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Purpose
The majority of current e-carsharing users are middle-aged men with a high education and high income; they are most likely to have a full-time employment. Women are consistently underrepresented in previous studies and therefore this paper focusses on characterization of female early adopters. It builds a basis to identify current female ea...
Citations
... Häufig wird der Frage nachgegangen, was der nächste technische Prototyp für unsere Gesellschaft an Nutzen bringen kann und wie dieser von der Allgemeinheit angenommen werden könnte. Der Nachhaltigkeitsdiskurs ist daher viel zu oft eine reine Debatte über Technikein eher männlich konnotierter Themenbereich (Bain und Rice 2006;Kawgan-Kagan 2015), was auch auf ein traditionell männlich dominiertes Arbeitsfeld rund um Verkehr und Mobilität zurückzuführen ist. Die Diskussion über soziale Aspekte in Bezug auf nachhaltige Mobilität oder sogar aus einer feministischen Perspektive ist zwar wünschenswert, jedoch in der praktischen Umsetzung oft marginalisiert. ...
Zusammenfassung
Nachhaltige Mobilität umfasst neben ökologischen und ökonomischen Aspekten auch die soziale Dimension, um Mobilität möglichst für alle nutzbar zu machen und niemanden kategorisch auszuschließen. Insbesondere das Geschlecht einer Person hat einen signifikanten Einfluss auf den Alltag und damit auch auf die Mobilität. In diesem Beitrag werden Handlungsoptionen sowohl für die wissenschaftliche Arbeit als auch für die Praxis aufgezeigt, um Geschlechtergerechtigkeit in der sozialwissenschaftlichen Verkehrs- und Mobilitätsforschung und -praxis zu fördern und Diskriminierungen zu vermeiden.
... The gender difference in attitudes towards mobility-related aspects is also one of the main reasons for the low use of innovative mobility by women (Kawgan-Kagan, 2021). This can be seen in the highly skewed adoption rate of, for example, carsharing in general (Kawgan-Kagan, 2015 and electric vehicles (Sovacool et al., 2018). The connotation of both technology and transport with masculinity reveals a socially constructed bias as a key factor in the low uptake of mobility innovations by women (Kawgan-Kagan, 2021). ...
... Urban transportation systems like bike-sharing, e-scooters, and carsharing are typically designed for the solitary commuter, neglecting the needs of those traveling with young children (Porrazzo et al., 2022). These services rarely provide the necessary features such as child seats or extra storage space, nor do they offer the flexibility required for mobility of care (Kawgan-Kagan, 2015). ...
... Again, parenthood plays a crucial role here: Although women with a child have a lower income, they are willing to spend more money on sustainable mobility, such as electric cars, than men. Nevertheless, it is observed that BEVs are not an attractive solution for most women (Kawgan-Kagan, 2015). One reason for this is the low affinity for innovative technologies (Bain & Rice, 2006;Kawgan-Kagan, 2020). ...
Robin Law introduced a groundbreaking framework for exploring the complex impact of gender on daily mobility. The Gendered Daily Mobility Framework (GDMF), as established by Robin Law, provides a structured theoretical lens through which the influences of gender on the domain of daily mobility can be comprehensively examined. At the time, Law not only established a robust theoretical foundation, but also laid the groundwork for subsequent research by posing related research questions that point out the profound impact of gender on mobility. Building on this fundamental work, the present article (a) fills the framework with contemporary empirical evidence from an extensive literature review, and (b) extends Law's GDMF to include gendered Policy and Governance, examining their role in shaping gendered mobility. It highlights persistent gender inequalities in mobility, driven by socio-cultural norms, economic factors and policy decisions, and proposes the integration of gender-sensitive approaches into transport policy and planning.
... Looking into the socio-economic profiles of prospective consumers, Kawgan-Kagan (2015) finds that e-car sharing users are predominantly middle-aged, well-educated, high-income men with full-time employment. Female early adopters, often underrepresented, prefer battery electric vehicles (BEVs) over internal combustion engines, and combine e-car sharing with public transport and bicycling, indicating a multifaceted approach to urban mobility. ...
... Studies also emphasize that users of autonomous minibuses are more likely to be male and younger than nonusers [9,20,35]. This finding is supported by studies of new on-demand mobility services where young males are often the largest proportion of the so-called "early adaptors" of such a new service [21]. In contrast, females, elderly, and mobility-impaired people are regarded to use autonomous minibuses less likely [20]. ...
