Car sharing

This paper proposes a new angle on the relationship between ownership models of automated vehicles and implications for travel. Specifically, the paper speculates on the potential negative externalities of corporate ownership. It argues that corporate ownership may have an incentive to prolong trips in order to maximize returns on capital and to take advantage of passengers' in-vehicle attention. Corporate owners are expected to generate revenue from providing passengers with personalized content, by providing car-immersive entertainment services and prolonging trips. The paper argues that corporate owners will have important stakes in the 'attention economy': a fast-growing industry with an explicit interest in harvesting persons' attention through digital content, and repurposing it for financial gain. One of the consequences of corporate ownership introducing such incentives into transport schemes is that congestion may worsen, because the corporate owner can generate potential revenue from prolonging travel time. This would work against the goals of reducing travel time for passengers and engendering more sustainable transport.

The article gives us an insight into the key issues of car sharing and its impact on urban sustainability. A selection of 314 articles published in peer-reviewed journals from the Scopus database were analysed using Leximancer 5.0 for Automated Content analysis. A total of seven themes were identified explaining the researched topic of the car sharing situation in Europe, which are sharing, economy, model, systems, electrical car sharing, policy and travel. There are two ways of sharing owned cars in Europe; access to cars from the fleet of private organisations and P2P car sharing. Sustainable environmental solutions in the context of the electrification of cars are used. Car sharing usually takes place online and can be free or for a fee as defined by The European Economic and Social Committee. The article provides an overview of understanding the concept of urban car sharing in Europe.

Download: https://doi.org/10.2307/j.ctv5cg94w
The automotive sector represents more than a simple industry. Since the late nineteenth century, it has embodied the economic and technological power of nations, the lifestyle, the dynamics of urban and territorial development, and it has acted as a national barometer of economic success and failure. This book explains how the car industry works and analyses the challenges both for the sector and for the economies that rely on the industry for jobs, growth, and innovation. It explores an industry that has been under severe pressure in industrialized countries for many years—factories have shut down, jobs have gone, and brands have disappeared—yet world production has never been so high, reaching new peaks annually. Fabio Cassia and Matteo Ferrazzi investigate as well the new trends of urban mobility and the characteristic of " car of the future " : the traditional landscape of car production and usage will be driven by technological advances, connectivity, car sharing, and by one the most fascinating advances, the self-driving car. How different will be the automotive sector in a decade? Will the traditional players be challenged by new entrants such as Google, Apple, Uber?

First chapter download: https://agendapub.com/images/pdfs/chapters/9781911116721_chp.pdf

Die Vision vom „autonomen Fahren“ ist heutzutage in aller Munde: Medien berichten über Erfolge aus der Forschung mit zahlreichen Versprechen naheliegender Markteinführungen, Automobilkonzerne starten ein Wettrüsten der Technologien und Softwareunternehmen treten in Konkurrenz zu Fahrzeugherstellern.
Dadurch keimt in der Gesellschaft die Hoffnung eines unfallfreien Straßenverkehrs auf. Man könnte sich endlich selbst während der Fahrt entspannt zurücklehnen, die Reise genießen, uneingeschränkt telefonieren, im Internet surfen oder anstehende Vorbereitungen treffen – anstatt sich über den Stau zu ärgern. Alten und kranken Menschen soll langfristig eine erhöhte, individuelle Mobilität ermöglicht werden. Auch zur effizienteren Nutzung der Rohstoffe sollen autonome Fahrzeuge einen Beitrag leisten: So wäre es denkbar, im Rahmen von Car-Sharing-Angeboten die Fahrzeuge autonom zu den Kunden fahren beziehungsweise sich eigenständig mit Energie versorgen zu lassen. Auch die Fahrt an sich könnte unter Berücksichtigung des Verkehrsflusses und des gesamten Streckenverlaufs aus energetischer Sicht optimiert werden. Diesbezüglich stehen einige Fragen im Raum: Ist dies alles noch eine Vision, die in ferner Zukunft liegt? Wird es „autonome Straßenfahrzeuge“ jemals geben oder stehen sie schon kurz vor der Markteinführung? Was heißt „autonomes Fahren“ grundsätzlich und welche technischen Herausforderungen sind hierbei zu lösen?

