In the past few years, micro-mobility services have been arriving at unprecedented speed and scale to cities that are oftentimes ill-prepared to manage them. Typically, these services are introduced by private operators and are deployed as a “floating” system, meaning that only the vehicles themselves are physically present in public spaces. Legislation does not clearly define these new vehicles, and new business models do not fit neatly into existing methods of managing private businesses in public spaces.
The transportation community has responded by producing several helpful publications on the topic of micro-mobility, bringing more clarity and understanding to this phenomenon, documenting the growth and expansion of programs in cities, and providing guidance on good practices.
At Ramboll Smart Mobility we wanted to push the discussion away from general statistics about micro-mobility, and towards the identification of strategic goals and tangible key performance indicators (KPI). The KPIs can be measured by any city to better understand how successful and sustainable they are in providing new mobility options to their communities, and where they can improve.
Cities that are serious about reducing carbon pollution from transportation need to promote walking and biking, expand transit and micro-mobility services, manage development, and use pricing to reduce traffic and parking congestion.
Many of these steps are designed to reduce the use of single occupancy cars. At the same time, though, cities will also need to electrify everything that moves, including those passenger cars. Just as our approach to solid waste requires a “reduce, reuse, recycle” approach, city transportation policy needs to pursue a “both-and” strategy. Making it easier to use an electric car does not conflict with encouraging alternative transportation options, any more than making it easier to recycle conflicts with discouraging single-use packaging.
An interview with Matt Cole, conducted before his departure as the President of Cubic Transportation Systems. Interviewed by Gordon Feller, Founder: Meeting of the Minds.
There are multiple definitions out there of “mobility-as-a-service.” These range from some of the early-stage approaches, which focused on subscription plans and pricing, and not necessarily the outcomes. But, in my own view, that approach to “MaaS” was trying to promote all sorts of things that needed to exist in order to enable mobility. My own view is this: we’re working to enable mobility networks in cities and regions that promote journey choices. The emphasis is on journey choices that can range from the most affordable to the most efficient, or the most environmentally sustainable. But the aim is to enable all of the possible journey choices for all of the possible travelers. That means addressing the needs of every customer segment that needs to travel within a given city or region. We’re trying to enable those choices for everyone.
Can U.S. cities transform to overcome extreme car dependency?
In summer 2019, two values driven agencies came together to see if they could incentivize change in five cities with the Made to Move Grant program. This innovative, unique, and inspirational partnership between Degree and Blue Zones is awarding $100,000 dollars to each city to redesign their neighborhoods and city-centers for active, healthy lives. The program aims to create model practices and projects that gain the attention of other cities and inspire evolutionary changes to once again focus on places for people, and design accordingly.
Shared mobility services have been proposed as a solution to urban congestion. When Uber and Lyft launched a decade ago, proponents of this model of peer-to-peer “ride sharing” claimed it would revolutionize public transportation to the point of replacing it. Opponents of a 2016 ballot measure to fund transit projects in Detroit wrote, “The proposal spends billions on old transit tech like buses and rail while other cities are contracting out transit services to Uber, Lyft, Chariot and others that provide door-to-door service at substantial savings.”
In the meantime, we’ve learned that peer-to-peer ride sharing services, better called ride-hailing services since they primarily function as taxis carrying individual passengers, have made traffic 180 percent worse in some cities. They have over-supplied the market with vehicles that are empty most of the time, on average adding 2.8 miles of traffic for every mile they carry passengers.
By incorporating multiple transport modes into a single application, users can benefit from personalised services which recognise individual mobility needs, easier transactions and payments, and dynamic journey management and planning.
A fully comprehensive MaaS offering could mean the ownership of private vehicles is no longer necessary for people. As mobility needs begin to be provided by a range of services through a single platform, usership could replace ownership.
The potential of MaaS has been recognised around the world. In the UK, the government has included MaaS within its transport strategy. An expert committee of Members of Parliament concluded that MaaS has the “potential to transform how people travel” by boosting public transport, reducing congestion, and improving air quality.
Waiting for car manufacturers and ride-hail operators to decide the future of urban AV deployment will not create the cities that urban planners hope for, and often work very hard to make happen. While significant penetration of AVs — private or shared — is likely a decade or two away, deferring directional, optimization, and livability strategies will rob cities of flexibility, influence, and degrees of freedom within a decade.
If you believe AVs are coming eventually, the time to start getting ready is now, even if you believe human drivers will remain dominant for many decades. The steps outlined here are important support for the alternative to SOV, of expanding mobility-as-a-service such as Uber and Lyft.
In its second year, the Ford Mobility City:One Challenge (Formerly City of Tomorrow Challenge) program is a space for residents, businesses and community groups to connect and collaborate on solutions that improve mobility in cities. This year the Ford program has expanded to four more cities; Michigan Central Station (Detroit); Indianapolis, IN; Austin, TX; and its first international city, Mexico City.
While some cities across the country consider new highway projects, it is those pursuing alternative strategies that are thriving.
Drive to Zero’s mission is to transform the medium- and heavy-duty vehicle (MHDV) sector, which includes everything from transit buses to eighteen wheelers to box trucks to school buses. We are uniting key regions of change, along with leading manufacturers and fleet users, to collaboratively speed adoption of NZ and ZE technology through requirements, policies, incentives, investments, and infrastructure that support early market success.
BYCS is an Amsterdam-based social enterprise driven by the belief that bicycles transform cities and cities transform the world. We work internationally with governments, businesses, and nonprofits to initiate and scale breakthrough ideas that accelerate cycling in cities. We then invest our profits into game-changing programs that can be adopted around the world.
We found that EV owners are white (85%), male (75%), well educated, affluent (80% >$100,000 household income), older, urban/suburban oriented, and environmentally conscious; they charge at home and use the EV to commute to work (similar to findings in other areas of the country). “Environmental concerns” is the most important factor for purchasing and driving an EV; “price and status” is the second most important factor; “efficiency and performance” of the EV is the third most important. EV owners with lower household income (<$100,000), the remaining 20%, are younger, exurban/rural oriented, and concerned about price and status of the EV. Government at state and federal levels has been subsidizing mostly affluent households to purchase new EVs, which opens up a huge equity issue.