Archive for the ‘car sharing’ Category
The following is a press release recently recieved from Modo
Millennials decidedly more likely to embrace benefits of carsharing than older residents
Vancouver, B.C. (March 10, 2016) – Growing exposure to carsharing in recent years is changing the perceptions of Metro Vancouver drivers, who may be considering selling their personal vehicles in favour of carsharing, according to a new Insights West poll conducted in partnership with Modo, Vancouver’s first and only carsharing co-operative.
In the online survey of a representative sample, 13 per cent of Metro Vancouverites say they have relied on carsharing to get around the region over the past year—a proportion that reaches 22 per cent among Millennials (residents aged 18-to-34). With Millennials feeling the financial squeeze in an increasingly expensive region, and with 70 per cent agreeing that carsharing is “an attractive option for people in my age group”, carsharing among this demographic is expected to rise sharply.
Even Metro Vancouverites who have not yet tried carsharing believe it offers significant benefits, with two thirds (65%) perceiving it as “less hassle than owning a car” and a majority citing the importance of savings from fuel costs (62%) and vehicle maintenance (57%). Half of Metro Vancouverites also say carsharing reduces traffic and congestion (49%) and provides easy access to parking (also 49%); which is a positive trend in a region striving to be seen as green, sustainable and most importantly, livable.
“Our members love that we offer them the flexibility to enjoy a less car-dependent lifestyle. They can drive one of our 450 different Modos – from sports cars to SUVs – when they need to without being tied down financially to owning and maintaining a private vehicle,” says Selena McLachlan, Director of Marketing & Business Development at Modo.
McLachlan says that it’s no surprise that the cost savings of carsharing are a highly ranked benefit among the general public. The survey found that seven-in-ten Metro Vancouverites (72%) say they would rather spend their money on other things than car maintenance.
“With the average cost of car ownership hovering around $9,000 per year, it’s easy to see why so many people are making the switch to carsharing and why we’ve experienced steady growth in our membership for the last nearly twenty years. For many of our 15,000 members, the decision to carshare is simply one of pragmatism,” comments McLachlan.
According to the survey, the majority of Metro Vancouver car owners (57%) acknowledged that the benefits of carsharing would make them contemplate selling their car, including 85% of Millennials and 55% of Generation Xers. Savings from vehicle maintenance (37%) and fuel costs (34%) are the most attractive features of carsharing among car owners who would consider shedding their vehicle.
“Carsharing is definitely growing across Metro Vancouver and as people are becoming more familiar with its benefits, their attitudes towards personal vehicle ownership are changing,” says Mario Canseco, Vice President, Public Affairs, at Insights West. “Most Metro Vancouverites younger than 55 are pondering whether it is a good time to vacate the garage and start carsharing.”
As part of the study, a separate survey was conducted with a sample of Modo members, which shows that they are already experiencing the benefits that other Metro Vancouver car owners (who are not yet carsharing) are attracted to, with more than four-in-five saying that saving on vehicle maintenance is important to them (84%) and that carsharing is “less hassle than owning a car” (82%).
Add this to their ability to conveniently book a different kind of Modo for every type of trip – from a sporty Fiat Abarth to a practical Honda CRV – in advance or on the fly, the case for signing up as a member becomes even more compelling. It’s clear that carsharing is changing the transportation landscape in the region and that many residents are seeing this as a positive. Across Metro Vancouver, just under half of residents (47%) consider carsharing as an important part of their city’s transportation choices.
Back in the middle of the month I reported on a City Conversation which looked at the issue of the taxi shortage in this region, and the reaction to Uber. If you didn’t read it then, can you look at it now – and especially the comment by MB, which talks his experience as a taxi driver.
I get all sorts of “pitches” in my inbox every day. Usually invitations to meetings in places far away (now if they included airfare and hotel I might even be tempted) or books to review. The invite to read the paywalled Nation has become a regular. On the whole my campaign to find links to free rather than paywalled sites has been lagging. I am pretty sure that most people find ways to get to content that I am not going to discuss. In this case I wanted to read today’s article about Uber and the Taxi Industry, just to see if it adds anything to what appears on this blog already. So I got the proffered free access behind the paywall for reviewers. The article in question is “adapted from a paper produced as part of the Future of Work Project, an inquiry supported by the Open Society Foundations.” So I rather thought that there might be an open source version of it somewhere. If there is, my Google technique needs to be improved.
