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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.

To analyse the policies, posting trends and worker experiences during the pandemic, this study uses the concept of motility, i.e. workers' mobility capital, and examines how posted workers' geographical mobility, their access to and conditions of employment and social protection were impacted. The authors discuss how the measures against the pandemic undertaken at the European Union (EU) and national level have affected labour mobility, the impact these measures have had on macro trends of posting to Austria, and lastly, how the pandemic and the actions against it have influenced the lives of posted workers at the individual level.

In this article, the authors focus on the specific case of posting to Austria. The authors ask whether, and if so, how EU and national policies which came about during the COVID-19 pandemic influenced the motility of posted workers, and how these workers used their mobility capital in this unfolding context. The authors address the research questions with analyses of EU and national level policies, use administrative data on posting, and individual-level data based on interviews with posted workers and public authorities.

The authors find that the Austrian government's public health and economic priorities were jointly influential on the motility of cross-border workers. The specific case of the posted workers shed new light on the limits to such a national sovereignty approach when it comes to economic interests in an increasingly interdependent European labour market. This study’s findings show that despite the access provided at the policy levels, the motility of posted workers was also affected by their individual circumstances, or competences, which produced different forms of appropriation.

The authors apply the theoretical framework of motility by studying policy developments through the element of access options and conditions, and the posting trends to Austria and worker experiences at the individual level through the lenses of appropriation and competences. The authors find that while the EU and national public policy in enhancing access options have been successful during the COVID-19 period, amelioration attempts in access conditions have not been realised as observed in our analysis of the competence and appropriation dimensions of the posted workers in Austria. This highlights the need for a more integrated approach in the study of policies by exploring beyond the national and EU level policies and focussing on the implementation and observations at the individual level.

The case study “Maruti Suzuki – toward cleaner mobility” has been written keeping in view the requirements in the field of strategic management. The key learning objectives are as follows:• Analysis of business environment.• Product development strategy – creating market segment to gain competitive advantage by leveraging available organizational capabilities.• Strategic decision-making – understanding strategic decision-making process in a complex and highly competitive business scenario.

Maruti Suzuki, a leader in Indian automotive market with around 50% market share in passenger cars, was likely to face intense competition because of disruption by electric vehicles. As electric vehicles adoption was increasing globally in developed countries, automotive companies shaped their strategy accordingly to stay relevant. Maruti Suzuki was yet to be ready with electric vehicles and approached this space differently than other competitors. However, with Indian Government pushing toward cleaner mobility, it was yet to be seen how the company would manage to comply with legislations and compete effectively in marketplace. Indian Auto major, Maruti Suzuki, was on the edge to decide future strategy on electric vehicles to sustain its leadership position. The Indian automotive sector was going through the transformation where auto original equipment manufacturers were bringing electric vehicles and supporting policies from government likely to accelerate its adoption. Maruti Suzuki was striving to counter the competition with available resources to create competitive advantage in changing environment and continue to remain profitable with leadership position in Indian automotive market. The company had successfully maintained its leading position over three decades and transformed the automotive space with its strategies ahead of the curve. Now the company was standing at crossroads with regard to future technology on cleaner mobility. Mr Bhargava had to decide whether to throw the hat in EV ring or wait for other alternate technology disruption.

Management studies and executive development programs.

Teaching notes are available for educators only.

CSS 11: Strategy

The Cloud of Things (IoT) that refers to the integration of the Cloud Computing (CC) and the Internet of Things (IoT), has dramatically changed the way treatments are done in the ubiquitous computing world. This integration has become imperative because the important amount of data generated by IoT devices needs the CC as a storage and processing infrastructure. Unfortunately, security issues in CoT remain more critical since users and IoT devices continue to share computing as well as networking resources remotely. Moreover, preserving data privacy in such an environment is also a critical concern. Therefore, the CoT is continuously growing up security and privacy issues. This paper focused on security and privacy considerations by analyzing some potential challenges and risks that need to be resolved. To achieve that, the CoT architecture and existing applications have been investigated. Furthermore, a number of security as well as privacy concerns and issues as well as open challenges, are discussed in this work.

This paper aims to present a “Q&A interview” conducted by Joanne Pransky of Industrial Robot Journal as a method to impart the combined technological, business and personal experiences of a prominent robotic industry engineer-turned entrepreneur regarding the evolution, commercialization and challenges of bringing a technological invention to market.

The interviewee is Russ Angold, Co-Founder and President of Ekso™ Labs. Mr Angold has a bachelor’s degree in BioResource and Agricultural Engineering from California Polytechnic State University, San Luis Obispo. He is a California-registered Professional Mechanical Engineer and has two granted patents and another seven pending.

