Bike+Ride at a station in Hamburg
or specifically connected to public transit, partly resulting in a canni- balization and/or neglect of the con- ventional P+R and B+R facilities2
. The
traditional taxis and car-hiring ser- vices have recently come up against some very aggressive competition from highly professional organized ad-hoc ride-sourcing services such as Uber and Lyft. This has led, in par- ticular in Germany, to a lot of trouble regarding the regulative conditions (laws regulating the prepositions for the transport of strange people on an economical basis). The outcome is still open. Meanwhile the advocates of maxi-
mal car-sharing (irrespective of, or in context with, the vision of a bright future of autonomous cars) proclaim that within only a couple of years it will no longer be necessary to own a car or have a driving license in order to serve any mobility demand at any time, anywhere, far better than is possible today3
. In most of the
Appraising the future of car sharing realistically, one will
come to the conclusion that it will indeed substantially increase”
the supply/operation, ticketing and the information of all transit opera- tors/entities in the respective region. The worldwide first association of this kind was established in 1965 in the metropolitan region of Hamburg, the Hamburger Verkehrs-verbund (HVV). The Park + Ride facilities were subsequently supplemented by Bike + Ride facilities (B+R) which have been gradually improved by pro- viding guarded spaces and/or bike boxes fitted with a lock and key; at main stations they have even been combined with repair services. Other proven shared modes that
have been practiced for decades are taxis, car-hiring and co-riding ser- vices, hitchhiking and car-pooling - some of them complementing public transit or even directly cooperating with it; some competing with it. All of these modes can be attributed to a first phase of a Transformation of Public Transit in connection with a growing diversity of Mobility Sharing. Recently the traditional shared mobility modes have been substan- tially supplemented by dynami- cally growing car-sharing (car2go, DriveNow, etc) and bike-sharing ser- vices – provided either in general
respective scenarios public transit is not to be found. According to a study published by the OECD in 2016, only about 10 per cent (or even substan- tially less) of the number of today’s automobiles are necessary to let the respective scenar-io come true4 Apart from the fact that the results
.
of the OECD-study and of similar studies are based on more or less questionable methodical procedures (follow the money)5
, it does for exam-
ple not comply with the still growing number of cars and the level of car- ownership (at least in Germany) as well as the fact that the highlights of the major in-ternational automobile shows are the ever bigger, faster, more individual, and more expensive models.
Appraising the future of car shar-
ing realistically, one will come to the conclusion that it will indeed sub- stantially increase - however, not to such an extent that the use of pri- vate cars and of public transit will be substituted to a reasonable amount.
73
Social and Economic Impacts of Transport
PUBLIC TRANSIT, SHARED MOBILITY
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