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RELEASE: Advocates Cheer DC Council’s Unanimous Vote For Flexible Commuter Benefits
For Immediate Release
April 7, 2020
Contact: Cheryl Cort, Coalition for Smarter Growth
T. 202-675-0016, www.smartergrowth.net/parkingcashout
Advocates Cheer DC Council’s Unanimous Vote for Flexible Commuter Benefits
Employees will be eligible for walk, bike, transit commute benefits equal to an offered parking benefit
The Coalition for Smarter Growth celebrated today the success of its three-year campaign for flexible commuter benefits. “We are thrilled that today the DC Council voted unanimously for the Transportation Benefits Equity Act (B23-148). This new law will allow an employee who is offered a parking benefit by their employer to use the equivalent value of the parking subsidy for a transit, walk, or bike commute,” said Cheryl Cort, Policy Director for the Coalition for Smarter Growth.
“This bill incentivizes more sustainable commuting as commuters return to work on the other side of the current crisis. The importance of bicycle transportation has emerged in the crisis as an alternative to other modes, and this new law will help boost this option,” said Cort. Once workers can return to their daily routine, the new law will give many employees the opportunity to exchange a parking space for a bike (or walk or transit) commute. This could push DC’s current 18% walk and bike to work rate even higher, helping to reduce traffic congestion, pollution, and crashes.
“We have worked on this issue for a number of years, with dozens of meetings, outreach to the community, and extensive negotiations. The final legislation involved many compromises. However, the core of the bill is intact, and will start making a difference with most employers who offer subsidized parking,” said Cort.
The Transportation Benefits Equity Act requires employers who provide free or subsidized parking to employees to offer those same employees alternatives that include:
- Employer-paid transit benefits;
- Taxable cash for employees who walk, bicycle, or ride in a carpool to work, or who take transit (where cash would make up any difference between the value of the parking and transit cost);
- Increased employer contribution to an employee’s healthcare benefit;
Employers also have the option to:
- Develop a Transportation Demand Management (TDM) plan to reduce vehicle commute trips toward the moveDC goal of 25% or less of employees’ commute trips made by car or taxi (assisted by and approved by DC Department of Transportation);
- Pay a sizable Clean Air Compliance fee to support TDM measures for each parking benefit offered;
- Cease subsidized parking.
The law includes the following exemptions:
- Employers that currently own the parking used for employees are exempt from this law.
- Existing leased parking: if an employer has an existing lease for parking provided to employees, the employer must comply with the new rules at the end of the current lease.
- Employers that do not provide subsidized parking are exempt.
- Employers with 20 or fewer employees are exempt.
One of the largest compromises given to employers was the full exclusion of currently owned parking. This means that essentially all major institutions, like universities, are likely to be exempt. While some of these institutions also lease parking, the bill exempts them if they are running shuttles to leased parking lots half a mile or more away, or if they have a Campus Plan with a Transportation Demand Management (TDM) Plan already approved by DC Department of Transportation.
“The bill will provide flexible commute benefits to many downtown workers, likely reducing rush hour traffic. This can reduce congestion, speed up buses, cut pollution, and even reduce crashes,” said Cort. “It will keep DC in the forefront of cities implementing more sustainable transportation.”
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Photo credit: Elvert Barnes, Flickr
Flexible commuter benefits bill reintroduced in DC
On February 19, 2019, D.C. Councilmembers Charles Allen and Mary Cheh reintroduced the parking cash-out bill, B23-148. This bill will require employers that subsidize parking for an employee’s commute to offer a transit benefit of equal value, or provide cash. It doesnt impose a cost or a new benefit, it simply lets an employee choose to use an employer-provided commute benefit for something other than driving and parking.
What’s the next step?: voting it out of the Transportation & Environment committee and into the full Council. Councilmembers Todd (Ward 4), and McDuffie (Ward 5) have not yet said if they will support the bill. If you are a business owner or constituent, let your councilmember know you support this sensible bill to let an employee use an employer’s parking benefit for an alternative commute.
Here are the options an employer can provide as an alternative to employees for a parking-only subsidy:
- transit benefit of equal value to parking subsidy
- cash of equal value to parking subsidy
- increased health coverage benefit
- cease to offer parking subsidies
- Transportation Demand Management Plan that helps achieve the moveDC plan goal of under 25% commute trips by car or taxi
The bill has one major change: it exempts parking that is owned — rather than leased or paid for — by an employer. While we are disappointed in this exemption, we still believe the bill covering employers that lease or pay for employee commuter parking will have important benefits. These benefits include: reduced traffic congestion (especially in downtown); increased bus speeds; increased transit, walk, and bike commutes; reduced greenhouse gas and other pollutant emissions; and fewer traffic crashes. View the factsheet here, or learn more about the campaign here.
