Dissertations / Theses on the topic 'Shared mobility service'

Les systèmes de vélos en libre-service ont connu ces dernières années un développement sans précédent. Bien que les premières tentatives de mise en place remontent aux années 60, l'arrivée de technologies permettant un suivi des différents véhicules mis à la disposition du grand public et de l'état des bornes de stationnement en temps réel a rendu ces systèmes plus attractifs. Plus de 200 villes disposent de tels systèmes et cette tendance se poursuit avec l'entrée en fonctionnement du système de New York prévue pour mars 2013. La fin de l'année 2011 a été marquée par l'arrivée d'un nouvel avatar de ce type de transport avec la mise en place d'Autolib à Paris. L'objectif de cette thèse est de proposer des algorithmes d'aide à la décision pour l'optimisation de réseaux de transport en libre-service. L'exploitation de ces systèmes, qui fleurissent actuellement un peu partout dans le monde, pose en effet de nombreux problèmes, l'un des plus cruciaux étant celui de la régulation. Cette dernière a pour objectif de maintenir dans chaque station un nombre de vélos ni trop faible, ni trop élevé, afin de satisfaire au mieux la demande. Cette régulation se fait souvent par le biais de camions qui effectuent des tournées sur le réseau. Il apparaît rapidement que la question d'une régulation optimale à l'aide d'une flotte fixée de camions est une question difficile. La thèse est divisée en deux parties. Dans la première partie, le cas “statique” est considéré. Les déplacements de véhicules dus aux usagers sont négligés. Cela traduit la situation la nuit ou lorsque le système est fermé à la location. L'opérateur doit redistribuer les véhicules afin que ceux-ci soient disposés selon une répartition définie. Les problèmes de rééquilibrage avec un ou plusieurs camions sont traités. Pour chacun des deux cas, un algorithme est proposé et utilisé pour résoudre des instances de tailles variées. La seconde partie traite du cas “dynamique” dans lequel les utilisateurs interagissent avec le système. Afin d'étudier ce système complexe, un simulateur a été développé. Il est utilisé pour comparer différentes stratégies de redistribution des véhicules. Certaines utilisent des camions se déplaçant dans la ville pendant la journée. D'autres tentent d'organiser une régulation intrinsèque du système par le biais d'une politique d'incitation : des prix mis à jour régulièrement encouragent les usagers à rendre leur véhicule dans certaines stations. Enfin, si on choisit de ne pas utiliser de camion durant la journée, la question de la détermination du nombre optimal de véhicules à disposer à chaque station se pose. Deux méthodes de recherche locale visant à minimiser le temps total perdu par les usagers sont présentées. Les résultats obtenus peuvent servir pour la définition des répartitions cibles de la première partie. Durant ma thèse, j'ai pu participer à deux challenges EURO/ROADEF, celui de 2010 proposé par EDF et celui de 2012 proposé par Google. Dans les deux cas, mon équipe a atteint les phases finales. Lors de l'édition de 2010, notre méthode est arrivée quatrième et a donné lieu à une publication. En 2012, notre méthode est arrivée dix-huitième sur tous les participants. Les travaux menés dans ces cadres sont ajoutés en annexe<br>Bikes sharing systems have known a growing success all over the world. Several attempts have been made since the 1960s. The latest developments in ICT have enabled the system to become efficient. People can obtain real-time information about the position of the vehicles. More than 200 cities have already introduced the system and this trend keeps on with the launching of the NYC system in spring 2013. A new avatar of these means of transportation has arrived with the introduction of Autolib in Paris end of 2011.The objective of this thesis is to propose algorithms that may help to improve this system efficiency. Indeed, operating these systems induces several issues, one of which is the regulation problem. Regulation should ensures users that a right number of vehicles are present at any station anytime in order to fulfill the demand for both vehicles and parking racks. This regulation is often executed thanks to trucks that are travelling the city. This regulation issue is crucial since empty and full stations increase users' dissatisfaction. Finding the optimal strategy for regulating a network appears to be a difficult question. This thesis is divided into two parts. The first one deals with the “static” case. In this part, users' impact on the network is neglected. This is the case at night or when the system is closed. The operator faces a given repartition of the vehicles. He wants the repartition to match a target one that is known a priori. The one-truck and multiple-truck balancing problems are addressed in this thesis. For each one, an algorithm is proposed and tested on several instances. To deal with the “dynamic” case in which users interact with the system, a simulator has been developed. It is used to compare several strategies and to monitor redistribution by using trucks. Strategies not using trucks, but incentive policies are also tested: regularly updated prices are attached to stations to deter users from parking their vehicle at specified stations. At last, the question to find the best initial inventory is also addressed. It corresponds to the case when no truck are used within the day. Two local searches are presented and both aim at minimizing the total time lost by users in the system. The results obtained can be used as inputs for the target repartitions used in the first part. During my thesis, I participated to two EURO-ROADEF challenges, the 2010 edition proposed by EDF and the 2012 one by Google. In both case, my team reached the final phase. In 2010, our method was ranked fourth over all the participants and led to the publication of an article. In 2012, we ranked eighteenth over all the participants. Both works are added in the appendix

Bikes sharing systems have known a growing success all over the world. Several attempts have been made since the 1960s. The latest developments in ICT have enabled the system to become efficient. People can obtain real-time information about the position of the vehicles. More than 200 cities have already introduced the system and this trend keeps on with the launching of the NYC system in spring 2013. A new avatar of these means of transportation has arrived with the introduction of Autolib in Paris end of 2011.The objective of this thesis is to propose algorithms that may help to improve this system efficiency. Indeed, operating these systems induces several issues, one of which is the regulation problem. Regulation should ensures users that a right number of vehicles are present at any station anytime in order to fulfill the demand for both vehicles and parking racks. This regulation is often executed thanks to trucks that are travelling the city. This regulation issue is crucial since empty and full stations increase users' dissatisfaction. Finding the optimal strategy for regulating a network appears to be a difficult question. This thesis is divided into two parts. The first one deals with the "static" case. In this part, users' impact on the network is neglected. This is the case at night or when the system is closed. The operator faces a given repartition of the vehicles. He wants the repartition to match a target one that is known a priori. The one-truck and multiple-truck balancing problems are addressed in this thesis. For each one, an algorithm is proposed and tested on several instances. To deal with the "dynamic" case in which users interact with the system, a simulator has been developed. It is used to compare several strategies and to monitor redistribution by using trucks. Strategies not using trucks, but incentive policies are also tested: regularly updated prices are attached to stations to deter users from parking their vehicle at specified stations. At last, the question to find the best initial inventory is also addressed. It corresponds to the case when no truck are used within the day. Two local searches are presented and both aim at minimizing the total time lost by users in the system. The results obtained can be used as inputs for the target repartitions used in the first part. During my thesis, I participated to two EURO-ROADEF challenges, the 2010 edition proposed by EDF and the 2012 one by Google. In both case, my team reached the final phase. In 2010, our method was ranked fourth over all the participants and led to the publication of an article. In 2012, we ranked eighteenth over all the participants. Both works are added in the appendix

