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Car Sharing
HUGO GUYADER
Mobility Services
OPERATIONAL
MODES
• car sharing
• ridesharing
• rentals/leasing
ORGANIZATIONS
• grassroots or
cooperative group
• non-profit or
public
• for-profit
BUSINESS
MODELS
• B2C
• B2B
• P2P
Car Sharing Organizations
A membership program intended to offer an
alternative to car ownership under which persons
or entities that become members are permitted to
use vehicles from a fleet on an hourly basis.
(Millard-Ball et al., 2005)
650.000 members worldwide
(Shaheen et al., 2009)
“Car Clubs” (UK)
• Particular version of car rentals: even traditional car rental
companies have introduced their own car sharing services 

(e.g. Hertz on Demand, On Location by Avis).
• 1st Car Sharing Organization (CSO): 

Safage in Zurich, Switzerland, in 1948
• In 1951, D’Welles (“À propos de circulation urbaine”)
already invited individuals to share their personal vehicle
with one another within big cities, as a solution to the
traffic congestion (e.g. in Paris); to create a new “Society
of Shared Transportation” (Société de transports en
commun).
Car Sharing
• Different characteristics:
๏ the nature of the outlet (unmanned in residential
area or centralized at a regular rental office),
๏ the minimum rental period (one hour or one day),
๏ the reservation time (from instant availability to one
day advance notice),
๏ the payment procedure,
๏ the availability of different types of car,
๏ the integration of innovative information technology.
(Meijkamp, 1998)
An umbrella concept for a large variety of commercial
schemes aimed at providing people access to a car,
instead of owning one; for an annual or monthly
subscription, combined to the cost per hour and the cost
per kilometre.
(Millard-Ball et al., 2005)
Car Sharing
Car Sharing
• In the traditional model of car sharing; the car is
made available for reservation (by internet or via a
customer relations centre) at a permanent station
with a departure and a return time. At the end of its
use, the car must be returned to its original station.
• Car-sharing is regarded as being a desirable
component of a sustainable transportation system,
representing the missing link between different
modes of transportation and the key to a
combined mobility.
(Britton, 2000)
re roughly is how carsharing fits in with the other near-by modes in the n
nfiguration:
Source: The first time I saw this graphic was in 1973 in a pioneering study by the
The “missing link” between different modes of transportation
(Britton, 2000)
Car Sharing
- cost savings (3-25%
compared to car ownership),
- greater mobility and
convenience,
- lower parking demand,
- more fuel-efficient cars,
- less vehicle travel,
- more transit ridership,
- lower emissions,
- less congestion,
- better urban design,
- more attractive public
transit systems,
- less vehicle ownership.
(Millard-Ball et al., 2005)
Advantages:
Millard-Ball et al. (2005)
• reduction in emissions of CO2
• members drive 50% less,
• 23% sold their car, 31% didn’t buy a car
= 1 CSO car substitutes 4 private cars
(Baum & Pesch, 1994)
• reduced travel;
• lower CO2
emissions;
• 20% gave up their car, or don’t buy a new one.
= 1 CSO car substitutes 5 private cars
(Millard-Ball et al., 2005)
Environmental benefits
GermanyUSA
Users Motivations
– need for an additional vehicle
– financial savings
(Baum & Pesch, 1994).
– contribution to traffic mitigation,

– lower car use because of environmental concerns,

– have a car available at good value for money,

– interest in seeing fewer cars produced,

– not being required to take care / maintain the car, 

– desire to drive newer cars that are less polluting.
(Steininger et al., 1996)
AustriaGermany
Users Motivations
– ecologically-motivated
– community-oriented
(Harms & Truffer, 1998)
– more for economic and practical reasons,
than for environmental or cooperative ideology;
but not at all for the social aspect
(Polk, 2000),
– 90% for economic reasons
(Jonsson, 2006)
SwitzerlandSweden
• Psychological profiles of members:
90% Socially concerned
88% Environmentally concerned
86% Innovative
82% Cost-oriented
17% Personal attachment to owning a car
• Usage patterns:
Trip frequency: 3.34 trips on average per month
Monthly expenses: $60 on average
Yearly mileage: 3850 miles (6199 km) 

