O objetivo da dissertação é entender como os gestores lidam com as incertezas presentes no projeto de implantação de serviços públicos de compartilhamento de carros elétricos (carsharing) no Brasil. Esta é uma iniciativa emergente no Brasil, também observada ao redor do mundo. Os projetos pesquisados têm uma natureza inovadora e, por isso, carregam consigo incertezas que impactam as atividades dos stakeholders associados ao carsharing. Deste modo, a partir de estudos de caso, uma pesquisa exploratória foi guiada com o intuito de contribuir com a literatura sobre a análise de incertezas, focando àquelas ambientais inseridas em projetos de políticas públicas. Para a prática, a contribuição desta pesquisa está no auxílio que a identificação de incertezas pode oferecer na dinâmica de desenvolvimento do serviço e de outras iniciativas semelhantes. A pesquisa empírica foi realizada por meio do mapeamento das incertezas e da análise dos modos como os gestores têm as considerando na gestão dos projetos públicos. Percebe-se que os gestores têm se apoiado em esforços de comunicação; desenvolvimento de estudos por meio de Procedimentos de Manifestação de Interesses (PMIs); alianças com outros atores envolvidos no desenvolvimento do sistema; e relações contratuais, ora rígidas, ora flexíveis. Ainda admite e discute, nesta dissertação, o fato dos planos serem construídos embasados em suposições por vezes não explícitos dentre os stakeholders. Por fim, aponta-se para as implicações que o reconhecimento das suposições e dos objetivos dos projetos podem trazer a progressão das iniciativas. / The dissertation goal is to understand how the managers deal with uncertainties related to the implementation of carsharing projects in three Brazilian cities. The electric carsharing is an emerging initiative in Brazil, as well as in other countries. The researched projects concern to innovation by essence, for this reason, there are uncertainties in them, what affects the activities of stakeholders engaged in the carsharing projects. Therefore, from case studies, an exploratory research has been conducted, in order to contribute to the literature on uncertainty analysis, focusing on uncertainties that are in the public policy environment. The practical contribution of this research consists in identify uncertainties, which may assist the development of carsharing services and other similar initiatives. It is perceived that managers have relied on communication efforts; on the development of studies by PMIs; on alliances with other actors involved in the development of the system and on contractual relations, which are sometimes rigid and sometimes soft. Furthermore, it is admitted and discussed that sometimes plans are built on assumptions that are not clear among stakeholders. Lastly, it is indicated implications that acknowledging the assumptions, together with the project objectives, can bring for the advancement of initiatives.

What transportation means corporations choose for satisfying their mobility needs may have an essential impact on the environment. Choosing environmental friendly, alternatives such as battery driven light electric vehicles, would mean drastically contributing to a more sustainable environment. Meanwhile as carsharing solutions, continuously rise in popularity together with other sharing economy business models so do their possibilities to satisfy the mobility needs for corporations either by them implementing their own carsharing service or by investing on external services offered by established carsharing operators. This thesis has investigated and designed for a Zbee based corporate carsharing service, to be used between the affiliates of Vinngroup in Gothenburg. A Zbee is a light electric three-wheeled vehicle. Based on user-centred service design methods, methods suggested for sharing economy solutions, as well as user experience design methods, this thesis identified that users have different individualistic needs in a workplace and prior experiences that affects how they will use the service.In order to satisfy these different needs, it was found, the system needs to provide real-time vehicle and scheduling information for ensuring the users vehicle availability and service reliability, being one of the first requirement from the users. Further the service should provide users with functions that help users through the different use phases that were identified during this work. The findings found were then presented visually by designing mobile application prototypes and testing them on participants iteratively. The final set of prototypes was further evaluated by using the System Usability Scale, an effective and popular tool for measuring the usability of products and services. This evaluation gave the scores 77.5, 92.5, 90, 87.5 and 72.5, thus this giving a mean-value of 84 and a median of 87.5. All these scores suggests the prototype has high usability.

Compared to private car ownership, carsharing has emerged as one of the innovative ways of promoting sustainable and more environmentally friendly transportation. As a service thathas existed for decades, carsharing has evolved significantly, with the introduction of several business and service models to create value for users. Despite the popularity of carsharing, private car ownership continues to grow, even though these cars end up being parked most of the time, contributing to congestion in urban areas. Using an exploratory research approach with the aid of speculative design, this thesis investigated the key qualities of a potential digital carsharing service for private vehicle owners, who could share their vehicles with fleet operators during times when the vehicles are idle. Qualitative, semi-structured interviews of ten private vehicle owners wereconducted to investigate the qualities of the potential digital carsharing service. The potential key qualities were grouped under technical and functional qualities according to Grönroos’ Nordic service quality model. The results indicate the importance of designing services that leverage technical qualities such as reward, accessibility, appearance and safety, and security, and functional qualities such as assurance, flexibility, responsiveness, and personalized.