La trasformazione digitale che recentemente sta influenzando ogni aspetto della società ha dato luogo alla nascita delle cosiddette smart city. Sono molti i fattori che permettono ad una città intelligente di essere definita tale, fra questi la mobilità è quella che, soprattutto in Italia, presenta un potenziale latente non ancora valorizzato a dovere. Il progetto di tesi si inserisce all’interno di questo contesto, proponendo una piattaforma in grado di fornire un servizio di mobilità integrata, data dall’unione di mobilità tradizionale e mobilità condivisa. Quick-In, il nome assegnato al progetto, è un sistema MaaS il cui scopo è facilitare la mobilità delle persone, tenendo in considerazione al contempo il fattore ambientale. In un mondo in cui la riduzione di emissioni nocive alla salute sta diventando sempre più un obiettivo comune, un sistema che sia in grado di ridurre l’uso di veicoli di proprietà a favore di veicoli a più basse emissioni, oppure in condivisione, è sicuramente un valido alleato nello scopo da perseguire. Quick-In comprende un’applicazione mobile utilizzabile dagli utenti, un’architettura backend, dei dispositivi chiamati station da installare sui mezzi di trasporto pubblico dei servizi che intendono entrare a far parte del sistema e una dashboard con la quale i clienti saranno in grado di effettuare analisi sui dati raccolti dal sistema. Nel documento di tesi si analizzerà il contesto nel quale il progetto si inserisce, descrivendone successivamente le qualità e le caratteristiche del sistema realizzato, presentandone inoltre gli elementi che lo compongono.

Thesis: S.M. in Transportation, Massachusetts Institute of Technology, Department of Civil and Environmental Engineering, 2017.<br>Cataloged from PDF version of thesis.<br>Includes bibliographical references (pages 69-73).<br>In this thesis, we formulate and solve a profit maximization problem of shared mobility on demand service operations, and investigate the impact of such operations on performance of transportation system with a carefully designed case study. It is shown that our approach can generate much more profit than other basic strategies, though it has negative impacts on system performance, such as increasing congestion level and reducing capacity provided. We also consider possible regulation schemes on such profit-driven operations, and find that schemes related to the total reduced distance in system can achieve significant improvement. These findings indicate several research directions in future for better designing or regulating shared mobility on demand service from the system perspective.<br>by Han Qiu.<br>S.M. in Transportation

According to innovation literature, between 50% and 90% of innovations fail. An explanation for failing innovations is offered by scholars in the field of innovation resistance, who argue that it is more relevant to pay attention to the reasons why consumers reject an innovation, rather than learning about their motivations to adopt a new product or service. At the same time, previous marketing literature has devoted little attention towards design, despite its strategic importance and its role as a driver of innovation and competitive advantage. The purpose of this study was to investigate how companies perceive innovation resistance towards service innovations and how it is reflected in the service design. The major takeaways in this study revealed that companies were aware of all the barriers, except for social risk and perceived security risk. Furthermore, companies made most service design adaptations based on the usage and value barrier both prior and post launch. Also, although the tradition and norm barrier and image barrier were considered critical for an innovation’s success, companies did not change the service design accordingly. Finally, it was revealed that companies followed a hybrid approach of innovation, where more of a design-driven innovation strategy was used to generate innovation ideas and a user-centered approach was applied by involving consumers in pilot studies and listening to the consumer voices post launch.

The idea for the vehicle was inspired by an interest in creating a tranportation possiblity with an advanced design. The author had the fortunate opportunity to carry out an exam project at the automobile company Changan whose design department is in Turin, Italy. Changan produces almost exclusively passenger vehicles for the Asian market. The Asian auto user has shown a great interest in premium and personalised luxury qualities and at the same time demands unique safety aspects. As a result the author was inspired to design a vehicle which combined both aspects in a unique passenger vehicle for the future. Because of the masstransit situation in mega-cities the author felt inspired to test a new highway infrastructure possiblity in the conception of the vehicle design, the tunnel system. Classical hand drawings together with digital ideation drawing and 3D software models were the tools implemented for the design process. The work process was not linear starting with hand drawings and ending in complex computer models but took on a laborious path doubling back on and reworking all the different creative routes in a method which culminated in an end product. The end result is the Traveler, a shared auto service for two for 2050, a unique expansion on Changan´s historical production of passenger vehicles. The automoble is conceived as a two-compartment passenger transport option. Its size allows for different rider experiences: work, relaxation and entertainment while on the go. Because the passenger is in her/his own „room" there is a guaranty for complete privacy and ultimate safety from outside influence.

Iceland faces problems in achieving decarbonization goals, especially regarding its transportation sector having highly car-oriented passenger transport in the capital city, Reykjavík. Therefore, there is a need to shift toward more sustainable transport modes. It is well established that private and car-centered mobility regimes impose externalities on the environment and the livability of cities. Mobility-as-a-Service (MaaS) is a recent mobility service concept that poses a promising solution to shift much of the travel demand within urban settings from private car ownership to shared mobility. This thesis aims to determine whether MaaS can function as a disincentive for private car ownership and find use in the context of Reykjavík, Iceland. Specifically, it provides an initial investigation on how influences on car ownership and use, and opinions on shared mobility services and the concept of MaaS may differ between different demographic groups. To test whether MaaS can function as a disincentive for private car ownership and use in Reykjavík, an online survey was distributed to car owners in the city. Respondents volunteered and were asked to respond to two sets of inquiries relating to perceived influences on car ownership and use, and sentiments on shared mobility and MaaS, respectively. The responses were inferentially analyzed. The results showed that in Reykjavík’s current state (i.e. public transport infrastructure and built environment), MaaS would struggle to disincentivize car ownership and be adopted city-wide. However, the younger generations are the most promising first adopters of the service. The results suggest that the city should focus on increasing urban densification and enhancing public transport. Furthermore, the results suggest that as these factors are enacted, the disincentivizing function of MaaS may become more effective. In line with this, further research should be focused on how to facilitate first adopters in their use of MaaS.

