1 SHORT GUIDE BRINGING CAR-SHARING TO YOUR COMMUNITY
2 The challenge of the American automobile has had citizens, planners, and environmentalists stumped for decades. How will it ever be possible to get Americans to give up their love affair with cars? One of the most effective solutions to date is a project known as car-sharing: a network of cars and trucks for people to access on a pay-per-use basis. Rather than simply pointing out the negative consequences of automobile dependency and associated sprawl, car-sharing offers a practical, tangible way to improve the environment, promote social equity and build local community. This guide is for anyone who thinks that their community could benefit from car-sharing, including elected officials, city staff, and community activists. While it draws heavily on City CarShare s experience in developing a successful program in the San Francisco Bay Area, it is intended to provide advice to anyone in North America. Bringing Car-Sharing to Your Community includes the following sections: WHAT IS CAR-SHARING? Rather than each household owning their own vehicle, car-sharing provides them with access to a fleet of shared cars in small parking lots ( pods ) around a city. WHO IS CAR-SHARING FOR? Any household that could drive their car or a second car less than 5,000 miles a year will find car-sharing a cost-effective alternative to owning a vehicle. Businesses and public agencies can also use car-sharing to provide their employees with access to a vehicle, in some cases replacing corporate or municipal fleets. WHICH CITIES HAVE CAR-SHARING? It s already up and running in nearly 20 major cities in North America, plus some smaller towns and college campuses. 1 HOW DOES IT WORK? Members simply make a reservation online or by telephone, walk to their chosen vehicle, and drive off. They are billed at the end of the month. Insurance, cleaning, fuel costs and maintenance are handled by the operator. WHAT CAN IT DO FOR THE COMMUNITY? Car-sharing brings social, environmental and economic benefits, by helping to reduce dependence on the private automobile. These include reduced conflict over parking, reduced air and water pollution, and an increase in transit and other alternative modes of travel. WHERE CAN CAR-SHARING SUCCEED? High density, a mix of land uses, good transit access, and already-low vehicle ownership levels are important if car-sharing is to be viable. Equally important is strong support from institutions such as cities, transit agencies and community organizations. WHICH MODEL IS RIGHT FOR YOUR COMMUNITY? Car-sharing in North America takes a variety of forms: for-profit, cooperative, and local government-run. City CarShare, however, believes that the nonprofit model is essential if the full range of benefits from car-sharing is to be realized.
3 What is car-sharing? Car-sharing is a neighborhood-based transportation service that allows people to use a car when needed, without the costs and responsibilities of ownership. It converts automobile use from a product to a service, providing people with use of a car instead of ownership. Cars of various sizes are kept in small parking lots all over a city. Members make reservations on-line or via a toll-free phone number, walk to the closest lot, access the car using an electronic key fob, and drive off. They are billed at the end of each month based on usage. Car-sharing comes in many forms, even within North America. Different organizations concentrate on different markets, and have varied pricing structures and technologies. The essential features of car-sharing, however, are as follows: SHORT-TERM RENTALS. Car-sharing charges by the hour, and usually by the mile as well, making short trips cost effective. NEIGHBORHOOD-BASED, DECENTRALIZED VEHICLES. Car-sharing operators place pods of cars at locations all around a city, ensuring they are within an easy walk of as many people as possible. Most pods have one or two vehicles, but some are larger. 2 SELF-ACCESSING. Car-sharing allows members to reserve a car online or by telephone, open the doors with their own electronic key, and return the car without ever dealing with anyone else. This allows car-sharing to provide service more efficiently than rental car agencies, eliminating the time-consuming hassle of the check-in process. DIFFERENT VEHICLES FOR DIFFERENT USES. Most car-sharing operators have a varied fleet. Members can reserve a big vehicle to go camping, a pick-up truck to move furniture, and small, fuel-efficient cars for other trips. FULL, TURNKEY SERVICE. Car-sharing services include fuel, maintenance, insurance, and reserved parking at the pod. This saves members money. But avoiding the hassles of vehicle ownership is also one of the key attractions of car-sharing. Members out-source the chores that go along with ownership.
