mobility Tag

To be in line with the ecological objectives of carbon neutrality and the societal challenges of inclusiveness, sharing and diversity, it is necessary to encourage changes in individual behavior through strong public policies.

What are the impacts of public policies on mobility? VERTONE sheds light on 5 recent regulatory changes that have a “lasting” impact on mobility.

In addition to this article, you will find the 5 trends in the use of transport that influence hand mobility.

1/ The LOM law offers new skills to the aoms AND ESTABLISHES THE SUSTAINABLE MOBILITY PACKAGE

The LOM Law facilitates and encourage the deployment of new solutions to allow everyone to travel. This translates into projects aimed at ensuring the proper functioning of existing transport, accelerating the development of new mobility solutions, and helping mobility solutions in all territories (for example by fighting against mobility dead zones).

This law also encourages invest more and better in everyday transport, for better collaboration between AOM and operators. Finally, the latter reinforces the transition to cleaner mobility, in particular through the FMD (sustainable mobility package), which offers employers an effective solution for their employees to opt for sustainable modes of transport for their commuting.

This optional package can amount to up to €400/year free of imports and social security contributions, and replace the bicycle mileage allowance, little used because it is very complex. The FMD offers the employer a favorable regulatory context for the development of his mobility plan, and the opportunity to become the instigator of the MAAS deprived of his wages (see article).

To go further, discover 2 articles about the opportunities and changes brought about by the LOM law.

2/ The climate and resilience law favors public transport

As an extension of the LOM, the section dedicated to mobility of the climate and resilience law aims to promote alternatives to individual choice. It thus takes several steps aimed at prefer public transport, with the creation of “green” zones in urban areas with more than 150,000 inhabitants, as well as the promotion of on-demand transport. It is also proposed to encourage the use and development of relay car parks at the entrance to the city.

The development of traffic lanes reserved for public transport vehiclesauxiliary Taxis and carpooling, even if you give tariff schedules Advantageous will also favor the use of public transport.

3/ The opening to competition of the rail networks and the ratp

After 2019, medium and long distance transport is in a phase of competition, especially for TER. Today, last November, Transdev announced the first regional rail call for tenders in France, with the award of the Marseille-Toulon-Nice line in the South Region.

For the territory’s balance trains (currently operated by Intercités), the opening also almost saw the light of day in 2022, but a new agreement for the period 2022-2031 was finally signed last March, for lack of a competitor to the SNCF. The first batches of openings for the competition are being prepared for 2026 (Nantes-Bordeaux and Nantes-Lyon).

To find out more about the opening of the rail market, we could consult this article.

In terms of urban mobility, the face of Île-de-France is also gradually becoming aware of major changes. From 2022, the competition will concern buses in the Grande Couronne, and from 2025 it will be extended to Parisian buses. It will be necessary to wait until 2040 for the metros and RER to also know this opening to new operators.

These successive waves of opening up to competition are so many opportunities for transport operators to position themselves on these calls for tenders, and to have the services and experiences of users evaluated.

To go further on the impacts on the passenger experience of the opening of the rail market, we invite you to consult this article.

4/ SUPPORT POLICIES for post-COVID-19 crisis transport

The recovery plan following the COVID 19 crisis plans to devote 91 million euros to everyday mobility alternatives to the car. We have deciphered in detail the opportunities of the recovery plan for mobility in a dedicated article.

This aid will take the form of matching funds for bicycles, to encourage an acceleration of work to develop bicycle networks and subsidies for public transport projects. They therefore enable local authorities to continue investing despite the crisis.

For the Île-de-France region, for example, an envelope of 13.8 million euros is reserved for public transport to accelerate modernization and the development of revenue. This represents a +69% increase in finances, a note for the support of structuring projects such as the extension of RER E to the west, the modernization of RER B and D, or the deployment of buses and trams.

5/ Free urban transport at the heart of the debates

This is a political subject frequently highlighted in discussions and in particular during the last municipal elections which took place in 2020. On this occasion, more than 100 candidates have included free public transport in their programme. Furthermore, we return to our article on the interests of mobility through candidate programs.

Targeted free policies to meet different challenges ecological, accessibility to the most modest, more so support for merchant activity which have gone from notable frequencies due to successive crises (Yellow Vests, COVID-19, etc.). These measures aspire to encourage the French to return to the city centers, which are sometimes neglected. They can be total or partial, with a free system only on weekends (as in Montpellier or Nancy for example) or targeted for certain audiences (young people, retirees, etc.)

Note that these measures are logically conducive to a frequency house. Funding should therefore be provided to maintain the network, or even develop it, in order to respond to changes in user demand.