How can reductionism lead to a greater experience and add to the appeal of a product? The Land Rover BackPacker is a minimalistic travel vehicle that questions the space and the complexity needed in a vehicle while exploring the world 4x4 inspired by the necessity of reduction in today's consumerist world to fight climate change and the freedom of travelling light. Its open design creates an interactive space with it's surroundings for 2 people which is created in a multifunctional approach to be more then a car but a space to hang out and a place to sleep in the wild. The project is highly inspired by the global adventures of the very first Land Rover Series 01 and it’s modular and highly functional design.  To reinterpret this spirit and to bring it into a future context was the main goal besides combining it with the approach and philosophy of modern minimalists and the efficiency of tiny house lifestyles. Living in a compressed space, how this affects the interaction with nature and what reduction adds to the user in the travel context are key points. Finding the right balance between the amount of space and comfort needed on a trip and the openness and simplicity of the vehicle to guarantee and unfiltered experience was a major challenge.After understanding the future context of the vehicle, the design process started with exploring different packages of the car and prototyping different ways to create a space in nature in the most minimal way using Virtual Reality and quick 2D doodles.  This led to optimising the proportions and the chosen theme of the design in developed 2D renderings and early CAS models.  The final design concept was developed in 3D software to translate the digital data into a physical scale model in the end.All in all the Land Rover BackPacker is a reductive travel vehicle concept targeting the future needs of more sustainable and more flexible experiences. It’s designed to be part of an on-demand car sharing service which is setup globally to reach people of different regions, different cultures and different backgrounds. It provides a space for two people to move freely, to hang out and to sleep in nature. To make travelling a no-brainer, the vehicle service includes modular equipment kits which provide the things needed during different trips in nature.  The user can choose from e.g. weather protection, cooking equipment, a water tank or a solar sun sail, depending on where the next journey starts.

Although shared mobility services provide benefits such as minimizing congestion as well as pollution and costs of transportation, barriers such as trust and convenience are blocking these services from reaching a broader audience. In this paper, considerations for a new service that aims to bring together familiar strangers to share rides to and from the airport is presented using a Research through Design approach. The familiar strangers investigated in this study are frequent travelers of Scandinavian airlines (SAS). Interviews, ideation workshops, prototyping, and feedback sessions are the design activities that were used to understand motivations behind their choice of transportation to and from the airport, and current pain points that motivate the need for such a service, as well as to guide the design directions of the service to tackle the problems of trust and convenience current shared mobility services face. The findings showed that SAS travelers are willing to share rides with others belonging to their community when living far away from transit services to and from the airport, arriving uncomfortable hours at a new destination, when there’s a potential to make new business contacts as well as when traveling with loved ones. The final design presented in this paper serves as a framework on how to design services to enable people who share common physical spaces and similar travel behavior, to share rides together.<br>Även om “shared mobility” tjänster ger fördelar som att minimera trafikstockningar samt föroreningar och transportkostnader, finns det hinder som tillit och bekvämlighet som blockerar dessa tjänster från att nå en större publik. I den här uppsatsen presenteras omständigheter för en ny tjänst som syftar till att samla “familiar strangers” för att dela transportsätt till och från flygplatsen med hjälp av ett Research Through Design-metod. De “familiar strangers” som undersöktes i denna studie är frekventa resenärer av Scandinavian Airlines (SAS). Intervjuer, ideation workshops, prototyper och feed-back möten är de designaktiviteter som användes för att förstå motivation bakom resenärers val av transport till och från flygplatsen och aktuella smärtpunkter som motiverar behovet av en sådan tjänst samt för att styra designbeslut för tjänsten för att ta itu med problemen med förtroende och bekvämlighet som nuvarande “shared mobility” tjänster stöter på. Resultaten visade att SAS-resenärer är villiga att dela resor med andra som tillhör deras gemenskap när de bor långt ifrån transit tjänster till och från flygplatsen, när de anländer i ett nytt resmål vid obehagliga timmar, när det finns möjlighet att skapa nya affärskontakter såväl som när de reser med sina nära och kära. Den slutliga designen som presenteras i denna uppsats fungerar som en ram för hur man utformar tjänster för att möjliggöra för personer som delar gemensamma fysiska utrymmen och liknande resebeteenden, att dela resor tillsammans.

Les services de transport à la demande sont de plus en plus populaires en raison de leur commodité. Cependant, certaines études font apparaitre que ces services pourraient augmenter les congestions et le niveau de pollution. Le ridesplitting, un nouveau service de mobilité partagée, est un moyen plus durable de se déplacer pour améliorer l'efficacité des transports et réduire les émissions de polluants. Dans ce contexte, ce travail propose un cadre d'optimisation pour un Système de Mobilité Partagée (SMP). L'originalité et les aspects innovants développés dans cette thèse sont aussi bien théoriques et méthodologiques, qu’appliqués. Du point de vue théorique et méthodologique, le cadre proposé pour le SMP fournit une méthodologie systématique et générique pour la modélisation et la simulation. Les algorithmes d’IA proposés permettent d’analyser et de mieux comprendre les comportements de déplacement des usagers et leur modélisation spatio-temporelle. Pour ce qui est de l’application pratique de ces travaux, le SMP proposé peut améliorer significativement les services de ridesplitting tout en réduisant l’empreinte carbone. De plus, ce SMP est facilement extrapolable aux CAV et aux futurs systèmes de mobilités<br>On-demand ridesourcing services have become increasingly popular due to their convenience. There are some debates claiming that ridesourcing services could increase congestion and pollution. Ridesplitting, a new shared mobility service, is a more sustainable travel mode for improving traffic efficiency and reducing air pollution. Therefore, the motivation of this study is to propose an optimization framework for the shared mobility system (SMS). The originality and innovative aspects of this dissertation could be summarized according to 2 perspectives. For the value of theory and methodology, the proposed framework for the SMS could provide a systematic methodology for the modelling and simulation. The proposed artificial intelligent algorithms could provide a better understanding for the researches of travel behaviors analysis and spatiotemporal modelling. For the value of practical application, the proposed shared mobility system could help improve ridesplitting service to build a low carbon transport, which could incorporate CAVs for the future mobility