Flexible Commuter Benefits
On April 7, 2020, the DC Council voted unanimously to support flexible commuter benefits. This action addresses today’s commuter benefits which don’t match commuter preferences. Most DC residents don’t drive to work. Instead, they bike, walk, or take transit. In fact, 18% of DC residents walk or bicycle to work, 37% take transit, and only 34% drive alone.
When an employer offers a commuter subsidy benefit, it’s often for driving and parking. Even when a subsidy is available for transit or bicycling it is often for much less than the value of the parking benefit. On April 7, 2020, the DC Council voted to change that!
We are grateful to the DC Council and the Mayor Bowser Administration for supporting the bill that will grant more choice to commuters and incentivize greener and healthier commutes.
Resources
- The feature on NBC
- RELEASE: Advocates Cheer DC Council Unanimous Vote for Flexible Commuter Benefits
- View the amended bill, B23-148, passed unanimously on first vote (of two votes) on March 3, 2020, by the DC Council.
- For DC Residents: Flexible Commuter Benefits bill fact sheet
- For Employers: A better commuter benefit for your employees
Latest Happenings
A bit of good news for future sustainable commutes
RELEASE: Advocates Cheer DC Council’s Unanimous Vote For Flexible Commuter Benefits
Examples of employers implementing parking cashout
More Flexibility for Compliance in Flexible Commuter Benefits Bill
RELEASE: Groups laud flexible commute benefits bill to give employees more sustainable commute options
FOR IMMEDIATE RELEASE
March 8, 2017
CONTACT
Cheryl Cort, Coalition for Smarter Growth
202-251-7516
cheryl@smartergrowth.net
Groups laud flexible commute benefits bill to give employees more sustainable commute options
Washington, DC – Today, DC Councilmembers Mary Cheh and Charles Allen introduced a bill to allow residents to opt for cash or transit benefits in lieu of an employer-provided parking space. DC environmental, transportation, and smart growth groups applauded the legislation.
“Enabling workers to choose a more sustainable commute is a winner for everyone. Instead of the current practice, which provides more incentive to drive, this bill allows for equal benefits to be offered to those who choose other commute modes. This bill lets workers convert an employer-paid parking space into cash and choose to walk, take transit, or bicycle rather than drive. It reduces traffic and pollution, incentivizes a healthier commute, gives workers flexibility in their commutes, and is paid for with a parking space that’s not needed,” said Cheryl Cort, the Policy Director at the Coalition for Smarter Growth.
More than 18 percent of DC residents walk or bike to work, but the only commute benefit offered by many employers is a parking space. This bill introduced today, named the Transportation Benefits Equity Act of 2017 [PDF of bill text], requires that if an employer provides a parking benefit to an employee, the worker can opt to take the equivalent value of the parking space, and instead walk, bike, or ride transit to work.
“Rather than a parking-only commute benefit, this gives people flexibility to choose to bicycle to work if they prefer. Why shouldn’t people who walk or bike to work be offered the same commute benefit as someone who prefers to drive?” asked Greg Billing, the Executive Director of the Washington Area Bicyclist Association.
Workers who are offered a subsidized parking space at work are far more likely to drive than if they do not receive a commute subsidy. While half of commuters to DC jobs drive when they do not receive any kind of commute benefit, the number jumps to 85% driving and parking when given free or subsidized parking.
“This is a painless way to cut traffic congestion and pollution, while making DC’s workplaces more competitive, and rewarding workers for making healthier choices. This bill would cement DC’s status as a transportation innovator and as the number one big city in America for people who walk and bike to work,” said Payton Chung of the Sierra Club DC Chapter.
“DC is tied for the highest walk and bike to work rate in the country. With this bill, even more residents will be attracted to walking and bicycling to work, rather than driving, incentivizing the most sustainable and healthiest kind of commuting there is. We see great value to employers in improved employee health and productivity and lower health insurance costs,” said Moira McCauley of All Walks DC, a pedestrian advocacy group.
