2001 Annual Report on Public Transportation Assistance Programs in New York State

April, 2002

Passenger Transportation Division New York State Department of Transportation Albany, New York 12232-0414

This report was developed, in part, by utilizing Federal Transit Administration Technical Study Grants TABLE OF CONTENTS

Page I INTRODUCTION I-1

II TRANSIT FINANCE AND CAPITAL ASSISTANCE II-1

Statewide Mass Transportation Operating Assistance Program II-1 Background II-1 General Fund II-1 Mass Transportation Operating Assistance Fund II-1 Dedicated Mass Transportation Trust Fund II-4 Locally Generated Subsidies II-4 Payments to Transit Systems II-5

FFY 2001 Federal Transit Allocations and Apportionments II-8 Urbanized Area Formula Program II-8 Non-Urbanized and Elderly and Persons with Disabilities Program II-10 Fixed Guideway Modernization II-10 New Start Funding II-11 Discretionary Bus II-11 Jobs Access and Reverse Commute II-11 Over-the-Road Bus Accessibility Program II-12 FFY 2002 Transportation Appropriations Act Related Provisions II-12

2001 Capital Annual Report II-14 State Capital Assistance Programs for Non-MTA Transit Systems II-14 State Omnibus and Transit Purpose Program II-14 State Transit Dedicated Funds (SDF) II-14 Flexible Transfers to Transit II-15 Obligations and Expenditures II-15 Non-MTA Capital Program Area Emphasis II-15 Bus Replacement II-16 Bus Maintenance and Storage Facilities II-16 Intermodal Transportation Facilities II-17 Other Continuing Transit Capital Needs II-17

III STATUS AND PERFORMANCE OF MAJOR TRANSIT SYSTEMS III-1

System Overview Ridership Trends III-2 Transit Service Trends III-4 Transit Service Performance Measures III-7 Transit System Summaries by Grouping: New York City MTA New York City Transit III-9 MTA Staten Island Railway III-17 MTA Long Island Rail Road III-21 MTA Metro-North Railroad III-25 New York City Department of Transportation Bus III-29 New York City Department of Transportation Staten Island Ferry III-37

i TABLE OF CONTENTS (continued) Page Downstate Suburban MTA Long Island Bus III-41 Westchester County Bee-Line III-48 Suffolk County III-53 Rockland County III-61 Dutchess County LOOP III-69

City of Poughkeepsie Transit III-71

Orange County III-77 Putnam Area Rapid Transportation III-83

Upstate Authorities Niagara Frontier Transportation Authority III-87

Rochester Genesee Regional Transportation Authority III-94 Central New York Regional Transportation Authority III-101 Capital District Transportation Authority III-108

Upstate Small Urbanized Areas Broome County Transit III-114 Utica Transit Authority III-120 Chemung County Transit System III-126 Greater Glens Falls Transit III-131 Tompkins Consolidated Area Transit III-136

IV STATE AND FEDERAL SPECIALIZED TRANSIT PROGRAM IV-1

Federal Section 5310 Program for Elderly Persons and Persons with Disabilities IV-1 Federal Section 5311 Program for Non-Urbanized Areas IV-1 Intercity Bus IV-4 Intercity Service Network IV-4 Trends in Intercity Bus Service IV-4 Intercity Bus Accessibility Grants IV-4

V MOBILITY AND INNOVATION IN NEW YORK STATE TRANSPORTATION V-1

Innovative Mobility and Job Access Funding V-1 Innovative Transit Services V-2 Urban/Suburban Mobility V-2 Welfare to Work Services V-4 Bus Rapid Transit V-4 Rural Mobility V-5 Transit Service Re-structuring Studies V-6 Ferry Service Expansion V-6 Transit Supportive Actions V-7 Metrocard Fare Policies and Incentives V-7 Transit- Intelligent Transportation Systems (ITS) V-8 Improvement and Integration of Pedestrian and Bicycle

ii Facilities with Transit V-9 Travel Demand Management Program and Incentives V-11

VI. NYSDOT TRANSIT TECHNICAL ASSISTANCE ACTIVITIES VI-1

Rural Transit Assistance Program VI-1 Driver Training VI-1 RTAP Scholarship VI-1 Rural and Specialized Conference VI-1 Small Systems Summit VI-2 Drug and Alcohol Compliance VI-2

Mid-Atlantic Regional RTAP Group VI-2 Other RTAP Activities VI-2

GIS and ITS Technical Assistance Activities VI-2 ITS Technical Assistance VI-3

iii

CHAPTER I INTRODUCTION

TRANSIT IN NEW YORK STATE - 2000 budget, State support for public transportation operating assistance has increased by approximately An efficient, safe and environmentally sound public 16% since 1996. transit system is essential to moving people in both rural and urban areas, and is a fundamental part of the The increases in State funding have allowed transit State's multi-modal transportation infrastructure. The systems to maintain and enhance public transportation State's extensive public transportation network service levels as well as enable the State and transit provides mobility alternatives for citizens in the State’s systems to support emerging public transportation urban areas that are essential to the health of the needs, including: suburban mobility, welfare to work, economy of New York. Public transit also provides special needs of the elderly and accessibility for mobility for rural and elderly residents in the State's persons with disabilities. This strong support has also small towns and villages, who do not have access to enabled transit systems in the State’s urbanized and other modes of transportation, to travel to education, rural areas to maintain fares at or below the national medical, social service and other necessary services. average, making transit a viable and affordable transportation alternative. Not only does public transportation support State economic and environmental policies, the State’s The efficiencies provided by public transportation are significant financial assistance helps mitigate traffic a critical underpinning for the productivity and vitality congestion in the State’s major urbanized areas. A of the State’s economy. Transit provides the businesses direct benefit of New York’s extensive support for of the State with highly efficient and economical public transportation is the fact that the State access to the State’s labor pool. The population and consumes the lowest per capita use of energy for employment densities that comprise the economy of transportation by any state in the nation. Energy the New York Metropolitan region, and that, in turn, consumption for transportation purposes in New York play an important role in the State and National is roughly two-thirds that of the national average. economies, would not be possible in the absence of the vast network of transit services supported by the STOA These important functions of transit serve to improve program. the quality of life of the State’s communities and can serve as important elements in achieving the kinds of In addition to the STOA program, the State’s multi- quality of life objectives that the State has established year transit capital program has identified nearly $2.2 in the Governor’s Quality Communities Initiative. billion in State funding for the Metropolitan Transportation Authority’s capital program over the In 2000, New York State transit ridership increased by 2000-2004 period. For systems other than the MTA, 7% over 1999 levels - to the largest ridership level, 2.5 the multi-year program includes $146.0 million in billion passenger trips, since the Statewide Mass capital assistance during this period. These new funds Transportation Operating Assistance Program (STOA) will be used for new bus acquisition, maintenance program was authorized in 1974. Over the past five facility improvements and other regionally significant years ridership statewide has increased by 31%. In intermodal facility and capital projects that will further 2000, the increase in New York’s transit ridership strengthen the ability of the state’s transit network to accounted for more than half of the entire national serve the travel needs of the public. increase in ridership. Transit ridership in New York State accounts for over 1/3 of all transit trips taken in THIS REPORT the United States. Section 18-b of New York State Transportation Law, This high level of transit service and utilization is the establishing the STOA program, requires the outcome of New York State providing $1.6 billion in Department of Transportation to report on the impact STOA funding support to the operations of the State’s and effectiveness of the statewide operating assistance transit systems. Including the SFY 2001-02 enacted

I-1 program and the economy, efficiency and effectiveness transit waiting areas, customer information, of transit service in the State. This report fulfills the fleet management, bicycle access, payment legislative requirement by examining transit service media, etc.). and market characteristics, and the ongoing efforts of New York State Transit Operators to meet these ! Transit operators have established new and changing markets. innovative services including rail feeder services, employer shuttles, express commuter Summarizing some of the themes of the Report: routes, transportation brokerages, bus rapid transit concepts, as well as undertaking route ! Ridership downstate continued to climb in re-structuring studies to help understand and 2000 in response to the continued strong respond to changing markets with more performance of the downstate economy and targeted services. very successful MetroCard free transfer fare incentives; ! Communities Statewide have placed increasing demands on local transit systems ! Upstate ridership ranged from slight to manage the construction or rehabilitation increases to modest declines that have of intermodal transportation centers. These typically mirrored core service area facilities provide significant benefits in terms population change. A common challenge of efficient passenger and freight connections encountered by many upstate operators has to regional and national transportation been a decline in their core service area modes. However, participation in these types population that accompanies growth or of non-traditional transit projects can place stability in the larger regions that comprise significant technical and financial demands their service territory. upon local transit systems, significantly impacting core system operations and capital ! In both upstate and downstate suburban budgets. markets population and employment patterns continue to grow more dispersed. A recurring The organization of this report is as follows: theme, even downstate where ridership is increasing or stable, is the challenge of Chapter II - Describes the State and Federal transit serving the same population, but having to funding programs, current resources and their travel longer distances and expand hours of distribution among transit systems, and information on operation to accommodate changing travel STOA program appropriations and formula payments requirements. to individual transit systems for State Fiscal Year 2001-02. This Chapter includes a Report on Capital ! Policy requirements and objectives are Assistance for non - MTA Transit Systems, covering driving up total system costs and impacting capital expenditures for the purchase of vehicles, economy, efficiency and effectiveness improvement of facilities, and describes the non-MTA measures. Serving dispersed employment Capital program. patterns to provide access to jobs as a part of welfare to work objectives and providing Chapter III - Provides an overview of 2000 ridership complimentary paratransit in meeting ADA and service trends for groups of transit systems. This requirements are examples of policies whose includes a review of the operating performance and benefits are not neatly gauged by traditional initiatives of major transit systems and an evaluation cost and efficiency measures. of the effectiveness, efficiency and economy of these systems. ! Travelers have choices, and transit is having to compete to attract and keep riders by Chapter IV - Discusses Federal and State transit making investments in improving the program administration including the 5310, 5311 and customers’ experience. New levels of capital Intercity Bus programs. investment are being made in new buses, facilities and customer amenities (improved Chapter V - Provides an overview of Department and

I-2 transit agency initiatives in the area of innovative transit services and activities supporting improved customer experience in transit. This Chapter discusses service expansion initiatives associated with the CST/TANF/JARC, Innovative Mobility Demonstration, and Rural Coordination Programs. It will also cover transit supportive activities in the pedestrian and bicycle, travel demand management and Intelligent Transportation Systems Programs.

Chapter VI - Describes the Passenger Transportation Division’s efforts, through the RTAP program, and in the area of technology transfer and support, to provide technical assistance to transit operators on wide ranging issues such as training for drug and alcohol testing, the use of Geographic Information Systems and other transit operations and planning software.

In conclusion, this Report provides a summary of what the STOA program and other Federal and State Transit Programs are achieving in support of the continued improvement in the quality and availability of transit in New York State. In 2000 these programs continued to support improved service to changing markets, made more safe, efficient and customer friendly with the introduction and use of technology and investment in improved capital facilities.

I-3 CHAPTER II TRANSIT FINANCE AND CAPITAL ASSISTANCE

INTRODUCTION Assistance program is supported by State general fund revenues as well as a series of dedicated revenue New York State has made and will continue to make sources (Figure II-2) that are deposited into the important capital and operating investments to improve following dedicated transportation funds: New York’s transportation system. New York State provides nearly $1.6 billion in operating assistance • Mass Transportation Operating Assistance annually to support public transportation, more than any Fund (MTOA); other State in the nation. • Dedicated Mass Transportation Trust Funds (DMTTF). This Chapter will discuss New York State’s substantial funding commitment to supporting Public In addition, over the past year, the State has redirected Transportation, as a fundamental part of the State's portions of the following revenue sources from the efficient, safe and environmentally sound multi-modal State’s general funds to enhance the dedicated transportation infrastructure. It will provide a discussion transportation funds: of the State’s program of support for transit operating costs, as well as a discussion of Federal program • Motor Vehicle Fee; support of Public Transportation in New York. It will • Motor Fuel Taxes; and also report on the status of the State’s Non-MTA • Suburban Transportation Fund. Capital Program, as mandated by Article 13, Section 306 of the Transportation Law. To be eligible to receive State operating assistance funds, a transit system must be a: STATE PUBLIC TRANSPORTATION ASSISTANCE • Public Transportation Authority; or • Municipally Owned and Operated System; or Including the State Fiscal Year (SFY) 2001-02 enacted • Private Provider Sponsored by a City, County, budget, State support for public transportation operating or Indian tribe. assistance has increased by approximately $215.0 million, or 16.0 percent, since SFY 1995-1996. The Department may also directly sponsor multi-county intercity bus operations for operating assistance under STATEWIDE MASS TRANSPORTATION certain provisions of the State Transportation Law. OPERATING ASSISTANCE PROGRAM (STOA) General Fund

State Fiscal Year (SFY) 2001-02 marked the first time STOA, provided under Section 18-b of the State in many years that the Executive Budget Transportation Law, requires a 100 percent local match. Recommendation (EBR) for the STOA program, at In SFY 2001-02, $58.0 million in Section 18-b funding minimum, was not enacted by the State Legislature. A was provided directly from the State’s General Fund. series of complex budget issues unrelated to The total Section 18-b appropriation for SFY 2001-02 transportation, culminating with the events of is $224.0 million. In addition, the budget includes $64.2 September 11, 2001, resulted in the enactment of the million in new general fund spending Statewide for program funded essentially at the Legislative “baseline” systems to address operating expenses. This additional level or enacted SFY 2000-01 appropriation levels; general fund contribution does not require a local $120.8 million (-7.1%) less than recommended. match.

Despite the SFY 2001-02 State budget challenges, the Mass Transportation Operating Assistance Fund State of New York committed $1.6 billion in operating assistance to assist approximately 130 transit operators STOA dedicated tax funding is provided from Statewide (Figure II-1). The following section details legislatively enacted taxes levied in New York State the major sources of this State assistance. that are in part or in whole dedicated to transit operating assistance. The dedicated tax portion of the The Statewide Mass Transportation Operating STOA program is appropriated from the Mass Transit

II-1 Figure II-1

SFY 2001-02 PUBLIC TRANSPORTATION OPERATING ASSISTANCE ($ In Thousands)

SFY 2000-01 SFY 2001-02 SFY 2001-02 BASELINE SYSTEM APPROPRIATION BASELINE APPROPRIATION vs. SFY 2000-01 APPROPRIATION

STATEWIDE MASS TRANSPORTATION OPERATING ASSISTANCE

Section 18-b Funds Not Additional Total Section 18-b Funds Not Additional Total Section 18-b Funds Not Additional Total Total Requiring General/Dedicated STOA Total Requiring General/Dedicated STOA Total Requiring General/Dedicated STOA Match Funds Funds Match Funds (6) Funds Match Funds Funds

DOWNSTATE (1)(3)

MTA - NYCT $158,672 $511,242 -- $669,914 $158,672 $511,242 -- $669,914 $0 $0 -- $0 MTA - Commuter Rail $29,252 $243,923 $37,000 $310,175 $29,252 $243,923 $37,000 $310,175 $0 $0 $0 $0 Rockland County (8) -- $3,000 $181 $3,181 -- $3,000 $3,000 -- $0 -$181 -$181 Staten Island Ferry $3,029 $11,787 $1,338 $16,154 $3,029 $12,061 $1,064 $16,154 $0 $274 -$274 $0 New York City DOT (4) $7,441 $40,534 $4,422 $52,397 $7,441 $40,534 $4,422 $52,397 $0 $0 $0 $0 Westchester (8) $3,195 $17,404 $4,884 $25,483 $3,195 $17,800 $2,988 $23,983 $0 $396 -$1,896 -$1,500 Nassau $2,961 $16,135 $8,936 $28,032 $2,961 $16,135 $8,936 $28,032 $0 $0 $0 $0 Suffolk $1,082 $5,897 $672 $7,651 $1,082 $5,897 $672 $7,651 $0 $0 $0 $0 Formula Bus $2,260 $12,314 $1,343 $15,917 $2,260 $12,314 $1,343 $15,917 $0 $0 $0 $0 Audit (7) -- $100 -- $100 -- $100 -- $100 -- $0 -- $0 Supplement (5) -- $4,400 -- $4,400 -- $4,400 -- $4,400 -- $0 $0

DOWNSTATE STOA TOTAL $207,892 $866,736 $58,776 $1,133,404 $207,892 $867,406 $56,425 $1,131,723 $0 $670 -$2,351 -$181

UPSTATE (1)(2)(3)

CDTA $1,917 $6,125 $1,889 $9,931 $1,917 $6,125 $1,889 $9,931 $0 $0 $0 $0 CNYRTA $2,663 $5,174 $4,179 $12,016 $2,663 $5,174 $4,179 $12,016 $0 $0 $0 $0 RGRTA $3,671 $5,311 $2,836 $11,818 $3,671 $5,311 $2,836 $11,818 $0 $0 $0 $0 NFTA $4,100 $12,399 $1,474 $17,973 $4,100 $12,399 $1,474 $17,973 $0 $0 $0 $0 Formula Bus $3,762 $12,348 $4,342 $20,452 $3,762 $12,348 $4,342 $20,452 $0 $0 $0 $0 Audit (7) -- $50 -- $50 -- $100 -- $100 -- $50 -- $50 Supplement (5) -- $2,000 -- $2,000 -- $2,000 -- $2,000 -- $0 -- $0

UPSTATE STOA TOTAL $16,113 $43,407 $14,720 $74,240 $16,113 $43,457 $14,720 $74,290 $0 $50 $0 $50

STATEWIDE STOA TOTAL $224,005 $910,143 $73,496 $1,207,644 $224,005 $910,863 $71,145 $1,206,013 $0 $720 -$2,351 -$131

DEDICATED MASS TRANSPORTATION TRUST FUNDS (DTF)/OTHER STATE TRANSPORTATION ASSISTANCE

General Funds Not Additional Total General Funds Not Additional Total General Funds Not Additional Total Fund Requiring General/Dedicated DTF/Other Fund Requiring General/Dedicated DTF/Other Fund Requiring General/Dedicated DTF/Other Match Funds Funds Match Funds Funds Match Funds Funds

DOWNSTATE

MTA - NYCT $45,000 $275,949 -- $320,949 $45,000 $275,949 -- $320,949 $0 $0 -- $0 MTA - Commuter Rail -- $48,697 -- $48,697 -- $48,697 -- $48,697 -- $0 -- $0

STATEWIDE DTF/OTHER TOTAL $45,000 $324,646 $0 $369,646 $45,000 $324,646 $0 $369,646 $0 $0 $0 $0

TOTAL STATE TRANSPORTATION OPERATING ASSISTANCE

Funds Funds Not Additional Total Funds Funds Not Additional Total Funds Funds Not Additional Total Requiring Requiring General/Dedicated State Requiring Requiring General/Dedicated State Requiring Requiring General/Dedicated State STATEWIDE TOTAL Match Match Funds Funds Match Match Funds Funds Match Match Funds Funds

$269,005 $1,234,789 $73,496 $1,577,290 $269,005 $1,235,509 $71,145 $1,575,659 $0 $720 -$2,351 -$131

(1) Includes $15.000M in SFY 2000-01 supplemental operating assistance from the dedicated trust fund (allocated to respective line item) pursuant to the following sub-schedule: Downstate - $6.000M: Westchester - $1.009M; Nassau - $0.936M; Suffolk - $0.342M; SIF - $0.648M; New York City - $2.351M; Formula Bus systems - $0.714M. Upstate - $9.000M: CDTA - $1.232M; CNYRTA - $2.890M; RGRTA - $1.243M; NFTA - $0.909M; Formula Bus systems outside MTCD - $2.726M. (2) Upstate includes $3.000M in additional operating assistance from the general fund (allocated to respective line item) pursuant to the following sub-schedule: CDTA - $0.407M; CNYRTA - $01.189M; RGRTA - $0.393M; NFTA - $0.075M; Formula Bus systems outside MTCD - $0.936M. (3) Includes funding from the Additional Mass Transportation Assistance Program (AMTAP): AMTAP includes $37.000M in funding for the operating expenses of the MTA Commuter Railroads; and $16.145M in general funding for systems other than the MTA ( pursuant to the following sub-schedule): Downstate - $13.425M: Westchester - $1.979M; Nassau - $8.000M; Suffolk - $0.330M; SIF - $0.416M; New York City - $2.071M; Formula Bus systems - $0.629M. Upstate - $2.720M: CDTA - $0.250M; CNYRTA - $0.100M; RGRTA - $1.200M; NFTA - $0.490M; Formula Bus systems $0.680M. (4) Beginning in SFY 2001-02, New York City DOT sponsored bus services funded as a specified line item. NYCDOT previously funded from the Downstate formula bus line. (5) To the extent available and necessary. (6) Allocation represents one-time non-recurring aid. (7) For comparison, SFY 2001-02 includes $200,000 for STOA program audits. Beginning in SFY 2001-02 STOA audits funded under NYSDOT program administration. (8) SFY 2000-01 includes a $1.5M Legislative Member Item for WCDOT and $181,000 in non-recurring aid for Rockland. Figure II-2

SFY 2001-02 PUBLIC TRANSPORTATION OPERATING ASSISTANCE BY FUND SOURCE ($ In Thousands)

State Mass Transportation Dedicated Mass Suburban System General Operating Transportation Transportation Total Fund Assistance Fund Trust Fund Fund State (GF) (MTOA) (DMTTF) (STF) Funds

DOWNSTATE

MTA - NYCT $57,277 $657,637 $275,949 -- $990,863 MTA - Commuter Rail $20,516 $252,659 $48,697 $37,000 $358,872 Rockland County $0 $3,000 -- -- $3,000 Staten Island Ferry $2,541 $12,965 $648 -- $16,154 Westchester $4,220 $18,754 $1,009 -- $23,983 Nassau $10,077 $17,019 $936 -- $28,032 Suffolk $1,089 $6,220 $342 -- $7,651 New York City DOT $7,290 $42,756 $2,351 -- $52,397 Formula Bus $2,214 $12,989 $714 -- $15,917 Audit $0 $100 -- -- $100 Supplement $0 $4,400 -- -- $4,400

DOWNSTATE STOA TOTAL $105,224 $1,028,499 $330,646 $37,000 $1,501,369

UPSTATE

CDTA $1,991 $6,708 $1,232 -- $9,931 CNYRTA $3,156 $5,970 $2,890 -- $12,016 RGRTA $4,150 $6,425 $1,243 -- $11,818 NFTA $3,419 $13,645 $909 -- $17,973 Formula Bus $4,221 $13,505 $2,726 -- $20,452 Audit $0 $100 -- -- $100 Supplement $0 $2,000 -- -- $2,000

UPSTATE STOA TOTAL $16,937 $48,353 $9,000 $0 $74,290

STATEWIDE STOA TOTAL (1) $122,161 $1,076,852 $339,646 $37,000 $1,575,659

(1) For comparison, SFY 2001-02 includes $200,000 for STOA program audits. Beginning in SFY 2001-02 STOA audits funded under STOA program administration. Operating Assistance (MTOA) fund, created by Section accounts provided $1,029 million and $48.4 million 88-a of State Finance Law. The MTOA fund consists of respectively to support public transit. two accounts: Dedicated Mass Transportation Trust Fund • Upstate account - Public Transportation Systems Operating Assistance (PTOA) The Dedicated Mass Transportation Trust Fund (DMTTF) was created in SFY 1993-94. This fund is • Downstate account - Metropolitan Mass separate from and in addition to the MTOA Upstate and Transportation Operating Assistance Downstate accounts discussed previously in this (MMTOA). Figure II-3 documents how taxes chapter. This fund is financed from the share of PBT flow into the MTOA accounts. revenues allocated to transit as part of the State Dedicated Transportation Trust Fund (SDTTF). This dedicated funding is split: 37% for the Mass Figure II-3 Transportation Trust Fund and 63% for the Highway MASS TRANSPORTATION OPERATING ASSISTANCE and Bridge Trust Fund (HBTF). The Mass FUND Transportation Trust Fund is further split: 34% to the Metropolitan Transportation Authority (MTA) and 3% to systems other than the MTA (non-MTA systems).

The MTA share of the DMTTF has been used in the past to address operating assistance needs. Beginning in SFY 1996-97, a portion of the trust fund appropriation has been used to fund debt service on bonds issued to support the MTA capital program. The DMTTF appropriation available to the MTA in SFY 2001-02 is $324.7 million (Figure II-2). In addition, the MTA also received $37.0 million from the Suburban Transportation Fund (STF). The Suburban Transportation Fund revenue is generated from a portion of local mortgage recording taxes (MRT) collected in the Metropolitan Transportation Commuter District (MTCD).

The non-MTA share of the DMTTF has been used primarily to finance the non-MTA transit capital program and is described in more detail in the capital The Downstate account provides funding to transit assistance section later in this chapter. In SFY 2001- systems in the twelve county metropolitan 02, however, $15.0 million from the non-MTA portion transportation commuter district (MTCD) and consists of the DMTTF was provided to Upstate and Downstate of revenues from the following sources: transit systems to assist in financing operating expenses.

• Petroleum Business Tax (PBT); • Corporate Franchise Tax Surcharge; Locally Generated Subsidies • 1/4 Percent Sales Tax; and • Long Lines Tax. It is important to recognize that local governments provide significant contributions to the operation and The Upstate account provides funding to all transit maintenance of local transit systems. Locally provided systems outside the twelve county metropolitan transit operating assistance accounts for approximately transportation commuter district. A portion of the PBT $1.0 billion annually, including the required match is the sole revenue source for the Upstate account. under Section 18-b of the Transportation Law. The following revenue sources account for a majority of the Beginning in SFY 2001-02, 100 percent of PBT locally provided contribution to public transportation: receipts were directed to support transportation purposes. In SFY 2001-02, the MMTOA and PTOA • Local Match under Section 18-b;

II-4 Figure II-4 UPSTATE AND DOWNSTATE STOA FORMULA • Local Voluntary (over-match) Contributions; • Mortgage Recording Tax (MRT); BASE FORMULA PARATRANSIT • Urban MRT (New York City); SFY 2000-01 SUPPLEMENT • MTA Bridges and Tunnels Surplus; Revenue Revenue Revenue • MTA Station Maintenance payments. Vehicle Population Pass. Pass. Miles Payments to Transit Systems Upstate $0.405 $0.690 $0.050 $0.300 Regular STOA is provided to the following systems through a Downstate specific line item in the State Transportation Budget: $0.405 $0.690 $0.050 $0.300 Regular

• Metropolitan Transportation Authority Downstate Uniticket (MTA); Uniticket Trips: ------• New York City Department of Transportation 50% of - Staten Island Ferry (SIF); bus fare • New York City Department of Transportation BASE FORMULA PARATRANSIT - Private Franchised operators; SFY 2001-02 SUPPLEMENT • Niagara Frontier Transportation Authority Revenue Revenue Revenue (NFTA); Vehicle Population Pass. Pass. • Rochester-Genesee Regional Transportation Miles Authority (RGRTA); Upstate • Capital District Transportation Authority $0.405 $0.690 $0.050 $0.300 Regular (CDTA); • Central New York Regional Transportation Downstate $0.405 $0.690 $0.050 $0.300 Authority (CNYRTA); Regular • Westchester County - Bee-Line; Downstate Uniticket • Nassau County - Long Island Bus; and Uniticket Trips: - - - • Suffolk County - Suffolk County Transit. 50% of bus fare The remaining bus systems (known as the formula bus systems) receive STOA through an incentive-based passenger and vehicle mile formula. Separate formula - to address this federal mandate. Details of the appropriations are made for Upstate and Downstate approved ADA paratransit formula for the Downstate systems, and separate formulas are used to deliver these and Upstate Formula Bus Systems appear in Figure II- payments to public transportation systems. In SFY 4. 2000-01, the STOA program distributed a total of $68.3 million and $20.5 million to Downstate and Upstate STOA payments, including the ADA component, made formula bus systems, respectively. The STOA formulas in SFY 2000-01 to Downstate formula bus systems are approved for use in SFY 2000-2001 and SFY 2001-02 shown in Figure II-5 and payments to Upstate systems are shown in Figure II-4. are shown in Figure II-6.

To address expenses incurred by transit systems required to comply with the mandated complementary paratransit provisions of the Federal Americans with Disabilities Act (ADA), additional STOA funding was first enacted in SFY 1994-95. In SFY 1997-98, the supplemental ADA appropriations provided to systems that receive funding on a line-item basis were consolidated with the base line appropriation, acknowledging that the provision of paratransit service is an ongoing responsibility of transit operators. For formula bus systems that are mandated to provide complementary paratransit services, the State provides additional formula funding - in addition to the regular

II-5 Figure II-5

SFY 2000-01 STATE TRANSIT OPERATING ASSISTANCE PROGRAM PAYMENTS TO DOWNSTATE FORMULA BUS SYSTEMS BY COUNTY

Funds not Requiring Downstate Formula Section 18-b Match Total Payments Bus Systems SFY 2000-01 SFY 2000-01 SFY 2000-01

DUTCHESS $230,185 $1,390,762 $1,620,947 Poughkeepsie $42,400 $256,176 $298,576 DUTCHESS TOTAL $272,585 $1,646,938 $1,919,523

NASSAU City of Glen Cove $2,906 $17,558 $20,464 City of Long Beach $45,358 $274,053 $319,411 NASSAU TOTAL $48,264 $291,611 $339,875

NEW YORK $7,562,478 $45,692,034 $53,254,512

ORANGE $249,348 $1,506,696 $1,756,044

PUTNAM $44,834 $270,882 $315,716

ROCKLAND $888,621 $5,368,996 $6,257,617

HUDSON TRANSIT Directly Sponsored $634,870 $3,835,843 $4,470,713

Total Downstate Formula Bus: $9,701,000 $58,613,000 $68,314,000

NOTES:'Section 18(b) amounts require 100% match.

II-6 Figure II-6

SFY 2000-01 STATE TRANSIT OPERATING ASSISTANCE PROGRAM PAYMENTS TO UPSTATE FORMULA BUS SYSTEMS BY COUNTY

Funds not Funds not Requiring Total Requiring Total Upstate Formula Bus Section 18-b Match Payments Upstate Formula Bus Section 18-b Match Payments Systems SFY 2000-01 SFY 2000-01 SFY 2000-01 Systems SFY 2000-01 SFY 2000-01 SFY 2000-01

ALLEGANY $76,078 $337,520 $413,598 RENSSELAER $6,740 $29,903 $36,643 BROOME $449,319 $1,993,391 $2,442,710 ST. LAWRENCE $10,048 $44,576 $54,624 CATTARAUGUS Olean / BOA Bus / Bluebird $4,239 $18,807 $23,046 SARATOGA $81,439 $361,301 $442,740 Mechanicville Bus $3,244 $14,391 $17,635 CHAUTAUQUA $160,504 $712,070 $872,574 SARATOGA TOTAL $84,683 $375,692 $460,375 CHEMUNG $205,386 $911,189 $1,116,575 CHENANGO $129,256 $573,439 $702,695 SCHOHARIE $45,026 $199,758 $244,784 CLINTON $66,712 $295,964 $362,676 SCHUYLER $16,009 $71,024 $87,033

COLUMBIA $16,215 $71,938 $88,153 STEUBEN $25,840 $114,639 $140,479 Hudson Minibus System $11,169 $49,549 $60,718 Hornell Area Transit $46,856 $207,873 $254,729 COLUMBIA TOTAL $27,384 $121,487 $148,871 Corning / Empire Transit $32,912 $146,011 $178,923 STEUBEN TOTAL $105,608 $468,523 $574,131 CORTLAND $44,745 $198,510 $243,255 ERIE $16,134 $71,580 $87,714 SULLIVAN $7,481 $33,190 $40,671 ESSEX $11,943 $52,983 $64,926 TIOGA $90,503 $401,512 $492,015 FRANKLIN $12,656 $56,150 $68,806 TOMPKINS $402,754 $1,786,807 $2,189,561

FULTON $7,564 $33,559 $41,123 ULSTER $73,124 $324,413 $397,537 Gloversville Transit $36,000 $159,714 $195,714 Kingston Citibus $28,946 $128,416 $157,362 FULTON TOTAL $43,564 $193,273 $236,837 ULSTER TOTAL $102,070 $452,829 $554,899

GREENE $4,484 $19,895 $24,379 WARREN HERKIMER $16,386 $72,698 $89,084 Glens Falls, Greater $65,163 $289,093 $354,256

JEFFERSON $3,820 $16,950 $20,770 COUNTY SUBTOTAL: $3,110,803 $13,800,980 $16,911,783 Watertown Bus System $25,668 $113,873 $139,541 JEFFERSON TOTAL $29,488 $130,823 $160,311 DIRECTLY SPONSORED MADISON $59,179 $262,544 $321,723 Adirondack Transit $369,838 $1,640,776 $2,010,614 Blue Bird Coach Lines $14,912 $66,157 $81,069 MONTGOMERY $14,479 $64,234 $78,713 Chenango Valley Bus $54,526 $241,902 $296,428 Amsterdam Transit Service $23,877 $105,929 $129,806 Empire Transit Lines $10,706 $47,498 $58,204 MONTGOMERY TOTAL $38,356 $170,163 $208,519 Fullington Trailways $9,975 $44,252 $54,227 Greyhound Lines $15,272 $67,755 $83,027 NIAGARA $22,270 $98,802 $121,072 Passenger Bus $88,030 $390,545 $478,575 Pine Hill-Kingston Bus $87,938 $390,135 $478,073 ONEIDA $47,305 $209,865 $257,170 DIRECT SPON SUBTOTAL: $651,197 $2,889,020 $3,540,217 Rome VIP Transportation $49,040 $217,565 $266,605 Utica Transit Authority $242,000 $1,073,626 $1,315,626 ONEIDA TOTAL $338,345 $1,501,056 $1,839,401

ONONDAGA $3,172 $14,071 $17,243 ONTARIO $137,116 $608,310 $745,426 OSWEGO $130,199 $577,624 $707,823 Total Upstate Formula Bus: $3,762,000 $16,690,000 $20,452,000

OTSEGO $55,423 $245,881 $301,304 Oneonta Public Transit $92,380 $409,843 $502,223 OTSEGO TOTAL $147,803 $655,724 $803,527

NOTE: Section 18(b) amounts require 100% match. II-7 FFY 2002 FEDERAL TRANSIT ALLOCATIONS New York for projects with "guaranteed" AND APPORTIONMENTS funding authorizations under the New Starts program; and On December 18, 2001, the President signed into law the FFY 2002 Transportation Appropriations Act (H.R. • The significant level of earmarking by 2299). The Appropriations Act provides approximately Congress of new competitive grant programs $59.6 billion in funding for programs administered by authorized in TEA-21. the U.S. Department of Transportation, including $1.3 billion for a new Transportation Security The following provides a summary of the projected Administration (TSA) created under the Aviation and FFY 2002 allocations and apportionments and estimates Transportation Security Act (P.L.107-71). The FFY funding to New York State (NYS) for the following 2002 funding levels are generally consistent with the programs (Figure II-7): provisions in the Transportation Equity Act for the 21st Century (P.L. 105-178). The enacted legislation, • Urbanized Area Formula Program; however, was delayed for months due to several • Non-urbanized Area Formula Program; controversial provisions, including restrictions on • Elderly Individuals and Persons with Mexican trucking operations and the redirection and Disabilities Program; project specific earmarking of $423 million in core • Capital Program for Fixed Guideway highway program funding provided under the Revenue Modernization, New Starts and Bus; and Aligned Budget Authority (RABA) adjustment. Under • Jobs Access and Reverse Commute. TEA-21, RABA funds are supposed to be distributed according to a statutory formula. The redirection of a Figures for all transit systems are estimates, as the portion of the RABA adjustment by Congress marked allocation of federal funds for recipients within a significant departure from TEA-21. urbanized areas was not available before publication of this report. Federal Transit Program Urbanized Area Formula Program (Section 5307) Under the agreement, Congress appropriated a record $6.7 billion in FFY 2002 for programs administered by The Urbanized Area Formula Program provides capital the Federal Transit Administration (FTA), thereby and operating assistance for urbanized areas of 50,000 preserving the level guaranteed in the Transportation or more in population. The FFY 2002 apportionment Equity Act for the 21st Century (TEA-21). Nationally, for this program increased nationwide by approximately transit spending will increase by $486.1 million (7.8%) $264.9 million (9.0%). In FFY 1999, federal operating from FFY 2001 adjusted levels. In FFY 2001, a portion assistance eligibility under this program for large of FTA’s appropriation was subject to a mandated 0.22 metropolitan areas (areas more than 200,000 in percent reduction in government-wide spending. population) was eliminated. For urbanized areas between 50,000 and 200,000 in population, TEA-21 Under this Act, New York State transit systems will eliminated the limitation on the amount of the receive approximately $964.2 million in federal transit apportionment that may be used for operating or capital assistance, a $72.1 million (8.0%) increase over FFY activities. 2001 levels. Overall, while transit funding levels for New York have increased significantly under TEA-21, Funding to New York State under the Urbanized Area the State's share of the federal transit program has Formula Program will increase by a total of $46.4 declined. The State averaged 18.0% of the federal million (9.2%). To mitigate the impact of eliminating transit program funding under ISTEA. In FFY 2002, operating assistance eligibility for large urbanized New York's share of funding under the program was areas, Congress expanded the definition of capital to 14.4%. The decline in the State’s share of the federal include preventive maintenance and other activities. program is largely attributable to three factors: The expanded use of capital funds permits transit systems flexibility to offset the reductions in federal • The modification of the formula for operating aid. For additional information on apportioning Fixed Guideway Modernization Program funds in TEA-21;

• The amount of funding received to date by

II-8 Figure II-7 ESTIMATED FEDERAL FISCAL YEAR 2002 TRANSIT APPORTIONMENTS AND ALLOCATIONS ($ In Millions) Actual Transit Estimated Transit FFY Enhancement FFY Enhancement 2001 Set Aside (5) 2002 Set Aside (5) Urbanized Area Formula Apportionments Section 5307 (Formerly Section 9)

NYC Metro (NYS Share) (1) $467.433 $4.674 $511.037 $5.110 MTA - NYCTA $420.035 -- $459.218 -- MTA - Commuter Rail (2) ------NYCDOT $24.026 -- $26.267 -- Westchester $6.825 -- $7.461 -- Rockland $2.851 -- $3.117 -- Putnam $0.514 -- $0.562 -- Nassau $7.479 -- $8.177 -- Long Beach $0.280 -- $0.307 -- Suffolk $4.861 -- $5.315 -- Huntington $0.561 -- $0.613 --

Upstate Authorities $30.041 $0.300 $32.168 $0.322 Buffalo $11.826 $0.118 $12.839 $0.128 Rochester $7.179 $0.072 $7.738 $0.077 Albany $6.416 $0.064 $6.592 $0.066 Syracuse $4.620 $0.046 $4.999 $0.050

Governor's Apportionment Areas<200,000 Population (3) $7.050 $0.000 $7.725 $0.000 Binghamton $1.769 -- $1.939 -- Utica-Rome $1.495 -- $1.638 -- Poughkeepsie $1.375 -- $1.508 -- Elmira $0.727 -- $0.796 -- Newburgh $0.655 -- $0.718 -- Glens Falls $0.500 -- $0.548 -- Ithaca $0.505 -- $0.553 -- Danbury (NYS Portion) $0.024 -- $0.026 --

Fixed Guideway Modernization Section 5309(m)(1)(A) (Formerly Section 3)

Fixed Guideway Modernization $334.354 -- $349.553 -- MTA $333.140 -- $348.189 -- Buffalo $1.214 -- $1.364 --

SUMMARY OF NYS APPORTIONMENTS

Urbanized Area Formula Apportionment $504.524 $4.975 $550.930 $5.432 Rail Modernization $334.354 -- $349.553 -- Non-Urbanized Area Formula Apportionment & RTAP (4) $8.793 -- $9.667 -- Elderly and Persons with Disabilities $5.244 -- $5.777 -- New Start, Bus & Jobs Access Allocations $39.196 -- $48.301 --

Total Federal Funds (6) $892.111 $4.975 $964.229 $5.432

FFY 2002 Assumptions:

(1) NYC Metro share based on historical share between New York State and New Jersey. Tentative Allocation pending resolution of FFY 2002 intrastate wack-up. (2) There is no split between the MTA capital shares. (3) Stamford Ct./NYS urbanized area amount too small to appear: FFY 2001 ($163); FFY 2002 ($178). (4) The allocation between capital and operating assistance projects to designated recipients is determined annually by the Department. Includes RTAP portion for FFY 2001: $0.152 million and FFY 2002: $0.145 million. (5) TEA 21 requires that 1% of annual Section 5307 apportionment to urbanized areas of at least 200,000 be made available for transit enhancement activities. The transit enhancement requirement applies only to the urbanized area formula apportionment, not each individual FTA grantee within an urbanized area. It will be the responsibility of the MPO to decide how the 1% minimum will be allocated to eligible transit enhancement activities within an urbanized area. (6) Operating assistance eligibility for areas of more than 200,000 in population eliminated in FFY 1999. To mitigate impact, definition of capital expanded to include preventive maintenance. Urbanized areas under 200,000 in population may use formula funds flexibly for operating and/or capital activities. II-9 preventive maintenance eligibility, please refer to the transit services for persons with disabilities. November 1998 Passenger Transportation Division Notwithstanding the Congressional action, FTA is Bulletin (Number 98-2) on FFY 1999 Federal Transit looking to address New Freedom-style priorities Allocations and Apportionments. For urbanized areas through its existing grant programs. of at least 200,000 in population,TEA-21 requires that one percent of the annual Section 5307 apportionment Capital Program for Fixed Guideway be made available for transit enhancement activities. Modernization, New Starts and Discretionary Bus For an explanation of eligible transit enhancement (Section 5309) activities, please refer to the section on Transportation Appropriations Related Provisions later in this chapter. Capital Program funding for Fixed Guideway Modernization, New Starts and Discretionary Bus Additionally, Urbanized Area Formula Program programs increased by $196.3 million (7.3%) recipients are reminded that at least one percent of each nationally. This includes $100.0 million in FFY 2002 year’s formula apportionment must be expended on funding available to the Clean Fuels Formula Grant “mass transportation security projects” unless the Program which was transferred to the Discretionary Bus grantee certifies, and the Secretary of Transportation Program and earmarked by Congress. This accepts, that the expenditure for security projects is appropriation action in FFY 2002 continues to override unnecessary. It is unlikely, given the tragic events of the provisions established in TEA-21 for the Clean September 11, 2001, that FTA will waive this Fuels Formula Grant Program. requirement. Additionally, in FFY 2002, Congress, through the Non-urbanized Area Formula/Elderly and Persons Transportation Appropriations Act, increased the with Disabilities Programs (Section 5311 and amount made available under the Capital Investment Section 5310) Program for oversight activities from three quarters of one percent to one percent. Nationally, funding for both the Non-urbanized Area Formula Program and the Elderly and Persons with Fixed Guideway Modernization funding apportioned Disabilities Program increased in accordance with the under this section must be used to maintain, modernize TEA-21 guarantee. or improve fixed guideway systems. All fixed guideway systems that are at least seven years old are The Non-urbanized Area Formula Program provides eligible to receive funding under this program. In FFY capital and operating assistance for areas less than 2002, New York State transit systems will receive 50,000 in population. Funding for this program, approximately $349.6 million under this program, an excluding the Rural Transit Assistance Program increase of $15.2 million (4.6%) over FFY 2001 levels. (RTAP), increased from $205.5 million to $223.4 New York State has two transit systems that are eligible million (9.0%). RTAP is funded at the guaranteed level to receive funding under this program. Of the State of $5.3 million in FFY 2002. New York State is apportionment: projected to receive $9.7 million, an increase of approximately $0.9 million (9.9 %) from current levels, • The MTA will receive approximately $348.2 including $145,566 for RTAP. million, an increase of $15.0 million or 4.5%;

The Elderly and Persons with Disabilities Program • NFTA (Buffalo) will receive approximately provides capital-only assistance intended primarily for $1.4 million, an increase of $0.2 million or private not-for-profit organizations. Public 12.4%. organizations that coordinate services for the elderly and persons with disabilities may also receive these The significant increase in the percent of funding for funds. Funding for this program increased from $77.2 NFTA is a result of the TEA-21 modified formula for million to $84.6 million (9.6%). New York State’s apportioning Fixed Guideway Modernization Program share is estimated at $5.8 million, an increase of funds. For details on the new formula, please refer to approximately $533,000 (10.1%) from current levels. the June 1998 Passenger Transportation Division Bulletin on TEA-21 (Number 98-1). Additionally, Congress did not include funding for the President’s “New Freedom Initiative.” The New New Start funding, earmarked by Congress for the Freedom Initiative was intended to provide innovative design and construction of new or extensions to existing

II-10 Figure II-8 FEDERAL FISCAL YEAR 2002 TRANSIT ALLOCATIONS FOR fixed guideway systems, was allocated for two New DISCRETIONARY BUS AND BUS RELATED FACILITIES York State projects: (SECTION 5309)

Area/Project Allocation (1) • MTA - Long Island Rail Road East Side Binghamton Intermodal Center $1.980 Access - $14.6 million; Central New York Regional Transportation Authority $3.218 Greater Glens Falls Transit Bus Facility Renovation $0.495 Long Island Rail Road Jamaica Intermodal Facilities $2.970 • MTA - NYCT Second Avenue Subway - $2.0 Martin Street Station $0.322 MTA Long Island Buses $1.980 million. Nassau University Medical Center Bus Service Extension $0.990 New Rochelle Intermodal Center $1.485 New York City Dept. of Transportation, CNG Buses and Facilities $2.475 Over the six-year period of TEA-21, New York was Niagara Frontier Transportation Authority Buses $2.475 authorized to receive approximately $444.3 million in Pelham Trolley $0.257 Poughkeepsie Intermodal Project $0.990 “guaranteed” funds for New Start projects including: Rochester Buses and Facilities $0.990 Saratoga Springs Intermodal Station $1.881 Station Plaza Commuter Parking Lot $0.495 • $353.0 million for MTA’s LIRR East Side Sullivan County Coordinated Public Transportation Service Bus Facility $0.495 Tompkins Consolidated Area Transit Center $0.618 Access; Tompkins County Replacement Buses $1.485 • $60.0 million for the Staten Island Whitehall Union Station - Oneida County Facilities $1.238 and St. George Intermodal Ferry Terminals; Westchester County Bee-Line Low Emission Buses $1.485 • $16.3 million for the New York City Midtown Total Bus and Bus Related Facilities $28.324 West Ferry Terminal (Pier 79); (1) Allocation one percent less for FTA project management oversight. • $10.0 million for the Nassau Hub; and • $5.0 million for MTA’s Second Avenue Congress earmarked $109.3 million (87.4%) of funding Subway for this program for specific projects.

To date, including the FFY 2002 allocation, the State New York had six projects authorized by Congress has received only $80.1 million (18.0%) of the (Figure II-9) for a total of $3.4 million. Remaining "guaranteed" funding authorizations - leaving $364.2 JARC funds will be awarded by FTA through a million at risk. competitive grant application process. The Federal Register notice will solicit applications for the $125.0 TEA-21 required FTA to issue regulations on the million made available in FFY 2002 and the $150.0 manner in which candidate projects for capital million that is the guaranteed level of funding for FFY investment grants or loans for new fixed guideway 2003. FTA will also solicit applications for new JARC systems and extensions to existing systems will be projects both from existing recipients and from States, evaluated and rated. The Major Capital Investment localities and nonprofit organizations that have not Projects Final Rule (49 CFR Part 611), referred to as previously been awarded JARC funds. the New Start Rule, took effect on April 6, 2001. Because FY 2003 is the last year of the TEA-21 Discretionary Bus program funding to New York authorization of the JARC program, applicants for new State totaled $28.3 million in FFY 2002, an increase of projects will be encouraged to apply for a level of $2.4 million (9.3%) compared to FFY 2001 levels. funding that would allow them to sustain service for at This FTA discretionary program funds the replacement, least two years. The announcement, when published, rehabilitation and purchase of buses and related will be available on the FTA website at equipment as well as the construction of bus related http://www.fta.dot.gov/wtw/. facilities. Funding under this program is entirely earmarked by Congress for specific projects. Figure II-9 FEDERAL FISCAL YEAR 2002 TRANSIT ALLOCATIONS FOR Figure II-8 details the FFY 2002 Discretionary Bus JOB ACCESS AND REVERSE COMMUTE projects for New York State earmarked under the Capital Program. Area/Project Allocation

Broome County, New York Transit $0.500 Jobs Access and Reverse Commute Columbia County $0.100 Genessee-Rochester Regional Transportation Authority $0.400 The measure makes available $125.0 million for FTA’s New York Metropolitan Area Transportation Authority $1.000 Jobs Access and Reverse Commute (JARC) program, Sullivan County $0.400 an increase of $25.0 million (25.0%). In FFY 2002, Westchester County $1.000 Total Job Access and Reverse Commute $3.400 II-11 Over-the-Road Bus Accessibility Program (OTRB) • Undertake security-related transit research Section 3038 of TEA-21 authorized a new funding under the auspices of the Transit Cooperative program to finance incremental capital and training Research Program (TCRP). FTA has costs of complying with DOT’s final rule regarding identified $2.0 million in research funding to accessibility of over-the-road buses as required by support this effort. ADA. The FFY 2002 Transportation Appropriations Act provides $7.0 million for this program, an increase B. Transit Enhancements: TEA-21 establishes a one- of $2.3 million (47.9%) over FFY 2001 levels. Of this percent set aside for transit enhancements under the amount: Urbanized Area Formula Program for areas more than 200,000 in population. The term “transit enhancement” • $5.3 million is available to providers of fixed- includes projects that are designed to enhance mass route intercity service; and transportation service or use and are physically and functionally related to transit facilities. Eligible • $1.7 million is available to other providers of Activities include: over-the-road bus services, including local fixed-route, commuter, and charter and tour • Historic preservation, rehabilitation and services. operation of historic mass transportation facilities (including bus and rail); The Appropriations Act also continues the level of • Public art; federal participation for eligible OTRB project costs at • Bus shelters; 90%. Program funding for FFY 2002 will be awarded • Signage; by FTA through a competitive grant application • Landscaping and scenic beautification (i.e., process. The announcement for this program, when tables, benches, trash receptacles, lighting); finalized, will be available on the Internet on the FTA • Pedestrian access and walkways; website: http://www.fta.dot.gov. • Bike access and storage facilities (including on-board equipment). Under a related TEA- FFY 2002 Transportation Appropriations Act 21 provision, projects providing bicycle Related Provisions access to mass transportation, funded with the enhancement set aside, shall be funded at a A. FFY 2002 Transit Security Emphasis Area: 95% federal share (Section 3019); • Connections to parks within service areas; Transit agencies throughout the nation have stepped up • Enhanced transit access for persons with security efforts following the terrorist events of disabilities (beyond ADA requirements). September 2001. FTA has launched a FFY 2002 effort to assist transit providers to address security issues and Where there are several FTA grantees in an urbanized has refocused funding to specific security-related area, it is not required that each grantee spend 1 percent activities. Initially, FTA will: of its apportionment on transit enhancements. Rather, the 1 percent limitation applies to the entire urbanized • Deploy security assessment teams to the area. It will be the responsibility of the MPO’s to largest transit systems in the country. These decide how the 1 percent minimum will be allocated to assessment findings and best practices will eligible transit enhancement activities. enable the FTA to provide extended assistance to all transit agencies to evaluate and update C. FFY 2001 Operating Assistance Eligibility: their emergency response plans. Fiscal Year 2002 funding for operating assistance is • Provide technical and funding assistance to available only to urbanized areas with populations less transit agencies for full-scale emergency than 200,000. For these areas, there is no limitation on response drills based on their updated the amount of the State apportionment that may be used response plans and vulnerability assessments. for operating assistance and the federal/local share is 50%/50%. • Offer free regional security workshops and emergency response training to local transit D. Revised Program Guidance Circulars: To employees. incorporate TEA-21 program changes, FTA has issued

II-12 revised program guidance circulars for the following programs (effective October 1, 1998):

• Urbanized Area Formula Program (C9030.1C); • Non-urbanized Area Formula Program (C9040.1E); • Elderly Individuals and Persons with Disabilities Program (C9070.1E); • Capital Program (C9300.1A); and • Grant Management Guidelines (C5010.1C)

These FTA circulars and other program guidance may be accessed at http://www.fta.dot.gov/program.

II-13 2001 CAPITAL ANNUAL REPORT • The purchase of clean fuel buses to improve air quality. New York State has made and continues to make significant infrastructure investments to improve the The following section will address the non-MTA transit State’s transportation system. In SFY 2000-01, New system capital programs, accomplishments, and York State enacted a new multi-year transportation plan program status. for systems other than the Metropolitan Transportation Authority (non-MTA). The non-MTA capital plan State Capital Assistance Programs for Non-MTA includes $146.0 million in State capital funding, an Transit Systems increase of 46.0% over the SFY 1995-1999 plan period. This new capital commitment to the non-MTA transit In SFY 2000-2001, the State appropriated $27.6 million systems statewide, includes: in non-MTA capital assistance. These funds are delivered through the following capital assistance • $78.0 million through SFY 2004-05 to programs: provide the State share of TEA-21 federally funded capital projects; and State Omnibus and Transit Purpose Program

• $68.0 million through SFY 2004-05 to New York State, through this program, provides 50% of continue the State’s commitment to providing the non-federal share of TEA-21 federally funded 100% State funds to address priority capital transit capital projects (not to exceed 10% of the total needs that exceed available federal resources. project cost). These funds, known as the State Omnibus and Transit Purpose Appropriation (Non-MTA State Combined with programmed and estimated federal and Match) are available to transit systems Statewide other local resources, approximately $850.0 million is than the MTA to match the following federal expected to be available over the five-year period to transportation programs: address significant non-MTA transit capital needs. • FTA Section 5307 Urbanized Area Formula These capital funding programs will allow sponsored Program (formerly Section 9); transit systems to purchase buses and related capital • FTA Section 5311 Non-urbanized Area improvements, including fare collection and Formula Program (formerly Section 18); communication systems, and provide for garage and • FTA Section 5309 Capital Investment intermodal transportation facility rehabilitation and Program for Fixed Guideway Modernization, construction. New Starts and Bus and Bus facility programs (formerly Section 3); and In addition, the State multi-year transportation plan • FHWA funding transferred to FTA under identified nearly $2.2 billion in State funding for the provisions of the Congestion Mitigation and MTA’s capital program over the five-year plan period. Air Quality Improvement Program (CMAQ); The State’s new contribution to the MTA Capital Plan the Surface Transportation Program (STP) and combined with additional federal and local funding will the National Highway System (NHS). help fund critical projects such as: In SFY 2000-01 $15.6 million in State funds were • The Second Avenue Subway construction to provided as the match to federally-aided transit relieve overcrowding on subway lines on the projects. Local project sponsors are required to provide east side of Manhattan; the remaining 10% share.

• The East Side Access project, to transport State Transit Dedicated Fund (SDF) Long Island Rail Road riders to east side destinations and relieve overcrowding at Penn A cornerstone of the Department’s multi-year Station; transportation program for non-MTA transit systems is the continuing commitment to provide 100% State • The LaGuardia Airport Access project, to link funds to address priority capital needs that exceed the Airport via subway with central available federal resources. Funding under this Manhattan; and program is apportioned to municipal sponsors including counties, cities and transportation authorities to address

II-14 state-of-good-repair and normal replacement bus and and reaffirmed in the Transportation Equity Act for the facility needs. In SFY 2001-02, $12.0 million in 21st Century (TEA-21). FHWA programs for which funding was distributed pursuant to a needs-based transfers to transit are eligible include: formula. To accurately assess eligible unmet needs, the Department works collectively with the transit systems • Congestion Mitigation and Air Quality and municipal sponsors to identify existing capital Improvement Program (CMAQ); needs and available resources. • Surface Transportation Program (STP); and • National Highway System (NHS). Over the period of the multi-year Transportation Plan, $68.0 million will be provided to non-MTA transit In SFY 2000-01, New York State through the regional sponsors. Funds appropriated under this program may metropolitan planning process, transferred $9.2 million be used to address 100% of project costs for most types in FHWA funding for eligible non-MTA transit of federally eligible transit capital projects, however, projects, including: transit SDF funds may not be used in substitution for the required non-federal matching shares of federally • Bus replacement; aided projects. Figure II-10 details the distribution of • Intermodal transportation facilities; funding under the transit SDF program by sponsor. • Bus facility rehabilitation; • Park-n-ride facilities; and • Communications and fare collection systems. Figure II-10 New York State receives the most significant level of NON-MTA STATE TRANSIT DEDICATED FUND PROGRAM ALLOCATION BY SPONSOR transit capital funding from the federal transit programs $ in millions administered by Federal Transit Administration (FTA). For details on federal transit assistance to New York, Project SFY 1996-2000 SFY 2001-02 Program-to-Date please refer to Figures II-7 and II-8. Sponsor Subtotal Allocation Total New York City $8.750 $2.000 $10.750 Obligations and Expenditures Westhester $8.088 $2.000 $10.088 Nassau $4.160 $0.000 $4.160 Suffolk $0.738 $0.000 $0.738 CDTA/Saratoga $4.877 $2.000 $6.877 CNYRTA $6.979 $0.578 $7.557 RGRTA $5.416 $0.667 $6.083 • $20.0 million in State matching funds; NFTA $5.508 $2.000 $7.508 • $10.0 million in transit State Transit Glens Falls $0.488 $0.131 $0.619 Dedicated Funds. Utica Area $2.440 $0.486 $2.926 Chemung $0.403 $0.779 $1.182 In SFY 2000-01, State funds obligated decreased by Broome $2.090 $0.131 $2.221 approximately $3.0 million (9.0%) over SFY 1999-00. Ithaca/Tompkins $0.968 $0.738 $1.706 This is largely attributable to the stage of projects Putnam $0.050 $0.000 $0.050 relative to the planning and development processes. Dutchess/Poughkeepsie $0.620 $0.000 $0.620 Notwithstanding, expenditures for non-MTA transit Long Beach $0.756 $0.310 $1.066 Huntington $0.709 $0.000 $0.709 capital projects increased in SFY 2000-01 by $7.0 Rural Systems $0.950 $0.180 $1.130 million (36.7%) from SFY 1999-00. Total $54.000 $12.000 $66.000 Non-MTA Capital Program Emphasis Areas

Flexible Transfers to Transit Over the past five-year period, three primary capital emphasis areas requiring significant federal, State and Several Federal Highway Administration (FHWA) local investment have emerged. The three areas are: programs provide opportunities for transfers to transit to address eligible transportation needs and alternatives. • Bus replacement/rehabilitation; The transfers occur for the most part through the • Bus maintenance and storage facility metropolitan planning process as defined in Intermodal construction/rehabilitation; and Surface Transportation Efficiency Act (ISTEA) of 1991 • Intermodal transportation facility

II-15 Figure II-12 construction/rehabilitation.

decreased from 10.8 years to 8.4 years. To achieve a state-of-good-repair for non-MTA Transit system, an Bus Replacement and Expansion additional 395 buses - that will have exceeded their FTA-rated useful life in the next five years - will need to be replaced annually at a cost of $10.1 million per Bus replacement and rehabilitation continues to be the year. Figure II-12 details the percentage of buses in primary emphasis area for the majority of the State’s service that are near or have exceeded their FTA-rated non-MTA transit systems. Between 1996 and 2000, useful lives and eligible for replacement. the size of the Statewide non-MTA urban transit fleet increased from 3,220 to 3,673 (12.3%). In addition, Bus Maintenance and Storage Facilities smaller sized vehicles utilized to address federal ADA requirements, suburban mobility and other emerging The construction of new bus maintenance and storage needs increased from 330 to 587 (43.8%). The increase facilities has historically been the second largest in the urban fleet is largely attributable to three factors: category of capital need. In SFY 2000-01, no additional facilities were completed, however, several • Stable fare policies and predictable State projects are currently advancing through the federally- funding levels; required planning and environmental processes, • Increased investments in system operational including, but not limited to facilities in the following enhancements; and locations: • Seating capacity constraints of newer equipment. • Ulster County; • City of Saratoga Springs As a result the average age of the Statewide fleet has • Sullivan County; • Broome County; Figure II-11 • New York City; and • Rochester. Urban Buses Purchased By Model Year 1996-2000 Details of past facility construction are documented in 600 previous editions of the Annual Report on Public 500 Transportation Assistance Programs in New York State. In addition to new facility construction, there is 400 an emerging need to rehabilitate and/or replace major 300 components of aging bus maintenance and storage facilities. Required activities include: rehabilitation 200 and/or replacement of roofs; heating, ventilation, and Number of Buses 100 cooling plants; and re-paving bus parking areas. While the overall super-structure of these existing facilities 0 1996 1997 1998 1999 2000 may last the estimated useful life of 35 years, various components of these facilities must be upgraded after

II-16 periods of 10, 15, or 20 years. The Department funding commitments, which are under construction or continues to fund this need as an eligible activity under are going through the federally-required planning and both the State Omnibus and Transit Purpose Program environmental processes. and the State Transit Dedicated Fund. Figure II-14

Location/ Name of Facility Map (System) Index Intermodal Transportation Facilities City of New York St. George Ferry 1 Communities Statewide have placed increasing (NYCDOT) Terminal demands on local transit systems to participate in and/or City of New York Whitehall Ferry Terminal 2 manage the construction of new, or rehabilitation of (NYCDOT) existing, intermodal transportation centers. The City of New York Midtown-West 3 intermodal transportation facilities provide significant (NYCDOT) Intermodal Ferry benefits to the communities in terms of efficient Terminal (Pier 79) passenger and freight connections to regional and national transportation modes. Notwithstanding the City of New New Rochelle Intermodal 4 Rochelle (WCDOT) need for these facilities, participation in these types of non-traditional transit projects can place significant City of Yonkers Yonkers Intermodal 5 technical and financial demands upon local transit (WCDOT) systems, thereby significantly impacting core system City of Poughkeepsie Poughkeepsie Intermodal 6 operations and capital budgets. To ensure continued Center success in this area, transit systems will require additional technical staff and resources to manage Rensselaer County Rensselaer Intermodal 7 intermodal type projects. (CDTA) Center Figures II-13 and II-14 detail areas of the State, by Saratoga County Saratoga Springs 8 location and transit system, that are currently partnering (CDTA) Intermodal Center in intermodal facility projects, or that have non-MTA Broome County (BC Binghamton Intermodal 9 Transit) Terminal

Figure II-13 City of Rome (Rome Rome/Martin Street 10 VIP) Intermodal Center

Oneida County Utica Union Station 11 (UTA)

City of Ithaca Tompkins Intermodal 12 (TCAT) Facility

City of Rochester Rochester Intermodal 13 (R-GRTA) Facility

City of Buffalo Metropolitan 14 (NFTA) Transportation Center

City of Buffalo Buffalo Intermodal 15 (NFTA) Transportation Center

II-17 Other Continuing Transit Capital Needs

Significant progress has been made in improving the condition of transit capital infrastructure for the non- MTA transit systems. However, there are additional major system needs that also need to be addressed over the next five-year period. Additional categories of capital needs being monitored and funded by the Department include:

• Implementing transit advanced technology systems; • Conversion of buses/facilities to accommodate clean fuel technology; • Additional bus requirements to address increased fixed-route and/or innovative services; and • Additional vehicles to comply with federally- mandated ADA paratransit requirements.