The confluence of digital technology and connectivity has led, in several sectors, to the rise of application-based shared economy activities. In particular, in the mobility sector, there has been an increase in on-demand shared transport initiatives. These new business models are transforming the urban mobility sector from a limited choice of transport services to a scenario full of new players offering different types of demand responsive mobility services. This change in urban mobility also has an impact on the automotive industry, where manufacturers such as SEAT not only see the opportunity for their cars to be used by these new services, but begin as well to see themselves as potential providers of mobility services. Even so, for the time being, the most popular and widespread shared mobility services remain unprofitable. For this reason, the thesis analyses the business models of the new shared mobility services, with the aim of proposing improvements to increase their profitability. It also identifies the different uses that can be given to them and the factors to be taken into account in the design and implementation process. The methodology used for this research is the study of cases, which have been conducted through surveys and interviews. The research begins with the study of the current and future mobility ecosystem and the behaviour of the automobile industry in this context. Next, the following five case studies are developed. The first analyses the business models of shared mobility services provided by cars –i.e. carsharing, ridesharing, and ride-hailing services– to find out synergies between them for proposing a combined business model. The second aims to study the mobility patterns of citizens and their intention to use shared mobility services. The third and fourth case studies focus on the identification of design factors and use cases of on-demand shared ride-hailing services. This part of the research looks at these services given their potential when cars are autonomous, and the opportunities that the software they use represents for public transport, with buses that could become demand responsive transport services. Finally, the fifth case study analyses the mobility ecosystem from the perspective of local governments and providers of technology and insurance, studies the feasibility of the combination of uses in shared mobility services, and detects the barriers faced by these new business models.<br>La confluència de la tecnologia digital i la connectivitat ha motivat, en diversos sectors, l'auge de les activitats d'economia compartida basades en aplicacions. Concretament, en el sector de la mobilitat s'ha experimentat un creixement de les iniciatives de transport compartit a demanda. Aquests nous models de negoci estan transformant el sector de la mobilitat urbana, que passa de tenir una oferta limitada de serveis de transport a un escenari ple de nous actors que ofereixen diferents serveis de mobilitat a la carta. Aquest canvi en la mobilitat urbana també impacta en la indústria de l'automòbil, on fabricants com SEAT no només veuen l'oportunitat que els seus cotxes siguin utilitzats per aquests nous serveis, sinó que a més a més es comencen a veure com a possibles proveïdors de serveis de mobilitat. Tot i això, de moment, els serveis de mobilitat compartida més populars i estesos continuen sense ser rendibles. Per aquesta raó, la tesi portada a terme analitza els models de negoci dels nous serveis de mobilitat compartida, amb l’objectiu de proposar millores que permetin augmentar la seva rendibilitat. També s'identifiquen els diferents usos que se'ls hi pot donar i els factors que cal tenir en compte a l’hora de dissenyar-los i implementar-los. La metodologia utilitzada per a aquesta investigació és l'estudi de casos, els quals s'han desenvolupat a través d'enquestes i entrevistes. La recerca comença amb l'estudi de l'ecosistema de mobilitat actual i futur, i el comportament de la indústria de l'automòbil en aquest context. Tot seguit es desenvolupen cinc casos d'estudi. En el primer s'analitzen els models de negoci dels serveis de mobilitat compartida que s’ofereixen amb cotxes, es a dir, els serveis de carsharing, ridesharing i ride-hailing, amb la finalitat de trobar sinergies entre ells per a proposar un model de negoci combinat. El segon té com a objectiu estudiar els patrons de mobilitat dels ciutadans i la seva intenció en utilitzar els serveis de mobilitat compartida. El tercer i el quart cas d'estudi se centren a identificar els factors de disseny i els casos d'ús dels serveis d'on- demand shared ride-hailing. Aquesta part de la investigació es fixa en aquests serveis pel potencial que poden tenir quan els cotxes siguin autònoms, i per les oportunitats que el software que utilitzen representen per al transport públic, amb busos que podrien convertir-se en serveis de transport a demanda. Per últim, en el cinquè cas d'estudi s'analitza l’ecosistema de mobilitat des de la perspectiva dels governs locals i dels proveïdors de tecnologia i d'assegurances, s'estudia la viabilitat de la combinació d'usos en els serveis de mobilitat compartida, i es detecten quines són les barreres amb què es troben aquests nous models de negoci.<br>La confluencia de la tecnología digital y la conectividad ha motivado, en varios sectores, el auge de las actividades de economía compartida basadas en aplicaciones. Concretamente, en el sector de la movilidad se ha experimentado un crecimiento de las iniciativas de transporte compartido a la demanda. Estos nuevos modelos de negocio están transformando el sector de la movilidad urbana, que pasa de tener una oferta limitada de servicios de transporte a un escenario lleno de nuevos actores que ofrecen diferentes servicios de movilidad a la carta. Este cambio en la movilidad urbana también impacta en la industria del automóvil, donde fabricantes como SEAT no solo ven la oportunidad que sus coches sean utilizados por estos nuevos servicios, sino que además se empiezan a ver como posibles proveedores de servicios de movilidad. Aun así, por el momento, los servicios de movilidad compartida más populares y extendidos continúan sin ser rentables. Por esta razón, la tesis llevada a cabo analiza los modelos de negocio de los nuevos servicios de movilidad compartida, con el objetivo de proponer mejoras que permitan aumentar su rentabilidad. También se identifican los diferentes usos que se les puede dar y los factores a tener en cuenta en el proceso de diseño e implementación. La metodología utilizada para esta investigación es el estudio de casos, los cuales se han desarrollado por medio de encuestas y entrevistas. La investigación empieza con el estudio del ecosistema de movilidad actual y futuro, y el comportamiento de la industria del automóvil en este contexto. Posteriormente se desarrollan cinco casos de estudio. En el primero se analizan los modelos de negocio de los servicios de movilidad compartida que se ofrecen con coches, es decir, los servicios de carsharing, ridesharing y ride-hailing, con el fin de encontrar sinergias entre ellos para proponer un modelo de negocio combinado. El segundo tiene como objetivo estudiar los patrones de movilidad de los ciudadanos y su intención al utilizar los servicios de movilidad compartida. El tercer y el cuarto caso de estudio se centran en identificar los factores de diseño y los casos de uso de los servicios de on-demand shared ride-hailing. Esta parte de la investigación se centra en estos servicios por su potencial con la llegada del coche autónomo, y por las oportunidades que el software que utilizan representan para el transporte público, con autobuses que podrían convertirse en servicios de transporte a la demanda. Por último, en el quinto caso de estudio se analiza el ecosistema de movilidad desde la perspectiva de los gobiernos locales y de los proveedores de tecnología y seguros, se estudia la viabilidad de la combinación de usos en los servicios de movilidad compartida, y se detectan cuáles son las barreras para estos nuevos modelos de negocio.

It is widely recognized that the world’s over-reliance on transportation contributes to many environmental problems, especially in urban areas. Sustainable  mobility is a solution and an important dimension of a Smart City. Shared mobility services are part of sustainable mobility and they are widening its portfolio especially in the past decade. However, the number of users is still low compared to its high potential, and innovative solutions can only succeed with the combination  of increasing the awareness of citizens, incentivizing them, and promoting their behavioural change. This paper is dedicated to the shared mobility business models as part of the collaborative consumption, and finding out the challenges and opportunities of this emerging market in a Swedish context and comparing it to a Moroccan one.  The goal is to explore the key features of the main market players and the possible ways of improvements that could possibly take carpooling and car-sharing to a next level. It explores the high potential of gamification and other mechanisms to incentivize voluntary behavioural changes towards shared  mobility solutions. In a first place the theoretical part provide an overview of the shared mobility in general with its different aspects highlighting the role of new technologies and internet in the development of this concept. An online survey aimed at testing the knowledge of the respondents on the concept, discover which elements affect  their involvement and find out how things can be improved by analysing the feedbacks.<br>Det är allmänt känt att världens beroenden av transporter bidrar till många miljöproblem, särskilt i stadsområden. Hållbar mobilitet är en lösning och en viktig dimension i en smart stad. Delade mobilitetstjänster är en del av hållbar mobilitet och dess portfölj har utökats särskilt under det senaste decenniet. Antalet användare är dock fortfarande lågt jämfört med den höga potentialen och innovativa lösningar kan bara lyckas med kombinationen av att öka medvetenheten om medborgarna, stimulera dem och främja deras beteendeförändringar. Denna rapport är inriktat på affärsmodellerna för delad mobilitet som en del av konsumtion genom samarbete och identifierar utmaningarna och möjligheterna på den nya marknaden i ett svenskt sammanhang och jämför det med en marockansk. Målet är att utforska huvudaktörerna hos de viktigaste marknadsaktörerna och möjliga sätt för förbättringar som möjligen kan ta bilpoolning och bildelning till nästa nivå. Potentialen inom gamification och andra mekanismer för att stimulera frivilliga beteendemässiga förändringar mot gemensamma mobila lösningar undersöks. Inledningsvis ger den teoretiska delen en översikt över den delade mobiliteten i allmänhet med sina olika aspekter som framhäver rollen som ny teknik och internet vid utvecklingen av detta koncept. Genom en online-undersökning som syftar till att testa kunskapen om konceptet hos de svarande, har faktorer som påverkar deras engagemang och hur saker kan förbättras identifierats.

