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The New Mobility
Handbook
2024 Edition
The New Mobility
Handbook
2024 Edition

MICHELE KYROUZ

Warrendale, Pennsylvania, USA

 400 Commonwealth Drive
Warrendale, PA 15096-0001 USA
E-mail: CustomerService@sae.org
Phone: 877-606-7323 (inside USA and
Canada)
724-776-4970 (outside USA)
FAX: 724-776-0790

Copyright © 2024 by Michele Kyrouz. All rights reserved.

Publisher
Sherry Dickinson Nigam
No part of this publication may be reproduced, stored in a retrieval
system, or transmitted, in any form or by any means, electronic,
Product Manager
­mechanical, photocopying, recording, or otherwise, without the
Amanda Zeidan
prior written permission of SAE International. For permission and
licensing requests, contact SAE Permissions, 400 Commonwealth Drive,
Production and
Warrendale, PA 15096-0001 USA; e-mail: copyright@sae.org; phone:
Manufacturing Associate
724-772-4028.
Michelle Silberman

Library of Congress Catalog Number 2023950773

http://dx.doi.org/10.4271/9781468607086

Information contained in this work has been obtained by SAE

International from sources believed to be reliable. However,
neither SAE International nor its authors guarantee the accuracy
or completeness of any information published herein and neither
SAE International nor its authors shall be responsible for any errors,
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render engineering or other professional services. If such services
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 For Will and Kate
You make everything possible.
Thank you for your love, encouragement, and
endless good cheer.
~
Contents

Introduction x

PA R T I 

Change How We Use Cars 1

CHAPTER 1

Unbundle the Car 3

Why We Like Cars 3
The Right Tool for the Job 4
One Ride at a Time 5
Regulate All Cars 7

CHAPTER 2

Price Road Use Fairly 11

Pay by the Mile 12
Traffic Is Caused by Demand 13
Surge Pricing Will Reduce Traffic 16

© 2024 by Michele Kyrouz vii

 viii Contents

CHAPTER 3

Reallocate Space on Our Streets 23

Parking Is for Garages 24
Protected Lanes for Micromobility 25
Let Buses Run Free 27
Policy Change Is Possible 27

PA R T I I 

Make Micromobility Work 31

CHAPTER 4

Invest in Infrastructure 33
Micromobility Is Good for Cities 33
Micromobility Needs Infrastructure 37
A Place to Park 38
A Place to Ride 41
We’ll Always Have Pari- 45

CHAPTER 5

Reset the Scooter Rules 49

Scooter Economics 49
Number of Operators 50
Fleet Size and Parity 53
Operating Areas 55
Permit Length 57
Selection Criteria 58
Regulatory Burden 59
Permit Fees 60
Labor Costs 62
Equity Zones 63
Parking Compliance and Fines 64
 Contents ix

Rider Restrictions 66
Sidewalk Riding 68

PA R T I I I 

Make Public Transit Great 71

CHAPTER 6

Fix Buses First 73

The Public Transit Struggle 73
Don’t Make Other Modes Worse 74
Fast, Frequent, and Free-ish 75
Bus Lanes 77
Signal Priority 80
Boarding/Payment 81

CHAPTER 7

Plan for the Future 85

Mobility on Demand 85
The Future Will Be Automated 89
First-Mile/Last-Mile Solutions 91
A Fairer Fare? 93

