United States
Environmental Protection
Agency
Office of Transportation EPA420-B-05-016
and Air Quality October 2005
Guidance for Quantifying and
Using Emission Reductions
from Best Workplaces for
Commuter Programs in State
Implementation Plans and
Transportation Conformity
Determinations
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EPA420-B-05-016
October 2005
Guidance for Quantifying and Using Emission
Reductions from Best Workplaces for Commuter
Programs in State Implementation Plans and
Transportation Conformity Determinations
Transportation and Regional Programs Division
Office of Transportation and Air Quality
U.S. Environmental Protection Agency
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TABLE OF CONTENTS
Page
Section A: Background Information
1. What is the purpose of this policy? 1
2. What is Best Workplaces for Commuters, and how is it addressed by this
policy? 2
3. HowBWC and other Commuter Choice Programs Work 3
4. What does it mean that this is a policy and not a regulation? 4
Section B: Basic Criteria Requirements for Using Emissions Reductions from BWC-
Related Control Measures
5. What are the basic requirements for using emission reductions in SIPs or
transportation conformity? 4
6. What must a state submit to EPA to meet the requirements for incorporating a
source specific control measure in a SIP? 6
7. How can the estimated emission reductions be used for SIP purposes? 6
8. How can the emission reductions be used for transportation conformity
purposes? 7
9. What quantification methodologies are available to estimate emission reductions of
BWC-related control measures for SIPs and transportation conformity
determinations? 9
Section C: Penalties
10. What types of penalties can be assessed for not complying with CAA
requirements? 12
Section D: Contact Information
11. Who should you contact if you have any questions on this policy? 13
Appendices
Appendix A: Example Quantification: Best Workplaces for Commuters Employer 14
Appendix B: Example Quantification: Best Workplaces for Commuters District 21
Appendix C: Guide to Importing User-Generated MOBILE Emission Factors into the
COMMUTER Model 31
Appendix D: Best Workplaces for Commuters Program Evaluation Guide 40
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Guidance for Quantifying and Using Emission Reductions from Best
Workplaces for Commuter Programs in State Implementation Plans
and Transportation Conformity
Section A: Background Information
1. What is the purpose of this policy?
Best Workplaces for Commuters™ (BWC) is a fast-growing partnership program
between the U.S. Environmental Protection Agency (EPA) and the U.S. Department of
Transportation (DOT), and private- and public-sector employers throughout the country.
Through BWC, the numbers of vehicle trips and miles, and hence, emissions of criteria
pollutants and greenhouse gases are reduced in many communities. This has led to an
interest on the part of planners in some areas to incorporate these benefits into their state
implementation plans (SIPs) or transportation conformity determinations. Therefore, EPA
has prepared this guidance to help states or agencies1 estimate the emission benefits of
control measures implemented through BWC and other commuter benefit programs and,
under appropriate circumstances, take credit for them in SIPs and conformity
determinations.
Like other programs offering incentives or encouragement for people to adopt
more environmentally friendly travel choices, BWC-related measures can be incorporated
into the SIP as mandatory measures, an Economic Incentive Program (EIP)2, or as a
voluntary mobile source measure3. For each of these options, a different entity may
administer and evaluate the commuter benefit program's measures. For example, a
voluntary measure program may be entirely administered by individual employers. EPA
has issued comprehensive guidance documents for each of these types of SIP measures,
and you should consult the guidance for the type of SIP submittal in which you are
interested, as this guidance does not reiterate all the requirements for each.
To aid in quantifying the benefits of BWC-related measures, EPA is releasing an
updated version of the COMMUTER model, the first version of which was released in
2000. The new version has the same look and feel and structure as the first: however, it
This document uses "state or agency" to refer to anyone who has authority to submit a SIP or
conformity determination, such as a local or state government, regional transit authority, local or regional transportation
planning agency or state or regional air quality agency, that takes action to reduce on-road mobile source emissions
through a BWC program.
2
The guidance document for the EIP can be found at: http://www.epa.gov/ttn/ecas/incentiv.html.
For a description of the Mobile Source Voluntary Measures Policy consult the following web site:
http://www.epa.gov/otaq/transp/traqvokn.htm.
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has been updated to incorporate newer travel activity data and MOBILE6.2 emission
factors, including emission factors for air toxics and particulate matter.4 Other existing
methodologies may also be appropriate for quantifying the emissions benefits from
BWC-related measures. See Section B. for more information regarding the basic
submission and quantification requirements for BWC-related measures in SIPs and
conformity.
This guidance supersedes the 1998 document, "State Implementation Plan
Development Guidance: Using Emission Reductions from Commuter Choice Programs
to Meet Clean Air Act Requirements" (EPA420-R-98-007). However, the protocols and
methods described herein can also be used to quantify the benefits of non-BWC Commuter
Choice or other commuter programs.
2. What is Best Workplaces for Commuters™, and how is it addressed by this
BWC is a business/government voluntary initiative offering innovative solutions
to commuting challenges faced by employers and employees. Established by EPA and
DOT, this program provides the tools, guidance, and promotion necessary to help U.S.
employers of any size incorporate commuter benefits as part of their standard employee
benefits plan. Participating companies earn the designation "Best Workplaces for
Commuters™," which is a mark of excellence for environmentally and employee-friendly
organizations. Across the country, more and more communities are earning this
designation. From urban centers to suburban and even rural settings, each of these areas
is taking commuter benefits to a new level, providing a valuable advantage to local
businesses and the people who work there.
To participate in the BWC program, employers offer their employees a suite of
commuter benefits that meet EPA's "National Standard of Excellence." Employers must
complete EPA's online application and agree to several items, including ensuring a
minimum level of employee participation, designating a central point of contact for
employee questions, providing an Emergency Ride Home for participating employees,
and offering a choice of commuter benefits. Best Workplaces for CommutersSM are
required to offer at least one of the following primary commuter benefit options at each
qualifying work site:
• Employer-paid tax-free transit passes
• Employer-paid tax-free vanpool benefits
• Telework
• Parking cash out
4 EPA notes that the MOBILE6.2 emissions factors are not applicable to agencies in California, where the
latest EMFAC emissions model is used. However, the travel activity component on the COMMUTER
model could be considered by California agencies in consultation with EPA and DOT offices as
appropriate.
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Sometimes outstanding commuter benefits are provided not by the employers
themselves, but by another organization such as a business park, downtown district,
developer, or property manager. To recognize these areas for their leadership, EPA
designates them a "Best Workplaces for CommutersSM District."
As with other voluntary partnership programs, BWC programs and associated
control measures may be initiated without involving a SIP submittal or conformity
determination. An employer will implement commuter benefits meeting the BWC
standard of excellence to meet the needs of its own employees. With this guidance, EPA
intends to further recognize the air quality benefits of BWC-related control measures in
conjunction with necessary requirements, but a company can participate as a BWC
partner regardless of whether its local area will be preparing a SIP submittal or
transportation conformity determination.
Individual BWC employer programs are likely to be considered small scale or
local emissions benefits, and will not normally qualify as regionally significant. See
Question 9 of this section for further information on quantifying the impacts of BWC-
related measures.
3.
How BWC and other Commuter Choice Programs Work
Reducing the frequency that commuters drive alone generates air quality benefits
The following is a partial list of employee benefits (and potential control measures)
offered through BWC and other Commuter
Choice programs:
• Free or reduced cost passes for public
transportation (such as subway cards,
bus tokens, or train tickets),
• Transit and vanpool vouchers and
subsidies,
Commuter benefit options are any of a number
of flexible commute benefits offered by
employers. Basic Commuter Choice alternatives
include transit benefits, vanpool benefits, cash,
or parking.
Services to facilitate vanpools and
carpools (such as providing vans, ride-
matching, and guaranteed ride home
services),
Park and Ride subsidies,
Telecommuting options (so employees
can work at home more often),
Proximate Commuting: a program that
matches employees of multi-site employers (such as banks or chain stores) to the
branch office nearest their home,
Incentives to bike and walk, and
Parking Cash Out: employees can trade employer-paid parking space for cash or
Commuter Choice program means an
organized program to encourage employers to
offer flexible commuter benefit options to
employees.
Best Workplaces for Commuters is a
designation given to employers whose commuter
choice programs meet EPA's National Standard
of Excellence. ("SM" is the "service mark" that
protects EPA's rights regarding the designation.)
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other benefits.
With more options, commuters can be expected to use single-occupant vehicles
less often. Air quality improves due to the mode shifts that should reduce vehicle miles
traveled, and thus reduce emissions.
What does it mean that this is a policy and not a regulation?
The Clean Air Act (CAA) and implementing regulations (including those
conformity provisions at 40 CFR Parts 51 and 93) contain legally binding requirements.
This policy document does not substitute for those provisions or regulations, nor is it a
regulation itself. Thus, it does not impose binding, enforceable requirements on any
party, and may not be applicable in all situations. The EPA and state decision makers
retain the discretion to adopt approaches for approval of SIP measures that differ from
this guidance where appropriate and consistent with applicable law. Any final decisions
by EPA regarding a particular SIP measure will only be made based on the statute and
regulations in the context of EPA notice and comment rulemaking on a submitted SIP
revision.
Therefore, interested parties may raise questions and objections about the
substance of this guidance and appropriateness of its application to a particular situation;
EPA will, and states should, consider whether or not the recommendations in the
guidance are appropriate in a particular situation. This guidance is a living document and
may be revised periodically without public notice. However, EPA welcomes public
comments on this document at any time and will consider those comments in any future
revision of this guidance document. Finally, this document does not prejudice any future
final EPA decision regarding approval of any SIP measure.
Section B: Basic Criteria Requirements for Using Emissions Reductions from BWC
-related Control Measures
What are the basic requirements for using emission reductions in SIPs?
In order to be approved as a measure that provides additional emission reductions
in a SIP, a control measure cannot interfere with other requirements of the CAA, and
would need to be consistent with SIP reasonable further progress, attainment, or
maintenance requirements. In addition, the control measure must provide emission
reductions that meet the requirements described below.
(A) Quantifiable - The emission reductions from a control measure are
quantifiable if they can be reliably and replicably measured. Emission reductions
must be calculated for the time period for which the reductions will be used. See
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Question 9 of this section for more information on quantifying emission
reductions from BWC-related measures.
(B) Surplus - Emission reductions are generally surplus and can be used as long
as they are not otherwise relied on to meet other applicable air quality attainment
and maintenance requirements (i.e., no double-counting of emission reductions).
