Differences, Constraints and Key Elements of Providing Local
Total Page:16
File Type:pdf, Size:1020Kb
Load more
Recommended publications
-
The Deloitte City Mobility Index Gauging Global Readiness for the Future of Mobility
The Deloitte City Mobility Index Gauging global readiness for the future of mobility By: Simon Dixon, Haris Irshad, Derek M. Pankratz, and Justine Bornstein the Internet of Things, artificial intelligence, and Where should cities other digital technologies to develop and inform go tomorrow? intelligent decisions about people, places, and prod- ucts. A smart city is a data-driven city, one in which Unfortunately, when it comes to designing and municipal leaders have an increasingly sophisti- implementing a long-term vision for future mobil- cated understanding of conditions in the areas they ity, it is all too easy to ignore, misinterpret, or skew oversee, including the urban transportation system. this data to fit a preexisting narrative.1 We have seen In the past, regulators used questionnaires and sur- this play out in dozens of conversations with trans- veys to map user needs. Today, platform operators portation leaders all over the world. To build that can rely on databases to provide a more accurate vision, leaders need to gather the right data, ask the picture in a much shorter time frame at a lower cost. right questions, and focus on where cities should Now, leaders can leverage a vast array of data from go tomorrow. The Deloitte City Mobility Index Given the essential enabling role transportation theme analyses how deliberate and forward- plays in a city’s sustained economic prosperity,2 we thinking a city’s leaders are regarding its future set out to create a new and better way for city of- mobility needs. ficials to gauge the health of their mobility network 3. -
On-Street Car Sharing Pilot Program Evaluation Report
On-Street Car Sharing Pilot Evaluation On-Street Car Sharing Pilot Program Evaluation Report JANUARY 2017 SAN FRANCISCO MUNICIPAL TRANSPORTATION AGENCY | SUSTAINABLE STREETS DIVISION | PARKING 1 On-Street Car Sharing Pilot Evaluation EXECUTIVE SUMMARY GOAL: “MAKE TRANSIT, WALKING, BICYCLING, TAXI, RIDE SHARING AND CARSHARING THE PREFERRED MEANS OF TRAVEL.” (SFMTA STRATEGIC PLAN) As part of SFpark and the San Francisco Findings Municipal Transportation Agency’s (SFMTA) effort to better manage parking demand, • On-street car share vehicles were in use an the SFMTA conducted a pilot of twelve on- average of six hours per day street car share spaces (pods) in 2011-2012. • 80% of vehicles were shared by at least ten The SFMTA then carried out a large-scale unique users pilot to test the use of on-street parking • An average of 19 unique users shared each spaces as pods for shared vehicles. The vehicle monthly On-Street Car Share Parking Permit Pilot (Pilot) was approved by the SFMTA’s Board • 17% of car share members reported selling of Directors in July 2013 and has been or donating a car due to car sharing operational since April 2014. This report presents an evaluation of the Pilot. Placing car share spaces on-street increases shared vehicle access, Data from participating car share convenience, and visibility. We estimate organizations show that the Pilot pods that car sharing as a whole has eliminated performed well, increased awareness of thousands of vehicles from San Francisco car sharing overall, and suggest demand streets. The Pilot showed promise as a tool for on-street spaces in the future. -
Regional Bus Rapid Transit Feasiblity Study
TABLE OF CONTENTS 1 INTRODUCTION ....................................................................................................................................................................................................... 1 2 MODES AND TRENDS THAT FACILITATE BRT ........................................................................................................................................................ 2 2.1 Microtransit ................................................................................................................................................................................................ 2 2.2 Shared Mobility .......................................................................................................................................................................................... 2 2.3 Mobility Hubs ............................................................................................................................................................................................. 3 2.4 Curbside Management .............................................................................................................................................................................. 3 3 VEHICLES THAT SUPPORT BRT OPERATIONS ....................................................................................................................................................... 4 3.1 Automated Vehicles ................................................................................................................................................................................. -
Bikesharing Research and Programs
