In this case study the area of Östra Sala backe, that will be built in the eastern part of Uppsala, has been studied. Uppsala County wants to lower the area needed for parking from todays parking standard of 1,1 parking per household. Östra Sala backe has a vision of becoming an environmental friendly area and a living neighborhood. The way the inhabitants use cars for transports currently is not sustainable. Östra Salabacke wants to change the behavior to become sustainable and to encourage usage of alternative transport, without affecting the freedom the car provides. If fewer journeys is to be made by car or the car use is more efficient the parking norm will decrease. In the case study a model has been developed using data about population distribution and travel patterns. Data has been obtained from two similar projects in Sweden,Västra Hamnen in Malmö and Hammarby Sjöstad in Stockholm. These projects have been chosen due to the similarities in size, located in regions with a high growth of population and they are all environmental pilot projects. Data from reports about travel behavior and patterns among the Swedish population has been used to simulate the model developed. A few assumptions have been made about Östra Sala backe due to lack of statistic and the fact that the area has not yet been built. This data is the basis for the simulation to find a suitable size and mix of cars in the carpool of ÖstraSala backe.

The purpose of this project is to create a simplifiedtool for urban planning, to illustrate how differentparameters affect each other. The municipality ofUppsala and the company Atkins have investigatedthe possibility to implement several themes andaspects in a digital tool. Since urban planning has acomplex structure, only a few aspects are selectedin this report. This is a case study which examineshow an implementation of a carpool in a residentialarea affects the parameters ground use, carbondioxide emissions and social aspects such asridesharing and car ownership. A model has beencreated in MATLAB to visualize the environmentalimpact of a carpool compared to traditional parking.The results show that the environmental impactdecreases as the number of cars in the areadecreases. Further, the sensitivity analysis showsthat social factors may have a great impact on theenvironmental aspects. A decreased car usage andincreased ridesharing, where only traditional parkingis used, can result in an environmental improvementalmost corresponding to an area with only a carpoolsolution with the current car usage and ridesharing.

This paper presents a case for the expansion of a commuting system called casual carpool. The system is a grassroots network of carpoolers that collaborate to form rideshare for their commute to the downtown areas of San Francisco, Houston and Washington DC. Through the author’s experience with the system and personal attempts to deliver a rideshare network to the public, a framework of a greater casual carpool organization is presented.

This work is focused on the application of carpool, as appropriate solutions to reduce private car traffic. Improving transport accessibility and mobility is possible through the implementation of carpool system at the regional leve. Based on the available data say about the quality of transport services, have been selected data (variables) is subsituted into the formula created to calculate the total level of public transport under whose results could be to assess the level of quality of transport services surveyed villages, the to evaluate and select the region for possible carpool implementation. Build patterns and subsequent results were essentially necessary step to objective analysis is used for selecting the region to carpool application system.

The Online Transportation Option System (OTOS) is a Geographic Information System (GIS) that addresses many of the limitations associated with traditional dynamic ridematching applications. The main improvements are in the areas of trip scheduling and match searching. OTOS is unique in its ability to accept trips with schedules that can not be expressed in terms of a regular weekly trip. OTOS also distinguishes itself in its use of spatial analysis techniques to locate matches. Specifically, the use of a shortest path solver enables the ridematching algorithm to perform a search along the path of a users trip, in addition to the customary radial search around the endpoints. The shortest path solver is also used to calculate the driving distance between the user and a match. This provides a more accurate measurement than the straight-line distance used by other algorithms, especially in the presence of barriers.

Carpools can be comprised of family members (fampools), non-family members (non-fampools) or a combination of both. Overall, carpool mode share has decreased during the 1980's and 1990's, even as the policies were in place to encourage carpooling, but at the same time the share of fampools increased quite significantly. By analyzing the characteristics of fampools and non-fampools, we can better understand how policies may impact each group. One area of particular interest is the impact of managed lanes on the mode choice of fampools and non-fampools. For this research, survey data collected from both Houston and Dallas, Texas was used to investigate the mode choice of fampools and non-fampools on managed lanes. The survey data was weighted to better represent the traveler population. The weighted survey data was analyzed to better understand the characteristics of fampools and non-fampools. Non-fampools were formed more frequently in a week than fampools. The average carpool formation time was similar for both fampools and non-fampools at 6.4 minutes and 6.2 minutes, respectively. Fampools rated "drop off kids at school or day care" higher than non-fampools and non-fampools rated "sharing vehicle expenses" higher than fampools as the most important reason for the formation of their current carpool. A majority of travelers from both groups showed an interest in using managed lanes and "travel time reliability" was rated most important factor for this interest. Fampools and non-fampools were split into subgroups based on their current number of passengers. Among these four sub-groups, the majority of respondents were interested in using managed lanes. Random parameter logit models were developed for both fampools and non-fampools. For the fampools, the value of travel time savings was estimated to be $ 22.80 per hour. Non-fampools were not sensitive to the travel time. Different travel scenarios were simulated for both fampools and non-fampools. The results showed that with increased tolls on the managed lanes the decrease in carpool mode share on managed lanes was compensated by an increase in carpool mode share on the GPLs for both fampools and non-fampools. With an increased toll, both fampools and non-fampools showed less sensitivity to the toll cost. The estimated demand elasticity was fairly inelastic for both fampools and non-fampools.

