Downtown-Uptown-Oakland-East End Bus Rapid Transit Project Transit Operating Plan Memo September 8, 2017 Table of Contents Section 1 Introduction......................................................................................................... -1 Section 2 Proposed Service................................................................................................. -1 2.1 Route Alignments................................................................................................... -1 2.2 Station Locations.................................................................................................... -2 2.3 Operating Assumptions.......................................................................................... -3 2.3.1 Proposed Span of Service........................................................................................... -3 2.3.2 Annual Service Days.................................................................................................. -3 2.3.3 Proposed Headways................................................................................................... -3 Section 3 Operating Cost Model.......................................................................................... -1 3.1 Existing Fleet Operating Costs................................................................................-1 3.2 Battery Electric Operating Costs.............................................................................-2 Section 4 Service Hours and Miles......................................................................................-1 4.1 Existing Service...................................................................................................... -1 4.1.1 Average Weekday Service Hours and Miles................................................................-1 4.1.2 Average Weekday Service Hours by Propulsion..........................................................-1 4.2 Proposed Service.................................................................................................... -2 4.2.1 Average Weekday Service Hours and Miles................................................................-2 4.2.2 Average Weekday Service Hours by Propulsion Type..................................................-2 4.3 Change in Service................................................................................................... -3 4.3.1 Average Weekday Service Hours and Miles................................................................-3 4.3.2 Average Weekday Service Hours by Propulsion Type..................................................-3 Section 5 Operating Costs................................................................................................... -1 5.1 Existing Service...................................................................................................... -1 5.2 Proposed Service.................................................................................................... -1 5.3 Change in Service................................................................................................... -2 Section 6 Fare Revenue....................................................................................................... -1 6.1 Existing Fare Policy and Structure...........................................................................-1 6.2 Existing Average Revenue per Trip.........................................................................-2 6.3 Average Weekday Fare Revenue.............................................................................-2 6.3.1 Existing Service.......................................................................................................... -2 6.3.2 Proposed Service........................................................................................................ -2 6.3.3 Change in Service...................................................................................................... -3 1 Table of Contents List of Figures Figure 1-1: Proposed BRT Branch Alignments and Stations........................................-1 List of Tables Table Table Table Table Table Table Table Table Table Table 1 Table Table Table Table Table Table Table Table Table Table Table Table Table 2 2-1: 2-2: 2-3: 3-1: 3-2: 3-3: 3-4: 3-5: 4-1: 4-2: Proposed Station Locations.........................................................................