The Cabinet has agreed to new powers to enforce a ban on motorised rickshaws and insists on licences for slower, non-motorised rickshaws.
Minister for Transport Shane Ross brought draft legislation to Cabinet on 6th November 2018 to regulate the use of rickshaws, following road safety and other concerns.
Mr Ross previously indicated that he would seek legal advice about regulating the use of rickshaws, which is a popular form of transport in Dublin and in other cities around the country.
Concerns had been raised not only from a road safety perspective but also that some drivers were involved in criminality.
The legislation will also provide for the regulation of pedal rickshaws, which would have to be insured.
A registration and vetting process of drivers will also be introduced.
It is estimated that there are around 1,000 rickshaws in operation in Dublin.
OECD Report on Dublin Transport
What we did
This report examines how new shared mobility services could change mobility in Ireland’s Greater Dublin Area. Simulations of eleven different shared transport scenarios show how such services could affect congestion, CO2 emissions and the use of public space. They also examine how such solutions might impact service quality, the cost of mobility, citizens’ access to opportunities and their use of public transport. The findings provide decision makers with evidence to properly weigh opportunities and challenges created by new forms of mobility. The work is part of a series of studies on shared mobility in different urban and metropolitan contexts.
What we found
Today’s mobility in the Greater Dublin Area could be delivered with only 2% of the current number of private vehicles. A transport system consisting only of Shared Mobility services and the existing rail and light-rail transit (LRT) could allow this reduction. The total distance driven by all vehicles, emissions and congestion would be reduced by 38%, 31%, and by 37% respectively.
If only 20% of private car trips were replaced with shared modes, vehicle kilometres driven would fall 23% and emissions by 22%. The impact on congestion would be far less strong in this scenario, with only a 7% reduction.
Shared mobility also improves connectivity across the area and for the population. This results in a more equitable access to opportunities for citizens. The integration of Shared Mobility solutions in the urban and regional mobility market can aid the region in achieving decarbonising goals while promoting improved equitable access, affordable transport and economic productivity. Introducing Shared Mobility will help increase the use of existing bus and rail networks. In the light of the current development of bus rapid transit (BRT) corridors and priority bus services in the Greater Dublin Area, the Shared Mobility services were tested with a scenario maintaining existing bus supply. Keeping the core bus network would result in a 30% reduction of transport CO2 emissions and 38% less congestion in a scenario of converting private mobility to public transport or shared modes. Combining high performance bus services with an on-demand Taxi-Bus service can be effective in substituting low-frequency and inefficient bus services. The integration of new Shared Mobility services with existing public transport creates greater flexibility for users. It also enhances performance of public transport services and infrastructure.
The large size of the Greater Dublin area with dispersed demand make it difficult to provide public transport for the region efficiently. Even for on-demand Taxi-Buses demand would be insufficient along some routes. To remain efficient, Shared Mobility services in these areas could be delivered by using vehicles with fewer seats (Shared Taxis). This would still improve mobility at an affordable cost.
Attention needs to be given to capacity at rail stations. Integrating new shared services with the existing heavy rail network can increase rail ridership by up to a third (33%). Sufficient infrastructure for shared vehicles that drop off and pick up passengers at the station are therefore important. The rail
6 – EXECUTIVE SUMMARY
SHARED MOBILITY SIMULATIONS FOR DUBLIN— © OECD/ITF 2018
service itself may also need increased capacity to accommodate more riders without lowering service quality. Station layouts may need to be redesigned to ensure good access for pedestrians and cyclists.
With current technologies, electric vehicles would be of limited use for Shared Mobility services on a regional level. Their maximum driving range is currently not sufficient for providing long-distance service without recharging during the day. The fleet of electric vehicles required to provide the same mobility as conventional vehicles would have to be between 9% (in scenario 10 with shared mobility focused inside the low emission zone within Dublin city) and 19% (in the full replacement scenario) larger to compensate for inactivity during recharging. With battery technology improving rapidly, electric vehicles could reach required driving range within a few years. Therefore they should be considered as an option, as their impact on CO2 emissions is significant.
The price of Shared Mobility services could be significantly lower than today’s mobility options. On demand Taxi-Bus services could be offered at a price half that of the current public transport if implemented at a large scale. Equally, a ride in a Shared Taxi could be offered at about 50% the price of a conventional taxi ride today. Importantly, using Shared Taxis could be cheaper than owning and driving a private car for people regularly taking short and mid-distance trips of up to 25 kilometres (for a vehicle costing up to 30,000 euros). Keeping overall prices low despite the low density of population in some parts of the Greater Dublin Area might require the integration of regional services and a cross-subsidisation of users. This can increase the mobility costs to some users in the centre but will ensure collective transport is available elsewhere.
Focus group findings show that users are in favour of Shared Mobility. Lower costs and reduced waiting times are the main attractions for the users surveyed for this study. A less important factor for deciding for or against using Shared Mobility Services was detour time for picking up or dropping off co-riders. Most users said they were willing to use Taxi-Buses or Shared Taxis for direct trips or as feeder services to rail transport. Sharing a vehicle with several other passengers was more acceptable to users than sharing a ride than with one or two other persons. Young people below the age of 25 and women are the most likely early adopters of shared services. For most of the surveyed person the critical factor for their choice is price. Most current users of public transport would accept higher ticket price than the current public transport prices, even for Taxi-Bus. Car users mostly expect the cost for using Shared Mobility services to be lower than the cost of a privately owned car.
What we recommend
Consider integrating Shared Mobility services into the Greater Dublin Area transport system
Shared, on-demand mobility services could provide significant benefits to the Greater Dublin Area by reducing emissions, congestion and the need for parking space. Shared mobility would also result in better access to opportunities for citizens, and make access more equitable for inhabitants of areas not well-connected to public transport.
Shared mobility services should be provided on a large-enough scale to reap full benefits
The benefits of Shared Mobility in terms of reduced CO2 emissions and congestion are higher if a substantial portion of the area’s car users shift to the new shared modes. Restricting car use and introducing Shared Mobility services in a small area (such as in the scenario with a small low emission zone) can result in low vehicle occupancy and higher prices. This would cause significant bottlenecks and congestion at park-and-ride stations at the borders of the low emission zone.