Discoveries - Demand-Responsive Transport News

Heading towards an on-demand transport service utilizing autonomous buses

on 26 April 2024 Autonomous on-Demand Vehicles Companies Discoveries Environment Innovation Padam Mobility News Transit Operators by Padam Mobility

Article by Jim Fleming, Director of Marketing at Fusion Processing Ltd

Padam Mobility, a provider of Demand-Responsive Transport (DRT) software solutions, is investigating a future concept for on-demand transport using autonomous buses.

Currently, Padam Mobility operates the DRT service “HertsLynx”, utilizing manually driven minibuses on behalf of Hertfordshire County Council.

To explore this new concept, Padam Mobility and the County Council have partnered with mobility consultancy Sustainicity and autonomous technology provider Fusion Processing Ltd in a project supported by Innovate UK.

Fusion Processing is conducting surveys of existing “HertsLynx” routes using an autonomous vehicle equipped with radar, lidar, and camera sensors. The aim is to evaluate these routes from the perspective of an autonomous vehicle.

The project will identify sections of these routes suitable for autonomous vehicles and areas needing modifications, such as addressing overhanging trees, complex road sections, or repainting road markings.

In a separate initiative from the Herts Lynx project, Fusion has collaborated with Alexander Dennis Ltd, the UK’s largest bus manufacturer. Together, they anticipate that an autonomous version of the new Enviro100, a small 25-seat electric bus, will be the first commercially available autonomous bus in the UK.

The companies plan to demonstrate an on-demand transport system with autonomous buses using this new vehicle on a test track in early 2025. Sales are expected later that year for off-highway locations like industrial sites and airports, followed by on-road applications in 2026, coinciding with anticipated new UK legislation.

This article might interest you as well: ‘HertLynx’ On-Demand Responsive Transport Expands to new Areas in Hertfordshire

Padam Mobility Joins PAVE Europe to Educate and Innovate in Autonomous Transport

on 24 July 2023 Autonomous on-Demand Vehicles Discoveries Padam Mobility News Public Authorities by Padam Mobility

PAVE Europe aims to enlighten the public about the advantages offered by driverless on-demand transportation, among other aspects, and foster widespread awareness and acceptance of this transformative technology.
As a member of the EU-funded project ULTIMO, Padam Mobility will seamlessly integrate its cutting-edge and autonomous-friendly on-demand technology into multiple autonomous vehicles, propelling the evolution of modern transport.

Padam Mobility, the provider of on-demand transportation software, was officially introduced as one of the first members of the non-profit organization PAVE Europe (Partner for Autonomous Vehicles Education) at the first General Assembly in late June. The in-person meeting, bringing together all members of PAVE Europe, was a momentous occasion where concrete project initiatives and the next steps were extensively discussed. This gathering held great significance in shaping the direction and progress of our collaborative efforts.

PAVE Europe aims to enlighten the public about the advantages offered by driverless on-demand transportation, taking into account all the factors that influence autonomous vehicles (AV) across social, legal, political, environmental, and technological domains. By addressing these various aspects, PAVE Europe members collectively strive to generate factual information about the operation of AV on demand, among other topics.

Padam Mobility has already gained valuable experience through its AV project “OL Vallée” in partnership with Keolis in Lyon. This project, supported by the predecessor of ULTIMO, Avenue, aimed to determine the optimal integration of autonomous vehicles into real-world traffic and identify the challenges that need to be overcome.

In the upcoming months, Padam Mobility, in collaboration with tpg in Geneva, will embark on another exciting AV service. This innovative venture involves the deployment of three automated vehicles within a mixed-traffic area of 0.38 km², covering more than 70 stops to flexibly connect various facilities within the Belle-Idée Estate, such as a hospital, a kindergarten and restaurants, as well as the traditional public transportation network. The project represents a significant step forward in providing efficient and convenient autonomous transportation solutions within the estate, enhancing connectivity and accessibility for all.

By joining forces with PAVE Europe, Padam Mobility strengthens its commitment to enlighten the public about the benefits of automated, driverless vehicles on demand within the context of public road transport. Through collaborative efforts and innovative solutions, Padam Mobility and PAVE Europe seek to create a future where AV seamlessly integrate into existing transportation networks, providing enhanced accessibility, efficiency, and sustainability.

You can find more information about PAVE Europe online or send us a direct message. Also, make sure to sign up for the newsletter (further down on the website) to receive regular updates.

This article might also interest you: Autonomous Vehicles in Public Road Transport – A Cutting-Edge Technology

Accessing rural bus services – how can we ensure equity?

on 21 April 2023 Discoveries Uncategorized Paratransit Public Authorities Transit Operators Forums by Padam Mobility

Article by Beate Kubitz

Transport provision and population density tend to correlate closely – and in some ways, this makes a lot of sense. Services are more likely to be well used where there are large populations within a short walk of them. But what about areas where people are more thinly and evenly spread?