4 Who is car-sharing for? Many car-sharing members are individuals. Operators also offer household memberships, allowing family members or roommates to be added to the same account. Car-sharing is an attractive option for several groups of people. For those who don t own a car, it can provide mobility for occasional trips such as grocery shopping, expanding people s travel options and preventing the purchase of a car. More importantly, car-sharing can substitute for a household car or a second car. Car-sharing will generally provide cost savings for existing car owners who drive fewer than 5,000 miles a year or could, if they wanted to. It can also replace a second car that is used only occasionally. Car-sharing is not a financially attractive option, however, for commuters who frequently drive to work. Businesses are another group that can benefit by making car-sharing available to their employees. Car-sharing can replace or augment an organization s vehicle fleet, or provide an alternative to renting cars or using employees own vehicles. $18,000 $16,000 3 Cost Per Year $14,000 $12,000 $10,000 $8,000 $6,000 $4,000 $2,000 City CarShare Private Car $0 0 5,000 Miles Per Year 10,000 15,000 Costs of Private Ownership vs City CarShare. Assumes average of 5.5 miles per hour of CCS usage. Private automobile costs from AAA (2003). Based on CCS January 2005 rates, assuming hourly average cost of $3.50. Increasingly, businesses and government departments are finding car-sharing an attractive, economic option. Some of these organizations currently rely on employees own cars or rental cars, and find that car-sharing can provide added convenience and flexibility. Others replace or supplement their own fleets with car-sharing.
5 Some car-sharing operators provide dedicated fleets for large business or government customers. For example, cars may be provided exclusively for city employees during the business day, and then made available to all members in the evenings and at weekends. Most members live or work (or both) within walking distance of a car-sharing pod. However, many take transit to get to and from the vehicles, if car-sharing has not yet come to their neighborhood, or if the closest vehicle is already reserved. They may also make longer combined trips, through taking transit to the closest vehicle to their destination, before driving the final leg of their journey. Which cities have car-sharing? Car-sharing has been a success in Europe since the 1980s, and spread to North America in the early 1990s. Nearly 20 major cities, plus a few smaller towns and university campuses, now have car-sharing. Some of these smaller communities just have a single shared car, with the program run by volunteers. Others are professionally run organizations with more than a hundred vehicles. Whistler Vancouver Victoria Seattle Calgary Nelson Gatineau Ottawa Québec Montréal Sherbrooke 4 Portland Madison Chicago Kingston Boston Toronto Kitchener New York City Region Princeton Philadelphia Washington, DC Region San Francisco Bay Area Boulder Denver Aspen UNC Chapel Hill Los Angeles UC Irvine UC Riverside San Diego How does it work? Joining Only members are permitted to drive car-sharing vehicles. To join, a driving record check is required, along with the payment of an application fee and refundable deposit. Many operators ask new members to attend an orientation session, or complete one online. City CarShare s online version is at insert web link.
6 Reservations Systems Early car-sharing programs required members to telephone for a reservation, and fill out trip logs noting the time used and mileage driven. Car keys were stored in lock boxes, which members could access with a master key or a PIN number. As well as being cumbersome and expensive to run, these systems relied on the honor system for billing. Most large operators today use fully automated reservations systems, which are easier to use, more secure, and minimize overhead costs. Some operators have developed their own systems, but they can also be purchased off-the-shelf. Such technology is essential in allowing car-sharing to grow to a significant scale. Reservations can be made at any time, even just a few minutes beforehand. Most members use the Internet, but operators such as City CarShare also offer a toll-free voice-activated reservation line. Reservations Technology Most car-sharing reservations systems consist of the following components: 5 The Central Database. This integrates all the components of the car-sharing operation, including: member applications, members contact information, member passwords and IDs, vehicle and pod data, vehicle availability, reservations, time and mileage data and employee data. All transactions, from both members and staff, involve talking to the database: signing up as a new member, reserving a car, adding vehicles or parking spaces to the mix, checking on vehicle availability, and billing at the end of the month. User Interfaces. Most operators provide an internet interface, allowing members to make a reservation 24 hours a day, in addition to managing their accounts and conducting other routine transactions. Some operators also allow automated voice-activated phone reservations, or provide live operator service. Pod Communications. Some operators use wireless communications and Global Positioning System (GPS) technologies, to allow an onboard vehicle computer to communicate with the central database. Alternatively, a device in each pod, connected to the central database by phone, can communicate with the cars by a short-distance radio link. Either way, these links provide reservation information to each car, and relay member trip time and mileage data from the cars back to the central database. They also tell the central database whether or not a car has been returned. On Board Vehicle System. Most operators systems include a card reader, allowing members to open the car and enable the ignition; an on-board computer that stores and communicates member IDs, time, and mileage; a mileage tracking device; and in some cases GPS receivers.
