A milestone in the sharing economy audit process was reached in 2018. Relevant
departments adopted a multi-angle approach, combining management, legal systems, and technical supervision methods. The supervision was of unprecedented
rigor and scope, and development of standardization was based on stakeholder
consensus. The institutional environment for the development of the sharing economy has been further improved, and a regulatory framework has begun to be
established with the aim of standardization, institutionalization, and legalization.
As a result, platform companies have significantly improved their levels of compliance. Reliability has improved, laying a solid foundation for long-term, rapid, and
better development of the sharing economy. Auditing the sharing economy now
faces new challenges; establishment of a long-term audit mechanism is far from
complete. In addition, improving the level of data sharing between governments and
platform companies, emergency response mechanisms, auditing of platform algorithms, and encouragement of platform companies to actively fulfill their social
responsibilities are important issues that need to be addressed.
13.2 Current Status of Shared Bicycle and Shared Electric
Vehicle Systems in China
13.2.1 Shared Bicycles
Bicycle sharing was first attempted in Amsterdam, the Netherlands, in 1965. Bicycles were painted white and made freely available to everyone in Amsterdam (Runde
2011). The so-called white bikes were also known as free bikes and were the first
generation of shared bicycles. Theft and vandalism were so frequent that business in
open urban areas could not be sustained, but the use of free bikes became widespread
in specific local sites, such as universities. Since the 1990s, there has been an
increase in the number of bicycles that can be rented and returned to a fixed location.
This began in large cities and tourist cities and then evolved into station-type
bicycles with improved freedom of use through being able to return them to stations
in different locations. These have been positioned as part of public transportation
systems and were expected to contribute to low-carbon transportation in cities.
The latest concept of shared bicycles was formed on the basis that bicycles can be
combined with electronic locks and managed on an online platform. Compared to
station-type rental bicycles, there is greater freedom of use. In the past 5 years,
shared bicycles have experienced a global boom. In 2016, there were more than 1600
public and private bicycle-sharing systems in operation, doubling from 700 in 2013
(Chen 2016).
In recent years, competition in the bicycle-sharing market has undergone significant changes, and rapid development of the industry has caused widespread public
concern, instigating reflection on the prospects of development of the sharing
economy. Bicycle-sharing systems have developed rapidly due to the fact that
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departments adopted a multi-angle approach, combining management, legal systems, and technical supervision methods. The supervision was of unprecedented
rigor and scope, and development of standardization was based on stakeholder
consensus. The institutional environment for the development of the sharing economy has been further improved, and a regulatory framework has begun to be
established with the aim of standardization, institutionalization, and legalization.
As a result, platform companies have significantly improved their levels of compliance. Reliability has improved, laying a solid foundation for long-term, rapid, and
better development of the sharing economy. Auditing the sharing economy now
faces new challenges; establishment of a long-term audit mechanism is far from
complete. In addition, improving the level of data sharing between governments and
platform companies, emergency response mechanisms, auditing of platform algorithms, and encouragement of platform companies to actively fulfill their social
responsibilities are important issues that need to be addressed.
13.2 Current Status of Shared Bicycle and Shared Electric
Vehicle Systems in China
13.2.1 Shared Bicycles
Bicycle sharing was first attempted in Amsterdam, the Netherlands, in 1965. Bicycles were painted white and made freely available to everyone in Amsterdam (Runde
2011). The so-called white bikes were also known as free bikes and were the first
generation of shared bicycles. Theft and vandalism were so frequent that business in
open urban areas could not be sustained, but the use of free bikes became widespread
in specific local sites, such as universities. Since the 1990s, there has been an
increase in the number of bicycles that can be rented and returned to a fixed location.
This began in large cities and tourist cities and then evolved into station-type
bicycles with improved freedom of use through being able to return them to stations
in different locations. These have been positioned as part of public transportation
systems and were expected to contribute to low-carbon transportation in cities.
The latest concept of shared bicycles was formed on the basis that bicycles can be
combined with electronic locks and managed on an online platform. Compared to
station-type rental bicycles, there is greater freedom of use. In the past 5 years,
shared bicycles have experienced a global boom. In 2016, there were more than 1600
public and private bicycle-sharing systems in operation, doubling from 700 in 2013
(Chen 2016).
In recent years, competition in the bicycle-sharing market has undergone significant changes, and rapid development of the industry has caused widespread public
concern, instigating reflection on the prospects of development of the sharing
economy. Bicycle-sharing systems have developed rapidly due to the fact that
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X. Qian and W. Zhou