Shared Automated Vehicle Toolkit: Policies and Planning Considerations for Implementation (2022)

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43   The emergence of new and varied transportation modes necessitates their integration with each other and existing forms of transportation. This chapter discusses how to integrate different transportation modes through physical, information, and fare payment integration. Tools for Multimodal Integration Tools included in this chapter: • Types of mobility hubs to physically integrate transportation modes. • Infrastructure elements and transportation services to include in mobility hubs. • Ways to support multimodal planners and trip aggregators. • Levels on which fare payment can be integrated. Multimodal integration can improve connectivity and enhance traveler awareness of mobility services. Multimodal integration can be achieved through physical integration (i.e., the co-location of mobility services), information integration (e.g., trip planning apps and multimodal aggregators), and integrated fare payment across modes. The integration of MOD, AVs, and public transportation can help create a net- work effect that could support shared, active, and higher-occupancy modes. Physical Integration Physical integration provides places where people can make seamless connections between travel modes (e.g., MOD, SAVs, public transportation). Co-locating multiple modes could support the development of mobility areas and create a network effect that can multiply the effectiveness of MOD and AVs. MPOs and other public agencies have begun developing best practices to encourage mobility hubs and transit-oriented developments (TODs) around transportation nodes. Although similar in approach, TODs focus on increasing density around corridors and mobility hubs with the goal of increasing transit ridership and shared mobility use (Cervero and Dai 2014). Figure 14 illustrates three components of mobility areas. Mobility areas are generally comprised of three rings: • Catchment Area: The outermost ring consists of motorized services beyond the typical catch- ment area for active transportation and micromobility modes. Common services to extend the catchment area typically include public transportation, taxis, TNCs, and SAVs. • Zone: The next ring is typically comprised of brief loading services, such as carsharing and shared micromobility. C H A P T E R 6 Multimodal Integration

44 Shared Automated Vehicle Toolkit: Policies and Planning Considerations for Implementation • Core: This area is typically anchored by a public transit station, government center, or desti- nation, and these services may be co-located to create a mobility hub. Public agencies have begun developing best practices to encourage mobility hubs and surround- ing land uses (i.e., TODs) around transportation nodes (Cervero and Dai 2014). Appendix B: “Sample Policies” includes an example policy for co-locating services to create mobility hubs. As an additional resource, the Broward Metropolitan Planning Organization developed the following mobility hub typologies: • Gateway Hubs: Have a high number of boarding and disembarking, are surrounded by high- density mixed-use areas, and serve at least two high-capacity transit lines. • Anchor Hubs: Have a moderate to high number of boarding and disembarking, are sur- rounded by employment centers and major institutions, and serve at least one high-capacity transit line. • Community Hubs: Serve more local trips than regional trips and serve local bus routes. Mobility hubs, like the example in Figure 15, offer an opportunity to inte- grate existing, innovative, and emerging transportation modes. Mobility hubs can also support the use of AVs by providing critical infrastructure (e.g., EV charging) and facilitating last-mile delivery (e.g., logistics transfer points, locker delivery). In addition, AVs may be able to offer services (e.g., first- and last-mile connections) at mobility hubs—particularly smaller ones located in less dense areas, such as community hubs—increasing mobility for vulnerable populations including carless house- holds (Shaheen and Bouzaghrane 2019). SOURCE: Created by Booz Allen Hamilton from information provided by the National Cooperative Highway Research Program. Figure 14. Mobility areas.

Multimodal Integration 45   In addition to these services, mobility hubs may also include • Bikesharing stations, • Electric carsharing stations, • Ridesharing (carpooling and vanpooling) areas, • TNC loading zones, • Bicycle repair facilities, • Car rentals, and • Public transportation. In addition to mobility hubs, multimodal trips can also be supported by level of service (LOS) rating factors. These factors could help indicate whether or not travelers will be willing to change modes (Litman 2017). LOS ratings that can be considered include • Availability, • Affordability, • Cleanliness, • Frequency, • Information availability, • Safety, • Traffic protection, and • Weather protection. Multimodal trips can be supported by information integration that aggregates trip data and helps travelers make multimodal decisions. Adapted from von Berg 2014. Figure key: 1 = bike paths for micromobility users; 2 = access to public transit; 3 = passenger waiting areas. Figure 15. Mobility hub example. San Diego 2021 Regional Plan San Diego’s 2021 Regional Plan features the placement of “right sized mobility hubs” (i.e., hubs that correspond in size and service options to their location) next to residential and employment centers. The goal of the mobility hubs is to connect walking, biking, transit, and shared mobility services in one location. Figure 16 depicts the city’s mobility hub concept.

46 Shared Automated Vehicle Toolkit: Policies and Planning Considerations for Implementation SOURCE: SANDAG 2020. Figure 16. San Diego’s mobility hub concept.

