Transportation
Prescott Vision 2050
Transportation Committee:
Final Report
January 7, 2009
Committee Members
Sky Jackson, Chair
Paul Katan, Vice Chair
Edmund Williams, Secretary
Lisa Barnes
John Tharp
John Quick
Joe Chancerelle
Introduction
An effective and comprehensive transportation system is the lifeblood of any city. Mobility and access of goods and people into, out of, and through a city must rely on the transportation system. A healthy, functional, system can help a city thrive, while a dysfunctional one can stifle growth and negatively impact quality of life. This paper is the culmination of months of discussion and offers recommendations for sustainable strategies that will accommodate the city’s increasing transportation needs as we approach 2050.
One over-arching theme that repeatedly emerged is that Prescott’s current transportation system clearly favors vehicular mobility and access, often at the expense of other modes of travel. This fact led to many of the goals and strategies identified by the committee, detailed below. An over-dependence on automobiles negatively impacts Prescott’s quality of life in many ways including pollution (air, noise, and water), congestion, and inactive, less healthy citizens.
Scope of Work
At initial meetings, committee members brainstormed transportation options, problems with our current transportation system, and the increased demand based on projected population growth through 2050. Discussion topics addressed environmental, economic, and social impacts of the transportation system. Possible solutions included a wide variety of alternative fuels and vehicles, road configurations, and travel modes.
Subsequently, the committee utilized a “top down” approach to refine the members’ ideas into specific goals and strategies for a thriving Prescott transportation system in 2050.
Goals for Prescott’s Transportation System by 2050
A) Pollution will be reduced and capped at 2000 levels.
B) Congestion will be kept to a reasonable level: 20% of single occupant vehicle use will be converted to alternate modes.
C) All citizens of Prescott will be able to access their destinations conveniently, efficiently, and safely, regardless of their mode of travel.
D) Prescott will ensure a range of transportation options to accommodate all citizens regardless of age, ability, or income.
E) The ambience and hometown quality of Prescott will be maintained.
Recommended Strategies
1. Adopt a “Complete Streets” policy that requires all new road construction and reconstruction to accommodate all modes of transportation.
2. Improve existing bicycle and pedestrian facilities to provide connectivity through and around Prescott.
3. Provide a comprehensive public transportation system.
4. Work to reduce single occupant vehicle use through a comprehensive TDM (Travel Demand Management) program.
5. Time traffic signals through town and provide an ITS (Intelligent Transportation System) for arterial roads.
6. Integrate alternative fuel vehicles and associated infrastructure into the city’s fleet.
7. Implement a ride sharing program to and from Phoenix.
8. Implement a bike sharing program.
9. Implement a car sharing program.
Below are descriptions of each strategy organized in the following way: an abstract summarizing the strategy; a list of the committee’s goals that the strategy addresses; an expanded description of the strategy including why it is a viable recommendation and how the strategy addresses the identified goals of the committee; recommendations for implementing the strategy (as applicable); and a short list of case studies – cities, programs, etc. – that exemplify the strategy currently in use. Each member was responsible for either writing a particular strategy description(s) or contributing to the content of one or more.
Description of Strategies
1. Adopt a “Complete Streets” policy.
Abstract
A ‘complete streets’ policy requires all street construction, and re-construction, to accommodate all modes of travel – walking, bicycling, transit, private vehicle – both along and across the street, regardless of the traveler’s age or ability. It ensures that accommodating alternate modes of travel is not an option, whereas currently, walking and biking accommodations most often need to be argued for on a street-by-street basis.
Committee Goals Satisfied
This strategy addresses goals A, B, C, D, and E.
Description
A complete streets policy “puts bicycling, walking, and transit on a par with motor vehicles” (Thunderhead Alliance 8). If a case is being made for not accommodating a particular mode(s) of travel on a roadway, a complete streets policy requires the case to meet strict justification criteria.
As streets are re-constructed, methods of ensuring bicyclist and pedestrian accommodations can include narrowing travel lanes (thus adding width for bike lanes and sidewalks) and other traffic calming measures. Slowing vehicular speed creates a more appealing environment for nonmotorized travel and increases safety for everyone on the roads.
Adoption of a complete streets policy most directly addresses the Transportation Committee’s goals of ensuring the ability of all citizens to access destinations regardless of mode, and ensuring all citizens a range of transportation options. By creating streets that safely and efficiently accommodate all modes of travel, the numbers of people traveling by modes other than automobile will increase. This will in turn enable the City to meet the remaining three goals of reducing pollution and congestion, and maintaining the hometown ambience and quality of Prescott.
