MetroAccess cuts remain

While many transit advocates breathed a collective sigh of relief when they learned that WMATA Interim General Manager Sarles’ FY2011 proposed operating budget included far fewer service cuts than were originally outlined in former General Manager Catoe’s proposed budget, several significant service cuts remain, including cuts to MetroAccess.

Here is what Sarles proposes for MetroAccess:

1. Cut the MetroAccess service area to ¾ mile around the fixed route to reflect ADA minimum requirements.

While the phrase “minimum requirements” would suggest that this is simple to implement, it isn’t. MetroAccess does not currently have the capability to determine what origins and destinations fall outside of the ¾ mile area during both off-peak and peak service times. Due to scheduling software limitations, MetroAccess currently only has the capability to base the ¾ mile corridors on peak period fixed route service.

2. “Grandfather” some current MetroAccess participants that take trips beyond ¾ mile of the fixed route. Sarles proposes “grandfathering” in current MetroAccess customers that took MetroAccess trips in 2009 with an origin or destination that fell beyond ¾ mile of the fixed route.

It is unclear at this time if “grandfathering” would be trip-specific, rider-specific, or a combination of both. The “grandfathering” provision would not apply to MetroAccess customers who did not take a MetroAccess trip in 2009 nor would it apply to applicants who apply after July 1.

To complicate matters, initial research shows that there is no precedent from other transit systems for “grandfathering” riders from a previously existing service area when the service area is reduced; although, I hope WMATA staff can prove me wrong on this. In the meantime, it appears WMATA would be starting from scratch to design and implement the “grandfathering” process. That’s a potentially risky endeavor for a service considered to be a qualified civil right.

Although beneficiaries of the proposed “grandfathering” are unlikely to complain about being “grandfathered” in, several disability advocates have raised equity concerns. At the very least, “grandfathering” would be confusing, particularly in future years when some riders would be getting more extensive service than others.

3. Continue to charge twice the bus fare for MetroAccess trips within the ¾ mile corridor of the fixed route. Under the Americans with Disabilities Act (ADA), WMATA can charge no more than twice the fixed route fare for MetroAccess trips made within the ¾ mile service area surrounding the fixed route. WMATA calls this the “base fare.” Sarles proposes keeping the MetroAccess base fare policy the same as it is now. How much the MetroAccess base fare increases will depend on how much the bus fare increases.

4. For trips outside the ¾ mile area, increase each of the zone fees by $1. According to the MetroAccess Customer Guide: “Any trip that begins or ends more than ¾ of a mile from the nearest bus stop or is more than 1 ½ miles from a Metrorail station is subject to a supplemental fare, in addition to the base fare.” The supplemental fare is based on 4 zones. Zone 1 is up to 3 miles from the fixed route. Zone 2 is between 3 and 6 miles. Zone 3 is between 6 and 9 miles. Zone 4 is more than 9 miles. The current zone fee is $1 per zone. Sarles proposes increasing each zone fee by $1. So, Zone 1 would increase from base fare plus $1 to base fare plus $2. Zone 2 would increase from base fare plus $2 to base fare plus $3. Etc.

Several significant changes to MetroAccess that are still being considered by WMATA were not included in Sarles’ April 22 FY2011 operating budget presentation. These changes are as follows:

5. Reduce the MetroAccess service area to match the hours and times the fixed route service is available for specific trips. For example no bus service on weekends or holidays or after 7 p.m., etc. would mean no MetroAccess service.

Again, due to scheduling software limitations, MetroAccess currently only has the capability to base the ¾ mile corridors on peak period fixed route service. They don’t yet have the “polygons” for midday, evening, Saturday or Sunday. In addition, this reduction in service could prove difficult to explain to the many MetroAccess customers who would be affected by it.

6. Implement conditional eligibility on July 1. Under the current eligibility process, individuals found eligible for MetroAccess are unconditionally eligible (i.e., eligible for all trips). Conditional eligibility (i.e., trip-by-trip eligibility) refers to eligibility for some trips, but not all, as the customer’s ability to use fixed-route service is likely to change with differing circumstances.

While moving forward with conditional eligibility would result in significant cost savings while preserving service for those individuals who really need it, there are significant implementation issues to be addressed. WMATA staff has stated that they do not currently have the capability to implement conditional eligibility on a trip-by-trip basis, which they must have in order to meet the ADA requirements. The level of accessibility (pedestrian ramps, sidewalks, landing pads) must be known at each origin and destination to determine what trips are eligible for MetroAccess versus what trips can be taken on the fixed route. Disabilities that vary from day to day, like M.S., must also be able be taken into account.

7. Once conditional eligibility is implemented, change the free fixed route ride program so that it is only available to MetroAccess customers who are found conditionally eligible (and not available to customers who are found unconditionally eligible).

As background, the free fixed route ride program was originally implemented to encourage MetroAccess customers to use the less costly fixed route service when they are able to do so. This type of program is quite common in transit systems in the U.S. because it encourages rider behavior that will result in operational cost savings (a win-win for the rider and the transit provider).

The assumption behind this proposed change is that MetroAccess customers found unconditionally eligible (i.e., eligible for all trips) cannot ever use the fixed route. While it is reasonable to assume that someone found unconditionally eligible for MetroAccess would be unable to use the fixed route on his or her own, it is equally reasonable to assume that same person might occasionally — with the appropriate assistance of a personal care attendant, friend, or family member — be able to use the fixed route.

Because eligibility is based on the individual applicant’s ability to use the fixed route alone, it is plausible that even individuals found unconditionally eligible for MetroAccess would sometimes use the less costly fixed route. It could be counter-productive for WMATA to take away the incentive (i.e., free fixed route fare) for using the less costly fixed route.

WMATA Finance & Administration Committee Chair Catherine Hudgins, who also chairs the National Capital Region Transportation Planning Board’s Access for All (AFA) Advisory Committee, has facilitated the Finance & Administration committee’s discussion of the FY2011 operating budget. To date, that has primarily focused on fare policy as opposed to service cuts.

It is uncertain whether the WMATA Board will discuss the AFA’s recommendations regarding MetroAccess, which were presented in response to Catoe’s proposed FY2011 operating budget and which differ significantly from what is outlined in both Catoe’s and Sarles’ proposed FY2011 operating budgets.

The AFA’s recommendations include no MetroAccess service cuts; instead they focus on operational strategies, the eligibility process, and fare policy to achieve cost savings. Interestingly, the AFA projects that its recommendations would result in greater MetroAccess cost savings (estimated $10+ million in cost savings) than the MetroAccess service cuts and adjustments outlined in Sarles’ proposed FY2011 operating budget (estimated between $6 and $7.2 million in cost savings).

Here is my question for WMATA and the WMATA Board:

If WMATA can achieve greater cost savings on MetroAccess through improved operations, tightening the eligibility process so that the service is only available to the people who need it when they need it, and modest fare increases than it could through Catoe’s and Sarles’ proposed MetroAccess service cuts, why are the service cuts still on the table?