Downtown Vanpool Program by Institute of Urban Studies

A Report

from

The Center for Economic Development Research and Service Institute of Urban Studies School of Urban and Public Affiirs University of Texas at Arlington

DOWNTOWN. VAN POOL PROGRAM Submitted to the Central Dallas Association . t ~

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April,1995

Report 95-7

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UTA 1895-'995

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A Report from

The Center for Economic Development Research and Service Institute of Urban Studies Schoolof Urban and PublicAffairs University of Texas at Arlington

DOWNTOWNVANPOOL

PROGRAM

Submitted to the Central Dallas Association Carolyn Holland Martha Fujauski Molly McCall

April,1995

Report 95-7

UTA 1895-1995

This publication

was prepared

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the Center for Economic Development Research and Service at the University of

Texas at Arlington. The statements, findings, conclusions and recommendations in the report are those of the authors and do not necessarily reflect the views of the Economic Development Administration,

US Departmenl of Commerce.

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ACKNOWLEDGEMENTS

There are many people that helped In providing the information and time that allowed us to do this project. We would like to thank them for their help Professor Jim Kunde, University of Texas at Arlington Michelle Saye, VPSI. Miguel DeValle and Larry Fonts, Central Dallas Association Tony Mendoza and Kristi Schmid, Dallas Area Rapid Transit System. Debbie Suner, The T in Fort Worth The Greater Dallas Chamber of Commerce. The many survey respondents that gave us valuable information on the current system. And, everyone else, w ithout whom we could not have accomplished this project.

TABLE OF CONTENTS

1) Goals and Objectives

Background

3) Air Quality Control Initiatives

4) The T's Program

5) VPSI Survey

6) Advantages of Vanpooling

7) Recommendations for Vanpool Program for Downtown Dallas

Appendices: A. Overview of the T's Program B. Example Van pool Applications C. The T's Fare Structure D. Businesses and Parking Garages on the Pedestrian Way

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GOALS AND OBJECTIVES

GOALS AND OBJECTIVES OF THE CENTRAL DALLAS ASSOCIATION'S VANPOOL PROGRAM

GOAL:

OBJECTIVES:

To reduce the number of single occupancy vehicles traveling into the Dallas Central Business District by operating a pilot vanpool program. Through implementation of this project, the CDA aims to contribute toward efforts conducted in the DallasIFort Worth area to meet the air quality standards imposed by the Clean Air Act of 1990. 1) Develop business plan to initiate vanpool program in the Central Business District. \

2) Identify parking garages linked to the underground walkway that are likely to be used for parking by the van drivers and arrange for prime parking spaces to be used by the vanpool. 3) Target and identify companies along the underground walkway/sky bridge connections having 100+ employees. 4) Gamer support from at least ten of these target companies to participate in the vanpool program. 5) Identify ETC's (Employee Transportation Coordinators) to help coordinate the program within their respective companies. 6) Identify and target employees that live outside the LBJ Freeway to participate in a vanpool program. 7) Provide vans to the ten companies that choose to participate in the program. 8) Generate public interest in the vanpool program by affixing an appropriate logo on the vans to advertise the program.

BACKGROUND

BACKGROUND The Dallas area is currently one of four federal clean air non-attainment areas In Texas The area is classified as a moderate violator. The punishments that will be imposed on the area if it does not come into compliance by 1996 are expensive and \\111decrease the economic viability of the region. Vanpooling is one way to decrease the level of ozone in the air and will hopefully help the area to meet the requirements of the law.

Histon' of Clean Air The Federal Clean Air Act Amendments of 1990 were passed under the administration of President George Bush. The original 1970 Federal Clean Air Act established air quality standards for six major pollutants: particulate matter, sulfur oxides, carbon monoxide, nitrogen oxides, hydrocarbons, and photochemical oxidants (Grolier, 1993). The Environmental Protection Agency (EPA) established National Ambient Air Quality Standards (NAAQS) for ozone as well as these other air pollutants. The Texas Natural Resource Conservation Commission (TNRCC) is the state agency in Texas responsible for making sure that all areas in the state are in compliance with the standards. The standard for ozone is 0.20 parts per million (ppm). Areas that do not meet the minimum standard for any of the pollutants are called non-attainment areas. Each area that is in non-<:ompliance for ozone is classified by how far its air quality is off of the set federal standard. They are classified as Marginal, Moderate, Serious, Severe I or II, or Extreme. ,ie 1990 Federal Clean Air Act requires that measures be adopted to decrease levels of ozone in any area that is in non-attainment. A State Implementation Plan (SIP) is necessary to create a program that will decrease the emissions of volatile organic compounds (VOC's) by 15 percent from a base year of 1990 (Issue Paper 2).

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Texas has four non-attainment areas: DallaslFort Worth, Houston/Galveston, Beaumont/Port Arthur, and EI Paso. The DallaslFort Worth non-attainment area contains the counties of Dallas, Tarrant, Collin, and Denton and is currently classified as a Moderate violator. This is the lowest classification of the four non-attainment areas in the State. Beaumont/Pen Arthur and El Paso are classified as Serious violators, and Houston/Galveston is classified as Severe ll. The actions that must be implemented vary according to the classification of the area. Luckily for Dallas/Fort Worth, the rules that we face as a Moderate violator are, relative to the other failing areas in Texas, not incredibly stringent. The punishment for not meeting the standards, though. are very tough. We could face lack of highway funding (although even the most severe violators have yet to have that punishment reaped upon themselves) and could face more stringent regulations in the future. As of August 13, 1994, the Dallas/Fort Worth area failed to meet the requirements of the 1990 Amendments and had more than three violations at one of its Air Monitoring Stations. This means that without an extension from the EPA,

-----------------------------the area will be moved up into the next level of violator- Serious complying to the rules outlined for cities in that classification.

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and will be subject to

Ozone The maximum for ozone, according to Federal Standards, is 0.20 pans per million. Ozone is the nation's most common pollutant. It is created when nitrogen oxide from unburned fuel and volatile organic compounds released from cars, manufacturing plants, and other sources combine and are "cooked" by sunlight. The most common time of year for high ozone levels is during the summer months when the sunlight requirement for ozone is present. Many people are confused when we talk about getting rid of ozone. After all, isn't that what protects us from dangerous ultraviolet rays from the sun? Isn't the lack of it the cause of increased skin cancer? Well, yes. But that is the ozone layer that is twelve/to thirty miles above the earth. There is a hole in that Ozone layer that causes much concern for those reasons specifically. The ozone that pollutes, and is heavily monitored, is ground level ozone. It is the same product - an isotope of oxygen- it is just not meant to be inhaled. Ozone is known to cause a plethora of health problems including bronchitis, shortness of breath, stinging of mucous membranes, and painful, teary eyes. It is especially dangerous for children and the elderly. Ozone also damages crops and erodes buildings. The exact adverse effects created by too much ground level ozone are not known, but it is sufficient to say that it poses a substantial health risks to the weakest members of our society.

Costs The current direct costs are pretty straightforward, We are currently classified as a Moderate violator. Under these conditions we are required by federal law to decrease our ozone emissions by, after a confusing formula, what turns out to be essentially 15% or 145.93 tons per day. There are specific plans that, by federal law, we are required to implement. There are many other plans that, in order to comply with the standard, we have chosen to do to decrease our levels to an acceptable jpoint. The required plans are as follows: I. First and foremost, we must decrease the 1990 ozone level by 15%. 2. To accomplish this end, we are required to have Stage Il Vapor Recovery Systems for the refueling of automobiles. 3. We must have the Basic Inspection and Maintenance Program (lIM) for all cars registered in the four county non-attainment area. 4. We must have the Basic VOC and NOx Monitoring. 5. And, we face an offset requirement of 1.15 to I (DART 4).

