METHODS TO IMPROVE HOUSTON CARPOOL INFORMATION

Transcription

1 METHODS TO IMPROVE HOUSTON CARPOOL INFORMATION Prepared For The Metropolitan Transit Authority of Harris County By The Texas Transportation Institute The Texas A&M University System College Station, Texas November 1992

2 METHODS TO IMPROVE HOUSTON CARPOOL INFORMATION Thchnical Memorandum METRO Contract E20293L Prepared For The Metropolitan Transit Authority of Harris County By Katherine F. Thrnbull Assistant Research Scientist The Texas Transportation Institute The Texas A&M University System College Station, Texas November 1992

3 TABLE OF CONTENTS I. Introduction Page II. Characteristics and Trends in Carpooling Carpool Use Carpool Formation and Carpool Members Duration of Carpools Previous Mode and Reasons for Carpooling Characteristics of Carpools Trip Characteristics III. Rideshare Program Elements and the Use of New Technologies Traditional Rideshare Program Elements Rideshare Matching and Vanpool Support Marketing Employer Assistance/Outreach Other Support Services Incentives for Ridesharing Use of New Technologies IV. Approaches for Further Consideration in Houston V. Conclusion VI. References... :... 23

4 I. INTRODUCTION Traffic congestion, air quality, and mobility are important issues in the Houston area. Although recent improvements in the transportation system have reduced congestion levels in some corridors, Houston is still ranked as one of the top ten most congested cities in the country (1). Air quality and environmental issues are also major concerns. Houston is currently in severe violation of the Environmental Protection Agency (EPA) standards for ozone emissions. In order to meet the requirements of the 1990 Clean Air Act Amendments (CAAA), measures to control the growth in vehicle miles of travel (VMT) and to increase vehicle occupancy levels must be developed and implemented. In response to the combination of increasing demands on the transportation system and limited resources, the agencies responsible for transportation in the Houston area have often utilized a variety of innovative approaches to addressing mobility and traffic congestion concerns. The extensive system of high-occupancy vehicle (HOV) lanes, park-and-ride lots, transit centers, express and cross-town bus services, the expansion of the freeway and toll road system, the development of a strategic arterial street plan, the commitment to a state-of-the-art traffic management center, and the implementation of a variety of IVHS technologies, represent just a few of the techniques being utilized in Houston. In addition to the public agencies involved in these activities, private businesses and groups have also been active participants. Private sector involvement will continue to be important, as the CAAA places specific requirements on businesses with over 100 employees. Encouraging greater use of carpools is one of the approaches that has been, and continues to be, promoted in the Houston area. Carpooling can be defined as 2 or more people sharing a ride to and from work or other activity. Although many carpools are established on a permanent basis, recently more casual carpooling is taking place in many parts of the country (2,3,4). Casual carpooling arrangements, which may take many forms, provide greater flexibility to commuters. This allows individuals to better manage their personal and commute needs. Further, the use of advanced technologies are being explored in some areas, including Houston, 1

5 to provide easier and more convenient access to rideshare services and instant ride-matching capabilities. The Metropolitan Transit Authority of Harris County (METRO) is responsible for the ridesharing program in the Houston area. This program includes the provision of carpool matching services, marketing, employer outreach assistance, and other activities to encourage greater utilization of buses, vanpools, and carpools. METRO's interest in carpooling also extends to the Houston high-occupancy vehicle (HOV) lanes. These facilities represent a joint venture between METRO and the Texas Department of Transportation (TxDOf). To help ensure that the Houston ridesharing programs and services are focused on the most effective approaches for encouraging greater use of carpooling, METRO requested that the Texas Transportation Institute (TTl), a part of The Texas A&M University System, examine the national experience with different methods of providing ridesharing information and possible approaches to encouraging greater use of carpooling. METRO requested that the analysis include an examination of the characteristics of Houston carpoolers, a comparison of Houston carpoolers and Houston carpool formation with national trends, the types of preferential treatments that may provide incentives to attract new carpools and maintain existing ones, and the new technologies that may assist in carpool formation. To accomplish this, a number of activities were undertaken. First, relevant literature on recent trends in ridesharing, carpool formation, and the use of new technologies was examined. Second, additional information on recent activities and programs was obtained through telephone conversations with representatives from rideshare agencies and other groups in Texas and throughout the country. The results of these activities are summarized in this technical memorandum. The next chapter examines the characteristics of Houston carpoolers and provides a comparison with experience in other areas and national trends. This is followed by a discussion of the services most commonly provided by carpool and rideshare programs, incentives used to encourage carpooling, and the application of new technologies to encourage greater utilization of carpooling. The next 2

