A methodology for the assessment of ridesharing program benefits and impacts
Abstract Due to the increased cost and decreased availability of energy, many cities are developing experimental ridesharing programs. The evaluation of such public transportation programs often involves some form of benefit/cost analysis. In this paper we review a methodology proposed by Wagner for calculating ridesharing program benefits. We propose a modification for calculating vehicle-miles reduction and suggest a survey instrument for collecting the appropriate data. In addition, we present a surrogate measure which is simpler to compute and allows sensitivity analysis for incorporating certain intangible factors. Data from a survey conducted in the Greater Cincinnati area is used to illustrate the calculations. The results can be useful in evaluating other ridesharing programs.
Estimating the Potential of Ride Sharing in Urban Areas: the Milan Metropolitan Area Case Study
In the near future, cities will have to supply innovative and high value-added mobility services, that shall be sustainable in terms of environmental impact, traffic management and energy efficiency. This represents a great challenge: transportation accounts for 20% of the global energy consumption, with a large share in urban areas (around 40% of total transport consumption). One of the most promising solutions to reduce congestion, energy consumption and air pollutants in highly-populated areas is Ride Sharing. Ride Sharing systems aim to bring together travellers with similar itineraries and time schedules, thus providing significant societal and environmental benefits, such as reducing the number of cars used for personal travel and improving the utilization of available seat capacity (also defined “occupancy rate”). This paper examines the impact of Ride Sharing by developing an enhanced transport model in Visum, which takes into account the shareability of passengers mobility patterns. The model is applied to the Milan Metropolitan Area, which represents an interesting test case for two main reasons: first, its high population density and strong transport offer and second, the large amount of information and data available on passengers mobility. The paper assumes an optimal 20% participation rate to Ride Sharing and estimates its benefits in terms of congestion reduction, energy efficiency and environmental impact. The COPERT software is used to estimate Carbon Dioxide emissions and fuel consumption savings. The simulation results show that Ride Sharing brings a sort of rebound effect, since there is an increase in passengers traveling by car. However, the overall effect is a reduction in the number of vehicles used, with consequent reductions in vehicle kilometers travelled (-3.8%). This translates into 6% energy savings and 6% Carbon Dioxide emissions reduction. Some policy recommendations are provided to develop Ride Sharing in order to increase the effectiveness of this system while restraining side effects.
EVALUATION OF THE COMMUTER COMPUTER CARPOOL PROGRAM
A study of the Commuter Computer carpool matching program in the Los Angeles metropolitan area is discussed. The study included a performance evaluation (the number of carpools formed, etc.) and a policy evaluation (to improve future performance). An innovative methodology was used to evaluate marketing activities in the carpool formation process and to compare the characteristics of carpoolers and noncarpoolers. Three population categories were surveyed; (a) applicants for matching, (b) nonapplicants at companies where Commuter Computer has been marketed, and (c) commuters among the general public (serving as a control group). It was found that mass-media marketing has resulted in widespread recognition of Commuter Computer but only limited knowledge of its available services. Employer-oriented marketing produced 75 percent of all applications. The low rate of carpool formation (9 percent of all applicants) was found to be caused primarily by two factors: One-third of all applicants get empty match lists, and 60 percent of those who get lists with names never attempt to call anyone. There appears to be substantial "indirect" carpool formation among nonapplicants at companies that have been the target of successful marketing. The "average" Commuter Computer carpooler is a middle-aged, upper-middle-class, male professional from a household in which automobile availability is almost 1 car/driver. The new technique of cost-effectiveness evaluation indicates that the program is much more cost-effective than most transportation programs. (Author)