Writing from a place where Uber is already established and basing the article on interviews with the people impacted – mostly taxi drivers – gives a good insight into possible outcomes here. John Liss used to drive a cab himself and his experience mirrors that of MB. In fact most of the article addresses the issue from one that was hardly touched on at the City Conversation.
The rapid growth of Uber has profound implications for both taxi drivers and the industry. Are Uber drivers earning full-time living wages? Are they protected from arbitrary or discriminatory dismissal? Can they support their families? What does this mean for the future of work?
Well, that’s all very well, but should there not also be some coverage of the needs of the users? Well there is this
But Uber has no requirement to serve the public. Indeed, there is a strong race, class and age bias as to who can utilize the service. You have to own a smartphone, which has an average cost of more than $500. Uber requires customers to pay with a credit card, cutting off those with no or poor credit. Until recently, the company had no wheelchair-accessible vehicles in Virginia, and continues to lack adequate services for the disabled in many places.
which I think does reflect some of the remarks I heard. There is also the issue of “surge pricing” which means drivers on Uber get to profit from times when there are peaks of demand – which was also discussed if not in the context of Hurricane Sandy.
The general conclusion seems to be that drivers for Uber have ended up earning pretty much the same as cabbies – and with all the attendant risks (pay up front, hope you get enough rides, no benefits) and once again the company that developed an app makes the big money.
As National Taxi Worker Alliance organizer Biju Mathew said, “It’s drivers and millionaires against the billionaires.”
So not different enough, I think to allow Uber in here even if they can be persuaded to play by the rules – that is to say the rules of society rather than their own. Which, according to Liss are stacked against the drivers.
But there is also the broader issue of the public interest. We need better alternatives to driving ourselves everywhere, and the current suite of options is not adequate. But simply relying on private sector initiatives and the market economy is unlikely to address these issues in a way that will satisfy anyone. In the same Nation there is a further examination of the “sharing economy” based on an examination of Uber and AirBnB.
“Now, despite over five years of official recovery, the sharing economy offers some people, like cab drivers, the prospect of real wage cuts, and others, like people with a spare bedroom, a way to supplement stagnant incomes. The sharing economy is a nice way for rapacious capitalists to monetize the desperation of people in the post-crisis economy while sounding generous, and to evoke a fantasy of community in an atomized population.”
So not much to cheer about there then. Actually I did notice something that seemed to offer a glimmer of hope.
“Uber’s a different story in New York, where all drivers have to be certified by the Taxi and Limousine Commission, and the cars are all regular cabs or car-service vehicles. Every Uber-hailed driver I’ve spoken with in New York likes the service, because it delivers more paying riders than they’d otherwise have.”
So it seems that Uber can work in a regulatory environment. It is also possible I think that the fleet of vehicles and the number of drivers could also be supplemented at need under such a system. In New York you see “car-service” vehicles all the time. They tend to be black, and are often upmarket sedans and SUVs as well as limousines. If you are staying in Brooklyn and you have an early morning flight out of Newark, they are probably the only practical way of completing the trip – short of sleeping overnight at the terminal. I do not know about Uber cars, but from these articles it seems that there are some attempts at both quality control and market segmentation.
Liss does give some insight too into how different cities and states have developed regulated taxi systems. What they seem to have in common is that having evolved as cars proliferated they then became stuck at the point in history when the regulation was imposed and have changed remarkably little since. It does seem that change is both necessary and desirable, but not that all attempts at control should be abolished overnight.
One of the more curious meetings I had when at Translink was with a lawyer. He had noticed numbers of people left behind at bus stops as he drove through Vancouver towards downtown, and he wondered if there was some way that people could be picked up to utilize the empty seats that were going the same way anyway. I had to disabuse him of the notion that the public transit provider – or the taxi industry – would welcome such an innovation. But this kind of ride sharing does happen. On the Golden Gate Bridge in San Francisco it has become established and officially recognized that people will wait at a point where single occupant cars can pull up and load enough people to get into the HOV lanes and share the cost of the toll. I somehow doubt that anyone has thought of this at the Port Mann. Hitch Planet hooks up people making trips within BC but does not seem, so far, to have tackled shorter trips with Metro. Jack Bell has expanded from simply organising commuter car pools with an app of its own which can also handle one time trips.