6 chapter identifies the approaches that appear to be most appropriate for further consideration in Houston. These are presented for more detailed examination by METRO. Finally, the last chapter summarized the major elements covered in the memorandum and identifies areas METRO may wish to explore further. 3

7 ll. CHARACTERISTICS AND TRENDS IN CARPOOLING This chapter examines the characteristics of carpoolers and carpool formation in the Houston area. The attributes of carpoolers using the HOV lanes and motorists in the general-purpose lanes are explored. Information on Houston commuters is available through the ongoing HOY lane monitoring program conducted by Til and funded by the Texas Department of Transportation (TxDOT). METRO has further supported surveys of bus riders, carpoolers, and motorists using the HOV lanes and the general-purpose freeway lanes. Where appropriate, the Houston information is compared to national trends and experience from other metropolitan areas. Carpool Use According to the 1990 Census data, carpooling accounts for approximately 14.4% of all commuter trips made in Harris County. This represents a decline of some 7.1% from the 1980 level of 21.8% (5). However, as has been documented previously by TTl, carpool volumes have increased on those freeways with HOY lanes and rideshare support facilities (6). As shown in Thble 1, an increase in carpooling and an increase in the average vehicle occupancy levels have been realized on freeways with HOV lanes. 4

8 Table 1 - Houston HOV Lane Use and Occupancy Levels Summary of HOV Related Data, Peak Hour, Peak Direction (Freeway Mainlanes and HOV Lanes Combined) Freeway Average Vehicle 2 + Carpool Volume Bus Patronage Occupancy (Vehicles Per Hour) Peak Hour (Persons Per Vehicle) (Bus Ridership) Freeways with HOV Lanes North Freeway BeforeHOV Current (12/90) Percent Change +24% +127% - Katy Freeway Before HOV Current (12/90) Percent Change +24% +113% +498% Northwest Freeway Before HOV Current (12/90) Percent Change +14% +187% +155% Freeways without HOV Mid 1980's Current (12/90) Percent Change +2% +25% -6% (6) A comparison of the experience in Houston with national trends in ridesharing identifies both similarities and differences. On a national level, the percentage of people using all forms of transit (buses, rail, carpooling, and vanpooling) for commuting purposes has declined. From 1980 to 1990, commuting by transit dropped from approximately 6.5% to 5.0% (5). Further, the automobile occupancy levels for commute trips declined from about 1.15 persons per vehicle in 1980 to 1.10 persons per vehicle in 1990 (5). As shown in Thble 1, ridesharing in Houston, especially in those freeway corridors with HOV lanes, reflects a more positive trend than the national experience. Rather than declining, both 5

9 carpooling and bus ridership has increased on freeways with HOV lanes. The current average vehicle occupancy levels for commute trips in Houston are also above the national average. Further, rather than declining, the trends on the freeway corridors with HOV lanes reflect an increase in vehicle occupancy levels. The Houston experience indicates that individuals will choose to carpool if provided with incentives and benefits. The travel time savings and travel time reliability offered by the HOV lanes provide incentives that many commuters find appealing enough to change from driving alone to carpooling.. These incentives help to counterbalance the additional time that may be required to pick-up or drop-off other passengers. Surveys of carpoolers in Houston have documented that the travel time savings and improved travel time reliability are important elements in encouraging greater use of carpooling (7). Carpool Fonnation and Carpool Members Carpools are formed through a variety of methods and are comprised of different groups of people. The most common types of carpools are formed with family members, friends or neighbors, and co-workers. Carpools of this nature, especially those formed with family members and friends, are usually organized by the individuals themselves. Little or no outside help is needed to form carpools of this nature. Carpool matching services, such as those operated by regional rideshare programs, companies or other groups, provide a more formal mechanism to help people form carpools. In most cases, these programs utilize a computer-based ridematching system that identifies commuters with the same travel characteristics who may be possible carpool matches. An individual interested in either finding a rider or being a passenger makes a request over the telephone or fills out a rideshare application. Their travel and trip characteristics are then matched with others in the data base and individuals with the same travel patterns are identified. This information is provided to the individual and they are left to make contact with the other people and set up the carpool. 6

