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59 <br /> Chapter 3:Service Supplied and Performance <br /> The values in Table 3-4 are estimates based on a single month VUD report of statistics by <br /> contract or service type, as described in the previous chapter. They may not accurately <br /> represent each service, but the overall estimates are similar to annual figures supplied by <br /> OPT to NCDOT. This table represents a potential model for OPT to track performance <br /> by service, if this data is collected monthly and then aggregated. It could be used to track <br /> trends within OPT, and could be used to compare with benchmarks from other systems, <br /> or from the National Transit Database. <br /> SUMMARY AND CONCLUSIONS <br /> OPT has greatly improved its data collection and analysis capabilities over the past <br /> several years. It is now able to respond to NCDOT data requests with reasonably accurate <br /> representative data. When current information is compared to peer systems (as identified <br /> by the state), OPT is classified as "Superior" on the measures used, with the exception of <br /> the subsidy per passenger. This likely reflects that the county is subsidizing demand <br /> response passengers whose trips are paid by agency contracts in other systems, which is <br /> then reported as revenue to the transit system. <br /> OPT can do more to track performance of key measures by service type and contract. It <br /> should do this as its service expands and new service types are offered. Once trends for <br /> OPT measures are evident, comparisons with other similar services will be possible.A <br /> concern is that ridership on the new fixed route services should be appropriate to the <br /> amount of investment in the service. For example, the estimated cost per trip of the Hill- <br /> to-Hill fixed route service in Table 3-4 is the same as the average demand response cost <br /> per trip. This suggests that it might have been just as cost-effective to provide those trips <br /> on a demand response basis.As service is added on that route, one would hope that the <br /> ridership increases sufficiently to result in a lower cost per trip that demand response or <br /> even route deviation services could provide. The only way to know this is if the county <br /> tracks the appropriate data. <br /> NCDOT Orange County 43 KFH <br /> Transit Assessment Study <br />