In the event that the measure is used to meet such air quality related program
requirements, they are no longer surplus and may not be used for additional
credit.
(C) Federally Enforceable - Depending on how the emission reductions are to be
used, control measures must be enforceable through a SIP or SIP revision. Where
the emission reductions are part of a rule or regulation for SIP purposes, they are
considered federally enforceable if they meet all of the following requirements:
• They are independently verifiable.
• Violations are defined, as appropriate.
• The state or agency and EPA have the ability to enforce the measure if
violations occur.
• Those liable for violations can be identified.
• Citizens have access to all the emissions-related information obtained
from the responsible party.
• Citizens can file suits against the responsible party for violations.
• Violations are practicably enforceable in accordance with EPA guidance
on practicable enforceability.
• A complete schedule to implement and enforce the measure has been
adopted by the implementing agency or agencies.
If a SIP revision is approved under EPA's Voluntary Measures Policy, the
state is responsible for assuring that the reductions credited in the SIP occur. The
state would need to make an enforceable SIP commitment to monitor, assess and
report on the emission reductions resulting from the voluntary measure and to
remedy any shortfalls from forecasted emission reductions in a timely manner.
Further, the total of all voluntary measures (including BWC-related measures)
may not exceed 3 percent of the total reductions needed to meet any requirements
for reasonable further progress, attainment or maintenance. In the circumstance
where the actual emission reductions achieved are more than the amount
estimated in the SIP, you may take credit for the additional emission reductions
provided it does not exceed the 3 percent cap on voluntary measures and meets
the other requirements of the Voluntary Measures Policy. If you wish to have a
SIP revision approved under the Voluntary Measures Policy, consult that policy
for further information.
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(D) Permanent - The emission reduction must be permanent throughout the term
that the credit is granted.
(E) Adequately Supported - The state must demonstrate that it has adequate
funding, personnel, and other resources to implement the control measure on
schedule.
What must a state submit to EPA to meet the requirements for incorporating a
BWC-related control measure in a SIP?
The state must submit to EPA a written document that:
(A) identifies and describes the BWC-related control measure and its
implementation schedule to reduce emissions within a specific time period;
(B) contains estimates of emission reductions attributable to the measure,
including all relevant technical support documentation for your estimates (you
must rely on the most recent information available at the time the SIP is
developed, as described in Question 7);
(C) contains federally enforceable requirements to implement, track, and monitor
the measure, as applicable;
(D) enforceably commits to monitor, evaluate, and report the resulting emission
reductions of the measure, as applicable;
(E) enforceably commits to remedy any SIP emission shortfall in a timely
manner if the measure does not achieve estimated emission reductions, as
applicable; and
(F) meets all other requirements for SIP revisions under sections 110 and 172 of
the CAA.
How can the estimated emission reductions be used for SIP purposes?
For your reasonable further progress, attainment or maintenance SIP, you can use
the emission reductions that are produced from the BWC-related measure by applying the
following criteria:
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(A) Where required, emission reductions must account for seasonality. For
example, if your SIP only credits those reductions that take place during the
summer ozone season, then only reductions that take place during that season may
be credited.
(B) An appropriate baseline must be chosen, so that the reductions are only
assumed for measures that are not already accounted for in the baseline estimates.
For example, if some employers were offering Commuter Choice measures prior
to the start of the BWC program, and such measures were already accounted for
in the baseline estimates of the SIP, the emission reductions associated with
implementation of those measures (i.e., commuters taking advantage of their
employee benefits) cannot be included as surplus emission reductions for the SIP.
(Appendix C provides some guidelines for creating and conducting surveys to
establish baselines and to assess changes in travel behavior.)
(C) As required by Clean Air Act section 172(c)(3) and EPA's regulation at 40
CFR 51.112(a), states must use the latest planning assumptions available at the
time that the SIP is developed. In addition, the emissions model approved by
EPA should be used in quantifying reductions from SIP control measures that are
under development. Currently, MOBILE6.2 is the latest approved model for use
in quantifying motor vehicle emissions in most states; EMFAC2002 is the most
recently approved emissions model for use in California.
As always, be sure that any reductions taken for BWC-related measures are not
already considered in the SIP to avoid double-counting of emission reductions.
8. How can the emission reductions be used for transportation conformity purposes?
The transportation conformity regulation (40 CFR parts 51 and 93) describes the
requirements for including emission reductions from on-road mobile control measures in
a conformity determination for a transportation plan, transportation improvement
program (TIP), or transportation project. The conformity rule requires a regional
emissions analysis be conducted for the transportation plan and TIP. In the regional
emissions analysis, the emissions from the planned transportation system are estimated or
modeled, just as they are when creating or revising a SIP's motor vehicle emissions
inventory (or "motor vehicle emissions budget"). If credit is obtained for a BWC-related
measure in the SIP's motor vehicle emissions budget, transportation agencies should
seriously consider including the credit in the transportation conformity determination.
To include emission reductions from a BWC-related on-road control measure in a
regional emissions analysis, the appropriate jurisdictions must be committed to the
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measure. The appropriate level of commitment varies according to the requirements
outlined in 40 CFR 93.122(a), which are described as follows:
(A) If the measure does not require a regulatory action to be implemented, it can
be included in an emissions analysis if it is included in the transportation plan and
TIP with sufficient funding and other resources for its full implementation.
(B) If the measure requires a regulatory action to be implemented, it can be
included in an emissions analysis if one of the following has occurred:
(1) The regulatory action for the measure is already adopted by the
enforcing jurisdiction (e.g., a state has adopted a rule to require a control
measure);
(2) The measure has been included in an approved SIP; or
(3) There is a written commitment to implement the measure in a
submitted SIP with a motor vehicle emissions budget that we have found
adequate.
(C) If an on-road mobile measure is not included in the transportation plan and
TIP or the SIP, and it does not require a regulatory action to be implemented, then
it can be included in the regional emissions analysis if the conformity
determination contains a written commitment from the appropriate entities to
implement the measures. Section 93.101 of the conformity rule defines what is
intended by a "written commitment."
Whatever the case, the emission reductions can only be applied in a conformity
determination for the time period or years in which the BWC-related control measure will
be implemented. Written commitments must come from the agency with the authority to
implement the measure. The latest emissions model and planning assumptions that are
available must be used when calculating emission reductions from the measure,
according to 40 CFR 93.110 and 93.111.
Areas should utilize the conformity interagency consultation process to discuss
the methods and assumptions used to quantify the reductions from the measure. The
conformity determination should include documentation of the methodology,
assumptions, and models that were used to calculate emission reductions from BWC-
related measures, as well any commitments that are necessary for implementation, as
described above.
9. What quantification methodologies are available to estimate emission reductions
of BWC-related control measures for SIPs and transportation conformity
determinations?
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If a BWC-related control measure is considered to be regionally significant, then
the travel impacts of such a measure should be considered in the context of a
nonattainment or maintenance area's regional travel demand forecasting.5 (See 40 CFR
93.122 for applicable procedures for determining regional transportation-related
emissions.) The interagency consultation (see 40 CFR 93.105 (c)(l)(ii)) should be used
to determine which projects are considered regionally significant. An example of a
regionally significant project may be a BWC campaign that is being implemented
throughout a metropolitan area. The COMMUTER model would not be appropriate to
use for regionally significant BWC projects developed for SIPs and conformity
determinations. State, local, and federal air quality and transportation agencies should
consult on what methods and data are appropriate for quantifying the impacts of such
BWC-related measures for SIPs and conformity determinations. EPA expects the
majority of BWC-related control measures to be considered smaller in scale, with the
emission reductions being quantified using modeling techniques other than regional
travel models (i.e., "off-model techniques").
The following paragraphs describe currently available tools for quantifying the
travel impacts of non-regionally significant BWC-related measures. To estimate the
emission reductions due to such BWC-related measures, the recommended approach is to
estimate the number of commuters who would change their mode of travel (i.e., single-
occupant vehicle (SOV), carpool, vanpool, transit, bicycle, etc.) or trip-making behavior
(e.g., telecommuters will no longer be making regular worktrips) in response to
incentives, assistance, or encouragement offered through a BWC program. From this, the
resultant change in number of trips and miles of travel are calculated, and the change in
emissions is derived. Forecasting travel behavior impacts is typically the most
challenging aspect of quantifying a BWC-related measure. BWC can have a wide range
of effectiveness, based on the details of the particular measures and their implementation
context.
Available Tools for Non-regionally Significant Measures
In 2000, EPA released the COMMUTER model to assist worksite transportation
coordinators and local planners in estimating the impacts of commuter programs. EPA
Section 93.101 of the transportation conformity rule defines a "regionally significant
project" as applying to a project that is on a facility that serves regional transportation needs (such
as access to and from the area outside of the region, major activity centers in the region, major
planned developments such as new retail malls, sports complexes, etc. or transportation terminals
as well as most terminals themselves) and would normally be included in the modeling of a
metropolitan area's transportation network, including at a minimum all principal arterial
highways and all fixed guideway transit facilities that offer an alternative to regional highway
travel.
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has updated this model in 2005 to update data within the model as well as expand its use
for estimating emissions for particulate matter (PMio and PM2.5) and toxics emissions.
U.S. EPA's COMMUTER model is a spreadsheet-based calculator that estimates
the travel and emissions impacts from BWC and similar workplace-based programs. It
uses a logit mode-choice model (pivot-point approach) to analyze the effects of several
strategies simultaneously on mode share, trips, and VMT. The emissions component is
based on MOBILE6.2 and includes look-up tables of emissions factors for several sets of
local conditions. The COMMUTER model allows users to input local-specific travel
data, and emission factors from a MOBILE6.2 run representing the area. Running the
model requires the user to provide information on the number of employees covered and
the inducements offered to them. The COMMUTER model and manuals that explain
how to use it can be downloaded at: http://www.epa.gov/otaq/transp/conform/policy.htm.
Local travel data needed in the model include starting mode shares and trip
lengths, average occupancy for carpools and vanpools, the length of the peak period, and
the percentage of work trips that occur in the peak period. Emissions calculations require
data on characteristics of the area's vehicle fleet, and on fuel control and I/M programs if
in place for a given nonattainment or maintenance area.