= 63% of total mileage prior to joining CSO
Main Reasons: heavy things to carry, needed a car to
get to a destination.
(Buckhardt & Millard-Ball, 2006)
71% Convenience / Accessibility
45% Vehicle availability / Reliability
30% Costs / Low usage tariffs
28% Safe / Reliable automobiles
23% Flexible booking options
(Sperling & Shaheen, 2000)
Most important 

service features
41% Convenience
20% Affordability
16% Personal freedom
10% Environmental friendliness
(Lane et al. 2005)
Cost, convenience, and
environmental soundness
were found to be of higher
importance.
(Prettenthaler & Steininger,1999)
Most important 

service features
81% Liked the carsharing philosophy,
65% Eliminate hassles of owning car,
54% Liked having the mobility option,
36% Spend less on transportation,
35% Carsharing services came to
their neighborhood,
32% Could not afford to own /
maintain / park a car,
(Buckhardt & Millard-Ball, 2006)
Studies (Harms, 2003; Brook, 2004) found that
car owners have to experience a routine
disruption, a “trigger-event” in their life
(e.g. marital status, job, mobility requirements)
to consider an alternative transportation such
as car-sharing.
(Schaefers, 2013)
EnvironmentalLifestyleConvenienceValue-Seeking
Car Sharing
Usage Motives
utilitarian motives altruistic motivesymbolic motive
(Jakobsson, 2003)
Reasons for not joining a CSO:
– unprofessionalism,
– insufficient variety of services/products,
– higher costs than transit,
– complicated, impractical, time-consuming,
– lack of close-by cars.
(Lightfoot, 1997)
– prefer to use their own car,
rather than sharing with other people.
(Loose et al. 2004)
Users Motivations
AustriaGermany
User Demographics
• 85% in 25-44 age group; high education; high
environmental awareness; 52.2% did not own a car
prior to CSO membership
(Prettenthaler & Steininger,1999)
• 25 to 40 year-old, above-average education, male,
sensitive to environmental and traffic problems

• StadtAuto users: 65% male, average age of 33, well
educated, and modest incomes.
(Muheim et al., 1996)
SwitzerlandAustriaGermany
• Early adopters profile:
- 50% in household of 2/3 members, 70% married
- no difference between gender for interest in CS,
but 60% who joined CS are male
- 90% are 24-64 year-old (of which 56% were 24-40)
- 60% Bsc or Msc degree
(Sperling & Shaheen, 2000)
• Average CSO member:
- young adult (mean age = 37.7)
- high income (18% > $100,000 ; 50% > $60,000/year)
- highly educated (35% Bsc, 48% Msc)
- 55% female
- 64% live with someone else (household size = 2.02)
- 72% have no car
(Burkhardt & Millard-Ball, 2006)
Many historic European CSOs have found it difficult to
make the transition from grassroots, neighborhood-
based programs into viable business ventures. They
miscalculate the number of vehicles needed, place too
great an emphasis on advanced technology, or expend
funds for marketing with little return. Many of the failed
organizations have merged or been acquired by larger
CSOs.
(Shaheen et al.,1999)
To guarantee a high convenience (= proximity/
availability), large CSOs provide about one car for every
15-20 members.
(Lightfoot, 1997)
At least 6 drivers / car is the sufficient number
to provide quality.
(Schillander, 2003)
Successful CSOs have a 40% vehicle-utilization
rate (i.e. 9h every 24h)
(Sullivan & Magid, 2007)
In 2005, adoption rates were 12-30 times lower
than market projections.
(Millard-Ball et al., 2005)
Two-way Carsharing
“return car sharing”
Members of organisations (public or private) can
borrow cars at designated places. Some
memberships include various cities.

Cars must be returned to the same parking spot
from which they were picked-up. 



