Time to ground the Washington Flyer

Air

by Steve Offutt • July 16, 2009 1:47 pm

Travelers to and from Dulles airport probably wonder why there is a monopoly taxi service, the Washington Flyer, serving the airport. I am aware of only one other major US airport that has a monopoly taxi service. With rising concerns about climate change and the DC area's status as a non-attainment area for air pollution, the millions of empty miles taxis drive due to this anachronistic service need to be eliminated.

Image from the Metropolitan Washington Airports Authority.

In 1962, when Dulles International Airport opened, it was located out in the middle of nowhere. There were legitimate concerns that passengers would not be sufficiently served by existing taxi services, so the airport created its own, which currently operates as the Washington Flyer Taxi (a monopoly service under contract to three different companies). Dulles is no longer in the middle of nowhere, and the original reason for the existence of the Washington Flyer no longer applies. Dulles is now surrounded by businesses and residential areas, and thousands of people arrive every day in taxis from all around the region�taxis which then leave the airport empty to return to Alexandria, DC, Montgomery County or wherever else they started from.

According to the Metropolitan Washington Airports Authority, Washington Flyer taxis provide 2,500 to 3,000 rides per day from the airport, but only provide 300 to 350 rides to the airport. That means more than 85% of taxis return empty. It's probably a fair assumption that a similar number of people arrive at the airport by taxi as leave, so that means that more than 2,000 local cabs drop passengers at Dulles and then drive back empty.

Assuming a 25-mile, 1-way trip on average, taxis to and from Dulles drive more than 100,000 miles per day empty. That totals 38,000,000 miles per year. At 20 mpg and $2.25 per gallon, that's 2,000,000 wasted gallons of gasoline, costing taxi drivers more than $4 million per year for gas when no passenger is riding in their cab. Last summer, when gas prices were higher, drivers were paying more than $20,000 per day for gas to drive back empty to the airport or their home jurisdiction. Those wasted miles also contribute to our poor regional air quality and add 17,000 tons of carbon dioxide, the primary climate change pollutant, annually to our atmosphere.

The current situation benefits virtually no one, with the possible exception of the cab company owners, since monopolies are always a good deal for the businesses that have them. Eliminating the Washington Flyer taxi service will not change the fares paid by airport patrons: the same number of people will still be flying in and out of Dulles. Drivers, though, will save millions of dollars and thousands of hours of wasted time. It's likely this will reduce the need for as many drivers and taxis, but taxicab drivers as a whole will collect just as much in fares while saving millions of dollars on operating costs. Reducing this waste will also reduce the pressure to raise fares on customers while introducing competition may result in better service, too.

The Metropolitan Washington Airports Authority (MWAA) does not need to be in the taxi business. At DCA they manage the dispatching of the taxis without providing service themselves, so they already know how to do it.

I don't suggest canceling the current contract, but MWAA should start planning now for the transition out of the taxi business at the end of this contract. Eliminating the Washington Flyer will improve service, reduce waste and significantly reduce unnecessary air pollution.

47 comments — Share	— tags: airports, Dulles, environment, MWAA, taxis

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Comments

We should also lower barriers to picking up and dropping off in various jurisdictions for cabs. Like, if you are a VA cab with a fare into MD or DC, you can pick up a fare heading back to your home district, or etc. I bet that on aggregate that would have an even bigger impact than eliminating the flyer service.

by JTS on Jul 16, 2009 2:00 pm

JTS: I imagine that there's a lot of the same impediments to backfill on interstate taxis as there are with the Washington Flyer (most of whose trips, I'd imagine, are interstate).

by Daniel M. Laenker on Jul 16, 2009 2:20 pm

Virginia law does not permit taxis licensed by MD or DC to pick up in Virginia. Only Virginia licensed taxis can do that. The same is true for the other jurisdictions -- VA taxis can't pick up in DC or MD. MD taxis can't pick up in DC or VA.

