Free-floating electric carsharing-fleets in smart cities: The dawning of a post-private car era in urban environments?

Firnkorn, Jörg; Müller, Martin

doi:10.1016/j.envsci.2014.09.005

Cited by 159 publications

(71 citation statements)

References 41 publications

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“…Electric cars are a key request from consumers, so we recommend that carsharing concepts should include and strongly highlight their electric vehicles. Firnkorn and Müller () show that especially users of electric carsharing programs were willing to forgo a private car purchase, whereas Clewlow () found that carsharing users are generally more likely to own a vehicle with a smaller environmental footprint. In this regard, carsharing offers an easy way for consumers to try out e‐mobility as a potentially more environment‐friendly mode of private transport.…”

Section: Discussionmentioning

confidence: 99%

“…Regarding the "best" business model, one simulation predicts that a stationbased model with fixed drop-off and pickup locations, competitive pricing, and an e-car fleet would be most successful (Perboli et al, 2018). Other studies, however, emphasize that free-floating models, which operate with varying drop-off and pickup locations, are bigger, growing faster, and more convenient (Firnkorn & Müller, 2015;Heilig, Mallig, Schröder, Kagerbauer, & Vortisch, 2018;Schaefers, 2013), as well as more likely to be adopted in large cities with high demand density (Münzel et al, 2017). These divergent findings suggest the need for a closer consideration of underlying consumers' perceptions of the alternatives, consumer behaviors, and contextual factors.…”

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confidence: 99%

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“I like it, but I don't use it”: Impact of carsharing business models on usage intentions in the sharing economy

et al. 2019

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Carsharing is often promoted as a potentially environmental‐friendly alternative to individual car ownership. However, various carsharing programs have displayed limited success in the past. An initial field study of a new carsharing service is such a story of failure: The introduction of this new service at a medium‐sized German university generated unexpectedly low adoption rates so that the service was eventually scaled down and then suspended. Quantitative field study results as well as additional qualitative focus groups reveal that missing compatibility is a key barrier to adoption. Drawing on extant conceptual frameworks of user participation in sharing business models, a factorial survey identifies the importance of different dimensions of carsharing business models for their acceptance. The results reveal that a set of convenience and lifestyle dimensions influences usage intentions, including mode of drive, pickup and drop‐off mode, service level, price model, availability, and type of market mediation. In contrast, vehicle fleet does not appear to influence carsharing models' acceptance. These findings contribute to research on business model configuration as well as the attitude–behavior gap in the sharing economy by determining relevant dimensions of a carsharing business model that can bridge the gap between basically positive attitudes and usage resistance. Thereby, they also serve for concrete managerial recommendations.

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Section: Discussionmentioning

confidence: 99%

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confidence: 99%

“I like it, but I don't use it”: Impact of carsharing business models on usage intentions in the sharing economy

et al. 2019

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“…Es mag diesbezüglich zu den Symptomen einer regressiven Moderne gehören, dass die neuen Anbieterstrukturen marktwirtschaftlich agierende Akteure sind, die sich weniger der Daseinsvorsorge des öffentlichen Verkehrs als dem Gewinnmaximierungsprinzip neoklassischen Wirtschaftens verpflichtet fühlen. In der Konsequenz lassen sich (statt eines ubiquitären Angebots) Territorialisierungspraktiken beobachten, was idealtypisch am Beispiel des "free-floating Carsharing" problematisiert werden kann, das in Teilen der westlichen Verkehrs-und Mobilitätsforschung bereits als höchste Evolutionsstufe des Carsharings und Sinnbild einer "post-private car era" (Firnkorn/Müller 2015) (Firnkorn/ Müller 2015: 31). Es wird in festgelegten Geschäftsgebieten ausgewählter Städte mit großen Fahrzeugflotten und verschiedenen Modellen angeboten.…”

Section: Exklusive Räume Der Mobilitätsdienstleistungenunclassified

Multioptionalität: Ein neuer („alter“) Terminus in der Alltagsmobilität der modernen Gesellschaft?