Index 97

About the Author 101

Introduction

N ew mobility technologies and urbanism have been at odds

since Uber ruffled feathers in cities over a decade ago. In the
years since the pandemic, which decimated public transit systems,
the conflict has gotten worse. Many city transportation planners
believe that new mobility technologies from autonomous vehicles
to micromobility only serve to detract from public transit and
should be discouraged.
New mobility options are incredibly popular and can encourage
multimodal travel in ways that public transit has not. Together, new
mobility and public transit can provide viable alternatives to personal
car use. What has been missing to date is for cities to use classic
urban planning principles such as road pricing and reallocation of
road space to mitigate the negative externalities that new mobility
options might otherwise cause, rather than trying to ban or hinder
them. Ride services and micromobility are making these policies
more attractive. Efforts to reshape our streets, reduce parking for
cars, implement road pricing, and install dedicated bus and bike
lanes become more acceptable as more people want to use new
mobility options. New modes bring new riders and new advocates
for policies that encourage multimodal travel.
With ride services available on demand, the introduction of
autonomous ride services in cities such as San Francisco and
Austin, and more electric bikes and scooters approved, the promise
of new technologies has shifted the political calculus in support of
multimodal transportation. Public transit has not succeeded in
disrupting car dominance by itself, and new strategies are needed.
Even after 50 years of “transit first” policies, efforts to reduce car

x © 2024 by Michele Kyrouz

 Introduction xi

travel have failed, largely due to a lack of attractive alternatives to

the private car. In the United States (US), public transit accounts
for fewer than 2% of passenger trips.1 Cars are still the dominant
mode of transportation for every trip from one to 100 miles. This
has been true for decades, long before any new mobility technolo-
gies emerged. The challenge of disrupting cars is one that new
mobility companies and urbanists can only solve together—by
allowing new modes to operate and changing how we charge for
and allocate space to private cars.
This book advocates for cities to work with new mobility
providers to bring together the smarter use of cars, micromobility,
and transit as part of a combined ecosystem rather than pitting
one against the other. Part I argues that we should change how
we use cars in cities with fair pricing and allocation of street space
for all modes. Part II makes the case for micromobility as a vital
part of city transportation. Part III explains why making public
transit a great option, not a last resort, is important even for those
who choose not to ride the bus. Cities need all of these options to
work together to create a new mobility system for the next century.

1
 U.S. Department of Transportation, Bureau of Transportation Statistics, “Passenger Travel Facts and
Statistics 2016,” p. 11 (most recent data from 2009 show that transit is 1.9% of trips and 1.5% of miles).
 Part I
Change How We Use Cars

Erosion of cities by automobiles entails so

familiar a series of events that these hardly need
describing. The erosion proceeds as a kind of
nibbling, small nibbles at first, but eventually
hefty bites…More and more land goes into
parking, to accommodate the ever increasing
numbers of vehicles while they are idle.1
—Jane Jacobs

1
Jane Jacobs, The Death and Life of Great American Cities (Vintage Press, 1961), p. 349.

© 2024 by Michele Kyrouz 1

Marc Sitkin/Shutterstock.com.
 1
Unbundle the Car

Why We Like Cars

For 60 years, the most convenient mode of transportation has been
driving your own car. Even as problems with cars in cities became
evident, we had no ready solution or reasonable substitute for the
car. It turns out we cannot begin the “attrition” of automobiles that
Jane Jacobs suggested without offering attractive alternatives that
people want to use.1 We often criticize car culture as wasteful,
polluting, and inefficient. Yet, most people commute to work in
their own cars every day. With the average car in the US weighing
about 4000 to 5500 lb and transporting just one person, this is an
enormous waste of space and energy. Why do we spend so much
money and energy to drive huge vehicles taking up space and
sitting in traffic?
It turns out that driving your own car is incredibly convenient
and comfortable. It is this fundamental truth that city planners,
public transit proponents, urbanists, and bicycle advocacy groups
have failed to address. We like our cars because they provide
three benefits:
•• Point-to-point travel
•• With no fixed schedule
•• In a comfortable, private environment

