TransLink fare hike penalizes frequent transit users the most by Roland Tanglao got me started on this topic. Another reference is Translink’s press release which illustrates the fare changes. Finally, a must-read for those interested is the discussion paper (350k, .PDF).
Roland expresses his displeasure at the fare increases, as it appears the bulk of the increase was directed towards monthly pass purchasers.
Translink discusses this on page 12 of the discussion paper:
One of the issues emerging with the recent policy of making passes �cheaper� is the dilemma it presents. On the one hand, as is clear from recent ridership trends, cheaper passes lead help to maximize transit ridership. However, on the other, they may tend to dilute revenue. For example, in 1996, a large number of riders purchased monthly passes priced at around 35-36 times the equivalent cash fares. In 2004, it is reasonable to assume that those same riders would still be prepared to pay the equivalent of 35-36 oneway fares for a monthly pass, but now pay the equivalent of around 29-31 times the cash fare for a pass. As a result, while the lowering of the price of passes to attract less frequent users to buy passes has been successful, to some degree, it may have diluted potential revenues from other riders. Again, this highlights the challenge and trade-offs inherent in balancing both ridership and revenue goals.
So this fare increase decision by Translink is strictly to increase revenues, and not to increase transit ridership. They are taking a guess that people are still going to purcahse the monthly passes instead of the faresaver (booklet of 10 pre-paid transit fares) tickets.
Let’s pretend that you make 40 trips a month using transit. You had three choices: pay cash ($80/month), use faresaver tickets ($72/month) or pay for a monthly pass ($63/month). The decision was really easy.
Now, with the fare increases, you have three choices: pay cash ($90/month), use faresaver tickets ($72/month) or pay for a monthly pass ($69/month). The decision is a little more difficult – if you’re going to be sick/absent for one day per month or if you have no need at all to use the transit system other than when you commute to work (or whatever you do to satisfy a 40 trip/month requirement), it might be a marginally better decision to use the faresaver tickets. Chances are, however, that regular translink users will still continue to purchase the monthly pass at the less advantageous price. This is exactly what Translink wants – they’re giving two options that are nearly priced. It will be interesting to see whether the usage of faresaver tickets (13% of total revenues compared to 44% for month passes) will increase over the next couple of years.
I can easily give one prediction, however: collections from cash fares will decrease. There is absolutely no reason for anybody to use cash fares while riding on Translink. I usually keep a booklet of faresaver tickets handy on my desk despite the fact that I take my car to work.
The question I would have for Roland is this: are you still going to continue purchasing monthly passes? If so, it appears that the fare increase was structured correctly. Somebody’s got to pay, and his analysis was correct – the people that will be paying for this fare increase will be the monthly pass users of Translink. The expected net collections out of this increase will be $15M a year.
Incidentially, this is not the only way you will be paying for transit improvements in the Lower Mainland. In addition to the $15M worth of fare increases, there will be an increase of $26M in the form of a “parking tax”. This will affect the prices of goods that you purcahse at any business, whether it is from groceries to consumer electronics since businesses will have to recoup the costs of this tax. In addition, property taxes will be increasing $58M annually, so this will affect your yearly expenses if you own your place, or if you are renting, you will be paying for it in increased rents (do you expect the land owner to chew up the costs himself?). So as you can see, although Translink users are directly paying for 15% of transit enhancements, the whole public gets to pay for 85% of it even if they don’t use the system.
Since there are 2.2M people living in the Greater Vancouver Regional District, that amounts to an indirect contribution of $45/person to Translink each year. Not a bad take for a body of unelected people.