Many areas of the UK are populated in a pattern of small villages, spread out over large areas, rather than in high-density clusters. There may be several potential destinations for shopping, education and work, and the resulting travel patterns traced out between multiple origins and destinations show few highly utilised corridors. Bus services tend to be difficult to sustain because passenger numbers are low – both because of the absolute numbers of people within the area and also because of a high rate of car utilisation amongst those people. The net result means that the carbon footprint per person is far too high.

The challenge of creating frequent, regular fixed line services in areas like this that serve a high proportion of the population is one of the reasons that Hertfordshire developed a Demand-Responsive Transport service, HertsLynx, for one poorly-served area.

Buntingford

East Hertfordshire is an area with a relatively low population density, with 316 persons/km². The neighbouring authority, North Hertfordshire is a little denser, with 355 persons/km^{2 [1]}. However, neither authority has many large population clusters, with 40% of North Hertfordshire’s population focused outside the three towns of Baldock, Hitchin and Letchworth, whilst in East Hertfordshire around 57% are outside the two towns of Bishop’s Stortford and Ware.

There are areas where this pattern is exaggerated. The zone bounded by Royston in the north, Stevenage in the west and Bishop’s Stortford in the east, is home to around 50,000 people. with people distributed across the area in isolated dwellings, small hamlets and villages with only one small town, Buntingford (population 6,844).

The area surrounding Buntingford is very dispersed. Villages consist of just 30-40 houses. Many people travel within the area or to jobs, services and rail links located in surrounding towns: Stevenage, Letchworth, Hitchin, Baldock, Royston and Bishop’s Stortford. Two corridor bus routes cross the area but are infrequent and, before the establishment of HertsLynx, most people in the area had little or no access to public transport.

At the same time, analysis of transport stops in the area show them to be sparse. When it comes to bus stops that are served hourly [2], only a small population segment is covered.

This notion of frequency is important for people it both empowers those dependent on public transport and enables drivers to see public transport as an alternative.

Whilst a 30-minute frequency is more standard as the ‘freedom metric’ in cities, it has been adjusted down for rural areas where there is more tolerance in general of longer waits.

The map shows the areas which are walkable in 5, 10 and 15 minutes to these bus stops, a tiny proportion of the zone.

The large clusters in the east cover Stevenage and Royston (not part of either authority but included as a transport destination for those within the area), Hitchin and Letchworth, whilst the south-west cluster covers Bishop’s Stortford. The only places within the rural area that see buses with these frequencies are Buntingford, Standon, Ashwell (and Ashwell Station).

The net consequence is that the vast majority of the rural population of the area cannot access these bus stops, even via a 15-minute walk – an estimated 40,000 of the 50,000 people living within the area. Viewed from this perspective, it is unsurprising that people living in the area drive further and more often than average [3].

It’s also a huge issue for thoe people who do not drive or have access to a car. Poor services and long distances to bus stops represent barriers to accessing opportunities, amenities and leisure. The consequences of this can then be linked to increased loneliness and other associated costs to the local community and economy.

However, solutions for providing alternative transport in low density populations are tricky. The spread of homes – the origins of most journeys – and their key destinations; the jobs, schools, colleges, services and leisure facilities make the creation of cost-efficient routes difficult. There are multiple journey combinations, with relatively small percentages of the population making each variation, often spread across the day.

Services designed to connect people

To create services which are accessible to more of the population, bus stops need to be distributed across the area. For traditional models of bus services, this is difficult to do. However, for on-demand bus services, it is more attainable. The map below shows the distribution and walkability of the virtual bus stops for the HertsLynx DDRT service.

The image shows actual stops of the on-demand bus service launched in the zone, with walking isochrones at 5, 10 and 15 minutes. Stops in Royston, Bishop’s Stortford, Letchworth, Hitchin and Stevenage are ‘key hubs’ and lie outside the zone served. They are interchanges and can’t be used to travel within the towns.

HertsLynx

The HertsLynx service was commissioned by Hertfordshire County Council funded by the DfT Rural Mobility Fund and launched in 2021, with three minibuses.

HertsLynx service is designed to cover a higher percentage of the population, enabling many more people to walk to meet buses from most of the hamlets and villages.

Initially journeys were from ‘free floating’ areas to key hub towns but increasingly, journeys are being made within the zone and the buses being used for trips like GP visits, social calls and shopping. School and college students have proved to be enthusiastic users with up to 12% of daily trips serving the college north of Buntingford. These students would previously have been reliant on lifts from family and friends.

It exceeded its year one target of 12,000 trips within 10 months. By the end of the first year, over 350 trips per week were made on the service. Many people have become regular users, booking ahead to ensure that they can reach their destinations in a timely fashion.

