This paper provides insights into differences in carsharing users' attitudes, motives for joining carsharing, and transport behaviour between users with and without another car at their disposal. It builds on revealed and stated data about members of the oldest carsharing company in the Czech Republic. Carsharing adopters without a car utilise shared cars more intensively than carsharing users with a car available in their household. On the other hand, unlike the second group, they drive fewer kilometres by car in total. The car availability in households also influences the shift in car use after joining carsharing. The sale of a car thanks to adopting carsharing is a factor leading to a decrease in overall car use. Those who have a car at their disposal within their household have a lower probability of decreasing kilometres driven after joining carsharing. Households without an additional car available seem to be less car-dependent on average than those utilising carsharing as a second or third car. They tend to be more environmentally conscious and more inclined towards policies supporting alternative modes and restricting private car use, although both groups share these beliefs. The findings open a debate over whether carsharing increases the legitimacy of restrictive transport measures against private car ownership and use.

本文深入分析了汽车共享用户的态度、加入汽车共享的动机，以及有和没有另一辆车可供使用的用户之间的交通行为。它建立在关于捷克共和国最古老的汽车共享公司成员的公开和公开数据的基础上。没有汽车的汽车共享采用者比家里有汽车的汽车共享用户更频繁地使用共享汽车。另一方面，与第二组不同的是，他们开车的总公里数更少。汽车在家庭中的可用性也会影响加入汽车共享后汽车使用的转变。由于采用汽车共享而导致的汽车销售是导致整体汽车使用量减少的一个因素。家里有车的人加入共享汽车后减少行驶里程的可能性较小。与那些将汽车共享作为第二或第三辆车的家庭相比，没有额外可用汽车的家庭似乎对汽车的平均依赖程度较低。他们往往更有环保意识，更倾向于支持替代模式和限制私家车使用的政策，尽管这两个群体都有这些信念。调查结果引发了一场关于汽车共享是否增加了限制私家车拥有和使用的交通措施的合法性的辩论。他们往往更有环保意识，更倾向于支持替代模式和限制私家车使用的政策，尽管这两个群体都有这些信念。调查结果引发了一场关于汽车共享是否增加了限制私家车拥有和使用的交通措施的合法性的辩论。他们往往更有环保意识，更倾向于支持替代模式和限制私家车使用的政策，尽管这两个群体都有这些信念。调查结果引发了一场关于汽车共享是否增加了限制私家车拥有和使用的交通措施的合法性的辩论。