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| Re: NJT Proposed fares/cuts - The official release (188872) | |||
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Re: NJT Proposed fares/cuts - The official release |
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Posted by kcram3500 on Sun Mar 7 18:34:59 2010, in response to Re: NJT Proposed fares/cuts - The official release, posted by JAzumah on Sun Mar 7 12:05:54 2010. Here's the part you didn't take into account, though. NJT was a notably smaller system in 1981-82 than in 2010-11. In fact, they only had Transport of New Jersey and Maplewood Equipment Company as direct operations at that point. The rail service was still a subsidy contract system (NJT set the fares, but Conrail collected them and NJT paid the loss difference, same as with HBLR and River Line today) - NJT Rail Operations did not come into being until 1983.The actual reason they did not raise fares in the 90s was the state's economy permitted both increases in state subsidies and major service increases. NJT also lost the majority of their riders on the Morris & Essex during the re-electrification project... those people returned in the 90s which led to the well-known issues between NJT and Lakeland (who benefited during the project, but did nothing to retain those passengers when full rail service returned). Here's an example... the 167 Harrington Park - NYC: * In 1982, Turnpike service was only offered during rush hour, and only 6 AM/8 PM runs used Teaneck Road instead of Queen Anne Road through Teaneck. From 3:30 to 7pm weekdays, a total of 36 trips left PABT. On Saturdays, all service was local and ran 50 minute headways; the last run out of PABT was 7 pm. Sundays, just 8 trips each way the whole day, starting at 10am, last trip left PABT at 6:40 pm. * In 2010, EVERY 167 trip uses the Turnpike 7 days a week. Saturday and Sunday service runs full-day until midnight or later. Teaneck Road trips alternate off peak and are the far majority during rush over Queen Anne Road service. From 3:30 to 7 pm weekdays, 54 trips leave the PABT, many of which had used artics and now 45-foot MCIs. The percentages of those early 80s increases look worse because of the amounts at the time. Here's what happened with those first few increases in terms of one-zone fares: - July 1980: 45 cents to 50 cents - technically not NJT's increase, but TNJ's final increase, as the NJT purchase of TNJ/MEC from PSE&G did not close until October 1980 - July 1981: 50 cents to 60 cents - this was offset by the introduction of the first monthly pass at $22, which kept the equivalent price at 50 cents (up to 22 weekdays per month, one trip each way to/from work = 44 trips for $22 = 50 cents) - July 1982: 60 cents to 70 cents, and again, the bus pass priced to negate the increase So, even a nickel was a sizable percentage increase back then. People would barely notice a nickel fare increase today, but that's because the general public doesn't think in terms of percentages or inflationary dollar comparisons; they think in terms of cash. |
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