Emerging Mobility Exam

Robin Cahyadi
03749299
Robin.cahyadi@tum.de
_______________________________________________________________

Ques&on 1: Men&on and explain three recent trends that are making changes in the way
people are commu&ng in the urban environment related to the urban transporta&on
systems. What are their expected impacts on user behavior from your personal point of
view? (10 points)

Numerous factors has impac0ng individuals' tendency to alter their commu0ng behavior
within urban transporta0on systems. These shi<s certainly occur due to various phenomena
associated with urban environments, such as increasing popula0on density, economic
incen0ves for more efficient living, concerns regarding environmental impact, access to
technology facilita0ng the adop0on of new trends, the demand for modern and convenient
transporta0on, and other internal or external mo0va0ons. These recent trends have
significantly transformed the way people commute in urban environments and have become
an integral part of their daily lives. These trends include micro-mobility solu0ons, Mobility as
a Service (MaaS), and the emergence of Electric Vehicles (EVs).

One of the most prominent trends that we can observe is the growth of micro-mobility
solu0ons, such as electric sharing bikes, e-scooters, and shared bikes. More and more
countries, both developing and developed, are adop0ng this trend, and people themselves
tend to use it, making it a part of their daily lives. This obvious choice aligns with the aim of
Micro-Mobility Solu0ons – to provide and cover short distances, helping users become more
efficient both in terms of 0me and money. The micro-mobility solu0on has proven to reshape
the way people commute short distances, leading them to rely heavily on these services for
short-mile journeys, displacing conven0onal modes such as cycling or even walking.

The second trend is Mobility as a Service (MaaS), aiming to transform urban transporta0on as
a whole by integra0ng various modes of transport into a single, user-centric plaLorm. The
main driver is to offer a comprehensive commu0ng solu0on, with convenience being a
prominent benefit of mobility itself. This concept has drawn significant aNen0on as it provides
users with end-to-end guidance to reach their des0na0ons effec0vely. By integra0ng different
transporta0on modes into a single, user-centric plaLorm, travel planning and payment are
simplified and just one click away. It has revolu0onized the way users depend solely on a single
plaLorm to meet their transporta0on needs, especially for individuals with long journeys or
trips that require mul0ple modes of transporta0on. Its impact on user behavior involves
fostering high expecta0ons toward transporta0on modes when everything operates
seamlessly and offers flexible choices, depending on the fastest op0ons available.

The final trend is the Rise of Electric Vehicles (EVs). More and more users prefer electric
vehicles, causing a substan0al shi< from tradi0onal fuel cars to a more sustainable and
environmentally friendly op0on that maintains the same func0onality. This trend dis0nctly
changing user behavior in terms of mindset, intensifying concern for the environment and
changing the way users approach mobility solu0ons. It prompts users to be more mindful,
where they need to consider energy usage and baNery capacity each 0me they embark on a
journey, given its delicacy compared to the availability of fuel.

These three trends demonstrate a major shi< towards more sustainable, efficient, and flexible
urban transporta0on systems. They aim to address the challenges posed by urbaniza0on,
focusing on the convenience of public transporta0on and the environmental impact of
transporta0on itself.

Ques&on 2: State the main differences between shared mobility, mobility-as-a-service

(MaaS), and public transporta&on with examples. Also, which service do you believe
would be more beneficial for society? (10 points)

The main differences among shared mobility, mobility-as-a-service (MaaS), and public
transporta0on, along with examples, clearly lie in who provides the services and how the
services are integrated across different modes of transporta0on.

First the Shared mobility is typically provided by private par0es, offering services that allow
users to share a vehicle either simultaneously as a group or individually over 0me as personal
rentals. Users are charged for each use. Some0mes, the vehicles can be owned either by the
company or by users who willingly par0cipate as service providers on the plaLorm. Shared
mobility usually operates as a standalone service or is some0mes integrated into mobility-as-
a-service (MaaS) plaLorms as one of their transporta0on modes.

Next is Mobility-as-a-Service (MaaS) is primarily offered by private en00es, even though

governments have also recently made aNempts to provide similar services. For instance, MVG
(Münchner Verkehrsgesellscha< mbH), Munich's public transporta0on company, try to offer
Mobility as a Service (MaaS) op0ons. MVG extends various transporta0on op0ons, including
public modes like buses, trams, subways, as well as collabora0ons or integrated services like
shared bikes or scooters with other providers to offer complete integrated services. The key
dis0nc0on lies in MaaS func0oning as an integrator, consolida0ng offerings from mul0ple
mobility service providers. It allows the end-users to access these services through a single
digital interface, enabling them to seamlessly plan and pay for their en0re journey from start
to finish.

