There is data to suggest that on-demand (OD) mobility services -- such as Uber -- are increasing vehicle kilometers traveled (i.e. causing greater traffic congestion) by inducing people away from public transit and other forms of urban mobility. This is potentially even more of an issue right now with most urban transit agencies looking at massive budget shortfalls.

But there's potentially another way to look at this problem. A recent study led by Dániel Kondor of the MIT Senseable City Lab has looked at not only vehicle kilometers traveled but also something that the team calls the "minimum parking problem." What is the minimum amount of parking that you need assuming a world with more on-demand mobility, and eventually autonomous vehicles?

To try and answer this problem the researchers looked at the small city-state of Singapore. With a population of about 5.6 million people and somewhere around 1 million vehicles, Singapore actually has one of the lowest number of private vehicles per capita in the developed world. Even still, it has some 1.37 million parking spaces taking up valuable room.

What the team found was that on-demand mobility could reduce parking infrastructure needs in Singapore by as much as 86%. This is the absolute minimum number, which would take the current estimate of 1.37 million spots down to about 189,000 -- a significant reduction.

However, the tradeoff is that it could increase vehicle kilometers traveled by about 24%. Without ample parking, their model assumes that these on-demand vehicles would need to "deadhead" between trips. That is, drive around aimlessly while they wait for their next passenger. Demand isn't usually neat and tidy.

However, it's worth noting that the above percentage increase assumes that if people were instead driving themselves around that they always found a parking spot as soon as they arrived at their destination. This, as we all know, is not often the case, and so this increase is probably a worst case scenario.

Nevertheless, the team did also find that a 57% reduction in parking could be achieved with only a modest 1.3% increase in vehicle kilometers traveled. This, to me, is meaningful because it says that you could, in theory, cut parking supply in at least half and not much would happen in the way of traffic congestion.

It would, however, free up a bunch of space for things like bicycle lanes, green space, and other valuable urban amenities. Now, if on-demand vehicles are pulling people away from transit, then maybe we're no better off. But if the alternative is people driving and parking everywhere they go, then it would seem that there are much better uses for that space.

Photo by Jordi Moncasi on Unsplash

This morning on my way into the office I ran into a friend who lives in my building (downtown). She works in midtown and so I asked her how she gets into the office. She told me that she either takes the subway or an Uber, but that increasingly she has been taking Uber, particularly on the way home.

We then started talking costs and she told me that what she does is carpool with a friend from work using UberPOOL. They live nearby and so what they do is leave from the same place at night (the office) and then select a midpoint location between their homes for the drop-off. After splitting their portion of the fare, the ride costs her about $3.25.

As she was telling me this, I couldn’t help but think to myself: Wow, this is massively disruptive to transit. That is the same cost as taking the subway. So why take transit? With the subway, there may be a speed argument in certain instances, but that certainly wouldn’t be the case with some of Toronto’s streetcar lines (such as the King line). It’s faster to walk.

However, there are obviously geographic limits to how far you can go in an UberPOOL before your costs greatly exceed taking transit. But as Uber and other similar services continue to bring down the price of a ride (eventually the labor cost component will disappear), how big does that area get?

All of this – including my own mobility patterns – has got me thinking yet again about the role of transit in the city of tomorrow. 

One segment that continues to be underserved is the regional scale. Here in the Greater Toronto Area, we are working on that by transforming our commuter rail service into a two-way all-day Regional Express Rail service. Today that strikes me as being hugely valuable. And unless driverless vehicles somehow solve our traffic problem, it will likely remain that way.

I would love to get your thoughts in the comments below.

Thanks to my friend Darren Davis, I just recently learned about something called The Lee Kuan Yew World City Prize. Named after Singapore’s first Prime Minister, the prize is a biennial award that honors cities who have made, “outstanding achievements and contributions to the creation of liveable, vibrant and sustainable urban communities around the world.” Along with the prize comes $300,000 (Singapore Dollars), which is about $287,000 Canadian as of today. The 2016 Prize Laureate is Medellín, Colombia. Over the past two decades, the city has transformed itself from one of the most dangerous cities in the world to one that has become a model for social inclusion and urban innovation. Here is a video that talks about the transformation. It’s a bit cheesy, but it does provide a high-level overview of their urban initiatives. A lot of them will serve as a reminder about the importance of urban connectivity. If you’re a regular reader of this blog, you may also remember that my good friend Alex Feldman (VP at U3 Advisors) wrote a guest post about Medellín after he visited the city for the World Urban Forum almost two years ago. That post was called, What cities could learn from Medellín. It’s worth mentioning that the runners-up for this year’s World City Prize were Auckland, Sydney, Toronto, and Vienna. In the case of Toronto, our “far-from-ideal transit” was specifically called out as a negative. Thankfully we are now working on road pricing, which will provide additional funding for transit. ;) Image by Jorge Gobbi

There is data to suggest that on-demand (OD) mobility services -- such as Uber -- are increasing vehicle kilometers traveled (i.e. causing greater traffic congestion) by inducing people away from public transit and other forms of urban mobility. This is potentially even more of an issue right now with most urban transit agencies looking at massive budget shortfalls.