10 Thble 2 provides a summary of the current composition of carpools using the Houston HOV lanes. The table also presents similar information from a national perspective and from Southern California. This allows for a comparison of national trends with those in Houston. This information also provides a perspective on the possible method of carpool formation. Since no national or local data were available on carpool formation, the examination of carpool members was used to identify potential matching methods. Table 2 - Carpool Membership Houston HOY Lanes Carpool Members Katy Northwest Gulf (!-low) (U.S. 290) (I-45) Southern California National Average Family or Household Members 56% 69% 66% Neighbors/Friends 12% 7% 7% Co-Workers 32% 24% 27% 53% 43% 14% 57%* 33% *Combined category of co-workers and neighbors/friends. {7,8,9) As shown in Thble 2, carpools using the HOV lanes in Houston appear to be slightly more likely to be comprised of family or household members than those in other parts of the country. In general, carpools on the Houston HOV lanes reflect a higher percentage of family and household members than carpools in Southern California or the national average. Experience indicates that matching services focus on non-family members, primarily co-workers and neighbors (8,9). Thus, these services are oriented toward a small portion of the overall carpool market. Duration of Carpools The duration or "life" of a carpool is another characteristic that is often examined in analyzing rideshare programs. A variety of factors may influence carpooling arrangements. These include job and residential locations, work schedules, job responsibilities, the need for an automobile at 7

11 work, and activities and responsibilities before and after work. Changes in any of these factors may result in a change in the viability of carpooling or other commute options. Figure 1 identifies the median duration of carpools in the Houston area. Information is presented for the median life of carpools on the HOV lanes and for freeways without HOV lanes. As illustrated in the figure, the median life of a carpool is much longer on the freeways with HOV facilities. This provides an indication that the travel time savings and the travel time reliability offered by the HOV lanes adds to the stability of carpools. Although extensive data are not available, HOV lanes in other parts of the country also appear to increase the life of carpools (8). Figure 1 - Median Age of a Carpool in Corridors with and Without HOV lanes n Ul,!; +J c ~ u (I) Ol < c 10 -'0 Q) :l ~~~~ iiiiiiiiiiiiiiiiiiiiiiii llllllllllllllllllllllll N.W Gulf Nor-th Katy N.W. Gulf N.W Fr-eeways W/0 HOV Lanes 13 Freeways With HOV Lanes (10) 8

12 Previous Mode and Reasons for Carpooling An examination of the mode previously used by carpoolers and the current reasons for carpooling provides a good indication of some of the factors influencing mode choice. Surveys conducted of carpoolers on the Houston HOV lanes indicate that between 40% to 60% of the current carpoolers previously drove alone. The remainder were either new trips or represented individuals who had formerly taken the bus, been in a vanpool, or participated in a different carpool. The high percentage of current carpoolers who formerly drove alone and the higher number of carpoolers on freeways with HOV facilities indicates that the HOV lanes in Houston have assisted in new carpool formations. Surveys of motorists in the general-purpose freeway lanes further indicate that few have changed from carpooling or vanpooling to driving alone. The number of drivers indicating they previously participated in a carpool has averaged between 5% and 10% over the past few years (7). This indicates that only a small portion of commuters have changed from carpooling to driving alone in freeway corridors with HOV lanes. This trend is further supported by the importance individuals place on the HOV lanes as a factor influencing their decision to carpool. For example, approximately 40% of the carpoolers and vanpoolers on the North and Northwest HOV lanes indicated that they would not be using their current mode without the HOV lanes (7). Similar responses have been recorded from carpoolers on the other HOV lanes. Further, in response to questions on why they carpool on the HOV lanes, travel time savings, trip time reliability, congested freeways, costs, and time to relax have been rated as the most important factors (7). Characteristics of Carpoolers The numerous surveys that have been conducted of users and non-users of the Houston HOV lanes provides insight into the characteristics of carpoolers using the facilities. These are 9