,..----------------------------, Additionally there are five other areas that we have targeted to decrease the ozone level: the use of only reformulated gasoline, the requirement for auto body shops to reduce VOC's by using paints with lower VOC contents, the requirement that all gasoline engines with 25 horse power or less have catalytic conveners, the implementation of transportation control measures, and controlling the VOC's from decomposing garbage (SIP 5). TIle indirect costs of being a Moderate violator are decreased business expansion and

relocation. There will be less Jobs available to citizens in the area. Already the issue is burning in the minds of local economic developers. Issac Manning, a developer with Alliance Airpon talks of being on a short list for a manufacturing site for McDonnell Douglas. It was a S4 billion plant site and the first three questions asked by the manufaeturerwere about air quality (DMN 7/31/94). There is another story ofa company that chose to relocate to Albuquerque, New Mexico primarily because the area was not designated as a non-attainment area.

Dallas as A Non-AUajnment

Area

According to the rules outlined in the Clean Air Amendments, DallaslF ort Worth was to have no more than three violations at any of the eight air monitoring stations in the area. On August 12, 1994 we had a third violation at the Keller monitor which, without an extension from the EPA could move us into the Serious violator status The ramifications of becoming a Serious violator are tremendous. Many things will happen. First, the current four county area will be expanded to include the eight surrounding counties of Ellis, Henderson, Hood, Hunt, Johnson, Kaufman, Parker and Rockwall. The citizens of these counties will face the same regulations as the current counties. Additionally, New Source Review (NSR) will be required for companies that emit 50 tons of pollution per year. Currently, as a Moderate violator, the NSR is for companies that emit 100 tons or more per year. Another major change that will occur as a Serious violator will be that companies with 100 employees or more will be required to prove that twenty-five percent of their workers do Dot drive alone to work. If they fail to implement this, or to prove it, they could face major fines.

Already hampered by the label of Moderate violator, the DailaslFort Worth area will have even more problems in economic development if they are moved to the Serious violator status. Charles Elliot, an employee with a New York relocation consulting firm warns that air-quality and compliance are big issues. He cites an example of a suburban New York company that estimates its cost of complying with the regulations to decrease the amount of travel per employee to be $400 per employee per year (DMN 7/31194). Additionally, the change in the requirement of NSR from companies that emit 100 tons per year to 50 tons per year is a huge disincentive for relocations and expansions to the area

AIR QUALITY CONTROL INITIATIVES

.----------------AIR QUALITI' INITIATIVES

Wb)' Implement Air Quality Initiatives Demographic growth patterns indicate that three million new residents per year are added to urban populations. These changing demographics are also increasing our reliance on roads as more workers, commuters, and single parent households are now driving. Most atmospheric pollution arises in the urban environment. The majority of this contamination is imposed by automobiles. Cars and trucks are the main source of carbon monoxide which is released when fuel does not burn completely. They are the most polluting modes of transportation per mile. The most important component of smog is ozone, a gas that is toxic on contact to most living organisms and is often the cause of eye irritation and respiratory problems. The cost of health related problems due to lI'ir pollutants are escalating. Evidence is accumulating on the importance of clean air. The ramifications of the Clean Air Act are far reaching. Its aim is to sharply reduce urban smog. The law affects businesses large and small, as businesses will be required to participate in pollution control equipment and measures. If the region does not address our air quality nemesis, business expansions and relocation's could be held in abeyance and trip reduction edicts imposed. If the situation is not rectified. federal mandates could impose sanctions that would hinder economic growth within the region. Data indicate that public transit ridership is fairly flat despite added routes and buses According to the 1992, Information Please Environmental Almanac, in the state of Texas, workers commute by public transportation only 2.3% of the time. They carpool 21%, and drive alone 70% of the time. The total miles driven per year are 156,458 million miles, or 8941 miles per capita. Transportation Demand Management Programs facilitate congestion management along major arteries within the central business core. Transportation management associations have formed an ekistics developmental alliance to address policy issues, programs, and services regarding local transportation issues. In the wake of new federal government guidelines and mandates regarding environmental issues, these partnerships serve as collective forums to promote alternate forms of transportation.

Current Initiatives Transportation Control Measures (TCMs) have been enacted as part of the State Implementation Plan to meet the Federal Clean Air Act Amendments of 1990. They include credit for improved mass transit, roadway improvements, HOY lanes, and

synchronized signaling. These congestion reduction measures enable improved traffic flow. Additional Transportation Control Measures include: •

Improve public transit participation.

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Decre->e single vehicular occupancy. (SOV)

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Increase high vehicular occupancy. (HOY)

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Promote shared ride services and alternative transportation modalities

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Support employer based transportation solutions.

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Promote Vex: emission reductions.

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Establish trip reduction and incentive strategies.

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Support ozone alert programs.

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Support programs that limit or restrict central business district.

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Support of pedestrian and bicycle programs.

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Support programs that utilize mass transit and non-auto travel.

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Support of employer sponsored programs to permit flexible work hours.

soy use during peak travel

areas in the

Individuals have the most significant impact on their transportation energy use by altering their transportation patterns. Switching commuting modalities can reduce energy consumption by 42·;' by taking the bus instead of driving a car, 52% by utilizing commuter rail service as opposed to SOY driving, 66% by carpooling, and nearly 100% of transportation energy by biking or walking. To encourage alternate transportation initiatives, a number of programs are being implemented throughout the country including: Carpooling _ ride sharing of two or more individuals to work at least once a week. yanpooling _ a group of7-15 commuters that share expenses of traveling to and from work on a regular basis. "

Buspooling - a group of 16 or more riders utilizing bus transportation to travel 25 or more miles to and from work.

Public Mus TrlQsit - bus or rail service. Flntime - variable work hours chosen by the employee each workday. It permits flexibility and expands office coverage. Compres,ed Work Week - working less days per week or pay period, but longer hours per day. Remote ParkingÂˇ designated peripheral parking area with a group shuttle to another location.(Park & Ride) BiryrlelWalking - for short distance commuting or connecting to other modes of transport. Commuting distance is usually within 2 miles for walking and within 5 miles for biking. (Dallas County has over 500 miles of bike routes). HOY Lanes - high occupancy vehicle lanes used to transport buses, vanpools, & carpools during peak commuting hOUTS.It can reduce traffic congestion by as much as a 3:1 ratio. The goal is to reduce traffic congestion by increasing the mobility of more people in less vehicles. Preferential Parking - Preferential parking allows vanpools and carpools a choice parking location as an incentive to ride-share. This is a benefit to the employee due to convenience and a benefit to the employer due to reduced parking costs and space requirements. Transit Voncber Pro:rams - Tax free employer assisted coupon exchange program to encourage employees to commute to work by public transportation. This transit voucher is usually worth SI5.00 per month. per employee. Federal Parking Ca,b-Out Initiatiye - This is an employer tax incentive program that permits businesses to deduct the costs of cash-out programs from Federal taxes. A cashout program is where the employer offers cash or transit passes to employees instead of paying for their parking costs. Puking PI" Prozram â&#x20AC;˘ the plan operates by selling bus pass Commuters vouchers that allow them to use downtown parking. The vouchers are discounted to cost only S3.00 per day and the commuters are allowed to purchase up to four per month. The parking vouchers are valid at all downtown parking garages on any day that the commuter chooses to drive instead of riding the bus. This enables the bus commuter to have the flexibility to drive on days that they will need to run errands.

-----------------r-----------------====;=;;...-, Ozone Alert Pr~r.ms â&#x20AC;˘ special preventative measures that are enacted on days when the conditions exist that will likely cause the ozone levels to rise above the legal allowable limit set by the Environmental Protection Agency. Reformulated !,asoline - contains no lead or heavy metals and is designed to reduce urban smog. Effective }-1-95, reformulated gas is required in the DFW non-attainment area. Reformulated gas has the current smog reduction capacity to lower hydrocarbon emissions from cars by 15%. Congestion Pricing - assessing premium fees for use of congested corridors during peak hours.