Bikesharing Research and Programs • Audio: – Via Computer - No action needed – Via Telephone – Mute computer speakers, call 1-866-863-9293 passcode 12709537 • Presentations by: – Allen Greenberg, Federal Highway Administration, [email protected] – Susan Shaheen, University of California Berkeley Transportation Sustainability Research Center, [email protected] – Darren Buck, DC Department of Transportation, [email protected] – Nick Bohnenkamp, Denver B-Cycle, [email protected] • Audience Q&A – addressed after each presentation, please type your questions into the chat area on the right side of the screen • Closed captioning is available at: http://www.fedrcc.us//Enter.aspx?EventID=2345596&CustomerID=321 • Recordings and Materials from Previous Webinars: – http://www.fhwa.dot.gov/ipd/revenue/road_pricing/resources/webinars/congestion_pricing_2011.htm PROJECT HIGHLIGHTS Susan A. Shaheen, Ph.D. Transportation Sustainability Research Center University of California, Berkeley FHWA Bikesharing Webinar April 2, 2014 Bikesharing defined Worldwide and US bikesharing numbers Study background Carsharing in North America by the numbers Operator understanding Impacts Acknowledgements Bikesharing organizations maintain fleets of bicycles in a network of locations Stations typically unattended, concentrated in urban settings and provide a variety of pickup and dropoff locations Allows individuals to access shared bicycles on an as-needed basis Subscriptions offered in short-term (1-7 Day) and long-term (30-365 -
One-Way Carsharing As a First and Last Mile Solution For
ONE-WAY CARSHARING AS A FIRST AND LAST MILE SOLUTION FOR TRANSIT Lessons from BCAA Evo Carshare in Vancouver Prepared by: Neha Sharma | UBC Sustainability Scholar | 2019 Prepared for: Mirtha Gamiz | Planner, New Mobility | TransLink Lindsay Wyant | Business Insights Analyst | BCAA Evo June 2020 This report was produced as part of the UBC Sustainability Scholars Program, a partnership between the University of British Columbia and various local governments and organisations in support of providing graduate students with opportunities to do applied research on projects that advance sustainability across the region. This project was conducted under the mentorship of TransLink and BCAA Evo staff. The opinions and recommendations in this report and any errors are those of the author and do not necessarily reflect the views of TransLink, BCAA Evo or the University of British Columbia. Acknowledgements The author would like to thank the following individuals for their feedback and support throughout this project: Lindsay Wyant | Business Insights Analyst | BCAA Evo Mirtha Gamiz | Planner, New Mobility, Strategic Planning and Policy | TransLink Eve Hou | Manager, Policy Development, Strategic Planning and Policy | TransLink ii T ABLE OF C ONTENTS List of Figures ............................................................................................................................................. v Introduction .............................................................................................................................................. -
Enhanced Transit Strategies: Bus Lanes with Intermittent Priority And
CALIFORNIA PATH PROGRAM INSTITUTE OF TRANSPORTATION STUDIES UNIVERSITY OF CALIFORNIA, BERKELEY Enhanced Transit Strategies: Bus Lanes with Intermittent Priority and ITS Technology Architectures for TOD Enhancement Michael Todd, Matthew Barth, Michael Eichler, Carlos Daganzo, Susan A. Shaheen California PATH Research Report UCB-ITS-PRR-2006-2 This work was performed as part of the California PATH Program of the University of California, in cooperation with the State of California Business, Transportation, and Housing Agency, Department of Transportation, and the United States Department of Transportation, Federal Highway Administration. The contents of this report reflect the views of the authors who are responsible for the facts and the accuracy of the data presented herein. The contents do not necessarily reflect the official views or policies of the State of California.This report does not constitute a standard, specification, or regulation. Final Report for Task Order 5103 February 2006 ISSN 1055-1425 CALIFORNIA PARTNERS FOR ADVANCED TRANSIT AND HIGHWAYS Enhanced Transit Strategies: Bus Lanes with Intermittent Priority and ITS Technology Architectures for TOD Enhancement California PATH MOU 5103 Final Report Michael Todd, Matthew Barth College of Engineering-Center for Environmental Research and Technology University of California, Riverside Michael Eichler, Carlos Daganzo Department of Civil and Environmental Engineering University of California, Berkeley Susan Shaheen California Partners for Advanced Transit and Highways (PATH) University of California, Berkeley PATH Research Report: Enhanced Transit Strategies Abstract Due to increases in congestion, transportation costs, and associated environmental impacts, a variety of new enhanced transit strategies are being investigated worldwide. The transit-oriented development (TOD) concept is a key area where several enhanced transit strategies can be implemented. -
Carsharing's Impact and Future