The updated 2005 COMMUTER model provides MOBILE6.2 look-up tables with
emission estimates in pounds per day for HC, CO, NOx, PM2.s, CO2, and the following
air toxics: acetaldehyde, acrolein, benzene, 1,3-butadiene, formaldehyde, and MTBE. It
also provides estimates in tons per day for HC, CO, and NOx, and in metric tons per day
for CO2. A user wanting emissions of PMio rather than PM2.5 can import a MOBILE6.2
run with emission factors for PMi0. The MOBILE6.2 look-up tables in the 2005
COMMUTER model can be employed for using the model as a screening tool. However,
if you want to use the COMMUTER model to produce emissions reductions for SIP or
conformity purposes, you would use your own locally-generated MOBILE6.2 emission
factors to calculate emissions reductions in the COMMUTER model. As stated
previously, the COMMUTER model cannot be used for regionally significant projects.
The following list includes other examples of off-model methodologies that EPA
may accept for SIPs and conformity purposes, in combination with the latest emissions
factor model:
• TDM Evaluation Model
• TCM Analyst (also referred to as "EPA TCM Methodology")
• CM/AQ Evaluation Model
• Center for Urban Transportation Research Average Ridership Model
• TCM Tools
• Off-Net/PAQONE
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ECO/Regulation XV Software
California Standardized Cost-Effectiveness Methodology
Regional Air Quality Council (RAQC) Workbook
Metropolitan Washington Council of Governments Sketch-Planning Methods
ITS Deployment Analysis System (IDAS)
Simplified Methods for Analysis of Regional Travel (SMART)
This is not an exhaustive list, and the inputs and outputs of the methodologies vary. The
choice of model(s) will depend upon the requirements of each situation and the available
data.
Considerations for Data for Quantification of All BWC-r elated Measures
When quantifying the impacts of BWC-related measures, a state or agency should
carefully consider the underlying data utilized to estimate travel behavior, especially if
using off-model and sketch planning techniques. The interagency consultation process
should be used when deciding the appropriate inputs for quantification. The following
items should be considered when quantifying the travel impacts of any BWC-related
control measure.
(A) Reasonable assumptions for employee participation. A state or agency
should assume a reasonable level of participation from eligible employees, since not
every eligible employee may be expected to take advantage of BWC-related measures.
Survey methods can be used to capture the level of employee participation, both before
and after a measure has been implemented. For example, a survey of employees at an
employment site may be performed to determine how many people expect to use or have
actually used employer-subsidized transit passes. Pre- and post-implementation surveys
of actual travel behavior are often both feasible and necessary if the effectiveness of
BWC is to be evaluated retrospectively.
(B) Experience from other areas. In some cases, a state or agency may be
able to use input information from other nonattainment or maintenance areas that is
applicable, when an area does not have such local information. For example, a study may
have found in another area that five percent of office workers will telecommute one day a
week if provided the opportunity. It is important to consider whether inputs or other
information from another area is applicable for your area.
(C) Elasticities. Finally, a state or agency should use the most appropriate
elasticity assumptions for travel decisions when quantifying BWC-related measures. An
elasticity says that an X percent change of an input variable (e.g., the cost of parking)
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produces a Y percent change of an output variable (e.g., drive-alone mode share).
Elasticities may be developed from direct observation or from coefficients of a model
such as a mode choice model. While they can account for different levels of the input
variable, they are not necessarily valid outside the range for which they were developed.
For example, an increase in the cost of parking from $0.00 to $1.00 is an infinite
percentage change, producing meaningless results. Also, elasticities developed in one
setting cannot necessarily be assumed accurate in another setting.
Another important consideration is interaction among strategies. Some strategies
may complement each other (e.g., parking management and ridesharing incentives),
leading to cumulative effects greater than the sum of the effects of the strategies if
applied individually. Conversely, in some cases the effects of multiple programs may be
smaller than the sum of their individual effects. For example, some BWC measures may
compete for the same market of travelers, thus leading to diminishing returns as more
measures are implemented.
Section C: Penalties
10. What types of penalties can be assessed for not complying with CAA
requirements?
Use of this guidance does not relieve you of any obligation to comply with all
otherwise applicable CAA requirements, including those pertaining to the crediting of
emission reductions for your SIP, such as for your attainment demonstration or
maintenance plan. Violations of CAA requirements are subject to administrative, civil,
and/or criminal enforcement under Section 113 of the CAA, as well as to citizen suits
under Section 304 of the CAA. The full range of penalty and injunctive relief options
would be available to the federal or state government (or citizens) bringing the
enforcement action.
Any person who submits false information to you or fails to implement or comply
with provisions pursuant to this guidance necessary to demonstrate compliance with
CAA requirements, should be subject to one or more of the following actions, as
appropriate:
(A) Disapprove the application for emission reductions.
(B) Void all previously issued emission reductions.
(C) Designate the responsible party to be ineligible to generate emission
reductions.
(D) Assess a penalty (see paragraph above).
Section D: Contact Information
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11. Whom should you contact if you have any questions on this policy?
If you are interested in developing programs that may qualify for inclusion in SIP
and transportation conformity determinations, contact the EPA Regional Office with
responsibility for air quality planning in the area in which the BWC or BWC district is
located. A contact list of your EPA Regional Office is available at the following web
address:
http://www.epa.gov/otaq/transp/conform/contacts.htm.
For general questions regarding this Best Workplaces for Commuters and the
policy, contact Mary Walsh at 734-214-4205 (walsh.mary@epa.gov) or Erik Herzog at
734-214-4487 (herzog.erik@epa.gov).
For questions regarding the COMMUTER model, contact Erik Herzog at (734)
214-4487 (herzog. erik@epa.gov).
For questions regarding using BWC-related control measures in transportation
conformity determinations, contact Meg Patulski at 734-214-4842
(patulski.meg@epa.gov).
For more information on Best Workplaces for Commuters, visit
http://www.bwc.gov, or email bwc@epa.gov.
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Appendix A:
Example Quantification: Best Workplaces for Commuters Employer
The simplest way to model commuter benefits programs with the COMMUTER model is
at the single worksite level. In this example we model the commuter benefits package
offered by the University of Michigan in Ann Arbor. In this example, the default
MOBILE6 emission factor look-up tables are used; area-specific MOBILE emission
factors have not been imported into the model. Hence, this exercise simulates the
preliminary sketch planning a local planner would do to determine whether or not to
include the emission reductions from this worksite's program into the area's SIP or TIP.
Instructions on how to import area-specific MOBILE6.2 emission factors into
COMMUTER can be found in Appendix E. The University began offering free transit
passes to employees who agreed to forego the purchase of an annual parking permit in
1997. Approximately 3,000 employees took this benefit annually. The University began
a vanpool program in 2001, and then outsourced it in 2003 to a firm that was able to
upgrade the program in a number of ways. The University implemented a variety of
other support programs during this time-span and was recognized as a BWC in 2003.
The University offers a vanpool subsidy of up to $55 per month, guaranteed ride home,
shuttle to transit stations, bicycle facilities, and preferential parking for carpools and
vanpools. It also negotiated free transit passes for all students, faculty, and staff. In this
scenario we model only the benefits put in place in 2003, when the University was
designated as a BWC. For this reason the transit pass in lieu of parking and the
preferential parking elements are not modeled.
Step 1: Scenario Information
Metropolitan Area Size: 3 (Small)
Analysis Scope: 2 (Site Specific)
- Analysis Area Type: 1 (CBD - Central Business District)
Employment in the Analysis Area: 27,500 (all assigned to office)
Programs: 1 (Site Walk Access Improvements) 3 (Financial Incentives) and 4
(Employer Support Programs)
Step 2: Local Data
Mode choice data from the 2000 Census are available from the Southeast Michigan
Council of Governments (SEMCOG) for both the City of Ann Arbor, and Washtenaw
County, in which Ann Arbor is located.
14
-------
Mode
Auto - Drive Alone
Auto - Carpool
Vanpool
Transit
Bicycle
Walk
Other
City of Ann Arbor
63.0%
7.5%
0.5%
7.0%
0.0%
16.0%
6.0%
Washtenaw County
76.0%
8.5%
0.5%
3.0%
0.0%
7.0%
5.0%
Because much of Washtenaw County outside of Ann Arbor is rural, the drive-alone share
is considerably higher, and the transit share considerably lower than for the City. It
would be best in this instance to use starting mode shares that are specific to the U of M
work force. Lacking that we will use the County mode shares because the model
produces more conservative results; i.e., smaller mode shifts, when these mode shares are
used. The reason for this is that when the time or cost of using a mode is reduced, the
shift toward that mode predicted by COMMUTER is proportional to the size of that
mode's starting share. In other words, a transit subsidy of a given size — $1.88 per day in
this example - will produce a larger shift toward transit if the transit mode share is 7
percent initially than if it is 3 percent.
Step 3: Edit Coefficients
Mode choice coefficients for the Detroit area are selected as these are also applicable to
the Ann Arbor area.
15
-------
Step 4: TCM Specific Data Screens - Site Access and Transit Service Improvements
The shuttles to transit stations are estimated to reduce transit riders' walk time by five
minutes.
File Edit Inputs Results Help
S/7E ACCESS & TRANSIT SERVICE IMPROVEMENTS
1
I. Site Access Improvements
Mode:
Drive Alone
Carpool
Vanpool
Transit
Bicycle
Pedestrian
Change in
Walk Access
Time (min)
-5.0
Employer Participation Rate:
"Change in Walk Access Time" represents the difference in walking time associated with travel to or from the
workplace as a result of worksite access changes. Walking time includes the time taken to walk from a parking lot
or a bus stop to the actual worksite. Walk access time can be affected through policies such as preferential
parking for carpools and vanpools or through improvements to the worksite or area which make access to transit
easier. A decrease in walk access time for any particular mode should be entered as a negative value.
"Employer participation rate" refers to the percent of employers in the analysis area implementing the walk access
improvements. (This option is not necessary for site-specific analysis because the "participation rate" is 100%.)
Ready
:JB Start
|H ^ '•> " acarniuter Hod,..| B]aPAppendKA,,.,| '^RealPlayer; all .,,| aeetaModel ||B]
16
-------
Step 5: TCM Specific Data - Financial Incentives and Parking Costs
A vanpool subsidy of $55 per month works out to $2.75 per day. The employer
participation rate is moot, since we are only modeling a single worksite. A monthly
transit pass on the Ann Arbor Transit Authority system (AATA) costs $37.50, which
works out to $1.88 per day. Three thousand staff persons (11 percent) received transit
passes under the previous system where they received a transit pass in lieu of a parking
space, so the effective subsidy is reduced by 11 percent in order to estimate the effect of
the increment in the benefit. This makes the effective daily subsidy $1.67.