7 Making a Trip Members walk, bike or take transit to the nearest pod to pick up their car. They drop it off at the same pod, and lock the car with their fob. If the car is still available, a reservation can also be extended. Problems are rare, but do occur. For example, a member may be late returning a car, or park it in the wrong place. Most operators have on-call staff available 24 hours to handle these emergencies. They often cover the cost of a rental car or taxi for a member who has been displaced, or direct the member to a nearby pod with a spare vehicle. The option to pick up a vehicle from one location and return it to another has been studied for City CarShare by a graduate engineering group at UC Berkeley, using a sophisticated model of a car-sharing network. Unfortunately their conclusion, and that of our advisors, is that one-way trips could not work effectively at this time, due to restraints of parking spaces, staff time for shuttling, and the nature of our service. Reliability is paramount to the success of car-sharing. Just as they do with their own car, customers must feel that a car-sharing vehicle is there when it is needed. 6
8 What s Included? Car-sharing operators typically provide: RANGE OF LATE-MODEL VEHICLES. Most operators have a signature vehicle. More and more are interested in hybrid technology vehicles. REGULAR CLEANING AND MAINTENANCE. Most operators also subscribe to 24-hour roadside assistance services. Members often help by reporting minor problems. GAS. The cost of gas is included in usage charges. Members are typically asked to leave the tank at least half full, using the fleet-gas card in each vehicle. INSURANCE. Along with vehicles, this is one of the major costs for car-sharing operators. Non-profits are eligible for special rates and better coverage through non-profit insurance programs. BILLING. Most operators bill their members monthly, providing itemized details of each trip. What can car-sharing do for the community? Car-sharing provides social and environmental benefits for members, non-members and the wider community. In short, it can help make communities more alive, attractive, safe, and less dependent on the private automobile, and contribute to a range of transportation, housing, economic development and social justice goals. Some of the most notable benefits include: 7 PROVIDE MOBILITY. Car-sharing provides access to a vehicle for low-income households and others without a car, helping them to fully participate in the region s opportunities. Car-sharing can provide access for job interviews, serve as an emergency ride home, and meet the demand for occasional shopping and leisure trips. LESS LAND NEEDED FOR PARKING. Car-sharing is a proven strategy to reduce the demand for parking. Independent surveys consistently show that each car-sharing vehicle replaces as many as seven private cars or more, as members sell or scrap their cars. This means that car-sharing can be a costeffective alternative to building more parking garages, which often cost $30,000-$50,000 per space in urban areas. Instead of parking lots and parking garages, car-sharing also allows us to use land for higher and better uses like housing and parks, helping to reshape our urban areas into a more environmentally sustainable form.
9 How does Car-Sharing affect Vehicle Ownership? Change in Car Ownership per 35 Members Members Non-Members Difference A selection of the studies that have examined these impacts 8 29% of City CarShare members have sold at least one car, compared to 8% in a control group of nonmembers. This means that each City CarShare vehicle replaces 10 private cars (see chart). In addition, two-thirds avoid buying a car. In Philadelphia, each Philly CarShare vehicle takes 11 private cars off the streets, and allows a further 12 members to avoid buying a car. In Quebec and Montreal, 26% of CommunAuto members have given up a car, and 58% have avoided buying a car since they joined. In Vancouver, 28% of Cooperative Auto Network members gave up their vehicles in the six months before becoming a member. Zipcar reports that 13% of its members in Boston and Washington, DC have sold a car since joining, with more than 40% avoiding buying one. Figure: City CarShare Impacts on Vehicle Ownership (based on Cervero & Tsai, 2003) REDUCED VEHICLE TRAVEL AND CONGESTION. Once members sell their cars, they drive less. They have access to a car whenever they need it, but use it only when it is truly the best alternative, rather than as the default means of travel. Car-sharing members have an incentive to drive much less, since the full costs of driving are visible in each trip (see sidebar). Car-sharing at the workplace, meanwhile, allows people to commute by transit to work, since a car will be available for errands and meetings during the day. In San Francisco, Cervero s research found that City CarShare members drive an average of 47% less after joining. In addition, City CarShare trips tend to be made at off-peak times, to destinations
10 that are poorly served by transit. Rather than driving to work, City CarShare members practice judicious automobility, using the vehicles for occasional trips such as shopping and recreation. In Europe, where car-sharing has been established longer, members who give up their cars after joining reduce their driving by up to 75%. The greatest benefits, however, will come in the long term, as car-sharing makes it possible to build denser, transit oriented development projects in existing urban areas. Residents of dense, urban areas drive up to 80% less than those in suburban fringe locations. Miles Driven/Year Before Joining After Joining IMPACT OF CAR-SHARING ON VEHICLE TRAVEL. Source: Mobility Switzerland. Figures are for those members who give up their car % Members Non-Members (Control) % Change (Feb 01 to Mar % 75% 50% 25% 0% -25% -50% Vehicle Travel Gasoline Consumption CO 2 Emissions IMPACTS OF CITY CARSHARE. Source: Cervero & Tsai (2003). Note that the figures include gasoline consumption and CO2 emissions from transit vehicles and carpools. The reduction in fuel usage and emissions from private cars will be even greater.
