This special issue of the International Journal of Sustainable Transportation highlights developments in shared-use vehicle research, in particular carsharing, public bikesharing, and personal vehicle sharing. Since the mid-1980s, shared-use vehicle services have gained momentum across the world. Developments include a range of operational models—private, non-profit, and governmental ventures; advanced technology; worldwide entry and growth; collaboration and competition; and increased activity by auto rental companies and automakers.
Over the past 20 years, China has experienced a steady decline in bicycle use. To address this trend, China's central and local government for urban transportation created the "Public Transit Priority" to encourage public transport initiatives. As part of this effort, the Hangzhou government launched "Hangzhou Public Bicycle" in 2008. This service allows members to access a shared fleet of bicycles. As of March 2011, it operated 60,600 bicycles with 2,416 fixed stations in eight core districts. To understand factors leading to bikesharing adoption and barriers to adoption,the authors conducted an intercept survey in Hangzhou between January and March 2010. Two separate questionnaires were issued to bikesharing members and non-members to identify key differences and similarities between these groups. In total, 806 surveys were completed, including 666 members and 140 non-members. The authors found that bikesharing is capturing modal share from bus transit, walking, autos, and taxis. Approximately 30% of members had incorporated bikesharing into their most common commute. Members indicated that they most frequently used a bikesharing station closest to either home (40%) or work (40%). These modal shifts suggest that bikesharing acts as both a competitor and a complement to existing public transit.Members exhibited a higher rate of auto ownership in comparison to non-members, suggesting that bikesharing is attractive to car owners. Recommendations for improving bikesharing in Hangzhou include: adding stations and real-time bike/parking availability technologies, improving bike maintenance and locking mechanisms, and extending operational hours.
Since the late-1990s, over 25 U.S. shared-use vehicle programs—including carsharing and station cars—have been launched. Given their presumed social and environmental benefits, the majority of these programs received some governmental support—primarily in the form of startup grants and subsidized parking. As of July 2003, there were a total of 15 shared-use vehicle programs, including 11 carsharing organizations, two carsharing research pilots, and two station car programs. Over the last five years, U.S. carsharing membership has experienced exponential growth. Despite this expansion, the social and environmental impacts and long-term sustainability of these services remain unclear. As part of their U.S. shared-use vehicle survey (August 2002 to July 2003), the authors documented market growth/trends and limited, systematic evaluation of program impacts. While 80 percent of shared-use programs implement internal customer surveys (initial or follow-up), only a handful of independent studies have been conducted to date. Across organizations, participant use and program benefits are measured using a variety of study tools and metrics. Given current shared-use vehicle growth and the ongoing interest of policymakers and government agencies in this concept, the authors recommend a longitudinal monitoring approach to better understand market developments, social/environmental impacts, and targeted policy strategies. Furthermore, the authors conclude that coordinated, program-wide data collection (consistent survey instruments and performance measures) could enhance overall market awareness and the credibility of shared-use vehicle organizations in leveraging additional public support.
Shared-use vehicle services provide members with access to a vehicle fleet for use as needed, without the hassles and costs of individual automobile ownership. From June 2001 to July 2002, there was a survey of 18 U.S. shared-use vehicle organizations on a range of topics, including organizational size, partnerships, pricing, costs, and technology. Although survey findings demonstrate a decline in the number of organizational starts in the last year, operational launches into new cities, membership, and fleet size continue to increase. Several growth-oriented organizations are responsible for most of this expansion. Several factors were explored that challenge shared-use vehicle growth, such as high capital investment (or start-up costs), dramatic insurance rate hikes, and scarcity of cost-effective technologies. Although the findings of early niche markets are encouraging, the ability of this emerging sector to actualize its total environment, economic, and social goals may be limited without the collective support of private industry (e.g., automobile manufacturers, insurance providers, technology producers); public agents (e.g., transit and governmental angencies); and shared-use vehicle programs. Indeed, public-private partnerships and cooperation among shared-use vehicle providers may play a key role in addressing insurance and technology costs and ensuring the long-term viability of this market.
This special issue of the International Journal of Sustainable Transportation highlights developments in shared-use vehicle research, in particular carsharing, public bikesharing, and personal vehicle sharing. Since the mid-1980s, shared-use vehicle services have gained momentum across the world. Developments include a range of operational models—private, non-profit, and governmental ventures; advanced technology; worldwide entry and growth; collaboration and competition; and increased activity by auto rental companies and automakers.