File Edit Inputs Results Help
FINANCIAL INCENTIVES AND PARKING COSTS
_T
Mode:
Drive Alone
Carpool
Vanpool
Transit
Bicycle
Pedestrian
Change In Daily Cost:
Parking Cost
($/vehicle)
Fare Cost
($/
person/RT)
$ -1.67
Other
Financial
Cost ($/
person/RT)
$ -2.75
Total Change
($/
person/RT)
$
$
$ -2.75
$ -1.67
$
$
Employer
Participation Rate:
"Financial incentives and parking costs" may include higher parking charges for single-occupant vehicles,
reduced parking fees for carpools or vanpools, transit subsidies such as free monthly passes, or other financial
incentives for specific modes. A decrease in cost is entered as a negative number. For example, provision of a
transit pass valued at $30 a month would be entered as a change in fare cost of-$1.50 ($30 / 20 days). The
cost change inputs are entered on a daily basis.
"Employer participation rate" refers to the percent of employers in the analysis area offering these incentives to
their employees. (This option is not required for site-specific analysis because the "participation rate" is 100%.)
• r
Ready
I* Start I
acommuterMQd...| jg]5IPAppendiyA..,.| '-^RealPlayer: Fla... ^BetaModel
17
-------
Step 5: TCM Specific Data -
The various support programs that the University offers for carpooling, vanpooling,
transit, and bicycling, in conjunction with the guaranteed ride home element, are modeled
as Level 4 support. However, these programs were in place before the University was
designated as a BWC, so both the existing and the new levels of support for these
programs are entered as 4.
File Edit Inputs Results Help
EMPLOYER SUPPORT PROGRAMS FOR ALTERNATIVE MODES
SITE-SPECIFIC ANALYSIS
Entry Format (check one only):
fx] Specify Program Level
QjSpecify Mode Share Increase
Specify Program Level:
"Program Level" and "Mode Share Increase" input options are mutually
exclusive. You enter input data for either one or the other based on which
Entry Format box you check to the left. See the help box below for an
explanation of each input.
Program
Carpool
Vanpool
Transit
Bicycle
Existing
4
4
4
4
New
4
4
4
4
Specify Mode Share Increase:
Program
Carpool
Vanpool
Transit
Bicycle
Existing
12.1%
0.5%
4.9%
0.4%
Increase
New
12.1%
0.5%
4.9%
0.4%
"Employer Support Programs" include programs such as provision for an on-site transportation coordinator,
ridematching, transit information, and other actions aside from time and cost incentives which encourage
employees to utilize alternative modes. Two entry options are available for site-specific analysis:
I
111 fe '
3]5IPAppendixA..,.| '.^RealPlayer: Fla...|
18
-------
Step 6: Emissions-Related Input Screens
Six inputs are required for this module:
- Calendar Year of Analysis
Season
Climate Type
I/M Program Type
- Fuel Type
- PADD
File Edit Inputs Results Help
FLEET EMISSIONS INFORMATION
Field Data Notes
MOBILE Scenario Inputs
Calendar Year of Analysis
Season
Climate Type
I/M Program Type
Fuel Type
PADD
2007
Enter either 2007, 2009, 2010, 2013, 2019, or 2021
S = Summer, W = Winter
1 = Mild, 2 = Moderate, 3 = Severe
0 (zero) = none, 1 = Basic I/M, 2 = Enhanced I/M, 3 = OBD Only
C = Conventional, R = RFC
1, 2, 3, 4, or 5 (based on state - see below)
The "MOBILE Scenario" inputs are used by the program to select a specific set of MOBILE6.2 emission factors from a series
of stored tables that best represent local conditions and emission control programs being modeled. These inputs are familiar
to MOBILES.2 users. Further clarification of these inputs for users less familiar with the MOBILES.2 emission factor model is
provided below. Once the user has entered all scenario inputs, or changed an input, he or she must import the
scenario emission factors using the "Import Default Emission Factors" command from the File menu.
Calendar Year - Because new vehicle emission levels continue to decrease with the introduction of each model year, current
and future vehicle fleet emissions will depend on the calendar year being analyzed.
Season - This input affects the temperature range for which emissions are modeled (emissions characteristics of vehicles
vary depending upon the temperature range in which the vehicle is being operated.) The choice of season may depend upon
which pollutants are of greatest interest. Since ozone is typically a summer problem and carbon monoxide (CO) is typically a
winter problem, summer should generally be used if ozone is of primary interest, while winter should be used if reducing CO is
of primary interest. The seasonal importance of other pollutants may vary regionally.
Climate Type - This input is used on conjunction with the "season" input to determine default temperature ranges for the
model. Choose the climate type (1 = mild, 2 = moderate, 3 = severe) that most closely matches the average daily minimum
and maximum temperatures in your area (in deg F) as specified below:
Summer- Mild: min 55/max 75
Summer- Moderate: min 65/max 85
Summer- Severe: min 75/max 95
I
Calculate MUM
S 9 ® HI H R HI & V "I '^Commuter... | 6]siPAppend,,,| '^RealPlayer,,, | j| Beta Model |[5]
»r
19
-------
Step 7: Other Emissions-Related Data
All defaults are used for this module.
Results:
Below is the output from this COMMUTER run, using all the variable values described
in these steps:
File Edit Inputs
ta te '
COMMUTER MODEL RESULTS
_!
SCENARIO INFORMATION
Description
Scenario Filename
Emission Factor File
Performing Agency
Analyst
Metropolitan Area
Area Size
Analysis Scope
Analysis Area/Site
Total Employment
UofM
UM WaCoShares.vme
EPA
3 - Small (under 750,000)
2 - Site or Employer-Based
27,500
MODE SHARE IMPACTS
-------
File Edit Inputs Results Help
fl ts <&
COMMUTER MODEL RESULTS
Shifted from Peak to Off-Peak
0.0%
EMISSION REDUCTIONS (positive values are decreases)
Ibs/day:
Pollutant
HC
CO
NOx
PM2.5
Toxics
Acetaldehyde
Acrolein
Benzene
1, 3-Butadiene
Formaldehyde
MTBE
CO2
Peak
14.42
197.93
20.11
0.30
0.047
0.006
0.466
0.064
0.160
0.688
11,457
Off-Peak
8.64
126.88
12.60
0.19
0.029
0.004
0.282
0.039
0.097
0.411
7,202
Total
23.06
324.81
32.70
0.49
0.076
0.010
0.748
0.103
0.258
1.099
18,659
tons/day:
Pollutant
HC
CO
NOx
CO2 (metric tons)
Peak
0.007
0.099
0.010
5.2
Off-Peak
0.004
0.063
0.006
3.3
Total
0.012
0.162
0.016
8.5
GASOLINE CONSUMPTION AND COST SAVINGS
Reduction in gasoline consumption (gallons/day)
Gasoline cost savings ($/day)
954
No Price
^jCommuterMQde.,.| lT]EWCGuiclancelO.,.|
21
-------
Appendix B:
Example Quantification: Best Workplaces for Commuters District
A Best Workplaces for Commuters (BWC) District is a geographically defined area in
which all employees are offered commuter benefits that meet the BWC National Standard
of Excellence. As of May 2005, there are 16 BWC Districts in seven states. Among these
16 are downtown Business Improvement Districts (BIDs), suburban office parks,
shopping centers, and a collection of rural neighborhoods on the Vermont/New
Hampshire border.
BWC Districts meet the National Standard of Excellence for commuter benefits through a
variety of means. Some offer free bus passes to all employees within the district (e.g.,
Cities of Boulder and Aspen, Colorado). Others subsidize vanpool riders (e.g.,
Cumberland and Buckhead in Atlanta), or set up free shuttle services to connect local
transit stations with worksites (e.g., Emeryville, California, and the South Florida
Education Center in Davie, Florida). In addition to these primary benefits, all these
districts provide supporting commuter benefits, such as centralized carpool matching,
bicycle racks and shower facilities, and employee commuting awards programs.
Following is an example of how a user would incorporate data obtained from a District
area into the COMMUTER model (described in Section C) in order to learn what mode
share and travel impacts, and emission reductions, would result from BWC-related
control measures. In this example, the default MOBILE6 emission factor look-up tables
are used; area-specific MOBILE emission factors have not been imported into the model.
Hence, this exercise simulates the preliminary sketch planning a local planner would do
to determine whether or not to include the emission reductions from this worksite's
program into the area's SIP or TIP. Instructions on how to import area-specific
MOBILE6.2 emission factors into COMMUTER can be found in Appendix E.
Step 1: Scenario Information
The following basic scenario information is needed to operate COMMUTER:
Metropolitan Area Size
- Analysis Scope
- Analysis Area Type
Employment in the Analysis Area
Programs
For this example, a hypothetical Best Workplaces for Commuters District called "Nosolo
Drive Business Park" in suburban San Francisco, California, the following inputs are
used:
- Metropolitan Area Size: 1 (Large)
- Analysis Scope: 1 (Area Wide)
Analysis Area Type: 2 (Other High -Density Commercial)
- Employment in the Analysis Area: 30,000 (25,000 office and 5,000 other)
22
-------
- Programs: 3 (Financial Incentives) and 4 (Employer Support Programs)
Step 2: Local Data
This portion of COMMUTER requires the following inputs:
Work Trip Mode Shares
Work Trip Length
- Vehicle Occupancy
- Length of Peak Period (hours)
Percent of Work Trips in Peak Periods
For all of these, the model default values are used since this is a hypothetical district
COMMUTER Travel ft Emissions Analysis Model Release 2.0
: File Edit Inputs Results Help
Use
Default
Work-Trip Mode Shares [x]
Auto - Drive Alone
Auto - Carpool
Vanpool
Transit
Bicycle
Walk
Other
Total
Work Trip Length (mi) [x]
Average person-trip length
Average trip length - vanpool
Average trip length - bicycle
Average trip length - walk
Vehicle Occupancy \~X\
Average Carpool Occupancy
Average Vanpool Occupancy
Length of Peak Period (hours) ["x"j
Da»vaii* n-f \A/nrir Trinr ffi DatL- Oarinrje 1 V 1
<
Ready Calculate
Baseline (Existing)
Data
Local Default
Si
0.0%
78.2%
12.1%
0.5%
4.9%
0.4%
3.0%
0.8%
100.0%
12.2
20.4
2.9
0.9
2.3
7.2
3.0
Cd y|0/
T.'.'.stafl» m H^^^^^mi^^^^^Hi
Supply Final Mode Shares ?