Les Robot-Taxis constituent la prochaine évolution majeure de la mobilité urbaine. Cette technologie intéresse certains constructeurs automobiles qui envisagent de jouer le rôle des entreprises de transport. Ceci leur permet de développer un modèle d'affaire basé sur des revenues par kilomètre et par trajet. Un service basé sur des véhicules autonomes a l’avantage de pouvoir fusionner des systèmes de service de taxis classiques à la demande et de voitures en libre-service. Ainsi ce service de transport unifié offre une forme de mobilité partagée plus accessible, dynamique et intelligente. Le succès et la compétitivité des futurs services de Robot-Taxis dépendent de leurs modèles opérationnels, qui sont intrinsèquement liés à la configuration du service et aux spécifications de la flotte. En utilisant une approche complète de modélisation du service Robot-Taxi dans un système multimodal en valorisant la demande dynamique et la variation de préférences des voyageurs, cette thèse viseà évaluer les performances de diverses flottes de Robot-Taxi et leurs configurations opérationnelles. Pour cela, d’abord, différentes approches de la modélisation de la demande de déplacement de Robot-Taxi ainsi que des techniques de simulation sont passées en revue et analysées. Ensuite, les données et processus requis, en particulier la génération de la population synthétique et l’allocation de la chaîne d’activités, sont investigués. Conformément aux objectives de cette thèse, un cadre général de modélisation et de simulation de services Robot-Taxi est proposé. Ensuite, l'impact de préférences des usagers sur la conception du service Robot-Taxi, et en particulier, sur le dimensionnement de la flotte est exploré. Des analyses approfondies des performances du service, considérant la taille de flotte, la capacité du véhicule, le partage de parcours et le repositionnement, le coût du service sont ensuite réalisées. Enfin, en considérant une flotte de véhicules autonomes électriques, l'impact des infrastructures de recharge sur l'efficacité du service sont explorés<br>Shared autonomous vehicles, synthetic population, multi-agent simulation, service designAbstract: Shared autonomous vehicles (SAVs) are the next major evolution in urban mobility. This technology has attracted much interest of car manufacturers aiming at playing a role as transportation network companies (TNCs) and carsharing agencies in order to gain benefits per kilometer and per ride. An SAV service can merge cabs, carsharing, and ridesharing systems into a single transportation mode, and allow a more accessible, dynamic, and intelligent form of shared mobility. However, the success and competitiveness of future SAV services depend on their operational models, which are linked intrinsically to the service configuration and fleet specification. On the other hand, any changes in operational models of SAVs result in different demands for such a service in a real-world transportation network. Hence, considering the dynamic interaction of service and demand represents a key-factor for successfully designing SAVs in a real-life context. Using a comprehensive framework of SAV simulation in a multimodal dynamic-demandsystem with integrated SAV user taste variation, this thesis evaluates the performance of various non-electric and electric SAV fleets and their operational configuration, and to design the service. In this context, first, different approaches to SAV travel demand modeling and simulation techniques are reviewed and analyzed. Next, the required data and process, particularly synthetic population generation and activity chain allocation, are investigated. In line with the purpose of this thesis, an overall framework of comprehensive SAV modeling and simulation is then proposed. Later, the impact of user taste variation on SAV service design and particularly fleet size is explored. Insights gained through a comprehensive investigation of SAV service performance considering fleet size, vehicle capacity, ridesharing and rebalancing, and service cost along with proposed key performance indicators are then provided. Finally, assuming a fleet of electric SAVs, the impacts of charging infrastructure on service efficiency are explored

