IATR's Guiding Principles for Mobility Policy & Congestion Mitigation Survey

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Solution-Focused Principles

2.Fair Road Pricing & Congestion Revenue Policy: The use of congestion pricing or other toll roads, taxes and fees should be mindful of always providing incentives for sustainability and equity goals (such as exempting shared rides from congestion pricing, or reducing fees for shared rides), and also have a meaningful policy-directed lockbox or designated revenue stream to use all or a portion of such funds to meet such goals (such as grants for EV purchase, financing first and last mile partnerships, and inter-modal connections to the for-hire ground transportation industry). It is important to include exemptions from congestion pricing for low-income individuals and/or subsidies to use TNCs, for hire vehicles and taxis. Despite good results that have come from congestion pricing in the places where it has been implemented successfully, congestion pricing faces enormous political hurdles almost anywhere it is considered. Unbeknownst to many, it took London four decades and Sweden three decades after congestion pricing was first proposed for it to become a reality. In London, it took a political champion in the form of a new Mayor in 2000 who was able to garner enough support from the business community and public to bring the plan to realization in 2003. In Sweden, congestion pricing was rolled out permanently after a six-month trial project. In both cases, the elected officials had to persuade the public that there was equitable distribution of the cost and agreed-upon distribution of the funds. The experience highlights the importance of public acceptance: it is only when commuters experience first-hand the costs and benefits like time saved and more improved public transit service that they are prepared to adopt congestion pricing.

3.Multi-Modal Integration & Mobility-as-a-Service: A one-size-fits-all solution for MaaS may not necessarily be viable – and the needs and implementation dynamics should vary market by market. Government policy-makers and transportation regulators should exercise caution in the implementation of MaaS platforms where the government entity itself assumes all of the responsibilities of technology companies. The ongoing and rapidly changing advancements in software and technology platforms should caution government about centralizing systems that are solely developed and maintained by government technology resources. Experimentation with de-centralization of MaaS in a scheme that fosters competition among multiple players is ideal. Public transit remains the backbone, private technology solutions enhance it. MaaS centralization with a private agnostic platform, third-party validation to house and protect consumer data with the latest privacy and cyber-security controls, and with multiple private mobility companies integrating with a neutral provider, may provide the best outcome. Additionally, regulators and transportation policymakers should implement incentives and disincentives to encourage multi-modal mobility provided by TNCs, taxis and other for-hire vehicles, micro-transit, micro-mobility, and public transit public-private partnerships with on-demand first and last mile providers, and wherever possible, promote public-private partnerships and use of technology platforms to promote Mobility-as-a-Service as an end goal .

4.Maximize Vehicle Utilization: Identify business and regulatory solutions to increase vehicle utilization and efficiency, by, for example, mixing passenger and goods delivery in a coordinated fashion, and possibly subsidizing such services.

5.Deploy Innovative Goal-Oriented Street Design Principles: Explore the use of private property and off-street facilities to stage vehicles and micro-mobility infrastructure, as well as review curb space policies to maximize the performance of the curb to accommodate all interests (e.g. transit stops, high volume pedestrian corridors, curb cuts, parklets.) Encourage expeditious pick-up and drop-off of passengers and goods and provide incentives for clean air vehicles (such as a network of EV charging stations on the streetscape and preferred parking for EVs).

6.Implement Sustainable Transportation Incentives & Disincentives: Identify incentives that would best promote the increased use of sustainable modes (e.g., increased frequency and reliability of transit, dedicated lanes for high-occupancy vehicles, electric vehicles, and buses, preferred curb space access, physically protected biking and walking infrastructure, subsidies for shared and active modes), and remove subsidies for and provide disincentives to personal vehicle ownership and usage (e.g., remove commuter parking benefits and increase fines, fees, taxes, and surcharges).

7.Thoughtfully Plan to Improve and Expand EV Infrastructure: Upgrade and expand existing infrastructure so electric public transit services, like buses, and trams, and electric taxis and TNC vehicles are real options for everyone, and develop a master plan for multi-modal ecosystems that include public and private fast charging stations that coincide with for-hire passenger delivery and congestion mitigation strategies.

