Road Safety

Falling Through The Cracks: Why Powered Mobility Devices Deserve Attention

Powered mobility devices (mobility scooters and powerchairs) are rarely discussed in transport circles, but as populations in many countries age, their numbers are growing rapidly. This report from a transport safety charity considered the devices in the UK.

Key Takeaways

• There are no recent estimates for the number of users, but there could be as many as 500-850,000 users today.
• The evidence for the impact of powered mobility device use on a range of health and wellbeing domains is well documented.
• This group of road and pavement users is massively overlooked from a road safety and policy perspective.
• There is a huge knowledge gap in the number of powered mobility device users, their characteristics, and how they use these devices.
• Use is rising alongside collisions. Powered mobility device use is substantial and increasing, and collisions have also increased more than 50% since 2014. However, the absolute number of fatalities remains below 20 per year.
• Policy is unclear and creates risk. Many road users are unaware of the rules around powered mobility device use, possibly because the Highway Code refers to them by name infrequently, as they come under the classification of pedestrian.
• Training is limited and inconsistent. Only just over a third of users report receiving training, and although evidence shows it improves safety and performance, training provision is inconsistent, and the evidence base remains limited.
• The evidence base for what type of training or safety intervention works is relatively lacking.
• Innovations in manufacturing now mean there are a wide variety of different devices on the market. Only some of these devices are made with the current classification system in mind.

Recommendations:

• Improve understanding of how powered mobility devices are used and therefore what users’ needs are in relation to safety.
• Improve understanding of the incidents powered mobility devices are involved in to inform safety guidance.
• Work across industry, government and the charity sector to develop evidence-based guidance to promote safe use.
• Ensure that as policy evolves, it is simpler, improves predictability of road user behaviour and creates safer environments.
• Educate road users by providing more examples of situations involving powered mobility devices in the Highway Code.
• Include powered mobility devices explicitly within the Hierarchy of Road Users.

Comment

Combined with the advent of robotic delivery vehicles, the growth of powered mobility devices means that demand for pavement/sidewalk space is set to increase significantly in the years ahead. We are going to need to get better at managing that space more effectively to deliver good outcomes, such as in ensuring safety.

What Next?

Is your powered mobility device policy up to scratch?

Policy

Free Parking Won't Save Your High Street. Complete Streets Might.

Many high streets and town centres around the world are struggling with weak footfall and shuttered shops. Businesses often argue for more free parking as the solution. This report from Smart Growth America provides case studies where focusing on a more holistic Complete Streets approach has been the key to revitalisation.

Key Takeaways

• Complete Streets is an approach to planning, designing, and building streets that provides safe travel for all users. This approach can lead to communities that are healthier, more vibrant, and economically stronger.
• Literature on the economic benefits of Complete Streets includes studies of communities of all sizes, from large cities to small towns, and in many different states.
• Improving transportation in economic centers can attract people and businesses in rural, suburban, and urban settings.
• Places where people cannot access businesses and services safely and practically may be especially interested in putting their finite resources toward the Complete Streets approach to increase potential economic benefits.
• As areas improve transportation safety and accessibility, they can attract more people and economic activity, leading to increased sales, tax revenues, and property values.
• Mapping out the expected benefits and tracking results can help maintain momentum, maximize positive impacts, and support the case for future improvements.
• Strategic planning and strong outreach can mitigate business losses and other negative consequences of construction.
• Quick-build demonstration projects can test solutions to make streets better for people and businesses.
• The US is seeing a shift toward the “experience economy.” People are increasingly spending money on experiences like dining and social spaces. That means when it comes to customer experiences, the entire context of a business can be important, including how a customer will travel there and how the surrounding area looks and feels.
• Business owners and government officials can champion long-term changes through transportation and land use policies and plans to support continued improvements over time.

Comment

When it comes to transport reforms in town centres and high streets, businesses are one of the key stakeholders to achieve success. Unfortunately, we are often poor at genuinely collaborating with them in achieving change.

Successful transformations didn't happen despite business opposition; they succeeded because businesses were strong champions for change. We need to find ways of getting businesses to champion approaches like Complete Streets.

What Next?

How can you work with businesses on revitalising town centres and high streets?

Microtransit

Stop Running Microtransit as a Side Project

How can we successfully integrate microtransit (Demand Responsive Transport (DRT)) and paratransit (community transport) into our broader public transport systems? This paper from WSP suggests some strategies for a US context, but applies more broadly too.

Key Takeaways

• Microtransit Use Cases:
  • Paratransit Service - Share platforms and vehicles with general microtransit, boosting utilization without compromising accessibility
  • Feeder Service - Zone-based trips link riders to rail and high-frequency bus corridors, closing first- and last-mile gaps.
  • Rural and Suburban Service - Geofenced zones with distance-based fares connect low-density areas to jobs, healthcare, and retail.
  • Commuter and Peak Hour Service - Right-sized vehicles and dynamic routing ease peak crowding and feed key transit hubs.
  • Nighttime and Off-peak Hour Service - Flexible curbside trips, bookable by phone or app, sustain access when fixed routes thin out.
  • Tourist and Event-based Service - Zone-based trips link riders to rail and high-frequency bus corridors, closing first- and last-mile gaps.
  • Emergency Response - On-demand platforms pivot quickly to move vulnerable riders, deliver supplies, or backfill reduced service.
  • Non-revenue Vehicle Service - Zone-based trips link riders to rail and high-frequency bus corridors, closing first- and last-mile gaps.
• Microtransit strategies:
  • Smart City Integration - unifying sensing technologies, data pipelines and standards, advanced analytics, and operations.
  • Automation - significantly transforming urban and suburban mobility within microtransit services.
  • Vehicle Modernization and Electrification - Modern vehicle platforms boost scheduling accuracy and streamline depot workflows by pairing predictable maintenance with efficient operations.
• Path Forward:
  • In the short term, agencies should approach microtransit as a technology initiative designed to address accessibility gaps, optimize costs where traditional routes are inefficient, and enhance throughput at transit hubs.
  • Progress hinges on three concurrent strategies: fortifying the data and systems framework, aligning funding with measurable station access and disability (ADA) compliance outcomes, and expanding operations through standardized playbooks linked to established cost and reliability benchmarks.

Comment

Getting better outcomes from microtransit and paratransit requires getting out of modal silos and thinking about our transport ecosystems more holistically.

For example, having been on the board of a community transport organisation in Australia, it is clear that the mode is considered in isolation rather than as an integrated part of a broader system that can be used to support accessibility well beyond its traditional customer base.

What Next?

Do you have a strategy for successfully integrating microtransit and paratransit into your wider transport ecosystem?

Quick Adventures in Transport Wonderland

Here is what else I came across this week:

• ​How Madrid Built the World's Best Metro - A YouTube video on the story of the Madrid metro.
• ​Measuring willingness to pay for travel time savings, CO2 emissions reduction and calories burned when multiple modes are available - Research that shows that some people will change behaviours with CO2 emission reduction as a key driver, but many will not.
• ​Building better transport in a polarised world - a research paper that segments the population based on political orientation and willingness to reduce car dependence.