Mobility on Demand and Automated Driving Systems: A Framework for Public-Sector Assessment (2022)

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7 REPORT CHAPTER 2: SHARED MOBILITY SHARED MOBILITY SECTION OVERVIEW This section discusses the growth of shared mobility and answers key questions including: • What is shared mobility? • Who are the stakeholders involved in shared mobility? • What types of partnerships can shared mobility stakeholders engage in? WHAT IS SHARED MOBILITY? Shared mobility allows travelers to gain short-term access to shared transportation modes on an “as-needed” basis. Sharing can include sequential sharing or concurrent sharing. Shared mobility includes a variety of services, such as carsharing, microtransit, TNCs, shuttles, taxis, urban and rural air mobility, and public transportation. Shared mobility also includes shared micromobility, the shared use of a bicycle, scooter, or other low-speed mode (i.e., bikesharing, scooter sharing). In addition, shared mobility includes last-mile delivery services, such as courier network services, robotic delivery, unmanned aerial systems (i.e., drones), and other last-mile delivery innovations. Table 1 summarizes common and emerging shared mobility modes. Public transportation is not included in Table 1 because its definition is well-established and documented. The following subsections summarize shared mobility modes, stakeholders, partnerships, and the impact of the built environment. Table 1. Shared Mobility Modes Mode Description Bikesharing Travelers access bicycles on an as-needed basis for one-way or roundtrip travel. Users may access bicycles vis-à-vis annual, monthly, daily, or per-trip pricing. Many bikesharing operators cover the costs of bicycle maintenance, storage, and parking. Bikesharing can include different service models including: • Station-based bikesharing: Users access bicycles via unattended stations offering one-way station-based service (i.e., bicycles can be returned to any station). • Dockless bikesharing: Users may check out a bicycle and return it to any location within a predefined geographic region. Dockless bikesharing can include business-to-consumer or peer-to-peer systems enabled through third- party hardware and applications. • Hybrid bikesharing: Users can check out a bicycle from a station, or they can pick up a dockless bicycle, and end return it to a station or a non-station location. Carsharing Travelers can use private vehicles without the costs and responsibilities of ownership by joining an organization that maintains a fleet of cars and light trucks deployed in lots located within neighborhoods and at public transit stations, employment centers, and colleges and universities. Typically, the carsharing operator provides gasoline, parking, and maintenance. Generally, participants pay a fee each time they use a vehicle.

8 REPORT Mode Description Courier Network Services (also known as CNS, app-based delivery services, and on- demand delivery) These services offer for-hire delivery of food, packages, and other items. Deliveries are facilitated through internet-based applications or platforms (e.g., website, smartphone app) to connect delivery drivers using a personal transportation mode. These services can be used to pair package delivery with existing passenger trips, be exclusively for for-hire delivery services, or be mixed (for-hire drivers deliver both passengers and packages). Microtransit Privately or publicly operated technology-enabled transit service that typically uses multi-passenger/pooled shuttles or vans to provide on-demand or fixed- schedule services with either dynamic or fixed routing. Personal Vehicle Sharing The sharing of privately owned vehicles where companies broker transactions between vehicle owners and guests by providing the organizational resources needed to make the exchange possible (e.g., online platform, customer support, safety certification). Ridesharing (also known as carpooling and vanpooling) The formal or informal sharing of rides between drivers and passengers with similar origin-destination pairings. Vanpooling, specifically, consists of seven to 15 passengers who share the cost of a van and operating expenses and may share driving responsibility. Rural Air Mobility A safe, efficient, accessible, and quiet air transportation system for passenger mobility, cargo delivery, and emergency management within or traversing rural and exurban areas. Rural air mobility is part of a broader ecosystem of services known as advanced air mobility. Scooter Sharing Users can access scooters by joining an organization that maintains a fleet of scooters at various locations. The scooter service typically provides gasoline or electric charge (in the case of motorized scooters), maintenance, and may include parking as part of the service. Generally, participants pay a fee each time they use a scooter and trips can be roundtrip or one-way. Scooter sharing includes two types of services: • Standing electric scooter sharing: Uses shared scooters with a standing design with a handlebar, deck, and wheels that are propelled by an electric motor; and • Moped-style scooter sharing: Uses shared scooters with a seated-design, electric or gas-powered, generally having a less stringent licensing requirement than motorcycles designed to travel on public roads. SAVs AVs that are shared among multiple users and can be summoned on-demand or can operate a fixed-route service similar to public transportation. Further information on SAVs can be found in the “Connected and Automated Vehicles” section. Shared Micromobility The shared use of a bicycle, scooter, or other low-speed mode that enables users to have short-term access to a mode of transportation on an as-needed basis. Shared micromobility includes various service models and transportation modes, such as bikesharing and scooter sharing. Shuttles Shuttle services use shared vehicles (typically vans or buses) that connect passengers from a common origin or destination to public transit, hospitals, employment centers, etc. Shuttles services are typically operated by professional drivers and many provide complementary services to passengers. Taxi Services Taxis can offer prearranged or on-demand transportation services for compensation through a negotiated price, zoned price, or taximeter (traditional or global positioning system [GPS]-based). Trips can be scheduled in advance