Some cities and states create internal documents and plans that suggest or even recommend accommodating all modes of travel; a policy requires it, and, thus, is what the 2050 Transportation Committee endorses. As the quad-city region shares many inter-jurisdictional travelers, and several arterial roads, the ideal would be to have CYMPO adopt a complete streets policy.
Case Studies
Other cities, or regions, that have adopted a complete streets policy include Chicago, Sacramento, and central Ohio. A very few states have complete streets policies, in varying formats, including Oregon, California, and Illinois.
Sources:
Thunderhead Alliance. Thunderhead Alliance Guide to Complete Streets Campaigns. iUniverse, 2006.
2. Improve existing bicycle and pedestrian facilities.
Abstract
Current facilities for pedestrians and bicyclists in Prescott are inconsistent, discontinuous, often in poor condition, and, in many places, nonexistent. In order to create a truly comprehensive transportation system to accommodate all modes of travel, Prescott needs to improve – in addition to adding to – its existing bicycle and pedestrian infrastructure.
Committee Goals Satisfied
This strategy addresses goals A, B, C, D, and E.
Description
Unless facilities for particular modes of travel are convenient, efficient, and safe, no one will choose to travel that way. An informal survey conducted by Prescott Alternative Transportation (PAT) indicates a negative view of current bicycle and pedestrian conditions: when asked their opinion of the statement “current bicycle/pedestrian facilities in town are adequately safe and convenient”, not one person strongly agrees with that statement. Regarding pedestrian facilities, 48% disagree, 30% strongly disagree, 17% agree (the remainder have no opinion). Residents view current bicycle facilities even more negatively: 48% strongly disagree, 46% disagree and the remainder have no opinion.
These opinions affect a person’s decision on how to travel. If a particular street has no sidewalk and no bike lane (or perhaps not even a wide shoulder), many people will forego even a short trip on foot or bike and will instead use the car.
Off-street facilities for pedestrians and bicyclists are particularly important. Again, this view is corroborated in the results of the PAT survey: when asked what reasons prevent them from walking or biking more often, the number one answer (at 37%) was heavy and/or speeding traffic. Coming in at number two (26%) is feeling unsure about motorist safety knowledge or skills. Simply put, there is a great perception of danger when sharing the road with automobiles. Multi-use pathways, separated from traffic, offer an added level of comfort and appeal for utilizing alternate modes.
A well-connected network of roads with sidewalks and bike accommodations, complemented by off-street, nonmotorized trails, that access important destinations and are safe, convenient, and efficient will encourage more people to convert some of their car trips (especially the short – most polluting – ones) into walking and bicycling trips.
Encouraging and enabling more travel on bike and on foot addresses all of this committee’s goals: pollution and congestion will be reduced by encouraging nonmotorized travel; all citizens will be able to travel regardless of the mode chosen; all citizens, regardless of age, ability, or income will have transportation options; the ambience and quality of life will be maintained by achieving all of the above. This addresses issues of social equity, public health (by encouraging and enabling active transportation), and environmental stewardship.
Implementation
Using Prescott’s Bicycle and Pedestrian Master Plan as a guide, the City should begin an annual program of retrofitting Prescott’s streets to include modern and adequate pedestrian and bicyclist accommodations. Primary east/west and north/south routes should be retrofitted first. Bike and pedestrian counts should be conducted regularly throughout town to assess high bike/ped usage, which will determine which streets should be retrofitted next.
The Greenways Trail System should continue to be expanded throughout town connecting to major destinations. Additional methods of providing traffic-separated pathways should also be pursued. On-street facilities should connect to trails and pathways providing a further expanded nonmotorized network. All bicycle and pedestrian facilities in town should always meet the highest standards of quality (for example, as recommended by FHWA or AASHTO), including ADA compliance.
Case Studies
Many communities around the country have made the decision to better accommodate bicycle and pedestrian travel by improving (and adding to) existing facilities. These include (but are definitely not limited to): Boulder, CO; Portland, OR; Tucson; Madison, WI. Flagstaff has also recently been working to improve conditions for walking and biking.
Sources:
Barnes, L. “Reducing the Number of Trips Taken by Motor Vehicle – Why it is a Good Idea and How it can be Achieved: Strategies for Prescott, Arizona.” Master’s degree thesis; 2008. Data from the PAT survey is compiled and analyzed in this document.
