discussion Points (Cont’d)
• Question: Please provide an update on the implementation of this law. Has the department appointed a chief ethics officer and consumer advocate? Please provide a copy of the posting for each position if available with the salary range expected for those positions.
NJ TRANSIT has implemented all of the new requirements that had deadlines before now. For example, at its March meeting, the NJ TRANSIT’s Board approved a two-year budget in accordance with Section 9 of P.L.2018, c.162. NJ TRANSIT has also already implemented the vast majority of other new requirements. Among other things: Agendas are now publicly available at least 5 days before Board meetings; Board meetings are viewable on the corporation’s website; One-half of the Board meetings are now being held in the evening; The Board adopted a Code of Ethics, which includes guidelines for referring investigations to the State Ethics Commission, the Office of the Attorney General, and the county prosecutor’s office; A whistleblower hotline has been established; Board members now acknowledge and certify to their legal and ethical obligations; Board members receive training on regulatory, legal, financial and ethical responsibilities and standards; Human Resources and EEO reports are provided to the Board’s Administration Committee on a bi-monthly basis; Revised requirements for public hearings for fare and service changes have been implemented; New procurement laws have been implemented; and NJ TRANSIT has hired a Customer Advocate & Chief Customer Experience Officer at $127,500. (See Attachment 1 for the Customer Advocate & Chief Customer Experience Officer job posting.)
• Question: What is the anticipated annual budget impact resulting from the restructuring of the board of directors, additional responsibilities for those directors, and the new committees, including staff time and positions necessary to ensure compliance with the new requirements, paperwork, and staff support for the new committees, as well as the new meeting requirements?
NJ TRANSIT anticipates the annualized cost of these specific statutory requirements to be $1.3 million. This includes eight additional staff to accommodate the expansion of the board, new committees, and additional public hearing costs as well as non-labor resources to support these additional staff.
• Question: Has an independent auditor been selected to perform the required a performance audit of financial management practices and budget reporting practices? What is the anticipated cost of the audit, and when is it expected that the audit will be performed?
The procurement process for an independent auditor is anticipated to begin shortly in order to ensure that the selected firm has adequate time to issue the first report by the statutory deadline of
5 NJ TRANSIT FY 2019-2020
Discussion Points (Cont’d)
December 19, 2020. In accordance with the OLS fiscal estimate, NJ TRANSIT currently expects the audit to cost approximately $1.3 million.
• Question: Please provide an update on the development of the annual report required by the law. What is the expected cost to include the additional information concerning on-time performance, personnel, accidents, and safety violations in the annual report? How much of that cost will be realized only in the first year and how much will be an ongoing cost for subsequent annual reports?
Data needed to comply with the new reporting requirements is being compiled and will be incorporated into the FY19 annual report. The cost of compiling the data and including it in the annual report is expected to be minimal.
• Question: Please provide an update concerning contracting and procurement powers. How many new staff members have been hired in procurement positions? How many additional staff members are projected to be hired through the remainder of the fiscal year and how many are budgeted for FY 2020? What steps has the agency taken so far to implement the recommendations of the audit report? With the new procurement powers and reforms, what is the projected budget impact of changes to procurement for FY 2020 and in future years after the changes are fully implemented?
NJ TRANSIT appreciates the Legislature’s efforts in empowering procurement reform through P.L.2018, c.162. Nine new staff members have been hired thus far and 11 more positions are currently in the recruiting process.
NJ TRANSIT has already incorporated many of the North Highland report’s recommendations including: proposing new procurement legislation (which was signed into law in December (P.L.2018, c. 162)); releasing a new Procurement Manual with Operating Procedures that were praised by the Federal Transit Administration; and updating our procurement regulations which were published in January for public comment.
It is too early to project the budget impact based upon new procurement powers. However, NJ TRANSIT does anticipate savings to be achieved by maximizing volume discounts available through national and regional cooperatives as well as federal supply schedules.
• Question: In addition to the requirements under the law, what steps has NJ TRANSIT taken so far to implement the recommendation of the audit? What is the expected cost for FY 2019 and FY 2020 to implement audit recommendations? What is the expected benefit in reduced costs or increased revenues from the implementation of those recommendations in FY 2019 and FY 2020 and then in future years once the changes have been fully implemented? Similarly, what is the anticipated staffing impact of implementing audit recommendations for FY 2019, FY 2020, and beyond?
Several efforts are currently underway and/or being developed in response to the North Highland assessment. These include, but are not limited to the following: 6 NJ TRANSIT FY 2019-2020
Discussion Points (Cont’d)
The expansion and redevelopment of current NJ TRANSIT training programs to enhance operational service; The establishment of a dedicated Customer Experience Unit to act as lifeline between NJ TRANSIT and the customer experience, including the hiring of a Customer Advocate; Utilization of the Emergency Operations Center during peak periods to promote collaboration across all business lines to facilitate the exchange of information and ultimately improve quality and timeliness of communications to customers; The development of an enterprise asset system; Changes to the mobile app to introduce personalized, custom alerts; A reorganization plan to enhance talent acquisition and retention; and Changes to internal hiring procedures to streamline the process and shorten the time to onboard new hires.
With respect to training, NJ TRANSIT continues its efforts to increase the number of training classes and reduce course completion time and will look to leverage the help of external transportation industry expertise. NJ TRANSIT has had great success with the recent Conductor- to-Engineer Pilot Program. All 14 assistant conductors who enrolled in the pilot program successfully completed classroom instruction and moved onto Phase Two of on-the-job training. Conductors have existing railroad knowledge and are already familiar with the complex rail rules and regulations, which allows for a shortening of the training schedule to just 13 months.
Pursuant to the North Highland assessment, NJ TRANSIT also established a dedicated “Customer Experience” unit to help create a more satisfied and loyal transit consumer base, by monitoring and improving the customer experience statewide at every customer touchpoint. In April 2019, NJ TRANSIT announced its first ever “Customer Advocate & Chief Customer Experience Officer” to continue the implementation of this initiative.
NJ TRANSIT has also put forth a recent plan for reorganization, to address those areas that required attention such as Talent Management and Employee Experience. With respect to Talent Management, NJ TRANSIT is in the process of completing its implementation of Target Recruit, an applicant tracking system, to manage the volume of applications received. All bus titles are currently loaded into Target Recruit. By way of example, Target Recruit received over 10,000 resumes for Bus Operators, which would have been impossible to process manually. Moreover, all Rail and Corporate titles will be loaded into Target Recruit by May 1, 2019. At that time, paper applications will no longer be accepted, and all applications must be submitted on-line.
NJ TRANSIT continues to change policy and has removed other obstacles that lengthened the hiring process in the past such as: Requiring a Human Resources representative to sit on all interview panels and score interviews; Removing some of the unnecessary testing requirements for certain positions; Clarifying background check rules; and Eliminating the need for medical clearance for Non-Agreement new hires, which significantly increased the rate of filling vacancies.
With respect to compensation, NJ TRANSIT has reviewed all nonagreement staff salaries. Compensation also performed a benchmark study of salaries at the highest levels of the Capital Planning & Programs Department to determine whether salaries were aligned to market
7 NJ TRANSIT FY 2019-2020
Discussion Points (Cont’d)
value. A similar analysis will be performed for other areas within NJ TRANSIT as compared against other transit agencies in the region.
Finally, all management staff have been directed to complete performance appraisals for their direct reports, which had not been done in some time. Towards that end, a new performance appraisal model was developed specifically for the Executive Management Team, all of whom were evaluated earlier this year. There has been an increase in the number of people placed on Performance Improvement Plans, as NJ TRANSIT transitions to a performance-based agency, where metrics are being established and monitored. Lastly, the Executive Management Team attended a strategic planning summit in December 2018 as the first step in formulating a strategic vision and goals for NJ TRANSIT.
B. Staffing
25. The FY 2020 Detailed Budget, reported NJ TRANSIT’s FY 2017 payroll at 10,984, and its FY 2018 payroll at 11,091. The estimate of funded positions for FY 2019 is 11,271. The number of funded positions for FY 2020 is estimated at 11,713. These data indicate a goal to increase NJ TRANSIT’s workforce staff by about 10 percent over three years.
The NJ TRANSIT Administrative Committee report for February 28, 2019 indicates 442 vacancies as of January 2019, 130 fewer than at the start of the fiscal year. The FY 2019 budget only newly created 114 positions, so net hiring above that level represents the filling of vacancies carried forward from previous years.
The report also notes that 866 staff members have left in the prior 12 month period, roughly 8% of the total workforce. In most months, the number of hires have been roughly equivalent to the number of separations, with the most recent two months appearing to mark a turning point with 234 hires and just 104 separations, and those two months included the highest levels of hiring and the lowest levels of separations over the entire 12 month period.
Among these hires, the FY 2020 Budget in Brief notes that 102 engineer trainees were hired in calendar year 2018 and projects that 96 more will be hired in calendar year 2019. The FY 2019 budget only newly created 114 new positions, and 26 of those were in the rail division.
• Question: Please identify the total number of positions proposed to be funded in FY 2020 under this budget proposal, and the number funded for FY 2019 and 2018. Please identify the number of new positions in total and by department to be funded for FY 2020. Also please identify the amount of additional labor and fringe costs for those new positions.
See table below, depicting positions budgeted for in FY18-FY20. NJ TRANSIT currently does not expect to add any additional positions in FY20 over and above the revised budgeted headcount for FY19.
8 NJ TRANSIT FY 2019-2020
Discussion Points (Cont’d)
Fiscal Year Budgeted Headcount FY18 11,535 FY19 11,713 FY20 11,713
• Question: Please break down the 442 vacant positions as of January 2019 by department. Also please note the percentage of each department’s workforce that these vacancies represent, and the salary and fringe budgeted for those vacant positions.
See table below as of the end of March 2019.
% Est. Annual Dept Vacancies Vacant Labor/Fringe Operating Only: Rail (62)* (1.6)% $0m Bus 191 3.5% $22.1m Light Rail 16 6.9% $1.7m Administration 128 10.1% $16.9m TOTAL OPERATING 273 2.5% $35.5m
TOTAL REIMBURSABLE 152 18.8% $20.0m**
TOTAL NJT 425 3.6% $55.5m
* Rail’s operating headcount overage is a result of recent efforts to hire more engineer and assistant conductor trainees into the training programs. ** $20m of the total $55.5m annualized labor/fringe value for the March 2019 total vacancies are reimbursable (e.g., capital).
• Question: What is the expected schedule for new engineer trainee hires noted in the Budget in Brief? Based on this timetable, when will the agency employ a sufficient number of trained engineers to avoid cancellation of scheduled trains due to engineer shortages?
Under the Murphy Administration, NJ TRANSIT has tripled the number of engineer training classes being held per year, from two to six. Four of the current six classes will graduate this year, one this spring and three in the fall. NJ TRANSIT anticipates that by spring 2020 engineer staffing will be sufficient under ordinary circumstances to avoid train annulments.
• Question: What is the cause of recent growth in administration position vacancies, which according to administrative committee reports has increased by 88 since June 2018, from 123 to 211 in January 2019? How does the current level of those vacancies 9 NJ TRANSIT FY 2019-2020
Discussion Points (Cont’d)
relate to reorganization resulting from the implementation of the E.O. #5 audit and requirements of P.L.2018, c.162 or to the level of pay for professional, non-agreement staff compared to neighboring transit agencies?
The increase in Administrative vacancies from June 2018 to January 2019 is a combination of several factors which include: a) retirements, b) external job opportunities (although not necessarily to neighboring transit agencies), c) the addition of 38 new positions in the FY19 budget, and d) the addition of over 60 “mission critical” positions in December 2018 to help satisfy both legal mandates (including P.L.2018, c.162) and support other priorities related to improving the organization. NJ TRANSIT continues to identify cost savings and other efficiencies where available, then reallocating those funds to support other initiatives without seeking additional funding from the State. It should also be noted that Administrative vacancies are declining as NJ TRANSIT continues to aggressively fill all current vacancies.
26. NJ TRANSIT position data reported in the FY 2020 Detailed Budget (page D-366) shows the number of positions within various divisions of the agency. Based on that data, NJ TRANSIT staff is to increase by 729 (7 percent) from FY 2017, with all divisions anticipating a larger staff complement in FY 2020 than in FY 2017. Both bus and rail operations staff would increase by about 4 percent. Positions assigned to the Office of System Safety would increase by over 40 percent, corporate operations staff would increase by about 16 percent, and capital operations positions would increase by about 29 percent. The total position growth in bus and rail operations positions, 362, approximates the total position growth in corporate and capital operations, 332.
• Question: Is the position data reported in the FY 2020 Detailed Budget a meaningful portrayal of staffing trends at NJ TRANSIT for the period reported? If so, do the staffing levels for bus and rail operations provide a number of drivers, engineers, conductors and maintenance workers sufficient to improve bus and rail service? Should these levels be considered full staffing for the number of routes, trips and passenger capacity planned for FY 2020, which according to other budget data are likely to serve lower ridership than in FY 2017? How does the increase in corporate operations staff improve agency performance from commuters’ and riders’ perspective? What are the agency’s goals in expanding capital operations positions? Is this an effort to expand in-house capacity and reduce outsourcing?
The OLS discussion of NJ TRANSIT’s position data compares fiscal year-end filled positions at a point in time in FY17 to the budgeted position level in FY20. These are not the same. (For an apples-to-apples comparison over that timeframe, see response to next question.)
Over the previous 12 months, NJ TRANSIT has turned over more than 7% of its workforce. As such, vacancies at a point in time will always exist in a career-driven and service-providing organization of nearly 12,000 staff, as employees retire and new ones are onboarded. However, NJ TRANSIT has made many strides in filling positions quickly. As of March 2019, NJ TRANSIT had 425 total vacancies which represents just 3.6% of the total workforce (just 2.5% when only looking at operating-funded positions). This is a vast improvement from July 2018 when NJ TRANSIT had a vacancy rate of 4.9% for the total workforce (4.0% when only looking at operating-funded positions) and compares favorably to the 3.8% vacancy rate recently reported by the Bureau of Labor Statistics for the Transportation/Trucking/Warehousing industry. 10 NJ TRANSIT FY 2019-2020
Discussion Points (Cont’d)
The Rail/Bus/Light Rail staffing levels proposed in the budget, assuming all positions were filled, portray the number of positions required to meet our current service plans. NJ TRANSIT’s operations planning units frequently evaluate the service provided as compared to ridership and adjusting service accordingly.
