An Incentive-Based Approach to Curbing Automobile Use in the - PowerPoint PPT Presentation

An Incentive-Based Approach to Curbing Automobile Use in the Washington, DC Metropolitan Area Emily Freimuth Daniel Selden Andrew Kimmel Brendan Shera

The Problem Urban Sprawl Increased Commuting from Suburbs Via Automobiles Increased Overall Transportation Freimuth, Selden, Kimmel, Shera

Narrowing the Problem We chose to focus our study on what could be done in the Washington, DC Metropolitan Area. Why? (1) Urban sprawl poses a particularly significant problem in the Washington, DC Metropolitan Area. (2) The unique structure of metropolitan governance in the Washington, DC Metropolitan Area represents a challenge to forming effective transportation policy. Freimuth, Selden, Kimmel, Shera

Urban Sprawl in the Washington, DC Metropolitan Area • This sprawl has been fueled by recent job and population growth in the region. This growth is predicted to continue. Metropolitan Washington Council of Governments Freimuth, Selden, Kimmel, Shera

Transportation Operation Metropolitan Washington Area Transit Authority (MWATA) - Established by Act of Congress - Non-federal - Quasi-governmental - Multi-jurisdictional - Owns and operates Metrorail and Metrobus Freimuth, Selden, Kimmel, Shera

Outline Three economic incentive-based approaches that we believe can be applied successfully in the Washington, DC Metropolitan Area • New Rider Education • Cash-Out Option • Bus Rapid Transit Freimuth, Selden, Kimmel, Shera

New Rider Education New Rider Education

New Rider Education Two Types of Non-Riders Public Transportation Transfer Anxiety Pessimists Sufferers Freimuth, Selden, Kimmel, Shera

New Rider Education A Case Study Minneapolis/St. Paul Area Metro Transit Freimuth, Selden, Kimmel, Shera

New Rider Education A Case Study June 2001 September 2001 • The Twin Cities unemployment • The Twin Cities unemployment rate, 4.3% (DEED 2006). rate, 4.7% (DEED 2006). • Metro Transit’s reported • Metro Transit’s reported annual loss of ridership, 9.7% annual loss of ridership, 1.8 % (USDT 2006). (USDT 2006). Net annual loss of ridership decreased 7.9% in four months. How did Metro Transit do it? Freimuth, Selden, Kimmel, Shera

New Rider Education A Case Study Personal and Economic Incentives • A Hot Line (1.800.NEW.RIDER) was established • A large scale ad campaign was launched • The slogan “No Question is a Dumb Question” was promoted • Public presentations • Free one-week passes Freimuth, Selden, Kimmel, Shera

New Rider Education What can Washington Metropolitan Area Transit Authority do to emulate the success Metro Transit attained in Minneapolis? Freimuth, Selden, Kimmel, Shera

Parking Prices Parking Prices A Cash-Out Option A Cash-Out Option

Why Drive? • Every commute has a cost • True cost is not reflected – Government subsidies – Subsidies from firms • 8-10% of GNP 1 • Rational Economic Decision? To drive to work • Our Goal? Change that decision by reduction or elimination of the subsidy 1 Duany (2000) Freimuth, Selden, Kimmel, Shera

Cashing Out • Parking heavily subsidized • People like money • SO – Convert parking subsidy per employee into tax exempt cash payment • AND OFFER A CHOICE – Continue to receive Free Parking – Accept a higher paycheck – Whichever is valued more by an employee: rational economic decision – Keep driving or find an alternative means to work • Carpool, Transit, Walking Freimuth, Selden, Kimmel, Shera

Looking at Examples Before and After Cashing Out Commuter Mode Share 100% 80% Before 60% California 40% After 20% 0% r l t k e e o i s l o l v a c n p i W i r a c r D r y a T B C o l o S Mode of Choice Freimuth, Selden, Kimmel, Shera

How does this help? • Increase in carpools • Increase in transit trips • Reduction of peak hour traffic and CONGESTION BUT • Latent Demand • Available Parking Spots Two Interesting Results: Access to Central Business District Women Drivers Needs to be coupled with other incentives to reduce actual auto use Freimuth, Selden, Kimmel, Shera

Looking Abroad Effect of Doubling Parking Price 20% Change in Trips by Each 10% Great Britain Car 0% Mode Bus d g s l d n e -10% e i i d f e f Walk+Rail a e L e h R S -20% -30% Location Average: Car -17% Bus 10% Walk+Rail 10% Freimuth, Selden, Kimmel, Shera

Infrastructure Based Infrastructure Based Incentives Incentives Bus Rapid Transit

Infrastructure Based Incentives • Communities wish to increase ridership • Rail greatly preferred to busses in new riders in DC (55% vs. 32%) • At the same time, MetroBus more available than any other public transit service in DC. • Most bus non-riders think it takes too much time (33%). Freimuth, Selden, Kimmel, Shera

Curitiba • Curitiba is a large Brazilian city, long regarded as one of the most sustainable in South America • Lacks a subway/light rail system, however • Subway viewed as too costly for city’s budget Freimuth, Selden, Kimmel, Shera

Growth Corridors • Curitiba’s city plan, like those of DC or Paris is radially based • Avenues radiating off a central point • In Curitiba, these avenues are used as corridors for growth along which business and developments are concentrated • Leaves space available for parks, pedestrian plazas Freimuth, Selden, Kimmel, Shera

Freimuth, Selden, Kimmel, Shera

Bus Rapid Transit • Curitiba’s city planners developed innovative bus system to mimic amenities of light rail at a fraction of the cost • Dedicated lanes • Bus “Stations” – pay to enter bus stop, not to enter bus • Speeds up system, increases desirability, increases efficiency, decreases pollution Freimuth, Selden, Kimmel, Shera

Freimuth, Selden, Kimmel, Shera

Curitibano bus station Freimuth, Selden, Kimmel, Shera

Curitibano bus station Freimuth, Selden, Kimmel, Shera

BRT in America • Provision of last highway bill, SAFETEA- LU (pronounced “safety-looooooooooo”) allows for increased funding available for BRT projects in cities of varying size • Could it work in Washington, DC? Freimuth, Selden, Kimmel, Shera

Freimuth, Selden, Kimmel, Shera Yes, it could. Yes

BRT in Washington • DC’s radial street plan is perfect for BRT • Arterial avenues could be converted into BRT specific lanes with strategically spaced terminals Freimuth, Selden, Kimmel, Shera

Freimuth, Selden, Kimmel, Shera

Incentives • BRT would greatly improve bus flow in Washington, negating the complaints that it “takes too long.” • Could also expand network, responding to complaints that no service is available Freimuth, Selden, Kimmel, Shera

Disincentives • BRT dedicated lanes would diminish the proportion of DC’s road network available for private cars • Temporary increase in automobile commute time makes public transportation more appealing Freimuth, Selden, Kimmel, Shera

Freimuth, Selden, Kimmel, Shera Questions? Questions?