But there's potentially another way to look at this problem. A recent study led by Dániel Kondor of the MIT Senseable City Lab has looked at not only vehicle kilometers traveled but also something that the team calls the "minimum parking problem." What is the minimum amount of parking that you need assuming a world with more on-demand mobility, and eventually autonomous vehicles?

To try and answer this problem the researchers looked at the small city-state of Singapore. With a population of about 5.6 million people and somewhere around 1 million vehicles, Singapore actually has one of the lowest number of private vehicles per capita in the developed world. Even still, it has some 1.37 million parking spaces taking up valuable room.

What the team found was that on-demand mobility could reduce parking infrastructure needs in Singapore by as much as 86%. This is the absolute minimum number, which would take the current estimate of 1.37 million spots down to about 189,000 -- a significant reduction.

However, the tradeoff is that it could increase vehicle kilometers traveled by about 24%. Without ample parking, their model assumes that these on-demand vehicles would need to "deadhead" between trips. That is, drive around aimlessly while they wait for their next passenger. Demand isn't usually neat and tidy.

However, it's worth noting that the above percentage increase assumes that if people were instead driving themselves around that they always found a parking spot as soon as they arrived at their destination. This, as we all know, is not often the case, and so this increase is probably a worst case scenario.

Nevertheless, the team did also find that a 57% reduction in parking could be achieved with only a modest 1.3% increase in vehicle kilometers traveled. This, to me, is meaningful because it says that you could, in theory, cut parking supply in at least half and not much would happen in the way of traffic congestion.

It would, however, free up a bunch of space for things like bicycle lanes, green space, and other valuable urban amenities. Now, if on-demand vehicles are pulling people away from transit, then maybe we're no better off. But if the alternative is people driving and parking everywhere they go, then it would seem that there are much better uses for that space.

Photo by Jordi Moncasi on Unsplash

This morning on my way into the office I ran into a friend who lives in my building (downtown). She works in midtown and so I asked her how she gets into the office. She told me that she either takes the subway or an Uber, but that increasingly she has been taking Uber, particularly on the way home.

We then started talking costs and she told me that what she does is carpool with a friend from work using UberPOOL. They live nearby and so what they do is leave from the same place at night (the office) and then select a midpoint location between their homes for the drop-off. After splitting their portion of the fare, the ride costs her about $3.25.

As she was telling me this, I couldn’t help but think to myself: Wow, this is massively disruptive to transit. That is the same cost as taking the subway. So why take transit? With the subway, there may be a speed argument in certain instances, but that certainly wouldn’t be the case with some of Toronto’s streetcar lines (such as the King line). It’s faster to walk.

However, there are obviously geographic limits to how far you can go in an UberPOOL before your costs greatly exceed taking transit. But as Uber and other similar services continue to bring down the price of a ride (eventually the labor cost component will disappear), how big does that area get?

All of this – including my own mobility patterns – has got me thinking yet again about the role of transit in the city of tomorrow. 

One segment that continues to be underserved is the regional scale. Here in the Greater Toronto Area, we are working on that by transforming our commuter rail service into a two-way all-day Regional Express Rail service. Today that strikes me as being hugely valuable. And unless driverless vehicles somehow solve our traffic problem, it will likely remain that way.

I would love to get your thoughts in the comments below.

Thanks to my friend Darren Davis, I just recently learned about something called The Lee Kuan Yew World City Prize. Named after Singapore’s first Prime Minister, the prize is a biennial award that honors cities who have made, “outstanding achievements and contributions to the creation of liveable, vibrant and sustainable urban communities around the world.” Along with the prize comes $300,000 (Singapore Dollars), which is about $287,000 Canadian as of today. The 2016 Prize Laureate is Medellín, Colombia. Over the past two decades, the city has transformed itself from one of the most dangerous cities in the world to one that has become a model for social inclusion and urban innovation. Here is a video that talks about the transformation. It’s a bit cheesy, but it does provide a high-level overview of their urban initiatives. A lot of them will serve as a reminder about the importance of urban connectivity. If you’re a regular reader of this blog, you may also remember that my good friend Alex Feldman (VP at U3 Advisors) wrote a guest post about Medellín after he visited the city for the World Urban Forum almost two years ago. That post was called, What cities could learn from Medellín. It’s worth mentioning that the runners-up for this year’s World City Prize were Auckland, Sydney, Toronto, and Vienna. In the case of Toronto, our “far-from-ideal transit” was specifically called out as a negative. Thankfully we are now working on road pricing, which will provide additional funding for transit. ;) Image by Jorge Gobbi