Tag Archive: Shared Mobility

  1. UK pilot project boosts disabled people’s confidence in using shared mobility

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    Sources: Smart Cities World, Cities Today

    A pilot programme in the UK has demonstrated the success of outreach, targeted training and practical support in introducing people with disabilities to the use and benefits of shared e-scooters and e-bikes. The project, led by shared transport organisation CoMoUK and delivered by charity Cycling UK, saw over 50% of participants going on to ride independently within a month of the project’s completion.

    The programme consisted of a series of in-person training sessions in Salford, Greater Manchester, working with 41 disabled participants, and addressing some of their common concerns about using shared mobility options. Sessions included off-road practice in using vehicles, supported on-street riding, and guidance on using scheme apps, and were designed to boost confidence and familiarity with their locally available shared e-bike and e-scooter services.

    Increased confidence

    Before the pilot, many participants had not used shared mobility services, with concerns about safety and uncertainty on using apps to the fore. After the sessions, 71% of participants said they were likely to use e-bikes independently, and 43% likely to use e-scooters. Feedback on the nature of the sessions was also positive, with the opportunity to gain hands-on experience in a safe space being crucial in building confidence.

    Addressing barriers to access

    A report following the pilot highlighted some of the obstacles which continue to exist for many disabled people in accessing, and enjoying the benefits of, shared mobility – primarily the need for users to have a provisional or full driving licence.

    Richard Dilks, chief executive of CoMoUK, said, “This pilot project has provided crucial evidence that disabled people are keen to use shared e-scooters and e-bikes once they are provided with the right support and training. It is very encouraging that over half of participants felt confident enough to ride independently shortly after their training sessions, overcoming any initial misgivings.

    “However, there is much work still to be done at both a national and local level if we are to make shared micromobility truly accessible to all. For example, the current requirement for a driving licence to access shared e-scooters acts as a barrier that disproportionately excludes disabled people. To ensure nobody is left behind, the UK Government must remove this requirement, while operators should continue developing inclusive marketing and accessible apps.”

    Rohan Kakad, transport solutions manager at the Motability Foundation, which funded the pilot project, also spoke about ways to scale up, and address barriers. “This pilot shows that, with the right training and support, shared micromobility services can help more disabled people make everyday journeys. It also highlights barriers that still need to be addressed – from accessible training and safe infrastructure to the lack of a clear regulatory framework to support inclusive use. That’s why we’re continuing our research and leading work to inform the future of micromobility regulation in the UK.”

    James Scott, director of behaviour change and development at Cycling UK, said, “When we offer people support to build skills in a safe, practical setting, we also provide greater freedom to travel for everyday journeys. With practical training, clear information, and a focus on real user experience, shared e-bikes and e-scooters can become a genuinely inclusive part of our transport system, supporting independence rather than excluding it.”

  2. Suburban mobility pilot challenges urban-centric shared transport models

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    Source: Zag Daily

    Shared mobility services such as bike-sharing have traditionally been designed for dense city centres, where demand is concentrated and distances are short. However, a suburban mobility initiative in Rudersdal, a pre-urban municipality around 20 kilometres north of Copenhagen, is testing whether these services can also play a meaningful role in low-density areas where car dependence remains high.

    The Rudersdal project forms part of the EU-funded Horizon Europe programme running from 2023 to 2026. Delivered under the wider pan-European GEMINI initiative and supported by the Capital Region of Denmark, the pilot explores how shared bikes and cars can strengthen public transport accessibility in suburban settings where service frequency drops and private vehicles dominate.

    “The more rural you go, the less available public transport becomes,” said Romeo Arianna, Project Lead at the Capital Region of Denmark. “People just hop into their car and commute into the city. That creates traffic, emissions and pressure on the system.”

    Mobility hubs and parking infrastructure

    In Rudersdal, more than 200 shared e-bikes and 60 shared cars were deployed through partnerships with micromobility operator Dott, car-sharing company GreenMobility A/S and Toyota subsidiary Kinto Danmark, supported by DTU Science Park.

