[+] Wheels in Motion as Micromobility Reshapes Cities

While we may still be waiting for Marty McFly’s hoverboard to finally come true, another transport revolution has kicked off—the age of electric scooters. This micromobility method is taking over the streets of Australian cities with more than 250,000 electric scooters in operation but it is becoming apparent it is also a missed opportunity for developers and asset allocation. Back to the Future transport prediction aside, bicycles are catered for in end-of-trip facilities and planning requirements but scooters are seldom thought of despite being more accessible and having a greater uptake than their pedal-powered counterparts. There are more rental scooters than bicycles in every state apart from NSW (where electric scooters are yet to be legalised), according to the Micromobility Report. It was launched in late 2020 by publisher Phil Latz and is aimed at informing those working in, or affected by, the Australian micromobility sector. The number of bicycles sold each year still exceeds scooters but bike sales growth has stagnated while scooter sales continue to rise. However, the Victorian government estimates the number of scooter riders could be even higher with 100,000 scooters in the state and private owners making up half of all riders alongside those using hired scooters. Meanwhile, end-of-trip facilities increase property value, marketability and sustainability outcomes for owners and tenants alike. Delete Developer Quintessential is spending $30 million to refurbish 30 Pine Street, Adelaide, modernising the building and adding “hotel quality” end-of-trip facilities. It is part of a seven-year leasing agreement with KBR, which will be the largest major tenant to relocate to the building this year, occupying floors 20 and 21. Quintessential is one of many developers across the country refurbishing older assets to attract tenants, including end-of-trip facilities, such as showers and lockers, as well as secure bike storage. UNSW City Futures Research Centre research associate Lee Roberts says electric scooters are not going away anytime soon. “We’re always going to need something that’s faster than walking but made for shorter distances than a tram or a car—micromobility fills the ‘missing middle’ of a complete transportation system,” Roberts says. “Our research has been focused on Greater Sydney including as far west as Wollondilly and the Blue Mountains, south to Wingecarribee and Kiama, and north to the Central Coast. “Within this area, our survey data suggests that two-thirds of all adults own or have access to a household bike, of which 12 per cent are e-bikes, while 17 per cent have push scooters or e-scooters. “How we travel is fundamental to how we build and use space in buildings and cities. If we all started biking, scooting or riding tomorrow, buildings and cities would have to change.” ▲ Negotiating rush hour on Place de la Concorde in Paris. Urbis director Kate Meyrick is a massive proponent of active and public transport. “What has been fascinating is watching what happens when cities make really bold decisions. And I was thinking about Paris and the back end of last year,” Meyrick says. “From pre-Covid to post-Covid, the introduction of bike lanes, the introduction of micromobility solutions and scooters has radically transformed the centre of Paris. “You could not have imagined that the streets that beforehand ran on the left and the right sides of the Seine could be more or less car-free. “Push and pull measures that discourage high-emission vehicles require really bold government leadership.” Roberts adds that this sort of change could impact the way buildings are built and land allocated. “A typical city dedicates close to half its total land to car uses—driving, parking, buying petrol and the like,” Roberts says. “More micromobility travel would mean a lot of space could be for other uses—more parks, more trees, more public space for walking, eating out and socialising. ▲ Scooters and other forms of micromobility could change the fabric of cities and buildings while providing greener methods of transport. “A big chunk of the cost of a housing unit whether rented or bought comes from the cost of the parking space. “Inner-city living would be a lot more affordable if we didn’t have to pay for a parking space or pay the $8000 to $10,000 annual cost of owning a car.” Shopping centres, sports facilities, apartments and office buildings are generally built with car travel in mind but smaller expectations for transport could lead to smaller construction costs and potentially more land. Charging and battery issues need to be addressed along with storage and security within purpose-built areas including end-of-trip facilities and the reposing of carparking spaces to scooters. However, there are still challenges for micromobility—the No.1 consideration is having a safe space to ride. Roberts says that with political will, change can come fast. “We can look at all the pop-up bike paths built during Covid, or the significant changes to traffic patterns and speed limits in cities such as New York, Barcelona, London or Paris,” Roberts says. “When we change the built environment to encourage micromobility, people very quickly change their travel behaviours.” You are currently experiencing The Urban Developer Plus (TUD+), our premium membership for property professionals. Click here to learn more.

Construction
Renee McKeown
Mon 13 Nov 23

[+] Wheels in Motion as Micromobility Reshapes Cities

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