In contrast to both the op0ons men0oned above, public transporta0on is undeniably provided
by the government and func0ons as a locally available travel method, enabling a larger
number of people to journey collec0vely along designated routes. It encompasses buses,
trains, trams, high-speed rails, airlines, and coaches. Public transporta0on holds a significant
presence within ci0es, interconnec0ng ci0es, and traversing various transporta0on modes.
Some0mes, integra0on between these modes can be found in developed countries, but more
commonly, they remain independent of each other, as o<en observed in developing countries.

The service that clearly really beneficial for society is public transporta0on, serving as the
backbone of how users and ci0zens travels and commute from one loca0on to another. It has
evolved into a fundamental needs and undertakes a role that the government assumes to
cover all the transporta0on needs from all ci0zens, regardless of their circumstances.
Moreover, public transporta0on can be integrated with other modes to offer comprehensive
journeys for ci0zens from all corners of the country, to enhance the overall convenience of
ci0zens journey.

Ques&on 3: Explain why you agree or disagree with the following statement: “Shared
mobility” is a great addi&on to the urban environment and will solve the problems of
traffic externali&es without any expected nega&ve outcomes. (10 points)

I don't agree with the following statement. Clearly, shared mobility is a great addi0on to the
urban environment, bringing various advantages to the urban transporta0on system. It begins
by providing mobility access to groups of users who may not be able to afford private vehicles
or who prefer using transporta0on on a per-use basis for the sake of efficiency. On the other
hand, it helps in reducing vehicle usage and emissions, leading to cost savings and offering
greater convenience to users. According to a study from the SHARE-North EU Project, car-
sharing impacts in Bremen are significantly reducing traffic. Each car-sharing vehicle in Bremen
replaces 16 privately owned vehicles or prevents their purchase, leading to a reduc0on of
more than 50% in vehicle kilometers/miles traveled (VKT/VMT) in Bremen. However, the
existence of shared mobility won't en0rely solve all traffic-related issues, but it has the
poten0al to reduce several of them. Like the study from SHARE-North EU Project, shared
mobility can decrease traffic-related problems such as conges0on, VKT/VMT, air pollu0on, and
accidents. It contributes to a reduc0on in demand for parking spaces in specific busy areas
and promotes more efficient vehicle usage due to the shared nature of transporta0on.
(SHARE-North, 2018)

However, the presence of shared mobility can't eliminate the problems of traffic externali0es
since its existence can also cause several problems, such as par0al mode shi<, where users
use shared mobility services in addi0on to their own private cars. For instance, when an odd-
even plate number policy is applied and they only have one car. Another problem could be
the push for regulators to pay closer aNen0on and regulate this area before it harms the
dynamics of the urban environment or causes unintended effects. In conclusion, I disagree
with the statements above. Shared mobility is undoubtedly a valuable addi0on to the urban
environment, but its existence cannot fully address traffic externali0es without leading to any
nega0ve outcomes.

Ques&on 4: The shared E-scooter is one of the newest members of the shared mobility
family, specifically the micro-mobility group; briefly explain the concept of micro-mobility
and how shared E-scooter could be beneficial or harmful to the urban environment. (10
points)

The concept of micro-mobility refers to transporta0on modes that consist of small and
lightweight vehicles, specifically designed to cater to short trips in urban or suburban areas,
forming a part of the urban transporta0on system. Its primary aim is to facilitate the
connec0on between the first and last mile, helping users bridge the gap between their star0ng
or des0na0on points and other modes of public transporta0on. Micro-mobility includes
various vehicles, such as e-scooters, which are two-wheeled vehicles powered by electric
motors and baNeries; e-bikes, which are electronic bikes hybridized with pedals and baNeries;
and electronic mopeds, similar to e-scooters but o<en used for longer distances.

The primary goal of micro-mobility, par0cularly e-scooters, is to enhance the connec0vity of

the urban transporta0on system, addressing short-trip journeys and comple0ng the first/last-
mile connec0vity. However, in reality, the situa0on reflects that e-scooters can be detrimental
to the urban environment. Firstly, they contribute to an increase in incidents. A study from the
UK government revealed that accidents involving e-scooters have risen by 38%, from 978 in
the end of June 2021 to 1,349 accidents in June 2022 (Reported Road Casual0es Great Britain:
e-Scooter Factsheet Year Ending June 2022, 2022). This is clearly related to the inadequacy of
the urban infrastructure, as bike tracks are o<en used freely by e-scooter users without
considering their presence, leading to safety concerns. Users frequently u0lize these services
without proper safety gear, such as helmets, and due to their irregular usage paNerns,
conflicts arise between e-scooter users and pedestrians, as well as other road users like cars
or buses. To align e-scooters with their original purpose, several aspects need to be considered
to achieve their aims and offer mul0ple advantages to the urban environment. Efforts such as
crea0ng safety regula0ons to ensure the safety protocols of e-scooter users, providing
educa0onal guidance on how to ride e-scooters safely on roads or bike lanes, and establishing
special zones for e-scooter opera0on in certain areas that are safe from an urban environment
point of view can all contribute to addressing these challenges.