[1] ONS https://www.ons.gov.uk/visualisations/censuspopulationchange/E07000242/

[2] Jarrett Walker, Human Transit: How Clearer Thinking about Public Transit can Enrich our Communities and our Lives, 2011

[3] Morgan, Malcolm, Anable, Jillian, & Lucas, Karen. (2021). A place-based carbon calculator for England. Presented at the 29th Annual GIS Research UK Conference (GISRUK), Cardiff, Wales, UK (Online): Zenodo. http://doi.org/10.5281/zenodo.4665852

Autonomous vehicles in public road transport – a cutting-edge technology

on 24 March 2023 Autonomous on-Demand Vehicles Discoveries Innovation Innovation Public Authorities Uncategorized by Padam Mobility

The introduction of autonomous vehicles (AV) onto public roads is no longer a distant fantasy. The technology is very much in use in different contexts across the world. However, how it is applied and what it is used for has the potential to create very different futures. In this article, we look at the way on-demand autonomous vehicles could fundamentally revolutionise public transport to provide better services, with lower environmental impacts which optimise value for money.

Indeed, using autonomous vehicles to improve public transport provides a safer, well-regulated framework for allowing driverless vehicles on the public highway. In contrast, concerns about privately owned autonomous vehicles are growing, with questions around their safety, interaction with pedestrians and cyclists and indeed the potential for congestion caused by an increased number of low occupancy vehicles, however ‘smart’ they are.

Increased safety in road traffic

Safety is one of the most important concerns in public transport, and public transport operators have extremely high standards to ensure the safety of passengers and the general public. The testing and use of autonomous vehicles within this framework will promote the safety benefits of autonomous vehicles and enable the development of best practice more rapidly and effectively.

For example, a study by the University of Michigan Transportation Research Institute showed that autonomous vehicles have the potential to prevent up to 92% of accidents caused by human error.

Improved efficiency of public transport

By deploying autonomous vehicles on-demand as part of public transport, traffic flows can be managed more easily and public transport can be matched more closely to demand. A study by the Swedish transport authority Trafikverket found that autonomous buses in the city of Stockholm could reduce traffic by up to 80 per cent by reacting more flexibly to traffic situations and using roads more efficiently. This is supported by a McKinsey Global Institute study which found that autonomous shuttles can reduce private car use by 20 per cent and thus increase road transport capacity.

Environmental benefits

Autonomous vehicles work well within the electrification of transport, contributing to a reduced impact on the environment from public road passenger transport. Thanks to their intelligent routing, which leads to a reduction in congestion and traffic jams, the emission of harmful pollutants is further reduced. According to a study by the University of California, Berkeley, the use of autonomous vehicles in public transport could reduce emissions by up to 90 percent.

Cost savings

Autonomous vehicles do not require drivers, reducing costs for operators. This is particularly critical for services which are less intensively utilised but still needed to enable people to have access to public transport. According to a study by Boston Consulting Group, the use of autonomous vehicles in local public transport in Europe could save up to 30 percent of operating costs. Another study by the consulting firm Roland Berger shows that self-driving vehicles in local public transport could save up to 50 percent of operating costs by 2030. Whilst drivers may not be required, remote operators may still be needed to oversee the fleet.

Saving time and resources thanks to intelligent routing can also achieve a significant reduction in operating costs. On-demand services that use autonomous vehicles, can calculate exactly how many vehicles should be deployed at what time and how effective utilisation can be achieved, just like all DRT services from Padam Mobility, thanks to intelligent algorithms. This sustainable use of resources is a key factor in cost savings for public transport.

Improved services and inclusion

On-demand autonomous vehicles increase the availability of public mobility services. This is particularly important in remote areas where public transport is scarce. Autonomous vehicles in combination with on-demand services can offer a flexible alternative that is more accessible to many people than traditional public transport. This enables elderly people are no longer mobile, or young people who cannot drive themselves, to participate more in social life.

Autonomous vehicles can also improve mobility for people with reduced mobility. Through the use of barrier-free autonomous vehicles, elderly or mobility-impaired people are able to move around without having to rely on the help of others. On-demand AV services allow them to make more spontaneous decisions, which increases their independence.

Saving space

Autonomous on-demand services in public transport can play a significant role in optimising spatial usage. By using autonomous vehicles that operate on demand, public transport can be better matched to the actual demand. Unlike traditional public transport, which runs on fixed routes and schedules, autonomous on-demand services can respond flexibly to passenger demands. This can help increase the use of public transport by making it easier and more convenient to get from point A to point B. Ultimately, this can in turn help to reduce the number of private vehicles on the roads, which can lead to a reduction in traffic.

Autonomous on-demand services can therefore help to make public space more attractive, for example by reducing parking space and thus creating more space for pedestrian routes and recreational areas.

Public vs. Private?

The use of autonomous vehicles for public transport has the potential to help make public transport safer, more efficient, more environmentally friendly, more cost-effective and more inclusive.

