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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
... 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.
... One of the major challenges of sharing AVs will be security concerns [65,66,68]. Although women are usually not early adopters of ride-hailing solutions [36], they seem to be open to contributing to more sustainable mobility modes [17,37]. When comparing people's willingness to use private and shared automated vehicles, Schuß et al. confirmed that women especially express strong security concerns towards SAVs, arguing that the lack of a driver would exacerbate them compared to today's PT system [68]. ...
... It indicates that the gender dimension is intertwined with other elements that need to be considered to clarify how gender affects car-sharing demand. The first group of studies showed that car-sharing members are predominantly male Firnkorn and Müller, 2012;Kawgan-Kagan, 2015;Kopp et al., 2015;Shaheen et al., 2018). Males are more likely to change from their existed mode of transportation to carsharing (Acheampong and Siiba, 2020;Cartenì et al., 2016;Ceccato and Diana, 2021;Hu et al., 2018). ...
... Also, males and females have a similar interest in using e-car sharing. Approximately 80% of females chose Battery Electric Vehicles (BEVs), while 65% chose Internal Combustion Engine Vehicles (ICEVs) (Kawgan-Kagan, 2015). It indicates that females who chose car-sharing are more likely to use BEVs instead of ICEVs. ...
... It indicates that females who chose car-sharing are more likely to use BEVs instead of ICEVs. However, males chose ICEVs slightly more than BEVs (Kawgan-Kagan, 2015). Therefore, females seem more attracted to the more specific BEV systems than the ICEV system (Kawgan-Kagan, 2015; Kim et al., 2015). ...
In this paper, socio-demographic factors influencing the demand for different car-sharing forms are examined. An in-depth review of such factors is provided based on the type of shared car service, geographic area, and specific travel demand aspect being considered. Conclusions highlight the differences between car sharing operational schemes. The number of males, young individuals, and people with above-average income among free-floating members is higher than in other car-sharing services. Also, although round-trip car-sharing users appear to be less educated than other car-sharing services users, car-sharing members may follow a more efficient and sustainable lifestyle than the one-way shared car system members. Besides, some suggestions are recommended for future studies. A research gap has been identified regarding the direction of causation between vehicle ownership levels and car-sharing demand. Most studies have worked on the impact of vehicle ownership on car-sharing or simply noted a correlation between the two. However, clarifying any reverse effect would help in better assessing the sustainability of car-sharing services. This overview can guide policymakers, planners, and other stakeholders to enhance the car-sharing program's effectiveness and opt for the best kind of service according to their goals.
... However, their age models predicted that older people could also be considered active carsharing users for market expansions. A few other studies consistently reported that most of the carsharing members belonged to middle-aged groups aged between 25 and 35 years old (Firnkorn, 2012;Kawgan-Kagan, 2015;Martin et al., 2010). However, the gender profile of potential carsharing members seems to be unclear. ...
... However, the gender profile of potential carsharing members seems to be unclear. Most studies found the majority of carsharing users to be male (Firnkorn, 2012;Kawgan-Kagan, 2015;Perboli et al., 2018); this may be linked to the design of current carsharing services that may have been based on the needs and perspective of men, thus fostering gender bias in the acceptance process (Alonso-Almeida, 2019). Nevertheless, some analyses of carsharing business models, for example, de Luca and Di Pace (2015), have suggested that carsharing has great potential to become a means of mobility for women, and therefore, women can be considered as a target carsharing market expansion. ...
Abstract
This study explores the mobility patterns of carsharing members from their trip distance perspective and its associated factors with a specific focus on its members' personal, usage, and stations' locational characteristics. Using Seoul as a case study, one-month rental transaction datasets provided by two-way carsharing operators were used as a data source. The multilevel mixed-effect modeling approach was applied to remedy spatial heterogeneity across station locations that affect the distance traveled by each rental. In addition, a classification among the carsharing members based on trip distance was conducted using regression tree to obtain clusters of the most homogenous member groups. The multilevel model results confirmed the important roles played by the station location and individual-level factors that affect mobility patterns of carsharing members. Individual-level characteristics showed that members in their 50s and female travel longer. Similarly, rentals made on non-workdays and in the morning showed longer travel distances. The station-level characteristics indicate that carsharing stations' proximity to public transit and leisure areas positively affects trip distances, suggesting the effect of the built environment and land use on the travel patterns of carsharing members. By combining carsharing transaction and their stations’ built environment data, this study suggests a new interface for city officials and carsharing operators to work together for achieving their sustainable mobility objectives together.
