| 1. |
- Jakobsson Bergstad, Cecilia, 1967, et al.
(författare)
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The influence of socioeconomic factors in the diffusion of car sharing
- 2018
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Rapport (övrigt vetenskapligt/konstnärligt)abstract
- In order to put into relationship, the diffusion of car sharing practices and relevant individual sociodemographic and economic factors, the research started analysing the information in some of the national travel surveys administered throughout Europe. From this research, it emerged that in most of the cases information on the use of car sharing for daily mobility at a national level is of poor quality. In particular, the characteristics of car sharing members such as gender, age, car ownership and travel behaviour have been compared with the characteristics of the population living in the same country or city, coming from the national (or city) travel survey. Since there is an urgent demand to reduce the damaging impact of transportation on the environment (air pollution, noise pollution, reduced green areas, traffic accidents, etc.) in urban cities, we aim to answer the following question: What are the main behavioural, psychological and social factors influencing people’s choice to use car sharing? This main question can be operationalized in more specific sub questions: do users and nonusers of car sharing differ, regarding transport choices? Are there differences among ages and genders for specific services and demands? What are the main motives for using car sharing for users and non-users? Are the social, behavioural and psychological aspects influencing people’s intention to use car sharing? If so, to which extent does it occur? In order to answer those questions, this report was structured in 5 main sections: Section 1: In this section multiple sources were exploited in order to give insights about the impact of car sharing on travel behaviours, among different kind of users and different countries/ cities. Section 2: Based on the model of Technology Acceptance Model (TAM) and the Theory of Planned Behaviour (TPB), the latent variables Attitudes, Perceived Behaviour Control (PBC), Perceived Usefulness (PU), Ease of Use (EU), Subjective Norms (SN), Trust, Personal Norms (PN) Environmental Awareness (EA) and Habit were tested in a linear regression model along with sociodemographic variables to predict behaviour intention to use car sharing. The data were collected by STARS partners along EU countries with users and non-users of car sharing. Section 3: In this case study, it is examined how car sharers in Flanders assess the services of different car sharing organisations. Focus was given on membership, car ownership, customer satisfaction, overall characteristics of the service, costs, flexibility and offer of cars with alternative fuels. The influence of socioeconomic factors in the diffusion of car sharing GA n°769513 Page 17 of 243 Section 4: This second case study analysed and compared behavioural data from URBI during two months in Berlin, Milan, Turin and Madrid. Focus was given to patterns and hourly distribution of trips. Section 5: This case study analysed and compared behavioural data for users and non-users of car sharing in Germany. Focus was given to social demographic variables, the use of smartphones, attitudes towards different transport modes, incentives to use car sharing, support to implement car sharing, characterization of users of car sharing and relation to the characteristics of services.
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| 2. |
- Martins Silva Ramos, Érika, 1991, et al.
(författare)
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An empirical investigation of attitudes towards daily commuting transportation: the impacts of travel satisfaction, driving habits and social desirability.
- 2018
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Ingår i: The 29th International Congress of Applied Psychology, June 26-30, Montréal, Canada.
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Konferensbidrag (övrigt vetenskapligt/konstnärligt)abstract
- Background/Rational Every day people decide how to travel to their out-of-home activities. What is important for them when choosing the mode of transportation? Are those things predictors of attitudes towards modes of transportation along with driving habits and satisfaction with daily travel? Does being more or less satisfied affect people’s attitudes? Method A survey was mailed to a sample of 3,000 Swedish residents in rural, semi-rural and urban areas. The questionnaire consisted of four sections: driving habits, satisfaction, important aspects when choosing mode of daily commuting and socio-demographics measurements. Results Factor analysis was conducted regarding “satisfaction with daily commuting”, “important aspects for mode choice of commuting” and “driving habits” (KMO = .74; .76; 79, respectively). The retained factors were used in multiple regressions analyses as predictors of attitudes towards car, public transport and bike (R2 = .32; .11; .16, respectively). Conclusions “Driving habits” was the main predictor for attitudes towards car while “socially desirable aspects” was the most important factor to predict attitudes towards public transport and bike. Living in big cities negatively affected attitudes toward car and satisfaction with daily commuting was a minor predictor for all modes of transportation. Action/Impact Attitudes towards modes of commuting are predicted by people’s habits and what they value as important when commuting. Knowing what they value when choosing modes of transportation gives support to implement accurate and effective interventions, policies and new services that promote sustainability in transportation.
