5. Results and Findings

This section presents some of the key survey findings. It begins with a demographic overview of respondents and is followed by respondent travel behaviors. The cost effectiveness is then discussed highlighting a comparison between driving your own vehicle versus utilizing commuter bus service for traveling purposes. The travel characteristics of respondents are then discussed followed by a summary of the findings.

5.1 Demographics

The questionnaire asked the respondents a few questions regarding demographic data. The most prevalent age group was identified as those between the ages of 36 and 45, indicated by 23 respondents (38%). Not surprisingly the next largest response came from the 26-35 age group with 17 responses (28%), followed by the 46-65 age group with 12 responses (20%) and the 18-25 age group with 6 responses (10%). Two respondents indicated ages that were above 65. Figure 5.1 illustrates the willingness of the separate age groups to use the bus service. The respondents' willingness to use the service was based on question four from the survey, which asked if each respondent would use a direct service between the F-M and W-B areas if the monthly fare was between $100 and $160 and the daily round-trip fare was between $7 and $10. The figure does not show those individuals who indicated that they needed more information; however, the percentages below are based on the total number in each respective age grouping.

Figure 5.1 Age Groups and Willingness to Use Commuter Service (n=60)

Survey respondents were also asked to indicate their highest attained education level. Fifty-three percent (32) of the respondents indicated they had obtained a bachelor's degree, 30% (18) of the respondents indicated completion of a trade/technical/junior college, whereas 8% indicated high school completion. Seven percent responded that they had received a graduate degree, and one individual indicated less than high school education attainment. When compared with the response given to question four, the use of an "express bus" for a fee, all individuals from the less than high school, high school, and graduate degree education levels responded positively. One person, aged 18, with a two-year college education indicated no, and only seven of the 32 who indicated holding a bachelor's degree indicated that they would not ride the "express bus" for a fee.

Along with age and education level, the questionnaire asked the respondents to indicate their level of income. Six separate categories were provided. Nearly half of the respondents indicated that they earned more than $50,000 per year, followed by the $30,001-$40,000 with 15%, $40,001-$50,000 and $20,001-$30,000 with 13% each, below $10,000 with 8%, and $10,001-$20,000 was the lowest indication with two respondents or 3% indicating this level.

5.2 Travel Behavior

Part of understanding the reason why people will use commuter service is becoming aware of what motivates them to travel. For the purposes of an "express bus" between the areas of Fargo-Moorhead and Wahpeton-Breckenridge, the survey respondents were asked what reasons were prevalent in their travels to one of these areas. Figure 5.2 shows the choices that survey respondents were given. Of these choices, employment had the largest response with 87% or 52 of the 60 respondents identifying this as their reason for travel. Employment was followed by shopping with 20 respondents, other with 11 respondents, and attending college with 7 respondents, respectively.

Figure 5.2 Reasons for Traveling to the F-M or W-B areas (n=60)

A large majority of the respondents indicated that they traveled for employment reasons. The question was then asked, if traveling for employment, where do you work? Figure 5.3 breaks down the most prominent areas in which the respondents work. As can be seen in the figure a great majority of the respondents work in the F-M area. Fargo locations alone amount to 60%, and the number increases to 73% when Moorhead is added. The Wahpeton-Breckenridge area totals 10%; 17% of respondents indicated other as their location of employment.

Figure 5.3 Location of Employment (n=52)

Finding oneself without transportation during emergency situations is a deterrent to using public transportation for many individuals. Over half of the respondents indicated that they would be more willing to use the service if a guaranteed ride was available. This ride would most likely be in the form of a taxi. Figure 5.4 shows the willingness to use the service with an emergency ride guaranteed. Only 13%, or 10 respondents, indicated that this would not influence the likelihood of using such a service.

Figure 5.4 Willingness to Use Service with a Guaranteed Ride (n=60)

Respondents were also asked to identify factors that would keep them from using the service. Figure 5.5 shows the most prominent response was that the service did not fit their schedule; with nearly half of respondents indicating this would be the main reason keeping them from using the service. Inconvenience and financial concerns are the next two biggest concerns, each being identified by 30% of the respondents. Twelve percent indicated that there are other reasons that would keep them from using the service. (However, multiple times throughout the questionnaire respondents indicated the need for more information. As more information is available, these reasons may decrease.)

