We are already close to one-seventh of the way through this very different 21st century: an era not of “order” in the older and more comfortable sense. But rather of chaos, that illusive universe that combines mystery and a certain sense of order . Chaos however is not the end; it is only a beginning. And while we are on the subject, this in from Jarrett Walker in his blog Human Transit in which he reminds us of the power and potential of informal transport. His concluding recommendation is especially interesting and to the point. The full original piece is available at http://goo.gl/TW5meY.
Think you might wish to participate in a short collaborative survey in which we trying to improve our understanding of the relationship between carshare suppliers and local government in a cross-section of countries and environments? We are hoping to cover cities of a range of sizes, including both high performers and those as yet without much of a strategy. It will be important to cover both ends of the spectrum.
This article which recently appeared in City Lab gets straight to the heart of the New Mobility Agenda as we understand it, a critical and often ignored mobility category which we have long since dubbed xTransit, Third Ways of Getting around in Cities. Just below you will find some key excerpts from the article; for the full text click to http://goo.gl/hI8VI . If you are not familiar with the Matatu, you will find additional background in the short but quite useful Wikipedia site at http://en.wikipedia.org/wiki/Matatu. For more on our xTransit work, have a look at http://worldstreets.wordpress.com/category/xtransit and eventually https://www.facebook.com/groups/xtransit .
Our 21st century cities and those of us who live and work in them have transportation requirements that have little in common with the historical patterns. Our actual service needs are closer to what we can see in successful car-based systems than the patterns associated with traditional public transport. That is to say, user requirements in this new-life system are for the most part not linear (i.e., many-to-many) , nor strictly time-cadenced.
In the context of the ongoing World Carshare 2014 program, we have been asked by several considering authors to provide some context and perhaps indicate some issues or questions concerning matters that our readers might be interested to know more about in order to better understand the evolution of carsharing in their country.
Over the last decade carsharing has increasingly proven itself to be an effective mobility option in cities around the world, serving for well more than 1000 cities on all continents. A key element of an integrated mobility strategy for people and for cities, it is a thrifty transport mode and largely self-financing.
People choose to carshare not because they are obliged to, but because it offers a choice. They do it because they see it as a better, more economical way to get around for a portion of their trips. Properly positioned it has been shown that carsharing can offer significant potential for energy savings, pollution reduction, space savings on the street, and reduced requirement for expensive public investments in infrastructure to support cars and/or conventional public transport. However in the last several years the sector has begun to change in some unexpected ways.
This is short report was submitted by the participants of the city of Amsterdam in the 20 February 2014 workshop in the Utrecht for the project Going Dutch: Carshare Strategies for Cities being carried out by the KpVV (think tank of the Dutch ministry of transport) in cooperation with EcoPlan. The latest draft report on that meeting and the recommendations of those present from a cross-section of Dutch cities and agencies is available in our project library at http://goo.gl/clWKnD. Your comment and suggestions are most welcome.