High Tech Solutions InformatioD SyStems - Systems Integration is a communication process that permits multilevel access to shared information from city and other government officials, departments, agencies, and organizations. Systems integration is the information processing system that affords computer systems to link databases with local area networks and can electronically process massive amounts of data necessary to plan, design, and run transportation systems. Systems integration combines computer and communications hardware, software, and network links into an information supersystem. Mobilib' Management - a comprehensive transportation management service delivery system encompassing a multitude of public/private providers of multi-transport modalities. This infrastructure links all forms of transportation and facilitates: a intermodal transportation marketplace of information. It is a technologically integrated one stop transportation shop that functions as a travel agency clearinghouse. It operates in an automated format including routing, scheduling and dispatching of vehicles, processing fiscal transactions through the electronic fare collection system, and tracking records on the com puter database system. The precursor to the Mobility Manager System arose from the DOT's Intelligent Vehicle andHiglrway System (IVHS) program. These systems incorporate the latest technologies with comprehensive visionary transportation planning by utilizing geographic information systems (GIS), advanced database systems, electronic payments known as smart cards that contain computer chips to track transactions, automatic vehicle locator systems, and computerized dispatching of vehicles upon demand. Computerized Traffic Signage - automated traffic signaling efficiently controls traffic flow parterns. The city of Dallas operates on a computerized grid system which calculates traffic counts and accesses peak traffic control management. in which sensor systems anticipate mobility patterns.

Irlf('ommutin£

- The process of working at alternate locations besides the office. It

often entails utilizing communications technology to transport Information rather than individuals. Employees often work out of their 'homes on personal computers, at neighborhood work centers, or satellite offices located near then residences This arrangement is usually limited to no more than four days per week Advantages of Teleeommuting

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Employer Benefits" Decreased absenteeism. Decreased turnover of personnel. Decreased overhead. lncreased productivity.

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Employee Benefits' Decreased commuting time, cost, and stress. lncreased flexibility. Improved working environment. lncreased employment opportunities.

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CommuniI)' Benefit'· Decrease in peak hour air pollution, traffic congestion, and fuel consumption. Decrease in transportation maintenance costs. Increase opportunities for employment for the mobility-limited. Manipulation ofland use and density patterns so jobs align with housing.

Conclusion Transportation management for the city of Dallas is necessary to rectify its current status as a Moderaie violator of the EPA standards, Recommendations include: 1. Install a visitor counting system to record visitor traffic flow patterns and building utilization. 2. Separate pedestrian and traffic flows. 4. Utilize temporary portable signs to direct traffic flows during special events.

5. Utilize electronic billboards on major thoroughfares to notify commuters of traffic flow conditions. 6. Develop an inner ring/outer ring road system around the CBD to control traffic flow ISsues. 7. Utilize a vehicle counting system to determine usage and traffic flow in the CBD 8. Establish a coordinated professional traffic management team to address traffic conditions. 9. Improve sign notation and Ramp Signs for travel routes through the CBD. 10. Develop a computerized traffic and parking management program to estimate traffic flows and parking needs including necessary contingency plans. II. Develop additional ancillary parking solutions, such as, remote parking Shut11es 12. Establish a Parking Pass Program for the Ciry of Dallas. 13. Devise a parking identification and location system. 14. Utilize electronic billboards to advertise transportation and air quality special events, fairs, and exhibits. IS.1rlStall maplinformation kiosk's at strategic locations on ride share matching. 16. Expand pedestrian system to provide a continuous linkage to include peripheral areas such as Dallas City Hall, The Arts District, and The West End. 17. Continue to work with Dart to develop Transit Center's for the future. Because of the trend toward cleaner air and the emphasis now placed on solving our pollution problems, we have several, independent attempts to decrease pollution. But just by the sheer enormity of the problem, is it becoming obvious that one solution alone will not do it It will take a holistic approach to solve this problem. Innovation and cooperation will be the keys to solving our transportation challenges. The public must be prepared to pay the price of pollution control measures now in order to reap the economic and health benefits in the future. It is vitally necessary that all citize a whole and participate in solving the air pollution quagmire.

THE T'S PROGRAM

THE T REGIONAL VANPOOL PROGRAM: A SUCCESSFUL SYSTEM IN ACTION Riston' The Fort Worth Transportation Authority, more commonly known as the T, is located in Fort Worth, Texas. It provides a full range of commuter transportation services that includes, but are not limited to, employer nip reduction programs, public bus service, carpooling, and vanpooling, Following is a discussion of its vanpool program which has proven to be an effective means to reducing the number of savs traveling in the Dallas/Forth Worth area. The T started its vanpool services in the 1980s through a concerted effort with the City of Forth Worth. The program began operating with six (6) vans. The City' later discontinued its involvement with the T's activities, but the T has continued to operate. It increased its pool to thirteen (13) vans in 199 I, forty-one (41) in 1994, and sixty-one (61 ) in 1995. The van fleet is steadily growing. The T currently has a waiting list of riders, as vans on order has not been received. (See Appendix A for a brief overview of the T's Regional Van Program.)

PromotjoD of the Program During the early phase of the program, the T depended on advertisements in newspapers and the efforts of its representatives to personally solicit assistance and cooperation from various employers to promote the benefits of the program. They had to sell the program to employers, employees, and the public. They initially targeted employers who had 100+ employees. Those early efforts provided the springboard that thrust the program to the point of popularity that it holds today. The T no longer has to pursue support of employers and riders as aggressively as it did in the past lnstead, employers and potential riders often approach the T requesting information and assistance to initiate a vanpool, This frees the Ts staff to focus more on other aspects of the program. Where it once targeted companies with 100+ employees to get the program up and running, it now targets companies with 500+ employees. The Ts representatives provide employers with information and materials such as leaflets; newsletters; flyers; and posters, when requested.' As, a special effort., it coordinates activities with employers to hold transportation fairs where rideshare information is disseminated to employees and the public. Special incentives and prizes are awarded to employees to encourage their attendance at the fair and garner their interest. These incentives may include such items as mugs, pens, and key chains bearing the Ts logo along with the rideshare telephone number to call for more information.

To further heighten the public's awareness of the vanpool program, the vans display the Ts logo along with a phone number to contact for anyone interested in starting or joining a vanpool. There have been occasions where individuals have seen the vans and followed them to convenient points where information could be obtained from the drivers. Additionally, much of the program's present success can be attributed to wordof-mouth advertising or promotion.

SeO'irrs Provided The T assists various groups to initiate and implement vanpools. Its services include assistance with formation of rideshare groups, assistance to employers in conducting employee surveys to gather information, and providing appropriate training to ETCs. It aids in linking potential riders and drivers who all generally live and work in the same areas. The T coordinates activities between an interested driver and a van management company that approves the driver and makes a van available once a group is formed. \

Once a vanpool is placed into operation, the T subsidizes the cost of the pool with funding received from the Congestion Mitigation Air Quality (CMAQ) grant. This is a two-year federal grant received from Washington, and it will expire December 31. 1996. However, the T anticipates additional money to become available as long as controlling air quality continues to be a high priority for the nation. The subsidy provided via the grant has been instrumental to the success of the program. The subsidy provides partial payment of the monthly van fixed costs and pays for the purchase of fuel. To be eligible for the subsidy, the van trip must originate and/or end in Tarrant County. The service area mainly encompasses the Counties of Erath, Hood. Johnson, Parker, Palo Pinto, Sommerwell, Tarrant, Wise, and Dallas. However, other counties may be incl uded as well.