Carsharing's Impact and Future Advances in Transport Policy and Planning Volume 4, 2019, Pages 87-120 October 23, 2019 https://doi.org/10.1016/bs.atpp.2019.09.002 Susan Shaheen, PhD Adam Cohen Emily Farrar 1 Carsharing's Impact and Future Authors: Susan Shaheen, PhDa [email protected] Adam Cohenb [email protected] Emily Farrarb [email protected] Affiliations: aCivil and Environmental Engineering and Transportation Sustainability Research Center University of California, Berkeley 408 McLaughlin Hall Berkeley, CA 94704 bTransportation Sustainability Research Center University of California, Berkeley 2150 Allston Way #280 Berkeley, CA 94704 Corresponding Author: Susan Shaheen, PhD [email protected] 2 Carsharing’s Impact and Future ABSTRACT Carsharing provides members access to a fleet of autos for short-term use throughout the day, reducing the need for one or more personal vehicles. This chapter reviews key terms and definitions for carsharing, common carsharing business models, and existing impact studies. Next, the chapter discusses the commodification and aggregation of mobility services and the role of Mobility on Demand (MOD) and Mobility as a Service (MaaS) on carsharing. Finally, the chapter concludes with a discussion of how the convergence of electrification and automation is changing carsharing, leading to shared automated and electric vehicle (SAEV) fleets. Keywords: Carsharing, Shared mobility, Mobility on Demand (MOD), Mobility as a Service (MaaS), Shared automated electric vehicles (SAEVs) 1 INTRODUCTION Across the globe, innovative and emerging mobility services are offering residents, businesses, travelers, and other users more options for on-demand mobility. In recent years, carsharing has grown rapidly due to changing perspectives toward transportation, car ownership, business and institutional fleet ownership, and urban lifestyles. -
Why Should Local Governments Care About Carsharing?
Why Should Local Governments Care About Carsharing? The “sharing economy” is growing at an astonishing rate in response to economic needs, technological innovation, and cultural changes across the globe. People are sharing things of value that are otherwise underutilized, and in the process building new networks and communities. Through the internet and mobile devices, companies now facilitate sharing your house, your skills and free time, your seats, your car, and your everyday stuff. Some of these new services are challenging traditional regulatory approaches because it is harder to draw the line between public and private, personal and business. Washington area blog Greater Greater Washington recently facilitated an active conversation about whether and how local governments should regulate ridesharing. There are headlines almost every day depicting the sharing economy at odds with local regulations. And yet, the sharing economy is growing because it has value to people, and fills a need. As local governments confront the questions of whether, how, and how much to be involved in these enterprises, it is worth thinking about why local governments would care about – and want to support (or at least not deter) – elements of the sharing economy. We have compiled a literature-review-based report that details the public benefits of carsharing and why local governments should care about these benefits. Arlington County’s Master Transportation Plan is used in this report as an example of a set of long-range transportation planning priorities, but many communities have similar documents full of transportation goals and objectives. You could perform this exercise for any number of cities across the country. -
Carsharing in Europe and North America: Past, Present, and Future
Carsharing in Europe and North America: Past, Present, and Future Most automobiles carry one person and are used for less than one hour per day. A more economically rational approach would be to use vehicles more intensively. Carsharing, in which people pay a sub- scription plus a per-use fee, is one means of doing so. Carsharing may be organized through affinity groups, large employers, transit opera- tors, neighborhood groups, or large car-sharing businesses. While carsharing does not offer convenient access to vehicles, it does provide users with a large range of vehicles, fewer ownership responsibilities, and less cost (if vehicles are not used intensively). Societal benefits include less demand for parking space and the indirect benefits result- ing from costs being more directly tied to actual usage and vehicles being matched to trip purpose. This article reviews the experience with shared-use vehicle services and explores their prospects for the future, focusing on the trend toward expanded services and use of advanced communication and reservation technologies. by Susan Shaheen, Daniel Sperling, and Conrad Wagner Printed in Transportation Quarterly (Summer 1998), Vol. 52, Number 3, pp. 35 -52 he vast majority of automobile trips in US metropolitan regions are drive-alone car trips. In 1990, approximately 90% of worktrips and 58% of nonwork trips in the United States were made by vehicles with only one occupant.1 Vehicles sit T unused an average of 23 hours per day. This form of transportation is expensive and consumes large amounts of land. Private vehicles are attractive. Their universal appeal is demonstrated by rapid motorization rates, even in countries with high fuel prices, good transit systems, and relatively compact land development. -
Shared Mobility Overview