Critical to an organization such as NJ TRANSIT’s, effective corporate operations support is essential to service. Effective functions such as HR, Procurement, Budgeting, Payroll/Benefits, Finance, etc. are crucial to enable the service to operate as planned.
• Question: If the position data are not a meaningful portrayal of staffing trends at NJ TRANSIT, please provide alternative data that provide a more accurate perspective on agency staffing trends and their relationship to agency operations and performance. Do issues with agency performance and ridership satisfaction have more to do with the adequacy of operating support or the adequacy of capital investment?
Actual-vs-actual data provides a more accurate year-over-year comparison (see table below).
Fiscal Year Actual Headcount FY16 10,978 FY17 10,984 FY18 11,091 FY19 11,271
Nonetheless, agency performance and ridership satisfaction extend beyond headcount, with many externalities playing a significant role. Service changes, legal mandates (e.g., Positive Train Control and statutory requirements), changes in the regional and national labor markets, and even leave time for NJ TRANSIT staff all have meaningful impacts on agency performance. It’s also important to note that with more than a quarter of NJ TRANSIT’s operating funding coming from State assistance, the balance between agency performance, customer demand and available funding becomes increasingly critical.
C. Appropriation Levels and Language
27a. The FY 2020 budget proposal for NJ TRANSIT increases the operating subsidy from State funds by $75 million: an increase in the General Fund subsidy by $100 million, less a $25 million decrease in support from NJTA funds. Further offsetting the impact of this increase in assistance is a $50 million decrease in other revenues (removing the capital-to-operating transfer from the TTF capital reserve), leaving a net increase in resources available for NJ TRANSIT operations of $25 million (1.1%). This is the second lowest rate of growth in the NJ TRANSIT operating budget since 2013, yet represents the highest level of state subsidy over the same period, reflecting gradual deterioration in the underlying operation. Below is a table and chart showing the trends in NJ TRANSIT’s sources of revenue over the last eight years.
11 NJ TRANSIT FY 2019-2020
Discussion Points (Cont’d)
Fiscal Year State Subsidy Farebox Other Commercial Other Total Operating subsidy percent 2020 $618,555 $985,770 $117,500 $619,131 $2,340,956 26.4% 2019 $543,555 $985,770 $117,500 $669,131 $2,315,956 23.5% 2018 $426,945 $1,013,980 $115,200 $661,731 $2,217,856 19.3% 2017 $426,945 $1,023,200 $115,200 $545,711 $2,111,056 20.2% 2016 $390,245 $1,005,300 $115,200 $604,711 $2,115,456 18.4% 2015 $368,173 $928,650 $113,700 $608,193 $2,018,716 18.2% 2014 $353,373 $920,600 $113,000 $539,200 $1,926,173 18.3% 2013 $329,000 $894,200 $109,800 $565,873 $1,898,873 17.3%
• Question: Why has NJ TRANSIT been unable to appreciably increase its other commercial revenue in the last eight years, despite concentrated efforts at the State level over the last decade in encouraging transit-oriented development?
It should first be noted that of the $117.5 million budget for FY19 and FY20, nearly $40 million or 33% is associated with the operation of Metro-North service on the Southern Tier. Those revenues are fixed by contract and are therefore independent of any NJ TRANSIT efforts for additional advertising, parking or transit-oriented development initiatives.
As mentioned in the response to Question 23, NJ TRANSIT has looked and will continue to look at ways to generate and maximize non-farebox revenues, including via property leases, sales and acquisitions, advertising, property development and the management of operations at commuter parking locations. Earlier this year, NJ TRANSIT closed on a TOD at Aberdeen Station and expect to close on the Somerville Station TOD by the end of the fiscal year; the result of many years’ efforts dating back to 2002. Given that transit development public procurement, land use zoning, planning and entitlement processes can take several years and involve municipal, agency, county
12 NJ TRANSIT FY 2019-2020
Discussion Points (Cont’d)
and state levels, NJ TRANSIT solicits smart development opportunities with longer-term real estate asset revenue realization goals on an ongoing basis. As examples, NJ TRANSIT has issued a solicitation to identify a qualified development partner at the Aberdeen / Matawan station in March of 2019. Similar solicitations, with the objective of generating non-fare revenue through development and property leases and sales, are underway, including a corridor-wide plan for the RiverLINE and 7 other active TOD projects.
Value capture is a tool used by many other transit agencies to generate revenue from properties adjoining or nearby transit facilities, without owning those properties. NJ TRANSIT does not currently have the legal authority to levy the fees required to realize such revenues.
Consistent with the goal of increasing other commercial revenue, on January 1, 2019, NJ TRANSIT increased fees at three major parking lots resulting in an estimated annual incremental revenue of $4 million.
• Question: Given that the FY 2020 operating budget increases by 1.1 percent above FY 2019, and would continue a recent trend of a five-year annual average growth rate between 3 and 4 percent, to what extent can the agency be expected to improve its performance, as measured by on-time percentage and percentage of canceled train and bus trips?
The most meaningful improvement will be realized as (a) new hires graduate the operational training programs and (b) do so more quickly as a result of the investments made in our training programs and HR policies to allow for more efficient and effective onboarding and training.
Note that 18% of our operational delays over the past 12 months have been due to infrastructure outside NJ TRANSIT’s control. Without those delays, our on-time performance would have been 91.8%.
27b. There have been a number of new requirements imposed during FY 2019 and carrying into FY 2020, including implementation of recommendations of the North Highlands audit, statutory requirements from P.L.2018, c.162, ongoing testing of the newly installed Positive Train Control system, and internal initiatives to increase engineer staffing and improve customer communication, in addition to other annual cost drivers such as employee benefits. • Question: Please breakdown for FY 2019 and FY 2020 the combination of internal cuts and funding increases in each year that will be made to accommodate the cost of these new requirements.
NJ TRANSIT has been proactive in identifying internal efficiencies and other savings initiatives that can be reallocated to support other priorities, reducing the need for additional State assistance. These reallocations not only include funding, but positions as well. In FY19, this includes the movement of more than 25 existing vacancies from other areas of the organization to satisfy mandates including the hiring of the Customer Advocate & Chief Customer Experience Officer and to support needed investments in Digital and Information Technology. In addition, NJ TRANSIT has been able to recently implement health benefit changes related to prescription drug 13 NJ TRANSIT FY 2019-2020
Discussion Points (Cont’d)
formulary, compound drug management, and pre-screening requirements for medically necessary procedures. These health benefit changes are expected to yield $1.0 million in savings for the current fiscal year and an estimated $10 million in FY20 once new benefit contracts are in effect. There are several additional benefits initiatives currently being evaluated to continue to reduce the fiscal impact of NJ TRANSIT’s benefit programs.
28. Other Reimbursements, one of NJ TRANSIT’s income sources (Budget pg. D-368) are projected to decrease from $905.2 million in FY 2019 to $830.2 million in FY 2020. The footnote to this line item states that “Other reimbursements include federal and Transportation Trust Fund reimbursement for transportation system improvements, preventive maintenance, and administrative costs in support of the Department’s capital program.”
• Question: Please itemize by source and amount the components of NJ TRANSIT’s income from Other Reimbursements for FY 2019 and FY 2020, specifically including revenue from the Clean Energy Fund, the New Jersey Turnpike Authority (NJTA), State and federal capital program sources, as well as any other sources. For State and Federal capital program contributions to Other Reimbursements, please identify the specific capital program line items and the activities funded under these line items.
FY FY $ in millions 2019 2020 Capital Transfer Federal Preventative Maintenance $362.0 $362.0 TTF Capital Maintenance 98.8 98.8 TTF Subaccount for Capital Reserves 50.0 0.0 Subtotal 510.8 460.8
Other Grants & Reimbursements Other State & Federal Reimbursements 156.1 156.1 NJ Turnpike 154.0 129.0 Clean Energy 82.1 82.1 Homeland Security Reimbursements 2.2 2.2 Subtotal 394.4 369.4
Total $905.2 $830.2
29. N.J.S.A.27:1B-21 set a limit of 13% for fiscal years 2007 through 2016 on TTFA funds used for salary and overhead, and sets that limit at $208 million per year for FY 2017 and beyond. However, language in the FY 2020 Governor’s Budget provides that appropriations from TTFA revenues for salary and overhead costs shall not be subject to any limitation. In response to FY 2019 OLS discussion points, the department noted that this language has been proposed in recent years so that in-house staff can work on capital-eligible tasks while the department considers the original intent of the salary and overhead limitation to limit charges for program support, rather than constraining capital-eligible functions.
14 NJ TRANSIT FY 2019-2020
Discussion Points (Cont’d)
• Question: Please provide the amount expended in FY 2018 and an estimate of FY 2019 and FY 2020 expenditures from capital program appropriations for salary and overhead.
NJ TRANSIT charges to the FY18 TTF Program totaled $33.3m, and in FY19 and FY20 projections are $158m and $161m, respectively. The increase from FY18 reflects the shift of permitted maintenance costs back to the TTF (from Federal funding) as a result of the expiration of the January 7, 2014 Memorandum of Understanding among NJ TRANSIT, NJ DOT, and the Metropolitan Planning Organizations to exchange Federal funds for TTF funds for a five-year period ending FY18.
• Question: Please identify all capital line items for FY 2019 and 2020 which include funding for salary and overhead and the portion of the line item attributable to salary and overhead. Also, please distinguish between capital-eligible and program support salary and overhead expenditures in this breakdown.
The list below contains funding (in 000s) for capital eligible functions including salary charges:
FY19 (Estimated) FY20 (Estimated) Subject to 13% Labor Cap: Capital Program Implementation 10,355 10,360 Rail Capital Maintenance 79,050 80,630
Force Account Labor: Bridge & Tunnel Rehabilitation $3,037 $3,040 Bus Acquisition Program 171 170 Environmental Compliance 2,355 2,350 High Speed Track Program 1,106 1,130 Immediate Action Program 777 790 Light Rail Infrastructure Improvements 195 200 Locomotive Overhaul 135 140 Miscellaneous 160 160 Other Rail Station/Terminal Improvements 537 540 Private Carrier Equipment Program 41 40 Rail Fleet Overhaul 0 410 Signals & Comm/Electronic Traction System 43,986 44,870 Study & Development 438 440 Technology Improvements 171 170 Track Program 15,126 15,430 TOTAL SALARY CHARGES $157,640 $160,870
• Question: Given that this language is necessary to avoid a limitation on capital- eligible functions, should the language be revised to specifically exempt capital-eligible work from any limit, and maintain the statutory cap on all other salary and overhead expenses? What impact would that revision have on NJ TRANSIT salary and operating resources? Does the term “force account” add clarity to defining work that NJ TRANSIT seeks to exempt from the statutory limitations on salary and overhead?
15 NJ TRANSIT FY 2019-2020
Discussion Points (Cont’d)
The language in the Governor’s proposed budget is sufficient and has been used to exempt all force account work from the current $208 million statutory cap on all DOT/NJ TRANSIT salary and overhead costs.
D. Agency Activities
30. As part of NJ TRANSIT’s efforts to install PTC hardware before the December 2018 deadline, all service on the Atlantic City Line and the Princeton spur of the Northeast Corridor was suspended. Additionally, one-seat service to NYC on the Raritan Valley Line was suspended. Despite meeting the hardware installation deadline, the services remain suspended due to a shortage of engineers and equipment which have been reallocated to continue working to get the newly installed PTC hardware operational before the next PTC deadline. Service on these lines is expected to be restored some time before the end of the second quarter of 2019.
• Question: Please identify the net budgetary impact of service suspension, during FY 2019, identifying for each line: lost revenue from suspended service, the decrease in operating costs, and the increase in cost from providing any alternate bus service.
Estimated Impact ACRL and PDRS Sept. 2018 - May 2019 ($ in millions) Rail Revenue Loss ($1.74) Rail Cost Savings $2.40 Bus Service Cost ($1.40) Net Loss ($0.74)
Rail: 25% fare discount granted to the Atlantic City Rail Line and Princeton Dinky Service. Tickets purchased were cross honored by NJ TRANSIT Bus Beginning September 2018 and until services resume on May 12, 2019; the lost Rail revenue from Atlantic City Rail Line is projected to be $1.7m Beginning October 2018 and until services resume on May 12, 2019; the lost Rail revenue from Princeton Dinky Service is projected to be $42k Total Cost savings for above lines projected to be $2.4m by May 2019. Breakout as follows: o $1.5m Fuel o $0.8m Outside Contractors o $0.1m Other
16 NJ TRANSIT FY 2019-2020
Discussion Points (Cont’d)
Bus: No increase in Bus revenue due to Rail tickets being cross honored Additional service cost is estimated at $1.4m until Rail service is restored: o $900k – alternative bus service was added to line #340 (Atlantic City – Lindenwold Express and Cherry Hill- Lindenwold) o $500k – alternative bus service was added to line #346 (Princeton Rail Station to Princeton Junction)
• Question: Did the agency bill the salaries of engineers and other staff shifted to PTC implementation to operating funds or a PTC capital account? Time spent by Rail Operations on PTC implementation was charged to capital.
31. NJ TRANSIT has not revised its Bus Fleet Strategy or its Commuter Rail Fleet Strategy since 2014. Each of these strategies is near its completion and new strategies will be needed for the bus and rail system through 2030. The current strategies both covered the FY 2014 to FY 2020 period.
The rail strategy focused on replacing single-level train cars with higher capacity multi- level cars, some of which were self-powered so that they can pull two non-powered rail cars. This allows for redundancy so that service can continue uninterrupted in the event of a locomotive failure. Investments under the strategy would reduce the total number of rail cars, but increase total system capacity.
The bus strategy of purchasing 1,394 cruiser buses and 85 articulated buses would result in replacement of approximately half of the entire bus fleet, achieving the goal of maintaining a state-of-good repair based on a 12-year average bus replacement schedule.
It was noted in response to FY 2019 discussion points that the intention is to continue investing consistent with the existing Bus and Rail Fleet Strategies and not to update those fleet strategies until required pursuant to Federal Transit Administration requirements in time for FY 2021. Due to rail car shortages, NJ TRANSIT was required to temporarily lease up to 20 rail cars from the Maryland Transit Authority.
In January 2019, NJ TRANSIT contracted to purchase 113 new rail multi-level cars, 58 self-powered, and 55 non-powered, for up to $670 million to be delivered in the second quarter of 2023. The contract also includes an option to purchase up to 636 additional multi-level cars. This purchase will complete implementation of the rail fleet plan with the multi-level units arriving later than the 2020 date envisioned under that plan.
Bus vehicle technology is changing rapidly with self-driving vehicle technology being actively developed by a number of major companies, electric buses deployed on a very large scale in China, and California recently starting a phased transition to all electric buses for transit service.
