Traveler Response to Transportation System Changes Handbook, Third Edition: Chapter 5, Vanpools and Buspools (2005) / Chapter Skim
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Pages 20-28
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From page 20... ...
Additional discussion of the influence of pickup time is provided under "Related Information and Impacts" -- "Indicators of Market Potential" -- "Service Attractiveness Guidelines." The average former auto commuter among Golden Gate vanpoolers and the average Maryland vanpooler (typically a prior auto user) endured 11 to 12 minute one-way travel time increases over their former commute.
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From page 21... ...
. Some early employer vanpool programs had a similar focus, but fairly early on, programs began reporting more diverse access modes, as illustrated in Table 5-7.
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. To make riders more comfortable about leaving the car at home, many vanpool programs incorporate a "guaranteed ride home" service.
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Public Agencies (all levels of government; regional bodies; transit agencies) Free rides for driver 44% 57% 44% Driver has weekend use of van 46 33 49 44 Flextime 45 27 Free parking 36 72 27 Guaranteed ride home 41 58 13 Subsidized bus/transit fares 31 48 17 Subsidized vanpool fares 36 48 19 Note: See the text which precedes Table 5-12, and the Table 5-12 note, for more information on the conduct of this survey.
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. 5-23 Table 5-10 Results of TVA Knoxville Headquarters Ridesharing/TDM Program and the Provision of Financial Incentives Before TDM Nov.
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investigators have attempted to quantify for Puget Sound commuters the effect on vanpool mode choice of financial incentives. Their research used employer surveys and employee travel data generated by Washington State's Commute Trip Reduction program requirements.
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From page 26... ...
Available investigations present a varied picture, one in which some reports and research results indicate little or no sensitivity to fares, but other reports and results strongly suggest a high vanpool fare elasticity, even into the elastic range in some instances. Overall, it seems reasonable to conclude that while vanpool fare elasticities may vary widely, their average is in the inelastic range but significantly larger than -- indeed roughly double -- the −0.4 average for local bus transit fare changes.4 In the late 1970s, a 20 percent fare increase for Commuter Computer vanpoolers in Southern California led to a 14 percent drop-off in vanpooling among those not receiving a subsidy.
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From page 27... ...
Looking at the available findings, and giving extra weight to the recent and less problematical Puget Sound area and Denver-Boulder VanGo results, average vanpool fare elasticities seem to mostly fall in the zone of −0.65 to −0.95, but with individual vanpool and buspool results ranging from no discernable impact to elastic response. Preferences, Privileges, and Intangibles When Pace VIP vanpoolers were asked what they liked most about the vanpool program, they gave convenience, cost savings, and avoiding driving as the top responses (15 percent each)
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From page 28... ...
The 23 percentage point differential between the Katy HOV lane percentage decline in vanpooling, and the less precipitous decline for Houston as a whole, held again in 1987. At this point, the Katy HOV lane AM peak hour vanpool count was 21 vans.
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