-2 Proposed BRT Headways by Day and Time Period......................................-4 Proposed BRT Weekday Headways by Hour...............................................-4 PAAC FY 2016 Total Bus Costs.....................................................................-1 PAAC FY 2016 Total Bus Operating Statistics..............................................-2 PAAC FY 2016 Total Bus Operating Per Hour Costs.....................................-2 PAAC FY 2016 Total Bus Operating Per Mile Costs......................................-2 Estimated PAAC FY 2016 Electric Bus Operating Per Hour Costs...............-3 PAAC FY 2016 Existing Average Weekday Service Hours and Miles...........-1 PAAC FY 2016 Existing Average Weekday Service Miles by Propulsion Type- 4-3: 4-4: 4-5: 4-6: 5-1: 5-2: 5-3: 6-1: 6-2: 6-3: 6-4: 6-5: 6-6: Proposed Average Weekday Service Hours and Miles................................-2 Proposed Average Weekday Service Miles by Propulsion Type...................-2 Change in Average Weekday Service Hours and Miles...............................-3 Change in Average Weekday Service Miles by Propulsion Type.................-3 Existing Service Weekday Operating Cost..................................................-1 Proposed Service Average Weekday Operating Cost..................................-1 Change in Annual Operating Cost...............................................................-2 Existing Cash and ConnectCard Fare Structure..........................................-1 Existing Unlimited-Ride Pass Fare Structure...............................................-1 Existing Average Revenue per Trip.............................................................-2 Existing Fare Revenue.................................................................................-2 Proposed Fare Revenue...............................................................................-3 Change in Annual Fare Revenue.................................................................-3 This page intentionally left blank Section 1 Introduction This memo describes the transit operating plan for the proposed Downtown-UptownOakland-East End Bus Rapid Transit (BRT) Project, including route alignment, station locations, operating assumptions, operating costs, and fare revenue. The project is currently in the project development phase. Information presented in this memorandum is based on planning-level analysis that was performed during ongoing studies of the potential Downtown-Uptown-Oakland-East End BRT system. It is anticipated that the Transit Operating Plan will evolve as the project is advanced into more detailed design phases. All costs are presented in 2016 dollars. 1-1 Section 1 0 Introduction This page intentionally left blank 1. 1-2 Section 2  Proposed Service Section 2 Proposed Service The Port Authority of Allegheny County’s (Port Authority or PAAC) Downtown-UptownOakland-East End BRT Project includes a BRT Core corridor plus three branches: East Busway BRT, Highland Park BRT, and Squirrel Hill BRT. A total of 40 stations with 80 platforms will be served by one or more of these alignments operating 22 and 21 hours per weekday and weekend day, respectively. Service will be provided 365 days per year with effective headways between 2 and 7 minutes in the Core BRT corridor. 2.1 Route Alignments As detailed in the Project Description, the Downtown-Uptown-Oakland-East End BRT Project includes a BRT Core corridor plus three branches, as shown in Figure 1-1. The three branches include:  East Busway BRT (alignment along existing P3 route)   Highland Park BRT (alignment along existing 71B route) Squirrel Hill BRT (alignment along existing 61D route) The proposed BRT operations will modify existing services for the 61 series (Routes 61A, 61B, 61C, and 61D), 71 series (Routes 71A, 71B, 71C, and 71D), and P3 routes, and enhance amenities at a limited number of stops. Figure 1-1: Proposed BRT Branch Alignments and Stations 2-1 Section 2  Proposed Service 2.2 Station Locations Table 2-1 presents the station locations included in this transit operating plan. Stations 1 through 14 are located within the BRT Core and will be used by all BRT services. Stations 15 and 16 are also located within the BRT Core, but will only