Connected technologies, such as the connected car, the smart home or the smart grid are powerful tools to reduce the environmental impact of business activity. This is achieved though mechanisms such as optimisation (e.g. of energy consumption, production processes or supply chain operations), substitution (e.g. virtualisation of paper based billing, car sharing vs car ownership), incentivisation (e.g. of healthy behaviour via quantified-self applications) or improved decision making (i.e. big data informed environmental policy making).

Companies can generate immense business benefits from pursuing sustainability - from reduced costs (i.e. through optimised production processes) through increased sales (e.g. via green product lines) and increased innovativeness (Aronson Principle) up to reduced risks (e.g. via intelligent compliance with environmental norms). Strong incentives, such as regulatory and NGO pressure, increasing consumer demand, long term rising commodity prices and board pressure make it hard for any company to ignore business upsides of sustainable business and product innovation.

This slide-document presents a process designed to successfully implement sustainable business and product innovation in practice. Six case studies highlighting the generated sustainability and business benefits are included as well.

Cities are currently undergoing a transformation into the Smart concept, like Smartphones or SmartTV. Many initiatives are being developed in the framework of the Smart Cities projects, however, there is a lack of consistent indicators and methodologies to assess, finance, prioritize and implement this kind of projects. Smart Cities projects are classified according to six axes: Government, Mobility, Environment, Economy, People and Living. (Giffinger, 2007) The main objective of this research is to develop an evaluation model in relation to the mobility concept as one of the six axes of the Smart City classification and apply it to the Spanish cities. The evaluation was carried out in the 62 cities that made up in September 2015 the Spanish Network of Smart Cities (RECI- Red Española de Ciudades Inteligentes). This research is part of a larger project about Smart Cities’ evaluation (+CITIES), the project evaluates RECI’s cities in all the axes. The analysis was carried out taking i...

Der vorliegende Sammelband ist eine anerkennenswerte studentische Leistung, die im Bachelorstudiengang Geographie am Geographischen Institut der Eberhard Karls Universität Tübingen im Rahmen des „Integrativen Projekts“ (5. Fachsemester) im Wintersemester 2010/2011 erbracht wurde. Grundlage der empirischen Forschungsarbeit war das vom Bundeswirtschaftsministerium im Rahmen des Programms „IKT für Elektromobilität“ geförderte Projekt „eE-Tour Allgäu – effiziente Elektromobilität und Tourismus“. Die Arbeitsgruppen Humangeographie unter Leitung von Prof. Dr. Rainer Rothfuß und Geoinformatik, geleitet von Prof. Dr. Volker Hochschild, widmeten sich in diesem Forschungs- und Entwicklungsverbundprojekt der Fragestellung nach der Nutzerakzeptanz und räumlichen Mustern von Elektromobilität sowie den Einsatzmöglichkeiten Geographischer Informationssysteme (GIS) zur Standortanalyse für Ladestationen sowie zur energiebezogenen Routenoptimierung für E-Fahrzeuge.

The carsharing of a current generation is a short-term car renting service with a capability to find in the nearest surrounding a fleet car parked anywhere in the public space where the previous user left it, as well as to book, open, rent and pay of, with the use of a dedicated mobile application. Nowadays, only a minority of municipalities is considering implementing the carsharing in their policies. The lack of awareness of decision-makers about carsharing results from the lack of a research regarding complex problems related to the carsharing diffusion, therefore it is justified to take up the topic. The purpose of the article is (1) to present positive and negative effects of the carsharing development, and (2) to indicate principles and tools for the urban policy to counteract threats and promote development according to positive scenario. A scenario method using the intuitive-logic approach was applied, preceded by a structural analysis, that is, the study of dependencies between variables. The realization of a positive or pessimistic scenario depends on political decision-makers and their intellectual background. Carsharing is both an opportunity and a threat to the city, therefore it may result in significant changes on spatial structures, depending on the urban policy.