17 NJ TRANSIT FY 2019-2020
Discussion Points (Cont’d)
• Question: Under the new multi-level car purchase contract, what is the portion of the contract cost attributable to the 58 self-powered units and what portion is attributable to the 55 non-powered units? How does the cost of these self-powered units compare to the cost paid recently by other transit agencies for standard electric powered locomotives? What would the cost have been to purchase 113 non-powered railcars and 58 electric powered locomotives?
NJ TRANSIT, consistent with its rail fleet strategy, awarded a contract to purchase 58 self-powered units for $364 million and 55 non-powered units for $271 million.
NJ TRANSIT is aware of a recent purchase of standard electric powered locomotives by SEPTA. The cost of those locomotives was approximately $8.5 million per unit. Assuming the cost per unit is $8.5 million, the total cost of 58 electric powered locomotives would be $493 million, or 35% more than our contracted cost.
Assuming the above per unit pricing, 113 non-powered railcars and 58 electric locomotives would be estimated to cost $1,050 million, $415 million (65%) more than our contracted cost.
The new contract was based upon the corporation’s rail fleet strategy and was negotiated to meet those needs.
• Question: What was the cause of the fleet shortage in 2018 that required a lease of train cars from another agency? How much of that was attributable to the fleet strategy and how much to other factors?
The primary cause of the fleet shortage was the need to remove equipment from service to accommodate PTC installation. A secondary driver was an increase in Mean Distance Between Failure of our older cars and locomotives, all of which have replacements currently on order as part of our fleet strategy.
• Question: How will the upcoming fleet strategy address concerns raised through recent investigations that various parts of the rail fleet have components that take months to years to procure, and create substantial problems for fleet maintenance and service quality? How does the current purchase address those concerns?
NJ TRANSIT is in the process of modernizing its fleet as part of the corporate business plan. NJ TRANSIT’s new fleets will provide customers with a modern transportation experience and reduce the need to obtain obsolete parts, thus reducing delays and lifecycle maintenance costs. NJ TRANSIT is specifically looking to standardize parts and components across its fleet to the extent feasible.
Additionally, the new multi-level car purchase contract includes capital spares. It also requires delivery of specifications to enable procurement of parts needed to maintain the fleet in the future.
18 NJ TRANSIT FY 2019-2020
Discussion Points (Cont’d)
• Question: To what extent is the bus fleet strategy incorporating self-driving and electric vehicle technology development into plans for new purchases through FY 2030?
NJ TRANSIT’s bus fleet strategy contemplates self-driving or autonomous vehicles (AV) and electric vehicle technology or battery electric buses (BEB). NJ TRANSIT monitors AV technology for possible inclusion in future bus fleet procurements. NJ TRANSIT also continues to evaluate available data on BEBs and is introducing electric buses into its fleet. NJ TRANSIT identified eight routes that may be conducive with the use of electric vehicles and is evaluating a pilot program along those routes.
32. NJ TRANSIT is required to have an audit of its financial statements completed within four months of the end of each fiscal year, or by November 1st. In recent years, NJ TRANSIT has always posted audited financial statements at the end of their annual report by the end of each calendar year. FY 2018 audited financial statements have still not been publicly released.
Additionally, the TTFA had to restate its FY 2018 financial statements at their March board meeting due to late reporting of $137 million in costs from NJ TRANSIT. It was stated during the board meeting that there were concerns about NJ TRANSIT’s financial practices that were relayed to NJ TRANSIT.
• Question: Why have audited financial statements not been released for FY 2018? When will they be completed and released?
NJ TRANSIT’s audited financial statements for FY18 were delayed due to the State of New Jersey’s implementation of Governmental Accounting Standard No. 75; Accounting and Financial Reporting for Postemployment Benefits Other Than Pensions (“OPEB”). NJ TRANSIT’s financial statements have been revised and will be presented for approval at the May 8, 2019 Board Meeting.
• Question: Please describe the $137 million in costs that were reported late to the TTFA that required a restating of the TTFA 2018 financial statements, and why were the costs reported late?
The costs relate to FY17 and FY18 Amtrak invoices. Then-Governor Christie directed NJ TRANSIT not to pay portions of those invoices in order to incent Amtrak to maintain the NEC in a state-of-good-repair after a derailment at Penn Station New York. During a November 2018 review of Amtrak accruals by new leadership at NJ TRANSIT, it was recognized that NJ TRANSIT did not appropriately accrue the liability associated with the aforementioned invoices.
• Question: Please explain the concerns expressed through the TTFA about NJ TRANSIT financial controls. What actions are being taken to address those concerns?
This is the first time that a NJ TRANSIT issue required the TTFA to restate its Financial Statements. NJ TRANSIT has implemented procedures to prevent such an issue from re-occurring. It should be noted that NJ TRANSIT’s current Senior Leadership was not in place when the directive by then-Governor Christie was issued. 19 NJ TRANSIT FY 2019-2020
Discussion Points (Cont’d)
33. N.J.S.A.34:15-1 requires that all New Jersey employers, except those whose employees are covered under the federal “Longshore and Harbor Worker’ Compensation Act,” provide compensation to their employees when an employee is injured by an accident arising out of an in the course of employment. However, the Federal Employers’ Liability Act (FELA) provides that “every common carrier by railroad while engaging in commerce…shall be liable in damage to any person suffering injury while he is employed by such carrier in such commerce…for such injury or death resulting in whole or part from the negligence of…such carrier…” These FELA standards have typically resulted in greater benefits for employees injured on the job than the benefits received by employees under State workers compensation laws for similar injuries.
There was a recent press article concerning one of the train conductors injured during the Hoboken Station crash in September 2016 being forced into retirement after NJ TRANSIT stopped paying payments related to his injuries. This conductor and many other employees with workplace injury lawsuits filed in federal court have been challenged by the Attorney General and NJ TRANSIT because as a State agency it has sovereign immunity against certain federal lawsuits, and its employees are not subject to the same FELA protections that would presumably be available to employees at other commuter rail agencies that are not Statewide. This followed a 2018 decision that established NJ TRANSIT as having sovereign immunity and a January 2019 decision that vacated an $824,152 judgment for an NJ TRANSIT employee injured in 2011.
There is currently legislation pending A-4689/S-3164 of 2018 that would require NJ TRANSIT to retroactively waive all claims to sovereign immunity to the date of any lawsuit pending in State or federal court in New Jersey and affirmatively subject NJ TRANSIT to federal rail acts protecting rail workers. During an Assembly Transportation Committee meeting concerning this bill, labor representatives claimed that NJ TRANSIT rail employees additionally will be unable to seek State workers compensation benefits because federal law preempts State law as it applies to railroads. This would appear to leave NJ TRANSIT rail employees with no coverage for workplace injuries, despite the requirement under N.J.S.A.34:15-1 that all employees in the State be covered.
• Question: Please explain for each type or class of employee at NJ TRANSIT, the respective types of workers compensation benefits they are eligible for in the event of a workplace injury, including but not limited to benefits under the provisions of FELA, and benefits under the provisions of N.J.S.A.34:15-1 or any other types of workers compensation protections that are distinct or supplemental to these protections.
Bus / Police / Corporate Employees (all employees other than Rail employees): Bus, Police and Corporate Employees are covered under Workers’ Compensation Benefits, including medical bill review/payment, temporary disability benefits, permanent disability benefits (if applicable). A schedule loss of use award is paid for disabilities of certain body parts. There are maximum rates for permanent partial disability benefits based on a schedule of disabilities chart. Cases in litigation go to Workers Compensation Court where a judge makes rulings on awards.
20 NJ TRANSIT FY 2019-2020
Discussion Points (Cont’d)
Rail Employees: Prior to the Karns decision (3rd Circuit), Rail employees were covered under FELA and not Workers’ Compensation. With consent of opposing counsel, litigation regarding NJ TRANSIT’s 11th Amendment immunity to rail employees’ FELA claims have been stayed in federal courts, while state court FELA cases are proceeding. NJ TRANSIT has advised that rail employees with FELA claims in litigation could seek State workers’ compensation benefits if FELA claims are barred by the 11th Amendment. The benefits to railroad workers under FELA include the ability to file suit against their railroad employer for an unlimited amount of money; they are eligible for Railroad Retirement Benefits (RRB); most of the agreement employees are eligible for AETNA Supplemental Benefits funded by NJ TRANSIT; in most cases the employee is permitted to seek medical care with the physician(s) of their choice and all injury related medical bills are paid by NJ TRANSIT through its payment administrator Horizon Blue Cross Blue Shield of New Jersey. The Workers’ Compensation process provides the ability to manage the medical treatment to determine whether or not the employee is eligible to return to work. The amount of time lost from work is the key factor in determining the amount of settlement.
• Question: Does NJ TRANSIT maintain insurance coverage to cover its workers compensation liability or does it self-insure? What amount of coverage or reserves does NJ TRANSIT maintain to cover potential workers compensation obligations? What impact has the recent invocation of sovereign immunity since 2018 had on NJ TRANSIT liability for workers compensation costs as well as other types of liability for which NJ TRANSIT has claimed immunity?
NJ TRANSIT self-insures its Workers’ Compensation for the first $5 million ($2 million initially and then $3 million through its Captive). NJ TRANSIT also has excess insurance covering an additional $2 million for a total of $7 million in coverage.
The impact that the recent invocation of sovereign immunity since 2018 has not been substantial on workers compensation costs, or other costs, because the cases most impacted by the ruling have been stayed by the courts pending the outcome of the federal appeals court process, relating to certain claims for which NJ TRANSIT asserts it has immunity from judgments rendered against it.
• Question: Since 2017 how many workers compensation claims for rail employees has NJ TRANSIT resolved and how many are currently unresolved? What is the value of legal claims that would be impacted by the passage of A-4689/S-3164? Would a complete waiver of sovereign immunity have impacts beyond the rail employee workers compensation claims that appear to be the immediate concern of the legislation? How so?
Since January 1, 2017, 435 FELA claims have been closed. There are currently 388 FELA claims pending (292 non-litigated and 96 litigated) with a total incurred of $35,204,158.91. Yes, a complete waiver of sovereign immunity would have impacts beyond claims of rail employees. A complete waiver of sovereign immunity would result in the loss of the protections provided by Title 59, including among other statutory provisions in that Title, the New Jersey Tort Claims Act. These protections include a wide range of immunities from suit, threshold limits which need to be met for
21 NJ TRANSIT FY 2019-2020
Discussion Points (Cont’d)
a suit to go forward, and a collateral source rule that provides a claimant must seek any other available remedy to satisfy their claim (such as auto or homeowners insurance), and the insurer cannot then subrogate against NJ TRANSIT to recover their payment. The dollar amount saved is difficult to accurately estimate but runs into the tens of millions of dollars per year agency wide.
The value of legal claims that would be impacted by the passage of A-4689/S-3164 is dependent on the final wording of the bills.
A complete waiver of sovereign immunity has substantial impacts beyond the rail employee workers compensation claims. This is an immediate concern of NJ TRANSIT. The concerns are as follows:
This legislation could have the unintended consequence of carving NJ TRANSIT out of the protections afforded by the sovereign immunity statute in NJ (N.J.S.A. 59:1-1 et seq.) effectively nullifying the immunities afforded it as a public entity. Such a broad carve out would not only affect FELA Claims, but ALL claims against NJ TRANSIT, including Bus claims, nullifying such valuable immunities as notice requirements, the collateral source rule, and the elevated threshold for recovery for non-economic damages. This would have a very significant negative effect on claims against the Corporation, in that our exposure would be substantially increased.
34. NJ TRANSIT’s March board administrative committee agenda included a document providing a consolidated statement of revenue and expenses with a budget-to-actual comparison through January 31, 2019. In that exhibit, expenses for outside services were $3.41 million (4.1%) favorable to budget, purchased transportation was $6.35 million (4.3%) favorable to budget, miscellaneous expenses were $3.91 million (13.5%) favorable to budget, and materials & supplies were $10.2 million (10.4%) unfavorable to budget.
The agenda also included a balance sheet display showing that the agency cash balance was $50.5 million, with $132 million in trade payables and $18.5 million in trade receivables.
In recent press reports, the Executive Director noted that average time for procurement has decreased in recent months due in part to resuming business with certain vendors that had ceased supplying the agency due to delayed payments
• Question: Do the budget results reported above indicate savings that could offset the need for operating support in FY 2019? If so, have these results been considered in the FY 2020 budget? To what extent have these factors been impacted by the closure of the Atlantic City line, the Princeton spur, and removing one-seat service on the Raritan Valley line?
These favorable variances are largely related to three things: 1) the timing of expenses relative to how the expenses were projected to be disbursed at the beginning of the fiscal year; (2) costs not incurred due to service suspensions and/or service delivery not meeting contractual targets; and 3) less than anticipated reimbursable costs year-to-date. To that end, it is also important to note that
22 NJ TRANSIT FY 2019-2020
Discussion Points (Cont’d)
because some labor and non-labor expenses in the operating budget are offset by reimbursements (revenue), looking at the variances on the expense side alone can be misleading.
During the annual budget process for the upcoming fiscal year, NJ TRANSIT first looks to identify any recurring favorable variances and reallocates that funding to offset mandatory budget year growth prior to requesting additional funding from the State. See the response to Question 30 for current year savings related to the service suspensions.
• Question: Please discuss the impact of changes to procurement practices on agency costs. If possible, please distinguish between short term impacts related to changing procurement processes, and longer term impacts that will result once the new procurement processes are in place. How many vendors have refused to work with NJ TRANSIT due to the timeliness of vendor payments? Will staffing increases planned for FY 2020 eliminate late payment issues?
NJ TRANSIT has been diligent in streamlining the vendor payment process and has been able to make significant strides in reducing old past due amounts owed to vendors, with outstanding payments overdue by greater than 45 days reduced by 85% since the start of FY19.
NJ TRANSIT hopes to maximize volume discounts available through using national and regional purchasing cooperatives and Federal Supply Schedules. By using these vehicles, NJ TRANSIT will also save on the administrative time to perform an entire procurement. It is too early to assign a cost to these efforts.
• Question: Has the availability of cash and working capital been a material factor in the timing and handling of supplier payments in the past?
No.
Will a shorter procurement process and faster supplier payments further exacerbate some of the current timing issues around when NJ TRANSIT must access federal capital-to- operating funds and increase reliance upon short term debt?
The reliance on short-term debt to alleviate cash shortages is caused by delays in the federal funding and appropriation process. Any acceleration in the payment of federal capital-to-operating costs prior to the related federal funding being made available for reimbursement would have a negative impact on cash and increase NJ TRANSIT’s reliance on short-term debt.