Liss seems to be mainly concerned about the people who work in the taxi industry, and I must admit that cab drivers in BC are – as in so many other places – at the bottom of the food chain. I had hoped he would also look at why Uber has become so popular with users. Yes it has sharply reduced the number of cab rides, but I think it must also have greatly increased the size of the market, and probably diverted some people from transit in the process. It also seems to me that in the longer term a company with Uber’s track record is bound to target the transit market and cream off traffic on the most productive routes. This is exactly what happened in Britain (outside London) when buses were deregulated. There is now a distinct gap between denser urban areas where buses are frequent and reliable, and rural areas where buses are almost entirely absent. Greater Vancouver could be very much at risk if the disrupters start to take an interest in transit. And that is not so unlikely in a future where the public authority has to compete with one arm tied behind its back.
So, no real conclusions other than I recommend reading the Nation articles if this topic held you long enough to still be reading. The current regulatory framework for taxis in Vancouver is far too biased towards the established license holders, and has resulted in a shortage of taxis – compared to other Canadian cities. It has also lead to people developing all sorts of ways of accommodating these rides. The trip diary survey shows that around 10% of car trips are to take someone to where they need to be – often with an empty return trip. The airport has even set up a “cell phone parking lot” to cope with one of the more obvious needs. Yes, the Canada Line helped, but lots of people need to get somewhere other than downtown. New technology does offer us ways to use the vehicles that currently stand idle for most of the time. And there is a real need for opportunities to make extra money for a lot of people. Yes it would be better if there was a higher minimum wage and a really good social safety net for those in need of supplementation to their incomes. Neither of those seem remotely likely in present day Vancouver, BC, Canada, so let us have a sensible conversation about how we can increase mobility in the region.
Here’s a place to start: Helsinki
“Passengers request a shuttle service on their phones and Kutsuplus computes the best way to get everybody where they need to go, based on real-time data. It also indicates how long it would take to complete the trip both with Kutsuplus and with other modes of transport.”
“[Uber] is an approach that works fine in America, where walking is rarely an option and public transport mostly nonexistent.”
Bits keep adding themselves to this story. I saw this link in the February 3 edition of The Direct Transfer (something you might want to consider subscribing to). It comes from Bloomberg and the story is extraordinary. Google is developing its own ride hailing service, in direct competition with Uber a company it has been funding itself.
Not a member just yet? We’re giving away a FREE 1-year membership + registration and $30 driving – just share this photo with your social networks and email a screenshot to firstname.lastname@example.org. We’ll draw and announce our winner this Friday!
and today I got an email which read in part
“Thanks for entering our Make It! giveaway. I’m happy to say that after a random draw, you’ve won!
Your prize is a free 1-year membership + registration and $30 carsharing credit.”
Jeffrey Tumlin at SFU City Program
Eight simple, free transport solutions for healthier, wealthier cities
This talk was made possible financially by a contribution from Translink. The blog post was updated on February 15 to include two videos, one of the talk and one of the Q&A session.
It is worth stating out the outset that Tumlin sees Vancouver as the future for the rest of North America. The talk he gave was clearly one designed for the average American city. He stated that he felt he was “visiting the future” by what has been done in the City of Vancouver. The problem for most places is that they bought into the lie that having a car will bring you more and better sex. “Where have you been told lies?” And, how can we use their methods against them.
The first series of slides illustrated the startling growth of obesity by state in the last thirty years. The Centers for Disease Control have data that shows how this problem has grown
The animated map below shows the history of United States obesity prevalence from 1985 through 2010. Unfortunately the way WordPress has imported this graphic has lost the animation but it is well worth following the link above to see the trend.
