China’s economic expansion is fueling an accelerated demand for private vehicles. While China’s growing motorization is similar to that of other developing nations, the scale of this growth is unprecedented. Personal motorization provides numerous benefits to individuals and society; however, roadway congestion, parking inefficiencies, and environmental challenges typically accompany widespread auto use in urban areas. Carsharing is an innovative transportation demand management strategy, which can offer its members the convenience and flexibility of vehicle ownership at lower cost. It has also demonstrated environmental and social benefits.

In Spring 2006, the authors implemented an 840-person intercept survey within Beijing to explore carsharing familiarity and response. The questionnaire assessed respondents’ travel patterns and needs, vehicle purchase intentions, and carsharing interest. The results indicate a potential demand for carsharing services. Over 25% of respondents expressed a high level of interest in carsharing. Interestingly, only 40% of this group was previously familiar with the concept. Those “interested in carsharing” are more inclined to take transit, bicycle, and walk and have slightly higher income and education levels. While respondents “interested in carsharing” are less auto-reliant than those who are “uninterested” (18% vs. 21% drive alone), a higher proportion of the former (30% vs. 15%) indicated a planned vehicle purchase/lease. Since only 21% of respondents reported that they are able to drive, driver education may be critical to future carsharing adoption. Despite this finding, survey results indicate a notable interest in carsharing as an alternative to vehicle ownership among urban residents in China.

Carsharing provides users access to a shared vehicle fleet for short-term use throughout the day, reducing the need for private vehicles. The provision of on-street and public off-street parking dedicated to carsharing is an important policy area confronting public agencies. As of July 2009, approximately 377,600 individuals were carsharing members in North America in about 57 metropolitan areas. A total of 17 jurisdictions, one state (California), and eight public transit operators in North America have formal and informal carsharing parking policies, pilot projects, and proposed legislation. These are reviewed in this paper, along with a framework for carsharing parking policy that reflects three levels of governmental support.

In addition, the authors examine carsharing parking policies in three jurisdictions in the San Francisco Bay Area, which accounts for an estimated 50,000 carsharing members and 1,100 shared-use vehicles. Supporting this examination is an intercept survey on carsharing parking (n=425) conducted in the Bay Area. Results show that most people supported the conversion of some type of spaces for carsharing use, and 48% thought that carsharing organizations should compensate the city for on-street spaces. At the same time, converting most types of spaces was opposed by at least 20% of respondents. Neighborhood residents were generally more in favor of parking conversion for carsharing than people visiting the area for work or errands. Finally, a majority (61%) felt that non-profits should have priority over for-profit organizations for carsharing spaces and should pay less than for-profit organizations.