35. The Executive Director’s report in the February 2019 board minutes includes reporting on the mean distance between failures through December 2018 and Garage Performance Parameters for January 2019.
NJ TRANSIT mean distance between failures for FY 2019 has been between 65,000 miles and 70,000 miles all year. This is down from a peak of over 120,000 miles in October 2012. Long Island Railroad by comparison experiences over 180,000 miles between failures. 23 NJ TRANSIT FY 2019-2020
Discussion Points (Cont’d)
NJ TRANSIT miles between service delays for its bus fleet is 8,905 miles for FY 2019 YTD, down from 10,448 miles over the same period in FY 2018 YTD. This performance is not evenly distributed throughout the agency though. The Howell and Morris garages in the Central Division are notable outliers at 25,770 miles and 36,992 miles respectively in 2019. Otherwise, the northern division experiences the shortest distance between delay, and the southern division experiences the greatest distance between delays reflecting the density in the respective service regions.
• Question: Please discuss the causes of the continually declining performance in rail service reliability as measured by mean distance between failures. What actions need to be taken to increase rail service reliability? Does the FY 2020 budget provide resources to support any of these actions?
Although on-time performance is similar to our peer agencies such as LIRR and MNR, the cause of the decline in rail service reliability was due to the following: Loss of experienced employees Age of our fleet Out of stock parts Shorter time available to make repairs
As mentioned earlier, NJ TRANSIT revamped its Locomotive Engineer Training Program and has made investments to modernize the fleet and ensure the procurement process provides an appropriate level of parts stock/availability to maintain the fleet. These efforts will help to improve rail service reliability.
• Question: Please break down the mean distance between failure data by type of service vehicle. What are the most and least reliable rail vehicles in the fleet? If the reliability of any vehicle type is not directly proportionate to its age, what is the cause of that variance in reliability?
ALP46 (locomotive) is the least reliable rail vehicle, as these vehicles have one of the shortest average mean distances between failures. NJ Transit has determined that a power module overhaul will help reduce mean distance between failures. The Arrow III (Car) and GP40 (Locomotive) are second and third least reliable, respectively. These fleets are over 40 years old, but the Arrow III will be replaced by the MLIII which was recently approved for purchase and will start arriving in about 3 years. In addition, NJ TRANSIT recently approved the purchase of 17 ALP45 locomotives.
• Question: Why are there fewer service delays for buses at the Howell and Morris bus garages, and is there something about the equipment or practices at those garages that could be replicated to improve reliability and generate cost savings for the rest of the bus fleet?
The nature of the bus service from these locations contributes to the fewer service delays for buses. Howell Garage exclusively operates long-distance commuter service, which is
24 NJ TRANSIT FY 2019-2020
Discussion Points (Cont’d)
characterized by operating at relatively consistent high speeds along limited access highways (NJ Turnpike, Garden State Parkway, and Route 9). Bus stops are spaced far apart, with relatively little stopping/starting, placing less stress on the vehicle. While operating a different type of service, Morris Garage shares some of the same characteristics due to the suburban/rural nature of the area served and due to the low-ridership nature of the Morris service. Morris Garage exclusively operates local bus service but speeds are high for a local service due to the geographical service area (low density suburban and rural). Additionally, the Morris County local bus routes are operated at “policy service levels”, meaning that service is designed to meet a socio-economic need for a transit-dependent population and is not operated on frequencies determined by actual passenger demand. Ridership is very low compared to elsewhere in NJ, which results in relatively few bus stops and short dwell times, which contributes to a smooth, less stressful operation for the buses assigned to the service.
Lastly, the average age of the buses is a critical factor in reliability. Both Howell and Morris garages have average ages of 7 years, significantly lower than our systemwide average of 10 years.
E. Performance Budgeting
36. NJ TRANSIT average daily system-wide ridership has declined from 472,425 in FY 2016 to 458,850 (-2.6%) in FY 2017 and 450,926 (-3.3%) in FY 2018 (Budget pg. D-366). Ridership is projected to increase to 455,964 by the end of FY 2020, but that is still below the FY 2017 level. Costs have increased despite decreased ridership, resulting in declining per-rider revenue/cost ratios. Bus ridership in particular appears to have been significantly impacted with average daily bus ridership expected to fall by 19,252 (-7.1%) between FY 2016 and FY 2020.
Over a comparable period, economic changes have resulted in some notable shifts in employment distribution. A number of major employers are locating in the Camden, Newark, and Jersey City central business districts and significant warehouse employment is clustering around the southern expansion of the NJ Turnpike and at the Ports of Newark and Elizabeth due to their ability to accommodate larger cargo ships. At the same time, some suburban locations in north and central NJ have lost major employers. These trends would appear to be favorable for a modal shift by some workers towards transit service.
• Question: Please provide a list of ridership levels, farebox recovery ratios, and passenger growth rates for each bus route, rail line, and light rail line for FY 2015 through FY 2019 (projected full year). See Attachment 2.
• Question: As bus ridership continues to decline despite annual cost increases, are there any changes to route structures or route cancellations under consideration as routes become less utilized? If so, which routes?
25 NJ TRANSIT FY 2019-2020
Discussion Points (Cont’d)
It is important to note that local bus ridership has continued to decline nationwide over the past few years and that this is not unique to New Jersey. A combination of economic growth (which permits people to have greater access to automobiles and to move away from urban centers) and the advent of Transportation Network Companies (TNC’s), such as Uber and Lyft, gives people more transportation options and tends to result in a ridership loss on traditional local bus routes. NJ TRANSIT is committed to undertaking a detailed examination of service performance, as we have done throughout the last decade. We evaluate all 251 bus routes in terms of key performance indicators (including passengers per hour, operational farebox recovery rate, and operational subsidy per passenger), comparing routes among their geographical/service type “peers”. This evaluation will identify poorly performing routes that are in need of remedial action (which can include anything from a route/schedule adjustment to proposed service discontinuance). Once these routes are identified (based upon final FY 2018 performance data), proposals will be developed and evaluated. Any major route and/or schedule change proposal would require an extensive FTA Title VI evaluation, public hearings, and Board of Directors action prior to implementation.
Bus ridership in our Northern division, particularly Hudson/Bergen routes into the Port Authority Bus terminal, has increased significantly. We have modified routes to maximize capacity and continue to evaluate how to further improve the service.
• Question: How have bus routes changed in response to changes in Statewide job distribution and major employer site locations? What have been the corresponding changes in ridership from those route changes?
Prior to FY19, service changes were largely focused on dealing in a cost-neutral budget fashion, with ongoing problems of overcrowding and on-time performance reliability. NJ TRANSIT has been highly responsive, within resource constraints, to major employer site choices and to changes requested by local elected officials, to adapt service as appropriate to meet ridership demand.
NJ TRANSIT is currently working on a scope of work for consultant assistance to conduct a major bus system redesign plan, which will focus on changing demographics, travel patterns, and job distribution, with the goal of changing bus services to become more attractive, more direct, and more reliable for our current and prospective customers.
F. Federal Funding and Regulation
37. In response to FY 2018 OLS discussion point #31, it was noted that there was $1.247 billion in unspent appropriations related to Superstorm Sandy Resiliency projects. The major project status report for FY 2017 reported that each sandy resiliency project was expected to be completed by FY 2022 except the transitgrid project which was to be completed in FY 2023.
• Question: Please provide an update on the status of each Superstorm Sandy resiliency project that is not yet complete with expected completion dates, and the amount of work remaining to complete each project.
26 NJ TRANSIT FY 2019-2020
Discussion Points (Cont’d)
The “unspent” appropriated amount represents funding allocated by the Federal Transit Administration (FTA) to support five competitive resilience projects: Long Slip Fill and Rail Enhancement Project; Delco Lead Storage and Inspection Facility Project; Raritan River Bridge Replacement Project; Signals and Communications Resilience Project; NJ TRANSIT GRID. Four of the five projects have completed their National Environmental Policy Act (NEPA) requirements. The NJ TRANSIT GRID project is the only project that is still in the Environmental Review stage, which requires rigorous environmental impact documentation. NJ TRANSIT anticipates advertising construction contracts for three of the five projects in the upcoming months. The Signals and Communications Resilience Project is being advanced through in-house design and construction by NJ TRANSIT staff and by an existing O&M contractor. The five competitive resilience projects have various completion dates, ranging from 2022 to 2026.
38. In November 2015, the Governors of New York and New Jersey came to an agreement with the federal government for funding of the Gateway Program. Publicly released details of the agreement note that the federal government and Amtrak will provide at least 50 percent of the funding for the project and in exchange for that minimum funding guarantee, New York and New Jersey will work to identify the remaining funding.
The Gateway Program is a series of related projects. The biggest project in the group is the Hudson Tunnel Project which involves the construction of two new rail tracks under the Hudson River. Community meeting documents on the project website indicate an anticipated start to construction of around March 2019. Progress on the project currently appears to be indefinitely halted as the six environmental review and permit benchmarks required on the federal permitting dashboard have not been completed, with the FRA having not taken action on most of them.
The Trump administration has said that it no longer accepts the 2015 agreement and, for the purposes of the Gateway Program, also does not consider federal loans to be part of any local funding share as part of the New Starts funding application. The most recent New Starts report revised the project score of both the Portal Bridge Replacement Project and Hudson Tunnel Project down so that they are among the lowest scored projects in the New Starts pipeline. The February 2019 spending deal that resolved the federal government shutdown appears to have included $650 million in funding for Amtrak, with $540 million for the Gateway Program, and requires the federal government to accept loans taken out by the States as part of their “local share”. This is in addition to another $540 million that was approved in the 2018 funding bill. While earmarked for Gateway, it is not clear that any of that funding has actually been granted towards the project. That funding also remains a fraction of the amount needed to support a 50 percent federal share for the Hudson Tunnel Project. Also, neither of the projects appears to have officially received awards of New Starts program funding.
The Port Authority of New York and New Jersey included $2.7 billion in funds in its 10- year capital program to support debt service payments on Gateway Program-related borrowing through low interest federal loans. New York and New Jersey also both announced in late 2017 a plan to issue debt through a federal loan program in support of the Gateway 27 NJ TRANSIT FY 2019-2020
Discussion Points (Cont’d)
Program. At this point, neither State has issued any of that debt. The New Jersey portion was to utilize future surcharges on the tickets of all cross-Hudson passengers to support its debt service. That plan was published in the final weeks of the Christie administration.
In February 2019, legislation was introduced (S-3410 and A-5067) which would establish the Gateway Development Commission as an official bi-state entity with limited eminent domain powers, the ability to enter into P3 agreements, issue bonds, enter into loan agreements, lease or convey the Gateway project, and to impose fees for the use of the Gateway project. The current Gateway Development Corporation, a non-profit corporation, established to coordinate efforts between New York, New Jersey, and Amtrak will become the Gateway Development Commission if the legislation is enacted into law.
• Question: Please provide an update on the status of the Portal Bridge Replacement Project and the Hudson Tunnel Project. Please identify all funding for each project that has formally been secured and existing funding gaps. For any funding that is not formally secured, please identify dates when decisions are currently expected. Portal North Bridge NJ TRANSIT completed early action construction activities to support the Portal North Bridge Replacement Project. The Federal Railroad Administration awarded a $16 million Transportation Investment Generating Economic Recovery (“TIGER”) Grant to NJ TRANSIT to commence this work. NJ TRANSIT provided a local match of $4 million. Early action construction activities were completed in the First Quarter of Calendar Year 2019 – on time and on budget.
With regard to activities beyond early action construction, procurement packaging for the new Portal North Bridge is currently being finalized for public bidding. These procurement packages are anticipated to be finalized by the 2nd Quarter of Calendar Year 2019. In addition, NJ TRANSIT is currently advancing the acquisition of property necessary to support the project.
In State Fiscal Year 2019, NJ TRANSIT programmed $14.00 million o f c ap i t a l f u n d i n g to support the Project. NJ TRANSIT has proposed to program in State Fiscal Year 2020 an additional $47.993 million in capital funds to support the Project. The Statewide Transportation Improvement Program from Fiscal Year 2018 proposed, over a ten-year period, a total of $368.895 million in Portal North Bridge Replacement Project capital funding. NJ TRANSIT continues to work with the Gateway Program Development Corporation, the State of New York, the Federal Transit Administration, the Port Authority of New York & New Jersey, and Amtrak to secure the balance of funding necessary to advance this Project.
Hudson Tunnel
NJ TRANSIT is responsible for the development of the Hudson Tunnel Project (HTP) Environmental Impact Statement, while Amtrak is overseeing the Preliminary Engineering for the project. The HTP Final Environmental Impact Statement (FEIS) is complete and is under review by USDOT. NJ TRANSIT has had no indication that there are any outstanding technical issues with the FEIS. A schedule for final approval of the FEIS and issuance of a Record of Decision
28 NJ TRANSIT FY 2019-2020
Discussion Points (Cont’d)
(which would conclude this portion of the environmental review process) has not been established by USDOT.
The requisite funding agreements for the Hudson Tunnel project cannot be determined until a federal budget is adopted and a source of federal funding is identified. A cost estimate of $12.9 billion was developed for the Hudson Tunnel Project. Amtrak is funding the development of the FEIS. Amtrak and the Port Authority of New York and New Jersey have each agreed to each fund $35 million to develop the Preliminary Engineering in support of the FEIS. The USDOT provided $235 million to Amtrak for construction of a right of way preservation project in New York City that Amtrak is constructing. NJ TRANSIT and the Long Island Rail Road each have agreed to contribute $5.5 million toward this project.
• Question: Please provide an update on the plans for the State funded contribution to the Gateway Program. What amounts of State funds have currently been appropriated or expended on Gateway Program project components? Does the Gateway Development Corporation intend to issue debt backed by future surcharges on cross-Hudson passenger trips which are to be passed through to NJ TRANSIT in the form of NJ TRANSIT passenger fares? Why would this approach be preferable to working through future appropriations of existing TTFA State and federal funding sources?
The Federal Railroad Administration awarded a $16 million Transportation Investment Generating Economic Recovery (“TIGER”) Grant to NJ TRANSIT to commence early work construction in 2017. NJ TRANSIT provided a local match of $4 million. Early action construction activities were completed in the First Quarter of Calendar Year 2019.