Les véhicules autonomes deviennent de plus en plus une réalité, qui à la fois promet d’améliorer, de manière plus ou moins brutale, les systèmes de transport urbain. En effet, cette technologie présente le potentiel de réduire la consommation d’énergie, le nombre d’accidents, les coûts de déplacement ainsi que l’occupation de l’espace urbain. Cependant, des obstacles à la mise en œuvre et à la pénétration en masse du marché subsistent. Sur le plan économique, les coûts initiaux seront probablement peu abordables. Au niveau social, les utilisateurs pourraient être réticents à changer leurs habitudes de déplacement quotidiennes. Techniquement, les interactions avec les autres composants du système de transport restent incertaines. Les défis en matière de responsabilité, de sécurité, d'éthique et de confidentialité des données doivent aussi être relevés.Cette thèse contribue à l'étude ex-ante des systèmes de mobilité basés sur les véhicules autonomes à travers l'identification, la conception et l'évaluation de modèles d'affaires articulés autour des véhicules autonomes. En particulier, elle propose une analyse systémique des «nouveaux» services de mobilité (notamment les services d'autopartage, de covoiturage et de taxi) pour identifier finalement les taxis autonomes (aTaxis) et les navettes autonomes (aTransit) en tant que deux des formes de services les plus pertinentes qui pourront bénéficier d'une large diffusion. Ensuite, nous nous concentrons sur un service d'aTaxis et nous proposons un cadre stratégique pour la construction d’un modèle microéconomique qui permet d’analyser les décisions stratégiques d’un opérateur de services de taxis autonomes. Le cadre stratégique se compose de trois niveaux (opérationnel, tactique et stratégique) et intègre trois forces de pression (la réglementation, les coûts unitaires et les préférences de la demande). Une application est ensuite réalisée sur une zone stylisée (Orbicity) et un cas réel urbain (Palaiseau, une ville de la région parisienne).Les résultats de la simulation montrent que l’automatisation peut améliorer à la fois les performances de mobilité et l’efficacité économique du système de transport urbain. De plus, les économies de densité de l'offre et de la demande sont évaluées en contrôlant à la fois la taille de la flotte et le nombre d'utilisateurs pour une zone d'étude fixe. En particulier, l'application sur Palaiseau a prouvé que l’utilisation de dix véhicules supplémentaires impliquerait 1 % de plus d'utilisateurs (+15 passagers) et 50 % de moins de profit. Une enquête des préférences déclarées appuie le modèle stratégique et montre que les aTaxis seront probablement utilisés pour les trajets quotidiens de 2 à 5 km par deux profils d’utilisateur: (1) les jeunes utilisateurs non motorisés (âgés de moins de 30 ans) et (2) la population active motorisée âgée de 30 à 50 ans.La thèse adopte une approche interdisciplinaire combinant (1) une analyse qualitative qui commence par une revue des travaux existants appuyée ensuite d’abord par une analyse marketing de Business Models basés sur les véhicules autonomes puis par une analyse systémique d’un service de aTaxis et (2) une analyse quantitative, située à mi-chemin entre la microéconomie et la simulation spatiale<br>Autonomous Vehicles (AV) are becoming more of a reality, promising beneficial yet potentially disrupting changes to our urban transportation systems. This technology presents the potential to reduce energy consumption and crash occurrences, cut travel costs and minimize urban space occupancy for parking purposes. Yet barriers to implementation and mass-market penetration remain. Economically, the upfront costs in the initial stage will likely lack affordability. Socially, users could be reluctant to change their daily travel routines. Technically, the interactions with the other components of the transportation system remain uncertain. There are other challenges regarding liability, security, ethics and data privacy, too.This thesis contributes to the ex-ante study of AV-based mobility systems through the identification, design and assessment of upcoming Business Models (BM) articulated around AVs. In particular, it brings about a systemic analysis of “new” mobility services (especially car-sharing, carpooling and ride-sourcing services) in order to identify autonomous taxis (aTaxis) and autonomous shuttles (aTransit) as two of the most relevant forms of services that may enjoy wide spreading. Then, we focus on a service of aTaxis and we put forward a microeconomic model framework to evaluate strategic setups of aTaxis provider. The model framework comprises three levels (operational, tactical and strategic), and integrates three pressure forces (regulation, unit costs and demand preferences). An application is then conducted on a stylized area (Orbicity) and a real urban case (Palaiseau, a city in Paris area).Simulation results show that automation has the potential to improve both the mobility performances and the economic efficiency of the urban transportation system. Additionally, the density economies of supply and demand are evaluated by controlling both the fleet size and the number of users for a fixed study area. In particular, the framework application on Palaiseau proved that increasing by ten the fleet size of aTaxis involves 1% more users (+15 passengers) yet 50% less of profit. A stated-preference survey supports the model framework and suggests that aTaxis will likely be used for short-distance (2 to 5 km) commuting trips by two user profiles: (1) non-motorized young users (less than 30 years old) and (2) motorized active population between 30 and 50 years old.The thesis takes an interdisciplinary approach combining (1) a qualitative analysis that starts from a review of existing works and adds first a marketing analysis of Business Models based on AVs and second a systemic analysis of an aTaxis service, and (2) a quantitative analysis, situated midway between microeconomics and spatial simulation

En tant qu'application de l'économie collaborative, la micromobilité partagée se réfère à l'utilisation partagée de modes de transport légers, tels que le partage de scooters électriques. Elle est considérée comme faisant partie intégrante de la mobilité urbaine durable, car elle réduit la dépendance aux véhicules motorisés individuels et résout le problème du premier et du dernier kilomètre des transports publics. Cependant, la micromobilité partagée est controversée en raison de problèmes liés aux consommateurs, tels que le vandalisme. Par conséquent, elle a suscité de l'intérêt dans le monde académique et du management des fournisseurs de services de solutions de mobilité. Dans ce contexte, cette thèse vise à comprendre comment les consommateurs adoptent la micromobilité partagée en se concentrant sur les environnements de campus fermés. Tout d'abord, nous utilisons le protocole d'analyse de revue de littérature systématique théorie-contexte-caractéristiques-méthodologie (Paul &amp; Criado, 2020) pour donner une agenda de recherche en marketing sur l'économie du partage et la micromobilité. A partir de cette révue de littérature, nous définissons nos questions de recherche sur la micromobilité, précisément sur : 1) les facteurs d'adoption sur a) l'intention d'utilisation de la micromobilité et b) le comportement réel d’utilisation, 2) les antécédents de la satisfaction et l’impact sur comportement d'utilisation, et 3) les effets longitudinaux de l'expérience de l'utilisateur sur l'intention d'utilisation de la micromobilité. En mettant en place un terrain expérimental pour la micromobilité partagée dans un campus fermé, nous recueillons des données d'enquête empiriques et des données comportementales pour répondre à nos questions de recherche. En ce qui concerne la première question à propos des facteurs d'adoption sur a) l'intention d'utilisation de la micromobilité et b) le comportement réel d’utilisation, nous utilisons l'UTAUT2 (Venkatesh et al., 2012) et intégrons la théorie de la valeur perçue (Holbrook, 1994), la théorie de l'engagement organisationnel (Adler &amp; Borys, 1996) et la théorie du calcul de la protection de la vie privée (Martin &amp; Murphy, 2017). Les résultats indiquent que l'espérance de performance, l'espérance d'effort, l'empowerment de la tâche ainsi que la valeur hédonique et utilitaire sont des antécédents de l'intention d'utilisation de la micromobilité qui affectent ensuite positivement l'utilisation réelle.En ce qui concerne la deuxième question à propos des antécédents de la satisfaction et l’impact sur comportement d'utilisation de la micromobilité dans les campus fermés, nous utilisons le modèle de confirmation des attentes (Bhattacherjee, 2001) et intégrons la théorie du bien-être (Diener et al., 1999). Les résultats révèlent que le bien-être subjectif est un antécédent de la satisfaction, qui est elle-même influencée par les valeurs perçues hédoniques et économiques. Enfin, En ce qui concerne la troisième question à propos des effets longitudinaux de l'expérience de l'utilisateur sur l'intention d'utilisation de la micromobilité nous utilisons le modèle UTAUT2 (Venkatesh et al., 2012), la théorie de la focalisation réglementaire (Avnet &amp; Higgins, 2006), la théorie de la valeur perçue (Holbrook, 1994), la théorie de l'engagement organisationnel (Adler &amp; Borys, 1996), la théorie du bien-être (Diener et al., 1999) et la théorie de l'identité sociale (Ashforth &amp; Mael, 1989). À travers d’une étude intra-sujet et deux échantillons indépendants (expérience à court terme et à long terme), nous révélons que l'attente de performance et l'empowerment de la tâche sont des antécédents stables de l'intention d'utilisation des services de micro mobilité dans des campus fermés, tandis que la valeur hédonique diminue avec le temps. […] En conclusion, nous présentons des implications pour des mangers et les décideurs politiques qui souhaitent mettre en oeuvre des services de micromobilité partagée<br>As an application of the sharing economy, shared micromobility refers to the shared use of light-weight transportation modes (e.g., e-scooter sharing). It is considered an integral part of sustainable urban mobility, as it reduces the reliance on individual motorized vehicles and solves the first-and-last-mile problem of public transportation. However, shared micromobility is controversial with consumer-related issues. Consequently, it has attracted interest outside and inside academia, and service providers innovate their solutions. In this context, this dissertation aims to understand how consumers adopt innovative shared micromobility by focusing on the application in closed-campus environments. First, we use the theory–context–characteristics–methodology systematic literature review protocol (Paul &amp; Criado, 2020) to provide a holistic overview and research agenda of theoretical and empirical aspects at the intersection of marketing research on the sharing economy. Thus, we define our research questions related to 1) adoption factors and real user behavior 2) satisfaction and continuance intention to use 3) longitudinal effects of user experience on the perceptions of closed-campus micromobility. By setting up a field laboratory for shared micromobility in a closed-campus setting, we collect empirical survey and behavioral data to answer the related questions. Regarding the first question, we examine the antecedents of behavioral intention to adopt closed-campus micromobility and its influence on real user behavior. We draw on the UTAUT2 (Venkatesh et al., 2012) and integrate consumer perceived value theory (Holbrook, 1994), employee enablement theory (Adler &amp; Borys, 1996) and privacy calculus theory (Martin &amp; Murphy, 2017). The results indicate that performance expectancy, effort expectancy, task enablement, and hedonic and utilitarian value are significant antecedents of behavioral intention, which positively affects real use. Regarding the second question, we examine the antecedents of satisfaction and continuation behavior of closed campus micromobility. We draw on the expectation-confirmation model (Bhattacherjee, 2001) and integrate the theory of well-being (Diener et al., 1999) and consumer perceived value theory (Holbrook, 1994). The results reveal that subjective well-being is an antecedent of service satisfaction, which in turn is influenced by hedonic and economic values. Finally, regarding the third question, we examine the longitudinal effects of user experience. Based on UTAUT2 (Venkatesh et al., 2012) and regulatory focus theory (Avnet &amp; Higgins, 2006), we add consumer perceived value theory (Holbrook, 1994), employee enablement theory (Adler &amp; Borys, 1996), theory of well-being (Diener et al., 1999) and social identity theory (Ashforth &amp; Mael, 1989). Through a within-subject design and two independent samples (short-term and long-term experience), we reveal that performance expectancy and task enablement are stable antecedents of usage intention, whereas hedonic value decreases. Concerning outcomes, we highlight the role of subjective well-being and organizational identification from the perspective of users and organizations. Our research offers contributions to the literature on technology adoption and shared micromobility, by highlighting important factors and outcomes that influence the decision to use shared micromobility solutions in closed-campus settings. We also offer methodological contributions. Thanks to the implementation of the field laboratory, we combine declarative survey data with real behavioral data and analyze longitudinal effects. To conclude, we present implications for both managers and policymakers who want to implement shared micromobility services

