Mobility is subject to diverse trends and influences. Demographic change, increasing demands on quality, sustainability and resource economy as well as technological change create new requirements and enable new solutions. Mobility participants expect a reliable offer with high comfort and low costs. These customer needs are not systematically managed today. The multimodal mobility chain is not viewed and developed holistically from the customer's point of view. Mobility needs to be financed, requires space, needs energy and generates emissions:
- Finances: A holistic approach is needed in which all costs are considered transparently. This includes investments, costs for operation and maintenance, for impaired quality of life due to noise and air pollution as well as long-term costs of climate change.
- Space: Space economics and space efficiency are becoming increasingly important, especially in urban areas. Mobility consumes both private and public space. This is not taken into account enough in the development of the urban system.
- Energy and emissions: Mobility consumes around 25 to 30% of total energy in developed societies. A sensible energy concept and the reduction of CO2 emissions are decisive for achieving climate and environmental goals and for improving the quality of life.
Bringing together individual actors and service providers to build a fully functioning multimodal mobility system.
The number of actors and service providers within the mobility sector has increased over the last ten years. The expansion through mobility platforms with real-time offers, shared individual transport and offers in non-motorised transport increase the complexity of the mobility system. These actors operate in their silos and prevent the urgently needed paradigm shift towards an integral development and optimisation of an attractive, powerful and efficient mobility system.
The lack of an overall view leads to more regulations and increasingly detailed specifications per mobility silo and promotes a counteraction instead of cooperation. Accordingly, the mobility system is not in balance, the attractiveness of the transport system decreases and trust in the transport system is lost.
Instead of an overarching set of goals for the system as a whole, we are dealing with a jumbled set of actors with particular goals, target values and mandates. The sum of the particular goals does not lead to a functioning whole. Although mobility per se is multimodal, all actors operate monomodally.
As a result, there is no transparency with regard to measures, initiatives and financing options. Individual decisions are not very efficient from an overall perspective. Synergies that could be created by bringing together complementary competences and a joint development of the mobility of the future are not or insufficiently used. Instead, each role - i.e. owner, purchaser, infrastructure provider, transport company and private mobility provider - only sees its own part of the mobility chain.
The major players in the transport system operate in five differently delineated dimensions:
1. four groups of players
- Railway undertakings (RUs)
- Road transport operators
- Road infrastructure managers
- Users/providers of road services
2. three transport modes
- Public transport rail
- Public transport road
- Motorised private transport (MIV), non-motorised transport (LV) and other mobility forms Road
3. divided into infrastructure and vehicles
4. resources for operation, revision and maintenance
5. spheres of influence of the authorities
The five dimensions divide the mobility offer differently. With the exception of the RUs, no actor has all the operating resources for its offer. The authorities and regulators ignore the resources for revision and maintenance. Road-based mobility is based on an infrastructure provided by authorities at three levels (federal, cantonal and municipal).
This means that the inconsistency of the overall system is "pre-programmed".