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they could just as well do in their homes Why are tax dollars consumed by their demand for highways, parking garages, and other wasteful forms of transportation infrastructure that only serve to breed more congestion The primary direct benefits of telecommuting occur from the reduction in travel required by the employee and the reduction in infrastructure costs at the office. But a significant secondary benefit is a reduction in congestion costs. The Texas Transportation Institute s Urban Mobility Study report estimates the costs of traffic congestion in 68 urban areas.6 Its 2001 report states
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Congestion costs can be expressed in a lot of different factors, but they are all increasing. The total congestion bill for the 68 areas in 1999 came to $78 billion, which was the value of 4.5 billion hours of delay and 6.8 billion gallons of excess fuel consumed. To keep congestion from growing between 1998 and 1999 would have required 1,800 new lane-miles of freeway and 2,500 new lane-miles of streets or 6.1 million new trips taken by either carpool or transit, or perhaps satisfied by some electronic means or some combination of these actions. These events did not happen, and congestion increased.
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Analysis of the TTI report shows that 80 percent of these $78 billion in costs occurs in only 24 cities (comprising most of the larger cities in the United States), and 90 percent occurs in 36 cities. In Los Angeles, traffic congestion imposes estimated costs of $1,000 per person per year. Various studies estimate that 20 to 40 percent of jobs permit telecommuting at least part of the time. If we assume that 30 percent of the jobs permit telecommuting an average of 20 percent of the time (1 day per week or 50 days per year) and that the average commuter trip for a telecommuter is 20 minutes, we can calculate the potential savings in travel costs and congestion. The savings in travel time is as follows: (180 million civilian labor force) (30% possible telecommuters) hours/year) ($6.20/hour) $11.1 billion per year Similarly, the savings in travel costs are as follows: (180 million civilian labor force) (30% possible telecommuters) miles/year) ($0.3/mile) $7.3 billion per year (450 (33
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The hourly value of $12.40 is used in the congestion analysis by the Texas Transportation Institute in its urban traffic studies discussed here (Texas Transportation Institute. The 2001 Urban Mobility Report. College Station, TX: The Texas A&M University System, May 2001, http://mobility.tamu.edu).
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Summing up, the potential savings from telecommuting is $11.1 billion per year travel time for telecommuters, $7.3 billion per year for travel costs, and $4.7 billion per year for reduced (external) congestion costs, yielding a total savings of over $23 billion per year. Note that this is not an estimate of the savings from the accelerated deployment of broadband access; this is an estimate of the total transportation system savings from the widespread adoption of telecommuting. Assuming that these savings grow at a rate similar to the general growth rate we assume for the economy, these savings could be as much as $30 billion in 10 years. Why do commuters persist following an Industrial Age habit in the Information Age Sadly, we have translated the drill press as the computer. Instead of a factory, we now have paperwork factories in the form of downtown office buildings and outlying office parks. If our white-collar work force could only break out of their Industrial Age lockstep mentality and work at their homes or local teleworking centers, a meaningful percentage of our traffic would simply evaporate. One objection to this solution for traffic congestion solutions is that white-collar workers need face-to-face contact to coordinate their work. True, but does it have to be exactly at 8 A.M. through 5 P.M. Monday through Friday Wouldn t attendance at biweekly staff meetings suffice, the rest of the time being spent at home offices or teleworking centers nearer to home Another objection is the need for socialization. First, one would speculate that if one s only friends are those in the office, that individual should work at getting a life. Secondly, does that socialization have to be all day Monday through Friday We can take our cue from America s first home workers: farmers. Much of rural day-to-day socialization evolves around a visit to a neighbor for coffee or a stop in the local caf for the same. This practice could be adapted in suburbia. A more concrete objection, especially among high-tech workers, is the need for expensive computers with high-speed connections to the Internet. Many corporations who have weighed the cost per square foot of maintaining work space in downtown offices or out at the local tech center have found it cheaper to send their people home with an expensive computer and offer the employee a stipend for his or her home office. Competition to offer high-speed Internet access to the home by phone line, cable TV, or wireless would negate this Internet bandwidth objection. So is there a high-tech, expensive solution for our so-called traffic problem that elected leaders can plan and impose over the next few decades The best thing elected leaders can do is nothing. Once traffic becomes enough of a painful experience, those that don t have to brave traffic morning and night simply will not do so. They will stay home to do their work.
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