mobility first: a competitive transportation strategy for northern virginia

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First: First: A Competitive A Competitive Transportatio Transportatio n Strategy n Strategy for Northern for Northern Virginia Virginia Samuel R. Staley, Ph.D. Samuel R. Staley, Ph.D. Director, Urban and Land Use Policy, Director, Urban and Land Use Policy, Reason Foundation Reason Foundation (e) (e) [email protected] Presentation at “Partnerships in Presentation at “Partnerships in Transit” workshop, sponsored by the FTA Transit” workshop, sponsored by the FTA and NCPPP, Philadelphia, Pennsylvania, and NCPPP, Philadelphia, Pennsylvania, 18 September 2008. 18 September 2008.

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Mobility First: A Competitive Transportation Strategy for Northern Virginia. Samuel R. Staley, Ph.D. Director, Urban and Land Use Policy, Reason Foundation (e) [email protected] - PowerPoint PPT Presentation

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Page 1: Mobility First:  A Competitive Transportation Strategy for Northern Virginia

Mobility First: Mobility First: A Competitive A Competitive Transportation Transportation Strategy for Strategy for Northern VirginiaNorthern Virginia

Samuel R. Staley, Ph.D.Samuel R. Staley, Ph.D.Director, Urban and Land Use Policy, Director, Urban and Land Use Policy, Reason FoundationReason Foundation(e) (e) [email protected] at “Partnerships in Transit” Presentation at “Partnerships in Transit” workshop, sponsored by the FTA and workshop, sponsored by the FTA and NCPPP, Philadelphia, Pennsylvania, 18 NCPPP, Philadelphia, Pennsylvania, 18 September 2008.September 2008.

Page 2: Mobility First:  A Competitive Transportation Strategy for Northern Virginia

4 December 20084 December 2008 Reason Foundation, Reason Foundation, http://www.reason.orghttp://www.reason.org

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Congestion in Congestion in the the

Washington, Washington, DC region will DC region will exceed levels exceed levels in today’s LA in today’s LA

by 2030by 2030

(Note: $4 gas prices (Note: $4 gas prices won’t change the long-won’t change the long-

term trend)term trend)

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Why congestion is a problemWhy congestion is a problem

American Businesses

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How Do We Expand the How Do We Expand the Opportunity Circle?Opportunity Circle?

1. Manage the system more efficiently

• Traffic signal optimization• Road pricing

2. Build more capacity3. Redesign the transportation

network

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Today’s Travel Is ComplexToday’s Travel Is Complex

Trip typeTrip type Share (2000)Share (2000)

Family & personal Family & personal businessbusiness

22.5%22.5%

ShoppingShopping 19.8%19.8%

To & from workTo & from work 14.9%14.9%

All otherAll other 42.8%42.8%

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Most regional urban transportation Most regional urban transportation networks are not designed for networks are not designed for

current travel behaviorcurrent travel behavior Capacity has not Capacity has not

kept pace with kept pace with VMTVMT

Arterial network Arterial network is among the least is among the least well developedwell developed

““Hub and spoke” Hub and spoke” system doesn’t system doesn’t recognize recognize complexity of complexity of modern travel modern travel patternspatterns

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We need to consider a new kind of We need to consider a new kind of transportation network transportation network

A “spiderweb” A “spiderweb” approach to approach to designdesign

More More connections connections through local through local roads and roads and arterialsarterials

Fewer major Fewer major “trunk” roads“trunk” roads

More balanced More balanced road networkroad network

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Does building capacity work?Does building capacity work?

Building Roads Cuts CongestionNew Freeway Capacity and Congestion Delays in Houston

0

20

40

60

80

100

120

140

Free

way

lane

mile

s ad

ded

(3 y

ear

aver

age)

0

10

20

30

40

50

60

70

Del

ay P

er P

eak

Trav

eler

(a

nnua

l hou

rs)

New Freeway Lanes Added Delay Per Peak Traveler

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Can we build the new capacity?Can we build the new capacity?

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It’s not just expresswaysIt’s not just expressways

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Can We Afford to Build Can We Afford to Build New Capacity?New Capacity?

