The article on UK municipalities embracing car clubs suggested
that there is a minimum urban density and perhaps minimum level of local transit
service that serves as a go/no-go threshold.
It is true that what I call first-generation carsharing does
seem to have that difficulty in serving suburbs. However, I am developing
a model for a second-generation carsharing that would work in the suburbs.
It is a combining of carsharing and ridesharing, in which a vehicle is stationed
in a neighbourhood in the evenings and weekend, and in a particular business
park (or city centre) during workdays, and is driven between the two during
rush-hours by members operating as a co-commuting group.
This ensures the vehicle is located where the demand is,
especially isolated workplaces where services are usually far away (workers
justify driving there because of that isolation). The booking system needs
to be a bit more flexible, and it needs to prevent short-notice reservations
that interfere with the daily commute trip. It means that all workers at that
business park would have access, not just those using the vehicles for the daily
Since two-car households are common in the suburbs, this
scheme would aim to replace just one of them. And, with the need to use it
for transporting a group of adults each day, it would be best if it were a
mini-van with seating for seven or eight. Such a vehicle would allow
participating families to sell their _larger_ vehicle (and it be best to meet
the demands of the few households that would be attempting to live with no