    Rather than allowing vehicles to be scattered freely, the project centred on dedicated mobility hubs placed near train stations, bus routes, workplaces and local centres.

    “We were very clear that we could not allow bikes randomly lying around,” Arianna said. “Parking infrastructure is key. It is non-negotiable.”

    Alongside six physical hubs, more than 250 virtual hubs were introduced, enabling flexible parking zone adjustments based on demand.

    Evidence of intermodality with public transport

    Over the one-year demonstration period, more than 40,000 shared bike and car trips were recorded. Surveys suggested that around 30 per cent of shared mobility journeys were linked to train or bus travel. Data showed that 74.5 per cent of bike-sharing trips started or ended near public transport stations.

    “This was the core assumption we wanted to test,” Arianna said. “Is there really a connection between shared mobility and public transport? At least here, the answer is yes.”

    Suburban demand beyond commuting

    Trip data revealed that demand in Rudersdal and neighbouring Lyngby was comparable to some central Copenhagen locations, suggesting suburbs can develop their own mobility “centre of gravity.”

    Collaboration with major employers proved particularly effective. At DTU Science Park, serving more than 5,000 daily commuters, shared mobility options were quickly adopted. “For them it was free to establish,” Arianna said. “For us, the performance was very high.”

    Different shared mobility services also served distinct travel needs. Shared bikes were mainly used for local trips, while free-floating e-car sharing supported commuting into Copenhagen. Station-based car sharing was more suited to longer weekend or business journeys.

    From pilot to regional expansion

    All three operators chose to remain in Rudersdal after the pilot phase.

    Regional authorities are now exploring a standardised network of mobility hubs that could operate across municipal boundaries.

    “The industry always looks at scale,” Arianna said. “If you offer a regional approach, both sides are happier in the end.”

  3. Chicago reports record shared bike and scooter trips in 2025

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    Source: SmartCitiesWorld

    The US city has reported its highest-ever annual ridership on shared bikes and scooters, with residents taking 12.9 million trips in 2025, marking nearly two million more journeys than the previous year. These latest figures reflect a rising demand for convenient, affordable transportation options, alongside continued citywide investment in shared micromobility and cycling infrastructure in the region.

    The record follows strong ridership in 2024 and highlights Chicago’s expanding access to active transportation as part of its broader sustainability and mobility goals.

    Both of the city’s shared bike and scooter operators reported record usage, with Divvy recording 6.8 million e-bike and e-scooter trips, and 6.1 million rides being made with Lime e-scooters. The combination of both figures reveal an overall 12.9 million shared mobility trips in Chicago.

    Mayor Brandon Johnson linked the milestone to the city’s environmental and connectivity priorities. “Chicago’s record-breaking ridership on shared bikes and scooters demonstrates our collective commitment to building a greener, healthier, and more connected city,” he said.

    He added: “By expanding Divvy stations, creating protected bike lanes, and investing in infrastructure that serves all modes of transportation, we’re expanding access to active transportation while building a Chicago that prioritises sustainability, equity, and opportunity for all.”

    Discounted memberships, capped e-bike pricing and equity programmes such as Divvy for Everyone and Lime Access also helped support continued ridership growth as Chicago works toward a safer, more connected bike network serving all 77 community areas.

    Infrastructure growth and city investment

    The Chicago Department of Transportation (CDoT) has continued to expand the city’s micromobility network. Acting commissioner Craig Turner emphasised the department’s responsibility for safe streets.

    “CDoT is the guardian of the public way, and our teams work every day to ensure our streets work safely for everyone,” Turner said. “By expanding our bike network and implementing safety upgrades citywide, we are giving residents the infrastructure they need to choose the transportation option that works best for them.”

    In 2025, CDoT added 140 new Divvy stations with more than 2,000 new docks. The department also expanded in-station charging for the operator’s e-bikes and e-scooters, improving availability while reducing manual battery swapping and lowering operational vehicle trips.

    Chicago invested more than $3 million (approximately €2.5 million million) into Divvy, including subsidies to make the service more affordable for residents.