11 Making Fixed Costs Variable Cost per Mile One of the main reasons that car-sharing reduces vehicle travel is that it turns automobile use from a product into a service. While private car ownership has high fixed costs associated with the purchase price, insurance, registration, parking, and maintenance, car-sharing allows people to pay for their use according to a time and mileage charge. There is no perverse incentive for a household to drive more to get their money s worth from their investment. As the figure shows, the majority of driving costs are fixed and this proportion rises the less people drive. $120 $80 $40 Ownership Costs (Fixed) $0.99 $0.50 Operating Costs (Variable) 10 $0 $0.33 $0.12 $0.12 $0.12 5,000 Miles/Year 10,000 Miles/Year 15,000 Miles/Year Data from AAA, Figures assume compact car (2003 Chevrolet Cavalier LS). EMISSIONS REDUCTIONS. Car-sharing reduces emissions of greenhouse gases and other pollutants, simply by encouraging people to drive less. The benefits are amplified, however, through allowing members to pick the right car for the right trip. Rather than owning a large family car or SUV to cope with camping trips once a year, car-sharing gives them access to a range of vehicles a compact car for trips around town, or pick-up trucks to move heavy loads. What s more, most operators use modern, fuel-efficient cars including hybrids while the cars they replace tend to be older and more polluting. PROMOTING TRANSIT. As members drive less, they take more of their trips by transit. Car-sharing also generates many combined trips, as members take transit to a station or bus stop close to their destination, before picking up a car-sharing vehicle to drive the final leg of their journey. Nearly 20% of members get to their City CarShare vehicles by transit a figure that rises to more than 55% at some pods located at BART stations. An early study of City CarShare s partnership with BART found that each vehicle parked at a BART station generated around 50 of these roundtrip transit rides per month.
12 Annual Cost (435 Miles/Year) $5,000 $4,000 $3,000 $2,000 $1,000 $0 Ownership Cost City CarShare Usage Cost Ownership REDUCED TRANSPORTATION COSTS. Car-sharing can provide tremendous cost savings to families who need occasional access to a vehicle. A compact automobile costs nearly $5,000 per year, in terms of depreciation, insurance, taxes and finance charges. The average City CarShare member, in contrast, spends $540 and drives 435 miles per year (see figure). Car-sharing allows low-income people to make necessary car trips such as taking a child to the doctor or interviewing for a job, without the crushing burden of car payments, insurance, parking, and other and associated costs. AFFORDABLE HOUSING. In many communities, parking requirements set by local jurisdictions are the single greatest barrier to the construction of affordable housing. Each residential parking space entails a cost of $25,000 or more, which is either borne by residents or requires greater public subsidy. Including car-sharing as part of new housing developments can reduce the amount of parking that has to be provided, thereby bringing down the cost of housing and allowing more units to be built. 11 LOCAL ECONOMIC DEVELOPMENT AND CAPACITY BUILDING. Car-sharing keeps money circulating in the local community. Since car-sharing members pay for each use, they are more likely to walk to the local store for basic items. Car-sharing thus supports local shops and services, which are the heart of many communities. People begin to have a taste of cooperative, locally-controlled economic relationships. Nonprofit car-sharing organizations also rely on local leadership, providing an opportunity to build capacity in the community and respond to local needs. FLEET MANAGEMENT SAVINGS. The City of Philadelphia recently joined Philly CarShare as an organizational member, allowing City employees to use car-sharing vehicles and the City to save money by selling 400 municipal fleet cars. Many other businesses, public agencies and nonprofits have realized that car-sharing is a more cost-effective and higher quality alternative to managing their own fleets.