Autonomous on-demand services as part of public transport are discussed to improve public transport substantially. A household survey in Karlsruhe, Germany, was conducted among inhabitants of a residential area where a combined autonomous and on-demand minibus service with automation level 4 was offered. The study investigates the residents’ appraisal of this service and reasons for using and not using it. Results indicate that people generally have a positive attitude towards it and are willing to use it in the future. Difficulties are found in travel speed, availability, and complexity of using such a new service. Favorable factors in the intention to use the service are having a mobility impairment, being open to other forms of new mobility, and not having a car in the household. In the future, to be successful, such services should improve travel times and reliability and address issues of their primary target group, such as the high complexity of accessing these services.
... Vaak worden flexibiliteit en het geïntegreerde karakter van het concept aangeduid als de meeste aantrekkelijke factoren. Wanneer gekeken wordt naar de demografische karakteristieken werd reeds aangetoond dat vrouwen vaker gebruik maken van MaaS wat bijvoorbeeld niet het geval is voor autodeelsystemen (Kawgan-Kagan, 2015;Kim et al., 2017). Daarnaast is kans op het gebruik van MaaS groter wanneer men deel uitmaakt van een jong gezin (Ho et al., 2020). ...
In opdracht van de FOD Mobiliteit & Vervoer heeft de onderzoeksgroep VUB- Mobilise een onderzoek uitgevoerd naar de stand van zaken en potentiële impacten van Mobility-as-a-Service (MaaS) in België. Dit onderzoek heeft als doel een evaluatiekader te presenteren dat de voor- en nadelen in kaart brengt van de verschillende typen MaaS voor verschillende stakeholders. Het onderzoek bestaat uit twee luiken: 1) het verrichten van een literatuurstudie en interviews; en 2) het opstellen van een evaluatiekader en het uitvoeren van een nulmeting.
Op basis van de literatuurstudie is het ecosysteem van MaaS in kaart gebracht, waarbij speciale aandacht is besteed aan de rollen van verschillende stakeholders zoals regionale en stedelijke overheden, private MaaS-operatoren, nationale en regionale vervoersmaatschappijen, aanbieders van deelmobiliteit, reizigers- en milieuorganisaties. Naast het ecosysteem zijn de meest voorkomende MaaS-businessmodellen geïdentificeerd en toegelicht. Voor de verdere analyse is besloten onderscheid te maken tussen drie categorieën: private MaaS, multimodale betaalkaartsystemen en publieke MaaS. Als derde component van het literatuuronderzoek is onderzocht welke impacten van MaaS reeds bekend zijn op sociaaleconomisch, ecologisch en financieel gebied.
Als deel van het onderzoek zijn vertegenwoordigers geïnterviewd van 21 stakeholders, geselecteerd op basis van hun relevantie in het Belgische MaaS-landschap. Deze interviews hadden als doel het verkrijgen van inzicht in de werking en de effecten van de bestaande Belgische MaaS-systemen. Op basis van de literatuur en interviews is een inventaris gemaakt van de belangrijkste factoren waarmee MaaS impact heeft op de samenleving, resulterend in een gecondenseerde lijst van 15 impactfactoren.
Uit het literatuuronderzoek en de interviews kunnen we twee belangrijke conclusie trekken. Ten eerste blijkt dat rendabele pure MaaS-systemen nog ontbreken en dat zelfs de meest ‘succesvolle’ MaaS-systemen draaiend blijven door durfkapitaal-injecties. Het is daarom ook waarschijnlijk dat een MaaS in een publieke context net zoals traditioneel openbaar vervoer sterk zal moeten leunen op subsidiëring. De andere vaststelling is dat ondanks de proliferatie aan MaaS-systemen en onderzoeken er zeer weinig empirische data bestaat. Er is dus nood aan empirisch onderzoek naar de impacten van MaaS, en in het bijzonder het effect op autogebruik en autobezit.
De geïdentificeerde MaaS-types, stakeholders en impactfactoren vormen samen het evaluatiekader. Dit kader wordt operationeel gemaakt met Stakeholder-based Impact Scoring (SIS), een methode ontwikkeld binnen VUB-Mobilise voor het kwantificeren en visualiseren van impacten op stakeholders, bedoeld om besluitvorming te ondersteunen. Als deel van deze studie wordt een interactieve template geleverd die kan worden gebruikt als interface voor het uitvoeren hiervan.
... At the early stage, shared mobility has been considered as a novel type of transport means and numerous studies have investigated the common characteristics of the early adopters and their role in spreading the innovation. Compared with traditional transport mode users, early adopters of shared mobility tend to be younger (Clewlow, 2016), well-educated (Becker et al., 2017;Kawgan-Kagan, 2015), wealthier (Clewlow, 2016;Kawgan-Kagan, 2015), and hold a smaller number of cars per household (Becker et al., 2017;Namazu et al., 2018). ...