13 summarized in Thble 3. As indicated by the information in this table, carpoolers using the Houston HOV lanes tend to be well educated, middle-aged professionals. Table 3 - Characteristics of Houston Carpoolers Katy North Northwest Gulf Age, Years (50th Percentile) 38% 37% 36% 38% Sex(% male) 55% 53% 38% 41% Education, Years (50th Percentile) 15% 15% 15% 14% Occupation Professional 45% 48% 49% 46% Managerial 18% 21% 19% 15% Clerical 14% 21% 15% 26% Sales 6% 11% 7% 4% (7) Trip Characteristics Organized carpooling is usually associated with work trips during the morning and afternoon peak periods. The surveys of carpoolers using the Houston HOV lanes support this trend. Work was by far the most commonly reported trip purpose for carpoolers using the HOV lanes. Work trips accounted for between 88% and 98% of the trips on the four HOV lanes, with school trips comprising the remainder (7). The surveys of users and non-users of the HOV lanes also provide information on trip destinations. As shown in Thbles 4 and 5, carpoolers using the HOV lanes tend to be more likely to have destinations in the downtown area than motorists on the general-purpose lanes. This is somewhat to be expected given the orientation of the HOV lanes. However, a significant number of carpoolers destined for the Post Oak/Galleria area use the Katy and Northwest HOV lanes. Both of these facilities provide access to the Post Oak/Galleria area through the Northwest Transit Station. Thus, although the downtown area represents the major destination for carpoolers using 10

14 the HOV lanes, carpoolers with destinations in the Post Oak/Galleria area, Greenway Plaza, the Texas Medical Center, and other locations also use the facilities. Table 4 - Trip Destinations of Carpoolers Using HOY Lane A.M. Trip Destination Downtown Post Oak/Galleria Greenway Plaza Texas Medical Center Other Katy North Northwest Gulf 55% 76% 40% 73% 13% 3% 28% 6% 5% 2% 5% 2% 6% 7% 6% 4% 21% 12% 21% 10% (7' 10) Table 5 - Trip Destination of Freeway Motorists A.M. Trip Destination Downtown Post Oak/Galleria Greenway Plaza Texas Medical Center Other Katy 1 North 2 Nortbwest 1 Gulf! 28% 31% 17% 28% 13% 9% 19% 9% 4% 4% 4% 5% 4% 7% 4% 9% 51% 49% 56% 49% I (7, 10) 11

15 ill. RIDESHARE PROGRAM ELEMENTS AND THE USE OF NEW TECHNOWGIES This chapter examines the elements usually provided by rideshare programs around the country and the use of new technologies to support and promote ridesharing. Innovative approaches to providing carpool information and encouraging greater use of HOVs are identified. Different types of preferential treatments and other programs that support greater use of carpooling are also discussed. Last, the use of advanced technologies to enhance ridesharing programs and to make rideharing more attractive to commuters are outlined. This information is used to identify possible approaches for consideration by METRO and other groups in the Houston area. Traditional Rideshare Program Elements Most rideshare programs in Texas and throughout the United States provide a variety of services within the four broad categories of rideshare matching and vanpool support, marketing, employer assistance/outreach, and other support services. A number of different approaches and services may be offered within each of these general categories. This section provides a summary of both the traditional and more innovative services and approaches being provided by rideshare agencies and programs around the country to promote greater use of HOV s. Rideshare Matching and Vanpool Support Assisting commuters to form carpools and vanpools has been a major focus of most rideshare programs since the 1970s. In fact, the first use of carpool matching assistance occurred during World War II, when ridesharing was promoted in response to gasoline and tire rationing. During the 1970s, rideshare matching was sometimes done manually or with the use of early computer systems. Rideshare matching systems have increased in sophistication and capabilities since the 1970s, however. 12