Americans are no longer able to have a significant amount of walking in the daily lives. This is due to civic policies – the rules, metrics and performance standards – that make it illegal to build anything but auto oriented suburbs.The statistics for traffic fatalities per 100,000 residents show that sprawl = death.
“Road rage is a clinical condition”. When you observe a crowded sidewalk you notice that pedestrians do not run into each other. We learned a large number of essential social signals in order to hunt in packs. In cars these social signals are blocked and the brain chemistry shuts down social behaviour, because instead of co-operating the way pedestrians do, the fight or flight instincts have been triggered [by andrenaline]. Traffic is literally driving us crazy and leading to permanent changes in the brain. We are less able to think, to predict the consequences of aggression and therefore become more antisocial. Tea Party membership is positively correlated to the absence of sidewalks.
Policy ought to recognize the limitations of humanity and what makes us happy. That translates in urbanity to the sidewalk suburbs of two to three story buildings. The suburbs we built in the 1920s and ’30s were leafy, walkable and auto optional. We have to increase the number of walkers and cyclists, not just build things for the “hard core lifer crowd”. See D Appleyard “Liveable Streets” [the link goes to Amazon, but this book is very expensive – look in your local library first].
The speed and volume of traffic on residential streets determines who you know and how well you know them. If the traffic is fast and heavy, there will be far fewer people who you are likely to give your keys to, for use in emergencies. Social cohesion and participation in democracy increases when residential streets have less and slower traffic, making it safe and easy to cross the street.
There is a direct casual relationship between mental health and outdoor exercise. Oxytocin “the cuddle chemical” that is released during breast feeding and orgasm is also released by human eye contact and outdoor exercise. It is different to dopamine, endorphins and morphines as it lasts longer.
So now we have has established that driving makes us fat and angry, while walking and cycling makes us happy and sociable, what can we do?
1 Measure What Matters
We need to “measure transportation success in a less stupid way.” Transportation is not an end in itself but allows other things to happen – and it is those activities that we need to facilitate – the benefits come from accessibility not mobility. Movement of itself doesn’t serve a purpose. Instead of measuring Level of Service on shopping streets we should look at retail sales per square foot. We are obsessed by congestion, which means currently we aim to reduce vehicle delay when what we should be looking at is quality of service. A busy shopping street (he cited Market St in San Francisco but Robson Street would be our best case) looks “bad” from the point of view of the traffic engineer (LoS F) but successful to the economist – lots of people spending money.
Make walking a pleasure for all types of people at all times of day.
2 Make traffic analysis smart
[Four step transportation] “Models are no better than tarot cards at predicting the future.” Traffic forecasting is much better seen as a branch of economics than of engineering. What we see all around us are the unintended consequences of model based planning. Making it easier to drive makes it difficult to do anything else. The “solutions” (more road) create the problem they predicted.
We should fix the four step model as it fails to incorporate induced and latent demand. We also need to better understand how land use affects travel – not simply import data from observations of trip generation made in Florida in the 1970s.
Fortunately, only small changes in traffic demand are need to release it from congestion. You will frequently hear people saying “You can’t expect everyone to take transit” but you do not need to. All you need to do is persuade 10% to change mode – and you can persuade 10% of the people to do anything!
3 The best transportation plan is a good land use plan.
4 Adopt the right street design manual
Much of current traffic engineering practice comes from rural highways. Wider roads, better sight lines wider turns accommodate driver error – but this only improves safety in rural areas. In urban areas instead of speeding traffic, drivers must be made to slow down and pay attention. Do not give them a false sense of security. And there is now plenty of data that shows what people predict (“you’re gonna kill people”) doesn’t happen. see nacto.org
5 Plant trees
But note that the costs cannot accrue to the traffic department but the property owners along the street if the trees are to be cared for properly
6 Price it right
Congestion pricing in Stockholm
“Poor people place a high value on their time”. The price elasticity of demand means that it is actually very easy to get enough [vehicle] trips off the road to produce free flow. The right price is always the lowest price that equates demand with supply.
7 Manage parking
Read Donald Shoup “The High Cost of Free Parking” (free pdf).
In urban centres, 30% of the traffic is looking for a parking spot.
