An Incentive-Based Approach to Curbing Automobile Use in ... · • The slogan “No Question is a...

An Incentive-Based Approach to Curbing Automobile Use in the Washington, DC

Metropolitan Area

Emily FreimuthDaniel SeldenAndrew KimmelBrendan Shera

Freimuth, Selden, Kimmel, Shera

The Problem

Urban Sprawl

Increased Commuting from Suburbs Via Automobiles

Increased Overall Transportation


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.


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


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


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 EducationNew Rider Education


New Rider Education

Two Types of Non-Riders

Public Transportation Transfer AnxietyPessimists Sufferers


New Rider Education

A Case StudyMinneapolis/St. Paul Area

Metro Transit


New Rider EducationA 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?


New Rider EducationA 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


New Rider Education

What can Washington Metropolitan Area Transit Authority do to emulate the success Metro Transit attained in

Minneapolis?

Parking PricesParking PricesA Cash-Out OptionA Cash-Out Option


• 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)


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


Before and After Cashing Out

0%20%40%60%80%

100%

Solo D

river

Carpool

Transit

WalkByc

icle

Mode of Choice

Com

mut

er M

ode

Shar

e

BeforeAfter

Looking at Examples

California


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


Effect of Doubling Parking Price

-30%

-20%

-10%

0%

10%

20%

Readin

g

Sheffie

ld

Leed

s

Location

Cha

nge

in T

rips

by E

ach

Mod

e Car

Bus

Walk+Rail

Looking Abroad

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

Great Britain

Infrastructure Based Incentives


Bus Rapid Transit



• 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%).


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


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


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


Curitibano bus station


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?


Yes

Yes, it could.


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


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


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


Questions?Questions?

An Incentive-Based Approach to Curbing Automobile Use in ... · • The slogan “No Question is a...

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