Shared ride services allow riders to share a ride to a common destination. They include ridesharing (carpooling and vanpooling); ridesplitting (a pooled version of ridesourcing/transportation network companies); taxi sharing; and microtransit. In recent years, growth of Internet-enabled wireless technologies, global satellite systems, and cloud computing - coupled with data sharing – are causing people to increase their use of mobile applications to share a ride. Some shared ride services, such as carpooling and vanpooling, can provide transportation, infrastructure, environmental, and social benefits. This paper reviews common shared ride service models, definitions, and summarises existing North American impact studies. Additionally, we explore the convergence of shared mobility; electrification; and automation, including the potential impacts of shared automated vehicle (SAV) systems. While SAV impacts remain uncertain, many practitioners and academic research predict higher efficiency, affordability, and lower greenhouse gas emissions. The impacts of SAVs will likely depend on the number of personally owned automated vehicles; types of sharing (concurrent or sequential); and the future modal split among public transit, shared fleets, and pooled rides. We conclude the paper with recommendations for local governments and public agencies to help in managing the transition to highly automated vehicles and encouraging higher occupancy modes.
The EasyConnect Low-Speed Modes Linked to Transit Planning Project (TO 5113) project represents the integration of innovative strategies to enhance transit use during the development and construction of a suburban transit oriented development at the Pleasant Hill Bay Area Rapid Transit (BART) District station in the East San Francisco Bay Area. This planning project brings together a unique partnership including small technology businesses, transportation agencies, city and county government, and academia. The project components include the introduction of shared-use low speed mode vehicles and electronic lockers at the proposed TOD. The evaluation of the EasyConnect field operational test (TO 6113-the next phase of this initiative) will provide insights into whether the introduction and integration of low-speed modes and elockers at the Pleasant Hill BART station can significantly increase transit access/use and cost effectively provide a last mile solution.
This synthesis provides a summary and comparative analysis of actions states across the United States are taking inresponse to automated vehicles (AVs). The research focuses on state-level stakeholder forums (e.g., task forces, committees) and state-level strategic actions (e.g., studies, initiatives, programs) initiated by a state legislature, agovernor, or a state agency. The analysis found that AV stakeholder forums and strategic actions address a diverse set offocus areas, but they pay minimal attention to the implications of AVs on the environment, public health, social equity, land use, public transit, goods movement, and emergency response. Also, forums and strategic actions commonly include members from state transportation departments, the legislature, and academia; however, representatives from industry and non-governmental organizations (NGOs) are included less often. Academia and researchers participate in themajority of AV forums and actions, either in an advisory capacity (i.e., sharing expertise and experience) and/or through conducting research. Based on this analysis, the synthesis concludes with a recommendation for California to form a state-level working group representing leaders from the public sector, industry, NGOs, and academia to advise the Governor and the Legislature on AV policy across a range of focus areas.
In 2017, researchers from UC Berkeley's Transportation Sustainability Research Center and Institute of Transportation Studies produced eight policy briefs on shared mobility. Shared mobility – the shared use of a vehicle, bicycle, or other travel mode – services are experiencing rapid growth and expansion. This is, in part, due to the launch of innovative business models across California, and their use of the smartphone as a way to enable on-demand transportation options. There is a need to clarify emerging terms and best practices for policymakers amidst the fast-paced developments of the field. Fluency in data sharing opportunities and standards, funding options, and equity considerations will be needed to implement flexible, forward-thinking policies. These topics are covered in the briefs that follow. Each brief includes a presentation of research findings, description of the research approach, and recommendations for the California Legislature. Policymakers and legislatures can refer to these briefs for digestible explanations of research findings and suggestions of ways to apply research to improve California's transportation system
The EasyConnect Low-Speed Modes Linked to Transit Planning Project (TO 5113) project represents the integration of innovative strategies to enhance transit use during the development and construction of a suburban transit oriented development at the Pleasant Hill Bay Area Rapid Transit (BART) District station in the East San Francisco Bay Area. This planning project brings together a unique partnership including small technology businesses, transportation agencies, city and county government, and academia. The project components include the introduction of shared-use low speed mode vehicles and electronic lockers at the proposed TOD. The evaluation of the EasyConnect field operational test (TO 6113-the next phase of this initiative) will provide insights into whether the introduction and integration of low-speed modes and elockers at the Pleasant Hill BART station can significantly increase transit access/use and cost effectively provide a last mile solution.
In 2020, the novel coronavirus (COVID-19) pandemic enveloped the world, leading to a public health crisis that profoundly changed allaspects of society, especially multiple sectors in transportation such as public transit and shared mobility. With so much uncertaintyabout the future of travel, the transportation sector needs to move rapidly to shape the nature of public transit and shared mobilityservices during the COVID-19 recovery period. Consequently, the University of California Institute of Transportation Studies (UC ITS) and the Transportation Research Board's (TRB) Executive Committee launched a scenario planning exercise from June to September 2020 involving 36 transportation experts. The exercise resulted in a series of policy options and research directions across three timeframes (i.e., within 12 months, one to three years, four to six years) that could guide the recovery of the public transit and shared mobility industries. This report offers several key takeaways. First, external forces beyond COVID-19 (e.g., economy, political will, etc.) will significantly drive the future of public transit and shared mobility and determine the effectiveness and feasibility of any policy strategies. Second, while public transit and shared mobility face a dire future in the short run, steps can be taken immediately to reduce the effects of the current crisis, while also laying the groundwork for more sustainable transportation in the future beyond COVID-19. Actions taken to only address the current crisis will not prepare public transit and shared mobility for the future. Finally, future policies and actions will not be effective without in-depth analysis and development. Research and lessons learned from demonstration and pilot projects will be critical for crafting policies, identifying all positive and negative outcomes, and shaping actions toward a future transportation system that is more resilient, socially equitable, and environmentally friendly.