8.Promote Shared Mobility: Improve environmental outcomes through measures that increase vehicle efficiency, reduce or mitigate congestion (including deadheading/zero-occupant vehicles), and maximize the use of shared rides (e.g., pooled rides) through incentives that may include preferred pick-up areas or stands, as well as reduced fares, fees and taxes.

9.Always Promote Equity: To develop all policies to provide, wherever feasible, incentives and disincentives for any for hire ground transportation services that provide services to underserved or unbanked communities, such as exemptions from congestion pricing for low-income individuals and/or subsidies to use TNCs, for hire vehicles and taxis.

10.Always Promote Accessibility: To develop all policies to provide, wherever feasible, incentives and disincentives for any for-hire ground transportation services that provide services to people with disabilities, including, for example, uniform systems of service delivery for subsidized public paratransit by wheelchair accessible taxicabs, and economic incentives to reduce additional costs of wheelchair accessible vehicles. Consider the user journey from end to end (e.g. from curb cuts to vehicle design) and shared modes should be considered where feasible and when it would not degrade on-time performance.

11.Reduce the Size of Government Fleets: Reduce and eliminate privileged parking permits for public officials, and the unnecessary purchase and use of motor vehicles, and instead explore the use of taxicabs, TNCs and for hire vehicles to receive government contracts and subsidies to transport federal, state and local government employees from point-to-point for business purposes.

Regulatory “Do’s” and “Don’ts”

12.Vehicle Caps: Do not implement blanket caps on TNCs, taxis and for-hire vehicles, but always provide for the ability for sound competitive growth of mobility companies with proper incentives to promote equity, accessibility and sustainability goals. Any vehicle permit quantity limitations, or other regulatory requirements such as insurance and vehicle age or retirement policies should solve an underlying regulatory problem or concern. The goals of safety, aesthetics and clean air are viable policy underpinnings, but regulators should carefully weigh caps or limitations to ensure that no unreasonable barriers to entry are created, and that there is uniformity wherever possible between competing modes.

13.Fare Over-Regulation: Do not over-regulate fares or reverse-engineer congestion policy through TNCs, taxicab or for-hire vehicle utilization rates that are overly complex, and which serve as a source of driver compensation as opposed to other incentives or disincentives. In the interest of competition by and between modes, and for the benefit of consumers, regulators should avoid direct regulation of fares, if possible, including minimum fares. There should be strong policy reasons for setting minimum or maximum fares, and any such policies should ensure a level-playing field among competing for-hire modes.

14.Congestion Pricing: Do not implement such policies without exploring exemptions that would promote the above guiding principles and to promote equity, accessibility and sustainability goals. It is also important to ensure that alternatives to paying congestion fees are available for the same trips: public transit, walking, biking, or other exempted modes. Otherwise the congestion fee just becomes another tax but doesn't meaningfully nudge behavior. Exemptions, must be limited, and road pricing must apply to all modes, especially the dominant private auto mode, in order to be most effective.

15.Vehicle Utilization & Management: Do not implement policies that encourage for-hire vehicles and/or government fleets to “return to the garage” or a designated fleet location, or other policies which do not maximize utilization (such as circling the block); but do explore, including through public-private pilots, networks of staging areas, curb space or private/public parking while vehicles are not being utilized. The European Commission has recently adopted a guidance notice for national and local authorities on regulating taxis and private hire vehicles that advises against regulation leading to empty runs, including obligations for private hire vehicles to return to garage in between rides and geographical restrictions that prevent drivers from taking passengers on return trips from remote locations. The guidance encourages “pooling” of passengers, more sustainable vehicle fleets, and integration with public transport and active mobility. It also emphasizes that requirements to become a driver and operating conditions should be simple and proportionate.

16.Shared Use Zones: Do consider establishing zones within cities accessible to shared modes, including public transit, taxis, and TNC vehicles. Don't reduce access by picking favorites among shared modes.

17.Speed Limits: Do reduce speed limits in parts of cities where such changes promote safety without increasing congestion. Don't reduce speed limits across the board.

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