Motorization has been escalating rapidly in developing countries, posing a severe challengeto sustainable urban mobility. In the past two decades, car-sharing has emerged as one of the mostprominent alternatives to facilitate smart mobility solutions, thereby helping to reduce air pollution
and traffic congestion. However, before its full-scale deployment, it is essential to understand theconsumers’ acceptance of car-sharing systems. This study aimed to assess the public perception and
acceptance of the car-sharing system through a stated preference (SP) questionnaire in the city ofLahore, Pakistan. The collected data contained detailed information on various service attributes
of three alternative modes (car-sharing, private car, and taxi) in addition to the sociodemographicattributes of respondents. Data analysis and interpretation were performed using econometricmodels such as the Multinomial Logit Model (MNL), the Nested Logit Model (NL), and the RandomParameter Logit Model (RPL). Study findings revealed that several generic attributes such as traveltime, travel cost, waiting time, and privacy were predicated as significant influential factors towardsthe adoption of car-sharing. Sociodemographic attributes, including age, education, monthly income,the individuals who had driver’s licenses, and frequency of travel in a week, were also found tobe significant. The findings of the current study can provide valuable insights to stakeholders and
transportation planners in formulating effective policies for car-sharing.

This paper discusses how information and communication technologies (ICT) may influence travel behavior of an informal transport system, and whether and in which ways merging digital technologies represents disruption for a specific sociotechnical ensemble. For decades, ojek has been a form of informal passenger transport, based on motorcycles in Jakarta, and recently smartphone apps have become available in that sociotechnical arrangement. We randomly surveyed passengers and drivers in the central district, for both those who do and do not use these apps. Despite many similarities between both groups, the drivers who use smartphones for their trips reported higher daily incomes, longer average trip distances and a larger coverage area. Passengers using conventional ojek transport reported lower levels of both safety perception and satisfaction when compared to app-based ojek users. For both categories of user, ojek seems to compete with, complement, and be an alternative to bus rapid transit and the suburban rail system (KRL) in the area covered by our sample. The areas covered by regular buses and vans roughly match the origins and destinations of ojek trips.

Major cities in developing countries are increasingly becoming motorized. Thus, effective solutions to address the negative impacts that come with rising car-ownership are needed as part of an overall travel demand management strategy. In developed and emerging economies , shared-mobility in the form of car-sharing is becoming popular as potentially low-cost and environmentally sustainable alternative to car-ownership. Yet, our understanding of car-sharing adoption and diffusion factors in developing countries is limited. In this study, we fill this gap by examining car-sharing adoption intentions among young adults aged between 18 and 35 years in Ghana, Sub-Saharan Africa. Using structural equation modelling, we model car-sharing adoption intentions based on a framework that integrates individuals' perception of the benefits of car-sharing, attitudes towards the environment and technology, trust of stewardship in car-sharing, perception of innovativeness of car-sharing, travel expectations and socio-demographic factors. We found that pro-technology and pro-environmental attitudes correlate positively with perceived benefits of car-sharing. Perceived benefits of car-sharing, in turn, has the largest predictive effect on intentions to car-share. Other factors, including individuals' previous experience using Uber on-demand taxi services, gender, education, driver's licensure and expectation of comfortable and fast travel options, all predict car-sharing adoption intentions. While there exists an interest in both station-based and free-floating car-sharing services, more of the would-be users favour the latter than the former. Also, majority of the potential adopters (62%) would join a car-sharing service within the first 1 year of its introduction. An important finding is that dissatisfaction with existing public transit services underpins car-sharing intentions, implying that relying on car-sharing alone to meet travel needs, without a holistic strategy of providing quality and affordable public transit services, could lead to unsustainable outcomes.

This paper describes a pilot project consisting of a substantial increase in the number of carshare vehicles in a neighborhood in the city of Nijmegen, the Netherlands. The goal was to explore,  first, the impact on the demand for carshare services and, second, the impact on the socio-economic composition of the new carshare members. The results show a substantial increase in the number of carshare members, but little proof for the diversification hypothesis. While households interested in carshare membership had a different socio-economic profile than existing carshare members, the households that eventually became carshare members more closely resembled the existing members.

Public bicycle and car sharing schemes have proliferated in recent years and are increasingly part of the urban transport landscape. Shared transport options have the potential to support social inclusion by improving accessibility: these initiatives could remove some of the barriers to car ownership or bicycle usage such as upfront costs, maintenance and storage. However, the existing evidence base indicates that, in reality, users are most likely to be white, male and middle class. This paper argues that there is a need to consider the social inclusivity of sharing schemes and to develop appropriate evaluation frameworks accordingly. We therefore open by considering ways in which shared transport schemes might be inclusive or not, using a framework developed from accessibility planning. In the second part of the paper, we use the case study of Glasgow in Scotland to undertake a spatial equity analysis of such schemes. We examine how well they serve different population groups across the city, using the locations of bicycle stations and car club parking spaces in Glasgow, comparing and contrasting bike and car. An apparent failure to deliver benefits across the demographic spectrum raises important questions about the socially inclusive nature of public investment in similar schemes.