Os desafios relacionados à mobilidade têm gerado diversas discussões entre todos os setores da sociedade e têm exercido influência determinante sobre o declínio da qualidade de vida das pessoas. No centro desta discussão está a dificuldade crescente em se acessar os serviços e as oportunidades presentes nas cidades em função das barreiras impostas pelos atuais padrões de mobilidade urbana. Partindo-se do entendimento de que a utilização do uso do modelo atual de mobilidade urbana é uma questão muito complexa, pois está enraizada na cultura em algumas sociedades, a pesquisa se utiliza de uma abordagem qualitativa por meio de um estudo multicasos (AB Volvo; Daimler AG; FIAT Chrysler Automobiles; PSA Peugeot Citroën S.A.; Renault S.A; Volkswagen Group AG) para avaliar como a indústria automotiva nacional se posiciona a partir de um processo de transição em que a mobilidade urbana vem enfrentando, no qual a sustentabilidade também é uma exigência da sociedade. E mais do que isso, o estudo busca avaliar se essa indústria de fato participa direta e ativamente dessa transição ou se posiciona de forma defensiva. O framework fornecido pela abordagem da Perspectiva Multi Nível ou MLP (do inglês MultiLevel Perspective) fornece uma teoria que conceitua padrões dinâmicos globais em transições sócio-técnicas por meio da combinação de conceitos como trajetórias, regimes e nichos e teoria institucional a partir do posicionamento de atores em contextos que se formam a partir de suas próprias ações. Ao apresentar o caso brasileiro e suas particularidades, a tese explora um contexto específico, de um dos principais fabricantes e mercados de consumo do mundo, mas que não conta com uma montadora de capital nacional. Ao focar as montadoras, a tese traz um recorte de um dos principais atores inseridos no processo de transição para a mobilidade urbana sustentável. / The mobility challenges have generated several discussions among all sectors of society and have exercised decisive influence on the decline in the quality of life. In the center of this discussion is the increasing difficulty in accessing services and opportunities in the cities due to the barriers imposed by current patterns of urban mobility. Starting from the understanding that the use of the current mobility model is a very complex issue, because it is rooted in the culture in some societies, the research uses a qualitative approach through a multicases study (AB Volvo, Daimler AG, Fiat Chrysler Automobiles, PSA Peugeot Citroën SA, Renault SA, Volkswagen Group AG) to evaluate how the national automotive industry is positioned from a transition process in which urban mobility is facing, in which sustainability is also a requirement of society. And more than that, the study aims to assess whether the fact that industry participate or directly and actively in this transition or it is positioned defensively. The framework provided by the approach of the MLP (MultiLevel Perspective) provides a theory that conceptualizes global dynamic patterns in socio-technical transitions through the combination of concepts like trajectories, schemes and niches and institutional theory from the positioning of actors in some contexts. Presenting the case of Brazil and its particularities, the thesis explores a specific context, an important manufacturer and consumer in the automotive industry, but that does not have a national automaker. By focusing on the automakers, the thesis brings a look of one of the most important actors inserted in the transition process to the sustainable urban mobility.

Purpose: To explore and reveal specific factors that affect consumers’ environmental concern, attitude and intention to use carsharing. Background: Due to the current environmental problems especially air pollution, the consumption of sustainable products has developed to be an upcoming trend. Consumers are increasingly concerned of the environmental issues and are more willing to act on those concerns. However, this willingness is not always translated into sustainable consumer behavior due to different reasons such as availability, affordability, convenience, product performance, skepticism and force of habit. One of the examples of sustainable consumption is carsharing which is often referred to as an alternative to owning a car. The service is eco labeled and all the cars in the fleet are driven on alternative and environmentally friendly fuel. Carsharing in Sweden is not so developed as in other European countries and companies which provide this service predominantly turns to business companies and municipalities. There is quite little research conducted when it comes to carsharing use by private households. The main focus of this study is to look at carsharing as a part of the sustainable consumption, studying consumers’ environmental concern, attitude and intention to use carsharing. Method: In order to answer the purpose a deductive approach has been applied where the data was collected through the questionnaires. Theories and previous research has been used in order to form the hypothesis which later has been tested. The data retrieved through the research has been processed and analyzed using SPSS software. Conclusion: The results show that personal environmental concern has an influence on attitude and intention to use carsharing. Control beliefs and behavioral beliefs have a stronger impact on formation of attitude and intention compare to normative beliefs which has a low impact. Perceived consumer effectiveness has a strong impact on intention to sustainable behavior where respondents believe that carsharing can contribute to a better environment. Government regulations and information about the service are strong triggering factors for intention to use carsharing. The study showed that consumers have insufficient amount of information about carsharing service and indicate that local authorities and government should provide incentives in order to facilitate usage of this service.

