What about Shared

Mobility?

Perspectives from ITDP’s present work in

Indian context

V. S. Vaidya
 Some stats.

India is said to be the 3rd biggest market for technology-based cab aggregators at present. It is
expected to grow to ₹ 46,900 crores ($ 70 billion).
Ola, an Indian company which started out in January 2011; now operates in over 100 Indian
cities. Its fleet exceeds 3,50,000 vehicles – one of India’s “unicorn start-ups”
Uber, a multi-national corporation started in India in August 2013. Presently, it operates in 23
cities in India with 2,50,000 drivers.
Jugnoo – an auto-rickshaw aggregator operates in 30+ cities
Urban units (statutory and census towns) are about 8,000 in number
Ola's market share of about 52% is believed to be approximately twice that of Uber's share.
 Beginning with conclusion
Public policy mandate vis-a-vis shared mobility…

Develop;
Not merely regulate.

Enhancing mobility, yet:

• Lesser pollution,
• Diminished risks,
• Lesser use of space.
Why have such a policy? What we care for?

Reduced

Stabilised

VKT
PMVKT
 What informality also means..

The Chennai story:

“Shared autos” on the ground are about seven times more than the licensed shared autos
Both, licensed /non-licensed shared serve non-authorised routes.
Other vehicle types offer shared services without being licensed at all to do so.
Auto-rickshaws or other vehicle types with only "contract-carriage“ (hail /unique-destination
service) permits offering fixed-route, ride-sharing services.
ICT-enabled, on-demand aggregator cab services and certain taxi /rental services are “semi-
informal” (if not fully informal). These are not licenses as licensed services.
What informality causes?
 Shared mobility?? What should we focus on? [I]

Public vs. Commercial shared mobility

-- PT’s mandate set in a way.
-- Issues regarding jurisdiction.
 Shared mobility? What should we focus on? – [II]

Non-vehicular /non-motorised
shared mobility
vs.
Motorised shared mobility
www.parkcirca.com vehicles
[whether all such parking is publicly
accessible or traded online by individuals
amongst themselves]

[whether private properties provide parking

spaces on a commercial model]
 Nothing succeeds like sustainability..

Versatility

Objectives aligned to sustainability principles –

Equity, Safety, Environmental-sensitivity,

Efficiency

Potentially & actually

less sustainable – vehicle More
technology wise and /or
ride-wise
sustainable...
Reasonable give and take required
More sustainable; more incentivised
The regulatory regime (including the market) fairly rewards or
incentivises the performers and penalises or disincentivises the
non-performers.

“Winner does not  take all”

 3 key considerations /challenges [I]

Be flexible by focussing on objectives:

Make it easy for PMVs to double as CSM vehicles.
Encourage the future demand for new / pre-owned vehicles to be geared largely towards deploying
them for CSM services.

Focus on outcomes for shared mobility that are well-targeted and easily
measurable.
 3 key considerations /challenges [II]

Gauge performance of CSM services, CSM policy itself depending on how they
meet sustainable transport principles /objectives and respect the relevant rights
of passengers and drivers.
Get CSM to complement PT /NMT by duly integrating them all using of state of
the art technology
Channelise revenue from CSM to fund infrastructure for PT /NMT balancing it
with reight incentives.
 Intended consequences

The role of conventional and present day CSM recognised /formalised.

CSM, on the whole, encouraged and enabled to meet the challenges of:
a) increasing competition.
b) greater innovation.
c) changed expectations regarding responsible and customer-friendly service delivery.

Raised bar with regard to the latter for all CSM services /their facilitators.
A level playing field for all CSM models (ensuring more sustainable options
getting a greater play).
A mix of policies /plans.
 Principles – Objectives – Outcomes
Principles of sustainable Proposed outcomes for
Proposed objectives
urban transport Motorised CSM

Motorised CSM will stabilise at 33% mode share in

the total mode shares of motorised vehicles by
Make CSM formal and organised
2031.
Efficient use of resources
Harness CSM to promote PT and NMT
Motorised CSM will contribute 20% on the whole to
finances for PT and NMT.

Make CSM sensitive to the environment by limiting

overall vehicle kilometers travelled (VKT) and 21% of motorised CSM rides will either originate
Environment friendliness
particularly reducing the PMV Kilometers and or terminate at public transport facilities.
travelled (PMVKT)

Regulate all CSM to ensure safety and security of

Safety of all drivers and passengers are not compromised, but 10% or less accidents will involve a motorised CSM
are in fact enhanced

21% of motorised CSM rides will either originate

Ensure a level playing field and accountability for and or terminate in locations that are identified as
Social inclusion and equity
all CSM services areas not served or underserved by public transit -
area-wise or time-wise.