TABLE 10: STAGE Operating Revenue Sources
STAGE TRANSIT SYSTEM PERFORMANCE Operating Characteristics
Vehicle-Hours and Vehicle-Miles by Route
Table 12 presents the vehicle-hours and vehicle-miles for the STAGE system. In total, the system operated a total of 19,542 vehicle-hours in Fiscal Year 2013-14. Routes 1, 2, 3 and 6 all operated over 3,000 vehicle-hours, while Route 4 fell just under this mark. Route 5 ran 2,126 vehicle-hours, which is not surprising given the more limited operating schedule.
Vehicle-miles varied more between the routes than with hours. For the whole fiscal year,
STAGE traveled a total of 524,307 vehicle-miles, the majority of which were generated by Route 3 (109,398 vehicle-miles) and Route 1 (107,708 vehicle-miles).
Operating Costs by Route
Operating costs for the STAGE system were broken down by route, also shown in Table 12.
Both total operating costs and marginal operating costs are shown, where marginal operating costs differ by not including fixed costs. The operating costs vary depending upon the levels of miles and hours required to operate, with Routes 1 and 3 generating the highest costs at
$356,602 and $356,974 per year, respectively. Route 2 is not far behind, with a total operating cost of $315,108 annually. Services like route 5 have substantially lower operating costs due to much lower levels of service provided. In total, the total operating costs for Fiscal Year 2013-14 were $1,750,268, while the marginal operating costs totaled $1,250,716 for the same year.
TABLE 12: STAGE Operating Characteristics
Fiscal Year 2013-14
Rt 1 Rt 2 Rt 3 Rt 4 Rt 5 Rt 6 Charter Other 1 Total System
Vehicle Hours 3,977 3,416 3,918 2,981 2,126 3,089 36 -- 19,542
Vehicle Miles 107,708 98,094 109,398 84,917 61,075 62,245 870 -- 524,307
Passenger-Trips 19,703 18,050 19,920 15,470 3,075 9,329 204 -- 85,751
Total Operating Costs $357,601 $315,102 $356,970 $273,999 $196,121 $247,376 $3,100 -- $1,750,268
Marginal Operating Costs 2 $255,855 $227,697 $256,731 $197,727 $141,735 $168,336 $2,173 -- $1,250,254
Fare Revenue $36,900 $34,027 $42,157 $31,752 $12,515 $14,973 $1,618 $54,175 $228,118
Operating Subsidy $320,700 $281,075 $314,813 $242,247 $183,605 $232,403 $1,482 -- $1,522,151
Cost per Passenger-Trip $18.15 $17.46 $17.92 $17.71 $63.78 $26.52 $15.20 -- $20.41
Subsidy per Passenger-Trip $16.28 $15.57 $15.80 $15.66 $59.71 $24.91 $7.26 -- $17.75
Farebox Return Ratio 10.3% 10.8% 11.8% 11.6% 6.4% 6.1% 52.2% -- 13.0%
Passenger-Trips per Hour 4.95 5.28 5.08 5.19 1.45 3.02 5.63 -- 4.39
Passenger-Trips per Mile 0.18 0.18 0.18 0.18 0.05 0.15 0.23 -- 0.16
Note 1: "Other" includes fare revenue from vouchers that are not route-specific and are obtained by passengers from social service organizations Note 2: Does not include fixed costs
Source: STAGE Operating Reports, 2014
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Page 30 Siskiyou County Short Range Transit Plan
Fare Revenue by Route
Also shown in the table are fare revenues broken down by route. Consistent with ridership totals, fare revenue generated by Route 3 is highest, with $42,157 collected in Fiscal Year 2013-14, followed by Route 1 ($36,900) and Route 2 ($34,027). Route 5 generated the least fare revenue, with only $12,515 in Fiscal Year 2013-14. In total, for the whole fiscal year, the STAGE system collected $228,118 in passenger fare revenue.
The farebox return ratio is defined as the total fare revenues (whether provided by the
passenger in the farebox or by a private organization) divided by the marginal operating costs.
The farebox recovery ratio is particularly important as a measurement for meeting the mandated minimums required for state funding and is calculated by dividing fare revenue by operating costs. The area-wide farebox recovery ratio is 13 percent. Route by route, all routes achieve a 10 percent minimum, with the exception of Route 5 (6.4 percent) and Route 6 (6.1 percent).
Unfortunately, as fare revenue could not be accurately broken out by corridor, this data can only be presented on a route and system level.
Service Quantities by Corridor
As the individual routes serve various corridors over the course of the operating day, it is also useful for planning purposes to summarize the operating data by individual corridor, as shown in Table 13. It allows for a deeper understanding of ridership patterns and trends, and where service may or may not be warranted. Note that this analysis does not include charter services provided by STAGE.
Ridership
Over half of the ridership (54 percent) systemwide was generated by the I-5 corridor between Yreka and Mt. Shasta, with a total of 46,460 passenger-trips. Both they Highway 3 corridor (Etna to Yreka) and the Dunsmuir to Mt. Shasta corridor had moderate ridership, with 14 percent and 13 percent of total ridership, respectively. In comparison, the Lake Shastina to Weed corridor only comprised 3 percent of the ridership, while the Orleans/Happy Camp to Yreka corridor comprised 4 percent. This data is presented graphically in Figure 12.
TABLE 13: STAGE Operating Characteristics by Corridor
Fiscal Year 2013-14
Vehicle Hours 10,507 1,438 1,413 2,126 1,590 1,415 1,017 19,506
Vehicle Miles 219,649 68,173 29,760 61,075 51,485 40,143 53,153 523,437
1‐Way Runs 4,980 1,992 3,486 312 3,486 2,988 1,992 19,236
Passenger‐Trips 46,460 11,590 5,836 3,075 11,020 4,722 2,936 85,547
% of Total Ridership 54% 14% 7% 4% 13% 6% 3%
Total Operating Costs $852,650 $170,833 $114,993 $196,121 $154,913 $129,848 $127,810 $1,747,168 Marginal Operating Costs 2 $583,820 $134,027 $78,834 $141,735 $114,242 $93,632 $101,790 $1,248,081
Cost per Passenger‐Trip $18.35 $14.74 $19.70 $63.78 $14.06 $27.50 $43.53 $20.42
Passenger‐Trips per Hour 4.4 8.1 4.1 1.4 6.9 3.3 2.9 4.4
Passenger-Trips per 1-Way Run 9.3 5.8 1.7 9.9 3.2 1.6 1.5 4.4
Passenger‐Trips per Mile 0.21 0.17 0.20 0.05 0.21 0.12 0.06 0.16
Note 1: Does not include charter services Note 2: Does not include fixed costs Source: STAGE Operating Reports, 2014
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Page 34 Siskiyou County Short Range Transit Plan
Operating Performance by Corridor Summary
Reviewing the operating data by corridor revealed some interesting trends. Of particular note is the high productivity and efficiency currently along the Highway 3 corridor and the Dunsmuir/Mt.
Shasta corridor, which suggests that these areas could warrant additional service in the future.
One result that was not unexpected was the relatively poor productivity associated with Route 5 and the Orleans/Happy Camp to Yreka corridor, which generally serves low populations over long distances.
STAGECAPITALASSETS