Should Metrobus drivers announce the fare to passengers as they board? Or does so-called “quoting the fare” put drivers at unnecessary risk?
These questions are at the center of an ongoing debate between WMATA and the union representing Metrobus drivers, Amalgamated Transit Union Local 689. On one side, WMATA has this year been directing drivers to quote fares as part of a broader, system-wide crackdown on fare evasion; on the other, the union recently advised drivers not to comply, asserting that fare quoting increases the potential for passenger violence against drivers.
How did the city’s bus system get here? And what’s likely to happen next? Here’s a closer look:
WMATA’s case for fare quoting
Since 2017, WMATA has told drivers not to quote fares, citing the potential for increased violence. In May, however, the agency issued new guidance.
The shift is part of a broader effort to reduce fare evasion. WMATA said in May that 70 percent of bus riders are not paying their fares, which according to NBC4 is the highest rate in the country, about twice the national average.
WMATA estimated that fare evasion could have resulted in $50 million of lost revenue this fiscal year.
A WMATA spokesperson told Washingtonian that since the agency started its campaign to enforce bus fares—which is part of a larger fare evasion crackdown initiative that includes repairing broken fare boxes and stationing more transit officers on buses—evasion has declined 12 percent.
According to WMATA, assaults on Metro employees have declined 22 percent so far in fiscal year 2026 compared to last year.
Metro General Manager Randy Clarke clarified at a May board meeting that bus drivers are still not expected to enforce fares, but simply announce the $2.25 fare when passengers get on the bus.
“We must restore respect for the system, support our frontline workers and fund the services our customers need,” Clarke said at a news conference in June.
Putting drivers at risk?
ATU Local 689 has advised drivers to not comply with the new fare-quoting directive. This came after a driver was attacked earlier this month, which the union said was because the driver quoted the fare to a rider.
Benjamin Lynn, a press and communications associate for ATU Local 689, said while the union doesn’t condone fare evasion, it was “caught off guard” by the sudden change in WMATA policy.
“There had been no previous discussions, outreach with the union about the possibility of changing that policy, it just kind of came out of nowhere,” Lynn said.
Lynn said WMATA’s previous policy of not requiring drivers to quote fares had reduced the risk of violence against drivers. Since the change, he said, he has heard increased complaints from drivers fearing retaliation from passengers.
Lynn said these concerns led to the union’s guidance to not comply with the policy: “Putting the drivers at risk to try and chase this bus fare revenue isn’t the way and isn’t the magic solution to solve the long-term systemic budget woes WMATA faces.”
Lynn said WMATA should invest in fixing broken or damaged fare boxes and work with the Metro Transit Police Department to combat fare evasion without putting drivers at risk. He also said WMATA should work to fully install protective barriers for drivers on all Metro buses—a currently ongoing process that Lynn said has been slow.
A WMATA spokesperson said nearly 500 buses are now equipped with operator shields, and that the agency aim to have fully-enclosed shields on all buses by spring 2027.
“We believe there is nothing that prevents WMATA from going through and trying different strategies to cut down on fare enforcement without requiring the operator to quote the fare,” Lynn said.
No silver bullets
Fare evasion can be a difficult problem to solve. Bryan Weber, an assistant professor of economics at City University of New York, College of Staten Island, said the reason fare evasion is so prevalent in major metropolitan areas is a lack of deterrence: the threat of punishment is not large enough since it’s so unevenly enforced.
“People don’t believe it’s something you have the power to do operationally, and it sounds like if 70 percent of people aren’t doing it, they’re right,” Weber said.
Citing a study by the Metropolitan Transportation Authority in New York which found that implementing free fares on certain bus routes decreased verbal and physical assaults on drivers by about 32 percent, Weber said free fares can help protect drivers—assuming systems can afford the lose revenue.
In fiscal year 2026, WMATA said fares made up 10 percent of its revenue.
Janeese Lewis George, DC’s presumptive next mayor, has stated she wants to make buses free for residents who receive Supplemental Nutrition Assistance Program benefits. The city has attempted to make buses free for all residents before, but the policy hasn’t stuck.
Weber said that fare inspectors—dedicated personnel whose job is to enforce fare evasion on public transportation—are likely the best solution. New York City’s MTA has recently begun introducing inspectors to its systems, and San Francisco has upped fare inspection personnel this year to respond to increased fare evasion. Preliminary research has shown that the practice can be effective in reducing fare evasion, but more data is needed.
Given the prevalence of evasion on Metrobus, Weber said, any efforts to reduce it will require patience: “These aren’t overnight solutions, these are long-term solutions where you’d have to lead the public slowly over time to compliance.”