U.S. Department of Transportation, Federal Highway Administration. FHWA Course on Bicycle and Pedestrian Transportation. Twenty-four lessons. 2006.
American Association of State Highway and Transportation Officials. Guide for the Development of Bicycle Facilities. 1999.
3. Provide a comprehensive public transportation system
Abstract
Creating an effective and comprehensive public transportation system adds to the travel options available for Prescott’s citizens. Currently a viable public transit system does not exist in town; a privately owned company offers limited bus service primarily to those who take advantage of the voucher system. The ideal public transportation system should utilize alternative energy sources.
Committee Goals Satisfied
A comprehensive public transportation system satisfies all of the committee’s goals: A, B, C, D, and E.
Description
Public transportation, such as buses and light rail, has proven crucial in the transportation systems of cities across the globe. As Prescott grows larger in population, public transportation will become vital to the transportation system. A system incorporating buses for both intra-city and inter-city transportation is recommended. As population and need for public transportation grows, a light rail system complementing the bus system and possibly connecting the quad cities and/or the Phoenix area will become useful.
Comprehensive public transit that incorporates paratransit service and full ADA compliance addresses the great need in Prescott for providing mobility to the elderly and disabled. Transit must be affordable and continue to support the voucher system in order to meet the needs of those with lower income.
This committee recognizes that the Central Yavapai Metropolitan Planning Organization (CYMPO) has initiated planning for a bus system between Prescott and Prescott Valley and has hired a consultant to create an implementation plan. The committee defers to this implementation plan regarding possible funding mechanisms and administration models for the bus system.
Using alternative energy sources such as natural gas, solar power, and electric power increases security of fuel and lessens environmental impact. In times of crisis, gasoline and diesel may not be available. Utilizing natural gas, which is commonly produced in the United States, or other sources of energy that originate in the United States, will allow buses to continue to operate in times of crisis. By using natural gas or other sources as opposed to oil based fuels, the environmental impact is significantly less. Solar panels are available to install on top of the buses to power the interior heating and cooling system and electrical needs, thus lowering fuel consumption.
An additional long-term goal for Prescott includes a passenger rail line utilizing existing railroad right of way, with a new depot located in Paulden; natural gas buses running between Prescott and Paulden would provide access to the rail line. Within the last year, ADOT has initiated a long-range transportation framework process under the name Building a Quality Arizona (BQAZ). In two of the three visions offered for a future transportation system in this region, rail lines are emphasized – including a depot in Paulden, with buses offering access to and from Prescott. These scenarios are worth looking at.
A comprehensive public transportation system meets the goals of the study group by:
A. Reducing pollution by reducing the use of automobiles
B. Reducing traffic congestion by providing an alternative way to travel
C. Ensuring access to destinations regardless of travel mode
D. Citizens who are unable or are not fit to drive will have an option for getting around town
E. Maintaining ambience and hometown quality by reducing pollution and congestion, and reducing the number of cars on the road
Implementation
This committee acknowledges the work already in process towards implementation of a transit system between Prescott and Prescott Valley, under the direction of CYMPO. It is strongly recommended that efforts be made to bring Chino Valley into the system, as traffic within the entire region impacts each jurisdiction.
Case Studies
Bus systems provide great benefits to both large and small cities the world over. Close to home, Flagstaff has a successful model to look at. Light rail has proven to be a success in cities such as Denver, Salt Lake City, Portland, San Francisco, and many more; even Phoenix now has a light rail system in place.
Sources:
Central Yavapai Metropolitan Planning Organization
Building a Quality Arizona (BQAZ), sponsored by ADOT
4. Work to reduce single occupant vehicle use through a comprehensive TDM (Travel Demand Management) program.
Abstract
Once a transportation infrastructure exists that truly accommodates all modes of travel (walking, bicycling, transit, private vehicles), ensuring the most efficient use of that infrastructure is crucial. When real transportation options are available, the City should encourage residents to convert single occupant vehicle (SOV) trips into alternate modes. TDM strategies are a way to accomplish this.
Committee Goals Satisfied
This strategy addresses goals A, B, and E.
Description
TDM refers to “various strategies that change travel behavior”, including the mode of transportation used, time of day, and even where a person travels (VTPI) in order to maximize the efficiency of a multi-modal transportation system.
By far, the majority of Prescott’s streets are designed to move cars quickly. Other goals identified by this committee help to create an infrastructure that accommodates alternatives to the automobile. In order to ensure this improved infrastructure is fully utilized, strategies that encourage using alternate modes must be employed.