Van Availability/Arrangements Vans may be provided through two (2) sources. One, a commuter may choose to operate his/her personal van. In this arrangement, the owner must secure the proper insurance coverage and provide for maintenance/repairs. The second, and most common source, is through a van pool management company which serves as a third party to the Ts program. The driver or employer leases a van from the management company. The T presently has a third-party contract with Van Pool Services, Inc. (VPSI) to provide vans. (See Appendix B for a sample of the "Commute Vanpool Application" submitted to VPSI by the driver to obtain approval to lease a van.) Under this arrangement, vans are leased month-to-month without the restriction of a long-term lease agreement. Therefore, if use of the vanpool becomes unsatisfactory at any time. the driver can cancel the lease. VPSI requests the dnver to give thirty (30) days' notice before canceling the agreement. VPSI is responsible for securing the proper insurance coverage and providing for maintenance/repairs. The insurance provides comprehensive coverage that exceeds both state requirements and the minimum recommendation for commuter services. The vans

.., are serviced by the dealer when repairs are covered under warranty. All other repairs may be performed at a number of automotive service centers or garages approved by \!PSI. The designated service centers give priority to vans used in the van pools: therefore, a minimal amount of waiting time is needed for routine repairs and maintenance. If a van is placed out of commission due to emergency repairs, accidents; or otherwise, a loaner is provided If a loaner is not available at the appropriate time, other arrangements must be made: for example, use personal car, carpool, taxi, and so on. In this case, the riders are reimbursed or given credit for the cost incurred. The vans are up-to-date models and maintained in good repair. They have a good track record for dependability. Therefore, need for a loaner or other mode of transportation very rarely arises. Generally, two (2) van sizes are available: nine-passenger and fifteen-passenger sizes. The nine-passenger van is the size of choice as it is easier to drive and also easier to fill since it only needs nine (9) riders. A minimum of four (4) passengers plus the driver must be available to initiate a group for a van of this size. The fifteen-passenger van requires a minimum of nine (9) passengers plus the driver. If ridership on the larger van drops to not more than nine (9) passengers for three (3) consecutive months, the group is switched to the smaller van. If the smaller van's capacity drops to not more than three (3) riders for three (3) consecutive months, the group either must pay the full van fare or the T will recommend disbanding the group.

Determipatjon ofCQrnmuter

Costs

The total monthly cost of the van is established by VPSI, and the riders equally share the total cost less the amount subsidized by the T. The driver, however, rides free and the backup driver rides for half price. The rate established by VPSI covers a flat monthly fixed cost which includes the cost for the vehicle itself, insurance, and maintenance/repairs. The Tates vary depending on the estimated number of round-trip miles traveled. In addition to paying their share of VPSI monthly charges, the riders must also equally share the cost for parking, if any, and for the upkeep of the van, that is, cleaning and washing. Tne T determines the. monthly fare that each rider pays, based on the trip's county of origin (not miles traveled). The fares are a bit arbitrarily established without a concrete identifiable basis. The base fare is $40.00 for trips that originate in Tarrant County. Monthly fares are proportionately increased for trips originating in other counties, depending on their locations distance-wise. The fares collected from the riders do not pay the full actual cost charged by VPSI. The T pays the remaining balance with the subsidy provided by the CMAQ grant The grant does not stipulate a specific amount that can be supplemented, nor does it limit the amount. (See Appendix C for supporting data on the Ts fare structure which specifies the monthly fare each rider is required to pay as well as the acruaJ total monthly van cost established by VPSI.)

Fuel for the vans is purchased with a credit card provided by the T, and the card can be used at I number gas stations designated by the 1. The credit card company bills the T for fuel purchases The fuel cost is covered by the grant subsidy. The T bills the driver for any fuel purchased for hislher personal use. The driver is provided a generous allowance for fuel based on the estimated number of commuter miles traveled; this estimate is pre-determined by the T with consideration given to the area that should be traveled. Any miles exceeding the pre-determined amount are considered to be for personal use.

Driycn' RcspQosibilitjcsIPrjyjlcges The drivers are responsible for coordination of their respective vanpools, They collect the fares from the riders at the beginning of the month and submit the payments directly to VPSI. They must also complete and submit monthly reports to VPSI and the T. They recruit new riders as needed, although they are assisted in this function by the T, VPSI, and other riders in the pool. The drivers collect the necessary passenger informafion to enroll riders. (See Appendix D for a sample of the "Passenger Registration Form" used to sign up new participants.) The drivers also take the vans for servicing, including repairs and maintenance. Further, they are responsible for keeping the van clean: washing, sweeping, and so on. The drivers pick up passengers at their respective homes or more normally at common collection points such as park-and-ride facilities and shopping center/grocery store parking lots. They transport the riders to their respective jobs and rerum them to the collection point(s) at the end of the day. The drivers must be dependable and punctual and insure that riders are likewise, for it is imperative that the commuters arrive at their destinations promptly. When a driver cannot be available, the backup driver fulfills that function. The drivers must adhere to any rules established by VPSI and/or the T. In exchange for taking on the above responsibilities, the driver may use the vans for their personal needs when the van is not required for commuting purposes. They are given unlimited miles for personal use, and their spouses are allowed to drive the vans as well.

Emergj:ocy Traosportation If an emergency arises, such as illness or unplanned overtime, which causes a rider to miss the van during the regular running time, the T provides emergency transportation via taxi. This "guaranteed ride" is limited to twice in a three-month period. When using the taxi under this condition, the rider must show his/her identification card provided by the T and must pay ten percent of the total fare and the tip. This system has been rarely utilized by vanpool riders.

Conclusion The Ts Regional Vanpool Program began on a small scale with six (6) vans and has grown into a highly successful operation consisting of a fleet with sixty-one (61) vans. It has a growing need to add more vehicles. Because the program has operated so effectively and has become so well established and well known, potential participants (riders and employers) often initiate contact with the T to form new vanpool groups. In fact, there is a number of riders waiting for vans to start new groups. Special incentives such as the fare subsidy are provided to encourage ridership. The T anticipates continued, steady growth of the program as the Dallas/Forth Worth area engages in efforts to meet the air quality standards imposed by EPA Vanpooling has proven to be an effective means of meeting air qualiry goals by helping to reduce the number of SOVs in operation. The vanpool provides a convenient and more economic alternative to use of personal vehicles. Depending on the size of the van, a single v~n can replace the need for eight (8) or fourteen (14) SOY's. . Research has shown that SOVs are major contributors to the air quality problems. The Ts program is only one example of the trend that is growing across the nation to use vanpooling as a viable alternative to SOVs. The T stresses that one key to the success of its program is that its implementation is kept as simple as possible. Further, it continuously strives to gamer the support of employers, employees, and the general public. .

VPSI SURVEY

VPSI SURVEY Van Pool Services. Inc. (VPSI) is a national provider of vanpools. They are a subsidiary of Chrysler Corporation. They are currently in the Dallas/Fort Worth market supplying vans and coordinanng vanpool programs. They worked with The T In Fort Worth 10 Implement their vanpool program.,aPl8 the} we CUIle1ltl5 "billing uqth DaDas A I t 4 Dr路 s lnllSil (Oft/H) if! t1leir 3ta:r1 up pIOgIalll. Michelle Saye of VPSI mel with us to provide the background on vanpooling and VPSI. She also provided a list of thirty drivers that are presently on vanpool systems. Ten drivers on that list were surveyed 10 gel a users 'point of view' of vanpooling. The response was overwhelmingly positive. The information represents the opinions of the surveyed drivers. The people that were surveyed carne from as far as Gunbarrel City (58 miles each way) and Cedar Creek Lake (45 miles each way) and as close as Bedford. The costs for riders in the vanpool ranged from S 108.00 per month to S66.00 per month (subsidized by the T).

~'b)' Vanpool? When asked why they vanpool, every respondent said that they did it in order 10 save money and to save their can from the wear and tear of commuting. However, when asked if they were 10 make ten times the amount of money they currently make, would they continue to vanpool, all but one said that they would continue to ride in a vanpool. This leads to the belief that their are other factors at work, besides cost that encourage people to vanpool. Or at least their are other factors that keep them vanpooling once they have started. Other reasons cited for vanpooling. 1) Safety: Drivers felt that if something happened to their car, and they were driving alone, then they would be without help. The vans are constantly maintained and are thus safer and even if the van were to break down, the driver would have the safety of being with other people. 2} Companionship: Drivers like the companionship that goes along with the vanpool. When driving alone, the drive seems much longer especially people driving long distances .. 3) Better than Carpooling: Many of the drivers had been in carpools previously. They like vanpooling better because there are rules that make riding more consistent. With carpooling, people were not as reliable as they are with vanpooling.