abstract: Optimization of on-demand transportation systems and ride-sharing services involves solving a class of complex vehicle routing problems with pickup and delivery with time windows (VRPPDTW). Previous research has made a number of important contributions to the challenging pickup and delivery problem along different formulation or solution approaches. However, there are a number of modeling and algorithmic challenges for a large-scale deployment of a vehicle routing and scheduling algorithm, especially for regional networks with various road capacity and traffic delay constraints on freeway bottlenecks and signal timing on urban streets. The main thrust of this research is constructing hyper-networks to implicitly impose complicated constraints of a vehicle routing problem (VRP) into the model within the network construction. This research introduces a new methodology based on hyper-networks to solve the very important vehicle routing problem for the case of generic ride-sharing problem. Then, the idea of hyper-networks is applied for (1) solving the pickup and delivery problem with synchronized transfers, (2) computing resource hyper-prisms for sustainable transportation planning in the field of time-geography, and (3) providing an integrated framework that fully captures the interactions between supply and demand dimensions of travel to model the implications of advanced technologies and mobility services on traveler behavior.<br>Dissertation/Thesis<br>Doctoral Dissertation Civil, Environmental and Sustainable Engineering 2018

How would future vehicle ownership evolve as car sharing becomes dominant in urban scenario? How may we recreate the sense of emotional attachments to personal vehicles? How can we utilize the car even when it's idle and thus making ownership more sustainable? Imagine a future model of vehicle ownership which challenges the concept of personal vehicle and its role nowadays. This project envisions such a future to inspire the people and spark discussions about the subject. The inspirations of the project is partly the development of autonomous driving technology and the heated discussion of a car sharing future that comes with it. The other part of the it comes from the idea of open source development for creating an ecosystem that facilitates itself in the long run. The author believes the answer to a changing landscape of mobility might not come from within but could be lying in another field. The author took a speculative approach to set the future scenario based on research and interviews. After carefully analysis of the information gathered, a realistic future mobility model was generated, on the base of which the story and the interior design was developed further through the common vehicle design process. The process involves collecting image boards, loops of ideation, sketching, modelling, prototyping as well as feedbacks sessions along the way. The steps were not in chronological order as the validation of the ideas requires some steps to overlap. After the final design freeze, there was also a period of time for the making of the physical model. The result is Volvo Project Mirror - an ecosystem that goes beyond mobility solutions. The main focus is the modular interior concept that’s highly customisable for reflecting personal characteristics, making sustainable incremental updates according to different needs and different stages of life, and more importantly, sharing furnitures and gears in between home space and car to maximize usage, thus blurring the line between the two.

The mobility market has constantly been exposed to innovation, and shared mobility solutions are becoming increasingly viable. The new offer of shared electric scooters has joined current offers such as bike-sharing or car-sharing, and quickly spread throughout the city of Lisbon, with a growing number of companies entering the market. This study aims to understand how this new mobility offer is being addressed in Lisbon, providing an overview of the service through the identification of the main characteristics of the users, the main drivers for using the service and the main barriers that may exist. Two methodologies were used - semi-structured interviews (12 participants) and an online survey (127 participants). The results show that the service seems to be more attractive to young adults, digital economy participants, people who value innovation and sustainability when choosing a mode of transport, and people who seek to save time on travel. The service is also considered enjoyable and as a way to spend pleasant moments. It is seen mostly as a way of complementing other means of transport and for short distances and not as a primary mode of transport. Being the main barriers: the price, since people consider that the service becomes expensive if it is used on a regular basis, the city's infrastructures, which people consider are not completely prepared for the effective use of the service, and the lack control of inappropriate parking of the scooters, causing dissatisfaction to users and non-users.<br>O mercado da mobilidade tem sido constantemente exposto a inovação e as soluções de mobilidade partilhada estão a tornar-se cada vez mais viáveis. A nova oferta de trotinetes elétricas partilhadas juntou-se a ofertas já existentes como bike-sharing ou car-sharing, e rapidamente espalhou-se por Lisboa, com um número crescente de empresas a entrar no mercado. O objetivo deste estudo é perceber de que forma esta nova oferta de mobilidade está a ser abordada em Lisboa, fornecendo uma visão geral do serviço através da identificação das principais caraterísticas dos utilizadores, dos fatores que impulsionam a utilização e das principais barreiras que podem existir. Para tal, foram utilizadas duas metodologias – entrevistas semiestruturadas (12 participantes) e um questionário online (127 participantes). Os resultados revelam que o serviço parece ser especialmente atrativo para jovens adultos, participantes da economia digital, pessoas que valorizam inovação e sustentabilidade num meio de transporte e pessoas com procuram poupar tempo. O serviço é também considerado divertido e como uma forma de passar momentos agradáveis. É visto essencialmente como uma forma de complementar outros meios de transporte e para curtas distâncias e não como um meio de transporte principal. Sendo as principais barreiras: o preço, uma vez que as pessoas consideram que o serviço se torna caro se for usado de forma recorrente, as infraestruturas da cidade, que as pessoas consideram que não estão completamente preparadas para o uso efetivo do serviço, e a falta de controlo no estacionamento inapropriado das trotinetes, que provoca descontentamento a utilizadores e não utilizadores.