... They are also more sensitive to the environment than males, and they desire to travel short distances with more complex destinations (Denton, 2002;O'Connor et al., 1999;Schwanen et al., 2002Schwanen et al., , 2004Stead & Marshall, 2001;Van Acker & Witlox, 2010). Our findings on the gender of household head are consistent with results reported in the literature (Basarić et al., 2016;Eakins, 2016;Guerra et al., 2018;Kawgan-Kagan, 2015;Mahadevia & Advani, 2016;Zheng et al., 2016). These findings on higher inclination of men to travel by a car suggest a promotional campaign targeting men in advocating use of public transportation can be effective in reducing GHG emissions from car transport. ...
Factors at the family scale, for which dynamic decisions and proper investments need to be made at the national level in curbing greenhouse gas emissions, are extremely important for policymakers and investors. We provide information on the roles of how household demographic factors shape transportation patterns and spending in Turkey using the latest survey data collected by the Turkish Statistical Institute (TSI). Alternative sample selection models are estimated to accommodate censoring in expenditure, and the dependent single-hurdle model is found to be the preferred model as a result of model specification tests. Also, different specification tests conducted, including the error-independence test, resulted in the rejection of the null hypothesis. Results suggest that the majority of the household economic and sociodemographic characteristics are important determinants of both the probability and level of transportation expenditure. Policy recommendations to curb carbon emissions and integrate environmentally friendly transport systems throughout the country are presented.
... Although women's travel patterns have changed dramatically during the past few decades, different studies (e.g., [57]) have found persistent gender differences in travel mobility. Specifically, women are less likely to travel further, travel to higher destinations, travel more frequently with children, or go shopping [58]. These travel patterns affect the type of vehicle they might prefer because EVs are particularly well-considered for short distances. ...
As traffic congestion and air pollution rise at alarming rates in many cities worldwide, new smart technologies are emerging to meet the urban mobility challenge. In addition, automotive firms have transformed their business models to make them more sustainable and to adjust to demand response. Electric vehicles (EVs) represent a viable option to reduce ecological damage and improve public health. However, in the previous literature, no consensus has been reached on the profile of prospective buyers of EVs. Based on a large-scale sample of Spanish citizens and using cluster analysis, our study provides a better understanding of the demographics of such prospective buyers. We identified four types of EV prospective buyers. Our results show that although men have a strong preference for EVs, low-income older women prove to be the most EV-aware group; their automotive driving experience and concern for sustainability could be among the underlying causes of this particular interest. Another valuable insight is the greater partiality of older people for EVs. These findings have many implications for managers, especially in the automotive industry, policymakers, and sustainability strategists. They show that EV prospective buyers should not be approached as a homogeneous group but as a heterogeneous group with different socio-demographic characteristics that might help decision-makers make better business decisions.
... Gender is also a social dimension that should be explored. In Berlin, a survey indicated that electric car-sharing users are more often (middle-aged) men with high education and income and likely to have full-time employment, while female early adopters used battery electric vehicles (BEVs) more often than ICE vehicles, evaluated the handling of BEVs as more positive, and showed a higher bike affinity and lower affinities towards technology and innovation compared to male respondents [124]. Women combined public transportation and bicycling with the use of (electric) carsharing services as an additional part of urban mobility. ...
The development of electro-mobility is one of the centerpieces of European country attempts to reduce carbon emissions and increase the quality of life in cities. The goals of reducing emissions from the transport sector and phasing out fossil-fueled vehicles in (urban) transport by 2050 present unrivaled opportunities to foster electro-mobility. This paper provides a comprehensive review of the literature and provides a detailed analysis of the current development of electro-mobility in Europe, assessing social, economic, and environmental aspects under a circular economy (CE) context. It also examines the existing challenges and suggests ways of addressing them towards improving the environmental performance of electro-mobility and the urban quality of life. The paper argues that a narrow technology-only agenda in electro-mobility will be less successful without the imperative of the CE, including not just materials and resources but also energy, to unlock the medium-term co-benefits of de-carbonization of both the transport as well as the building and energy sectors. The paper critically reviews some of the anticipated future developments that may guide the growth of this rapidly growing field into a CE.