High-Occupancy toll (HOT) lanes allow lower-occupant vehicles (LOVs) to use a HOV lane for a fee, while maintaining free travel to qualifying HOVs. HOT lanes are gaining interest throughout the country as a strategy for meeting multiple performance objectives in congested urban freeway corridors. Currently there are ten fully operational HOT lanes around the country in seven different states and this research examined the nine of them (excluding I-35 W). Even with only a handful of operational HOT lane projects, there is great diversity in terms of HOT lane design and operations. With HOT lane implementation there are many issues, including: toll rates, vehicle occupancy requirement, number of access points, and safety. This research examined (i) the different factors which lead to the development of the HOT lanes in their respective corridors (ii) the objectives of the HOT lanes (iii) changes made in the corridor due to HOT lane implementation (iv) the different impacts of the HOT lanes and (v) the extent to which the objectives of the HOT lanes were achieved. Using three pairs of HOT lanes with similar design and operational characteristics, comparisons were made to examine the impacts of the similar HOT lanes in two different corridors. With the strict registration requirement for HOV3+ on the I-95 Express Lanes there were indications that some carpoolers broke up in to lower occupancy vehicles. Tolled access for HOV2s on I-95 as well as the SR 91 Express Lanes resulted in lower usage of the Express Lanes by the HOV2s (fewer than 30 percent of the total corridor HOV2s) as compared to a conventional HOV lane (60 percent) where HOV2 access is free. The effect of availability of transit on the HOT lanes can also be seen from SR 91 as compared to I-95. On SR 91, the Express bus does not use the Express Lanes and there was almost no change in its ridership after the Express Lanes were implemented. However, on I-95, the Express bus uses the Express Lanes and travel time of buses decreased by 17 minutes due to Express Lanes implementation. The Express bus ridership also increased by 30 percent. On the SR167 and I-25 HOT lanes, the exogenous factors like gas prices and economic recession seemed to influence the usage of the HOT lanes. In both the HOT Lanes, carpool usage was positively correlated to the gasoline prices. On I-25, the increasing unemployment rate coincided with the decreasing toll paying travelers. On SR 167 there were also indications of mode shifts among the transit, carpool and toll paying SOVs due to fluctuating gas prices. With declining gas prices, the transit and carpool usage went down while toll paying users increased. An inverse relationship between the convenience of access points and the safety perceived by the HOT lane users was found. For example, I-15 Express Lanes in Salt Lake City reduced the access points from unrestricted with the previous HOV lanes to limited with the Express Lanes. As a result, more predictable merging led to an increase in the perceived safety of the Express lanes as well as the speed of the corridor. On the other hand, some carpoolers mentioned not using the Express Lanes anymore because of access inconvenience. The access inconvenience was also mentioned by previous carpoolers in HOV lanes on I-95 as one of the reasons for not using the Express Lanes. These findings underscore the importance of outreach programs during the planning process of the HOT lanes to minimize the confusion among the previous users of the HOV lanes and spreading awareness among them regarding the increased safety benefits.

While there are many proposals for fixing congestion between San Francisco and Oakland in California by adding a new bridge or tube, these solutions will take decades to implement even though a solution is needed now. This thesis assesses sixteen different strategies for reducing congestion in the short-term in the four categories of improving transit, promoting carpooling, implementing intelligent transportation systems practices, and incentivizing alternatives to using the Bay Bridge. Top priorities include HOV improvements on the West Grand Avenue and Powell Street onramps, altering WestCAT Lynx and BART transit services, partnering with rideshare apps to increase transit station accessibility (last mile problem), partnering with vanpool/minibus apps, promoting carpooling and implementing a citizen report system for carpool violators, shifting corporate cultures away from requiring employees to drive and drive alone, and lastly, altering land-use planning practices. To reach this conclusion, an inventory of current proposals and relevant research was compiled. Ridership and capacity data for the various modes of transportation across the bay were assessed for shortfalls and opportunities. Through this research and its resultant conclusions, focus can be placed on the best strategies to pursue in the near-term, while the Bay Area waits on a second bridge or tube in the long-term.

As the second-largest university in the United States, UCF has experienced the largest enrollment in its history. A more densely populated campus has in turn caused increased traffic congestion. Despite increased parking permit fees and newly constructed parking garages, traveling and parking on campus is unpredictable. In effort to reduce congestion on campus, a rideshare program was implemented in Summer 2010. Several universities across the nation have successfully used carpooling as a viable alternative mode to manage traffic and parking demand. This thesis evaluates the UCF rideshare program, Zimride, using stated- and revealed-preference surveys. Preliminary results indicate most students prefer to commute to campus using their own car and without incentives there is no reason to change mode choice, regardless of associated costs—e.g. decal cost, parking time and frustration. Despite 70% of respondents considering themselves environmentally friendly and over 80% are aware of savings in money and productive by using alternative modes, 70% still use their car to commute to campus. Using Explanatory Factor Analysis (EFA) and Structural Equation Modeling (SEM), the observed variables were organized into three (3) latent variables based on the correlation among them. The SEM results of the revealed-preference survey indicate current travel behavior significantly influences attitudes towards carpooling and demographics have a significant effect on current travel behavior. It was also found that demographics influences attitudes towards carpooling at a non statistically significant level.

The recent availability of geo-enabled web-based tools creates new possibilities for facilitating carpool formation. Carpool Zone is a web-based carpool formation service offered by Metrolinx, the transportation planning authority for the Greater Toronto and Hamilton Area (GTHA), Canada. The carpooling literature has yet to uncover how different built environments may facilitate or act as barriers to carpool propensity. This research explores the relationship between the built environment and carpool formation. With respect to the built environment, industrial and business parks (homogeneous land-use mix) are associated with high odds of forming carpools. The results suggest that employer transport policies are also among the more salient factors influencing carpool formation and use. Importantly, the findings indicate that firms interested in promoting carpooling will require contingencies to reduce the uncertainty of ride provision that may hamper long-term carpool adoption by employees.