Multimodal Mobility in Mainland Europe State of the Art and Future Scenarios

Transcription

1 Multimodal Mobility in Mainland Europe State of the Art and Future Scenarios Slide 1/15

2 Agenda 1. Definitions 2. Infrastructural framework 3. Operational framework 4. Political framework 5. Recommendations towards sustainability 6. Future Scenarios Slide 2/15

3 1. Definitions Multimodal Mobility Mobility: ability and capability for moving requires access to means of transport as well as access to transport infrastructure Transportation: actual moving a countable trip with one of the available means of transport Intermodal mobility: Repeating (and learned) use of a combination of transport modes. Trip and trip back are identical Multimodal mobility: Instantaneaous (sometimes spontaneous) decision to use a certain transport means. Trip and trip back differ. Repeating and learned use of smart phones for booking, information and access. Alert 1: it is more honest to speak of multimodal transport whereas multimodal mobility merely consists of accessability aspects. Alert 2: multimodal mobility requires integrated platforms and tools for information, tariff and access. (e.g. mobility cards ) Alert 3: mostly integrated (public transport) tariffs merely use methods of discounting (e.g. abandonment of registration fees for car sharing/car club companies) yet, no complete integration has been put into service Slide 3/15

4 1. Definitions One-Way-Offerings Cassical: Public transport Taxi Rental car (e.g. Europcar) Pedestrian trips Modern: Free-floating CarSharing (e.g. car2go) Station based CarSharing with one-way-options (e.g. GAG) BikeSharing (z.b. Konrad Kassel) (Professional) ridesharing Alert 1: All private vehicles (car, bicycle) and classical CarSharing offerings are two-way-offerings Alert 2: Intuitively usable information portals as well as individualised mobility marketing promote diversity (both classical and modern) Slide 4/15

5 2. Infrastructural framework Multimodal hubs Central train stations (very rarely airports) traditionally have multiple functions concerning urban design abidance (e.g. for shopping, food, meeting points) information. During the last years central train stations also became important places for barrier-free everyday life. Today, (central) stations combine a large number of different (classical and modern) transport means Apart from that, central stations are the most valuable places for bicycle stations mobility centrals Alert 1: The larger the city the more multimodal the central station Alert 2: In some cities the main station is sited away from the city centre, this often cuts off quality especially concerning urban design Slide 5/15

6 2. Infrastructural framework Suburban solutions Freefloating carsharing has less performance in suburban contexts (e.g. the vehicles stand still for more than 30 hrs) Otherwise, classical carsharing increases highly Therefore, decentral multimodal interfaces are getting very popular The city of Bremen (northern Germany) was first to introduce mobility points (german: Mobilpunkt ) an interface station consisting of a tram or (important) bus station a kiosk (safe) parking spaces for private cars and bicycles charging points for electric vehicles a station for classical (station-based) carsharing This type of a multimodal suburban hub is now being advanced, adding bikesharing stations smaller decentral adaptations (using the belittlement Mobilpünktchen ) without kiosks ultramodern real-time information boards Slide 6/15

7 2. Infrastructural framework Rural areas In Germany appr. 570 private cars exist per 1000 inhabitants (UK 465, France 500, Netherlands 458) Regional differences vary between 289 in Berlin (Europe s best: Amsterdam 260) and over 700 in (economically strong) rural areas Public transport performs with low quality and low frequencies The ratio of privately owned houses in rural areas is at over 80%, therefore small necessity for public parking areas and public charging points Very low density of carsharing offerings (map) in northern and eastern Germany, higher densities around larger cities in southern and southwestern Germany Very few pilot projects towards integration of public and private transport (e.g. Mobilfalt ) Alert 1: In rural areas, demografic processes have large impact on social, economical and ecological development, therefore models for multimodal transportation networks need public funding, especially off the urban areas. Alert 2: Dynamic market movements in mobility takes place at cities and urban areas. The necessity to act (e.g. to make public transport barrier-free), however, increases in rural contexts. Slide 7/15

8 3. Operational framework Necessary basic co-operations 1. local and regional authorities must work together closely in terms of administrative hurdles for operators tax funding for modern (and classical) transport solutions joint plannings of transport networks and interfaces 2. (Transport) operators running (integrated) public transport systems (railway and buses) carsharing bikesharing taxi ridesharing platforms energy grid systems perhaps other forms (e.g. cargo logistics, care management, craft) found... joint venture solutions or all in one hand-solutions mobility providing solutions. Alert 1: Such schemes sometimes need years to be prepared Slide 8/15

9 3. Operational framework Ruling Integrator local authorities (e.g. TfL/DfT) operators (e.g. Deutsche Bahn/Virgin) or perhaps a car manufacturer (e.g. Volkswagen/Ford) or perhaps an information network provider (e.g. Google/Facebook) or perhaps advertising companies (e.g. Ströer/JCDeceaux) can become an integrating institution. Otherwise, a new institution can be founded as a public private partnership company (comparable to Toll Collect ) The integrator provides all-in-one-hand information all-in-one-hand booking, charging and tariffing corporate identity pilot schemes for nationwide solutions In Germany, Deutsche Bahn sets first schemes (Either does SBB in Switzerland) by co-operating with car2go, Citroen multicity and other carsharing companies by running own carsharing-fleets (e.g. Flinkster) and bikesharing-fleets (e.g. Call a bike) by providing a nationwide all-in-one-hand mobility card (D: Bahncard 100/CH: GA) Slide 9/15