1
Jane Jacobs, The Death and Life of Great American Cities (Vintage Books, 1961), p. 349.

© 2024 by Michele Kyrouz 3

 4 The New Mobility Handbook

What other mode of travel did we create in the last 100 years
that can compare? For decades, there has been no reasonable alter-
native to owning and driving your own car.
Unlike public trains and buses, a car takes you directly from
your home to wherever you need to go and whenever you need to
get there. If you need to step out of work for a doctor’s appointment
or a concert at your child’s school, your car stands ready to take
you. Your car has the car seats you need already installed with toys
and diaper bags at the ready. Your car offers privacy to take work
calls during the commute. For women and the elderly in particular,
your car offers relative safety, where you do not have to be constantly
vigilant against possible threats or petty crime.
Given the comfort and convenience of driving your own car,
getting Americans to try different modes of travel has been
completely unsuccessful. This is particularly true because car rides
required car ownership for most Americans. Owning your own
car has economic deterrents to trying and using other modes of
transportation. We do not yet know whether ride services such as
Uber, Lyft, Waymo, and Cruise can change that paradigm—
whether not owning a car will lead to more multimodal trips.
We do have over 60 years of undisputed evidence that when most
people own cars they do not use other modes.

The Right Tool for the Job

Not all trips require a car. Yet once people buy cars, they use them
for every trip they take—from 1 to 100 miles. After all, the car is
already in the driveway. Sometimes a car is the right tool for the
job, but often in cities it is entirely unnecessary. Therefore, it makes
sense to encourage multimodal travel by starting with the premise
that if we make car rides available one at a time and not only
through personal car ownership, people might make
different choices.
If you do not buy a car, you can determine for each trip you take
what the “right tool for the job” might be. Analyst Horace Dediu
has called this the “unbundling of the car.” He describes car
 The New Mobility Handbook 5

ownership as a “bundle of trips” that you pay for upfront.2 When

you buy a car, you are buying all the trips you will take in the car
in the future and you are incentivized to use it for all trips, whenever
possible, since you have already paid for it and continue to incur
costs to take care of it.3 This sunk cost drives many of our trans-
portation decisions. Each new trip has only the marginal cost of
gasoline and some wear and tear, rather than the full cost of the
trip built in, as it would if you purchased each ride separately with
Uber or Lyft, or a carsharing service.
By unbundling the car from an asset you own into a series of
rides you buy one at a time, we can reduce the number of trips in
cars and encourage the use of other modes where appropriate.
Perhaps for a one-mile trip in a downtown area, it would be faster
and more fun to ride a shared electric scooter that can be dropped
off at your destination. Untethered from your car as a default
option, you are open to considering other modes as you move
around the city.
The unbundling of the car encourages multimodal travel, but
most of us will still need to take many trips in cars. Car travel is,
and will continue to be, a key mode in multimodal travel. This is
why ride services are a crucial piece of the puzzle for encouraging
multimodal travel. With a car ride available at the push of a button,
we can have the benefit of riding in a car without the hassle of
owning, driving, and parking one.
Some urbanists call for a “war on cars,” but this approach over-
states both the problem and the solution. We do not need to ban
cars, just change how and when we use them. This is an important
distinction that calls for a more nuanced set of solutions.

One Ride at a Time

Since the 1950s, car ownership has been key to mobility of another
type—access to jobs, housing, and the American dream. This has
stemmed from the relative unavailability of car rides without car
2
 Horace Dediu, “The Car Will Be Unbundled,” Micromobility Industries - Our Vision, accessed at https://
micromobility.io/our-vision.
3
Horace Dediu, “Part 2: Disruption,” Micromobility Industries, Jan. 22, 2019.
 6 The New Mobility Handbook