Cars are billable by the hour or the day.
The user can return the vehicle in any of the network
stations (provided it has available space).

Network of dedicated stations (“pods”) so that the
customer takes and returns the vehicle in one of them.
“My only real complaint about carsharing is that it has
one major, built-in, self-limiting inefficiency: because cars
must be returned to the spot where you pick them up,
you can't take one-way trips.”
(Barnet, 2007)
Like Stockholm City Bikes, but with cars (i.e. often
electric/short-range cars).
One-Way Car Sharing
(Viviani, 2013)
One-Way Car Sharing
Fleet operators charge by the minute and users
mainly use the service for one-way trips, after
which the client leaves the car and makes it
available to another customer of the service,
which will then be able to use it for a new trip
Mainly in big cities (e.g. Berlin).
Free Floating
The fleet of
vehicles remains
within the defined
area but constantly
changes locations.
Free Floating
P2P Car Rentals
New business model: car owners lend their vehicle to other
private individuals for a short period of time for a fee.
Like traditional carsharing, the cars are decentralized, they
are available by the hour, and they can include gas and
insurance in the rates.
Begun in May 2001:

- RentMyCar launched the first P2P car sharing marketplace.
or “P2P carsharing”
P2P Car Rentals
Traditional car rental companies
operate by purchasing or leasing a
number of fleet vehicles and renting
them to their customers for a fee.
P2P: “Broadly speaking, personal vehicle sharing companies broker
transactions among car owners and renters by providing the
organizational resources needed to make the exchange possible (i.e.,
online platform, customer support, auto insurance, and technology).”
(Shaheen et al. 2012).
— Traditional car sharing (e.g. zipcar) is most suited to
walkable, high-density, mixed-use urban areas with convenient
public transit, allowing for high vehicle usage rates.
+ P2P car sharing expand the geographic range (where
capital costs and usage requirements are needed to support a
traditional carsharing model) by renting underused autos and
thus lowering vehicle usage requirements.
P2P Car Rentals
Ridesharing
✦ “Ridesharing refers to a mode of transportation in which
individual travelers share a vehicle for a trip and split travel
costs such as gas, toll, and parking fees with others that have
similar itineraries and time schedules. Conceptually,
ridesharing is a system that can combine the flexibility and
speed of private cars with the reduced cost of fixed-line
systems, at the expense of convenience.”
(Furuhata et al. 2013, p.28)
✦ The vehicle may be shared at some time but the main
ownership and control (driving) arrangements remain
essentially unchanged.
(Britton, 2000)
“liftsharing” (UK)
a governmental oil- rationing tactic during WWII:
US Car-Sharing Clubs
(Ferguson, 1997)
• Unorganized: people sharing ad-hoc rides,
either acquaintance-based (family, colleagues,
neighbors, and friends) or between strangers.
• Organized: operated by agencies that provide
ride-matching opportunities for participants
without regard to any previous historical
involvements.
(Chan & Shaheen, 2012)

(Furuhata et al., 2013)
Ridesharing
Figure 1. Ridesharing classification scheme.
(Chan & Shaheen, 2012)
(Furuhata et al., 2013)
Unorganized Ridesharing
“ad-hoc” or “flexible”
ridesharing
hitchiking:
drivers pick up strangers on the
road for a part of their trip
carpooling:
drivers gain access to faster
High-Occupancy Vehicle (HOV)
lanes and reduced tolls
Slugging
semi-organized practice of "slug lines”:
drivers shout their destination to
individual travellers (nicknamed
“hitchhike commuter”) who can enter
the car on a first-come, first-served
basis.
slug-lines.com
“Passengers don’t speak
unless spoken to; no talk
of religion, politics or
sex; no cell phones, no
money offered, no
smoking; no asking to
change the radio station
or to adjust the
thermostat; and never,
ever leave a female slug
waiting in line alone.”
“casual” or “instant”
carpooling
instrumental:
to take advantage of HOV lanes,
to reduce individual driving burdens,
to reduce costs of car use and maintenance.
non-instrumental:
to have company,
to be socially and environmentally responsible,
to teach their children sociability.
(Benkler, 2004)
Ridesharing Motives
“Dynamic” “On-Demand” “Instant” “Real-time”
• A system which supports an automatic ride-matching
process between participants on very short notice or even
en-route. (Agatz et al., 2012, p.295)
Marketplace where riders can find a driver who is
driving from one city to another and book a seat in
advance. Drivers can share their costs, while riders
can travel for cheap. Payment cash or online.
Organized Ridesharing
• Two types of matching service providers:

1. Service operators – one-sided matching

operate ridesharing services using their own
vehicles and drivers.
2. Matching agencies – two-sided matching

facilitate ridesharing services by matching
individual car drivers and passengers.


(Furuhata et al., 2013, p.30)
Dynamic Ridesharing Providers
Ridesharing Platforms
• Three types of services enabled by P2P platforms:
1. deffered: “a one-off peer-to-peer service sharing
pattern” occurring only once
2. recurrent: “a repeated series of ride sharing
events” on the same route (eg. commute)
3. immediate: smartphone-based “instant matches”
enabled by a large network of drivers and
passengers
(Andersson et al., 2013)
• Three markets needs:
1. On-demand: a casual, one-time, and irregular
trip for relatively short distances requiring almost
a real-time response.
2. Commute: ridesharing for commuters with
regular work schedule and long-term
relationships. Participants often take turns in
using their vehicles.
3. Long-distance: ridesharing for a long-distance
trip with advanced scheduling and less restrictive
requirements of meet- ing time and place.


(Furuhata et al., 2013, p.33)
Ridesharing Demand
(Pilloy, 2014)
Ridesourcing
• Demand: convenient, point-to-point urban travel.
• “Transportation Network Companies” (TNCs)

e.g. Uber, Lyft
“Ridesourcing wait times are markedly shorter and more
consistent than those of taxis, while ridesourcing users tend
to be younger, own fewer vehicles and more frequently
travel with companions. Ridesourcing, like taxis, appears to
both substitute for and complement public transit; the
majority of ridesourcing trips would have taken substantially
longer if made by public transit.”
(Rayle et al., 2014, p.1)
HUGO.GUYADER@LIU.SE

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Carsharing, Ridesharing, Carpooling and all...