MWAA does not have the power (legally OR constitutionally) to permit a non-VA taxi to pickup at Washington/Dulles airport which is entirely inside VA.

Now, I fly in/out of IAD extremely frequently. I really prefer the existing system, because it means that the taxis are always available, and are always clean/modern. Even with the new meters, DC taxis are often old and usually are dirty. I would pick a Washington Flyer taxi over any DC taxi any day.

Anyway, the Metro Silver line is coming, and many folks will move to Metro from taxis anyway -- particularly for trips to DC because Metro isn't vulnerable to congestion on I-66/VA-267.

by Frequent Flyer on Jul 16, 2009 2:32 pm

Not sure what the other major airport to which you refer is but I'm reasonably sure that there's a similar set-up at BWI. You can hail a car anywhere that will take you to the airport, but if you're leaving the airport you can only get into one of the official cabs, which are white and have the BWI logo on the side.

by jfruh on Jul 16, 2009 2:34 pm

I'm hoping that Metro has the sense to install express tracks between Tysons and Dulles to speed up the trip.

by Mark on Jul 16, 2009 2:37 pm

I bet a lot of those taxis originating out of IAD are because of rerouting of passengers that missed their connection to DCA or BWI and rerouted through IAD. Also it is common for DCA to divert to IAD because of the The High Density Rule where DCA has a curfew and IAD does not. What I dont understand is how dissolving the Washington Flyer "will save millions of dollars and thousands of hours of wasted time" because at the end of the day you still have 2,500 to 3,000 riders waiting to be picked up by independent Taxi drivers and you still have the same number of empty taxis. Of course the Silver line will help in reducing this number.

by RJ on Jul 16, 2009 2:46 pm

@RJ: Isn't his point that you won't have a lot of Washington Flyer taxis driving back empty and other cabs leaving empty?

@SteveOffut: Do you have any financial data on the Flyer bus service?

by Michael Perkins on Jul 16, 2009 2:51 pm

They won't install express tracks. Governments/organizations don't learn from their mistakes and refuse to plan ahead for the future, or spend a small amount now compared to what will take billions to improve in the future.

by SG on Jul 16, 2009 2:55 pm

@Frequent Flyer - DC and MD cabs pick up at Reagan National, which is also in Virginia. Do you know the backstory about the exception allowing foreign cab pickups there, and how easily it could be extended to Dulles? Are the restrictions applied by the state of Virginia or just by the counties, which license taxicabs?

by Josh B on Jul 16, 2009 3:08 pm

Isn't his point that you won't have a lot of Washington Flyer taxis driving back empty and other cabs leaving empty?

I guess that is his point. However I think the paragraph is worded wrong.

First he is saying 3000 trips from the airport and 300-350 to and then later says 2000 trips to the airport and leave empty from the airport.

Whatever the numbers, unless you get a 1 to 1 ratio of "to" to "from" you are going to have empty cabs.

Getting rid of the Flyer still leaves you with the 1 to 10 ratio. The problem isnt the taxis, the problem is what is preventing the 1 to 1 ratio.

by RJ on Jul 16, 2009 3:12 pm

Never mind I read paragraph more carefully...I agree. Since getting rid of Flyer might get us to the 1 to 1 ratio. However I would like to see if the assumption of the local cabs it true, as I earlier pointed out, there is a tremendous amount of asymmetrical air travel within the Washington area.

by RJ on Jul 16, 2009 3:26 pm

@RJ - If there's an imbalance due to travel patterns (say, more people finding Metro convenient to the airport than from it) the supply/demand ratio could be fixed with a fee charged only for trips from the airport, or only trips to the airport, as appropriate.

by Josh B on Jul 16, 2009 3:30 pm

I think the bottom line is, why do we need to create a monopoly and stifle competition in an arena where none is needed. This is not building a rail network or a broadband network where a monopoly is inherently necessary due to huge up front infrastructure costs of some kind. We're talking about some regulatory barriers that are out of date and should be removed to allow free competition to occur at the airport. There's plenty of places for government intervention and regulation, but this seems to be an area where all of us would benefit from free and open competition.