The bill builds on DC’s Commuter Benefit law, which requires all employers with 20 or more employees to provide workers with the option to use their own pre-tax money to commute by transit. The small modifications employers were required to make to their payroll systems to administer pre-tax benefits also make for very easy administration of a flexible parking benefit that employees, can choose to swap for a tax-free transit benefit, taxable cash, or a combination of the two.
The bill would require an employer who provides a parking benefit to allow workers to opt for spending the equivalent value of that benefit on transit, and/or combine with taxable cash and walk or bicycle to work.
Employers would continue to offer whatever commuter benefits they choose, including parking benefits, but would also be required to flex a parking benefit to transit or taxable cash if the eligible employee requests it.
“Many workers are attracted to DC because it’s so walkable and bikable,“ said Cort. “More than one third of households don’t own a car. With this landmark flexible commuter benefits law, DC would top the list of cities offering the most sustainable commutes for their workforce. This is good for business, good for commuters, and good for the city.”
For more information, see our fact sheet: https://www.smartergrowth.net/wp-content/uploads/2017/03/bill-residents-parking-cashout-fact-sheet_CJ.pdf
About the Coalition for Smarter Growth
The Coalition for Smarter Growth is the leading organization in the Washington DC region dedicated to making the case for smart growth. Its mission is to promote walkable, inclusive, and transit-oriented communities, and the land use and transportation policies and investments needed to make those communities flourish. Learn more at smartergrowth.net.
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Why D.C.-Area Commuters Say They Are Dropping Metro
Call them the Metro quitters.
Months of consistently unreliable rush hour service have been emblematic of this rough year for the D.C. region’s transit system. An unknown but seemingly growing number of commuters are dumping Metro, giving up their seats — if seats are even available aboard packed railcars — for cars, bikes or walking.
WAMU 88.5 has received scores of emails and tweets from Metrorail riders who are quitting the system after the lousy summer that ended on a regrettably fitting note: on Sept. 21 a transformer fire at Metro’s power substation near Stadium-Armory will cause service disruptions for at least six months on the Blue, Orange, and Silver Lines.
“They’ve really completely crushed my faith in them,” says NoMa resident Benjamin Rockey-Harris, 33, one of several ex-subway users interviewed by WAMU 88.5. “I’m much happier walking. It’s working out for me, unlike Metro.”
Ridership down
Weekday rail ridership is down about 6 percent since its peak in 2008, although the trip figures rebounded a bit last year. Among the factors Metro leaders are quick to point to, the recession, rise of teleworking, loss of the federal pre-tax transit benefit, and growth of alternatives like Uber and Capital Bikeshare usually top the list.
But what about riders who have quit the system because the service stinks? Admittedly, that figure is difficult, if not impossible, to accurately quantify.
“I don’t know that we can determine exact percentages and such, but we do know unreliability does have an impact on our customers,” says Jack Requa, the transit authority’s interim general manager since January. “There’s been a decline in ridership. We are certainly trying to determine the reasons for that and anything we can do to offset that.”
Preliminary figures show ridership dipped 7 percent in August from the same month in 2014 — a significant year-over-year loss. And with commuters facing slowdowns and delays on the three lines through Stadium-Armory well into next spring, more riders are expected to quit Metro.
“I’m going to walk”
It’s 8 a.m. on a Monday morning in Washington’s NoMa neighborhood. Rockey-Harris, an IT professional in downtown D.C., stands at the corner of 2nd and L Streets Northeast and makes an easy decision. Instead of turning right to go to the nearby by Red Line station, he continues to hoof it west on L.
“If it worked perfectly it would be 20-minute ride to work, but I’d rather walk 45 [minutes] than deal with the chaos, honestly,” he says.
The chaos he describes will sound familiar to just about anyone who has tried to board a rush hour train lately.
“Metro means that I have no reliability of getting to work on time. I’m going to pay a rush hour fee for a six- or eight-minute wait for a Red Line train, and then possibly not even get on the next train because they’re all six-car trains and they’ll be full,” Rockey-Harris says.
There was no single incident that drove him away from public transportation. Instead it was weeks and weeks of delays, packed trains, and late arrivals to work that convinced him once and for all to give up on Metro. Others share his story.
“I showed up to work 45 minutes late one time, and that was the final straw,” says Matthew Benjamin, 36, a federal worker who lives in Falls Church. He dumped the Orange Line and now rides his bike all the way into his office near Union Station.
“It was the inconsistent times that the trains were running. You couldn’t count on the same train to be there the same time each morning. That made my commute vary back and forth by 30 to 45 minutes at a time. And that wasn’t acceptable,” Benjamin says.