Os desafios relacionados à mobilidade têm gerado diversas discussões entre todos os setores da sociedade e têm exercido influência determinante sobre o declínio da qualidade de vida das pessoas. No centro desta discussão está a dificuldade crescente em se acessar os serviços e as oportunidades presentes nas cidades em função das barreiras impostas pelos atuais padrões de mobilidade urbana. Partindo-se do entendimento de que a utilização do uso do modelo atual de mobilidade urbana é uma questão muito complexa, pois está enraizada na cultura em algumas sociedades, a pesquisa se utiliza de uma abordagem qualitativa por meio de um estudo multicasos (AB Volvo; Daimler AG; FIAT Chrysler Automobiles; PSA Peugeot Citroën S.A.; Renault S.A; Volkswagen Group AG) para avaliar como a indústria automotiva nacional se posiciona a partir de um processo de transição em que a mobilidade urbana vem enfrentando, no qual a sustentabilidade também é uma exigência da sociedade. E mais do que isso, o estudo busca avaliar se essa indústria de fato participa direta e ativamente dessa transição ou se posiciona de forma defensiva. O framework fornecido pela abordagem da Perspectiva Multi Nível ou MLP (do inglês MultiLevel Perspective) fornece uma teoria que conceitua padrões dinâmicos globais em transições sócio-técnicas por meio da combinação de conceitos como trajetórias, regimes e nichos e teoria institucional a partir do posicionamento de atores em contextos que se formam a partir de suas próprias ações. Ao apresentar o caso brasileiro e suas particularidades, a tese explora um contexto específico, de um dos principais fabricantes e mercados de consumo do mundo, mas que não conta com uma montadora de capital nacional. Ao focar as montadoras, a tese traz um recorte de um dos principais atores inseridos no processo de transição para a mobilidade urbana sustentável. / The mobility challenges have generated several discussions among all sectors of society and have exercised decisive influence on the decline in the quality of life. In the center of this discussion is the increasing difficulty in accessing services and opportunities in the cities due to the barriers imposed by current patterns of urban mobility. Starting from the understanding that the use of the current mobility model is a very complex issue, because it is rooted in the culture in some societies, the research uses a qualitative approach through a multicases study (AB Volvo, Daimler AG, Fiat Chrysler Automobiles, PSA Peugeot Citroën SA, Renault SA, Volkswagen Group AG) to evaluate how the national automotive industry is positioned from a transition process in which urban mobility is facing, in which sustainability is also a requirement of society. And more than that, the study aims to assess whether the fact that industry participate or directly and actively in this transition or it is positioned defensively. The framework provided by the approach of the MLP (MultiLevel Perspective) provides a theory that conceptualizes global dynamic patterns in socio-technical transitions through the combination of concepts like trajectories, schemes and niches and institutional theory from the positioning of actors in some contexts. Presenting the case of Brazil and its particularities, the thesis explores a specific context, an important manufacturer and consumer in the automotive industry, but that does not have a national automaker. By focusing on the automakers, the thesis brings a look of one of the most important actors inserted in the transition process to the sustainable urban mobility.