  • 2. Mobility Services OPERATIONAL MODES • car sharing • ridesharing • rentals/leasing ORGANIZATIONS • grassroots or cooperative group • non-profit or public • for-profit BUSINESS MODELS • B2C • B2B • P2P
  • 3. Car Sharing Organizations A membership program intended to offer an alternative to car ownership under which persons or entities that become members are permitted to use vehicles from a fleet on an hourly basis. (Millard-Ball et al., 2005) 650.000 members worldwide (Shaheen et al., 2009) “Car Clubs” (UK)
  • 4. • Particular version of car rentals: even traditional car rental companies have introduced their own car sharing services 
 (e.g. Hertz on Demand, On Location by Avis). • 1st Car Sharing Organization (CSO): 
 Safage in Zurich, Switzerland, in 1948 • In 1951, D’Welles (“À propos de circulation urbaine”) already invited individuals to share their personal vehicle with one another within big cities, as a solution to the traffic congestion (e.g. in Paris); to create a new “Society of Shared Transportation” (Société de transports en commun). Car Sharing
  • 5. • Different characteristics: ๏ the nature of the outlet (unmanned in residential area or centralized at a regular rental office), ๏ the minimum rental period (one hour or one day), ๏ the reservation time (from instant availability to one day advance notice), ๏ the payment procedure, ๏ the availability of different types of car, ๏ the integration of innovative information technology. (Meijkamp, 1998) An umbrella concept for a large variety of commercial schemes aimed at providing people access to a car, instead of owning one; for an annual or monthly subscription, combined to the cost per hour and the cost per kilometre. (Millard-Ball et al., 2005) Car Sharing
  • 6. Car Sharing • In the traditional model of car sharing; the car is made available for reservation (by internet or via a customer relations centre) at a permanent station with a departure and a return time. At the end of its use, the car must be returned to its original station. • Car-sharing is regarded as being a desirable component of a sustainable transportation system, representing the missing link between different modes of transportation and the key to a combined mobility. (Britton, 2000)
  • 7. re roughly is how carsharing fits in with the other near-by modes in the n nfiguration: Source: The first time I saw this graphic was in 1973 in a pioneering study by the The “missing link” between different modes of transportation (Britton, 2000)
  • 8. Car Sharing - cost savings (3-25% compared to car ownership), - greater mobility and convenience, - lower parking demand, - more fuel-efficient cars, - less vehicle travel, - more transit ridership, - lower emissions, - less congestion, - better urban design, - more attractive public transit systems, - less vehicle ownership. (Millard-Ball et al., 2005) Advantages:
  • 10. • reduction in emissions of CO2 • members drive 50% less, • 23% sold their car, 31% didn’t buy a car = 1 CSO car substitutes 4 private cars (Baum & Pesch, 1994) • reduced travel; • lower CO2 emissions; • 20% gave up their car, or don’t buy a new one. = 1 CSO car substitutes 5 private cars (Millard-Ball et al., 2005) Environmental benefits GermanyUSA
  • 11. Users Motivations – need for an additional vehicle – financial savings (Baum & Pesch, 1994). – contribution to traffic mitigation,
 – lower car use because of environmental concerns,
 – have a car available at good value for money,
 – interest in seeing fewer cars produced,
 – not being required to take care / maintain the car, 
 – desire to drive newer cars that are less polluting. (Steininger et al., 1996) AustriaGermany
  • 12. Users Motivations – ecologically-motivated – community-oriented (Harms & Truffer, 1998) – more for economic and practical reasons, than for environmental or cooperative ideology; but not at all for the social aspect (Polk, 2000), – 90% for economic reasons (Jonsson, 2006) SwitzerlandSweden
  • 13. • Psychological profiles of members: 90% Socially concerned 88% Environmentally concerned 86% Innovative 82% Cost-oriented 17% Personal attachment to owning a car • Usage patterns: Trip frequency: 3.34 trips on average per month Monthly expenses: $60 on average Yearly mileage: 3850 miles (6199 km) 
 = 63% of total mileage prior to joining CSO Main Reasons: heavy things to carry, needed a car to get to a destination. (Buckhardt & Millard-Ball, 2006)
  • 14. 71% Convenience / Accessibility 45% Vehicle availability / Reliability 30% Costs / Low usage tariffs 28% Safe / Reliable automobiles 23% Flexible booking options (Sperling & Shaheen, 2000) Most important 
 service features 41% Convenience 20% Affordability 16% Personal freedom 10% Environmental friendliness (Lane et al. 2005) Cost, convenience, and environmental soundness were found to be of higher importance. (Prettenthaler & Steininger,1999)