16 Today, most rideshare programs use one of a number of commercially available software programs or a specially designed system to provide ridematching services. The available systems all use some type of geographic base to record and track individual origins and destinations and to identify potential carpool matches. An individual accesses the system by providing the necessary information over the telephone or by mailing in a ridematching application. The computer system matches their origin and destination and travel times with others in the data base and the individual is provided with a matchlist of possible carpoolers. It is usually left up to the individual to make contact with the perspective carpoolers. Some programs are trying to customize their services and provide more personalized service to help people form carpools, however. Rideshare programs around the country use different approaches for providing the ridematching list to individuals. Depending on the speed of the computer system and the process used, individuals may be provided with the names of prospective matches over the telephone when they make their initial request. In other cases, a match list may be mailed to the individual. Depending on the system, this may take anywhere from a day to a week or more. In general, most rideshare programs are moving toward trying to provide the match list information very quickly so as to maintain the individuals interest in ridesharing. A number of software packages and innovative approaches using advanced technologies and more personalized services are being considered and tested in different part of the country. Many of these focus on providing greater flexibility for individuals who may not be able to carpool everyday and more personalized services to enhance the comfort level of forming a carpool with a stranger. Thble 6 provides a brief summary of some of the approaches that have been or are being explored by rideshare programs throughout the country. 13

17 Thble 6 - Innovative Approaches to Ridematching Services Approach Enhanced Ridematching Software and Capabilities Real-time Ridematching Touch-Tone Telephone Rideshare Matching Personalized Ridematching Description/Examples of Areas Use of state-of-the art computer software matching programs to increase speed and capabilities of matching services. Los Angeles/Orange County, San Francisco, and Minneapolis-St. Paul. Providing instant or real time matches for individuals. Houston Sman Commuter Operational Test, Sacramento, and Bellevue. Use of touchtone telephone and voic systems to organize carpooling arrangements. Bellevue. Provide assistance to potential carpoolers by facilitating the initial call to set up the carpool. Minneapolis-St. Paul and Washington, D. C. Thble 7 provides a summary of some of the commercial rideshare matching programs presently available. METRO is currently planning to upgrade their ridematching system, partially to implement the Sman Commuter IVHS Operational Test, and partially because the current system is old and in need of replacement. Representatives from Commuter Transportation Services, Inc. provided a demonstration of the Rides tar program to METRO staff in the spring of 1992 and other vendors have contacted METRO. Thble 7 identifies a number of software packages currently available that METRO may wish to consider. 14

18 Thble 7 - Examples of Commercial Ridematching Systems Software Name TRANS MAX RIDESTAR SUPERPOOL RIDETECH RIDES HARE MICROCRIS POOLMA1CH RIDESHARE LINK MA1CHMAKER RIDEMA1CH EZ-RIDER Company C>Systems Santa Barbara, CA Commuter Transportation Services, Inc. Los Angeles, CA Commute Tech Union, NJ COMSIS Corp. Crain & Associates Systems West Los Angeles, CA Fone Link, Inc. Public Policy Systems, Inc. Spokane Ridesharing Spokane, WA STW Communications (13) In addition to carpool matching programs, many ridesharing programs provide some type of vanpool program. Four types of vanpooling arrangements are found in use throughout the United States. These are: employer-owned vanpools, employer/employee vanpools, owner-operator, and third-party vanpools. METRO currently uses a third-party vanpool service, VPSI, Inc., to broker vanpools in the Houston area. Although detailed discussion of vanpooling is beyond the scope of this technical memorandum, the marketing techniques and suggested approaches described later can be used to promote vanpools as well as carpools. 15