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| 3. |
- Martins Silva Ramos, Érika, 1991, et al.
(författare)
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Behaviour drivers and barriers in car sharing
- 2019
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Ingår i: Car sharing camp out (14-15th October 2019), Paris, France.
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Konferensbidrag (övrigt vetenskapligt/konstnärligt)
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| 4. |
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| 5. |
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| 6. |
- Martins Silva Ramos, Érika, 1991, et al.
(författare)
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Car Sharing in Sweden: Perceptions and acceptance of current users and potential users.
- 2018
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Ingår i: The National Conference in Transport Research, Gothenburg, Sweden..
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Konferensbidrag (övrigt vetenskapligt/konstnärligt)abstract
- Overview and research questions Carsharing has in a near future the potential to contribute to be a truly disruptive shared mobility, going beyond the boundaries of services niches (Sprei, 2017). However, even with the increase of the carsharing fleet around urban and metropolitan areas, carsharing operators are still facing challenges in terms of regulation and profitability (de Luca & Di Pace, 2015). Despite the fixed costs of the service, the misunderstandings of consumer’s behaviour have compromised the estimation of revenues. Thus, there is a demand for empirical investigation of sociodemographic and behavioural variables to predict individual choices regarding carsharing use (Prieto, Baltas, & Stan, 2017). Despite the motives of value-seeking and convenience, we need to consider lifestyle motives and altruistic environmental concerns as factors influencing consumer’s acceptance and usage of carsharing (Schaefers, 2013). The aim of this study is two folded: firstly, to present and compare the sociodemographic profiles of users and non-users of carsharing in Sweden. Secondly, to predict behaviour intentions by assessing behavioural and attitudinal aspects of carsharing acceptance and use. Who are the users of carsharing in the Swedish cities? What are their perceptions regarding acceptance and self-efficacy to use carsharing? What are the behavioural predictors of intention to use carsharing? This study follows the rationale proposed by the Technology Acceptance Model (TAM), which has foundations on the psychological Theory of Reasoned Action (TRA) (Ajzen, 2012). Adaptations of TAM to investigate acceptance of vehicle automation and similar technologies have shown as a satisfactory framework across times and settings, indication strong validity (Madigan, Louw, Wilbrink, Schieben, & Merat, 2017; Yousafzai, Foxall, & Pallister, 2007a, 2007b). This is the first time that carsharing use is largely investigated through TAM in Sweden. The model is adapted to the context of carsharing use in which the latent variables are measured as predictors of behavioural intention to use carsharing in the near future. Performance Expectancy, Effort Expectancy, Social Influence, Facilitating Condition, Trust and Price perception are the latent variables of the model followed by gender, age, frequency of use of carsharing and group (user or non-user of carsharing). Method Data were collected by an online survey distributed by the Laboratory of Opinion Research at the University of Gothenburg. It targeted carsharing users and non-users of Swedish cities (Stockholm, Gothenburg and Malmö metro areas and other municipalities) and the response rate was 84%. In order to assess the latent variables for the model, a set of questions were made to the respondents and indexes were estimated by statistical analysis. The validity of those variables was estimated conjunctly with the statistics procedures. Sample The sample consist of 2818 valid respondents. They are users (n = 1065) and non-users (n = 1752) of carsharing services. Around 65% of the sample are between 30 and 69 years old and around 50% of the sample have monthly income between 30000 to 54999 kroners (before taxes). Around 75% have some kind of university degree. Analysis and Results The results will be presented in two subsections. The first subsection will be a detailed profile for each Swedish city considering age, gender, number of cars in the household, work, income, quality of income management, education and political identification. The second subsection will be the TAM analysis and results to predict Behavioural Intention to use carsharing in a near future. The number of persons living in the household was MUsers = 2.41(SD = 1.19) and MNon-users = 2.29 (SD = 1.17) in Stockholm; MUsers = 2.58 (SD = 1.17) and MNon-users = 2.29 (SD = 1.13) in Gothenburg; MUsers = 2.47 (SD = 1.14) and MNon-users = 2.18 (SD = 1.14) in Malmö; MUsers = 2.4 (SD = 1.2) and MNon-users = 2.43 (SD = 1.17) on the other municipalities. The median for the question “My support for implementation of car sharing in society is…” to be answered based on a Likert scale “1- very weak to 7 – very strong” were 5 for non-users and 6 for users in all cities, except for non-users from Gothenburg which median was 4. The model explained 39% of the variance in Behavioural Intention to use car sharing within the next six months. The independent variables were entered on the model in two steps: (1) the relevant sociodemographic