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Presently, existing electric car sharing platforms are based on a centralized architecture which are faced with inadequate trust and pricing issues as these platforms requires an intermediary to maintain users’ data and handle transactions between participants. Therefore, this article aims to develop a decentralized peer-to-peer electric car sharing prototype framework that offers trustable and cost transparency.

This study employs a systematic review and data were collected from the literature and existing technical report documents after which content analysis is carried out to identify current problems and state-of-the-art electric car sharing. A use case scenario was then presented to preliminarily validate and show how the developed prototype framework addresses the trust-lessness in electric car sharing via distributed ledger technologies (DLTs).

Findings from this study present a use case scenario that depicts how businesses can design and implement a distributed peer-to-peer electric car sharing platforms based on IOTA technology, smart contracts and IOTA eWallet. Main findings from this study unlock the tremendous potential of DLT to foster sustainable road transportation. By employing a token-based approach this study enables electric car sharing that promotes sustainable road transportation.

Practically the developed decentralized prototype framework provides improved cost transparency and fairness guarantees as it is not based on a centralized price management system. The DLT based decentralized prototype framework aids to orchestrate the incentivize monetization and rewarding mechanisms among participants that share their electric cars enabling them to collaborate towards lessening CO₂ emissions.

The findings advocate that electric vehicle sharing has become an essential component of sustainable road transportation by increasing electric car utilization and decreasing the number of vehicles on the road.

The key novelty of the article is introducing a decentralized prototype framework to be employed to develop an electric car sharing solution without a central control or governance, which improves cost transparency. As compared to prior centralized platforms, the prototype framework employs IOTA technology smart contracts and IOTA eWallet to improve mobility related services.

The purpose of this paper is to analyze the characteristics of closed car-sharing services and present the relevant factors to provide reasonable service locations. Car-sharing service locations have been arranged to allow customers to easily access locations. However, the particular car-sharing service in this study, enforced through an agreement between residents of the House of Commons, is operated as a closed service, limited to public housing residents. This closed car-sharing service in the House of Commons differs from typical services in that, after use, the users return the vehicle to the same parking location. In addition, determination of the general car-sharing locations is based on the profits of the service operator. The service can be stopped as there are a number of other alternatives for mobility. However, if the closed car-sharing service in the House of Commons is canceled, there is no other alternative for existing users. Therefore, the site selection for the initial introduction of the House of Commons in a closed car-sharing service is a very important issue.

This study uses nine months of data from 39 complexes for location analysis for public housing residents in urban areas. The LH Happy Carsharing is a closed private service, used by people residing within approximately 50 rental LH-apartment complexes. As closed car sharing is unfavorable in comparison to other car-sharing services, it is important to demonstrate that the service can succeed in securing a sufficient amount of users. To analyze the viability and usage of the service, the authors have considered ten potential variables.

On the basis of the regression analysis result, the adopted significant variables are the number of households, the percentage of residents in the 40’s age group and the number of households with registered vehicles.

In general, for car-sharing research, specific user groups are not generally identified. However, LH Happy Carsharing is specifically targeted to residents in rental apartments. The LH Happy Carsharing is a private service, used by people residing within approximately 50 rental LH Apartment complexes. Since closed carsharing is unfavorable in comparison to other carsharing services, it is important to demonstrate that the service can succeed in securing a sufficient amount of users. Therefore, this study aims to analyze the characteristics of private carsharing and present the relevant factors to provide reasonable service locations.

This chapter aims to investigate how a range of emerging trends within the international community can be used to build a connective educational ecosystem based on an inclusive and universal process (Biggeri et al., 2017; Ziegler, 2017). The starting question is: how multidisciplinary teams in Italy could take action toward inclusive education?

Partnering is becoming a central system organization strategy for schools to adopt for successful innovative teams with creative educational ideas (Kelly et al., 2002), and here it is declined in the Italian context in which inclusive education was officially embraced in 1977 as a national policy (D'Alessio, 2011). National legislation (104/92 Law) made explicit the mandate that students with disabilities receive their education (to the maximum extent possible) with nondisabled peers in the general education classroom using appropriate supplemental aids and services in the least-restrictive environment (Anastasiou et al., 2015; Canevaro & de Anna, 2010).

It is crucial to encourage new forms of practice which require collaboration capabilities (Hattie, 2015; Vangrieken et al., 2015) between multidisciplinary teams that comprised general teachers, special education teachers, health professionals, school psychologists, school leaders, and the students' family (Meirink et al., 2010). These resources could be distributed across inclusive ecosystems to support all students by enabling them to prosper in an increasingly diversified and complex environment in which creativity, ability to innovate, entrepreneurship, and a commitment to continuous learning are joint and connective (EU, 2008). This creates a state of positive multiagency collaboration that promotes the well-being of students and the system.

Briefly reviews previous literature by the author before presenting an original 12 step system integration protocol designed to ensure the success of companies or countries in their efforts to develop and market new products. Looks at the issues from different strategic levels such as corporate, international, military and economic. Presents 31 case studies, including the success of Japan in microchips to the failure of Xerox to sell its invention of the Alto personal computer 3 years before Apple: from the success in DNA and Superconductor research to the success of Sunbeam in inventing and marketing food processors: and from the daring invention and production of atomic energy for survival to the successes of sewing machine inventor Howe in co‐operating on patents to compete in markets. Includes 306 questions and answers in order to qualify concepts introduced.

Interest in car-sharing initiatives, as a tool for improving transport network efficiency in urban areas and on interurban links, has grown in recent years. They have often been proposed as a more cost effective alternative to other modal shift and congestion relief initiatives, such as public transport or highway improvement schemes; however, with little implementation in practice, practitioners have only limited evidence for assessing their likely impacts.