However, the introduction of autonomous technology has provoked debate and raised concerns. There is a particular fear that the technology is not mature enough and that technical errors and accidents may occur. This seems to be very much the case where automotive manufacturers are racing to be first to market with consumer products to capture the mass market. However, in a public transport context, the industry has a gold standard approach prioritising safety and enabling scrutiny within open regulatory frameworks. Indeed the safety culture of the rail and airline industry provides assurances that cannot be matched for people driving their own vehicles.

Likewise, the nature of driverless vehicles are likely to benefit transport operators who are reporting that is has become very difficult to recruit new bus drivers. It has become quite common that trips have to be cancelled due to a lack of staff. In areas that have problems finding staff, autonomous vehicles can be a remedy. This makes the technology an important tool in providing reliable and cost-effective mobility services that users can fully trust.

The transition to mainly autonomous driving in local public transport certainly brings hurdles and major challenges. However, the aspects of road safety and environmental protection are almost impossible to ignore. Only attractive public transport that is accessible and available will encourage people to switch to shared transport. On-demand autonomous vehicles, unlike human-driven vehicles, have the key advantages that can help public transport become the most popular means of mobility in the long term.

Learn more about Padam Mobility’s AV solutions

This article might also interest you: EU-funded ULTIMP project brings Padam Mobility on board as technology partner for new AV projects

On-demand mobility: The evolution of local public transport

on 29 November 2022 Discoveries Innovation Public Authorities by Padam Mobility

Making public transport more flexible and inclusive, improving regional connectivity in sparsely populated areas, offering a feeder solution to the main transport network… There are many advantages of on-demand mobility, but what are the main areas of application?

Use cases covered by Padam Mobility for dynamic Demand-Responsive Transport (DDRT)

Use Case 1: On-demand transport in peri-urban areas

Connecting peripheral areas to the existing public transport network is one of the big challenges for cities. It is sometimes counterproductive and also very expensive to set up new fixed lines. Many cities such as Strasbourg or Orléans therefore rely on dynamic, demand-driven transport solutions:

Connecting periurban areas.
Providing a mobility solution for the first and last kilometre.
Optimising operating costs while supporting the digital transition of on-demand transport.
Offering a service that complements conventional public transport and provides an alternative to the private car.

Use Case 2: On-demand transport in rural areas

Rural areas are a real challenge for mobility providers, as demand is usually low here and routes are very long. Nevertheless, especially elderly or young people depend on a well-functioning public transport system. Padam Mobility’s solutions can therefore support areas with low population density in the following way:

Opening up areas that are difficult to access
Increasing the attractiveness of the location
Providing a suitable alternative to the private car
Adding to public transport and carpooling

Learn more

Use Case 3: Transport of people with reduced mobility (Paratransit)

Improving the mobility of persons with reduced mobility through on-demand transport is an important goal of DRT. It is the most widespread use case in the world, and many people automatically associate DRT with Paratransit. Padam Mobility solutions support Paratransit services as follows:

Ensuring mobility for all
Strengthening the independence of people with reduced mobility
Improving access to services and jobs
Optimising operating costs while modernising existing Paratransit services
Providing universal transportation service by merging on-demand services and Paratransit
Offering an additional service for the transportation of persons with reduced mobility in adapted vehicles

Learn more about: What your Paratransit users really need

Use Case 4: Regional mobility

How to offer better interconnection of public transport on a regional level? How can you manage multiple on-demand services on just one platform, as TAD IDFM, for example, is demonstrating? Padam Mobility provides the ideal solutions for these tasks:

Unifying all on-demand transport services under one brand
Covering a wide range of use cases across the region
Opening up areas that are difficult to access
Tailor-made solutions for residents in sparsely populated areas to complement regular means of transport such as bus and train

Download our case study “How to better connect urban centres and peri-urban areas with DRT?”

Use Case 5: Off-peak hours

Maintaining a public transport service even when demand is low is a challenge. Thanks to its flexibility, on-demand mobility can ensure an attractive public transport service during these times without being inefficient, as the example of QuiBus in Padua shows.

Ensuring universal coverage, even when demand is low
Enabling all users to move freely and safely at all times
Improving access to services and jobs and facilitating mobility for shift workers
Boosting nightlife and increasing the attractiveness of the region
Promoting intermodality and reducing private car trips

Use Case 6: Business areas and corporates

This use case is aimed at companies that want to ensure smooth transportation of their employees to, from or within their business parks and campuses. Besides the impact on their attractiveness, companies use Padam Mobility’s on-demand transport to:

Connect businesses to the existing public transport network
Reduce travel times between home and work
Provide an environmentally friendly and sensible alternative to the private car while reducing fuel costs
Offer an environmentally friendly service for internal access to the company premises
Deliver a service that is tailored to the specific working hours of some employees

Download our case study on this topic!