variables, gender, age, frequency of carsharing use and usage category (user or non-user of carsharing services); (2) the latent variables, Performance Expectancy, Social Influence, Effort Expectancy, Trust, Facilitating Conditions (home), Facilitating Conditions (out of home) and Price perception. On the first step, Frequency of CS use (b = -.125, p = .000) and Usage (b = .112, p = .000) were predictors of Behavioural Intention while Gender (b = -.002, p = .944) and Age (b = .015, p = .543) were not. On the second step, the main predictor was Performance Expectancy (b = .38, p = .000), followed by Social Influence (b = .23, p =.000), Trust (b = -.066, p = .009) and Facilitating Conditions (home) (b = .066, p = .016). However, Facilitating Conditions (out of home) (b = .066, p = .016) and Price perception (b = .041, p = .103) did not predicted Behavioural Intention. The results of this study have accomplished with its two folded objectives. The sociodemographic variables were presented in order to visualize a profile of users and non-users of CS on the Swedish cities. The regression results gave evidence that TAM is a valuable model to predict behavioural intention and to give more understanding of consumer’s behaviour and acceptance of CS. The results will be discussed in light of those contributions, such as the relevance to better address consumer’s trust on carsharing services and the contributions to accomplish with the UN’s Sustainable Development Goals.
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| 7. |
- Martins Silva Ramos, Érika, 1991, et al.
(författare)
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Experience and users preferences
- 2019
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Ingår i: Initiative seminar "Transportation in the Age of digitalization", Chalmers University of Technology, 26 September 2019.
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Konferensbidrag (övrigt vetenskapligt/konstnärligt)
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| 8. |
- Martins Silva Ramos, Érika, 1991, et al.
(författare)
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Overall assessment of the drivers for behavioural change
- 2019
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Rapport (övrigt vetenskapligt/konstnärligt)abstract
- The final task of work package 4 is to draw on the empirical evidence collected in the previous tasks of this current WP as well as the results of WPs 2 and 3. The aim is to give an overall picture of the underlying mechanisms behind observed behavioural changes towards an increased use of shared mobility services. The objective is furthermore to assess the relative importance of sociodemographic, individual and contextual factors as well as advance the analyses of how the characteristics of the different services and the business models (classified into car sharing operator profiles) interact with users profiles (of sociodemographic and attitudinal characteristics) and mobility styles (including user attitudes, travel modes and frequencies). Finally, the WP includes a workshop with the aim to discuss and validate the results with experts on car sharing both from the inside as well as the outside of academia. The workshop took place on the 24th of January in Bremen, Germany. The report consists of four main sections; Introduction, Method, Results and Conclusions. Furthermore, the Method and Result sections have three subsections; one on the work carried out by UGOT i.e. the SEM analyses, another section describing the work by POLITO on car sharing user trends according to different user profiles, and a final subsection describing the work-shop hosted by the city of Bremen. The main findings of this deliverable are: Users of free floating car sharing (Italian sample) and free floating with pool stations (Sweden) were the users with the lowest percentage of car-free household. In Italy, users of free floating services are more likely to subscribe to more than one service (1.5 on average) of the same typology of service. The frequent users of private cars are, at the same time those that envisage greater use of car sharing in the future than today, while among those who own and use private cars less frequently (MultiOC users, who are registered to more than one car sharing variant in parallel, and FFPS), there is a lower propensity for an increase compared to the current level of car sharing use. Even though all MultiOC users are registered to a free floating service in combination with another car sharing typology (FFPS in Italy, RTSB in Sweden and Germany), they are more frequently users of PT and active modes (walk and bike) and they have a higher degree of car-free households than the free floating users. Therefore, services integration and a higher degree of MultiOC users may be one important key to reduce the use of private cars and consequently its impacts. The FFOA service is more likely to grow in terms of number of subscribers in Italy; while in Sweden, round trip station based service have the highest number of potential users. Clearly these predictions may be affected by the actual provision of such services in the cities if there is a lack today. Overall assessment of the drivers for behavioural change GA n°769513 Page 8 of 93 The strongest direct predictors of behavioural intention (BI) to use (or increase using) car sharing services in a near future (6 months) were perceived behaviour control (PBC), currently being registered on a car sharing service, a lower degree of past car based