These five major developments in the world of transport, seem to leave us I will understand that mobility will tend to change structurally, towards an increase in softer, more inclusive modes, but also more accessible to everyone throughout the territory . Public measures lead to new challenges, both for local authorities in order to finance investments, and for operators who must rethink their offers, services and use cases. These challenges crystallize in the new calls for tenders issued by the Public Transport Authorities (see article on responses to calls for tenders in transport).

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VERTONE reviews the 5 main user trends that have a strong impact on current and future mobility.

Mobility has been strongly impacted by the health crisis and the landscape has come out of it in a lasting way, reinvented. Furthermore, the transport sector (mainly road transport) is responsible for the majority of CO2 emissions in the world. The relationship of the French with transport is changing, as the Mobility Observatory shows: in 2020, more than 30% of users said they wanted to change their daily travel habits, giving up common transport once they had overcome the health crisis.

However, sustainable alternatives to individual modes are a true ecological asset to reduce the carbon footprint of our trips. These social trends represent a challenge for all actors of sustainable mobility in France.

1/ Demobility and lasting decrease in the use of public transport

Successive lockdowns have led the French to adopt new travel habits and limit them in duration (see article) : home deliveries, teleworking, need for flexibility, short notice… These changes in use have caused a 30% reduction in the use of public transport, which will probably not return to pre-Covid levels in the short term.

This phenomenon of demobilization was accompanied by a modal shift important for individual means of transport such as the bicycle or the automobile, and of a phenomenon of abandonment of urban areassince 23% of the French plan to leave the cities in the coming years.

Another phenomenon that accompanies the digitization of work (a prerequisite for telecommuting) is the digitization of tickets. This was already underway long before the health crisis and the latter accelerated it. In fact, some operators have redesigned their distribution model (see article on the economic model of m-ticketing). This allows us to satisfy users’ needs for flexibility and offer them prices that are as close as possible to their needs, such as pay-per-use.

2/ An increase in soft mobility

The development of cycling has been a fundamental trend in the last 20 years. But the strikes, and especially the health crisis, have gained new followers, with the bicycle being seen both as a true “barrier gesture” and as an ecological means of transport. We see a strong modal shift towards cycling in 2020, as cycle paths have seen an increase of up to +27% in their use, and more specifically in Paris, where we see an increase of +47% between 2019 and 2020, and another + 22% between 2020 and 2021.

In addition, the bicycle is one of the soft modes that best adapts to intermodality with public transport. This is facilitated by the entry into force of the decree of 01/19/2021, which leads to the development of spaces for bicycles on trains, as well as the development of bicycle racks on urban buses.

In addition to the health security offered by this mode of transport, the positive impact on the carbon footprint, speed and cost are motivations for new cyclists (see article on the bicycle boom). However, there are disparities in use in France (2% of users in Paris compared to 15% in Strasbourg, for example) but also on a European scale, leaving France with a large margin of progress compared to its neighbors (in Germany, the bicycle represents around 10% of the modal share). Thus, more and more policies and incentives (bicycle plan, Climate and Resilience Law, etc.) allow setting strong objectives to realign our uses with those of other European countries. To support and accelerate the development of cycling, the City of Paris notably adopted a new Cycling Plan 2021-2026 last November. Its goal is to make Paris 100% cycling by developing the “cycling culture”, thanks to investments of 250 million euros, that is, an additional 100 million compared to the first plan that expired in 2020.

3/ Still strong automotive competition

Although soft mobility is booming with a good number of French people, only 14% of them are considering bike or walk more often to get to the office.

In fact, more than two-thirds of trips home or to work are made by car, and this has been aggravated by the health crisis (15% of French people say they use the car more to get around).

The strong use of the private car is explained, in particular, by the absence of alternatives outside the centers and the periphery: 55% of the French declare not being able to choose your means of transport daily, because public transport is absent or not adapted to needs, as in many white areas of mobility in French territory.

In response to growing questions about the use of individual cars and their impact on the environment, some players are envisioning new business models around the world. Vehicle as a Service (simplified rental services) favoring the use of the property. In addition, manufacturers are now betting on technological innovations to offer alternatives to the thermal engine and for this two technologies are competing: 100% electric vehicles (see article on charging stations) and fuel cell vehicles that run on hydrogen (see article on the role of hydrogen in the mobility of tomorrow).

4/ Awareness of environmental problems

For the first time since the beginning of the Ipsos surveys on the concerns of the Frenchthe weather comes first for 42% of them, ahead of purchasing power, the health system and employment. These priorities were felt at the polls, by the “green” wave during the last elections European (where the ecologists went from 52 to 70 seats); Then during municipal elections in June 2020 (see our analysis of the challenges of sustainable mobility through candidate programmes).