Figure 5.5 Reasons for Non-Use (n=60)

5.3 Cost Effectiveness

Based on data from Runzheimer International, the American Automobile Association developed Your Driving Costs 2003 which is presented in Table 5.1. The table illustrates the vehicle costs associated with operating a vehicle. In this case, the numbers equate to the equivalent of driving between the Fargo-Moorhead and Wahpeton-Breckenridge areas. Traveling between Wahpeton-Breckenridge and Fargo-Moorhead equates to driving approximately 100 miles round trip. The total average cost for commuting daily between Wahpeton-Breckenridge and Fargo-Moorhead is approximately $1,000 per month ($0.50/mile x 100 miles x 20 days = $1,000/month).

Related savings can be realized only if using the service allows the rider to eliminate the need for the vehicle. If, however, the rider will still need the vehicle for other personal use, savings will be significantly lower – probably equal to the variable per-mile cost of operation plus a portion of projected depreciation costs. Using a medium-size car: 11.5 cents x 2,100 miles per month x 12 months = $2,898 plus maybe half of the depreciation amount = $4,423 yearly or approximately $369 per month.

This data, which was presented in the questionnaire, aimed at providing the respondents with supplemental data to assist them in detailing typical operating costs. With awareness of what typical operating costs were, the respondents had more information regarding their willingness to use an "express bus" service for a fee, either on a monthly or daily basis. Cost can be a considerable determinant in choosing a mode of transportation; this data develops a cost comparison between modes.

The data in Table 5.1, using 2003 data, does not take into account the increase in fuel prices over the past couple of years. The average U.S. fuel price in 2003 was $1.65 per gallon. Currently, the average fuel price in the U.S. is $2.61 per gallon, as of August 22, 2005 (Energy Information Administration, 2005) This substantial increase in fuel prices would lead to a 4- to 5-cent increase in the overall cost per mile statistics found in Table 5.1. For example, driving a large car would no longer cost $0.59 per mile as indicated in Table 5.1, but rather $0.64 cents per mile, increasing the feasibility of utilizing express bus service for daily commutes. Also, the fuel price is a direct cost that is experienced every time someone refills their car with gas. It is not an indirect cost such as depreciation due to increased mileage decreasing the useful life of a vehicle. Depreciation costs are only realized by a driver when a vehicle is purchased or sold. Therefore, an increase in the price of gas at the pump will have a greater effect on a commuter's tendency to ride an express bus than an equal loss in resale value due to the accelerated depreciation of a vehicle.

After considering the vehicle operation estimates, respondents were asked if they would ride an express bus that has direct service between Fargo-Moorhead and Wahpeton-Breckenridge if the monthly fare was between $100 and $150 and the daily round-trip fare was between $7 and $10. Only eight of the respondents (13%) indicated no, that they would not use the service. Figure 5.6 provides a visual of the responses to the question. As shown, one-fourth of the respondents indicated that they would use such a service, with 15 responding yes. Maybe was the most prominent answer given with 23 respondents indicating so, making up 38% of the responses, and the other one-fourth of respondents indicated that they needed more information.

Figure 5.6 Willingness to Use Express Bus (n=60)

Those who responded yes or maybe to using the service were then asked how often they would ride. Figure 5.7 displays how frequently the respondents felt they would use the service. Most respondents indicated that they would use the service, with 26% indicating they would use it five days per week and 37% indicating three-four days per week. Eighteen percent responded with two-three days per week, 11% indicated one-two days per week, and 8% responded that they would use the service one-two times per month. It is evident that those who indicated they would, or maybe would, use such a service also indicated that they would use it on a frequent basis with 63% showing responses of three days per week or more.

Figure 5.7 Frequency to Service Use (n=38)

Related factors in determining the cost effectiveness of the two modes include whether or not potential users receive a transportation stipend or if a parking permit is necessary. The vast majority of respondents do not receive a stipend or subsidy from their employers and most are not required to purchase a parking permit. Ninety-two percent do not receive a stipend, while only 5% indicated receiving some sort of subsidy for travel. Eighteen percent, 11 respondents indicated the need to purchase a parking permit, while over 70% (8) of the 11 indicated the cost was less than $20 a month.

