Jdsk wrote:mjr wrote:Jdsk wrote:And they can contribute to the decrease in personal car ownership. That can make it easier for people to choose to walk or cycle for each journey. And can reduce on-street parking.
Will the benefit of reduced street parking outweigh the discouragement of increased motor traffic due to empty vehicles travelling to pick up their next fares?
It could, but of course that depends on the distance to base and the number of empty journeys.
But as with everything else in transport if you don't have an integrated policy you shouldn't expect to maximise the benefits of any single intervention. In this case I'd like to see restrictions on motorised vehicles in residential streets, and that doesn't need to wait for widespread uptake of AVs. But restrictions will be much more acceptable if personal car ownership decreases.
As with all things, I'm guessing there will be a tipping point at which take-up means that the AI that controls their routes, availability, charging etc will be able to optimise things to maximise their level of usage - it figures highly in trucking, I know - never run an empty truck being the maxim.
Another tipping point is when they reach a density such that they also start to autonomously optimise traffic flows (because cooperation, and I'm sure lots of other factors), and reduce congestion.
...but first we've got to teach 'em in challenging conditions like Oxford.