Appendix 1 - Shared Mobility Overview Shared mobility is a term that refers to any type of shared transportation service “that enables users to gain short-term access to transportation modes on an as-needed basis”1 This includes the use of vehicles that are both operated as fleets or owned privately and shared using a dedicated platform. The focus of shared mobility has changed as our nation’s transportation system has evolved. Previously, more traditional shared transportation modes like public transit and taxis were the only types of shared modes users could engage in. However, in recent years, several new options have appeared in the marketplace. Carsharing, bikeshare, and ridehailing, and have risen to prominence as major transportation options for those who live in places where such services are available. Traditional carsharing and bikesharing are a type of mobility program in which users typically pay membership fees for access to shared vehicles, automobiles and bicycles respectively, and that can be reserved for private use. The fleet vehicles are owned, maintained, and insured by a 3rd party entity that operates the system. These operators range from private companies to public entities, such as transit agencies or municipal governments, as well as non-profit organizations. While the specific operations models vary from system to system, in all cases, users reserve the vehicle they seek to use and use it in a rental capacity for a given period of time. Additionally, both modes are on-demand options and do not require pre-planning by users. In recent years, however, non-traditional models have emerged in this market. -
European Best Practices in Bike Sharing Systems
Grant EIE/07/239/SI2466287 T.aT. - Students Today, Citizens Tomorrow REPORT European Best Practices in Bike Sharing Systems National Report Coordinator: Panos Antoniades Local Mobility Coordinator: Andreas Chrysanthou June 2009 Grant EIE/07/239/SI2466287 Index Index________________________________________________________________ 2 1. Introduction ______________________________________________________ 3 2. Bike Sharing System _______________________________________________ 7 3. Overview of bike share systems elements ______________________________ 9 4. Types of Bike Sharing System_______________________________________ 12 4.1. Unregulated________________________________________________________ 13 4.2. Deposit ___________________________________________________________ 13 4.3. Membership _______________________________________________________ 13 4.3.1. Public-private partnership ___________________________________________ 13 4.4. Long-term checkout _________________________________________________ 14 4.5. Partnership with railway sector ________________________________________ 14 4.6. Partnership with car park operators ____________________________________ 15 5. Evolution of Bike Sharing System ___________________________________ 15 6. Operations ______________________________________________________ 17 7. European best practises____________________________________________ 21 8. Conclutions _____________________________________________________ 51 9. References ______________________________________________________ 54 2 T.aT. – Students -
Are Taxes on Carsharing Too High?
ARE TAXES ON CARSHARING TOO HIGH? A REVIEW OF THE PUBLIC BENEFITS AND TAX BURDEN OF AN EXPANDING TRANSPORTATION SECTOR By Alice Bieszczat and Joseph Schwieterman, Ph.D.* June 28, 2011 Chaddick Institute for Metropolitan Development DePaul University 243 S. Wabash Avenue, Chicago Chicago, Illinois 60604 www.depaul.edu/~chaddick *Authors are listed alphabetically. Bieszczat is a research associate at the Chaddick Institute. Schwieterman, the corresponding author, is Professor in the School of Public Service and Director of the Chaddick Institute at DePaul University and can be reached at [email protected] This report was made possible by internal financial support from the Chaddick Institute, which promotes effective planning and transportation. The Chaddick Institute receives no financial support from and has no affiliation with individuals or organizations involved in carsharing. The authors gratefully acknowledge Susan Shaheen, Ph.D., for her extensive technical assistance and Lauren Fischer, Nate Frey, Paige Largent and Rebecca McAlphine for editorial support. TABLE OF CONTENTS Executive Summary 1 I. Introduction 2 II. Evolution of Carsharing in the United States 2 III. Does Carsharing Generate Public Benefits? 11 IV. Measuring Levels of Taxation 20 V. Conclusions 30 VI. Appendices 32 Demographic Profile of Carsharing Users Institutional Savings from Carsharing VII. References 36 VIII. Endnotes 40 EXECUTIVE SUMMARY This study evaluates the size and impact of taxes currently being levied on carsharing services–the sharing of motor vehicles through memberships in nonprofit and for-profit enterprises. By reviewing the tax burden that this sector faces against the backdrop of evidence about the effects of carsharing services on communities, this study makes four principal conclusions: The benefits of carsharing services have been extensively documented in peer-reviewed scholarly research and provide a strong rationale for units of government to adopt policies that encourage greater public participation in such programs.