Groth

2019

RuR

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Zusammenfassung: Anlässlich der aktuellen Debatte um den Übergang von der automobilen zur multimodalen Gesellschaft, in der es um eine Abkehr von der weitgehend exklusiven Nutzung des privaten Automobils hin zur flexiblen Nutzung mehrerer Verkehrsmittel geht, wird mit dem vorliegenden Beitrag der sonst vor allem in der Soziologie verwendete Multioptionalitätsbegriff in die Verkehrs-und Mobilitätsforschung übersetzt. Ziel ist es, die im Subtext der Übergangsdebatte mitgeführte potenzielle Ubiquität multimodaler Verhaltensweisen kritisch zu betrachten. Dafür wird Multioptionalität als Voraussetzung für multimodales Verhalten konzeptualisiert, womit innerhalb des Forschungsfeldes eine Perspektivverschiebung von der tatsächlichen hin zur potenziellen Verkehrsmittelwahl angestoßen wird. Die Qualität dieser Perspektivverschiebung wird im Beitrag mithilfe eines Dreischritts aus zwei Narrativen und einem Konzeptvorschlag herausgearbeitet: i) Ein Reflexivitätsnarrativ, wonach die hierarchisch organisierte Ordnung von Verkehrsmitteln innerhalb moderner Alltagsmobilität -das heißt dem privaten Automobil als dominante Option und allen anderen Verkehrsmitteln als rezessive Optionen -zunächst enthierarchisiert zu werden scheint. ii) Ein Regressionsnarrativ, wonach großen Bevölkerungsteilen zunehmend die optionalen Grundlagen zur gesellschaftlichen Teilhabe auf der Basis von Mobilität entzogen werden. Hier scheint eine Nonoptionalität Multioptionalität entgegenzulaufen und die Möglichkeiten zu multimodalen Verhaltensweisen zu unterbinden. iii) Die Ausformulierung eines konzeptionellen Vorschlags zur Integration des Multioptionalitätsbegriffs in die empirisch angelegten Studien zu multimodalem Verhalten, um auf diese Weise ein kritisches Korrektiv in der Übergangsdebatte zur multimodalen Gesellschaft zu verstetigen.Abstract: In this paper, the sociological term multioptionality is translated into the field of transport and mobility research. The aim is to stimulate a change of perspective from actual to potential mode choice by conceptualising multioptionality as a precondition for multimodal behaviours. The intention is to criticise the largely positive debate concerning transition from the automobile to the multimodal society. Multimodality discourse assumes a shift from the largely exclusive use of private cars to the flexible use of several transport modes. In this respect, the paper discusses the critical role of the concept of multioptionality in the transitional debate in three steps. i) The paper argues that structural developments such as interconnected mobility services legitimise the assumption of potentially "more" options, which increases opportunities for realising multimodal behaviours in everyday mobility. ii) Regressive tendencies in modern society lead to the assumption that mode options are, however, increasingly unequally distributed. In this sense, the emergence of multioptionality can be classified as a socially selective trend.

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“…While in the short run we do acknowledge that there may be a shift towards sharing that is a result of the cost differential between owning a new AV versus sharing an AV, we expect that individuals will gradually move towards owning their own AVs. Some papers, including Firnkorn and Mü ller (2015), Walker and Johnson (2016), Arbib and Seba (2017), and Litman (2014) suggest that the introduction of AVs will mostly take place through the shared economy and reduce the proportion of private vehicle ownership. For example, Arbib and Seba (2017) suggest that by 2030, 95% of all passenger miles traveled in the United States will be through a shared AV.…”

Section: Major Implications Of Introduction Of Avsmentioning

confidence: 99%

The Future of Autonomous Vehicles: Lessons from the Literature on Technology Adoption

Kaplan¹,

Gordon

Zarwi

et al. 2019

Applied Eco Perspectives Pol

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The introduction and adoption of autonomous vehicles (AVs) will likely reshape the transportation system and many economic activities. The economic literature on technology adoption, based on studies in agriculture and other sectors, provides lessons on the diffusion of AVs and its social and economic impacts. We rely on the threshold model of diffusion, where heterogeneous agents make decisions pursuing their self-interests. Applications of the threshold model point to case studies of other technologies where one can gain information and make predictions about the future of AVs. We find that private ownership of AVs may prevail after a transition period, as was the case in other technologies like computers, tractors, and conventional vehicles. With technological progress, the cost of privately owning AVs may decline. Further, there will be an increase in vehicle miles traveled (VMT) per capita, there may be more vehicles on the road, and perhaps the transportation user-base will expand to include those currently facing limited mobility. Congestion is likely to depend on the tradeoff between the expansion of VMT and increased efficiency of AVs to communicate and help regulate traffic. Furthermore, differentiation of vehicles will increase as driving time becomes freed for other activities. These trends may lead to increased greenhouse gas emissions and expansion of the transportation sector. Finally, the technology will evolve and may result in complementary innovations needing to be addressed, including the "last 10 feet" problem. It is evident that the future of the transportation system governed by AVs is most likely not going to be sustainable. This necessitates the importance of developing and enforcing rigorous policies at the metropolitan level and TNC levels to ensure a sustainable evolution of the future of transportation mobility.

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Free-floating electric carsharing-fleets in smart cities: The dawning of a post-private car era in urban environments?

Cited by 159 publications

References 41 publications

“I like it, but I don't use it”: Impact of carsharing business models on usage intentions in the sharing economy

“I like it, but I don't use it”: Impact of carsharing business models on usage intentions in the sharing economy

Multioptionalität: Ein neuer („alter“) Terminus in der Alltagsmobilität der modernen Gesellschaft?

The Future of Autonomous Vehicles: Lessons from the Literature on Technology Adoption

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