by Steve on Jul 16, 2009 3:52 pm

Josh B,

Good point, a surcharge would be disincentive to asymmetrical travel; however not sure if politically feasible. Whatever is done in the meantime is temporary, because we will have to see how travel patterns change once the Silver Line opens. It is quite possible that the asymmetrical travel patterns will increase with a new travel option.

by RJ on Jul 16, 2009 3:55 pm

First of all, I always take Metrobus 5A to and from Dulles, and if I'm still in the area, I'll take the Metro when that line is done. But I'll admit that there are likely people who have good reasons to take taxis.

@Josh B has an interesting point about National. I actually didn't know this about National. This is probably because MWAA was federally chartered, it's an interstate body with representation from the three jurisdictions as well as the federal government. In other words, MWAA represents regional interests, so they probably wanted to make sure National benefits the whole region.

But it still doesn't make sense for Dulles not to have this exception. Like I said, MWAA is a regional body, with regional interests. Dulles is not owned or operated by Virginia. If anything, it's almost like an enclave of MWAA jurisdiction surrounded by Virginia (it isn't literally, I know). So why should this Virginia law apply there?

by Tim on Jul 16, 2009 4:02 pm

I get rides from VA cabs in the district all the time. They can pick up so long as you're going to Virginia. Same for Reagan. Cabs can pick up there but you have to tell them what jurisdiction, so you get the "right" type of cab.

In other words, your trip needs to originate or end in the jurisdiction in which the cab is licensed.

by ah on Jul 16, 2009 4:19 pm

It is not true that only VA taxis can pick up in VA if your destination is outside VA. I'm pretty certain that I can call and order an Arlington taxi to pick me up anywhere as long as it delivers me to Arlington. In the past I have called Red Top from Union Station to see if they have a taxi dropping someone off. If so, then I request that cab, he swings around and picks me up to go to Arlington. This is totally legal (However, I believe you have to call; they can't troll outside their jurisdiction).

That is also how it works at National: taxis are assigned based on where the passenger is going.

Regardless, there is something wrong with the system at Dulles. No other airport that I know of (except Seattle), even Denver--which is even farther from downtown than Dulles--has a monopoly taxi service. I cannot comprehend what the compelling reason is to continue this anachronism. The two possibilities that come to mind are inertia or cronyism--neither of which is compelling.

by Steve O on Jul 16, 2009 4:30 pm

@ah - I'm pretty sure it's illegal for foreign cabs to pick up in the District, even for fares to their home jurisdiction. That said, many are willing, and I've done this on occasion myself. (I've also at least once gotten an Arlington cabbie to take me on a fare entirely within the District.) I've also had cabbies refuse even though I told them I was going to Arlington, saying they could be fined.

@RJ - Cabs at National tack on an airport fee only for trips leaving the airport, so I'm pretty sure it's not politically impossible.

by Josh B on Jul 16, 2009 4:32 pm

Part of the reason Steve is that Washington Flyer (or whomever wins the contract) _pays_ a big fee to the Airport Authority for the privilege of having the contract. So it's about revenue. But I agree there is no reason that it couldn't operate there similar to how taxi service operates at National. Drivers there pay a small fee for each time they pick up a fare there. I don't know the mechanics of paying it though.

by Richard Layman on Jul 16, 2009 5:07 pm

Josh B -- found the answer in the DCMR, Title 31, Sec 828.1. A short summary--VA taxis can take passengers from DC to VA if (a) responding to a phone dispatch (b) picking up at the place they dropped someone off coming from VA. But they can't cruise for fares or go to taxi stands. Since this section is titled "reciprocity" I assume the rules are comparable for surrounding jurisdictions.

