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Carpooling is an informal form of commuter ride-sharing that can mitigate traffic congestion and parking demand. While ridesharing and carpool formation require both a driver and at least one passenger, there has been a lack of studies that explore potential users of carpooling and their role preferences (driver versus passenger); perceived incentives, attitudes and current mode choices may affect their willingness to carpool and their role preferences. This study examined the factors affecting individuals' carpooling decisions and carpool role preferences using data from Ohio State University's 2012 Campus Travel Pattern Survey. Based on individuals' stated interests and choices, three market segments were identified: current carpool users, potential carpool users, and not-interested commuters. The analyses revealed that incentives and deterrents to carpooling significantly differ by role preference. People favoring the passenger role emphasized safety, flexibility and parking cost-savings, whereas those favoring the driver role tended to find value in the convenience and opportunities for socializing through a carpool trip. People receptive to both roles emphasized flexibility and all types of cost reductions. Although most people did not elect technological aids as a meaningful intervention, potential carpool users, particularly those favoring the passenger role, were more likely to seek these aids. Using probit and bivariate probit regressions, carpool interest and choice were found to be associated with commute distance, university affiliation, marital status, current travel mode, and personal attitude. Concern for the environment, and the propensity to make stops while commuting were positively associated with both carpooling interest and decision to carpool.

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This study investigates the effects of individual perceptions and residential neighborhoods on university commuters’ bicycling decisions using the 2015 Ohio State University Travel Pattern Survey data. We generate eight attitudinal/perceptual components based on the 26 bicycling-related questions that capture detailed perceptions of commuters toward bicycling, neighborhood environments, and residential location choice. We create distinct neighborhood typologies combining land use and socioeconomic characteristics, including population, employment, housing and intersection densities, housing types, median age of housing stock, and median household income. Probit regression models are estimated to assess the effects of sociodemographic, attitudinal/perceptual components and neighborhood types while accounting for the residential self-selection effect. Results show that people residing in different neighborhood types reveal significant attitudinal differences in terms of their conditional willingness to bicycle, and evaluation of bicycle friendliness of neighborhoods and routes. We find that bicyclists are more likely to live in neighborhoods that they perceive as having good-quality for bicycling in terms of access to bicycle facilities and lower traffic levels. Results also show the significant association of neighborhood types with bicycle commuting outcomes. People from medium-density, mixed-use, and suburban single-family neighborhoods are less likely to commute by bicycle as compared to those from high-density, mixed-use neighborhoods.