II-18 CHAPTER III STATUS AND PERFORMANCE OF MAJOR TRANSIT SYSTEMS

The New York State Department of Transportation is Metropolitan Transportation Authority (MTA) - New required by Section 18-b of Transportation Law to York City Transit (MTA-NYCT), two MTA commuter report on the efficiency, effectiveness and economy of rail operations, and local bus systems serving the transit service. This Chapter addresses this requirement counties of Nassau, Suffolk, Westchester, Dutchess, by presenting an overview of trends in the performance Putnam, Orange, and Rockland. Systems serving the of the State’s transit systems. remainder of the State comprise the upstate transit system grouping, including the four public The Chapter is divided into two sections. transportation authorities, intercity bus operations and systems serving small urbanized areas (SUZAs), non- • A Statewide overview of the performance urbanized area counties, and small cities. transit systems, grouped by service type and common market characteristics. The overview section of this chapter will summarize five year ridership and vehicle mile trends by these • A detailed reporting on the status and service groupings. It will also provide an overview of performance of specific transit systems that trends in “Effectiveness,” “Efficiency” and “Economy” report financial and operating statistics to the statistical measures comprised of the following ratios: Department of Transportation under the requirements of Section 17-a of State • “Effectiveness” is measured by the revenue Transportation Law. passenger to revenue vehicle mile ratio;

This Report departs from the practice of past Transit • “Efficiency” is measured by the operating cost Annual Reports in the scope of data analyzed. In 2001, per revenue vehicle mile ratio; the Department of Transportation, Passenger Transportation Division has engaged in an extensive • “Economy” is measured by the operating effort to improve the quality, consistency and revenue to operating cost ratio. management of the data it collects under both the 17a and STOA formula payment processes. As a result this Effectiveness, efficiency and economy performance Chapter provides a five year perspective on efficiency, measure figures in this report include data for all effectiveness and economy measures, by each reporting sponsored operators that reported 17-a statistics for transit system and for each of the major service modes 2000. In prior reports tables have included financial and (rail, bus, rural, paratransit, etc.). Also, with the release operational data for the largest systems within the of the 2000 Census, this report is presenting a ten year Metropolitan Transportation Authority (MTA) snapshot of transit service area demographic, ridership Commuter District. Thus the more comprehensive five and service trends drawn from the STOA revenue year statistics in this report will not match those found passenger and revenue mile statistics. in previous Transit Annual Reports. Non-urbanized and small city systems are not required to submit 17-a The statewide transit ridership and service overview statistics. The SUZAs that are included in this analysis section of this Chapter has traditionally been reported are: the Utica Transit Authority (UTA), Greater Glens on a Fiscal Year basis. This Report presents this Falls Transit (GGFT), Broome County Transit and the overview material on a calendar year basis, to be Chemung County Transit System (CCTS). consistent with the 17-a reporting years of the vast majority of transit systems that are covered in the more detailed section of the report on specific transit systems.

The New York State Department of Transportation classifies transit systems as either downstate or upstate. Downstate systems serve the Metropolitan Transportation Commuter District and include:

III-1 RIDERSHIP TRENDS occurred on the NYC Transit subway systems where 98 million more trips were made on the subway in 2000 2000 was another record setting year for the Statewide than in 1999. Transit Operating Assistance Program (STOA). Statewide ridership reached its highest level -- 2.49 MTA NYC Transit ridership in 2000 accounted for billion passengers -- since the inception of the STOA 83.7 percent of NYS ridership. System-wide ridership program in 1974. STOA-eligible ridership has risen at on MTA properties increased 3.9 percent to 2.2 billion an annualized rate of 3.17 percent from 1990 to in 2000. 2000.Downstate systems account for 97.3 percent of total statewide ridership, 88.1 percent of which is MTA Commuter Rail services experienced 4.3 percent attributable to transit operations within New York City. growth in ridership in 2000, serving over 136 million Upstate systems serve 2.67 percent of New York State’s revenue passengers. NYCDOT sponsored private (NYS) transit riders. operators experienced a 6.7 percent increase in ridership, serving over 110 million revenue passengers Figure III-1 shows downstate ridership increasing by in 2000. 6.3 percent from 1999 to 2000. The largest increase

Figure III-1 Downstate Revenue Passengers

NEW YORK STATE CY CY CY CY %Change % Change % Change SYSTEMS 1990 1996 1999 2000 90 to 00 96 to 00 99 to 00 NYCT: Subway 1,034,241,141 1,112,242,361 1,287,027,877 1,385,191,735 33.9% 24.5% 7.6% Bus 467,559,123 435,820,639 666,441,968 698,898,862 49.5% 60.4% 4.9% Paratransit N/A 575,210 1,198,135 1,696,269 N/A 194.9% 41.6% NYCT Subtotal: 1,501,800,264 1,548,638,210 1,954,667,980 2,085,786,866 38.9% 34.7% 6.7% Commuter Rail: LIRR 75,301,828 77,243,097 82,113,322 85,339,521 13.3% 10.5% 3.9% MNCR (A) 40,988,873 44,617,552 48,966,243 51,439,153 25.5% 15.3% 5.1% Commuter Rail Subtotal: 116,290,701 121,860,649 131,079,565 136,778,674 17.6% 12.2% 4.3% MTA Total: 1,618,090,965 1,670,498,859 2,085,747,545 2,222,565,540 13.3% 10.5% 3.9% Other New York City: Staten Island Ferry 21,895,913 17,381,066 19,270,397 18,501,051 -15.5% 6.4% -4.0% NYC Private Bus 83,073,268 82,697,427 103,692,234 110,606,797 33.1% 33.7% 6.7% Other NYC Total: 104,969,181 100,078,493 122,962,631 129,107,848 23.0% 29.0% 5.0% Suburban Bus Systems: Westchester Co. 29,652,996 29,158,353 29,575,731 29,719,945 0.2% 1.9% 0.5% Nassau Co. 29,534,452 25,770,474 29,398,193 30,056,678 1.8% 16.6% 2.2% Suffolk Co. 4,484,730 4,528,250 4,839,031 4,801,987 7.1% 6.0% -0.8% Rockland Co. 4,003,071 4,166,366 4,506,914 4,653,628 16.3% 11.7% 3.3% Other Formula Bus (B) 2,627,827 2,626,008 2,687,427 2,749,611 4.6% 33.7% 6.7% Downstate Suburban Bus: 70,303,076 66,249,451 71,007,296 71,981,849 13.3% 10.5% 1.4% Intercity Bus Companies 1,447,695 1,664,091 1,817,501 1,863,773 28.7% 12.0% 2.5% Trans-Hudson Service (C) 117,109 232,329 213,502 237,238 102.6% 2.1% 11.1% Downstate Total: 1,794,928,026 1,838,723,223 2,281,748,475 2,425,756,248 35.1% 31.9% 6.3%

A) Includes only revenue passengers with origins and destinations in New York State. B) Other Formula Bus Systems: Dutchess Co., Orange Co., Putnam Co., City of Long Beach, City of Glen Cove and City of Poughkeepsie. C) Tappan Zee Bridge Bus Service provided under contract to Rockland County.

III-2 Figure III-2 Upstate Revenue Passengers

NEW YORK STATE CY CY CY CY %Change % Change % Change SYSTEM 1990 1996 1999 2000 90 to 00 96 to 00 99 to 00 Upstate Authorities: NFTA 29,977,136 23,192,964 25,164,193 23,268,469 -16.1% 8.5% -7.5% R-GRTA 18,417,425 13,457,627 12,520,140 13,571,646 -32.0% -7.0% 8.4% CNYRTA 12,094,914 9,280,215 8,901,420 8,607,900 -26.4% -4.1% -3.3% CDTA 11,731,979 9,960,074 9,679,786 9,601,497 -17.5% -2.8% -0.8% Upstate Authority Total: 72,221,454 55,890,880 56,265,539 55,049,512 -22.1% 0.7% -2.2% Small Urbanized Area (SUZA): Broome County Transit 2,728,715 3,038,605 2,777,597 2,742,840 1.8% -8.6% -1.3% Utica-Rome Urbanized Area Utica Transit Authority N/A 2,374,088 1,385,049 1,231,368 N/A -41.7% -11.1% City of Rome, VIP 339,016 230,703 255,906 243,162 -24.5% 10.9% -5.0% Chemung County Transit (A) 1,058,731 971,300 745,256 752,059 -29.6% -23.3% 0.9% Tompkins/Ithaca Urbanized Tompkins County (B) 1,229,450 1,501,128 2,364,518 2,609,403 27.9% 8.7% 10.4% City of Ithaca (C) 810,719 899,242 N/A N/A N/A N/A N/A Greater Glens Falls Transit 213,738 289,298 302,223 319,690 41.4% 4.5% 5.8% 1) SUZA Total 6,380,369 9,304,364 7,830,549 7,898,522 22.7% -15.8% 0.9% 2) Small City and County 6,317,555 3,208,175 3,292,941 3,271,548 -47.9% 2.6% -0.6% City/County Systems (1+2) 12,697,924 12,512,539 11,123,490 11,170,070 -12.4% -11.1% 0.4% Intercity Bus Companies (D) (E) 1,084,835 1,005,826 119,640 127,105 -89.0% -88.1% 6.2% Upstate Total: 86,004,213 69,409,245 67,508,669 66,346,687 -21.5% -2.7% -1.7%

A) Includes services provided by the operator in Tioga, Schuyler and Chemung Counties. B) Inlcudes services sponsored by Tompkins County: Tioga Transport, Tompkins County Rural, CU Transit and Gadabout. C) Includes Ithaca Transit and Swarthout & Ferris. As of 1st quarter 97-98 this is sponsored by Tompkins County. D) The number of operators in this category has changed over time. E) Intercity routes were restructured in 1999. For additional information see Chapter V. The number of operators in these categories has changed over time.

In addition, Downstate Suburban bus systems intercity ridership increased by 6.2 percent over 1999. experienced a modest 1.4 percent growth in ridership to nearly 72 million revenue passengers in 2000.

Figure III-2 shows overall ridership upstate between 1990 and 2000. Upstate ridership, accounting for approximately 2.67 percent of the statewide total, declined by a modest 1.7 percent between 1999 and 2000.

Roughly 83 percent of upstate ridership is attributable to services provided by the four authority systems. These systems experienced a decline in ridership of 2.2 percent between 1999 and 2000.

Ridership for the Small Urbanized Areas (SUZAs) increased by a slight .9 percent in 2000 over 1999, while the small city and rural county systems experienced a slight decline of .6 percent.

The dramatic change from 1996 to 1999 in upstate intercity bus ridership reflects the impacts of a restructuring of routes. The State of New York is no longer subsidizing intercity bus routes that run along the Thruway. Rather, the State has decided to only subsidize those “branch” routes that connect rural areas to nearby urban areas. In 2000, subsidized upstate

III-3 TRANSIT SERVICE TRENDS Revenue miles of service also increased for NYCDOT The overall level of transit service available in New sponsored private bus and downstate suburban bus York State, as measured by revenue vehicle miles of operators by approximately 3 percent each from 1999 service, has increased by 4.4 percent from 1999 to to 2000. 2000. Figure III-4 shows that revenue vehicle miles of service Figure III-3 presents revenue vehicle mile data for the for the upstate transit systems increased by 4.8 percent downstate systems, which provided 92.4 percent of the from 1999 to 2000. The four upstate authorities, revenue vehicle miles of service in the State. The MTA- accounting for 58.7 percent of the upstate total revenue NYCT subway and bus operations accounted for two- miles, experienced a 3.1 percent increase in revenue thirds of the total revenue vehicle miles of service miles from 1999 to 2000. provided throughout the State; the MTA commuter rail operations provided an additional 14.2 percent of The combined SUZA systems operated 4.7 percent statewide service. more revenue miles in 2000 than in 1999 while small City, and rural County systems provided 8.5 percent The increase in MTA-NYCT subway miles from 1999 increases in service miles in 2000. to 2000 was 3.2 percent while bus vehicle miles increased 5.3 percent over the same period. These Fares have remained very stable over the ten year service increases were instituted to meet the tremendous period 1990 to 2000, with most systems maintaining increases in ridership demand. fares at 1996 levels. The 16.0 percent increase in State Figure III-3 Downstate Revenue Vehicle Miles

NEW YORK STATE CY CY CY CY %Change % Change % Change SYSTEMS 1990 1996 1999 2000 90 to 00 96 to 00 99 to 00 NYCT: Subway 310,202,167 311,684,280 324,769,356 335,260,189 8.1% 7.6% 3.2% Bus 92,692,560 91,527,899 94,743,196 99,790,216 7.7% 9.0% 5.3% Paratransit N/A 4,349,477 11,995,953 18,824,991 N/A 332.8% 56.9% NYCT Subtotal: 402,894,727 407,561,656 431,508,505 453,875,396 12.7% 11.4% 5.2% Commuter Rail: LIRR 56,671,400 56,499,700 57,138,100 56,998,000 0.6% 0.9% -0.2% MNCR (A) 28,743,135 33,292,557 37,614,132 39,488,452 37.4% 18.6% 5.0% Commuter Rail Subtotal: 85,414,535 89,792,257 94,752,232 96,486,452 13.0% 7.5% 1.8% MTA Total: 488,309,262 497,353,913 526,260,737 550,361,848 12.7% 10.7% 4.6% Other New York City: Staten Island Ferry 162,748 161,205 163,557 164,385 1.0% 2.0% 0.5% NYC Private Bus 29,655,236 24,084,197 26,531,809 27,330,029 -7.8% 13.5% 3.0% Other NYC Total: 29,817,984 24,245,402 26,695,366 27,494,414 -7.8% 13.4% 3.0% Suburban Bus Systems: Westchester Co. 9,482,822 10,518,891 10,531,403 10,845,436 14.4% 3.1% 3.0% Nassau Co. 9,298,775 10,361,127 11,361,529 11,757,650 26.4% 13.5% 3.5% Suffolk Co. 6,309,861 6,975,230 8,196,440 8,450,252 33.9% 21.1% 3.1% Rockland Co. 5,603,566 6,108,271 6,840,722 6,984,466 24.6% 14.3% 2.1% Other Formula Bus (C) 3,602,408 4,119,311 4,810,800 5,007,787 39.0% 21.6% 4.1% Downstate Suburban Bus: 34,297,432 38,082,830 41,740,894 43,045,591 25.5% 13.0% 3.1% Intercity Bus Companies 4,992,946 5,607,811 5,987,063 6,229,132 24.8% 11.1% 4.0% Trans-Hudson Service (C) 193,774 242,362 242,831 242,837 25.3% 0.2% 0.0% Downstate Total: 557,611,398 565,532,318 600,926,891 627,373,822 12.5% 10.9% 4.4%

A) Includes only revenue vehicle miles in New York State. B) Other Formula Bus Systems: Dutchess Co., Orange Co., Putnam Co., City of Long Beach, City of Glen Cove and City of Poughkeepsie. C) Tappan Zee Bridge Bus Service provided under contract to Rockland County.

III-4 Figure III-4 Upstate Revenue Vehicle Miles

NEW YORK CY CY CY CY %Change % Change % Change SYSTEMS 1990 1996 1999 2000 90 to 00 96 to 00 99 to 00 Upstate Authorities: NFTA 10,518,977 8,809,829 9,663,733 9,589,372 -8.8% 8.8% -0.8% R-GRTA 8,135,078 8,032,996 8,590,299 8,927,389 9.7% 11.1% 3.9% CNYRTA 5,759,431 4,813,002 4,561,238 4,776,884 -17.1% -0.8% 4.7% CDTA 6,707,590 6,178,236 6,639,631 7,060,187 5.3% 14.3% 6.3% Upstate Authority Total: 31,121,076 27,834,063 29,454,901 30,353,832 -2.5% 9.1% 3.1% Small Urbanized Area (SUZA): Broome County Transit 1,636,469 1,620,346 1,692,672 1,863,237 13.9% 15.0% 10.1% Utica-Rome Urbanized Area Utica Transit Authority N/A 1,162,935 1,147,862 1,140,108 N/A -2.0% -0.7% City of Rome, VIP 188,895 224,901 240,164 228,791 21.1% 1.7% -4.7% Chemung County Transit (A) 1,277,136 1,248,939 1,149,368 1,260,844 -1.3% 1.0% 9.7% Tompkins/Ithaca Urbanized Tompkins County (B) 688,525 1,048,792 1,615,574 1,628,378 54.5% 13.9% 0.8% City of Ithaca (C) 365,732 380,901 N/A N/A N/A N/A N/A Greater Glens Falls Transit 218,427 281,386 298,751 313,041 43.3% 11.2% 4.8% 1) SUZA Total 4,375,184 5,968,200 6,144,391 6,434,399 47.1% 7.8% 4.7% 2) Small City and County (D) 8,347,203 8,906,840 10,737,555 11,874,831 42.3% 33.3% 10.6% City/County Systems (1+2) 12,722,387 14,875,040 16,881,946 18,309,230 43.9% 23.1% 8.5% Intercity Bus Companies (D) 5,095,612 4,753,376 3,001,829 3,040,861 -40.3% -36.0% 1.3% Upstate Total: 48,939,075 47,462,479 49,338,676 51,703,923 5.6% 8.9% 4.8%

A) includes services provided by the operator in Tioga, Schuyler and Chemung Counties. B) includes all services sponsored by Tompkins County: Tioga Transport, Tompkins County Rural, CU Transit and Gadabout. C) includes Ithaca Transit and Swarthout & Ferris. As of 1st quarter 97-98 this is sponsored by Tompkins County. D) The number of operators in these categories has changed over time.

transit funding since SFY 1995-1996, detailed in the preceding Chapter, has enabled transit systems in the Figure III-6 State's urbanized and rural areas to maintain fares at or MTA-Long Island Bus and Westchester below the national average, making transit a viable and Fares $1.75

affordable transportation alternative. $1.65

$1.55 MTA-LIB Fare inceases, over the ten year period from 1990 to $1.45 $1.35 Westchester 2000, by peer group transit systems are shown in $1.25 Figures III-5 through III-10 $1.15 CPI $1.05

$0.95

$0.85 90 92 94 96 98 00 91 93 95 97 99 Figure III-5 Calendar Year MTA-NYCT and NYC Private Bus (Local) Fares Figure III-7 $1.80

$1.70 Rockland and Suffolk Fares $1.60 $1.60 $1.50 $1.50 MTA-NYCT $1.40 $1.40 $1.30 NYC Privates $1.30 $1.20 Rockland $1.10 $1.20 CPI $1.00 Suffolk $1.10 $0.90 $1.00 $0.80 $0.70 CPI $0.90 90 92 94 96 98 00 $0.60 91 93 95 97 99 $0.50 Calendar Year $0.40 $0.30 $0.20 90 92 94 96 98 00 91 93 95 97 99 Calendar Year

III-5 Figure III-8 NFTA and R-GRTA Fares systems as well as commuter services $1.35 sponsored by downstate suburban counties. $1.25

NFTA $1.15 • A more dispersed pattern of population and $1.05 R-GRTA employment in downstate suburban areas has

$0.95 CPI presented a challenge in servicing this $0.85 changing market. Downstate suburban county $0.75 transit systems have experienced modest

$0.65 90 92 94 96 98 00 growth in ridership but higher growth in 91 93 95 97 99 State Fiscal Year (ending) revenue miles. Services are having to extend into new areas and expanded hours of the day Figure III-9 to serve changing demand. CDTA and CNYRTA Fares $1.10 • Upstate, core transit service areas, the $1.05 traditional upstate urban centers, have $1.00 $0.95 experienced declining population, while CDTA $0.90 overall transit service regions have grown or $0.85 CNYRTA $0.80 remained fairly stable. The service challenge $0.75 CPI for Upstate Authorities and SUZAs has been $0.70 $0.65 to adequately serve existing, if shrinking $0.60 traditional markets, while tapping growing $0.55 $0.50 markets in the suburban portions of their 90 92 94 96 98 00 91 93 95 97 99 service areas. Seen in this context, flat or State Fiscal Year (ending) declining ridership corresponding with slight Figure III-10 increases in service miles can be expected, as Broome and Utica these systems adjust service to new market Fares $1.20 conditions.

$1.10 Transit Service Performance Measures $1.00 Broome

$0.90 Utica Service Effectiveness: The ratio of revenue passengers $0.80 CPI to revenue vehicle miles is the statistical measure $0.70 NYSDOT uses for the system-wide effectiveness of $0.60 transit service. At an aggregate level, by transit system,

$0.50 90 92 94 96 98 00 this effectiveness measure provides only a generalized 91 93 95 97 99 Calendar Year picture.

Figure III-11 Revenue Passengers per Revenue Vehicle Mile Driving the trends in ridership and service are a number Annualized of factors that will be described for each of the major Operator 1996 2000 Change 1996-2000 systems in the detailed system sections that follow. On MTA NYC Transit Rail 3.70 4.26 3.57% a broad level, the following demographic shifts and MTA NYC Transit Bus 5.46 5.95 2.19% MTA Commuter Rail 1.38 1.46 1.54% other factors have contributed to the trends described NYCDOT Private Bus 3.40 3.91 3.50% above: Downstate Suburban Bus 1.75 1.66 -1.41% Upstate Authorities 1.96 1.90 -0.68% Upstate Small Urbanized 1.91 1.47 -6.34% • Downstate population growth has been very strong, particularly in New York City. This, along with record employment growth and substantial fare discounting initiatives in the Service effectiveness differs dramatically among routes MetroCard program, have driven up ridership within a particular system, and this measure averages on transit service oriented to Manhattan. This out those differences. But for comparative purposes is seen in the strong performance of all MTA among systems and from year to year the measure

III-6 Figure III-12 Figure III-13 Operating Cost per Revenue Vehicle Mile Rev. Passengers per Rev. Mile Annualized Change 1996-2000 Annualized Operator 1996 2000 Change 1996-2000 MTA NYC Transit Rail $6.07 $6.40 1.33% Upstate Small Urbanized MTA NYC Transit Bus $11.24 $13.18 4.07% Upstate Authorities MTA Commuter Rail $13.57 $14.47 1.62%

Downstate Suburban Bus NYCDOT Private Bus $9.25 $9.93 1.79% Downstate Suburban Bus $5.07 $5.55 2.26% NYCDOT Private Bus Upstate Authorities $5.64 $6.09 1.93% MTA Commuter Rail Upstate Small Urbanized $3.05 $3.28 1.83% MTA NYC Transit Bus CPI Rate 156.9 172.2 2.35%

MTA NYC Transit Rail

-8% -6% -4% -2% 0% 2% 4% Figure III-14 Operating Cost per Rev. Mile Annualized Change 1996-2000 provides some useful insights into service and usage trends. CPI Rate Upstate Small Urbanized Upstate Authorities Over the five year period, from 1996 to 2000, as shown Downstate Suburban Bus in figures III-11 and III-12, MTA-NYCT and NYCDOT Private Bus NYCDOT saw the greatest increases in effectiveness, as MTA Commuter Rail measured by this ratio. The NYC Subway system MTA NYC Transit Bus MTA NYC Transit Rail showed the largest improvement in this measure over the five year period from 1996 to 2000, at an 1% 2% 3% 4% 5% annualized increase of 3.57 percent. NYC Transit Bus had the best performance on this measure carrying 5.95 passengers per mile in 2000, an annualized increase of category of service for which cost increases exceeded 2.19 percent over the five year period. NYCDOT inflation. sponsored private bus operators improved on this measure by 3.5 annualized percentage points, carrying The general success of New York State’s transit 3.9 passengers per mile in 2000. systems to keep cost per mile growth to less than the rate of inflation is a positive sign that expanding service The MTA commuter rail systems experienced a modest to meet new and emerging market conditions can be in 1.54 percent annualized increase over the five year done in a cost effective manner. period carrying 1.46 passengers per mile in 2000. Service Economy is measured by the ratio of operating The downstate suburban bus systems along with the revenue to operating cost. This ratio is presented in Upstate Authories and SUZAs each experience declines Figures III-15and III-16 for each transit grouping. A in this measure. This reflects the changing market major influence on this measure is the amount of conditions, a dispersing population and employment farebox revenue a system is able to generate, a function pattern, described in the previous section. The SUZA’s of ridership and fares. experienced the largest five year annualized decline, 6.34 percent. Downstate suburban bus and Upstate This measure reflects a combination of passenger per Authorities experienced more modest declines of .68 mile and fare revenue trends. Over the five year period and 1.41 percent in this measure. Figure III-15 Service Efficiency is measured by the operating cost per Operating Revenue to Operating Cost revenue vehicle mile. This measure reflects a unit price view of transit service. Annualized Operator 1996 2000 Change 1996-2000 MTA NYC Transit Rail 89.45% 78.33% -3.26% As seen in the efficiency data is shown on Figures III- MTA NYC Transit Bus 55.36% 42.44% -6.43% 13 and III-14, every category of service experienced an MTA Commuter Rail 47.66% 47.58% -0.04% NYCDOT Private Bus 53.01% 47.36% -2.78% increase in cost per mile over the five year period. Downstate Suburban Bus 53.57% 45.98% -3.75% Upstate Authorities 35.44% 33.62% -1.31% However, MTA NYC Transit Bus was the only Upstate Small Urbanized 35.35% 35.71% 0.25%

III-7 Figure III-16 Operating Rev. to Operating Cost of service effectiveness, efficiency and economy over Annualized Change 1996-2000 the five year period from 1996 to 2000.

Upstate Small Urbanized

Upstate Authorities

Downstate Suburban Bus

NYCDOT Private Bus

MTA Commuter Rail

MTA NYC Transit Bus

MTA NYC Transit Rail

-7% -6% -5% -4% -3% -2% -1% 0% 1% from 1996 to 2000 all but the SUZA category of transit system saw this cost recovery ratio decline.

Downstate this can be attributed to increased expenses associated with dramatic service increases, coupled with reduced revenue growth attributable to Metrocard pricing incentives. Despite record growth in riders, fare revenue did not keep pace with the expenses. New York City Transit experienced the greatest reduction in cost recovery ratio (6.43 percent).

The trend for downstate suburban bus also reflects the impact of Metrocard, described above, where it has been implemented, primarily by MTA Long Island Bus. But the overall trend primarily reflects the cost for service increases that have exceeded fare revenue resulting from increased ridership. This is a trend that is comparable to the Upstate Authority experience, where slight increases in service miles have coincided with slight decreases in ridership and associated fare revenue.

The SUZA cost recovery number is driven by passenger revenues reported by the Chemung County Transit System that include contract revenues from Medicaid transportation. This contract went into effect in 1998 driving the up the “economy” measure for the entire SUZA category. The underlying trend, setting aside the computation of Medicaid revenue, closely tracks the Upstate Authority trend of slight decline.

System Status Report

A detailed update on the status and performance of major transit system in New York State follows. This Section will present an overview of trends in the performance of major urbanized area transit systems. Each transit system section will describe ridership, service trends in the context of changing market conditions and service initiatives, as well as an analysis

III-8 MTA NEW YORK CITY TRANSIT 370 Jay Street Brooklyn, NY 11201 (718) 330-4321 Web Site: www.mta.nyc.ny.us

State Legislative Districts: Senate: 10 - 34 Assembly: 23 - 83

Base Fare: $1.50 Last Increase: $ .25 on 11/12/95

New York City Transit (MTA-NYCT), a subsidiary of the Metropolitan Transportation Authority (MTA), operates the NYC subway system, extensive bus service, contracts for the provision of paratransit service in New York City and manages the Staten Island Railway (SIR). Due to the manner in which MTA- NYCT budgets for the operation of the SIR, that system will be discussed in a separate section of this Chapter.

Consistent with recent past trends, NYCT experienced service. This review will comment on these factors, strong ridership growth in 2000. Overall system NYCT’s cost performance, as well as the performance ridership increased by 6.8 percent from 1999 to 2000. of NYCT’s subway, bus, and paratransit operations. This annual growth is roughly equal to the annualized rate of growth over the 5-year period from 1996 MetroCard has implemented a series of fare initiatives, through 2000. Subway ridership increased 7.6 percent designed to make transit more convenient and less in 2000 and at an annualized growth rate of 5.6 percent costly for the transit customer. For a summary of when from 1996 to 2000. Bus ridership increased by 4.95 these fare initiatives were initiated please see Table IV- percent from 1999 to 2000 and at a steeper annualized 4 of the 1998 Annual Report on Public Transportation growth rate of 9.4 percent from 1996 to 2000. Assistance Programs in New York State and for a more This strong ridership performance is based on a variety complete review of the Metro Card program see of factors including the MetroCard Program, a robust Chapter V of this report. regional economy, population increases, and

MTA NYC Transit-Operations MTA NYC Transit -Operations Revenue Vehicle Miles Revenue Passengers 460 2,200 450 2,100 440 430 2,000 420 1,900 410 Millions 1,800 400 Millions 390 1,700 380 1,600 370 1996 1997 1998 1999 2000 1,500 1996 1997 1998 1999 2000 Year Year

improvements in NYCT’s overall level and quality of MetroCard market share continued to grow during 2000, from 78.9 percent in January up to 81.1 percent

III-9 MTA NY City Transit Fixed Route 2000 Characteristics Admin Bus Paratransit Subway Total Revenue Passengers 699,000,000 (a) 1,785,537 1,381,000,000 (a) 2,081,785,537 Number of Vehicles 4,489 633 (b) 5,758 10,880 Number of Employees 5,392 14,060 650 26,548 46,650 Revenue Vehicle Miles 98,907,000 18,824,991 323,177,000 440,908,991 Revenue Vehicle Hours 12,642,000 1,736,416 17,497,000 31,875,416 Total Operating Revenue $656,119,600 $25,300,000 (c) $1,624,780,400 $2,306,200,000 Total Operating Expense 737,900,000 (d) $1,173,900,000 $69,145,293 (e) $1,628,000,000 $3,539,800,000 Operating Expense/Rev. Vehicle Mile $11.87 $3.67 $5.04 $8.03 Operating Expense/Rev. Vehicle Hour $92.86 $39.82 $93.04 $111.05 Rev. Passengers / Rev. Vehicle Mile 7.07 0.09 4.27 4.72 Rev. Passengers / Rev. Vehicle Hour 55.29 1.03 78.93 65.31 Total Operating Revenue/Op. Expense 0.56 0.37 1.00 0.65 Operating Expense/Revenue Passenger 1.68 38.73 1.18 1.70 Total Op. Revenue/Revenue Passenger 0.94 14.17 1.18 1.11 (a) Rev. Passenger Statistics rounded in to nearest million in MTA Reporting, (b) Contractor vehicles - Not included in MTA reported total, (c) Includes NYC fare re-imbursement subsidy as"operating revenue," (d) Admin expenses also cover administrative employees listed in subway, partransit and bus modal totals, (e) Cost of contracting service. MTA's cost, $85.2 million, is reflected in fixed route and admin expense columns

by the end of the year. During the year market share for that feed the subway and routes operating in areas Unlimited-Ride MetroCards - the one Day fun Pass and where subway service is limited, continued to be very the 7-Day and 30-Day Unlimited-Ride MetroCards - strong. increased dramatically, from 34.8 percent in January to 40.3 percent at year’s end. To keep up with increasing demand NYCT has increased service and improved service quality. Bus These MetroCard fare policies have been of particular service has increased by 4.8 percent, from 94.3 million benefit to Bus usage. Bus use is traditionally more revenue miles in 1999 to 98.9 million miles in 2000. discretionary than subway use and thus fare policies From 1996 to 2000 revenue miles of service increased designed to make the marginal cost of additional transit at an annualized rate of 3.6 percent. Subway service, trips close to zero have provided a substantial incentive increased by 3.3 percent from 312.9 million revenue for increased use of the bus system. miles in 1999 to 323.2 million revenue miles in 2000. Over the five year period subway service increased at Ridership increases have also been driven by continued an annualized rate of nearly 2 percent. Service quality strong performance of the New York Metropolitan area also improved in terms of better on-time performance, regional economy. In New York City, there were and fewer incidences of equipment failure. 99,800 additional jobs created in 2000, a 2.8 percent increase over 1999. This represents both the largest These service improvements and increases in the level absolute increase and the largest percent increase in of service comes at a cost. On a systemwide basis NYC City employment since comparable records were first Transit operational costs increased by 12.3 percent kept in 1950. With 3.72 million jobs in 2000, NYC had from 1999 to 2000. Over the five year period costs more jobs than at any time since 1970. have increased at a slightly slower pace averaging an annualized growth rate of 6.1 percent. Factors that drive Over the past 10 years, the population of NYC has cost increases include the number of employees in the grown 9.3 percent, with the strongest growth occurring organization, amount of overtime needed, and salary in the outer boroughs. The largest percentage increases. population growth was 17.09% in Staten Island. Manhattan grew by 3.34 percent, a sizable increase on The number of NYCT employees in 2000 increased 2.6 a large base. The borough of Queens had the largest percent over 1999. NYCT exceeded its 2000 overtime absolute increase of 277,781 people roughly 40% of the budget by $29.8 million. Of this Buses accounted for total change in New York City’s population. $28.4 million. This increase was attributed to

Subway ridership, the dominant mode bringing people from the outer boroughs into Manhattan has continued a strong growth trend. Similarly, bus ridership on routes

III-10 MTA -NYC 1990 2000 % Transit Change Service Area

Total NYC 7,322,564 8,008,278 9.36% Population

Bronx 1,203,789 1,332,650 10.70% Population

Kings 2,300,664 2,465,326 7.16% Population

Manhattan 1,487,536 1,537,195 3.34% Population

Queens 1,951,598 2,229,379 14.23% Population

Richmond 378,977 443,728 17.09% Population

Pop. Over 65 953,317 937,857 -1.62%

Pop. Under 19 1,888,075 2,153,450 14.06%

vacancies for bus operators and to increased bus NYC 3,492,208 3,605,978 3.26% shifting requirements caused by capacity constraints at Employment depots. Finally there was a 5% wage increase on NYC Transit 467,559,123 698,898,862 49.48% 12/15/99 followed by a 3% increase on 12/15/00. Bus Ridership

Subway 1,028,305,701 1,381,078,915 34.31% When costs are normalized by the level of service Ridership (revenue vehicle miles), over 5 years, however, NYCT costs growth is slightly above inflation. Paratransit 0 378,746 NA Ridership

Rev. Miles 92,692,560 99,790,216 7.66% NYCT Subway: Subway ridership increased 7.6 NYC Transit percent, from 1999 to 2000, and 34.3% in the last Bus decade, to 1.38 billion revenue passengers: the highest Rev. Miles 308,116,379 333,230,541 8.15% subway ridership figure since the advent of the STOA Subway program. Subway revenue vehicle miles increased by 3.3 percent from 1999 to 2000. The revenue passenger Rev. Miles 0 4,297,867 NA to revenue vehicle mile ratio has consistently increased Paratransit over the 5 year period from 1996 to 2000 with an annualized increase of 3.6 percent. From 1999 to 2000, the ratio increased by 4.2 percent. NNYCT continued to improve its subway car Mean Distance Between Failures (MDBF), a key measure of service reliability. The 12 month average for the 5,777 subway cars improved by 26.8 percent from 86,884 miles in 1999 to 110,180 in 2000. MDBF has been improving while the number of miles the fleet travels is increasing. The record MDBF reflects NYCT’s continuing commitment of adhering to car-maintenance schedules and equipment-improvement programs. On- Time Performance, based on scheduled train trips, continued to improve in 2000. Terminal On-Time performance increased to 96 percent in 2000 up from

III-11 94.9 percent in 1999. year trend during which the annualized increase in this measure of service effectiveness was 5.58 percent. On top of NYCT’s ambitious car overhaul program Since 1990 this measure of effectiveness has increased NYCT plans to replace subway cars that have reached by 50 percent. the end of their useful life. NYCT has three new subway car contracts underway and budgeted for the The bus fleet continued to expand in 2000 to amounts listed below: accommodate additional ridership. The total active fleet maintained by the end of 2000 was 4,489 buses, a 2.6 1. Purchase of 680 “A” (the lettered lines) percent increase over 1999. Since 1997, (when the 2- Division Rail Cars from Bombardier: R-142, fare zone was eliminated) the bus fleet has expanded by $1 Billion; 622 buses, 16.1 percent. In 2000, NYCT received 471 new buses, with an additional 335 buses on order. 2. Purchase of 400 “A” (the lettered lines) Division Rail Cars from Kawasaki: R-142A, The new buses will replace buses scheduled to be $620 million; retired, as well as to further increase the fleet to anticipate future demand. The receipt of new buses in 3. Purchase of 212 “B” (the numbered lines) 2000 enabled NYCT to reduce the number of buses Division Rail Cars from Kawasaki: R-143, exceeding the 12-year standard to 629, resulting in a $400 million drop in the average age of the bus fleet in 2000 to 5.36 years from 5.96 year in 1999. Delivery of the first 5 car operating unit from Bombardier and the Kawasaki R-142As were made in NYCT’s fleet is greatly diversified as compared to the early January, 2000. 1980s when all buses were standard 40 foot transit buses. NYCT’s is the most diversified fleet, perhaps in The new car series includes enhancements for the nation. The fleet now consists of 464: 45 foot MCI passenger comfort and safety, including improved buses, 365: 60 foot New Flyer articulated buses, and interior space, seating and information systems. The 200: Low Floor Buses. This diversified bus fleet cars are equipped with systems that will enable increases capacity on the bus routes with the highest Communications-Based Train Control (CBTC) to use demand, increases passenger amenities, reduces computers to control, guide, speed and stop the trains. operating and labor costs, and reduces the overall level The CBTC system is currently being tested on the of harmful air pollutants. The use of larger capacity Carnesie (L) line. buses has increased the number of seats available even more rapidly that the number of buses would imply. NYCT Bus: 2000 bus ridership was 699 million, nearly a 5 percent increase over 1999, and almost 50% Perhaps the most dramatic demonstration of the increase from 1990. The recent increases in ridership, increase of all of the above factors has been in NYCT’s coupled with a less than proportionate increases in express bus services, particularly on Staten Island. vehicle miles of 4.83 percent led to an increase in Staten Island has no direct rail connections to revenue passengers per revenue mile of slightly less Manhattan, and is dependent on express bus and the than 1 percent in 2000. This continued a positive a 5- Staten Island Ferry for this travel. NYCT’s Staten Island express bus ridership has increased 143%, from 14,000 to 34,000 daily riders.

Brooklyn express bus ridership has increased 186%. Factors contributing to this increase include: (a) large population growth, (b) use of luxury 45 foot, 57 passenger MCI Coaches, introduced in 1999, (c) reduction in the express bus fare to $3.00 with

III-12 MetroCard in 1998, and (d) initiation of HOV and Exclusive Bus Lanes by the State Department of Transportation in the Gowanus and Staten Island Expressway corridors. In particular, the introduction of the MCI’s has been instrumental in this growth. Each bus has 43% more seating, and more luxurious, as well. The expanded service could not possibly have been provided without these larger buses.

NYCT has also developed an aggressive and diverse approach to reduction of emissions. The fleet includes 221 Compressed Natural Gas (CNG) buses, and 10 innovative experimental hybrid electric buses. Five additional hybrids were on order in 2000 but not yet received. The entire bus fleet is committed to clean air. service increases, instituted to ensure compliance with All new diesels are so-called clean diesel, which the American’s with Disabilities Act. Revenue Vehicle include catalyzed exhaust filters. NYCT will retrofit all Miles increased nearly 57 percent from 1999 to 2000 of its older four stroke engines with this technology by and over a five year period service increased at an 2003, and will retire its oldest and dirtiest two stroke annualized rate of nearly 33 percent per year. Because engines by that date. service growth out paced ridership increases, the service effectiveness measure for paratransit declined Along with an expanded fleet of new cleaner buses, by 5 percent from 1999 to 2000 and by an annualized NYCT began using a new, cleaner diesel fuel (ultra- rate of 11.7 percent from 1996 to 2000. low-sulphur-diesel) in its entire fleet of diesel buses in 2000. Diesel particulate emissions from new and Service growth is also the principal reason for retrofitted new engines will be reduced by up to 95% increasing costs from 1999 to 2000, and also drove when this cleaner fuel is used in conjunction with clean growth over the 5-year period at an annualized rate of diesel engines. 37 percent. Cost growth, per revenue mile, grew 42.5 percent from 1999 to 2000. However, over the five In addition to new buses, NYCT has embarked upon an year period the cost per mile declined at an annualized aggressive bus maintenance program. Shop operations rate of 8.9 percent. completed 134 general overhauls (60.4 percent of its 2000 goal), 404: three-year upgrades (93.1 percent of The Passenger Revenue to Operating Cost ratio has its 2000 goal), and 262: twelve-year upgrades (86.6 been between 3 to 5 percent over the past five years. percent of its 2000) goal. Paratransit service is very cost intensive and it is difficult to generate economies of scale without having Bus Reliability indicators continued to show a high rate of subscription service. improvement in 2000. The 12-month average for Mean Distance Between Failure (MDBF) of 2,608 miles, was 21.4 percent better than the 1999 average of 2,149, and 25.1 percent better than the 1998 average of 2,084. Improvements in bus reliability reflect the continuing emphasis on improving bus maintenance, as well as delivery of new buses.

NYCT - Paratransit: NYCT contracts out paratransit service to several providers, the largest being Atlantic Paratrans and American Transit. Paratransit. Ridership has grown nearly 49 percent from 1999 to 2000, and increased at an annualized rate of 32.7 percent from 1996 to 2000.

This explosive growth in ridership is largely due to the

III-13 FINANCIAL INFORMATION - MTA: New York City Transit (excluding Staten Island Railway)

Sources of Total System 2000 Operating Funds Summary of Total System 2000 Operating Expenses

Fares $2,229,300,000 Salaries (b) $2,213,900,000 Local $323,300,000 Fringe (b) $692,600,000 State $858,100,000 Ins. $81,100,000 Federal $0 Fuel $191,300,000 TBTA $163,000,000 Lease $312,100,000 Other $76,900,000 Other $48,800,000 Total $3,650,600,000 Total incl. $85.2M for Paratransit $3,539,800,000

New York City Transit-Total New York City Transit-Total Operating Revenues & Subsidies Operating Expenses

Other (2.11%) TBTA (4.47%) Other (1.38%) Federal (0.00%) Lease (8.82%) Fuel (5.40%) Ins. (2.29%) State (23.51%)

Fringe (b) (19.57%) Fares (61.07%) Salaries (b) (62.54%) Local (8.86%)

Financial Trend Analysis over the past five years: Bus Fleet Characteristics over the past five years:

New York City Transit-Total New York City Transit-Bus Fleet Operating Revenue and Subsidy Total, Peak and Accessible Vehicles 4 4,600 4,400 3 4,200

2 4,000

Billions 3,800 1 3,600 3,400 0 1996 1997 1998 1999 2000 3,200 Year Total Fleet Peak fleet Accessible

TOTAL GOVERNMENT SUBSIDIES TOTAL OPERATING REVENUE 1996 1997 1998 1999 2000

NYCT: System Total Operating and Performance Statistics

MTA - NYCT 1996 1997 1998 1999 2000 % Change Annualized Systemwide Actual Actual Actual Actual Actual 99 to 00 % Change

Rev. Passengers 1,598,354,210 1,673,323,083 1,829,962,606 1,950,198,315 2,081,785,537 6.75% 6.83% Rev. Veh. Miles 388,754,600 397,527,291 405,568,134 419,236,953 440,908,991 5.17% 3.20%

Op. Cost $2,793,300,000 $2,945,100,000 $2,994,400,000 $3,151,600,000 $3,539,800,000 12.32% 6.10% Op. Rev. $2,193,000,000 $2,209,661,000 $2,143,000,000 $2,187,700,000 $2,306,200,000 5.42% 1.27%

Rev. Pass/Rev. Mile 4.11 4.21 4.51 4.65 4.72 1.50% 3.52% Op. Cost/Rev. Mile $7.19 $7.41 $7.38 $7.52 $8.03 6.80% 2.81% Op. Rev./Op. Cost 78.51% 75.03% 71.57% 69.42% 65.15% -6.14% -4.56%

National CPI 156.90 160.50 163.00 166.60 172.20 3.36% 2.35% NYSMA CPI 166.90 170.80 173.60 177.00 182.50 3.11% 2.26%

NYCT-Operations NYCT-Operations NYCT-Operations Rev. Passenger per Rev. Vehicle Mile Operating Cost per Rev. Vehicle Mile Operating Revene to Operating Cost

$5.0 $10.00 $0.90 $4.5 $9.00 $0.75 $4.0 $8.00 $3.5 $7.00 $0.60 $3.0 $6.00 $2.5 $0.45 $5.00 $2.0 $1.5 $4.00 $0.30 $3.00 $1.0 $0.15 $0.5 $2.00 $0.0 $1.00 $0.00 1996 1997 1998 1999 2000 1996 1997 1998 1999 2000 1996 1997 1998 1999 2000 Year Year Year

III-14 NYCT Operating and Performance Statistics - Subway (excluding Staten Island Railroad)

MTA - NYCT 1996 1997 1998 1999 2000 % Change Annualized Subway Actual Actual Actual Actual Actual 99 to 00 % Change Rev. Passengers 1,110,026,000 1,131,676,000 1,203,000,000 1,283,000,000 1,381,000,000 7.64% 5.61% Rev. Veh. Miles 299,291,000 304,094,000 305,747,000 312,894,000 323,177,000 3.29% 1.94% Op. Cost $1,807,273,303 $1,859,413,296 $1,814,566,079 $1,883,676,102 $2,056,745,209 9.19% 3.29% Op. Rev. $1,627,188,400 $1,628,874,400 $1,544,882,400 $1,541,336,400 $1,624,780,400 5.41% -0.04% Rev. Pass/Rev. Mile 3.71 3.72 3.93 4.10 4.27 4.21% 3.60% Op. Cost/Rev. Mile $6.04 $6.11 $5.93 $6.02 $6.36 5.71% 1.32% Op. Rev./Op. Cost 90.04% 87.60% 85.14% 81.83% 79.00% -3.46% -3.22%

NYCT Subway NYCT Subway Revenue Passengers Revenue Vehicle Miles 1,450 340 1,400 333 1,350 325 1,300 318 1,250 310 1,200 Millions 1,150 Millions 303 1,100 295 1,050 288 1,000 280 1996 1997 1998 1999 2000 1996 1997 1998 1999 2000 Year Year

NYCT Subway NYCT Subway NYCT Subway Rev. Passengers per Rev. Veh. Mile Operating Cost per Rev. Vehicle Mile Operating Revenue to Operating Cost 5.0 $10.00 4.5 $9.00 0.90 4.0 $8.00 0.75 3.5 $7.00 3.0 $6.00 0.60 2.5 $5.00 0.45 2.0 $4.00 1.5 $3.00 0.30 1.0 $2.00 0.15 0.5 $1.00 0.00 0.0 $0.00 1996 1997 1998 1999 2000 1996 1997 1998 1999 2000 1996 1997 1998 1999 2000 Year Year Year

III-15 MTA New York City Transit - Operating Statistics by Mode - Fixed Route Bus and Paratransit

MTA - NYCT 1996 1997 1998 1999 2000 % Change Annualized Bus Actual Actual Actual Actual Actual 99 to 00 % Change Rev. Passengers 487,753,000 540,912,000 626,000,000 666,000,000 699,000,000 4.95% 9.41% Rev. Veh. Miles 85,773,000 86,844,000 90,669,000 94,347,000 98,907,000 4.83% 3.63% Op. Cost $986,026,697 $1,085,686,704 $1,179,833,921 $1,267,923,898 $1,483,054,791 16.97% 10.74% Op. Rev. $555,911,600 $566,786,600 $577,017,600 $623,463,600 $656,119,600 5.24% 4.23% Rev. Pass/Rev. Mile 5.69 6.23 6.90 7.06 7.07 0.12% 5.58% Op. Cost/Rev. Mile $11.50 $12.50 $13.01 $13.44 $14.99 11.57% 6.87% Op. Rev./Op. Cost 56.38% 52.21% 48.91% 49.17% 44.24% -10.03% -5.88%

NYCT Fixed Route NYCT Fixed Route Revenue Passengers Revenue Vehicle Miles 800 104 750 102 700 100 650 98 96 600 94 550 92 Millions 500 Millions 90 450 88 86 400 84 350 82 1996 1997 1998 1999 2000 1996 1997 1998 1999 2000 Year Year

NYCT - Fixed Route Bus NYCT-Fixed Route Bus NYCT - Fixed Route Bus Rev. Passenger per Rev. Vehicle Mile Operating Cost per Mile Operating Rev. to Operating Cost 0.90 8.0 $ 20.00 7.0 $ 17.50 0.75 6.0 $ 15.00 0.60 5.0 $ 12.50 4.0 $ 10.00 0.45 3.0 $ 7.50 0.30 2.0 $ 5.00 1.0 0.15 $ 2.50 0.0 1996 1997 1998 1999 2000 0.00 $ 0.00 1996 1997 1998 1999 2000 Year 1996 1997 1998 1999 2000 Year Year

MTA - NYCT 1996 1997 1998 1999 2000 % Change Annualized Paratransit Actual Actual Actual Actual Actual 99 to 00 % Change Rev. Passengers 575,210 735,083 962,606 1,198,315 1,785,537 49.00% 32.74% Rev. Veh. Miles 3,690,600 6,589,291 9,152,134 11,995,953 18,824,991 56.93% 50.28% Op. Cost $19,642,258 $27,716,833 $29,280,187 $30,931,721 $69,145,293 123.54% 36.98% Pass Rev. $862,815 $1,165,150 $1,519,338 $1,843,435 $2,620,734 42.17% 32.02% Rev. Pass/Rev. Mile 0.16 0.11 0.11 0.10 0.09 -5.05% -11.68% Op. Cost/Rev. Mile $5.32 $4.21 $3.20 $2.58 $3.67 42.45% -8.85% Pass. Rev./Op. Cost 4.39% 4.20% 5.19% 5.96% 3.79% -36.40% -3.62%

NYCT Paratransit NYCT Paratransit Revenue Passengers Revenue Vehicle Miles 2,000 24 1,800 21 1,600 19 1,400 16 1,200 14 1,000 11 Millions

Thousands 800 9 600 6 400 4 200 1 1996 1997 1998 1999 2000 1996 1997 1998 1999 2000 Year Year

NYCT Paratransit NYCT-Paratransit NYCT-Paratransit Operating Cost per Rev. Vehicle Mile Rev. Passenger per Rev. Vehicle Mile Operating Revenue to Operating Cost 10.0 $3.50 $0.90 9.0 $3.00 $0.75 8.0 $2.50 7.0 $0.60 6.0 $2.00 $0.45 5.0 $1.50 4.0 $0.30 $1.00 3.0 $0.15 2.0 $0.50 1.0 $0.00 $0.00 1996 1997 1998 1999 2000 1996 1997 1998 1999 2000 1996 1997 1998 1999 2000 Year Year Year

III-16 MTA NEW YORK CITY TRANSIT STATEN ISLAND RAILWAY 370 Jay Street Brooklyn, NY 11201 (718) 330-4321 Web Site: www.mta.nyc.ny.us

State Legislative Districts: Senate: 10 - 34 Assembly: 23 - 83

Base Fare: $1.50 Last Increase: $ .25 on 11/12/95

MTA Staten Island Railway (SIR) runs 24 hour service between the St. George Ferry Terminal and Tottenville stations. The SIR serves 22 stations running the length of Staten Island and primarily serves the Manhattan commuter market. At the St. George station, customers can make connections with the Staten Island Ferry service.

The Staten Island travel market has become less centered on travel to Manhattan as employment on Staten Island has grown. From 1990 to 2000 Staten percent during the 10 year period. Island employment increased 23.5% compared to the more modest increase in Manhattan employment of A large part of this decline in SIR ridership since 1990 1.68%. Travel within Staten Island, as well as to has been the vast increase in amount and quality of employment locations in New Jersey, has become an service on the NYCT Staten Island Express Bus increasingly significant share of travel. service (see NYCT Section of this report), which offered one seat rides to Lower and Midtown Therefore in spite of the strong 17% population growth Manhattan, compared to two or three seat service via from 1990 to 2000 on Staten Island, ridership on the SIR & the ferry.

Staten Island Railway Staten Island Railway Revenue Passengers Revenue Vehicle Miles 5,500 2,250 5,250 2,200 5,000 2,150 4,750 2,100 4,500 2,050 4,250 2,000

Thousands 4,000 Thousands 1,950 3,750 3,500 1,900 3,250 1,850 3,000 1,800 1996 1997 1998 1999 2000 1996 1997 1998 1999 2000 Year Year

Manhattan-focused SIR has declined by a little over 30

III-17 Staten Island Railway 2000 Characteristics Revenue Passengers 4,088,000 Number of Vehicles 64 Number of Employees 297 Revenue Vehicle Miles 2,030,000 Revenue Vehicle Hours 25,805 Total Operating Revenues 5,003,000 Total Operating Expense 23,866,000 Operating Cost /Rev. Vehicle Mile 11.76 Operating Cost / Rev. Vehicle Hour 924.86 Rev. Passengers / Rev. Vehicle Mile 2.01 Rev. Passengers / Rev. Vehicle Hour 158.42 Total Operating Revenue / Op. Expense 0.21 Operating Cost / Revenue Passenger 5.84 Total Op. Revenue / Revenue Passenger 1.22

Since 1997, ridership on the SIR has stabilized. It has MTA-SIR 1990 2000 % grown, with some variations, from 1997 to 2000. A Service Area Change major factor in stabilizing the ridership has been the introduction of the MetroCard program. It had the Staten Island 378,977 443,728 17.09% effect of reducing the total fares by providing for free Population transfers to other MTA / NYCDOT services in New York City 7,322,564 8,008,278 9.36% Manhattan. (The ride on the Staten Island Ferry has Population been free of charge since July 4, 1997.) Pop. Over 65 953,317 937,857 -1.62% (NYC) Staten Island Railway level of service is tied to the level of service provided by the Staten Island Ferry and Pop. Under 19 1,888,075 2,153,450 14.06% (NYC) since ridership on both the Staten Island Ferry and the Railroad has been declining, over the long term, the Staten Island 71,452 88,243 23.50% level of service has been reduced. SIR vehicle miles Employment of service declined by 5.52% from 1999 to 2000. The Manhattan 2,342,695 2,382,166 1.68% five year trend in service has actually consisted of a Employment very modest increase of 1.3% but over the 10 year SIR Ridership 5,935,440 4,112,820 -30.71% period vehicle miles of service reflects a modest overall reduction of 2.69%. Rev. Miles 2,085,788 2,029,648 -2.69% SIR In 2000 the revenue passengers per revenue vehicle mile, a measure of service effectiveness, went up by 9.64%. This reflects the increase in ridership 12.5% from 1999 to 2000. This increase was due to coinciding with a reduction in service miles. However, the general salary increase of 5% which took effect on over the 5 year period service effectiveness declined by 12/15/99 and another 3% salary increased which took 5.64% as the slight increase in revenue miles effect on 12/15/00 followed by a restructuring of cost. corresponded with a decline in ridership of 4.4%. However, over a five year period SIR’s cost per vehicle mile was a only slightly above inflation for that time From 1999 to 2000 cost per mile, a measure of period. (2.69% versus an inflation rate of 2.35%). efficiency, worsened by rising nearly 16%. Operating costs rose 9.53%, outpacing the rate of reduction in Revenue to cost ratio (operating revenue to operating vehicle miles of 5.52%. Over 81% of the change in cost), a measure of service “economy” has been costs was due to salaries and wages which went up negatively impacted by the fare initiatives of the

III-18 MetroCard program, declining NYC Staten Island Ferry Ridership, and dramatically increased express bus ridership. The cost recovery ratio dropped from 37.21% in 1996, before the MetroCard was implemented, to 20.96% in the year 2000.

The primary reason for the decline in cost recovery ratio is the nature of the fare collection system on SIR. Revenues are collected only at St George. This means that morning inbound riders pay. Outbound afternoon riders also pay upon entering the system at St George, but now, the vast majority of them enter with a free transfer because they have already paid a MetroCard Fare in Manhattan. Also, no fare is collected for local travel on the system (i.e. not to/from St George). Therefore, the decline in the cost recovery ratio despite the ridership stability is a reflection of systemwide policy to collect nearly half the revenue elsewhere in the NYCT system.

III-19 FINANCIAL INFORMATION - MTA: STATEN ISLAND RAILWAY

Sources of Total System 2000 Operating Funds Summary of Total System 2000 Operating Expenses

Fares $4,364,000 Salaries $15,171,000 Local $17,255,000 Fringe $4,180,000 State $2,402,000 Ins. $300,000 Federal $0 Power $1,997,000 Other $639,000 Other $2,218,000 Total $24,660,000 Total $23,866,000

Staten Island Railway Staten Island Railway Operating Revenues & Subsidies Operating Expenses

Other (2.59%) Federal Other (9.29%) State (9.74%) Fares (17.70%) Power (8.37%) Ins. (1.26%)

Fringe (17.51%) Salaries (63.57%)

Local (69.97%)

Financial Trend Analysis over the past five years: Rail Fleet Characteristics over the past five years:

Staten Island Railway Staten Island Railway Operating Revenue and Subsidy Total and Peak Fleet 30 70 25 60 20 15 50

Millions 10 5 40 0 1996 1997 1998 1999 2000 30 Year 20 Total Fleet Peak Fleet TOTAL OPERATING REVENUE TOTAL GOVERNMENT SUBSIDIES 1996 1997 1998 1999 2000

Staten Island Railway: System Total Operating and Performance Statistics

MTA -SIR 1996 1997 1998 1999 2000 % Change Annualized SYSTEM TOTAL Actual Actual Actual Actual Actual 99 to 00 % Change

Rev. Passengers 4,897,000 3,753,000 4,108,000 3,946,242 4,088,000 3.59% -4.41% Rev. Veh. Miles 1,928,000 2,103,000 2,131,000 2,148,491 2,030,000 -5.52% 1.30%

Op. Cost $20,381,000 $19,691,000 $20,641,000 $21,789,000 $23,866,000 9.53% 4.03% Op. Rev. $7,584,000 $6,517,000 $4,607,000 $4,617,000 $5,003,000 8.36% -9.88%

Rev. Pass/Rev. Mile 2.54 1.78 1.93 1.84 2.01 9.64% -5.64% Op. Cost/Rev. Mile $10.57 $9.36 $9.69 $10.14 $11.76 15.93% 2.69% Op. Rev./Op. Cost 37.21% 33.10% 22.32% 21.19% 20.96% -1.07% -13.36%

National CPI 156.90 160.50 163.00 166.60 172.20 3.36% 2.35% NYSMA CPI 166.90 170.80 173.60 177.00 182.50 3.11% 2.26%

Staten Island Railway Staten Island Railway Staten Island Railway Rev. Passenger per Rev. Vehicle Mile Operating Cost per Rev. Vehicle Mile Operating Revene to Operating Cost

5.0 0.90 4.5 $ 12.00 0.75 4.0 $ 10.00 3.5 3.0 $ 8.00 0.60 2.5 0.45 2.0 $ 6.00 1.5 $ 4.00 0.30 1.0 0.5 $ 2.00 0.15 0.0 1996 1997 1998 1999 2000 $ 0.00 0.00 1996 1997 1998 1999 2000 Year 1996 1997 1998 1999 2000 Year Year

III-20 MTA LONG ISLAND RAIL ROAD Jamaica Station Jamaica, NY 11435 (718) 330-4321 Web Site: www.mta.nyc.ny.us/lirr/index.html

State Legislative Districts: Senate: 1 - 22, 25 - 28, 30 Assembly: 1 - 44, 48 - 58, 62 - 67, 70, 73

Base Fare: Distance-based - Average $4.16 Last Increase: 9% (avg.) On 11/12/95

The Long Island Rail Road (LIRR) provides commuter rail service between Nassau and Suffolk counties and New York City, and is the largest commuter rail system in the nation. The LIRR was incorporated in 1834. In 1966, the Metropolitan Transportation Authority (MTA) acquired all of the capital stock of the LIRR from its parent, the Pennsylvania Railroad Company. In February 1980, the LIRR’s Certificate of Incorporation was amended to convert it into a subsidiary public benefit corporation of the MTA.

The LIRR’s 2000 ridership of 85.3 million passengers to 2000. The nature of much of the employment constituted a 3.9 percent increase over 1999 ridership. increase in Manhattan, which included increases in the Over the five year period from 1996 to 2000 ridership high income finance, insurance, and real estate (FIRE) increased at annualized rate of 3.5 percent. Ridership, sector of the economy, resulted in a large increase in in 2000, was the highest it has been since 1949 and travel demand for commute from suburbs, which over the 10 year period ridership is up by 15%. manifests itself as commuter rail ridership increases, including LIRR. So the impact on LIRR ridership is The strong performance of the regional economy and larger than the raw number of population and jobs

MTA-LIRR MTA-LIRR Revenue Passengers Revenue Vehicle Miles 90

88 64

85 62

83 60

80 58 Millions 78 56 Millions

75 54

73 52

70 50 1996 1997 1998 1999 2000 1996 1997 1998 1999 2000 Year Year continued growth in the NY metropolitan area appear would indicate to be the driving factors in ridership growth. This economic strength is also shown in the nearly 5.5 Also contributing to ridership growth is stable level of percent population increase on Long Island from 1990 service coupled with an increase in the quality of

III-21 MTA - Long Island Rail Road MTA-LIRR 1990 2000 % 2000 Characteristics Service Area Change Revenue Passengers 85,340,000 Total 2,575,702 2,718,451 5.54% Number of Pass. Cars in Rail Fleet 1,050 Population Number of Operating Employees 5,468 Revenue Vehicle Miles 56,998,000 Pop. Over 65 318,369 362,488 13.86% Revenue Vehicle Hours 1,809,179 Pop. Under 674,567 754,229 11.81% Total Operating Revenue 379,981,000 19 Total Operating Expense 860,913,000 Operating Expense /Rev. Vehicle Mile 15.10 Employment 1,563,385 1,657,503 6.02% Operating Expense / Rev. Vehicle Hour 475.86 Manhattan 2,342,695 2,382,166 1.68% Rev. Passengers / Rev. Vehicle Mile 1.50 Employment Rev. Passengers / Rev. Vehicle Hour 47.17 LIRR 75,301,828 85,339,521 13.33% Total Operating Revenue / Op. Expense 0.44 Ridership Operating Expense / Revenue Passenger 10.09 Total Op. Revenue / Revenue Passenger 4.45 Rev. Miles 56,671,400 56,998,000 0.58% LIRR MTA Statistical 17A Reporting (ridership & Miles rounded) MTA Statistical Reporting for STOA Payment (not rounded)

service. Revenue miles of service declined by less than (MDBF) rate which increased by 17.3 percent for 1 percent from 1999 to 2000, from 57.4 Million miles LIRR’s entire fleet. from 24,216 miles in 1999 to to 56.9 Million miles and has has remained very 28,405 miles in 2000. stable over the past 10 years increasing at 0.58 percent. Achieving a MDBF performance target of 36,000 miles should be aided by the LIRR’s Fleet Strategy of Service quality has improved as measured by the completing the M-1 overhauls, proceeding with the M- increasing average Mean Distance Between Failure 3 mid-life overhauls and purchasing new M-7 cars.

