CPI-X Regulation
Each Puget Sound transit agency would be required to annually reduce bus costs by a straight
line
percentage below inflation (Consumer Price Index) between 1997 and 2020, that would achieve a
cost per vehicle hour of approximately $48 (1994$).
Transit agencies would be required to meet (1) CPI-X cost per vehicle hour and (2) passenger
targets (the annual passenger targets would reflect rates necessary to achieve the 2020 target).
- Where a transit agency meets both the CPI-X cost per vehicle hour and passenger
targets,
the CPI-X cost per vehicle hour target for the next year would be reduced by 10 percent
(for example, if the existing CPI-X target were -2.0 percent, the new target would be -1.8
percent).
- Where a transit agency fails to meet either the CPI-X cost per vehicle hour or passenger
target, the CPI-X cost per vehicle hour target would be increased by 10 percent of the
original (1997) target (for example, if the original target were -2.0 percent, and the
present target is -1.6 percent, non-compliance would increase the next year's target to 1.8
percent).
- The CPI-X cost per vehicle hour target for any transit agency could not increase above the
original target, nor could it be reduced more than 50 percent. (Thus, if the original target
were minus 2.0 percent, the target could never be more than minus 2.0 percent, nor less
than minus 1.0 percent).
Transit agencies would retain their level of state subsidy eligibility by achieving both their
CPI-X
target and ridership target. The eligibility ceiling would be reduced in any year in which the
standard was missed, after a year grace period (amount by which standard missed multiplied by
total vehicle hours). Funds from reduced transit agency eligibility ceilings would be placed in a
Puget Sound Transit Expansion Fund, which would be available on a competitive basis for
muncipalities and transit in compliance with CPI-X to operate new services.
Truth in Planning
"Truth in Planning" would require coordination between long term objectives and short term
objectives, and would
require regular performance reporting to the state legislature.
- Amendment of the metropolitan transportation plan to include service level and
ridership
objectives for each two year period contained within the plan (in addition to the 25 year
objectives).
- Allocation of the service level and ridership objectives to the transit agencies.
- A biennial report to the legislature by the state auditor comparing regional and
transit
agency service level and passenger performance relative to the adopted objectives.
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