http://dctaxi.dc.gov/dctaxi/frames.asp?doc=/dctaxi/lib/dctaxi/pdf/dcmr/Chap8Upr.pdf

by ah on Jul 16, 2009 5:33 pm

Ok, can I reroute this conversation to my taxi peeve -- extra passenger fees. WHy don't policymakers create more incentives for cab-sharing? How many times do I take a solo cab ride that leaves IAD for downtown DC and the next cab goes to within a few blocks of the same place. We even pass each other several times on the highway.

by Ward 1 Guy on Jul 16, 2009 5:35 pm

One observation that I cannot square with the Dulles Flyer monopoly: Their rates are very similar to those for other cabs, e.g. Red Top. Ordinarily with a monopoly you'd expect higher prices. But the cost of a trip to Dulles is typically quite similar on Red Top or back on the Flyer.

Of course, the long-distance trips may be less costly, since MPG rates are better, so it may be just as profitable even at the same rates as the "local" cabs.

by ah on Jul 16, 2009 5:36 pm

Hear, hear, Ward1Guy. There's no justification for that--what added cost is there to the driver. I thought that fee was discarded with meters, though, no? Just the rush hour one?

by ah on Jul 16, 2009 5:37 pm

I work near the Chevy Chase,DC and Friendship Heights, MD border. DC cops regularly pull over and ticket MD cab drivers that pick up passengers in DC.

by keitho on Jul 16, 2009 5:38 pm

the analysis here is pretty weak.

1. If you eliminate Washington Flyer taxis, taxis will still be driving around empty. Perhaps not 1/2 the time, but a substantial portion.

2. The reason for Washington Flyer isn't so much getting to the airport as making sure there are always taxis available at the airport. Given Dulles locations, I don't see many VA and/or DC cabs hanging out there waiting for fares, especially on off hours.

3. I suspect most Washington Flyer drivers are hanging out in central locations after taking a fare from the airport waiting for dispatch to call them. Or at least that would explain why there are so many hanging out in Arlington.

Of all the problems we are facing with traffic and pollution, this isn't on the top 100.

by charlie on Jul 16, 2009 7:44 pm

Absolutely right on, Steve. The monopolies at IAD and BWI are absurd.

I thought you made it clear, but for those who can't see it: I took a cab once from Ballston to IAD right around 2 PM on a weekday. Plenty of flights coming into IAD around then. However, my RedTop cab would have to return back empty because he is not allowed to pick up a fare at Dulles. I talked to him about it and he certainly would have stayed at Dulles instead of driving back empty. Since he would have no passengers he would not be able to use 66 since he would not qualify as HOV...

Yes, there is a significant effect here. Close to 50% of total taxi one-ways to and from IAD and BWI are empty. I imagine the number at most airports without jurisdictional hurdles is more like 20%. That is a lot of miles for nothing.

by DavidDuck on Jul 17, 2009 12:05 am

Josh B,

True, but for it to be a real economic deterrent, the fees would have to be substantial.

by RJ on Jul 17, 2009 7:47 am

DAvidDuck--the taxi could use HOV on 66 because he was conducting airport business.

I don't think the problem is 2pm. The problem is the evening, when a number of flights arrive but very few depart. After 8 or 9pm most departures have taken place (or at least the passengers have already arrived) but there are plenty of arrivals.

That said, one could cure that with, say, a "bonus" or late-night fee of a few bucks to get cabbies there.

by ah on Jul 17, 2009 8:23 am

The current situation is, indeed, absurd.

If the airport authority wants to help people get to and from Dulles, how about running a fast, frequent, true EXPRESS shuttle bus to the Metro while we wait (and wait and wait) for the mythic Silver Line? Of course, that would cut significantly into taxi and parking revenues, so probably a non starter.

by Erica on Jul 17, 2009 8:30 am

I've had more than my share of harrowing rides back from National in rattle-traps, and can't imagine taking some of those ancient life-threatening third world DC taxi jalopies down the Dulles Access Road and I-66 back into town.

