cover image: Evaluating Household Chauffeuring Burdens - Understanding Direct and Indirect Costs of Transporting Non-Drivers - 9 January 2020

20.500.12592/jhth50

Evaluating Household Chauffeuring Burdens - Understanding Direct and Indirect Costs of Transporting Non-Drivers - 9 January 2020

22 Apr 2021

Analysis of non-automobile travel demand (such as the need to provide public transit services) is sometimes evaluated based on the number of zero-vehicle households (1), which assumes that drivers will chauffeur non-driver household members; this report examines the costs of such travel, and therefore the savings and benefits of improving transport options. [...] The 2009 NHTS indicated that 10%–14% of total morning-peak private vehicle trips and 5%–7% of total vehicle travel consists of children 5 to 12 years of age being driven to school (18, 19), rates that increase with distances to school. [...] It assumes that in both types of communities the ratios of non-drivers to drivers, non-driver vehicle trip generation rates, and the portion of chauffeured trips that generate empty backhauls are the same, but in compact, multi-modal communities non-drivers only require chauffeuring for 10% of trips while in automobile-dependent, communities they require chauffeuring for 60% of trips. [...] Considering other types of chauffeuring trips (children and adolescents driven to non-school destinations, seniors driven to shopping and medical services, adult non-drivers driven to work and other destinations, drivers being picked up after drinking alcohol, etc.) it seems reasonable to conclude that chauffeuring generates 5-15% of total vehicle travel and vehicle costs, with drivers’ travel tim. [...] The Chauffeuring Burden Index can be used to quantify the costs of inadequate non-automobile travel options, and therefore the benefits of more multi-modal transport systems and more accessible development.

Authors

Todd Alexander Litman

Pages
15
Published in
Canada

Tables

All