  • 15. Most important 
 service features 81% Liked the carsharing philosophy, 65% Eliminate hassles of owning car, 54% Liked having the mobility option, 36% Spend less on transportation, 35% Carsharing services came to their neighborhood, 32% Could not afford to own / maintain / park a car, (Buckhardt & Millard-Ball, 2006)
  • 16. Studies (Harms, 2003; Brook, 2004) found that car owners have to experience a routine disruption, a “trigger-event” in their life (e.g. marital status, job, mobility requirements) to consider an alternative transportation such as car-sharing.
  • 17. (Schaefers, 2013) EnvironmentalLifestyleConvenienceValue-Seeking Car Sharing Usage Motives utilitarian motives altruistic motivesymbolic motive
  • 19. Reasons for not joining a CSO: – unprofessionalism, – insufficient variety of services/products, – higher costs than transit, – complicated, impractical, time-consuming, – lack of close-by cars. (Lightfoot, 1997) – prefer to use their own car, rather than sharing with other people. (Loose et al. 2004) Users Motivations AustriaGermany
  • 20. User Demographics • 85% in 25-44 age group; high education; high environmental awareness; 52.2% did not own a car prior to CSO membership (Prettenthaler & Steininger,1999) • 25 to 40 year-old, above-average education, male, sensitive to environmental and traffic problems
 • StadtAuto users: 65% male, average age of 33, well educated, and modest incomes. (Muheim et al., 1996) SwitzerlandAustriaGermany
  • 21. • Early adopters profile: - 50% in household of 2/3 members, 70% married - no difference between gender for interest in CS, but 60% who joined CS are male - 90% are 24-64 year-old (of which 56% were 24-40) - 60% Bsc or Msc degree (Sperling & Shaheen, 2000) • Average CSO member: - young adult (mean age = 37.7) - high income (18% > $100,000 ; 50% > $60,000/year) - highly educated (35% Bsc, 48% Msc) - 55% female - 64% live with someone else (household size = 2.02) - 72% have no car (Burkhardt & Millard-Ball, 2006)
  • 22. Many historic European CSOs have found it difficult to make the transition from grassroots, neighborhood- based programs into viable business ventures. They miscalculate the number of vehicles needed, place too great an emphasis on advanced technology, or expend funds for marketing with little return. Many of the failed organizations have merged or been acquired by larger CSOs. (Shaheen et al.,1999) To guarantee a high convenience (= proximity/ availability), large CSOs provide about one car for every 15-20 members. (Lightfoot, 1997)
  • 23. At least 6 drivers / car is the sufficient number to provide quality. (Schillander, 2003) Successful CSOs have a 40% vehicle-utilization rate (i.e. 9h every 24h) (Sullivan & Magid, 2007) In 2005, adoption rates were 12-30 times lower than market projections. (Millard-Ball et al., 2005)
  • 24. Two-way Carsharing “return car sharing” Members of organisations (public or private) can borrow cars at designated places. Some memberships include various cities. Cars must be returned to the same parking spot from which they were picked-up. 
 Cars are billable by the hour or the day.
  • 25. The user can return the vehicle in any of the network stations (provided it has available space).
 Network of dedicated stations (“pods”) so that the customer takes and returns the vehicle in one of them. “My only real complaint about carsharing is that it has one major, built-in, self-limiting inefficiency: because cars must be returned to the spot where you pick them up, you can't take one-way trips.” (Barnet, 2007) Like Stockholm City Bikes, but with cars (i.e. often electric/short-range cars). One-Way Car Sharing
  • 27. Fleet operators charge by the minute and users mainly use the service for one-way trips, after which the client leaves the car and makes it available to another customer of the service, which will then be able to use it for a new trip Mainly in big cities (e.g. Berlin). Free Floating
  • 28. The fleet of vehicles remains within the defined area but constantly changes locations. Free Floating
  • 29. P2P Car Rentals New business model: car owners lend their vehicle to other private individuals for a short period of time for a fee. Like traditional carsharing, the cars are decentralized, they are available by the hour, and they can include gas and insurance in the rates. Begun in May 2001:
 - RentMyCar launched the first P2P car sharing marketplace. or “P2P carsharing”
  • 30. P2P Car Rentals Traditional car rental companies operate by purchasing or leasing a number of fleet vehicles and renting them to their customers for a fee. P2P: “Broadly speaking, personal vehicle sharing companies broker transactions among car owners and renters by providing the organizational resources needed to make the exchange possible (i.e., online platform, customer support, auto insurance, and technology).” (Shaheen et al. 2012).