IDlt

rrspppdcnts dop't Uk!

The drivers surveyed Cited the one thing they liked least about the vanpool was the feeling that they were "stuck" al work. For example, If they were 10 gel off work early for some reason, they would not have the opportunity to go home. They would have to stay 10 drive the vanpool, They also did not have the flexibility to go shopping or run other errands after work since their car was not there. A few drivers mentioned that they did nOIlike having to deal with the personality conflicts that inevitably arise when you put a group of people together. But, this was nOI that big of a problem. A few of the drivers did not like having to drive all the time. They get around this by having the backup drivers drive fairly regularly and then pay a portion of the vanpool cost. If they were the only driver, they would not have to pay anything, bUIthey are willing to pay some in order to spill the driving responsibilities. Drivers did not mind collecting the money and did not have problems getting it from the riders. And, they did not mind having to clean the van. Although all the drivers are allowed to use the van on off hours, very few of them said that they ever used it for personal reasons.

Rule~ of the Road Vanpooling groups are allowed to make alot of their own rules. All the groups surveyed did not allow smoking, did not allow food, and most of them did not allow drinks. These rules are not hard to enforce since the group decides on them. Once a vanpool is in existence, the rules just seem to be passed on to new drivers and riders as they join. In the mornings, generally, there is no waiting period for riders. If they are at the designated meeting area on time, they ride. If they are not there, the van does not wait. The afternoons are a little more flexible, usually the van will wait up to 15 minutes for riders.

Conclusion Vanpooling is very popular with people that are on them. The main reasons that people drop out of vanpooling is that they get another job or they retire. There is not a Jot of turnover among riders on a van. Thus, the key to making vanpooling work in downtown, is getting people to stan. Once they are on, the rest will take care of itself.

ADVANTAGES OF VANPOOLING

E\ffLOYER •

Helps meet trip reduction goals

•

Aids in recruiting workers from wider geograpbical have to drive to work

•

Creates goodwill among employees since tbey view tbe employer's participation in this effort as a benefit

•

Promotes prompt arrival to work since tbe van as a rule reacbes its destination on time or early

•

Can receive 8 tax credit for purchasing

ranges if they do not

or leasing vehicles for vanpooling use

EMPLOYEE

•

Provides a cost effective means of commuting Shares total commuting costs witb otber riders Creates a need for less gasoline consumption

for personal vehicle use

Results in less wear and tear on personal vehicle Results in less maintenance

costs for personal vehicle

•

Provides a convenient, dependable,

and punctual mode of transportation

•

Reduces stress caused from driving especially in heavy traffic

•

Can reduce travel time wben HOV lanes are used

•

Provides an environment

•

Creates free time that can be used to read, think, pursue hobbies, etc.

for establishing

friendships

,...----------------------------------------

.................... --===~-

PRODUCT FEATURES VANPOOLING VS. CARPOOLING AND SOLO DRIVING

_llTPOOl Solo Driving u.east expensive unless More Expensive. lear can be eliminated.

~eature ,,",ost ~

Nannool !competitive WIth :1 person carpools".

~onveruence

Carpoolers usually share responsibility.

Must do all the driving, Riders have plus maintain car. minimum esponsibility. Can do some or no driving.

Flexibilirv

Some Flexibilitv. Varies.

Limited flexibilitv. : Most flexible. Commuter determines. Recliner seat models usually more comfortable than back seat of car.

Comfort

Reliabilirv Safety

Very reliable. Varies. Varies. Varies with individual !Driver screened and Varies, Although hrained: vehicle jpeople seldom continue /better maintained, o ride with unsafe lmore safety !conditions. /equipment, better Ivisibility of traffic. Studies indicate safest mode.

Time

ran add time.

Commuter has flexibility to choose departure times.

!Riders can use commute time in other ways.

seceees: E.Qolic: UnIverIily of eatlorTio .t .......CorNnLle SlT__ : Calfomia v~ â&#x20AC;˘ Bne<I on AAA 1m OlA-Of..poc::ttet opetwli", c::oCa of $.0&7 per rnie for. mickii:zecl ear.

Guide

Ii I

:IJ

c. c n

I "'" a-

3 ~ " <

., "

~ "0

Total Daily Costs of Commute 0

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'z"" 0

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"0 0 0

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0 0

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RECOMMENDATIONS

Recommendations for the Central Dallas Association The Dallas/Fort Worth area has been grven a mandate by the EPA to improve its air quality. The area must abide by these regulations and come into compliance as soon as possible in order to remain economically competitive and to reap the health benefits of cleaner air. Increasing vanpooling in the Central Business Distnct is a step in the right direction. There are many aspects involved in initiating and implementing a vanpool program. Given the CDA's reputation in the downtown community as a unique and powerful trendsetting organization, they can be a major influence in spreading vanpooling. They should use their position of high visibility to market van pooling to downtown employers and employees. They have limited funds to finance major programs, but have enough money to act as seed money to jump start the program. From interviews with people who: vanpool, professionals involved in managing vanpools, and research on vanpools it is evident that the major challenge of vanpooling is getting people to start. Once they are participating in vanpools, the loss of their patronage is very small. The CDA should focus on getting programs started. We have recommended ideas for enlisting the support of employers and for encouraging employees 10 participate. We also have some general recommendations based on our research and other peoples' experiences.

Getting Employers to Jpin Set up a system to encourage employers to pay by providing gifts to participating employers based on their participation level. For example: I. presidential Leyel: If the employer pays 50% of the fixed cost ofJeasing the van and also provides for parking of the van, they will be allowed to have the van decorated with their logo and some phrase that says that they support vanpooling. Example: "The XYZ Company is Doing It's Part for Clean Air by Sponsoring this Employee Vanpool." 2. Gold Level If the company agrees to pay $25.00 per employee per month toward the cost of vanpooling, then they will be designated as a Gold Level contnbutor and receive some appropriate gift. 3. Silver I-&yel If the company agrees to pay S20.00 per employee per month toward the cost of vanpooling, then they will be designated as a Silver Level contributor and recei ve some appropriate gift. 4. BrOllu Leyel If the company agrees to pay $15.00 per employee per month toward the cost of vanpooling, then they will be designated as a Bronze Level contributor and receive some appropriate gift.

Regardless of their participation level, all contributing companies should be recognized in a special secnon of the weekly newsletter sent out by the CDA. A major reason that employers do not participate is they fear that by sponsoring vanpools, they are going to be liable for damages should accidents occur. This is of course not true, but it must be emphasized to employers and, if necessary, have an anorney on retainer to answer their liability questions. Another major selling point to encourage employers to participate is to educate them on the Clean Air Act and to remind them that this area is in non-compliance. This means that unless they belp to stop pollution, the federal government will step in and make sure that programs are implemented to bring the area into compliance. That is, we can either create our own solutions to the pollution problem now, or we can continue to pollute and let the federal government dictate to us what we ~ to do later.

Gdting Employw

to Participate

While there are employees in the Central Business District that work hours other than those considered to be "regular hours", the vast majority of employees are working nine to five type schedules. The CDA should focus on these employees because they are the reason for congestion in Downtown, and they are the ones causing the ozone problem. Encourage employees to start on vanpooling by offering them special gifts and incentives. For example: 1. Give them a free T-Shirt when they start vanpooling. 2. Offer half-priced tickets to special Downtown functions like Amerifest, Hoop It Up, and Taste of the West End. 3. Pay for the gas of a start up vanpool for the first 90 days. 4. Pay for a portion of the first month for all first time vanpoolers.

Geoen! Recommendations Appendix D provides information on all major employers and parking garages along the pedestrian way. This is a good place to start. Focus on these employers for participation, and focus on these garages for special rates. Nine passenger vans are the most popular and the easiest to fill. We suggest this size for downtown van pooling. Have a special section in the CDA weekly newsletter for Vanpooling issues.