travels and trust in the quality of the service delivered. The number of current car sharing operators in the city was not a predictor of behaviour intention, which indicates that by only increasing the number of operators within cities or fleet sizes, is not enough to induce behaviour change. It is instead more important to increase the perceived usefulness of car sharing services for people’s travels necessities. Women could be a target niche in the market, since being a woman has a positive direct effect on BI to use car sharing in the future. In addition, increasing trust in the service availability and quality is also a possible strategy to foster use of car sharing. Past travels by car based modes leads to driving habit formation and when this habit becomes stronger, one is less likely to express a strong intention to use car sharing The expert work shop in Bremen contained presentations of the STARS project in general and results from WP 4 summarized above in particular. Experts from car sharing organisations, cities and other research projects attended. Overall the work shop proved that the knowledge is welcome and can be useful when developing the services, as well as implement those services in a city.
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| 9. |
- Nehrke, Gunnar, et al.
(författare)
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Mobility cultures and mobility styles
- 2018
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Rapport (övrigt vetenskapligt/konstnärligt)abstract
- The aim of this deliverable is to gather further insight into the underlying social and emotional factors that amplify or mitigate an affinity to car sharing. The present deliverable partly builds on the results of the studies carried out and presented in in D4.1. It is an input for the general account of the underlying sociodemographic and attitudinal factors for car sharing conversion that will be given in D 4.3. Various methods were used in this deliverable. A cluster analysis was employed to identify mobility styles with different mobility habits and different attitudes towards environmental issues in car sharing users and non-users. Qualitative methods such as focus group discussions, a living lab and empathy interviews were used in order to gain more insights into the emotional and attitudinal drivers for private car and car sharing use. The segmentation of current car-sharing users and non-users studied by STARS in D4.1 resulted in five different mobility styles, three styles for car-sharing users and two for non-users. The cluster analysis in D4.2 now shows how these styles differ in respect to travel behaviour, frequency of car use and attitude towards environmental issues. Mobility styles including frequent car use for daily trips are found in two of the three car sharing user groups. Only one mobility style which is centred on public transport shows a more multimodal profile. The fact that the cluster analysis identified a car-focused green mobility style among car sharing users is particularly interesting. This group has the lowest percentage of car free households but also shows a high level of environmental awareness and concern regarding the impact of travels. This discrepancy between actual behaviour and awareness can only be found in car sharing users. This group of car sharing users might be especially open to reducing car use and changing to a more environment friendly mobility behaviour. To better understand attitudes and emotions towards private and shared cars, focus groups were held in Germany and in Flanders, Belgium. Topics discussed in the focus groups included the unbeatable advantage of the private car, the advantages and disadvantages of car sharing and the motivation to use car sharing. The aim was to explore the practical and emotional value both users and non-users see in car sharing and the private car. The participants of the German focus groups where recruited in inner-city urban residential areas with a high density of car sharing offers and excellent access to public transport. Thus these participants have excellent preconditions to adopt a multimodal mobility behaviour. As expected, public transport and bike are the most used options for every day trips among all participants - users as well as non-users of car sharing. Nevertheless, car ownership is still widespread among the German non-users of car sharing. Car use on the other hand is not: two thirds of participants who own a car Mobility cultures and mobility styles GA n°769513 Page 8 of 74 find car traffic nerve wrecking and use their car only on rare and planned occasions. This rare use of the private car also resembles the classic behaviour of roundtrip car sharing customers in Germany. It can be concluded that these non-users would also be targets for a car sharing. However, conversion to car sharing does not happen for two reasons: firstly, the permanent availability of the private car is experienced as a source of emotional security. Secondly, the private car is experienced as the simplest mode of transport since no planning is needed and no bookings need to be done. Present users of car sharing in the German focus groups only rarely discuss poor availability of car sharing cars and the complexity of booking as a problem. It can be concluded, that non-users overestimate the problems they would face with using car sharing. The German focus groups also show that attitude towards environmental issues differ according to the used car sharing variant. Roundtrip car sharing users