In June 2018, the Boards of Directors for NJ TRANSIT and the NJ Economic Development Authority (NJEDA) approved issuance of up to $600 million in NJEDA bond proceeds for the Portal North Bridge project. The Financial Plan submitted to the Federal Transit Agency (FTA) on June 29, 2018 for the Portal North Bridge project, included a commitment of $208 million in TTFA receipts, $499 million in NJEDA bond proceeds and a $20 million contribution from NJ TRANSIT.
In September 2018, the Port Authority of New York and New Jersey (PANYNJ) submitted a Financial Plan to FTA for the Hudson Tunnel project. The Financial Plan lists a NJ TRANSIT contribution of $1.673 billion towards the project.
The Gateway Program Development Corporation (GPDC) is a private, non-profit corporation that cannot issue debt on behalf of NJ TRANSIT.
• Question: Please provide an update on the New Starts program applications for the Portal Bridge Replacement Project and Hudson Tunnel Projects. What is the anticipated point at which a full funding grant agreement will be in place for each project? Until that agreement is in place, what construction activities for each of the two projects can be completed with other funds before additional federal funds need to be formally secured?
29 NJ TRANSIT FY 2019-2020
Discussion Points (Cont’d)
NJ TRANSIT continues to work with the GPDC, Port Authority of New York and New Jersey and Amtrak to develop and advance New Starts program applications and to fund the Portal North Bridge Replacement Project and the Hudson Tunnel Project.
Portal North Bridge: On the Portal North Bridge project, FTA issued its Record of Decision in July 2017, and, in August 2017, NJ TRANSIT issued a Notice to Proceed for early works contracts, with construction beginning in October 2017. The early action construction activities were completed in the First Quarter of Calendar Year 2019. Property acquisition and utility relocation work is ongoing.
In November 2017, NJ TRANSIT submitted a request to the FTA to enter into FTA’s Engineering Phase for the Core Capacity Grant application sent several months prior. A resubmission was sent on June 29, 2018. In March 2018 and March 2019, FTA rated the Portal North Bridge project a “Medium-Low”. This rating prevents the project from advancing to the Engineering Phase and receiving a Full Funding Grant Agreement.
Hudson Tunnel: With regard to the Hudson Tunnel Project, the Port Authority of New York and New Jersey, in partnership with the GPDC, NJ TRANSIT and Amtrak submitted an application for funding for the Hudson Tunnel Project to the Federal Transit Administration’s Capital Investment Grant (CIG) program in September 2018. This application included identification of $5.55 billion, or 100% of the local share of the cost for the project. The application requested the balance of the project funding from the CIG program. In March 2019, the FTA rated the Hudson Tunnel project a “Medium-Low” preventing the project from entering into the Engineering Phase and receiving a Full Funding Grant Agreement. NJ TRANSIT continues to work with the GPDC, Port Authority of New York and New Jersey, and Amtrak to develop additional funding strategies.
• Question: What is the status of federal funds of $540 million for Gateway identified in press reports in 2018 and 2019? Are these funds available to project sponsors? Which component of the Gateway program will these funds be directed towards?
Under the federal transportation statute, the referenced funds were regular formula funding that was not apportioned to Gateway projects, but rather to state of good repair and other infrastructure needs. These funds were distributed nationally in accordance with the federal funding formula.
• Question: What is the current distribution of responsibilities between the Gateway Development Corporation and NJ TRANSIT in the development of the Hudson Tunnel Project and other Gateway Program components? How will this change if S-3410/A- 5067 is enacted into law? Are the powers granted to the Gateway Development Commission in that bill necessary in order to complete the project? What benefits will this new commission structure convey that couldn’t be realized through the existing structure with joint development by NJ TRANSIT and The Gateway Development Corporation with Port Authority of New York and New Jersey assistance?
The Port Authority of New York and New Jersey (PANYNJ) is currently the Project Sponsor for the Hudson Tunnel project. NJ TRANSIT is the Project Sponsor for the Portal North Bridge project. NJ TRANSIT is also responsible for developing the Hudson Tunnel Project Environmental Impact Statement for the project. The Gateway Program Development Corporation (GPDC) is a private, non-profit corporation and is ineligible to both receive federal funding and qualify as a 30 NJ TRANSIT FY 2019-2020
Discussion Points (Cont’d)
Project Sponsor under USDOT grant programs such as the Capital Investments Grant. Therefore, GPDC currently acts in a supporting role to the PANYNJ and NJ TRANSIT.
S-3410/A-5067 seeks to establish a new, public bi-state entity to be known as the Gateway Development Commission (GDC). The legislation would make GDC eligible to assume the role of Project Sponsor for the Hudson Tunnel project. The bill also allows GDC to apply for and accept needed federal, state and other grants, and manage and maintain an independent budget. This bill would provide GDC with the authority and powers to see the Hudson Tunnel project to its conclusion by streamlining funding and construction activities on both the New Jersey and New York sides of the project.
31
ATTACHMENT 1
Annual Passenger Trips Annual Passenger Trips Percent Change Revenue Recovery Ratio Rail-Oct-18 Light Rail-Jan-19 Bus-Jan-19 Projected Mode Service FY15 FY16 FY17 FY18 FY19 FY19 FY15 FY16 FY17 FY18 FY19 FY15 FY16 FY17 FY18 FY19
Rail Northeast Corridor 33,065,577 33,291,062 32,380,774 31,827,956 11,028,500 31,802,465 2.5% 0.7% -2.7% -1.7% -0.1% 94.1% 91.5% 89.5% 86.80% Rail Coast Line 14,592,084 14,818,176 14,468,554 14,361,648 5,148,008 14,576,138 4.6% 1.5% -2.4% -0.7% 1.5% 57.3% 53.7% 55.7% 57.87% Rail Raritan Valley 6,327,757 6,660,458 6,566,792 6,505,646 2,135,160 6,045,520 7.6% 5.3% -1.4% -0.9% -7.1% 45.9% 47.3% 54.3% 47.85% Rail Morris & Essex 17,081,767 17,433,411 17,126,330 16,206,655 5,680,817 16,084,741 7.1% 2.1% -1.8% -5.4% -0.8% 53.3% 57.7% 62.9% 57.66% Rail Montclair-Boonton 5,197,924 5,456,443 5,367,324 5,731,107 2,036,460 5,766,060 0.9% 5.0% -1.6% 6.8% 0.6% 46.6% 50.8% 54.4% 52.81% Rail Main Line Bergen County 7,969,256 8,131,699 7,822,791 7,842,203 2,746,413 7,776,230 6.7% 2.0% -3.8% 0.2% -0.8% 48.7% 50.5% 53.9% 53.19% Rail Pascack Valley 3,212,594 3,259,102 3,121,677 2,935,840 1,212,767 3,033,845 5.0% 1.4% -4.2% -6.0% 3.3% 51.0% 49.9% 52.4% 51.70% Rail Atlantic City 881,541 803,920 744,182 685,325 199,979 390,000 -6.7% -8.8% -7.4% -7.9% -43.1% 17.8% 14.0% 15.0% 17.21% Light Rail Hudson Bergen Light Rail 14,201,074 15,450,736 15,476,385 15,526,126 9,363,131 16,023,406 2.7% 8.8% 0.2% 0.3% 3.2% 27.1% 29.6% 31.4% 28.79% Light Rail Newark Light Rail 5,500,164 5,724,544 5,531,921 5,431,405 3,207,394 5,488,909 2.7% 4.1% -3.4% -1.8% 1.1% 29.0% 30.4% 34.5% 33.29% Light Rail River LINE 2,830,339 2,746,696 2,713,160 2,735,023 1,672,784 2,862,685 -1.4% -3.0% -1.2% 0.8% 4.7% 7.5% 8.6% 9.5% 8.89% Bus 1 4,311,091 4,165,140 4,203,699 4,247,493 2,516,505 4,271,564 0.7% -3.4% 0.9% 1.0% 0.6% 44.2% 39.1% 42.7% 42.6% Bus ( c ) 2 956,530 908,082 888,901 933,423 565,010 964,672 2.4% -5.1% -2.1% 5.0% 3.3% (contracted) (contracted) (contracted) (contracted) Bus 5 375,588 367,050 352,849 341,946 193,715 330,740 -2.2% -2.3% -3.9% -3.1% -3.3% 20.9% 20.2% 22.7% 20.1% Bus 6 485,249 468,670 412,719 415,682 250,985 428,520 0.9% -3.4% -11.9% 0.7% 3.1% 24.5% 21.3% 20.5% 20.4% Bus ( c ) 10 1,516,260 1,347,177 1,217,912 1,213,480 655,823 1,189,722 1.0% -11.2% -9.6% -0.4% -2.0% (contracted) (contracted) (contracted) (contracted) Bus 11 915,629 865,172 801,554 739,849 438,306 748,343 -2.1% -5.5% -7.4% -7.7% 1.1% 35.7% 32.2% 33.1% 29.3% Bus 13 4,340,673 4,163,659 3,878,153 3,760,150 2,102,990 3,590,547 0.3% -4.1% -6.9% -3.0% -4.5% 44.3% 38.8% 40.2% 37.7% Bus 21 3,005,359 2,891,908 2,863,863 2,733,899 1,565,376 2,672,650 -1.4% -3.8% -1.0% -4.5% -2.2% 50.1% 44.0% 49.1% 47.4% Bus ( c ) 22 708,108 656,767 638,219 664,021 401,525 685,545 5.4% -7.3% -2.8% 4.0% 3.2% (contracted) (contracted) (contracted) (contracted) Bus ( c ) 23 45,341 47,993 44,271 48,785 31,346 53,519 -12.6% 5.8% -7.8% 10.2% 9.7% (contracted) (contracted) (contracted) (contracted) Bus 25 3,783,273 3,765,086 3,707,195 3,682,090 2,121,311 3,621,828 -1.6% -0.5% -1.5% -0.7% -1.6% 40.6% 37.3% 41.3% 39.9% Bus 26 377,615 330,785 304,917 313,066 193,905 331,064 -5.1% -12.4% -7.8% 2.7% 5.7% 37.5% 28.8% 28.5% 29.4% Bus 27 3,596,018 3,458,662 3,251,150 3,188,288 1,858,140 3,172,502 1.4% -3.8% -6.0% -1.9% -0.5% 36.3% 32.4% 34.3% 33.3% Bus 28 808,421 756,495 689,261 688,990 396,723 677,346 -0.4% -6.4% -8.9% 0.0% -1.7% 32.3% 27.6% 28.5% 27.4% Bus 29 1,271,108 1,232,367 1,191,150 1,073,160 590,511 1,008,211 0.7% -3.0% -3.3% -9.9% -6.1% 40.1% 34.6% 37.7% 33.0% Bus 30 795,108 764,808 675,577 640,947 377,839 645,105 -0.6% -3.8% -11.7% -5.1% 0.6% 27.5% 24.0% 23.0% 21.1% Bus 34 2,603,494 2,485,176 2,407,009 2,316,224 1,364,737 2,330,089 1.0% -4.5% -3.1% -3.8% 0.6% 39.4% 33.9% 37.3% 34.6% Bus 37 638,387 598,873 633,921 622,738 376,008 641,979 2.8% -6.2% 5.9% -1.8% 3.1% 35.3% 28.9% 30.9% 32.2% Bus 39 2,264,707 2,157,986 1,944,202 