As we could tell in previous articles, the project Autolib Paris Mayor Bertrand Delanoe's been much ink. See especially position of the association The Cars That (which resembles that of the technical and scientific community and a majority of elected members) and some reactions in the Press .
Autolib Paris, not to be confused with Autolib Lyon! The first project is an unrealistic and dangerous to drive self-service, modeled on Vélib / Velo 'v (which are of great successes) where take a car and removing any station (known as system "one way"). The second is a classic car-sharing service where the car is in the same station at the beginning. This service continues to grow since the transfer of the activity of the association to LVA SEM Lyon Parc Auto, despite poor communication and lack of political support. Autolib Lyon recently celebrated its 1,000 th subscriber and exploring new avenues of development: street parking, gas stations in Park & Ride, integration in eco-districts, ... After
CA LPA, 3 October 2008, we thought that the debate on the "one way" Lyon was closed, the services of LPA and its president Jean-Louis Touraine showing strong opposition to this development, for the same reasons as those developed by the association LVA. But we were wrong. During the council debate on the acquisition of shares in APL by the association of operators Carsharing Carsharing France (PAF), Gilles Vesco, Vice-President of Greater Lyon, reiterated its commitment to the principle of "one- way ", the only solution, he said, to develop the system Autolib in Lyon.
In this excerpt can be found on the website of the city of Lyon (click here ) is first technological innovation is highlighted. While the one-way technology is quite a challenge since it requires a precise knowledge of the location of vehicles and their future availability, both for users who want a car that the operator must optimize fleet and rebalance stations. But in terms of sustainable mobility, it is a true regression social, economic and environmental by creating competition with public transport services for which the community invests, rightly, considerable sums. Thus, the "one way" goes against the policy approved in the Urban Transport Plan (PDU), which itself meets the goals set by the law of mastering the use of the car.
Gilles Vesco then refers to "success", "numbers that explode." Unfortunately, few of the feedbacks that we know are not going in that direction.
Autolib Paris, not to be confused with Autolib Lyon! The first project is an unrealistic and dangerous to drive self-service, modeled on Vélib / Velo 'v (which are of great successes) where take a car and removing any station (known as system "one way"). The second is a classic car-sharing service where the car is in the same station at the beginning. This service continues to grow since the transfer of the activity of the association to LVA SEM Lyon Parc Auto, despite poor communication and lack of political support. Autolib Lyon recently celebrated its 1,000 th subscriber and exploring new avenues of development: street parking, gas stations in Park & Ride, integration in eco-districts, ... After
CA LPA, 3 October 2008, we thought that the debate on the "one way" Lyon was closed, the services of LPA and its president Jean-Louis Touraine showing strong opposition to this development, for the same reasons as those developed by the association LVA. But we were wrong. During the council debate on the acquisition of shares in APL by the association of operators Carsharing Carsharing France (PAF), Gilles Vesco, Vice-President of Greater Lyon, reiterated its commitment to the principle of "one- way ", the only solution, he said, to develop the system Autolib in Lyon.
In this excerpt can be found on the website of the city of Lyon (click here ) is first technological innovation is highlighted. While the one-way technology is quite a challenge since it requires a precise knowledge of the location of vehicles and their future availability, both for users who want a car that the operator must optimize fleet and rebalance stations. But in terms of sustainable mobility, it is a true regression social, economic and environmental by creating competition with public transport services for which the community invests, rightly, considerable sums. Thus, the "one way" goes against the policy approved in the Urban Transport Plan (PDU), which itself meets the goals set by the law of mastering the use of the car.
Gilles Vesco then refers to "success", "numbers that explode." Unfortunately, few of the feedbacks that we know are not going in that direction.
- A La Rochelle, service Liselec commissioned in 1999 is not a great success and already advanced some weaknesses (low car availability, generation of unnecessary moving related to the rebalancing of the stations)
- More recently the city of Ulm Germany has set up a car service for free service called car2go ( click to see our article on the subject ). An article published in July 2009 in the World * y relates the experience of a student who says that car use car2go it "saves a long bus ride." Is this really what we want? Transferring persons in public transport to cars that even if they roll one day to the electricity will still cause visual pollution, insecurity, congestion, congestion and high costs.
- regard to draft "one way" to Paris, elected officials should recognize that they are sailing a little at sight, without knowing that it will be customers, including major doubts about the competition with public transport. Serious studies would be welcome!
Finally, according to Gilles Vesco, the system only "one way" would massively expand the supply eg from 100 to 500 cars. Yet it seems no more complicated to increase sharply the number of car das classic car sharing system. It is simply a question of political will. Classic Car sharing can be a real town project scope. And indeed, it shows that the service Communauto Quebec which refers, clumsily, Gilles Vesco. Contrary to his assertions, it is indeed a car-sharing system which now has 830 classic cars and 17,000 users, ten times more than in Lyon. The system was created in 1994 in Quebec with the first year, 3 cars for a couple of users! This example, like Mobility Switzerland (1 subscriber per 100 inhabitants cons 1 per 10 000 in France ...), proves it is possible to have results significant in developing the classic car sharing on a massive scale.
* Marie de Verges, "In Ulm, the cars are free service ", In Le Monde, 16/07/2009 Click here to read the article