  • 31. — Traditional car sharing (e.g. zipcar) is most suited to walkable, high-density, mixed-use urban areas with convenient public transit, allowing for high vehicle usage rates. + P2P car sharing expand the geographic range (where capital costs and usage requirements are needed to support a traditional carsharing model) by renting underused autos and thus lowering vehicle usage requirements. P2P Car Rentals
  • 32. Ridesharing ✦ “Ridesharing refers to a mode of transportation in which individual travelers share a vehicle for a trip and split travel costs such as gas, toll, and parking fees with others that have similar itineraries and time schedules. Conceptually, ridesharing is a system that can combine the flexibility and speed of private cars with the reduced cost of fixed-line systems, at the expense of convenience.” (Furuhata et al. 2013, p.28) ✦ The vehicle may be shared at some time but the main ownership and control (driving) arrangements remain essentially unchanged. (Britton, 2000) “liftsharing” (UK)
  • 33. a governmental oil- rationing tactic during WWII: US Car-Sharing Clubs (Ferguson, 1997)
  • 34. • Unorganized: people sharing ad-hoc rides, either acquaintance-based (family, colleagues, neighbors, and friends) or between strangers. • Organized: operated by agencies that provide ride-matching opportunities for participants without regard to any previous historical involvements. (Chan & Shaheen, 2012)
 (Furuhata et al., 2013) Ridesharing
  • 35. Figure 1. Ridesharing classification scheme. (Chan & Shaheen, 2012)
  • 37. Unorganized Ridesharing “ad-hoc” or “flexible” ridesharing hitchiking: drivers pick up strangers on the road for a part of their trip carpooling: drivers gain access to faster High-Occupancy Vehicle (HOV) lanes and reduced tolls
  • 38. Slugging semi-organized practice of "slug lines”: drivers shout their destination to individual travellers (nicknamed “hitchhike commuter”) who can enter the car on a first-come, first-served basis. slug-lines.com “Passengers don’t speak unless spoken to; no talk of religion, politics or sex; no cell phones, no money offered, no smoking; no asking to change the radio station or to adjust the thermostat; and never, ever leave a female slug waiting in line alone.” “casual” or “instant” carpooling
  • 39. instrumental: to take advantage of HOV lanes, to reduce individual driving burdens, to reduce costs of car use and maintenance. non-instrumental: to have company, to be socially and environmentally responsible, to teach their children sociability. (Benkler, 2004) Ridesharing Motives
  • 40. “Dynamic” “On-Demand” “Instant” “Real-time” • A system which supports an automatic ride-matching process between participants on very short notice or even en-route. (Agatz et al., 2012, p.295) Marketplace where riders can find a driver who is driving from one city to another and book a seat in advance. Drivers can share their costs, while riders can travel for cheap. Payment cash or online. Organized Ridesharing
  • 41. • Two types of matching service providers:
 1. Service operators – one-sided matching
 operate ridesharing services using their own vehicles and drivers. 2. Matching agencies – two-sided matching
 facilitate ridesharing services by matching individual car drivers and passengers. 
 (Furuhata et al., 2013, p.30) Dynamic Ridesharing Providers
  • 42. Ridesharing Platforms • Three types of services enabled by P2P platforms: 1. deffered: “a one-off peer-to-peer service sharing pattern” occurring only once 2. recurrent: “a repeated series of ride sharing events” on the same route (eg. commute) 3. immediate: smartphone-based “instant matches” enabled by a large network of drivers and passengers (Andersson et al., 2013)
  • 43. • Three markets needs: 1. On-demand: a casual, one-time, and irregular trip for relatively short distances requiring almost a real-time response. 2. Commute: ridesharing for commuters with regular work schedule and long-term relationships. Participants often take turns in using their vehicles. 3. Long-distance: ridesharing for a long-distance trip with advanced scheduling and less restrictive requirements of meet- ing time and place. 
 (Furuhata et al., 2013, p.33) Ridesharing Demand
  • 45. Ridesourcing • Demand: convenient, point-to-point urban travel. • “Transportation Network Companies” (TNCs)
 e.g. Uber, Lyft “Ridesourcing wait times are markedly shorter and more consistent than those of taxis, while ridesourcing users tend to be younger, own fewer vehicles and more frequently travel with companions. Ridesourcing, like taxis, appears to both substitute for and complement public transit; the majority of ridesourcing trips would have taken substantially longer if made by public transit.” (Rayle et al., 2014, p.1)