Use Case 7 [NEW]: On-demand transport for events and cultural offerings

Whether for occasional events (festivals, fairs, etc.) or ever-existing cultural institutions (theatres, museums, etc.), on-demand mobility solutions can significantly relieve the traffic situation. Regardless of the availability of the offer (often on weekends, at night) or the areas to be served, on-demand offers can serve the demand much better due to their flexibility. They also enable users to travel without their car. If several people would refrain from travelling by their car, the sector could significantly reduce its ecological footprint: After all, 80% of the sector’s CO2 emissions are caused by visitors’ journeys.

At a glance, the benefits of on-demand transport for the cultural sector:

Avoiding traffic congestion near venues
Enabling visitors to avoid using their own cars
Significantly reducing the carbon footprint of events and cultural venues
Compensate for gaps in the public transport network

Read about the ADAMO project in Brussels

Use Case 8 [NEW]: DRT + AV

Autonomous public mobility has the potential to play an important role in the development of an environmentally friendly, safe and efficient public transport infrastructure. The EU-funded projects AVENUE and Ultimo, in which Padam Mobility is involved, show that this is not a pipe dream. On-demand services that pick up passengers autonomously and drop them off at their desired destination help to improve current problems of the public transport sector. They are resource-saving, environmentally friendly and a safe transport alternative.

Autonomous on-demand services are particularly suitable for the following use cases:

First and last kilometre in extensive areas: e.g. company campuses, hospitals and airports
Connecting large-scale residential areas with structuring transport hubs such as tram, bus, suburban railway or underground stops
For short distances – an easily accessible, environmentally friendly alternative to the private car
Compensate for the existing driver shortage, reduce personnel costs and at the same time create a better service

We are happy to advise you! Let’s get in touch!

How does Demand Responsive Transport help to reduce one’s mental load?

on 8 February 2022 Companies Discoveries Forums Paratransit Public Authorities by Padam Mobility

Connecting people and making it easier for everyone to commute are the objectives of Demand Responsive Transport (DRT) proposed by Padam Mobility. To this extent, this mobility solution can alleviate the daily tasks that make up the mental workload. According to Nicole Brais, a researcher at the University of Laval, Quebec, the mental load corresponds to “management, organisation and planning work that is at once intangible, unavoidable and constant“ in order to manage domestic tasks. Thus, a real impact on daily life lies in the constancy of this burden.

The mental load falls mainly on women

Women spend an average of almost 4 hours a day managing domestic tasks, and handle 71% of parental tasks in the household. These tasks can be directly linked to transportation: doing groceries, dropping off and picking up children at/from school, and all the small tasks of daily life.

DRT represents a simple and effective solution to reduce the weight of these daily tasks. On the occasion of an experimentation of the La Saire TAD service in the Cotentin, a parent told us:

I think I can speak for all the mothers in the room who no longer need to drop off their children at school, you have changed our lives in La Saire!”

People with Reduced Mobility also face an increased mental load in their daily lives

In a world that sometimes seems to be designed by and for able-bodied people, finding suitable modes of transport can be particularly difficult for people with reduced mobility.

It is therefore important to take into account the specific needs of PRMs with, for instance, a door-to-door transport service that takes into account the time it requires to settle into adapted vehicles and the presence of specific equipment, if necessary. In addition, the accessibility of the transport offer involves the right to movement, and therefore to spontaneous movement. Getting to the city without having to plan one’s journey weeks in advance is undeniably a factor in alleviating the mental load for the PRM public.

The Paratransit solutions developed by Padam Mobility can be booked in real time or in advance, in order to satisfy the desire and need for spontaneity in everyday life. They are configured to take care of each user according to the specificities of their mobility and allow for flexible travel from address to address.

Solutions that respond to the problems of the 11 million caregivers in France, and in the world.

Caregivers provide day-to-day support to a dependent relative. These situations often require constant travelling between health centres, the homes of the carers and the homes of their dependent relatives, for instance (as presented in this article). This context can lead to reliance on private means of travel, particularly in peri-urban and rural areas where fixed lignes are more limited.

Padam Mobility’s solutions allow a caregiver to make a booking and the caregiver can even receive specific notifications regarding the pick-up of their relative. These configurations facilitate the daily organisation of caregivers by involving them intuitively in the movement of their dependent relatives.

In rural and peri-urban areas, a mental charge is hidden in the day-to-day travel needs of all

Inequality of access to city centres, particularly in rural and peri-urban areas, creates mental burdens for all types of population: young people without a car, parents who have to drop off their relatives and children, and elderly people who fear driving alone private vehicles. All these constraints create anxiety and an insidious mental workload. A mental pressure that DRT sometimes helps to reduce, as a high school student using the Résa’Tao DRT service in Orléans explained to us:

At least (my parents) are not worried because they know that if I have a problem, I always have Résa’Tao”.

What about the driver’s mental load?

