Life is anything that can give and receive energy. All things that we see around us, down to the smallest unit of measurement are in motion. Molecules in the air are in a continuous interaction with plants, animal and human life. Contemporary mobility systems, train systems, roadways, cars and the like have given rise to the great development that we have before us. Today in nearly every continent there are megacities, with upwards of ten million people. These account for 30 trillion dollars annually, representing 35% of the world’s Gross Domestic Product (GDP) and concentrate only 9% of the world’s population. While only about 3% of the world’s land area is covered by urban areas, cities account for around 70% of worldwide CO2 emissions.
Populations in cities are ever increasing as people around the world attain new levels of wealth, climbing out of poverty into the “consuming class.” In this same instance, nearly 1/3 of the global population are without access to the fundamental interface to economic freedom and personal mobility. According to the World Bank:
Within a generation more than one-half of the developing world’s population will live in cities. This implies an increase of 2 billion—equal to the present-day total urban population of developing countries.1 The number of megacities—cities with over 10 million inhabitants—is expected to double, with three-quarters in developing countries. Some growth will be in high-density peri-urban settlements outside the range of the existing urban facilities and authorities. Much growth is likely to consist of urban sprawl, which militates against adequate public transport service supply, encourages auto dependence, and hence reduces accessibility to employment and to urban facilities for the poor and very poor.
Today 45% of the world population live in rural areas, where necessary power and energy, road and mobility infrastructure do not yet exist. Countries are faced with the dramatic investment demands of urban regions leaving them ill-equipped and misaligned with the interests of rural infrastructure development.
Urban Growth and Transport
Urban populations are rapidly growing across the world. Cities are closely connected with their transportation systems. Growing numbers of people require dynamic mobility solutions to travel densely populated cities. This growing demand poses considerable challenges: large cities exhibit increased congestion, long travel times, and high air pollution. For industrial and developing countries alike, the question remains: how can growth be maintained, while limiting the problems associated with urbanization?
Cities are the centers of trade and industrial activity in countries across the globe. Urban centers are home to the most productive workers, advanced business sectors, and largest populations. High population densities are characteristic of urban areas, as more and more people are drawn to the benefits and opportunities cities provide. Today, urban populations in developing countries increase on average by 6% annually. The number of megacities, consisting of 10 million people or more, are expected to double within a generation–¾ of which will be in developing countries. Urban centers account for over 50% of GNP in most developing countries, and well over 70% in some. The unprecedented growth in urban areas comes with its host of problems.
Personal mobility for individuals living in confined, crowded areas remains a challenge. People and municipalities turn to various solutions to meet the need for travel. All growing cities have diverse histories, economies, and societies, and face similar transportation challenges. Walking, bicycles, and other human-powered mechanisms are the most basic means of travel. Beyond this, two wheeled motorbikes are a primary means of transportation for many in developing countries. Faster and more powerful than bicycles, motorized travel is more personal and maneuverable than public transit, taking up less road space per person and considerably more affordable than cars.
Motorbikes are not without their drawbacks. The risk of accidents are more substantial and gas-fueled engines still contribute to air pollution. However, compared to public transit, motorized two wheelers provide substantial personal freedom and do not require large infrastructure investments by governments. Mass transit in the form of rail travel is still very common, especially for freight travel. Cities often spend 15-25% of their annual budgets on transportation systems. However, rail lines for passengers are difficult to build in more developed cities and prove costly even for the wealthiest nations. Many seek more dynamic options to foster the productivity of their citizens.
Any solution to the problems of urban travel must consider the vast economic, social and physical differences across cities. Four differences stand out as the primary challenges for any one mobility solution to flourish:
- Differences in income across growing urban areas
- Shifting urban sizes and distributions
- Political histories and societal differences shaping how cities develop
- Differing growth rates in populations and incomes
As cities grow, so too do commuting times, traffic congestion and air pollution. As land becomes scarcer, devoting land to new roadways or other infrastructure becomes less likely. Governments with limited resources are often not able to meet the demand for better roadways of growing populations. These existing problems and future challenges are interconnected and often compounded by one another.