be used by the East Busway BRT and Highland Park BRT Branches. Stations 17 through 20 will only be used by the East Busway BRT Branc. Stations 21 through 32 and 33 through 44 are located exclusively along the Squirrel Hill BRT and Highland Park BRT Branches, respectively. Table 2-1: Proposed Station Locations Station/Pair Outbound Service Inbound Service 1 Liberty/Market Liberty/Market 2 Wood Wood 3 Steel Plaza Steel Plaza 4 Smithfield Smithfield 5 Ross 6 Fifth/Chatham & Forbes/Chatham Fifth/Chatham Forbes/Chatham 7 Fifth/Pride & Forbes/Pride Fifth/Pride Forbes/Pride 8 Fifth/Miltenberger & Forbes/Miltenberger Fifth/Miltenberger Forbes/Miltenber ger 9 Fifth/Jumonville & Forbes/Jumonville Fifth/Jumonville Forbes/Jumonvill e 1 0 Fifth/Birmingham Bridge & Forbes/Moultrie Fifth/Birmingham Bridge Forbes/Moultrie 1 1 Fifth/Craft & Forbes/Craft Fifth/Craft Forbes/Craft 1 2 Fifth/Halket & Forbes/Semple Fifth/Halket Forbes/Semple Fifth/Atwood (Existing Station) Forbes/Oakland Fifth/Tennyson Forbes/Schenley 1 3 Forbes/Oakland 1 4 Fifth/Tennyson & Forbes/Schenley 1 5 Fifth/Craig 1 6 Centre/Neville 1 7 Negley Busway Station 1 8 East Liberty Busway Station 1 9 Homewood Busway Station 2 0 Wilkinsburg Busway Station 2 1 Forbes/Craig 2-2 Ross Fifth/Craig Centre/Neville Negley Busway Station East Liberty Busway Station Homewood Busway Station Wilkinsburg Buway Staation Forbes/Craig Section 2  Proposed Service Station/Pair 2 2 Forbes/Morewood (CMU) 2 3 Margaret Morrison 2 4 Northumberland 2 5 Wightman 2 6 Murray 2 7 Beacon 2 8 Phillips 2 9 Forward 3 0 Morrowfield 3 1 Welfer 3 2 Loretta 3 3 Fifth/Morewood 3 4 Aiken 3 5 Negley 3 6 College 3 7 Walnut 3 8 Ellsworth 3 9 Penn Ave 4 0 East Liberty 4 1 Stanton 4 2 Wellesley 4 3 Euclid 4 4 Bunker Hill Inbound Service Outbound Service Forbes/Morewood (CMU) Margaret Morrison Northumberland Wightman Murray Beacon Phillips Forward Morrowfield Welfer Loretta Fifth/Morewood Aiken Negley College Walnut Ellsworth Penn Ave East Liberty Stanton Wellesley Euclid Bunker Hill 2-3 Section 2  Proposed Service 2.3 Operating Assumptions The proposed Downtown-Uptown-Oakland-East End BRT Project will open for service in 2021 and include the following service plan components, as detailed below: 2.3.1 Proposed Span of Service   Weekday: Between 4:00 AM and 2:00 AM; 22 hours Weekend: Between 5:00 AM and 2:00 AM; 21 hours 2.3.2 Annual Service Days    Weekdays: 255 Saturdays: 52 Sundays/Holidays: 58 2.3.3 Proposed Headways The proposed BRT service within the BRT Core corridor will operate with an effective 2- to 3-minute headway for buses during weekday peak periods and an effective 4- to 7-minute headway for buses during weekday off-peak periods, as shown in Table 2-2. Weekend service within the BRT Core corridor will operate with 5- to 7-minute headways. These effective headways will be achieved by overlapping and coordinating the Highland Park BRT, Squirrel Hill BRT, and East Busway BRT Branch services within the BRT Core area, as shown in Table 2-3. 2-4 Section 2  Proposed Service Table 2-2: Proposed BRT Headways by Day and Time Period Headway by Time Period Weekday Peak Weekday Off Peak Weekend Squirrel Hill BRT Branch Highland Park BRT Branch East Busway BRT Branch BRT in Core Area (Effective) 5 minutes 8-20 minutes 10-20 minutes 10 minutes 16-20 minutes 20 minutes 10 minutes 16-20 minutes 20 minutes 2-3 minutes 4-7 minutes 5-7 minutes Squirrel Hill BRT Branch Highland Park BRT Branch East Busway BRT Branch BRT in Core Area Table 2-3: Proposed BRT Weekday Headways by Hour 4 AM 5 AM 6 AM 7 AM 8 AM 9 AM 10 AM 11 AM 12 Noon 1 PM 2 PM 3 PM 4 PM 5 PM 6 PM 7 PM 8 PM 9 PM 10 PM 11 PM 20 10 8 5 5 5 5 8 8 8 8 5 5 5 8 8 8 10 10 10 20 20 16 10 10 10 10 16 16 16 16 10 10 10 16 16 16 20 20 20 20 20 16 10 10 10 10 16 16 16 16 10 10 10 16 16 16 20 20 20 7 5 4 3 3 3 3 4 4 4 4 3 3 3 4 4 4 5 5 5 12 Midnight 20 20 20 7 1 AM 2 AM Trips Per Day 20 20 180 20 20 96 20 20 96 7 7 372 Time Period 2 2-5 Section 3  Operating Cost Model Section 3 Operating Cost Model Anticipated BRT operating costs were calculated based on the observed operating costs of the existing bus fleet and the expected costs of the electric battery bus fleet. 