... At the early stage, shared mobility has been considered as a novel type of transport means and numerous studies have investigated the common characteristics of the early adopters and their role in spreading the innovation. Compared with traditional transport mode users, early adopters of shared mobility tend to be younger (Clewlow, 2016), well-educated (Becker et al., 2017;Kawgan-Kagan, 2015), wealthier (Clewlow, 2016;Kawgan-Kagan, 2015), and hold a smaller number of cars per household (Becker et al., 2017;Namazu et al., 2018). ...
Shared mobility endures the pandemic, legislative upheaval, and points to a sizable potential market with wider range of shared services. As the shared mobility segment worldwide continually increases, a noticeable trend towards segmentation of shared mobility services, namely, the niche market, is gaining attention. However, the majority of scholarship has mainly focused on early adopters’ transition from conventional transportation modes to shared mobility, with little attention given to the shift towards specialized and niche shared mobility services. To address such gap, this study aims to explore the heterogeneous characteristics of potential early adopters of shared electric bikes among different transportation groups in the existing market. The questionnaire targets 1034 citizens living in Shenzhen, a mega city in China, from March to April in 2020, before the official launch of the shared electric bikes scheme in the city. Both binary logistic models and text sentiment analysis have been conducted to present a comprehensive analytical framework to understand the group-sensitive identification of potential early adopters. Results reveal that age, car ownership, commute time, and confidence level on the potential scheme are four significant variables to explain all respondents’ willingness to adopt shared electric bikes, regardless of their existing dominant transport mode. However, when it comes to subgroups with different travel preferences, the profile of potential early adopters vary distinctly. Specifically, younger public transport users are interested in adopting shared electric bikes but have price concerns; gender is the most significant variable to predict private vehicle user’s adopt willingness, and female user show strong concerns on safety issue; users who primarily walk or cycle can benefit from shared electric bikes to travel longer distances, and lastly, there are no significant variables to predict electric bike users’ intention to switch from self-owned bikes to shared programmes. Overall, an analytical framework is presented in the study to comprehend the diverse features of prospective early adopters who may utilize shared electric bikes from different transportation groups, and a collection of development strategies for operators is proposed.
... FaDA collaborators are working on a longer article that will present and reflect on a broader range of literature. • Crises (war, anthropocene, COVID) (Bahn, Cohen & Rodgers, 2020;Bock, 2021;FaDA, 2020a;FaDA, 2020b;Raworth, 2014;Riquito, 2021;Paulson, 2022;Paulson, 2020) • Decolonial, intersectional, and global south approaches (Abazeri, 2022;Dengler & Seebacher, 2019, Mehta & Harcourt, 2021Nirmal & Rocheleau, 2019;Pietilä, 2006, Salleh, 2020Svampa, 2015) • Design, technology, and practical innovations (Bell et al., 2020;Gaziulusoy & Houtbeckers, 2018;Houtbeckers & Gaziulusoy, 2019;Kawgan-Kagan, 2015;Paulson, 2022;White, 2020) • Ecofeminisms (Pérez Orozco & Mason-Deese, 2022;Perkins, 2019;Picardi et al., 2022;Saave, 2022;Salleh, 2017) • ...
Feminist analyses of the historical dynamics of gender systems are fundamental
to the work of challenging growth-driven political economies, and of designing
more equitable and balanced ecosocial systems. Feminist theories and methods
that acknowledge and support diverse voices, knowledges, and practices are vital
resources for building on heterodox degrowth movements. In dialogue with
postcolonial, decolonial, indigenous, and anti-racist efforts, intersectional
feminisms have been unlearning and disrupting conventional politics of knowing
and action in ways that help forge more inclusive understandings and
applications necessary for degrowth futures.
... FaDA collaborators are working on a longer article that will present and reflect on a broader range of literature. • Crises (war, anthropocene, COVID) (Bahn, Cohen & Rodgers, 2020;Bock, 2021;FaDA, 2020a;FaDA, 2020b;Raworth, 2014;Riquito, 2021;Paulson, 2022;Paulson, 2020) • Decolonial, intersectional, and global south approaches (Abazeri, 2022;Dengler & Seebacher, 2019, Mehta & Harcourt, 2021Nirmal & Rocheleau, 2019;Pietilä, 2006, Salleh, 2020Svampa, 2015) • Design, technology, and practical innovations (Bell et al., 2020;Gaziulusoy & Houtbeckers, 2018;Houtbeckers & Gaziulusoy, 2019;Kawgan-Kagan, 2015;Paulson, 2022;White, 2020) • Ecofeminisms (Pérez Orozco & Mason-Deese, 2022;Perkins, 2019;Picardi et al., 2022;Saave, 2022;Salleh, 2017) • ...
... The study showed a high percentage of white users of these systems [217]. Different studies have found that men use these services more than women [218,219]. ...