Projekt BeMobility: Carsharing mit e-Fahrzeugen Ziel war die Einbindung von Elektroautos in eine Carsharing- Flotte und ihre Integration in multimodale Angebotskonzepte. Nutzergerechte Mobilitätsangebote für urbane Räume wurden entwickelt und im Realbetrieb beurteilt; hierbei wurde die Attraktivität des Carsharing mit e-Autos untersucht. (Kapitel 1) Forschungsansatz: Feldtest mit multimethodaler Begleitforschung Die angewandte Forschung des InnoZ setzte auf eine Kombination verschiedener Methoden. Sowohl vor als auch während des Feldtests wurden potenzielle Nutzer bzw. Testkunden befragt. Dazu wurden die Methoden Lead-User-Integration, Fokusgruppen sowie breite Befragungen gewählt. (Kapitel 2) Interessenten und Testkunden: Männlich, gebildet und ÖV-affin Potenzielle Nutzer und Testkunden sind den sozialen Leitmilieus zuzuordnen. Sie können als sogenannte Lead User gelten. Die Begleitforschung mit über 500 Befragten in vier Teilstudien lässt wichtige Schlüsse auf Akzeptanz und zukünftige Verbreitung von e-Autos im Carsharing zu. (Kapitel 3) Elektrofahrzeuge: Hoher Fahrspaß, aber Reichweite kritisch Die Erwartungen potenzieller Nutzer aus der Vorfeldphase werden im Praxistest teilweise übertroffen. Dies gilt insbesondere für die Fahreigenschaften der Elektrofahrzeuge. Allerdings werden die Erwartungen an Batterie und Laden sowie speziell an die Reichweite nicht erfüllt. (Kapitel 4) Preisbeurteilung: Geringe Aufpreisbereitschaft für e-Carsharing Für elektrisch betriebene Fahrzeuge gibt es auch im Carsharing- Einsatz kaum eine Aufpreisbereitschaft. Für ausgewählte zusätzliche Services besteht auf Nutzerseite aber eine – wenn auch geringe – ergänzende Zahlungsbereitschaft. (Kapitel 5) Mobilitätskarte: Multimodales Angebot gut bewertet Die befragten Nutzer sehen die Kombination von e-Fahrzeugen mit dem öffentlichen Verkehr als wichtig an. Eine Mobilitätskarte, die eine Nutzung von Flinkster, Call a Bike und ÖPNV ermöglichte, wurde im Feldtest positiv bewertet. (Kapitel 6) Akzeptanz: Hohe Kundenbindung, aber geringe Nutzung Die Testnutzer haben eine hohe emotionale Kundenbindung. Diese wurde aber im Regelfall nicht in eine entsprechend häufige Nutzung der Fahrzeuge umgesetzt. Vielnutzer beurteilten die Dienstleistung e-Carsharing signifikant besser als die große Gruppe der Wenignutzer. (Kapitel 7) Mobilitätstypen: Öko-Überzeugte und ÖV-Affine mit Potenzial Auf Basis des Mobilitätstypenansatzes wurde die Stichprobe der potenziellen e-Carsharing-Kunden in verschiedene Typen aufgeteilt. Die höchsten Potenziale ergaben sich bei den Typen „ökologisch überzeugte Radfahrer und Multimodale“ und „pragmatisch orientierte ÖV-Nutzer“. (Kapitel 8) / The BeMobility Project: Car-sharing with Electric Vehicles The aim of the project was the insertion of e-vehicles into a carsharing fleet and its subsequent integration with multi-modal public transport offerings. User-friendly urban mobility services were developed and evaluated under real-world conditions. The attractiveness of integrating e-vehicles into an existing car-sharing service was investigated. (Chapter 1) Methodology: Field Trials and Multi-Method Market Research Potential users and customers were interviewed before and during the field trials. In addition, methods such as “lead-user integration”, focus groups, as well as a general survey of user attitudes were chosen. (Chapter 2) Interested Users and Pilot Customers: Male, Highly-Educated, with an Affinity to Public Transport Potential users and customers generally belong to social groups A/B and can be considered ‘lead-in’ users. The survey of more than 500 users in 4 separate market research studies yielded important insights regarding user acceptance and the future spread of e-vehicles in car-sharing fleets. (Chapter 3) E-Vehicles: Positive Driving Experience but Range is Critical Some expectation of potential users from the pre-trial phase were met or even over-fulfilled. This is true in particular with regards to the driving experience associated with e- vehicles. However, the expectation of users with regard to batteries, charging and, specifically, the range of e-cars were not met. (Chapter 4) Pricing Expectations: Low Acceptance of Surcharges for eCar-Sharing There is very low user acceptance of premium pricing for e-vehicles even when they are deployed as part of a car-sharing service. There was some, but relatively low willingness to pay for additional electric mobility services amongst users. (Chapter 5) Smart Mobility Card: Positive User Response to Multi-Modal Services Offerings The users that were surveyed view the combination of e-vehicles with public transport as important. A smart mobility card, which integrated flat-rate access to the Flinkster e-car-sharing service, the Call-a-Bike service and public transport were positively evaluated in the field trials. (Chapter 6) User Acceptance: Emotional Affinity – Low-Frequency Service Use The test users displayed a strong emotional affinity to the mobility service offerings. Routine, high-frequency users judge the electric car-sharing services significantly more positive than the bigger group of low-frequency users. (Chapter 7) User Characteristics: Green Values and Public Transport Affinity Indicate Potential A sample of car-sharing clients was surveyed. The highest user potential was documented in user types “green-conscious cyclists and multi-modal users” and “pragmatic public transport users”. (Chapter 8)