Step 3: Edit Coefficients
The Edit Coefficients for the San Francisco City Specific defaults are used
Step 4: TCM Specific Data - Financial Incentives
23
-------
For this example, the Nosolo Drive transit subsidy program is modeled. This program
subsidizes the cost of a monthly transit pass by $60, or $3.00 per day (based on 20 work
days per month) to all participating employees. Therefore, in the 'Change in Daily Cost'
box in the financial incentives input screen, the input value is -3.00 (negative since the
cost to the rider is decreased). The employer participation rate is set at 30%, a value that
represents the assumed percent of employees within the District that have received
information about commuting alternatives from their employers. This measure represents
a better reflection of the percent of employees that may consider taking advantage of the
transit subsidy (and other commuter benefits described in Step 5 below.)
This information is shown in the following screenshot:
COMMUTER Travel a Emissions Analysis Model Release 2.D
File Edit Inputs Results Help
FINANCIAL INCENTIVES AND PARKING COSTS
Mode:
Drive Alone
Carpool
Vanpool
Transit
Bicycle
Pedestrian
Change In Daily Cost:
Parking Cost
($A/ehicle)
Fare Cost
($/
person/RT)
$ -3.00
Other
Financial
Cost ($/
person/RT)
Total
Change ($/
person/RT)
$
$
$
$ -3.00
$
$
Employer
Participation Rate:
30%
"Financial incentives and parking costs" may include higher parking charges for single-occupant vehicles,
reduced parking fees for carpools or vanpools, transit subsidies such as free monthly passes, or other
financial incentives for specific modes. A decrease in cost is entered as a negative number. For example,
provision of a transit pass valued at $30 a month would be entered as a change in fare cost of-$1.50 ($30 / 20
days). The cost change inputs are entered on a daily basis.
"Employer participation rate" refers to the percent of employers in the analysis area offering these incentives to
their employees. (This option is not required for site-specific analysis because the "participation rate" is
100%.)
Ready
Step 5: TCM Specific Data Screens - Site-Specific Employer Support Programs
In the baseline case in the Nosolo Drive Business Park, additional TCM services are
provided to a degree equivalent to the ' 1' level for all four program components (carpool,
vanpool, transit, and bicycle).
24
-------
The transit subsidy program that forms the basis for this TCM measure is accompanied
by an improvement in the Site-Specific (or, in this case, District-Specific) increase in the
level of support for all four of these program components, bringing them up to a '4' level.
On the Area-Wide Employer Support Programs Input Screen, the baseline (existing)
program levels are set at 30% for all four components at the ' 1' level. Under the new,
TCM program, the program levels are set at 30% for all components at the '4' level.
COMMUTER Travel a Emissions Jnalysis Model Re.lease Z.O
i File Edit Inputs Results Help
EMPLOYER SUPPORT PROGRAMS FOR ALTERNATIVE MODES
AREA-WIDE ANALYSIS
Percent of Employers Participating — Existing
Program Level
Program
None
Total
Carpool
Vanpool
Transit
Bicycle
70%
70%
70%
70%
30%
30%
30%
30%
100%
100%
100%
100%
Percent of Employers Participating -- New
Program Level
Program
None
Total
Carpool
Vanpool
Transit
Bicycle
70%
70%
70%
70%
30%
30%
30%
30%
100%
100%
100%
100%
"Employer Support Programs" include programs such as provision of an on-site transportation coordinator,
ridematching, transit information, and other actions aside from time and cost incentives which encourage employees
to utilize alternative modes.
For an area-wide analysis, the analyst should specify both existing and new (expected) participation rates (percent
of employers participating) by program level for each mode. Program levels of "1" through "4" indicate varying
levels of effort for the programs which are described in Section 4.4 of the COMMUTER Model User Manual.
The reason for using 30%, rather than 100%, is that, as described in Step 4, it is assumed
that employees in the District have a 30% level of awareness of the alternate commuter
programs available in the district.
Step 6: Emissions-Related Input Screens
Six inputs are required for this module:
- Calendar Year of Analysis
Season
Climate Type
- I/M Program Type
- Fuel Type
25
-------
- PADD
For the first three inputs, 2007 (the earliest available), summer, and moderate are entered.
(Moderate because the average temperatures in the summer in San Francisco are between
65 and 85 Fahrenheit).
For I/M (Inspection/Maintenance) type, the city of San Francisco requires an inspection
equivalent to the 'Enhanced I/M' level.
Fuel type in San Francisco is 'C', Conventional.
PADD (Petroleum Administration for Defense District) is '5' for the entire West coast.
COMMUTFR Travel ft Emissions Analysis Model - Release 2.0
File Edit Inputs Results Help
FLEET EMISSIONS INFORMATION
Field
Data
Notes
MOBILE Scenario Inputs
Calendar Year of Analysis
Season
Climate Type
I/M Program Type
Fuel Type
PADD
2007
S
2
2
c
5
Enter either 2007, 2009, 2010, 2013, 2019, or 2021
S = Summer, W = Winter
1 = Mild, 2 = Moderate, 3 = Severe
0 (zero) = none, 1 = Basic I/M, 2 = Enhanced I/M, 3 = OBD Only
C = Conventional, R = RFG
1, 2, 3, 4, or 5 (based on state - see below)
The "MOBILE Scenario" inputs are used by the program to select a specific set of MOBILES.2 emission factors from a series of
stored tables that best represent local conditions and emission control programs being modeled. These inputs are familiar to
MOBILES.2 users. Further clarification of these inputs for users less familiar with the MOBILES.2 emission factor model is
provided below Once the user has entered all scenario inputs, or changed an input, he or she must import the
scenario emission factors using the "Import Default Emission Factors" command from the File menu.
Calendar Year- Because new vehicle emission levels continue to decrease with the introduction of each model year, current
and future vehicle fleet emissions will depend on the calendar year being analyzed.
Season - This input affects the temperature range for which emissions are modeled (emissions characteristics of vehicles vary
depending upon the temperature range in which the vehicle is being operated ) The choice of season may depend upon which
pollutants are of greatest interest. Since ozone is typically a summer problem and carbon monoxide (CO) is typically a winter
problem, summer should generally be used if ozone is of primary interest, while winter should be used if reducing CO is of
primary interest. The seasonal importance of other pollutants may vary regionally.
Climate Type - This input is used on conjunction with the "season" input to determine default temperature ranges for the model.
Choose the climate type (1 = mild, 2 = moderate, 3 = severe) that most closely matches the average daily minimum and
maximum temperatures in your area (in deg F) as specified below:
Summer - Mild: min 55/max 75
Summer- Moderate: min 65/max 85
26
-------
Step 7: Other Emissions-Related Data
All defaults are used for this module.
Results:
Below is the output from this COMMUTER run, using all the variable values described
in these steps.
COMMUTER Travel ft Emissions Analysis Model - Release 2.0
File Edit Inputs Results Help
COMMUTER MODEL RESULTS
SCENARIO INFORMATION
Description
Scenario Filename
Emission Factor File
Performing Agency
Analyst
Metropolitan Area
Area Size
Analysis Scope
Analysis Area/Site
Total Employment
Nosolo Drive Business Park
nosold.vme
Nosolo Drive Business Park
1 - Large (over 2 million)
1 -Area-Wide (e.g.. MSA, county)
30,000
MODE SHARE IMPACTS
Mode
Drive Alone
Carpool
Vanpool
Transit
Bicycle
Pedestrian
Other
No Trip
Total
Baseline
78.2%
12.1%
0.5%
4.9%
0.4%
3.0%
0.8%
100.0%
Final
74.3%
124%
1 .4%
7.2%
0.8%
3.0%
0.8%
0.0%
100.0%
%Change
-3.9%
+ 03%
+ 0.9%
+ 2.3%
+ 0.5%
-0.1%
-0.0%
+ 0.0%
-
PROGRAMS EVALUATED
—
X
Site Walk Access Improvements
Transit Service Improvements
Financial Incentives
Employer Support Programs
Alternative Work Schedules
| | User-Supplied Final Mode Shares
TRAVEL IMPACTS (relative to affected employment)
Quantity
Baseline VMT
Final VMT
VMT Reduction
% VMT Reduction
Baseline Trips
Final Trips
Trip Reduction
% Trip Reduction
Peak
386,923
369,511
17,412
4.5%
30,834
29,492
1,342
4.4%
Off-Peak To
243,245 6
232,298 6
10,947
4.5%
19,384
18,541
843
4.4%
tal
30,168
31,809
28,359
4.5%
50,218
^8,033
2,185
4.4%
>
Ready
27
-------
COMMUTER Travel ft Emissions Analysis Model - Release 2.0
: File Edit Inputs Results Help
COMMUTER MODEL RESULTS
Shifted from Peak to Off-Peak
0.0%
EMISSION REDUCTIONS (positive values are decreases)