These strategies can include disincentives to driving automobiles such as making it inconvenient and expensive to park a vehicle. In Prescott, turning on-street diagonal parking downtown into parallel parking decreases the number of parking spaces available. It also adds width to the street, which can then be used to create bike lanes. Additionally, this configuration will more easily accommodate bus stops when the transit system is functional. Currently, free parking is available throughout Prescott, both on the street and in a large downtown garage. Installing parking meters at the on-street spaces and always charging fees at the garage further encourages traveling via alternate modes, as well as generates a funding stream that can be used to help pay for transit, or bicycling and pedestrian accommodations.
Reducing the number of SOV trips made will contribute to reducing both pollution and congestion. A reduction in pollution and congestion will aid in maintaining Prescott’s ambience and hometown quality.
Implementation
There are many other TDM strategies that can be implemented. A group of stakeholders including traffic engineers, planners, road users (pedestrians, bicyclists, motorists, transit users) business, elected officials, etc. should convene to identify goals and review specific TDM strategies to determine which would be most appropriate and effective.
Case Studies
Two cities exemplifying model TDM programs are Boulder, CO and Victoria, BC. These cities have goals for a dramatic modal shift in their transportation systems away from SOV use.
Sources:
Victoria Transport Policy Institute (VTPI). TDM Encyclopedia.
5. Time traffic signals and implement an Intelligent Transportation System
Abstract
Greater travel efficiency can be achieved by synchronizing traffic signals and integrating the traffic control systems with each other, and with other strategies, via an Intelligent Transportation System (ITS).
Committee Goals Satisfied
Successful implementation of this strategy will satisfy goals A, B, and E as set by this report.
Description
How many times have you had a traffic signal turn red just as you approach, with no vehicles coming from the other street? Have you ever seen traffic backed up a half mile in one direction at a signal with traffic in the other direction flowing free? Have you ever driven down the highway and seen an accident in the other direction and wished you could warn all the poor people who are heading, blissfully unaware, into a traffic nightmare?
As we march towards 2050, our technology will march forward with of us. As our traffic volumes and congestion increase, we will begin to use the technology to help solve those problems. In many cases the technology exists to fix these problems but has not been applied to traffic solutions. In other cases it is still too expensive for widespread use. In still other cases, the technology is available but has not been applied to Prescott. Obviously, we cannot predict what technologies the future will bring us, but below are some current technological solutions and their uses:
- Improved vehicle detection systems can be used to improve traffic signal response time and shorten wait times at traffic signals.
- Systems of traffic signals can be networked together to improve traffic flow, decrease congestion, and even encourage traffic to flow at the posted speed limit.
- Variable Message Signs can be used to relay important information to motorists regarding road closings, traffic conditions, or hazardous situations.
- Traffic monitoring technology can be used to monitor conditions on the roads and messages can be relayed to motorists advising alternate routes if needed. Traffic monitoring can also be used to locate accidents quickly and reduce response times for emergency vehicles.
With these solutions applied appropriately, traffic can flow more freely through Prescott, reducing travel time and reducing idle time, thus reducing fuel usage and pollution. More efficient roads can also carry more traffic without additional width.
Case Studies
Atlanta has successfully implemented an Intelligent Transportation System.
6. Integrate alternative fuel vehicles and associated infrastructure into the city’s fleet
Abstract
Integrating alternative fueled vehicles and the associated infrastructure into the city’s fleet will aid in reducing pollution, help the city become more energy independent, and raise the city’s status as role model for the citizenry.
Committee Goals Satisfied
Goals A, C, and E are addressed with this strategy.
Description
Alternative fuel technologies, such as solar/electric, bio-diesel, and Compressed Natural Gas (CNG), empower municipal fleets to reduce their environmental footprint, improve public health, and become more energy independent.
The implementation of each vehicle/fueling technology can be categorized on a spectrum from most expensive, clean, and energy independent to least expensive, clean, and energy independent. For example: Prescott can run their Diesel garbage trucks on bio-diesel, made locally from waste vegetable oil, imported methanol, imported lye, and processed using electricity and water. The resulting fuel would reduce greenhouse gases by roughly 90%. While the cost of new equipment is relatively low, the fuel’s production and use create emissions. It would also be limited by the availability of local waste oil and imported reactants. On the other side of the spectrum, solar/electric would require new vehicles and expensive infrastructure. This option also affords the elimination of point source emissions, a free fuel source, and the ability to provide clean electricity for uses beyond the city’s vehicles.