19 Marketing A variety of marketing techniques and approaches have been used over the years to provide information on ridesharing alternatives and to promote greater utilization of carpooling. These have ranged from relatively simple approaches focusing on employees within targeted businesses to regional and state multi-media campaigns. Th.ble 8 provides a summary of the more commonly used marketing techniques. Examples of innovative or more unique marketing approaches are also noted. METRO is currently using many of these techniques. However, as will be discussed in the next chapter, METRO may wish to explore new or additional efforts in some of these areas Thble 8 - Rideshare Marketing Thchniques Road-Side Rideshare Information Numbers (Standard Dar Signs). Billboards. Signs at Park-and-Ride and Park-and-Pool Lots. Television Advertisements (Paid and Public Service). Radio Advertisements (Paid and Public Service). Newspaper Advertisements. Th.rgeted Efforts at Major Employers/Businesses. On-Site Coordinators In-house Meetings and Promotions In-house Newsletters Special Programs Rideshare Want Ads or Newsletters. Major Rideshare/Transit Day or Week. (11, 14, 15) 16

20 Employer Assistance/Outreach Another important element of many rideshare programs is the provision of technical assistance or outreach services to employers. This program element usually focuses on large businesses, companies, and governmental agencies. A variety of services may be offered, but all provide assistance to encourage greater use of carpooling, vanpooling, and transit. Examples of some of the types of services are highlighted in Thble 9. An important element of METRO's current rideshare program is the provision of employer assistance. Given the requirements of the 1990 Clean Air Act Amendments (CAAA) and other legislation, it appears that these efforts will become even more important in the future. Thble 9 - Examples of Employer Assistance Program Elements Specialized matching services. New employer rideshare and transit orientation packages and commute assistance. Assistance to in-house rideshare coordinators. Specialized ridematching and transit services. Provision of targeted marketing materials. Coordination of special incentives for ridesharing and transit. Guaranteed Ride Home programs. Other Support Services Many rideshare programs provide a variety of other supporting services to further encourage the use of carpooling and other high-occupancy commute modes. These additional services may be undertaken and funded solely by the rideshare or transit agency, but more commonly appear to be co-supported by private businesses or other groups. Examples of other supporting services include guaranteed ride home programs, preferential parking locations and reduced parking costs, special incentives or bonuses, and special recognition awards. Some of these approaches are 17

21 currently being used in the Houston area, but more extensive use may be appropriate given the requirements of the CAAA. Incentives for Ridesharing A good deal of research over the years has focused on the effectiveness of different incentives and disincentives to encourage greater use of all HOV modes. Much of this research has examined the different factors that influence individual behavior and the commute trip decisionmaking process. Although the decision on which mode to use is often complex and based on a number of different factors, available experience and research provide an indication of some of the factors which appear to encourage greater use of carpooling and other HOV modes. Thble 10 provides a summary of some of these incentives. The key to these incentives is that they provide some type of benefit, such as faster travel times or lower costs, to HOV users. Thble 10 - Incentives Encouraging Greater Use of Carpooling and Other High-Occupancy Commute Modes High-occupancy vehicle lanes. HOV bypasses at metered freeway entrance ramps. Park-and-Poollots. Preferential parking locations. Reduced parking costs. Guaranteed Ride Home programs. Bonuses (extra days-off or cash) for using HOVs. Flexible work hours. Flexible ridesharing and driving arrangements. (2, 10, 12, 14, 15) 18

22 Use of New Thchnologies As noted previously, a variety of new technologies are being examined and implemented to support ridesharing programs and encourage greater use of all types of HOV modes. The term Intelligent Vehicle Highway Systems (IVHS) is used to describe these different technologies. IVHS represents the use of a variety of evolving advanced technologies to better manage all aspects of the transportation system. A number of categories are used within IVHS to describe the general types of applications. Most of the ridesharing applications fall within the advanced public transportation systems (AP1S) category. There is some overlap with other categories, however, most noticeably the advanced traffic management systems (ATMS) and the advanced traveler information systems (ATIS). 'Thble 11 provides a summary of some of the new technologies that are being considered and implemented with ridesharing programs. Thble 11 - Applications of New Thchnologies with Ridesharing Programs Improved computerized ridematching programs to provide instant or real-time carpool matches. Touch-tone telephone voic systems to provide carpool matches. Provision of pre-trip real-time traffic information to commuters to encourage greater use of instant carpooling. Cellular telephones to provide in-vehicle, in-trip carpool matching. Dynamic roadside signing for in-trip carpool matching. 19