    Operator highlights momentum across the city

    Lyft, which operates Divvy, said the milestone reflects growing year-round adoption. “Lyft is proud to operate Divvy as Chicago reaches this incredible milestone. We saw riders continue to embrace Divvy across all seasons, from winter commutes to summer lakefront trips, and across all neighbourhoods in unprecedented numbers. That momentum tells us we’re on the right track. Lyft is invested in Chicago, ready to keep building a reliable system that works for users across the whole city.”

    Safety and equity measures support ridership growth

    In response to scooter safety and accessibility concerns, Chicago introduced sidewalk riding detection technology and upgraded parking compliance requirements. The city also installed more than 1,000 new bike racks and dozens of bike corrals.

    “This record-breaking year for bike and scooter ridership shows how essential micromobility has become for Chicago’s residents and visitors,” said BACP commissioner Ivan Capifali. “As the City’s business licensing department, BACP continues to partner closely with the companies to ensure operations are safe, compliant and consumer focused. We’re proud to explore and support transportation options that keep our city moving.”

  4. Lime to operate in UK West Midlands region

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    Source: West Midlands Combined Authority

    The LEVA -EU member has been appointed as the West Midlands’ new hire operator with the introduction of more than 2,000 new electric bikes and scooters in the region from April. The new agreement will see the scheme operate at no cost to taxpayers for the first time, replacing a service that previously cost approximately £1.4 million (€1.6 million) per year to run.

    Transport for West Midlands (TfWM) selected global micromobility provider, Lime, to manage the official regional hire scheme after a competitive tendering process.

    No-cost model and fare commitments

    Under the new arrangement, Lime will introduce a revised fare structure but has committed to maintaining existing overall price levels for the first two years of operation. TfWM said this approach is intended to ensure sustainable transport options remain affordable while delivering financial savings to the public sector.

    Both bicycles and e-scooters will be available from the scheme’s launch on 1 April in areas currently served. TfWM, local councils and Lime will also work together to expand the network over time.

    Regional and environmental benefits

    Richard Parker, Mayor of the West Midlands, said the new partnership would support cleaner and more affordable travel options while reducing pressure on public finances.

    “By bringing in a brand-new fleet of bikes and scooters and freezing prices for the next two years, we’re making sure there’s a practical and affordable green alternative for shorter journeys – helping to tackle traffic congestion and improve the air we breathe.

    And by securing a partnership that operates at no cost to the taxpayer, we are saving the public purse more than £1 million a year. This is money we can now reinvest back into our regional transport, delivering better journeys for everyone.”

    Lime’s expansion into the region

    Tom Newham, Lime’s Senior Manager of Public Affairs, said the company was looking forward to launching services in the West Midlands and working with communities to build a transportation system that works for everyone.

    “The West Midlands is well suited and primed for this, with multiple towns and city centres close together and a strong public transport network. Through WMCA’s continued investment in micromobility and supporting infrastructure, there’s a real drive to make e-bikes and e-scooters a popular, practical and affordable choice for getting around.

    From our experience running schemes in towns and cities across the UK, we understand what it takes to run a service people use and rely on every day. We’re looking forward to working with communities in every part of the West Midlands to build a service that’s run locally and works for everyone – whether they ride Lime or not”

    Active travel integration

    Beccy Marston, West Midlands Active Travel Commissioner, described the partnership as a significant leap for active travel in the region.

    “This new partnership marks an exciting step forward for active travel in the West Midlands. By significantly increasing the number of e-bikes across the region, we’re making it easier for more people to choose a convenient, affordable and sustainable option for short journeys. We’re looking forward to working with Lime to embed the cycle hire scheme alongside our wider active travel interventions and infrastructure improvements.”

    Rollout details

    Further operational details, including the launch of a new customer app, will be announced closer to the start of the service.

    As with the existing scheme, Lime e-scooters will be available only in Birmingham and on the University of Warwick campus, while e-bikes will be deployed more widely across the region.

  5. The evolution of shared e-scooter systems in Europe – a case study

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    Source: Urban Mobility Observatory

    The EU Urban Mobility Observatory has published a case study exploring four European capital cities’ approaches to managing shared e-scooters, and balancing the benefits of flexible, green urban mobility options with the challenges of safety, parking and public space management.

