The cost of operating our buses works out to around $2.60 per trip--not an ideal measure, since "trip" makes no reference to travel time or distance, but oh well. Not everyone can pay this, so our base fare is $1.25 per trip. You pay less if you buy transfers, passes, etc.
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...which charges based on distance (with surcharges for seat reservations, etc, where available), but the same rate for the same distance regardless of level of crowding or time of day.
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Nonetheless--it would mean ending most coverage service in its current form. But coverage service is that which is specifically for small numbers of people dispersed over large areas...better suited to cars (or, in transit mode, taxis) than fixed route transit.
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So, for people who can't drive but who don't live somewhere that's practical to serve with fixed routes, a subsidized taxi service makes more sense. Maybe with dedicated pickup/dropoff points to streamline operations, but not with dedicated routes or timetables.
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An on-demand service somewhere between existing paratransit and Uber; subsidized by taxpayers as part of the social safety net. Operated independently of any fixed-route transit, which has very different needs and strategies, and can (at least potentially) make profit.
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The makeup of ridership vs coverage varies wildly between agencies, smaller agencies may have a majority of coverage-only routes. Should agencies be left only with a few routes to serve, and how does the handoff of routes happen between entities?
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Not sure how the handoff/transition would go. Nothing wrong with a one-route agency though, in principle
End of conversation
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