1,938,793 1,114,446 1,902,753 1.5% -4.7% -9.9% -0.3% -1.9% 43.0% 38.1% 37.9% 37.8% Bus 40 685,167 695,493 640,275 626,041 355,753 607,396 -0.4% 1.5% -7.9% -2.2% -3.0% 25.9% 24.0% 24.0% 22.7% Bus 41 1,045,433 1,020,263 955,472 940,074 498,315 850,800 0.9% -2.4% -6.4% -1.6% -9.5% 43.0% 37.9% 40.6% 38.9% Bus 42 0 0 0 0 0 0 ------Bus 43 0 0 0 0 0 0 ------Bus 48 838,135 799,732 796,227 735,992 416,889 711,777 3.0% -4.6% -0.4% -7.6% -3.3% 27.4% 23.6% 27.2% 24.5% Bus 52 351,669 334,330 289,337 278,518 151,625 258,877 -1.8% -4.9% -13.5% -3.7% -7.1% 23.8% 19.9% 18.8% 18.0% Bus 56 118,741 63,559 56,857 54,236 32,022 54,673 -7.5% -46.5% -10.5% -4.6% 0.8% 14.1% 12.0% 12.1% 12.0% Bus 57 140,103 123,367 123,366 125,962 67,905 115,938 -0.7% -11.9% 0.0% 2.1% -8.0% 30.4% 23.5% 26.1% 26.3% Bus 58 407,657 384,030 353,600 324,538 183,435 313,188 -3.3% -5.8% -7.9% -8.2% -3.5% 34.6% 29.3% 30.7% 28.5% Bus 59 1,628,825 1,573,698 1,531,120 1,478,886 843,543 1,440,226 1.3% -3.4% -2.7% -3.4% -2.6% 39.9% 34.7% 38.1% 36.3% Bus 62 1,975,717 1,965,899 1,975,311 1,908,196 1,087,346 1,856,484 2.9% -0.5% 0.5% -3.4% -2.7% 32.1% 28.7% 33.3% 32.9% Bus 63 41,570 41,495 45,035 45,567 26,160 44,664 3.5% -0.2% 8.5% 1.2% -2.0% 53.1% 54.4% 65.1% 72.4% Bus 64 343,671 357,766 356,842 351,095 195,465 333,728 -1.7% 4.1% -0.3% -1.6% -4.9% 56.2% 52.7% 59.1% 57.5% Bus 65 128,815 123,588 117,543 115,356 76,605 120,792 0.0% -4.1% -4.9% -1.9% 4.7% 18.6% 16.1% 17.9% 17.2% Bus 66 616,434 595,929 555,429 529,259 314,729 537,354 -1.0% -3.3% -6.8% -4.7% 1.5% 21.8% 18.8% 20.7% 19.5% Bus 67 309,895 300,420 280,902 268,900 158,026 269,806 -5.1% -3.1% -6.5% -4.3% 0.3% 20.5% 18.3% 19.8% 20.8% Bus 68 223,815 239,123 244,833 239,554 135,204 230,841 2.9% 6.8% 2.4% -2.2% -3.6% 69.3% 71.0% 81.8% 74.8% Bus 70 1,903,051 1,827,298 1,695,832 1,684,805 1,016,842 1,736,109 1.5% -4.0% -7.2% -0.7% 3.0% 35.1% 30.6% 30.7% 30.4% Bus 71 737,995 683,667 679,174 672,641 381,643 651,600 0.8% -7.4% -0.7% -1.0% -3.1% 31.6% 26.6% 29.6% 27.5% Bus 72 1,126,093 1,117,200 1,074,934 1,040,212 588,560 1,004,880 -0.7% -0.8% -3.8% -3.2% -3.4% 50.2% 42.7% 46.2% 41.7%
Page 1 of 6 ATTACHMENT 1
Annual Passenger Trips Annual Passenger Trips Percent Change Revenue Recovery Ratio Rail-Oct-18 Light Rail-Jan-19 Bus-Jan-19 Projected Mode Service FY15 FY16 FY17 FY18 FY19 FY19 FY15 FY16 FY17 FY18 FY19 FY15 FY16 FY17 FY18 FY19 Bus 73 973,483 988,452 957,398 927,540 550,275 939,514 -1.5% 1.5% -3.1% -3.1% 1.3% 36.3% 34.1% 36.6% 33.5% Bus 74 1,439,832 1,399,659 1,304,014 1,260,587 722,352 1,233,310 -4.8% -2.8% -6.8% -3.3% -2.2% 40.5% 35.4% 36.7% 33.7% Bus 75 0 0 0 0 0 0 ------Bus 76 1,399,555 1,361,786 1,275,932 1,245,502 716,974 1,224,128 -2.1% -2.7% -6.3% -2.4% -1.7% 36.6% 32.0% 33.6% 31.4% Bus 78 157,273 155,278 144,257 147,298 95,638 163,288 1.5% -1.3% -7.1% 2.1% 10.9% 27.0% 22.8% 24.8% 23.4% Bus 79 125,773 125,948 112,041 99,964 59,528 101,635 5.1% 0.1% -11.0% -10.8% 1.7% 27.7% 27.9% 27.6% 25.4% Bus 80 2,022,572 2,020,727 1,953,515 1,894,593 1,088,165 1,857,882 -0.6% -0.1% -3.3% -3.0% -1.9% 34.2% 30.4% 30.9% 30.1% Bus 81 850,306 841,151 843,727 815,550 455,459 777,630 1.6% -1.1% 0.3% -3.3% -4.6% 32.0% 28.9% 30.8% 29.9% Bus 82 95,253 89,829 69,054 64,207 27,215 66,466 6.9% -5.7% -23.1% -7.0% 3.5% 29.8% 21.1% 19.5% 17.0% Bus 83 1,192,792 1,202,206 1,102,494 1,037,950 556,928 950,873 4.8% 0.8% -8.3% -5.9% -8.4% 33.3% 29.1% 30.3% 28.2% Bus 84 1,577,253 1,509,233 1,359,614 1,211,046 652,387 1,113,855 2.9% -4.3% -9.9% -10.9% -8.0% 25.3% 21.8% 23.4% 21.2% Bus 85 631,939 624,688 580,643 569,571 327,010 558,322 3.9% -1.1% -7.1% -1.9% -2.0% 34.3% 28.8% 30.6% 29.3% Bus 86 269,848 247,923 226,869 203,497 128,127 218,758 -6.0% -8.1% -8.5% -10.3% 7.5% 16.3% 15.5% 16.5% 15.3% Bus 87 3,465,259 3,321,453 3,108,483 3,003,071 1,734,921 2,962,124 1.4% -4.1% -6.4% -3.4% -1.4% 43.2% 35.9% 35.9% 34.3% Bus ( c ) 88 947,539 934,567 861,288 831,595 492,326 840,575 9.4% -1.4% -7.8% -3.4% 1.1% (contracted) (contracted) (contracted) (contracted) Bus 89 505,648 444,783 425,947 453,815 277,520 473,825 -4.7% -12.0% -4.2% 6.5% 4.4% 30.7% 24.6% 26.3% 31.3% Bus 90 851,678 807,428 771,482 704,021 441,311 753,474 -2.8% -5.2% -4.5% -8.7% 7.0% 35.6% 31.0% 32.9% 32.2% Bus 92 778,445 735,405 732,829 704,218 404,907 691,319 -2.9% -5.5% -0.4% -3.9% -1.8% 35.9% 31.8% 35.5% 41.8% Bus 93 0 0 0 0 0 0 ------9.8% Bus 94 3,759,987 3,642,362 3,433,565 3,431,271 1,942,603 3,416,710 -1.8% -3.1% -5.7% -0.1% -0.4% 46.2% 40.3% 43.2% 41.8% Bus 95 33,109 39,155 42,731 42,574 0 0 378.7% 18.3% 9.1% -0.4% -100.0% 7.3% 8.4% 10.1% 9.8% Bus 96 163,943 174,477 150,979 144,493 84,390 144,084 -4.5% 6.4% -13.5% -4.3% -0.3% 18.9% 20.4% 20.1% 19.7% Bus 97 80,139 77,432 71,542 70,216 38,097 65,045 -4.8% -3.4% -7.6% -1.9% -7.4% 14.3% 12.7% 13.1% 11.9% Bus 99 1,561,862 1,570,679 1,558,784 1,489,322 829,244 1,415,813 1.5% 0.6% -0.8% -4.5% -4.9% 27.2% 25.0% 27.8% 26.9% Bus 107 1,082,289 1,061,972 1,089,744 1,135,667 694,897 1,186,435 4.1% -1.9% 2.6% 4.2% 4.5% 47.8% 44.8% 51.0% 53.3% Bus 108 433,609 444,619 430,423 430,821 246,191 420,335 3.4% 2.5% -3.2% 0.1% -2.4% 46.3% 40.7% 43.3% 43.7% Bus 111 776,338 775,183 806,680 825,980 503,594 859,813 16.5% -0.1% 4.1% 2.4% 4.1% 105.7% 90.9% 110.6% 114.5% Bus 112 691,478 698,584 675,654 673,000 389,982 665,837 3.1% 1.0% -3.3% -0.4% -1.1% 50.0% 45.1% 53.2% 54.4% Bus 113 1,094,630 1,124,849 1,156,507 1,143,855 659,943 1,126,756 -2.3% 2.8% 2.8% -1.1% -1.5% 49.8% 46.9% 55.2% 54.6% Bus 114 1,738,143 1,720,950 1,704,080 1,678,854 986,959 1,685,088 -0.2% -1.0% -1.0% -1.5% 0.4% 61.8% 54.9% 59.9% 58.6% Bus 115 353,154 339,117 332,189 348,768 209,007 356,849 -2.1% -4.0% -2.0% 5.0% 2.3% 58.1% 49.9% 58.7% 58.4% Bus 116 757,227 778,439 781,848 756,885 447,174 763,484 3.0% 2.8% 0.4% -3.2% 0.9% 54.2% 51.9% 57.4% 53.9% Bus 117 81,471 79,380 83,184 80,026 45,910 78,385 -2.7% -2.6% 4.8% -3.8% -2.1% 60.0% 53.9% 59.6% 53.5% Bus ( c ) 119 776,507 918,984 1,152,871 1,298,670 887,667 1,415,561 59.9% 18.3% 25.5% 12.6% 9.0% (contracted) (contracted) (contracted) (contracted) Bus 120 89,775 88,323 79,560 74,970 42,655 72,827 -5.6% -1.6% -9.9% -5.8% -2.9% 32.9% 29.5% 28.9% 26.4% Bus 121 43,272 46,841 35,908 37,762 21,048 35,936 -11.9% 8.2% -23.3% 5.2% -4.8% 21.2% 19.0% 15.7% 17.0% Bus 122 219,560 269,079 282,874 289,712 167,112 285,319 -2.2% 22.6% 5.1% 2.4% -1.5% 50.9% 44.5% 42.7% 41.5% Bus 123 1,056,849 1,138,276 1,241,293 1,314,665 841,904 1,437,428 5.7% 7.7% 9.1% 5.9% 9.3% 50.7% 50.4% 59.5% 59.2% Bus 124 110,838 100,579 114,863 102,038 69,241 118,219 9.3% -9.3% 14.2% -11.2% 15.9% 27.4% 23.6% 32.1% 29.8% Bus 125 274,900 301,400 274,247 247,142 151,727 259,052 4.6% 9.6% -9.0% -9.9% 4.8% 34.9% 35.8% 36.9% 32.9% Bus 126 3,797,745 3,970,143 4,124,340 4,168,517 2,550,647 4,264,856 3.3% 4.5% 3.9% 1.1% 2.3% 63.3% 61.5% 68.0% 62.6% Bus 127 537,846 540,846 531,075 542,607 329,729 562,964 5.5% 0.6% -1.8% 2.2% 3.8% 46.6% 44.1% 48.9% 48.0% Bus 128 1,492,109 1,687,989 1,695,594 1,743,639 1,076,190 1,837,437 7.1% 13.1% 0.5% 2.8% 5.4% 67.9% 70.6% 73.2% 71.4% Bus 129 666,062 702,222 668,048 681,075 408,499 697,452 1.7% 5.4% -4.9% 2.0% 2.4% 39.0% 39.0% 41.2% 41.0% Bus 130 174,832 191,811 184,963 194,191 111,653 190,631 27.1% 9.7% -3.6% 5.0% -1.8% 67.2% 77.1% 78.9% 80.0% Bus 131 243,210 237,997 237,791 248,123 138,287 236,105 -3.7% -2.1% -0.1% 4.3% -4.8% 70.0% 66.4% 79.0% 86.8% Bus 132 221,187 241,043 250,961 252,371 148,100 252,859 12.0% 9.0% 4.1% 0.6% 0.2% 80.1% 85.7% 98.5% 97.9% Bus 133 262,194 265,846 258,012 251,306 140,579 240,018 2.7% 1.4% -2.9% -2.6% -4.5% 68.6% 67.9% 78.9% 76.7% Bus 135 136,641 140,184 131,289 128,315 74,841 127,780 1.2% 2.6% -6.3% -2.3% -0.4% 85.2% 86.0% 88.8% 84.0% Bus 136 101,789 107,198 98,632 104,471 55,020 98,939 22.3% 5.3% -8.0% 5.9% -5.3% 64.5% 65.9% 70.2% 75.6% Bus 137 490,175 479,925 465,475 462,445 279,009 476,367 3.3% -2.1% -3.0% -0.7% 3.0% 87.7% 78.4% 91.6% 92.8%
Page 2 of 6 ATTACHMENT 1
Annual Passenger Trips Annual Passenger Trips Percent Change Revenue Recovery Ratio Rail-Oct-18 Light Rail-Jan-19 Bus-Jan-19 Projected Mode Service FY15 FY16 FY17 FY18 FY19 FY19 FY15 FY16 FY17 FY18 FY19 FY15 FY16 FY17 FY18 FY19 Bus 138 159,011 153,297 144,082 144,627 79,631 135,958 -3.9% -3.6% -6.0% 0.4% -6.0% 65.8% 66.3% 74.7% 74.8% Bus 139 3,143,586 3,136,953 3,087,903 2,992,197 1,727,728 2,949,843 -1.2% -0.2% -1.6% -3.1% -1.4% 90.1% 89.2% 99.5% 97.9% Bus 144 236,877 242,620 242,319 264,337 155,062 264,746 5.4% 2.4% -0.1% 9.1% 0.2% 44.9% 41.9% 51.2% 52.0% Bus 145 170,092 175,597 183,438 177,044 90,502 174,519 1.4% 3.2% 4.5% -3.5% -1.4% 56.1% 53.0% 62.5% 57.3% Bus 148 66,575 69,771 72,799 69,370 39,189 66,909 -2.0% 4.8% 4.3% -4.7% -3.5% 64.6% 61.5% 67.5% 60.5% Bus 151 104,865 114,008 115,550 132,857 100,093 140,894 8.8% 8.7% 1.4% 15.0% 6.0% 64.1% 60.3% 64.8% 64.7% Bus 153 44,042 45,055 48,160 54,064 27,694 56,283 -2.0% 2.3% 6.9% 12.3% 4.1% 54.7% 55.5% 61.7% 63.8% Bus 154 597,668 613,987 615,679 660,487 402,104 686,534 3.4% 2.7% 0.3% 7.3% 3.9% 50.2% 50.0% 54.0% 56.1% Bus 155 142,553 135,762 134,132 151,529 82,905 155,548 6.4% -4.8% -1.2% 13.0% 2.7% 48.8% 49.5% 59.4% 58.6% Bus 156 1,705,857 1,769,738 1,748,564 1,779,545 1,044,760 1,783,775 4.3% 3.7% -1.2% 1.8% 0.2% 48.0% 48.6% 51.9% 52.3% Bus 157 78,151 79,824 80,871 84,131 45,514 77,708 4.2% 2.1% 1.3% 4.0% -7.6% 40.6% 37.0% 44.2% 49.3% Bus 158 2,024,501 2,172,938 2,122,651 2,143,229 1,311,336 2,238,914 8.8% 7.3% -2.3% 1.0% 4.5% 65.3% 67.3% 70.6% 69.3% Bus 159 3,084,227 3,144,034 3,058,346 2,992,896 1,833,189 3,129,902 5.2% 1.9% -2.7% -2.1% 4.6% 54.0% 53.0% 56.2% 55.2% Bus 160 620,126 641,149 659,113 682,175 404,892 691,294 