9 REPORT Mode Description (through a phone dispatch, website), street hail (from raising a hand on the street, taxi stand, or specified loading zone), or e-hail (using a smartphone app). Transportation Network Companies (TNCs, ridesourcing, ridehailing) TNCs offer prearranged and on-demand transportation services for compensation in which drivers of personal vehicles connect with passengers. Digital applications are typically used for booking, electronic payment, and ratings. Unmanned Aerial Systems (UAS) An aircraft and its associated elements operated with no human onboard; it may be remotely piloted or fully autonomous. Unmanned Aerial Vehicles (UAV) Multi-use aircraft with no human pilot aboard, commonly referred to as ‘drones.’ UAVs can be remotely piloted or fully autonomous. Devices used for cargo delivery typically have four to eight propellers, rechargeable batteries, and attached packages underneath the body of the UAV. Urban Air Mobility (UAM) A safe, efficient, accessible, and quiet air transportation system for passengers and cargo within or traversing metropolitan areas. UAM is part of a broader ecosystem of services known as advanced air mobility. Shared mobility can include a variety of operational models, such as roundtrip services (e.g., a vehicle, bicycle, scooter, or other mode that is returned to its origin); one-way station-based services (e.g., a vehicle, bicycle, scooter, or other mode is returned to a different designated station location); and one-way free-floating services (e.g., a vehicle, bicycle, scooter, or other mode can be returned anywhere within a geographic area). In addition to operational models, shared mobility also comprises of a variety of business models that are characterized by the different methods of commercial transactions used. Common business models include: • Business-to-consumer (B2C) services: B2C services provide individual consumers with access to business-owned and operated transportation services including a fleet of vehicles, bicycles, scooters, or other travel modes. These services are typically provided through memberships, subscriptions, user fees, or a combination of pricing models. • Business-to-business (B2B) services: B2B services allow businesses to purchase access to business-owned operated transportation services, either through usage fees or a fee- for-service. This type of service is typically offered to employees to complete work- related trips. • Government-to-business (G2B) services: G2B services offer business-owned and operated transportation services to a public agency. Pricing may include a fee-for-service contract, a per-transaction option, or some other pricing model. • Peer-to-peer (P2P) services: P2P services offer a marketplace, usually an online platform, that facilitates transactions among buyers and sellers of privately owned and operated mobility services in exchange for a transaction fee. These can also include courier network services. Research has shown a number of environmental, social, and transportation-related impacts from the use of shared mobility. Several studies have documented reduced vehicle use, ownership, and VMT/VKT for some shared modes, such as carsharing and shared micromobility. Users frequently cite cost savings and convenience as reasons for using a shared mode. Shared mobility