,..----------------------------..,

...

IIIIIIIII!IIIIIIIIIIIIIIIIIIIIIII ....

"""!!!!~~=====---====-=---..

Make sere to market at existing events like Amerifest, Buy marketing materials like pencils, coffee mugs, coasters, key chains, and T-shms. Give these away at events. Remember that gernng people on vanpools is the challenge. not keeping them on.

APPENDIX A

the :

Regional Van pool JPJrogJrall1l

Erath County Hood County Johnson County Parker County Palo Pinto County Sonunervell County T arrant County Wise County

r-------------------~--------~~~"""""!!!!!~~=======----11111111 2~YEAR Grant

'" F unJeJ

PROGRAM Effective Datesg

1 1995 Decen.1l.1er31 1996 January

This fundling mayor

may not be

reneweJo Actuallengih of funding per van is hased. on maintaining minim.um standard.s of ridership

r------------------------- ....

IIIIIII!!!!III~~I1111111111!!!!~~=~======___..1IIIJIlIl

9-Passenger Van EACH YAN HAS A.1'\I AN1'olJAL BUDGET. 4 Passengers 2 Back Up Drivers ! Driyer TOTAL 6 PAYING + Driver

This Budget is based on:

VANPOOLSTARTUP A minimum of 4 passengers + the driver is required before a vehicle is issued. The first month's fare + new passenger forms must be paid in advance to secure before a group is placed ODthe waiting list. Checks or money orders are accepted. These should be made payable to VPSI. Checks will Dot be deposited until the van is delivered to the group.

FARE INCREASES: If ridership drops to 5 or below total: • Driver pays 1/2 fare • Passengers & BackUp fares go up $]0 per month. If ridership drops 3 or below total for 3 months: • Group has choice of paying "REAL" full-van fare or • The T will suggest the group fold

I5-Passenger Van EACH VAN HAS AN ANNUAL BUDGET. 10 Passengers 2 Back Up Drivers I Driver TOTAL 11 PAYING + Driver

This Budget is based on:

VANPOOL STARTUP A minimum of 9 passengers + the driver is required before a vehicle is issued. The first month's fare + new passenger forms must be paid in advance to secure before a group is placed on the waiting list. Checks or money orders are accepted. These should be made payable to VPSI. Checks will not be deposited until the van is delivered to the group. LOW RIDERSInP If ridership drops to 9 or below (total): â&#x20AC;˘ Driver pays 1/2 fare â&#x20AC;˘ Passengers & BackUp fares go up $}O per month. If ridership drops 9 or below total for 3 months: The group will be moved to a 9-passenger vehicle

Driver Incentives FULL VAN now

= 9 for 9-passenger

15 for 15passenger Full Van Incentive= 1/2 of Origin Fare each month the van is full! Each month the van is at capacity, the driver will deduct 1/2 fare from the vanpool payment. This money may be used for a vanpool parry, a "kitty" for misc. expenses or whatever the driver wants to use it for.

GUARANTEED RIDE HOME VOUCHER no longer required! LD. CARDS will be issued to each vanpooler. Each card is good for 90 days. New cards will be issued automatically. PLEASE GET LD. FROM PASSENGERS TERMINATING AND RETURN TO THE T with Monthly Paperwork.

GRH may be used ~~--.I...lo<~..L짜--J~~ event of: EMERGENCY (illness, etc.) UNPLANNED OVERTIME "

MONTHLY REPORT REQUIREMENTS About the 15th of each month you will receive a ReportlInvoice from the T

SEND TO VPSI: 1. 2. 3.

White copy of InvoicelReport - reflecting any changes in payment amounts (i.e. 1/2 fares for new riders) Your check or money order for the amount indicated Any TransiChecks received from Passengers

SEND TO THE T: 1. 2.

Yellow & Pink Copy of InvoicelReport New Passenger Forms*

* REFERRALS must be listed on new passenger forms to be credited. NO AFIER-THE-FACT

Referral CREDITS.

APPENDIXB

Commuter Vanpool Application Section I· Volunteer Driver Information Instructions: (Please Print) This section must be completed by the primary volunteer vanpool driver ;., separate application is available lor AJlematetBack-Up Drivers °

o ... z

o u,

......-

sao.

su_ AOcl,..,

or P.O. &c •

"'...

o ... z

I ~.

NU~ rJ • ...I·Fowl!" Acooeru In La! Th_ Y-..an:

-'-

"...

$I,. AOCl_

DATE OF BIRTH:~ DAILY ROUND TRIP MILESo

WILL SPOUSE DRIVE VEHICLE ON PERSONAL USE TIME? Eyery~ino I have SQled in this applQtion is C"Ue to ~ best of my knowieoge. I undernand ~l VPSI relys on ~IS inlormation in dec:ding wheO"lBf or not 10 granl or o:>ntlnue c:redit to me. I arsc understand ~al VPSI will rel.un ':lis inlom"labOn whetlief or nOI my applicatlon tS approved. VPSI is authol'\Zed to check my credit. d:iving record and employment history and Ie answer ~"'=:uestons about V?Sl's erecu experience Wltr'l me.

Return completed

Applications

___

IT§"" ---------

'0 rhe IoCRI VPSI Cuslamsr

service

Signature

of Applicant

Genre, shown on bacx 01 Application

Dale

Passenger Registration Form

Blrtl'lday

P 0 lox

Zip

City

any)

o-caI 11:1 fo..

Clty/Zlp Work Phon.

Plac. of Employment

Home Phone

Addr.ss

Dat. Joined Vanpool

CIty/Zlp

Reterred By

112Fae T SubsidY

£S1010

'k --rcn.

van. BIrthday

Hom. Address City Place

Passenger Registration Form

Chock_ .112 fo'. tne.ntiv.

ApI'

POBox

Zip

at Employment

Address

(It

CIty/Zlp

any)

Hom. Phone

Work Phone

Dat. Joined Vanpool

omc:e ",

Referred By

CIty/Zip

0Ny

FUI Fen~: ::,.»~; ... Pa::ics! Moled ...~. '.,

1I2Fae- ..-, T Subsidy

AC!U:llfoe £S1010

van.

Passenger --rcn. ~

Birthday Apt.

Home Address City

Registration Form

Chock_ 1112 For. lnc:.nttve

POBox

Zip

CIty/Zlp

any)

Place of Employment

Home Phone

Work Phon.

A,;Idress

Dat. Joined Vanpoo!

omc:e "-

0Ny

FUI Fen .i· "....

Ref.rred By

CIty!Zlp

I £S1010

_VelOw

"o::iaJt Moled

112Fae AC!U:llFae

~·v

D!M>r

T SubSidy

APPENDIX C

r------------......,.-----~~~~~===-t\'"EW FARE STRUCTL~ Based on County of Origin & Destination County of Destination County of Origin

Dallas

Tarrant Passengers

Passengers

BID Drivers

Drivers Eratb

$70"

$35"

$90-

$"15"

Hood

$60"

$30"

$80-

$~b"

Johnson

$50"

$25" .