21.4% 3.4% 2.8% 3.5% 1.3% 49.5% 46.6% 52.3% 51.1% Bus 161 1,922,905 1,952,171 1,968,410 1,965,434 1,124,870 1,920,551 3.3% 1.5% 0.8% -0.2% -2.3% 54.4% 52.3% 61.5% 60.7% Bus 162 288,723 318,105 307,912 323,131 183,571 313,421 8.5% 10.2% -3.2% 4.9% -3.0% 51.8% 51.9% 54.7% 51.5% Bus 163 2,332,341 2,415,429 2,451,025 2,438,923 1,434,843 2,449,784 2.5% 3.6% 1.5% -0.5% 0.4% 53.9% 50.7% 56.8% 54.0% Bus 164 925,065 900,757 905,951 856,678 480,070 819,649 -8.1% -2.6% 0.6% -5.4% -4.3% 50.8% 46.2% 52.7% 48.7% Bus 165 3,604,690 3,683,545 3,640,513 3,616,606 2,074,834 3,542,475 1.3% 2.2% -1.2% -0.7% -2.0% 52.3% 49.4% 56.8% 56.2% Bus 166 4,317,643 4,441,958 4,641,601 4,725,649 2,786,442 4,817,442 2.0% 2.9% 4.5% 1.8% 1.9% 56.3% 53.2% 60.0% 60.2% Bus 167 2,031,131 2,089,439 2,048,430 2,068,157 1,198,438 2,046,157 0.2% 2.9% -2.0% 1.0% -1.1% 61.0% 57.6% 65.6% 65.6% Bus 168 907,500 919,758 948,837 918,465 531,055 906,699 2.1% 1.4% 3.2% -3.2% -1.3% 41.4% 36.8% 42.5% 40.3% Bus 171 442,640 427,672 391,365 420,413 267,391 456,531 -3.2% -3.4% -8.5% 7.4% 8.6% 34.8% 30.8% 32.0% 35.3% Bus 175 520,066 499,458 472,127 506,311 316,797 540,884 -3.0% -4.0% -5.5% 7.2% 6.8% 26.4% 23.5% 26.6% 28.0% Bus 177 638,546 692,751 754,325 766,697 491,610 839,352 12.3% 8.5% 8.9% 1.6% 9.5% 58.9% 58.9% 69.8% 69.0% Bus 178 549,593 514,402 493,114 499,906 314,689 537,285 -8.2% -6.4% -4.1% 1.4% 7.5% 38.9% 32.7% 34.6% 34.9% Bus 181 145,642 145,501 141,876 161,895 107,183 162,999 1.1% -0.1% -2.5% 14.1% 0.7% 26.5% 24.6% 27.0% 32.4% Bus 182 337,222 338,209 314,970 364,409 247,603 372,746 -1.3% 0.3% -6.9% 15.7% 2.3% 35.8% 33.1% 34.3% 40.9% Bus 186 723,469 714,678 667,138 699,745 449,212 766,964 -1.7% -1.2% -6.7% 4.9% 9.6% 45.0% 40.2% 42.0% 44.6% Bus 188 204,514 195,396 185,955 205,723 129,384 220,904 -3.3% -4.5% -4.8% 10.6% 7.4% 31.5% 27.2% 29.0% 33.6% Bus 190 3,016,180 3,006,678 2,947,236 2,893,510 1,720,020 2,936,682 -0.2% -0.3% -2.0% -1.8% 1.5% 51.1% 47.8% 54.3% 53.3% Bus 191 362,937 387,427 402,889 403,634 231,327 394,957 -0.5% 6.7% 4.0% 0.2% -2.1% 55.0% 54.2% 62.5% 62.0% Bus 192 960,732 1,003,685 1,016,002 1,001,147 588,519 1,004,810 4.5% 4.5% 1.2% -1.5% 0.4% 63.8% 61.6% 71.1% 68.4% Bus 193 400,899 446,049 465,679 478,919 279,889 477,869 6.9% 11.3% 4.4% 2.8% -0.2% 103.1% 106.2% 129.2% 129.6% Bus 194 573,803 592,402 563,754 568,082 321,405 548,752 0.7% 3.2% -4.8% 0.8% -3.4% 65.5% 62.0% 69.6% 69.3% Bus 195 301,103 301,003 304,410 305,039 172,405 294,356 0.2% 0.0% 1.1% 0.2% -3.5% 55.6% 49.2% 55.0% 54.5% Bus 196 209,682 211,087 203,992 200,515 115,461 197,133 1.3% 0.7% -3.4% -1.7% -1.7% 68.7% 66.4% 72.1% 79.1% Bus 197 750,497 744,869 735,223 740,851 428,544 731,676 2.2% -0.7% -1.3% 0.8% -1.2% 57.3% 53.3% 60.7% 60.8% Bus 198 180,925 188,493 188,708 194,858 118,884 202,977 7.3% 4.2% 0.1% 3.3% 4.2% 63.9% 60.4% 70.1% 73.1% Bus 199 463,694 500,530 523,870 534,692 301,645 515,015 5.7% 7.9% 4.7% 2.1% -3.7% 57.5% 55.2% 67.1% 64.9% Bus 250 183,170 179,314 177,196 182,646 102,424 174,874 -1.8% -2.1% -1.2% 3.1% -4.3% 23.1% 20.8% 22.8% 23.6% Bus 258 858,758 794,346 801,657 790,885 480,187 819,849 7.0% -7.5% 0.9% -1.3% 3.7% 26.4% 23.1% 26.8% 26.3% Bus 304 2,652 0 0 0 0 0 -43.9% -100.0% ------38.3% ------Bus 307 13,881 9,750 0 0 0 0 -34.3% -29.8% -100.0% ------11.2% 16.2% ------Bus 308 119,813 108,156 87,416 70,401 50,133 76,595 -5.7% -9.7% -19.2% -19.5% 8.8% 123.6% 101.3% 106.5% 97.9% Bus 313 83,367 77,386 71,765 69,489 42,709 72,919 -0.4% -7.2% -7.3% -3.2% 4.9% 16.0% 13.7% 15.0% 15.0% Bus 315 42,741 42,693 40,456 37,534 23,407 39,964 0.4% -0.1% -5.2% -7.2% 6.5% 22.7% 21.6% 23.2% 24.7% Bus 316 23,474 25,653 25,762 21,911 19,260 22,884 -5.5% 9.3% 0.4% -14.9% 4.4% 48.2% 44.1% 50.2% 43.9% Bus 317 296,948 267,366 230,514 226,552 135,233 230,891 -1.3% -10.0% -13.8% -1.7% 1.9% 26.1% 20.7% 19.5% 19.1% Bus 318 2,732 1,517 0 0 0 0 -40.2% -44.5% -100.0% ------18.1% 71.7% - - - 0.0% Bus 319 333,848 339,108 331,374 328,677 227,924 354,147 -2.6% 1.6% -2.3% -0.8% 7.7% 75.9% 72.1% 86.2% 93.3%
Page 3 of 6 ATTACHMENT 1
Annual Passenger Trips Annual Passenger Trips Percent Change Revenue Recovery Ratio Rail-Oct-18 Light Rail-Jan-19 Bus-Jan-19 Projected Mode Service FY15 FY16 FY17 FY18 FY19 FY19 FY15 FY16 FY17 FY18 FY19 FY15 FY16 FY17 FY18 FY19 Bus 320 1,567,588 1,681,099 1,724,977 1,712,683 1,034,160 1,765,677 3.6% 7.2% 2.6% -0.7% 3.1% 74.9% 67.6% 75.5% 84.5% Bus 321 224,570 242,667 282,606 298,981 166,901 294,959 3.9% 8.1% 16.5% 5.8% -1.3% 44.3% 45.9% 52.2% 58.5% Bus 324 411,133 414,578 424,479 412,940 233,774 399,135 1.9% 0.8% 2.4% -2.7% -3.3% 81.0% 78.6% 95.5% 87.3% Bus 329 77,235 72,577 58,356 41,399 33,203 41,689 4.6% -6.0% -19.6% -29.1% 0.7% 4.9% 6.3% 9.4% 7.4% Bus 346 0 0 0 0 70,972 121,174 ------0.2% Bus 353 14,840 2,460 1,861 402 0 0 -30.0% -83.4% -24.3% -78.4% -100.0% 12.9% 19.2% 35.0% 19.5% Bus 361 83,852 94,109 104,728 108,217 61,898 105,682 -14.6% 12.2% 11.3% 3.3% -2.3% 28.6% 28.2% 35.5% 30.1% Bus 375 44,674 61,743 47,064 57,397 30,920 52,791 26.5% 38.2% -23.8% 22.0% -8.0% 21.2% 23.8% 20.5% 24.4% Bus 378 18,448 7,679 12,964 13,340 7,397 12,629 144.0% -58.4% 68.8% 2.9% -5.3% 54.0% 21.6% 37.2% 33.3% Bus 400 1,643,833 1,501,880 1,343,752 1,273,599 708,035 1,208,866 -0.5% -8.6% -10.5% -5.2% -5.1% 26.2% 22.4% 23.3% 22.2% Bus 401 246,372 207,320 186,565 188,920 112,105 191,403 -3.8% -15.9% -10.0% 1.3% 1.3% 21.2% 17.1% 17.2% 17.8% Bus 402 196,659 177,625 168,944 163,444 97,606 166,648 1.6% -9.7% -4.9% -3.3% 2.0% 23.5% 20.3% 22.5% 22.2% Bus 403 866,070 858,730 770,837 733,141 409,330 698,871 -6.1% -0.8% -10.2% -4.9% -4.7% 23.4% 21.7% 23.0% 21.8% Bus 404 553,228 511,858 447,309 405,288 224,945 384,061 -5.6% -7.5% -12.6% -9.4% -5.2% 26.5% 23.0% 22.5% 20.2% Bus 405 245,830 233,643 214,224 198,012 113,045 193,008 -5.8% -5.0% -8.3% -7.6% -2.5% 23.3% 20.6% 22.4% 21.1% Bus 406 629,402 583,065 515,418 468,494 266,065 454,267 2.4% -7.4% -11.6% -9.1% -3.0% 24.8% 21.3% 22.0% 20.5% Bus 407 355,043 334,796 307,128 290,594 159,298 271,978 -1.7% -5.7% -8.3% -5.4% -6.4% 18.9% 16.3% 16.7% 16.7% Bus 408 419,303 374,328 350,306 339,360 194,036 331,288 -0.2% -10.7% -6.4% -3.1% -2.4% 24.7% 19.9% 20.8% 20.4% Bus 409 790,194 723,179 651,547 610,716 329,711 562,933 2.7% -8.5% -9.9% -6.3% -7.8% 20.6% 17.5% 17.4% 15.9% Bus 410 367,278 326,103 295,511 278,686 157,042 268,126 -1.5% -11.2% -9.4% -5.7% -3.8% 24.5% 20.6% 22.0% 20.8% Bus 412 330,102 286,052 266,699 254,350 146,486 250,103 -1.8% -13.3% -6.8% -4.6% -1.7% 21.9% 17.5% 19.0% 18.3% Bus 413 538,735 501,002 437,298 438,703 263,405 449,725 -0.3% -7.0% -12.7% 0.3% 2.5% 25.8% 22.3% 21.8% 22.3% Bus 414 21,506 20,779 16,888 17,038 10,619 18,130 1.7% -3.4% -18.7% 0.9% 6.4% 22.1% 17.7% 13.9% 12.0% Bus 417 26,619 23,367 22,576 19,687 13,975 19,860 5.9% -12.2% -3.4% -12.8% 0.9% 21.2% 16.6% 13.3% 10.0% Bus 418 12,587 11,202 6,340 4,906 3,400 4,805 -11.1% -11.0% -43.4% -22.6% -2.1% 12.2% 8.8% 8.7% 8.1% Bus 419 167,717 144,193 131,850 123,946 64,051 113,358 4.0% -14.0% -8.6% -6.0% -8.5% 8.4% 7.9% 9.0% 8.8% Bus 450 395,737 349,276 325,242 298,613 174,526 297,978 2.3% -11.7% -6.9% -8.2% -0.2% 20.7% 17.0% 19.1% 16.2% Bus 451 73,430 61,451 50,239 52,946 29,234 49,913 1.5% -16.3% -18.2% 5.4% -5.7% 11.1% 9.0% 8.6% 8.4% Bus 452 478,250 418,562 387,005 359,220 195,333 333,502 5.7% -12.5% -7.5% -7.2% -7.2% 16.3% 13.4% 14.1% 13.3% Bus 453 125,390 119,553 97,605 79,111 45,654 77,948 5.1% -4.7% -18.4% -18.9% -1.5% 16.3% 13.1% 12.8% 11.6% Bus 455 249,629 234,546 209,820 189,413 108,732 185,644 -1.7% -6.0% -10.5% -9.7% -2.0% 15.0% 13.2% 13.2% 11.6% Bus 457 212,739 194,387 180,537 164,995 97,756 166,904 -1.2% -8.6% -7.1% -8.6% 1.2% 14.9% 12.2% 12.4% 11.2% Bus 459 254,401 231,391 215,045 193,201 108,839 185,827 -9.2% -9.0% -7.1% -10.2% -3.8% 14.8% 12.5% 13.6% 12.2% Bus 460 51,047 35,458 36,505 0 0 0 31.6% -30.5% 3.0% -100.0% - - - 32.4% 21.4% 23.1% Bus 463 81,515 64,466 53,076 47,805 29,427 50,242 -2.2% -20.9% -17.7% -9.9% 5.1% 12.2% 9.2% 9.6% 8.2% Bus ( c ) 468 127,160 113,524 101,493 97,283 55,664 95,038 -5.5% -10.7% -10.6% -4.1% -2.3% (contracted) (contracted) (contracted) (contracted) Bus 501 289,291 271,143 255,498 241,926 146,250 249,700 -5.4% -6.3% -5.8% -5.3% 3.2% 12.5% 12.0% 13.9% 12.8% Bus 502 783,863 760,431 699,418 717,618 401,851 686,102 -6.6% -3.0% -8.0% 2.6% -4.4% 32.1% 29.3% 31.7% 31.3% Bus 504 193,375 184,219 163,063 163,524 94,567 161,459 1.3% -4.7% -11.5% 0.3% -1.3% 11.7% 10.6% 10.9% 10.3% Bus 505 1,413,815 1,318,249 1,214,051 1,183,108 698,627 1,192,803 -3.7% -6.8% -7.9% -2.5% 0.8% 18.3% 16.3% 17.7% 16.8% Bus 507 744,304 690,910 633,430 607,080 370,933 633,314 -3.7% -7.2% -8.3% -4.2% 4.3% 33.6% 29.8% 32.3% 31.4% Bus 508 576,779 541,915 524,125 521,107 306,376 523,092 -6.2% -6.0% -3.3% -0.6% 0.4% 30.1% 27.1% 30.2% 28.3% Bus 509 398,726 380,920 372,771 358,853 203,999 348,298 -6.1% -4.5% -2.1% -3.7% -2.9% 33.5% 30.5% 35.4% 33.5% Bus 510 9,184 9,106 6,337 8,543 5,110 8,725 19.7% -0.8% -30.4% 34.8% 2.1% 15.2% 10.4% 17.1% 44.6% Bus 551 623,929 572,542 512,805 495,281 334,227 535,644 -8.8% -8.2% -10.4% -3.4% 8.1% 42.6% 35.3% 38.0% 42.0% Bus 552 622,435 603,103 586,490 584,243 350,034 597,632 -3.4% -3.1% -2.8% -0.4% 2.3% 18.9% 16.9% 18.2% 18.9% Bus 553 1,041,472 972,808 921,594 893,918 519,673 887,266 -7.0% -6.6% -5.3% -3.0% -0.7% 29.9% 24.8% 27.6% 27.0% Bus 554 754,823 728,505 658,192 644,317 424,324 674,471 -3.7% -3.5% -9.7% -2.1% 4.7% 28.4% 25.1% 26.1% 26.0% Bus 555 0 0 13,303 27,362 18,644 28,832 ------105.7% 5.4% ------35.3% 31.4% Bus 559 753,599 723,183 696,084 661,456 387,683 661,912 -3.2% -4.0% -3.7% -5.0% 0.1% 27.9% 24.0% 26.4% 25.4% Bus 600 263,474 264,229 226,862 219,714 121,105 206,769 -3.9% 0.3% -14.1% -3.2% -5.9% 16.7% 14.1% 14.6% 14.6%
