Search results

The dominance of road transport, both on passenger and freight movements, has reached alarming levels in what concerns their negative environmental impacts as well as societal and economic costs. To reverse this trend, a technology-driven approach and a behavioral change attitude need to be pursued. Promising results have been reported in Europe in the reduction of vehicle ownership, due to the introduction of an alternative transport mode known as car sharing. This work evaluates the contribution of car sharing to sustainable transport, based both in a technological shift and a potential behavioral change.

The state of the art on car sharing and policies presents the effects of these systems and how they have been promoted. As those effects can vary according to the geographical area, the users profile, and service characteristics, a worldwide analysis on car sharing systems covering more than 400 cities was performed. Average service indicators were quantified and characterization variables were accounted to those cities’ urban areas. Considering those normalized values, the authors performed an analysis of the car sharing system in Lisbon (Portugal). An initial assessment was made to estimate its current energy and environmental impacts. This outcome was then compared with the environmental and economic effects of using alternative vehicle technologies in car sharing. The results obtained enable a discussion of the more important variables for the success of the system and, consequently, to choose what policy instruments can help car sharing to succeed.

The results of the existing car sharing schemes reveal the positive contribution of car sharing to fill a “mobility gap” in sustainable transport. It works as a complement to other sustainable transport options and it impacts positively both society and car-sharers in terms of mobility costs, environmental, and energy implications. These results are more significant if a technology shift to electric mobility is promoted. Within the case study in Lisbon, the adoption of electric mobility would allow decreases up to 47% and 65% in energy consumption and CO₂ emissions, respectively. Moreover, the present value economic analysis revealed that, these systems will only be economically viable after approximately 7 years. A sensitivity analysis to the economic model was performed showing that the variables having higher influence were cost-related variables (reducing the break-even timeframe from 36% to 57%), such as vehicle purchase cost, insurance, maintenance and tax costs, and fuel cost.

Car sharing systems generally present social benefits to society as it leads to the reduction of car ownership, with all the positive effects that has on a lower demand for parking space, less congestion, reduced local pollutants and emissions. If the technology used by car sharing vehicles shifts from conventional to another type of technology, the effects both for society and car sharers are even more appealing from a social point of view. In the particular case study approached in the chapter, given the small scale of the car sharing network and low usage patterns, the local results have a low social impact at the city scale. A larger promotion of the system either with a more aggressive marketing campaign targeting specific population niches (e.g., environmentally conscious people), larger vehicle and parking availability, or better integration with the city’s public transport system could foster the deployment of the system, similarly to other cities.

Overall, the results obtained from this research work quantify the contribution of car sharing to sustainable transport and highlights the positive effects of promoting a technological shift. These facts reinforce the need for public policies to support the integration of car sharing within the city’s solutions to promote a more sustainable mobility. The successful deployment of car sharing systems can be influenced by policies targeting features such as allocation of parking, the fees and complementarity with public transport, signage and markings, and marketing of social and environmental benefits.

Consumer behavior has evolved because of technological development. Nowadays, consumers carry out the different stages of the decision-making process by combining multiple devices which has been defined as multi, cross and omnichannel behavior. These behaviors have attracted the attention of academics and become a hot topic in literature. As a result, vast amounts of studies on the subject need to be revised and clarified. Thus, the aim of this chapter is to synthetize the primary academic literature that analyzes multi, cross and omnichannel behavior from the consumer point of view. To do that, first, the main concepts (multi, cross and omnichannel) and their differences are clarified. Second, the major findings of channel mix literature regarding the topics, channel scope and theories are exposed and described. Third, the opportunities and future lines of research are presented. This chapter contributes to the literature by clarifying the conceptualization of multi, cross and omnichannel behaviors; offering a complete picture of the main topics, channel approaches and theories addressed in channel mix literature; and presenting future research opportunities and open research questions in a channel mix context that could serve as a starting point to build further research.

Modelling has been a mainstay of conventional planning support tools (PSTs) since the 1960s and is instrumental in transport and land use planning decision-making. Numerous studies have been conducted to model the potential impacts of emerging vehicle automation and sharing technologies. A systematic review of recent modelling studies of autonomous and shared vehicles in the research literature examines the extent of their contribution to ‘smart’ mobility knowledge. The findings suggest a limited knowledge base from which to support future planning. PSTs that can offer more pluralistic, discursive, and transparent methods in order to understand and proactively shape a transition to a planned urban future are also needed.

This chapter investigated how pre-existing ideas (i.e., prototypes and antiprototypes) and what the eyes fixate on (i.e., eye fixations) influence followers' identification with leaders from another race. A sample of 55 Southeast Asian female participants assessed their ideal leader in terms of prototypes and antiprototype and then viewed a 27-second video of an engaging Caucasian female leader as their eye fixations were tracked. Participants evaluated the videoed leader using the Identity Leadership Inventory, in terms of four leader identities (i.e., prototypicality, advancement, entrepreneurship, and impresarioship). A series of multiregression models identified participants' age as a negative predictor for all the leader identities. At the same time, the antiprototype of masculinity, the prototypes of sensitivity and dynamism, and the duration of fixations on the right eye predicted at least one leader identity. Such findings build on aspects of intercultural communication relating to the evaluation of global leaders.

My study examines the pay-for-performance relationship surrounding executive compensation in higher education. There has been much criticism of the rising levels of university presidential pay, particularly in the public sector, citing it is pay without performance. Public colleges and universities are funded by taxpayers; therefore, their expenditures are even more heavily scrutinized than private institutions. Many feel that university executives are overpaid and are not delivering a return in the form of enhanced institutional performance to their investors, the public. Growing student debt only adds intensity to the outcry against heightened compensation. Proponents of the increasing pay levels contend that the ever-changing role of the university president and competition in the marketplace for talent warrants such compensation. Using data obtained from The Chronicle of Higher Education and Integrated Postsecondary Education System websites, I find a highly significant and positive relationship between compensation for executives at four-year public institutions and both the levels of university endowment and enrollment. These results support the pay-for-performance debate. In contrast, results for other performance measures, scholarships and graduation rates, do not support the debate. My study contributes to the literature examining pay-for-performance in higher education with an empirical analysis examining the institutional determinants of executive compensation for public colleges and universities.