Hint:Hint:

Not if we rely primarily on Not if we rely primarily on taxestaxes

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LocationLocation ProjectProject CostCost

(est.)(est.)Self Self FinanceFinance

South Pasadena South Pasadena TunnelTunnel

4.5 miles, 4 lanes 4.5 miles, 4 lanes each directioneach direction

$1.5 B$1.5 B 100%100%

Palmdale-Glendale Palmdale-Glendale TunnelTunnel

21 miles (5 miles @ 21 miles (5 miles @ grade); double-grade); double-deckdeck

$3.7 B$3.7 B 100%100%

Riverside-Orange Riverside-Orange Co. TunnelCo. Tunnel

14 miles14 miles $7.4 B$7.4 B 59%59%

LA HOT Lane LA HOT Lane NetworkNetwork

1,009 lane miles 1,009 lane miles (385 new)(385 new)

$13.5 B$13.5 B 92%92%

San Bernardino-San Bernardino-Riverside HOT Lane Riverside HOT Lane NetworkNetwork

410 lane miles (320 410 lane miles (320 new)new)

$5.8 B$5.8 B 72%72%

Atlanta Congestion Atlanta Congestion Mitigation StrategyMitigation Strategy

Four major Four major projects; regional projects; regional HOT Lane network; HOT Lane network; tunneltunnel

$25 B$25 B 78%78%

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What We NeedWhat We Need

1.1. Sufficient physical capacity to Sufficient physical capacity to handle travel demandhandle travel demand

• New capacity where demand warrants New capacity where demand warrants the investmentthe investment

• ITS to ensure network efficiencies are ITS to ensure network efficiencies are maximizedmaximized

2.2. Web-like connections to different Web-like connections to different components of the road networkcomponents of the road network

3.3. Market-priced to manage regional Market-priced to manage regional flows along major corridors based on flows along major corridors based on consumer demand and choiceconsumer demand and choice

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What about transit?What about transit?

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We don’t hear about the ne’er do We don’t hear about the ne’er do wells and failures…wells and failures…

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Ballston vs. ClarendonBallston vs. Clarendon

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Context is Important to TOD SuccessContext is Important to TOD Success

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Transit Ridership and Investment Transit Ridership and Investment Around DART Stations: 1999-2005Around DART Stations: 1999-2005

StationStation InvestmentInvestment(thousands $)(thousands $)

Transit RidershipTransit Ridership(annualized, unlinked)(annualized, unlinked)

Park LanePark Lane $610,000$610,000 26,21926,219

MockingbirdMockingbird $270,000$270,000 38,85938,859

Plano (downtown)Plano (downtown) $260,000$260,000 8,8908,890

Galatyn ParkGalatyn Park $141,300$141,300 3,9833,983

CedarsCedars $134,200$134,200 13,00213,002

Convention CenterConvention Center $130,000$130,000 9,8819,881

City PlaceCity Place $115,000$115,000 25,83125,831

PearlPearl $100,000$100,000 27,44427,444

ArapahoArapaho $70,000$70,000 16,69616,696

WestmorelandWestmoreland $50,000$50,000 30,31630,316

VA Medical CenterVA Medical Center $39,000$39,000 26,86826,868

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A Few Rules of the RoadA Few Rules of the Road Success depends on economic conditionsSuccess depends on economic conditions

• Good planning enables markets to capitalize Good planning enables markets to capitalize market values, but does not create the valuemarket values, but does not create the value

Property values increase when travel Property values increase when travel efficiencies (benefits) are tangible and efficiencies (benefits) are tangible and measurablemeasurable• ““generalized travel costs” fallgeneralized travel costs” fall

Transit, highways are mechanisms for Transit, highways are mechanisms for providing transportation benefits, not ends providing transportation benefits, not ends in themselvesin themselves

Market conditions that lead to the success Market conditions that lead to the success of value capture differ depending on the of value capture differ depending on the technology technology

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Getting From Here to ThereGetting From Here to There

1.1. Public Private PartnershipsPublic Private Partnerships

2.2. Road PricingRoad Pricing

3.3. Decentralizing transportation Decentralizing transportation investment decisionsinvestment decisions