If DC were to upgrade its taxi fleet - and perhaps require newer (and hybrid) vehicles, I might consider the idea of allowing DC cabs to operate out of Dulles. But not now. Not with my life, you don't. The grey Dulles fleet is newer and it least it looks safer.

by Mike S. on Jul 17, 2009 9:02 am

I notice that a lot of people are basing their reaction on personal experiences with the airport cabs. Personal experiences have nothing to do with the principal question whether it is desirable for an airport to have a monopoly on cabs. And to extend that, whether it is desirable that we have jurisdictions that are protecting their own cab drives from a somewhat unknown threat. Where are the free-marketeers now?

Personally, I can not imagine that Dulles would not draw enough cabs without a monopoly. In fact, many airports have to opposite problem. Their airports attracts so many cabs that there are none left in the rest of the city.

The problem is that once a monopoly has been established, it is very hard to break it. Especially considering that the cab industry is filled with folks who don't necessarily take no for an answer.

@ Erica: You are right. There should be more buses. But in the mean time, the 5A is a good alternative. Even though it runs way too infrequently.

by Jasper on Jul 17, 2009 9:14 am

To everyone who wants to wait and see how travel patterns change once the Silver Line is implemented - that's pretty far in the future. The first phase of the Silver Line only goes to Tysons.

by Esmeralda on Jul 17, 2009 9:49 am

BWI certainly has a monopoly on single-passenger taxi service, a situation similar to Dulles. I have called them and asked whether they could pick me up in DC and drive me to BWI, and they promptly declined.

On the other hand, Super Shuttle does operate both to and from BWI. It's fairly expensive for a cab sharing service and doesn't have the convenience of a single-user cab; they often make you wait so they can do better scheduling (for an 8am flight, they wanted to pick me up at 4:30 in the morning).

But it does basically work, and certainly saves on gas. Of course, BWI is not exactly lacking in transit alternatives.

by Andrew on Jul 17, 2009 10:03 am

@Erica,Jasper At this point, the same group that runs the Flyer cabs do offer a coach to West Falls. It isn't the most frequent, but moreso than the 5A. http://www.washfly.com/coach.html

by Ryan on Jul 17, 2009 10:03 am

I'll never rely on the 5A to catch a flight. The one time I did use it it was 90 minutes late. Thankfully, I was only meeting someone at the airport (who was kept waiting for an hour) and not actually flying anywhere.

At the moment I either drive, use the Super Shuttle or take the (overpriced) bus from West Falls Church.

by Phil on Jul 17, 2009 10:10 am

@ Phil: How can a bus that rides roughly every 40 minutes be 90 minutes late?

by Jasper on Jul 17, 2009 1:22 pm

Jasper wrote:
"I notice that a lot of people are basing their reaction on personal experiences with the airport cabs. Personal experiences have nothing to do with the principal question whether it is desirable for an airport to have a monopoly on cabs."

Umm, I think that's called empirical evidence. And there's no reason to EVER include reality in a theoretical discussion.

The point is, if we are going to end the monopoly, it will be replaced with something. And if the something that exists at DCA is the replacement, perhaps it might be somewhat intelligent to base the argument on our personal experiences at DCA.

Too many DC cabs are unsafe at 35 miles per hour. That's my experience, Jasper, and I'm sticking with it.

by Mike on Jul 17, 2009 1:50 pm

"At DCA they manage the dispatching of the taxis without providing service themselves, so they already know how to do it. "

If waiting 120 people waiting 90 minutes or more for a taxi on a Sunday night is an example of "knowing how to do it" count me out. DCA's ground transportation is a nightmare compared to IAD.

by Steve on Jul 17, 2009 1:54 pm

I've spoken at length with WashFlyer cabbies in my many rides from IAD to home. There are many more cabbies than fares - they get 6-8 a day, with 10 a good day. They would make more as DC cabbies, but often like the assumed safer passengers (all de-weponed after TSA).

