Robin Chase is the inventor of Zipcar, a business that’s commercialized the social behavior of carsharing. Her focus is market-based pricing of transportation and the ways that wireless technologies could transform the transport sector.
Fuel efficient cars, she tells us, are not enough. Even if we had massive conversion to fuel efficient cars, we’d see only a 4% reduction in energy usage. We need behavioral changes as well. By making vehicles available in large cities and offering users a selection of vehicles, this gives consumers “all of the good stuff and none of the bad”, like the costs of vehicle maintenance.
The 100,000 members of Zipcar share 3,000 cars. They average only 500 miles a year of driving, far less than other urban car users. Users seem to like it - the userbase has doubled every year. But the pricing keeps use of vehicles down - at $8-10 an hour or $65 a day, are you willing to rent a car to go buy some ice cream?
To make this system work, it has to be technologically trivial, both to make it useful to the customer and to keep up margins. She’s now working on another technically lightweight solution to ridesharing, called Goloco. She mentions that ridesharing has excellent social benefits - if you travel to TED with someone, you generate social capital as well as saving fuel.
She points out that car travel is underpriced and overconsumed. To change this, we’re going to need financial incentives and disincentives. Ken Livingston introduced congestion charges in Central London - evidently this was popular, since Livingston got re-elected. She tells us that congestion charges are a precursor to road pricing - we currently tax road use by fuel taxes. But as fuel costs drop, this won’t work in the long term.
Introducing road pricing is going to require real technical innovation in wireless networks. She invokes The Graduate and gives us the one word of business advice: “Adhoc peer-to-peer self-configuring wireless networks” - in other words, mesh networks. She points out that One Laptop Per Child incorporates mesh and that mesh networks helped in the recovery of New Orleans.
Chase’s big idea is mesh networks based on automobiles, where there’s a device in every car in America to support congestion pricing and road tolls. She suggests that this could be a revolution in providing free and open networks supporting a wide range of applications but worries that, because there are no ongoing revenues from mesh and no one lobbying for mesh at the federal level. (I’d strongly disagree with this, pointing to projects like CuWin, and challenging whether this strategy can work outside of urban areas, but it’s certainly an intriguing thought.)
The German "Mitfahrgelegenheit" is a very popular ride sharing program with over 100,000 offers.
"But the pricing keeps use of vehicles down - at $8-10 an hour or $65 a day, are you willing to rent a car to go buy some ice cream?"
Isn't this a good thing? Using pricing to encourage Zipcar users to take fewer trips doesn't sound like a drawback.
this is a reason to move away from internal combustion motors sooner than later. maintenance costs would be much lower and cars for hourly or daily rent could be made more widely available at lower prices, as they wouldn't need to be rented every hour to pay for their operation.
a few other things maybe we could use:
* phone-based reserving, locating, unlocking (as part of total "get there" phone+GPS trip-planning network)
* just-leave-it-there dropoff, supported by flexibly routed street-side servicing (as needed; cars would know)
* swappable battery standards, for quick "fuel" stops
* local home delivery networks, eliminating many large-object hauling personal trips
I've been a member of the Co-Operative Auto Network, a car sharing co-op in Vancouver, for about 6 months now, and I love it. It encourage me to bike and take transit for most trips, but still provides me the convenience of a vehicle when I need to do big shopping trips or move furniture.