10 REPORT can also make it easier for users to connect to public transportation, potentially helping to bridge gaps in existing transportation networks and encouraging multimodality by addressing the first- and last-mile connections to public transit. Shared mobility can present an opportunity to provide additional mobility to populations who traditional transportation options often underserve, or who may be unable to afford the high cost associated with vehicle ownership. Shared mobility can provide numerous economic benefits to communities, such as cost savings for users and increased economic activity near multimodal hubs. However, shared mobility also presents equity concerns. For example, shared mobility may not be deployed in all communities (e.g., rural areas, low-income neighborhoods) due to concerns, such as a lack of demand. In addition, shared mobility may not be available throughout the day including peak commuting hours (e.g., if there is a high demand for shared mobility), or during off-peak hours (e.g., late nights) when shared mobility operators, such as TNC drivers, may not be in service. Certain populations including low-income households, may find it difficult to financially access shared mobility modes since they may not be able to afford the service and the systems required for access (e.g., smartphones, data plans). Individuals with disabilities may also be unable to access or use shared mobility modes due to environmental barriers (e.g., lack of curb cuts3 at passenger loading zones) or vehicles or devices that do no accommodate unique needs (e.g., intuitive electric scooter designs for riders with cognitive disabilities). Lastly, shared mobility may exclude some social groups, such as non-English speakers if information is not presented in a variety of formats or languages. WHO ARE THE SHARED MOBILITY STAKEHOLDERS? Different shared mobility modes and business models may be enabled by or impact a variety of stakeholders. Shared mobility stakeholders can have various roles including regulating shared mobility at various levels of government, connecting public transit and shared mobility, and managing transportation networks. These stakeholders can have a variety of similar and differing roles including: • Establishing strategies, policies, and regulations for shared mobility; • Managing multimodal transportation operations; • Providing or linking to public transportation; • Offering on-demand access to mobility and goods delivery; • Facilitating public-private partnerships and the application of shared mobility for an array of use cases; and • Sharing data to aid in multimodal trip planning, payment, and real-time information. Common shared mobility stakeholders include: • Federal government: Many branches of the government can influence shared mobility including the USDOT, the Department of Energy, the Department of Labor, the Department of Commerce, and the Department of Defense, among others. These organizations, albeit from different angles, can play a role in establishing transportation strategies, policies, and legislation. They can also implement those strategies, make 3 A downgraded ramp from the sidewalk to the street to ease movement for wheeled devices such as wheelchairs, strollers, and hand carts.

11 REPORT investments in pilot programs and research, and provide guidance for nationwide development of strategies. ­ US Access Board: This board promotes equality for people with disabilities through accessible design. The board helps develop accessibility guidelines and standards for the built environment, communication, information technology, medical diagnostic equipment, and transportation. ­ USDOT: The USDOT works to keep the traveling public safe and secure, increase mobility, and have the US transportation system contribute to the nation’s economic growth and development. The USDOT provides funding for the capital replacement and maintenance of the national highway system and public transit equipment and facilities, railroad safety, and passenger ferries. In addition, the USDOT maintains national standards for transportation system safety and oversees funding recipients and transportation providers for safety and compliance with requirements for federal funding recipients.  Federal Highway Administration (FHWA): The FHWA offers financial and technical assistance to state, regional, and local governments to support the design, construction, and maintenance of the national highway system. The goal of the FHWA is to ensure the national highway system is safe and technologically sound.  Federal Transit Administration (FTA): This administration provides financial assistance for the development of new and existing transit systems and improvements, maintenance, and operations of existing systems. The FTA also monitors grants and federally funded projects to ensure recipients adhere to mandated procedures.  Intelligent Transportation Systems Joint Program Office (ITS JPO): The goal of ITS JPO is to create an intelligent transportation system through the integration of intelligent vehicles and intelligent infrastructure. The ITS JPO provides investments in major research initiatives, exploratory studies, and deployment support programs. • State, regional, and local authorities: These agencies implement policy and regulations, such as issuing permits, managing public rights-of-way, and managing local and regional transportation planning and traffic management centers. These stakeholders also serve as mobility integrators who work to integrate various travel modes physically and digitally. ­ State agencies: State-level agencies apply public funding to plan, design, operate, and maintain roads and transportation systems. These transportation networks are essential for most surface transportation systems including MOD. In addition, state agencies set operating rules for the roadways they control. Other state agencies (e.g., Departments of Motor Vehicles [DMVs], state departments of insurance, highway administrations) are responsible for the enforcement of safety standards - for vehicles and drivers - in transportation systems. ­ Metropolitan planning organizations (MPOs): These organizations undertake regional planning activities for urbanized areas with populations over 50,000 people. MPOs are responsible for establishing regional priorities for federal transportation funding by implementing a continuous, comprehensive, collaborative planning process among the state DOTs and local governments