5.4 Travel Periods

Most respondents indicated that they traveled between the Fargo-Moorhead and Wahpeton-Breckenridge areas primarily for work though other purposes, such as shopping, were identified. To schedule a service such as an express bus, it is helpful to know when people need to travel. The survey included questions related to what times individuals needed to be at work, what time individuals departed from work, as well as what times individuals would use an express bus for reasons other than employment. Figure 5.8 shows the times respondents indicated they needed to arrive at work. Figure 5.9 shows the times respondents indicated as their departure times from work, and Figure 5.10 displays the times that respondents would most likely ride the service for events other than work.

Figure 5.8 Time to Arrive at Work (n=52)

Figure 5.9 Time of Departure from Work (n=52)

Figure 5.10 Ride Times for Events other than Work (n=60)

The majority of respondents seem to follow the traditional 8 a.m.-5 p.m. work schedule, and ride times for events other than work seem to be more heavily weighted in the mornings and late-afternoon to early-evening. However, with the differing schedules and locations of employment, bus transfers are inevitable. Taking this into consideration, respondents were asked how long they would be willing to wait for a free transfer between the express bus and a Fargo-Moorhead Metropolitan Area Transit (MAT) Bus. Figure 5.11 shows that people, as expected, were not willing to wait extended periods of time for bus transfers. Nearly 90% are willing to wait only 15 minutes or less, with 97% willing to wait 20 minutes or less.

Figure 5.11 Acceptable Wait Times (n=60)

5.5 New Service Experiences

The Wahpeton-Breckenridge commuter route started in October 2005 with three riders. The peak saw six monthly pass riders but to date two riders are using the service (one from Wahpeton and one from Wolverton). The feedback received has included several commuters who were going to ride to Blue Cross/Blue Shield and the Veterans Hospital. The Veterans Hospital routes only run every hour from the Metro Area Transit (MAT) Ground Transportation Center (GTC), so several had a long wait at the GTC, or had to be at work by 7:30 a.m. and couldn't make the connection. Other commuters from the Detroit Lakes route quit because of the MAT Veterans Hospital route as well.

As of October 1, 2005, Clay Country Rural Transit (CCRT) ceased delivering commuters door-to-door and started utilizing the GTC and MAT bus system for commuters to transfer and get to work. The Blue Cross/Blue Shield employees do not have a MAT route that meets their needs and riders from both the Detroit Lakes and Wahpeton routes no longer use the commuter service. They would get to work late and have to leave early to catch the CCRT bus at the GTC. The four entities (Wilkin, Wahpeton, Breckenridge and Wilkin) all gave an additional $750 each for another three-month period in an attempt to increase ridership within the next three months (January-March). Utility bill stuffers in both cities (Wahpeton-Breckenridge) are being done this month, along with some "free" TV and paid radio advertising. $140 per month is the pass cost and Ms. Beaudry believes that the decrease in gas prices over the past few months has hurt ridership as well. The governmental entities to the Wahpeton-Breckenridge area have been very supportive of the route, but less interest and support has been seen by Fargo-Moorhead entities (Beaudry, 2006).

5.6 Summary

The questionnaire data provided some positive feedback for an express bus service. Of those who responded, only 13% said that they would not use the service. Also, if a guaranteed ride is available, such as a taxi, the 25% who indicated they would use the service rose to nearly 50%. The majority of respondents commute between the Fargo-Moorhead and Wahpeton-Breckenridge areas quite frequently, as most travel more than three days per week. As expected, most individuals do not want to wait long for bus transfers. However, providing more information on the system should make users more conducive to the idea. The actual implementation of the service between Fargo-Moorhead and Wahpeton-Breckenridge has seen low ridership. Marketing techniques are continually being used to increase awareness for the route, but inefficient transfers between the commuter service and the Fargo-Moorhead local bus service are to be the primary obstacle to increased ridership.