III-22 The initial purchase of the M-7 cars will be used to (operating revenues to operating costs), a measure of increase the spare ratio to the industry standard of 15 service “economy,” from 42.9 percent in 1999 to 44.14 percent from its current 10.7 percent. percent in 2000. The 5 year trend for this measure is very stable, declining very slightly by .05 percent from The LIRR is nearing the end of its overhaul program 1996 to 2000. for 132 M-1 cars. An overhaul includes replacing nine major systems: HVAC, propulsion, automatic train control, brake equipment, door operators, heat circuit breaker panels, toilet, buffer/train line systems, inverters and new trucks. At the beginning of 2000, the LIRR completed the placing into service of the new C-3 bi-level fleet, which replace the old diesel fleet. The new diesel fleet consists of 134 bi-level coaches, 23 dual-mode locomotives, and 23 diesel locomotives. This new fleet mix allows for a one seat ride into Penn Station from diesel territory, eliminating the need for a transfer at Jamaica Station for those trips.

For 2000 the overall On-Time Performance was 92.7 percent, a modest improvement over the 91 percent achieved in 1999. Qualitatively the LIRR improved the comfort of its cars with an intensified effort to fix onboard climate control systems. 95.1 percent of the fleet during 2000 was in compliance with climate standards.

The stable level of revenue and improved service quality have resulted in revenue passengers per revenue vehicle mile, a measure of service “effectiveness,” improving by 4.64 percent from 1999 to 2000. This strong performance trend held up for the 5-year analysis period as the ratio improved at an annualized rate of 3.25 percent.

In addition to improving service effectiveness, LIRR has been able to contain costs to below inflation. Operating Costs increased by 1.13 percent from 1999 to 2000 and 2.5 percent annualized from 1996 to 2000. Last year’s increase was principally the result of depreciation, and higher salary and fringe benefit costs. These cost increases coupled with the very slight decrease in vehicle miles caused the cost per mile, a measure of service “efficiency” to increase by less than 2 percent from 1999 to 2000. Over the five year period 1996-2000 operating cost per vehicle mile increased at the annualized rate of 2.25 percent, slightly below the annualized inflation rate of 2.35 percent for that time period.

This cost containment, coupled with increasing ridership has led to an improvement in the cover ratio

III-23 FINANCIAL INFORMATION - MTA - LONG ISLAND RAIL ROAD (LIRR)

Sources of Total System 2000 Operating Funds Summary of Total System 2000 Operating Expenses

Fares $354,773,000 Salaries $352,347,000 MTA Subsidy $506,140,000 Fringe $157,364,000 Insurance $10,907,000 Parts $58,869,000 Fuel $44,532,000 Services $36,222,000 Other $200,672,000 Total $860,913,000 Total $860,913,000

MTA-LIRR MTA-LIRR Operating Revenues & Subsidies Operating Expenses

Other (23.31%) Fares (41.21%) Salaries (40.93%) MTA Subsidy (58.79%) Services (4.21%) Fuel (5.17%) Parts (6.84%) Insurance (1.27%) Fringe (18.28%)

Financial Trend Analysis over the past five years: Rail Fleet Characteristics

MTA-LIRR MTA-LIRR Operating Revenue and Subsidy Total, Fixed and Accessible Vehicles

1,000 1200

800 1000

600 800 600

Millions 400 400 200 200 0 1996 1997 1998 1999 2000 0 Year Total Fleet Peak Fleet Accessible Fleet

TOTAL OPERATING REVENUE TOTAL GOVERNMENT SUBSIDIES 1996 1997 1998 1999 2000

LIRR: System Total Operating and Performance Statistics

MTA-LIRR 1996 1997 1998 1999 2000 % Change Annualized System Total Actual Actual Actual Actual Actual 99 to 00 % Change

Rev. Passengers 74,411,000 78,663,000 80,272,000 82,113,322 85,340,000 3.93% 3.49% Rev. Veh. Miles 56,487,000 57,909,000 57,969,000 57,385,000 56,998,000 -0.67% 0.23%

Op. Cost $780,670,000 $709,898,000 $745,040,000 $851,309,000 $860,913,000 1.13% 2.48% Op. Rev. $345,208,000 $349,362,000 $353,677,000 $365,213,000 $379,981,000 4.04% 2.43%

Rev. Pass/Rev. Mile 1.32 1.36 1.38 1.43 1.50 4.64% 3.25% Op. Cost/Rev. Mile $13.82 $12.26 $12.85 $14.84 $15.10 1.81% 2.25% Op. Rev./Op. Cost 44.22% 49.21% 47.47% 42.90% 44.14% 2.88% -0.05%

National CPI 156.90 160.50 163.00 166.60 172.20 3.36% 2.35% NYSMA CPI 166.90 170.80 173.60 177.00 182.50 3.11% 2.26%

MTA-LIRR MTA-LIRR MTA-LIRR Operating Rev. to Operating Cost Rev. Passenger per Rev. Vehicle Mile Operating Cost per Rev. Vehicle Mile $0.90 3.5 $16 3.0 $14 $0.75 2.5 $12 $0.60 $10 2.0 $0.45 $8 1.5 $6 $0.30 1.0 $4 0.5 $0.15 $2 0.0 $0 $0.00 1996 1997 1998 1999 2000 1996 1997 1998 1999 2000 1996 1997 1998 1999 2000 Year Year Year

III-24 MTA METRO-NORTH RAILROAD 347 Madison Avenue - 12th floor New York, New York 10017 (212) 340-3024 Web Site: http://www.mta.nyc.ny.us/mnr/index.html

State Legislative Districts: Senate: 26 - 28, 30 - 41 Assembly: 63, 64, 68, 73 - 99

Base Fare: Distance-based, Average $4.64 Last Increase: 9% (avg.) on 11/12/95

The Metro-North Railroad (MNCR), incorporated as a subsidiary of the Metropolitan Transportation Authority in 1982, provides commuter rail service from the northern suburbs of New York City, terminating in Manhattan at Grand Central Terminal. MNCR provides service on the Harlem and Hudson Lines in Dutchess, Putnam, Westchester and Bronx Counties, the New Haven Line starting in Connecticut and operating through period. This strong ridership performance, to a large Westchester and Bronx Counties. MNCR also extent, reflects the robust regional economy and strong contracts with New Jersey Transit to provide 7.6 percent growth in population, over this past decade service on the Pascack and Port Jervis Lines (1990 to 2000), in the Railroad’s service area. through Rockland and Orange Counties to the Hoboken Terminal. The nature of much of the employment increase in Manhattan, which included increases in the high income In 2000 Metro-North carried a record 71.8 finance, insurance, and real estate (FIRE) sector of the million customers (including totals from economy, resulted in a large increase in travel demand Connecticut). This represents an increase of 4.8 for commute from suburbs, which manifests itself as

MTA - MetroNorth Railroad MTA - MetroNorth Railroad Revenue Passengers Revenue Vehicle Miles 54 74 52 72 50 70 48 68 46 Millions 66 Millions 64 44 62 42 60 40 1995 1996 1997 1998 1999 2000 1995 1996 1997 1998 1999 2000 Year Year

percent over 1999 ridership, a 3.4 percent commuter rail ridership increases, including MNCR. So annualized increase over a 5-year period and the impact on MNCR ridership is larger than the raw over a 25 percent increase over a ten-year number of population and jobs would indicate.

III-25 MTA - Metro North Railroad* MTA-MNCR 1990 2000 % 2000 Characteristics Service Area* Change Revenue Passengers 71,843,000 Total 1,791,391 1,927,474 7.60% Number of Vehicles 927 Population** Number of Employees 5,050 Revenue Vehicle Miles 50,444,000 Pop. Over 222,239 240,839 8.37% Revenue Vehicle Hours 1,287,717 65** Total Operating Revenue 359,853,000 Pop. Under 478,537 553,074 15.58% Total Operating Expense 694,072,000 19** Operating Expense/Rev. Vehicle Mile 13.76 Employment 738,028 762,976 3.38% Operating Expense/Rev. Vehicle Hour 538.99 Rev. Passengers / Rev. Vehicle Mile 1.42 Manhattan 2,342,695 2,382,166 1.68% Rev. Passengers / Rev. Vehicle Hour 55.79 Employment Total Operating Revenue / Op. Expense 0.52 MNCR 40,988,873 51,439,153 25.50% Operating Cost / Revenue Passenger 9.66 Ridership* Total Op. Revenue / Revenue Passenger 5.01 * Includes Connecticut Rev. Miles 28,743,135 39,488,452 37.38% MNCR*

* Excludes Connecticut Statistics ** Excludes Bronx and Manhattan

This level of service is being provided with an electric fleet that includes a large percentage of vehicles (the M-1 Fleet 19% of Fleet total) that are nearly 30 years old. The replacement vehicles (the M-7 cars) are scheduled to enter service beginning in 2005. The Diesel / push pull portion of the fleet (25% of the fleet total), on the other hand, was replaced in the late 1990's. This includes new coaches, and new Genesis dual mode locomotives, the first replacements in 50 years.

As a result of the vehicle maintenance problems, the Mean Distance Between Failures(MDBF) of 54,355 miles, was 17.1% lower than the stated goal of 65,575 miles, but still far ahead of many other comparable commuter rail systems. This is reflected in the very high on time performance measure of 96.7% for calendar year 2000. This outstanding performance statistic reflects Metro-North’s commitment to maintain an infrastructure that is in a relatively good state of repair, Another factor in the ridership increase is the in spite of the fleet age and mechanical problems related improvement in service miles and quality. with new technology. Improved service was added, particularly, in diesel territory, as the new diesel equipment was In addition to providing more service and better quality received. Revenue vehicle miles of service went service, Metro-North has been focusing on improving up by 4.35 percent from 1999 to 2000 and other passenger amenities such as new and/or improved increased at an annualized rate of 3.9 percent station facilities and more customer parking. over the five year period.

III-26 In 2000, Metro-North constructed 760 new 2000 cover ratio (Operating Revenues to Operating costs) spaces and improved 320 spaces at existing to increase by 3.8 percent over 1999 to 51.85 percent. passenger rail stations. In New Rochelle, over Over the five years, however, the cover ratio declined 600 spaces in a commercial garage were made slightly, by less than 1 percent. The decline in cover available to commuters. In Bridgeport, CT a ratio over the five year period is primarily driven by cost new 900-space garage replaced a 750 space increases associated with an increase in service. surface lot. 105 new spaces were created at Mamaroneck, Beacon, Brewster North, Salisbury Mills-Cornwall and additional spaces were created at Purdy station, Wassaic, Tenmile River and Haverstraw.

These service improvements and improved passenger amenities coupled with a strong local economy and population growth have translated into record ridership.

Revenue passengers per revenue vehicle mile, a measure of service “effectiveness,” was essentially unchanged from 1999 to 2000, as passenger increase kept pace with service mile increases. Likewise, for the five-year period 1996 to 2000 the measure was virtually unchanged, declining from 1.45 to 1.42. This means that Metro-north is doing what it can to accommodate the latent demand that still is in the market for commuter rail service.

What is surprising is that this increase in service does not come at a dramatic increase in cost. From 1999 to 2000 operating costs grew at 2.3 percent, well below the national inflation rate of 3.36 percent. Wages and Salaries went up by 4.87 percent and Fringe Benefits went up 7 percent; accounting for 45 percent of the cost increase. An important driver of cost growth is the 4.3 percent increase in vehicle miles of service. The remaining increase in costs were tied to depreciation and other corporate costs.

The rate of increase in cost was exceeded by the rate of increase in vehicle miles of service. Thus the cost per mile, a measure of service “efficiency,” improved by nearly 2 percent from 1999 to 2000. Over five years, the operating cost per mile remained very stable, increasing at less than 1 percent annualized, less than half of the inflation rate during that time period.

Finally, the relatively modest operating cost increases coupled with consistent ridership growth at essentially flat fares have caused the

III-27 FINANCIAL INFORMATION - MTA - METRO NORTH RAILROAD

Sources of Total System 2000 Operating Funds Summary of Total System 2000 Operating Expenses

Fares $333,337,000 Salaries $299,587,000 MTA Subsidy $360,735,000 Fringe $117,913,000 Insurance $15,377,000 Parts $0 Fuel $41,220,000 Services $26,153,000 Other $193,822,000 Total $694,072,000 Total $694,072,000

MTA -MNR MTA MNR Operating Revenues & Subsidies Operating Expenses

Other (27.93%)

Salaries (43.16%) Fares (48.03%) MTA Subsidy (51.97%) Services (3.77%) Fuel (5.94%) Parts (0.00%) Insurance (2.22%) Fringe (16.99%)

Financial Trend Analysis over the past five years: Fleet Characteristics over the past five years:

MTA- MNR MTA - MNR Operating Revenue and Subsidy Total, Peak and Accessible Vehicles

700 1,000 600 500 800 400 300 600 Millions 200 100 400 0 1996 1997 1998 1999 2000 Year 200 0 Total Fleet Peak Fleet ADA Fleet TOTAL OPERATING REVENUE TOTAL GOVERNMENT SUBSIDIES 1996 1997 1998 1999 2000

MNCR: System Total Operating and Performance Statistics

MTA MNR 1996 1997 1998 1999 2000 % Change Annualized System Total Actual Actual Actual Actual Actual 99 to 00 % Change

Rev. Passengers 62,939,000 63,854,000 66,409,000 68,533,000 71,843,000 4.83% 3.36% Rev. Veh. Miles 43,318,000 45,010,000 46,752,000 48,341,000 50,444,000 4.35% 3.88%

Op. Cost $573,997,000 $580,141,000 $608,403,000 $678,624,000 $694,072,000 2.28% 4.86% Op. Rev. $300,422,000 $313,807,000 $327,380,000 $338,840,000 $359,853,000 6.20% 4.62%

Rev. Pass/Rev. Mile 1.45 1.42 1.42 1.42 1.42 0.46% -0.50% Op. Cost/Rev. Mile $13.25 $12.89 $13.01 $14.04 $13.76 -1.99% 0.95% Op. Rev./Op. Cost 52.34% 54.09% 53.81% 49.93% 51.85% 3.84% -0.24%

National CPI 156.90 160.50 163.00 166.60 172.20 3.36% 2.35% NYSMA CPI 166.90 170.80 173.60 177.00 182.50 3.11% 2.26%

MTA-MNR MTA MNR MTA - MNR Operating Rev. to Operating Cost Operating Cost per Rev. Vehicle Mile Rev. Passenger per Rev. Vehicle Mile

$16.00 5.0 0.90 $14.00 4.5 4.0 0.75 $12.00 3.5 0.60 $10.00 3.0 $8.00 2.5 0.45 2.0 $6.00 0.30 1.5 $4.00 1.0 0.15 $2.00 0.5 0.00 $0.00 0.0 1996 1997 1998 1999 2000 1996 1997 1998 1999 2000 1996 1997 1998 1999 2000 Year Year Year

III-28 NEW YORK CITY DEPARTMENT OF TRANSPORTATION Passenger Transport Division Battery Maritime Bldg, Third Floor New York, NY 10004 (212) 487-8300 Web Site: http://www.ci.nyc.ny.us/html/dot/home.html

State Legislative Districts: Senate: 7, 9 - 23, 25 - 34 Assembly: 16, 17, 20 - 58, 62 - 83

The New York City Department of Transportation (NYCDOT) sponsors seven private transit operators within New York City: Command Bus, Green Bus Lines, Jamaica Buses, Queens Surface, Triboro Coach, Liberty Lines Express, and New York Bus Tours.

The NYCDOT system is comprised of 1,291 buses, more than 1/4 the size of the MTA NYC Transit bus fleet, and constitutes the 9th largest fleet and the largest privately operated fleet in the nation.

Five of these operators provide local and express service, while two provide exclusively express service. Together, there are 35 express and 47 local routes. Liberty Lines and New York Bus Tours provide express services from the Bronx to Manhattan. Green Bus 2000 was another very successful year for the Lines, Jamaica Buses, Queens Surface and Triboro NYCDOT sponsored public transit system due to Coach provide local service in Queens and express continuing growth of city economy in most important service from Queens to Manhattan. Command Bus areas: financial services, media and tourism. Total provides local service in Brooklyn and express service employment surpassed 3.8 million for the first time from Brooklyn to Manhattan. A number of the Queens since 1969 and unemployment fell to 5.2 percent. local services also extend to adjacent boroughs, i.e. Ridership on the New York City sponsored private bus

NYCDOT - Sponsored Services NYCDOT - Sponsored Services Revenue Passengers Revenue Vehicle Miles 120 29 115 28 110 27 105 100 26 95 25 Millions Millions 90 24 85 23 80 75 22 1996 1997 1998 1999 2000 1996 1997 1998 1999 2000 Year Year

Queens Surface to the Bronx and Manhattan, Jamaica companies increased 6.7 percent in 2000 over 1999. to Nassau, and Green Bus Lines to Brooklyn and Over five year period, from 1996 to 2000, ridership Manhattan. increased from 82 million in 1996 to 110.6 million in 2000, 7.8 percent annualized growth rate, and 35 percent growth overall. The largest ridership gains

III-29 NYCDOT BUS Green Jamaica Command Liberty NY Bus Queens Triboro Total 2000 Characteristics Bus Lines Bus Bus Lines Tours Surface Coach Revenue Passengers 34,933,437 11,044,839 3,170,849 2,974,187 3,943,879 28,079,213 26,460,393 110,606,797 Number of Vehicles 235 103 133 86 137 337 260 1,291 Number of Employees 657 252 260 228 295 832 547 3,071 Revenue Vehicle Miles 5,631,659 1,992,046 2,763,282 2,534,629 3,303,422 6,956,792 4,148,199 27,330,029 Revenue Vehicle Hours 615,808 205,705 217,421 194,549 244,722 674,065 461,580 2,613,850 Total Operating Revenue 33,396,046 10,914,464 6,729,137 8,340,285 10,995,445 30,550,262 27,055,875 127,981,514 Total Operating Expense 57,603,765 25,289,458 20,321,282 18,904,939 24,629,149 76,105,922 48,426,595 271,281,110 Operating Expense /Rev. Vehicle Mile 10.23 12.70 7.35 7.46 7.46 10.94 11.67 9.93 Operating Expense / Rev. Vehicle Hour 93.54 122.94 93.47 97.17 100.64 112.91 104.91 103.79 Rev. Passengers / Rev. Vehicle Mile 6.20 5.54 1.15 1.17 1.19 4.04 6.38 4.05 Rev. Passengers / Rev. Vehicle Hour 56.73 53.69 14.58 15.29 16.12 41.66 57.33 42.32 Total Operating Revenue / Op. Expense 0.58 0.43 0.33 0.44 0.45 0.40 0.56 0.47 Operating Expense / Revenue Passenger 1.65 2.29 6.41 6.36 6.24 2.71 1.83 2.45 Total Op. Revenue / Revenue Passenger 0.96 0.99 2.12 2.80 2.79 1.09 1.02 1.16

were among the NYCDOT operations in Queens. partially offset growth in passenger revenue, limiting The major reasons for this remarkable and record total operating revenue growth to 5.9 percent in year breaking increase in ridership are: 2000. For two year period operating revenue increased by 12 percent .

• N ew York City population increased by 9.4 percent, reaching 8 million population for the Over five year period, revenue vehicle miles have first time in its history. Much of the increase increased in every year, from 24.1 million in 1996 to was comprised of immigrant groups, whose 27.3 million in 2000 , a 3.2 percent annualized growth employment and other travel is heavily rate. This service increase was needed to dependent on transit. Queens population, accommodate the ridership increase over this period. where most of the NYCDOT service is located grew almost 15 percent, rising to over 2.2 The total NYCDOT private carrier bus fleet increased million. from 1,134 in 1997 to 1,291 in 2000. This increase in • Employment grew more than 3 percent; but fleet size was necessary to accommodate the large that masks an early decade decline and a ridership increases. This was accomplished by larger late decade increase, paralleling the maintaining the fleet replacement and delaying transit ridership growth. retirement of older buses. A total 595 buses, 46.1 • Successful implementation of MetroCard Gold percent of the total fleet, are over-age (older 12 years). “One City- One Fare” Policy and fare Three operators Jamaica Buses, Liberty Lines Express, initiatives together with MTA-NYCT. This and New York Bus Tours have total average age of policy provided fare discounts, universal free bus fleet older than 12 years. To meet ADA transfer, and other fare initiatives described in requirements 934 buses, 72 percent, are equipped with Chapter V on Mobility and Innovation in NY wheelchair lifts. State Public Transportation. New York City has committed to promoting alternative Passenger revenue declined in 1997 and 1998, as fuel buses and current fleet contains 353 Compressed expected, because the fare initiatives discounted fares Natural Gas (CNG) vehicles, 27 percent of the fleet. even as ridership increased. Subsequently, in 1999 & NYCDOT completed construction of new CNG bus 2000, as no new discounts were introduced, but garage facilities for Command buses in Southeast riderhip gains continued at lower rate, passenger Brooklyn and for Queens Surface in College Point revenue solidly increased for the second straight year by Queens. 16.7 percent from $98.9M in 1999 to $115.4M in 2000. Overall passenger revenue increased by 25.7 percent in In terms of system performance, systemwide costs these two years. increased 6.31 percent from 1999 to 2000. Operating costs from 1996-2000 increased 21.8 percent, about 5 However the decrease in special reimbursement by 42.9 percent per year. Contributing to these expense percent and charter/contract revenue by 41.9 percent increases were unusually large increases in the last

III-30 NYCDOT 1990 2000 % Service Area Change

NYC Population 7,322,564 8,008,278 9.36%

Bronx Population 1,203,789 1,332,650 10.70%

Kings Population 2,300,664 2,465,326 7.16%

Manhattan 1,487,536 1,537,195 3.34% Population

Queens 1,951,598 2,229,379 14.23% Population

Staten Island 378,977 443,728 17.09% Population

Pop. Over 65 953,317 937,857 -1.62%

Pop. Under 19 1,888,075 2,153,450 14.06%

Employment 3,492,208 3,605,978 3.26%

Command/Jamaic 51,940,382 75,609,518 45.57% year for fuel and utilities, and lease and rental costs. a/ Triboro Coach/ Fuel costs went up 40.6 percent and utilities up 29.5 Green Bus percent, lease and rentals was up 21.4 percent from Ridership 1999 to 2000. This parallels increases in these categories incurred by all transit systems. Liberty Lines 3,333,989 2,974,187 -10.79% Ridership

The increase in cost is substantially a result of an New York Bus 3,278,205 3,943,879 20.31% increase in service. The increases in costs, coupled with Tours Ridership the increases in service caused the cost per mile to go up 3.2 percent from 1999 to 2000. However, over a five Queens Surface 21,445,639 28,079,213 30.93% year period, cost per mile increased at a rate of 1.79 Ridership percent, less than the annualized inflation rate for that Rev. Miles 13,803,737 14,535,186 5.30% time period. This indicates costs that are generally Command/ under control, and account mostly for service increases. Jamaica/Triboro Coach/Green Bus The revenue passenger to revenue vehicle mile ratio increased by 3.6 percent from 1999 to 2000. Over the Rev. Miles 3,025,235 2,534,629 -16.22% past 5 years, the ratio increased at an annualized rate of Liberty Lines 4.4 percent. This is an indication of system efficiency, Rev. Miles 3,079,657 3,303,422 7.27% as ridership grew faster than service expansion. There New York Bus were substantial ridership gains in off-peak periods, Tours such as mid-day, weekends, etc., where sufficient capacity was available to accommodate these new riders. At other times, particularly in peak periods, service often operates at peak capacity. Under agreement with MTA-NYCT, NYCDOT’s The combination of the fare discounts and cost increases obligation to provide paratransit service is met by caused the “cover ratio”, (revenue to cost ratio) to MTA’s Access-A-Ride Service. No paratransit service decrease at an annualized rate of 2.79 percent from is provided by NYCDOT, although NYC supports 1996 to 2000. However in year 2000 the ratio declined MTA’s service financially. only 0.2 percent from 47.4 percent in 1999 to 47.2 percent in 2000.

III-31 FINANCIAL INFORMATION - NYCDOT SPONSORED PRIVATE OPERATORS

Sources of Total System 2000 Operating Funds Summary of Total System 2000 Operating Expenses

Fares $127,981,514 Salaries $132,594,768 Local $87,277,325 Fringe $74,212,782 State $56,022,271 Ins $7,434,257 Federal $0 Fuel $9,286,148 Other $0 Other $47,753,155 Total $271,281,110 Total $271,281,110

NYCDOT NYCDOT Operating Revenues & Subsidies Operating Expenses

Other (0.00%) Federal (0.00%) State (20.65%) Other (17.60%)

Fuel (3.42%) Ins (2.74%) Fares (47.18%) Salaries (48.88%)

Local (32.17%) Fringe (27.36%)

Financial Trend Analysis over the past five years: Fleet Characteristics over the past five years:

NYCDOT NYCDOT Operating Revenue and Subsidy Total, Peak and Accessible Vehicles 300 1400 250 1200 200 1000 150 800

Millions 100 600 50 400 0 1996 1997 1998 1999 2000 200 Year 0 Total Fleet Peak Fleet Accessible

TOTAL GOVERNMENT SUBSIDIES TOTAL OPERATING REVENUE 1996 1997 1998 1999 2000

NYCDOT Sponsored Private Bus Operators - Operations and Performance Statistics - System Total

NYCDOT 1996 1997 1998 1999 2000 % Change Annualized Operations Actual Actual Actual Actual Actual 99 to 00 % Change Rev. Passengers 82,005,245 87,129,607 95,641,528 103,682,203 110,606,797 6.68% 7.77% Rev. Veh. Miles 24,084,197 24,577,043 25,619,324 26,531,810 27,330,029 3.01% 3.21%

Op. Cost $222,709,704 $232,906,915 $238,963,678 $255,170,828 $271,281,110 6.31% 5.06% Op. Rev. $118,066,142 $118,124,321 $114,225,701 $120,847,377 $127,981,514 5.90% 2.04%

Rev. Pass/Rev. Mile 3.40 3.55 3.73 3.91 4.05 3.56% 4.41% Op. Cost/Rev. Mile $9.25 $9.48 $9.33 $9.62 $9.93 3.21% 1.79% Op. Rev./Op. Cost 53.01% 50.72% 47.80% 47.36% 47.18% -0.39% -2.87%

National CPI 156.90 160.50 163.00 166.60 172.20 3.36% 2.35% NYSMA CPI 166.90 170.80 173.60 177.00 182.50 3.11% 2.26%

NYCDOT-Total Operations NYCDOT-Total Operations NYCDOT-Total Operations Rev. Passenger per Rev. Vehicle Mile Operating Cost per Rev. Vehicle Mile Operating Rev. to Operating Cost 5.0 $ 11.00 4.5 $ 10.00 0.90 4.0 $ 9.00 0.75 3.5 $ 8.00 3.0 $ 7.00 0.60 2.5 $ 6.00 0.45 2.0 $ 5.00 1.5 $ 4.00 0.30 1.0 $ 3.00 0.15 0.5 $ 2.00 0.0 $ 1.00 0.00 1996 1997 1998 1999 2000 1996 1997 1998 1999 2000 1996 1997 1998 1999 2000 Year Year Year III-32 NYCDOT Sponsored Transit Services - Operating and Performance Statistics by Operaor - Green and Jamaica Bus Lines

Green 1996 1997 1998 1999 2000 % Change Annualized Bus Lines Actual Actual Actual Actual Actual 99 to 00 % Change Rev. Passengers 28,658,132 29,262,860 31,440,210 33,567,174 34,933,437 4.07% 5.07% Rev. Veh. Miles 4,805,342 4,940,210 5,430,250 5,574,296 5,631,659 1.03% 4.05% Op. Cost $47,007,602 $50,214,676 $51,720,822 $54,710,432 $57,603,765 5.29% 5.21% Op. Rev. $29,776,490 $29,283,358 $29,751,364 $31,769,078 $33,396,046 5.12% 2.91% Rev. Pass/Rev. Mile 5.96 5.92 5.79 6.02 6.20 3.01% 0.99% Op Cost/Rev. Mile $9.78 $10.16 $9.52 $9.81 $10.23 4.22% 1.12% Op. Rev./Op. Cost 63.34% 58.32% 57.52% 58.07% 57.98% -0.16% -2.19%

NYCDOT-Green Bus Lines NYCDOT-Green Bus Lines Revenue Passengers Revenue Vehicle Miles

39 6,400 37 6,100 35 5,800 33 5,500 5,200

Millions 31

Thousands 4,900 29 4,600 27 4,300 25 4,000 1996 1997 1998 1999 2000 1996 1997 1998 1999 2000 Year Year

NYCDOT-Green Bus Lines NYCDOT-Green Bus Lines NYCDOT-Green Bus Lines Rev. Passenger per Rev. Vehicle Mile Operating Cost per Rev. Vehicle Mile Operating Rev. to Operating Cost 7.0 $11.00 0.90 6.0 $10.00 $9.00 0.75 5.0 $8.00 $7.00 0.60 4.0 $6.00 0.45 $5.00 3.0 $4.00 0.30 2.0 $3.00 0.15 $2.00 1.0 $1.00 0.00 1996 1997 1998 1999 2000 1996 1997 1998 1999 2000 1996 1997 1998 1999 2000 Year Year Year

Jamaica 1996 1997 1998 1999 2000 % Change Annualized Bus Lines Actual Actual Actual Actual Actual 99 to 00 % Change Rev. Passengers 7,486,331 8,454,998 9,657,111 10,210,889 11,044,839 8.17% 10.21% Rev. Veh. Miles 1,830,981 1,965,204 1,998,650 1,997,418 1,992,046 -0.27% 2.13% Op. Cost $21,393,266 $22,206,563 $22,501,732 $24,048,462 $25,289,458 5.16% 4.27% Op. Rev. $9,107,289 $9,330,140 $9,585,512 $10,012,855 $10,914,464 9.00% 4.63% Rev. Pass/Rev. Mile 4.09 4.30 4.83 5.11 5.54 8.46% 7.91% Op.Cost/Rev. Mile $11.68 $11.30 $11.26 $12.04 $12.70 5.44% 2.10% Op. Rev./Op. Cost 42.57% 42.02% 42.60% 41.64% 43.16% 3.66% 0.34%

NYCDOT-Jamaica Bus Lines NYCDOT-Jamaica Bus Lines Revenue Passengers Revenue Vehicle Miles

14 2,400 13 2,250 11 2,100 10 1,950 Millions

8 Thousands 1,800 7 1,650 5 1,500 1996 1997 1998 1999 2000 1996 1997 1998 1999 2000 Year Year

NYCDOT-Jamaica Bus Lines NYCDOT-Jamaica Bus Lines NYCDOT-Jamaica Bus Lines Rev. Passenger per Rev. Vehicle Mile Operating Cost per Rev. Vehicle Mile Operating Rev. to Operating Cost 7.0 $13.00 0.90 6.0 $11.00 0.75 5.0 $9.00 . 0.60 4.0 $7.00 0.45 3.0 $5.00 0.30 2.0 $3.00 0.15 1.0 $1.00 0.00 1996 1997 1998 1999 2000 1996 1997 1998 1999 2000 1996 1997 1998 1999 2000 Year Year Year

III-33 NYCDOT Sponsored Transit Services - Operating and Performance Statistics by Operator

Queens 1996 1997 1998 1999 2000 % Change Annualized Surface Actual Actual Actual Actual Actual 99 to 00 % Change Rev. Passengers 22,299,234 24,017,022 25,014,781 26,509,760 28,079,213 5.92% 5.93% Rev. Veh. Miles 6,145,051 6,303,858 6,440,358 6,542,592 6,956,792 6.33% 3.15% Op. Cost $62,556,087 $66,415,363 $66,684,203 $71,234,948 $76,105,922 6.84% 5.02% Op. Rev. $31,434,870 $31,204,752 $28,829,852 $29,248,637 $30,550,262 4.45% -0.71% Rev. Pass/Rev. Mile 3.63 3.81 3.88 4.05 4.04 -0.39% 2.70% Op. Cost/Rev. Mile $10.18 $10.54 $10.35 $10.89 $10.94 0.48% 1.82% Op. Rev./Op. Cost 50.25% 46.98% 43.23% 41.06% 40.14% -2.23% -5.46%

NYCDOT-Queens Surface NYCDOT-Queens Surface Revenue Passengers Revenue Vehicle Miles 35 7,800 33 7,400 30 28 7,000 25 6,600

Millions 23 6,200 Thousands 20 5,800 18 5,400 15 5,000 1996 1997 1998 1999 2000 1996 1997 1998 1999 2000 Year Year

NYCDOT-Queens Surface NYCDOT-Queens Surface NYCDOT-Queens Surface Rev. Passenger per Rev. Vehicle Mile Operating Cost per Rev. Vehicle Mile Operating Rev. to Operating Cost 5.0 $12.00 4.5 $11.00 0.90 4.0 $10.00 0.75 3.5 $9.00 3.0 $8.00 0.60 $7.00 2.5 $6.00 0.45 2.0 $5.00 1.5 $4.00 0.30 1.0 $3.00 0.15 0.5 $2.00 0.0 $1.00 0.00 1996 1997 1998 1999 2000 1996 1997 1998 1999 2000 1996 1997 1998 1999 2000 Year Year Year

Command 1996 1997 1998 1999 2000 % Change Annualized Bus Lines Actual Actual Actual Actual Actual 99 to 00 % Change Rev. Passengers 2,396,183 2,371,790 2,721,898 2,974,134 3,170,849 6.61% 7.25% Rev. Veh. Miles 2,740,517 2,705,290 2,698,553 2,746,852 2,763,282 0.60% 0.21% Op. Cost $18,444,444 $19,014,977 $19,637,287 $19,678,329 $20,321,282 3.27% 2.45% Op. Rev. $6,965,588 $6,770,367 $6,248,121 $6,453,238 $6,729,137 4.28% -0.86% Rev. Pass/Rev. Mile 0.87 0.88 1.01 1.08 1.15 5.98% 7.03% Op. Cost/Rev. Mile $6.73 $7.03 $7.28 $7.16 $7.35 2.65% 2.24% Op. Rev./Op. Cost 37.77% 35.61% 31.82% 32.79% 33.11% 0.98% -3.23%

NYCDOT-Command Bus Lines NYCDOT-Command Bus Lines Revenue Passengers Revenue Vehicle Miles 4,000 3,750 2,900 3,500 2,750 3,250 3,000 2,600 2,750 2,450 2,500 Thousands Thousands 2,250 2,300 2,000 2,150 1,750 1,500 2,000 1996 1997 1998 1999 2000 1996 1997 1998 1999 2000 Year Year

NYCDOT-Command Bus Lines NYCDOT-Command Bus Lines NYCDOT-Command Bus Lines Rev. Passenger per Rev. Vehicle Mile Operating Cost per Rev. Vehicle Mile Operating Rev. to Operating Cost 5.0 $10.00 4.5 $9.00 4.0 0.90 $8.00 3.5 0.75 3.0 $7.00 2.5 $6.00 0.60 $5.00 2.0 0.45 1.5 $4.00 1.0 $3.00 0.30 0.5 $2.00 0.15 0.0 $1.00 1996 1997 1998 1999 2000 $0.00 0.00 Year 1996 1997 1998 1999 2000 1996 1997 1998 1999 2000 Year Year

III-34 NYCDOT Sponsored Transit Services - Operating and Performance Statistics by Operator

Liberty 1996 1997 1998 1999 2000 % Change Annualized Lines Actual Actual Actual Actual Actual 99 to 00 % Change Rev. Passengers 2,368,391 2,407,798 2,802,432 3,020,444 2,974,187 -1.53% 5.86% Rev. Veh. Miles 2,435,300 2,436,846 2,466,101 2,515,797 2,534,629 0.75% 1.00% Op. Cost $15,858,812 $16,029,098 $17,019,329 $18,674,274 $18,904,939 1.24% 4.49% Op. Rev. $8,977,450 $9,277,481 $8,376,256 $8,517,364 $8,340,285 -2.08% -1.82% Rev. Pass/Rev. Mile 0.97 0.99 1.14 1.20 1.17 -2.26% 4.81% Op.Cost/Rev. Mile $6.51 $6.58 $6.90 $7.42 $7.46 0.48% 3.45% Op. Rev./Op. Cost 56.61% 57.88% 49.22% 45.61% 44.12% -3.27% -6.04%

NYCDOT-Liberty Lines NYCDOT-Liberty Lines Revenue Passengers Revenue Vehicle Miles

3,500 2,700 3,250 2,600 3,000 2,500 2,750 2,400 2,300 Thousands 2,500 Thousands 2,200 2,250 2,100 2,000 1996 1997 1998 1999 2000 2,000 1996 1997 1998 1999 2000 Year Year

NYCDOT-Liberty Lines NYCDOT-Liberty Lines NYCDOT-Liberty Lines Rev. Passenger per Rev. Vehicle Mile Operating Cost per Rev. Vehicle Mile Operating Rev. to Operating Cost 5.0 $10.00 4.5 $9.00 0.90 4.0 3.5 $8.00 0.75 3.0 $7.00 0.60 2.5 $6.00 2.0 $5.00 0.45 1.5 $4.00 0.30 1.0 $3.00 0.5 $2.00 0.15 0.0 1996 1997 1998 1999 2000 $1.00 0.00 Year 1996 1997 1998 1999 2000 1996 1997 1998 1999 2000 Year Year

Triboro 1996 1997 1998 1999 2000 % Change Annualized Coach Actual Actual Actual Actual Actual 99 to 00 % Change Rev. Passengers 15,936,268 17,666,139 20,752,535 23,559,999 26,460,393 12.31% 13.51% Rev. Veh. Miles 3,478,871 3,533,294 3,673,511 4,054,258 4,148,199 2.32% 4.50% Op. Cost $37,813,675 $38,462,815 $39,859,517 $44,104,584 $48,426,595 9.80% 6.38% Op. Rev. $20,993,588 $21,103,269 $21,333,530 $23,638,351 $27,055,875 14.46% 6.55% Rev. Pass/Rev. Mile 4.58 5.00 5.65 5.81 6.38 9.77% 8.63% Op. Cost/Rev. Mile $10.87 $10.89 $10.85 $10.88 $11.67 7.31% 1.80% Op. Rev./Op. Cost 55.52% 54.87% 53.52% 53.60% 55.87% 4.24% 0.16%

NYCDOT-Triboro Coach NYCDOT-Triboro Coach Revenue Passengers Revenue Vehicle Miles

34 4,500 31 4,250 29 26 4,000 24 3,750 21 Millions

19 Thousands 3,500 16 14 3,250 11 3,000 1996 1997 1998 1999 2000 1996 1997 1998 1999 2000 Year Year

NYCDOT-Triboro Coach NYCDOT-Triboro Coach NYCDOT-Triboro Coach Rev. Passenger per Rev. Vehicle Mile Operating Cost per Rev. Vehicle Mile Operating Rev. to Operating Cost 10.0 $12.00 9.0 $11.00 0.90 8.0 $10.00 0.75 7.0 $9.00 $8.00 0.60 6.0 $7.00 5.0 $6.00 0.45 4.0 $5.00 3.0 $4.00 0.30 2.0 $3.00 0.15 $2.00 1.0 1996 1997 1998 1999 2000 $1.00 0.00 1996 1997 1998 1999 2000 1996 1997 1998 1999 2000 Year Year Year

III-35 NYCDOT Sponsored Transit Services - Operating and Performance Statistics by Operator - New York Bus Tours

NY Bus 1996 1997 1998 1999 2000 % Change Annualized Tours Actual Actual Actual Actual Actual 99 to 00 % Change Rev. Passengers 2,860,706 2,949,000 3,252,561 3,839,803 3,943,879 2.71% 8.36% Rev. Veh. Miles 2,648,135 2,692,341 2,911,901 3,100,597 3,303,422 6.54% 5.68% Op. Cost $19,635,818 $20,563,423 $21,540,788 $22,719,799 $24,629,149 8.40% 5.83% Op. Rev. $10,810,867 $11,154,954 $10,101,066 $11,207,854 $10,995,445 -1.90% 0.42% Rev. Pass/Rev. Mile 1.08 1.10 1.12 1.24 1.19 -3.60% 2.53% Op. Cost/Rev. Mile $7.41 $7.64 $7.40 $7.33 $7.46 1.75% 0.14% Op. Rev./Op. Cost 55.06% 54.25% 46.89% 49.33% 44.64% -9.50% -5.11%

NYCDOT-NY Bus Tours NYCDOT-NY Bus Tours Revenue Passengers Revenue Vehicle Miles

4,400 4,100 3,750 3,800 3,400 3,500 3,050 3,200 Thousands

Thousands 2,900 2,700 2,600 2,350 2,300 2,000 2,000 1996 1997 1998 1999 2000 1996 1997 1998 1999 2000 Year Year

NYCDOT-NY Bus Tours NYCDOT-NY Bus Tours NYCDOT-NY Bus Tours Rev. Passenger per Rev. Vehicle Mile Operating Cost per Rev. Vehicle Mile Operating Rev. to Operating Cost 5.0 $10.00 4.5 $9.00 0.90 4.0 $8.00 3.5 0.75 $7.00 3.0 0.60 2.5 $6.00 2.0 $5.00 0.45 $4.00 1.5 0.30 1.0 $3.00 0.5 $2.00 0.15 0.0 1996 1997 1998 1999 2000 $1.00 0.00 1996 1997 1998 1999 2000 1996 1997 1998 1999 2000 Year Year Year

III-36 STATEN ISLAND FERRY New York City DOT 1 Bay Street Staten Island, NY 10301 (718) 876-5255 Web Site: http://www.ci.nyc.ny.us/html/dot/home.html

State Legislative Districts: Senate: 23-25 Assembly: 59-62

Base Fare: Free for walk on passengers

The New York City Department of Transportation (NYCDOT) operates the Staten Island Ferry that runs service 24 hours a day 7 days a week between Manhattan and Staten Island. The budget of the Staten Island Ferry is on a City Fiscal Year (CFY) which runs from July 1 to June 30. Effective July 4, 1997 the fare was eliminated for walk on passengers. This had the net effect of making the ferry service free for all people making a crossing without a vehicle. The fare revenues shown are for those people who make the crossing with but from a small base. Employment increased by their vehicle, commercial advertisements and 24%. Unemployment in Richmond county was only concessions. 4.2%, below the 5.2% city average.

The Staten Island Ferry, which carries 65,000 daily From 1990 to 2000, ridership dropped 15.5%, from passengers, is the largest ferry system in the world (by 22.9 million, to 18.5 million. Part of this period number of daily passengers on a single route). It parallels an economic recession. Throughout this connects 15 bus routes, and the Staten Island Railway, period, many riders chose to use the improving in Staten Island, with Manhattan and its vast array of express bus services, which afforded one seat rides public transit at South Ferry. Its vessels, which sail from close to home to their destinations in every fifteen minutes in peak periods, carry up to 6000 Manhattan, rather than the three seat ride involving riders (Kennedy class boats). the Ferry. From 1996 to 1998, ferry ridership

Staten Island Ferry Staten Island Ferry Revenue Passengers Revenue Vehicle Miles 21 250

20 225

19 200

18 175 Millions 17 Thousands 150

16 125

15 100 1996 1997 1998 1999 2000 1996 1997 1998 1999 2000 Year Year

rebounded, as the fare was eliminated and MetroCard The 1990's was a period of strong growth for Staten offered one-fare travel to virtually any point in the Island. Population grew by 17%, the largest of any boro, city. Ridership again began to fall beginning in 1998,

III-37 Staten Island Ferry Ferry Boat 2000 Characteristics Revenue Passengers 18,039,511 Number of Vehicles 7 Number of Employees 0 Revenue Vehicle Miles 172,474 Revenue Vehicle Hours 16,584 Total Operating Revenue 2,466,958 Total Operating Expense 45,269,818 Operating Expense /Rev. Vehicle Mile 262.47 Operating Expense / Rev. Vehicle Hour 2,729.73 Rev. Passengers / Rev. Vehicle Mile 104.59 Rev. Passengers / Rev. Vehicle Hour 1,087.77 Total Operating Revenue / Op. Expense 0.05 Operating Expense / Revenue Passenger 2.51 Total Op. Revenue / Revenue Passenger 0.14 Ridership and Miles reported for City Fiscal Year as new luxury express buses were introduced, and NYCDOT 1990 2000 % express bus fares were reduced to $3.00. Staten Island Staten Island Change Ferry Service Ferry showed a drop in ridership 5.06% between CFY Area 99/00 (CFY 00) and CFY 00/01 (CFY01). Staten Island 378,977 443,728 17.09% Population Other causes of ridership decline include increased employment opportunities on the island, and increased New York City 7,322,564 8,008,278 9.36% reverse commute to New Jersey. Population Pop. Over 65 953,317 937,857 -1.62% During the decade, service levels were very stable. (NYC) Despite modest declines in ridership, the number of Pop. Under 19 1,888,075 2,153,450 14.06% passengers riding these large capacity vessels continues (NYC) to warrant the service levels of up to four vessels per hour. Employment 71,452 88,243 23.50% Manhattan 2,342,695 2,382,166 1.68% Ferry operating costs increased 4.78% between in CFY Employment 00, somewhat less than the average 5-year annualized Staten Island 21,895,913 18,501,051 -15.50% rate of 7.32%. The biggest reasons for this climb are an Ferry escalated cost of fringe benefits, increase in Ridership expenditures in other salary and wages, and fuel Cost. Rev. Miles 162,748 164,385 1.01% Other Salaries and Wages increased by 26.45%, other Staten Island materials and supplies increased by 10.17% and finally, Ferry miscellaneous expenses increased by 18.84% The large increase in Other Salaries And Wages represented a Ridership and Miles reported for Calendar Year Union agreement which required retroactive back pay by the city. Fringe benefits increase tied to the union agreement as well. in CY01. Charter/Contract revenue increased by 33.36% due to the growth in the business of renting Cost increases, coupled with a slight decrease in vessel out the Ferry Boats for commercial use such as movie miles caused the cost per mile ratio to increase 5.23% production. This caused operating revenues to in CFY 01, a rate comparable to the five year decrease 5.96 % in CFY 01. annualized increase of 5.33% annualized The Increase in operating expenses and decrease in Passenger Revenue, from car/truck use of the ferry, operating revenues reduced the cover ratio by 10.21 dropped 2.4% and non-user revenue dropped by 10.45% % in CFY01, to 5.45%. This is apparently low value,

III-38 must be considered in relation to a policy decision to integrate fare in the Staten Island area with the MetroCard system.

The City is about to embark on a huge investment program in the Staten Island Ferry infrastructure, comprised of $120 million (total) for three new ferries to replace the Kennedy Class vessels, $185 million for a new Whitehall Terminal at South Ferry Manhattan, and $85 for a rehabilitation of the St George Terminal in Staten Island.

III-39 FINANCIAL INFORMATION - STATEN ISLAND FERRY

Sources of Total System 2000 Operating Funds Summary of Total System 2000 Operating Expenses

Fares $1,048,643 Salaries $30,299,719 Local $26,648,858 Fringe $7,877,927 State $16,154,000 Insurance $0 Federal $0 Fuel $3,187,705 Other $1,418,315 Other $3,904,467 Total $45,269,816 Total $45,269,818

Staten Island Ferry Staten Island Ferry Operating Revenues & Subsidies Operating Expenses

Other (3.13%) Federal (0.00%) Fares (2.32%) Other (8.62%) Fuel (7.04%) Insurance (0.00%)

State (35.68%) Fringe (17.40%)

Local (58.87%) Salaries (66.93%)

Financial Trend Analysis over the past five years: Fleet Characteristics over the past five years:

Staten Island Ferry Staten Island Ferry Operating Revenue and Subsidy Total, Peak and Accessible Vehicles 50 10 9 40 8 30 7 6 20 5 Millions 4 10 3 2 0 1 1996 1997 1998 1999 2000 0 Year Total Fleet Peak Fleet Accessible

TOTAL OPERATING REVENUE TOTAL GOVERNMENT SUBSIDIES 1996 1997 1998 1999 2000

Staten Island Ferry - Operations and Performance Statistics

Staten Isl Ferry 1996 1997 1998 1999 2000 % Change Annualized Operations Actual Actual Actual Actual Actual 99 to 00 % Change

Rev. Passengers 16,855,723 19,263,674 19,851,000 19,000,298 18,039,511 -5.06% 1.71% Rev. Veh. Miles 160,026 158,873 171,309 173,212 172,474 -0.43% 1.89%

Op. Cost $34,122,643 $36,873,625 $39,302,167 $43,204,392 $45,269,818 4.78% 7.32% Op. Rev. $6,620,300 $2,380,278 $2,471,543 $2,623,434 $2,466,958 -5.96% -21.87%

Rev. Pass/Rev. Mile 105.33 121.25 115.88 109.69 104.59 -4.65% -0.18% Op. Cost/Rev. Mile $213.23 $232.09 $229.42 $249.43 $262.47 5.23% 5.33% Op. Rev./Op. Cost 19.40% 6.46% 6.29% 6.07% 5.45% -10.25% -27.20%

National CPI 156.90 160.50 163.00 166.60 172.20 3.36% 2.35% NYSMA CPI 166.90 170.80 173.60 177.00 182.50 3.11% 2.26%

Staten Island Ferry Staten Island Ferry Staten Island Ferry Rev. Passenger per Rev. Vehicle Mile Operating Cost per Rev. Vehicle Mile Operating Revenue to Operating Cost 150.0 $300.00 0.90 125.0 $275.00 0.75 100.0 $250.00 0.60 75.0 $225.00 0.45 50.0 $200.00 0.30 25.0 $175.00 0.15 0.0 $150.00 0.00 1996 1997 1998 1999 2000 1996 1997 1998 1999 2000 1996 1997 1998 1999 2000 Year Year Year

III-40 NASSAU COUNTY TRANSIT SERVICE MTA LONG ISLAND BUS 700 Commercial Avenue Garden City, NY 11530 (516) 542-1423 Web Site: www.mta.nyc.ny.us/libus/index.html

State Legislative Districts: Senate: 2, 4 - 12 Assembly: 8 - 26, 29, 31 - 33

Base Fare: $1.50 Last Increase: $.35 on 4/1/91

This Section will discuss transit services provided in Nassau County by both MTA-Long Island Bus and the City of Long Beach Transit System. MTA Long Island Bus, a subsidiary of the Metropolitan Transportation Authority, operates fixed route and paratransit services in Nassau County and into Queens connecting with MTA NYC Transit services, as well as operating a route serving JFK airport.

Over the 1996–2000 time period, “MTA-LIB” has enjoyed significant increases in ridership, which was annualized rate of 3.9 percent and was at 29.8 million indicative of the strong economy in NYC and Long in 2000. While MTA-LIB has held its base fare at $1.50 Island. During this period MTA-LIB enacted some for the entire five year period, its participation in the significant fare and service policies, one of which was MetroCard fare media system has caused the average the adoption of the MetroCard fare media and another revenue per passenger to drop from $1.20 in 1996 to of which was the creation of services that are funded $1.02 in 2000. The drop in average revenue per with “welfare to work” subsidies. passenger has also coincided with a drop of $9.6

MTA-Long Island Bus Operated Services MTA-Long Island Bus-Operated Services Revenue Passengers Revenue Vehicle Miles

35 12,500 33 12,000 30 11,500 28 11,000 Thousands Millions 10,500 25 10,000 23 9,500 20 1996 1997 1998 1999 2000 1996 1997 1998 1999 2000 Year Year

Fixed Route Services: MTA-LIB’s fixed route services million in Local Voluntary funds from Nassau County are the mainstay of their organization, accounting for because of countywide financial issues. The almost 97 percent of all of their ridership in 2000. combination of these two events plus inflationary Ridership increased over the five year period at an general expense increases has caused STOA subsidies

III-41 Nassau County: MTA-Long Island Bus MTA LI Bus MTA LI Bus MTA LI Bus Long Beach Long Beach Long Beach 2000 Characteristics Fixed Route Paratransit Total Fixed Route Paratransit Total Revenue Passengers 29,862,912 193,766 29,862,912 482,915 5,081 487,996 Number of Vehicles 322 65 322 12 2 14 Number of Employees 896 144 896 21 4 25 Revenue Vehicle Miles 9,720,091 2,037,559 9,720,091 202,521 6,465 208,986 Revenue Vehicle Hours 773,759 151,613 773,759 22,342 22,342 44,684 Total Operating Revenue 31,918,365 580,824 31,918,365 503,931 0 503,931 Total Operating Expense 78,863,271 6,371,062 78,863,271 1,389,823 91,050 1,480,873 Operating Expense /Rev. Vehicle Mile 8.11 3.13 8.11 6.86 14.08 7.09 Operating Expense / Rev. Vehicle Hour 101.92 42.02 101.92 62.21 4.08 33.14 Rev. Passengers / Rev. Vehicle Mile 3.07 0.10 3.07 2.38 0.79 2.34 Rev. Passengers / Rev. Vehicle Hour 38.59 1.28 38.59 21.61 0.23 10.92 Total Operating Revenue / Op. Expense 0.40 0.09 0.40 0.36 0.00 0.34 Operating Expense / Revenue Passenger 2.64 32.88 2.64 2.88 17.92 3.03 Total Op. Revenue / Revenue Passenger 1.07 3.00 1.07 1.04 0.00 1.03

MTA-LIB 1990 2000 % Service Area Change

Total Population 1,287,348 1,334,544 3.67%

Population of 33,510 35,462 5.83% City of Long Beach

Pop. Over 65 182,899 200,841 9.81%

Pop. Under 19 314,594 358,923 14.09%

Employment 591,348 598,529 1.21%

Queens 462,629 480,676 3.90% Employment

Fixed Route 29,534,452 29,862,912 1.11% Ridership

Paratransit 0 193,766 NA Ridership

City of Long 775,402 487,996 -37.07% Beach Ridership

Rev. Miles Fixed 9,298,775 9,720,091 4.53% Route

Rev. Miles 0 2,037,559 NA Paratransit

to increase dramatically, from $17,109,506 in 1996 to $30,891,602 in 2000. dramatically, the average annual increase has been over Revenue miles of service provided by MTA LI Bus 22 percent. Revenue miles of service have also increased by a modest 1.1 percent over the five year increased at an annualized rate of 22.9 percent to serve period to serve this increasing demand. the growing ridership. MTA-LIB has had to adopt a policy of increasing their paratransit bus fleet by 5 Paratransit Services: Paratransit services are offered vehicles per year. by MTA-LIB for the benefit of elderly and disabled persons who have difficulty utilizing the fixed route Discussions have taken place with county officials on services. Ridership for these services has increased relocating paratransit storage and maintenance

III-42 facilities, and these anticipated changes have caused increases in service, revenue vehicle miles having significant increases to MTA-LIB’s paratransit budget for 2002. City of Long Beach-Total Operations The revenue passengers per revenue vehicle mile, for Revenue Vehicle Miles MTA Long Island Bus, a measure of service 250 effectiveness, has increased over the five year period at 225 a 2.7 percent annualized rate. This measure was stable 200 for partrasnit over the five years declining by a slight 175

.61 percent annualized rate, but increasing in 2000 by Thousands 150 3.5 percent over 1999. 125

100 Cost per mile for the LI Bus fixed route service has 1996 1997 1998 1999 2000 increased from 1996 to 2000 by 2.7 percent, slightly Year greater than inflation for the period. Despite the dramatic increases in paratransit services, the costs of operating this service remain surprisingly low: in 2000 increased from 193,899 in 1996 to 208,986 in 2000. the cost per mile for paratransit service was $3.13 while As a result, passengers per mile declined over the five the corresponding cost per mile for fixed route services year period by an annualized rate of 8.59 percent. was $8.11. Cost per mile for paratransit actually Long Beach’s fixed route system costs have been declined over the five year period by an annualized 5.6 relatively stable during the 1996-2000 period, and percent. increases have occurred at about ½ the rate of inflation.

The ratio of operating revenue to operating cost for The ratio of operating revenue to operating cost for the Long Island Bus, a measure of service economy, fixed route portion of the Long Beach system has declined at an annualized rate of 6.1 percent, ranging declined by an annualized rate of 2.8 percent over the from 45.98 percent in 1996 to 40.47 percent in 2000. five year period, with an improvement of 3.47percent in Cost recovery for paratransit improved over this period 2000, reflecting the increase in ridership over 1999. by an annualized rate of 3.26 percent, ranging from The cost recovery for these services ranged from 38.88 7.42 percent in 1996 to 9.12 percent in 2000. percent in 1996 to 33.51 percent in 1999.