    In light of the rapid expansion of shared e-scooter schemes in European cities over the last five years, the study compares the experiences of Paris, Berlin, Stockholm and Brussels in introducing and managing such schemes, and highlights five key themes which are common to all four cities studied:

    • A need for clear national regulation
    • Consistent enforcement
    • Proper management of parking solutions
    • Optimised integration with public transport
    • Equity and safety are priorities

    The study authors highlight that the four cities represent a broad spectrum of governance approaches, from highly restrictive to more open, and provide a demonstration of how different regulatory choices can shape how shared e-scooter systems are integrated into a city’s urban mobility landscape.

    Paris – a restrictive approach

    The French capital experienced several years of rising cases of accidents, street clutter due to poor parking, and frustration among its citizens towards the shared e-scooter schemes that had been introduced. A referendum in 2023 led to a total ban on shared e-scooters in the city. Following the ban, demand for shared bicycles has increased, indicating a continued need for the flexibility of micromobility options. The city is now focusing on the management of remaining micromobility services with designated parking zones and stronger enforcement, backed up by public space occupation agreements.

    Private e-scooter ownership in France remains among Europe’s highest, indicating their popularity as personal mobility devices. Private e-scooters’ prevalence in French cities reinforce the need for effective management of public space and enforcement tools which go beyond regulations for shared mobility scheme operators.

    Berlin – structured integration

    Berlin is attempting to implement a structured integration of shared e-scooters, though is somewhat hampered by the lack of a strong national regulatory framework which limits its enforcement powers.

    The city is developing a sharing strategy designed for longevity, with the creation of a network of dedicated parking stations, and measures which include geofencing, requirements for precise tracking technology, and operator cooperation. Data-sharing agreements with operators, and integration with the city’s mobility platform Jelbi, have helped support multimodal journeys.

    Stockholm – structured integration

    Sweden’s capital has created a comprehensive operational framework for shared e-scooters, clearly outlining operators’ responsibilities and providing greater predictability for the city’s authorities. The framework consists of:

    • A bi-annual permit system
    • A citywide fleet cap of 12,000 e-scooters
    • Clearly defined parking rules, plus a relocation fee mechanism in the case of incorrectly parked scooters

    The study states that these measures have improved the oversight of shared e-scooters and supported their integration into the city’s active mobility strategy, though there remains a persistent problem with parking violations. It is also noted that, as with the case of Berlin, the lack of national regulation poses some constraints on the city’s ability to handle the shared e-scooter offering effectively.

    Brussels – a region-wide and data-driven approach

    Under Brussels’ Good Move mobility plan, the regional authorities have established a strong micromobility framework which is effective across multiple municipalities. Measures include mandatory parking zones, a unified data framework, and coordinated rules; these aim to enhance public space management, and guide the behaviour of shared scheme operators.

    The framework is reliant on data provided by shared scheme operators, which constitutes a significant limitation.

    Summary of challenges, benefits and transferability

    Key challenges include:

    • Parking compliance and enforcement
    • A lack of clear or comprehensive national regulatory frameworks

    Benefits include:

    • A large share of trips provide a commuting solution
    • Connections and integration with public transport networks and systems enable smooth multimodal travel
    • A major contributor to the drive towards decarbonised travel, first- and last-mile access and sustainable urban mobility

    The diverse range of experiences of these cities can provide practical lessons and governance models for other cities considering introducing shared e-scooter services, or refining systems already in place.

  6. Reliable shared mobility remains a challenge

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    Source: Leverage Research

    Municipalities across the Netherlands are increasingly exploring light electric vehicles (LEVs) as a component of shared mobility strategies. However, ensuring a stable, reliable, and long-term shared mobility offering remains a significant challenge.

    According to Klaas-Jan Gräfe, Program Manager for Smart and Clean Travel at the Green Metropolitan Region Arnhem–Nijmegen, the issue lies not in ambition, but in market maturity and coordination. He spoke to Leverage, a practice-oriented research project focused on LEVs, about the issues faced.

