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

Freimuth, Selden, Kimmel, 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

New Rider Education New Rider Education

Freimuth, Selden, Kimmel, Shera

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

• The Twin Cities unemployment

rate, 4.3% (DEED 2006).

• Metro Transit’s reported

annual loss of ridership, 9.7% (USDT 2006).

September 2001

• The Twin Cities unemployment

rate, 4.7% (DEED 2006).

• Metro Transit’s reported

annual loss of ridership, 1.8 % (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?

Parking Prices Parking Prices

A Cash-Out Option A Cash-Out Option

Freimuth, Selden, Kimmel, Shera

• 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

Why Drive?

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

Before and After Cashing Out

0% 20% 40% 60% 80% 100% S

• l
• D

r i v e r C a r p

• l

T r a n s i t W a l k B y c i c l e Mode of Choice Commuter Mode Share Before After

Looking at Examples

California

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

Effect of Doubling Parking Price

• 30%
• 20%
• 10%

0% 10% 20% R e a d i n g S h e f f i e l d L e e d s Location Change in Trips by Each Mode Car Bus Walk+Rail

Looking Abroad

Average: Car -17% Bus 10% Walk+Rail 10% Great Britain

Infrastructure Based Incentives Infrastructure Based Incentives

Bus Rapid Transit

Freimuth, Selden, Kimmel, Shera

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

• f 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

Yes

Yes, it could.

Freimuth, Selden, Kimmel, Shera

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

Questions? Questions?