City of Long Beach Transit Paratransit services have been provided since 1998. Paratransit riders, while growing at a significant rate The City of Long Beach, in Nassau County, operates (there were 3,694 in 1998 and 5,081 in 2000) only local transit fixed route and paratransit services within accounts for 2.4 percent of Long Beach’s total its municipal boundaries. The total ridership for the ridership. Paratransit cost recovery improved from Long Beach system has experienced a long term trend 1999 to 2000 by 1.9 percent, but like most paratransit of decline, dropping at an annualized 6.86 percent service, at 2.79 percent it is much lower than is typical between 1996 and 2000. Ridership in 2000, however, of other modes. was actually up 3.2 percent from 1999. The decreasing ridership corresponded with modest Long Beach is advancing a major rehabilitation project for their maintenance facility and, with MTA Long City of Long Beach-Total Operations Island Rail Road, is creating a decked commuter Revenue Passengers parking facility adjacent to the Long Beach Railroad 750 Station and City Hall. 650 550 450

Thousands 350 250 150 1996 1997 1998 1999 2000 Year

III-43 FINANCIAL INFORMATION - MTA LONG ISLAND BUS -SYSTEM TOTAL

Sources of Total System 2000 Operating Funds Summary of Total System 2000 Operating Expenses

Fares $31,077,473 Salaries $47,020,761 Local $10,170,714 Fringe $18,400,477 State $33,523,961 Ins $4,610,023 Federal $3,772,650 Fuel $3,647,052 Other $1,421,716 Other $11,556,020 Total $79,966,514 Total $85,234,333

MTA Long Island Bus MTA Long Island Bus Operating Revenues & Subsidies Operating Expenses

Other (1.78%) Federal (4.72%) Other (13.56%) Fuel (4.28%) Fares (38.86%) Ins (5.41%)

State (41.92%) Salaries (55.17%) Fringe (21.59%)

Local (12.72%)

Financial Trend Analysis over the past five years: Fleet Characteristics over the past five years:

MTA Long Island Bus MTA Long Island Bus Operating Revenue and Subsidy Total, Peak and Accessible Vehicles

450 80 400 60 350 300 40

Millions 250 20 200 150 0 1996 1997 1998 1999 2000 100 Year Total Fleet Peak Fleet Accessible

TOTAL GOVERNMENT SUBSIDIES TOTAL OPERATING REVENUE 1996 1997 1998 1999 2000

MTA Long Island Bus - Total System -Operations and Performances Statistics

MTA-LI Bus 1996 1997 1998 1999 2000 % Change Annualized Operations Actual Actual Actual Actual Actual 99 to 00 % Change

Rev. Passengers 25,712,489 26,662,693 28,141,031 29,398,193 30,056,678 2.24% 3.98% Rev. Veh. Miles 10,186,395 10,703,755 10,931,823 11,361,529 11,757,650 3.49% 3.65%

Op. Cost $71,836,099 $74,331,793 $76,193,439 $78,963,582 $85,234,333 7.94% 4.37% Op. Rev. $31,677,124 $32,105,707 $30,915,379 $32,132,128 $32,499,189 1.14% 0.64%

Rev. Pass/Rev. Mile 2.52 2.49 2.57 2.59 2.56 -1.20% 0.32% Op. Cost/Rev. Mile $7.05 $6.94 $6.97 $6.95 $7.25 4.30% 0.69% Op. Rev./Op. Cost 44.10% 43.19% 40.57% 40.69% 38.13% -6.30% -3.57%

National CPI 156.90 160.50 163.00 166.60 172.20 3.36% 2.35% NYSMA CPI 166.90 170.80 173.60 177.00 182.50 3.11% 2.26%

MTA-Long Island Bus MTA-Long Island Bus MTA-Long Island Bus Rev. Passenger per Rev. Vehicle Mile Operating Cost per Rev. Vehicle Mile Operating Rev. toOperating Cost

3.5 $10.00 0.90 3.0 $9.00 $8.00 0.75 2.5 $7.00 0.60 2.0 $6.00 1.5 $5.00 0.45 $4.00 1.0 0.30 $3.00 0.15 0.5 $2.00 0.0 $1.00 0.00 1996 1997 1998 1999 2000 1996 1997 1998 1999 2000 1996 1997 1998 1999 2000 Year Year Year

III-44 MTA Long Island Bus - Operating and Performance Statistics by Mode - Fixed Route and Paratransit

MTA-LI Bus 1996 1997 1998 1999 2000 % Change Annualized Fixed Route Actual Actual Actual Actual Actual 99 to 00 % Change Rev. Passengers 25,625,606 26,549,239 28,015,955 29,232,346 29,862,912 2.16% 3.90% Rev. Veh. Miles 9,294,907 9,562,991 9,581,002 9,556,832 9,720,091 1.71% 1.12% Op. Cost $68,332,109 $70,564,045 $71,989,760 $73,375,938 $78,863,271 7.48% 3.65% Op. Rev. $31,417,152 $31,764,361 $30,543,261 $31,638,806 $31,918,365 0.88% 0.40% Rev. Pass/Rev. Mile 2.76 2.78 2.92 3.06 3.07 0.44% 2.74% Op. Cost/Rev. Mile $7.35 $7.38 $7.51 $7.68 $8.11 5.67% 2.50% Op. Rev./Op. Cost 45.98% 45.01% 42.43% 43.12% 40.47% -6.14% -3.14%

MTA-Long Island Bus Fixed Route MTA-Long Island Bus-Fixed Route Revenue Passengers Revenue Vehicle Miles 10,500 34 10,250 32 10,000 30 9,750 28 9,500 26 Millions 9,250 Thousands 24 9,000 22 8,750 20 8,500 1996 1997 1998 1999 2000 1996 1997 1998 1999 2000 Year Year

MTA-Long Island Bus-Fixed Route MTA-Long Island Bus-Fixed Route MTA-Long Island Bus-Fixed Route Rev. Passenger per Rev. Vehicle Mile Operating Cost per Rev. Vehicle Mile Operating Rev. toOperating Cost

3.5 $10.00 3.0 $9.00 0.90 2.5 $8.00 0.75 $7.00 2.0 $6.00 0.60 1.5 $5.00 0.45 1.0 $4.00 0.30 0.5 $3.00 $2.00 0.15 0.0 1996 1997 1998 1999 2000 $1.00 0.00 1996 1997 1998 1999 2000 1996 1997 1998 1999 2000 Year Year Year

MTA-LI Bus 1996 1997 1998 1999 2000 % Change Annualized Paratransit Actual Actual Actual Actual Actual 98 to 99 % Change Rev. Passengers 86,883 113,454 125,076 165,847 193,766 16.83% 22.20% Rev. Veh. Miles 891,488 1,140,764 1,350,821 1,804,697 2,037,559 12.90% 22.96% Op. Cost $3,503,990 $3,767,748 $4,203,679 $5,587,644 $6,371,062 14.02% 16.12% Op. Rev. $259,972 $341,346 $372,118 $493,322 $580,824 17.74% 22.26% Rev. Pass/Rev. Mile 0.10 0.10 0.09 0.09 0.10 3.48% -0.61% Op. Cost/Rev.Mile $3.93 $3.30 $3.11 $3.10 $3.13 0.99% -5.56% Op. Rev./Op. Cost 7.42% 9.06% 8.85% 8.83% 9.12% 3.26% 5.29%

MTA-Long Island Bus Paratransit MTA-Long Island Bus-Paratransit Revenue Passengers Revenue Vehicle Miles

250 2,900 225 2,600 200 2,300 175 2,000 150 1,700 125

Thousands 1,400 Thousands 100 1,100 75 800

50 500 1996 1997 1998 1999 2000 1996 1997 1998 1999 2000 Year Year

MTA-Long Island Bus-Paratransit MTA-Long Island Bus-Paratransit MTA-Long Island Bus-Paratransit Rev. Passenger per Rev. Vehicle Mile Operating Cost per Rev. Vehicle Mile Operating Rev. to Operating Cost 3.50 $10.00 3.00 $9.00 0.90 2.50 $8.00 0.75 $7.00 2.00 $6.00 0.60 1.50 $5.00 0.45 $4.00 1.00 0.30 $3.00 0.50 $2.00 0.15 0.00 $1.00 0.00 1996 1997 1998 1999 2000 1996 1997 1998 1999 2000 1996 1997 1998 1999 2000 Year Year Year

III-45 FINANCIAL INFORMATION - LONG BEACH TRANSIT - TOTAL SYSTEM

Sources of Total System 2000 Operating Funds Summary of Total System 2000 Operating Expenses

Fares $417,753 Salaries $1,059,952 Local $652,418 Fringe $244,223 State $343,952 Ins $56,994 Federal $0 Fuel $47,602 Other $66,750 Other $72,102 Total $1,480,873 Total $1,480,873

City of Long Beach City of Long Beach Operating Revenues & Subsidies Operating Expenses

Other (4.51%) Other (4.87%) Federal Fuel (3.21%) Ins (3.85%) Fares (28.21%) State (23.23%) Fringe (16.49%)

Salaries (71.58%)

Local (44.06%)

Financial Trend Analysis over the past five years: Fleet Characteristics over the past five years:

City of Long Beach City of Long Beach Operating Revenue and Subsidy Total, Peak and Accessible Vehicles 1,500 14 12 1,000 10 8

Thousands 500 6 4 0 1996 1997 1998 1999 2000 2 Year 0 TOTAL OPERATING REVENUE TOTAL GOVERNMENT SUBSIDIES Total Fleet Peak Fleet Accessible 1996 1997 1998 1999 2000

City of Long Beach Total Operations and Perfromance Statistics

1996 1997 1998 1999 2000 % Change Annualized Operations Actual Actual Actual Actual Actual 99 to 00 % Change

Rev. Passengers 648,543 544,211 468,182 472,674 487,996 3.24% -6.86% Rev. Veh. Miles 193,899 189,811 204,192 206,753 208,986 1.08% 1.89%

Op. Cost $1,296,124 $1,349,345 $1,418,538 $1,439,142 $1,480,873 2.90% 3.39% Op. Rev. $503,931 $486,590 $485,833 $460,223 $484,503 5.28% -0.98%

Rev. Pass/Rev. Mile 3.34 2.87 2.29 2.29 2.34 2.14% -8.59% Op. Cost/Rev. Mile $6.68 $7.11 $6.95 $6.96 $7.09 1.80% 1.47% Op. Rev./Op. Cost 38.88% 36.06% 34.25% 31.98% 32.72% 2.31% -4.22%

National CPI 156.90 160.50 163.00 166.60 172.20 3.36% 2.35% NYSMA CPI 166.90 170.80 173.60 177.00 182.50 3.11% 2.26%

City of Long Beach City of Long Beach City of Long Beach Rev. Passenger per Rev. Vehicle Mile Operating Cost per Rev. Vehicle Mile Operating Rev. to Operating Cost 3.5 $10.00 0.90 3.0 $9.00 $8.00 0.75 2.5 $7.00 2.0 $6.00 0.60 $5.00 1.5 0.45 $4.00 0.30 1.0 $3.00 0.5 $2.00 0.15 $1.00 0.00 0.0 1996 1997 1998 1999 2000 1996 1997 1998 1999 2000 1996 1997 1998 1999 2000 Year Year Year

III-46 City of Long Beach Transit - Operating and Performance Statistics by Mode - Fixed Route and Paratransit

City of Long Beach 1996 1997 1998 1999 2000 % Change Annualized Fixed Route Actual Actual Actual Actual Actual 99 to 00 % Change Rev. Passengers 648,543 544,211 464,488 468,741 482,915 3.02% -7.11% Rev. Veh. Miles 193,899 189,811 198,682 201,017 202,521 0.75% 1.09% Op. Cost $1,296,124 $1,349,345 $1,349,365 $1,367,327 $1,389,823 1.65% 1.76% Op. Rev. $503,931 $486,590 $483,986 $458,257 $481,963 5.17% -1.11% Rev. Pass/Rev. Mile 3.34 2.87 2.34 2.33 2.38 2.26% -8.11% Op. Cost/Rev. Mile $6.68 $7.11 $6.79 $6.80 $6.86 0.89% 0.66% Op. Rev./Op. Cost 38.88% 36.06% 35.87% 33.51% 34.68% 3.47% -2.82%

City of Long Beach-Fixed Route City of Long Beach-Fixed Route Revenue Passengers Revenue Vehicle Miles 250 950 850 225 750 200 650 175 550 Thousands

Thousands 150 450 125 350 100 250 1996 1997 1998 1999 2000 1996 1997 1998 1999 2000 Year Year

City of Long Beach-Fixed Route City of Long Beach-Fixed Route City of Long Beach-Fixed Route Rev. Passenger per Rev. Vehicle Mile Operating Cost per Rev. Vehicle Mile Operating Rev. to Operating Cost 3.5 $10.00 3.0 $9.00 0.90 $8.00 0.75 2.5 $7.00 2.0 $6.00 0.60 $5.00 1.5 0.45 $4.00 1.0 $3.00 0.30 $2.00 0.15 0.5 $1.00 0.0 1996 1997 1998 1999 2000 0.00 1996 1997 1998 1999 2000 1996 1997 1998 1999 2000 Year Year Year

City of Long Beach 1996 1997 1998 1999 2000 % Change Annualized Paratransit Actual Actual Actual Actual Actual 99 to 00 % Change Rev. Passengers 0 0 3,694 3,933 5,081 29.19% N/A Rev. Veh. Miles 0 0 5,510 5,736 6,465 12.71% N/A Op. Cost $0 $0 $69,173 $71,815 $91,050 26.78% N/A Op. Rev. $0 $0 $1,847 $1,966 $2,540 29.20% N/A Rev. Pass/Rev. Mile N/A N/A 0.67 0.69 0.79 14.62% N/A Op. Cost/Rev.Mile N/A N/A $12.55 $12.52 $14.08 12.49% N/A Op. Rev./Op. Cost N/A N/A 2.67% 2.74% 2.79% 1.90% N/A

City of Long Beach-Paratransit City of Long Beach-Paratransit Revenue Passengers Revenue Vehicle Miles 10 10 9 9 8 8 7 7 6 6 5 5 4 4 Thousands Thousands 3 3 2 2 1 1 0 0 1996 1997 1998 1999 2000 1996 1997 1998 1999 2000 Year Year

City of Long Beach-Paratransit City of Long Beach-Paratransit City of Long Beach-Paratransit Rev. Passenger per Rev. Vehicle Mile Operating Cost per Rev. Vehicle Mile Operating Rev. to Operating Cost 3.5 $15.00 0.90 3.0 $13.00 0.75 2.5 $11.00 0.60 2.0 $9.00 0.45 1.5 $7.00 1.0 $5.00 0.30 0.5 $3.00 0.15 0.0 $1.00 0.00 1996 1997 1998 1999 2000 1996 1997 1998 1999 2000 1996 1997 1998 1999 2000 Year Year Year

III-47 WESTCHESTER COUNTY BEE LINE 100 East First Street Mount Vernon, NY 10550 (914) 813-7700 Website: www.beelinebus.com

State Legislative Districts: Senate: 33 - 37 Assembly: 84 - 90

Base Fare: $1.40 Last Increase: $.15 in 2/96

Westchester County’s “Bee Line” system provides extensive fixed route and paratransit service throughout Westchester County, as well as several innovative shuttle services feeding or distributing riders from the Metro North Railroad. The Bee Line system handles over 29 million passengers annually. The County contracts with three private bus operators to provide service on its fixed routes and contracts with two operators for the paratransit service. Westchester County’s, New York City-oriented commuter travel market is served by the Metro North Railroad, discussed in a separate section of this Report, as well as a set of express bus services provided by the Bee Line system. Miles experienced a slight increase over the five year period with an annualized increase of .67%. The From 1990 to 2000 Westchester County’s population Westchester county Bee Line System continues to increased 5.5% while employment remained stable, carry more than 100,000 riders each weekday. increasing 1.72%. Population increased throughout the county. Bee Line’s fixed route operators are Liberty Lines Transit Inc., which accounts for 98 percent of the Fixed route Ridership has remained virtually passengers carried and approximately 96 percent of unchanged over the past five years with an

WestchesterBeeLine -Total Operations Westchester BeeLine -Total Operations Revenue Vehicle Mile Revenue Passengers 11,000 31,000 10,750 30,750 10,500 30,500 30,250 10,250 30,000 10,000 29,750 9,750 29,500 Thousands

Thousands 9,500 29,250 29,000 9,250 28,750 9,000 1996 1997 1998 1999 2000 28,500 1996 1997 1998 1999 2000 Year Year

the miles operated; PTLA Enterprises Inc. provides annualized increase of 0.19% Revenue Vehicle service in the northwestern part of the county and Port

III-48 WESTCHESTER COUNTY Admin Fixed Route Paratransit Total 2000 Characteristics Motor Bus Service Revenue Passengers 29,562,528 161,939 29,724,467 Number of Vehicles 348 54 402 Number of Employees 47 707 12 766 Revenue Vehicle Miles 8,453,241 1,829,116 10,282,357 Revenue Vehicle Hours 704,530 108,759 813,289 Total Operating Revenue 2,329,691 35,928,094 0 38,257,785 Total Operating Expense 7,345,251 66,113,700 4,130,772 77,589,723 Operating Expense/Rev. Vehicle Mile 7.82 2.26 7.55 Operating Expense/Rev. Vehicle Hour 93.84 37.98 95.40 Rev. Passengers/Rev. Vehicle Mile 3.50 0.09 2.89 Rev Passengers/Rev.Vehicle Hour 41.96 1.49 36.55 Total Operating Revenue/Op. Expense 0.54 0.00 0.49 Operating Expense/Rev.Passenger 2.24 25.51 2.61 Operating Revenue/Rev. Passenger 1.22 0.00 1.29

Chester Rye Transit Inc. operates one route between 2000. This is a relatively strong performance in the Port Chester and Rye. transit industry. It does, however, represents a decline from 65% in 1996. There are several reasons for the The Bee Line system operates a diverse fixed route decrease in the Bee Line’s fixed route cover ratio: transit fleet and has done so for two decades. The fleet currently includes 208 standard 40 foot transit • The fare remained constant during this buses, 61 articulated buses, used on the heaviest local period; routes (typically, those serving outlying NYCT subway stations in the Bronx), 36 “Over the Road” • Operating costs increased, due to increases in Coaches on its express route into Manhattan, and 41 salary/wages, fuel, utilities, and insurance. A shuttle vans. New 30 foot transit buses are being new contract with the Transport Workers added to service some of the heavier shuttle routes, Union (TWU) was agreed upon in March, that have outgrown the capacity of the shuttle vans. 2001. The fleet of articulated buses is being replaced and expanded. The fixed route fleet is comprised of 346 • Increases in use of shuttle and regional buses, of which 37 percent are accessible. services, initiated since 1996. These shuttle and regional services provide an important The county has developed an innovative system of link to the existing rail and bus services. shuttle and regional services, including the “Platinum However, they typically recover a smaller Mile Shuttles” to the outlying corporate office parks percentage of their operating costs, about 15- along the Cross Westchester Corridor (I-287) in and 20%, because a large percentage of near White Plains. The shuttles provide feeder service passengers receive free or reduced fare to both the Metro North Railroad (MNR) and regular transfers to connecting services, as a result of Bee Line fixed route services. They are an important the Uniticket program. transit link enabling commuters, including reverse commuters, to access the corporate parks via transit. Overall operating costs from 1999 to 2000 increased The network of regional services is integrated with above inflation due to increases in fuel, wages, the county fixed route system at the White Plains utilities, casualty and liabilities. Over the five year “TransCenter” Intermodal Station. They also connect period, however, overall costs increased only slightly with interRegional services from Connecticut and above inflation due to wage freezes with the TWU in other counties at the TransCenter. 1997 and 1998, service cuts in 1998 on a number of less productive routes, and stable fuel prices from The total Westchester County transit system 1996 to 1999. operating cost is $77.6 million, of which 49.31% is covered from total operating revenues. This revenue Revenue passengers per vehicle mile, a measure of to cost ratio, a measure of “service economy,” for service effectiveness, remained stable for the Bee Bee Line’s fixed route bus system operated at 54% in Line system over the five year period, because miles

III-49 Westchester 1990 2000 % County Change Service Area

Total 874,866 923,459 5.55% Population

Pop. Over 65 126,026 128,964 2.33%

Pop. Under 212,463 250,355 17.83% 19

Westchester 398,573 405,439 1.72% County Employment

Manhattan 2,342,695 2,382,166 1.68% Employment

Bee-Line 29,556,828 29,562,528 0.02% Fixed Route Ridership

Bee-Line 96,168 161,939 68.39% Paratransit Ridership and passengers have remained constant. Rev. Miles 8,447,952 8,453,241 0.06% The operating expenses per vehicle mile, a measure Bee-Line of service “efficiency,” for the Bee Line system Fixed Route decreased 8.7% in 2000. The decrease in “efficiency” Rev. Miles 1,034,870 1,829,116 76.75% is due to increases in operating expenses while Bee-Line revenue miles decreased 1% from 1999 to 2000. Paratransit Over the five year period the efficiency of the system has decreased at an annualized rate of 4.4%. Operating costs have steadily increased over this period while revenue vehicle miles have remained constant, causing a higher cost per mile which drives fixed route riders. Since 1990, the respective changes this indicator downward. in ridership and service are 69% and 77%

Paratransit Service is provided by Academy Bus Although the cost recovery ratio on paratransit service Company and Suburban Paratransit Corp. under the is much lower than the general fixed route service, supervision and scheduling direction of the County this is an important and mandated service component Office for the Disabled, with DOT support. Prior to for the mobility of handicapped individuals who can 1999 this service was supervised by WCDOT. not be transported on the fixed route system. Westchester County operated paratransit to meet the demand for services to the elderly and disabled even prior to the 1990 passage of the Americans with Disabilities Act.

Bee Line Paratransit has seen a 7% increase in Revenue passengers coinciding with an 11% increase in revenue vehicle miles. The miles of service increases required to accommodate this growth in ridership demand is nearly twice that of the fixed route system. Demand Responsive paratransit origins/destinations are more dispersed than those

III-50 FINANCIAL INFORMATION - WESTCHESTER COUNTY BEE-LINE - SYSTEM TOTAL

Sources of Total System 2000 Operating Funds Summary of Total System 2000 Operating Expenses

Fares $35,928,094 Salaries $36,601,782 Local $12,846,394 Fringe $11,283,651 State $25,985,506 Ins $1,854,272 Federal $0 Fuel $3,343,135 Other $2,329,691 Other $24,506,883 Total $77,089,685 Total $77,589,723

Westchester County Westchester County Operating Revenues & Subsidies Operating Expenses

Other (3.02%) Federal (0.00%) Other (31.59%)

State (33.71%) Salaries (47.17%) Fares (46.61%) Fuel (4.31%) Ins (2.39%) Fringe (14.54%) Local (16.66%)

Financial Trend Analysis over the past five years: Fleet Characteristics over the past five years:

Westchester County Westchester County Operating Revenue and Subsidy Total, Peak and Accessible Vehicle

80 500

60 400 300 40

Millions 200 20 100

0 0 1996 1997 1998 1999 2000 Total Fleet Peak Fleet Accessible Year

TOTAL GOVERNMENT SUBSIDIES TOTAL OPERATING REVENUE 1996 1997 1998 1999 2000

Westchester County Beeline - System Total Operations and Performances Statistics

1996 1997 1998 1999 2000 % Change Annualized Actual Actual Actual Actual Actual 99 to 00 % Change

Rev. Passengers 29,488,857 29,675,655 29,940,813 29,573,885 29,724,467 0.51% 0.20% Rev. Veh. Miles 9,739,416 10,015,102 10,230,254 10,439,529 10,282,357 -1.51% 1.37%

Op. Cost $68,656,429 $69,538,236 $72,099,950 $73,719,943 $77,589,723 5.25% 3.11% Op. Rev. $35,436,328 $36,724,394 $37,329,622 $37,741,620 $38,257,785 1.37% 1.93%

Rev. Pass/Rev. Mile 3.03 2.96 2.93 2.83 2.89 2.05% -1.15% Op. Cost/Rev. Mile $7.05 $6.94 $7.05 $7.06 $7.55 6.86% 1.72% Op. Rev./Op. Cost 51.61% 52.81% 51.77% 51.20% 49.31% -3.69% -1.14%

National CPI 156.90 160.50 163.00 166.60 172.20 3.36% 2.35% NYSMA CPI 166.90 170.80 173.60 177.00 182.50 3.11% 2.26%

Westchester Westchester Westchester Rev. Passenger per Rev. Vehicle Mile Operating Cost per Rev. Vehicle Mile Operating Rev. to Operating Cost 3.5 $10.00 $9.00 0.90 3.0 $8.00 0.75 2.5 $7.00 0.60 2.0 $6.00 1.5 $5.00 0.45 $4.00 1.0 0.30 $3.00 0.15 0.5 $2.00 0.0 $1.00 0.00 1996 1997 1998 1999 2000 1996 1997 1998 1999 2000 1996 1997 1998 1999 2000 Year Year Year

III-51 Westchester County Bee-Line - Operating and Performance Statistics by Mode - Fixed Route and Paratransit

Bee-Line 1996 1997 1998 1999 2000 % Change Annualized Fixed Route Actual Actual Actual Actual Actual 99 to 00 % Change Rev. Passengers 29,333,103 29,520,020 29,785,320 29,422,764 29,562,528 0.48% 0.19% Rev. Veh. Miles 8,230,069 8,486,466 8,663,808 8,540,083 8,453,241 -1.02% 0.67% Op. Cost $54,164,623 $57,071,183 $59,616,385 $61,409,492 $66,113,700 7.66% 5.11% Op. Rev. $35,321,238 $36,091,871 $36,284,402 $35,944,681 $35,928,094 -0.05% 0.43% Rev. Pass/Rev. Mile 3.56 3.48 3.44 3.45 3.50 1.51% -0.47% Op. Cost/Rev. Mile $6.58 $6.72 $6.88 $7.19 $7.82 8.77% 4.41% Op. Rev./Op. Cost 65.21% 63.24% 60.86% 58.53% 54.34% -7.16% -4.46%

Westchester-Fixed Route Westchester-Fixed Route Revenue Passengers Revenue Vehicle Miles 31,000 9,000 30,700 8,900 30,400 8,800 30,100 8,700 29,800 8,600 29,500 8,500 29,200 Thousands Thousands 8,400 28,900 28,600 8,300 28,300 8,200 28,000 8,100 1996 1997 1998 1999 2000 1996 1997 1998 1999 2000 Year Year

Westchester-Fixed Route Westchester-Fixed Route Westchester-Fixed Route Rev. Passenger per Rev. Vehicle Mile Operating Cost per Rev. Vehicle Mile Operating Rev. to Operating Cost 4.0 $10.00 0.90 3.5 $9.00 $8.00 0.75 3.0 $7.00 2.5 0.60 $6.00 0.45 2.0 $5.00 1.5 $4.00 0.30 1.0 $3.00 0.15 0.5 $2.00 0.00 0.0 $1.00 1996 1997 1998 1999 2000 1996 1997 1998 1999 2000 1996 1997 1998 1999 2000 Year Year Year

Bee-Line 1996 1997 1998 1999 2000 % Change Annualized Paratransit Actual Actual Actual Actual Actual 98 to 99 % Change Rev. Passengers 155,754 155,635 155,493 151,121 161,939 7.16% 0.98% Rev. Veh. Miles 1,509,347 1,528,636 1,566,446 1,648,509 1,829,116 10.96% 4.92% Op. Cost $3,011,745 $3,286,846 $3,321,292 $4,035,638 $4,130,772 2.36% 8.22% Op. Rev. $0 $0 $0 $0 $0 NA* NA* Rev. Pass/Rev. Mile 0.10 0.10 0.10 0.09 0.09 -3.42% -3.76% Op. Cost/Rev. Mile $2.00 $2.15 $2.12 $2.45 $2.26 -7.75% 3.14% Op. Rev./Op. Cost 0.00% 0.00% 0.00% 0.00% 0.00% NA* NA*

Westchester-Paratransit Westchester-Paratransit Revenue Passengers Revenue Vehicle Mile 170 2,200 168 2,050 165 1,900 163 160 1,750 158 1,600 155

Thousands Thousands 1,450 153 1,300 150 148 1,150 145 1,000 1996 1997 1998 1999 2000 1996 1997 1998 1999 2000 Year Year

Westchester-Paratransit Westchester-Paratransit Rev. Passenger per Rev. Vehicle Mile Operating Cost per Rev. Vehicle Mile 3.5 *Para Revenue Not $10.00 3.0 Reported Separately $9.00 $8.00 2.5 $7.00 2.0 $6.00 1.5 $5.00 1.0 $4.00 0.5 $3.00 $2.00 0.0 1996 1997 1998 1999 2000 $1.00 Year 1996 1997 1998 1999 2000 Year

III-52 SUFFOLK COUNTY TRANSIT Department of Public Works - Transportation Division 335 Yaphank Avenue Yaphank, NY 11980 (516) 852-4880 Web Site: http://www.sct-bus.org/

State Legislative Districts: Senate: 1-5, 8 Assembly: 1 - 11

Base Fare: $1.50 Last Increase: $.25 on 8/26/91

Suffolk County Transit (SCT) contracts with 13 private bus operators for fixed route and paratransit services, covering most areas within the county. Suffolk County sponsors and provides the local match to STOA and fully underwrites a portion of the SCT fixed route service, which is referred to as “Purchase of Service” (POS). The County also sponsors additional fixed routes, for which it passes through STOA and some portion local support, but otherwise these services operate at risk. These routes are referred to as “pass- through” services.

In addition, the County sponsors the Huntington Area increasing by 13.5 percent. Rapid Transit (HART) system. HART is a local fixed route and paratransit bus service within the Town Ridership for the SCT fixed route system, which limits, operated and underwritten by the Town of comprised 92 percent of total county ridership in 2000, Huntington. increased over the ten year period by an annualized rate of 1 percent. The POS services grew at an annualized Like much of suburban NY metropolitan region, rate of 1.48 percent while the “pass-through” services Suffolk County has experienced significant population declined slightly over this period at an annualized rate

Suffolk County Total Transit Services Suffolk County Total Transit Services Revenue Passengers Revenue Vehicle Mile 10,000 6,750 9,500 6,000 9,000 5,250 8,500 4,500 Thousands Thousands 8,000 3,750 7,500

3,000 7,000 1996 1997 1998 1999 2000 1996 1997 1998 1999 2000 Year Year and economic growth between 1990 and 2000, with of .87 percent Part of this is explained by a shifting of population increasing by 7.4 percent and employment some services from Pass through to POS.

III-53 SUFFOLK COUNTY Fixed Route Bus Suffolk 2000 Characteristics "Purchase of Fixed Route Bus SCT SCT HART HART County Service" "Pass-Through" Paratransit Subtotal Fixed Route Paratransit Total Revenue Passengers 3,806,214 599,933 91,853 4,498,000 289,958 13,975 4,801,933 Number of Vehicles 138 34 43 215 12 9 236 Number of Employees 0 0 0 0 24 6 30 Revenue Vehicle Miles 5,441,298 1,207,763 1,418,162 8,067,223 328,873 54,156 8,450,252 Revenue Vehicle Hours 286,081 56,262 99,302 441,645 22,363 4,746 468,754 Total Operating Revenue 5,020,562 1,718,495 263,273 7,002,330 311,860 28,442 7,342,632 Total Operating Expense 16,765,506 3,669,365 3,210,863 23,645,734 1,970,356 521,520 26,137,610 Operating Expense /Rev. Vehicle Mile 3.08 3.04 2.26 2.93 5.99 9.63 3.09 Operating Expense / Rev. Vehicle Hour 58.60 65.22 32.33 53.54 88.11 109.89 55.76 Rev. Passengers / Rev. Vehicle Mile 0.70 0.50 0.06 0.56 0.88 0.26 0.57 Rev. Passengers / Rev. Vehicle Hour 13.30 10.66 0.92 10.18 12.97 2.94 10.24 Total Operating Revenue / Op. Expense 0.30 0.47 0.08 0.30 0.16 0.05 0.28 Operating Expense / Revenue Passenger 4.40 6.12 34.96 5.26 6.80 37.32 5.44 Total Op. Revenue / Revenue Passenger 1.32 2.86 2.87 1.56 1.08 2.04 1.53

Fixed route Suffolk County ridership, excluding HART, annualized .63 percent. peaked in 1998 at 4.528 million and declined to 4.406 million in 2000. SCT ridership growth from 1996 to In contrast, HART’s paratransit ridership almost tripled 2000 nearly matched the ten year trend at .96 percent. in the 1996-2000 period, going from 5,272 to 13,916. From 1999 to 2000 there was a slight decline of 1.24 To help accommodate this increase, the vehicle fleet percent. Essentially, ridership has been stable. was increased from 4 to 9 vehicles. Vehicle miles of service likewise increased from 28,243 to 54,156. Revenue Miles of service for the SCT fixed route system slightly outpaced the growth in ridership over The operating costs for the fixed route services the ten year period, growing at an annualized rate of generally increased at the same rate as inflation, the 1.89 percent. From 1996 to 2000 however growth in average annual expense increase was 2.8 percent for the miles slowed to just .17 percent, increasing again in 1996-2000 period. 2000 by 2.54 percent as new services and route changes, described below, were introduced. The county has been actively reviewing its service as well as new service opportunities in response to shifting SCT paratransit ridership tripled during the 1996-2000 in demographic and employment patterns and changing period, from 30,610 to 91,853. Ridership in 2000 ridership demand. In 2001, $800,000 in matched represented a comparable 22.9 percent increase over CMAQ was dedicated to fund a number of service 1999. This increase in ridership required the SCT upgrades including: paratransit fleet to more than double during over the past five years from 20 to 43 vehicles. • Route extensions: Route S58 to Riverhead, S57 to MacArthur Airport, 3D to SUNY Revenue vehicle miles increased at an annualized rate Stony Brook, S66/S68 to Suffolk Community of 24.3 percent, from 1996 to 2000, to meet the 31.6 College and County Center in Riverhead and percent annualized increase in demand. Miles also the S68 to SIL’s Industrial Park; increased in 2000 over 1999, but the positive trend in service effectiveness continued, with a 7.5 percent • Increased frequencies: Routes S33/S57 and growth in revenue miles serving a 22.9 percent growth S66 to hourly service; S40 to 30 minute in ridership. service.

HART Fixed route bus ridership declined from 1990 to Additional service changes, based on the findings of the 2000 at an annualized rate of 3.95 percent. This decline Long Island Bus Study, will be instituted as part of a accelerated from 1996 to 2000 to 4.57 percent from 349,601 in 1996 to 289,958 in 2000. During this period the amount of service, as measured by Revenue Vehicle Miles, remained essentially constant, increasing by an

III-54 Suffolk County 1990 2000 % Service Area Change

Total 1,321,864 1,419,369 7.38% Population

Pop. Over 65 141,717 167,558 18.23%

Pop. Under 19 366,572 402,482 9.80%

Employment 509,408 578,298 13.52%

SCT Fixed 3,324,914 3,806,214 14.48% Route Ridership

SCT Paratransit 0 91,853 NA Ridership

Pass Through 657,656 599,933 -8.78% Ridership $3,000,000 CMAQ grant in 2001. Most of the current changes are based on the findings of the Long Island HART 502,160 303,933 -39.47% Bus Study Ridership

Rev. Miles 4,701,804 5,441,298 15.73% Operating costs for SCT paratransit services increased SCT Fixed at an annualized rate of 25 percent from 1996 to 2000. Route Paratransit costs in Suffolk are about 12% of total costs, about double the typical proportion. This is due in part Rev. Miles 0 1,418,162 NA to the need to provide the mandated complementary SCT Paratransit service throughout the extensive network of fixed route Rev. Miles 1,165,379 1,207,763 3.64% services throughout the very large service area of the Pass Through County. Suffolk is in part a second tier suburban county, and in part rural. The base cost of fixed route service is low, because many services operate at one hour or larger headways. But there are no economies to be had in providing paratransit to this large geographic area. to 2000 of 2.3 percent and 4.5 percent respectively.

HART Operating costs for the fixed route service were The ratio of operating revenue to operating costs, a also stable, and hovered around the $1.9-$2.0 million measure of service economy, has declined slightly for level for each of the five years in the 1996-2000 period. the SCT POS services from 32.08 percent to 29.95 HART’s paratransit operating costs increased at an percent over the five year period 1996 to 2000, an annualized rate of 17.6 percent from 1996 to 2000. annualized decline of 1.7 percent. The “pass through” services, experienced a similar 1.5 percent annualized Passengers per revenue mile, a measure of service decline, but historically have had a stronger cost- effectiveness was very stable increasing by a slight .79 recovery rate performance than the POS, ranging from percent annualized rate from 1996 to 2000. This 49.99 percent in 1999 to 46.83 percent in 2000. measure for SCT’s POS fixed route services improved at an annualized rate of 1.9 percent, while the “pass- SCT paratransit services have improved their cost though” services experienced a modest decline of 2.3 recovery over the five year period by an annualized 4.4 percent over this period. As noted above SCT percent, however the rate of cost recovery for paratransit “effectiveness improved over the five year paratransit remains low relative to other modes ranging period at an annualized rate of 5.9 percent. HART’s for 6.9 to 8.2 percent over the period. All of these fixed route and paratransit services experienced measures remain essential at the strong end for annualized declines in passengers per mile from 1996 suburban services of this type.

III-55 HART fixed route cost recovery declining by an annualized rate of 1.5 percent ranging from 17.5 to 15.8 percent over this period. HART Paratransit cost recovery improved at an annualized rate of 11.4 percent, ranging from 3.5 to 5.9 percent over the period.

III-56 FINANCIAL INFORMATION - SYSTEM TOTAL - SUFFOLK COUNTY TRANSIT

Sources of Total System 2000 Operating Funds Summary of Total System 2000 Operating Expenses

Fares $7,316,472 Salaries $1,602,824 Local $9,677,929 Fringe $506,358 State $8,166,238 Ins $94,819 Federal $562,000 Fuel $94,533 Other $26,160 Other $23,839,076 Total $25,748,799 Total $26,137,610

Suffolk County Suffolk County Operating Revenues & Subsidies Operating Expenses Salaries (6.13%) Other (0.10%) Fringe (1.94%) Federal (2.18%) Ins (0.36%) Fuel (0.36%) Fares (28.41%) State (31.72%)

Local (37.59%) Other (91.21%)

Financial Trend Analysis over the past five years: Fleet Characteristics over the past five years:

Suffolk County Suffolk County Operating Revenue and Subsidy Total, Peak and Accessible Vehicles

30 250 25 200 20 15 150

Millions 10 100 5

0 50 1996 1997 1998 1999 2000 Total Fleet Peak Fleet Accessible Year

TOTAL OPERATING REVENUE TOTAL GOVERNMENT SUBSIDIES 1996 1997 1998 1999 2000

Suffolk County Transit - Total System - Operations and Performance Statistics

Suffolk County 1996 1997 1998 1999 2000 % Change Annualized Total Operations Actual Actual Actual Actual Actual 99 to 00 % Change

Rev. Passengers 4,903,831 5,190,432 5,243,657 5,139,597 5,084,611 -1.07% 0.91% Rev. Veh. Miles 7,910,909 7,833,431 8,175,428 8,497,895 8,779,125 3.31% 2.64%

Op. Cost $21,266,546 $23,979,842 $23,134,440 $24,087,600 $26,137,610 8.51% 5.29% Op. Rev. $6,705,396 $7,172,828 $7,378,260 $7,359,486 $7,342,632 -0.23% 2.30%

Rev. Pass/Rev. Mile 0.62 0.66 0.64 0.60 0.58 -4.24% -1.68% Op. Cost/Rev. Mile $2.69 $3.06 $2.83 $2.83 $2.98 5.03% 2.59% Op. Rev./Op. Cost 31.53% 29.91% 31.89% 30.55% 28.09% -8.05% -2.85%

National CPI 156.90 160.50 163.00 166.60 172.20 3.36% 2.35% NYSMA CPI 166.90 170.80 173.60 177.00 182.50 3.11% 2.26%

Suffolk County Suffolk County Suffolk County Rev. Passenger per Rev. Vehicle Mile Operating Cost per Rev. Vehicle Mile Operating Rev. to Operating Cost $ 10.00 3.50 $ 9.00 3.00 $ 8.00 0.90 2.50 $ 7.00 0.75 2.00 $ 6.00 0.60 $ 5.00 1.50 $ 4.00 0.45 1.00 $ 3.00 0.30 0.50 $ 2.00 0.15 0.00 $ 1.00 1996 1997 1998 1999 2000 0.00 1996 1997 1998 1999 2000 1996 1997 1998 1999 2000 Year Year Year

III-57 Suffolk County Transit - Operating and Performance Statistics by Mode - Fixed Route and Paratransit

Suffolk County 1996 1997 1998 1999 2000 % Change Annualized Fixed Route Actual Actual Actual Actual Actual 99 to 00 % Change Rev. Passengers 3,540,214 3,810,270 3,858,327 3,811,035 3,806,214 -0.13% 1.83% Rev. Veh. Miles 5,460,171 5,116,370 5,122,837 5,261,149 5,441,298 3.42% -0.09% Op. Cost $14,571,209 $16,430,474 $14,874,253 $15,403,831 $16,765,506 8.84% 3.57% Op. Rev. $4,674,921 $4,994,271 $5,055,067 $5,006,359 $5,020,562 0.28% 1.80% Rev. Pass/Rev. Mile 0.65 0.74 0.75 0.72 0.70 -3.43% 1.92% Op. Cost/Rev. Mile $2.67 $3.21 $2.90 $2.93 $3.08 5.24% 3.66% Op. Rev./Op. Cost 32.08% 30.40% 33.99% 32.50% 29.95% -7.86% -1.71%

Suffolk County-Fixed Route Suffolk County-Fixed Route Revenue Passengers Revenue Vehicle Mile 6,500 4,150 6,250 4,000 6,000 3,850 5,750 5,500 3,700 5,250 Thousands Thousands 3,550 5,000 3,400 4,750 3,250 4,500 1996 1997 1998 1999 2000 1996 1997 1998 1999 2000 Year Year

Suffolk County-Fixed Route Suffolk County-Fixed Route Suffolk County-Fixed Route Rev. Passenger/Rev. Vehicle Mile Op. Cost/Op. Vehicle Mile Operating Revenue to Operating Cost 3.5 $10.00 3.0 $9.00 0.90 2.5 $8.00 0.75 $7.00 2.0 0.60 $6.00 1.5 $5.00 0.45 1.0 $4.00 0.30 $3.00 0.5 $2.00 0.15 0.0 $1.00 0.00 1996 1997 1998 1999 2000 1996 1997 1998 1999 2000 1996 1997 1998 1999 2000 Year Year Year

Suffolk County 1996 1997 1998 1999 2000 % Change Annualized Paratransit Actual Actual Actual Actual Actual 99 to 00 % Change Rev. Passengers 30,610 45,424 60,812 74,762 91,853 22.86% 31.62% Rev. Veh. Miles 594,979 824,865 1,117,184 1,319,183 1,418,162 7.50% 24.25% Op. Cost $1,312,984 $1,710,489 $2,091,649 $2,638,224 $3,210,863 21.71% 25.05% Op. Rev. $90,478 $132,579 $176,335 $217,023 $263,273 21.31% 30.61% Rev. Pass/Rev. Mile 0.05 0.06 0.05 0.06 0.06 14.29% 5.93% Op. Cost/Rev. Mile $2.21 $2.07 $1.87 $2.00 $2.26 13.21% 0.64% Op. Rev./Op. Cost 6.89% 7.75% 8.43% 8.23% 8.20% -0.32% 4.44%

Suffolk County-Paratransit Suffolk County-Paratransit Revenue Passengers Revenue Vehicle Mile 110 100 1,500 90 1,325 80 70 1,150 60 975

Thousands 50 Thousands 800 40 30 625 20 450 1996 1997 1998 1999 2000 1996 1997 1998 1999 2000 Year Year

Suffolk County-Paratransit Suffolk County-Paratransit Suffolk County-Paratransit Rev. Passenger/Rev. Vehicle Mile Op. Cost/Op. Vehicle Mile Operating Revenue to Operating Cost 3.5 $10.00 $9.00 0.90 3.0 $8.00 0.75 2.5 $7.00 0.60 2.0 $6.00 $5.00 0.45 1.5 $4.00 0.30 1.0 $3.00 0.15 0.5 $2.00 $1.00 0.00 0.0 1996 1997 1998 1999 2000 1996 1997 1998 1999 2000 1996 1997 1998 1999 2000 Year Year Year

III-58 Suffolk County Transit - Operating and Performance Statistics by Mode - Fixed Route Pass-Through and Huntington

Suffolk County 1996 1997 1998 1999 2000 % Change Annualized FR - Pass Throughs Actual Actual Actual Actual Actual 99 to 00 % Change Rev. Passengers 622,993 644,895 669,380 629,606 599,933 -4.71% -0.94% Rev. Veh. Miles 1,139,443 1,190,507 1,225,558 1,217,157 1,207,763 -0.77% 1.47% Op. Cost $3,208,375 $3,498,304 $3,665,386 $3,563,648 $3,669,365 2.97% 3.41% Op. Rev. $1,597,065 $1,690,030 $1,792,366 $1,781,436 $1,718,495 -3.53% 1.85% Rev. Pass/Rev. Mile 0.55 0.54 0.55 0.52 0.50 -3.97% -2.37% Op. Cost/Rev. Mile $2.82 $2.94 $2.99 $2.93 $3.04 3.77% 1.92% Op. Rev./Op. Cost 49.78% 48.31% 48.90% 49.99% 46.83% -6.31% -1.51%

Suffolk County-FR-Pass Throughs Suffolk County-FR-Pass Throughs Revenue Passengers Revenue Vehicle Mile 800 1,300 750 1,250 700 1,200 650 1,150 600 Thousands

Thousands 1,100 550 1,050 500 450 1,000 1996 1997 1998 1999 2000 1996 1997 1998 1999 2000 Year Year

Suffolk County-FR-Pass Throughs Suffolk County-FR-Pass Throughs Suffolk County-FR-Pass Throughs Rev. Passenger/Rev. Vehicle Mile Op. Cost/Op. Vehicle Mile Operating Revenue to Operating Cost 3.5 $10.00 0.90 3.0 $9.00 $8.00 0.75 2.5 $7.00 0.60 2.0 $6.00 0.45 1.5 $5.00 $4.00 0.30 1.0 $3.00 0.15 0.5 $2.00 0.00 0.0 $1.00 1996 1997 1998 1999 2000 1996 1997 1998 1999 2000 1996 1997 1998 1999 2000 Year Year Year

Suffolk County 1996 1997 1998 1999 2000 % Change Annualized HART - Fixed Route Actual Actual Actual Actual Actual 99 to 00 % Change Rev. Passengers 349,601 341,100 322,326 306,975 289,958 -5.54% -4.57% Rev. Veh. Miles 329,915 329,875 330,777 326,806 328,873 0.63% -0.08% Op. Cost $1,900,900 $1,969,613 $2,057,777 $2,028,485 $1,970,356 -2.87% 0.90% Op. Rev. $333,270 $341,047 $329,586 $327,922 $311,860 -4.90% -1.65% Rev. Pass/Rev. Mile 1.06 1.03 0.97 0.94 0.88 -6.14% -4.49% Op. Cost/Rev. Mile $5.76 $5.97 $6.22 $6.21 $5.99 -3.48% 0.98% Op. Rev./Op. Cost 17.53% 17.32% 16.02% 16.17% 15.83% -2.09% -2.52%

Suffolk County HART-Fixed Route Suffolk County HART-Fixed Route Revenue Passengers Revenue Vehicle Mile 400 375

350 350 325 300 300 Thousands Thousands 250 275

250 200 1996 1997 1998 1999 2000 1996 1997 1998 1999 2000 Year Year

Suffolk County HART Fixed Route Suffolk County HART Fixed Route Suffolk County HART Fixed Route Rev. Passenger/Rev. Vehicle Mile Operating Cost per Vehicle Mile Operating Rev. to Operating Cost 3.5 $10.00 $9.00 0.90 3.0 $8.00 0.75 2.5 $7.00 $6.00 0.60 2.0 $5.00 0.45 1.5 $4.00 $3.00 0.30 1.0 $2.00 0.15 0.5 $1.00 $0.00 0.00 0.0 1996 1997 1998 1999 2000 1996 1997 1998 1999 2000 1996 1997 1998 1999 2000 Year Year Year

III-59 Suffolk County Transit - Operating and Performance Statistics by Mode - Huntington Paratransit

Suffolk County 1996 1997 1998 1999 2000 % Change Annualized HART - Paratransit Actual Actual Actual Actual Actual 99 to 00 % Change Rev. Passengers 10,812 7,643 10,486 10,244 13,975 36.42% 6.63% Rev. Veh. Miles 56,486 41,939 48,295 46,794 54,156 15.73% -1.05% Op. Cost $273,078 $370,962 $445,375 $453,412 $521,520 15.02% 17.56% Op. Rev. $9,662 $14,901 $24,906 $26,746 $28,442 6.34% 30.99% Rev. Pass/Rev. Mile 0.19 0.18 0.22 0.22 0.26 17.88% 7.75% Op. Cost/Rev. Mile $4.83 $8.85 $9.22 $9.69 $9.63 -0.61% 18.80% Op. Rev./Op. Cost 3.54% 4.02% 5.59% 5.90% 5.45% -7.55% 11.42%

Suffolk County-Hart Paratransit Suffolk County-Hart Paratransit Revenue Passengers Revenue Vehicle Mile 20 65 18 60 15 55 13 50 45 10

Thousands 40 8 Thousands 35 5 30 3 25 1996 1997 1998 1999 2000 1996 1997 1998 1999 2000 Year Year

Suffolk County-HART Paratransit Suffolk County-HART Paratransit Suffolk County-HART Paratransit Rev. Passenger/Rev. Vehicle Mile Operating Cost per Vehicle Mile Operating Rev. to Operating Cost 3.5 $11.00 $10.00 0.90 3.0 $9.00 $8.00 2.5 0.75 $7.00 2.0 $6.00 0.60 $5.00 0.45 1.5 $4.00 1.0 $3.00 0.30 $2.00 0.5 $1.00 0.15 $0.00 0.0 0.00 1996 1997 1998 1999 2000 1996 1997 1998 1999 2000 1996 1997 1998 1999 2000 Year Year Year

III-60 ROCKLAND COUNTY 50 Sanatorium Road Pomona, NY 10970 (845) 364-3434

State Legislative Districts: Senate: 38 Assembly: 92 - 94

Base Fare (TOR): $.90 Last Increase: $.30 in May 1996

Public Transportation, supported by STOA, in Rockland County is comprised of five distinctly different services, provided in a variety of institutional and market settings. The range of services include local services within towns and within the County, and commuter services to Westchester County and to Manhattan. Each of these five service categories will be described below.

Transport of Rockland (TOR): Rockland County contracts with two private operators to provide fixed County’s population, employment, as well as service route bus service under the name Transport of Rockland improvements and the maintenance of stable fares. (TOR). The Fixed Route operators are Rockland From 1990 to 2000, Rockland County’s population Coaches and Hudson Transit, both subsidiaries of increased by 8% and its employment increased by 7.2 Coach, USA. The countywide complementary percent. These gains are mostly in the southwestern part paratransit service, TRIPS, discussed below, is operated of the County. directly by the County. This increase in passengers for the TOR System helped STOA eligible TOR passengers on Fixed Route boost passenger revenues by 5% from 1999 to 2000 and increased 5% from 1999 to 2000, over the five year by 2.9% annualized from 1996 to 2000. period from 1996 to 2000 there was an 7.6% annualized

Rockland County Sponsored Services Rockland County Sponsored Services Revenue Passengers Revenue Vehicle Miles 5,300 5,150 7,800 5,000 7,550 4,850 7,300 7,050 4,700 6,800 4,550 Thousands Thousands 6,550 4,400 6,300 4,250 6,050 4,100 5,800 1996 1997 1998 1999 2000 1996 1997 1998 1999 2000 Year Year

increase in ridership. This consistent increase in ridership is largely due to the increase in Rockland TOR’s cost recovery ratio, a measure of system

III-61 Rockland County Fixed Route Paratransit Tappanzee Commuter Municipal Total 2000 Characteristics TOR TRIPS Express Bus Bus Revenue Passengers 1,605,808 54,471 276,452 2,734,974 258,375 4,930,080 Number of Vehicles 41 17 26 185 15 284 Number of Employees 30 21 28 305 15 399 Revenue Vehicle Miles 1,129,461 358,033 475,676 5,042,847 454,125 7,460,142 Revenue Vehicle Hours 57,094 28,064 23,240 12,506 29,242 150,146 Total Operating Revenue 868,899 41,943 214,112 21,882,030 109,989 23,116,973 Total Operating Expense 5,279,031 1,486,256 3,164,994 25,739,477 1,507,460 37,177,218 Operating Expense /Rev. Vehicle Mile 4.67 4.15 6.65 5.10 3.32 4.98 Operating Expense / Rev. Vehicle Hour 92.46 52.96 136.19 2,058.17 51.55 247.61 Rev. Passengers / Rev. Vehicle Mile 1.42 0.15 0.58 0.05 0.57 0.66 Rev. Passengers / Rev. Vehicle Hour 28.13 1.94 11.90 218.69 8.84 32.84 Total Operating Revenue / Op. Expense 0.16 0.03 0.07 0.85 0.07 0.62 Operating Expense / Revenue Passenger 3.29 27.29 11.45 9.41 5.83 7.54 Total Op. Revenue / Revenue Passenger 0.54 0.77 0.77 8.00 0.43 4.69

economy is 16.46%, somewhat low for a second tier effective operation. TZX 2, 3 and 5 are now feeder suburban system. However, this is caused to a large shuttles to the TZX 1 and 4 that cross the Tappan Zee degree by very reasonable and stable fare levels, Bridge to serve Tarrytown and White Plains. supported in turn, by the County’s use of funds it receives from MTA pursuant to an agreement from the The new consolidated service serves the following 1980's. areas:

• T appan Zee Express 1 - Spring Valley This revenue increase coupled with a small increase in Railroad Station to the Metro North Railroad operating expenses caused the cost recovery ratio to station in Tarrytown and terminating at the increase 3.6% in 2000. Over the five year period the White Plains TransCenter. cost recovery ratio went down at an annualized rate of 3%. • TZX 2 - The North Rockland Shuttle from the 9W Park and Ride in Stony Point to Palisades The efficiency of the TOR fixed route system, as Center. measured by cost per revenue vehicle mile, decreased from 1999 to 2000. The cost per mile increased from • TZX 3 - The New City Shuttle from New City $4.62 to $4.67, a 1.17% increase. This change in to Palisades Center. efficiency is due to operating costs increasing at a greater rate than revenue vehicle miles Over the five • TZX 4 - The Cross Rockland Express from year period from 1996 to 2000 the cost per mile was Suffern to Palisades Center, Nyack and fairly stable, decreasing at an annualized rate of 0.93%. terminating at the White Plains TransCenter.

The effectiveness of the fixed route system increased • TZX 5 The Spring Valley Shuttle from Old nearly 5% over 1999 because of a greater increase in Nyack to the Spring Valley Sation. ridership in proportion to revenue miles. Over the five year period, service effectiveness increased at an The bulk of the ridership of all the TZX services is on annualized rate of 2.5%. the TZX 1 which carries 85% of the revenue passengers and accounts for 84% of the total revenue. Tappan Zee Express: Rockland County contracts with The cost recovery ratio on the TZX 1 is 14.5% Costs the two private operators that provide fixed route have increased at a greater rate than expenses in 2000 service for TOR, to provide service for the five causing the cover ratio to decrease slightly. The low suburban commuter bus routes, known as the Tappan cost recovery ratio of these services is due to extremely Zee Express. These services were recently consolidated high competition from the private automobile as well as on April 1, 2001 to provide for a more efficient and a very low fare structure for commuter express services

III-62 Rockland 1990 2000 % County Change Service Area

Total Population 265,475 286,753 8.02%

Pop. Over 65 26,871 33,853 25.98%

Pop. Under 19 76,338 87,339 14.41%

Rockland 99,182 106,358 7.24% Employment

Manhattan 2,342,695 2,382,166 1.68% Employment

Commuter Bus 2,679,313 2,734,974 2.08% Ridership

Tappan Zee Exp. 117,109 237,238 102.58% Ridership*

TOR Ridership 1,005,151 1,605,808 59.76%

TRIPS Ridership 31,737 54,471 71.63%

Municipal Bus 286,870 258,375 -9.93% Ridership

Rev. Miles 4,093,706 5,042,847 23.19% Commuter Bus

Rev. Miles 193,774 242,837 25.32% Tappan Zee Exp.*

Rev. Miles 898,947 1,129,461 25.64% using Over-the-Road Coaches. TOR Rev. Miles 173,956 358,033 105.82% The objective of the service consolidation is to reduce TRIPS the number of trips across the Hudson River to Westchester, increase the occupancy of services, and provide faster more direct services. By using a transfer point at Palisades Center, having shuttle feeder buses, * Total includes only TZ1. Other TZ services do not report statistics and having buses to White Plains operate directly for STOA payment without a stop at the Tarrytown MNR station, this service has been reoriented to provide better service at the fixed route system. lower cost. Preliminary operating results are very promising. The Rockland County STOA (State Transportation Operating Assistance) program also includes a series of TRIPS: This system is the county run paratransit Pass Through Services, these pass through systems service. Ridership increases for the TRIPS system has include public transit systems and private systems, outpaced the ridership increases of the TOR system. which do not receive County financial support. Since the origins/destinations of people using the NYSDOT STOA is passed through to the systems from TRIPS system is more dispersed, the level of service Rockland County. increases necessitated to sustain this ridership growth is nearly twice that of the fixed route system. Although the Municipal Bus “Pass-Through” Systems: The pass cost recovery ratio on paratransit service is lower than through public transit systems (“Municipal Pass the general fixed route services this is an important Throughs”) are operated by the towns of Clarkstown component of the services offered for the mobility of and Spring Valley. The towns provide additional handicapped individuals who can not be transported on financial support for these systems. The Spring Valley

III-63 Jitney and Clarkstown Mini Trans comprise 5.2% of the passengers and 6.3% of the revenue vehicle miles in proportion to the Grand Total Rockland County Systems.

The Operating Ratio of these public transit systems was 7.3% for 2000 versus 10.8% for 1999. STOA eligible revenue passengers decreased 13.3 % from 1999 to 2000. The decrease in the Operating Ratio is attributable to the decrease in revenues and increases in expenses such as salary, wages and fuel. There was a decrease in “efficiency” for the Muncipal Pass throughs due to an increase in operating costs that corresponded with a decrease in revenue miles, equating to a 12.9% increase in cost per mile. The five year data shows STOA Eligible Revenue Passengers decreasing at an annualized rate of 4.7%.

Commuter Bus: The “pass-through” Commuter Bus services include, Rockland Coaches, Leisure Lines, Monsey Trails and Kaser Bus. The first two of these are part of Coach USA. These two operators and Monsey run commuter services to Manhattan. Kaser runs from its named community to Kiamesha Lake, NY.

The private pass-through systems generate 55% of the STOA eligible passengers and 67% of the STOA eligible revenue vehicle miles of the Rockland County system. Revenues increased 7.5% while expenses increased only 2.9% causing the Operating Ratio of these pass-through systems to improve 4 percent. In 2000 the cover ratio was 85% an increase from 81% in 1999. These services maintain a higher operating ratio, the highest observed in the STOA Program, because of the high demand in Rockland County for commuter services to Manhattan. This is an important component of the Rockland County Transportation System because of the efficiency of moving passengers and meeting the demands of the commuters on a daily basis. These are efficient services run without local operating assistance.

III-64 FINANCIAL INFORMATION - ROCKLAND COUNTY TRANSIT - SYSTEM TOTAL

Sources of Total System 2000 Operating Funds Summary of Total System 2000 Operating Expenses

Fares $21,744,155 Salaries $14,280,592 Local $4,907,591 Fringe $4,196,695 State $7,185,937 Ins $1,109,727 Federal $2,505,671 Fuel $2,251,640 Other $2,143,344 Other $15,338,564 Total $38,486,698 Total $37,177,218

Rockland County Rockland County Operating Expenses Operating Revenues & Subsidies

Other (5.57%) Federal (6.51%)

Other (41.26%) Salaries (38.41%) State (18.67%)

Fares (56.50%)

Local (12.75%) Fuel (6.06%) Fringe (11.29%) Ins (2.98%)

Financial Trend Analysis over the past five years: Fleet Characteristics over the past five years:

Rockland Rockland County Operating Revenue and Subsidy Total, Peak and Accessible Vehicles 40 300 250 30 200 20 150 Millions 10 100 50 0 1996 1997 1998 1999 2000 0 Year Total Fleet Peak Fleet Accessible

TOTAL GOVERNMENT SUBSIDIES TOTAL OPERATING REVENUE 1996 1997 1998 1999 2000

Rockland County Transit - Total System - Operations and Performance Statistics

Rockland 1996 1997 1998 1999 2000 % Change Annualized Operations Actual Actual Actual Actual Actual 99 to 00 % Change

Rev. Passengers 4,376,818 4,327,584 4,570,139 4,817,591 4,930,080 2.33% 3.02% Rev. Veh. Miles 6,344,471 6,515,422 6,916,972 7,215,753 7,460,142 3.39% 4.13%

Op. Cost $27,738,789 $31,073,416 $33,451,339 $35,848,202 $37,177,218 3.71% 7.60% Op. Rev. $20,118,882 $20,237,753 $20,687,263 $21,577,568 $23,116,973 7.13% 3.53%

Rev. Pass/Rev. Mile 0.69 0.66 0.66 0.67 0.66 -1.02% -1.07% Op. Cost/Rev. Mile $4.37 $4.77 $4.84 $4.97 $4.98 0.31% 3.33% Op. Rev./Op. Cost 72.53% 65.13% 61.84% 60.19% 62.18% 3.30% -3.78%

National CPI 156.90 160.50 163.00 166.60 172.20 3.36% 2.35% NYSMA CPI 166.90 170.80 173.60 177.00 182.50 3.11% 2.26%

Rockland County Rockland County Rockland County Rev. Passenger per Rev. Vehicle Mile Operating Cost per Rev. Vehicle Mile Operating Rev. to Operating Cost 3.5 $10.00 $9.00 0.90 3.0 $8.00 0.75 2.5 $7.00 2.0 $6.00 0.60 $5.00 1.5 0.45 $4.00 0.30 1.0 $3.00 0.5 $2.00 0.15 $1.00 0.00 0.0 1996 1997 1998 1999 2000 1996 1997 1998 1999 2000 1996 1997 1998 1999 2000 Year Year Year

III-65 Rockland County Transit - Operating and Performance Statistics by Mode - Fixed Route and Paratransit

Transport of Rockland 1996 1997 1998 1999 2000 % Change Annualized Fixed-Route Actual Actual Actual Actual Actual 99 to 00 % Change Rev. Passengers 1,194,515 1,214,192 1,437,951 1,527,419 1,605,808 5.13% 7.68% Rev. Veh. Miles 925,725 952,049 1,092,581 1,126,278 1,129,461 0.28% 5.10% Op. Cost $4,168,992 $4,394,976 $4,802,692 $5,203,106 $5,279,031 1.46% 6.08% Op. Rev. $774,989 $816,002 $766,807 $826,731 $868,899 5.10% 2.90% Rev. Pass/Rev. Mile 1.29 1.28 1.32 1.36 1.42 4.84% 2.45% Op Cost/Rev. Mile $4.50 $4.62 $4.40 $4.62 $4.67 1.17% 0.93% Op. Rev./Op. Cost 18.59% 18.57% 15.97% 15.89% 16.46% 3.59% -3.00%

Transport of Rockland Transport of Rockland Revenue Passengers Revenue Vehicle Miles 1,900 1,275 1,800 1,700 1,200 1,600 1,125 1,500 1,050 1,400 975 Thousands 1,300 Thousands 900 1,200 1,100 825 1,000 750 1996 1997 1998 1999 2000 1996 1997 1998 1999 2000 Year Year

Transport of Rockland Transport of Rockland Transport of Rockland Rev. Passenger per Rev. Vehicle Mile Operating Cost per Rev. Vehicle Mile Operating Rev. to Operating Cost 3.5 $10.00 $9.00 0.90 3.0 $8.00 0.75 $7.00 2.5 0.60 $6.00 0.45 2.0 $5.00 $4.00 0.30 1.5 $3.00 0.15 $2.00 1.0 0.00 1996 1997 1998 1999 2000 $1.00 1996 1997 1998 1999 2000 Year 1996 1997 1998 1999 2000 Year Year

TRIPS 1996 1997 1998 1999 2000 % Change Annualized Paratransit Actual Actual Actual Actual Actual 99 to 00 % Change Rev. Passengers 38,767 43,099 48,809 50,027 54,471 8.88% 8.87% Rev. Veh. Miles 199,548 235,217 293,803 333,901 358,033 7.23% 15.74% Op. Cost $917,931 $1,016,038 $955,125 $1,142,764 $1,486,256 30.06% 12.80% Op. Rev. $31,764 $34,796 $38,054 $36,166 $41,943 15.97% 7.20% Rev. Pass/Rev. Mile 0.19 0.18 0.17 0.15 0.15 1.54% -5.93% Op.Cost/Rev. Mile $4.60 $4.32 $3.25 $3.42 $4.15 21.29% -2.53% Op. Rev./Op. Cost 3.46% 3.42% 3.98% 3.16% 2.82% -10.83% -4.97%

Rockland TRIPS Rockland TRIPS Revenue Passengers Revenue Vehicle Miles 75 500 70 450 65 400 60 350 55 50 300 45 250 Thousands Thousands 40 200 35 150 30 25 100 1996 1997 1998 1999 2000 1996 1997 1998 1999 2000 Year Year

Rockland TRIPS Rockland TRIPS Rockland TRIPS Rev. Passenger per Rev. Vehicle Mile Operating Cost per Rev. Vehicle Mile Operating Rev. to Operating Cost 3.5 $10.00 0.90 3.0 $9.00 $8.00 0.75 2.5 $7.00 0.60 2.0 $6.00 1.5 $5.00 0.45 1.0 $4.00 0.30 $3.00 0.5 0.15 $2.00 0.00 0.0 $1.00 1996 1997 1998 1999 2000 1996 1997 1998 1999 2000 1996 1997 1998 1999 2000 Year Year Year

III-66 Rockland County Transit - Operating and Performance Statistics by Mode - Tapanzee Express and Municpal Bus

1996 1997 1998 1999 2000 % Change Annualized Tappanzee Express Actual Actual Actual Actual Actual 99 to 00 % Change Rev. Passengers 232,332 237,072 247,767 253,531 276,452 9.04% 4.44% Rev. Veh. Miles 241,150 334,163 471,824 476,918 475,676 -0.26% 18.51% Op. Cost $1,100,769 $1,915,727 $3,019,432 $3,056,029 $3,164,994 3.57% 30.22% Op. Rev. $189,582 $194,280 $204,153 $208,858 $214,112 2.52% 3.09% Rev. Pass/Rev. Mile 0.96 0.71 0.53 0.53 0.58 9.33% -11.87% Op. Cost/Rev. Mile $4.56 $5.73 $6.40 $6.41 $6.65 3.84% 9.88% Op. Rev./Op. Cost 17.22% 10.14% 6.76% 6.83% 6.77% -1.01% -20.83%

Rockland Tappanzee Express Rockland Tappanzee Express Revenue Passengers Revenue Vehicle Miles 600 290 525 275 450 260 375 245 Thousands

Thousands 300 230 225 215 150 200 1996 1997 1998 1999 2000 1996 1997 1998 1999 2000 Year Year

Rockland Tappanzee Express Rockland Tappanzee Express Rockland Tappanzee Express Rev. Passenger per Rev. Vehicle Mile Operating Cost per Rev. Vehicle Mile Operating Rev. to Operating Cost 3.5 $10.00 3.0 $9.00 0.90 $8.00 0.75 2.5 $7.00 2.0 $6.00 0.60 $5.00 1.5 0.45 $4.00 1.0 $3.00 0.30 0.5 $2.00 0.15 $1.00 0.00 0.0 $0.00 1996 1997 1998 1999 2000 1996 1997 1998 1999 2000 1996 1997 1998 1999 2000 Year Year Year

Rockland 1996 1997 1998 1999 2000 % Change Annualized Municipal Bus Actual Actual Actual Actual Actual 99 to 00 % Change Rev. Passengers 313,815 318,053 279,399 298,204 258,375 -13.36% -4.74% Rev. Veh. Miles 476,676 502,043 489,541 489,335 454,125 -7.20% -1.20% Op. Cost $1,371,250 $1,477,829 $1,414,820 $1,438,757 $1,507,460 4.78% 2.40% Op. Rev. $153,705 $180,636 $154,288 $155,919 $109,989 -29.46% -8.03% Rev. Pass/Rev. Mile 0.66 0.63 0.57 0.61 0.57 -6.64% -3.58% Op.Cost/Rev. Mile $2.88 $2.94 $2.89 $2.94 $3.32 12.90% 3.64% Op. Rev./Op. Cost 11.21% 12.22% 10.91% 10.84% 7.30% -32.67% -10.18%

Rockland Municipal Bus Rockland Municipal Bus Revenue Passengers Revenue Vehicle Miles

340 540 520 320 500 300 480 280 460 Thousands Thousands 260 440 240 420 220 400 1996 1997 1998 1999 2000 1996 1997 1998 1999 2000 Year Year

Rockland Municipal Bus Rockland Municipal Bus Rockland Municipal Bus Rev. Passenger per Rev. Vehicle Mile Operating Cost per Rev. Vehicle Mile Operating Rev. to Operating Cost 3.5 $10.00 3.0 $9.00 0.90 $8.00 2.5 0.75 $7.00 0.60 2.0 $6.00 1.5 $5.00 0.45 $4.00 1.0 0.30 $3.00 0.15 0.5 $2.00 0.0 $1.00 0.00 1996 1997 1998 1999 2000 1996 1997 1998 1999 2000 1996 1997 1998 1999 2000 Year Year Year

III-67 Rockland County Transit - Operating and Performance Statistics by Mode - Commuter Bus

Commuter Bus 1996 1997 1998 1999 2000 % Change Annualized Pass-Through Actual Actual Actual Actual Actual 99 to 00 % Change Rev. Passengers 2,597,389 2,515,168 2,556,213 2,688,410 2,734,974 1.73% 1.30% Rev. Veh. Miles 4,501,372 4,491,950 4,569,223 4,789,321 5,042,847 5.29% 2.88% Op. Cost $20,179,847 $22,268,846 $23,259,270 $25,007,546 $25,739,477 2.93% 6.27% Op. Rev. $18,968,842 $19,012,039 $19,523,961 $20,349,894 $21,882,030 7.53% 3.64% Rev. Pass/Rev. Mile 0.58 0.56 0.56 0.56 0.54 -3.38% -1.54% Op.Cost/Rev. Mile $4.48 $4.96 $5.09 $5.22 $5.10 -2.25% 3.30% Op. Rev./Op. Cost 94.00% 85.38% 83.94% 81.38% 85.01% 4.47% -2.48%

Commuter Bus Pass-Through Commuter Bus Pass-Through Revenue Passengers Revenue Vehicle Miles 2,900 5,250 2,800 5,000 2,700 4,750 2,600

Thousands 4,500 Thousands 2,500 4,250 2,400 4,000 2,300 1996 1997 1998 1999 2000 1996 1997 1998 1999 2000 Year Year

Commuter Bus Pass-Through Commuter Bus Pass-Through Commuter Bus Pass-Through Rev. Passenger per Rev. Vehicle Mile Operating Cost per Rev. Vehicle Mile Operating Rev. to Operating Cost 3.5 $10.00 0.90 3.0 $9.00 $8.00 2.5 0.75 $7.00 0.60 2.0 $6.00 1.5 $5.00 0.45 1.0 $4.00 0.30 $3.00 0.5 0.15 $2.00 0.0 1996 1997 1998 1999 2000 $1.00 0.00 1996 1997 1998 1999 2000 1996 1997 1998 1999 2000 Year Year Year

III-68 DUTCHESS COUNTY TRANSIT SYSTEM 14 Commerce Street Poughkeepsie, NY 12603 (845) 473-0171

State Legislative Districts: Senate: 37,41 Assembly: 91,96,97, 99

Base Fare: $ .75 Last Increase: 1993

Dutchess County contracts with two private operators to provide transit service: Progressive Transportation Services, provides service within the County, as the Dutchess County “LOOP” and Leprechaun Lines is a “pass-through” STOA operator that provides commuter service on an inter-county basis. In Dutchess County, the City of Poughkeepsie also operates a fixed route bus system within the City limits. This section will describe the City Bus system trends in addition to those services that are sponsored by Dutchess County. MTA Metro North Railroad service is also available in the County and is discussed system is the Commuter Train Connection which in a separate Section serves 3 Dutchess County Metro North Stations: City of Poughkeepsie, Beacon and New Hamburg. This is County population increased 7.97 percent from 1990 an important service of the LOOP system that to 2000 while employment decreased 6.1 percent over accommodates commuters going into Manhattan. The the same period. STOA-eligible passengers and vehicle miles of the Commuter Train Connection are included within the Fixed Route Service: Dutchess County LOOP, Fixed Route LOOP system totals in this report. services the western part of the County, which primarily has the small urban areas located along the In 2000 the LOOP fixed route service accounted for

Dutchess County Dutchess County Revenue Passengers Revenue Vehicle Mile 900 2,100 875 2,025 850 1,950 825 800 1,875 775 1,800 750

Thousands 1,725

725 Thousands 700 1,650 675 1,575 650 1996 1997 1998 1999 2000 1,500 1996 1997 1998 1999 2000 Year Year

Hudson River. Another component of the LOOP 86% percent of the 760,054 total system passengers

III-69 DUTCHESS COUNTY Fixed Route Paratransit Rural Dutchess County Poughkeepsie 2000 Characteristics Motor Bus Service Service Total Bus Revenue Passengers 656,631 29,324 74,099 760,054 407,509 Number of Vehicles 30 10 12 52 6 Number of Employees 41 15 19 75 12 Revenue Vehicle Miles 1,168,904 151,841 256,952 1,577,697 221,212 Revenue Vehicle Hours 51,952 10,557 11,553 74,062 21,038 Total Operating Revenue 1,417,735 454,441 1,839,244 3,711,420 228,427 Total Operating Expense 2,289,071 585,638 3,068,457 5,943,166 1,009,524 Operating Expense /Rev. Vehicle Mile 1.96 3.86 11.94 3.77 4.56 Operating Expense / Rev. Vehicle Hour 44.06 55.47 265.60 80.25 47.99 Rev. Passengers / Rev. Vehicle Mile 0.56 0.19 0.29 0.48 1.94 Rev. Passengers / Rev. Vehicle Hour 12.64 2.78 6.41 10.26 20.38 Total Operating Revenue / Op. Expense 0.62 0.78 0.60 0.62 0.23 Operating Expense / Revenue Passenger 3.49 19.97 41.41 7.82 2.35 Total Op. Revenue / Revenue Passenger 2.16 15.50 24.82 4.88 0.53 carried, and 74 percent of the total STOA Eligible Miles operated Operating costs per revenue vehicle miles, a measure of service efficiency improved due to revenue vehicle Over the five year period, 1996 to 2000, ridership miles increasing 4.5 percent while costs only increased increased at an annualized rate of 3.2 percent. .98 percent. However, in 2000 ridership declined by 4 percent over 1999. Paratransit: Paratransit service in Dutchess County is provided for transportation of eligible elderly and Revenue vehicle miles of service rose at an annualized disabled residents in accordance with the Americans rate of 4.6 percent from 1996 to 2000, increasing in Disabilities Act. Dutchess County Paratransit accounts 2000 by 4.5 percent, in line with the longer term trend. for 3.8 percent of the total passengers carried with 29,324 STOA Revenue Passengers for 2000. From As a result of the revenue miles of service rising at a 1996 to 1999 the demand for these services had more rapid rate than the number of revenue remained stable but 2000 experienced a 13.72 percent passengers, the passengers per revenue mile on the decrease in ridership from 1999 while revenue Vehicle LOOP system, declined over the five year period at an Miles decreased 18.74 percent. Operating Revenue annualized rate of 1.38 percent. increased 9.6 percent from 1999 to 2000 with a five year increase annualized at 19.3 percent. Operating Revenues increased 9.76 percent from 1999 to 2000 and have increased significantly over the 5 The County’s Rural Dial-a-Ride services primarily year period with a 15.64 percent annualized increase. serves the non-urbanized eastern portions of Dutchess Costs for the LOOP Fixed Route Service have county. Ridership for Rural Dial-A-Ride has increased increased .98 percent from 1999 to 2000 and over the over the 1996-1999 period from 58,293 in 1996 to 5 year period, costs increased only .39 percent at an 80,031 in 1999. In 2000, however, ridership annualized rate. decreased by of 7.4 percent over 1999 levels.