Crumbling confidence
Whatever the reasons for the long decline in trips, Metro can ill afford to lose any customers. The transit authority is projecting budget deficits for years to come as costs continue to rise against stagnant ridership and revenue forecasts. But public confidence — shaken by multiple rush hour meltdowns and major federal safety investigations — in Metro is crumbling.
“I’d rather take the subway but I can’t rely upon it,” says Becky Ogle, a federal worker and disability rights advocate, who drives from Bethesda into Washington every morning. Because she is in a wheelchair, she is concerned not only with train malfunctions and track problems, but broken elevators, too.
“I’m supposed to be at work at the same time my colleagues are, my able-bodied colleagues. But if I get to my station and the elevator’s not working, then usually it takes about an hour to recoup,” Ogle says. “I’ll have to go to another destination with an elevator working and back track on my own through my own rolling, or have Metro pick me up, which takes forever.”
Metro’s lackluster ridership was pinned on several factors, including slower-than-expected growth in Silver Line usage over the second half of 2014, in a recent budget analysis released by transit authority management.
“The general trend over the past three years of lower average weekday rail ridership has continued, with fewer days reaching a ridership total of 750,000 or more, and more days falling below 700,000,” the report said.
When asked what it would take to return to Metro, riders gave a simple answer: better service.
“We have one of the best subway systems in the country. I would just like to see it be on the upswing instead of the downswing,” says Jessica McBroom, a State Department employee who rides her bike to work.
McBroom, a D.C. resident, bikes six miles to visit family in Maryland on weekends instead of waiting upwards of 24 minutes for a train if there is track work.
“Where are we getting with all of this weekend track work?” she says. Metro is more than four years into a six-year, $5 billion rebuilding program.
Some have quit Metro in disgust. Others did so reluctantly.
“I have very fond memories of Metro. My first experiences in D.C. were my dad taking me to RFK to Redskins games as a kid. We took Metro every time and we never had a problem,” says Bryan Davis Keith, a federal employee who now resides in Winchester, Virginia.
“We never had issues with it breaking down or not knowing what was going on…now you are lucky if something doesn’t happen on your commute,” he says.
Instead of driving to the Orange Line station in Vienna, Keith drives all 100 miles into D.C. every morning, taking his chances with I-66 instead of the train.
Rider testimonials
We heard from many other Metro riders with strong feelings driving their decision to abandon it for their commute. Here are some select testimonials.
Staci Pittman
“For me, it was in 2014 when WMATA took a turn for the worse. I was constantly late for work and because I had to leave at a certain time to make my return trip, my days were usually short of 8 hours. On the return trip, a ride that usually takes 20-25 minutes from Bethesda to Union Station could actually take up to 45 minutes which made me miss my MARC connection and often times leaving me stranded once I made it to Odenton because I missed the last neighborhood bus. The situation seemed to worsen in the summertime and there was always single tracking, crowded platforms, burning rail and water issues. A simple trip from Bethesda to Friendship Heights to get an allergy shot during lunchtime often took an hour and a half roundtrip, including waiting times. Everything wore me down as WMATA delays became the rule and not the exception and having one day out of two weeks being on time seemed like a bonus. As much as I didn’t want to, I broke down a year ago.”
Danny Goldman
“I am a Rockville native. I grew up taking the Red Line and had pretty clear memories of using it as a go-to mode of transport into the city. When I came back from overseas a year ago to start grad school downtown, one of the reasons I was excited was Metro. I thought I wouldn’t need a car, it was convenient, and cost effective. I was wrong.
The Red Line has turned into a disaster, costs have skyrocketed, the service and facilities have deteriorated to the point of being a national embarrassment and safety hazard.”
Matthew Becker
“I haven’t quit completely because it’s still more cost-effective, but ever since I started having to take the Red Line to my current job in Bethesda, I’ve found myself using my own car, Lyft, and trying to take the bus further so as to avoid delays on the train. I try to monitor Twitter in the morning and listen to the radio to be aware of delays on the Metro but unfortunately I still have to rely on the train sometimes. As soon as I can move to a work location where I can rely only on the bus, the bike share, or my own two feet, I don’t plan to take the train ever again.”
Leigh Mihlrad
“I used to take an express bus to the Pentagon each day, and then take the Blue Line to Farragut West. I got so tired of the delays, and frequent inability to get on the train, due to how crowded it was, that I now drive to my department’s Arlington Headquarters and then take our free shuttle downtown. It takes slightly less time, even with some traffic on 395.”