Ques&on 5: What policies should be considered in organizing shared mobility services to

target the op&mum output regarding environmental impact, built environment, and
equitable use? (10 points)

There are several policies across various aspects that could be implemented to beNer organize
shared mobility and help achieve the desired op0mum outcomes in terms of environmental
impact, the built environment, and equitable usage. First, in terms of vehicle policies,
encouraging shared mobility providers to u0lize electric or hybrid cars could significantly
reduce pollu0on emissions and gas consump0on. This effort not only aids the government in
promo0ng hybrid or electric vehicle adop0on but also encourages more people to transi0on
from fuel-powered cars. Second, concerning the built environment, par0cularly parking areas,
establishing dedicated spaces for shared mobility vehicles is crucial. Users should be required
to park their rented cars in specific government-designated zones. These areas must be
integrated into urban planning and design ini0a0ves led by the government, and their
loca0ons should be strategically chosen to facilitate the smooth flow of traffic, thus avoiding
unintended nega0ve impacts like conges0on or harm to the urban environment's harmony.
The last set of policies that can be implemented is related to pricing. Implemen0ng Conges0on
Pricing could involve seong incremental pricing during busy hours to discourage excessive
usage that may contribute to traffic conges0on during cri0cal 0mes but at the same 0me the
pricing structure may be regulated to ensure accessibility for everyone, regardless of their
background. This includes offering prices that remain affordable in comparison to other
transporta0on modes. By incorpora0ng these three policies, it could help bring shared
mobility usage closer to its intended goals by elimina0ng nega0ve environmental impacts,
promo0ng posi0ve effects on the built environment, and ensuring equitable usage for all
individuals.
Ques&on 6: Explain why you agree or disagree with the following statement: “Ride-hailing
is useful in decreasing the overall vehicle kilometer/mile traveled (VKT/VMT) and
subsequently decreasing traffic externali&es.” (10 points)

The effec0veness of ride-hailing in decreasing overall vehicle kilometers/miles traveled

(VKT/VMT) is subject to debate. The introduc0on of ride-hailing aimed to reduce both
VKT/VMT and mi0gate the nega0ve traffic externali0es. The concept aim to op0mize vehicle
usage by allowing mul0ple users to share a single vehicle for various trips. This approach
enables users to u0lize the service as needed, aligning with the vehicle's availability and
ensuring its con0nuous use throughout the day. However, the claim that ride-hailing
significantly reduces VKT/VMT isn't en0rely accurate. Its success depends on the equilibrium
between the supply side (driver availability) and the demand side (ride requests from users).
While VKT/VMT reduc0on is plausible in an ideal scenario, real-world challenges arise proves
different point of view where such as high demand leading to empty miles, where a significant
por0on of driving occurs without passengers. These empty miles can counteract poten0al
VKT/VMT reduc0ons.

Secondly, the effec0veness of ride-hailing is influenced by the quality of urban planning in a

city. Factors such as infrastructure and regula0ons impact driver routes for picking up and
dropping off customers. Without proper regula0on or accommoda0on in urban planning,
conges0on and improper traffic condi0ons can arise, affec0ng the overall impact. The reality
doesn't always align with the aim that ride-hailing inherently reduces overall VKT/VMT.
Moreover, it doesn't necessarily lead to a subsequent decrease in traffic externali0es. In fact,
ride-hailing o<en contributes to various traffic effects, including conges0on and irregular
traffic paNerns. Empty miles further exacerbate issues by genera0ng addi0onal air and noise
pollu0on. These drivers lack a specific des0na0on and primarily aim to locate customers in
need of service. Given these reasons, I cannot agree with the provided statement.

Based on the two reasons above, I would say that I don't agree with the statement "Ride-
hailing is useful in decreasing the overall vehicle kilometer/mile traveled (VKT/VMT) and
subsequently decreasing traffic externali0es." While it might lead to a slight reduc0on in
vehicle kilometers/miles traveled (VKT/VMT), the real-world situa0on shows that traffic
externali0es are, in fact, increasing.