Ibs/day:
Pollutant
HC
CO
NOx
PM2.5
Toxics
Acetaldehyde
Acrolein
Benzene
1, 3-Butadiene
Formaldehyde
MTBE
C02
Peak
25.45
34381
30.89
0.46
0.071
0.011
1.153
0.086
0.199
0.000
16,935
Off-Peak
15.11
22063
19.31
0.29
0043
0.006
0.693
0.052
0.120
0.000
10,647
Total
40.56
56445
50.20
0.75
0.115
0.017
1.846
0.138
0.319
0.000
27,582
tons/day:
Pollutant
HC
CO
NOx
C02 (metric tons)
Peak
0.013
0.172
0.015
7.7
Off-Peak
0.008
0.110
0.010
4.8
Total
0.020
0.282
0.025
12.5
Ready
28
-------
Step 8: Projected effects of an awareness campaign
As a final step, a new hypothetical scenario was developed. In this scenario, all model
inputs were maintained as constant except for the employer participation rates (used in
steps 4 and 5, and set at 30%.) In this case the managers of the District's commuter
benefits program launch a marketing campaign that results in the increase employer
participation from 30% to 50%. When these percentages are changed in the appropriate
places, the following results are generated:
COMMUTER Travel ft Emissions Analysis Model - Release 2.0
I File Edit Inputs Results Help
COMMUTER MODEL RESULTS
SCENARIO INFORMATION
Description
Scenario Filename
Emission Factor File
Performing Agency
Analyst
Metropolitan Area
Area Size
Analysis Scope
Analysis Area/Site
Total Employment
Nosolo Drive Business Park
nosolo2.vme
Nosolo Drive Business Park
1 - Large (over 2 million)
1 -Area-Wide (e.g., MSA
, county)
30,000
MODE SHARE IMPACTS
Mode
Drive Alone
Carpool
Vanpool
Transit
Bicycle
Pedestrian
Other
No Tri p
Total
Baseline
78.2%
12.1%
0.5%
4.9%
0.4%
3.0%
0.8%
100.0%
Final
71.3%
12.6%
2.0%
9.2%
1.1%
2.9%
0.8%
0.0%
100.0%
%Change
-6.9%
+0.5%
+ 1.5%
+4.3%
+0.8%
-0.1%
-0.1%
+0.0%
-
PROGRAMS EVALUATED
X
X
°
Site Walk Access Improvements
Transit Service Improvements
Financial Incentives
Employer Support Programs
Alternative Work Schedules
User-Supplied Final Mode Shares
TRAVEL IMPACTS (relative to affected employment)
Quantity
Baseline VMT
Final VMT
VMT Reduction
% VMT Reduction
Baseline Trips
Final Trips
Trip Reduction
% Trip Reduction
Peak
386,923
355,970
30,954
8.0%
30,834
28,444
2,390
7.8%
Off-Peak To
243,245 6
223,786 5
19,459
8.0%
19,384
17,882
1,502
7.8%
tal
30,168
79,755
50,413
8.0%
50,218
46,326
3,892
7.8%
}
Ready
B COMMUTER Tr
29
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COMMUTER Travel ft Emissions Analysis Model - Release 2.0
i File Edit Inputs Results Help
Type: a question for help
COMMUTER MODEL RESULTS
(shifted from Peak to Off-Peak
0.0%
EMISSION REDUCTIONS (positive values are decreases)
Ibs/day:
Pollutant
HC
CO
NOx
PM2.5
Toxics
Acetaldehyde
Acrolein
Benzene
1, 3-Butadiene
Formaldehyde
MTBE
C02
Peak
45.26
611.38
54.92
0.81
0.127
0.019
2.051
0.153
0.354
0.000
30,105
Off-Peak
26.87
392.33
34.33
0.51
0.077
0.011
1.232
0.092
0.213
0.000
18,926
Total
72.13
1,003.71
89.25
1.33
0.204
0.030
3.283
0.246
0.567
0.000
49,032
tons/day:
Pollutant
HC
CO
NOx
C02 (metric tons)
Peak
0.023
0.306
0.027
13.7
Off-Peak
0.013
0.196
0.017
8.6
Total
0.036
0.502
0.045
22.2
Ready
30
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Appendix C:
Guide to Importing User-Generated MOBILE Emission Factors
into the COMMUTER Model
COMMUTER has been supplied with 192 sets of MOBILE6.2 emission factors that
encompass a range of input conditions throughout the country. Each of these supplied
data sets contains emission factors for six calendar years: 2007, 2009, 2010, 2013, 2019,
and 2021. Under general circumstances when COMMUTER is used as a screening
model, selecting the set of pre-loaded emission factors that best matches your local
conditions is adequate. However, if you want to use COMMUTER to produce emission
reductions reflecting local conditions, such as for SIP or conformity purposes, you must
use your own locally generated MOBILE6.2 emission factors to calculate emission
reductions in COMMUTER. The steps for using your own emission factors are
explained below.
Step 1 - Create Properly Formatted Emission Factor Output File - Although you
can specify your exact local input conditions, your MOBILE6.2 output emission
factors must be generated in a specific format expected by COMMUTER. The
sample MOBILE6.2 template input file M6SAMPLE.IN, which is provided with
the model, identifies how specific commands in the MOBILE6.2 input file must
be set to produce output emission factors in the COMMUTER-required format.
In addition, it contains a series of 13 "Scenario" records that produce emission
factors over a range of speeds expected by COMMUTER. These scenario
records can be edited to reflect the altitude, calendar year, local ambient
temperature, season of interest, and local fuels data. In addition, the user may
specify other locality-specific data in the "Run Data" or "Scenario" sections, such
as I/M programs, vehicle registration distributions, or alternative Tier 2 phase-in
schedules. Speed data files for each scenario are provided with the model and
should not be edited.
In addition, the user must specify the "database output" option with the formats
shown in the sample file. In addition, the user must specify calculation of
particulate matter as well as air toxics, as shown in the sample file, and provide
the fuel parameters and particulate matter emission factor inputs in each scenario
record, as required by MOBILE6.2 to calculate particulate matter and air toxics
emissions. If these conventions are not followed, the resulting MOBILE6.2
model output will not work properly with COMMUTER.
-------
IMPORTANT: Once you've edited the 13 scenario records to
reflect your own altitude, temperature, and season inputs, you can
copy and paste this block of records to create emission factors for
multiple calendar years.
Once you have set up your MOBILE6.2 input file as described above and in
accordance with the required database output options, run MOBILE6.2. You can
name the MOBILE6.2 input and output files as you choose.
Step 2 - Process MOBILE6.2 Output - Once you have run MOBILE6.2, an
intermediate step is required to process MOBILE6.2 database-format output into
the format expected by COMMUTER. You can run this step from inside the
COMMUTER model using the "Process MOBILE6.2 Output" command from the
"File" menu. This command will allow you to browse for and select a standard
MOBILE6.2 database output file (.TB1) extension. It will then convert the data in
this file into a text file suitable for import into COMMUTER, with a .TBZ
extension. Note that corresponding toxics and PM MOBILE6.2 output files are
also read (.TOX and .PM extensions, respectively), and a corresponding VMT file
(.VMT) is also generated that contains VMT fractions by vehicle type and facility
type. The model user must retain these files in the same directory as the .TB1 and
.TBZ files and should not delete them. The routine to process MOBILE output
may take a few minutes to run; this is normal.
Step 3 - Activate User-Supplied Emission Factors Option - On the "Fleet
Emissions Information" input screen in COMMUTER, you have the option of
selecting "User-Supplied Emission Factors." Once you have selected this option
and specified a calendar year, you will be reminded to Import User Emission
Factors, as described below. It is important that the calendar year you have
specified match one of the calendar years included in the .TBZ file you select.
Step 4 - Import User Emission Factors - Once you have generated a .TBZ file,
you can import this file into the COMMUTER model using the "Import User
Emission Factors" command from the "File" menu. This command will allow
you to browse for and select a .TBZ file. You may select any .TBZ file that you
already have generated from MOBILE6.2 output, without re-running the "process
MOBILE6.2 output" routine described above. Importing the .TBZ file will take a
few seconds; you will be notified when the import routine has been successfully
completed. These emission factors will be saved within the COMMUTER model
until you import a different set of either user-specified or default scenario
emission factors.
Sample MOBILE6.2 Input File
32
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MOBILE6 INPUT FILE : M6sample.in
This is a sample MOBILE6.2 input file, provided for use with EPA's COMMUTER Model v2.0.
*Requirements:
**** The DATABASE OUTPUT option must be used with the format options as shown.
**** The PARTICULATES and AIR TOXICS commands must be used as shown.
**** 13 scenarios must be run, one for each speed range, using the external speed files provided.
**** The user must provide locality-specific fuel parameters in each SCENARIO record,
**** suitable for use with the PARTICULATES and AIR TOXICS commands.
*User options:
**** The user may alter the calendar year, season, altitude, and temperature in the scenario
**** records, and may provide additional local data in the scenario record (e.g., humidity).
**** The user may specify other locality-specific data either internally or in external files
**** (e.g., I/M program, alternative Tier 2 phase-in, vehicle registration distribution).
DATABASE OUTPUT :
POLLUTANTS : HC CO NOX CO2
WITH FIELDNAMES :
DATABASE VEHICLES : 22222 11111111 2 222 11111111 221
DAILY OUTPUT :
PARTICULATES : SO4 GASPM LEAD SO2 NH3 BRAKE TIRE
AIR TOXICS :
RUN DATA :
EXPRESS HC AS VOC :
FUEL PROGRAM : 4
30 30 30 30 30 30 30 30
30 30 30 30 30 30 30 30
80 80 80 80 80 80 80 80
80 80 80 80 80 80 80 80
I/M DESC FILE : basic.im
SCENARIO RECORD : Weekday 2007 SpeedOl .svt
> NOTE Scenario speed: SpeedOl .svt
CALENDAR YEAR : 2007
SEASON : 1
FUEL RVP : 8.38
MIN/MAX TEMPERATURE: 55.0 75.0
ALTITUDE : 1
PARTICULATE EF : PMGZML.CSV PMGDR1 .CSV PMGDR2.CSV PMDZML.CSV
PMDDR1 .CSV PMDDR2.CSV
PARTICLE SIZE : 2.5
DIESEL SULFUR : 87.75
SPEED VMT : SpeedOl .svt
GAS AROMATIC% : 26.87
GASOLEFIN% : 13.23
GASBENZENE% :01.00
E200 : 47.72
E300 : 82.84
OXYGENATE : MTBE 02.6200 1.00
33
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ETBE 00.0000 0.00
ETON 00.0000 0.00
TAME 00.0000 0.00
SCENARIO RECORD : Weekday 2007 Speed02.svt
> NOTE Scenario speed: Speed02.svt
CALENDAR YEAR : 2007
SEASON : 1
FUEL RVP : 8.38
MIN/MAX TEMPERATURE: 55.0 75.0
ALTITUDE : 1
PARTICULATE EF : PMGZML.CSV PMGDR1 .CSV PMGDR2.CSV PMDZML.CSV
PMDDR1 .CSV PMDDR2.CSV
PARTICLE SIZE : 2.5
DIESEL SULFUR : 87.75
SPEED VMT : Speed02.svt
GAS AROMATIC% : 26.87
GASOLEFIN% : 13.23
GASBENZENE% :01.00
E200 :47.72
E300 : 82.84
OXYGENATE : MTBE 02.6200 1.00
ETBE 00.0000 0.00
ETON 00.0000 0.00
TAME 00.0000 0.00
SCENARIO RECORD : Weekday 2007 SpeedOS.svt
> NOTE Scenario speed: SpeedOS.svt
CALENDAR YEAR : 2007
SEASON : 1
FUEL RVP : 8.38
MIN/MAX TEMPERATURE: 55.0 75.0
ALTITUDE : 1
PARTICULATE EF : PMGZML.CSV PMGDR1 .CSV PMGDR2.CSV PMDZML.CSV
PMDDR1 .CSV PMDDR2.CSV
PARTICLE SIZE : 2.5
DIESEL SULFUR : 87.75
SPEED VMT : SpeedOS.svt
GAS AROMATIC% : 26.87
GASOLEFIN% : 13.23
GASBENZENE% :01.00
E200 :47.72
E300 : 82.84
OXYGENATE : MTBE 02.6200 1.00
ETBE 00.0000 0.00
ETON 00.0000 0.00
TAME 00.0000 0.00
SCENARIO RECORD : Weekday 2007 Speed04.svt
34
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> NOTE Scenario speed: Speed04.svt
CALENDAR YEAR : 2007
SEASON : 1
FUEL RVP : 8.38
MIN/MAX TEMPERATURE: 55.0 75.0
ALTITUDE : 1
PARTICULATE EF : PMGZML.CSV PMGDR1 .CSV PMGDR2.CSV PMDZML.CSV
PMDDR1 .CSV PMDDR2.CSV
PARTICLE SIZE : 2.5
DIESEL SULFUR : 87.75
SPEED VMT : Speed04.svt
GAS AROMATIC% : 26.87
GASOLEFIN% : 13.23
GASBENZENE% :01.00
E200 :47.72
E300 : 82.84
OXYGENATE : MTBE 02.6200 1.00
: ETBE 00.0000 0.00
: ETON 00.0000 0.00
: TAME 00.0000 0.00
SCENARIO RECORD : Weekday 2007 Speed05.svt
> NOTE Scenario speed: Speed05.svt
CALENDAR YEAR : 2007
SEASON : 1
FUEL RVP : 8.38
MIN/MAX TEMPERATURE: 55.0 75.0
ALTITUDE : 1
PARTICULATE EF : PMGZML.CSV PMGDR1 .CSV PMGDR2.CSV PMDZML.CSV
PMDDR1 .CSV PMDDR2.CSV
PARTICLE SIZE : 2.5
DIESEL SULFUR : 87.75
SPEED VMT : Speed05.svt
GAS AROMATIC% : 26.87
GASOLEFIN% : 13.23
GASBENZENE% :01.00
E200 :47.72
E300 : 82.84
OXYGENATE : MTBE 02.6200 1.00
ETBE 00.0000 0.00
ETON 00.0000 0.00
TAME 00.0000 0.00
SCENARIO RECORD : Weekday 2007 Speed06.svt
> NOTE Scenario speed: Speed06.svt
CALENDAR YEAR : 2007
SEASON : 1
FUEL RVP : 8.38
MIN/MAX TEMPERATURE: 55.0 75.0
35
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ALTITUDE : 1
PARTICULATE EF : PMGZML.CSV PMGDR1 .CSV PMGDR2.CSV PMDZML.CSV
PMDDR1 .CSV PMDDR2.CSV
PARTICLE SIZE : 2.5
DIESEL SULFUR : 87.75
SPEED VMT : Speed06.svt
GAS AROMATIC% : 26.87
GASOLEFIN% : 13.23
GASBENZENE% :01.00
E200 :47.72
E300 : 82.84
OXYGENATE : MTBE 02.6200 1.00
: ETBE 00.0000 0.00
: ETON 00.0000 0.00
: TAME 00.0000 0.00
SCENARIO RECORD : Weekday 2007 Speed07.svt
> NOTE Scenario speed: Speed07.svt
CALENDAR YEAR : 2007
SEASON : 1
FUEL RVP : 8.38
MIN/MAX TEMPERATURE: 55.0 75.0
ALTITUDE : 1
PARTICULATE EF : PMGZML.CSV PMGDR1 .CSV PMGDR2.CSV PMDZML.CSV
PMDDR1 .CSV PMDDR2.CSV
PARTICLE SIZE : 2.5
DIESEL SULFUR : 87.75
SPEED VMT : Speed07.svt
GAS AROMATIC% : 26.87
GASOLEFIN% : 13.23
GASBENZENE% :01.00
E200 :47.72
E300 : 82.84
OXYGENATE : MTBE 02.6200 1.00
: ETBE 00.0000 0.00
: ETON 00.0000 0.00
: TAME 00.0000 0.00
SCENARIO RECORD : Weekday 2007 SpeedOS.svt
> NOTE Scenario speed: SpeedOS.svt
CALENDAR YEAR : 2007
SEASON : 1
FUEL RVP : 8.38
MIN/MAX TEMPERATURE: 55.0 75.0
ALTITUDE : 1
PARTICULATE EF : PMGZML.CSV PMGDR1 .CSV PMGDR2.CSV PMDZML.CSV
PMDDR1 .CSV PMDDR2.CSV
PARTICLE SIZE : 2.5
DIESEL SULFUR : 87.75
SPEED VMT : SpeedOS.svt
36
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GAS AROMATIC% : 26.87
GASOLEFIN% : 13.23
GASBENZENE% :01.00
E200 :47.72
E300 : 82.84
OXYGENATE : MTBE 02.6200 1.00
ETBE 00.0000 0.00
ETON 00.0000 0.00
TAME 00.0000 0.00
SCENARIO RECORD : Weekday 2007 SpeedOQ.svt
> NOTE Scenario speed: SpeedOQ.svt
CALENDAR YEAR : 2007
SEASON : 1
FUEL RVP : 8.38
MIN/MAX TEMPERATURE: 55.0 75.0
ALTITUDE : 1
PARTICULATE EF : PMGZML.CSV PMGDR1 .CSV PMGDR2.CSV PMDZML.CSV
PMDDR1 .CSV PMDDR2.CSV
PARTICLE SIZE : 2.5
DIESEL SULFUR : 87.75
SPEED VMT : SpeedOQ.svt
GAS AROMATIC% : 26.87
GASOLEFIN% : 13.23
GASBENZENE% :01.00
E200 :47.72
E300 : 82.84
OXYGENATE : MTBE 02.6200 1.00
ETBE 00.0000 0.00
ETON 00.0000 0.00
TAME 00.0000 0.00
SCENARIO RECORD : Weekday 2007 SpeedlO.svt
> NOTE Scenario speed: Speedl O.svt
CALENDAR YEAR : 2007
SEASON : 1
FUEL RVP : 8.38
MIN/MAX TEMPERATURE: 55.0 75.0
ALTITUDE : 1
PARTICULATE EF : PMGZML.CSV PMGDR1 .CSV PMGDR2.CSV PMDZML.CSV
PMDDR1 .CSV PMDDR2.CSV
PARTICLE SIZE : 2.5
DIESEL SULFUR : 87.75
SPEED VMT : Speedl O.svt
GAS AROMATIC% : 26.87
GASOLEFIN% : 13.23
GASBENZENE% :01.00
E200 :47.72
E300 : 82.84
37
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OXYGENATE : MTBE 02.6200 1.00
ETBE 00.0000 0.00
ETON 00.0000 0.00
TAME 00.0000 0.00
SCENARIO RECORD : Weekday 2007 Speech 1 .svt
> NOTE Scenario speed: Speedl 1 .svt
CALENDAR YEAR : 2007
SEASON : 1
FUEL RVP : 8.38
MIN/MAX TEMPERATURE: 55.0 75.0
ALTITUDE : 1
PARTICULATE EF : PMGZML.CSV PMGDR1 .CSV PMGDR2.CSV PMDZML.CSV
PMDDR1 .CSV PMDDR2.CSV
PARTICLE SIZE : 2.5
DIESEL SULFUR : 87.75
SPEED VMT : Speedl 1.svt
GAS AROMATIC% : 26.87
GASOLEFIN% : 13.23
GASBENZENE% :01.00
E200 :47.72
E300 : 82.84
OXYGENATE : MTBE 02.6200 1.00
ETBE 00.0000 0.00
ETON 00.0000 0.00
TAME 00.0000 0.00
SCENARIO RECORD : Weekday 2007 Speedl2.svt
> NOTE Scenario speed: Speed12.svt
CALENDAR YEAR : 2007
SEASON : 1
FUEL RVP : 8.38
MIN/MAX TEMPERATURE: 55.0 75.0
ALTITUDE : 1
PARTICULATE EF : PMGZML.CSV PMGDR1 .CSV PMGDR2.CSV PMDZML.CSV
PMDDR1 .CSV PMDDR2.CSV
PARTICLE SIZE : 2.5
DIESEL SULFUR : 87.75
SPEED VMT : Speedl2.svt
GAS AROMATIC% : 26.87
GASOLEFIN% : 13.23
GASBENZENE% :01.00
E200 :47.72
E300 : 82.84
OXYGENATE : MTBE 02.6200 1.00
ETBE 00.0000 0.00
ETON 00.0000 0.00
TAME 00.0000 0.00
38
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SCENARIO RECORD : Weekday 2007 Speech S.svt
> NOTE Scenario speed: SpeedlS.svt
CALENDAR YEAR : 2007
SEASON : 1
FUEL RVP : 8.38
MIN/MAX TEMPERATURE: 55.0 75.0
ALTITUDE : 1
PARTICULATE EF : PMGZML.CSV PMGDR1 .CSV PMGDR2.CSV PMDZML.CSV
PMDDR1 .CSV PMDDR2.CSV
PARTICLE SIZE : 2.5
DIESEL SULFUR : 87.75
SPEED VMT : Speedl S.svt
GAS AROMATIC% : 26.87
GASOLEFIN% : 13.23
GASBENZENE% :01.00
E200 :47.72
E300 : 82.84
OXYGENATE : MTBE 02.6200 1.00
ETBE 00.0000 0.00
ETON 00.0000 0.00
TAME 00.0000 0.00
SCENARIO RECORD : Weekday 2007 Speedl4.svt
> NOTE Scenario speed: Speed14.svt
CALENDAR YEAR : 2007
SEASON : 1
FUEL RVP : 8.38
MIN/MAX TEMPERATURE: 55.0 75.0
ALTITUDE : 1
PARTICULATE EF : PMGZML.CSV PMGDR1 .CSV PMGDR2.CSV PMDZML.CSV
PMDDR1 .CSV PMDDR2.CSV
PARTICLE SIZE : 2.5
DIESEL SULFUR : 87.75
SPEED VMT : Speedl4.svt
GAS AROMATIC% : 26.87
GASOLEFIN% : 13.23
GASBENZENE% :01.00
E200 :47.72
E300 : 82.84
OXYGENATE : MTBE 02.6200 1.00
ETBE 00.0000 0.00
ETON 00.0000 0.00
TAME 00.0000 0.00
END OF RUN
39
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Appendix D:
Best Workplaces for Commuters Program Evaluation Guide
Surveying Employees
Q: What questions should I ask employees in the survey?
