By Sandra Phillips, Founder and CEO at Movmi

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Everyone is publishing their trend analysis for new and shared mobility mobility at the moment. And since everyone else covers the big four: autonomous driving, electrification, mobility-as-a-service and micromobility, I will focus on patterns of changes and transformations that involve different sociocultural and economic aspects. Over the next two weeks, I’ll share 7 trends that I believe will shape shared mobility in 2022.

 

Trend 2 – Mobility Hubs Where Users Live

One of the big buzzwords in city planning in 2021 was the 15-min city. It’s a residential urban concept conceived by cities expert and Paris 1 Pantheon-Sorbonne University professor, Carlos Moreno, and the pandemic has certainly spurred on developments. The idea is that people have all necessary amenities within a short walk, bike ride or public transit trip. One of its core components is to decentralizes the local economy: each neighbourhood becomes self-sufficient because workspaces, local businesses, recreation and green areas, and of course housing are all co-located.

Additionally, there is a paradigm shift underway in how the public and private sectors view parking. While an attitude that more parking is better once prevailed, it is now understood that excess supply of parking imposes costs on developers and results in unrealized tax revenues for municipalities. Cities like Paris, Toronto or New York have removed on-street parking and instead installed bikelanes instead.

These two movements have an impact on how we should think about shared mobility as well. Historically we focused most of our attention on the ebb and flow of commuting behaviours. How to we most easily get people into the core in the morning and how do we move them out at night? Which is why mobility hubs – places where different sustainable transportation modes are seamlessly integrated – tend to be built with public transit at the heart (see Metrolinx Kipling’s stationKaohsiung Station in Taiwan or LA’s Mobility Hubs). And there is absolutely nothing wrong with that.

However, if we increasingly move towards decentralized neighourhoods, we have to rethink how we use the curb and bring mobility hubs to residential areas. Mobility hubs have many benefits including providing a more convenient, comfortable and safer environment to access a range of sustainable modes. They help to raise the profile of shared mobility services to boost utilisation and viability. In addition, they support low car lifestyles and the reallocation of space from car parking to housing or public realm improvements.

A notable example focused on de-centralized mobility hubs is mobil.punkt, a transportation strategy initiated by the City of Bremen, Germany. Compared to a gateway mobility hub like the Kipling Transit Hub, mobil.punkt stations focus on creating smaller scale mobility hubs across inner-city neighbourhoods or in new developments close to (but not at) public transit stations.

These mobility stations combine shared mobility with accessible cycling and walking infrastructure and are part of the City of Bremen’s TDM (Transportation Demand Management) strategy to reduce space taken up by private cars. The key to these neighbourhood mobility hubs are the same as for the gateway hubs: they are highly visible, safe and accessible spaces where public, shared and active travel modes are co-located alongside improvements to public realm and where relevant enhanced community facilities.

I am convinced that the combination of the two movements: 1) the 15-min city movement combined with 2) an increased attention on multimodal transportation planning and transportation demand management will mean that we’ll see more focus on residential mobility hubs. The City of Bremen for instance has a vision to have a mobility hub every 300 meters.

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