$70"

$35"

Parker

$50"

$2S"

$70"

$35"

Palo Pinto

$70"

$35"

$90"

$-45"

Sommervell

$60"

$30"

$80"

$~O"

Tarrant

$"10"

$20"

$60"

$30"

w路 r ise

$50"

$25"

$70"

$35"

Other

$20 discountl

1/2 off"

$20 discountl

1/2 OffCl

F..-\R.ES

+ +

the SA1'1E: for 9- or IS-passenger vans Year Model of Vehicle are

*FARES based on MINIMUM ridership and does not include parking Fees "

====~'See VPSI Price Sheet (attached) for fares based on the size you select & year model

~Commuter

V~Vanpools 2 I 00 Hlgf'lWilY )60 ~lJltt] 200A Gr...ne Pri'lIflt'. TX 7 50So- t 04 3 (2' 41 9aS-841 sa Fi... j2t4jbOb路1987

Fare Estima~es

- Split-Bench 15-passenaer (1995 MOPELl

Roundtrip Commute Mileage

Fixed Monthly Charges

Estimated Gasoline Expense

$ 905 930 970 1015 1080 1230

1 41 61 91 121 161

40 60 90 120 160

vans Total Monthly Expense $ 989 1050 1162 1267 1415 1661

84 120 192 252 335 431

Commute Mileage

Number 14

of Payina Passenaers 13 12 11

in the Vanpool Driver 10

$71

$ 76

$ 82

$ 90

$ 99

$ 0

105

106

116

120

106

115

127

121

160

101

109

118

129

142

161

200

119

128

138

151

166

Group

Fare Calculation: 1) Dailv Roundtrip Mileaae multiplied by 21 Davs uer Month divided by 10 Miles per Gallon multiplied by $1.14 per Gallon equals Gasoline Cost per Month per Vehicle, and 2)

Gasoline Cost per Month per Vehicle plus Fixed Cost per Month divided by Number of Paying Passenaers equals Passenoe~ Fare per M~n~h.

Fixed Monthly Charges do nQt include variable gasoline and parking charges incurred by the vanpool groups. Estimated Gasoline Expense is provided for discussion purposes only. Based upon current economic conditions. Subject to change. Split-Bench vehicles offer individual seating, individual overhead reading lights, k~/FM stereo cassette, tilt steering with c~ise control and power door locks and windows. "

VPSI. l"C.

Sucwcaary etl

.....~

CHR'Y'SL.2R

W CORPORATION

...-------------...... -----~~~~~= . ~Commuter

v~Vanpools ]100 Hlgnw.-y 360. Su.te 2200A Gro1lnClPr.. me rx 75050-1043 1214) 9B8-84 S8 F..... 12141 60b-1987

FARE ESTI~~TES - MINICOMMVTER 0995 MODELl ROUNDTRIP COMMUTE MILEAGE 21 41 61 91 121 161

20 - 40 - 60 - 90 -120 -160

-200

COMMUTE MILEAGE

FIXED MONTHLY CHARGES

ESTIMATED GASOLINE EXPENSE

5 652 677 702 737 772 .812 862

9-PASSENGER

VAN

TOTAL MO~7HLY EXPENSE

32 48 80 128 160 231 287

5 684 725

782 865 932 1043 • 1149

~UM3ER OF PAYING PASSENGERS IN THE VANPOOL 9 (INCLUDES DRIVER PAYING) 8

$ 76

GROUP

21 - 40

61 - 90

108

91 -120

104

117

121 -160

130

161 -200

128

144

FARE CALCULATION: 1) DAILY ROUh~TRIP MILEAGE MULTIPLIED BY 21 DAYS PER MO~7H DIVIDED BY 15 MILES PER GALLON MULTIPLIED BY 51,14 PER GAHLON EQuALS GASOLINE COST PER MONTH PER \%HICLE, AND 2)

GASOLINE COST PER MONTH PER VEHICLE PLUS FIXED COST PER MONTH DIVIDED BY NUMBER OF PAYING PASSENGERS EQUALS PASSENGER FARE PER MONTH,

FIXED MONTHLY CHARGES DO NOT INCLUDE VARIABLE GASOLINE AND PARKING CHARGES INCURRED BY THE VANPOOL GROUPS. ESTIMATED GASOLINE EXPENSE IS PROVIDED FOR DISCUSSION PURPOSES ONLY. BASED UPON CURRENT ECONOMIC CONDITIONS. SUBJECT TO CHANGE. v~HICLES OFFER AM/FM

STEREO,

TILT STEERING

WIrrl CRUISE

VPSI, Inc:, S",o.ooary

CONTROL.

CHR'rSL.IR

W' CORPORAT'tON

Commuter Vanpoo/s 2100 HlgnwJly 3bO. SUItt 2200A GrilnCl Pr(luflt. TX 75050-1043 (2 jolil 988-8458

_..

h.""'000路1987

=a.... e'---';~s ... ~;.. .... J. .m"'ac.lt .... .... e;.;s"-=--il.S .. p.. l... J.'"'t"':-:.JB2Je~nw..cJ..!h---,,1..;5l.;-:.lp,/Jai!Js ... s=eJ..!n~a:se~r""",:vi::.J搂all!.l ..... 5"_ F r.... REISSUED 1994 MODEL Roundtrip Commute Mileage

Fixed Monthly Charges

Estimated Gasoline Expense

1 - 40 41 - 60 61 - 90 91 - 120 121 - 160 161 - 200

$ 895 920 960 1005 1070 1220

Commute Mileage

104

105

115

120

105

114

126

160

100

108

117

128

141

200

118

127

138

150

165

qroup

161

s 89

$70

979 1040 1152 1257 1405 1651

in the Vanpool Driver 10

121

84 120 192 252 335 431

of Payina Passenaers 11 12 13

Number 14

1 -

Total Monthly Expense

Fare Calculation: 1) Dailv Roundtrip Mileaae multiplied by 21 Davs Der Month divided by 10 Miles per Gallon multiplied by 51.14 Der Gallon equals Gasoline Cost per Month per Vehicle. and 2)

Gasoline Cost per Month per Vehicle plus Fixed Cost per Month divided by Number of Pavina Passenaers equals Passenaer Fare per Month.

Fixed Monthly Charges do nQt include variable gasoline and parking charges incurred by the vanpool groups. Estimat:ed Gasoline Expense is provided for discussion purposes only. Based upon current economic conditions. Subject to change. Split-Bench vehicles offer individual seating, individual overhead reading lights, AM/FM stereo cassette, tilt steering wit:h cruise control and power door locks and windows.

VPSI,

tn~

S",c.,.o.ary 01

CMR""t"SLER CORPORATION

--, ~Commuter

V L..r"C:-lJ Vanpools 2100 H'gnw",y 3bO SUlIf' 2200A Grt1nG1Pr,jltlfte".TX 75050路1043 1210' 98B-llo 58 FiI,I. f214J bO&-1987

FARE ESTIMATES - MINICOMMUTER REISSUED 1994 MODEL ROUNDTRIP COMMUTE MILEAGE

FIXED MONTHLY CHARGES

ESTIMATED GASOLINE EXPENSE

20 21 - 40 41 - 60 61 - 90 91 -120 121 -160 161 -200

$ 602

COMMUTE MILEAGE

625 648 683 717 762 809

9-PASSENGER

VAN

TOTAL MONTHLY EXPENSE $ 634

32 48 80 128 160 231 287

673 728 811 877 993 1096

NUMBER OF PAYING PASSENGERS IN THE VANPOOL 9 (INCLUDES DRIVER PAYING) 8 $

$ 70

GROUP

41 - 60

61 - 90

101

91 -120

110

121 -160

110

124

161 -200

122

137

FARE CALCULATION: 1) DAILY ROUNDTRIP MILEAGE MULTIPLIED BY 21 DAYS PER MONTH DIVIDED BY 15 MILES PER GALLON MULTIPLIED BY 51.14 PER GALLON EQUALS GASOLINE COST PER MONTH PER VEHICLE, AND 2)

GASOLINE COST PER MONTH PER VEHICLE PLUS FIXED COST PER MONTH DIVIDED BY NUMBER OF PAYING PASSENGERS EQUALS PASSENGER FARE PER MONTH路

FIXED MONTHLY CHARGES DO NQI INCLUDE VARIABLE GASOLINE AND PARKING CHARGES INCURRED BY THE VANPOOL GROUPS. ESTIMATED GASOLINE EXPENSE IS PROVIDED FOR DISCUSSION PURPOSES ONLY. BASED UPON CURRENT ECONOMIC CONDITIONS. SUBJECT TO CHANGE. VEHICLES

OFFER AM/EM

STEREO,

TILT STEERING

WITH CRUISE

VPSI IIll: SV~OtJy

~-------

A 'tAT

CONTROL.

