The original operating concept for the demonstration was to provide existing and potential customers with equal amounts of local and Metro Rapid service and allow them to choose that which best met their needs. This operating plan was implemented in June 2000. From the initial week of operations it was clear that many customers were choosing the Metro Rapid service. This led to overloading on both Metro Rapid lines initially (only the Wilshire/Whittier line continues to have under-capacity problems) and continuing underutilization on two of the three local services (i.e., Lines 20/21 and 150/240).

While overall performance (service effectiveness and efficiency) has improved on the Wilshire/Whittier corridor with the introduction of Metro Rapid, performance on the Ventura corridor has declined significantly despite the 25 percent increase in riders. This is principally due to the very large increase in Ventura local service compounded with an over 50 percent rider switch from the local to Metro Rapid service. However, once services on Wilshire, Whittier, and Ventura Boulevards have been adjusted to reflect actual ridership, overall and individual corridor performance should improve drastically.

The net subsidy per new passenger (net revenue minus net operating cost per new passenger) is very attractive for the Wilshire/Whittier Metro Rapid service at just under $0.60, competing very effectively with the various rail options. At a subsidy of over $6.00 per new passenger, the Ventura Metro Rapid has been less cost-effective. However, if local service is adjusted at approximately the same ratio as has been done on the Wilshire/Whittier corridor, then the net subsidy per new passenger drops by nearly half to under $3.50.

Related Items: Service Effectiveness and Efficiency Tables