Travel times and traffic congestion in urban environments become increasingly problematic as cities grow. Longer distances for people and goods to move require more investment in manpower and resources. Roadway congestion increases the costs of traveling and hinders growing economies. For example, the World Bank estimates that the downtown weekday traffic speeds are reported to average 10 kilometers per hour (km/h) or less in Bangkok, Manila, Mexico City, and Shanghai; and 15 km/h or less in Kuala Lumpur and São Paulo.” Moreover, increasing roadway capacity in the most populated areas often only generates more traffic.
Infrastructure improvements account for the largest burden for municipal budgets globally. Moreover, roadways in Asia, for example, account for 10-12% of urban land (compared to 20-30% in U.S. cities). Roadway development is increasingly more expensive in cities where space and capital are limited.
As cities spread outward, commuting populations are challenged with longer travel times and more congestion as a result. People who work in cities and live outside the city trade the costs of travel with the benefits of living outside of urban environments. ‘Urban sprawl’ affects greater metropolitan areas in industrial and developing countries alike. Outside cities, populations enjoy the benefits of affordable land, easier mobility, and cleaner air. Willingness to travel to cities for higher wages and more opportunities outweighs the disadvantages of traveling to work each day. The growth of suburbs is not without negative externalities. Fringe urban areas that do not benefit from the traditional city centers are often bypassed by those migrating to suburbs. “Leapfrogging” describes the lack of development in these areas, as outward growth to suburbs is focused on more desirable areas. People living in these areas are often poorer and suffer from the high costs associated with increased traffic from suburban commuters.
Urban sprawl creates a negative feedback loop for growing cities. As urban conditions worsen (overcrowding, high costs, congestion, air pollution), migration to suburbs increases. Subsequently, more commuters contribute to crowded roadways, more emissions, and higher demand on infrastructure. Additionally, these workers take their wages home to the suburbs with them, instead of reinvesting that wealth in urban centers. As roadways become more congested and conditions deteriorate, people become more likely to pay for the space and amenities outside cities. Companies in need of space and motivated by growing suburban economies often follow suit, leaving traditional city centers for these newer communities. Higher prices, more congestion, slower travel times, and difficult inter-city transportation contribute to firms pushing outward from urban areas.
Sprawling urban environments:
- increase public and private transportation costs per resident.
- drain financial resources away from primary city centers.
- increase travel times and dependence on motorized vehicles.
- create imbalances between areas of work and places of residence for poorer populations.
While governments and private industry continue to develop solutions for these problems, keeping pace with urban population growth is a major challenge, particularly in developing countries. Playing ‘catch up’ for transportation infrastructure to meet increasing demand is unsustainable. While increased investment in public transportation is possible for wealthier areas, more expansive transport services often lead to increased urban sprawl rather than mitigating the problem. Additionally, policy attempts at decentralizing urban growth go against the very nature of cities as economic centers and rarely solve the problems associated with urbanization.
Private sector involvement in transportation continues to develop. In industrial countries, ride-sharing services have effectively replaced many taxis and provide many with convenient personal mobility. However, more cars on roadways are not sustainable in mitigating congestion or vehicular air pollution. Alternatively, the direct investment in private bus companies account for 80% of all bus companies worldwide. Other private financing mechanisms abound in various forms and functions but are not without downsides.
Technology for better personal mobility solutions holds the key to sustainable urban growth. Better charging technology and affordable light electric vehicles—two and three wheeled electric vehicles—is the hope for alleviating the problems of urbanization. Fast charging, smaller vehicles powered by clean electric energy and affordable enough for working populations hold the promise of a solution.
The same holds true for EV demand and energy infrastructure. Either the extreme investment in energy infrastructure achieves a low return against a lagging EV demand, or the lack of electric infrastructure causes a low demand and, in return, low confidence in the EV market. In other words, one is always hindering the growth of another. Primarily due to the fact that the EV today requires unique charging infrastructure in order to be feasible as a primary mode of transportation.