Ques&on 7: State the main differences between shared mobility solu&ons in the
developed and developing world. Should informal mobility op&ons be banned in the
la]er? (10 points)

We can observe significant differences among shared mobility solu0ons in three aspects:
infrastructure, socioeconomic factors, and regula0on.

First, let's consider infrastructure. Developed countries have well-established infrastructure,

including properly maintained roads, regulated traffic, and efficient public transporta0on
systems. This enables seamless integra0on between public transport and shared mobility
solu0ons, while also minimizing the nega0ve impact of shared mobility through clear
regula0ons. On the other hand, developing na0ons face inadequate infrastructure, leading to
unavoidable conges0on due to a lack of rules for vehicle drop-offs and difficul0es integra0ng
with public transport. This underscores the importance of Infrastructure Readiness to support
the development of shared mobility.

Second, with the socioeconomic factor, developed countries benefit from popula0ons with
good technological literacy. Access to modern technology makes it easier for people in these
regions to adopt and maximize the advantages of shared mobility solu0ons. Addi0onally,
widespread availability of payment systems, smartphones, and digital literacy further
contributes to increased usage. In contrast, people in developing countries o<en have limited
access to technology, and the prevalence of informal economies involve solu0ons that are
affordable, accessible, and adaptable to their economic reali0es in order to encourage shared
mobility adop0on.

Lastly, regulatory perspec0ves differ significantly between developed and developing

countries. Developed countries typically have stringent regula0ons in areas such as
transporta0on, safety, and emissions. These regula0ons facilitate the existence of organized
shared mobility solu0ons that have minimal nega0ve impact on urban transporta0on system
and traffic externali0es. In contrast, regula0ons in developing countries are o<en less
established or inconsistently enforced. People may disregard rules related to safety, emissions,
urban planning, and other aspects of shared mobility, raising ques0ons about the
effec0veness of these solu0ons.

While banning informal mobility op0ons is an op0on for governments in developing countries,
a balanced approach is more crucial than simply elimina0ng them. This balance could involve
regula0ng and integra0ng informal mobility op0ons into formal transporta0on systems. Such
an approach offers viable alterna0ves for informal mobility operators, who are mainly
individuals lacking access to formal op0ons due to cost or availability. Simultaneously, it helps
maintain urban orderliness and minimizes the poten0al harm that might arise if informal
mobility op0ons were eliminated. Simply banning informal op0ons could incurring mobility
challenges and harm the livelihoods of this vulnerable popula0ons group. Instead of pursuing
a ban, priori0zing a balanced approach becomes impera0ve.

Ques&on 8: Considering the recommenda&ons given along the course, propose how to
structure an efficient and sustainable urban transporta&on system in terms of modes,
their hierarchy, and infrastructure requirements, etc. in the following cases:

I. A compact, densely populated city with over 1,000,000 inhabitants. (5 points)

Certainly, the primary solu0on lies in extensive public transporta0on modes, such as
subways, trains, and buses, capable of accommoda0ng large numbers of passengers
simultaneously. The hierarchy should priori0ze well-connected buses, trams, and
subways as the forefront of public transit, supported by dedicated bus lanes and transit
hubs to facilitate smooth transfers between each transporta0on mode. Addi0onally, it
is essen0al to provide suppor0ng infrastructure like bike lanes, sidewalks, to synergize
the whole the public transporta0on system. The objec0ve is to establish a
comprehensive interconnected public transporta0on network complemented by
 essen0al infrastructure to create a transporta0on ecosystem that offers end-to-end
journeys.

II. A sparse suburb with poor services supply (e.g., educa&on, health, commerce, etc.)
and not very well connected internally, whose main exit leads to a train sta&on that
goes to the CBD. (5 points)

In this case, transporta0on modes are required to connect the sparse suburb to a train
sta0on leading to the CBD, such as a shuNle bus covering the large suburb or simplified
micro-mobility solu0ons. A shuNle bus can be a suitable solu0on as it doesn't require
extensive technological knowledge to use the service, nor does it involve high costs.
It's efficient as it can transport a considerable number of people simultaneously.
Addi0onally, informal, simplified micro-mobility solu0ons like manual rental bikes
could also be considered. These op0ons can help s0mulate the local economy and
facilitate residents' mobility to the train sta0on for CBD access. The key lies in
addressing the first-mile trip towards the CBD or the last-mile journey to the suburb.
Moreover, promo0ng educa0on for accessing technology could encourage the
u0liza0on of exis0ng op0ons like carpooling and ride-sharing services to reach the
main sta0on.