The percentage of operating costs covered by operating Operating Revenues and Operating Expenses for these revenues, a measure of service economy, increased for services have had significant increases over the five the LOOP system in 2000 to 61.9 percent because year period. Operating Revenues were $150,974 in operating revenues increased at a greater rate than 1996 and $1,839,244 in 2000 increasing at an operating costs. The major influence on the Operating annualized rate of 86.82 percent. Operating Expenses Ratio for Dutchess County is the contract service for increased from $740,175 in 1996 to $3,068,457 in Medicaid Passengers. This is partly attributable to the 2000 at an annualized rate of 42.69 percent. The increase in population over 65 increasing 18 percent major influence on these increases in revenue and from 1990 to 2000.

III-70 Dutchess County 1990 2000 % Service Area Change

Total Population 259,462 280,150 7.97%

Population of City 28,844 29,871 3.56% of Poughkeepsie

Pop. Over 65 25,113 29,634 18.00%

Pop. Under 19 63,260 70,763 11.86%

Employment 117,084 109,949 -6.09%

Loop Ridership 511,250 607,200 18.77%

Dial-a-Ride 33,058 29,324 -11.30% Ridership

Commuter Bus 2,978 71,077 2286.74% Ridership

Commuter Train 0 49,431 NA Connection Ridership

Rural Demand 0 74,099 NA Responsive Ridership

Poughkeepsie Bus 483,293 407,509 -15.68% Ridership

Rev. Miles 710,430 957,634 34.80% Loop

Rev. Miles 152,270 151,841 -0.28% expenses, is the contract service for Medicaid Dial-a-Ride Passengers. Rev. Miles 33,761 404,708 1098.74% Commuter Bus: Leprechaun Lines provides inter- Commuter Bus county service between Poughkeepsie and White Rev. Miles 0 195,168 NA Plains, Westchester County and from Orange County CTC to the Metro North Railroad Station in Beacon, NY. Rev. Miles 0 256,952 NA Operating and performance statistics have not been Rural DR reported consistently across the five year period and Rev. Miles 275,810 221,212 -19.80% are not included in the County totals as a result. Poughkeepsie Bus However statistics reported for STOA formula payment indicate that ridership on these services has increased from 19,615 riders in 1996 to 71,077 riders in 2000. Revenue miles of service over this period increased Revenue passengers on the City of Poughkeepsie Bus from 164,960 miles in 1996 to 404,708 miles in system declined from 1999 to 2000 by 2.69 percent, 2000. and over the five year period of 1996 to 2000 by an annualized rate of 1.2 percent. City of Poughkeepsie Bus System Although population increased in the City of The City of Poughkeepsie provides fixed route bus Poughkeepsie by 3.56 percent from 1990 to 2000, service within the City limits and contracts with ridership declined at a annualized rate of 1.57 percent. Progressive Transportation Services Inc. to provide The decline in ridership likely reflects a reduction in administrative support. The City of Poughkeepsie’s the amount service provided. Revenue vehicle miles of Fixed Route Fleet is 100 percent ADA accessible. service declined more steeply than ridership over the ten year period by an annualized rate of 1.98 percent.

III-71 Over the five year period 1996 to 2000 revenue vehicle miles also declined more dramatically than ridership, at annualized rate of 3.9 percent.

City of Poughkeepsie-Operated Services Revenue Passengers 500

475

450

425

Thousands 400

375

350 1996 1997 1998 1999 2000 Year

City of Poughkeepsie-Operated Services Revenue Vehicle Miles

550 475 400 325 Thousands 250 175 100 1996 1997 1998 1999 2000 Year

Revenue passengers per revenue vehicle mile, a measure of service effectiveness, actually improved at an annualized rate of 2.8 percent over the five years as a result of the reduction in miles outpacing the decline in ridership.

Cost per revenue vehicle mile increased over the five year time frame by 2.74 percent, which is only slightly above the inflation rate for the period of 2.35 percent. The operating revenue to operating cost ratio improved slightly over the five years, by 2.75 annualized percent, ranging from 20.3 percent in 1996 to a high 23.66 in 1998.

Dutchess County and the City of Poughkeepsie coordinate the utilization of paratransit vehicles to achieve better service for the riders while keeping costs down.

III-72 FINANCIAL INFORMATION - DUTCHESS COUNTY - SYSTEM TOTAL

Sources of Total System 2000 Operating Funds Summary of Total System 2000 Operating Expenses

Fares $758,561 Salaries $2,126,703 Local $371,896 Fringe $483,771 State $1,424,452 Insurance $48,019 Federal $435,400 Fuel $238,040 Other $2,952,859 Other $3,046,633 Total $5,943,168 Total $5,943,166

Dutchess County Dutchess County Operating Revenues & Subsidies Operating Expenses

Fares (12.76%)

Local (6.26%) Salaries (35.78%)

Other (49.68%) Other (51.26%)

State (23.97%)

Fringe (8.14%) Federal (7.33%) Insurance (0.81%) Fuel (4.01%)

Financial Trend Analysis over the past five years: Fleet Characteristics over the past five years:

Dutchess County Dutchess County Operating Revenue and Subsidy Total, Peak and Accessible Vehicles 7 60 6 50 5 4 40 3

Millions 30 2 1 20 0 10 1996 1997 1998 1999 2000 0 Total Fleet Peak Fleet Accessible TOTAL OPERATING REVENUE TOTAL GOVERNMENT SUBSIDIES 1996 1997 1998 1999 2000

Dutchess County Transit - System Total - Operations and Performance Statistics

1996 1997 1998 1999 2000 % Change Annualized Operations Actual Actual Actual Actual Actual 99 to 00 % Change

Rev. Passengers 672,550 758,387 774,854 798,250 760,054 -4.78% 3.11% Rev. Veh. Miles 1,395,490 1,463,168 1,628,495 1,646,136 1,577,697 -4.16% 3.12%

Op. Cost $3,466,869 $3,383,803 $3,726,407 $5,498,545 $5,943,166 8.09% 14.42% Op. Rev. $1,167,734 $2,449,503 $3,176,561 $3,307,025 $3,711,420 12.23% 33.52%

Rev. Pass/Rev. Mile 0.48 0.52 0.48 0.48 0.48 -0.65% -0.01% Op. Cost/Rev. Mile $2.48 $2.31 $2.29 $3.34 $3.77 12.77% 10.97% Op. Rev./Op. Cost 33.68% 72.39% 85.24% 60.14% 62.45% 3.83% 16.69%

National CPI 156.90 160.50 163.00 166.60 172.20 3.36% 2.35% NYSMA CPI 156.90 170.80 173.60 177.00 182.50 3.11% 3.85%

Dutchess County Dutchess County Dutchess County Rev. Passenger per Rev. Vehicle Mile Cost per Rev. Vehicle Mile Operating Rev. to Operating Cost 3.5 $10.00 3.0 $9.00 0.90 $8.00 2.5 0.75 $7.00 0.60 2.0 $6.00 1.5 $5.00 0.45 $4.00 1.0 0.30 $3.00 0.15 0.5 $2.00 0.0 $1.00 0.00 1996 1997 1998 1999 2000 1996 1997 1998 1999 2000 1996 1997 1998 1999 2000 Year Year Year

III-73 Dutchess County Transit- Operating and Performance Statistics by Mode - Fixed Route and Paratransit

Dutchess County 1996 1997 1998 1999 2000 % Change Annualized Fixed Route Actual Actual Actual Actual Actual 99 to 00 % Change Rev. Passengers 578,624 647,001 663,965 684,231 656,631 -4.03% 3.21% Rev. Veh. Miles 974,531 994,585 1,107,377 1,118,318 1,168,904 4.52% 4.65% Op. Cost $2,253,466 $2,159,800 $2,433,072 $2,266,816 $2,289,071 0.98% 0.39% Op. Rev. $792,781 $902,847 $1,065,020 $1,291,624 $1,417,735 9.76% 15.64% Rev. Pass/Rev. Mile 0.59 0.65 0.60 0.61 0.56 -8.19% -1.38% Op. Cost/Rev. Mile $2.31 $2.17 $2.20 $2.03 $1.96 -3.39% -4.07% Op. Rev./Op. Cost 35.18% 41.80% 43.77% 56.98% 61.93% 8.70% 15.19%

Dutchess County - Fixed Route Dutchess County - Fixed Route Revenue Passengers Revenue Vehicle Mile 750 1,300 730 1,250 710 1,200 690 670 1,150 650 1,100 630 Thousands

Thousands 1,050 610 1,000 590 570 950 550 900 1996 1997 1998 1999 2000 1996 1997 1998 1999 2000 Year Year

Dutchess County - Fixed Route Dutchess County - Fixed Route Dutchess County - Fixed Route Rev. Passenger per Rev. Vehicle Mile Operating Cost per Vehicle Mile Operating Rev. to Operating Cost 3.5 $10.00 0.90 3.0 $9.00 $8.00 0.75 2.5 $7.00 0.60 2.0 $6.00 1.5 $5.00 0.45 $4.00 1.0 0.30 $3.00 0.15 0.5 $2.00 0.0 $1.00 0.00 1996 1997 1998 1999 2000 1996 1997 1998 1999 2000 1996 1997 1998 1999 2000 Year Year Year

Dutchess County 1996 1997 1998 1999 2000 % Change Annualized Paratransit Actual Actual Actual Actual Actual 99 to 00 % Change Rev. Passengers 35,633 34,959 33,152 33,988 29,324 -13.72% -4.75% Rev. Veh. Miles 163,281 163,411 184,391 186,859 151,841 -18.74% -1.80% Op. Cost $473,228 $556,822 $618,862 $585,675 $585,638 -0.01% 5.47% Op. Rev. $223,979 $332,283 $407,073 $414,402 $454,441 9.66% 19.35% Rev. Pass/Rev. Mile 0.22 0.21 0.18 0.18 0.19 6.18% -3.01% Op. Cost/Rev. Mile $2.90 $3.41 $3.36 $3.13 $3.86 23.05% 7.41% Op. Rev./Op. Cost 47.33% 59.67% 65.78% 70.76% 77.60% 9.67% 13.16%

Dutchess County Paratransit Dutchess County Paratransit Revenue Passengers Revenue Vehicle Miles 38 210 37 200 36 190 35 180 34 170 33 160 32 150 Thousands Thousands 31 140

30 130 29 120 28 110 27 100 1996 1997 1998 1999 2000 1996 1997 1998 1999 2000 Year Year

Dutchess County Paratransit Dutchess County Paratransit Dutchess County Paratransit Rev. Passenger per Rev. Vehicle Mile Operating Cost per Vehicle Mile Operating Rev. to Operating Cost 3.5 $10.00 3.0 $9.00 0.90 $8.00 0.75 2.5 $7.00 2.0 $6.00 0.60 1.5 $5.00 0.45 $4.00 1.0 0.30 $3.00 0.15 0.5 $2.00 0.00 0.0 $1.00 1996 1997 1998 1999 2000 1996 1997 1998 1999 2000 1996 1997 1998 1999 2000 Year Year Year

III-74 Dutchess County Transit - Operating and Performance Statistics by Mode - Rural Demand Responsive

Dutchess County 1996 1997 1998 1999 2000 % Change Annualized Rural DR Actual Actual Actual Actual Actual 99 to 00 % Change Rev. Passengers 58,293 76,427 77,737 80,031 74,099 -7.41% 6.18% Rev. Veh. Miles 257,678 305,172 336,727 340,959 256,952 -24.64% -0.07% Op. Cost $740,175 $2,032,663 $2,433,054 $2,646,054 $3,068,457 15.96% 42.69% Op. Rev. $150,974 $1,214,373 $1,704,468 $1,600,999 $1,839,244 14.88% 86.82% Rev. Pass/Rev. Mile 0.23 0.25 0.23 0.23 0.29 22.86% 6.26% Op. Cost/Rev. Mile $2.87 $6.66 $7.23 $7.76 $11.94 53.88% 42.79% Op. Rev./Op. Cost 20.40% 59.74% 70.05% 60.51% 59.94% -0.93% 30.93%

Dutchess County-Rural DR Dutchess County-Rural DR Revenue Passengers Revenue Vehicle Miles 95 380 90 360 85 340 80 320 75 300 70 65 280 Thousands Thousands 60 260 55 240 50 220 45 200 1996 1997 1998 1999 2000 1996 1997 1998 1999 2000 Year Year

Dutchess County-Rural DR Dutchess County-Rural DR Dutchess County-Rural DR Rev. Passenger per Rev. Vehicle Mile Operating Cost per Vehicle Mile Operating Rev. to Operating Cost 3.5 $13.00 $12.00 0.90 3.0 $11.00 $10.00 0.75 2.5 $9.00 2.0 $8.00 0.60 $7.00 1.5 $6.00 0.45 $5.00 1.0 $4.00 0.30 $3.00 0.15 0.5 $2.00 0.0 $1.00 0.00 1996 1997 1998 1999 2000 1996 1997 1998 1999 2000 1996 1997 1998 1999 2000 Year Year Year

III-75 FINANCIAL INFORMATION - CITY OF POUGHKEEPSIE BUS SYSTEM

Sources of Total System 2000 Operating Funds Summary of Total System 2000 Operating Expenses

Fares $228,427 Salaries $499,738 Local $194,234 Fringe $119,856 State $334,863 Ins $49,699 Federal $252,000 Fuel $0 Other $0 Other $340,231 Total $1,009,524 Total $1,009,524

Poughkeepsie Poughkeepsie Operating Revenues & Subsidies Operating Expenses

Other Federal (24.96%) Fares (22.63%) Other (33.70%)

Salaries (49.50%)

Local (19.24%) Fuel Ins (4.92%) State (33.17%) Fringe (11.87%)

Financial Trend Analysis over the past five years: Fleet Characteristics over the past five years:

City of Poughkeepsie City of Poughkeepsie Revenue and Subsidy Total, Peak and Accessible Vehicles 1,200 10 9 1,000 8 800 7 6 600 5 4 Thousands 400 3 200 2 0 1 1996 1997 1998 1999 2000 0 Year Total Fleet Peak Fleet Accessible

TOTAL OPERATING REVENUE TOTAL GOVERNMENT SUBSIDIES 1996 1997 1998 1999 2000

City of Poughkeepsie Bus System - Operations and Performance Statistics

1996 1997 1998 1999 2000 % Change Annualized Actual Actual Actual Actual Actual 99 to 00 % Change

Rev. Passengers 427,371 441,069 443,383 418,794 407,509 -2.69% -1.18% Rev. Veh. Miles 259,336 263,950 275,590 243,255 221,212 -9.06% -3.90%

Op. Cost $1,062,323 $995,612 $1,043,643 $1,071,523 $1,009,524 -5.79% -1.27% Op. Rev. $215,688 $219,282 $246,976 $251,376 $228,427 -9.13% 1.44%

Rev. Pass/Rev. Mile 1.65 1.67 1.61 1.72 1.84 7.00% 2.82% Op. Cost/Rev. Mile $4.10 $3.77 $3.79 $4.40 $4.56 3.60% 2.74% Op. Rev./Op. Cost 20.30% 22.02% 23.66% 23.46% 22.63% -3.55% 2.75%

National CPI 156.90 160.50 163.00 166.60 172.20 3.36% 2.35% NYSMA CPI 166.90 170.80 173.60 177.00 182.50 3.11% 2.26%

Poughkeepsie Poughkeepsie Poughkeepsie Rev. Passenger per Rev. Vehicle Mile Operating cost per Rev. Vehicle Mile Operating Revenue to Operating Cost $10.00 3.5 $9.00 0.90 3.0 $8.00 0.75 2.5 $7.00 0.60 2.0 $6.00 0.45 1.5 $5.00 $4.00 1.0 0.30 $3.00 0.5 0.15 $2.00 0.0 $1.00 0.00 1996 1997 1998 1999 2000 1996 1997 1998 1999 2000 1996 1997 1998 1999 2000 Year Year Year

III-76 ORANGE COUNTY PUBLIC TRANSPORTATION SYSTEM Orange County Planning Department 124 Main Street Goshen, NY 10924 (845) 291-2318

State Legislative Districts: Senate: 38-40 Assembly: 94-96, 98

Base Fare (Fixed Route): $1.50 Last Increase: $ .25 11/12/95

Orange County is served by and sponsors some 20 individual transit operators. The services that these operators provide can be divided into four categories: Commuter Bus; Fixed Route; Rural Dial-A-Bus; and, Paratransit services.

Commuter Bus services typically provide service between Orange County and New York City, although Cities, with connections to adjacent municipalities in some relatively minor services to adjacent counties also some instances. Commuter Services, likewise, typically fall into this category. Fixed Route bus services are do not provide inter-municipal service. Short Line, an operated in small urban areas, such as the City of intercity carrier, provides significant local inter- Newburgh and Middletown. Rural Dial-A-Bus municipal service, but not to all communities. services are non-traditional operations, primarily serve the non-urbanized portions of the county. Paratransit The County’s population rose almost 11 percent services, for eligible elderly and disabled residents in between 1990 and 2000 and county employment has accordance to the American Disabilities Act, are likewise risen by almost 14 percent. Total ridership for provided on a complementary basis to the portions of transit services in Orange County, not counting the the County that are covered by Fixed Route service. commuter rail service provided by MetroNorth Railroad, has increased at an annualized rate of 3.1 Orange County does not have a unified county wide percent from 1996 to 2000, reflecting the strong

Orange County - Sponsored Services Orange County - Sponsored Services Revenue Vehicle Miles Revenue Passengers 3,000 2,750 900 875 2,500 850 2,250 825 2,000 800 1,750 775 Thousands 750 1,500 Thousands 725 1,250 700 675 1,000 650 1996 1997 1998 1999 2000 1996 1997 1998 1999 2000 Year Year transit system. The Fixed Route and Dial-A-Ride economic conditions in the region. services function within their respective Towns and

III-77 ORANGE COUNTY Fixed Route Paratransit Rural Commuter Bus Total 2000 Characteristics Motor Bus Service D.A.B Service Revenue Passengers 283,152 4,275 107,049 460,419 854,895 Number of Vehicles 15 4 27 39 85 Number of Employees 15 0 26 77 118 Revenue Vehicle Miles 280,814 15,103 448,814 1,342,609 2,087,340 Revenue Vehicle Hours 16,050 NA 38,974 28,688 83,712 Total Operating Revenue 282,791 8,550 114,194 6,065,219 6,470,754 Total Operating Expense 948,722 161,016 1,026,924 8,532,533 10,669,195 Operating Expense /Rev. Vehicle Mile 3.38 10.66 2.29 6.36 5.11 Operating Expense / Rev. Vehicle Hour 59.11 NA 26.35 297.43 127.45 Rev. Passengers / Rev. Vehicle Mile 1.01 0.28 0.24 0.34 0.41 Rev. Passengers / Rev. Vehicle Hour 17.64 NA 2.75 16.05 10.21

Total Operating Revenue / Op. Expense 0.30 0.05 0.11 0.71 0.61 Operating Expense / Revenue Passenger 3.35 37.66 9.59 18.53 12.48 Total Op. Revenue / Revenue Passenger 1.00 2.00 1.07 13.17 7.57

Commuter Bus Services: These services carry the majority of the county’s transit riders. The largest Commuter services receive no local subsidy. Orange commuter carrier, Hudson Transit d/b/a Shortline, is County receives STOA payments based on the not sponsored by Orange County but contracts directly operating statistics of these services and they are with New York State DOT for state operating subsidies “passed through” to the operators. Where a local through the State’s Intercity (“14-g”) program. The match to the STOA is required for these services, the largest of Orange County-sponsored New York City operators themselves contribute the required funds to commuter carriers are Monroe Bus and New Jersey the county. Transit. Fixed Route Services: Fixed Route services in 2000 In 2000, Commuter Bus services accounted for almost accounted for 281,714 or 33 percent of the county’s 54 percent of the county’s 854,895 passengers. These total passengers. Unlike the Commuter Services, Fixed services have shown significant growth over the past 5 Route passengers have declined over the past five years as ridership has risen at an annualized rate of years, at an annualized rate of 2.47 percent with 9.19 percent (from 323,880 in 1996 to 460,419 in ridership dropping from 312,881 in 1996. The decline 2000). in ridership has occurred even though the amount of service (i.e. Revenue Vehicle Miles) has remained The revenue miles of service have, likewise, expanded nearly constant. Operating costs continue to rise at a dramatically over the 1996-2000 period, rising at an rate that is more than double inflation for the five year annualized rate of 12.58 percent from 835,672 to period. 1,342,609. This growth in ridership and amount of service is largely the result of the continued strength Fixed Route services have historically been heavily economy in New York City and the surrounding area. subsidized and the “coverage” of their expenses by passenger revenues has accordingly been significantly The ratio of operating revenues to operating costs for lower than the Commuter Services. The ratio of these services has decreased over the five year period passenger revenues to expenses declined from 39 from 94 percent of the expenses in 1996 to 71 percent percent in 1996 to almost 30 percent in 2000. These in 2000. While this trend equates to an annualized Fixed Route services are provided by two at risk 6.78 percent decline, the cost recovery in this range is private for profit companies. a very strong performance relative to most subsidized transit modes. Most of the Commuter Services are Rural Dial-A-Bus: These nine municipal run systems operated by at risk private for profit providers using are advance reservation demand responsive services Over-the-Road Coaches with the exception being, two that pick riders up at their homes or other origins. important routes, operated by New Jersey Transit to the Ridership for Rural Dial-A-Bus services has declined Warwick/Greenwood Lake area, and supported by New over the 1996-2000 period, at an annualized rate of 2.6 York State. percent, from a high of 121,083 in 1997 to 107,049 in

III-78 Orange County 1990 2000 % Service Area Change

Total Population 307,647 341,367 10.96%

Pop. Over 65 32,084 35,185 9.67%

Pop. Under 19 95,170 108,869 14.39%

Orange County 105,273 119,571 13.58% Employment

Manhattan 2,342,695 2,382,166 1.68% Employment

Urban Bus 360,114 283,152 -21.37% Ridership

Commuter Bus 288,537 470,999 63.24% Ridership

Rural 102,464 107,049 4.47% Dial-a-Bus Ridership

Paratransit 0 4,277 NA Ridership

Rev. Miles 373,015 280,814 -24.72% Urban Bus

Rev. Miles 849,571 1,423,730 67.58% 2000. Ridership for these services currently represents Commuter Bus 12.5 percent of the county sponsored service total. Rev. Miles 395,331 448,814 13.53% Rural Expenses for these services have generally risen at a Dial-a-Bus rate commensurate with inflation. As with most rural services, there is a high need for subsidization: Rev. Miles 0 15,103 NA passenger revenues cover only 11-12 percent of Paratransit operating expenses during the 1996-2000 period. Each of these systems are operated by their respective towns, which provide the necessary local subsidy to match STOA. for their operating funding, with passenger revenues covering 5.1 percent of their total expenses in 2000. Paratransit: Complementary Paratransit services were These services are provided by Monroe Bus and started in 1996. The ridership for these services is Newburgh Beacon Bus, both of whom operate fixed currently 4,275 which represents about .5 percent of route or commuter service in the County. the county’s transit ridership. As these services have become established, usage has grown dramatically, with a 43.5 percent increase between 1999 and 2000. Revenue miles rose by a substantial 66.98 percent from 1999 to 2000.

Operating costs, though, appear to have stabilized: they changed less than 1 percent between 1999 and 2000. Operating cost per mile, growing at an annualized rate of 2.6 percent from 1996 to 2000 was just slightly above inflation. Of the County sponsored services, paratransit relies most heavily on subsidies

III-79 FINANCIAL INFORMATION - ORANGE COUNTY - SYSTEM TOTAL

Sources of Total System 2000 Operating Funds Summary of Total System 2000 Operating Expenses

Fares $6,417,918 Salaries $3,701,532 Local $2,084,213 Fringe $1,208,192 State $1,682,748 Ins $408,465 Federal $503,115 Fuel $869,146 Other $52,836 Other $4,481,860 Total $10,740,830 Total $10,669,195

Orange County Orange County Operating Revenues & Subsidies Operating Expenses

Other (0.49%) Federal (4.68%) State (15.67%) Salaries (34.69%) Other (42.01%)

Local (19.40%) Fares (59.75%)

Fringe (11.32%) Fuel (8.15%) Ins (3.83%)

Financial Trend Analysis over the past five years: Fleet Characteristics over the past five years:

Orange County Orange County Operating Revenue and Subsidy Total,Peak and Accessible Vehicles 12 70 10 60 8 50 6 40 Millions 4 30 2 20 0 1996 1997 1998 1999 2000 10 Year Total Fleet Peak Fleet Accessible

TOTAL GOVERNMENT SUBSIDIES TOTAL OPERATING REVENUE 1996 1997 1998 1999 2000

Orange County - Total System - Operations and Performances Statistics

1996 1997 1998 1999 2000 % Change Annualized Actual Actual Actual Actual Actual 99 to 00 % Change

Rev. Passengers 755,881 748,653 785,999 782,307 854,897 9.28% 3.13% Rev. Veh. Miles 1,562,694 1,638,955 1,778,940 1,934,730 2,087,340 7.89% 7.51%

Op. Cost $6,876,065 $6,873,001 $6,724,144 $8,131,337 $10,669,195 31.21% 11.61% Op. Rev. $5,213,894 $3,893,307 $4,096,220 $5,351,330 $6,470,754 20.92% 5.55%

Rev. Pass/Rev. Mile 0.48 0.46 0.44 0.40 0.41 1.29% -4.07% Op. Cost/Rev. Mile $4.40 $4.19 $3.78 $4.20 $5.11 21.62% 3.82% Op. Rev./Op. Cost 75.83% 56.65% 60.92% 65.81% 60.65% -7.84% -5.43%

National CPI 156.90 160.50 163.00 166.60 172.20 3.36% 2.35% NYSMA CPI 166.90 170.80 173.60 177.00 182.50 3.11% 2.26%

Orange County Orange County Orange County Rev.Passenger per Rev. Vehicle Mile Operating Cost per Rev. Vehicle Mile Operating Rev. to Operating Cost 3.5 $10.00 0.90 3.0 $9.00 $8.00 2.5 0.75 $7.00 0.60 2.0 $6.00 1.5 $5.00 0.45 1.0 $4.00 0.30 0.5 $3.00 0.15 $2.00 0.0 0.00 1996 1997 1998 1999 2000 $1.00 1996 1997 1998 1999 2000 1996 1997 1998 1999 2000 Year Year Year

III-80 Orange County Transit - Operating and Performance Statistics by Mode - Fixed Route and Commuter Bus

Orange County 1996 1997 1998 1999 2000 % Change Annualized Fixed Route Actual Actual Actual Actual Actual 99 to 00 % Change Rev. Passengers 312,881 288,622 285,902 280,530 283,152 0.93% -2.47% Rev. Veh. Miles 276,527 289,818 280,820 283,108 280,814 -0.81% 0.39% Op. Cost $732,610 $816,494 $785,755 $856,620 $948,722 10.75% 6.68% Op. Rev. $286,556 $278,745 $279,370 $278,349 $282,791 1.60% -0.33% Rev. Pass/Rev. Mile 1.13 1.00 1.02 0.99 1.01 1.76% -2.84% Op Cost/Pass Mile $2.65 $2.82 $2.80 $3.03 $3.38 11.66% 6.27% Op. Rev./Op. Cost 39.11% 34.14% 35.55% 32.49% 29.81% -8.27% -6.57%

Orange County-Fixed Route Orange County-Fixed Route Revenue Passengers Revenue Vehicle Miles 350 350 325 325 300 300 275 275 Thousands Thousands 250 250 225 225 200 200 1996 1997 1998 1999 2000 1996 1997 1998 1999 2000 Year Year

Orange County-Fixed Route Orange County-Fixed Route Orange County-Fixed Route Rev.Passenger per Rev. Vehicle Mile Operating Cost per Rev. Vehicle Mile Operating Rev. to Operating Cost 3.5 $10.00 0.90 3.0 $9.00 $8.00 0.75 2.5 $7.00 0.60 2.0 $6.00 0.45 1.5 $5.00 $4.00 0.30 1.0 $3.00 0.15 0.5 $2.00 0.00 0.0 $1.00 1996 1997 1998 1999 2000 1996 1997 1998 1999 2000 1996 1997 1998 1999 2000 Year Year Year

Orange County 1996 1997 1998 1999 2000 % Change Annualized Commuter Bus Actual Actual Actual Actual Actual 99 to 00 % Change Rev. Passengers 323,880 337,290 379,564 389,014 460,419 18.36% 9.19% Rev. Veh. Miles 835,672 865,624 1,023,671 1,187,358 1,342,609 13.08% 12.58% Op. Cost $5,110,586 $4,957,577 $4,849,185 $6,172,067 $8,532,533 38.24% 13.67% Op. Rev. $4,810,433 $3,491,234 $3,692,984 $4,952,820 $6,065,219 22.46% 5.97% Rev. Pass/Rev. Mile 0.39 0.39 0.37 0.33 0.34 4.67% -3.01% Op. Cost/Rev. Mile $6.12 $5.73 $4.74 $5.20 $6.36 22.26% 0.97% Op. Rev./Op. Cost 94.13% 70.42% 76.16% 80.25% 71.08% -11.42% -6.78%

Orange County-Commuter Bus Orange County-Commuter Bus Revenue Passengers Revenue Vehicle Miles 500 1,450 475 1,350 450 1,250 425 1,150 400 1,050 375

Thousands 950 Thousands 350 850 325 750 300 275 650 1996 1997 1998 1999 2000 1996 1997 1998 1999 2000 Year Year

Orange County-Commuter Bus Orange County- Commuter Bus Orange County-Commuter Bus Rev.Passenger per Rev. Vehicle Mile Operating Cost per Rev. Vehicle Mile Operating Revenue to Operating Cost 3.5 $10.00 0.90 3.0 $9.00 $8.00 2.5 0.75 $7.00 0.60 2.0 $6.00 0.45 1.5 $5.00 $4.00 1.0 0.30 $3.00 0.15 0.5 $2.00 0.0 $1.00 0.00 1996 1997 1998 1999 2000 1996 1997 1998 1999 2000 1996 1997 1998 1999 2000 Year Year Year

III-81 Orange County Transit - Operating and Performance Statistics by Mode - Paratransit and Rural Dial-a-Bus

Orange County 1996 1997 1998 1999 2000 % Change Annualized Paratransit Actual Actual Actual Actual Actual 99 to 00 % Change Rev. Passengers 32 1,658 2,186 2,974 4,275 43.75% 239.97% Rev. Veh. Miles 97 8,322 6,568 9,045 15,103 66.98% 253.24% Op. Rev. $102,715 $172,005 $156,212 $159,650 $161,016 0.86% 11.89% Op. Rev. $64 $3,316 $4,246 $5,948 $8,550 43.75% 239.97% Rev. Pass/Rev. Mile 0.33 0.20 0.33 0.33 0.28 -13.91% -3.76% Op.Cost/Pass Mile $1,058.92 $20.67 $23.78 $17.65 $10.66 -39.60% -68.32% Op. Rev./Op. Cost 0.06% 1.93% 2.72% 3.73% 5.31% 42.53% 203.83%

Orange County-Paratransit Orange County-Paratransit Revenue Passengers Revenue Vehicle Miles

7 24 6 21 18 5 15 4 12 3 Thousands Thousands 9 2 6 1 3 0 0 1996 1997 1998 1999 2000 1996 1997 1998 1999 2000 Year Year

Orange County-Paratransit Orange County-Paratransit Orange County-Paratransit Rev.Passenger per Rev. Vehicle Mile Operating Cost per Rev. Vehicle Mile Operating Rev. to Operating Cost 3.5 0.90 3.0 $1,001.00 0.75 2.5 $801.00 0.60 2.0 $601.00 0.45 1.5 $401.00 0.30 1.0 $201.00 0.5 0.15 0.0 $1.00 0.00 1996 1997 1998 1999 2000 1996 1997 1998 1999 2000 1996 1997 1998 1999 2000 Year Year Year

Orange County 1996 1997 1998 1999 2000 % Change Annualized Rural D.A.B. Actual Actual Actual Actual Actual 99 to 00 % Change Rev. Passengers 119,088 121,083 118,347 109,789 107,049 -2.50% -2.63% Rev. Veh. Miles 450,398 475,191 467,881 455,219 448,814 -1.41% -0.09% Op. Cost $930,154 $926,925 $932,992 $943,000 $1,026,924 8.90% 2.51% Op. Rev. $116,841 $120,012 $119,620 $114,213 $114,194 -0.02% -0.57% Rev. Pass/Rev. Mile 0.26 0.25 0.25 0.24 0.24 -1.10% -2.54% Op. Cost/Rev Mile $2.07 $1.95 $1.99 $2.07 $2.29 10.45% 2.60% Op. Rev./Op. Cost 12.56% 12.95% 12.82% 12.11% 11.12% -8.19% -3.00%

Orange County-Rural D.A.B. Orange County-Rural D.A.B. Revenue Passengers Revenue Vehicle Miles 200 600 175 550 150 500 125 450 100 400 75 Thousands

Thousands 350 50 300 25 250 0 200 1996 1997 1998 1999 2000 1996 1997 1998 1999 2000 Year Year

Orange County-Rural D.A.B. Orange County-Rural D.A.B. Orange County-Rural D.A.B. Rev.Passenger per Rev. Vehicle Mile Operating Cost per Rev. Vehicle Mile Operating Rev. to Operating Cost 3.5 $10.00 3.0 $9.00 0.90 $8.00 2.5 0.75 $7.00 2.0 $6.00 0.60 1.5 $5.00 0.45 1.0 $4.00 $3.00 0.30 0.5 $2.00 0.15 0.0 $1.00 1996 1997 1998 1999 2000 0.00 1996 1997 1998 1999 2000 1996 1997 1998 1999 2000 Year Year Year

III-82 PUTNAM AREA RAPID TRANSPORTATION 841 Fair Street Carmel, NY 10512 (845)878-7433 http://www.putnamcountyny.com/PART/part.html

State Legislative Districts: Senate: 37 Assembly: 91

Base Fare: $ 1.00 Last Increase: $.25 in October 1996

Putnam County contracts with a private operator to provide fixed route bus service under the name Putnam Area Rapid Transportation. The operator, Red & Tan Tours, runs 5 routes, 3 intra-county and 2 inter-county. MTA Metro North Railroad service to Manhattan is also available in the county, and is discussed in a separate section of this Report.

Fixed Route: In 2000 the PART fixed route bus to the shift from modest growth in ridership to modest system accounted for 97 percent of the 140,558 STOA decline. eligible passengers carried of the county’s total. The fixed route system primarily serves the Eastern part of County population increased 14 percent from1990 and the county, with one route serving the shopping areas in 2000. Employment also increased over the same period the western portion of the county 3 days a week. Route 20.89 percent. This strong economic performance likely #1 is the strongest route in the PART system carrying helped sustain the modest growth in ridership over the approximately 54 percent of the passengers and services 10 year period. The strength of the New York City the MTA Metro North station at Brewster. economy and its impact on the transit market in Putnam County is more likely reflected in the ridership Ridership from 1999 to 2000 decreased 5.31 percent. increases experience by the Metro North Railroad, Over the five year period 1996 to 2000 ridership serving Manhattan, discussed in a previous section of decreased at an annualized rate of 5.10 percent. Over this Chapter. the longer term 10 year period, 1990 to 2000, ridership

Putnam County Putnam County Revenue Passengers Revenue Vehicle Miles 595 185 560 175 525 165 490 155 455 Thousands Thousands 145 420 135 385 125 350 1996 1997 1998 1999 2000 1996 1997 1998 1999 2000 Year Year

actually increased by 9.67%. System ridership had been PART’s revenue miles of service trend roughly increasing up to 1995, the peak year in STOA eligible ridership. A fare increase in October 1996 contributed

III-83 PART Fixed Route Paratransit 2000 Characteristics Motor Bus Total Revenue Passengers 136,754 3,945 140,699 Number of Vehicles 6 2 8 Number of Employees 0 0 0 Revenue Vehicle Miles 378,132 37,343 415,475 Revenue Vehicle Hours 18,719 1,494 20,213 Total Operating Revenue 117,334 8,106 125,440 Total Operating Expense 1,014,597 132,272 1,146,869 Operating Expense /Rev. Vehicle Mile 2.68 3.54 2.76 Operating Expense / Rev. Vehicle Hour 54.20 88.54 56.74 Rev. Passengers / Rev. Vehicle Mile 0.36 0.11 0.34 Rev. Passengers / Rev. Vehicle Hour 7.31 2.64 6.96 Total Operating Revenue / Op. Expense 0.12 0.06 0.11 Operating Expense / Revenue Passenger 7.42 33.53 8.15 Total Op. Revenue / Revenue Passenger 0.86 2.05 0.89

PART Service Area 1990 2000 % Change

Total Population 83,941 95,745 14.06%

Pop. Over 65 7,575 9,147 20.75%

Pop. Under 19 23,850 27,181 13.97%

Employment 17,916 21,659 20.89%

Fixed Route Bus 124,698 136,754 9.67% Ridership

Paratransit Ridership 0 3,945 NA

Rev. Miles 392,116 378,134 -3.57% Fixed Route Bus

Rev. Miles 0 37,343 NA Paratransit parallels the ridership decline in the past five years, declining by a slightly steeper annualized rate of 5.9 percent, with a slight increase of .35 percent in 2000. Over the 10 year period service miles also declined, 2000. This reflects increasing expenses corresponding amidst stable ridership. with declining passenger revenue. The longer term five year trend also reflects decline, but at more modest 3.8 Revenue passengers per revenue vehicle mile, reflecting percent annualized rate. these trends, remained flat over the five years, increasing by .87 percent. With the slower decline in Paratransit: Red & Tan also operates PART’s miles compared to ridership in 2000, this measure of paratransit services. Paratransit revenue passengers effectiveness declined by 5.6 percent. increased dramatically by 36.5 percent from 1999 to 2000. Ridership for these services, 3,945, represents Total PART system operating costs increased 4.15 only 2.8 percent of the county’s total transit ridership, percent from 1999 to 2000, and at an annualized rate of but it has continued steady annualized growth of 10.2 6.45 percent from 1996-2000. This increase, combined percent since 1996. Operating costs for these services with the reduction in revenue miles, led to an have also increased 28 percent from 1999 to 2000, annualized increase in cost per mile of 13 percent over Although the cost recovery ratio on paratransit service, the five year period. The 3.8 percent increase in 2000 6 percent, is lower than the fixed route services, this is represented a leveling off of this trend. an important and ADA mandated component of the services provided by PART. The operating revenue to operating expenses ratio, a measure of service economy, declined slightly, from 11.6 percent to 10.9 percent for the PART system in

III-84 FINANCIAL INFORMATION - PUTNAM AREA RAPID TRANSIT - SYSTEM TOTAL

Sources of Total System 2000 Operating Funds Summary of Total System 2000 Operating Expenses

Fares $125,440 Salaries $0 Local $651,986 Fringe $0 State $343,243 Insurance $0 Federal $26,200 Fuel $58,738 Other $0 Other $1,088,131 Total $1,146,869 Total $1,146,869

Putnam County Putnam County Operating Revenues & Subsidies Operating Expenses Salaries Other Fringe Federal (2.28%) Fares (10.94%) Insurance Fuel (5.12%) State (29.93%)

Local (56.85%)

Other (94.88%)

Financial Trend Analysis over the past five years: Fleet Characteristics over the past five years:

Putnam County Putnam County Operating Revenue and Subsidy Total, Peak and Accessible Vehicles 1,200 10 9 1,000 8 800 7 6 600 5

Thousands 400 4 200 3 2 0 1 1996 1997 1998 1999 2000 Total Fleet Peak Fleet Accessible Year 1996 1997 1998 1999 2000 TOTAL GOVERNMENT SUBSIDIES TOTAL OPERATING REVENUE Putnam Area Rapid Transit - Total System - Operations and Performance Statistics

PART 1996 1997 1998 1999 2000 % Change Annualized Operations Actual Actual Actual Actual Actual 99 to 00 % Change

Rev. Passengers 173,311 159,453 159,408 148,447 140,558 -5.31% -5.10% Rev. Veh. Miles 530,320 507,977 461,432 414,032 415,475 0.35% -5.92%

Op. Cost $893,046 $921,883 $1,106,845 $1,101,181 $1,146,869 4.15% 6.45% Op. Rev. $114,005 $125,478 $127,604 $127,209 $125,440 -1.39% 2.42%

Rev. Pass/Rev. Mile 0.33 0.31 0.35 0.36 0.34 -5.64% 0.87% Op. Cost/Rev. Mile $1.68 $1.81 $2.40 $2.66 $2.76 3.79% 13.15% Op. Rev./Op. Cost 12.77% 13.61% 11.53% 11.55% 10.94% -5.32% -3.79%

National CPI 156.90 160.50 163.00 166.60 172.20 3.36% 2.35% NYSMA CPI 166.90 170.80 173.60 177.00 182.50 3.11% 2.26%

Putnam County Putnam County Putnam County Rev. Passenger per Rev. Vehicle Mile Operating Cost per Rev. Vehicle Mile Operating Rev. to Operating Cost 3.5 $10.00 3.0 $9.00 0.90 $8.00 0.75 2.5 $7.00 2.0 $6.00 0.60 1.5 $5.00 0.45 $4.00 0.30 1.0 $3.00 0.5 $2.00 0.15 0.0 $1.00 0.00 1996 1997 1998 1999 2000 1996 1997 1998 1999 2000 1996 1997 1998 1999 2000 Year Year Year

III-85 Putnam Area Rapid Transit - Operating and Performance Statistics by Mode - Fixed Route and Paratransit

PART 1996 1997 1998 1999 2000 % Change Annualized Fixed Route Actual Actual Actual Actual Actual 99 to 00 % Change Rev. Passengers 171,516 157,304 158,235 147,781 136,754 -7.46% -5.50% Rev. Veh. Miles 488,547 482,856 443,376 388,633 378,132 -2.70% -6.20% Op. Cost $818,072 $853,609 $1,031,937 $997,851 $1,014,597 1.68% 5.53% Op. Rev. $109,131 $120,190 $123,180 $121,909 $117,334 -3.75% 1.83% Rev. Pass/Rev. Mile 0.35 0.33 0.36 0.38 0.36 -4.89% 0.75% Op. Cost/Rev. Mile $1.67 $1.77 $2.33 $2.57 $2.68 4.50% 12.51% Op. Rev./Op. Cost 13.34% 14.08% 11.94% 12.22% 11.56% -5.34% -3.51% Putnam County-Fixed Route Putnam County-Fixed Route Revenue Passengers Revenue Vehicle Miles 190 530 180 505 170 480 455 160 430 150

Thousands 405 140 Thousands 380 130 355 120 330 1996 1997 1998 1999 2000 1996 1997 1998 1999 2000 Year Year

Putnam County-Fixed Route Putnam County-Fixed Route Putnam County-Fixed Route Rev. Passenger per Rev. Vehicle Mile Operating Cost per Rev. Vehicle Mile Operating Rev. to Operating Cost 3.5 $10.00 $9.00 0.90 3.0 $8.00 0.75 2.5 $7.00 0.60 2.0 $6.00 1.5 $5.00 0.45 1.0 $4.00 0.30 $3.00 0.5 0.15 $2.00 0.0 0.00 $1.00 1996 1997 1998 1999 2000 1996 1997 1998 1999 2000 1996 1997 1998 1999 2000 Year Year Year

PART 1996 1997 1998 1999 2000 % Change Annualized Paratransit Actual Actual Actual Actual Actual 98 to 99 % Change Rev. Passengers 2,670 2,865 2,214 2,890 3,945 36.51% 10.25% Rev. Veh. Miles 41,773 25,121 18,056 25,399 37,343 47.03% -2.76% Op. Cost $74,974 $68,274 $74,908 $103,330 $132,272 28.01% 15.25% Op. Rev. $4,874 $5,288 $4,424 $5,300 $8,106 52.94% 13.56% Rev. Pass/Rev. Mile 0.06 0.11 0.12 0.11 0.11 -7.16% 13.38% Op. Cost/Rev.Mile $1.79 $2.72 $4.15 $4.07 $3.54 -12.93% 18.53% Op. Rev./Op. Cost 6.50% 7.75% 5.91% 5.13% 6.13% 19.48% -1.46%

Putnam County-Paratransit Putnam County-Paratransit Revenue Vehicle Miles Revenue Passengers 50.00 50 45.00 45 40.00 40 35.00 35 30.00 30 25.00 Thousands

Hundreds 25 20.00 20 15.00 15 10.00 10 1996 1997 1998 1999 2000 1996 1997 1998 1999 2000 Year Year

Putnam County-Paratransit Putnam County-Paratransit Putnam County-Paratransit Rev. Passenger per Rev. Vehicle Mile Operating Cost per Rev. Vehicle Mile Operating Rev. to Operating Cost 3.5 $10.00 0.90 3.0 $9.00 $8.00 2.5 0.75 $7.00 2.0 $6.00 0.60 1.5 $5.00 0.45 $4.00 1.0 0.30 $3.00 0.5 $2.00 0.15 0.0 $1.00 1996 1997 1998 1999 2000 1996 1997 1998 1999 2000 0.00 1996 1997 1998 1999 2000 Year Year Year

III-86 NIAGARA FRONTIER TRANSPORTATION AUTHORITY 181 Ellicott Street Buffalo, NY 14205 (716) 855-7300 Web Site: www.nfta.com

State Legislative Districts: Senate: 57 - 61 Assembly: 138 - 148

Base Fare: $1.25 Last Increase: $0.15 on 7/1/95

The Niagara Frontier Transportation Authority (NFTA) was created by the New York State Legislature in 1967 with the task of implementing regional transportation in Erie and Niagara counties.

The NFTA created NFT-Metro (Metro), a separate operating subsidiary, in 1974, to coordinate fixed route bus service within the NFTA district. In 1985, Metro began operation on the Buffalo Light Rapid Rail Transit (LRRT) system along a 6.4 mile dedicated right-of-way Buffalo, Cheektowaga, West Seneca, Lackawanna, linking downtown Buffalo to the State University of Tonawanda, North Tonawanda, Niagara Falls, and New York at Buffalo South Campus. NFTA also Lockport all experienced population losses ranging operates paratransit and demand responsive service from 5 to 12%. The adjacent suburbs in Erie and within the two county area and provides contract Niagara counties, in contrast, generally experienced service with area schools, colleges, and businesses. population growth over the decade.

Population in the Niagara Frontier region, as reported The population shift from the traditional urban core to in the 2000 Census, declined a slight1.6% from 1990, the surrounding suburbs within the NFTA region

NFTA-Operated Services NFTA-Operated Services Revenue Passengers Revenue Vehicle Miles 27 10,000 26 9,750

25 9,500 24 9,250 23 Millions Thousands 9,000 22 8,750 21 20 8,500 96/97 97/98 98/99 99/00 00/01 96/97 97/98 98/99 99/00 00/01 Year Year

while employment increased a modest 1.1% over the complicates the provision of fixed route transit service. period. However, a steeper decline in population in the In the early 1990s, NFTA ridership dropped area occurred from 1990 to 2000 in many of the core significantly due to a combination of suburbanization, urban areas served by NFTA. The urban areas of a fare increase, service reductions, and an overall

III-87 Niagara Frontier Transportation Authority Fixed Route Light Paratransit Rural Total FY 00-01 Characteristics Motor Bus Rail Service Service Revenue Passengers 19,094,882 4,022,320 45,112 63,444 23,225,758 Number of Vehicles 332 27 26 0 385 Number of Employees 788 146 14 0 948 Revenue Vehicle Miles 8,032,359 877,070 461,810 82,142 9,453,381 Revenue Vehicle Hours 799,029 71,964 27,268 8,171 906,432 Total Operating Revenue 18,929,149 3,592,629 103,406 121,146 22,746,330 Total Operating Expense 56,243,036 15,340,556 1,414,059 465,006 73,462,657 Operating Expense/Rev. Vehicle Mile 7.00 17.49 3.06 5.66 7.77 Operating Expense/Rev. Vehicle Hour 70.39 213.17 51.86 56.91 81.05 Rev. Passengers/Rev. Vehicle Mile 2.38 4.59 0.10 0.77 2.46 Rev. Passengers/Rev. Vehicle Hour 23.90 55.89 1.65 7.76 25.62 Total Operating Revenue/Op. Expense 0.34 0.23 0.07 0.26 0.31 Operating Expense/Revenue Passenger 2.95 3.81 31.35 7.33 3.16 Total Op. Revenue/Revenue Passenger 0.99 0.89 2.29 1.91 0.98 decline in the economy. The shifts in employment and • Marketing expenditures promoting ridership population, particularly as they affected the City of were significantly reduced from the previous Buffalo, contributed to ridership loss for many of the year; and NFTA’s urban routes. As the region’s economy • Special events ridership, which peaked in improved in the mid-1990s, transit service increased 1999-00, declined. and NFTA ridership began to grow again. Despite the overall loss in passengers in 2000-01, Transit service, measured by revenue miles of service, Metro continues to carry considerably more riders than decreased for all modes between 1990 and 2000. The any other Upstate regional transit provider. greatest decrease was on the urban fixed route bus. Track miles have remained constant for the light rail The NFTA complementary paratransit system, known system, while light rail revenue miles of service as PAL (Paratransit Access Line), showed a ridership declined with a reduction in service frequency. increase of 26.5%, nearly 10,000 revenue passengers, from 1999-00 to 2000-01. In addition, the 27 car LRRT Within this ten year snapshot, the early 1990's marked system carried 4 million of the system’s STOA-eligible a period of service reductions, implemented to help riders in 2000-01, an increase 182,000 riders (4.7%) offset operating deficits, whereas the mid-1990s marked from 1999-00, which NFTA attributes to a better the beginning of a period service expansion at an annual economy. rate of 1.2%. Overall system ridership, which includes STOA- After a system-wide increase in ridership in FY 1999- eligible riders and non-STOA eligible riders, declined 00, when NFTA ridership exceeded the 25 million mark a total of 9.4% from 1999-00 to 2000-01, due to an for the first time in five years, 2000-01 ridership 8% drop in STOA riders, as earlier noted, and a loss of declined 8 percent. Ridership was negatively impacted non-STOA eligible riders, primarily on the Light Rail by the following factors: free-fare zone.

• Over half of the ridership decline was In 1998-99, the NFTA completed a transportation attributed to having 4 fewer weekdays and restructuring study known as “Hublink”. This study school days of regular service in 2000-01, analyzed scenarios for linking transfer hubs with Metro compared to 1999-00; bus and rail services, van-pools, and other modes of • 1,500 fewer Buffalo school transit passes were transportation in the Buffalo-Niagara region. By used due to declining enrollment; • There was a loss of 187,000 passengers in November 2000 because of a 2 day shut down of transit operations due to a major snowstorm;

III-88 NFTA FY 90-91 FY 00-01 % Service Area Change

Total 1,189,288 1,170,111 -1.61% Population

Pop. Over 65 180,535 185,142 2.55%

Pop. Under 315,414 316,247 0.26% 19

Employment 532,102 538,013 1.11%

Light Rail 4,828,837 4,022,320 -16.70% Ridership

Rural Bus 83,305 63,444 -23.84% Ridership

Urban Bus 23,165,076 19,094,882 -17.57% Ridership

Paratransit 0 45,112 NA Ridership

Rev. Miles 943,371 877,070 -7.03% Light Rail

Rev. Miles 134,963 82,142 -39.14% Rural Bus

Rev. Miles 9,248,213 8,032,359 -13.15% Urban Bus

Rev. Miles 0 436,620 NA 2000-01, the NFTA completed constructing several Pratransit transit hubs and implementing two employer-sponsored shuttle van services under the Hublink (now Metrolink) transportation concept. NFTA accomplished many of its milestones in the In May, 2001 the NFTA reached agreement with ATU 2000-01 fiscal year. NFTA took delivery of 21 new low employees to form “MetroLink” as a new division of floor transit buses, the first such vehicles to be added to NFT-Metro that will use union drivers, at a reduced the fleet. These buses use a ramp instead of stairs and rate, for: have been well received by the riding public because of their safer, easier, and quicker boarding. With the • All new open to the public transit service that addition of these buses Metro’s fleet of 332 buses are utilizes small transit vehicles with 24 or fewer now 100 percent accessible under the Americans with passenger seats; and Disabilities (ADA) regulations. NFTA has also • All paratransit service, including nights and negotiated procurement with Gillig Corporation for up weekends currently operated by a private to a total of 176 low floor buses. The NFTA fleet also carrier. includes 23 paratransit vehicles and 27 light rail vehicles, all of which are ADA-compliant. The agreement enables NFTA to more fully use smaller vehicles to implement new employer shuttles and other NFTA has successfully employed a fleet-wide AVL non-traditional services (suburban circulators, etc). system improving fleet operations, driver safety, and Despite these improvements, the primary scope of customer service. The NFTA has also completed the Hublink/Metrolink has been reduced from the original installation of a new communications system on both service plans based on funding considerations. it’s bus fleet and rail system.

III-89 The installation of a new $4 million bus fare collection to the loss in revenue passengers during the past year. system is underway replacing a system that was The trend varies among the Authority’s modes with installed in 1988. The new system will utilize global ridership losses primarily being attributed to bus positioning satellite (GPS) technology to track revenues operations, where the system effectiveness measure and fare media to individual bus stops. This data will declined 7.5% from 1999-00 to 2000-01. help to improve service planning capabilities for Metro. The system installation is expected to be complete and The effectiveness measure declined 5.9% and 3.4% on operational by early Summer 2002. urban and rural bus operations, respectively, due to ridership losses. In contrast, the NFTA’s The NFTA continues to expend significant capital complementary paratransit system showed service dollars to repair and rehabilitate the Light Rail system, effectiveness declining 12.2% (from 0.12 to 0.10 including cars, track, and infrastructure. Major rail pass/mile) from 1998-99 to 2000-0. This drop was due capital needs include: the mid-life rebuild of the twenty- to a slower growth in ridership than in service miles. seven car light rail vehicle fleet, estimated to cost $27 Paratransit showed a ridership increase of 26.5% million; a tunnel liner panel replacement program, from1998-99 to 2000-01contrasted with a steeper estimated to cost $3 million; and a rail track fastener increase in revenue vehicle miles of close to 52%. replacement program, estimated to cost $8 million. The Revenue miles increased to meet the dispersed NFTA is exploring ways to finance these major rail geographic and travel time patterns that are typical of system improvements, while maintaining Metro’s other paratransit demand. Service effectiveness on the LRRT rolling stock and infrastructure. increased 6.9% (4.29 pass/mile to 4.59 pass/mile) from 1998-99 to 2000-01 due to a ridership growth of 4.7% Metro also has two major capital construction projects that outpaced the 2% drop in service. underway. The NFTA continues to plan for the rehabilitation of the Metropolitan Transportation Center Cost per revenue vehicle mile for Metro, a measure of (MTC), a major transfer station for urban and intercity service efficiency, decreased 3.6% from 1999-00 to passengers, located at it’s headquarters on Ellicott 2000-01 due to rising operating costs and declining Street. As a member of a project management team service miles. The cost per revenue vehicle mile rose under the lead of the City of Buffalo, NFTA, in $0.40 per mile from 1998-99 ($7.37/vehicle mile), coordination with consultants, is reviewing engineering, to1998-99 ($7.52), to the 2000-01 cost of $7.77. design, environmental, and cost impacts of constructing Compared to 2000-01, cost per vehicle mile increased a proposed Buffalo Intermodal Transportation Center 2% from 1999-00 and 5.7% from1998-99. The (BITC) on lower Main Street. The BITC will serve continued rise in operating costs from 1998-99 to 2000- Amtrak, light rail, intercity, and intracity bus passengers 01 was driven primarily by increases in fuel and in the NFTA region. Approximately $8 million in lubricants, utilities, and services. federal, state, and local funds are available to construct the first phase of this facility. During the same period, the number of revenue vehicle miles declined nearly 3.0% systemwide. NFTA, in The ratio of operating revenue to operating expenses, a attempt to improve more closely to match service with measure of service “economy,”was 31% for Metro in changing ridership demand, implemented 26 service 2000-01, representing a slight downward trend from enhancements, including 10 new service routes and 16 33% 1998-99 and 31% in 1999-2000. This trend was routing changes. In contrast, systemwide contract driven by two key factors: Increases in non-personal vehicle miles, which are provided by private carriers, expenses such as fuel and lubricants, utilities, and increased 36.1% in 2000-01. The majority of this services, and to a lesser degree an escalation of increase was due to increased service provided by Wee personal wages and fringe benefits; and relatively flat Care, a private carrier, to meet demand for paratransit growth operating revenues. However, over the longer 5- service. year period the NFTA has held operating expense increases below the rate of inflation.