Commuting, including home-to-work mobility, is a mobility in which the mental load is hardly ever mentioned. However, mental workload and driving are directly linked, as the latter impacts on drivers’ concentration and increases risky driving behaviour. Driving and its constraints add to the already existing mental load. Academic studies have been conducted to scientifically measure the mental load of driving and how to limit it.

Artificial intelligence, which enables the optimisation of rides, plays a crucial role in easing the mental burden on professional drivers of DRT vehicles. Indeed, through an ergonomic interface, drivers are guided step by step and no longer have to worry about the route to follow or the passengers to pick up or drop off. For passengers, formerly car drivers, DRT also makes their daily lives easier by freeing them from the hassles frequently encountered on the road: congestion, accidents, parking, refuelling, etc.

About Padam Mobility

Check out this article: Loi LOM : ce qui change pour les personnes à mobilité réduite

Why “Sharing” is really “Caring”

on 30 September 2021 Discoveries Environment by Padam Mobility

“Shared Mobility” services of various kinds have become an essential part of at least most big cities. Whether scooters, bikes, cars or ride-pooling services, the demand for shared mobility forms to suit every taste appears to be satisfied in urban areas. But what about user acceptance? What future potential do shared mobility services have? And which aspects might need to be improved? In this article, we try to shed light on these and other questions.

The advantages of “Shared Mobility”

Shared mobility brings decisive advantages: the traffic load on roads and inner cities is reduced, and pollution caused by emissions and particulate matter decreases. In the light of alarming reports proving that the transport sector accounts for around 1/3 of all carbon dioxide emissions in Europe, with 70% of this coming from cars, trucks, vans and buses, there has to be a shift in thinking about local transport.

Shared forms of mobility have the potential to help reduce traffic congestion and can be an important pillar in achieving the Paris climate targets, which require, for example, that the German transport sector emits up to 42% fewer greenhouse gases in 2030 (compared to 1990).

Less traffic also means fewer busy roads, less noise and fewer traffic jams. Certain areas in city centres that were previously cluttered with cars could become accessible to citizens, which would significantly improve the quality of life for city dwellers.

In addition, shared mobility is also more economical for each individual user, because those who share rides also share the costs.

What people say about “Shared Mobility”

Living with fewer cars sounds tempting; who wouldn’t be happy with more space and better air quality?

In a study released by the Swedish technology company Ericsson in March 2021, over half of all respondents (57%) say that they believe shared mobility concepts will gain popularity among consumers over the next 5 years. The expectations are that more shared mobility solutions will reduce general traffic and the resulting environmental impact.

These data show that people have recognised the importance of shared forms of mobility and consider them to play an important role in the fight against climate change.

And yet, the numbers are surprising when considering that public transportation, especially in Corona times, suffers. Whereas just before the pandemic, in April 2020, 57% said they preferred their own car to shared mobility, that number has risen to 87% globally* over the course of the pandemic.

So why do respondents’ perceptions and actual usage numbers match up so poorly?

**What do people really think about “Shared Mobility”?**

In fact, in the same Swedish study, the picture changes when people are asked what they think their own consumption habits will be in the next 5 years. Over half of all respondents (51%) see themselves driving a personal (autonomous driving) vehicle by then. In other words, people think shared transportation is a good and important concept, but are worried about losing their own liberties and, thus, prefer to stick to a private car.

Why “Sharing” is still THE Mobility solution of the future

These survey results reveal one crucial aspect: under certain circumstances, people are certainly willing to abandon an individual vehicle, however, without sacrificing personal independence and flexibility.

So, if people are basically willing to make the switch and recognise the transport revolution as a crucial element in protecting the environment, and yet there is still no significant increase in the number of passengers, we need to find ways other than emissions statistics to convince them.

The key here lies in the offer. 58% of all respondents of the group of working parents of the Ericsson study are interested in sharing offers that promise a personal advantage in contrast to private, unpooled car travel. This could be the factor of entertainment and customer service, for example, a personalised user account that knows immediately upon boarding which light or seat setting the customer prefers, or even what kind of music they would like to have played on their headphones. Customers would also opt for a “shared mobility” service if they had access to a fast and robust Internet connection (64%) everywhere. A study by the German Fraunhofer Institute (March 2021) found that 58% of the respondents would be particularly interested in ridepooling services that operate at night.

It is therefore important to establish a service where there is a corresponding need. The relevant questions need to be answered: how do we establish a full-coverage offering in the sense of a Mobility as a Service solution? How can data be shared and used securely? How can the peri-urban areas benefit from a shared mobility solution in order to relieve the inner cities of a load of daily car commuters?

If the right questions are asked and solved bit by bit, consumers will also follow suit – the basic willingness to do so exists.

*11,000 consumers from 11 countries were surveyed for this study

Find out more about Padam Mobility

You might also like this article: Ridepooling, Ridesharing, Ridehailing – Which is what?

