Fabian Israel (p), Pnina Plaut (p)

Guillaume Monchambert

For the past few years, there has been a growing interest in autonomous vehicles (AV) due to their revolutionary potential both for vehicle technology, and more importantly for their far-reaching expected impacts on urban mobility. One of the main questions emerging from AV research is whether AV can be an agent for a new socio-urban mobility system. AVs might pave the way for more creative and innovative ways of sharing mobility models. It is widely accepted that the main benefits that AV may bring to our urban mobility, is conditioned by the form in which the new technology will be adopted and used. If AV will be adopted in a sharing form it could be very beneficial for our urban life, if not, the new technology will only worsen the already damaged urban environment.
In this work we explore how AV could be adopted under a sharing usage modality by user’s perception, in particular we refer to tripsharing in the AV era. In this direction we want to understand people’s perceptions and desires about possible travel behavior forms related to group configurations for travel, based on socio-demographic characteristics, lifestyles, activity and travel needs, preferences, values and common interest. Focus groups are conducted in order to explore and reveal the principal dimensions/parameters that are relevant to individuals when they think about AV and specifically shared AV usage including: travel behavior changes, subjective considerations about the possibilities that AVs offer, and the construction of future scenarios and usage models. The main goal is to identify key parameters regarding the preferences and concerns of users for the potential SAVs usage. Understanding and predicting sharing models for AV usage are important elements for the future development of transport infrastructure, business models, regulations and new public-private partnership schemes.

Jeff Turner (p), Dilum Dissayanake, Geoff Vigar

Guillaume Monchambert

Much recent UK transport policy discussion has focused on supporting economic growth by enhancing the public transport connectivity of towns and cities at a regional level. This has manifested itself in regional economic development initiatives such as the ‘Northern Powerhouse’ and it’s supporting Strategic Transport Plan (Transport for the North, 2019). In addition, the widespread regionalisation of activities in sectors such as health service delivery, education and non-food retail has increased the importance of delivering effective public transport connectivity not only within but between urban spaces. However, much of the policy discussion has focused on major centres and large passenger flows. This is to the detriment of smaller urban communities and rural areas, which often face the challenges of low population densities and low levels of demand (Nuttley, 2003). Existing practises of family support in sharing journeys and greater penetration of smartphone technology-enabled mobility concepts (e.g. Uber, Liftshare, demand-responsive transport (DRT) and Mobility as a Service (Maas)) may open up new connectivity possibilities (Mulley and Nelson, 2009) in such areas.

The aim of this paper is to look at the potential for technology-enabled carpooling for small towns as part of the toolkit for regional connectivity within the North of England. The paper explores the scope of carpooling for non-commuting travel for small urban communities in the North of England. It also investigates the scope for promoting technology-enabled carpooling solutions as a way of developing community-based solutions to regional connectivity for particular inter-urban connections between smaller towns and major centres.

This paper identifies a number of small urban areas across Northern England where public transport connectivity to services such as hospitals and major shopping centres is considerably poorer than by car. Through case study research in such areas, it highlights the impact of the regionalisation of service delivery. It identifies key roles played by people, both within family networks and amongst community and public-sector organisations, who act as ‘intermediaries’ in organising and co-ordinating carpooling. The paper also highlights the importance of trust in informing perceptions of the security of carpooling. It also identifies the continuing challenge of online connectivity for households within more rural locations as a factor affecting technology-enabled approaches to carpooling. Finally, the paper identifies areas for further understanding of the nature of regional connectivity of small urban areas and for understanding the potential for technology-enabled shared mobility solutions in the context of small across the UK.

Dany Nguyen-luong (p)

Guillaume Monchambert

We propose two presentations in one. The first one concerns the results of an experimentation conducted by Ile-de-France Mobility, the Transport Authority. In Paris-Île-de-France Region (12 M people, 12 000 sq km), the last known figure (HTS 2010) of the car occupancy rate is 1.30 for all purposes and only 1.05 for home-work. So there is a huge potential in carpooling to reduce car traffic if you manage to increase significantly the car occupancy. IDFM conducted from october 2017 to september 2018 an experimentation, with a dozen of intermediation plateforms (Karos, Klaxit, IdVroom, etc), of a monetary incentive to encourage carpooling (2 € per trip limited to 2 trips per day). The main result is that the monetary incentive is not attractive enough, in view of the constraints (detour, uncertainty about the return, fear of the unknown), to generate the famous critical mass which is necessary to turn carpooling into a massive mode. Other incentives such as travel time reduction seem more interesting with, for example, dedicated HOV lanes. Secondly, we will present mainly a methodology to model simply mixed lanes on highways dedicated to HOV and express buses in case you do not have any reliable intermodal traffic model, just a classical static monomodal model, since most models are more or less still monomodal today. The application of this methodology is under way, the first results may be presented, otherwise it will be interesting to discuss about this methodology with the participants.

Alix Le Goff (p), Guillaume Monchambert , Charles Raux

Guillaume Monchambert

Congestion situations can cause various nuisances. Public authorities are trying to set up infrastructures and incentives to reduce these. Among them, we can find HOV lanes. One of the first in France will be located in the Lyon area. In the French context, ridesharing is by far not the most used mode in daily commuting. This paper aims to understand the different mobility behaviors and how to make of ridesharing a transport’s mode considered by the individuals in their choices when making their trip. To do so, we will conduct a discrete choice experiment to monetary value impacts on preferences of different trip components, including specific rideshare ones. Data will be collected in April 2019 and results will follow shortly.