La libéralisation d’une partie d’un secteur économique traditionnellement très réglementé peut avoir des répercussions inattendues. L’ouverture à la concurrence du transport public routier collectif de personnes avec un véhicule de moins de dix places a profondément déséquilibré les conditions d’exercice de la profession de taxi, contraignant les autorités publiques à multiplier leurs interventions pour tenter d’apaiser les tensions liées à « l’ubérisation » de la profession.

Trato a problemática suscitada pela entrada da UBER no mercado de transporte e chamo atenção que os conflitos se dão não em decorrência na inovação tecnológica, mas da inovação no mercado, e, sugiro que se preserve o ambiente favorável as inovações, de forma a criar as condições para que se explore as possibilidades em latência nessas tecnologias, tendo em vista alcançar o melhor resultado para a sociedade.

The article was dedicated to the topic of energy consumption of driving cars equipped with an electric motor. Due to the emerging demands for the excessive use of energy by vehicles (including car-sharing system vehicles), the authors carried out research to determine factors that affect the energy consumption. Due to the occurrence of a research gap related to the lack of reliable scientific information regarding real electricity consumption by vehicles used in car-sharing systems, the authors attempted to determine these values based on the proposed research experiment. The purpose of the research was to identify factors that increase energy consumption while driving in the case of car-sharing systems and developing recommendations for users of car-sharing systems and system operators in relation to energy consumption. Based on data received from car-sharing system operators and to their demands that users move cars uneconomically and use too much energy, the authors performed a scientific experiment based on Hartley's plan. The authors made journeys with electric cars from car-sharing (measurements) in order to compare real consumption with data obtained from operators. As a result, the authors developed a list of factors that negatively affect the energy consumption of electric vehicles from car-sharing systems. As conclusion, a number of recommendations were developed for car-sharing system operators on how to manage their systems to reduce excessive energy consumption in electric vehicles.

Many examples from the past show that new technologies designed to solve particular problems can also create side effects generating new problems. Some unforeseen or unwanted results may influence space use and spatial structures. Car-sharing is an invention to compete with car ownership. It drastically rise efficiency of car use, reducing the number of vehicles per users. Diffusion of car-sharing is going to accelerate in the near future. The spatial consequences of the car-ownership-oriented-century are already known. But things can complicate if everybody could join traffic with shared automobiles. It is therefore appropriate to anticipate potential side effects of this innovation’s diffusion to avoid negative consequences, and if necessary – to prepare to encounter them. This led to undertake research on the relationship between modern mobility innovations and metropolitan spatial structures. The earliest implementations of new transport technologies appear in metropolises which also have the highest level of general mobility. The article presents the assumptions and principles of scenario-based research. The example shows how different levels of diffusion of innovation determine possible scenarios of the future impacts of car-sharing on spatial structures.

De toegang tot de stad met één vervoermiddel zal de komende jaren steeds meer worden teruggedrongen. Tegelijk zullen mensen steeds vaker vervoermiddelen combineren en zal de rol van deelmobiliteit groter worden. Om de impact van
deelauto’s op het leefmilieu te beperken, kan die rol vervuld worden door elektrische voertuigen. Binnen het Europese Interregproject E-Mobility NSR1 kregen vier cohousings in Gent en Brussel een jaar lang gratis twee elektrische deelauto’s en
oplaadinfrastructuur ter beschikking. Het gebruik en het laden van de voertuigen werd daarbij continu gevolgd via ICT-systemen.

The model estimates the number of vehicles of a fleet that are necessary to meet the expected requests, as well as the estimated number of bays needed to ensure the temporary parking of the vehicles in use or charging at any time. The model allows to reproduce the service trend during a typical day, simulating the pickup requests at each station and the trip of each vehicle from the pickup to the return station; the model monitors the number of vehicles at every station, therefore allowing an estimate of the minimum number of bays per station and of the number of vehicles in order to satisfy the expected requests.