Revenue passengers per revenue mile, a measure of service “effectiveness,” decreased 5.5% from 2.6 in 1999-00 to 2.46 in 2000-01. The drop in can be traced

III-90 FINANCIAL INFORMATION - NFTA - SYSTEM TOTAL

Sources of Total System FY 00-01 Operating Funds Summary of Total System FY 00-01 Operating Expenses

Fares $21,281,051 Salaries $30,400,980 Local $25,887,686 Fringe $18,799,362 State $19,091,627 Ins $1,950,772 Federal $4,308,345 Fuel $3,015,484 Other $1,465,279 Other $19,296,059 Total $72,033,988 Total $73,462,657

NFTA NFTA Operating Revenues & Subsidies Operating Expenses

Other (2.03%) Federal (5.98%) Other (26.27%) Fares (29.54%) Salaries (41.38%) State (26.50%)

Fuel (4.10%) Ins (2.66%)

Fringe (25.59%) Local (35.94%)

Financial Trend Analysis over the past five years: Fleet Characteristics over the past five years:

NFTA NFTA Operating Revenue and Subsidy Total, Peak and Accessible Vehicles 80 400

60 350

40 300 Millions 20 250 0 96/97 97/98 98/99 99/00 00/01 200 Year Total Fleet Peak fleet Accessible

TOTAL GOVERNMENT SUBSIDIES TOTAL OPERATING REVENUE 96/97 97/98 98/99 99/00 00/01

NFTA: System Total Operating and Performance Statistics

96/97 97/98 98/99 99/00 00/01 % Change Annualized Actual Actual Actual Actual Actual 99 to 00 % Change

Rev. Passengers 22,497,400 23,002,251 23,784,594 25,256,686 23,225,758 -8.04% 0.80% Rev. Veh. Miles 8,961,654 9,014,322 9,185,892 9,718,592 9,453,381 -2.73% 1.34%

Op. Cost $67,638,047 $67,376,959 $67,737,738 $73,086,770 $73,462,657 0.51% 2.09% Op. Rev. $22,614,322 $22,638,034 $22,224,268 $22,951,823 $22,746,330 -0.90% 0.15%

Rev. Pass/Rev. Mile 2.51 2.55 2.59 2.60 2.46 -5.46% -0.54% Op. Cost/Rev. Mile $7.55 $7.47 $7.37 $7.52 $7.77 3.33% 0.73% Op. Rev./Op. Cost 33.43% 33.60% 32.81% 31.40% 30.96% -1.40% -1.90%

National CPI 156.90 160.50 163.00 166.60 172.20 3.36% 2.35% NYSMA CPI 166.90 170.80 173.60 177.00 182.50 3.11% 2.26%

NFTA-Operations NFTA-Operations NFTA-Operations Rev. Passenger per Rev. Vehicle Mile Operating Cost per Rev. Vehicle Mile Operating Rev. to Operating Cost 3.5 10 9 0.90 3.0 8 2.5 0.75 7 2.0 6 0.60 1.5 5 0.45 1.0 4 0.30 3 0.5 2 0.15 0.0 1 0.00 96/97 97/98 98/99 99/00 00/01 96/97 97/98 98/99 99/00 00/01 96/97 97/98 98/99 99/00 00/01 Year Year Year

III-91 NFTA - Operating and Performance Statistics by Mode - Fixed Route and Paratransit

NFTA 96/97 97/98 98/99 99/00 00/01 % Change Annualized Fixed Route Actual Actual Actual Actual Actual 99 to 00 % Change Rev. Passengers 18,241,581 18,801,209 19,818,674 21,315,464 19,094,882 -10.42% 1.15% Rev. Veh. Miles 7,731,428 7,751,720 7,920,206 8,439,388 8,032,359 -4.82% 0.96% Op. Cost $50,709,545 $51,294,608 $51,128,126 $56,115,192 $56,243,036 0.23% 2.62% Op. Rev. $18,644,022 $18,834,094 $18,483,300 $18,947,334 $18,929,149 -0.10% 0.38% Rev. Pass/Rev. Mile 2.36 2.43 2.50 2.53 2.38 -5.88% 0.19% Op Cost/Rev Mile $6.56 $6.62 $6.46 $6.65 $7.00 5.31% 1.65% Op. Rev./Op. Cost 36.77% 36.72% 36.15% 33.77% 33.66% -0.32% -2.19%

NFTA-Fixed Route NFTA-Fixed Route Revenue Passengers Revenue Vehicle Miles 10,000 24 9,500 22 9,000 20 8,500 18 8,000

Millions 16 7,500 Thousands 14 7,000 12 6,500 10 6,000 96/97 97/98 98/99 99/00 00/01 96/97 97/98 98/99 99/00 00/01 Year Year

NFTA-Fixed Route NFTA-Fixed Route NFTA-Fixed Route Rev. Passenger per Rev. Vehicle Mile Operating Cost per Rev. Vehicle Mile Operating Rev. to Operating Cost 3.5 $10.00 $9.00 0.90 3.0 $8.00 2.5 0.75 $7.00 2.0 $6.00 0.60 1.5 $5.00 0.45 $4.00 1.0 0.30 $3.00 0.5 $2.00 0.15 0.0 $1.00 0.00 96/97 97/98 98/99 99/00 00/01 96/97 97/98 98/99 99/00 00/01 96/97 97/98 98/99 99/00 00/01 Year Year Year

NFTA 96/97 97/98 98/99 99/00 00/01 % Change Annualized Paratransit Actual Actual Actual Actual Actual 99 to 00 % Change Rev. Passengers 24,438 33,444 35,663 35,663 45,112 26.50% 16.56% Rev. Veh. Miles 236,009 291,151 303,128 303,128 461,810 52.35% 18.27% Op. Cost $804,444 $813,720 $976,069 $1,160,050 $1,414,059 21.90% 15.14% Op. Rev. $62,923 $67,310 $71,909 $96,161 $103,406 7.53% 13.22% Rev. Pass/Rev. Mile 0.10 0.11 0.12 0.12 0.10 -16.97% -1.45% Op.Cost/Rev Mile $3.41 $2.79 $3.22 $3.83 $3.06 -19.99% -2.64% Op. Rev./Op. Cost 7.82% 8.27% 7.37% 8.29% 7.31% -11.78% -1.67%

NFTA-Paratransit NFTA-Paratransit Revenue Passengers Revenue Vehicle Miles

90 550 75 475 60 400 45 325 Thousands 30 Thousands 250 15 175 0 96/97 97/98 98/99 99/00 00/01 100 96/97 97/98 98/99 99/00 00/01 Year Year

NFTA-Paratransit NFTA-Paratransit NFTA-Paratransit Rev. Passenger per Rev. Vehicle Mile Operating Cost per Rev. Vehicle Mile Operating Rev. to Operating Cost 3.50 $10.00 $9.00 0.90 3.00 $8.00 0.75 2.50 $7.00 0.60 2.00 $6.00 0.45 1.50 $5.00 $4.00 1.00 0.30 $3.00 0.15 0.50 $2.00 0.00 $1.00 0.00 96/97 97/98 98/99 99/00 00/01 96/97 97/98 98/99 99/00 00/01 96/97 97/98 98/99 99/00 00/01 Year Year Year

III-92 NFTA - Operating and Performance Statistics by Mode - Rural and Light Rail

NFTA 96/97 97/98 98/99 99/00 00/01 % Change Annualized Rural Actual Actual Actual Actual Actual 99 to 00 % Change Rev. Passengers 90,441 65,715 62,689 64,989 63,444 -2.38% -8.48% Rev. Veh. Miles 97,352 78,738 80,675 81,267 82,142 1.08% -4.16% Op. Cost $678,320 $549,548 $443,516 $468,253 $465,006 -0.69% -9.01% Op. Rev. $168,284 $120,006 $116,595 $125,378 $121,146 -3.38% -7.89% Rev. Pass/Rev. Mile 0.93 0.83 0.78 0.80 0.77 -3.42% -4.51% Op. Cost/Rev Mile $6.97 $6.98 $5.50 $5.76 $5.66 -1.75% -5.06% Op. Rev./Op. Cost 24.81% 21.84% 26.29% 26.78% 26.05% -2.70% 1.23%

NFTA-Rural NFTA-Rural Revenue Passengers Revenue Vehicle Miles

140 120 120 110 100 100 80 90 80

60 Thousands Thousands 40 70 20 60 0 50 96/97 97/98 98/99 99/00 00/01 96/97 97/98 98/99 99/00 00/01 Year Year

NFTA-Rural NFTA-Rural NFTA-Rural Rev. Passenger per Rev. Vehicle Mile Operating Cost per Rev. Vehicle Mile Operating Rev. to Operating Cost 3.50 $10.00 0.90 3.00 $9.00 $8.00 2.50 0.75 $7.00 0.60 2.00 $6.00 1.50 $5.00 0.45 $4.00 1.00 0.30 $3.00 0.15 0.50 $2.00 0.00 $1.00 0.00 96/97 97/98 98/99 99/00 00/01 96/97 97/98 98/99 99/00 00/01 96/97 97/98 98/99 99/00 00/01 Year Year Year

NFTA 96/97 97/98 98/99 99/00 00/01 % Change Annualized Light Rail Actual Actual Actual Actual Actual 99 to 00 % Change Rev. Passengers 4,140,940 4,101,883 3,867,568 3,840,570 4,022,320 4.73% -0.72% Rev. Veh. Miles 896,865 892,713 881,883 894,809 877,070 -1.98% -0.56% Op. Cost $15,445,738 $14,719,083 $15,190,027 $15,343,275 $15,340,556 -0.02% -0.17% Op. Rev. $3,739,093 $3,616,624 $3,552,464 $3,782,950 $3,592,629 -5.03% -0.99% Rev. Pass/Rev. Mile 4.62 4.59 4.39 4.29 4.59 6.85% -0.17% Op.Cost/Rev Mile $17.22 $16.49 $17.22 $17.15 $17.49 2.00% 0.39% Op. Rev./Op. Cost 24.21% 24.57% 23.39% 24.66% 23.42% -5.01% -0.82% NFTA-Light Rail NFTA-Light Rail Revenue Passengers Revenue Vehicle Miles 995 5,700 960 5,250 925 4,800 890 4,350 855 Thousands Thousands 3,900 820 3,450 785 3,000 750 96/97 97/98 98/99 99/00 00/01 96/97 97/98 98/99 99/00 00/01 Year Year

NFTA-Light Rail NFTA-Light Rail NFTA-Light Rail Rev. Passenger per Rev. Vehicle Mile Operating Cost per Rev. Vehicle Mile Operating Rev. to Operating Cost 5.0 4.5 $17.50 0.90 4.0 0.75 $14.00 3.5 0.60 3.0 $10.50 0.45 2.5 $7.00 0.30 2.0 $3.50 1.5 0.15 1.0 $0.00 0.00 96/97 97/98 98/99 99/00 00/01 96/97 97/98 98/99 99/00 00/01 96/97 97/98 98/99 99/00 00/01 Year Year Year

III-93 ROCHESTER-GENESEE REGIONAL TRANSPORTATION AUTHORITY 1372 East Main Street P.O. Box 90629 Rochester, NY 14609 (716) 654-0200 Website: www.rgrta.org

State Legislative Districts Senate: 53-56, 59-61 Assembly: 128, 131-137, 147

Base Fare: $1.25 Last Increase: $0.25 on 4/1/96

Rochester-Genesee Regional Transportation Authority (RGRTA) operates fixed route, paratransit, and demand responsive transportation in the City of Rochester, and rural service in the surrounding counties of Genesee, Livingston, Monroe, Wayne and Wyoming. In addition to its traditional service to the downtown Rochester business district, R-GRTA operates Park and Ride services, a free evening downtown circulator (E-Z Rider), provide contract service to a number of area schools, colleges and businesses.

In 2000 RGRTA service area population, as reported in employment in the RGRTA service area rose by 4.8 the 2000 Census, grew by 3 percent over the 1990 level. percent. However, population within the City of Rochester, the core service area for RGRTA’s urban fixed route bus Ridership fluctuated over the 10 year period but subsidiary, the Regional Transit System (RTS), generally followed the census trend in population declined by 5.4 percent. Population grew in the movement. RTS ridership, which accounts for 95.4 surrounding suburbs and rural areas, such as Greece, percent of total RGRTA system ridership, experienced

RGRTA-Operated Services RGRTA-Operated Services Revenue Passengers Revenue Vehicle Miles 14,000 9,500 13,800 9,250 13,600 9,000 13,400 8,750 13,200 13,000 8,500

12,800 Thousands 8,250 Thousands 12,600 8,000 12,400 7,750 12,200 12,000 7,500 96/97 97/98 98/99 99/00 00/01 96/97 97/98 98/99 99/00 00/01 Year Year

Ogden, Chili, Brighton, Henrietta, Pittston, Perington, an annualized decrease of 3.2 percent over this period. Penfield and Webster. During this 10 year period Over the five year period FY96-97 through 00-01 RTS

III-94 R-GRTA Fixed Route Paratransit Rural Total FY 00-001 Characteristics Motor Bus Service Service Revenue Passengers 12,929,250 193,468 427,552 13,550,270 Number of Vehicles 266 35 75 376 Number of Employees 498 59 60 617 Revenue Vehicle Miles 6,437,302 1,031,516 1,416,148 8,884,966 Revenue Vehicle Hours 527,135 56,857 75,815 659,807 Total Operating Revenue 15,328,632 541,922 1,156,058 17,026,612 Total Operating Expense 37,022,952 3,765,978 2,972,426 43,761,356 Operating Expense /Rev. Vehicle Mile 5.75 3.65 2.10 4.93 Operating Expense / Rev. Vehicle Hour 70.23 66.24 39.21 66.32 Rev. Passengers / Rev. Vehicle Mile 2.01 0.19 0.30 1.53 Rev. Passengers / Rev. Vehicle Hour 24.53 3.40 5.64 20.54 Total Operating Revenue / Op. Expense 0.41 0.14 0.39 0.39 Operating Expense / Revenue Passenger 2.86 19.47 6.95 3.23 Total Op. Revenue / Revenue Passenger 1.19 2.80 2.70 1.26

ridership grew at an annualized rate of less than 1 reflects a drop in its client pool following a percent. Within this generally flat trend there was a recertification of clients eligible for paratransit service. more dramatic drop-off in ridership in 98-99 Many of those passengers, not re-certified for the attributable to the loss of Rochester City school paratransit, are now utilizing the RTS fixed route ridership , due to changes in city school starting times operation. This shift in ridership from paratransit to that the authority service was not able to accommodate. fixed route is also aided by RGRTA’s introduction of The 1998-99 decline reversed itself in the subsequent new low floor buses and achievement of a 100 percent two years. In 2000-01systemwide ridership increased accessible fixed route bus fleet. by a 2.6 percent over 1999-00 providing R-GRTA with its strongest ridership performance since 1995-96. This The number of revenue miles of service operated by RTS increase in system-wide ridership continued a two year remained very stable increasing by only 6.4 percent over upward trend, marking the first time in fifteen years that the 10 year period. Revenue miles for Rural services, RGRTA has experienced successive ridership increases. however, increased by 32.7 percent (not counting the increase associated with the introduction of service in Wyoming County) over that same period. Liftline also RGRTA’s rural services, including: Batavia Bus increased revenue miles over the decade by nearly 27 Service (BBS), Wayne Area Transit Service (WATS) percent. Livingston Area Transit Service (LATS) each experienced growing population and either stable or This trend in miles of service was mirrored by the five growing ridership from 1990 to 2000. Wyoming County year trend across the fixed route and rural services. The transit service was initiated by RGRTA in FY1993-94 paratransit service miles, however, increased up to and has grown to carry over 350,000 annual riders in FY98-99 and then began declining, in response to FY 00-01. Over the five year period 96-97 through 00- declining ridership and related shift of riders from 01, rural ridership increased at an annualized rate of 3.4 paratransit to fixed route service. percent. In FY00-01, however, total rural ridership was flat, declining by a very modest 1.5 percent. RGRTA accomplished many of its planned initiatives in the FY 00-01. RGRTA incorporated new buses into the Liftline, RGRTA’s paratransit service, has experienced RTS fleet, reducing the average age of the fleet. Five steady growth in ridership over the 10 year period (90- new routes and a service expansions of existing service 91 to 00-01) at an annualized rate of 3 percent. Over to the Eastview Mall in the Town of Victor were initiated the five year period 96-97 through 00-01 ridership grew by the RTS. RGRTA again provided for the Buffalo at a slightly lower annualized rate of 2.8 percent. From Bills summer training camp at St John Fischer College 99-00 to 00-01, however, ridership declined by 4.3 moving more than 150,000 passengers. percent. The one year reversal in the paratransit ridership trend RTS has installed a fleet-wide Automated Vehicle

III-95 R-GRTA Service FY 90-91 FY 00-01 % Area Change

Total Population 968,030 997,230 3.02%

Pop. Over 65 119,767 128,464 7.26%

Pop. Under 19 274,061 285,462 4.16%

Employment 465,040 487,450 4.82%

Lift Line Ridership 148,277 193,468 30.48%

RTS Ridership 17,377,052 12,929,250 -25.60%

BBS Ridership 85,641 84,448 -1.39%

WATS Ridership 116,449 128,836 10.64%

LATS Ridership 107,271 147,304 37.32%

Wyoming 0 66,964 NA Ridership

Rev. Miles RTS 6,049,508 6,437,302 6.41% Location (AVL) system, completed in August of 2001, Rev. Miles 815,525 1,031,516 26.48% on its fixed route fleet to support improved fleet Lift Line management, real time customer information and service planning. Rev. Miles BBS 146,912 187,988 27.96% Rev. Miles WATS 392,752 510,670 30.02% Over the five year period 96-96 through 00-01, the system-wide cost per revenue vehicle mile, a measure Rev. Miles LATS 263,517 367,383 39.42% of service “efficiency,” has risen by a very modest 1 Rev. Miles 0 350,107 NA percent, well below the inflation rate for this time Wyoming period of 2.35 percent. In FY 00-01 there was an increase of 5.3 percent over 99-00. This increase was driven by a 7 percent increase in operating costs resulting from increases in cost of salary, wages and fringe benefits as well as fuel and lubricants and the years. purchased services. The overall system performance measures, described The ratio of operating revenues to operating expenses, above, are largely driven by the RTS statistics due to the an indicator of service “economy,” was 38.9 percent for 95.4 percent ratio of trips that the urban fixed route 00-01. This represents a virtual flat trend over the five system serves. Thus the fixed route performance years from 96-97 through 00-01with an annualized measures mirror those described above. The passengers decline of .23 percent. The annual change from 99-00 per mile measure for the paratransit system and the rural to 00-01was a steeper decline of 5.9 percent. This service were both very stable across the five years and in modest downward trend reflects the escalation of 00-01, with partansit increasing at an annualized rate of personal wages and fringe benefits, along with 2 percent and rural services decreasing by .55 percent. increasing cost of non-personal expenses such as fuel and parts and supplies combined with a relatively flat Cost per mile for paratransit increased over the five year growth in passenger revenues. period by 9.9 percent, which combined with the drop in ridership, associated drop in passenger revenue and a Passengers per mile, a measure of service less proportionate drop in revenue miles, led to a drop in “effectiveness,” also was very stable across the five revenue to cost ratio of 4.9 percent. Rural service year time frame, decreasing by 1.8 percent. The one experienced little annualized change in cost per mile year trend was positive, increasing by 1 percent. But over the five year period, but a sizable increase of 11 the measure reflects a very stable performance across percent occurred in FY 00-01. Revenue to cost ratio

III-96 similarly saw a stable five year average increase of less than 1 percent but a plateau between 97-98 and peaking at a ratio of 44.17 percent in 99-00, followed by a one year decline of 13.9 percent to a cost recovery ratio of 38.9 percent.

III-97 FINANCIAL INFORMATION - R-GRTA - SYSTEM TOTAL

Sources of Total System FY 00-01 Operating Funds Summary of Total System FY 00-01 Operating Expenses

Fares $14,685,558 Salaries $21,478,279 Local $9,616,747 Fringe $10,537,532 State $12,143,899 Ins $712,259 Federal $5,464,993 Fuel $2,447,794 Other $2,453,554 Other $8,585,492 Total $44,364,751 Total $43,761,356

R-GRTA R-GRTA Operating Revenues & Subsidies Operating Expenses

Other (5.53%) Other (19.62%) Federal (12.32%) Fares (33.10%) Fuel (5.59%) Salaries (49.08%) Ins (1.63%)

State (27.37%) Fringe (24.08%)

Local (21.68%)

Financial Trend Analysis over the past five years: Fleet Characteristics over the past five years:

R-GRTA R-GRTA Operating Revenue and Subsidy Total, Peak and Accessible Vehicles

50 400

40 300 30 200 20 Millions

10 100

0 96/97 97/98 98/99 99/00 00/01 0 Year Tota Fleet Peak Fleet Accessible

TOTAL OPERATING REVENUE TOTAL GOVERNMENT SUBSIDIES 96/97 97/98 98/99 99/00 00/01

R-GRTA - System Total Operations and Performance Statistics

96/97 97/98 98/99 99/00 00/01 % Change Annualized Operations Actual Actual Actual Actual Actual 99 to 00 % Change

Rev. Passengers 13,331,399 13,303,016 12,610,425 13,210,381 13,550,270 2.57% 0.41% Rev. Veh. Miles 8,114,589 8,525,090 8,561,304 8,763,492 8,884,966 1.39% 2.29%

Op. Cost $38,284,828 $37,764,948 $37,742,525 $40,872,768 $43,761,356 7.07% 3.40% Op. Rev. $15,032,432 $16,663,098 $16,664,399 $16,904,931 $17,026,612 0.72% 3.16%

Rev. Pass/Rev. Mile 1.64 1.56 1.47 1.51 1.53 1.17% -1.84% Op. Cost/Rev. Mile $4.72 $4.43 $4.41 $4.66 $4.93 5.60% 1.08% Op. Rev./Op. Cost 39.26% 44.12% 44.15% 41.36% 38.91% -5.93% -0.23%

National CPI 156.90 160.50 163.00 166.60 172.20 3.36% 2.35% NYSMA CPI 166.90 170.80 173.60 177.00 182.50 3.11% 2.26%

R-GRTA Total Operations R-GRTA-Total Operations R-GRTA-Total Operations Rev. Passengers per Rev. Vehicle Mile Operating Cost per Rev. Vehicle Mile Operating Rev. to Operating Cost

3.5 $10.00 3.0 $9.00 0.9 $8.00 2.5 0.8 $7.00 2.0 $6.00 0.6 1.5 $5.00 0.5 1.0 $4.00 0.3 $3.00 0.5 $2.00 0.2 0.0 $1.00 0.0 96/97 97/98 98/99 99/00 00/01 96/97 97/98 98/99 99/00 00/01 96/97 97/98 98/99 99/00 00/01 Year Year Year

III-98 R-GRTA Operating and Performance Statistics by Mode - Fixed Route and Paratransit

R-GRTA 96/97 97/98 98/99 99/00 00/01 % Change Annualized Fixed Route Actual Actual Actual Actual Actual 99 to 00 % Change Rev. Passengers 12,784,598 12,701,642 11,982,189 12,573,702 12,929,250 2.83% 0.28% Rev. Veh. Miles 5,901,961 5,964,166 5,976,742 6,263,742 6,437,302 2.77% 2.19% Op. Cost $33,230,935 $32,288,212 $31,752,667 $34,776,713 $37,022,952 6.46% 2.74% Op. Rev. $13,632,328 $14,987,049 $14,692,182 $14,991,100 $15,328,632 2.25% 2.98% Rev. Pass/Rev. Mile 2.17 2.13 2.00 2.01 2.01 0.06% -1.87% Op Cost/Rev Mile $5.63 $5.41 $5.31 $5.55 $5.75 3.59% 0.53% Op. Rev./Op. Cost 41.02% 46.42% 46.27% 43.11% 41.40% -3.95% 0.23%

R-GRTA-Fixed Route R-GRTA-Fixed Route Revenue Passengers Revenue Vehicle Miles

13,450 7,500 13,200 7,000 12,950 6,500 12,700 12,450 6,000 12,200 5,500 Thousands Thousands 11,950 5,000 11,700 11,450 4,500 11,200 4,000 96/97 97/98 98/99 99/00 00/01 96/97 97/98 98/99 99/00 00/01 Year Year

R-GRTA-Fixed Route R-GRTA-Fixed Route R-GRTA-Fixed Route Rev. Passengers per Rev. Vehicle Mile Operating Cost per Rev. Vehicle Mile Operating Rev. to Operating Cost 3.5 $10.00 3.0 $9.00 0.90 $8.00 2.5 0.75 $7.00 2.0 $6.00 0.60 1.5 $5.00 0.45 1.0 $4.00 0.30 $3.00 0.5 0.15 $2.00 0.0 $1.00 0.00 96/97 97/98 98/99 99/00 00/01 96/97 97/98 98/99 99/00 00/01 96/97 97/98 98/99 99/00 00/01 Year Year Year

R-GRTA 96/97 97/98 98/99 99/00 00/01 % Change Annualized Paratransit Actual Actual Actual Actual Actual 99 to 00 % Change Rev. Passengers 172,910 183,088 194,697 202,531 193,468 -4.47% 2.85% Rev. Veh. Miles 1,001,346 1,195,589 1,199,109 1,090,320 1,031,516 -5.39% 0.74% Op. Cost $2,509,034 $2,902,610 $3,401,747 $3,431,558 $3,765,978 9.75% 10.69% Op. Rev. $441,174 $584,694 $820,299 $710,213 $541,922 -23.70% 5.28% Rev. Pass/Rev. Mile 0.17 0.15 0.16 0.19 0.19 0.97% 2.09% Op.Cost/Pass Mile $2.51 $2.43 $2.84 $3.15 $3.65 16.00% 9.87% Op. Rev./Op. Cost 17.58% 20.14% 24.11% 20.70% 14.39% -30.47% -4.89%

R-GRTA-Paratransit R-GRTA-Paratransit Revenue Passengers Revenue Vehicle Miles 250 1,300 225 1,250 1,200 200 1,150 175 1,100

Thousands 1,050 150 Thousands 1,000 125 950 100 900 96/97 97/98 98/99 99/00 00/01 96/97 97/98 98/99 99/00 00/01 Year Year

R-GRTA-Paratransit R-GRTA-Paratransit R-GRTA-Paratransit Operating Cost per Rev. Vehicle Mile Rev. Passengers per Rev. Vehicle Mile Operating Rev. to Operating Cost 3.5 $10.00 3.0 $9.00 0.90 $8.00 2.5 0.75 $7.00 0.60 2.0 $6.00 1.5 $5.00 0.45 $4.00 1.0 0.30 $3.00 0.15 0.5 $2.00 0.0 $1.00 0.00 96/97 97/98 98/99 99/00 00/01 96/97 97/98 98/99 99/00 00/01 96/97 97/98 98/99 99/00 00/01 Year Year Year

III-99 R-GRTA - Operating and Performance Statistics by Mode - Rural

R-GRTA 96/97 97/98 98/99 99/00 00/01 % Change Annualized Rural Actual Actual Actual Actual Actual 99 to 00 % Change Rev. Passengers 373,891 418,286 433,539 434,148 427,552 -1.52% 3.41% Rev. Veh. Miles 1,211,282 1,365,335 1,385,453 1,409,430 1,416,148 0.48% 3.98% Op. Cost $2,544,859 $2,574,126 $2,588,111 $2,664,497 $2,972,426 11.56% 3.96% Op. Rev. $958,930 $1,091,355 $1,151,918 $1,203,618 $1,156,058 -3.95% 4.78% Rev. Pass/Rev. Mile 0.31 0.31 0.31 0.31 0.30 -1.99% -0.55% Op. Cost/Pass Mile $2.10 $1.89 $1.87 $1.89 $2.10 11.03% -0.02% Op. Rev./Op. Cost 37.68% 42.40% 44.51% 45.17% 38.89% -13.90% 0.79%

R-GRTA-Rural R-GRTA-Rural Revenue Passengers Revenue Vehicle Miles 500 1,600 475 1,550 450 1,500 1,450 425 1,400 400 1,350 375 1,300 Thousands Thousands 350 1,250 325 1,200 300 1,150 275 1,100 96/97 97/98 98/99 99/00 00/01 96/97 97/98 98/99 99/00 00/01 Year Year

R-GRTA-Rural R-GRTA-Rural R-GRTA-Rural Rev. Passengers per Rev. Vehicle Mile Operating Cost per Rev. Vehicle Mile Operating Rev. to Operating Cost 3.5 $10.00 0.90 3.0 $9.00 $8.00 0.75 2.5 $7.00 0.60 2.0 $6.00 0.45 1.5 $5.00 $4.00 0.30 1.0 $3.00 0.15 0.5 $2.00 0.00 0.0 $1.00 96/97 97/98 98/99 99/00 00/01 96/97 97/98 98/99 99/00 00/01 96/97 97/98 98/99 99/00 00/01 Year Year Year

III-100 CENTRAL NEW YORK TRANSPORTATION AUTHORITY PO Box 820 200 Cortland Avenue Syracuse, NY 13205-0820 (315) 442-3300 Web Site: www.centro.org

State Legislative Districts Senate: 46, 48, 49, 53 Assembly: 111, 117-121

Base Fare: $1.00 Last Increase: $0.25 in 2/1995

Central New York Regional Transportation Authority (CNYRTA) provides urban fixed route transit service in Onondaga County, ADA paratransit “Call-a-Bus” service and rural operations in Oswego and Cayuga Counties. CNYRTA also operates the William F. Walsh Regional Transportation Center, an intermodal transportation center serving urban, regional, and intercity transit providers as well as Amtrak. CNYRTA also operates a parking authority in the downtown decline in CENTRO ridership of 2.9 percent over that Syracuse area. 10 year period.

Population in the CNYRTA service area, as reported in Also contributing to the decline in ridership, perhaps the Census, decreased by a slight 1.5 percent between even more substantially than the shifting demographics, 1990 and 2000. Over this same period employment was was a substantial reduction in service miles, which virtually unchanged, dropping by less than 1 percent in declined by a 2.7 percent annualized rate over the 10 the region. The City of Syracuse, the core market for years. This service reduction, driven by operating CNYRTA’s urban fixed route bus system, CENTRO budget problems, was primarily implemented in 1995 which accounts for 90.1 percent of all CNYRTA

CNYRTA-Operated Services CNYRTA-Operated Services Revenue Vehicle Miles Revenue Passengers 4,950 10,000 4,850 9,750 4,750 9,500 4,650 9,250 4,550

9,000 Thousands 8,750 4,450 Thousands 8,500 4,350 8,250 4,250 96/97 97/98 98/99 99/00 00/01 8,000 Year 96/97 97/98 98/99 99/00 00/01 Year

when CNYRTA reduced service by as much as 25 ridership, declined by 11 percent from 1990 to 2000. percent. This population decline contributed to an annualized

III-101 CNYRTA Fixed Route Paratransit Rural Total FY 00-01 Characteristics Motor Bus Service Service Revenue Passengers 8,264,244 123,395 783,727 9,171,366 Number of Vehicles 158 17 30 205 Number of Employees 307 28 50 385 Revenue Vehicle Miles 3,170,600 432,369 1,204,708 4,807,677 Revenue Vehicle Hours 261,187 29,265 56,447 346,899 Total Operating Revenue 6,591,550 287,077 713,184 8,101,287 Total Operating Expense 20,961,725 1,839,890 3,669,343 26,470,958 Operating Expense /Rev. Vehicle Mile 6.61 4.26 3.05 5.51 Operating Expense / Rev. Vehicle Hour 80.26 62.87 65.01 76.31 Rev. Passengers / Rev. Vehicle Mile 2.61 0.29 0.65 1.91 Rev. Passengers / Rev. Vehicle Hour 31.64 4.22 13.88 26.44 Total Operating Revenue / Op. Expense 0.31 0.16 0.19 0.31 Operating Expense / Revenue Passenger 2.54 14.91 4.68 2.89 Total Op. Revenue / Revenue Passenger 0.80 2.33 0.91 0.88

Over the last 5 years, from FY 96-97 through 00-01, Call-a-Bus, the paratransit component of the CNYRTA CENTRO ridership has actually stabilized, increasing system, has grown substantially, at an annualized 3.5 by a slight annualized .5 percent. From FY 99-00 to percent rate, over the 10 year period from 1990 to 00-01, ridership increased by 2.3 percent. 2000. Over the five year period from FY 96-97 to 00- 01, ridership on this service grew even more rapidly, by In 1993 two private bus operators, one based in an annualized 12.5 percent. In FY 00-01 Call-a-Bus Oswego County and the other in Cayuga County, were served more than 123,000 ADA eligible passengers, an no longer able to provide public transit services. increase of 39 percent. CNYRTA accepted the responsibility for the services previously provided in these two counties by the private The increasing use of this paratransit service has driven operators. an increase in the miles of service. However the miles of service has not increased as dramatically as ridership, The ridership in the Oswego County saw increase by with a total increase of 3.3 percent from 1990 to 2000. 1.6 percent annualized rate from 1990 to 2000 while Revenue miles for Call-a-Bus increased at a faster service in Cayuga County declined at an annualized rate annualized rate of 6.9 percent over the 5 year period of 3.1 percent. Revenue miles increased substantially and a relatively steep jump in FY00-01of 10.8 percent. for both of these rural systems, Oswego services increased by an annualized 7.2 percent and Cayuga by During the SFY 2000-01 CNYRTA operated a total an annualized 3.2 percent respectively over the ten year fleet of 205 buses, 195 or 95 percent which are fully span. When CNYRTA took over for the private ADA compliant. All of the fixed route fleet of 175 operator in Oswego County in 1993, it provided buses are fully ADA compliant. During this year additional services and saw ridership increase in CNYRTA increased their contingent of Compressed response to that increase. Natural Gas (CNG) buses by placing 78 new in service thereby bringing their total CNG fueled buses up to 108 Over the five period from FY 96-97 to 00-01 these rural further expanding what was already the largest services, combined, experienced a 2.4 percent alternative-fueled operation in upstate New York. annualized decline in ridership corresponding with a much more stable 1.88 percent increase in service CNYRTA has conducted a strategic planning study miles. From 99-00 to 00-01 ridership on these services –Regional Mobility Action Plan (ReMAP). In SFY jumped 16 percent but remained below the 96-97 level. 2000-01 implemented several route changes/additions Revenue miles of service increased by a modest 2.4 to implement some of the recommendations of ReMAP. during FY 00-0. The increases in the vehicle miles, They were able to finance the service additions through especially in the regional operations where route the use of State and Federal Welfare to Work funding deviations are more prevalent, may reflect the broader grants. usage of their services. In FY 00-01 the overall costs of operating the system

III-102 CNYRTA FY 90-91 FY 00-01 % Service Area Change

Total 673,057 662,676 -1.54% Population

Pop. Over 65 85,552 88,978 4.00%

Pop. Under 19 194,498 191,768 -1.40%

Employment 313,396 312,808 -0.19%

CENTRO 10,755,915 8,264,244 -23.17% Ridership

Cayuga 364,084 273,906 -24.77% Ridership

Oswego 442,519 509,821 15.21% Ridership

Call-A-Bus 90,866 123,395 35.80% Ridership

Rev. Miles 4,039,014 3,170,600 -21.50% CENTRO

Rev. Miles 419,566 556,493 32.64% Cayuga

Rev. Miles 345,494 648,215 87.62% Oswego

increased by 2.5 percent over the previous year. The Rev. Miles 418,650 432,369 3.28% overall cost of employee wages and salary will hold Call-A-Bus generally constant until the final year of the contract where a lump sum increase will be provided to the employees. The cost of the salary and wage portion of The SFY 2000-01 ratio of operating revenues to this item increase only marginally by 0.8% but the operating expenses, a measure of service economy, for overall increase was driven by the cost of fringe CNYRTA was 30 percent. This measure declined a benefits which increase by 15.6% from the previous modest annualized 1.5 percent over the 5 year period year. The increasing cost of health care and from FY 96-97 through 00-01, peaking in FY 99-00 at contractually mandated pension enhancements were the 33.4 percent. two primary elements driving this category. The operating cost per revenue vehicle mile, a measure The incorporation of 78 new CNG buses recently into of service efficiency for the CNYRTA system, was very the fleet helped to hold down the costs for parts and stable across the the five year period, increasing at an repairs. annualized rate of.8 percent from $5.42 to $5.60 per revenue mile. This increase was well below the national Operating revenues decreased by a total of 5.8% from inflation rate during this period of 2.35 percent. 1999-2000 levels led by a significant decrease in “Non- User” revenue and to a lesser extent a 3.3% and 1.5% CNYRTA passengers per mile, a measure of service drop in farebox and special reimbursement revenues effectiveness, increased from FY99-00 to 00-01 by 1.5 respectively. The primary loss in revenue was due to a percent and was very stable over the 5 years 96-97 drop of more than $300,000 non-passenger operating through 00-01, decreasing by less than 1 percent. revenue, caused primarily by a decline in advertising revenues. A drop in farebox revenue could be partially The CENTRO fixed route service, carrying 90 percent attributable to the growth in the use of swipe cards with of CNYRTA riders parallel the total system trends multi-ride discount incentives. described above.

III-103 Passengers per mile for the Call-a-Bus paratransit system, increased at an annualized rate of 5 percent since FY96-97. As noted above Call-a-Bus ridership rose at a much steeper rate than the revenue miles of service over this time period. Call-a-Bus service saw their operating expenses increase by 6% but their operating revenue increase by more than 29% during the same period leading to an improvement in the cost recovery ratio service economy measure which improved from 10.5 percent in 1996-97 to 15.6 percent in 2000-01, an annualized increase of 10.3 percent. The cost per vehicle mile measure also improved over the five year period dropping from $4.57 per revenue mile in SFY 1999-00 to a $4.26 in SFY 2000-01.

Rural services, in Oswego and Cayuga Counties, experienced a 5 year decline in passengers per mile of 4.2 percent, but showed a one year improvement in FY 00-01, with an 13.3 percent increase in this measure of service effectiveness. Cost per revenue mile increased by an annualized 3.4 percent from 96-97 to 00-01, but was down to $3.05 per mile over the five year high of $4.01 in 1997-98. The ratio of operating revenue to operating cost for these services declined by 7.8 percent over the 5 year period from 27.9 percent to 19.4 percent.

III-104 Financial Information (System Wide) - CNYRTA

Sources of Total System FY 00-01 Operating Funds Summary of Total System FY 00-01 Operating Expenses

Fares $7,399,336 Salaries $12,536,360 Local $5,145,107 Fringe $8,670,828 State $12,380,663 Ins $555,761 Federal $1,353,378 Fuel $1,604,606 Other $701,951 Other $3,560,374 Total $26,980,435 Total $26,927,929

CNYRTA CNYRTA Operating Revenues & Subsidies Operating Expenses

Other (2.60%) Federal (5.02%) Other (13.22%) Fares (27.42%) Fuel (5.96%) Ins (2.06%) Salaries (46.56%)

State (45.89%)

Local (19.07%) Fringe (32.20%)

Financial Trend Analysis over the past five years: Fleet Characteristics over the past five years

CNYRTA CNYRTA Operating Revenue and Subsidy Total, Peak and Accessible Vehicles

30 220 25 200 20 15 180

Millions 10 160 5 0 140 96/97 97/98 98/99 99/00 00/01 Year 120 100 Total Fleet Peak Fleet Accessible

TOTAL GOVERNMENT SUBSIDIES TOTAL OPERATING REVENUE 96/97 97/98 98/99 99/00 00/01

CNYRTA - System Total - Operations and Performance Statistics

96/97 97/98 98/99 99/00 00/01 % Change Annualized Actual Actual Actual Actual Actual 99 to 00 % Change

Rev. Passengers 9,029,130 8,983,513 9,485,922 8,842,262 9,171,366 3.72% 0.39% Rev. Veh. Miles 4,657,788 4,560,069 4,542,629 4,720,947 4,807,677 1.84% 0.79%

Op. Cost $25,254,225 $26,925,784 $24,235,796 $26,281,483 $26,927,929 2.46% 1.62% Op. Rev. $8,075,330 $8,263,411 $8,025,511 $8,779,777 $8,101,287 -7.73% 0.08%

Rev. Pass/Rev. Mile 1.94 1.97 2.09 1.87 1.91 1.85% -0.40% Op. Cost/Rev. Mile $5.42 $5.90 $5.34 $5.57 $5.60 0.61% 0.82% Op. Rev./Op. Cost 31.98% 30.69% 33.11% 33.41% 30.09% -9.94% -1.51%

National CPI 156.90 160.50 163.00 166.60 172.20 3.36% 2.35% NYSMA CPI 166.90 170.80 173.60 177.00 182.50 3.11% 2.26%

CNYRTA-Operations CNYRTA-Operations CNYRTA-Operations Rev. Passenger per Rev. Vehicle Mile Operating Cost per Rev. Vehicle Mile Operating Rev. to Operating Cost 3.5 $10.00 $9.00 3.0 0.90 $8.00 0.75 2.5 $7.00 2.0 $6.00 0.60 1.5 $5.00 0.45 $4.00 1.0 0.30 $3.00 0.15 0.5 $2.00 0.0 $1.00 0.00 96/97 97/98 98/99 99/00 00/01 96/97 97/98 98/99 99/00 00/01 96/97 97/98 98/99 99/00 00/01 Year Year Year

III-105 CNYRTA- Operating and Performance Statistics by Mode - Fixed Route and Paratransit

CNYRTA 96/97 97/98 98/99 99/00 00/01 % Change Annualized CENTRO Actual Actual Actual Actual Actual 99 to 00 % Change Rev. Passengers 8,086,843 8,016,441 8,486,805 8,077,792 8,264,244 2.31% 0.54% Rev. Veh. Miles 3,208,818 3,102,018 3,091,156 3,153,801 3,170,600 0.53% -0.30% Op. Cost $20,766,957 $20,877,176 $19,282,103 $19,962,687 $20,961,725 5.00% 0.23% Op. Rev. $7,116,897 $7,091,357 $7,069,479 $7,124,535 $6,591,550 -7.48% -1.90% Rev. Pass/Rev. Mile 2.52 2.58 2.75 2.56 2.61 1.77% 0.85% Op Cost/Rev Mile $6.47 $6.73 $6.24 $6.33 $6.61 4.45% 0.53% Op. Rev./Op. Cost 34.27% 33.97% 36.66% 35.69% 31.45% -11.89% -2.13%

CNYRTA-Fixed Route CNYRTA-Fixed Route Revenue Passengers Revenue Vehicle Miles 12 3,450 11 3,350 10 3,250 9 3,150 8 3,050 Millions Thousands 7 2,950 6 2,850 5 2,750 96/97 97/98 98/99 99/00 00/01 96/97 97/98 98/99 99/00 00/01 Year Year

CNYRTA-Fixed Route CNYRTA-Fixed Route CNYRTA-Fixed Route Rev. Passenger per Rev. Vehicle Mile Operating Cost per Rev. Vehicle Mile Operating Rev. to Operating Cost 3.5 $10.00 0.90 3.0 $9.00 $8.00 2.5 0.75 $7.00 0.60 2.0 $6.00 1.5 $5.00 0.45 $4.00 1.0 0.30 $3.00 0.15 0.5 $2.00 0.0 $1.00 0.00 96/97 97/98 98/99 99/00 00/01 96/97 97/98 98/99 99/00 00/01 96/97 97/98 98/99 99/00 00/01 Year Year Year

Call-A-Bus 96/97 97/98 98/99 99/00 00/01 % Change Annualized Paratransit Actual Actual Actual Actual Actual 99 to 00 % Change Rev. Passengers 77,138 74,185 83,748 88,828 123,395 38.91% 12.46% Rev. Veh. Miles 330,665 354,047 348,255 390,275 432,369 10.79% 6.93% Op. Cost $1,512,632 $1,624,827 $1,726,620 $1,734,536 $1,839,890 6.07% 5.02% Op. Rev. $159,371 $203,696 $195,170 $221,875 $287,077 29.39% 15.85% Rev. Pass/Rev. Mile 0.23 0.21 0.24 0.23 0.29 25.39% 5.17% Op.Cost/Rev Mile $4.57 $4.59 $4.96 $4.44 $4.26 -4.25% -1.79% Op. Rev./Op. Cost 10.54% 12.54% 11.30% 12.79% 15.60% 21.98% 10.31% CNYRTA-Paratransit CNYRTA-Paratransit Revenue Passengers Revenue Vehicle Miles 500 140 450 120 400 100 350 Thousands Thousands 80 300

60 250

40 200 96/97 97/98 98/99 99/00 00/01 96/97 97/98 98/99 99/00 00/01 Year Year

CNYRTA-Paratransit CNYRTA-Paratransit CNYRTA-Paratransit Rev. Passenger per Rev. Vehicle Mile Operating Cost per Rev. Vehicle Mile Operating Rev. to Operating Cost

3.5 $10.00 3.0 $9.00 0.90 $8.00 2.5 0.75 $7.00 0.60 2.0 $6.00 1.5 $5.00 0.45 1.0 $4.00 0.30 $3.00 0.5 0.15 $2.00 0.0 96/97 97/98 98/99 99/00 00/01 $1.00 0.00 96/97 97/98 98/99 99/00 00/01 96/97 97/98 98/99 99/00 00/01 Year Year Year

III-106 CNYRTA - Operating and Performance Statistics by Mode - Rural

CNYRTA 96/97 97/98 98/99 99/00 00/01 % Change Annualized Rural Actual Actual Actual Actual Actual 99 to 00 % Change Rev. Passengers 865,149 892,887 915,369 675,642 783,727 16.00% -2.44% Rev. Veh. Miles 1,118,305 1,104,004 1,103,218 1,176,871 1,204,708 2.37% 1.88% Op. Cost $2,974,636 $4,423,781 $3,227,073 $3,336,401 $3,669,343 9.98% 5.39% Op. Rev. $799,062 $775,062 $760,862 $747,211 $713,184 -4.55% -2.80% Rev. Pass/Rev. Mile 0.77 0.81 0.83 0.57 0.65 13.32% -4.24% Op. Cost/Pass Mile $2.66 $4.01 $2.93 $2.83 $3.05 7.44% 3.44% Op. Rev./Op. Cost 26.86% 17.52% 23.58% 22.40% 19.44% -13.21% -7.77% CNYRTA-Rural CNYRTA-Rural Revenue Passengers Revenue Vehicle Miles

1,450 1,950 1,250 1,750 1,050 1,550 850 1,350

Thousands 650 Thousands 1,150 450 950 250 750 96/97 97/98 98/99 99/00 00/01 96/97 97/98 98/99 99/00 00/01 Year Year

CNYRTA-Rural CNYRTA-Rural CNYRTA-Rural Rev. Passenger per Rev. Vehicle Mile Operating Cost per Rev. Vehicle Mile Operating Rev. to Operating Cost 3.50 $10.00 0.90 3.00 $9.00 $8.00 0.75 2.50 $7.00 0.60 2.00 $6.00 $5.00 0.45 1.50 $4.00 0.30 1.00 $3.00 0.15 0.50 $2.00 $1.00 0.00 0.00 96/97 97/98 98/99 99/00 00/01 96/97 97/98 98/99 99/00 00/01 96/97 97/98 98/99 99/00 00/01 Year Year Year

III-107 CAPITAL DISTRICT TRANSPORTATION AUTHORITY 110 Watervliet Avenue Albany, NY 12206 (518) 482-1125 Web Site: www.cdta.org

State Legislative Districts: Senate: 42 - 44 Assembly: 102 - 108

Base Fare: $1.00 Last Increase: $0.25 on 4/1/95

In Capital District Transportation Authority (CDTA) was created by the New York State Legislature in 1967 to serve a regional transportation district encompassing Albany, Schenectady, Rensselaer, and Saratoga counties. CDTA operates fixed route bus, demand responsive complementary paratransit , shuttle van and school transportation contract services.

Population in the CDTA service area, as reported in the 2000 Census, increased by 2.2 percent from 1990, while employment has increased nearly 5.5 percent over the period. However, the Census highlights the loss of From FY 1990/91 to FY 2000/01, ridership on the population in the core urban areas served by CDTA urban fixed route bus system dropped at an annualized over the past 10 years. The three major cities within the rate of 2.0 percent. This 10 year downward trend in transportation district, Albany, Schenectady, and Troy, ridership was in part driven by the population declines all experienced population losses ranging from 5 to 10 in the core served area, as well as a fare increase, from

CDTA-Operated Services CDTA-Operated Services Revenue Vehicle Miles Revenue Passengers 8,000 9,950 7,500 9,850 7,000 9,750 9,650 6,500

9,550 Thousands 6,000 Thousands 9,450 5,500 9,350 5,000 9,250 96/97 97/98 98/99 99/00 00/01 96/97 97/98 98/99 99/00 00/01 Year Year

$0.75 to $1.00, in FY 1995/96. percent. In contrast, many of the adjacent suburbs in the four Over the five year time-frame, from FY 1996-97 to county region experienced growth over the decade. 2000-01, urban fixed route ridership, which in 2000-01 constituted 99 percent of the CDTA total, declined at a

III-108 CDTA Fixed Route Paratransit Total FY 00-01 Characteristics Motor Bus Service Revenue Passengers 9,505,172 94,054 9,599,226 Number of Vehicles 294 32 326 Number of Employees 516 59 575 Revenue Vehicle Miles 6,268,008 649,996 6,918,004 Revenue Vehicle Hours 444,733 50,143 494,876 Total Operating Revenue 13,342,223 300,000 13,642,223 Total Operating Expense 35,407,200 3,400,955 38,808,155 Operating Expense /Rev. Vehicle Mile 5.65 5.23 5.61 Operating Expense / Rev. Vehicle Hour 79.61 67.83 78.42 Rev. Passengers / Rev. Vehicle Mile 1.52 0.14 1.39 Rev. Passengers / Rev. Vehicle Hour 21.37 1.88 19.40 Total Operating Revenue / Op. Expense 0.38 0.09 0.35 Operating Expense / Revenue Passenger 3.73 36.16 4.04 Total Op. Revenue / Revenue Passenger 1.40 3.19 1.42 very slight annualized rate of .48 percent. Ridership trips, from FY1999-00 to 2000/01. As noted, this was change from FY 99-00 to 00-01 similarly declined by .6 due to CDTA’s continued refinement of eligibility percent. requirements for access to STAR service and the increased usage of former riders on CDTA’s new fixed route low floor buses. This is reflected in an increased Fixed route transit service, as measured by revenue number of wheelchair riders on the fixed route service miles, decreased at an annualized rate of less than 1 from FY1999-00 to 2000-01. percent between FY1990-91 and 2000-01. This decline was primarily due to cutting unproductive routes to Systemwide, STOA-eligible revenue vehicle miles help contain cost growth and address potential increased from 6.72 million to 6.92 million (2.9 operating deficits in the early 1990s. Over the five year percent) from FY1999-00 to 2000-01. All of this period from FY1996-97 to 2000-01, fixed route service growth can be attributed to the urban fixed route increased at an annualized rate of 4.9 percent, as CDTA service, where service increased 10.7 percent, nearly restructured and added routes to better meet their 600,000 miles. In contrast, as noted above, STAR passenger’s needs. service declined nearly 365,000 miles (36 percent) in FY 2000-01. In contrast, CDTA’s complementary paratransit system, STAR (Special Transit Available By Request), had a During FY 2000-01, CDTA implemented minor service drop of less then 1 percent in revenue miles from enhancements including new routes and route changes. FY1990-91 to 2000-01. This minor decline in service In addition, over the past two years, CDTA has added doesn’t tell the whole story. Unlike most transit new services, funded with grants from the federal Job operators in the state, CDTA provided paratransit Access and Reverse Commute (JARC) program and the service prior to 1990, when the federal government New York State’s Temporary Assistance to Needy enacted the Americans with Disabilities Act (ADA). Families (TANF) program. These “new start” services, Miles of service increased significantly in the early implemented in the four County region to meet welfare 1990s as CDTA implemented a complementary transportation needs, include: Night Owl services on paratransit system to be in full compliance with the multiple routes and expanded hours of operation; mandate. From FY1996-97 to 1999-00, miles of service connecting service to industrial parks and the Albany provided remained slightly above 1 million annually. A International Airport; a Transit Pass program which dramatic, 36 percent, decline in service occurred in FY provides 24 hour 7 day a week access to CDTA 2000/01, as more riders were able to utilize CDTA’s supported services; and a Guaranteed Ride and Safety new fleet of low-floor buses and fewer people eligible Net brokerage. for the STAR services. CDTA accomplished many of its milestones in the The STAR system experienced a 26.8 percent decline 2000-01. The average age of it’s fleet was reduced to in STOA-eligible passengers, nearly a 35,000 drop in less than 3 years when it took delivery of new low floor

III-109 CDTA Service FY 90-91 FY 00-01 % Area Change

Total Population 777,584 794,293 2.15%

Pop. Over 65 106,666 110,658 3.74%

Pop. Under 19 207,092 213,940 3.31%

Employment 386,552 407,728 5.48%

Fixed Route 11,467,136 9,505,172 -17.11% Ridership

STAR Ridership 71,115 94,054 32.26%

Rev. Miles 5,837,614 6,268,112 7.37% Fixed Route

Rev. Miles 654,577 649,996 -0.70% STAR

foot Rensselaer Intermodal Station. The $60 million station is expected to open in FY2002-03. In addition, CDTA is the lead agency for both the renovation of the Saratoga Springs Amtrak Station and the extension of a Scenic Rail line north of Saratoga, currently in development.

CDTA, in collaboration with local planning and transit buses in FY1999-00 and 2000-01. These buses transportation agencies, is involved in a land use and give CDTA a total fleet of 326 vehicles, up from 275 in transportation concepts study along a major regional the prior year. The total fleet is now 100 percent corridor (NY 5) between the cities of Albany and accessible under the Americans with Disabilities (ADA) Schenectady. The concept of Bus Rapid Transit (BRT) regulations. The STAR fleet consists of 29 heavy-duty has emerged as appropriate for the corridor. BRT, as vehicles, two cutaways and two mini-vans. In addition, described in the Mobility and Innovation Chapter of CDTA operates 12 shuttle vans in its fleet. this Report, incorporates frequent service, formal transfer stations, priority treatment (including signal preemption and dedicated transit lanes), off-board fare CDTA installed bike racks on selected buses in FY transactions, real time electronic arrival information and 2000-01. These were well received by the public and connecting feeder services. The BRT project will be CDTA will continue to install bike racks on the rest of implemented in “stages” as funding permits. their fleet. CDTA’s ratio of operating revenue to operating CDTA’s Board recently approved a $7 million award expense, a measure of service economy, declined 6.5 for a fleet-wide radio & automatic vehicle locator percent from FY1999-00 to 2000-01 (38 percent to 35 (AVL) system for it’s buses which will help improve percent). This is the first major drop in system economy fleet operations, driver safety, and customer service. over the past five years, where the ratio has remained The project will take several years to complete all near the 38 percent level for four years. The drop in phases. CDTA remains an active partner with system economy can be attributed to several factors: NYSDOT and other state and local agencies in traffic signal improvement and transit priority projects along • A 22 percent increase in non-personal major highway corridors. expenses. Major non-personal expense growth including fuel and lubricants, services CDTA continues to expend significant staff time and associated with ACCESS Transit, casualty and capital dollars on the construction of the 80,000 square liability costs, and to a lesser degree, parts and

III-110 repairs. A closer examination of the data reveals variations among the individual modes. As mentioned previously, • Nearly a 4 percent escalation of personal ridership losses were primarily attributed to the fixed service (salary, wages, fringe) costs. These route bus operations. In contrast, CDTA’s expenses increased due to contractual complementary paratransit system showed system obligations, increased overtime, additional effectiveness increasing more than 14 percent in staff, and fringe benefits mandates. FY2000-01 over the prior year due to a drop in both ridership and service, but at variable rates. STAR • Growth in operating revenue, improving at a showed a ridership decrease of approximately 27 strong annualized rate of 7.85 percent, did not percent from FY 1999-00 to FY 2000-01. During the keep pace with the 10.2 percent growth in same time period, revenue vehicle miles decreased costs described above. CDTA continues to close to 36 percent. increase revenue through contract services to help offset declining passenger revenue. CDTA’s operating cost per revenue vehicle mile CDTA has also held the base fare constant at increased 5.7 percent from $5.31 per mile in FY1999- $1.00 since 1995. Fare incentives introduced 00 to $5.61 in 2000/01. This increase in unit cost was to encourage increased ridership, such as attributable to operating costs increasing at a faster rate multi-ride passes, have also impacted than service growth. Over the five year period passenger revenue. beginning in FY1996-97, cost per mile rose from $4.24 to $5.61, an annualized change of 7.3 percent. Contributing to the increase in overall CDTA system costs is the implementation of ACCESS Transit, a During the same period, five year period, the STAR subsidiary of CDTA, which brokers medicaid system operating cost per mile went up by an transportation for three surrounding counties. ACCESS annualized 21.3 percent. This large growth in cost per Transit provides a system where people requiring non- mile can be attributed to a 8.2 percent annualized emergency transportation for medical trips (under increase in STAR expenses in conjunction with a 10.9 Medicaid) call one central phone number to arrange percent decline in revenue vehicle miles. However, the trips. ACCESS Transit then arranges transportation for increase in cost for the paratransit service in FY2000- the client, bundles trips for efficiency, and reimburses 01 slowed to 3.9 percent, while there appears to be a transportation providers for the services rendered. shift in ridership from demand responsive STAR to fixed route service. This may help to reduce the Begun in FY1998-99, ACCESS Transit’s expenses proportional cost of the STAR system over time. have grown to approximately $3 million annually. It should be noted that in FY2000-01, ACCESS Transit successfully brokered over 400,000 trips and was reimbursed wholly for their services by the three counties involved.

CDTA’s ratio of revenue passengers per revenue mile, a measure of service effectiveness, decreased from 1.44 pass/mile in FY1999-00 to 1.39 in 2000/01, a drop of 3.7 percent. This measure has declined over the 5 year time-frame as well at an annualized rate of 3.25 percent. The drop in this measure in reflects the decline in revenue passengers corresponding with a 2.9 percent increase in revenue vehicle miles. With population declining in the core service area and expanding in the suburbs, CDTA, like many transit operators faces the challenge of serving a more dispersed pattern of travel origins and destinations. To respond to this changing demographic pattern, more miles of service are required just to sustain ridership at or near traditional levels.

III-111 FINANCIAL INFORMATION - CDTA - SYSTEM TOTAL

Sources of Total System FY 00-01 Operating Funds Summary of Total System FY 00-01 Operating Expenses

Fares $9,508,393 Salaries $18,068,638 Local $5,230,092 Fringe $9,335,610 State $11,190,708 Ins $1,011,590 Federal $3,000,221 Fuel $1,976,526 Other $4,133,830 Other $8,415,791 Total $33,063,244 Total $38,808,155

CDTA CDTA Operating Revenues & Subsidies Operating Expenses

Other (12.50%) Other (21.69%) Fares (28.76%) Federal (9.07%) Fuel (5.09%) Salaries (46.56%) Ins (2.61%)

Fringe (24.06%) State (33.85%) Local (15.82%)

Financial Trend Analysis over the past five years: Fleet Characteristics over the past five years:

CDTA CDTA Operating Revenue and Subsidy Total, Peak and Accessible Vehicles

40 350 300 30 250 200 20 150 Millions 10 100 50 0 0 96/97 97/98 98/99 99/00 00/01 Total Fleet Peak Fleet Accessible Year 96/97 97/98 98/99 99/00 00/01 TOTAL OPERATING REVENUE TOTAL GOVERNMENT SUBSIDIES

CDTA - System Total Opeartions and Performance Statistics

96/97 97/98 98/99 99/00 00/01 % Change Annualized Actual Actual Actual Actual Actual 99 to 00 % Change

Rev. Passengers 9,818,093 9,611,281 9,677,072 9,690,761 9,599,226 -0.94% -0.56% Rev. Veh. Miles 6,199,210 6,296,635 6,541,636 6,722,687 6,918,004 2.91% 2.78%

Op. Cost $26,275,480 $27,118,083 $29,298,228 $35,678,531 $38,808,155 8.77% 10.24% Op. Rev. $10,083,312 $10,481,504 $11,164,185 $13,408,107 $13,642,223 1.75% 7.85%

Rev. Pass/Rev. Mile 1.58 1.53 1.48 1.44 1.39 -3.74% -3.25% Op. Cost/Rev. Mile $4.24 $4.31 $4.48 $5.31 $5.61 5.70% 7.26% Op. Rev./Op. Cost 38.38% 38.65% 38.11% 37.58% 35.15% -6.46% -2.17%

National CPI 156.90 160.50 163.00 166.60 172.20 3.36% 2.35% NYSMA CPI 166.90 170.80 173.60 177.00 182.50 3.11% 2.26%

CDTA-Total Operations CDTA-Total Operations CDTA-Total Operations Rev. Passengers per Rev. Vehicle Mile Operating Cost per Rev. Vehicle Mile Operating Rev. to Operating Cost 3.5 $10.00 0.9 3.0 $9.00 $8.00 2.5 0.8 $7.00 0.6 2.0 $6.00 1.5 $5.00 0.5 $4.00 1.0 0.3 $3.00 0.5 $2.00 0.2 0.0 $1.00 0.0 96/97 97/98 98/99 99/00 00/01 96/97 97/98 98/99 99/00 00/01 96/97 97/98 98/99 99/00 00/01 Year Year Year

III-112 CDTA Operating and Performance Statistics by Mode - Fixed Route and Paratransit

CDTA 96/97 97/98 98/99 99/00 00/01 % Change Annualized Fixed Route Actual Actual Actual Actual Actual 99 to 00 % Change Rev. Passengers 9,691,325 9,486,306 9,548,673 9,562,265 9,505,172 -0.60% -0.48% Rev. Veh. Miles 5,170,359 5,267,596 5,538,490 5,707,750 6,268,008 9.82% 4.93% Op. Cost $23,789,779 $24,451,904 $26,621,949 $32,405,708 $35,407,200 9.26% 10.45% Op. Rev. $9,885,400 $10,289,563 $10,972,585 $13,213,107 $13,342,223 0.98% 7.79% Rev. Pass/Rev. Mile 1.87 1.80 1.72 1.68 1.52 -9.48% -5.16% Op Cost/Rev Mile $4.60 $4.64 $4.81 $5.68 $5.65 -0.50% 5.26% Op. Rev./Op. Cost 41.55% 42.08% 41.22% 40.77% 37.68% -7.58% -2.41%

CDTA-Fixed Route CDTA-Fixed Route Revenue Passengers Revenue Vehicle Miles 10,000 7,500 9,900 7,000 9,800 9,700 6,500 9,600 6,000 9,500 5,500 9,400 Thousands Thousands 9,300 5,000 9,200 4,500 9,100 9,000 4,000 96/97 97/98 98/99 99/00 00/01 96/97 97/98 98/99 99/00 00/01 Year Year

CDTA-Fixed Route CDTA-Fixed Route CDTA-Fixed Route Rev. Passengers per Rev. Vehicle Mile Operating Cost per Rev. Vehicle Mile Operating Rev. to Operating Cost 3.5 $10.00 0.90 3.0 $9.00 2.5 $8.00 0.75 $7.00 2.0 0.60 $6.00 1.5 $5.00 0.45 1.0 $4.00 0.30 $3.00 0.5 0.15 $2.00 0.0 $1.00 0.00 96/97 97/98 98/99 99/00 00/01 96/97 97/98 98/99 99/00 00/01 96/97 97/98 98/99 99/00 00/01 Year Year Year

CDTA 96/97 97/98 98/99 99/00 00/01 % Change Annualized Paratransit Actual Actual Actual Actual Actual 99 to 00 % Change Rev. Passengers 126,768 124,975 128,399 128,496 94,054 -26.80% -7.19% Rev. Veh. Miles 1,028,851 1,029,039 1,003,146 1,014,937 649,996 -35.96% -10.85% Op. Cost $2,485,701 $2,666,179 $2,676,279 $3,272,823 $3,400,955 3.92% 8.15% Op. Rev. $197,912 $191,941 $191,600 $195,000 $300,000 53.85% 10.96% Rev. Pass/Rev. Mile 0.12 0.12 0.13 0.13 0.14 14.29% 4.10% Op.Cost/Rev. Mile $2.42 $2.59 $2.67 $3.22 $5.23 62.26% 21.31% Op. Rev./Op. Cost 7.96% 7.20% 7.16% 5.96% 8.82% 48.05% 2.59%

CDTA-Paratransit CDTA-Paratransit Revenue Passengers Revenue Vehicle Miles 200 1,250 175 150 1,125 125 1,000 100 875 75 Thousands Thousands 750 50 25 625 0 500 96/97 97/98 98/99 99/00 00/01 96/97 97/98 98/99 99/00 00/01 Year Year

CDTA-Paratransit CDTA-Paratransit CDTA-Paratransit Rev. Passengers per Rev. Vehicle Mile Operating Cost per Rev. Vehicle Mile Operating Rev. to Operating Cost 3.5 $10.00 0.90 3.0 $9.00 $8.00 2.5 0.75 $7.00 0.60 2.0 $6.00 1.5 $5.00 0.45 $4.00 1.0 0.30 $3.00 0.15 0.5 $2.00 0.0 $1.00 0.00 96/97 97/98 98/99 99/00 00/01 96/97 97/98 98/99 99/00 00/01 96/97 97/98 98/99 99/00 00/01 Year Year Year

III-113 BROOME COUNTY TRANSIT 413 Old Vestal Road Vestal, NY 13850 (607) 763-4464

State Legislative Districts: Senate: 51 Assembly: 123 & 124

Base Fare: $1.00 Last Increase: $0.20 in January 1996

Broome County Transit (BCT) provides service to a large portion of the County, covering eighty square miles, with concentration on the urbanized cores of the triple cities of Binghamton, Johnson City and Endicott. BCT also extend their services to Vestal, Westover, Endwell, Union, West Corners, and others.

