Abstract
Dispersed settlement areas (e.g., Slovenia) result in lower development of fixed public transport lines and thereby car-dependent lifestyles. To avoid congestion inside the cities and on highways in these areas, shared mobility modes e.g., carpooling, is one of the effective solutions, increasing the occupancy of personal vehicles. However, passenger pick-up and drop-off locations still remain an important challenge for carpool users and transport officials. As a collection point for carpooling, we can consider “park and pool (P+P)” lots near highways’ interchanges. This study aims to examine the impacts of P+P lots near interchanges on carpooling behavior of users and on improving sustainable mobility on highways in such dispersed settlement areas. To do so, we employed a field survey, incorporated the P+P lots into the mode choice model, and examined different scenarios using the macroscopic transport model. It is found that factors such as travel cost, public transport service limitations, and improved parking facilities impact highway users’ mode choice. Sixty percent of respondents are willing to leave their car in P+P lots near interchanges. The results also show that P+P lots can increase the number of carpool users. It causes remarkable savings in terms of operating and external costs because of the reduction in total distance and time travelled by personal vehicles as well as parking demand reduction in cities. At the moment, especially in Central Europe, it is easier to invest in a “demand reduction” infrastructure than to increase the capacity of infrastructure. Therefore, P+P lots could be a “win-win” situation for both users and operators.
Highlights
Introduction and BackgroundTransport accounts for one quarter of total air pollution and CO2 emissions in Europe [1]
The results of the calculation show that of these 692 trips, 41 were those where passengers entered the park and pool (P+P) lot and changed into a common vehicle (CP1), and 651 were trips where the passengers started the journey either at the driver’s home or were picked up by the driver on the way (CP2)
In scenario V2, which is thought to be realistic and achievable, the number of journeys by private cars would be reduced by 0.8%, mode CP1 would increase by 15%, and mode CP2 by 4%
Summary
Introduction and BackgroundTransport accounts for one quarter of total air pollution and CO2 emissions in Europe [1]. Shared mobility modes can be divided into two major groups: (i) Sharing a passenger ride (carpooling, vanpooling, etc.), and (ii) sharing a vehicle (carsharing, bike sharing, and scooter sharing) [4]. The range and availability of all kinds of shared mobility modes are rapidly growing and are supposed to become more desirable using information communication technologies (ICTs) and new transport technologies like autonomous and connected vehicles [5]. Ridesharing is a specific kind of shared mobility mode in which a couple of people who have a common starting point, destination, or boSuthsta,itnraabivliteyl2t0o20g,e1t2h, xeFrOwRiPtEhEaR RcaEVr I(EsWo-called carpooling) or van (so-called vanpooling). The timetable is tailored to the wAocrrkoinssg hthoeurws oofrltdheapnadrtiicnipaEtuinrgopcoem, tphaenrieesaarnedciosuthnetrreiefosr/reeigdieoanl sfowr ehmicphloayreeescwhahroaccatenrniozteudseby a dispPeTrs.ed settlement, with many stand-alone one-family houses e.g., Slovenia Such a kind of density of populAatciroonssretshueltws oinrldlowanedr dinevEeuloroppme,enthteoref fiaxreedcopuunbtlriicest/rraengisopnosrtwlihnicehs. Such a kind of density of populAatciroonssretshueltws oinrldlowanedr dinevEeuloroppme,enthteoref fiaxreedcopuunbtlriicest/rraengisopnosrtwlihnicehs. aIrneacdhdairtaicotner,itzheedcbayr ias the numdbiespr eornseedssoeltutlteiomnenfot,rwtritahvmelalinnygsttoanwd-oarlkonaenodneto-fasmchiloyohl,owusheesree.gp.,aSrlkoivnegniias. nSoutchthaekeinvdidoefndtepnrsoitbylem
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