MICROMOBILITY
PHOTO COURTESY OF PIXABAY HOW WE MOVE: PART 2
In the second feature of a two-part series, Daniel Blackham sits down with Peter Mildon, COO and co-founder of VivaCity, to discuss changes in how traffic data and behaviour is tracked, the road diet, and rural vs urban settings
W
hen it comes to implementing VivaCity technology, there is often a mix of routes to market.
However, VivaCity often engages with local authorities initi “It’s important for us to reach out and explain what is possible to measure,” explains Peter Mildon, COO and co- founder of VivaCity. “You design for what you measure.”
It’s well-known that many cities – particularly in the UK
and USA – have been built around facilitating cars over any other mode of transport. “America is the perfect example,” adds Mildon. “You have very big urban sprawl and you can’t easily cycle from one side to the other as the distances are too far.” A consequence of this is that much of the data on how people move and how it was scraped has been car centric.
32 | Decemebr 2024
This data then leads decision-makers to opt for what is being suggested.
“The sensors that were produced through the 80s and 90s
all detected lumps of metal going down the street, which meant that all of the data, when people tried to start being more data driven in how to do design work in the 90s and the noughties, was based on cars,” says Mildon. “By creating a sensor that can, yes, measure vehicles going down the street, but can also understand how e-scooters, cyclists, pedestrians are interacting, you get a new data set that lets you start asking questions that are different. “It’s very tempting to have policies that match the data that’s easy to measure.” Prior to VivaCity many authorities utilised a form of in-ground sensor which picked up on cyclists, however this would only work in a segregated cycle lane.
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