Benita Robertson
“When I first moved here I was ecstatic about the availability of public transit and planned to rely on it 100 percent.”
“My enthusiasm declined with the increase of incidents and delays. I am a patient person so I can deal with delays, but what I can’t deal with is fearing for my safety. The final straw was the reduced train speed between Pentagon and L’Enfant plaza in response to much-needed track repairs.”
“Each day as we slowly creep over the bridge I nervously stared down at the water. There have been so many derailments, brake malfunctions and door issues. I am worried that there is a real problem with the tracks and that a major incident is just waiting to happen. I dislike driving. Traffic stresses me out and I’m terrible at parallel parking, but just yesterday I started researching monthly parking in D.C. so I can drive and park during the week. It’s a real shame, especially since I am a self-identified ‘terrible driver’ and strongly feel I shouldn’t be driving more than absolutely required. But it’s a risk I’m willing to take if I can’t rely on metro to be concerned about my safety.”
Maria Khan
“I quit taking the train this past summer after three years of consistently using it as my primary means of getting downtown from Vienna. I got stuck in the tunnel twice for 40+ minutes each time and have since developed a bad case of claustrophobia. I now cannot ride the train without getting an inevitable panic attack about whether I will be able to get off it once I get on due to all the stops and holds it does in the tunnels. The persistent holds for 40+ minutes in tunnels coupled with reports of smoke and fires, it just seemed like too much of a dangerous situation to put myself. I now take I-66 to work and always pass by an Orange Line train stuck on the tracks for no apparent reason and feel bad for the commuters stuffed inside it.”
Jessica Giguere
“I’m actually going to move into the city so I can walk/bike rather than Metro. Money is tight but I’d rather pay more on rent and sacrifice space than what I pay now in Metro fares and time. I spend at least 10 hours a week commuting from the Vienna Metro station to McPherson Square.”
Ryan Jesien
“I was a WMATA commuter from 2005 to 2013. I wouldn’t get on it today if I were paid to. I rode from Braddock Road to Silver Spring for a time period before dropping their horrible service in favor of biking or driving to work.”
“WMATA is corrupt, expensively priced, and unsafe. I would rather put my skull in a vice than ride their train. A dead horse is a more reliable form of transportation.”
Chris Dattaro
“This is the second time I’ve given up on Metro, and I’m never going back. I live in Old Town and was commuting to Rosslyn for a past job but now commute to Georgetown for a new job. Braddock to Rosslyn is 6 stops; Braddock to Foggy Bottom is 7 and all on the BL. Should be easy enough, right?”
“Between the inconsistent schedules and repeated delays it would consistently take over an hour door-to-door. The BL runs trains every 13-15 minutes during Rush Hour which is pretty mind boggling. It also cost me $7 per day roundtrip to take the Metro. If you multiple that out by the 23 work days in September, that costs me $161. So to sum it up:
Metro: $155-161 per month, 60-80 minute commute one way, no control over delays, overcrowded trains due to the infrequency at peak hours. Car: $135 + gas per month, 25-30 minute commute, flexible schedule. I also ride my bike a few times per week when it’s nice outside. The Metro is just garbage. I’ll use it as infrequently as possible and from here on out, mostly just for Caps games.”
A bit of good news for future sustainable commutes
DC Council Votes Unanimously for Flexible Commuter Benefits
On April 7, 2020, the DC Council unanimously voted to support flexible commuter benefits! The law, promoted by CSG and our supporters, will give workers the option to walk, bike and take transit to work using the value of an employer-subsidized parking space.
The Transportation Benefits Equity Amendment Act will allow employees who are offered a free or subsidized parking space to exchange the benefit for a transit benefit (with cash to make up any difference in value), for cash if they walk or bike to work, or for an enhanced health care benefit.
This bill will lead to more sustainable commuting. It will mean fewer vehicles on the road, which reduces traffic congestion, speeds up buses, and leads to fewer carbon emissions. Get the details here.
This decisive victory would not have been possible without the advocacy of supporters like you, so thank you for contacting your Councilmembers and advocating for these changes. While nonessential commutes remain on hold for the time being, workers in DC will soon be incentivized to enjoy a more sustainable ride to work with the new option to cash out their parking benefits.
Winning this bill will help us build a more equitable and sustainable DC. It would not have been possible without a sustained push by CSG and our allies and activists.