III. The same case as ii), but with a be]er supply of services. (5 points)

In this specific case, as men0oned earlier, exis0ng op0ons like carpooling and ride-
sharing could be viable solu0ons. Encouraging par0cipa0on in ride-sharing plaLorms,
either as providers of the service or users of shared mobility services, can be effec0ve
due to the large number of people heading to the same des0na0on – the main train
sta0on leading to the CBD. From an infrastructure perspec0ve, access to suppor0ve
facili0es like bike lanes should also be considered. Furthermore, collabora0ng with
mobility service providers could offer tailored solu0ons that align with the area's
unique characteris0cs. For instance, in an island area, boats could serve as a beneficial
shortcut to reach the train sta0on bound for the CBD. In certain cases, this approach
might prove more efficient than surface routes, poten0ally reducing travel 0me.

IV. The same case as ii), but with a significant share of elderly and handicapped users.
(5 points)

In this specific case, where a significant share of elderly and handicapped users are
present, accessible modes of transporta0on with infrastructure equipped with ramps,
elevators, and tac0le elements are essen0al. These features contribute to improved
mobility without any hurdles for these users, highligh0ng the importance of inclusivity.
Relevant transporta0on modes for this situa0on might include shuNles designed to
cater to specific needs, such as shuNles for individuals using wheelchairs or shuNles
equipped with guidance systems for those with hearing difficul0es. To ensure that
everyone can travel, improve the alterna0ves for ac0ve transporta0on by building
secure pedestrian routes, wheelchair-accessible sidewalks and designated bike lanes
for disabled people. All of these elements must be incorporated as a comprehensive
approach, with the goal of connec0ng the suburban area to the CBD train facility.
 However, the primary focus should be on establishing an inclusive transporta0on
network that enhances the quality of life for all residents, par0cularly elderly and
handicapped users.

Ques&on 9: Discuss the following statement “Once the cost of automated vehicles for
private use comes down, their entry into the streets will be quick, which will help to tackle
most of the externali&es generated in the transport area.” (10 points)

The given statement is true, following an economic principle known as the law of demand: as
the price of a good or service decreases, the quan0ty demanded for that good or service
increases, and conversely, as the price increases, the quan0ty demanded decreases. This can
be seen in the development of electric vehicle technology for widespread use, which has
lowered costs, making it more accessible, affordable, and appealing for private ownership.
This, in turn, has led to a rapid increase in the presence of electric vehicles on the streets.
Automated vehicles, in par0cular, have the poten0al to address various externali0es
generated in the urban transporta0on system.

Automated vehicles have the poten0al to address many externali0es generated in the
transporta0on sector. They can start by minimizing emiNed emissions. Equipped with
advanced systems, automated vehicles can contribute to emission reduc0on. They can be
programmed to op0mize fuel efficiency, lower emissions through smoother driving, and
choose op0mal routes. From the city's perspec0ve, they can enhance traffic flow. If
interconnected and communica0ng with infrastructure and each other, autonomous vehicles
can work together to minimize conges0on and maximize traffic flow. Moreover, from a user
perspec0ve, they can enhance safety by elimina0ng human errors that lead to accidents.
However, certain challenges need to be addressed, primarily related to externali0es. Induced
demand has the poten0al to counteract emissions and conges0on reduc0ons, as observed in
the real world with electric vehicles.

The second aspect relates to energy and resource consump0on. Autonomous vehicles heavily
rely on technology like advanced sensors and compu0ng systems, leading to higher energy
and resource consump0on. This challenge becomes more pronounced as autonomous
vehicles enter the market on a large scale, making efficiency in this area difficult to achieve.
The last aspect involves Infrastructure Compa0bility. The success of autonomous vehicles in
reducing externali0es hinges on well-maintained and compa0ble infrastructure. Retrofiong
exis0ng road networks to accommodate autonomous vehicles indeed requires a significant
investment of 0me and resources.
References

Reported road casualties Great Britain: e-Scooter factsheet year ending June 2022. (2022,
November 24). GOV.UK. https://www.gov.uk/government/statistics/reported-road-
casualties-great-britain-e-scooter-factsheet-year-ending-june-2022/reported-road-
casualties-great-britain-e-scooter-factsheet-year-ending-june-2022

SHARE-North. (2018). Analysis of the impacts of car-sharing in bremen,

germany. www.share-north.eu. Retrieved August 10, 2023, from https://share-

north.eu/wp-content/uploads/2018/08/Analysis-of-the-Impact-of-Car-Sharing-in-
Bremen-2018_Team-Red_Final-Report_English_compressed.pdf