23 IV. APPROACHES FOR FURTHER CONSIDERATION IN HOUSTON The previous two chapters have discussed the characteristics of carpoolers in the Houston area, provided a comparison of those characteristics with national trends, identified the services usually provided by rideshare programs, and described some of the innovative techniques and the use of new technologies being incorporated into some rideshare programs around the country. Based on that information, this chapter summarizes the approaches that appear to be most appropriate for further consideration in the Houston area. Many of these are not new ideas, but rather build on activities currently being pursued by METRO and other groups. Enhance Ridematching System. METRO is currently planning to upgrade its computerized ridematching system. The existing system is over 12 years old and METRO has recognized the need to replace it for a number of years. One of the objectives of the Houston Smart Commuter IVHS Operation Test is to enhance the provision of computerized ridematching services through the development and implementation of a state-of-the-art ridematching system, including the capability to provide real-time matches (16). The new ridershare matching system would provide benefits to the Smart Commuter project and enhance the overall capabilities of the rideshare program in Houston. Expand Existing Employer Based Programs. METRO has developed a highly successful RideSponsor program focusing on large employers in the Houston area. Given the requirements the CAAA place on all employers with over 100 employees in non-attainment areas, it appears that the opportunity exists to greatly expand the RideSponsor program to include many more businesses, companies, and governmental organizations. This could be accomplished by building on the strong base of the existing program and examining the potential to implement additional services. Marketing Program. METRO has not undertaken a major marketing campaign for the rideshare program for the last three years. Given the CAAA requirements and the potential 20

24 to increase use of the HOV lanes, developing and implementing a rideshare marketing and public information program may be appropriate. Such an effort could tie into upgrading the computer matching system and the RideSponsor program. Developing a regionwide marketing program, as well as programs focused on specific corridors and major employment locations, may be one feasible approach. hnplement 1-10 West Carpool Component of the Smart Commuter IVHS Operational 'lest. This element of the Smart Commuter project focuses on implementing a real-time carpooling program in the I-10 West (Katy) to the Post Oak/Galleria travel corridor. The concept will be tested with one large employer in the Post Oak/Galleria area first. Based on the results of the demonstration, the approach could be expanded to other employers and areas. Explore the use of additional advanced technologies to support the rideshare program. This activity would focus on the additional examination of advanced technologies to enhance the rideshare program. Potential examples are the use of dynamic roadside signs to alert motorist of instant carpoolers, supporting real-time traffic information provided by ATMS, and the use of ATIS to coordinate carpool pick-ups. METRO may wish to monitor activities related to these and other evolving technologies and implement those appropriate for the Houston area. Expand Support Programs and Thchnical Assistance Activities. METRO may wish to consider further expansion of some current program elements and the implementation of new programs. For example, METRO currently provides a guaranteed ride home program to RideSponsor members. Expansion of this program, which is currently being considered, could encourage increased carpooling among other groups. Additional services, such as providing assistance to business in developing programs to meet the CAAA requirements, may also be appropriate. 21

25 Expand HOV Facilities. The HOV lane system in Houston is currently being expanded. The HOV lane on the Southwest Freeway (U.S. 59 South) will open in An HOV lane is also planned for the Eastex Freeway (U.S. 59 North). Examining other HOV applications, including the use of arterial street lanes, would be appropriate. METRO and TxDOT may wish to explore further application of HOV techniques throughout the metropolitan area. 22