10 3. Operational framework Dynamic communication market Apps dealing with transport stand within the most used apps (e.g. DB Navigator is #6 of the most used smartphone apps in Germany) Since the first smartphone appeared in 2005, young people tend to use less private cars renounce getting a driver s licence act spontaneously in terms of personal mobility Today, dynamic information about nearly all modes of mobility is available in real time (e.g. via mymobilitymap ) Software solutions allow information, booking and access all-in-one (e.g. Hacon) Apart from web solutions (smartphone, tablet, internet-pc), realtime information can be displayed to passenger information monitors at stations in trains in pedestrian areas and important buildings Alert 1: In most cases, a mixture of realtime and target time is provided Slide 10/15

11 4. Political framework Effects and impacts from demographic changes (Most) cities over inhabitants slowly increase A few cities over inhabitants increase slightly faster (e.g. Munich, Hamburg, Paris, Amsterdam) Regions with a good mixture of manufacturing and service-oriented industry slowly increase All other cities and regions shrink Birth-rate in many countries is at all-time low (D: 1,36, F: 1,99, UK: 1,94, NL: 1,79) Migrations from Africa (mostly fugitives from war zones) and southern Europe (mostly people from Spain and Greece due to the economic crisis) partly compensate that. People get older (i.e. 80 ys and more), which leads to massive obsolescence in most rural areas. More and more people live at the edge of poverty Massive decrease in car usage Massive demand on barrier-free infrastructrure Alert 1: Follow-up effects like exclusion from allday-life, arising socially problematic residential areas, lacks in local supply can only be avoided by political promotion programmes. Alert 2: Pilot schemes already focus on urban contexts. This might increase fastly. Slide 11/15

12 4. Political framework Liberation vs regulation Especially in terms of non-private transport means, two different processes are observable: 1. Self-dependant economic processes: - Market-entries of new mobility forms (e.g. OEM carsharing) - Market expansions (e.g. from classical carsharing towards freefloating carsharing) - Joint ventures (e.g. between public transport companies and bikesharing companies +x) 2. Politically introduced market situations: - Introduction of all-in-one-hand (+x) mobility cards (e.g. KaroCard Augsburg) - Promotion of electric vehicles in all sectors of transport (e.g. inductive bus services, electric police cars, electric carfleets for local autorities) - Introduction of pilot schemes in rural areas (e.g. E-Ticket Hohenlohe) This results in a large number of different service constellations both profitable and non-profitable. Research has to be done in order to define (political) best practises. Slide 12/15

13 5. Recommendations towards sustainability Research schemes and key industries Research schemes shall focus on public private partnerships (e.g. special funding programmes for new mobility products with accompanying research) international benchmarking (comparable to COMET) using fully electric vehicles (due to the fact that multimodal users can be early adopters for electric vehicles and vice versa) efficiency of subsidy in transportation terms Key industries are large scale mobility and logistics providers (e.g. DHL/Deutsche Post, Deutsche Bahn/Schenker, Virgin, Veolia) automobile manufacturers (partly) focussing on electric vehicles (e.g. Renault, Volkswagen) ---not very astonishing -- small software providers for individual solutions (e.g. parking slot and charging point reservation developed by komola ) small providers for realtime information devices (e.g. low-energy LCD-technology for dynamic bus stop timetables developed by BBR ) Slide 13/15

14 6. Future scenarios I Focussing metropolitan schemes Multimodal solutions, especially modern one-way options even in metropolitan contexts are not yet able to reach break even. Research results show decreasing profitability the smaller population density gets. This latter effect is measurable especially for classical carsharing offerings operators of electric vehicle fleets Therefore multimodal solutions targeting on substantial decreases in private transport demand may be focussing on metropolitan areas. In this case, research and promotion programmes in terms of interfacing urban and rural areas are sensible. Especially long-term datasets will help finding out interdependecies between demografic changes and behavioural aspects of mobility (a few of such are running since 2002) Technical research focusses on autonomous driving Smart city is about to come --- err oh no smart city already exists Slide 14/15

15 6. Future scenarios I Focussing metropolitan schemes Multimodal solutions, especially modern one-way options even in metropolitan contexts are not yet able to reach break even. Research results show decreasing profitability the smaller population density gets. This latter effect is measurable especially for classical carsharing offerings operators of electric vehicle fleets Therefore multimodal solutions targeting on substantial decreases in private transport demand may be focussing on metropolitan areas. In this case, research and promotion programmes in terms of interfacing urban and rural areas are sensible. Especially long-term datasets will help finding out interdependecies between demografic changes and behavioural aspects of mobility (a few of such are running since 2002) Technical research focusses on autonomous driving Smart city is about to come --- err oh no smart city already exists Slide 15/15

16 6. Future scenarios II - All in one hand Integrated multimodal logistic solutions from first to last mile (e.g. UPS) Combined transport systems in rural areas (e.g. postal services provide rides) Corporate identity from multimodal mobility hubs to small villages meeting points Individually available all-in-one-hand access and tariff solution - mobility card We run, we hide, we wait and we want a good life (from Elegantly Wasted - Farriss/Hutchence - mobility app (bluetooth, RFID, WLAN or access via1997) backend) Decentral realtime multimodal data management consisting of local traffic information collecting methods (e.g. at traffic lights) c2c/c2x-data frommailbox all connected vehicles (public transport, carsharing, in a German village bikesharing) Cargo bicycle (London) personal preferences of the custumer (voluntary) additional data from mobility providers (e.g. bad service) open links Slide 16/15