The Broome County Transit service area population, as reported in the 2000 Census, declined 5.5% from its 1990 level. Employment also declined over this period by 3.5%. Population in the core area served by BCT experienced steeper declines with the City of Binghamton and Johnson City dropping by 11% and 8% respectively. slow growth in ridership likely result from population and employment declines in the service area, Over the 5-year period from 1996 to 2000 ridership on particularly in the core area of Binghamton. the total Broome County system declined by and annualized rate of 2.51 percent. In 2000 the decline Ridership on BCT’s rural service increased 15% from continued but slowed to a very modest 1.25 percent 1999-2000. This increase in rural ridership can be decline with BCT carrying a total of 2.7 million trips. attributed to the increased service hours and frequency. Viewed over ten years fixed route ridership actually

Broome County Transit-Operated Service Broome County Transit-Operated Service Revenue Passengers Revenue Vehicle Miles 2,500 3,400 2,250 3,200 3,000 2,000 2,800 1,750 Thousands 2,600 Thousands 1,500 2,400 1,250 2,200 1996 1997 1998 1999 2000 1,000 Year 1996 1997 1998 1999 2000 Year rose modestly by 1.4% and rural ridership rose by 11.2 Broome County added two successful new fixed routes percent. The shorter term declines and longer term in 2000. However, the additional passengers on the new

III-114 BROOME COUNTY TRANSIT Fixed Route Paratransit Rural 2000 Characteristics Motor Bus Service Service Total Revenue Passengers 2,654,899 63,985 23,956 2,742,840 Number of Vehicles 47 10 8 65 Number of Employees 91 2 12 105 Revenue Vehicle Miles 1,335,900 313,585 213,752 1,863,237 Revenue Vehicle Hours 98,792 24,349 10,710 133,851 Total Operating Revenue 2,018,092 57,759 20,860 2,096,711 Total Operating Expense 5262088 765842 458109 6,486,039 Operating Expense /Rev. Vehicle Mile 3.94 2.44 2.14 3.48 Operating Expense / Rev. Vehicle Hour 53.26 31.45 42.77 48.46 Rev. Passengers / Rev. Vehicle Mile 1.99 0.20 0.11 1.47 Rev. Passengers / Rev. Vehicle Hour 26.87 2.63 2.24 20.49 Total Operating Revenue / Op. Expense 0.38 0.08 0.05 0.32 Operating Expense / Revenue Passenger 1.98 11.97 19.12 2.36 Total Op. Revenue / Revenue Passenger 0.76 0.90 0.87 0.76

Broome County 1990 2000 % Service Area Change

Total Population 212,160 200,536 -5.48%

Pop. Over 65 31,825 32,831 3.16%

Pop. Under 19 56,018 53,734 -4.08%

Employment 103,235 99,613 -3.51%

Fixed Route 2,618,313 2,654,899 1.40% Ridership

Rural Ridership 21,540 23,956 11.22%

Paratransit 73,478 63,985 -12.92% Ridership

Rev. Miles 1,151,492 1,335,900 16.01% Fixed Route

Rev. Miles Rural 168,104 213,752 27.15%

Rev. Miles 267,929 313,585 17.04% routes were countered by decreases in ridership on Paratransit some existing routes due to market shifts associated with the population decline. From 1999 to 2000 the 1.3 percent decrease in ridership Revenue vehicle miles increased significantly in 2000 and 10 percent increase in revenue vehicle miles due to the two new fixed routes and increases in rural resulted in a 10 percent decline in passengers per mile, and urban paratransit services. Vehicle miles went up a measure of service “effectiveness.” This measure by 10% from 1999 to 2000 after being relatively stable declined over the 5-year period as well at an annualized the previous three years (1.6 percent annualized growth rate of 6.26 percent reflecting the ridership and miles from 1996 to 1999). trends described above.

In 2000 Broome County Transit replaced 23 new buses The cost recovery ratio (operating revenue to operating and also received farebox card readers for counting the costs), a measure of service “economy” was 32.3 fare box revenues. The wheelchair accessible buses percent for the 2000. This constitutes a decline from 3.6 increased from 37 to 63 in 2000. They also installed percent in 1999. Operating costs in 2000 increased by new bus shelters in 2000. 11.6 percent over 1999 due primarily to an increase in service miles and the hiring of an additional dispatcher.

III-115 Passenger revenue declined slightly in 2000, consistent with the ridership decline and stable fares. However, overall operating revenue increased slightly due to a significant increase in other operating revenues such as advertising. Over the 5-year period cost recovery declined by an annualized rate of 4.47 percent.

Vehicle miles and operating costs both increased significantly in 2000 resulting in a small increase of 1.36 percent in cost per vehicle mile, a measure of service “efficiency.” Over the 5 years from 1996-2000 this measure remained very stable increasing by a slight annualized rate of .36 percent. This growth is well below the national inflation rate over this time period.

The increasing miles of service and slight decline in revenue passengers over the past five years has led to a .26 percent annualized decrease in passengers per mile, a measure of service “effectiveness.” This measure declined more substantially in 2000, by 10.29 percent, reflecting the introduction of new routes amidst declining ridership on the remainder of the fixed route system.

The Broome County Transit paratransit operation, BC Lift, showed a very slight growth in ridership of .67 percent, accompanied by a more significant increase in service miles of 8.54 percent. This combination of growth led to a decline in passengers per mile of 7.14 percent. The operation’s cost per mile went from $2.22 in 1999 to $2.44 in 2000 constituting a 10 percent increase, which is similarly reflected in the 5 year trend of 9.92% increase.

The rural services experienced a significant increase in service provided and a correspondingly significant increase in ridership (both growing at approximately a 15% rate). Passengers per mile has been very stable over the 5 year time period declining by a modest 1.61percent with a neglible increase of .09 percent in 2000.

Cost per mile for rural service actually declined from 1996 to 2000 with a slight upturn in 2000 of .71 percent. Cost recovery is relatively low on rural service because the miles to passenger ratio is much higher in serving the more dispersed patterns of rural travel. The rates range from 3.47 to 5.36 percent across the years from 1996 to 2000.

III-116 FINANCIAL INFORMATION - BROOME COUNTY TRANSIT - SYSTEM TOTAL

Sources of Total System 2000 Operating Funds Summary of Total System 2000 Operating Expenses

Fares $1,918,421 Salaries $2,950,450 Local $1,007,996 Fringe $1,708,387 State $2,559,132 Ins $127,148 Federal $822,200 Fuel $437,580 Other $178,290 Other $1,262,474 Total $6,486,039 Total $6,486,039

Broome County Transit Broome County Transit Operating Revenues & Subsidies Operating Expenses

Other (2.75%) Other (19.46%) Federal (12.68%) Fares (29.58%) Federal (6.75%) Fares (45.49%) State (1.96%)

State (39.46%) Local (15.54%) Local (26.34%)

Financial Trend Analysis over the past five years: Fleet Characteristics over the past five years:

Broome County Tansit Broome County Transit Operating Revenue and Subsidy Total, Peak and Accessible Vehicles

7 70 6 60 5 50 4 40 3

Millions 30 2 20 1 10 0 1996 1997 1998 1999 2000 0 Year Total Fleet Peak Fleet Accessible

TOTAL OPERATING REVENUE TOTAL GOVERNMENT SUBSIDIES 1996 1997 1998 1999 2000

Broome County Transit - System Total Operations and Performance Statistics

1996 1997 1998 1999 2000 % Change Annualized Actual Actual Actual Actual Actual 99 to 00 % Change

Rev. Passengers 3,036,691 3,032,099 2,917,531 2,777,697 2,742,840 -1.25% -2.51% Rev. Veh. Miles 1,593,108 1,607,438 1,642,662 1,692,672 1,863,237 10.08% 3.99%

Op. Cost $5,466,460 $5,794,086 $5,581,356 $5,813,463 $6,486,039 11.57% 4.37% Op. Rev. $2,121,767 $2,342,467 $1,891,578 $2,081,644 $2,096,711 0.72% -0.30%

Rev. Pass/Rev. Mile 1.91 1.89 1.78 1.64 1.47 -10.29% -6.26% Op. Cost/Rev. Mile $3.43 $3.60 $3.40 $3.43 $3.48 1.36% 0.36% Op. Rev./Op. Cost 38.81% 40.43% 33.89% 35.81% 32.33% -9.72% -4.47%

National CPI 156.90 160.50 163.00 166.60 172.20 3.36% 2.35% NYSMA CPI 166.90 170.80 173.60 177.00 182.50 3.11% 2.26%

Broome County Transit Broome County Transit Broome County Transit Rev. Passenger per Rev. Vehicle Mile Operating Cost per Rev. Vehicle Mile Operating Rev. to Operating Cost

3.5 $10.00 0.90 3.0 $9.00 $8.00 2.5 0.75 $7.00 2.0 $6.00 0.60 1.5 $5.00 0.45 $4.00 1.0 0.30 $3.00 0.5 $2.00 0.15 0.0 $1.00 0.00 1996 1997 1998 1999 2000 1996 1997 1998 1999 2000 1996 1997 1998 1999 2000 Year Year Year

III-117 Broome County Transit- Operating and Performance Statistics by Mode - Fixed Route and Paratransit

Broome County Transit 1996 1997 1998 1999 2000 % Change Annualized Fixed Route Actual Actual Actual Actual Actual 99 to 00 % Change Rev. Passengers 2,953,482 2,949,003 2,832,102 2,693,419 2,654,899 -1.43% -2.63% Rev. Veh. Miles 1,173,290 1,160,864 1,168,827 1,218,064 1,335,900 9.67% 3.30% Op. Cost $4,604,562 $4,772,207 $4,642,954 $4,776,901 $5,262,088 10.16% 3.39% Op. Rev. $1,926,477 $2,145,000 $1,825,875 $2,013,940 $2,018,092 0.21% 1.17% Rev. Pass/Rev. Mile 2.52 2.54 2.42 2.21 1.99 -10.12% -5.74% Op Cost/Pass Mile $3.92 $4.11 $3.97 $3.92 $3.94 0.44% 0.09% Op. Rev./Op. Cost 41.84% 44.95% 39.33% 42.16% 38.35% -9.03% -2.15%

Broome CountyTransit-Fixed Route Broome County Transit-Fixed Route Revenue Passengers Revenue Vehicle Miles 1,500 3,750 1,400 3,250 1,300 2,750 2,250 1,200 Thousands Thousands 1,750 1,100 1,250 1,000 750 900 1996 1997 1998 1999 2000 1996 1997 1998 1999 2000 Year Year

Broome County Transit-Fixed Route Broome County Transit-Fixed Route Broome County Transit-Fixed Route Rev. Passenger per Rev. Vehicle Mile Operating Cost per Rev. Vehicle Mile Operating Rev. to Operating Cost

3.5 $10.00 0.90 3.0 $9.00 $8.00 0.75 2.5 $7.00 0.60 2.0 $6.00 0.45 1.5 $5.00 $4.00 0.30 1.0 $3.00 0.15 0.5 $2.00 0.00 0.0 $1.00 1996 1997 1998 1999 2000 1996 1997 1998 1999 2000 1996 1997 1998 1999 2000 Year Year Year

Broome County Transit 1996 1997 1998 1999 2000 % Change Annualized Paratransit Actual Actual Actual Actual Actual 99 to 00 % Change Rev. Passengers 63,192 62,726 64,982 63,485 63,985 0.79% 0.31% Rev. Veh. Miles 252,458 282,438 307,179 288,910 313,585 8.54% 5.57% Op. Cost $422,285 $644,482 $636,597 $641,382 $765,842 19.40% 16.05% Op. Rev. $180,021 $181,440 $49,540 $51,130 $57,759 12.96% -24.74% Rev. Pass/Rev. Mile 0.25 0.22 0.21 0.22 0.20 -7.14% -4.98% Op.Cost/Pass Mile $1.67 $2.28 $2.07 $2.22 $2.44 10.01% 9.92% Op. Rev./Op. Cost 42.63% 28.15% 7.78% 7.97% 7.54% -5.39% -35.15%

Broome County Paratransit Broome County Paratransit Revenue Passengers Revenue Vehicle Miles 150 400

125 350 100 300

75 250 Thousands Thousands 50 200 25 150

0 100 1996 1997 1998 1999 2000 1996 1997 1998 1999 2000 Year Year

Broome County Paratransit Broome County Paratransit Broome County Paratransit Rev. Passenger per Rev. Vehicle Mile Operating Cost per Rev. Vehicle Mile Operating Rev. to Operating Cost

3.50 $10.00 $9.00 0.90 3.00 $8.00 0.75 2.50 $7.00 0.60 2.00 $6.00 0.45 1.50 $5.00 $4.00 0.30 1.00 $3.00 0.50 $2.00 0.15 0.00 $1.00 0.00 1996 1997 1998 1999 2000 1996 1997 1998 1999 2000 1996 1997 1998 1999 2000 Year Year Year

III-118 Broome County Transit - Operating and Performance Statistics by Mode - Rural

Broome County Transit 1996 1997 1998 1999 2000 % Change Annualized Rural Actual Actual Actual Actual Actual 99 to 00 % Change Rev. Passengers 20,017 20,370 20,447 20,793 23,956 15.21% 4.59% Rev. Veh. Miles 167,360 164,136 166,656 185,698 213,752 15.11% 6.31% Op. Cost $439,613 $377,397 $301,805 $395,180 $458,109 15.92% 1.04% Op. Rev. $15,269 $16,027 $16,163 $16,574 $20,860 25.86% 8.11% Rev. Pass/Rev. Mile 0.12 0.12 0.12 0.11 0.11 0.09% -1.61% Op. Cost/Pass Mile $2.63 $2.30 $1.81 $2.13 $2.14 0.71% -4.96% Op. Rev./Op. Cost 3.47% 4.25% 5.36% 4.19% 4.55% 8.57% 7.00%

Broome County Transit-Rural Broome County Transit-Rural Revenue Passengers Revenue Vehicle Miles 27 275 26 250 24 225 23 200 21 175

20 Thousands Thousands 150 18 17 125 15 100 1996 1997 1998 1999 2000 1996 1997 1998 1999 2000 Year Year

Broome County Transit-Rural Broome County Transit-Rural Broome County Transit-Rural Rev. Passenger per Rev. Vehicle Mile Operating Cost per Rev. Vehicle Mile Operating Rev. to Operating Cost

3.5 $10.00 0.90 3.0 $9.00 $8.00 0.75 2.5 $7.00 0.60 2.0 $6.00 1.5 $5.00 0.45 1.0 $4.00 0.30 $3.00 0.15 0.5 $2.00 0.0 $1.00 0.00 1996 1997 1998 1999 2000 1996 1997 1998 1999 2000 1996 1997 1998 1999 2000 Year Year Year

III-119 UTICA TRANSIT AUTHORITY Leland and Wurtz Avenue Utica, NY 13502 (315) 797-1121 Web site: http://www.borg.com/~myozuta/

State Legislative Districts: Senate: 47

Base Fare: $1.00 Last Increase: January, 1996

The Utica Transit Authority (UTA), created in 1970, provides fixed route bus and paratransit service within the City of Utica and the surrounding townships of New Hartford, Kirkland, Deerfield, Whitestown and Marcy. UTA is sponsored in the STOA program by the City of Utica and the towns listed above. They are part of a larger collection of transit systems that provide transit in the Utica-Rome Urban Area and Oneida and Herkimer Counties, including Rome VIP Bus, Birnie Bus Tours, Inc., Utica-Rome Bus Company, and residences and employment in the area and the flexible Oneida County Rural Transit provided by the Office of hours that residents are working in these service jobs, the Aging for Oneida County. require more flexible public transit.

According to the latest Census information, population The senior population has remained constant over the in Oneida County has dropped 2.8% from 1990 to ten years ( a 0.25% growth). However, in the context 2000. The small population decline masks the of total population decline and the loss of young people migration away from the center cities in the county to from the county (-4.38% for population under 19), the the suburbs and surrounding towns. The City of Utica senior population is becoming a larger percentage of the lost over 13% of its population during the decade while total population. This trend also impacts transit the Town of Marcy was the fastest growing suburban services as seniors are often more dependent on public area. Most other towns enjoyed a small growth over the transit to reach doctors appointments, social events and ten year period. In that same time period, employment other locations in the City and in the suburbs. grew by 5.2% despite the closing of Griffiss Air Force Base north of Rome. Retail jobs and other service jobs Fixed route ridership has fallen by an annualized rate of are the largest growing sector among jobs in the area. 9.5% in the ten year period. A large portion of this

Utica Transit-Operated Services Utica Transit-Operated Services Revenue Passengers Revenue Vehicle Miles 2,750 1,250

2,500 1,225 2,250 1,200 2,000 1,750 1,175

Thousands 1,500 Thousands 1,150 1,250 1,000 1,125

750 1,100 1996 1997 1998 1999 2000 1996 1997 1998 1999 2000

These two factors, serving the wider dispersion of decline can be attributed to a change in the

III-120 UTICA TRANSIT AUTHORITY Fixed Route Paratransit Total 2000 Characteristics Motor Bus Service Revenue Passengers 1,208,134 23,234 1,231,368 Number of Vehicles 35 7 42 Number of Employees 72 10 82 Revenue Vehicle Miles 998,684 141,424 1,140,108 Revenue Vehicle Hours 71,849 12,786 84,635 Total Operating Revenue 1,012,166 28,600 1,040,766 Total Operating Expense 3,519,518 394,400 3,913,918 Operating Expense /Rev. Vehicle Mile 3.52 2.79 3.43 Operating Expense / Rev. Vehicle Hour 48.98 30.85 46.24 Rev. Passengers / Rev. Vehicle Mile 1.21 0.16 1.08 Rev. Passengers / Rev. Vehicle Hour 16.81 1.82 14.55 Total Operating Revenue / Op. Expense 0.29 0.07 0.27 Operating Expense / Revenue Passenger 2.91 16.98 3.18 Total Op. Revenue / Revenue Passenger 0.84 1.23 0.85

methodology for counting passengers. The changes are added to the system efficiency through a decrease in a result of two STOA program audits over the last six maintenance costs and the ability to reduce the years. The statistics for 1999 and 2000 are still affected inventory to more manageable levels. Diagnostic tools by these changes. A 47 percent reduction in transfers in within the bus provide maintenance staff with the ability 2000 over 1999 constitutes a major portion of the 11 to trouble shoot and keep the buses in service for longer percent decline in UTA ridership. In an effort to periods of time. address the results of the 1998 STOA audit, UTA installed registering fareboxes on their entire fleet by 2000 operating expenses have increased by 4.2 percent. the end of 2000. UTA also trained drivers and However, over the 5 year period expenses increased at dedicated extra staff resources to a passenger counting an annualized rate of 2.69 percent, which is just above program. They expect very accurate passenger counts the rate of inflation for the period. UTA was able to by route for 2001 and are excited about the possibilities hold labor costs to a 3 percent growth rate from 1999 to that this information will provide for further route and 2000 but suffered a spike in fuel prices (68 percent), market analysis. utilities (43 percent) and interest costs (49 percent).

UTA’s overall route mileage has decreased by a slight These increases in operating expenses, together with the 0.5 percent over the last five years. UTA went through STOA audit fees have seriously impacted UTA’s a thorough route analysis in 1995 when they last raised financial picture. UTA receives no local assistance fares and cutback some service. They also experienced beyond the match to the dedicated portion of STOA. In some minor adjustments as a result of the STOA audit the other major upstate areas, Authorities each have a that has reduced miles traveled over the last five years. portion of the Mortgage Recording Tax (MRT) to assist The slight increase in miles in 1998 across all modes them in paying for insurance funds and for paying the was addressed in the second STOA audit. local share of capital purchases. As a result of this situation, UTA has been forced to float bonds to pay for However, UTA continues to run their core routes to the capital purchases such as lift replacements and new surrounding malls, hospitals and colleges and other buses. The debt load continues to increase (88 percent places of economic vitality to the area. For many of the in 2000). residents who ride the bus, this is the only access to these centers. This stability in the fixed route service Cost per mile, a measure of service “efficiency” structure in combination with decreasing ridership has increased 5.3 percent from 1999 to 2000 as a result of led to a decline in the number of revenue passengers per the cost increases described above. The annualized rate revenue mile, a measure of service “effectiveness.” of increase of 3.24 percent over from 1996 to 2000, was slightly above inflation for the period. UTA’s active peak fleet is now 100 percent accessible, with the addition of new vehicles replacing older non- Cost increases together with the ridership decline has accessible vehicles in 1999. These new buses have had a serious impact on the recovery ratio, or

III-121 UTA Service 1990 2000 % Area Change

Total Population 206,486 200,519 -2.89%

Pop. Over 65 32,674 32,757 0.25%

Pop. Under 19 56,729 54,244 -4.38%

Employment 105,123 110,684 5.29%

Fixed Route 2,972,467 1,208,134 -59.36% Ridership

Demand 0 23,234 NA Responsive Ridership

Rev. Miles 1,196,269 998,684 -16.52% Fixed Route

Rev. Miles 0 141,424 NA Demand Responsive

“economy” of the system. The loss in revenue between 1999 and 2000 has produced over a 9 percent decrease A brokerage program has been set up with UTA as the in the ratio down to a five year low of almost 29 sub-contractor to the County. They will oversee percent. coordination of services for non-traditional hours of service and to augment existing fixed route service As a result of the loss in passengers over and above the with other means of transport such as Taxi for STOA audits, the five year trend is an almost four guaranteed ride home and shared ride. This program percent drop in the economy of the system, falling from will allow UTA to fund some of the redesign of their a high of almost 34 percent. Lastly, the effectiveness of service to more effectively serve the transit dependent the system for fixed route is not reliable because the population. loss in ridership was not attributable to actual passengers, but rather to the accounting methods. Ridership for UTA’s demand response service which is a compliment to their fixed route has continued the Oneida County continues to receive Federal Aid in the downward trend in 2000 that occurred in 1999. This is form of discretionary funding through Congressional mainly a result of the recertification program for earmarks to improve and upgrade Union Station in eligibility instituted by the County. This could be Utica. This has allowed the intercity carriers: Utica- regarded as a positive trend if those riders are coming Rome Bus Company, Birnie Bus Tours, Inc. and off the more expensive demand response service to ride Greyhound and Trailways to serve a central location. on the new accessible buses on the fixed route. It has also provided UTA with a focal point in their transfer system which allows for timely intermodal Costs for the paratransit service went down from 1999 connections including the Amtrak and Adirondack rail to 2000 as miles decreased with less passengers. This is service. a demand response service and with less riders certified and serviced, there are less miles traveled. The cost per Two new funding sources have contributed to mile, or the measure of the system efficiency, has developing a brokerage form of mobility management remained stable from 1999 to 2000, with an annualized in Oneida County. The State-sponsored TANF rate of 2.68 percent. fundsource is being used as a match to the Federal Jobs Access-Reverse Commute (JARC) program. This has The loss in ridership however, and the resulting loss in allowed Oneida County to pursue an RFP on revenue, offset the decrease in costs from 1999 to 2000. maintaining a brokerage operation to assist low-income This had an impact on the “economy” of the system as and unemployed residents of Oneida County. the ratio of revenue to cost dropped nearly 6 percent

III-122 form 1999 to 2000. Over the last five years the paratransit service has an overall growth in the “economy” measure of 3.5 percent., due to a stringent cost containment program for paratransit service and the low maintenance costs on the 5 vehicles delivered since 1999 that provide this service.

These lower costs have enabled the economy of the operation to increase. Replacing these vehicles in their normal replacement cycle ( 2 1997 vehicles are due in 2002) will be problematic for UTA because of their limited ability to raise the 10 percent local match to the Federal and State dollars. This will negatively affect the economy of the service as the older vehicles will require higher maintenance costs. The ratio of revenue passengers per mile, a measure of service “effectiveness” was also stable over the five year time frame, decreasing by 2.8 percent. This is mostly due to the loss of passengers these past two years.

III-123 Financial Information (System Wide) - UTICA TRANSIT AUTHORITY

Sources of Total System 2000 Operating Funds Summary of Total System 2000 Operating Expenses

Fares $992,614 Salaries $1,749,575 Local $364,450 Fringe $1,158,113 State $1,566,110 Ins $136,176 Federal $850,494 Fuel $260,239 Other $48,152 Other $609,815 Total $3,821,820 Total $3,913,918

Utica Transit Authority Utica Transit Authority Operating Revenues & Subsidies Operating Expenses

Other (1.26%) Other (15.58%) Federal (22.25%) Fares (25.97%) Fuel (6.65%) Salaries (44.70%) Ins (3.48%)

Local (9.54%) Fringe (29.59%) State (40.98%)

Financial Trend Analysis over the past five years: Fleet Characteristics over the past five years:

Utica Transit Authority Utica Transit Authority Revenue an Subsidy Total, Peak and Accessible Vehicles

4 50

3 40

2 30 Millions 1 20

0 10 1996 1997 1998 1999 2000 Year 0 Total Fleet Peak fleet Accessible TOTAL GOVERNMENT SUBSIDIES 1996 1997 1998 1999 2000 TOTAL OPERATING REVENUE

UTICA TRANSIT AUTHORITY Total Operations

1996 1997 1998 1999 2000 % Change Annualized Operations Actual Actual Actual Actual Actual 99 to 00 % Change

Rev. Passengers 2,374,088 1,990,662 1,760,703 1,385,049 1,231,368 -11.10% -15.14% Rev. Veh. Miles 1,162,935 1,160,349 1,180,827 1,147,862 1,140,108 -0.68% -0.49%

Op. Cost $3,519,343 $3,818,074 $3,639,748 $3,757,033 $3,913,918 4.18% 2.69% Op. Rev. $1,082,760 $1,092,077 $1,076,128 $1,091,738 $1,040,766 -4.67% -0.98%

Rev. Pass/Rev. Mile 2.04 1.72 1.49 1.21 1.08 -10.49% -14.71% Op. Cost/Rev. Mile $3.03 $3.29 $3.08 $3.27 $3.43 4.88% 3.20% Op. Rev./Op. Cost 30.77% 28.60% 29.57% 29.06% 26.59% -8.49% -3.58%

National CPI 156.90 160.50 163.00 166.60 172.20 3.36% 2.35% NYSMA CPI 166.90 170.80 173.60 177.00 182.50 3.11% 2.26%

Utica Transit Utica Transit Utica Transit Rev. Passenger per Rev. Vehicle Mile Operating Cost per Rev. Vehicle Mile Operating Rev. to Operating Cost

3.5 $10.00 $9.00 0.90 3.0 $8.00 0.75 2.5 $7.00 0.60 2.0 $6.00 0.45 1.5 $5.00 $4.00 0.30 1.0 $3.00 0.15 0.5 $2.00 0.0 $1.00 0.00 1996 1997 1998 1999 2000 1996 1997 1998 1999 2000 1996 1997 1998 1999 2000 Year Year Year

III-124 Utica Transit Authority - Operating and Performance Statistics by Mode - Fixed Route and Paratransit

UTA 1996 1997 1998 1999 2000 % Change Annualized Fixed Route Actual Actual Actual Actual Actual 99 to 00 % Change Rev. Passengers 2,346,884 1,963,402 1,732,820 1,360,064 1,208,134 -11.17% -15.30% Rev. Veh. Miles 1,012,485 1,006,290 1,013,501 998,940 998,684 -0.03% -0.34% Op. Cost $3,141,482 $3,425,072 $3,240,640 $3,342,272 $3,519,518 5.30% 2.88% Op. Rev. $1,059,151 $1,064,979 $1,042,698 $1,059,804 $1,012,166 -4.49% -1.13% Rev. Pass/Rev. Mile 2.32 1.95 1.71 1.36 1.21 -11.15% -15.00% Op Cost/Rev Mile $3.10 $3.40 $3.20 $3.35 $3.52 5.33% 3.24% Op. Rev./Op. Cost 33.72% 31.09% 32.18% 31.71% 28.76% -9.30% -3.90%

Utica Transit-Fixed Route Utica Transit-Fixed Route Revenue Passengers Revenue Vehicle Miles

1,100 3,250 1,075 2,750 1,050 1,025 2,250 1,000 975 Thousands

Thousands 1,750 950 1,250 925 750 900 1996 1997 1998 1999 2000 1996 1997 1998 1999 2000 Year Year

Utica Transit-Fixed Route Utica Transit-Fixed Route Utica Transit-Fixed Route Rev. Passenger per Rev. Vehicle Mile Operating Cost per Rev. Vehicle Mile Operating Rev. to Operating Cost

3.50 $10.00 0.90 3.00 $9.00 $8.00 0.75 2.50 $7.00 0.60 2.00 $6.00 1.50 $5.00 0.45 $4.00 1.00 0.30 $3.00 0.15 0.50 $2.00 0.00 $1.00 0.00 1996 1997 1998 1999 2000 1996 1997 1998 1999 2000 1996 1997 1998 1999 2000 Year Year Year

UTA 1996 1997 1998 1999 2000 % Change Annualized Paratransit Actual Actual Actual Actual Actual 99 to 00 % Change Rev. Passengers 27,204 27,260 27,883 24,985 23,234 -7.01% -3.87% Rev. Veh. Miles 150,450 154,059 167,326 148,922 141,424 -5.03% -1.53% Op. Cost $377,861 $393,002 $399,108 $414,761 $394,400 -4.91% 1.08% Op. Rev. $23,609 $27,098 $33,430 $31,934 $28,600 -10.44% 4.91% Rev. Pass/Rev. Mile 0.18 0.18 0.17 0.17 0.16 -2.08% -2.37% Op.Cost/Rev Mile $2.51 $2.55 $2.39 $2.79 $2.79 0.13% 2.65% Op. Rev./Op. Cost 6.25% 6.90% 8.38% 7.70% 7.25% -5.82% 3.79%

Utica Transit-Paratransit Utica Transit-Paratransit Revenue Passengers Revenue Vehicle Miles

50 250

40 200

30 150

20 100 Thousands Thousands 10 50

0 0 1996 1997 1998 1999 2000 1996 1997 1998 1999 2000 Year Year

Utica Transit-Paratransit Utica Transit-Paratransit Utica Transit-Paratransit Rev. Passenger per Rev. Vehicle Mile Operating Cost per Rev. Vehicle Mile Operating Rev. to Operating Cost

3.50 $10.00 0.90 3.00 $9.00 $8.00 0.75 2.50 $7.00 0.60 2.00 $6.00 1.50 $5.00 0.45 $4.00 1.00 0.30 $3.00 0.15 0.50 $2.00 0.00 $1.00 0.00 1996 1997 1998 1999 2000 1996 1997 1998 1999 2000 1996 1997 1998 1999 2000 Year Year Year

III-125 CHEMUNG COUNTY TRANSIT SYSTEM 1201 Clemens Center Parkway Elmira, NY 14901 (607) 734-5212

State Legislative Districts: Senate: 52 Assembly: 127

Base Fare: $1.00 Last Increase: $.10 on 4/1/92

Chemung County Transit (CCTS) serves a diverse market with a core service area centered on the City of Elmira, surrounding communities such as Horseheads and rural portions of the County. CCTS also provides inter-county service to destinations such as Corning, Watkins Glen, Ithaca and parts of Tioga County.

Population in the Chemung County Transit service area, as reported in the 2000 Census, declined a modest 4.3% increase in riders in 2000. from 1990. Employment increased slightly over this period by 3.9 percent. However, the core area served In 2001 Chemung County Transit began an effort to by Chemung County Transit, the City of Elmira, systematically respond to the changing transportation experienced a steeper population decline of 9 percent. market in their area by launching a comprehensive route Population and employment growth in the region has analysis study to evaluate options for route taken place in an increasingly dispersed pattern that is restructuring. The objective of the study is to identify difficult to serve with traditional public transportation. route changes and service strategies that better meet the needs of the increasingly dispersed pattern of

Chemung County-Operated Services Chemung County-Operated Services Revenue Passengers Revenue Vehicle Miles

1,000 1,800 950 1,700 900 850 1,600 800 1,500 750 1,400 Thousands 700 Thousands 650 1,300 600 1,200 550 1996 1997 1998 1999 2000 1,100 1996 1997 1998 1999 2000

As a result of these demographic and economic trends, population and employment that they serve. Chemung County has experienced a fairly substantial decline in total system ridership over the past decade. Fixed Route ridership declined at an annualized rate of In 2000 Chemung initiated a marketing campaign to 5.1% over this period. However, this fixed route improve public awareness of their services. The effort ridership decline may have stabilized with a 3.4% included producing and marketing a promotional video

III-126 Chemung County Transit Fixed Route Paratransit Rural Total 2000 Characteristics Motor Bus Service Service Revenue Passengers 580,786 56,292 76,280 713,358 Number of Vehicles 20 9 8 37 Number of Employees 44 12 19 75 Revenue Vehicle Miles 969,989 278,445 352,770 1,601,204 Revenue Vehicle Hours 54,352 20,587 10,560 85,499 Total Operating Revenue 1,406,197 699,881 331,035 2,437,113 Total Operating Expense 3,066,623 1,190,420 613,906 4,870,949 Operating Expense /Rev. Vehicle Mile 3.16 4.28 1.74 3.04 Operating Expense / Rev. Vehicle Hour 56.42 57.82 58.14 56.97 Rev. Passengers / Rev. Vehicle Mile 0.60 0.20 0.22 0.45 Rev. Passengers / Rev. Vehicle Hour 10.69 2.73 7.22 8.34 Total Operating Revenue / Op. Expense 0.46 0.59 0.54 0.50 Operating Expense / Revenue Passenger 5.28 21.15 8.05 6.83 Total Op. Revenue / Revenue Passenger 2.42 12.43 4.34 3.42

Chemung County 1990 2000 % Transit System Change

Total Population 95,195 91,070 -4.33%

Pop. Over 65 14,335 14,222 -0.79%

Pop. Under 19 27,130 24,739 -8.81%

Employment 40,048 41,609 3.90%

Fixed Route 926,199 580,786 -37.29% Ridership

Rural Ridership 61,613 76,280 23.81%

STAMP Ridership 59,972 56,292 -6.14%

Rev. Miles 1,013,354 969,989 -4.28% Fixed Route

Rev. Miles 195,211 352,770 80.71% Rural highlighting the benefits of the system to two different target audiences, children ages 9 to 15 and the general public. The video is targeted for presentations to local schools, human service organizations as well as service clubs, such as the Rotary, Elks, and Lions etc. to 2000. This increase continued a trend towards increasing service miles following a period of A number of new service initiatives were begun in contraction from 1990 to 1997, during which revenue 2000, oriented toward new markets including the miles were reduced by 19.6% on the fixed route system. addition of local service into Corning as well as a new STAMP (paratransit) run. Two new Routes were Another service initiative introduced in 2000 was a upgraded from a dial-a-ride to a fixed route structure to local monthly pass for regular fare and senior citizens, provide more regular service to employment and and regional passes. shopping destinations at the Arnot Mall. In 2000, Chemung Transit acquired seven replacement These new service additions contributed to an 8.7 low floor buses. They also plan to purchase 3 additional percent increase in revenue miles of service from 1999 buses for their inter-county commuter runs. Delivery of

III-127 these buses is expected in the first half of 2001. to operating cost ratio. The most significant factor in passenger revenue is the County’s Medicaid In addition to urban fixed route transit service, which transportation contract of over $ 1million , which leads accounts for 81.4% of total system ridership, Chemung to a cover ratio of nearly 50% in 1999 and 2000. County Transit also provides complementary paratransit and rural fixed route service.

STAMP, the County’s complementary paratransit service, like the fixed route system has experienced a 10-year decline in riders. Ridership declined overall 6.1% since 1990. However much of this decline occurred within the last five years following an increase in the early 1990's. Over the five years from 1996 through 2000 ridership declined at an annualized rate of 7.8 percent. Like fixed route service, revenue miles have increased over the 10-year period by 10.8% but have declined in the last five years by 17.8%.

Rural services operated in Schuyler and Tioga Counties experienced a substantial 23.8% growth in ridership from 1990 to 2000. Ridership on rural services grew dramatically in 1999, but leveled off with a slight decline in 2000. Over the decade of the 1990s revenue miles of service grew dramatically, by 80.7%, contributing to the increased ridership for these services. This service increase trend , which included a 32% increase from 1997 to 1998, has leveled off with a .4% decline in 2000.

As described above, the decline in population in the core service area, along with growth in the more suburban areas of the region, have led to an increase in vehicle miles of service needed to serve these market areas. Growth in miles has exceeded the increase in ridership. As a result, service “effectiveness” as measured by passengers per revenue mile, declined by more than 4% from 1999 to 2000 and an annual average of over 8% decline since 1996.

Operating Costs from 1999 to 2000 went up by nearly 6%. The primary reasons for this cost increase include: the hiring of 2 mechanics, and 100% increase in fuel/utility costs and a 30% increase in materials. Despite these cost increases, cost per mile, as a gauge of service “efficiency” actually improved from 1999 to 2000 as a result of vehicle miles of service increasing at faster rate than the increases in cost. The increase in efficiency reversed the past three years’ trend of costs increasing faster than miles of service growth.

As a result of increased ridership in 2000, passenger revenue increased driving an improvement in service “economy,” as measured by the ratio operating revenue

III-128 FINANCIAL INFORMATION - SYSTEM TOTAL - CHEMUNG COUNTY TRANSIT

Sources of Total System 2000 Operating Funds Summary of Total System 2000 Operating Expenses

Fares $2,012,819 Salaries $2,023,673 Local $336,000 Fringe $716,234 State $1,479,554 Ins $207,164 Federal $594,900 Fuel $325,174 Other $424,294 Other $1,598,704 Total $4,847,567 Total $4,870,949

Chemung County Transit Chemung County Transit Operating Revenues & Subsidies Operating Expenses

Other (8.75%)

Federal (12.27%) Other (32.82%) Fares (41.52%) Salaries (41.55%)

State (30.52%) Fuel (6.68%) Ins (4.25%) Local (6.93%) Fringe (14.70%)

Financial Trend Analysis over the past five years: Fleet Characteristics over the past five years:

Chemung County Chemung County Operating Revenue and Subsidy Total, Peak and Accessible Vehicles

5 40 35 4 30 3 25 20

Millions 2 15 1 10 0 5 1996 1997 1998 1999 2000 Total Fleet Peak Fleet Accessible Year 1996 1997 1998 1999 2000 TOTAL OPERATING REVENUE TOTAL GOVERNMENT SUBSIDIES

Chemung County Transit: System Total Operating and Performance Statistics

Chemung County 1996 1997 1998 1999 2000 % Change Annualized Operations Actual Actual Actual Actual Actual 99 to 00 % Change

Rev. Passengers 895,149 801,565 724,106 698,317 713,358 2.15% -5.52% Rev. Veh. Miles 1,407,887 1,294,293 1,360,440 1,496,408 1,601,204 7.00% 3.27%

Op. Cost $3,746,362 $3,719,249 $4,109,916 $4,596,016 $4,870,949 5.98% 6.78% Op. Rev. $1,574,652 $1,526,820 $1,558,617 $2,230,429 $2,437,113 9.27% 11.54%

Rev. Pass/Rev. Mile 0.64 0.62 0.53 0.47 0.45 -4.53% -8.51% Op. Cost/Rev. Mile $2.66 $2.87 $3.02 $3.07 $3.04 -0.95% 3.40% Op. Rev./Op. Cost 42.03% 41.05% 37.92% 48.53% 50.03% 3.10% 4.45%

National CPI 156.90 160.50 163.00 166.60 172.20 3.36% 2.35% NYSMA CPI 166.90 170.80 173.60 177.00 182.50 3.11% 2.26%

Chemung County Transit Chemung County Transit Chemung County Transit Rev. Passenger per Rev. Vehicle Mile Cost per Rev. Vehicle Mile Operating Rev. to Operating Cost 3.5 $10.00 0.90 3.0 $9.00 $8.00 0.75 2.5 $7.00 0.60 2.0 $6.00 0.45 1.5 $5.00 $4.00 1.0 0.30 $3.00 0.15 0.5 $2.00 0.0 $1.00 0.00 1996 1997 1998 1999 2000 1996 1997 1998 1999 2000 1996 1997 1998 1999 2000 Year Year Year

III-129 Chemung County Transit- Operating and Performance Statistics by Mode - Fixed Route and Paratransit

Chemung County 1996 1997 1998 1999 2000 % Change Annualized Fixed Route Actual Actual Actual Actual Actual 99 to 00 % Change Rev. Passengers 729,437 665,954 596,303 561,315 580,786 3.47% -5.54% Rev. Veh. Miles 819,054 814,232 818,555 891,847 969,989 8.76% 4.32% Op. Cost $2,318,056 $2,288,615 $2,465,334 $3,145,951 $3,066,623 -2.52% 7.25% Op. Rev. $1,107,488 $1,170,929 $1,074,413 $1,411,739 $1,406,197 -0.39% 6.15% Rev. Pass/Rev. Mile 0.89 0.82 0.73 0.63 0.60 -4.87% -9.45% Op Cost/Rev Mile $2.83 $2.81 $3.01 $3.53 $3.16 -10.37% 2.81% Op. Rev./Op. Cost 47.78% 51.16% 43.58% 44.87% 45.85% 2.18% -1.02%

Chemung County Transit-Fixed Route Chemung County Transit-Fixed Route Revenue Passengers Revenue Vehicle Miles

950 1,090 850 1,020 750 950 650 880 550 810 Thousands Thousands 450 740 350 670 250 600 1996 1997 1998 1999 2000 1996 1997 1998 1999 2000 Year Year

Chemung County Transit-Fixed Route Chemung County Transit-Fixed Route Chemung County Transit-Fixed Route Rev. Passenger per Rev. Vehicle Mile Operating Cost per Vehicle Mile Operating Rev. to Operating Cost 3.5 $10.00 0.90 3.0 $9.00 $8.00 2.5 0.75 $7.00 0.60 2.0 $6.00 1.5 $5.00 0.45 $4.00 1.0 0.30 $3.00 0.15 0.5 $2.00 0.0 $1.00 0.00 1996 1997 1998 1999 2000 1996 1997 1998 1999 2000 1996 1997 1998 1999 2000 Year Year Year

Chemung County 1996 1997 1998 1999 2000 % Change Annualized Paratransit Actual Actual Actual Actual Actual 99 to 00 % Change Rev. Passengers 92,867 67,220 60,255 60,683 56,292 -7.24% -11.76% Rev. Veh. Miles 338,977 232,128 214,545 250,415 278,445 11.19% -4.80% Op. Cost $936,591 $929,810 $1,027,479 $731,219 $1,190,420 62.80% 6.18% Op. Rev. $379,646 $269,329 $389,654 $362,526 $699,881 93.06% 16.52% Rev. Pass/Rev. Mile 0.27 0.29 0.28 0.24 0.20 -16.57% -7.32% Op.Cost/Pass Mile $2.76 $4.01 $4.79 $2.92 $4.28 46.41% 11.53% Op. Rev./Op. Cost 40.53% 28.97% 37.92% 49.58% 58.79% 18.59% 9.74%

Chemung County Transit-Paratransit Chemung County Transit-Paratransit Revenue Passengers Revenue Vehicle Miles 200 175 380 345 150 310 125 275 100 240

75 Thousands Thousands 205 50 170 25 135 0 100 1996 1997 1998 1999 2000 1996 1997 1998 1999 2000 Year Year

Chemung County Transit-Paratransit Chemung County Transit-Paratransit Chemung County Transit-Paratransit Rev. Passenger per Rev. Vehicle Mile Operating Cost per vehicle Mile Operating Rev. to Operating Cost 3.5 $10.00 0.90 3.0 $9.00 $8.00 0.75 2.5 $7.00 0.60 2.0 $6.00 0.45 1.5 $5.00 $4.00 0.30 1.0 $3.00 0.15 0.5 $2.00 0.0 $1.00 0.00 1996 1997 1998 1999 2000 1996 1997 1998 1999 2000 1996 1997 1998 1999 2000 Year Year Year

III-130 GREATER GLENS FALLS TRANSIT 495 Queensbury Avenue Queensbury, NY 12804 (518) 792-1086

State Legislative Districts Senate: 43, 45 Assembly: 100, 109

Base Fare: $0.50 Last Increase: No increase since system inception.

The City of Glens Falls operates Greater Glens Falls Transit (GGFT), established in 1983, to provide fixed route bus service. GGFT operates with six transit buses six rubber-tired trolleys and two lift-equipped vans for paratransit service. Fixed route bus service runs year- round, while GGFT’s trolleys operate from Memorial Day through Labor Day, within the Village of Lake George and to the City of Glens Falls. In 2000, GGFT’s fleet of vehicles became 100 percent accessible.

Total population in the GGFT service area grew by 6.9 core urban market areas, the GGFT system experienced percent from 1990 to 2000. The cities of Glens Falls a strong 4.5 percent annualized rate of increase in and Hudson Falls, core areas of service for GGFT, had ridership over the 10 years, 1990 to 2000. Ridership population declines of 3.9 and 10.4 percent, growth over the five year time-frame was 2.3 percent respectively over the past 10 years. Many of the annualized with a 5.8 percent increase from 1999 to surrounding townships experienced strong growth over 2000. The GGFT paratransit service, FAME, which this period. Of particular note is the fact that the percent began operations in 1991also has experienced a steady of persons over 65 years of age increased more than 12 increases in service and ridership from its inception. percent. These population trends have created an Over the five years from 1996 to 2000 FAME ridership increasing demand for transit services over the past 10 grew at an annualized rate of 2.2 percent. However, years. During this same time period employment in the 2000 saw a slight decline of just over 1 percent, which Glens Falls area grew by more than 9 percent. was comprised of only a drop of 50 passenger trips.

Greater Glens Falls-Operated Services Greater Glens Falls-Operated Services Revenue Passengers Revenue Vehicle Mile 400 340 375 325 350 310 325 295 300

Thousands 275 280 Thousands 250 265 225 250 200 1996 1997 1998 1999 2000 1996 1997 1998 1999 2000 Year Year

Systemwide service, as measured by revenue vehicle Despite a modest decline in the population of traditional miles, increased nearly 5 percent (more than 14,000

III-131 GREATER GLENS FALLS TRANSIT SYSTEM Fixed Route Paratransit Total 2000 Characteristics Motor Bus Service Revenue Passengers 316,485 3,205 319,690 Number of Vehicles 12 2 14 Number of Employees 28 3 31 Revenue Vehicle Miles 293,674 19,367 313,041 Revenue Vehicle Hours 18,390 2,375 20,765 Total Operating Revenue 174,651 4,733 179,384 Total Operating Expense 778,629 63,637 842,266 Operating Expense /Rev. Vehicle Mile 2.65 3.29 2.69 Operating Expense / Rev. Vehicle Hour 42.34 26.79 40.56 Rev. Passengers / Rev. Vehicle Mile 1.08 0.17 1.02 Rev. Passengers / Rev. Vehicle Hour 17.21 1.35 15.40 Total Operating Revenue / Op. Expense 0.22 0.07 0.21

Operating Expense / Revenue Passenger 2.46 19.86 2.63 Total Op. Revenue / Revenue Passenger 0.55 1.48 0.56

miles) in 2000 over 1999. The majority of the increase, increased by a mere 1 percent in 2000 over 1999 due to more than 13,000 miles, was on the fixed route service reduced overtime for vehicle maintenance employees as due primarily to the introduction of new night and GGFT operated newer vehicles. The growth in non- weekend services in April, 2000. personnel costs, 11 percent over 1999, was lead by a significant increase in fuel and lubricants, and to a Accordingly, GGFT’s paratransit operation showed a lesser extent utilities, casualty and liability insurance. It slight increase in service (near 1,000 revenue miles). should be noted that the increase in operating expenses As noted, FAME carried slightly fewer passengers in in 2000 were almost exclusively related to fixed route 2000 than 1999, despite a 6 percent increase in revenue bus service. Over the past five years (1996 to 2000), vehicle miles. During a recent FTA Triennial Review, overall costs of operating the system has increased at an GGFT was notified that they must provide additional annualized rate of 4.3 percent. complementary paratransit service on FAME during the same days and hours as their fixed route summer trolley Operating revenues decreased by a total of 2 percent schedule. Accordingly, FAME service will be increased from 1999 to 2000 levels, led by a decrease in “non- in 2001 to be compliant. user” revenue and to a lesser extent a drop in contract revenue. The largest loss in revenue was due to a drop GGFT completed renovations on their maintenance and of nearly $9,000 primarily due to a reduction in office facility in 2000. GGFT recently received advertizing revenues associated with the trolley service. additional federal and state dollars for capital work and This was partially offset by a 3.3 percent increase in is reviewing several options to expand their garage to passenger revenue, resulting from the ridership provide additional storage space for their trolley fleet increase. during the winter. The ratio of total operating revenues to total operating Effective July, 2001, GGFT initiated a bus to train expenses, a measure of service economy, was 21 connection service at Amtrak’s Fort Edward station. percent in 2000. The revenue to cost ratio declined GGFT will provide transit service to the station at from the 1999 level of 24 percent, as expenses regular intervals as well as provide bus service to train increased while operating revenue declined due to the passengers upon prior notification from Amtrak. factors mentioned above. Over the five year period from 1996 to 2000 revenue to cost ratio was virtually The increase in systemwide service provided in 2000 is unchanged improving by an annualized rate of less than reflected in a 9.4 percent growth in operating expenses 1 percent over 1999. The overall cost of employee wages and salaries held generally in line with the estimated labor Operating cost per vehicle mile, a measure of service contract of 3 percent. The total personnel costs

III-132 GGFT Service 1990 2000 % Area Change

Total Population 59,209 63,303 6.91%

Pop. Over 65 8,551 9,595 12.21%

Pop. Under 19 16,603 16,842 1.44%

Employment 31,378 34,232 9.10%

Fixed Route 213,738 316,485 48.07% Ridership

Demand 0 3,205 NA Responsive Ridership

Rev. Miles 218,427 293,674 34.45% Fixed Route

Rev. Miles 0 19,367 NA Demand Responsive efficiency, went up 4 percent from a 1999 level of $2.58 to a 2000 level of $2.69 per revenue vehicle mile. This was due to the significant increase in the overall operating costs along with a smaller increase in the total vehicle miles. Over the five years from 1996 to 2000 this measure increased at an annualized increase of 3 percent.

Revenue passengers per mile, a measure of service effectiveness, remained relatively constant in 2000 (1.02 pass/mile) over 1999 (1.01 pass/mile) due to the trends in ridership and service on the fixed route bus system mentioned above. This stability was mirrored in the five year trend with an annualized increase of less than 1 percent.

FAME paratransit passengers per mile remained close to constant across the five years from .18 to .17 per mile. The cost per mile rose by more than 50 cents from 1996 to 1997 to $3.55 but has remained steady declining slightly to $3.29 in 2000. Revenue to cost ratio as with most paratransit services is low relative to other modes ranging from a 5 year low of 5.1 percent in 1997 to a high in 2000 of 7.4 percent (an annualized improvement of 4.75 percent over the five years).

III-133 FINANCIAL INFORMATION - GREATER GLENS FALLS TRANSIT- SYSTEM TOTAL

Sources of Total System 2000 Operating Funds Summary of Total System 2000 Operating Expenses

Fares $152,763 Salaries $484,523 Local $91,548 Fringe $154,159 State $364,398 Ins $24,119 Federal $206,846 Fuel $69,686 Other $26,621 Other $109,779 Total $842,176 Total $842,266

Greater Glens Falls Greater Glens Falls Revenues & Subsidies Operating Expenses

Other (3.16%) Other (13.03%) Fares (18.14%) Federal (24.56%) Fuel (8.27%)

Local (10.87%) Ins (2.86%) Salaries (57.53%) Fringe (18.30%)

State (43.27%)

Financial Trend Analysis over the past five years: Fleet Characteristics over the past five years:

Greater Glens Falls Greater Glens Falls Revenue and Subsidy Total, Peak and Accessible Vehicles 1000 14 800 12

600 10 8 400

Thousands 6 200 4

0 2 1996 1997 1998 1999 2000 0 Year Total Fleet Peak fleet Accessible TOTAL OPERATING REVENUE TOTAL GOVERNMENT SUBSIDIES 1996 1997 1998 1999 2000

GGFT System Total Operations and Performance Statistics

1996 1997 1998 1999 2000 % Change Annualized Actual Actual Actual Actual Actual 99 to 00 % Change

Rev. Passengers 292,233 284,901 296,797 302,223 319,690 5.78% 2.27% Rev. Veh. Miles 297,442 282,950 295,672 298,751 313,041 4.78% 1.29%

Op. Cost $710,791 $711,725 $764,446 $769,678 $842,266 9.43% 4.33% Op. Rev. $148,805 $159,985 $161,203 $182,863 $179,384 -1.90% 4.78%

Rev. Pass/Rev. Mile 0.98 1.01 1.00 1.01 1.02 0.95% 0.97% Op. Cost/Rev. Mile $2.39 $2.52 $2.59 $2.58 $2.69 4.44% 3.01% Op. Rev./Op. Cost 20.94% 22.48% 21.09% 23.76% 21.30% -10.36% 0.43%

National CPI 156.90 160.50 163.00 166.60 172.20 3.36% 2.35% NYSMA CPI 166.90 170.80 173.60 177.00 182.50 3.11% 2.26%

Greater Glens Falls Greater Glens Falls Greater Glens Falls Rev. Passenger per Rev. Vehicle Mile Operating Cost per Rev. Vehicle Mile Operating Rev. to Operating Cost 3.5 $10.00 $9.00 0.90 3.0 $8.00 0.75 2.5 $7.00 0.60 2.0 $6.00 0.45 1.5 $5.00 $4.00 0.30 1.0 $3.00 0.5 0.15 $2.00 0.00 0.0 $1.00 1996 1997 1998 1999 2000 1996 1997 1998 1999 2000 1996 1997 1998 1999 2000 Year Year Year

III-134 GGFT - Operating and Performance Statistics by Mode - Fixed Route and Paratransit

Greater Glens Falls 1996 1997 1998 1999 2000 % Change Annualized Fixed Route Actual Actual Actual Actual Actual 99 to 00 % Change Rev. Passengers 289,298 282,058 293,719 298,981 316,485 5.85% 2.27% Rev. Veh. Miles 281,386 267,168 278,302 280,513 293,674 4.69% 1.07% Op. Cost $663,741 $655,629 $706,125 $706,184 $778,629 10.26% 4.07% Op. Rev. $145,898 $157,104 $158,127 $179,593 $174,651 -2.75% 4.60% Rev. Pass/Rev. Mile 1.03 1.06 1.06 1.07 1.08 1.11% 1.18% Op Cost/Pass Mile $2.36 $2.45 $2.54 $2.52 $2.65 5.32% 2.97% Op. Rev./Op. Cost 21.98% 23.96% 22.39% 25.43% 22.43% -11.80% 0.51%

GGFT Fixed Route GGFT Fixed Route Revenue Passengers Revenue Vehicle Mile 350 325 340 315 330 305 320 295 310 285 300 275 290 265 Thousands Thousands 280 255 270 245 260 235 250 225 1996 1997 1998 1999 2000 1996 1997 1998 1999 2000 Year Year

Greater Glens Falls Greater Glens Falls Greater Glens Falls Rev. Passenger per Rev. Vehicle Mile Operating Cost per Vehicle Mile Operating Rev. to Operating Cost 3.5 $10.00 0.90 3.0 $9.00 $8.00 0.75 2.5 $7.00 0.60 2.0 $6.00 0.45 1.5 $5.00 $4.00 0.30 1.0 $3.00 0.15 0.5 $2.00 $1.00 0.00 0.0 1996 1997 1998 1999 2000 1996 1997 1998 1999 2000 1996 1997 1998 1999 2000 Year Year Year

Greater Glens Falls 1996 1997 1998 1999 2000 % Change Annualized Paratransit Actual Actual Actual Actual Actual 99 to 00 % Change Rev. Passengers 2,935 2,843 3,078 3,242 3,205 -1.14% 2.22% Rev. Veh. Miles 16,056 15,782 17,370 18,238 19,367 6.19% 4.80% Op. Cost $47,050 $56,096 $58,321 $63,494 $63,637 0.23% 7.84% Op. Rev. $2,907 $2,881 $3,076 $3,270 $4,733 44.74% 12.96% Rev. Pass/Rev. Mile 0.18 0.18 0.18 0.18 0.17 -6.90% -2.46% Op.Cost/Pass Mile $2.93 $3.55 $3.36 $3.48 $3.29 -5.62% 2.90% Op. Rev./Op. Cost 6.18% 5.14% 5.27% 5.15% 7.44% 44.41% 4.75% GGFT Paratransit GGFT Paratransit Revenue Passengers Revenue Vehicle Mile 50 25 45 24 22 40 21 35 19 30 18 16 Hundreds 25 Thousands 20 15 13 15 12 10 10 1996 1997 1998 1999 2000 1996 1997 1998 1999 2000 Year Year

GGFT Paratransit GGFT Paratransit GGFT Paratransit Rev. Passenger per Rev. Vehicle Mile Operating Cost per Vehicle Mile Operating Rev. to Operating Cost 3.5 $10.00 0.90 3.0 $9.00 $8.00 2.5 0.75 $7.00 0.60 2.0 $6.00 1.5 $5.00 0.45 $4.00 1.0 0.30 $3.00 0.5 $2.00 0.15 0.0 $1.00 0.00 1996 1997 1998 1999 2000 1996 1997 1998 1999 2000 1996 1997 1998 1999 2000 Year Year Year

III-135 TOMPKINS CONSOLIDATED AREA TRANSIT 737 Willow Avenue Ithaca, NY 14850 (607) 277-9388 Web site: www.tcatbus.com

State Legislative Districts: Senate: 50, 52 Assembly: 125

Base Fare: $0.75 Last Increase: $0.15 on 6/7/99

In 1998, New York State authorized the City of Ithaca, Tompkins County, and Cornell University to join together for the purpose of providing public transportation in the Tompkins County service area. As a result, Tompkins Consolidated Area Transit (TCAT) was formed effective April 1, 1998. TCAT‘s service area includes all of Tompkins County and the Towns of Richford, Berkshire and Newark Valley in Tioga County. The bulk of service is concentrated in the City or Ithaca including Cornell University.

The population of Tompkins County was 96,501 (Urban, Rural and Paratransit) this analysis will focus persons in 2000, a 2.6 percent increase since 1990. on system-wide trends in revenue passengers and miles Tompkins County serves as a regional employment and service performance changes from 1999 to 2000. center with about 52,000 jobs, with about 20 percent of the jobs filled by those commuting into the county. STOA-eligible urban fixed route ridership in the TCAT service area, totaled among the various operators Statistical data for the various parts of the total system providing service from 1990 to 2000, grew at an have been difficult for TCAT to verify for the period annualized rate of 2.8 percent. Ridership on rural fixed before consolidation. Since there is insufficient verified route services grew at an annualized rate of 7.8 percent. data to analyze the five year financial and operating The extent of change in service providers and definition

TCAT - Operated Service TCAT - Operated Service Revenue Passengers Revenue Vehicle Miles

3,000 1,950

2,750 1,800

2,500 1,650

2,250

Thousands 1,500 Thousands

2,000 1,350

1,750 1,200 1996 1997 1998 1999 2000 1996 1997 1998 1999 2000 Year Year

trends, across the primary modes served by TCAT of urban versus rural service, prior to and after

III-136 Tompkins Consolidated Area Transit Fixed Route Paratransit Rural 2000 Characteristics Motor Bus Service Service Total Revenue Passengers 2,230,530 47,667 331,206 2,609,403 Number of Vehicles 39 17 17 73 Number of Employees 112 18 10 140 Revenue Vehicle Miles 1,169,486 243,628 215,264 1,628,378 Total Operating Revenue 2,262,373 16,321 4,201 2,282,895 Total Operating Expense 5,472,644 463,188 408,085 6,343,917 Operating Expense /Rev. Vehicle Mile 4.68 1.90 1.90 3.90 Rev. Passengers / Rev. Vehicle Mile 1.91 0.20 1.54 1.60 Total Operating Revenue / Op. Expense 0.41 0.04 0.01 0.36 Operating Expense / Revenue Passenger 2.45 9.72 1.23 2.43 Total Op. Revenue / Revenue Passenger 1.01 0.34 0.01 0.87

consolidation, cloud the distinction in the specific nearly 244,000 in 2000. Over the five year period urban/rural trends. But the trend for the total of fixed revenue miles grew at an annualized rate of 10.3 route service is one of strong ridership growth. percent, growing more slowly in 2000 by 5.8 percent.