3.1 Existing Fleet Operating Costs The existing operating costs for the current bus fleet were based on the PAAC FY 2016 total bus costs, as shown in Table 3-1. Table 3-1: PAAC FY 2016 Total Bus Costs Expense Object Class Vehicle Operatio ns Operators Salaries & Wages Revenue Hour $59,540,97 8 Other Salaries & Wages Revenue Hour $11,788,10 4 $29,876,32 2 $6,694,329 $14,950,260 $63,309,01 5 Fringe Benefits Revenue Hour $66,757,33 8 $27,990,08 1 $6,177,039 $14,670,678 $115,595,1 36 Services Revenue Hour $104,268 $459,368 $3,288,280 $11,452,266 $15,304,18 2 Fuels & Lubricants Revenue Mile $15,545,55 1 $505,357 $16,050,90 8 Tires & Tubes Revenue Mile $ 1,803,843 $40,401 $1,844,244 Other Materials & Supplies Revenue Hour $2,958 $17,247,25 4 Utilities Revenue Hour Casualty & Liability Costs Revenue Hour Miscellaneo us Expenses Revenue Hour Total Vehicle Maintena nce NonVehicle Maintena nce Cost Type General Administra tion Total $59,540,97 8 $967,709 $964,187 $19,182,10 8 $3,284,962 $3,284,962 $(222,000) $(29,868) $3,222,703 $2,970,835 $10,103 $64,446 $15,238 $4,213,227 $4,303,014 $155,553, 143 $75,961,2 29 $17,112,7 27 $52,758,28 3 $301,385, 382 Source: PAAC FY 2016 Capital Budget The PAAC FY 2016 total costs (buses only) divided by the FY 2016 operating statistics, shown in Table 3-2, resulted in an average cost of $178.43/vehicle hour and $0.86/vehicle mile, as shown in Table 3-3. 3-1 Section 3  Operating Cost Model Table 3-2: PAAC FY 2016 Total Bus Operating Statistics Operating Statistic Revenue Hours Revenue Miles FY 2016 1,588,792 20,848,011 Source: PAAC FY 2016 Capital Budget Table 3-3: PAAC FY 2016 Total Bus Operating Per Hour Costs Expense Object Class Operators Salaries & Wages Other Salaries & Wages Vehicle Operatio ns $37.48 Vehicle Maintenan ce $0.00 NonVehicle Maintenan ce General Administrati on $0.00 $0.00 $7.42 $18.80 $4.21 $9.41 $42.02 $17.62 $3.89 $9.23 Services $0.07 $0.29 $2.07 $7.21 Other Materials & Supplies $0.00 $10.86 $0.61 $0.61 Fringe Benefits Utilities $0.00 $0.00 $0.00 $2.07 Casualty & Liability Costs $0.00 $(0.14) $(0.02) $2.03 $0.01 $0.04 $0.01 $2.65 $86.99 $47.47 $10.77 $33.21 Miscellaneous Expenses Total Total $178.4 3 Source: PAAC FY 2016 Capital Budget Table 3-4: PAAC FY 2016 Total Bus Operating Per Mile Costs Expense Object Class Fuels & Lubricants Tires & Tubes Total Vehicle Operati ons Vehicle Maintena nce NonVehicle Maintenan ce General Administrat ion $0.75 $0.02 $0.00 $0.00 $0.09 $0.00 $0.00 $0.00 $0.83 $0.03 $0.00 $0.00 Total $0.86 Source: PAAC FY 2016 Capital Budget 3.2 Battery Electric Operating Costs Currently, the Port Authority does not operate any battery electric buses. However, the proposed project will include a fleet of approximately 25 battery electric buses to operate along the Oakland-East Busway route, with any extra electric buses beyond what is required for this route to be used on the Highland Park BRT Branch route. The estimate for operating and maintenance costs for the battery electric buses were determined by utilizing information from the Federal Transit Administration’s National Transit Database (NTD). NTD data shows that the utilization of electric buses decreased maintenance costs by 18 percent as compared to a conventional diesel bus fleet. Applying this 18 percent to the average maintenance cost of $178.59 gives an average maintenance cost of approximately $167.95 per hour. Additionally, electric vehicle operations today show an average of approximately 17 miles per gallon equivalent, which would represent a 76 percent reduction in equivalent fuel cost. The breakdown of operating costs per hour and per mile for electric vehicles are shown in Table 3-5 and Table 3-6. 3-2 Section 3  Operating Cost Model Table 3-5: Estimated PAAC FY 2016 Electric Bus Operating Per Hour Costs Vehicle Operatio ns Expense Object Class Operators Salaries & Wages $37.48 Other Salaries & Wages Fringe Benefits Vehicle Maintenan ce $0.00 NonVehicle Maintenan ce General Administrati on $0.00 $0.00 $7.42 $15.42 $3.46 $9.41 $42.02 $14.45 $3.19 $9.23 Services $0.07 $0.24 $1.70 $7.21 Other Materials & Supplies $0.00 $8.90 $0.50 $0.61 Utilities $0.00 $0.00 $0.00 $2.07 Casualty & Liability Costs $0.00 $(0.11) $(0.02) $2.03 $0.01 $0.03 $0.01 $2.65 $86.99 $38.92 $8.83 $33.21 Miscellaneous Expenses Total Total $167.9 5 Source: PAAC FY 2016 Capital Budget Table 3-6: Estimated PAAC FY 2016 Electric Bus Operating Per Mile Costs Expense Object Class Fuels & Lubricants Tires & Tubes Total Vehicle Operations Vehicle Maintenan ce