13 Where will car-sharing succeed? Land Use Car-sharing does not work everywhere, and potential locations have to be evaluated rigorously for their economic viability. They depend on four key factors for success: high density, a mix of land uses, good transit access, and low vehicle ownership levels. A good location may not score highly on all of these criteria, but at least some are needed to make car-sharing work. Density Density is one of the most important factors determining the viability of car-sharing for two key reasons. First, to provide an attractive alternative to car ownership, car-sharing must be convenient to get to, and density provides a measure of the potential customer base within a short walk (5-10 minutes) of a pod. Doubling density doubles the number of potential customers. 12 Second, households living in dense neighborhoods tend to own fewer cars. Density is a good indicator of the quality of transit, the pedestrian environment, and local shops and services, making a car-free lifestyle a realistic option. At densities above units per acre, vehicle ownership starts to fall below one car per household. Vehicles/Household Auto Ownership vs. Residential Density S.F. L.A. Chicago Households/Residential Acre Source: Holtzclaw, John et. al., Location Efficiency: Neighborhood and Socio-Economic Characteristics Determine Auto Ownership and Use Studies in Chicago, Los Angeles and San Francisco, Transportation Planning and Technology, 25(1): 1-27.
14 A mix of land uses People who use car-sharing for work tend to need cars during the day. Individual members tend to want them in the evenings and at weekends. This means that a mix of residential and employment land uses is important to ensure that the cars are used enough to make the pod viable. Shared cars in a purely residential area, for example, may not receive sufficient usage during the day, while those in an office park are unlikely to be used much in the evenings and on weekends. Good transit access Car-sharing can never be the sole transportation option for a household. Instead, it gives people the freedom to replace their car with a package of alternatives car-sharing, transit, taxis, rental cars and walking and cycling. Car-sharing will be a far more attractive option in neighborhoods that are well served by frequent, reliable, comfortable transit. In addition, some people making longer distance trips are likely to arrive at the pod by transit, and make the last leg of the journey by car-sharing. This integration can be best achieved where the pod is at a rail station or busy bus stop. Low vehicle ownership While many people will sell their car once they join a car-sharing program, others will use car-sharing to improve their mobility and travel choices. This means that car-sharing will be most viable in a neighborhood where fewer people own cars or where households have one rather than two vehicles. In addition, low vehicle ownership in a neighborhood indicates that selling a car and joining a car-sharing program will be a realistic option for many households, due to good transit access and shops and services within walking distance. 13 Financial Sustainability For car-sharing to make a long-term impact and move beyond the demonstration phase, it needs to become financially self-sufficient. The utilization rate the proportion of time that cars are reserved by members is the critical indicator of whether a car-sharing operation is generating revenue from its expensive equipment. A certain minimum utilization rate is needed for a car-sharing organization to break even. Mobility Switzerland probably the most successful car-sharing organization in the world achieves a rate of 40%, or more than nine hours per day. This break-even point is unlikely to be achieved in the early years, and virtually every carsharing organization has required significant start-up subsidies or capital investments. However, it needs to be a goal if a program is to be able to continue without ongoing public subsidy. Fundraising is one of the most challenging parts of setting up a car-sharing service. Sources of start-up capital may include local governments and private foundations. For more details, see City CarShare (2005). How to Make Car-Sharing Work. A Handbook for Operators.
15 Clustering Cars should be grouped into pods of at least two to three vehicles per location, with a corresponding set of at least members in proximity to the pod. Pods are preferable to scattered single vehicles for several reasons: Pods even out demand variation, making it more likely that a vehicle will be available at that location at any given time. Pods simplify the parking space acquisition program. Pods facilitate on-site maintenance of vehicles. Pods will make it easier for people to find vehicles because they make signage, marketing, and automated reservations easier. Special Niches 14 These criteria provide general guidance on where car-sharing is likely to succeed. As with any rule, however, there are exceptions. Some special niches where car-sharing may work with lower densities, for example, include: TRANSIT STATIONS. To the extent that some members arrive at the pod by transit, fewer members are needed in the surrounding neighborhood for a pod to be viable. Car-sharing is particularly appropriate at stations where the cars can be used by surrounding transit oriented development as well. UNIVERSITY CAMPUSES. These areas are hubs of activity, where vehicle ownership and use are often restricted. Staff and students particularly graduate students can provide a ready market. Carsharing has spread to campuses such as UC Berkeley, Princeton and the University of British Columbia. NEW DEVELOPMENTS. Developers will often agree to include car-sharing in their projects, to help reduce parking demand and help gain planning approval by providing a community service. Given appropriate marketing to tenants, take-up rates can be far higher than in the surrounding neighborhood. ANCHOR MEMBER. In some cases, a public agency or large business may commit to car-sharing, guaranteeing a certain level of usage by its employees.