And while I despise the WashFlyer monopoly, I am very glad its there for either early morning or late night flights (the kind I take). Before 7am and after 10pm, there are more arrivals than departures, and if your getting off a plane at either time, you do not want to wait 30 min for a cab.

Its inefficient, and for the drivers, not exciting or lucrative, but its damn convenient for the flyer - who MWAA should be thinking of first.

by Wayan on Jul 17, 2009 2:42 pm

@ Mike: Cabs will not get safer depending on the monopoly they work under. If you think cabs are unsafe, you need to argue for more safety inspections, or more stringent safety rules.

by Jasper on Jul 17, 2009 3:04 pm

Jasper: DC cabs operate under entirely different regulations than Virginia cabs. In fact, many DC Cabs are old Crown Vics that are recycled old Virginia cabs. The guy who runs the hybrid EnviroCab company told me earlier this year how for $1500, a DC entrepreneur can buy an old Virginia cab any put himself in business.

Also, I haven't seen any scandals about Virginia cabbies bribing their way to get an inspection sticker for their cab. But every so often, such a scandal rocks DC.

The DC cab safety problem is two-fold: the District does not mandate the same safety standards as Virginia, and those who enforce existing safety standards have been susceptible to corruption. You can have all the inspections and rules you want, but if you're dealing with a government with a history of corruption, those standards and rules mean nothing except an opportunity for self-enrichment by corrupt low-level types who turn a blind eye during the inspections or sell the fraudulent stickers.

by Mike on Jul 17, 2009 3:37 pm

@ Mike: You are completely right. But none of what you say here is an argument for or against a monopoly @ Dulles.

It only reinforces the ridicule of us living in a region where cabbies and cab-riders have to deal with two states and a district with all different rules and enforcement. And it reinforces that Washingtonians need to fix their government.

IMHO: MD, VA and DC should sit together and fix up a bunch of cab rules that go for the entire DC metro area.

But then again, I'd like to see this area to work together more. I fully acknowledge that I do not want the region to merge politically because of the mess in DC.

by Jasper on Jul 18, 2009 10:48 am

@Jasper: that would be nice but because of Virginia's political system it's not clear whether we would be allowed to make those kinds of agreements without seeking state-level approval.

by Michael Perkins on Jul 18, 2009 11:27 am

You used to be able to call Washington Flyer to arrange a pickup in DC to go to Dulles, but the Barry administration banned this practice a little over ten years ago. I don't think it makes much sense. DC cabbies have told me they don't like taking fares out there because they have to come back empty.

by Christine on Jul 19, 2009 2:00 pm

Abolish ALL taxi monopolies everywhere in the US including Dulles Airport. Monopolies are undemocratic, unethical, and anti-consumer. They're also anti-business. The Washington Flyer monopoly not only denies customers the benefit of choice,it also denies other cab drivers the opportunity to compete and make money at Dulles Airport. Open up the taxi business at Dulles and let the CONSUMER decide which taxi they want to use.

by Scott on Oct 13, 2009 2:15 am

Washington Flyer is NOT a monopoly. There are several taxi companies that share the contract, and each operates their own set of cabs in a competitive fashion. The rates (standard) and regulations (inspections, decals, and fleet color) are controlled by the airport. Calling this a monopoly is like calling all NYC taxis a monopoly just because they are all yellow. I am surprised nobody is aware of this.

by Jeremy Taxicab on Jun 27, 2010 7:46 pm

Jeremy is playing semantics here. Dulles restricts taxi service to a select few companies under the Flyer banner. NYC, like most cities in the US restricts entry into the taxi business with a corrupt, anti-competitive medallion or license scheme. And to the people on this message board who are fans of Washington Flyer,keep using them. But don't deny other people the right to choose a different taxi operator, and don't deny the right to earn an honest living of people who choose to go into business in competition against Washington Flyer. This country is supposed to stand for freedom.

by Scott on Jul 17, 2010 2:53 am