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From the BCG research to the European experiences of Paris and Utrecth, up to the General Cycling Mobility Plan approved in Italy.

“E-bikes, e-mopeds, and e-scooters can go from fad to fixture—and win over commuters—if cities consider ways to bundle these modes with public transit.”[1]

This is the essence of the research conducted by the Boston Consulting Group entitled “Putting Micromobility at the Center of Urban Mobility”.

The report explores the perception of micromobility and the habits of use of the interviewed cluster, with a particular focus on e-bikes, e-scooters and e-mopeds and analysing users’ behaviour towards discounts and deterrents.

In a recent article we analysed the different types of integration between micromobility and public transit, but which can be a way for municipalities to promote an efficient combination of mobility services for citizens and tourists?

A fundamental step is promoting cooperation between municipalities, micromobility operators and public transit authorities starting from an extensive analysis of users and why they do, or do not, adopt these shared means of transport.

The respondents are willing to pay around 22% – 25% more on the final price for integrated micromobility and public transit solutions

With regard to this, the BCG survey in collaboration with the University of St. Gallen, reports a significant result: indeed, the respondents are willing to pay around 22% – 25% more on the final price for integrated micromobility and public transit solutions, with a single payment and a single ticket.[2]

Micromobility proves to be a key element for reaching the Carbon Neutral 2050 goals promoted by the European Union, considering that the Ernst & Young report shows that: “cities, nowadays, are facing alarming levels of environmental pollution and Co2 levels with cars as the major promoters of this tendency.”[2]

Research and experiences are going both in the same direction: the need, for cities, to adopt a multimodal, capillary and flexible transport network which comprehends a multitude of vehicles suitable for different needs while preserving the health of citizens and of the environment.

As already shown in the research conducted by VAIMOO in partnership with Autonomy Paris, in order to have an efficient intermodal transport network it is necessary to build adequate infrastructures for the circulation of users, being the lack of safe and continuous bike lanes one of the major disincentives for citizens.

“Until cities can offer a compelling door-to-door solution to a bigger share of residents, their micromobility initiatives won’t amount to much. Leaders need to consider transportation from the users’ perspective—that is, the perspective of the many different key groups of citizens.”[1]


“Putting users at first place” is the approach that cities should adopt according to BCG and the University of St. Gallen.


Fortunately, many cities are starting to implement these integrated solutions, and Paris is one of the most significant European examples. The Parisian municipality is one of the pioneers of micromobility services integrated with public transit, thanks to initiatives promoted by the Ile-De-France region that offers bike sharing solutions to reach the metro station or the final destination of their journey once having dropped off the metro.

A further European example is the city of Utrecht, in The Netherlands, which has one of the greatest bike-parking networks worldwide. Parks are signalled by digital signs, and, in some particularly trafficked hours or days, the municipality offers virtual pop-ups in order to facilitate parking.[3]

The National Recovery and Resilience Plan provides, between 2022 and 2026, the creation of at least 565km of urban bike lanes, useful for strengthening the links between train stations and universities.

In Italy, has been approved in early August the General Cycling Mobility Plan (Piano Generale della Mobilità Ciclistica) promoted by the Minister for Insfrastructures and Sustainable Mobility.

The plan, referred to as PGMC, has as objective the creation of a National Cycling Mobility System (SNMC): a national network of bike lanes that will allow bikers to move across the whole country in an efficient and safe way, linking urban, suburban and metropolitan areas[4]

The plan, thanks to the PGMC, aims at enforcing the safety of cyclists, improving signs and creating bike lanes in urban and suburban areas in order to promote the bicycle touring of the country, with around 943 million of euros already invested for the first biennium 2022-2024.

In conclusion, implementing an integrated micromobility and public transit offer leads to further considerations about the need of deeply analyse the culture and habits of citizens, as well as their mobility needs.

As a consequence, it does not exist a unique and universal solution for all situations and the offer should provide a variety of vehicles. A qualitative analysis is necessary for municipalities and transport authorities, in order to offer an efficient service along with complete information about the use and the aims of the service.

“Now is a more than opportune moment to move micromobility forward, and make it a central element in the urban mobility revolution.”[1]


[1] N. Lang, D. Schellong, M. Hagenmaier, A. Herrmann, M. Hohenreuther, Putting Micromobility at the center of Urban Mobility, Boston Consulting Group, May 2022
[2] EY, Micromobility: moving cities into a sustainable future¸ 2020
[3] Institutional website of the Utrecht municipality
[4] Ministero delle Infrastrutture e della Mobilità Sostenibile, Piano Generale della Mobilità Ciclistica urbana ed extraurbana, August 2022

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