The implementation of these technologies also provides the opportunity to address the major problem facing citizens wishing to use alternative fuels: neither B100 (100% bio-diesel), CNG, nor solar/electric are available at any local fueling stations.
Additionally, the shift to alternative fuels is a growing priority of the U.S. federal and local governments. As such, we can assume that alternative fuel incentives and technology will progress rapidly.
Integration of alternative fueled vehicles and associated infrastructure into the city’s fleet meets the goals of the study group by:
A. Reducing pollution by reducing both source point and vehicle emissions of greenhouse gases.
C. Providing public access to alternative fueling infrastructure (i.e. solar/electric fueling station.)
E. Reducing environmental pollution (noise and exhaust emissions)
Implementation
With the growing number of fleets integrating alternative fueling options worldwide, implementation in Prescott is quite feasible. The steps needed for implementation should include:
- Identify and include local stakeholders to develop implementation plan
- City staff researching existing programs as a part of the city’s fleet management
- City staff developing a cost/benefit analysis of each alternative fueling scenario
- Host public forums to scrutinize and refine implementation plan
Case Studies
Establishing alternative fuel vehicles and existing U.S. cities’ programs
http://www1.eere.energy.gov/cleancities/
Solar Charging Stations
http://www.autobloggreen.com/2007/05/22/solar-charging-station-for-evs-is-brand-spanking- old/
Solar Electric Power Association
http://www.solarelectricpower.org/index.php?page=about
Metro Light Rail
http://www.valleymetro.org/metro_light_rail/about_light_rail/board_of_directors/project
Electric Cars
wot.motortrend.com/6285981/green/volt-watch-gm-gives-details-on-plug-in-hybrid
Electric Motorcycles
http://www.zeromotorcycles.com/zero-x-php
7. Implement ride sharing program to and from Phoenix
Abstract
A low cost, intuitive database accessible by Internet and phone to organize ride sharing to and from Prescott and the Phoenix area would contribute greatly to a comprehensive transportation system.
Committee Goals Satisfied: A, B and D
Description
A significant number of people commute to and from Prescott and the Phoenix area for work, recreation, events, etc. As the population of Prescott grows, the number of people traveling this route will grow. A city-supported database to organize ride sharing between Prescott and Phoenix would be beneficial to the transportation system of the area. Incentives for people to use the system include reducing the cost of the total trip by splitting it with someone else.
An intuitive website that stresses safety and security is crucial to the success of this idea. The website should be set up so that people browsing the site cannot find out any personal information of others without contact by private message. A moderated forum for members is recommended for information, complaints etc. An automated phone line that can be used to coordinate rides with other members would be convenient. Coordination with taxi and shuttle services to provide a guaranteed ride home in case of emergency would provide security to members of the system.
Some existing programs provide incentives beyond sharing gas money. Examples include drawings, raffles, vouchers, and tax benefits. Such incentives would increase popularity of this idea.
This program could be based on a public-private partnership with all fees taken out of payment transactions aiding the program financially. Research should be conducted, however, to determine the most appropriate model for Prescott. As the idea becomes popular, a ride share program to Flagstaff and Tucson could become feasible.
A ride sharing program meets the goals of the study group by:
A. Reducing pollution by reducing the number of automobiles traveling to and from Phoenix
B. Reducing traffic congestion by reducing the number of vehicles on the road
D. Providing those who cannot or are not fit to drive with the option to be a passenger
Implementation
Steps needed for implementation of a ride sharing program should include:
- City staff researching existing programs as a part of the city’s Transportation Demand Management
- Identify and include local stakeholders to develop implementation plan
- Research undertaken to identify potential tax credits that can be offered to participants
Case Studies
511.org Rideshare, http://rideshare.511.org/
RideshareOnline.com, http://rideshareonline.com/
eRideShare.com Carpool / Rideshare Community, http://www.erideshare.com
Mid-America Regional Council RideShare Program, http://www.marc.org/rideshare/
8. Implement a bike share program
Abstract
Creating a program that loans bicycles to the public for free, or a low cost, for inner-city transportation will provide many benefits. Primary benefits of such a program fall into two main categories: reducing automobile traffic and increasing public health.