16 Community and institutional support Car-sharing will not fulfill its potential if it is introduced in isolation. Public agencies, businesses and community groups are essential to making it work. Transit agencies can provide parking spaces and promotion. Cities can provide parking spaces and seed funding, and lower parking requirements at new developments to give developers a financial incentive to incorporate car-sharing. Transportation Management Associations and business groups can promote car-sharing to their members. Community groups can generate enthusiasm and political momentum behind the concept, and publicize it to their members. Which model is right for your community? While City CarShare is a 501(c)(3) nonprofit, different car-sharing operators have different business and organizational models. Some are for-profit companies, accountable to venture capitalists and other investors. Some, such as the Community Auto Network in Vancouver, are cooperatives. Others are run by local governments, or on an informal basis. In order to grow large and begin to replace private car-ownership, car-sharing organizations must be professionally run and businesslike. However, there is no single ideal model, and the best approach will vary between communities. For-profit organizations and cooperatives have achieved great success in many parts of North America. City CarShare, though, believes that the nonprofit model is the most appropriate model in achieving our mission in the San Francisco Bay Area (see sidebar). Reasons include: 15 City CarShare s mission is to promote car-sharing as a means to reduce automobile dependence and to enhance the environmental and social integrity of our urban neighborhoods and planet. Financial Sustainability. In most markets, car-sharing is not likely to be profitable in the short- to mediumterm, and the business model for car-sharing in North America needs to be realistic about this. Financial selfsufficiency is a realistic goal; generating significant profit for investors is not. Mission Driven, Not Profit Driven. Non-profit car-sharing groups, driven by mission instead of profit-motive, can prioritize their social change agenda. This means using pricing, member recruitment, and all other aspects of business strategy to reduce over-dependency on the automobile, instead of simply trying to get people to drive a lot using shared vehicles instead of their own. They can cater to a wider range of income groups, rather than simply focusing on wealthy populations. Cooperation with Other Car-sharing Organizations. Nonprofit car-sharing groups participate in collaborative relationships with other operators. They can cooperate more easily to form strategic partnerships for joint purchasing, technology compatibility, and cross-membership agreements. Cooperation with Community-based Organizations. As a nonprofit organization, City CarShare enjoys the goodwill and active support of dozens of other local organizations such as environmental groups, city planning associations, and bicycle and pedestrian advocacy organizations. These groups devote staff time, volunteers,
17 and space in their publications to promote car-sharing. We know that people are more likely to adopt new ideas through conversations with trusted sources rather than through anonymous advertising. As a strategy for changing cultural attitudes toward the automobile, relying on the combined efforts of other social change organizations is a priceless asset for CSOs. Cooperation with the Public Sector. Nonprofit car-sharing groups work closely with the public sector to use car-sharing as a way to promote transit ridership, changes to city planning codes, neighborhood improvement efforts, and other public programs. These efforts, which cost time and money to car-sharing organizations, are integral to the mission of car-sharing. Is your community ready? Establishing a car-sharing organization is a major commitment. In San Francisco, it required more than two years of organization, planning and fund-raising, and the effort required should not be underestimated. Even though new operators do not need to reinvent the wheel, and can now benefit from off-the-shelf reservations technologies, for example, a major amount of outreach, planning and other local work is essential. There are four key factors to consider: 16! Does your community have the market for car-sharing? In most cases, this means dense, mixed-use, walkable, transit accessible neighborhoods, but it could entail a special use such as a university campus?! Are there local public agencies, foundations or other organizations that can provide start-up funding?! Is car-sharing supported by champions within your city, university or transit agency?! Is there a group of individuals that can invest the necessary time to develop a business plan, obtain funding, and enlist the support of local partners? Further Reading BROOK, DAVID (2004). Carsharing Start Up Issues and New Operational Models. Paper presented at Transportation Research Board Annual Meeting, January Available at: CITY CARSHARE (2005). How to Make Car-Sharing Work. A Handbook for Operators. This also includes a more extensive bibliography.