This study reports the findings of a Stated Preference (SP) study aimed at understanding the value that car drivers put on car sharing as opposed to single occupancy trips. Following an initial pilot period, 673 responses were received from a web-based survey conducted in June 2008 amongst a representative sample of car driving commuters in Scotland.

An important methodological aspect of this study was the need to account for differences in behaviour to identify those market segments with the greatest propensity to car share. To this end, we estimated a range of choice model forms and compared the ability of each to consistently identify individual behaviours. More specifically, this included a comparison of:

Standard market segmentation approaches based on multinomial logit with attribute coefficients estimated by reported characteristics (e.g. age, income, etc.);

A two-stage mixed logit approach involving the estimation of random parameters logit models followed by an examination of individual respondent's choices to arrive at estimates of their parameters, conditional on know distributions across the population (following Revelt & Train, 1999); and

A latent-class model involving the specification of C classes of respondent, each with their own coefficients, and assigning each individual a probability that they belongs to a given class based upon their observed choices, socioeconomic characteristics and their reported attitudes.

As hypothesised, there are significant variations in tastes and preferences across market segments, particularly for household car ownership, gender, age group, interest in car pooling, current journey time and sharing with a stranger (as opposed to family member/friend). Comparing the sensitivity of demand to a change from a single occupancy to a car-sharing trip, it can be seen that the latter imposes a ‘penalty’ equivalent to 29.85 IVT minutes using the mixed logit structure and 26.68 IVT minutes for the multinomial specification. Segmenting this latter value according to the number of cars owner per household results in ‘penalties’ equivalent to 46.51 and 26.42 IVT minutes for one and two plus car owning households respectively.

The purpose of this paper is to investigate the actual demand on formal car-sharing scheme in Saudi Arabia as a means of public modes of transport in order to assess the potential future of this mode in Saudi Arabia as a policy measure.

In this context, this paper investigates the potential feasibility of introducing formal car-sharing scheme as a means of public modes of transport in Tabuk city. Investigation of the characteristics of trip makers, which impact on the decision of selecting the currently available informal car-sharing as a mode of travel, is presented. The paper investigates the factors which affect the decisions of car-sharing in the Kingdom of Saudi Arabia using the household survey data. Discrete choice modelling techniques have been adopted in this research to investigate behaviour and attitudes to car-sharing and the binary logit model has been utilised.

From the results, in the case of Tabuk, the main factor in selection of the transport mode is the social role, and specifically the role inside the family. Results showed that about 49 per cent of total respondents drive to work, while about 20 per cent reported that they use car-sharing. About 8 per cent of respondents reported that they use a private driver, while other 8 per cent reported that they use a contracted driver.

Investigation of the potential of introducing formal car-sharing scheme in Saudi Arabia as a means of public modes of transport in Saudi Arabia which is a more sustainable mode of transport.

Marketing, entrepreneurship, operations management, and transportation/logistics.

The case is suitable for junior, senior undergraduate and first-year graduate business classes. It can be used entirely in business classes in marketing, entrepreneurship, operations management, and transportation/logistics, and parts of it can be used for discussions in classes related to emerging economies/markets, environmental management, sustainability, and technology management.

The case builds on the expansion plan considered by a young software company, called Hangzhou Omnipay located in the city of Hangzhou, China. Mr Chao, Vice President (VP) of Omnipay, is the main character of the case. He was aware of the current car-sharing industry leader – Zipcar headquartered in Boston and also identified multiple stakeholders in the city for decision making. By collaborating with a global student project team, Mr Chao collected a great deal of information and data. This teaching case provides students and educators ample opportunities to examine, from a multitude of aspects, the viability of a car-sharing service in Hangzhou.

The central goal is to help students gain a comprehensive understanding of the role of car-sharing service in a country's development in sustainability, socio-economy, environmental commitment, and new urban life style, as well as in a technological company's active pursuit of business expansion opportunity. In addition, students will not only understand the social, cultural, technological and strategic perspectives of car-sharing service implementation, but also develop and enhance analytic skills needed to conduct fundamental cost analysis, determine a base-line pricing scheme, and service location network design.

Teaching notes are available, please contact your librarian for access.

This chapter focuses on strategies to initiate a shift in mobility behaviour away from private cars towards a combination of more environmentally friendly transport modes including public transport, ride- and car sharing or even completely carbon-free modes like walking and cycling. The requirement for such a shift is that people must be able to actually choose between different travelling options and combine them within an intermodal mobility network. Here, shared mobility has a considerable potential to fill the gap between public and individual transport options.

This chapter summarises results from different studies on shared mobility from the providers’, the users’ and the political perspective. The user’s perspective is based on an empirical study comparing car sharers’, car drivers’ and public transport users’ attitudes and mobility patterns.

The empirical findings from the case study have shown that shuttle trips by car in general, and to the train station in particular, are an important field of action for improving the environmental impact of intermodal trips. The study has also shown that car sharing enables people to live without a private car by using different transport modes for different purposes. As the majority of car sharers report needing a car only one to three times a month, they have a very small carbon footprint compared to the average car owner.

Mobility patterns are determined by local transport options as well as by personal routines. Hence, current changes due to new shared mobility options seem to have a considerable direct impact on how people organise their daily lives on the one hand and an indirect impact on their living costs on the other hand, since private cars have an important share of private household costs.

From an environmental perspective, any incentives to encourage people to choose alternative forms of transport over their private cars would seem to be particularly effective. Thus, understanding the behaviour and needs of multi- and intermodal travellers is an important step towards sustainable mobility. Acknowledging that most travellers still need a car every now and then, car sharing is an essential addition to public transport systems, supporting both public transport use and carbon-free mobility like walking and cycling.