These concerns are conveyed by various regulations and obligations for the sustainable mobility sector: for example, local authorities are obliged to build a climate plan in which all the levers implemented to reduce GHG emissions are highlighted, especially in the field of transport.

5/ AWARENESS ON THE ISSUES OF Solidarity and accessibility

In 2005, the law for equal rights and opportunities, participation and citizenship of people with disabilities, highlighted the importance and need for guarantee access to public services and public transport for people with disabilities.

The main objectives of these public policies have not yet been fully achieved in France: for example, the diversity quotas of companies have not been validated, and the same applies to the accessibility of public transport. Thus, in Paris, only 3% of metro stations are fully accessible for people with reduced mobility.

However, the regulations are changing to encourage the use of public transport by people with reduced mobility. Since 2017, the Mobility Inclusion card has provided benefits to facilitate travel for the elderly or disabled. For its part, in 2021, the Ile-de-France region developed new price offers (free, half price) for companions of people with disabilities.

In addition, public opinion is informed and is increasingly aware of the problems of inclusion of people with reduced mobility or people with visual disabilities. The numerous testimonies shared and the outraged comments on social networks demonstrate the sensitivity of users to the inaccessibility of the Paris metro, or much more widely of public transport and public places.

These five major developments in the world of transport testify to a structural transformation of mobility, towards softer modes (with the increased use of cycle paths in particular), more inclusive (thanks to the awareness of the challenges for people with reduced mobility in particular) and also more accessible to all throughout the territory (fighting against white mobility zones for example).

The changes in uses, the contraction of the market and the increase in competition between modes of transport call into question the needs of the AOM, as well as the model and dimensioning of the offers proposed by carriers (cf. article on responses to the call for proposals in transport).

In a future article, VERTONE will share the 5 developments favored by public policies and recent regulatory developments.

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The Mexico City International Airport (AICM) will sanction drivers of applications such as Uber and DiDi who offer their services at airport facilities with fines of up to 43 thousand pesos.

Through its loudspeaker system and with posters posted in the facilities, the AICM has informed its users that it is prohibited to request transportation to move from the airport in mobile applications: “Prohibited to provide service or boarding of passengers on digital platform taxis. Fine $43,000 MXN”, the advertisements state.

Mobile applications demand that the authorities respect the consumer

After the news got out, Uber called to collaborate and work with the Mexican government so that people have access to decent mobility in the country: “We reiterate our desire to contribute and work with the Government of Mexico through technological solutions in favor of freedom and access to mobility of people“, the company said.

Uber said that users of Mexican airports, including the AICM, “have the right to choose the type of mobility that suits them best and will prefer within the entire ecosystem of existing options”.

For its part, DiDi reported that it maintains a dialogue with the corresponding authorities: “We maintain a dialogue with the authorities with the intention of allowing the operation of the services provided by drivers at the country’s airports in strict adherence to current state and federal regulations”, revealed the company.

Mobile applications cannot operate at the airport and will be fined at the AICM

According to the Federal Competition Commission (Cofece), Only transport services that have a special permit granted by the Secretariat of Infrastructure, Communications and Transport (SICyT) can operate in the AICM while in any other airport in the country, this situation is due to the fact that the airport terminals have a restricted system for passenger transport.

In addition to the authorization of the Secretary, it is necessary for passenger transport services to sign a contract with the administrators of any air terminal in the countryIn said agreement pages and considerations for the services are based.

Taxi drivers accuse of unfair competition

While mobile applications are open to a continuous dialogue with the country’s authorities, taxi drivers in Mexico City have protested demanding a greater regulation and inclusion of the extinction of platforms.

Taxi drivers refer to being in a unfair competition against requests. In addition, they have threatened to paralyze the city if their demands are not heard:

“To demand a level playing field, to denounce the fact that there is an omission on the part of the authority to regulate the application service, it remains absolutely the same after more than three years of this Administration”, said Ignacio Rodríguez, leader of the National Movement of Carriers.

Mexico City, the first city in Latin America in regular Uber

In 2015 when Mexico City became the first city in Latin America in regular Uber, only the demand for the application remains pay 1.5% for each trip made to the local government. In the same year, he urged mobile transportation apps to have annual permits for drivers and establish concise rules on the characteristics and conditions of vehicles.

Also, last December, when app users reported an excessive increase in travel fares, the Mexican authorities claimed the companies and called to protect the pocket of citizenship. Given this, the Head of Government of Mexico City, Claudia Sheinbaum, expressed her concern in the absence of price regulation, but if there is an evident improvement that “It has been charged for years that goes to a trust, it enters directly for the replacement of vehicles”. Additionally, he instituted the Ministry of Mobility (Semovi) to review the regulation of Uber and Didi rates.

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