are much more sustainabilityoriented while free-floating users more often seek convenience. Roundtrip users literally feel proud of doing something good when using car sharing. This same attitude is also very widespread among car sharing users in the Flanders focus groups. In Flanders one focus group with car sharing non-users and four focus groups with car sharing users were held. As in Germany most non-users own a car. They love the flexibility the car provides and are convinced that car sharing has to be cheaper than a private car since planning and booking would add an extra complexity to their mobility. In contrast to the German non-users, non-users in Flanders still have fun when driving a car. In the Flanders car sharing user groups one half of the participants are peer-to-peer users of a special kind: they take part in private car sharing initiatives that share the cars that some of the households own. This makes the Flanders groups a key reference for understanding peer-to-peer car sharing users better. Car sharing users in Flanders have a strong tendency to see cars as a means to an end. The most striking feature is, that more than half of users where introduced to car sharing by relatives and friends. It shows that peer-to-peer marketing is an important factor to trigger conversion to car sharing. In Flanders a living lab was established: households owning a private car were motivated to test-use other modes for very low costs for a month. Almost all participants liked the experiment and one third got motivated to use their private car less afterwards. However, only a few participants incorporated car sharing into their mobility mix during the experiment. This was because households agreed to use the car less during the experiment but still had it available. Thus, when use cases for a car occurred, households reverted to their private car and not to a shared car. This further illustrates an insight from the non-user focus groups in Flanders and Germany: non-users view car sharing as the inferior option compared to the private car. This again raises the question how the value of a car sharing offer can be increased for owners of a private car. Mobility cultures and mobility styles GA n°769513 Page 9 of 74 30 empathy interviews with car sharing customers were carried out in Turin in order to explore the use of free-floating car sharing more deeply. The interviews show that users are on average very satisfied with the car sharing offer. Those living in one-person households are to a great extent carfree. Car sharing for them is a cheaper alternative to buying a car. Larger households and households with kids often substitute a second car they might need with car sharing. Almost all users revert to car sharing as a replacement for public transport rides or as taxi substitute, for example when going to the airport. It is interesting to notice that some suggestions given by the interviewed customers to improve the free-floating service cite features traditionally associated to roundtrip car sharing offers: longer reservation times, better tariff options to leave the town, a higher certainty of car availability near the geographical location of the customer. This again might be a hint that a better integration of services (and their value proposition) is needed to increase customer value. The results of an expert workshop organized by ICLEI showed that in European countries outside Western Europe car sharing is most of the time identified with free-floating car sharing. This is true for the (potential) customers and sometimes also for city authorities. Since the establishment of a free-floating service is a huge investment that is only possible in big cities, the penetration of car sharing throughout these countries is low compared to countries where roundtrip services are more common (like Belgium or Germany).
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| 10. |
- Nilsson, Andreas, 1974, et al.
(författare)
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Energy behaviors at the office: An intervention study on the use of equipment
- 2015
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Ingår i: Applied Energy. - : Elsevier BV. - 0306-2619 .- 1872-9118. ; 146, s. 434-441
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Tidskriftsartikel (refereegranskat)abstract
- The study tests two behavioral intervention programs that were aimed at changing energy-related behaviors in an office setting. Participants were 93 office employees in three different departments of a construction company. Each department was randomly assigned to a four-week intervention to one of the following three conditions: control, intervention program or intervention program with group identity salience. The first intervention condition consisted of goal-setting, feedback, information and prompts. The second condition was identical to the first, with an additional group-identity manipulation. Three different types of data were collected: consumption of electricity and paper, pre-and post-questionnaires and weekly observations. The results show that the employees in the two experimental conditions perceived themselves to have changed their behaviors more than the control group. This is supported by the observational data for the intervention program, but could not be shown in the measures of energy consumption, which showed a decrease for all three departments. The implications of these results are discussed. © 2015 Elsevier Ltd.
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