12 REPORT within the metropolitan planning organization, public transit providers, local elected officials, the public, and other stakeholder groups. ­ Rural transportation planning organizations (RTPOs): These are multijurisdictional organizations of nonmetropolitan (i.e., rural) area local officials and transportation system operators that states may assemble to assist in the statewide and nonmetropolitan transportation planning process. A RTPO may have additional representatives from the state, private businesses, transportation service providers, economic development practitioners, and the public. ­ Public transportation agencies: Transit agencies operate and maintain public transit services in urban, suburban, and rural areas including fixed-route transit, demand-responsive transportation, and paratransit services to the general public. Some of the services these agencies operate include buses, trolley subways, light rail, commuter rail, ferries, and paratransit. ­ Transportation/traffic management centers: State and local transportation management centers monitor traffic operations; apply strategies and resources to improve the safety and mobility of traffic movements; and respond to congestion, crashes, and other events as they occur. • Service providers: This includes bikesharing, car rentals, carsharing, TNCs, microtransit, scooter sharing, taxis, paratransit, and other service providers. Common mobility service providers include: ­ Supply chain managers: This group includes logistics management and food, medical, and goods delivery providers who manage and run the flow of goods and materials from origin to destination, in addition to handling inventory, warehousing, packaging, security, and dispatching functions. ­ Apps and mobile service providers: Third-party information and communications technology (ICT) services and providers enable on-demand service, mobile ticketing, payment, and navigation services. • Consumers: These are users of shared mobility who create demand for mobility, delivery, and digital services. Potential benefits, opportunities, and challenges of shared mobility vary by stakeholder. Figure 2 summarizes potential opportunities (represented as a positive sign) and challenges (represented as a negative sign) for public-sector stakeholders. Figure 3 summarizes potential opportunities (represented as a positive sign) and challenges (represented as a negative sign) for other stakeholders.

13 REPORT Figure 2. Public-Sector Stakeholders Opportunities and Challenges Federal Agencies Establish a framework to help manage transportation supply and demand, eliminating or reducing the need for expensive capacity-enhancing capital (transportation infrastructure) projects State, Regional, and Local Authorities Leverage emerging technologies to more effectively manage existing transportation supply and demand, potentially mitigating the need for expensive capacity-enhancing capital projects Expand service to underserved communities or user groups Public Transportation Agencies Enhance public transit agency preparedness for shared mobility by implementing proactive shared mobility strategies •Bridge first- and last-mile gaps through partnerships Develop multimodal connections and mobility hubs Federal Agencies •Difficulty keeping up with a dynamic, fast- changing technology or business model •Lack of clear regulatory definitions for modes and other services Service providers initiate service without public sector consent and/or exploiting unclear legal or regulatory areas State, Regional, and Local Authorities Identify long-term resources to maintain and operate the transportation network •Modes lack clear regulatory definitions •Service providers initiate service without consent and/or exploiting unclear legal or regulatory areas •Difficulty keeping up with a dynamic, fast- changing technology or business model Shared mobility potentially having unclear or adverse impacts on travel behavior, equity, or the environment Public Transportation Agencies Increased competition from other transportation service providers •Private-sector service providers unwilling to share data or work toward fare and digital integration •Unclear evolution of future role of public transportation alongside other mobility providers Increased need to protect data security and user privacy when collecting data

14 REPORT Figure 3. Other Stakeholder Opportunities and Challenges WHAT TYPES OF PARTNERSHIPS CAN SHARED MICROMOBILITY STAKEHOLDERS ENGAGE IN? Stakeholders may engage in partnerships to support the deployment of shared mobility. For example, the public sector may partner with shared mobility service providers to help serve a variety of use cases and community needs, such as integrating shared mobility with public transportation. Some common use cases and partnerships include: Mobility Service Providers and Supply Chain Managers Serve emerging markets and generate revenue through innovative services by implementing new transportation technologies and modes Form public-private partnerships Transportation Managers Manage transportation supply and demand near real time through emerging technologies Reduce VMT, lower GHG emissions, and achieve other public sector goals by integrating new modes App Providers Provide digital services and/or integrate with or manage public sector fare payment, real-time information, and/or trip planning services Form public-private partnerships to facilitate multimodal trips Consumers Compare service options and access mobility and goods delivery services on- demand through trip aggregators Mobility Service Providers and Supply Chain Managers Confront an uncertain or unfriendly regulatory environment •Challenges meeting regulatory requirements while maintaining profitability and/or protecting consumer privacy Increased number and variety of transportation modes may compete for limited curbspace Transportation Managers Disruptions with other services or result in unintended consequences on other services Adverse effects on travel behavior or the environment App Providers Complex requirements for data sharing or fare payment result in limited public transit integration Data protection and security concerns for users Consumers Services unavailable in certain neighborhoods or to certain users Services unavailable, less reliable, or more expensive than existing service options