    The Green Metropolitan Region Arnhem–Nijmegen is a collaboration of 17 municipalities, including the cities of Arnhem and Nijmegen and fifteen surrounding municipalities. The organisation supports local governments by developing and sharing knowledge, facilitating cooperation, and strengthening the region’s positioning in policy areas such as mobility, the economy, circularity, and recreation.

    Interest in shared LEVs (such as electric scooters and cargo bikes) is growing among municipalities in the region. Several pilots and permit schemes have already been launched, yet many have struggled to achieve sufficient uptake or long-term continuity. Shared mobility, Gräfe explains, is still a young and fast-evolving sector. Some providers are reluctant to enter smaller or short-term contracts, preferring larger-scale and longer-duration agreements. As a result, municipalities face difficulties attracting and retaining operators.

    Exploring the integration of shared mobility with public transportation

    To address this, the Green Metropolitan Region is currently assessing the added value of shared mobility within the regional transport system. An external research agency is examining how shared mobility can complement existing public transport. One scenario under consideration involves deploying buses more frequently on main routes, while transforming local bus stops into mobility hubs. From these hubs, travellers could use shared scooters to complete the first or last mile, potentially making public transport faster and more attractive. Similar concepts are being explored for park-and-ride locations on the outskirts of cities.

    Could municipalities jointly issue a single tender for shared mobility?

    It is also being investigated whether municipalities could jointly issue a single tender for shared mobility services. This approach could be viewed as better aligning public-sector needs with market expectations and fostering longer-term public-private partnerships. A dedicated meeting between municipalities and shared mobility providers is scheduled for January 30, 2026, to explore this option further.

    Developing carefully designed mobility hubs

    Another key focus is the development of well-designed mobility hubs. Shared scooters and bikes often suffer from a negative public image due to improper parking and street clutter. By designating safe and logical parking locations, municipalities aim to improve safety, usability, and public acceptance. Leverage participants are expected to play a role in helping identify suitable hub locations where shared LEVs can genuinely add value to existing transport networks.

    National coordination

    Gräfe also stresses the importance of coordination at the national level. Reflecting on the relationship between shared mobility initiatives and LEVs, he states:

    “Yes, I think so. Because many municipalities are using LVEs for shared mobility, it’s important that Leverage aligns its own initiatives with those of the national program ‘Natural Shared Mobility’. Research is also being conducted there. To avoid duplicating efforts, it’s good to establish contact there and coordinate.”

    As municipalities continue to experiment with shared mobility, collaboration at both regional and national levels appears to be essential in creating reliable, scalable solutions that meet public needs and market realities alike.

  7. Learnings from a decade of shared mobility in North America

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    Source: Zag Daily

    During the recent North American Bikeshare & Scootershare Association (NABSA) conference in Montreal, a discussion panel titled “Wheels of Change: a Decade of Shared Micromobility Innovation” reflected on the developments in North America’s bike-sharing sector over the last ten years.

    The panel, moderated by Mark Roberts of Lyft, consisted of the heads of five shared-bike systems from the US, Canada and Mexico – in Montreal, Boston, Washington, D.C., New York and Guadalajara. Each of the systems have been in operation for over a decade in those cities, and the panellists were able to share insights on a variety of successful initiatives that have allowed uptake to flourish.

    Standout innovation successes

    Montreal’s BIXI encourages staff to contribute ideas that can be transformed into operational realities, including solutions such as user-accessible cargo trailers, and catering to Canada’s climate with winter-ready bikes. A notable project was the Carrefour BIXI initiative, mobile service hubs which brought fleet maintenance to the network, speeding up repairs and reducing logistical load.

    Back in 2011, Washington’s Capital Bikeshare (CaBi) system rolled out solar-powered modular stations, which allowed for easier, more flexible and cost-effective expansion into different streetscapes. As a result, ridership leapt from 50,000 to over 1 million trips in the space of one year, and CaBi has grown steadily ever since.

    Modularity was also key in New York where Citi Bike has seen speedy and adaptive growth, with modular station designs allowing expansion into lower-density areas, while still balancing accessibility. Citi Bike General Manger, Patrick Knoth, said, “Ridership more than doubled in low-density areas, where Citi Bike is increasingly used as a first and last mile option. Whether they live downtown or in outer neighborhoods, people genuinely love biking.”