The price for parking has to vary by location and time of day – popular places at peak times must cost more. The target price is that which produces enough free spaces to reduce driving. The reason for charging for parking is not to raise money. Invest the parking revenues in making the place better – give it to the Downtown Improvement Association!
Unbundle and share parking, and separate the cost of parking from the cost of other things. Don’t force people to buy more parking than they need and create “park once districts” – rearrange the land use to facilitate walking. So for a series of trips drivers can pay, park and leave the car but visit several different types of activity (work, school, play, shopping).
8 Create a better vision of the future
We are still trying to live in the future that GM displayed in Futurama. Disneyland is an orgy of transportation. The imagineers have yet to come up with a new vision of the city of the future. We are still stuck with the Jetsons.
The new vision has to be based on Maslow’s Hierarchy of Needs
1 Walking is a pleasure for everyone, everywhere, all the time
2 Cycling is comfortable for people of all ages – that means separated cycle facilities
3 The needs of daily life are a walk away
4 Transit is fast, frequent, reliable and – above all – dignified.
Everyone knows and loves their neighbourhood whereas the big region is impersonal. We need a sense of belonging. Food and energy are local and precious, and social networks are fostered.
“On a bus I can use my smart phone. I can’t do that while driving”
“Young people move to cities to get laid.”
Flirtation is actually more valuable than the activity it is aimed at getting. Informal lingering and eye contact is what makes this possible. We should apply the same factors that retailers do in the shops to the pubic realm. Beauty is ubiquitous. The brain is hard wired to appreciate beauty [insert slide of Brockton Point view of downtown]
He also has a [very expensive] book Sustainable Transportation Planning
Q & A
Use of malls to encourage walking by seniors in poor weather? – fantastic
Use fruit trees in urban areas? – city concerns are fallen fruit mess and risk of slipping
Can’t we just use nostalgia instead of a powerful vision of the future? – no humans crave novelty, nostalgia is not enough
Buildings without Parking? – The cities fear that someone will park in front of someone else’s building, and impose minimum parking standards that are excessive. There is an over provision of space = huge subsidy to motordom. Abolish the minimum parking standards. Impose very low maximum parking standards but provide shared cars everywhere.
How do we address the concerns of the Fire Chief? – respectfully. Emergency response time matters but we need to focus on net public safety. There are more ways than one to cut response times, including more stations, smaller trucks, traffic signal priority, grid of streets to provide more routes to the fire. Over professionalism is a widespread issue and we all need to care more about what matters to other people
“I saw you” ads seem always to refer to transit. Can we capitalize on that? – Leave it to the French. look at Strasbourg trams – no wraps, low windows. In the US there is a prevailing attitude that transit is the mode of last resort. Transit is like the dole – you have to be made to suffer to use it.
“Dignify transit” How do you do that on a bus? – provide a comparable level of investment as you would for rail. Very hard for financially strapped transit agencies faced with the “Sophie’s choice” between better buses or more service. There is now a program of providing basic mobility for those who have no choice. To move beyond that we have to ensure that the benefits of better transit accrue to the system provider not the adjacent land owners. Benefit capture pays for more transit [and creates a beneficent spiral]
To make bus transit more comfortable you need more transit priority measures – bus stop bump outs, bus lanes, signal priority
Zurich – all surface transit since local funding requirements meant that subway building was not feasible. Streets are narrow – treasured ancient urban fabric – so very little road space allowed for cars despite extremely wealthy population 80% of whom use transit simply because it is more convenient than the car – no hassle of parking.
Orange Line BRT in LA exceeds all ridership forecasts because there are no forced transfers. And service quality offers “basic level of dignity”.
Boulder CO has very high rates of transit use – all bus service, all low density development – very high service standards
None of this should be of any surprise to readers of this blog. I have been saying the same things here – and for many years previously. I just have not had the fortune to be able to say it with such charm and charisma – and often with less supporting data.
For instance, when BC Transit (as it was then) was designing what became the 98 B-Line Glen Leicester (then head of planning) insisted on the forced transfer from local service (“It’s just like SkyTrain”) despite the very convincing data from the Ottawa transitway that this was the wrong thing to do. The service had to be redesigned three months after it started.