Committee Goals Satisfied
Bike sharing programs address all of the study group’s goals: A, B, C, D, and E
Description
Community bicycle programs are one element of an international movement to build environmentally friendly transportation. These programs appear in all shapes and sizes in cities throughout the world. The central concept is free (or nearly free) access to bicycles for inner-city transport.
Most programs are loosely based around one of the following models: unregulated, deposit, membership, and public-private partnership. These models employ a variety of organizational, economic, and technological strategies to achieve maximum bike use while minimizing bike theft.
Bike sharing programs meet the goals of the study group by:
A. Reducing pollution by reducing use of automobiles for short trips inside the city.
B. Reducing traffic congestion by providing a viable nonmotorized alternative for short inner-city trips.
C. Increasing the number of cyclists in a transportation system makes it safer for all cyclists. A community bike share program drastically increases the number of cyclists, creating a network of support for community members capable of riding their own bikes for transportation.
D. Bike sharing programs can accommodate and complement the transportation needs of citizens who are not able to drive an automobile.
E. Bike sharing reduces motorized transportation, effectively reducing noise and air pollution, to improve the ambience and hometown quality of Prescott.
Implementation
With the growing number of successful community bike sharing programs worldwide, implementing a program in Prescott is quite feasible. The steps needed for implementation should include:
- City staff researching existing programs as a part of the city’s Transportation Demand Management
- Identify and include local stakeholders to develop implementation plan
- Host public forums to scrutinize and refine implementation plan
Case Studies
Only a few American cities, including Washington, DC, Chapel Hill/Carrboro, NC, and Ft. Collins, CO have such programs. Portland, OR has initiated programs in the past and plans to implement a new one soon.
International programs include:
• Call a Bike – Berlin, Germany; inaugurated in March 2003
• Citybike – Vienna, Austria; inaugurated in June 2003
• Bicing – Barcelona, Spain; inaugurated in March 2007
• Velib – Paris, France; inaugurated in 2007
9. Implement a car sharing program
Abstract
Car sharing programs provide convenient access to a car when needed, without the cost, hassles, and pollution of private ownership.
Committee Goals Satisfied
Car sharing programs satisfy all of the committee’s goals: A, B, C, D, and E
Description
Car sharing is a growing, worldwide revolution in urban transportation. The basic idea is a network of vehicles available for convenient, short-term use by local residents. Whether run by a city, private company, nonprofit organization, or public-private partnership, car sharing provides significant economic, social, and environmental benefits for cities and their residents.
For residents, car sharing emphasizes affordability and convenience. Vehicles are rented by the hour or day, located near residences and/or businesses, and require minimal effort to check in and out. Car sharing has lower fixed costs and higher variable costs than private vehicle ownership. This price structure makes occasional use of a vehicle affordable, even to low-income households.
It also gives drivers an incentive to minimize their vehicle use and rely on other travel options as much as possible. Car sharing typically reduces average vehicle use by 40-60% among drivers who rely on it, making it an important Transportation Demand Management (TDM) strategy.
The technology of programs varies enormously, from simple manual systems using key boxes and log books, to increasingly complex computer-based systems. The simplest programs have only one or two pick-up points, but more advanced systems have a decentralized network of parking locations stationed in multiple areas. The more established operations usually require a background check of past driving records and a monthly or annual fee in order to become a member. The vehicle is reserved in advance, usually over the Internet or telephone. If a vehicle is not returned at the scheduled time, a high penalty is charged, since it may interfere with other drivers’ reservations. Members are responsible for leaving the vehicles on time, in the agreed parking area, clean and in good condition for the next user. The car sharing company is generally responsible for the long-term maintenance of the vehicles.
Car sharing programs meet the goals of this committee by:
A. Reducing pollution by reducing use of automobiles only to when truly necessary
B. Reducing traffic congestion, as evidenced by the 40-60% average decrease in regular vehicle use amongst users of car sharing programs
C. Providing convenient access to cars for transportation disadvantaged residents
D. Providing an affordable car use option for low-income residents
E. Reducing pollution, the number of cars on the road, and the demand for personal car ownership contributes to a higher quality of life here
Implementation
With the growing number of successful car sharing programs worldwide, implementing a program in Prescott is quite feasible. The steps needed for implementation should include:
- City staff researching existing programs as a part of the city’s Transportation Demand Management
- Identify and include local stakeholders to develop implementation plan
- Host public forums to scrutinize and refine implementation strategy
Case Studies
There are currently 18 car share programs in the U.S. – and many more in the works. http://www.carshare.net provides a list of these, and links to other programs and information worldwide.
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