15 REPORT • Data sharing: Sharing data among service providers, institutions, and public agencies can increase understanding of shared mobility’s impacts on travel behavior, equity, and the environment. • First- and last-mile connections: Travelers may have difficulty getting to or from public transportation (commonly referred to as the first- and last-mile challenge). Public transit agencies are engaging in a variety of partnerships with mobility service providers to bridge these spatial gaps and increase access to public transportation. • Integration with third-party apps: Public agencies can incorporate traveler information into digital platforms (e.g., websites, apps) to provide travelers with integrated trip planning and fare payment. • Low-density service: Lower-density built environments may have less frequent transit service and lower transit ridership that increases the cost of providing public transportation service. Lower ridership and higher operational costs can contribute to lower levels of service for consumers (e.g., longer wait times and fewer routes). To help overcome this challenge, some public agencies are partnering with mobility service providers to offer gap-filling services in lower density communities. • Off-peak service: Providing off-peak or late-night transportation services can be cost- prohibitive for some communities. Additionally, many travelers may not want to wait for infrequent late-night transit service after dark. Public agencies can provide alternative services or options during off-peak hours by partnering with service providers to provide demand-responsive options during periods of lower ridership. • Paratransit service: Federal regulations require public agencies to provide paratransit service in areas where fixed-route transit systems operate in case existing transportation systems are not accessible for people with disabilities. Providing an equivalent level of service for people with disabilities and older adults can be expensive for public agencies and inconvenient for travelers (e.g., requiring riders to book rides a day or more in advance). Partnering with accessible shared mobility services may be a cost-effective alternative that could provide an enhanced rider experience (e.g., reductions in minimum advancing booking timelines, shorter wait times). • Rights-of-way access and management: Shared mobility services (both operators and modes) may compete for rights-of-way, such as loading zones, curbspace, and parking. Communities can dedicate rights-of-way access for a variety of shared modes, such as carsharing, shuttles, and shared micromobility (e.g., bikesharing and scooter sharing). • Risk sharing: Investing in innovative services and programs may be expensive and risky for both the public and private sectors. Public-private partnerships may be a way for stakeholders to share risk. One way this can be done is using the “subtraction model,” in which the service provider values the monthly cost of providing service and subtracts monthly revenue from that collected value and bills the shortfall to the risk partner. Source: Shaheen et al., Forthcoming Partnerships between various stakeholders can encourage the use of different shared mobility modes. Travelers often undergo a decision-making process when choosing which shared mobility modes to take. This process may be supported by smartphone applications and wireless technologies that allow users to access on-demand mobility, plan trips, and understand the diversity of transportation choices. As technology continues to act as a key enabler of shared

16 REPORT mobility, it contributes to the increasing commodification of transportation where consumers engage in multimodal decision-making processes based on a variety of factors (i.e., cost, convenience, time). Shared mobility’s role in the commodification of transportation is discussed in greater detail in Section 3: The Commodification of Transportation. HOW DOES THE BUILT ENVIRONMENT IMPACT SHARED MOBILITY DEPLOYMENT? Different built environment types impact shared mobility deployment. Between 1800 and 2000, the US population grew from four million to more than 250 million, while the nation’s land area only grew 2.7 million square miles. Over this period, the percentage of Americans living in urban areas increased from less than five percent to nearly 80 percent (Shaheen et al., 2017b). Despite this shift to urban areas, most of the post-World War II growth has occurred in suburbs outside of central cities. Over the past 30 years, a number of these suburbs have urbanized into edge cities with employment centers and densities more emblematic of city centers, and suburban street patterns. The variety of urbanization patterns poses several opportunities for shared mobility deployment (Shaheen et al., 2017b). In the United States, there are five common built environment types. Figure 4 illustrates these built environment types. Figure 4. Five Common Built Environment Types Source: Shaheen et al., 2017b • City center markets: The city center built environment has the highest development density and jobs-to-housing ratio, creating a high density of trip origins and destinations throughout the day. This high demand throughout the day can lead to congestion and competition for curbspace access. • Suburban markets: Suburban built environments tend to have lower development density and population density than city center environments, typically resulting in a jobs-housing imbalance. This often leads to travel demand peaking during commute hours: most travel occurs away from the suburb in the morning and returns in the evening. Often, suburbs are designed in a way that makes it difficult to provide alternatives to driving (Shaheen et al., 2017b).