In 2004, two weeks after Mr Angold was hired by a former colleague to work on exoskeletons (Exos) at the University of California, Berkeley, one of Mr Angold’s six brothers has an accident that leaves him as an incomplete quadriplegic. This is the catalyst that eventually leads him and the company to design and create robotic Exos for medical applications in addition to military applications.

Russ Angold, via a personal tragedy, becomes a bionic entrepreneur who provides many of the concepts that shape the current inventions and intellectual property of Ekso Bionics, a pioneer in the field of robotic Exos. Ekso was selected as WIRED magazine’s number two “Most Significant Gadget of 2010”, was included in Time magazine’s “50 Best Innovations of 2010” and was also featured in Inc. Magazine as one of the “5 Big Ideas for the Next 15 Years”. Ekso is listed on the US over-the-counter QB securities.

Rapid technological change in the transport sector is leading to a growing range of potential and actual ‘business models’ deployable for the movement of goods and people. Two key uncertainties arise from this proliferation: first, concerning which ones can be economically viable, and, second, whether they can be both simultaneously economically viable and contribute to the imperatives of more sustainable mobility. The present chapter reviews and appraises the emergence of these new business models, drawing on both literature review and empirical research with entrepreneurs involved in the new mobility sector. Specifically, the potential of the UN Sustainable Development Goals (SDGs) (UN, n.d.) as a device to structure and frame the debate about what constitutes a valuable contribution to sustainable mobility is considered. A framework is developed which captures how mobility and transport have dependencies with the SDGs. From this analysis, key sustainability concepts are derived which have either a subsistence function (maintaining the basics of human life) or an enhancement function (enabling citizens to realise their potential whilst reducing impacts on the planet). Five different innovations involving mobility sector business entrepreneurship are then characterised using this framework to exemplify its ability to deconstruct and test claims that ‘smart mobility’ is also good for sustainability as well as good for business. It is concluded that the framework could contribute to a wider architecture of sustainability interrogation. It could promote discourse around a wide range of actors, posing questions and surfacing tensions and contingencies effectively, whilst providing a holistic, strategic assessment to inform more targeted, scientific evaluations of sustainability metrics.

Shrinking population can have significant negative impacts on the social and economic fabric of a city. This paper aims to understand different urban transportation policies to respond to population decline in shrinking cities by examining two case studies of urban interventions in mid-size cities in Japan.

The paper analyzes the implementation of sustainable mobility strategies in the urban transport sector in the Japanese cities of Toyama and Kanazawa, which risk having their populations significantly reduced in the next decades. The analysis is based on case study research that uses the data and information collected through desk and field research. Interviews with local actors, as well as published policy and academic documents on the case studies provided critical data and information to analyze the case studies.

Both cities have tried to make urban mobility more sustainable via different strategies. Toyama used more structural changes, called the “sticks and dumplings” approach, having land use incentives and the Light Rail Transit reinforced by bus routes as the backbone of its strategy. Kanazawa relied on a city center revitalization plan to densify residential use in the city center.

More structural interventions are necessary to change the declining of shrinking cities, mitigating some of the negative effects. City administrations need to have clear policy priorities and should not allocate their limited resources to competing policy agendas.

The study is unique as it is one of the first efforts to analyze urban transportation interventions in shrinking cities in Japan.

Electric vehicles are often positioned as a politically easy option for low-carbon mobility, compared to other options, such as cycling, public transit, and walkable communities. This is difficult to assess confidently, however. The rate of adoption for electric vehicles that will be necessary over the next few decades to avoid the worst consequences of climate change will bring about new political struggles. This chapter uses a political-economic analysis to discuss what these struggles might look like. Using literature on the structure of automobility, along with evidence on the ways which electric vehicles disrupt the existing systems built around private car use, it discusses how a rapid transition to electric mobility will affect the material interests of various groups. One big impact will be on production, where the radical changes necessary to re-tool the auto industry to build electric vehicles will create major risks for car companies and their workers. A second impact will be on infrastructure, where the conversion of parking space into electric vehicle charging stations could arouse local political opposition, particularly in cities. Finally, electric vehicles might conflict with the cultural and symbolic lock-in of conventional vehicles, resulting not only in slower adoption but also the potential for active resistance against electric vehicle policies and infrastructure. Taken together, this implies that electric vehicles will not be a form of low-carbon mobility that is free of political struggle. Widespread electrification of private automobility could be aggressively opposed by powerful groups who have strong economic incentives to do so.