De senaste åren har tekniska förutsättningar, ekonomiska behov och ökade miljöproblem lett till en utveckling bort från massbilism i många av OECD-länderna. Allt fler deltar allt oftare i att dela resurser som ett sätt att minska de allt ökande kostnader som det innebär att äga och driva ett privatfordon. Delningstjänster kan ses som ett ökat intresse för vår omvärld men kanske främst som något som förenklar och sänker de kostnader som starkt är kopplade till mobilitet. Allt fler urbana livsstilar gör sig helt enkelt oberoende av att kunna transporteras med bil, till fördel för alternativen.   Sett i skuggan av det utgör bildelning ett alternativ till att äga sitt fordon men ändå ha fortlöpande tillgång till mobilitet när den behövs. Bildelningstjänster eller bilpooler fungerar som ett komplement till de andra transportsätten som innefattas i det multimodala och effektiva transportsystemet, såsom gång, cykel, buss, spårvagn, tunnelbana, hyrbil et cetera. Där alla delar har sina inbyggda styrkor och svagheter. Generellt har forskning skett på makroskala med ett fokus på att ta reda på hur vi får bildelningstjänster att fungera mest effektivt. I och med detta finns relativt goda kunskaper om Vad som behöver göras så är nästa fråga Hur? Var och hur tjänster bör planeras och placeras samt hur vi får fler att använda sig av dessa. Mer kunskap kan fås i området då allt fler tar del av dessa tjänster och de går från att vara en obskyritet till att möjligen ta rollen som norm. Utöver det så kan bildelning som delningsresurs ha inverkan både på parkerings- och platsbehov och en allmänt mer effektiv resursanvändning. Planering påverkar utformningen och därför existerar också ett behov av att systematiskt utvärdera hur bildelning kan understödjas och begränsas av detta.   Målet med detta arbete är att undersöka vilka faktorer som driver på fortsatt utveckling av tjänsterna och i viss mån finna lösningar som kan utvecklas för svenska fall. Framförallt för att ge mer kunskap kring den självklara kopplingen mellan planering och utformningskrav. Genom att basera en komparativ analys från den breda kunskap som finns kring bildelningstjänster kan vi finna generella faktorer som kan hjälpa oss med avvägningar kring en studie av ett faktiskt planeringsproblem. Något som för svenska förhållanden både skiljer sig och liknar de problem som man möter på i andra länder. Ett nyligen färdigställt projekt i Malmö agerar som studium då detta projekt från början implementerade möjligheter att sänka kravet på antalet parkeringsplatser. Bildelning har detta fall systematiskt använts som ett planeringsverktyg. Att fortsatt kunna utveckla en modell för användning för svenska plantekniska förhållanden kan ha stor inverkan på hur effektiv bildelning kan bli och vilken roll det kan spela i ett mer effektivt transportsystem i framtiden. / In recent years, technological conditions, economic needs and increasing environmental problems has led to a trend away from mass motoring in many OECD countries. More and more people participate in sharing resources with each other as a way to reduce the ever increasing costs involved in owning and operating a private vehicle. Sharing services can be seen as an increased interest in the world around us, but perhaps primarily as something that simplifies and reduces the costs that are strongly linked with mobility. Urban lifestyles to a greater extent free themselves of using car based transportation to the advantage of the optional modes.   Carsharing is an alternative to owning your own vehicle while still having continuous access to mobility when needed. Carsharing services operate as a complement to other modes included in the multimodal and efficient transportation system, such as walking, cycling, bus, tram, subway, rental car, et cetera. Each mode has its own strengths and weaknesses. Generally, research has taken place at the macro scale with a focus on finding out how we get carsharing services to work most effectively. As the knowledge about What is a relatively known, we need to answer the question How? Where and how services should be planned and located, and how do we get more people to use them. More knowledge will be available in the research area when more people take part in these services, and the services go from being an obscurity to possibly take the role as the norm. In addition to this carsharing as a resource that can have an impact on both parking and space requirements and a generally more efficient use of resources. Planning affects the design in which carsharing operates, it is therefore interesting to systematically evaluate how carsharing services are supported and held back by this circumstance.   The goal of this work is to investigate the factors driving the continued development of sharing services and how these possibly can be designed for the Swedish market. Above all, this can provide knowledge about the obvious link between planning and design requirements. Basing a comparative analysis on broad knowledge about carsharing provides general factors which can work as considerations for a study of an actual planning problem. The Swedish condition is both similar and different to the problems encountered in other countries. A project recently completed in Malmo acts as the study of the thesis mainly due to the fact that carsharing services were implemented as a prerequisite to lower the number of parking places needed. Hence carsharing was systematically used as a planning tool. To further develop a model for use with the Swedish preconditions and planning procedures can have a major impact on how efficiently carsharing can be and what role it can play in a more efficient transport system in the future.