I have been banging on about Richmond’s use of private parking provision in the town centre for years. And only the “hard core lifer crowd” would think Richmond’s cycle network was adequate. The dyke is for recreation not transportation. Only No 3 Road has separation – and that is far from satisfactory.
I felt, when listening to him talk about parking, or pricing, as though I was hearing myself. The good news is that he does it so well that more people listen.
The talk was oversubscribed – and there was a wait list for seats. But even so there were plenty of empty seats when the talk started and no-one moved to the front. Please, if you reserve a seat, but realize you won’t be going, cancel your reservation so someone else can go.
I am now aware of some Car2Go issues – and for two of them, users can do something. Do not leave the car open but keep the key with you. Seems obvious, may just be absent mindedness, but is truly annoying. Just like the lady who takes the car2go to her gym, parks the car in a private locked underground garage (gym members have access, the public doesn’t) and ends the rental. This saves her money but makes the system show it as “available” when it isn’t. She also has her ride home guaranteed.
It was that thing about not unreserving your seat for a City Program talk that reminded me.
Don’t be thoughtless – or selfish.
And while we were waiting for the #16 on Granville St I used my smart phone to find the nearest Car2Go. By the time it had done that, the bus came. This may be more useful than real time next bus information.
The tribulations of our transit system continue to dominate the mainstream. In all of the discussion what I think is missing is any real appreciation of why transit is important – why choice should have been improved, and how despite expansion, the lack of focus on mode share means we are definitely slipping. Our transit provider, of course, continues to boast about how good it is and how impressed everyone else is when looking at us from the outside.
I am turning to some good news, for a change. This time it comes from the car co-op Modo who spent $1m on new cars since October 1 last year and will be opening up more new locations. Car sharing and transit go hand in hand. What Modo does is transit-oriented carsharing.
When people join car co-ops, they give up car ownership but retain the mobility that cars provide when transit doesn’t fit the requirement. They tend to make a lot of transit trips than car owners and Modo selects its sites based on transit service frequency. Car sharers are also cyclists and walkers. One of the great benefits of not owning a car is that you can get the size you need for the trip purpose. When you own a car you tend to buy one to fit the very few times you need seven seats, or room for a full sheet of drywall. The rest of the time that space travels around empty. The cars we own spend most of their lives parked and idle, eating up valuable real estate and reducing the quality of life for all around them. More widespread car sharing means fewer resources used for more mobility.
Modo’s new locations were strategically chosen both to infill neighbourhoods with high carsharing demand and to reach out to neighbourhoods where carsharing has room to grow. The new locations span seven municipalities and include River Market in New Westminster, Central City in Surrey, and Modo’s first ever carsharing location in Richmond.
Vancouver – ten cars added at eight locations in seven neighbourhoods:
Commercial Drive – McSpadden Park and Napier & Lakewood
False Creek – Walter Hardwick (2 cars) [this is in the Village formerly known as Olympic]
Gastown – 60 West Cordova (2 cars)
Kitsilano – Maple & W 13th
Mount Pleasant – Guelph Park
Renfew – 29th Avenue SkyTrain station
Strathcona – Admiral Seymour
— with six more locations still to come.
New Westminster – added one location:
North Vancouver – added one location:
Safeway at 13th and Lonsdale
Surrey – added one location:
UBC – added one location:
Locations to be added:
Burnaby – one location is coming soon near Lougheed SkyTrain
Richmond – one location is coming soon near the Canada line (Modo declined to be more precise at this time as negotiations are still in process)
“We’re also excited to announce that we’ve purchased several new Prius V and Prius C models,” says Douglas Dunn, Modo’s Fleet + Operations Manager. “These vehicles give us an even more diverse mix of hybrids and further improve the fuel efficiency of our fleet.”
Modo is a carsharing co-operative, meaning members who purchase shares in the co-op are part owners. It is the largest carsharing co-operative in North America and a founding member of both the international CarSharing Association and the recently formed Federation of Canadian Carsharing Co-operatives.