18 CERVERO, ROBERT AND TSAI, YU-HSIN (2003). San Francisco City CarShare: Travel Demand Trends and Second- Year Impacts. University of California at Berkeley, Institute of Urban and Regional Development. Working Paper Available at: www-iurd.ced.berkeley.edu/pub/abstract_wp htm NELSON\NYGAARD CONSULTING ASSOCIATES (2005). Car-Sharing: Where and How it Succeeds. Transit Cooperative Research Program, Transportation Research Board. Expected Summer SHAHEEN, SUSAN; SCHWARTZ, ANDREW; AND WIPYEWSKI, KAMILL (2004). U.S. Carsharing & Station Car Policy Considerations: Monitoring Growth, Trends & Overall Impacts, Paper presented at Transportation Research Board Annual Meeting, January Available at: database.path.berkeley.edu/imr/papers/ucd-its-rr pdf 17
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Appendix J Santa Monica Travel Demand Forecasting Model Trip Generation Rates SANTA MONICA TRAVEL DEMAND FORECASTING MODEL TRIP GENERATION RATES SUBMITTED BY: 201 Santa Monica Blvd., Suite 500 Santa Monica,
Appendix E Transportation System and Demand Management Programs, and Emerging Technologies Appendix Contents Transportation System Management Program Transportation Demand Management Program Regional Parking
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Unhooking California: Eleven Things Californians Can Do NOW to Save Gasoline (and Money) Kathryn Phillips Center for Energy Efficiency and Renewable Technologies March 25, 2004 I. INTRODUCTION California
Employer Transit Benefits Toolkit Brought to you by godcgo Effective October 2014 Dear Employer, As part of The Sustainable DC Act of 2014, the District of Columbia is excited to announce a new Commuter
SUMMARY OF SERVICES WWW.WHRELOCATIONS.COM Features of our Service CUSTOMIZED EXPERT ASSISTANCE FOR ALL YOUR NEEDS National coverage we have an established network of specialists in many major centers in
Transit Technology Alternatives Fixed Guideway Systems (see http://www.apta.com/research/info/define/index.cfm) Heavy rail - HR Heavy Rail is a system that is totally separated from its surroundings and
TRAVEL BEHAVIOR ISSUES RELATED TO NEO-TRADITIONAL DEVELOPMENTS A REVIEW OF THE RESEARCH SUSAN HANDY University of Texas School of Architecture Goldsmith Hall Austin, TX 78712-1160 At first glance, it may
SHARED-USE VEHICLE SERVICES: A SURVEY OF NORTH AMERICAN MARKET DEVELOPMENTS Susan A. Shaheen, Ph.D. Honda Distinguished Scholar, ITS-Davis & Partners for Advanced Transit and Highways (PATH)/ Center for
FACT SHEET June 27, 2011 The Triple Bottom Line in Buffalo: Standards for Economic, Social, and Ecological Success Jeffrey Baker The Triple Bottom Line is defined as the financial, social, and environmental
Oakland Bike Share: Pedaling Inclusion May 31, 2015 Prepared for City of Oakland, Public Works Department Prepared by Sharon Robinson Mills College Public Policy Program Executive Summary Cities around
1 Planning and Design for Sustainable Urban Mobility 2 1 UrbanizationUrbanization Rapid pace, largely uncontrolled growth, taking place mainly in developing countries 3 Global Urbanization Trends World
2015 European Traditional Carsharing Customer Value Leadership Award 2015 Contents Background and Company Performance... 3 Industry Challenges... 3 Customer Impact and Business Impact... 3 Conclusion...
Applying GIS and Survey Data to Transportation Demand Management Richard Hsu, M.S. Carina Anttila-Suarez, Ph.D. Skyline College at a Glance: Campus population: 16,000+ students 500+ employees Campus environment:
BAY AREA COMMUTER BENEFITS PROGRAM David Burch, Principal Planner Jackie Winkel, Environmental Planner Bay Area Air Quality Management District Christine Maley-Grubl, Project Manager Metropolitan Transportation
AMERICA S LEADING AIRPORT SHUTTLE SERVICE SuperShuttle pioneered the shared ride concept 25 years ago, and today it is the largest, most recognized airport shuttle business in the country, providing rides
One-way carsharing: which alternative to private cars? Results of the first major survey about the impact of a one-way carsharing service (the case of Autolib in Paris) This study, conducted by 6t bureau
CONNECT Michael Kodransky Gabriel Lewenstein Executive Summary Connecting Low-Income People to Opportunities with Shared Mobility OCTOBER 2014 2 Introduction In the last decade, shared mobility services
SAN FRANCISCO BICYCLE COALITION 2012 2017 Strategic Plan OVERALL GOAL BY 2017, AT LEAST HALF OF SAN FRANCISCANS WILL BICYCLE OCCASIONALLY, AND AT LEAST ONE-QUARTER WILL BICYCLE FREQUENTLY OR AT LEAST A
Bicycle Parking Design Guidelines Whether you are required to install bicycle parking, or are volunteering to do so, these guidelines are intended to make sure bicycle parking works for everyone. Effective