Der vorliegende Sammelband ist eine anerkennenswerte studentische Leistung, die im Bachelorstudiengang Geographie am Geographischen Institut der Eberhard Karls Universität Tübingen im Rahmen des „Integrativen Projekts“ (5. Fachsemester) im Wintersemester 2010/2011 erbracht wurde. Grundlage der empirischen Forschungsarbeit war das vom Bundeswirtschaftsministerium im Rahmen des Programms „IKT für Elektromobilität“ geförderte Projekt „eE-Tour Allgäu – effiziente Elektromobilität und Tourismus“. Die Arbeitsgruppen Humangeographie unter Leitung von Prof. Dr. Rainer Rothfuß und Geoinformatik, geleitet von Prof. Dr. Volker Hochschild, widmeten sich in diesem Forschungs- und Entwicklungsverbundprojekt der Fragestellung nach der Nutzerakzeptanz und räumlichen Mustern von Elektromobilität sowie den Einsatzmöglichkeiten Geographischer Informationssysteme (GIS) zur Standortanalyse für Ladestationen sowie zur energiebezogenen Routenoptimierung für E-Fahrzeuge.

The way in which people choose to travel has changed throughout history and adaptations have taken place in order to provide the most convenient, efficient and cost-effective method(s) of transport possible. This research explores two trends-technological and socioeconomic change-by discussing the effects of their application in the renewed drive to promote car clubs in Greater London through the introduction of new technologies and innovative ways in which a car can be used and hired, thus helping to generate new insights for car sharing. A mixed methods approach was used, combining secondary data analysis obtained from a car club member survey of 5898 people with in-depth, semi-structured interviews. Our findings show that there is an opportunity to utilise car clubs as a tool for facilitating a step change away from private vehicle ownership in the city. In addition, the results suggest that car club operators are seeking to deliver a mode of transport that is able to compete with private car ownership. In terms of policy implications, such findings would suggest that compromise is necessary, and an operator/authority partnership would offer the most effective way of delivering car clubs in a manner that benefits all Londoners.

In the time of the 4th Industrial Revolution was introduced the sustainable model of car sharing. People began to realise the costs of owning and suboptimal use of cars, real estate and other goods. Innovative companies have started to promote services based on an economy of sharing, which has led to a change in the culture of ownership of goods. The first applications of the sharing economy were observed in durable goods such as cars and housing. In this article, we will focus on how successful a genuine car-sharing model is in Europe. According to theory, the car-sharing model provides an example of a sharing economy in which the starting point, rather than ownership of an asset, is access to a service, which makes better use of the shared asset and makes it much cheaper to use and accessible to a wider range of people. The theory also emphasises the role of car sharing in urban environments, as it provides a sustainable environmental solution in the context of car electrification. In this way, such a model ensures that no harmful emissions are produced, and the sustainable aspect of this car-sharing model is further underlined by the use of electricity from renewable sources. However, the question is what the gap between theory and practice is. What do the citizens of European conurbations think about this business model, and how successful is it? To this end, we will use an automated content analysis procedure to analyse publications in scientific journals, newspapers and magazines.

This paper investigates the potential of electric vehicles (EVs) in a context of a pilot test in Belgium, consisting of car sharing services managed and exploited in small communities. Part of a broader testing activity in the framework of the e-Mobility NSR project, the test had the objective of metering EVs’ charging and consumption in real daily transport operations, but soon it acquired new meanings. It shaped EV sharing services at a small scale, directly managed by the users, which also share energy and maintenance costs. The chosen context was cohousing, a special type of collaborative housing, and four ones were selected in Flanders: two urban units and two larger semi-urban ones. The two urban communities received a prepaid card for reserving and using EVs provided by Cambio, a Belgian car sharing company. The other two cohousings received two EVs and a charging box, organising and running an internal car sharing system for the duration of 1 year. During the tests, quantitative and qualitative data were collected. The paper reports the intermediate results, identifying potential EV sharing consumers, based on their behaviour and attitudes in relation to the condition of the local context in which they live.