Ridepooling, Ridesharing, Ridehailing: which is what?

on 28 September 2021 Discoveries Innovation Public Authorities by Padam Mobility

With more and more new mobility offers, users are not only confronted with new decision-making possibilities to get from A to B but also with an ever-increasing number of new terms that are often difficult to distinguish from each other.

In this article, we would like to shed light on this and explain the most important definitions of the “new mobility” ecosystem.

Ridesharing

In the most classic sense of the word, the term ridesharing means that a ride is literally “shared”. Passengers and drivers usually find each other via digital platforms and discuss the details of their joint trip directly with each other. Typically, the passengers contribute to the costs of the journey so that both sides benefit: for the driver, using a car gets cheaper and the person travelling with him or her pays significantly less than with another means of transport. And even if ridesharing usually involves a private car, there is at least one less on the road …

Ridepooling

The principle of ridepooling sounds similar to that of ridesharing, however, there are decisive differences: Ridepooling is usually operated by service providers and is linked to certain objectives, such as improving the transport offer in a certain region, doing something for the protection of the environment, being financially rewarding, etc.

In comparison to other means of public transport, such as buses or trains, the services offered by ridepooling providers are usually highly technologised, allowing users to book the service via various digital booking channels, such as an application or a website. In addition, some providers also offer the option to book a ride by phone through a call centre. This booking option is especially helpful for older people who are often less familiar with technical devices.

Not all ridepooling services are created for the same purpose, the service structure can differ considerably from one provider to another. For example, services can be set up to transport passengers from door-to-door, to act as a shuttle service to certain key access points such as the nearest train station, or to be exclusive to employees for a particular company.

At Padam Mobility, that’s exactly what we do – develop tailor-made ridepooling on-demand services and provide advice to municipalities, transport companies and other players in the mobility sector.

Ridehailing

Ridehailing services operate for commercial purposes as well. The difference is that they can be booked by individuals for a specific ride and do not pick up any other passengers during this ride. The chauffeur-driven services probably come closest to this description.

Usually, there are a number of features that are available to users of ridehailing services. These can be related to the fare, which is displayed to users directly at the time of booking and which can usually be paid directly within the app, or the real-time tracking of the ride on the user’s personal smartphone.

Nevertheless, these services are criticised because, unlike public transport or pooled rides, ride-hailing vehicles add another mode of transport to already congested streets and cause users who might otherwise have travelled by bus or metro to switch to an individual vehicle, which is an additional burden for the environment.

Slugging

Ever heard of it? Admittedly, this term is a rather American phenomenon, but it should nevertheless not be missing from this list, if only because of its curious name. Which, by the way, comes from bus traffic, because bus drivers call counterfeit coins “slugs”. And since in so-called “slugging” people stand in a queue waiting for private drivers to give them a free ride, often waving off bus drivers who think these people are willing passengers, the fake coins soon became “fake” passengers – or “slugs”.

This type of ridesharing is bound to some specific rules, which are very vividly described in this article.

One important rule, for example, is that the passenger is not expected to pay. Nevertheless, both sides benefit from the shared ride because cars “in full occupation” are allowed to move to a High-Occupancy Vehicle Lane (HOV Lane), while individuals in their cars are often stuck in crowded traffic, which costs time, nerves and money.

Carsharing

When carsharing, users of (a) specific provider(s) share a number of freely available cars. In most cases, the vehicles can be booked, paid for and unlocked via an app, without a third person having to accompany the process. This is particularly practical in urban environments, where owning a car is usually rarely needed.

As with ridehailing, carsharing encourages individual car use but also ensures that there are fewer cars in the area overall. And that is bitterly needed, considering the fact that, according to new research from the RAC Foundation, in the UK, cars are parked for an average of 23 hours a day, covering up valuable space that could be used for green areas or attractive living space, for example.

Learn more about Padam Mobility

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Our trainee tested the Plus de Pep’s DRT: here’s what she thinks about it

on 14 October 2020 Discoveries Transit Operators by Teresa Gehling

Our trainee tested the Plus de Pep’s DRT service in Paris region: here’s what she thinks about it! Eva, 19 years old, marketing trainee at Padam Mobility for 5 months, tells her first experience with Demand-Responsive Transport.

“I’ve been living in Paris for 2 months now, and it’s really a change from Rennes or the town where my parents live, in Brittany. Here, I take the metro every day and recently I was able to test the Demand-Responsive Transport (DRT) for the first time on the Plus de Pep’s service in Chessy-Marne-la-Vallée.”

“Before I was doing my internship at Padam Mobility, I had no idea about Demand-Responsive Transport. The first time I heard about it, I immediately thought of a vehicle for hire service. I quickly understood it was (most often) a public minibus service that had to be booked on an application to get around.”