PUBLIC TRANSPORTATION DEPARTMENT MUNICIPALITY OF ANCHORAGE 2009 TRANSPORTATION GRANT APPLICATION PACKET Funding Availability: The Municipality of Anchorage is accepting grant applications for human services
GSA Transportation Services Annual Report FY 2012/13 FOREWORD The County of Alameda has a long history of taking action to preserve natural resources for current and future generations and is committed
Workshop on Innovation in Accessible Transport for All International Transportation Forum and the World Bank World Bank, Washington DC, Jan. 14, 2010 Universal Design: Bringing New Perspectives to Design
Received by: Date: OFFICIAL USE: MASS TRANSIT PROGRAM GRANT APPLICATION PROJECT NAME LEAD AGENCY PROJECT TYPE GENERAL PROJECT AREA APPLICATION FORM Planning/ Project Development Capital/Equipment Amenities/
SCHOOL TRANSPORTATION Automated Vehicle Location for School Buses Can the Benefits Influence Choice of Mode for School Trips? TORI D. RHOULAC The author is Assistant Professor, Department of Civil Engineering,
PERFORMANCE MONITORING APPROACH OAR 660-044-0040(3)(e) directs Metro to identify performance measures and targets to monitor and guide implementation of the Climate Smart Strategy. The purpose of performance
car2go San Diego Parking Rules and FAQs 1. WHERE CAN I END MY TRIP? ONLY END YOUR TRIP IN AUTHORIZED PARKING LOCATIONS When finished, you may leave your car2go in any Authorized Parking Location within
TRANSPORTATION TOOLKIT FOR THE BUSINESS COMMUNITY FLYER #1 Employee Transportation Benefits Are Good for Business Employers who provide transportation benefits for their workforce gain many rewards for
CHAPTER TEN AIR QUALITY AND TRANSPORTATION MANAGEMENT CHAPTER TEN: AIR QUALITY AND TRANSPORTATION MANAGEMENT 10.1 INTRODUCTION 10.1 10.2 OVERALL ISSUES AND CROSS-REFERENCES 10.1 10.3 TRANSPORTATION DEMAND
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SURVEY BACKGROUND The 2010 Salida Community Priorities Survey was distributed in September in an effort to obtain feedback about the level of support for various priorities identified in the draft Comprehensive
Greening Fleets A roadmap to lower costs and cleaner corporate fleets Rising energy costs and climate change are dual challenges facing businesses today. These challenges are particularly salient for corporate
THE FUTURE OF MOBILITY TRENDS IN SHARED-USE MOBILITY AND EMERGING TECHNOLOGIES ADAM COHEN, MCRP RESEARCH ASSOCIATE TRANSPORTATION SUSTAINABILITY RESEARCH CENTER UNIVERSITY OF CALIFORNIA, BERKELEY THE FUTURE
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INVESTMENT & REAL ESTATE SERVICES Who We Are A trusted advisor. A consistent presence. A valued resource. Forest City Investment Management & Real Estate Services is the investment management and third-party
SCRAPPING OLD CARS BY JENNIFER DILL STARTING IN 1968, rising federal standards have been reducing emissions from new automobiles. But all vehicles deteriorate over time; their pollution-control equipment
First and Last Mile Connections in Salt Lake and Atlanta, and the State of New Mobility Research for MHC / September 3, 2015 Catherine Cox Blair, Senior Advisor, NRDC (email@example.com) Logan Sand, Intern,
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Improving Suburbs for All Ages: Scorecard and Toolkit Scott Ranville President, HLP International Making Cities Livable June, 2013 The Approach: HLP City Scorecard Identify cities that are best designed
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GreenShareCar Fleet Solutions Introduction GreenShareCar ( GSC ) is an emerging car sharing operator that was established to fill the growing global niche of car sharing, specifically in the Australian
REINVENTING TRANSIT FROM A SOCIAL SERVICE TO A CRITICAL PUBLIC UTILITY THE PRE 1950 PAST. Extensive networks for streetcars, trams and buses. Operated by the private sector through a system of franchises
Why are transit improvements needed? Questions and Answers about the Orange Bus/Rail Investment Plan The Triangle Region is now home to 1.5 million people. The U.S. Census and the 2035 Joint Long Range
Sustainable Transportation For Smith College: An Investigation of the Campus Parking Master Plan Krista Matatt Smith College EVS 300: Environmental Science and Policy Seminar Professors Paulette Peckol
Rapid Transit Backgrounder Moving Forward On Rapid Transit The concept of a Rapid Transit System for Winnipeg has been debated for over 30 years. City Council and the Province of Manitoba have demonstrated
The Strawberry Ladies by Tara Stood Economic Development Element Economic development enhances San Clemente s quality of life by providing local goods and services and expanding employment and business