In their book Reinventing the Automobile, William Mitchell, Chris Borroni-Bird, and Larry Burns unravel a fascinating vision for technologically driven, shared, on-demand, mobility systems. Today, shared mobility-on-demand systems are one of the most rapidly growing sectors of urban transport, yet, the average shared vehicle is often as inefficient as a privately owned one. In this essay, I argue that the question of sharing versus owning is one that depends less on planning, technology, and operations, as the authors of the book suggest, and more on contextual factors such as urban form, land use distribution, and user behaviour. I organize my argument in three parts. First, I provide a definition of cost of shared mobility that serves as a basis for comparing shared with privately owned mobility. Next, I critique three common arguments in support of mobility-on-demand systems. Finally, I frame the question of sharing versus owning in a generalized yet addressable manner and I suggest new methodological directions to address it.

This paper investigates the potential of electric vehicles (EVs) in a context of a pilot test in Belgium, consisting of car sharing services managed and exploited in small communities. Part of a broader testing activity in the framework of the e-Mobility NSR project, the test had the objective of metering EVs' charging and consumption in real daily transport operations, but soon it acquired new meanings. It shaped EV sharing services at a small scale, directly managed by the users, which also share energy and maintenance costs. The chosen context was cohousing, a special type of collaborative housing, and four ones were selected in Flanders: two urban units and two larger semi-urban ones. The two urban communities received a prepaid card for reserving and using EVs provided by Cambio, a Belgian car sharing company. The other two cohousings received two EVs and a charging box, organising and running an internal car sharing system for the duration of 1 year. During the tests, quantitative and qualitative data were collected. The paper reports the intermediate results, identifying potential EV sharing consumers, based on their behaviour and attitudes in relation to the condition of the local context in which they live.

Streszczenie: Usługi typu car-sharing zyskują w Polsce na popularności, szczególnie po wejściu na rynek dwóch dużych graczy: Traficar i Panek. Celem artykułu jest identyfikacja postaw i dominujących motywów korzystania z usługi car-sharing wśród konsumentów na-bywających te usługi na terenie Warszawy. Osiągnięcie celu badawczego było możliwe dzię-ki realizacji dwuetapowego badania o charakterze eksploracyjnym: badania jakościowego metodą netnografii przy wykorzystaniu platformy do analizy słów kluczowych w Internecie Brand 24 oraz platformy do analizy profili w mediach społecznościowych Sotrender. Dodat-kowo w drugim etapie przeprowadzono badanie metodą ankiety CAWI na celowo dobranej próbie 108 studentów i absolwentów Akademii Leona Koźmińskiego w Warszawie. Ustalono, iż z usługi car-sharing korzystają głównie osoby posiadające samochód prywatny, głównie młodzi mężczyźni, o dobrym i bardzo dobrym statusie materialnym, a głównym motywem korzystania z car-sharing była ciekawość wypróbowania nowej usługi. Słowa kluczowe: konsumpcja oparta na dostępie do dóbr, car-sharing, motywacje konsu-mentów, postawy. Summary: Car-sharing services, a form of access–based consumption, gain currently momentum. The aim of the article is to identify attitudes and dominant motives of using the car-sharing service among consumers purchasing these services in Warsaw. Achieving the research goal was possible thanks to the implementation of a two-stage exploratory study: qualitative research using the netnography method using the Brand 24, keyword analysis platform on the Internet, and platforms for analyzing profiles in social media Sotrender. Additionally, in the second stage, the CAWI survey was conducted on a convenient selected sample of 108 students and graduates of the Kozminski University in Warsaw. It was found that the car-sharing service is used mainly by people with private cars, mainly young men, with a good and very good material status, and the main motive of using car-sharing was the curiosity to try out a new service.

Public bicycle and car sharing schemes have proliferated in recent years and are increasingly part of the urban transport landscape. Shared transport options have the potential to support social inclusion by improving accessibility: these initiatives could remove some of the barriers to car ownership or bicycle usage such as upfront costs, maintenance and storage. However, the existing evidence base indicates that, in reality, users are most likely to be white, male and middle class. This paper argues that there is a need to consider the social inclusivity of sharing schemes and to develop appropriate evaluation frameworks accordingly. We therefore open by considering ways in which shared transport schemes might be inclusive or not, using a framework developed from accessibility planning. In the second part of the paper, we use the case study of Glasgow in Scotland to undertake a spatial equity analysis of such schemes. We examine how well they serve different population groups acro...