Multimodal Integration 47   Information Integration Consumers are increasingly engaging in multimodal decision-making based on a variety of factors including cost, wait time, number of connections, and environmental impacts. Instead of making decisions between modes, travelers can make decisions between modes or through “modal chaining” to optimize routes, travel time, and cost. Information integration (e.g., multimodal aggre- gators) can enhance traveler access to trip planning and real-time travel information across multiple modes. Travelers are increasingly using multimodal aggregators to • Search routes, schedules, arrival information, and connections; • Compare travel times, connection information, distance, and costs across multiple trans- portation routes and modes; • Gain information on vehicle occupancy and capacity; and • Access real-time travel information. Information integration can also be used to help increase public transit ridership and demand during the recovery phases of the COVID-19 pandemic. Integrated information can provide insight on vehicle capacity to allow for social distancing and offer information that may be used for contact tracing. Providing capacity information and using transparent, customized messag- ing may help public agencies foster trust with their riders, further supporting increased public transportation ridership. Table 11 provides examples of multimodal trip planners and potential strategies for using them. In many cases, integrating information requires sharing data. Data sharing may pose chal- lenges regarding traveler privacy, protecting trade secrets, public records requirements, data security, institutional capacity, and the lack of universal data management standards. Further information on these concerns, and potential strategies to address them, can be found in Chap- ter 4 of NCHRP Web-Only Document 331. In addition, Appendix A-6: “Sample Policy Agreement for Data Sharing” includes a sample policy agreement for data sharing. “Multimodal Integra- tion” in Appendix B: “Sample Policies” includes an example policy to integrate information. Fare payment integration could also support recovery efforts from the COVID-19 pandemic by offering contactless payment methods to help decrease the potential spread of the virus. App Type Program, Agency Location Summary Potential Strategies Public Transit App GoPass, Dallas Area Rapid Transit Dallas, Texas Multiagency trip planning and fare payment app to allow riders to transfer between modes and offer time-based passes (e.g., daily, monthly). Public agencies can use apps to promote the use of and transfer between transportation modes for riders. These apps can also assist in data collection and piloting new projects and initiatives (e.g., fare options). Aggregator Mobility Transit 127 markets throughout the world Aggregates information from a variety of transportation service providers (both public and private) and allows users to plan, execute, and pay for multimodal trips. Public-private partnerships employed in apps can assist in bridging transportation service gaps and improving transfers. MaaS UbiGo Gothenburg, Sweden App-based subscription service to multiple transportation modes within the city. Users pay a monthly fee for the services used. Agencies can encourage the aggregation of transportation services and make them available through a single platform to encourage their use. Table 11. Multimodal planners and potential strategies.

48 Shared Automated Vehicle Toolkit: Policies and Planning Considerations for Implementation Considerations for Integrating Information • Create institutional capacity for managing information integration platforms. • Partner with other organizations to develop an information integration platform. • Share real-time transportation information with third parties (e.g., Transit app) to provide riders with updated information. • Apply best practices for information/data sharing (see the “Transportation Data” subsection of Chapter 4 “Digital Information and Fare Payment Integration” NCHRP Web-Only Document 331 for further information). • Periodically evaluate data sharing practices to ensure data validity and security. • Ensure that integrated information is available in a variety of formats (e.g., call center, website that can be adapted for people with different disabilities) to ensure the greatest accessibility and use. Vehicle Occupancy During the COVID-19 Pandemic The Massachusetts Bay Transportation Authority (MBTA) is providing real-time information about crowding to keep riders informed during the COVID-19 pandemic (MBTA 2020). MBTA provides crowding information on more than 30 bus routes through their website, digital screens, and transit app. Based on social distancing standards for their fleet, MBTA provides the public with three types of crowding ratings: Not Crowded, Some Crowding, and Crowded. Crowding information is verified through agency staff passenger counts. The program began with high ridership routes and is being expanded to additional routes. Figure 17 illustrates MBTA’s crowding ratings. SOURCE: MBTA 2020. Figure 17. MBTA bus crowding information.

Multimodal Integration 49   This may help increase the demand for public transit as shelter-in-place orders are loosened and people return to in-person work. Information integration, such as trip planning apps, is increas- ingly being incorporated with fare payments. Fare Payment Integration Integrated fare payment provides the opportunity to increase traveler conve- nience for multimodal connections. Fare payment integration can provide a variety of benefits including • Reduced costs for riders, • Increased first- and last-mile access, • Promotion of the use of public transit, • Improved user convenience, and • Faster modal transfers. Fares can be integrated on five levels, ranging from no integration to comprehensive integra- tion. Figure 18 summarizes each of the levels of integration along with an example. Appendix A-7: “Sample Policy Agreement for Integrated Fare Payment” includes a sample policy agreement that can support fare payment integration along these levels. Figure 19 describes Cal-ITP’s effort to integrate fare payment across modes. Integrated fare payment can support multimodal trips by allowing passengers the ease of seamlessly paying for trips. SOURCE: Shaheen, Cohen, and Stocker, forthcoming. Figure 18. Integrated fare payment types.

50 Shared Automated Vehicle Toolkit: Policies and Planning Considerations for Implementation SOURCE: Rebel Transit and Ticketing B.V. and DB Engineering and Consulting USA, Inc. Figure 19. California Integrated Travel Project. Case Study: California Integrated Travel Project California Integrated Travel Project (Cal-ITP) was developed by the California State Transportation Agency, Caltrans, and intercity rail and local transit agencies. The goal of Cal-ITP is to develop a collaborative, statewide, state-supported fare payment system using regulation, policy, advocacy, and procurement processes through statewide stakeholder collaboration. Cal-ITP was established to help the state reach its goals of increasing ridership, improving travel experience, reducing transportation costs for riders and operators, and mitigating negative environmental impacts. The project seeks to integrate four travel phases seamlessly: (1) trip planning, (2) transaction, (3) journey, and (4) post-journey. An example policy for fare integration, based off the Cal-ITP, can be found in Appendix B “Sample Policies.”

Multimodal Integration 51   Key Takeaways • Integrating different transportation modes, trip information, and fare payment systems can support a network effect that furthers the use of modes, such as shared and active modes. • Co-locating services to create developments, such as mobility hubs, can help to achieve physical integration. • Trip aggregators may facilitate information integration, and travelers are increasingly access- ing aggregated travel information through smartphone apps. • Real-time information can also be used to provide customers information on public transpor- tation capacity to reduce crowding and shift demand to less crowded public transit vehicles. • Integrating fare payment across modes can increase traveler convenience and support mul- timodal trips.