    Citi Bike also has seen growth through the introduction of in-dock e-bike charging, enabling them to streamline operations and reduce emissions, through fewer logistics-van miles and increased availability of bikes.

    Over the course of ten-plus years, the e-bike has become a significant aspect of shared-use bike fleets, and has been transformative to the long-standing systems represented in the NABSA discussion. Roberts said, “When 69% of members choose e-bikes when given the option, it’s clear they’re not just popular. They’re changing who rides, how often and how far.”

    How infrastructure and policy allow for transformation

    The Boston Bluebikes system is municipally owned and spans 13 jurisdictions, and serves as a demonstration of the positive combination of governance and infrastructure. Louisa Gag, City of Boston Transportation Planner, said, “It’s very obvious – when you have a bike share station next to a cycle path, it increases ridership.”

    Washington, New York and Montreal all have deployed targeted cycling infrastructure programmes, which have helped to boost bikeshare uptake, demonstrating how the reclamation of road space for cycling enables shared micromobility to flourish.

    Guadalajara’s Mi Bici system is fully subsidised, and integrated with the city’s public trasnport network, and also highlights the value of infrastructure investment – the network has grown from 65km in 2014, to over 330km in 2025, and the system has recorded over 34 million rides to date.

    Reflecting on the five city systems represented on the panel, Roberts stated, “These systems account for a third of all micromobility trips in North America and the growth isn’t slowing down. That kind of momentum shows how central bike share has become to urban transport.”

  8. City of Leuven pilot project explores barriers to shared mobility

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    Source: Mobiel 21

    Sustainable mobility organisation Mobiel 21 was commissioned by the City of Leuven, Belgium, to analyse the barriers which people face in accessing mobility options such as shared bicycles, and to prepare a set of recommendations for dismantling those barriers.

    Shared mobility is gaining popularity in the Flanders region, with bicycles, cargo bikes and scooters among the vehicles available, however research has shown that accessibility could be improved. Those on lower incomes, the elderly and residents from migrant background communities use shared mobility less. Mobiel 21 highlights that shared mobility can act as a useful tool particularly for such vulnerable groups, providing access to a means of transport to work, school and other daily activities, without the high costs associated with purchasing, insurance, and maintenance.

    Launch of the Leuven pilot project

    The City of Leuven set up a pilot project, in collaboration with Mobiel 21 and shared transport providers VELO vzw and Cambio, with the aim of better understanding existing barriers residents experience in accessing shared mobility options. Between March 2024 and March 2025, temporary shared transport points were set up in three Leuven community centres, which actively serve neighbourhoods that are home to people in vulnerable groups.

    Residents were able to use a mix of shared mobility transport modes for a period of four months at each of the community centres – traditional bikes, electric bikes, electric cargo bikes, and a car. Participation was free of charge, in an effort to make the project as accessible as possible.

    Research during the project consisted of interviews with participants, and a focus group with community workers based at the three centres. The interviews explored with participants any barriers they experienced when using the shared vehicles, and their thoughts on shared mobility as a solution to their needs. The focus group discussed shared mobility, inclusion and mobility poverty. The community workers forming the focus group were the first point of contact for the project’s participants, assisting with registration and sign-ups with the sharing scheme providers, and gaining insights into local residents’ mobility needs.

    Identified barriers

    A range of barriers which can influence the use of shared mobility were identified by the research. With the pilot project being free of charge for participants, other factors than financial were highlighted:

    • Knowledge: Many residents did not really know what shared mobility entails.
    • Digital and practical skills: Using an app, or riding an electric bicycle or cargo bike does not come naturally to everyone.
    • How the sharing system works: Registration and making reservations can cause stress.
    • The sharing mindset: The contrast between “owning” to “shared-use” takes some getting used to.
    • Location and design of the sharing point: Proximity and recognisability of sharing points are crucial to attract users.
    • Cost: Even if rides are affordable, many people still feel financial stress, such as high entry fees, or a fear of fines.