17 REPORT • Edge city markets: Edge cities tend to have large concentrations of office and retail space with a jobs-housing ratio similar to city center built environments. This results in commute trips toward the edge city in the morning and away from it in the evening (Garreau, 1992). However, edge city development density, street network, and dependency on vehicles are more similar to that of suburban built environments. • Exurban markets: Exurban development can be defined as low-density residential development within the commute shed of a larger and denser urbanized area. Exurban areas have a lower development density and longer distance from the city center than a suburban environment (Shaheen et al., 2017b). Resources for exurban public transit vary considerably by state. While exurban areas typically offer more affordable housing, this built environment can pose notable accessibility challenges for youth, older adults, people with disabilities, and carless households. One of the greatest barriers to high- quality public transportation in exurban areas is the cost of labor and ridership for low- density routes. • Rural markets: Rural built environments are characterized by low development densities. Roadways are rarely congested, and parking is widely available, but rural communities are heavily dependent on personal vehicles (Shaheen et al., 2017). Rural markets experience many of the same challenges outlined in the previous section for exurban markets. In these different built environment types, shared mobility can serve a variety of different use cases including: • Closed-campus travel: Shared mobility could provide short-distance, point-to-point travel in closed-campus environments. These locations include theme parks, resorts, malls, business parks, college campuses, airport terminals, construction sites, downtown centers, real estate developments, gated communities, industrial centers, and others. • First- and last-mile public transit connections: Potential public transit riders may live too far (e.g., a mile or further) from fixed-route public transit and/or may not have an alternative way to reach transit (e.g., unsafe walk, no personal vehicle). Due to these limitations, travelers may find it difficult to complete the first or last mile of their journey using public transit. Shared mobility may be able to help bridge first- and last-mile gaps in the public transportation network. • Low-density service: Shared mobility has the potential to provide “right-sized” or demand-responsive services in rural, exurban, and low-density suburban areas where low ridership may contribute to inefficient or cost-prohibitive fixed-route service. • Off-peak or late-night service: Traditionally, fixed routes and fixed schedules have limited public transit. Shared mobility may be able to augment public transit by providing service during off-peak times when long wait times may exist. Gap-Filling Services Agencies have already begun exploring ways to fill service gaps in low-density areas with little or no transportation services. Some agencies are using microtransit to fill this gap. For example, Dallas Area Rapid Transit (DART) is currently using an on-demand shuttle service (GoLink) to offer riders a transportation option in low-density areas (Dallas Area Rapid Transit, 2020).

18 REPORT • Paratransit: Section 504 of the Rehabilitation Act of 1973 requires accessible transportation services to be provided by public agencies for individuals who live within three-quarters of a mile of fixed-route transit but cannot access it or use it (e.g., people with disabilities). Private service providers could provide paratransit services to provide additional mobility options for people with disabilities. These use cases may be better suited in different built environment types. Table 2 identifies different use cases in each built environment type. Table 2. Use Cases and Built Environment Types Application of Shared Mobility to Use MOD City Center Suburban Edge City Exurban Rural Closed-Campus Travel (e.g., office parks, universities, planned unit developments) x x x First- and Last-mile Connections to Public Transportation x x x x x Low-density Service/Public Transit Replacement x x x x Off-peak or Late-night Service x x x x x Paratransit x x x x x KEY TAKEAWAYS • Shared mobility is a transportation innovation that allows travelers to gain access to a variety of transportation modes on an as-needed basis. • Stakeholders that enable, are influenced by, involved in, or impacted by shared mobility include federal agencies; state, regional, and local authorities; service providers; and consumers. • Shared mobility stakeholders can engage in partnerships for sharing data, facilitating first- and last-mile connections, integrating with third-party apps, offering service in low- density areas, providing service during off-peak hours, supplementing paratransit service, managing the right-of-way, and sharing risk. • The deployment of shared mobility may be impacted by which built environment type it is deployed in.