“To book my trip, I used the Plus de Pep’s app on iOS. I found it simple and fluid to use, it only took me a few minutes to book my trip from Chessy to the Lagny Thorigny train station. I received a validation message to confirm my booking and that was it! 10 minutes before the proposed pick-up time, I went to the location indicated on the map in the app. At first, I had a hard time finding the right location, so I waited for the bus to show up on the map and went to meet it when it arrived. The driver gave me a warm welcome. He was on time. He was very kind by indicating his presence to a few latecomers who couldn’t find his location either. I have been struck (in a good way) by the human contact during pick up”.

“I felt privileged, compared to the classic bus or the metro. I felt like I had access to a service that was there just for me.”

“When I got in the minibus, I noticed the sanitary rules against Covid19 were respected: hydroalcoholic gel was provided, prevention posters, plexiglas separating the driver from the users. Every second seat was condemned in order to guarantee social distancing. The trip lasted about thirty minutes. We passed through several small villages and hamlets, I was very surprised because we were only one hour from Paris. Once we arrived at the Lagny-Thorigny train station, the driver opened the door to the other passengers and myself, wishing to see us again on his service. Class!”

“Thanks to the DRT, I was able to cross small towns and cities that don’t necessarily have direct or easy access to Paris. I thought it was an ideal solution for quick and inexpensive excursions in the Paris countryside. For me, the big advantage is that the service is included in my traveler card!”

“In conclusion, I found the service pleasant and secure, the interaction with the driver was a real plus and my minibus was punctual. I didn’t have any imperative, but it reassured me the service was reliable, especially since I had to take a train ride.”

“In the 900-inhabitant- town where I grew up in Brittany, daily travels are impossible without using a car: no buses, shuttles, DRTs or even taxis are offered. Without a driving licence, it was very frustrating for me not to be able to go to bigger cities like Saint-Malo, Dinan, Dinard or Rennes, even though they were close by. A DRT service would have been very useful for me and my parents who had to take taxis veeeeery often.”

Fictional buses (and their price if you want to buy them)

on 21 July 2020 Discoveries by Padam Mobility

Action movies, cartoons, TV shows and inspirational stories have happened in buses. Here’s our ultimate list of the best fictional buses.

Speed (1994)

This feature film inspired by the movie Runaway Train, in which a train is launched at full speed and can no longer slow down, proposes a similar scenario with a new-look 1966 General Motors TDH-5303 bus that runs at maximum speed and can’t stop unless it explodes. Eleven buses and three Grumman 870 buses were used in the film’s production. Two were blown up, one was used for the high-speed scenes, one had the front cut off for inside shots, and one was used solely for the “under bus” shots. Another bus was used for the bus jump scene, which was done in one take.

Among those eleven buses, the last 2 were sold for 30,000 dollars in 2018

Into the wild (2007)

The Magic Bus is actually a wreck of a 1946 Alaska International Harvester K-5 bus (ex Fairbanks City Transit System bus 142). Made popular by the book and the movie Into the Wild, this bus is the place where Christopher McCandless, an American adventurer, lived for about 112 days from May 1st 1992 and where he died. In July 2019, a young woman died, swept away by the current of the Teklanika River while trying to reach the famous 142 bus.

Recently, on June 18, 2020, the Alaska Army National Guard removed Bus 142 from the Stampede track.

The A Team (2010)

The A team is an American tv show, where 4 men, from an elite unit of the army are in charge of a top secret mission, it’s thanks to this GMC van 3500 that they travel.

You could also have found the best replica of The A Team van for sale on the french app “le bon coin”, in December 2016, this 1983 van, at the price of 36,000 euros. The interior is identical to that of the TV Show: custom leather seats, vinyl-lined ceiling and walls, and a police vehicle radar.

Captain Fantastic (2016)

In this American film, the character Viggo Mortensen decides one day to raise his five children in complete autarky. He renovates the 1993 model of the GMC Bluebird bus into a van so that he and his family can live in it. You can buy one for 3,410 dollars .

Captain Fantastic bus

My neighbor Totoro (1988)

This Japanese animated film directed by Hayao Miyazaki and produced by the Ghibli studio, is also known for its intriguing and smiling cat-bus. This cat-bus makes it possible to travel quickly from one point to another in the Hiroshima countryside in the sky.

As far as we know, it doesn’t exist in real size, so you can buy smaller versions for less that 20€

catbus

Scooby-Doo (2002)

The Scooby-Doo series and animated films are known worldwide for their characters with strong personalities and their famous 1972 Ford e200 ecoline van, renamed The Mystery Machine. If you’re a big fan, you can buy a replica for $59,000.

The Magic School Bus (1994)

The magic school bus is an edutainment American animation series released in 1994. Through its 52 episodes, the teacher Miss Bille-en-tête and her students travel aboard the magic school bus to explore different unusual places: space, the ocean, the anthills, the jungle forest or even the inside of the human body.