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The $1.75 is only worthwhile to me (I used to get a free bus pass from work) when there is inclement weather (or the two-way bike ride would take too much time and energy) and I want to arrive at my destination fresh and rested. With the two-hour transfer window, I can run errands, meet up with people and still catch a bus, if needed to get back home. But it is much more useful when one needs to catch two or sometimes three buses to arrive at a destination. I use the transfer fare once to make a four-bus round trip to a chiropractic appt. I just had to catch the fourth bus within two hours of the first bus (barely, but I did it).

When I commuted to work, I rode the bus into work and then biked home. The last year of work I biked both ways (although I still had my subsidized bus pass).

Also, Indygo could track ridership better with the bus passes (monthly, daily and transfers). They should be able to provide a much truer account of ridership if they would issue a transfer ticket (regardless of whether someone requested one) to better track riders and ridership). The truth is that they do not want and accurate reading as they would rather rely on hyperbolic B.S. and the wet dreams of urban planners (by the way I was one - and have spoke out against this boondoggle for 20-25 years (at public meetings, etc.).

Of course, they will tout the myth of TOD and attribute "development" to a bus that no one rides. It obviously makes no sense but people fall for it because they happen to know a few yuppies who ride the bus to commute to work. Don't get me wrong, developers will tout the TOD nonsense to gain approval for providing less parking (less costs for them, more units etc. per space - presuming their bankster will permit it - LOL - I have seen that happen), but they don't care a whit about TOD (although it will attract the zealots to a development - those who might ride it a few times a year - until they find out they can't ride one at midnight after a late dinner/drinks.

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