I recently posted a Press Release from Modo about their new electric vehicle acquisition – a Nissan Leaf. I did not write much and I used their picture. Today I was pleased to go for a ride in the car and take some pictures of my own. I was going to change the original post but maybe a photo gallery with comments is a better way to go.
I found the car in the parking lot north of City Hall. Modo has a row of reserved parking spaces here along the 10th Avenue side, but the EV charging station is roughly in the middle of the lot. Modo also organizes the City’s own car sharing program.
The City chose a Mitsubishi iMIEV for its program. I think if I had been parking this car, I would have backed into the stall, just to make the cable shorter and reduce the tripping hazard. In fact, if you have a choice, backing into a stall is always a better way to park, as most collisions in parking its occur due to people backing out.
$1 an hour including juice seems a good deal to me.
Unlike the Modo stalls, anyone who has a plug in vehicle could use the station. And it is probably worth noting here that at 2pm on a Friday afternoon a lot of the Modo spaces were empty. (It may not be be strictly relevant but while I was there I saw a postie in uniform take a CAR2GO – which shows that Canada Post is perhaps a lot smarter than many people give them credit for.)
The choice of the City Hall lot was based in part on Modo’s knowledge of their existing car use from it. The average length of trip is 14km. The Leaf we used was fully charged with a range of 140+ km available, so the probability of running out of juice for most users should not be an issue.
On my flickr stream I have been collecting images of EV charging stations. This one seems neat enough to me
Modo members will find their charge card tucked into the driver’s sun shade. (By the way, if you are a Modo member and you have to refill the tank of an IC car, the cost of fuel (and a car wash) is reimbursed.)
You can see the empty line of reserved Modo parking spots behind the car.
I was not a Modo member when I wrote this so I had to be content with the passenger, not the driver’s, seat. My impression is that this is a very comfortable, easy to drive and quiet vehicle. Electric cars can have quite startling performance simply because an electric motor has a great deal more low end torque than any IC motor. Since we were driving in mid afternoon city traffic, there was no speed or acceleration trial. The car does include a central display, which when I was in it either had the rear view camera (when backing up, which also included a parking guide) and when in forward motion a GPS real time map.
One of the great advantages of car share membership is the wide range of vehicles available. Not only do you not need to own a car, but you can get a vehicle that meets the needs of the trip. Car coop members make far fewer trips by car than car owners – because they do not have the perverse incentive that ownership provides (“I have spent all that money, I might as well get some use out of the thing”). You can have a coop membership and not feel that you have wasted money if you decide that its a nice day for a bike ride, or that transit would be more convenient for some trips. For that reason Modo concentrates on the City – high population density and frequent transit is a good mix for the coop. They are not trying to encourage car use, but recognizing that for some trips in our metropolis a car is the best choice. But it has to be a real choice, not one forced by circumstances.
Modo is trying to get into the suburbs. They would dearly love to have a car at Brighouse Station, for instance. Trouble is that most of the land devoted to parking in the centre of Richmond is private land. Indeed, as I have often lamented here, you are forced by the rules of the parking lots to take your car with you when you leave. You must not park in one place and then walk to complete several errands. That is one of the main reasons why traffic on Number 3 Road is always dreadful. Most of those drivers are making very short trips.
Modo also is getting more and more approaches from developers, who like to provide car coop memberships out of the condo fees and thus reduce the number of parking spaces they have to supply. Quite how we could retrofit existing condos, by getting strata councils to adopt a car coop space as part of the amenities – the same way they provide swimming pools and recreation rooms – presents an interesting challenge. But some of those spaces thus released could be chain link fenced bike compounds.
Car sharing is already good for the environment, due to the reduction of car trips. Making those trips zero emissions (and in BC most of our power comes from existing hydro) is a worthwhile bonus. And coop members get to try a EV before most people – geeky transportation bloggers excepted.
For what its worth, of the OEM EVs I have been in, the Leaf is by far the nicest. The Chevy Volt is not all electric – and it will be a long time before we see any hydrogen fuel cell cars here. Plug in – for hybrids or all electric – does seem to be the best choice for now. Trouble is at present there are only ten Leafs in Canada. Lucky Modo members, then.
UPDATE December 4, 2013
There is a blog post by another modo member on her experience of driving this car