ownership, even in big cities. Taxis have historically been very

expensive and hard to order and rely on in most US cities other
than New York. For those in outer neighborhoods, especially neigh-
borhoods of color or with lower socioeconomics, it was virtually
impossible to get a taxi ride when needed. For elderly people or
those with disabilities preventing driving, the inability to get a
reliable ride created similar disadvantages, including lack of oppor-
tunity and isolation. Before working from home was a norm, the
lack of ability to drive or get a ride severely limited job options.
The most important new mobility technology in 100 years was
not a new form factor: It was an app on your phone giving you the
ability to get a car ride on demand in minutes, without owning,
driving, and parking a car. The rise of ride services available on
demand changed the fundamental paradigm that car ownership
was necessary in order to reliably get a car ride when needed. Ride
services have improved mobility for many groups, including young
people who want to go out for drinks across town, elderly and
disabled people who were reliant on others for rides, people in
transit-sparse neighborhoods who need a ride to work, and those
who cannot afford or do not wish to own a car. Even teens can get
Uber accounts now with parental support so they can get rides
when needed before they learn to drive.
In the years since the introduction of these ride services, cities
have fundamentally changed how they think about parking and
curb use. If people want to get a ride and be dropped off, the need
for parking and curb use at work, shops, restaurants, and other
venues changes dramatically. Airports now use their parking
garages more often as a place to get into an Uber or Lyft, than to
park a car during your trip.
The rise of ride services such as Uber and Lyft also heightened
the concern in cities about the impact of new technologies. Cities
have had two key transportation-related complaints about ride
services: the increased number of car rides/miles driven and the
idea that those rides might take riders from transit. The negative
externalities of ride services are the same as those for personally
owned cars—more miles and more trips contribute to traffic and
pollution. Ride service trips in any city are just a tiny fraction of
 The New Mobility Handbook 7

all car trips. Thus, regulating ride services alone does not change
the problem that cars cause in cities.

Regulate All Cars

Cities need to regulate all cars, with effective road pricing, not just
regulate or tax ride services. Policies that focus solely on traffic
caused by Uber and Lyft are politically motivated, as cities believe
that regulating private car use is unpopular, but the unintended
consequence of such regulations and taxes on ride services is that
people will just drive their own cars. People were not riding transit
before Uber and Lyft, and they will not do so now if ride services
are penalized and made less attractive. They will instead choose
to own and drive their own cars, as they did before. Those who
cannot own or drive a car will be disadvantaged once again.
Instead, cities should focus regulations on the effective use and
pricing of road space at different times and places during the day
for all cars—not just ride services. By regulating all car trips now,
using road pricing, and reallocating road space to other modes,
cities can reduce the incentives for car travel that exist today and
prepare for the use of autonomous vehicles in the future.4
Cities can implement road pricing mechanisms to deter personal
car use in congested areas during peak times. Cars suffer from
inverse network effects—the more cars, the worse the experience.5
This is true whether you are driving your own car, or riding in an
Uber or Lyft, or in an autonomous vehicle. Today, our use of cars
is not fully priced and many people believe roads are free because
we are not charged by the mile, but road usage has massive exter-
nalities, such as traffic, pollution, and climate change, which are
not paid for with current gasoline taxes. Cities should fully price
all car rides to reflect the amount of road space they use and the

4
 As usual, the future is already available today in San Francisco, with Waymo and Cruise offering fully
autonomous ride services with no driver or human in the car other than the rider on board.
5
Dediu and Bruce, Micromobility: The First Year (Asymco, 2019), pp. 210–11.
 8 The New Mobility Handbook

externalities of car travel.6 Pricing the road for all cars will reduce
congestion and encourage the use of other modes.
Cities should also reallocate space on our streets to make room
for non-car modes. Our cities today were built for people to drive
and park, at work and shopping areas, restaurants, and events, but
parking needs have declined as more people want to be dropped
off by a ride service, ride bikes or scooters, or stay home and have
a delivery brought to them. Our roads have not changed to keep
up with these new ways people want to get around. Cities can
rectify this mismatch of supply and demand by opening up more
lanes on our streets for uses other than cars. Cities can and should
remove street parking in downtown urban areas and use those
lanes for through traffic, ride service drop-offs, protected micro-
mobility lanes, and bus-only lanes.

6
 “Shared Mobility Principles for Livable Cities, #7,” accessed at https://www.sharedmobilityprinciples.
org/ (“Every vehicle and mode should pay their fair share for road use, congestion, pollution, and use of
curb space.”).
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