APPENDIX A. Methodology and Concept
Statements Used in Focus Groups
This study is based on a review of the literature on
road pricing and on focus groups of New Yorkers discussing
three road pricing concepts.
The literature review covered road pricing in the New
York area, nationally, and internationally. The literature
review was used to help understand approaches to road
pricing, the effectiveness of various forms of road
pricing, and possible keys to public acceptability.
Approximately seventy reports and studies were reviewed;
the report highlights the most relevant findings from
this review.
Eight focus groups were held: with New York City and
suburban auto commuters; with New York City transit
users; and with owners of restaurant, retail, and delivery
businesses in and around Manhattan. All respondents
live or work in the Manhattan Central Business District
(CBD), defined as the area from 60th Street to the Battery.
This research protocol was thus designed to capture
the range of opinion that exists within the general
public on the issues under consideration.
Specific focus group segmentation was:
- Auto users—three focus groups:
a) Auto users who live beyond walking distance of
the subway (e.g., eastern Queens, southern Brooklyn,
Staten Island, or Nassau and Westchester Counties)
b) Auto users who have direct subway access to Manhattan
c) Auto users who regularly drive to destinations
west of 10th Avenue or east of 2nd Avenue, 14th Street
to 60th Street, and thus lack convenient subway service
to their Manhattan destinations
- Transit users—two focus groups:
a) Transit users who live in the city and commute
from beyond walking distance of the subway. These
groups included residents who take an express bus
or bus and subway from eastern Queens, southern Brooklyn,
the Bronx, or Staten Island
b) Transit users who live in Manhattan, the Bronx,
Queens, or Brooklyn within walking distance of the
subway
- Business owners and general managers—three
groups:
a) Retail establishments and restaurants located in
the Manhattan CBD
b) Retail establishments and restaurants located in
Manhattan above 60th Street, in downtown Brooklyn
and adjacent neighborhoods, Long Island City, and
Astoria
c) Delivery companies that make deliveries in the
Manhattan CBD
All auto and transit-user respondents either live in
the Manhattan CBD or travel into the CBD at least three
times a week. Respondents also indicated a degree of
civic engagement by voting within the last two years
and having participated in activities such as: volunteering
in a school, religious, social, or community organization;
writing a letter to a public official; attending a political
rally; and so forth.
Respondents included residents of all five boroughs
and Nassau, Westchester, and Rockland Counties and included
a mix of age, gender, income, and race/ethnicity. Most
of the business owners and managers were from small
businesses.
Respondents were asked to describe their feelings about
the modes of transportation they currently use; their
reaction to concept statements for congestion pricing,
tolled express lanes on highways, and on-street parking
fees; and their reaction to messages concerning pricing
options. At the conclusion of each discussion, respondents
were asked to put together a program that they would
recommend to the mayor to improve transportation in
New York City. See below in Appendix A for the concept
statements used in the discussions.
Focus groups were held in September 2006 in midtown
Manhattan. Discussions lasted about two hours. Discussions
were captured on audiotape and reviewed in detail for
the preparation of this report.
The concept statements discussed by focus groups were:
Congestion Pricing
As you may have heard, London adopted a program three
years ago to reduce traffic congestion and raise funds
for public transportation. Motorists in London are charged
a fee for entering the central part of the city; the
revenue is used to increase bus service. Since the charge
started, traffic in the center of London has been reduced.
Bus speeds have increased and buses arrive at stops
more frequently.
A similar program could be implemented for the area
of Manhattan below 60th Street. Cars and trucks driving
below 60th Street during the day on weekdays would pay
a fee. Money raised by this fee could be used to improve
public transportation and repair highways and streets
in the city.
The fee would be collected using E-ZPass. There would
be an alternative to pay in cash such as by purchasing
a disposable E-ZPass tag at a store. E-ZPass readers
would be installed at various locations in Manhattan
below 60th Street. Vehicles would not have to stop at
a toll booth to pay the fee.
Express Lanes with Tolls
San Diego and Minneapolis have put “express lanes”
on highways. These lanes are reserved for buses, cars
carrying at least three people, and cars that pay a
toll to use the lane. The toll is set high enough to
prevent too many people from using the express lanes
to ensure that buses and cars in the express lanes are
not delayed by traffic congestion. Motorists pay the
toll using transponders similar to E-ZPass.
A similar program could be implemented in New York
City. For example, the current in-bound HOV lane on
the Gowanus could be expanded into two lanes. Both lanes
would be used by buses, HOV cars and single drivers
paying a toll. That would leave two lanes for non-tolled
traffic instead of three. It could also be implemented
on the wider parts of the LIE
Money raised by the tolls could be used to improve
public transportation and repair highways and streets
in the city.
On-Street Parking Fees
Concept description used in the first three focus
groups:
Currently, the cost of metered parking in New York
City ranges from approximately 50 cents per hour to
$2.50 per hour, depending on location. The cost of parking
in a garage is generally much higher than parking at
a meter. As a result, motorists often drive around looking
for an open on-street parking spot, increasing congestion
and pollution.
The cost of metered parking could be increased to make
it easier to find an open space and encourage motorists
to use off-street parking facilities. Enforcement of
one-hour and two-hour time limits on parking could be
increased as part of this program.
Money from the increased parking fees could be used
to improve street conditions.
Concept description used in the last five focus
groups:
Several years ago, Muni-Meters were installed at Midtown
truck loading zones. Rates for commercial vehicles are
$2 for one hour, $5 for two hours, and $9 for three
hours of parking for loading and unloading. This program
has reduced double parking and increased turnover by
trucks and vans.
A similar program could be implemented for cars in
areas such as downtown Brooklyn, Jamaica, Queens, and
the Hub in the Bronx. Parking rates would escalate each
hour to encourage long-term drivers to use off-street
parking facilities and free up spaces for shoppers who
need to park for only a short time.
Money from the increased parking fees could be used
to improve street conditions.
APPENDIX B. Traffic Speed Maps
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Figure
1. A.M. Peak (6–10 A.M.)
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Source: Best Practices Model data provided by the New York Metropolitan Transportation Council,
for base year 2002. Speeds have been calibrated with observed speeds and traffic volumes for
major arterials and highways. |
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Figure
2. Midday (10 A.M.–4 P.M.)
|
 |
|
Source: Best Practices Model data provided by the New York Metropolitan Transportation Council,
for base year 2002. Speeds have been calibrated with observed speeds and traffic volumes for
major arterials and highways. |
|
Figure
3. P.M. Peak (4–8 P.M.)
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 |
|
Source: Best Practices Model data provided by the New York Metropolitan Transportation Council,
for base year 2002. Speeds have been calibrated with observed speeds and traffic volumes for
major arterials and highways. |