CMR""t'SLER CORP0RA11ON

~Commuter

V~VanpooJs 21 00 Hlg"'w~y 3bO, Svue 2200A "rllnd Prillrl~, rx 75050-1043

/2 ,.) 988-84 S8 F"II 12J4) bDb路!9S7

FARE ESTIMATES

Fixed Monthly Charges

Roundtrip Commute Mileage 1 41 61 91 121 161 Commute ~1ileage

120

- SPLIT-BENCH 15-PASSENGER REISSUED 1992 MODEL

- ,,0 - 90

- 160 - 200 Number 14

Total Monthly Expense

Estimated Gasoline Expense

855 880 920 965 1030 1180

84 120 192 252 335 431

of Paying Passenge;s 13 12 11

VANS

939 1000 1112 1217 1365 1611

in the Vanpoo} 10 9

Group Driver

$ 67

$ 72

$ 78

$ 85

100

111

101

111

124

120

101

111

122

135

121

160

105

114

124

137

152

115

124

134

146

161

179

161 - 200

$ 94

104

0 0

FARE CALCULATION: 1)

DAILY ROUNDTRIP MILEAGE MULTIPLIED BY 21 DAYS PER MONTH DIVIDED BY 10 MILES PER GALLON MULTIPLIED BY $1.14 PER GALLON EQUALS GASOLINE COST PER MONTH PER VEHICLE, AND

GASOLINE COST PER MONTH PER VEHICLE PLUS FIXED COST PER MONTH DIVIDED BY NUMBER OF PAYING PASSENGERS EQUALS PASSENGER FARE PER MONTH路

Fixed Monthly Charges do ~ include variable gasoline and parking charges incurred by the vanpool groups. Estimated Gasoline Expense is provided for discussion purposes only. Based upon current

economic

conditions.

Subject

to change.

IIPSI. Inc Svbol;oO.&ryO!

t4'~ CHR"I"SLER W

CORPORATlON

APPENDIXD

COMPANIES ALONG THE PEDESTRAIN WALKWAY DALLAS CENTRAL BUSINESS DISTRICT

~ompany Name

Address

Zip Code

Phone 1/

1/ Employees

Ensearch Corp.

300 51. Paul 1/73t:J

75201

651 -8700

500

Fairmont Hotel Facilities Management Southwestem Ufe Insurance

1717 N. Akard SI.

75201

720-2020

500 N. Akard SI. 1/600

75201

954-71"

500 500

500 N. Akard 51.

75201

954-n03

500 500

Texas Commerce Ban k

2200 Ross Ave.

75201

922-2300

Emst & Young

2121 San Jacinto 1/600

75201

989-8000

500

T U Electric

1601 Bryan SI.

75201

812-4600

500

Arcc Oil & Gas Texas Commerce Bank

1601 Bryan 51.

75201

880-2500

500

1700 Pacific

75201

939-8000

500

Bank One of Texas

1717 Main SI.

75201

290-2000

500

Neiman Marcus

1618 Main SI.

75201

741-6911

500

Arthur Andersen & Co.

901 Main SI. 1/5600

75201

741-8300

500

Mobil Oil Corp.

1201 Elm SI. 1/1700

75201

668-2111

500

Lincoln Property Co.

500 N. Akard 1/3300

75201

740-3300

250 - 499

Deloitte & Touche

500 N. Akard #1400

75226

720-8100

250 - 499

Locke Pumel Rain Hamell

2200 Ross Ave. #2200

75201

740-8000

250 - 499

AIU North America

1999 Bryan SI. #1700

75201

220-6089

250 - 499

Coopers & Lybrand

1999 Bryan SI. # 3000

75201

764-6000

250 - 499

Firemans Fund

1999 Bryan SI. # 1300

75201

220-4000

250 - 499

StarTTechnical Risks Agency

1999 Bryan SI. #1800

75201

220-6064

250 - 499

1601 Elm 51. #3000

75201

988-3000

1700 Pacific

75201

748-3278

250 - 499 250 - 499

Delhi Gas Pipeline

1700 Pacific

75201

964-2000

250 - 499

Price Wille mouse

1700 Pacific # 1400

75201

922-8040

250 - 499

Thompson & Knight

1700 Pacffic # 3300

75201

969-1700

250 - 499

Ameritrust Texas

1900 pacific #1400

75201

712-5852

Bank One Texas Corp.

1717 Main SI.

75201

250 - 499 250 - 499

Hughes & Luce L L P

1717 Main SI. #2BOO

75201

290-2000 938-5500

Prentiss Prope rIleS

1717 Main SI. #5000

75201

761-1440

250 - 499

V&aI Hamlllon

1717 Main St. #4400

75201

712-4400

250 - 499

Cowles & Thompson

901 Main Sl # 4000

75202

670-1100

250 - 499

Haynes & Boone

901 Main SI. #3100

75202

651-6000

250 - 499

Strasburger & Pnoe

901 Main SI. #4300

75202

651-4300

250 - 499

Nations Bank

1401 Elm #600

75202

608-7410

250 - 499

Southwest Securities

1201 Elm SI. #4300

75202

861-1800

250 - 499

Wmstead Sechrest & Minick

1201 Elm SI. #5400

75202

742-1700

250 - 499

Plaza 01 Americas Hotal

650 N. Paarl si

75201

979-9000

100 -249

Texas Commerce Can D8la Ctr.

700 N. Pearl Expwy. //700

75201

922-2184

100 -249

2200 Ross Ave. "'4200

75201

764-8600

100 -249

Gardere & Wynne DART Transit Systems

Koch & Knox

Chubb & Son, Inc.

250 - 499

"....-----------------_

.... _------_--.~-"""!!!!!'!!"~=====~ COMPANIES ALONG THE PEDESTRAIN WALK>NAY DALLAS CENTRAL BUSINESS DISTRICT

Company Fulbright

Address

Name

&. Jaworski & Co.

Kenneth Leventhal Marsh &. Mclennan, McKinsey Trammell

s Co.,

Inc.

Crow Dallas/FI.

worth

Zip Code

Phone it

it Employees

2200 Ross Ave. II' 2800

75201

866-8000

100 -249

2200 Ross Ave. 11'1100

75201

969-0900

100 -249

2200 Ross Ave. 11'3300

75201

979-9900

100 -249

2200 Ross Ave. 11'5200

75201

220-3200

100 -249

2200 Ross Ave. II' 3700

75201

979-6100

100 -249

W. M. Mercer, Inc.

2200 Ross Ave. II' 3500

75201

220-3500

100 -249

Merill Lynch

2121 San Jacinto

11'1200

75201

969-0008

100 -249

The Wyatt Co.

2121 San Jacinto

11'2400

75201

978-3400

100 -249

First Baptist Church of Dallas

1707 San Jacinto

75201

969-0111

100 -249

1999 Bryan SI. it 1700

75201

220-6000

100 -249

Smith Elamey Shearson

1999 Bryan SI. 11'2600

75201

979-7000

100 -249

Harvey Hotel

400 Olive

75201

922-8000

100 -249

1601 Elm St.

75201

969-6551

100 -249

American

Comerica

Intemationl

Co.

Bank of Texas

Bear Steams & Co.

1601 Elm St. #4000

75201

764-8300

100 -249

Hunt Petroleum

Corp.

1601 elm St. #3400

75201

8BO-BBOO

100 -249

Money Orders, Inc.

1800 Pacific #2100

75201

922-4800

100 -249

1600 Pacific #1400

75201

740-6000

100 -249 100 -249

Republic

Dresser Industries,

Inc.

Akin Gump Hauer & Feld

1700 Pacific #4100

75201

969-2800

FDIC Bank Supervision

1910 Pacific #1900

75201

764-0088

100 -249

761 -2100

100 -249

Arter Hadden Johnson

Div Bromber

Radar Properties Greater Dallas Cham. of Comm.

List was compiled

from data provided

1717 Main St. #4100

75201

1015 Elm 11'2005

75202

741 -4048

100 -249

1202 Elm St. #2000

75201

746-6600

100 -249

by DART: some information

may have changed

since data was collected.

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