A: To make program evaluation simpler for you, we have provided a sample Employee
Survey to illustrate the minimum information you should capture when surveying
employees to evaluate a SIP program. You must conduct a separate survey for each
of your registered worksites.
If you are already administering a survey as part of a mandatory trip reduction
ordinance or for other purposes, you might be able to use the information collected
through that survey for this purpose. Contact your EPA Regional office.
In some communities, a transportation agency (such as a regional planning agency
or transportation management association) may be able to administer a survey that
not only reports on mode share but also helps better understand the commuting
needs of your employees. Employers may wish to add questions to the survey about
other commuting services or options that employees desire, or benefits that would be
useful in encouraging employees to try transit, ridesharing, walking or bicycling, or
flexible work arrangements.
Q: What are the steps for surveying employees?
A: There are seven basic steps to conducting an employee survey:
1. Determine when to conduct the employee survey
2. Establish how the survey will be distributed
3. Decide which employees to survey
4. Determine how many employees to survey
5. Inform employees of the survey and distribute survey to all eligible or sampled
employees
6. Collect the employee surveys and contact non-responders
7. Compile the results of the employee survey
Please see below for detailed information about each of these steps.
Q: When should I conduct the survey?
A: Employees should be surveyed about their commuting trips following a typical
workweek. Surveys should not be distributed to employees the week following a
holiday, after a group of employees have not been present at the worksite (e.g.,
during a corporate retreat), or after other circumstances that could affect employee
commuter patterns.
In addition to deciding when to conduct the survey, a deadline should be set for
collecting surveys from employees. This deadline should be set to allow sufficient
time to contact non-responders and determine the survey results. In general you
40
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should start surveying employees several months in advance of the date you have
selected for reporting to EPA.
Q: How should the survey be distributed?
A: Surveys should be distributed in the manner that best suits your organization's
culture. Distribution options include the following:
* Electronic distribution (e-mail) - appropriate for companies that regularly
communicate in this manner
* Mass distribution - sent to employees along with their paychecks, through a
company newsletter, or via a special mailing
* Internet - an increasingly popular option, the questionnaire is accessed and
filled out via the web. Responses can be automatically transferred to a
database for analysis. If you can't perform such a survey over your own
network, EPA can host the questionnaire and capture and analyze the data for
you.
* Group administration - distribution at an employee meeting where the
employees fill out the survey during the meeting
* Individual administration - dissemination by an individual assigned to administer
the survey to employees (most appropriate for smaller organizations)
Electronic and mass distribution require less administration on the front-end, but
often require more follow-up to ensure good results. Group or individual
administration reduces the problems of non-responders and waiting for employees to
submit their surveys, but requires additional administration time.
Q: How do I decide which employees to survey?
A: Employees who should be surveyed fall in any of the following categories:
* Employees who are on your organization's payroll and assigned to your
worksite, including night shift, or teleworking employees OR
* Employees who have an assigned workstation at your site OR
* Part-time employees who work half time or more (you are encouraged to include
all part-time employees in order to get more accurate and useful information) OR
* Contractors at your worksite who are not on your organization's payroll but are
allowed to take part in your organization's benefits
Q: How do I determine how many employees to survey?
A: The number of employees to survey depends on the size of the work force at
your worksite.
If your worksite has fewer than 750 eligible employees:
All eligible employees should be surveyed.
If your worksite has 750 or more eligible employees:
You may survey a random sample of eligible employees. The goal of a random
sample is to create unbiased results that can be generalized to the worksite as a
whole without surveying each employee. Use the table below to determine the
sample size required for a given number of eligible employees:
41
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Number of Eligible
Employees
750 to 999
1,000 to 1,249
1,250 to 1,499
1,500 to 1,999
2,000 to 2,999
3,000 to 3,999
4,000 to 4,999
5,000 to 9,999
10,000 to 19,999
20,000 or more
Required
Sample Size
635
706
742
813
885
956
1,028
1,063
1,135
1,170
You should pick the sample through random means of drawing names.
Examples of survey methods that are NOT random samples include:
• Distributing surveys to only employees who are in one business unit or on one
floor of a building
• Distributing surveys to 50 employees in each business unit or to 50 employees
on each floor of a building
• Handing out surveys to people who happen to be in the cafeteria on a given day
or at a staff meeting on a given day
The following methods may be used to create a random sample.
If you have 750 to 1,625 eligible employees:
Step 1: First, create a list of all survey-eligible employees. The list can be
compiled using names organized alphabetically or by social security
number. Do not use arrangements such that a recognizable group is
divided into standard intervals. For example, do not use an arrangement
where supervisors and staff members alternate.
Step 2: Using the table above, determine how many eligible employees need to
be surveyed. Calculate the number NOT to be surveyed by subtracting
the number to be surveyed from the number of eligible employees.
Step 3: Calculate the correct "interval" for removing names. This is done by
dividing the number of eligible employees by the number of employees
NOT to be surveyed. Round this number up_ to the nearest whole number,
n.
Step 4: Choose a starting number between 1 and n at random. For example, the
numbers from 1 to n can be written on pieces of paper and put into a hat,
and then one of these numbers is selected from the hat.
Step 5: Using the number n calculated in step 3, count off each "nth" employee
starting at the starting number calculated in step 4, with each of the "nth"
employees taken out of the sample. The remaining employees will be
surveyed.
42
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For example, with 800 employees, a survey of 635 employees is needed, and so 800
- 635 = 165 employees who do not need to be surveyed. Dividing 165 employees
by 800 employees produces the number 4.8, which rounds up to 5. The starting
number selected in step 4 might be 2, so starting from the second employee, remove
every 5th employee from the list. Survey the remaining employees.
If you have 1,626 or more eligible employees:
Step 1: First, create a list of all survey-eligible employees. The list can be
compiled using names organized alphabetically or by social security
number. Do not use arrangements such that a recognizable group is
divided into standard intervals. For example, do not use an arrangement
where supervisors and staff members alternate.
Step 2: Using the table above, determine how many eligible employees need to
be surveyed.
Step 3: Calculate the correct sampling "interval." This is done by dividing the
number of eligible employees by the number of employees who must be
surveyed (as indicated in the above table). Round this number down to
the nearest whole number, n.
Step 4: Choose a starting number between 1 and n at random. For example, the
numbers from 1 to n can be written on pieces of paper and put into a hat,
and then one of these numbers is selected from the hat.
Step 5: Using the number n calculated in step 3, count off each "nth" employee
starting at the starting number calculated in step 4, with each of the "nth"
employees selected to be surveyed.
For example, if the employer has 2,000 eligible employees, the table says that 885
employees should be surveyed. The result of step 3 produces the number 2.26,
which rounds down to 2. The starting number selected in step 4 might be 2. This
means that every second employee in the employee list, starting with the second
employee, should be selected for surveying.
Because of the rounding down of the sampling interval, this method can produce
random samples of more employees than the minimum required. If the employee list
is organized by a factor expected to be unrelated to potential commuting patterns,
such as an arrangement by social security number, then you can stop selecting
employees from the list once you have the desired minimum sample size. On the
other hand, if the list is organized by a factor that might be related to potential
commuting patterns (such as by job type), you should continue selecting employees
until you reach the end of the list in order to avoid having a biased sample.
Q. What should I consider in informing employees of the survey and distributing
it?
A. Including a cover memo or letter that describes the survey and its purpose is
essential. The memo or letter should emphasize why it is important that the survey
be completed. For example, you might explain to employees that the information
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collected will help you better tailor your commuter benefits to employee needs and/or
manage your program better.
Special arrangements may have to be made to distribute and collect surveys from
employees who work during off-hours, telecommute, or work part time. Also note that
while you may consolidate the design and distribution of the survey, you must report
your results separately for each registered worksite.
Q: How many surveys do I need to receive back?
A: You must try to receive a targeted percent of surveys for your results to be valid.
The target percent applies to the number of surveys that are distributed, whether or
not all employees are surveyed or a sample is used.
For employers with 300 or more eligible employees:
A 70 percent or greater response rate from the survey should be achieved.
Employers in states and localities with trip reduction ordinances have found a 70
percent response rate attainable, and this level is needed to ensure confidence in the
results.
For employers with fewer than 300 eligible employees:
The target response rate depends on the number of employees, as shown in the
table below:
Number of
Eligible
Employees
99 or fewer
100-199
200-299
Target
Response
Rate (%)
92
85
78
The target response rate is higher for smaller employers in order to ensure the same
level of statistical confidence among all employer size groups. A high response rate
is often easiest for smaller employers since individual follow-ups with employees can
be made.
Q: How do I collect employee surveys and contact non-respondents?
A: Employees should submit their completed surveys to a designated location or
person by a specified deadline. One week after the surveys have been distributed (if
sent out to individuals), determine how many have been returned. Normally,
response drops off dramatically after one week.
All non-responders should be reminded to submit the survey through a general
notice to all survey recipients. Another copy of the survey may also be distributed in
case the employee has misplaced the original survey.
Tips for achieving a high response rate include:
* Include a due date on the survey form
* Let employees know why they are being surveyed and why it is important to the
organization
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* Provide incentives for returning the survey, such as small gift items, such as
mugs, magnets, or T-shirts, or coupons for discounts on local goods or services
* Develop a contest where employees who return surveys can win gift certificates,
transit passes, restaurant meals, or other prizes
Q: How do I compile the results of the employee survey?
A: Once you have collected the surveys, the next step is to tally the numbers from
the employee surveys by category and by worksite. Please take care to include all of
the collected responses in your totals. Enter the totals on the survey summary
sheet, which is included in this Guide.
Q: Whom can I contact for assistance with surveying employees?
A: You can contact your account manager, the call the Best Workplaces for
CommutersSM voicemail at 888-856-3131 or email bwc@epa.gov. Your organization
may also be able to seek additional assistance from regional rideshare
organizations, transportation management organizations, or outside contractors to
provide assistance in either customizing or conducting your employee surveys.
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