Urban mobility is under going a very big transformation. Appification is the phenomenon enabling a rapid change and the rise of new players relying heavily on technology to reach end users. The benefits are of various kinds and have real implication son environment as well as on socioeconomic conditions of those who live in urban areas. The future of urban mobility ecosystem is not yet completely defined, although it will probably be green erandsmarter.

This Master’s project is an in-company project about the micro mobility company Floatility that offers an electric micro scooter sharing service with its three-wheeled e-floater. The company figured out that most its e-floater trips were conducted by users who did three or more trips. In order to address these regular users and trigger more trips by them, it needs an effective integrated communication plan. As Floatility does not yet have a clear and structured communication plan for these regular users, the objective of this Master’s project is to develop an effective communication plan for the regular users of the e-floater sharing service in Lisbon. The users with the most trips during the three-month pilot project in Lisbon Carnide served as the target audience who were interviewed and surveyed in order to develop an integrated communication plan. Firstly, a situation analysis has been done incorporating the shared mobility market in Lisbon, Floatility’s competitors in Lisbon and the company’s efloater including its plans for the Lisbon market. Next, the integrated communication plan has been developed based on six steps proposed by Kotler and Armstrong (2012). They consist of identifying the target audience, determining the communication objectives, designing a message, choosing the right media, selecting the message source and collecting feedback from the users. Having analysed the results of the primary research with the regular users of the pilot project, eventually an implementation plan is recommended for Floatility’s operations in the entire city of Lisbon.<br>Este projeto de mestrado é um projeto in company sobre a empresa de micro mobilidade Floatility que oferece um serviço de partilha de micro scooter elétrico com o seu e-floater de três rodas. A empresa descobriu que a maioria das suas viagens de e-floater foram realizadas por utilizadores que fizeram três ou mais viagens. Para atender a esses usuários regulares e desencadear mais viagens por eles, é necessário um plano de comunicação integrado e eficaz. Como a Floatility ainda não tem um plano de comunicação claro e estruturado para estes utilizadores regulares, o objectivo deste projecto de mestrado é desenvolver um plano de comunicação eficaz para os utilizadores regulares do serviço e-floater sharing em Lisboa. Os utilizadores que fizeram mais viagens durante os três meses de projeto piloto no Polo de Carnide, em Lisboa, serviram de público alvo e foram entrevistados de forma a desenvolver um plano de comunicação integrado. Em primeiro lugar, foi feita uma análise da situação incorporando o mercado de mobilidade partilhada em Lisboa, os concorrentes da Floatility em Lisboa e o e-floater da empresa incluindo os seus planos para o mercado de Lisboa. Em seguida, o plano de comunicação integrada foi desenvolvido com base em seis etapas propostas por Kotler e Armstrong (2012). Consistem em identificar o público-alvo, determinar os objetivos de comunicação, desenhar uma mensagem, escolher o meio de comunicação adequado, selecionar a fonte da mensagem e recolher o feedback dos utilizadores. Tendo analisado os resultados da investigação primária com os utilizadores regulares do projecto-piloto, recomenda-se eventualmente um plano de implementação para as operações da Floatility em toda a cidade de Lisboa.

Shared mobility, including ride-hailing services, has been on the rise, enabled by emerging technologies, and allowing for more convenient and flexible travel. The Chinese market is particularly attractive for ride-hailing as the country pushes to relieve its transportation problems, namely traffic congestion and subjacent economic implications. This study aims to measure the impact of ride-hailing services on BYD’s share price performance. Three different scenarios of disruption were analyzed, quantifying the potential decrease in revenues. Moreover, an alternative view was considered, taking into consideration the depreciation suffered by society as a whole and the rate of substitution of vehicles.

This thesis aims to explore car and scooter sharing services, one of the fastest growing and most recent shared mobility services respectively. The main goal is to analyse user’s demographic characteristics, motivations and some of its impacts throughout the time. Due to the different business models, the one-way under free-floating scheme was the selected one to study. In Portugal, more precisely in Lisbon, these services are starting to emerge and gain popularity and as a result, this thesis will analyse how the Portuguese market is responding to this new trend through a comparison with other countries. In-depth interviews and an online questionnaire were conducted. It was concluded that Portuguese users are predominately young, well educated and with relatively lower levels of income. They also revealed to mainly use their own private vehicle as a mean of transportation. Regarding usage motivations, convenience was their greatest motive followed by using as an alternative to public transportation and by interest and curiosity. Nevertheless, only the motive of using as an alternative to public transports shown to be statistically significant to use the services more often. Regarding the impacts, it was verified that some users of private ownership vehicles are reducing their usage, are becoming more aware of their mobility costs, although a disagreement in buying and having a vehicle was verified.<br>Esta tese explora os serviços de compartilhamento de carros e scooters, um dos mais rápidos e recentes serviços de mobilidade compartilhada respectivamente. O objectivo consiste em analisar as características demográficas dos utilizadores, as suas motivações e alguns dos seus impactos verificados ao longo do tempo. De entre os diferentes modelos de negócio, one-way em sistema de livre flutuação foi o selecionado para este estudo. Em Portugal, mais precisamente em Lisboa, estes serviços têm começado a ganhar popularidade, como tal, esta tese irá analisar como o mercado português tem vindo a responder a esta tendência através de uma comparação com outros países. Foram conduzidas entrevistas e questionários online. Concluiu-se que os utilizadores portugueses são predominantemente jovens, educados e com níveis de rendimento relativamente baixos. De igual modo, revelaram que usam o seu próprio veículo como meio de transporte. Quanto aos motivos de uso, a conveniência foi o maior motivo seguido do uso como alternativa aos transportes públicos e interesse e curiosidade. Apenas o motivo de usar como alternativa aos transportes públicos revelou ser estatisticamente significante para usarem mais frequentemente. Em relação aos impactos, verificou-se que alguns usuários de veículos de propriedade privada têm reduzido o seu uso, têm-se tornado mais conscientes com os seus custos de mobilidade, embora se tenha verificado um desentendimento em comprar e ter um veículo.