Over the five year period from 1996 to 2000 total In 2000, TCAT completed its first calender year of system ridership grew at a 2.1 percent annualized rate, operating new bus routes, implemented in August, with another strong year in 2000, where TCAT’s 1999. TCAT’s new route system consolidated routes systemwide ridership increased by 10 percent from formerly operated by the three separate operators and 2,374,580 to 2,619,144 trips. added new urban and rural service. Significant service improvements include operating Sunday service in the TCAT’s paratransit system, as a component of the total urban area, adding three urban routes and one rural system trend, has experienced particularly strong route. growth. While demand responsive service was provided by Gadabout in the Tompkins County area prior to Tompkins Consolidated Area Transit developed two 1990, complementary paratransit designed to meet the FTA Job Access and Reverse Commute (JARC) requirements of the ADA was just beginning at the start proposals for $500,000, and $367,000 in Community of the 1990s. As a result growth in STOA-eligible Solution for Transportation grant funds through the paratransit ridership from the 1990 service to the more New York State Department of Labor. TCAT also developed system operating by 2000 was dramatic, continues to plan a multi-modal downtown rising from just under 1,500 to nearly 48,000 annual transportation center project. trips. Over the five year period from 1996 to 2000 paratransit ridership increased at an annualized rate of TCAT’s fixed route fleet is growing both in number of 6 percent. Strong growth in 2000 outpaced the five year buses and in size of buses. TCAT is transitioning its trend increasing by 11 percent. fleet from 35 foot long/96 inch wide/high floor buses to 40 foot long/102 inch wide/ low floor buses. The System-wide, revenue vehicle miles, have risen since increase in the number of buses in the fleet, and the 1990 by an annualized rate of 1.4 percent. This increase increased size of some of the buses, is projected to accelerated after consolidation, as reflected by the five require expansion of the TCAT bus maintenance and year annualized increase of 3.3 percent. In 2000 the storage facility. growth in miles slowed to .8 percent. Revenue vehicle mile statistics have not been consistently reported The ratio of operating revenue to operating expenses, a between the rural and urban fixed route modes from measure of service economy, increased from 33.7 year to year. percent in 1999 to 36 percent in 2000. This 6.8 percent change resulted from the 15 percent increase in The Gadabout paratransit revenue vehicle mile trend operating revenues outpacing the 8 percent increase in roughly parallels the increase in riders, increasing from operating cost. Passenger revenues increased as a result just over 9,000 STOA-eligible miles in 1990 rising to of ridership increases and a full year of the fare increase

III-137 TCAT Service 1990 2000 % Area Change

Total 94,097 96,501 2.55% Population

Pop. Over 65 8,465 9,257 9.36%

Pop. Under 19 27,024 27,100 0.28%

Employment 43,702 46,780 7.04%

Urban Fixed 1,870,923 2,230,530 19.22% Route Ridership

Rural Bus 167,787 331,206 97.40% Ridership

Paratransit 1,459 47,667 3167.10% Ridership

Rev. Miles 1,045,130 1,169,486 11.90% Urban Bus

Rev. Miles 377,877 215,264 -43.03% that occurred in the summer of 1999. The system again Rural Bus increased its fares in January, 2001. Rev. Miles 9,127 243,628 2569.31% Revenue passengers per revenue vehicle mile, a Paratransit measure of system effectiveness, increased 11 percent in 2000. The increase was due to larger increases in ridership than in service miles.

The system operating expenses per revenue vehicle mile ratio, a measure of service efficiency, declined nearly 9 percent in 2000. This is the result of an 8.3 percent increase in operating costs combined with the very slight increase in miles of service. The significant operating cost increase in 2000 was a result of salary increases, increases in overtime costs and a moderate staffing increase.

III-138 FINANCIAL INFORMATION - TOMPKINS CONSOLIDATED AREA TRANSIT (TCAT) - SYSTEM TOTAL

Sources of Total System 2000 Operating Funds Summary of Total System 2000 Operating Expenses

Fares $2,140,198 Salaries $2,900,550 Local $1,005,067 Fringe $879,318 State $2,598,499 Ins $302,130 Federal $500,572 Fuel $331,941 Other $142,697 Other $1,929,978 Total $6,387,033 Total $6,343,917

TCAT TCAT Operating Revenues & Subsidies Operating Expenses

Other (2.23%) Federal (7.84%) Other (30.42%) Fares (33.51%) Fares (45.72%)

Federal (5.23%) State (40.68%) State (4.76%) Local (13.86%) Local (15.74%)

Fleet Characteristics over the past five years: TCAT TCAT Rev. Passenger per Rev. Vehicle Mile Total, Peak and Accessible Vehicles 3.5 80 3.0 2.5 60 2.0 40 1.5

1.0 20 0.5 0.0 0 1996 1997 1998 1999 2000 Total Fleet Peak Fleet Accessible Year 1996 1997 1998 1999 2000

Tompkins Consolidated Area Transit - System Total Operations and Performance Statistics

1996 1997 1998 1999 2000 % Change Annualized Operating Actual Actual Actual Actual Actual 99 to 00 % Change

Rev. Passengers 2,400,370 2,354,573 2,333,501 2,364,518 2,609,403 10.36% 2.11% Rev. Veh. Miles 1,429,693 1,440,990 1,490,151 1,615,574 1,628,378 0.79% 3.31%

Rev. Pass/Rev. Mile 1.68 1.63 1.57 1.46 1.60 9.49% -1.16%

III-139 CHAPTER IV STATE AND FEDERAL SPECIALIZED TRANSIT PROGRAM ADMINISTRATION

This chapter reports on the programmatic and FEDERAL SECTION 5311 PROGRAM FOR administrative activities of the New York State NON-URBANIZED AREAS Department of Transportation in managing specialized State and Federal transit funding programs. The three The Passenger Transportation Division administers the program areas that are the focus of this Chapter include: Federal Transit Administration’s formula program for public transportation for nonurbanized areas in New • The Federal Section 5310 Program for Elderly York State. Local public bodies, including Persons and Persons with Disabilities; municipalities, Indian tribes and regional transportation authorities may apply for funding to support public • The Federal Section 5311 Program for Small transportation serving the residents of rural and small Urban and Rural areas urban areas ( i.e. areas of less than 50,000 population). Private for-profit and non-profit operators and agencies • The State and Federally funded Section 14G may participate as third-party contractors to local public Intercity Bus Program bodies. In 2000, four regional transportation authorities, nine cities and twenty-eight counties received Section FEDERAL SECTION 5310 PROGRAM FOR 5311 grants. These grantees directly operate or sponsor ELDERLY PERSONS AND PERSONS WITH sixty individual transit services in New York State. DISABILITIES There is a wide range of types of transit systems in the Section 5311 program, including traditional fixed-route Approximately 775 specialized transit vehicles operated systems, commuter operations, intercity routes, by more than 249 private non-profit organizations Americans with Disabilities Act (ADA) paratransit throughout the State provided approximately 5 million services, route deviation services and dial-a-ride passenger trips for elderly persons and persons with systems. disabilities during calendar year 2000. See Figure IV-1 for Section 5310 funding recommendation and prior The Section 5311 Program provides operating, capital year history. and technical assistance to eligible applicants. Starting in 1999, the Passenger Transportation Division began Vehicles for this specialized transportation service were the implementation of a streamlined application process made available through the Federal Section 5310 grant for operating and capital assistance. Instead of filing an program administered by the New York State individual application for operating assistance each Department of Transportation. This program is funded year, the grantee submits a combined two year by FTA from an administrative formula based on the application for funding every other year. Similarly, a share of elderly persons and persons with disabilities in combined two year capital application is submitted in each State. Based on this formula, 7 percent or $5.8 alternate years. The approach of an alternating two year million in Section 5310 funds was provided to New operating assistance and capital assistance cycle York State in federal fiscal year 2000. Federal funds benefits the transit systems in a number of ways. Not cover 80 percent of the vehicle costs with the only is there a reduction in the number of applications remaining 20 percent provided by the grantees each system must file, but each system knows at an themselves. Currently 134 new buses costing $6.52 earlier point in their local budget cycle how much million are being purchased with Section 5310 funds by funding will be available. This allows the systems to 85 grantee organizations throughout New York State. better plan the procurement of replacement buses and Deliveries have been underway since the early fall of other equipment. 2001 and should be completed by Summer of 2002. Operating assistance funds are allocated to each More than $90 million has been provided to private participating system based on a formula comprised of non-profit organizations within New York State over four factors: population served; number of active buses the 26 years of the Section 5310 program, and over in the fleet; passengers per mile; and the amount of 2,685 vehicles have been purchased and placed in local government funds supporting the operating budget service. of the system. The combined two year allocation for

IV-1 Figure IV-1 FFY '02 SECTION 5310 FUNDING RECOMMENDATION AND PRIOR HISTORY

Valid Applications Recommended Total Funding to Date Vehicles Approved Applications Applications to be FFY '02 Funding Including FFY '02 to Date Including County Received Considered Approved (Federal & Local) Approved Amount Recommendation Albany 2 2 2 152,050 48 2,573,841 82 Allegany 1 1 1 44,588 20 1,115,721 28 Bronx 2 2 2 102,111 73 2,608,100 90 Broome 0 0 0 0 9 518,245 14 Cattaraugus 1 1 1 238,974 20 1,719,429 35 Cayuga 1 1 1 33,380 15 654,282 21 Chautauqua 0 0 0 0 17 1,268,644 35 Chemung 0 0 0 0 13 302,910 18 Chenango 0 0 0 0 7 489,699 10 Clinton 0 0 0 0 24 1,740,950 38 Columbia 1 1 1 133,764 15 1,021,344 16 Cortland 0 0 0 0 12 997,184 26 Delaware 1 1 1 213,066 18 2,187,772 41 Dutchess 4 2 2 136,214 25 846,379 32 Erie 7 7 7 413,813 114 4,727,461 164 Essex 0 0 0 0 6 167,761 7 Franklin 0 0 0 0 30 848,679 44 Fulton 1 1 1 116,675 21 1,362,386 43 Genesee 1 1 1 75,465 16 871,794 32 Greene 0 0 0 0 4 77,584 3 Hamilton 0 0 0 0 0 0 0 Herkimer 0 0 0 0 20 1,924,725 28 Jefferson 1 1 1 32,930 20 783,597 30 Kings 6 6 6 387,539 102 4,518,302 147 Lewis 0 0 0 0 5 306,901 8 Livingston 1 1 1 122,283 9 559,571 13 Madison 0 0 0 0 14 844,482 25 Monroe 7 7 7 504,925 81 4,071,471 108 Montgomery 0 0 0 0 24 2,152,381 57 Nassau 10 7 7 326,133 60 2,152,402 74 New York 3 2 2 98,384 98 4,763,683 229 Niagara 3 3 3 207,632 45 2,005,147 68 Oneida 2 2 2 289,884 37 2,073,527 49 Onondaga 3 3 3 230,635 43 1,699,519 59 Ontario 2 1 1 119,195 26 1,710,311 43 Orange 3 2 2 143,953 26 1,535,971 43 Orleans 1 1 1 90,440 14 836,776 26 Oswego 1 1 1 89,176 20 1,812,320 36 Otsego 0 0 0 0 15 944,687 29 Putnam 0 0 0 0 3 225,150 5 Queens 7 5 5 410,254 81 4,221,614 122 Rensselaer 0 0 0 0 17 414,570 29 Richmond 2 2 2 77,968 29 1,662,086 50 Rockland 1 1 1 33,380 35 1,347,289 62 Saratoga 1 1 1 150,221 22 1,755,222 31 Schenectady 1 1 1 89,176 21 1,279,060 41 Schoharie 1 1 1 88892 17 891127 26 Schuyler 1 1 1 81122 8 371732 10 Seneca 2 2 2 148,546 15 776,773 25 St. Lawrence 1 1 1 88,276 23 1,405,097 45 Steuben 0 0 0 0 24 1,634,795 43 Suffolk 7 6 6 611,349 85 5,081,580 140 Sullivan 0 0 0 0 16 928,186 29 Tioga 0 0 0 0 2 156,496 4 Tompkins 1 1 1 70,754 20 740,756 29 Ulster 1 1 1 36,524 18 507,654 21 Warren 1 1 1 133,812 23 1,925,395 44 Washington 1 1 1 33,080 4 128,551 6 Wayne 0 0 0 0 16 1,167,710 24 Westchester 2 2 2 124,370 45 1,674,999 66 Wyoming 0 0 0 0 7 514,326 15 Yates 1 1 1 41,768 10 629,413 12 TOTAL 96 85 85 *6,522,701 1,707 90,235,519 2,730

*May vary from program total due to rounding IV-2 1999 and 2000 was $5.227 million. Following the but 6 counties in the state as shown in Figure IV-2. announcement of the allocation, each system files an State operating assistance is provided through the application for the funding. There is a required fifty passenger and vehicle mile formulas. The STOA percent non-federal match to the funds. STOA funds program provided over $8.6 million in SFY 2000-01 to may be used towards meeting the match requirement. maintain intercity services which meet NYSDOT guidelines. Capital assistance is made available to participating systems every two years based on an analysis of needs. Trends in Intercity Bus Service A biennial inventory is conducted and funds are allocated for eligible capital projects such as the NYSDOT is reporting on ridership and mileage trends purchase of buses, passenger shelters, fare collection over the past two fiscal years with data for all intercity equipment, as well as garage construction and bus services. In SFY 00-01, total ridership (2.7 million) rehabilitation projects. In 2000, grants totaling $6.885 and mileage (9.3 million) reported for the program million were awarded . The funds are being used to reflect a less than 1 percent increase and a 3 percent purchase approximately 75 buses and other related increase, respectively, over SFY 1999-00. Several equipment which is being delivered during 2000 and factors may explain the flat ridership: the weakened 2001. The federal share is 80 percent, with State and economy, fare increases due to increased operating local shares of 10 percent each. costs and low airfares relative to bus fares. The mileage increase is attributable to increases in Shortline INTERCITY BUS commuter demonstration services.

New York has a long history of supporting intercity bus Nationally, consolidation in the intercity and charter service through the State Transit Operating Assistance bus industries continues to play out although at a much (STOA) program to ensure that long distance slower pace than in previous years. The consolidation transportation is available to those who depend on it. appears to be good for passengers as there are more Persons without automobiles, students, elderly and opportunities for coordination and seamless transfers military personnel account for much of the ridership. In and better schedules. The potential for increased addition, intercity bus service is utilized by many national competition among the new large consolidated travelers who wish to avoid driving long distances, carriers also exists, but for now, Greyhound is still the urban traffic congestion or other long distance modes. dominant national carrier.

NYSDOT directly contracts with nine intercity bus Statistics indicate that national intercity bus ridership operators pursuant to Section 14g of the Transportation increased 15 percent to approximately 43 million Law which established the Intercity Bus Passenger passengers, with Greyhound and its subsidiaries Service Preservation Program. The contracts specify carrying approximately 66 percent of those passengers. the routes and service frequencies the State is willing to Greyhound’s ridership increased 3 percent. Other support for STOA. Most of the service supported regional operators across the nation experienced connects rural communities with urban areas. significant ridership increases, but some of those increases are the result of consolidation and the Intercity Service Network inclusion of passengers statistics for small operators that were not counted in previous statistics. The intercity bus network in New York State is the most extensive route system in the country. Intercity Intercity Bus Accessibility Grants bus service is provided by large and small carriers ranging from major operators, such as Adirondack In January, 2001 the Federal Transit Administration Trailways, Shortline and Greyhound, to smaller announced the new Over-the-Road Bus Accessibility operators who provide service in just a few counties. Grant Program. $3 million in competitive discretionary The state supports many of the rural services provided funding was made available for fixed-route intercity bus by these operators through the STOA program as operators nationwide to finance up to 90 percent of the services between urbanized areas are mostly self- capital and training costs of complying with U.S. sustaining. Subsidized intercity services include 114 DOT’s over-the-road bus accessibility final rule of routes that total slightly more than 9 million miles September 24, 1998. An additional $1.7 million was annually. Daily intercity bus service is available in all made available for charter, commuter and tour

IV-3 Figure IV-2

operators using over-the-road buses. NYSDOT PTD notified all fixed-route intercity and charter/tour operators providing service in New York of the funding program and also assisted operators with filing the application. Applications were filed by six New York State operators and a total of $815,000 was awarded, which is 17 percent of the national total. The applicants proposed equipping new buses and retrofitting existing late model buses with wheelchair lifts and securement systems, obtaining maintenance equipment and parts, and training programs for drivers and maintenance staff.

IV-4 Figure IV-2

September 24, 1998. An additional $1.7 million was made available for charter, commuter and tour operators using over-the-road buses. NYSDOT PTD notified all fixed-route intercity and charter/tour operators providing service in New York of the funding program and also assisted operators with filing the application. Applications were filed by six New York State operators and a total of $815,000 was awarded, which is 17 percent of the national total. The applicants proposed equipping new buses and retrofitting existing late model buses with wheelchair lifts and securement systems, obtaining maintenance equipment and parts, and training programs for drivers and maintenance staff.

IV-5 CHAPTER V MOBILITY AND INNOVATION IN NEW YORK STATE PUBLIC TRANSPORTATION

1. INTRODUCTION as an important travel option for New Yorkers.

Public transportation providers face ever-changing This Chapter describes a range of initiatives that complex markets and policy expectations that require represent the response of New York’s transit operators, new service models and an ongoing evolution in with the support of the New York State Department of operating practices. The traveling public has an Transportation, to the changing demands of the increasing degree of choice in their travel options. evolving transit market. The two broad categories of Incomes are rising. Population and employment transit industry response described are: destinations are becoming more dispersed. Travel increasingly involves multiple stops for daycare, • New and transit innovative services, shopping, medical appointments, etc. The autonomy including urban and suburban mobility, rural offered by the automobile is very attractive, even in and statewide welfare to work services, and; congested areas. This is particularly true where the absence of pedestrian facilities presents an obstacle to • Transit supportive actions taken by public accessing transit service. Increasing public transit operators, with the support of the expectations for customer service, current and accurate Department of Transportation, such as service information and door to door convenience customer-oriented Intelligent Transportation present a challenge to the traditional model of urban Systems (ITS), innovative fare policies, and public transit. pedestrian, bicycle and intermodal facility investments that are improving the customer Policy mandates and expectations, such as providing environment of transit. access to the elderly and disabled, access to employment opportunities for former welfare recipients 2. INNOVATIVE MOBILITY AND JOB ACCESS and congestion reduction in areas that are in non- FUNDING: attainment of federal air quality standards additionally require transit operators to stretch scarce resources and The Statewide Mass Transportation Operating test new service types in non-traditional markets. Assistance (STOA) Program, as noted earlier, is the These efforts to meet important policy goals often predominant source of operating subsidy for New York compete for funding with the need to provide a State transit services. However, supplemental funding guaranteed level of traditional transit service. has been crucial in underwriting many of these newer, non-traditional, services. Fund sources that have been Providing a baseline of traditional service, including used to support these services include: fixed route commuter, student, elderly, disabled and community mobility, and operating these policy-driven The Congestion Mitigation Air Quality (CMAQ) services makes the introduction of new and innovative Program which provides federal funding for surface services difficult. Sustaining an ongoing financial transportation and other related projects that contribute commitment to new services is also challenging, as to air quality improvements and reduce congestion. ridership is typically low at the beginning of a new Transit operating expenses for services that further service, growing over time as the public becomes these goals are eligible for CMAQ for a three-year aware of service availability and reliability. demonstration period. In Long Island $300,000 in CMAQ funds is made available annually for Despite this array of challenges, New York State’s innovative mobility projects. The NY City and Lower transit operators, in cooperation with the New York Hudson Valley Regional Transportation Coordinating State Department of Transportation, have endeavored Committees have similarly set aside CMAQ funds to respond to changing markets and expectations with annually for NYSDOT Regions to support travel innovative new services, supportive investments and demand management activities or innovative transit customer convenience initiatives. These initiatives are services. helping to sustain and enhance the viability of transit

V-1 The Surface Transportation (STP) Program 3.1 URBAN/SUBURBAN MOBILITY: provides federal funding for State and local projects on any Federal-aid highway including the National The White Plains I-287 Employment Corridor is a Highway System bridge projects on any public road, major center of employment in the lower Hudson transit capital projects, and public bus terminals and Valley. NYSDOT and a number of regional transit facilities. NYSDOT has pioneered, with the “capital operators have developed a group of express bus cost of contracting” concept, the use of STP funds to services from surrounding counties into White Plains. support ongoing operations of innovative transit These services provide access to this large employment services, following the completion of the three year cluster as well as to MetroNorth services, available at demonstration period of CMAQ eligibility. the White Plains Intermodal Transit Center. Funding has been provided from the STOA, IMD, CMAQ and The State Innovative Mobility Demonstration STP programs. In 2000 NYSDOT initiated the “capital (IMD) Program, established through two State cost of contracting” concept in this corridor as the “I- appropriations in SFY 1993-94 and SFY 1994-95 287 Bus WRAP,” linking these services together totaling $1.5 million, supports up to two years of under contract with NYSDOT. Services funded within supplemental operating funding for innovative services the I-287 WRAP include: that increase mobility by providing viable alternatives to automobile travel. Thirteen projects were chosen for The Tappan Zee Express (1-5) provides funding over the life of the appropriation, including a service from various points in Rockland number of services that continue to operate and are County to Tarrytown and White Plains. described later in this Chapter.

Temporary Assistance for Needy Families (TANF) Welfare-to-Work - This State Department of Labor program, initiated in 1998 in response to the Welfare Reform Act of 1996, and now designated as the Community Solutions for Transportation (CST) Program, funds transportation services to provide eligible persons with the means to secure and maintain employment at locations previously inaccessible due to a lack of affordable transportation. NYSDOT administers the TANF/CST program in cooperation with the State Department of Labor. NYSDOT is administering contracts for the first year of TANF/CST for six transportation providers totaling $2.7 million and in the second year for eight transportation providers totaling $7.9 million.

The Job Access and Reverse Commute (JARC) The OWL (Orange to Westchester Link): Program, established in TEA-21 and administered by provides service between Middletown and the FTA, funds new transportation services to support White Plains with intermediate stops in the transition from welfare to work. The program Goshen, Monroe, and Central Valley. funding began in 1999 with $50 million, nationally. Funding is scheduled to increase by $25 million each Poughkeepsie to White Plains: provides year until 2003 when the program will cap at $150 service between Poughkeepsie and White million. The vast majority of program funds are Plains. Congressionally earmarked to designated localities. New York State received $3.6 million in 1999, $.9 I-Bus: ConnDot and NYSDOT contract with million in 2000 and $3.6 million in 2001 funding. CT Transit to operate this service between Stamford and White Plains. Vehicles were 3. INNOVATIVE TRANSIT SERVICES provided by ConnDot. Operating costs are

V-2 split between the two states. The White Plains Platinum Mile Loop Shuttles: service connects with Metro-North's New Westchester County BeeLine operates a series of Haven and Harlem lines and the Westchester shuttles between downtown White Plains and several shuttle network in White Plains. suburban office parks in the I-287 Corridor. Funding for these shuttles includes CMAQ, contributions from JFK Flyer: Service began operating in 1996 between MTA MetroNorth Railroad (MNR), and significant the Rockville Centre Long Island Rail Road station in local support from Westchester County. Nassau County and the JFK Airport (with 36,000 employees working on-site). Service was revised in Glen Cove Commuter Bus Shuttle - This service, 1999, with an extension of service to the Nassau operated by the City of Glen Cove, provides shuttle Transit Hub in Hempstead. service to local employment locations and feeds the Glen Cove LIRR station. Ridership built steadily over Suffolk Clipper: This service, initiated in 1994, the life of the service to a peak in 1999 followed by a provides express reverse commute access to slight decline in 2000. employment destinations in the Melville-Route 110 corridor. The Long Island Expressway HOV lane Dutchess County Commuter Train Connection - provides a travel savings advantage to this service in Dutchess County Transit provides rail feeder routes competing with single occupant vehicle auto travel. In serving the Metro North Commuter Rail stations at 1999 revenue miles of service on this route were Poughkeepsie, Beacon and New Hamburg. This reduced by 16 percent. Ridership declined in response service has experienced steady growth peaking in 1999 to this service reduction, by 5.4 percent from 1999 to with a slight decline in 2000. 2000.

Innovative Transit Service - Five Year Ridership Trend % Change Annualized Service Market 1996 1997 1998 1999 2000 99 to 00 % Change TZ Express Rockland to Tarrytown / White Plains 232,332 237,124 247,829 253,254 276,452 9.2% 4.4% OWL Orange to Westchester Link 12,285 15,815 23,439 19,802 19,470 -1.7% 12.2% Leprechaun Bus Service Poughkeepsie - White Plains 19,615 31,904 40,927 56,584 71,077 25.6% 38.0% I-Bus Stamford - White Plains 22,030 58,976 73,404 76,275 89,905 17.9% 42.1% JFK Flyer Hempstead, Nassau County to JFK 8,336 42,804 53,719 97,588 122,510 25.5% 95.8% Suffolk County Clipper Route 110 Corridor, Mellville 21,796 26,796 23,871 19,000 17,971 -5.4% -4.7% Woodbury Shuttle Woodbury to Woodbury CR station 21,695 29,277 30,222 28,792 30,263 5.1% 8.7% Farmingdale Shuttle Farmingdale to Farmindale CR station 27,217 33,709 34,541 35,135 44,838 27.6% 13.3% Platinum Mile Loops White Plains Transit Center to Suburban Office Parks 155,566 191,946 326,345 390,342 410,180 5.1% 27.4% CDTA Shuttles (Bug, Fly, Bee) * Shuttle Services to Employers and Airport 80,839 155,287 268,441 72.9% 82.2% Glen Cove Circulator within the City of Glen Cove 14,009 15,216 16,895 18,038 16,799 -6.9% 4.6% Commute -Train-Connection Dutchess County to MetroNorth stations 29,738 41,899 43,394 50,699 49,431 -2.5% 13.5%

*Additional Routes (Shuttle Fly and Shuttle Bee) added in 1999

Woodbury Shuttle - N94: MTA Long Island Bus CDTA Shuttle Program: Shuttle Bug, Shuttle Fly began operating this Shuttle in January 1994, and Shuttle Bee Services: CDTA established a series providing service between the Hicksville LIRR station of shuttles in response to the dispersed pattern of and the Crossways and Gateways Commercial parks. employment that has developed in the growing areas of Funding assistance is provided by MTA Long Island the Capital District. The Shuttle Bug replaced a Railroad (LIRR) and LI Bus to supplement STOA. portion of a fixed route, served by 40 foot buses, with a smaller vehicle circulator serving a large cluster of Farmingdale Shuttle - N95: This shuttle began employment along Washington Avenue Extension in operations in 1991 providing service between the LIRR Albany. The Shuttle Fly provides service along the Farmingdale station and the Route 110 corridor, Wolf Road commercial corridor and into the Albany serving SUNY Farmingdale, Newsday and other area International Airport. The Shuttle Bee connects RPI businesses. Funding assistance is provided by LIRR and the Hudson Valley Community College with and LI Bus to supplement STOA. employment and shopping destinations along Route 4

V-3 in Rensselaer County. Ridership has shown consistent effective form of transportation available to new job growth on these services as their identity has become sites. The broker arranges for these services via taxi or established with travelers in these areas. other means to the job site or to an access point for the fixed route system. These services have made it 3. 2. WELFARE TO WORK SERVICES possible for some participants to access employment opportunities at hours when traditional public transit The Niagara Frontier Transit Authority operates is not available. shuttle services in two cooperative efforts with the Erie and Niagara County Departments of Social Services. 3.3. BUS RAPID TRANSIT NFTA provides van service from the end point of fixed route service to an industrial area of Orchard Park in A number of New York State transit operators are Niagara County. The Authority is also providing a beginning to implement elements of the Bus Rapid fixed route shuttle service linking several communities Transit (BRT) service concept. BRT integrates a range to its fixed route service. of bus service improvement strategies to increase bus speeds in traffic and improve the accessibility and The Capital District Transportation Authority is convenience of bus services and facilities. By reducing providing new service to Saratoga County, in bus travel times relative to other modes and improving cooperation with the Saratoga County Department of the customer environment, BRT can dramatically Social Services. Modifications have been made to improve the attractiveness and competitive position of existing fixed route service to reach developing bus service in major congested corridors. employment sites within the county. CDTA has also contracted with Upstate Transit to provide commuter Bus priority strategies can include: exclusive service from several points in Saratoga county to the rights-of-way such as busways, exclusive lanes, signal Albany Airport. The service allows County residents priority at key intersections or along corridors, the opportunity to connect with the remainder of reducing the number of stops or relocating stops to less CDTA’s fixed route network. congested areas. Reliability and on-time performance can be improved by integrating improved fleet MTA LI Bus - In response to a request by the Nassau management, via automatic vehicle location (AVL) County Department of Social Services, LI Bus has systems. Improved fare collection technologies, such extended the weekday and weekend operating hours of as contactless Smart Cards, can speed up the boarding an existing route servicing employment sites in Nassau process. County. In addition the newly created service links to the Hempstead Transit Center, providing improved BRT also integrates customer information elements of access to employment opportunities throughout the Intelligent Transportation Systems (ITS) with more NYC Metropolitan area. traditional service “identity” and marketing strategies (such as color and image coordination) to improve Mobility Coordinators - A number of communities customer awareness of service options. These strategies and transit systems, including Franklin and Essex help reduce passenger anxiety about where and when Counties, CDTA and CNYRTA and have received service is available. Another traditional strategy that is TANF/JARC funding to employ “mobility woven into the BRT concept is improving the coordinators.” A mobility coordinator typically works integration of customer waiting areas with surrounding closely with employers, case workers, job placement land uses and streetscapes to make transit trips centers and new employees entering the job market to comfortable, secure and convenient. provide transit training and route instructions. The CDTA Best Bus Program has been designated as Transportation Brokers - A Transportation one of the participating projects in the FTA BRT Brokerage is a concept being implemented, with Demonstration Program. This project focuses on bus TANF/JARC funding by transit systems, including routes serving the 16 mile Central Avenue Corridor CDTA, NFTA and Oneida County. New entrants to from Schenectady to Albany. the job market, who do not have access to the existing fixed route transit system, are provided the most cost Planned features of the service include: Integrating

V-4 transit signal priority with the regional coordinated assessment study funded by NYSDOT through the signal system, integration of AVL system information Rural Transit Assistance Program (RTAP). The fixed to optimize bus signal priority and selective redesign route transit system, designed to serve an urban core of bus loading areas to facilitate faster boarding and manufacturing-based economy, was not well suited to shorter dwell times. The Best Bus project is expected serve the more distributed employment and population to improve service by providing shorter run times, patterns that have developed in recent years and had higher frequency service, potential lengthening of span experienced a steadily declining ridership and rising of service, coordinated schedules with connecting costs. The demand responsive service has now routes and improved schedule adherence. successfully been implemented using smaller buses to provide easier maneuverability and cost efficiency. Staten Island Brooklyn Integrated Mobility Program: TEA-21 discretionary funds are helping to Tourism Employment and Seasonal Services - In a fund this project, which includes a number of BRT number of rural counties and small cities peak travel elements to improve bus service in the Staten Island season is accompanied by major congestion on and Brooklyn. The project will improve customer confined city and village street networks designed for information and operational coordination at St. George much lower traffic volumes. Seasonal trolley services Ferry Terminal, provide bus priority treatment en-route have been introduced providing a means for visitors to the Ferry, along with installation of commuter bus and employees to get back and forth to tourist sites, information signs, passenger enhancements at park restaurants and shops. Public transportation is helping and ride and MTA Staten Island Railroad (SIR) to support the economies of areas that depend on stations. tourism for financial stability. Examples of these types of service include: This project, in coordination with other bus priority initiatives described below, will enhance the operations Essex County provides service in the Lake of express bus service from Staten Island through Placid area, including Whiteface Mountain. Brooklyn into Lower Manhattan, via a coordinated Equipped with ski racks and bike racks, network of priority facilities including: Essex County’s public transit system is able to conveniently carry seasonal visitors and Staten Island Expressway (SIE) Bus Median workers to their destinations. Shoulder Lane: NYSDOT has implemented a bus only median shoulder lane on the SIE as an element of Cities of Oneonta and Kingston, each offer a resurfacing project between the SIR and the loop services around historic and other tourist Verrazano Narrows Bridge. This bus lane is the first locations during their peak tourist seasons. phase of a connected bus shoulder lane to be implemented from Todt Hill Area to the Verrazano The City of Hudson provides trolley bus Narrows Bridge. service year-round in its historic downtown district. Gowanus Bus/HOV Lane Continuation: NYSDOT maintains a Bus/HOV lane from the Verazzano Public Transportation and Human Service Narrows Bridge to the Brooklyn Battery Tunnel. Transportation Coordination: The NYS Quality Originally designated as a temporary congestion Communities Interagency Task Force identified a need mitigation measure during the construction of the for increased efforts to coordinate public and human Gowanus/Prospect Expressway Interchange, this Bus services transportation in rural and small urbanized /HOV feature has now become permanent. areas. The Passenger Transportation Division has provided assistance, formerly via the Rural Public 3.4. RURAL MOBILITY: Transportation Coordination Assistance Program (RPTCAP) funding coordination studies, and now via Amsterdam Community Transit - Restructured more informal coordination efforts, funded through the Service Model: The City of Amsterdam has RTAP and other sources. restructured its formerly fixed route service as a dial-a- ride system in response to the findings of a service One of the more successful systems emerging from

V-5 these efforts has been Schoharie County, which evaluation of a range of transit service strategies, initiated service 25 years ago with two vans operated including new services and Bus Rapid Transit by the Council of Senior Citizens. This service now concepts. operates as a County Department, housed in its own garage. Schoharie County has made a transition from 3.6 FERRY SERVICE EXPANSION client-based service to being an open to the public operation, with commuter service, route deviation, and Over the past several years, there has been a major demand responsive service throughout the County and resurgence in the use of ferries in New York State. In into neighboring urban areas. The Department, as part the New York City area 15 ferry routes are now of the Quality Communities Initiative, will seek to operated daily carrying approximately 100,000 replicate the success of Schoharie County elsewhere passengers. The longest established of these services, around the State. the publicly operated Staten Island Ferry, is by far the largest of these services, carrying 65,000 persons on 3.5 TRANSIT SERVICE RE-STRUCTURING a daily basis. Newer private operators, all of whom STUDIES initiated service after 1986, currently carry approximately 35,000 daily commuters. A number of transit operators in New York State have responded to changing market conditions by undertaking ambitious efforts to study the potential for service re-structuring to aid in better meeting changing New York Metro Area Commuter Ferry Network travel needs in their service areas.

These efforts have been particularly active upstate, where shifting population within service areas has presented the greatest operational challenges. Studies undertaken by NFTA (Hublink) and CNYRTA (Re- Map) and ongoing service evaluation activities undertaken by CDTA and R-GRTA, have included expert route analysis, market research and public outreach to customers to help devise new responsive routes and route extensions, oriented to non-traditional markets, such as growing suburban employment centers. These studies have provided the foundation for designing and implementing new services in response to the Welfare to Work market.

Chemung County Transit has begun a route analysis study that will provide an assessment of options for route and service restructuring to more efficiently meet During the last ten years a number of new private ferry the changing conditions of their market area. companies started operations and existing companies greatly expanded their services. These ferry services Downstate the Long Island Bus Study, led by a multi- have expanded into a range of new markets including agency working group, followed a similar commuter services, tourism (excursions, events, methodology. This study led to the introduction of new recreations), and interstate connections. services by both MTA Long Island Bus and Suffolk County Transit, serving suburban employment Many excursion routes have been created around the locations and parking constrained LIRR stations. New York City area to connect with the popular tourist destinations (West Point, Tarrytown), shuttle services NYSDOT Region 10 has led a broad ranging effort, for special events (Yankee, Mets and West Point Long Island Transportation Plan (LITP 2000), to look games) and seasonal recreational activities (Sandy at multi-modal mobility issues on Long Island over a Hook beaches, New Jersey). Several new interstate 10 year horizon. Included in this study is an routes have been started from Montauk and Glen Cove

V-6 on Long Island, connecting New York with three other beginning in the late 1980's. states across Long Island Sound. 4. TRANSIT SUPPORTIVE ACTIONS The most significant development and growth in ferry services has been in the area of commuter service. The In addition to supporting the introduction of new and operations of most of these services is not publicly innovative transit services to improve mobility in the subsidized. State, there are a number of supportive actions that New York State’s transit operators, NYSDOT and However, in most instances the government has played other transportation stakeholders are taking to improve an important role by funding capital infrastructure the quality and customer convenience of public improvements and providing boat landing facilities. transportation, making it a more viable travel option in The Federal Ferry Boat Discretionary (FBD) Program, changing markets. along with TEA-21 Flex funds, have been dedicated to developing land-side facilities to support this 4.1. METROCARD FARE POLICIES AND important and growing mode of public transportation. INCENTIVES

The re-emergence of ferry operations as a commuter In July, 1997, the Metropolitan Transportation service began with the initiation of service by New Authority (MTA) began implementing the MetroCard York Waterway in 1986 with their Trans-Hudson program on a system wide basis for services operated service from Weehawken, New Jersey to Midtown by the MTA, private bus services sponsored by the Manhattan. In 1986, its first year, total private ferry New York City Department of Transportation ridership was 6,584 passengers. By 1990 ferry service (NYCDOT) and suburban bus service operated in had seen a dramatic increase in ridership with New Nassau County by MTA Long Island Bus. York Waterway’s two routes serving nearly 3 million trips. The MetroCard program, a series of fare discounts offered by MTA, has been remarkably successful in Since 1990 ferry services have continued this dramatic increasing transit ridership throughout the New York growth, playing an increasingly important role in metropolitan region. Fare discounts/incentives access to Manhattan. Two more companies (New York implemented under the MetroCard program since 1997 Fast Ferry and Seastreak) began services from four have included: terminals in New Jersey during this time. New York Waterway expanded services, creating new routes from • Free bus to subway or subway to bus transfer - New Jersey to Manhattan and one service across the effectively eliminating the two fare zone; Hudson River (Haverstraw-to-Ossining), to connect passengers with Metro-North Rail Road. • Elimination of the fare for pedestrian passengers on the Staten Island Ferry; Currently ferry operators provide service from 18 terminals: 4 in Manhattan, 12 in New Jersey, 1 in • Establishment of an 11 for 10 discount Rockland County and 1 in Westchester County. Total program, whereby an individual who annual ridership in year 2000 surpassed 9,000,000 purchases 10 rides will automatically get the passengers with the number of daily riders between 11th ride for free; 30,000-35,000 passengers. Ferry ridership has grown in each quarter over the 10 year period from 1990 to • Reduction of express bus fares by 25% (from 2000. $4.00 to $3.00).

Ferry services are making a tremendous and growing • Implementation of 30-day, 7-day and 1-day contribution to serving the commuter needs the New fun passes providing unlimited rides. York City area. This level of innovation is even more remarkable when it is considered that, aside from the These fare incentives have greatly contributed to the well established and heavily utilized Staten Island dramatic ridership increases experienced by Ferry, there was no significant ferry service in the participating systems. For example, comparing the region prior to the re-emergence of the private carriers first half of 1997, before the MetroCard fare incentives

V-7 went into effect, with the first half of 1999, after all the Automated Vehicle Location Systems - Many of New MetoCard fare incentives went into effect, shows that York State’s transit operators have begun to deploy NYCT ridership went up 19%. automated vehicle location systems (AVL). These AVL systems provide dispatching and control centers Similar ridership increases occurred on NYCDOT with real time information on bus location, on time private bus and MTA-Long Island Bus services. performance and support opportunities for improved Comparing 1996 annual ridership with 2000 annual dynamic dispatching, timing of transfers between ridership shows that NYCDOT ridership went up by routes, traffic signal priority for buses and real-time 33.8% and MTA-LIB ridership went up by 16.6%. bus arrival information for customers at bus stops and on board the transit vehicle. 4.2. TRANSIT - INTELLIGENT TRANSPORTATION SYSTEMS (ITS) The investment in this AVL infrastructure permits ongoing improvements in the efficiency and customer Sustaining and increasing high levels of ridership in friendliness of the transit network in New York State. New York State requires careful attention to the needs Among the operators who are implementing this of transit riders as customers. Providing reliable technology are MTA NYC Transit, NFTA, CDTA, R- service that is convenient, comfortable service and easy GRTA, CNYRTA, MTA LI Bus and Westchester to navigate is essential to sustaining ridership among County Bee-Line. customers with transportation choices. TRIPS 123 - TransitAdvisor: As a major project New York State transit operators, supported by component of TRIPS 123, the New York/New NYSDOT, have sought to improve the customer Jersey/Connecticut federally funded ITS Model environment by applying emerging information Deployment Initiative, Transit Advisor will provide an technologies to improve service efficiency and Internet-based transit trip itinerary planning system for reliability, as well as to better communicate travel the public. Transit Advisor will allow travelers, via options to the customer. the Internet or at kiosks, to specify their travel origin, destination and time of travel preferences and receive Transit Intelligent Transportation Systems (ITS) are a custom itinerary drawing from all of the transit becoming increasingly important and prevalent among services that are available in the New York New York’s transit systems. Transit ITS has three Metropolitan region. This user-friendly one-stop major emphasis areas: Internet resource for customized schedule information is a major step forward in making the complex transit • Increase the efficiency and reliability of transit service by managing the vehicle fleet TRIPS 123 TransitAdvisor - Internet Screen based upon real time performance information;

• Improve the quality and availability service information with applications such as customized itineraries that help customers to navigate the transit system door to door and next bus arrival information at bus stops to improve the customer’s sense of confidence in relying on transit;

• Improve the convenience of transit by providing more options and ease in fare payment.

Specific transit ITS projects being implemented in New York State include:

V-8 network in the New York metro area (with over 50 standard and be compatible with any TCIP compliant different carriers) understandable and customer transit ITS product requiring schedule data. This friendly. project will provide transit operators with the ability to exchange schedule data between software systems and MTA-NYC Transit, in conjunction with the Human equipment, regardless of the product vendor. It will Resources Administration, has purchased computers to also permit ease of data sharing among transit provide access to the Transit Advisor system, located operators, fostering improved service coordination and in 32 Job Centers across the city. multi-operator customer information.

Automated Fare Collection, as highlighted by the 4.3. IMPROVEMENT AND INTEGRATION example of Metrocard, has been a major success story OF PEDESTRIAN AND BICYCLE in improving the customer-friendliness of transit in FACILITIES WITH TRANSIT New York State, leading directly to substantial increases in ridership. Introduction of the MetroCard Virtually every transit customer experiences a portion in the MTA and NYCDOT systems permitted the of their trip as a pedestrian. As a result, the viability of introduction of flexible fare policies, seamless and free transit as a travel choice is, to a great extent, transfers and multi-ride passes that have been very dependant on providing a safe and convenient popular, leading to sustained ridership increases. pedestrian environment at transit access points. Suburban markets, the predominant growth areas in In addition to the MetroCard system, the four upstate the state over the last several decades have not regional transportation authorities have implemented typically developed with an emphasis on pedestrian- automated fare collection systems. These systems will oriented design. A primary challenge faced by transit help to improve the speed and efficiency of customer operators in providing effective transit service has been boarding, add the capability to more easily introduce the need to serve markets that are increasingly less pricing incentives and more accurately measure and dense and less pedestrian oriented. Pedestrian or analyze ridership trends as an element of service bicycle access to transit in suburban and rural areas is improvement efforts. a formidable challenge for both transit operators and customers. Transit ITS Standards - The Transit Communications Interface Profiles (TCIP) standards By contrast, in New York City, where population are an important resource in ensuring that the density is high and there is a long established implementation of Transit ITS occurs in an integrated relationship between pedestrian and mass transit fashion where multi-vendor information technology infrastructure for mobility, transit has succeeded like initiatives can proceed without the expensive ongoing nowhere else in the Country. Much of this success need for custom integration of systems (for example can be directly attributed to traditional 18th and 19th AVL systems and scheduling systems that are century growth patterns of New York City which developed by different vendors will be able to make use placed strong emphasis on both walking and transit. of common standardized data formats without having The results can be seen today, as according to the 1995 to build expensive custom interfaces). National Personal Transportation Survey (NPTS) in New York City 22 percent of personal travel (total NYSDOT and a number of NY State transit operators travel for all purposes over 24 hour period) are made have been active in the national efforts to develop by train, bus, or subway, and 31 percent are made by transit ITS standards to permit system interoperability walking. or “plug and play” transit ITS deployment. New York representatives were integral in the development of Maintaining and improving the pedestrian TCIP and a number of other related ITS standards. environment, particularly where it supports access to transit, is becoming a major emphasis area for both the NYSDOT has received funding for a regional TCIP NYS Department of Transportation and the Transit integration project to develop a common schedule data operators in New York. In addition, bicycle access to profile for the NY Metropolitan region. Schedule data transit is emerging as an important transit market, adhering to this profile will comply with the TCIP particularly in areas with substantial student

V-9 populations. the Guide’s concepts into future design policy revisions. The NYS Department of Transportation has begun a series of initiatives that are explicitly leading to the Access Management and Sustainable Development integration of pedestrian and bicycle facilities into its Studies: The Department has led and participated in project and program development practices. Some of a number of planning studies that have included the Department’s activities that are beginning to bicycle and pedestrian design as explicit considerations improve the pedestrian and bicycling environment in community transportation planning activities. The include: NYMTC Sustainable Development studies in Long Island and the Hudson Valley and ongoing Department Integrating Sidewalks into Highway Projects: efforts in Access Management Technical Assistance Increasingly, as Department highway projects proceed have engaged communities around the state in through design and construction, new sidewalks and planning and visioning exercises that include bike lanes are included as design features. Some integrating improved bicycle and pedestrian examples include: environments into their development and transportation plans. • NY Route 9A Bikeway/Walkway in Manhattan Context Sensitive Design and the Environmental • North and South Pearl Street projects in the Initiative: The Department has instituted the concept City of Albany of Context Sensitive Design and the Environmental • Construction of sidewalks and bike lanes Initiative in its design process, which can serve to along Wolf Road (Town of Colonie) mainstream improved community and environmental • NY Route 9, Gateway project, City of outreach in project design. These concepts provide the Saratoga Springs. Department with improved practices for engaging communities in defining important design Design Training for Regional Engineers: In Spring requirements, such as bicycle and pedestrian facilities, 2001, The Department sponsored a series of Traffic in the project design. These concepts can play an Calming training sessions for its engineering staff in important role in advancing State’s Quality the Regions. The sessions instructed over 160 Communities Initiatives with regard to improving the Department staff in 6 regions on the principles of pedestrian environment. traffic calming. The Department’s Bicycle and Pedestrian Program will be sponsoring a course on Transit Operators around the State have similarly Bicycle and Pedestrian Facility Design in 2002. made important efforts to improve the quality and accessibility of transit service for the pedestrians and Pedestrian and Bicycle Chapter of Highway Design bicycles: Manual: The Department’s Highway Design Manual was last revised in 1996 to include the most recent Installing Bus Shelters - There has been a substantial information for the accommodation of bicyclists and investment, by New York State transit operators in pedestrians along the State’s roadway system. This increasing the number and upgrading the condition of has led to routine consideration of these facilities and pedestrian shelters and waiting areas at transit stops. strategies in the design of Department projects. An For example: effort is now underway to integrate guidance from AASHTO’s Guide for the Development of Bicycle • CDTA has substantially upgraded waiting Facilities, published in 1999, into a revision of this areas at major transfer and destination hubs Chapter. Likewise, the AASHTO Guide for the including Washington Avenue & Lark Street Planning, Design, and Operation of Pedestrian and at Crossgates Mall, leading to increased Facilities is expected to be released in 2002, and ridership on the routes serving these stops. includes significant transit and school transportation- • NFTA, with 270 existing shelters replaced 26 oriented guidance for transit planning, school and bus and installed 6 new shelters in 2000 and has stop site design, safe routes to school, etc. When this funded up to 30 more installations for this is released, NYSDOT will review and seek to integrate year.

V-10 • Westchester County Bee Line has installed 55 Travel Demand Management (TDM) efforts, including new bus shelters under a program initiated in public and employer outreach and promotion of transit 1996. incentive programs can provide important marketing • Broome County Transit installed 30 new public information support to transit systems. Specific shelters within the last two years and will be TDM efforts supported by New York State transit installing up to 60 more over the next two operators and the Department include: years. • Chemung County Transit is in the process of Transportation Management Associations (TMAs) installing 10 new shelters, which will bring are funded by NYSDOT in the three downstate their total to 21 systemwide. regions: Metropool, Long Island Transportation Management (LITM) and CommuterLink, covering CDTA Shelter - Washington Ave. and Lark St. the lower Hudson Valley, Long Island and New York City Regions respectively. Their efforts are focused on promoting alternatives to single occupancy vehicle travel. In addition to the promotion of carpooling, vanpooling, and telecommuting, these programs also provide substantial education and outreach efforts marketing the extensive transit network in the metropolitan region. TMAs downstate manage public and employer outreach efforts such as the “It All Adds Up to Cleaner Air,” “Ozone Action Days” and the “Commuter Assistance Program.” These efforts are comprised of media campaigns and technical assistance to employers in implementing trip reduction programs.

Guaranteed Ride Home (GRH) programs provide registered users with transportation home in the event that they are unable to access their usual means of shared transportation due to working overtime or the Development of Intermodal Facilities: These need to leave work early to respond to family facilities, described in greater detail in Chapter 2, emergency, etc. By reducing the mobility concern improve pedestrian environment at key transfer hubs associated with being dependent on firmly scheduled and provide improved bicycle access and storage: service, GRH provides effective remedy for a common obstacle to the use of transit. GRH programs in New • Syracuse Intermodal Center York are administered by TMAs and transit operators • St. George’s Ferry Terminal around the State. • Amtrak’s Albany-Rensselaer Station • New Rochelle Intermodal Center Commuterlink, as an example, administers a GRH program that ensures that if a participating employee Installation of Bike Racks on Buses: A number of who uses transit, carpools or vanpools to work two transit operators have installed bike racks on their days a week or more, is unable to make use of their fleets. These have proven to be inexpensive and well shared ride, they will be reimbursed up to $25 per trip utilized. These programs have been particularly to get home by taxi. successful in areas with large student populations including: R-GRTA, TCAT, Broome County Transit, Commuter Choice is an employee/employer tax CDTA and Greater Glens Falls Transit. benefit that TMAs and transit operators promote to as an incentive for using transit. The tax benefit allows 4.4. TRAVEL DEMAND MANAGEMENT employees to use up to $65 a month of their gross PROGRAMS AND INCENTIVES income, before taxes, to purchase Commuter Choice to pay for commuting via public transit.

V-11 Providing employees $780 a year in Commuter Choice benefits instead of an equivalent take-home pay increase can save a company an average of $364 per year. Assuming the employee is in the 28% tax bracket, the company would have to start with a conventional raise of $1,083 for that employee to take home $780. In addition, the company must budget 20% or more in payroll-related costs such as FICA, unemployment insurance, and additional contributions. As a result, the company ends up paying $1,300, or $910, after taxes. Since Commuter Choice is not subject to payroll costs and is fully tax deductible, the gross cost is still $780, and only $546 after taxes. That is a net savings of $364 per employee

5. CONCLUSION

This Chapter has described many of the efforts under way throughout the State on the part of New York’s transit operators, the Department of Transportation and other public transportation stakeholders in response to the challenges of a changing transit market. These new services and supportive actions are strengthening the role transit plays in supporting Quality Communities and a strong economy. They have been favorably received by the traveling public as demonstrated by growing ridership.

V-12 CHAPTER VI NYSDOT TRANSIT TECHNICAL ASSISTANCE ACTIVITIES

INTRODUCTION Last year’s report contained a description of the Passenger Relations for Outstanding Service (PROS) training program This Chapter describes a range of technical assistance developed with the Capital District Transportation programs and services that the NYSDOT Passenger Authority in Albany. During the past year, trainers were Transportation Division provides to transit operators in trained to present the course, and the program subsequently New York State. The primary vehicle for providing has been offered on Long Island and in Orange County. training and technical assistance is the federally funded This program has also received national exposure, and the Rural Transit Assistance Program (RTAP). In addition to materials have been distributed to transit operators around RTAP funded activities, the Passenger Transportation the country. Division provides technical assistance to transit operators in the area Transit Geographic Information Systems (GIS) NYSDOT distributes driver training schedules to all and Intelligent Transportation Systems (ITS). Section 5310 and 5311 systems, and also posts the schedules on the PTD web site, at: RURAL TRANSIT ASSISTANCE PROGRAM www.dot.state.ny.us/pubtrans/ptevents/html. NYSDOT’s Passenger Transportation Division administers the Federal Transit Administration’s RTAP for New York RTAP Scholarships State. This program is funded from the FTA Section 5311 Program for Small Urban and Rural Transit Operators, and RTAP scholarships account for a significant portion of the provides funds for training, technical assistance, and related overall program. These funds are available for use by support for these operators. During the past year PTD staff operators, on a reimbursement basis, for individual training provided technical assistance to small urban and rural needs that they select. Nearly 40 small urban and rural transit operators across the state in the following areas: operators from Section 5310 and 5311 agencies used scholarship funds for training activities during the past Driver Training year.

During State Fiscal Year 2000-2001, approximately 230 RTAP scholarship funds are used for a variety of training persons attended driver training classes at four regional purposes. Some examples include: maintenance training training centers in Fulton, Rochester, the Town of classes, computer software classes, National Transit Brookhaven, and Ulster County. Training was provided in Institute (NTI) courses, train-the-trainer classes, 19A the following subjects: defensive driving, emergency instructor and re-certification courses, CPR classes, and evacuation, wheelchair securement, passenger management training courses. Scholarship funds are also assistance/sensitivity, customer relations, and FTA used by several operators to attend training conferences, substance abuse program compliance. including the New York Public Transit Association and the Community Transportation Association of America The majority of driver training is conducted by staff trainers (CTAA) Expo. at small transit providers where the regional training centers are located. PTD provides RTAP funds to train RTAP scholarship application forms are available for trainers to deliver driver training classes. In an effort to downloading on PTD’s web site, under the “RTAP increase the use of these valuable resources, PTD Scholarship” section, at: distributed a list of the trainers along with their areas of expertise and contact information to all small operators www.dot.state.ny.us/pubtrans/rtap.html. statewide. A map showing the location of the trainers and the regional training sites was included. The intent of this Rural and Specialized Transit Conference effort is to stimulate peer-to-peer assistance, by enabling operators needing training to contact the closest trainer and PTD hosted the annual Rural & Specialized Transit arrange for training sessions. This list and map will be Conference in April 2001 in Syracuse. The conference was made available on PTD’s web site during the upcoming once again a success, and is one of the most effective year. products of New York State’s RTAP program. Session

VI-1 topics included advocating for transit systems, ADA MARG continues to offer the Management and compliance issues, vehicle procurement, passengers with Productivity Skills (MAPS) and Productivity and disabilities, and transit system safety issues. A post- Supervisory Skills (PASS) workshops. MAPS was held in conference session on the FTA substance abuse program Leesburg, Virginia in January 2001, attracting was also held for Section 5311 operators. approximately 25 transit managers from the Mid-Atlantic region. PASS was held three times during the year, one Small Systems Summit session in North Carolina and two sessions in New York (Albany and Binghamton). There is significant demand in PTD has been working closely with the New York Public New York for the PASS program, which is intended for Transit Association to jointly identify and prioritize the new first-line supervisors, especially among our Section training and technical assistance needs of small transit 5310 providers. These well-received courses will continue operators around the state. A Summary Report was issued to be offered at least 1-2 times annually at different sites in August 2000 that detailed these needs, organized into around the region. four categories: safety, training, procurement, and funding/regulations. Interagency committees were Other potential MARG-sponsored events under discussion established for each of these categories, and an action plan are a Mid-Atlantic Paratransit Vehicle Expo and/or Roadeo. and schedule were developed to address the identified The Mid-Atlantic RTAP group has a web site, hosted by needs. NYPTA and PTD have begun our implementation Pennsylvania’s PennTRAIN program, at: efforts; for example, the statewide distribution of the trainer list discussed previously is one of the identified items in www.patransit.psu.edu/penntrain/rtap. the action plan. This will be an ongoing endeavor with NYPTA. Other RTAP Activities

Drug and Alcohol Compliance PTD provides technical assistance to rural transit operators through a variety of methods. The RTAP lending library, NYSDOT is responsible for ensuring that all Section 5311 which includes over 200 transit training materials, is recipients are in compliance with FTA’s substance abuse available for small transit operators, and a complete library program requirements. To meet this responsibility, in the listing is available on the PTD web site. spring of 2001 PTD used RTAP funds to award a contract to Precision Compliance, Inc. to conduct FTA drug and Assistance is also provided by phone/fax/e-mail requests. alcohol oversight and compliance reviews for all Section With the growth of the Internet, PTD now fulfills technical 5311 operators statewide. As of the end of 2001, the assistance requests literally from around the world. During consultant will have made site visits to all Section 5311 the past year, requests for transit information came from operators, third party administrators, and vendors. During Australia and Guam, and New York-specific products were the coming year, the consultant will be making follow-up requested online from states as far away as Utah and Texas. visits to assist the operators in making both their policies All requests were promptly answered. and testing programs fully compliant with the FTA regulations. In other technical assistance efforts, PTD has used RTAP funds to support consultant studies of transit operations at Mid-Atlantic Regional RTAP Group selected operators by request, and plans to continue to fund at least one such study this year. The Mid-Atlantic Regional RTAP Group (MARG) is becoming increasingly active. In April 2001, the group PTD’s Technical Assistance Section is available to provide jointly hosted its first annual Software Expo in Harrisburg, technical and training assistance to small urban and rural PA. The Expo attracted over 100 transit operators from transit systems by calling (518) 457-8335, faxing (518) nine states, as well as representatives from 12 software 485-7563, or by e-mail via the Rural Transit Assistance vendors. Expo participants were able to meet one-on-one Program page of the PTD web site. with the vendors for detailed demonstrations of the various products, with an emphasis on scheduling and dispatching GIS AND ITS TECHNICAL ASSISTANCE software. A product of the Expo will be a written software ACTIVITIES guide designed to assist transit operators in determining their software needs. The Expo will be held again in the The Passenger Transportation Division has been Spring of 2002. actively involved in assisting transit operators in

VI-2 applying GIS and ITS to transit since the mid-1990s. needs and implement service strategies to meet these Through such forums as the Transit GIS Users Group needs. and the Downstate Transit Committee that is managing the Trip Itinerary portion of the NY/NJ/CT Paratransit Dispatching Demonstration: PTD is ITS Model Deployment Initiative, PTD has worked partnering with a small demand-response operator in with transit operators to mainstream the use of GIS Orange County to demonstrate Paramatch, a GIS- and ITS in improving the planning and operations of based scheduling software package. This software transit systems. A number of the activities the package will allow the operator to input trip requests, Division has initiated are described below: analyze trip origins and destinations and assign trips to buses based upon efficient routing algorithms. The Providing GIS Software for Transit Systems via the software package maps the routes and compiles Department Site License with ESRI: PTD, with directions for drivers. The origin, destination and cooperation from the Department’s Mapping and GIS routing information can also be exported to ArcView Bureau, was successful in amending the Department’s GIS software to perform historical analysis that could GIS Software License with Environmental Systems highlight recurring patterns that may warrant Research Institute (ESRI) to include New York’s fixed- consideration of fixed route service. The software also route transit systems. With this amendment, allows the transit operator to perform agency billing. NYSDOT is now able to provide, at no cost to the The North Carolina Department of Transportation transit operator, a copy of ArcView GIS software as (NCDOT) is also demonstrating this software package well as extensions, upgrades (including the new in several transit systems. NYSDOT PTD and ArcView 8), and access to Internet training modules. NCDOT are sharing information and lessons learned Systems are covered by the license amendment until as these demonstrations move forward. January 2005. NFTA Bus Stop Inventory: NYSDOT provided a GIS-Based Schedule Data Maintenance System GPS (Global Positioning System) unit to Niagara (SDMS): PTD has been developing and testing, with Frontier Transportation Authority (NFTA) to assist the selected transit operators an integrated GIS/database Authority with accurately locating bus stops. The GPS application known as the Schedule Data Maintenance information is being used to support NFTA’s System (SDMS). The SDMS provides a user-friendly automated vehicle location (AVL) system and also to suite of tools to assist transit systems to manage perform GIS analysis of ridership by bus stop, based schedule data in a GIS environment. The schedule upon data collected by bus automated passenger database application has been developed by NEC, the counters. contractor on the NY/NJ/CT ITS Model Deployment Initiative. The database is designed based upon the Intercity Bus GIS Demographic Profile: PTD TCIP standard, to support the ongoing maintenance of assisted Intercity carriers with a GIS-based profile of schedule data required for the Internet-based Trip potential ADA customers. The information was used Itinerary application being implemented as an element to apply for competitive federal funding through the of the MDI project. The GIS viewer/editor is being Over The Road Bus Accessibility Program. Six developed by NYSDOT with the intention of applications submitted received funding and further supporting a wide range of transit planning and detail about these grants is included in the intercity bus operational tasks that rely on geo-referenced service section. and schedule data. ITS Technical Assistance GIS Transit Route and Demographic Data: PTD continues to warehouse route and stop data for all rural APTS Mobile Showcase NYSDOT sponsored a state fixed-route transit systems and disseminates this data tour of FTA’s Advanced Public Transportation to transit systems, planning organizations and other Systems (APTS) Mobile Showcase, visiting eight agencies as requested. The bus route and stop data, transit properties in September and November 2001. combined with other existing demographic data, has The showcase was available for facilitated tours and been used by transit operators to evaluate and plan short classes for a day or more at Buffalo, Rochester, service routes, assess welfare to work transportation Westchester, Ithaca, Albany, New York City, Binghamton, and Syracuse. The showcase is designed

VI-3 to promote the development and deployment of new transit technologies. Showcase facilitators conducted hands-on demonstrations of new public transit technology applications, such as passenger information, fleet management, automated fare collection and transit signal priority systems. The showcase provided working demonstrations of these advanced technologies to transit system employees, decision makers and to the general public.

Development and Use of the Transit Communications Interface Profiles (TCIP) Standard: PTD staff actively participated in the USDOT-led national effort to develop transit ITS data and communication standards. NYSDOT was represented on the ITE Technical Working Subgroup developing Phase 2 of the TCIP standard. As discussed in the Innovation and Mobility Chapter of this Report, the TCIP standard provides a common, non- proprietary, data and communication profile for exchanging data between transit ITS and operational software and equipment. Implementing this standard will lead to cost savings by reducing the need for expensive system integration tasks in the deployment of ITS within transit agencies. The standard will provide a common data profile permitting the routine and ongoing exchange of operations information among operators that serve the same or adjacent geographic areas. This should help to foster improved service coordination.

TCIP Regional Integration Project: NYSDOT will be leading an regional multi-agency effort in the downstate area to apply TCIP to the development of a common regional schedule data profile. This common profile will support a “plug and play” capability between transit operator schedule databases and software packages and other TCIP compliant ITS applications. This project will include an extensive training and education effort on the use of TCIP with legacy schedule database systems. The Integration project will also ensure that the Schedule Data Maintenance System (SDMS), referred to previously, is fully compliant with the TCIP standard. This standardization will ensure that the SDMS can be used manage schedule and service data to meet agency operational needs, as well as providing a stable source of data for any TCIP compliant ITS applications, such as AVL, that require schedule data to work effectively.

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