Page 4 of 6 ATTACHMENT 1
Annual Passenger Trips Annual Passenger Trips Percent Change Revenue Recovery Ratio Rail-Oct-18 Light Rail-Jan-19 Bus-Jan-19 Projected Mode Service FY15 FY16 FY17 FY18 FY19 FY19 FY15 FY16 FY17 FY18 FY19 FY15 FY16 FY17 FY18 FY19 Bus 601 428,075 436,461 398,052 368,990 198,198 338,394 19.6% 2.0% -8.8% -7.3% -8.3% 21.3% 19.3% 21.0% 22.1% Bus 602 64,135 0 0 0 0 0 -17.6% -100.0% ------12.3% ------Bus 603 362,284 330,639 285,312 273,549 149,395 255,070 0.6% -8.7% -13.7% -4.1% -6.8% 27.0% 22.6% 23.8% 23.8% Bus 604 45,131 0 0 0 0 0 5.4% -100.0% ------11.3% ------Bus 605 156,771 140,987 132,084 118,893 69,915 118,770 -1.9% -10.1% -6.3% -10.0% -0.1% 14.4% 11.6% 12.8% 12.1% Bus 606 667,175 649,329 630,435 600,127 332,280 567,319 1.4% -2.7% -2.9% -4.8% -5.5% 24.0% 20.8% 23.8% 24.7% Bus 607 260,407 245,192 219,330 202,308 111,512 190,390 -1.3% -5.8% -10.5% -7.8% -5.9% 17.6% 14.8% 16.0% 15.1% Bus 608 517,861 498,800 489,930 460,056 256,759 438,378 4.6% -3.7% -1.8% -6.1% -4.7% 24.9% 21.7% 24.2% 23.8% Bus 609 698,888 646,403 599,062 577,932 317,192 541,559 -3.6% -7.5% -7.3% -3.5% -6.3% 25.7% 22.1% 24.4% 23.6% Bus 610 5,458 5,261 4,190 2,896 1,178 2,611 -28.2% -3.6% -20.4% -30.9% -9.8% 13.3% 12.1% 13.5% 16.3% Bus 611 27,170 26,325 24,594 23,965 13,241 22,607 -15.7% -3.1% -6.6% -2.6% -5.7% 78.0% 67.2% 79.6% 82.8% Bus 612 18,509 17,484 18,250 16,073 7,973 15,613 -9.5% -5.5% 4.4% -11.9% -2.9% 5.3% 4.3% 5.6% 4.6% Bus 613 480,320 462,454 430,765 413,854 239,097 408,223 1.6% -3.7% -6.9% -3.9% -1.4% 25.9% 23.0% 24.1% 26.0% Bus 619 242,426 217,326 212,354 188,990 94,486 191,321 1.4% -10.4% -2.3% -11.0% 1.2% 22.4% 18.2% 21.0% 19.6% Bus 624 2,114 96,483 104,881 106,328 61,733 105,400 - - - 4464.0% 8.7% 1.4% -0.9% 10.2% 10.7% 14.1% 14.2% Bus 655 40,785 9,146 0 0 0 0 6.0% -77.6% -100.0% ------5.0% 5.6% ------Bus ( c ) 702 167,614 176,402 133,353 128,692 79,936 136,479 -8.1% 5.2% -24.4% -3.5% 6.1% (contracted) (contracted) (contracted) (contracted) Bus 703 1,219,155 1,171,884 1,127,877 1,088,800 637,443 1,088,341 0.3% -3.9% -3.8% -3.5% 0.0% 33.3% 28.4% 31.0% 29.5% Bus 704 721,872 717,896 670,471 651,548 369,925 631,593 1.3% -0.6% -6.6% -2.8% -3.1% 39.3% 34.3% 37.7% 35.4% Bus ( c ) 705 179,569 186,285 160,910 104,995 80,841 108,024 -11.3% 3.7% -13.6% -34.7% 2.9% (contracted) (contracted) (contracted) (contracted) Bus ( c ) 707 127,910 159,469 143,935 113,655 82,791 121,354 -12.3% 24.7% -9.7% -21.0% 6.8% (contracted) (contracted) (contracted) (contracted) Bus ( c ) 709 482,070 434,520 371,332 330,313 215,620 348,140 -2.1% -9.9% -14.5% -11.0% 5.4% (contracted) (contracted) (contracted) (contracted) Bus 712 1,352,160 1,331,154 1,226,625 1,226,835 686,671 1,172,390 1.5% -1.6% -7.9% 0.0% -4.4% 43.7% 38.3% 39.9% 40.8% Bus ( c ) 722 25,505 23,239 17,028 12,569 8,578 12,646 -2.2% -8.9% -26.7% -26.2% 0.6% (contracted) (contracted) (contracted) (contracted) Bus ( c ) 744 461,103 433,939 382,237 309,538 224,495 303,292 4.5% -5.9% -11.9% -19.0% -2.0% (contracted) (contracted) (contracted) (contracted) Bus ( c ) 746 175,097 198,724 165,771 146,687 77,272 141,931 -4.5% 13.5% -16.6% -11.5% -3.2% (contracted) (contracted) (contracted) (contracted) Bus ( c ) 748 137,796 174,335 144,353 118,212 78,665 114,309 -7.1% 26.5% -17.2% -18.1% -3.3% (contracted) (contracted) (contracted) (contracted) Bus ( c ) 751 135,756 129,144 126,537 93,817 16,231 87,712 -3.1% -4.9% -2.0% -25.9% -6.5% (contracted) (contracted) (contracted) (contracted) Bus ( c ) 752 80,139 84,178 73,447 59,210 28,226 60,692 -6.3% 5.0% -12.7% -19.4% 2.5% (contracted) (contracted) (contracted) (contracted) Bus ( c ) 753 49,565 66,574 55,426 34,905 10,733 33,825 -11.7% 34.3% -16.7% -37.0% -3.1% (contracted) (contracted) (contracted) (contracted) Bus ( c ) 755 71,375 70,853 63,137 48,325 13,397 47,873 -12.6% -0.7% -10.9% -23.5% -0.9% (contracted) (contracted) (contracted) (contracted) Bus ( c ) 756 242,143 217,266 183,172 128,392 47,683 121,412 -4.2% -10.3% -15.7% -29.9% -5.4% (contracted) (contracted) (contracted) (contracted) Bus ( c ) 758 193,241 182,286 162,180 128,162 89,928 133,539 8.2% -5.7% -11.0% -21.0% 4.2% (contracted) (contracted) (contracted) (contracted) Bus ( c ) 762 45,953 37,393 43,125 34,807 11,781 35,114 -22.5% -18.6% 15.3% -19.3% 0.9% (contracted) (contracted) (contracted) (contracted) Bus 770 541,026 446,959 366,178 346,814 178,373 334,546 -6.1% -17.4% -18.1% -5.3% -3.5% 31.2% 26.6% 26.3% 24.0% Bus ( c ) 772 74,128 78,739 66,373 59,005 26,727 55,632 -3.9% 6.2% -15.7% -11.1% -5.7% (contracted) (contracted) (contracted) (contracted) Bus ( c ) 780 311,215 303,381 306,401 247,146 88,924 231,825 -3.4% -2.5% 1.0% -19.3% -6.2% (contracted) (contracted) (contracted) (contracted) Bus ( c ) 801 63,775 58,816 50,034 45,897 24,617 42,030 3.3% -7.8% -14.9% -8.3% -8.4% (contracted) (contracted) (contracted) (contracted) Bus ( c ) 802 101,462 104,128 97,649 90,863 53,720 91,719 -0.4% 2.6% -6.2% -6.9% 0.9% (contracted) (contracted) (contracted) (contracted) Bus ( c ) 803 132,687 150,533 129,271 124,914 61,177 119,451 -0.4% 13.4% -14.1% -3.4% -4.4% (contracted) (contracted) (contracted) (contracted) Bus ( c ) 804 64,003 73,953 68,360 63,638 34,664 59,184 -2.3% 15.5% -7.6% -6.9% -7.0% (contracted) (contracted) (contracted) (contracted) Bus ( c ) 805 100,486 95,007 81,395 74,110 44,094 75,284 -8.6% -5.5% -14.3% -9.0% 1.6% (contracted) (contracted) (contracted) (contracted) Bus ( c ) 810 259,285 246,249 199,367 193,263 116,404 198,743 -5.2% -5.0% -19.0% -3.1% 2.8% (contracted) (contracted) (contracted) (contracted) Bus ( c ) 811 91,490 88,475 78,961 73,719 43,143 73,660 -1.9% -3.3% -10.8% -6.6% -0.1% (contracted) (contracted) (contracted) (contracted) Bus ( c ) 813 266,656 267,671 241,099 211,483 113,237 193,336 -4.2% 0.4% -9.9% -12.3% -8.6% (contracted) (contracted) (contracted) (contracted) Bus ( c ) 814 297,348 276,747 259,589 242,663 132,241 225,782 -4.0% -6.9% -6.2% -6.5% -7.0% (contracted) (contracted) (contracted) (contracted) Bus ( c ) 815 400,519 373,524 328,728 298,814 178,752 305,193 -0.9% -6.7% -12.0% -9.1% 2.1% (contracted) (contracted) (contracted) (contracted) Bus ( c ) 817 118,703 100,957 90,168 97,519 60,958 104,077 -5.7% -14.9% -10.7% 8.2% 6.7% (contracted) (contracted) (contracted) (contracted) Bus ( c ) 818 141,429 128,038 107,859 103,635 58,352 99,627 -4.6% -9.5% -15.8% -3.9% -3.9% (contracted) (contracted) (contracted) (contracted) Bus ( c ) 819 191,135 174,596 148,901 129,588 72,173 123,225 -4.3% -8.7% -14.7% -13.0% -4.9% (contracted) (contracted) (contracted) (contracted) Bus ( c ) 822 20,236 19,045 14,973 18,118 11,164 19,061 -27.2% -5.9% -21.4% 21.0% 5.2% (contracted) (contracted) (contracted) (contracted)
Page 5 of 6 ATTACHMENT 1
Annual Passenger Trips Annual Passenger Trips Percent Change Revenue Recovery Ratio Rail-Oct-18 Light Rail-Jan-19 Bus-Jan-19 Projected Mode Service FY15 FY16 FY17 FY18 FY19 FY19 FY15 FY16 FY17 FY18 FY19 FY15 FY16 FY17 FY18 FY19 Bus ( c ) 830 118,928 114,133 102,619 93,445 54,242 92,610 -8.7% -4.0% -10.1% -8.9% -0.9% (contracted) (contracted) (contracted) (contracted) Bus ( c ) 831 152,296 141,773 131,851 126,057 73,628 125,709 -4.5% -6.9% -7.0% -4.4% -0.3% (contracted) (contracted) (contracted) (contracted) Bus ( c ) 832 271,816 272,347 232,863 229,142 123,838 211,435 -5.1% 0.2% -14.5% -1.6% -7.7% (contracted) (contracted) (contracted) (contracted) Bus ( c ) 833 64,564 59,229 8,408 0 0 0 -5.6% -8.3% -85.8% -100.0% - - - (contracted) (contracted) (contracted) (contracted) Bus ( c ) 834 96,894 95,150 89,452 87,257 50,050 85,453 -5.4% -1.8% -6.0% -2.5% -2.1% (contracted) (contracted) (contracted) (contracted) Bus ( c ) 835 40,068 41,213 7,290 0 0 0 -11.0% 2.9% -82.3% -100.0% - - - (contracted) (contracted) (contracted) (contracted) Bus ( c ) 836 181,206 171,367 154,442 149,429 77,381 142,117 2.8% -5.4% -9.9% -3.2% -4.9% (contracted) (contracted) (contracted) (contracted) Bus ( c ) 837 146,556 130,842 123,690 116,799 67,137 114,627 0.3% -10.7% -5.5% -5.6% -1.9% (contracted) (contracted) (contracted) (contracted) Bus ( c ) 838 0 0 62,818 77,907 43,343 74,002 ------24.0% -5.0% (contracted) (contracted) (contracted) (contracted) Bus 871 53,940 47,096 42,412 40,146 20,334 42,717 -3.3% -12.7% -9.9% -5.3% 6.4% 14.3% 11.7% 11.2% 10.5% Bus 872 28,658 18,199 15,198 12,962 6,515 12,123 4.1% -36.5% -16.5% -14.7% -6.5% 8.2% 8.3% 8.9% 8.5% Bus 873 53,861 56,068 46,354 50,637 28,346 48,397 -6.7% 4.1% -17.3% 9.2% -4.4% 9.9% 9.1% 8.2% 9.0% Bus 874 37,800 37,558 32,803 34,465 18,925 32,312 6.4% -0.6% -12.7% 5.1% -6.2% 15.4% 14.2% 13.3% 13.6% Bus 875 42,751 39,741 36,947 33,099 17,475 32,836 -8.3% -7.0% -7.0% -10.4% -0.8% 16.2% 12.9% 12.2% 11.0% Bus ( c ) 878 11,848 8,240 7,254 0 0 0 -1.7% -30.5% -12.0% -100.0% - - - (contracted) (contracted) (contracted) (contracted) Bus ( c ) 879 5,749 3,370 0 0 0 0 9.3% -41.4% -100.0% ------(contracted) (contracted) (contracted) (contracted) Bus 880 148,541 136,967 124,111 127,259 76,476 130,572 -1.6% -7.8% -9.4% 2.5% 2.6% 22.4% 19.0% 18.1% 19.1% Bus ( c ) 890 12,430 12,340 8,077 0 0 0 2.2% -0.7% -34.5% -100.0% - - - (contracted) (contracted) (contracted) (contracted) Bus ( c ) 891 9,870 9,440 8,142 0 0 0 3.7% -4.4% -13.8% -100.0% - - - (contracted) (contracted) (contracted) (contracted) Bus ( c ) 986 58,469 49,702 42,575 0 0 0 12.6% -15.0% -14.3% -100.0% - - - (contracted) (contracted) (contracted) (contracted)
System 273,088,342 273,442,169 265,582,437 261,233,634 132,932,122 260,952,000 2.0% 0.1% -2.9% -1.6% -0.1%
Page 6 of 6