Inequality is a problem facing the world community, especially in developing countries, that affects urban transport and vice versa. Which possible urban transportation mode will cause the least inequality? This is a vital question. The development of Autonomous vehicles (AV) has made Shared Autonomous Vehicles (SAV) one of the future transport modes. Active and public transport are also mentioned as applicable future modes, based on the literature. This paper aims to compare inequality in active transportation, public transport and SAV as the most important alternatives to private cars in the future. In this regard, we use doughnut economic concepts as the framework for our comparison. First, the inequality concept is expanded and then literature demonstrates the future desirability of modes. We show why doughnut economics could be a beneficial alternative for comparing that resulted in the superiority of active and public transport over SAV in terms of future inequality.
... Les différentes études montrent également que les hommes sont généralement majoritaires, même s'ils sont moins représentés dans les services en boucle que dans les services en trace directe (Cervero et al., 2007 ;Loose, 2010 ;Kawgan-Kagan, 2015 ;6t-Bureau de recherche, 20166t-Bureau de recherche, , 2019. De manière générale, les usagers de l'autopartage sont par ailleurs plus jeunes que la population globale (Lane, 2005 ;Becker et al., 2016 ;Clewlow, 2016), mais sont plus âgés dans les systèmes en boucle que dans les systèmes en trace directe . ...
... À l'instar des conclusions des études menées sur les usagers pionniers de l'autopartage dans les espaces urbains (Katzev et al., 2001 ;Lane, 2005 ;Kawgan-Kagan, 2015 ;Namazu et al., 2016), nos recherches montrent que les abonnés du service d'autopartage Mouv'nGo relèvent des catégories sociales moyennes supérieures et supérieures de la population locale, en l'occurrence la population des communes périurbaines du Mans où le service est implanté. Les autopartageurs Mouv'nGo ont également tendance à être plus âgés que les usagers pionniers des services d'autopartage urbains mais cela est en partie lié aux structures respectives des populations que nous comparons. ...
... Au regard de la littérature, l'autopartage urbain semble donc rencontrer un public de niche. Néanmoins, il convient de préciser qu'un certain nombre d'études se sont intéressées uniquement aux abonnés pionniers de différents services d'autopartage(Katzev et al., 2001 ;Lane, 2005 ;Kawgan-Kagan, 2015 ;Namazu et al., 2016 ;Burghard et Dütschke, 2018 ;Le Vine et Polak, 2019). Or, d'après la théorie de la diffusion de l'innovation de Everett Rogers(Rogers, 2003), les utilisateurs pionniers d'une innovation, en l'occurrence une innovation de mobilité territoriale, relèvent généralement des franges élitistes de la société. ...
L’héritage laissé par le processus de périurbanisation massive ayant marqué la seconde partie du XXe siècle en France est profondément contraire à la doxa du développement durable. Le système automobile, composante fondamentale du périurbain, est particulièrement remis en question par les sphères scientifiques et politiques. S’il a, un temps, permis de révolutionner les modes de vie, il a progressivement été pointé comme en grande partie responsable de la hausse des émissions des GES et d’une certaine exclusion sociale qu’il contribue à générer dans les milieux « périphériques ». Dès lors, comment adapter l’objet automobile en vue de composer une mobilité plus durable dans ces secteurs ? Les institutions publiques locales commencent à cerner cet enjeu en complétant les quelques offres de TC de leurs territoires par des dispositifs organisés de covoiturage et d’autopartage. C’est notamment le cas du service d’autopartage électrique Mouv’nGo déployé depuis 2018 par le syndicat mixte du Pôle métropolitain Le Mans-Sarthe, en partenariat avec Clem’, opérateur privé d’électromobilité, dans l’espace périurbain du Mans.En caractérisant son appropriation par les populations locales, en analysant la manière dont elles le mobilisent et en investiguant les jeux d’acteurs de sa gouvernance, la thèse ambitionne de mesurer, sur ses trois premières années de mise en service, la capacité de cette innovation territoriale à répondre aux enjeux locaux de mobilité et, plus globalement, à s’inscrire dans le paradigme de la mobilité durable. Nos investigations révèlent d’abord une très modeste démocratisation du programme d’autopartage Mouv’nGo dans la population périurbaine du Mans couplée d’une diffusion pour le moment conscrite à un public de niche. Ensuite, la démonstration met en évidence les comportements développés grâce à l’autopartage et plus particulièrement le caractère vertueux des modifications comportementales de mobilité qu’il déclenche. Si elles sont prometteuses, elles restent néanmoins anecdotiques sur les premières années étudiées. Enfin, à partir des discours des différentes parties prenantes, la thèse examine les perspectives d’optimisation de ce dispositif en insistant sur l’importance d’une meilleure intégration dans le système de mobilité local au moment même où s’entame la mise en application de la structurante Loi d’Orientation des Mobilités.