NonVehicle Maintenan ce General Administra tion $0.18 $0.02 $0.00 $0.00 $0.09 $0.00 $0.00 $0.00 $0.27 $0.03 $0.00 $0.00 Total $0.30 Source: PAAC FY 2016 Capital Budget 3-3 Section 3 0 Operating Cost Model This page intentionally left blank 3-4 Section 4 Service Hours and Miles 4.1 Existing Service 4.1.1 Average Weekday Service Hours and Miles Table 4-1 presents the existing average weekday service hours and miles for the existing 61 series (Routes 61A, 61B, 61C, and 61D), the 71 series (Routes 71A, 71B, 71C, and 71D), and P3 routes. Table 4-1: PAAC FY 2016 Existing Average Weekday Service Hours and Miles Route Hours Miles P3 105 1,388 61A, 61B, 61C, 61D 573 7,279 Source: PAAC FY 2016 Capital Budget These existing routes will be modified to account for the proposed BRT service. The PAAC 71A, 71B, 71C, 71D 472 4,658 is continuing to develop a Total All 9 Routes 1,150 13,325 detailed operational plan to consolidate and streamline these services efficiently, and further coordinate other connecting bus service within and adjacent to the corridor. 4.1.2 Average Weekday Service Hours by Propulsion The PAAC has a 724-vehicle fleet, comprised of 692 diesel buses and 32 hybrid diesel buses. Each day, these buses are randomly assigned to all system routes on which their operation is feasible. To estimate the existing service miles by propulsion type, as shown in Table 4-2, it was assumed that 4.6 percent of the vehicles servicing the existing routes currently use hybrid diesel buses, as this is the proportion that make up the entire fleet. Table 4-2: PAAC FY 2016 Existing Average Weekday Service Miles by Propulsion Type Route Diesel Miles Hybrid Diesel Miles Total Miles P3 1,324 64 1,388 61A, 61B, 61C, 61D 6,944 335 7,279 71A, 71B, 71C, 71D 4,444 214 4,658 12,712 613 13,325 Total All 9 Routes 4.2 Proposed Service Source: PAAC 2016 Capital Budget FY 4.2.1 Average Weekday Service Hours and Miles Table 4-3 presents the proposed average weekday service hours and miles for the East Busway BRT, Squirrel Hill BRT, and Highland Park BRT Branches, and the modified existing 61 series (Routes 61A, 61B, and 61C) and 71 series (Routes 71A, 71B, and 71C) routes. The proposed schedule will continue to change as the project progresses, especially as it relates to routes indirectly affected by the proposed project. Table 4-3: Proposed Average Weekday Service Hours and Miles Route Hou Mile 4-1 Section 4  Service Hours and Miles rs s East Busway BRT 118 1,88 5 Squirrel Hill BRT 265 2,22 7 Highland Park BRT 143 1,44 7 526 5,55 9 61A, 61B, 61C 234 3,23 1 71A, 71C, 71D 286 2,85 1 Total Local Service 520 6,08 2 Total Corridor Service 1,04 7 13,3 25 Total BRT 4.2.2 Average Weekday Service Hours by Propulsion Type The proposed Downtown-Uptown-Oakland-East End BRT Project service will require 25 battery electric buses and 34 diesel buses, as follows:  East Busway BRT Branch: 15 battery electric buses   Highland Park BRT Branch: 10 battery electric buses and 6 branded diesel buses Squirrel Hill BRT Branch: 28 branded diesel buses The modified existing 61 series (Routes 61A, 61B, and 61C) and 71 series (Routes 71A, 71B, and 71C) routes will use the same mix of existing fleet diesel buses (95.4 percent) and hybrid diesel buses (4.6 percent). Table 4-4 presents the proposed average weekday service miles by propulsion type. Table 4-4: Proposed Average Weekday Service Miles by Propulsion Type Route Diesel Miles Battery Electric Miles Total Miles East Busway BRT 0 1,885 1,885 Squirrel Hill BRT 2,227 0 2,227 Highland Park BRT Total BRT 55 1,392 1,447 2,282 3,277 5,559 61A, 61B, 61C 3,231 0 3,231 71A, 71C, 71D 2,851 0 2,851 Total Local Service 6,082 Total Corridor Service 8,364 4-2 0 3,277 6,082 11,641 Section 4  Service Hours and Miles 4.3 Change in Service 4.3.1 Average Weekday Service Hours and Miles Table 4-5 presents the change in average weekday service hours and miles between the existing and proposed service. The table shows preliminary proposed service estimates. Frequencies on non-BRT routes require additional evaluation. Table 4-5: Change in Average Weekday Service Hours and Miles Hours Miles Existing Service 1,150 13,325 Proposed Service 1,047 11,641 Source: PAAC FY 2016 Capital Budget The proposed Downtown-UptownOakland-East End BRT Project service will increase efficiency by providing higher quality service that