    Recommendations for inclusive shared mobility

    Mobiel 21 drew up seven distinct recommendations which can act as a reference point to policymakers and shared mobility service providers in making shared schemes better tailored to the real-world requirements of vulnerable communities:

    • Communicate broadly, in clear language
    • Focus on personal guidance
    • Arrange practice sessions with the vehicles
    • Choose a familiar location and an offer tailored to the neighborhood
    • Simplify the registration process
    • Provide alternative methods to digital access
    • Ensure an affordable and balanced pricing model

    Based on the research results, the interviews, and the focus groups with the community workers, general recommendations can be made to make shared mobility more inclusive and better tailored to the wishes and needs of vulnerable population groups.

    The Insight document prepared by Mobiel 21 on the project can be downloaded here, in Dutch.

  9. The mobility pyramid concept supports the future of sustainable urban transport

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    Source: Tomorrow.city

    EIT Urban Mobility has published the second edition of its Costs and Benefits of the Urban Mobility Transition study, the findings of which support the logic of the mobility pyramid, where active mobility and public transport are prioritised over private motorised transport, for optimum environmental and financial returns. The study was developed in conjunction with consultancy firm TRT Trasporti e Territorio.

    The mobility pyramid concept is based on that of the familiar food pyramid, and was originally conceived by Danish architecture company Jaja. The pyramid format is intended to encourage people to make more choices from the base and lower parts of the pyramid structure, and the least from the top, with Jaja stating simply that “It’s good for you, your wallet and the environment.”

    The position of different transport modes in the pyramid is a result of ranking based on their efficiency, impact on the environment, and their societal benefits.

    • Active mobility: This forms the pyramid’s base section, with net-zero emissions, and should be the most dominant mode for sustainable transport networks and systems.
    • Public transport: This forms the mid-section of the pyramid, and is an efficient, scalable mode enabling people to travel further and quicker in scenarios where active mobility is not feasible. EIT Urban Mobility emphasises that public transport systems should be “inclusive and accessible, available to all.”
    • Private motorised transport: The tip of the pyramid represents the least sustainable, but often most ubiquitous mode of transport, due to car-focused urban planning.

    The EIT Urban Mobility study’s findings support the hierarchy of the pyramid, demonstrating that active mobility and public transport translate into significant health benefits, reductions in carbon emissions, and cost savings.

    Study methodology

    The study explores three scenarios of emissions reduction through simulations in twelve city prototypes. These scenarios are evaluated using carbon emissions indicators, plus financial costs and benefits linked to the interventions, and simulated to align with the Green Deal objectives.

    Cost benefits

    The study’s third scenario, which prioritises the achievement of net-zero emissions by 2050, found that the encouragement of a shift towards walking and cycling could result in health benefits equating to approximately €850-1,170 per capita. The WHO’s Health Economic Assessment Tool (HEAT) is cited in the study, which has found that “greater levels of activity yielding greater benefits for individuals, particularly those who are induced into active modes from relatively inactive lifestyles.”

    Scenario three – assuming the highest reduction in private car trips – is also the one which demonstrates the greatest cost savings for transport users. A shift in habits from private motorised transport towards more public transport and shared mobility translates into the highest cumulated cost savings per inhabitant – individual savings of up to €2,900 per inhabitant in 2030, and €15,000 per inhabitant by 2050.

    The role of shared mobility

    Shared mobility solutions, such as bikes or scooters, can serve as key connection modes within the transport ecosystem, particularly for first- or last-mile connectivity to public transport and destinations. The study emphasises that, while such services have the potential to enhance accessibility, there must be proper planning in place, to allow these services to complement public transport effectively. Without holistic planning and proper integration, shared mobility can actually reduce public transport use, rather than support it.

    Investment in public transport

    The study highlights that investment in reliable, efficient public transit systems can increase ridership by 7% by 2030, when combined with regulations such as low emissions zones which are designed to discourage individual car usage. An important additional benefit is that road traffic deaths decrease when users switch from private cars to urban public transport, as trams, buses and metro systems all lead towards safer streets.