Cette thèse s'intéresse à la conception optimale d'un système d'autopartage de type one-way avec stations. Les problèmes abordés traitent de deux aspects structurels importants : le dimensionnement optimal du système (nombre de places de parking, de véhicules, de relocalisation de véhicules, etc.) et la localisation adéquate des stations. Bien que le management ou pilotage en temps réel du service ne soit pas l'objet de cette étude, certains aspects pertinents (relocalisation de véhicules, nombre de jockeys) ont toutefois été intégrés aux modèles. L'approche mathématique utilise des objets de la théorie des graphes pour représenter les systèmes dans le temps et les problèmes sont résolus grâce à la programmation linéaire en nombre entiers. L'objectif est d'identifier la structure du service permettant de capturer le plus de demandes possibles. L'introduction de véhicules électriques et de la puissance de charge en station sont étudiés dans un modèle dédié. Les expérimentations s'appuient sur des données réalistes, générées aléatoirement. Nous nous intéressons particulièrement aux pistes d'amélioration des temps de calculs et de réduction des graphes. Une heuristique gloutonne permettant d'identifier rapidement une solution réalisable est en particulier proposée. Enfin, une étude de dimensionnement des batteries confirme que des capacités deux fois inférieures à celles actuellement sur le marché sont viable dans le contexte urbain actuel. / This thesis focuses on the optimal design of one-way station-based carsharing systems. We consider the system design through two structural aspects: the optimal system dimensioning (number of parking places, vehicles, battery capacities, etc.) and the identification of appropriate stations’ locations. Although the addressed problems do not directly concern the system management, some relevant aspects (like vehicle relocation operations) are nonetheless part of the models. The modelling approach uses graph theory to represent the system dynamics over time and various optimization models (ILPs and MILPs) are proposed. The objective is to deduce an optimal shape of the whole system (number of vehicles, parking places, jockeys, stations’ locations, etc.) allowing to capture the maximum number of estimated time-dependent requests. Electric vehicles and power supply are also included in an enhanced model version and context related constraints ensure the integrity of the whole model. The optimization allows to study the impact of different power supply technologies and settle the minimal autonomy a shared vehicle necessitate in this environment. Models are applied to realistic case studies, using both random generated data and real estimated outputs of simulation tools. Strategies including vehicle relocation operations managed by jockeys (employees of the carsharing operator) are considered. We propose some graph simplifications reducing the problem size and leading to greatly improve solver capabilities as well as computation times. A greedy heuristic helping to quickly find feasible solutions and initialize the solver is also proposed and illustrated.

Peer-to-peer (P2P) carsharing services offer a promising strategy for sustainable mobility, yet their uptake in Sweden has been slower than anticipated, particularly among car owners functioning as service providers. This study seeks to address this gap in understanding by examining the factors influencing these car owners' decisions to participate in P2P carsharing services. Using the Fogg Behavior Model (FBM) as a theoretical framework, 13 semi-structured interviews were conducted with both active and inactive users. Findings reveal that financial incentives, trust, and the potential to contribute to environmental sustainability motivate participation, while concerns about vehicle damage, liability issues, and perceived low demand present barriers. These insights can guide the development of digital services to better address these factors, potentially stimulating broader participation. Future research, drawing on the FBM, could focus on designing effective triggers based on these identified motivators and barriers. Despite the potential limitation of the small sample size impacting generalizability, the study offers valuable implications for service designers  aiming to boost the adoption of P2P carsharing services in Sweden to achieve the country's emission reduction targets.