will require fewer weekday service hours and miles than the existing service plan. The reduction in average weekday service hours and miles will be redistributed to other local services as the project progresses to further enhance transit service in the area. Change from Existing to Proposed 10 3 9% 1,68 5 13 % 4.3.2 Average Weekday Service Hours by Propulsion Type Table 4-6 presents the change in average weekday service miles by propulsion type between the existing service and proposed service. The proposed Downtown-UptownOakland-East End BRT Project service will result in a decrease in overall service miles. It will also result in an increase in service miles provided by battery electric vehicles. Table 4-6: Change in Average Weekday Service Miles by Propulsion Type Diesel Miles Battery Electric Miles Total Miles Existing Service 13,325 0 13,325 Proposed Service 8,364 3,277 11,641 Change from Existing to Proposed - 4,961 + 3,277 - 1,684 4-3 Section 4 0 Service Hours and Miles This page intentionally left blank 4-4 Section 5 Operating Costs 5.1 Existing Service Table 5-1 presents the existing service’s average weekday operating costs based on service hours and miles. The resulting existing service average weekday operating costs were converted to annual costs using the PAAC annualization factor for the existing routes of 300. Table 5-1: Existing Service Weekday Operating Cost Hours Miles Average Weekday Existing Service 1,150 13,32 5 Existing Costs per Unit $178.5 9 $0.86 $205, 379 $11,4 60 Total Average Weekday Existing Service Cost $216,838 Annualization Factor 300 Source: PAAC FY 2016 Capital Budget 5.2 Proposed Service Table 5-2 presents the proposed services average weekday $65,051,400 operating costs based on service hours and miles. The resulting proposed service average weekday operating costs were converted to annual costs using the PAAC annualization factor for the existing routes of 300. Table 5-2: Proposed Service Average Weekday Operating Cost Total Annual Existing Service Cost Diesel Electric Hours Miles Hours Miles Average Weekday Proposed Service 839 9,364 208 3,277 Proposed Costs per Unit $178.59 $0.86 $169.89 $0.29 $149,837 $8,053 $35,337 $950 Total Average Weekday Proposed Service Cost $157,890 $36,287 Annualization Factor 300 Total Annual Proposed Service Cost $58,253,250 5.3 Change in Service Table 5-3 presents the change in annual operating cost between the existing service and proposed service. Table 5-3: Change in Annual Operating Cost Annual Operating Cost Existing Service $65,051,400 Proposed Service $58,253,250 Change from Existing to Proposed $6,798,15 0 10% 5-1 Section 5  Operating Costs The proposed Downtown-Uptown-Oakland-East End BRT Project service will increase efficiency by providing higher quality service at a lower annual operating cost than the cost of providing existing service plan. Monies from the reduction in annual operating cost will be redistributed to other transit service within the system as the project progresses to further enhance service. 5-2 Section 6 Fare Revenue 6.1 Existing Fare Policy and Structure Fare revenue projections assume the PAAC’s current fare policy and fare structure will remain at the current levels through the implementation of the Downtown-UptownOakland-East End BRT Project. The current policy includes a $1 transfer fee for riders paying via ConnectCard smart card; customers paying cash are required to pay their usual fare for each segment. With this fare policy in place, it is expected that the annual fare revenue will increase with this project by three percent, while overall operating and maintenance will decrease due in increased efficiency in overall corridor service. This fare policy may be reviewed again by the Board prior to year of expenditure. PAAC is currently evaluating potential changes to its fare structure, including the possibility of creating free transfers for routes that connect to East Busway BRT, Squirrel Hill BRT, and Highland Park BRT Branches. The existing fare structure was used for this revenue estimate. Table 6-1 presents the existing PAAC cash and ConnectCard (stored cash value card) fare structure. Individuals with disabilities must submit an application and be approved to reduce half-priced fares. Student fares are negotiated with each of the colleges/universities at a price of $1.25 per fare by use of a ConnectCard. Otherwise, students pay a full fare with cash and are considered a regular rider. Table 6-1: Existing Cash and ConnectCard Fare Structure Type Regular Transfer Children (0-5) with Fare Paying Adult Children (6-11) Student Individuals with Disabilities Seniors (65+) Cas h ConnectCar d $2.75 $2.75 $0.00 $2.50 $1.00 $0.00 $1.35 N/A $1.35 $0.00 $1.25 $1.25 $1.25 $0.00 Source: PAAC FY 2016 Capital Budget PAAC also offers unlimited daily, weekly, monthly, and annual passes. Table 6-2 presents the existing fare structure for Unlimited-Ride Passes, which are fully prepaid. Table 6-2: Existing Unlimited-Ride Pass Fare Structure Type Regular Individuals with Disabilities Daily Weekly Monthl y Annual $7.00 $25.00 $97.50 n/a $12.50 $48.75 $1,072.50 n/a Source: PAAC FY 2016 Capital Budget 6.2 Existing Average Revenue per Trip Table 6-3 presents the existing average revenue per trip by fare type based on FY 2016 information for the entire system. 6-1 Section 6  Fare Revenue Table 6-3: Existing Average Revenue per Trip Fare Type Average Revenue per Trip Average Non-Student Fare (54%) Average Student Fare (39%) Senior Fare (not included as fare revenue) (7%) Average All Fare $1.41 $1.25 $2.50 $1.41 Source: PAAC FY 2016 Capital Budget While Table 6-1 shows that the Senior fare is free, the Port Authority is reimbursed by the Pennsylvania State Lottery at $2.50 for each ride. While this cost is included in the calculation of the overall average fare, it is not included as part of fare recovery. 6.3 Average Weekday Fare Revenue 6.3.1 Existing Service Table 6-4 presents the existing service fare revenue based on FY 2016 average weekday fare collection information and the PAAC annualization factor. Table 6-4: Existing Fare Revenue Percent of Base Fare Collecte d Trips Annual Fare Revenue Fare Type Base Fare Actual Fare Revenue/T rip Regular $2.75 $1.41 51% 22,630 $9,572,490 Student $1.25 $1.25 100% 14,470 $5,426,250 Transfer $1.00 $1.41 51% Total - $0 37,100 $14,998,740 Source: PAAC FY 2016 Capital Budget 6.3.2 Proposed Service Table 6-5 presents the proposed service fare revenue based on FY 2016 average weekday fare collection information, proposed service changes, and the PAAC annualization factor. Detailed ridership estimates are still being developed; however, a 7 percent ridership growth was assumed for the purposes of this memorandum due to increases in transfers to this service from other non-BRT services. This percentage accounts for potential transfers from the 61A/B/C and 71A/C/D that would need to transfer to the Downtown-UptownOakland-East End BRT service to access Uptown or Downtown if other local bus routes are not altered to mitigate these needs, and is based on existing boarding/alighting data. 6-2 Section 6  Fare Revenue Table 6-5: Proposed Fare Revenue Base Fare Actual Fare Revenue/T rip Percen t of Base Fare Collect ed Trips Annual Fare Revenue BRT Regular $2.75 $1.41 51% 17,49 0 $7,398,27 0 Local Bus Regular $2.75 $1.41 51% 5,140 $2,174,22 0 BRT Student $1.25 $1.25 100% 14,47 0 $5,426,25 0 BRT Transfer $1.00 $0.51 51% 2,600 $399,927 39,7 00 $15,398, 667 Fare Type Total 6.3.3 Change in Service Table 6-6 presents the estimated change in annual fare revenue between the existing service and proposed service. Table 6-6: Change in Annual Fare Revenue Service Annual Fare Revenue Existing $14,998,740 Proposed $15,398,667 Once again, the PAAC is evaluating potential changes to its fare structure, Change from Existing to + + including the possibility of creating free Proposed $399,927 3% transfers for routes that connect to East Busway BRT, Squirrel Hill BRT, and Highland Park BRT Branches that may reduce the number of transfers created from this project, thereby reducing the change in fare revenue as stated in Table 6-6. Because no other fare structure for BRT has yet been determined, the existing fare structure was used for this revenue estimate, which includes the $1 transfer fee. The proposed Downtown-Uptown-Oakland-East End BRT Project service will increase efficiency by providing higher quality service at a lower annual operating cost than the cost of providing the existing service. Monies from the annual increased fare revenue will be redistributed to other transit services within the system as the project progresses to further enhance service. 6-3