The integration of innovative technologies with traditional modal options in transit oriented developments (TODs) may be the key to providing the kind of high-quality transit service that can effectively compete with the automobile in suburban transit corridors. The EasyConnect II project represents a multi-technology integration of innovative strategies planned to enhance transit use during the development and construction of a suburban TOD at the Pleasant Hill Bay Area Rapid Transit (BART) District station in the East San Francisco Bay Area. The project team represents a unique partnership including small technology businesses, private developers, transportation agencies, city and county government, and academia. The project components include the introduction of shared-use low-speed mode vehicles, smart parking management systems, electronic lockers, and power supplied by a hydrogen fuel cell at the proposed TOD. The various technologies will seamlessly be linked over the Internet in formats accessible to both end-users and project planners. The evaluation of the proposed study will provide insight into whether the introduction and integration of innovative technologies at TODs can significantly increase transit access and use. If the innovations introduced in this study prove successful, then their application could be expanded throughout the region, California, and the nation.
To evaluate the potential for low-speed modes to improve transit access, the EasyConnect field test will offer shared-use Segway Human Transporters (HT), electric bicycles, and bicycles linked to a Bay Area Rapid Transit District station and surrounding employment centers in California. Because of safety concerns, research was conducted to understand the risks associated with these modes and potential risk factors. A review of the safety literature indicates that user error is the major cause of low speed mode crashes, and significant risk factors are poor surface conditions and obstructions to drivers' vision. As a result, an extensive training program and carefully selected routes have been included in the field test. The regulatory and legislative history of the HT is chronicled to understand how concerns about its interaction with pedestrians have produced legislation that includes specific safety requirements. The low-speed modes used in this project will be equipped with safety devices, and participants will be required to wear helmets. The survey results of 13 HT implementation projects provide insight into potential advantages and challenges to the field test. Results of interviews and meetings with field test stakeholders are presented with a discussion of their influence on the field test design. Finally, conclusions and future project steps are discussed.
Since the late-1990s, over 25 U.S. shared-use vehicle programs—including carsharing and station cars—have been launched. Given their presumed social and environmental benefits, the majority of these programs received some governmental support—primarily in the form of startup grants and subsidized parking. As of July 2003, there were a total of 15 shared-use vehicle programs, including 11 carsharing organizations, two carsharing research pilots, and two station car programs. Over the last five years, U.S. carsharing membership has experienced exponential growth.Despite this expansion, the social and environmental impacts and long-term sustainability of these services remain unclear. As part of their U.S. shared-use vehicle survey (August 2002 to July 2003), the authors documented market growth/trends and limited, systematic evaluation of program impacts. While 80 percent of shared-use programs implement internal customer surveys (initial or follow-up), only a handful of independent studies have been conducted to date. Across organizations, participant use and program benefits are measured using a variety of study tools and metrics. Given current shared-use vehicle growth and the ongoing interest of policymakers and government agencies in this concept, the authors recommend a longitudinal monitoring approach to better understand market developments, social/environmental impacts, and targeted policy strategies. Furthermore, the authors conclude that coordinated, program-wide data collection (consistent survey instruments and performance measures) could enhance overall market awareness and the credibility of shared-use vehicle organizations in leveraging additional public support.
Shared-use vehicle services provide members access to a vehicle fleet for use on an as-needed basis, without the hassles and costs of individual auto ownership. From June 2001 to July 2002, the authors surveyed 18 U.S. shared-use vehicle organizations on a range of topics, including organizational size, partnerships, pricing, costs, and technology. While survey findings demonstrate a decline in the number of organizational starts in the last year, operational launches into new cities, membership, and fleet size continue to increase. Several growth-oriented organizations are responsible for most of this expansion. The authors explore several factors that challenge shared-use vehicle growth, such as high capital investment (or start-up costs), dramatic insurance rate hikes, and scarcity of cost-effective technologies.The authors conclude that while early niche market findings are encouraging, the ability of this emerging sector to actualize its total environmental, economic, and social goals may be limited without the collective support of private industry (e.g., automakers, insurance providers, technology producers); public agents (e.g., transit and governmental agencies); and shared-use vehicle programs. Indeed, public-private partnerships and cooperation among shared-use vehicle providers may play a key role in addressing insurance and technology costs and assuring the long-term viability of this market.