26 V. CONCLUSION This technical memorandum has provided an overview of the current status of carpooling in the Houston area and has identified possible areas for enhancements to the exiting rideshare program. The review of the current situation in Houston included an examination of carpool use, carpool formation and carpool members, duration of carpools, previous mode and reasons for carpooling, characteristics of carpoolers, and trip characteristics. The Houston experience was compared with national trends to identify similarities and differences. Traditional and innovative rideshare program elements, incentives that encourage greater use of carpooling, and the application of advanced technologies to support rideshare programs were also examined. Finally, suggestions were outlined on possible approaches for further consideration in the Houston area. The information provided in this technical memorandum should be of use to METRO and other groups in the Houston area in the consideration of techniques and approaches to enhance ridesharing information and encouraging greater utilization of carpooling. Areas where further research may be beneficial, such as the continued monitoring of new technologies, were also outlined. Rideharing will continue to be an important element in the multi-modal transportation system in the Houston area. The information provided in this memorandum further enhances the understanding of the characteristics of carpoolers in the Houston area, exiting rideshare program elements, and potential future enhancements. 23

27 VI. REFERENCES 1. Hanks, James W., and Timothy J. Lomax. Roadway Congestion in Major Urban Areas 1982 to College Station, Texas: The Texas Transportation Institute, Glazer, Jesse, Ann Koval, and Carol Gerard. "Part-time Carpooling: A New Marketing Concept for Ridesharing." Transponation Research Record Innovations in Ridesharing. Washington, D.C.: Transportation Research Board, pp Beroldo, Steve. "Casual Carpooling in the San Francisco Bay Area. 11 Transponation Quanerly 44 (January 1990:) Reno, Arlee. "Casual Carpooling on the Shirley Highway. "In 1988 National HOV Facilities Conference: Conference Proceedings, ed. Katherine F. Thrnbull. St. Paul, Minnesota: Regional Transit Board, Bureau of Census Census Information. Washington, D.C.: U.S. Department of Commerce 6. Christiansen, Dennis L. and William R. McCasland. An Analysis of Carpooling Effects of the Houston HOV Lanes. College Station, Texas: The Texas Transportation Institute, Sponsored by the Harris County Metropolitan Transit Authority. 7. Bullard, Diane. An Assessment of Carpool Utilization of the Katy HOV Lane and the Characteristics of Houston's HOV Lane Users and Non-users. College Station, Texas: The Texas Transportation Institute, Collier, Cheryl and Torben Christiansen, "The State of Commute in Southern California, 11 Transponation Research Record 1338-Public Transit: Bus, Paratransit, and Ridesharing. Washington, D.C.: Transportation Research Board, Teal, R. F. "Carpooling: Who, How and Why." Transponation Research 21A (1987): Washington, D.C.: Transportation Research Board, Christiansen, Dennis L., and Daniel E. Morris. A Evaluation of the Houston High Occupancy Vehicle Lane System. College Station, Texas: The Texas Transportation Institute, Winters, Philip L., Rollo C. Axton, and James B. Gunnell. "Transit and Ridesharing Information Study." In Transportation Research Record 1321, Rideshare Programs: Evaluation of Effectiveness, Trip Reduction Programs, Demand Management, and Commuter Attitudes Washington, D. C.: Transportation Research Board,

28 12. Beroldo, Steve. "Ridematching System Effectiveness: A Coast-to-Coast Perspective." In Transportation Research Record 1321 Rideshare Programs: Evaluation of Effectiveness, Trip Reduction Programs, Demand Management, and Commuter Attitudes Washington, D.C.: Transportation Research Board, Labell, Lawrence, N., Carol P. Schweiger, and Mary Kihl. Advanced Public Transportation Systems: The State of the An Update '92. Washington, D.C.: U.S. Department of Transportation, Margolin, Joseph B., and Marion Ruth Misch. Incentives and Disincentives for Ridesharing: A Behavioral Study. Washington, D.C.: Federal Highway Administration, Transportation Management Services, Inc. and SRF, Inc. "Memorandum on 1Win Cities Rideshare Program Evaluation Study: Review of Rideshare Program and Situational Characteristics. Prepared for the Regional Transit Board, November 30, Thrnbull, Katherine F., Houston Sman Commuter IVHS Demonstration Project: Concept Design and Implementation Program Outline. College Statio, Texas: Texas Transportation Institute. Prepared for METRO, TxDar, and the Urban Mass Transit Administration, September