March 2016

#16

En Bref

In territories that are far from living and working areas, transport is an essential vector for access to jobs, services, and leisure. However, priority urban-policy neighbourhoods, peri-urban areas, rural areas, and mountain areas suffer from shortage of transport offers. That is why the General Commission for Territorial Equality (CGET) is tasked with ensuring the proper implementation of public policies aimed at opening up those territories and encouraging the mobility of their inhabitants, such as support for mobility platforms (cf. the meeting of the Inter-Ministerial Committee on Rurality of 14 September 2015, pillar on “Living Environment and Urban Regeneration” of new city contracts). They provide individual support for people who have difficulty in travelling, so that those people can become independent.

in search of a tailored mobility offerFor many households, low income plus living far from urban areas make it difficult to access jobs and services. In priority urban-policy neighbourhoods, households’ level of car ownership is low. It is rising in rural areas, but it is not enough to meet requirements, given that households in those areas are highly dependent on cars. The public-transport offer is not always suitable in terms of level and quality of service1.

Those transport offers are a poor response to inhabitants’ specific needs, especially for accessing jobs at unpredictable hours, fragmented, or located in poorly-served areas. An ever-growing proportion of jobs requiring very low qualifications is decentralised to the periphery and is inaccessible by public transport.

mobility platforms: a lever to facilitate access

to jobs and social insertion

1 Limited destinations, travel times longer than average, significant

waiting times, short operating times, insufficiency in the evenings and at weekends, limited connectivity with

other forms of public transport.

General Commission for Territorial Equality

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des déplacements des habitants des espaces ruraux s’effectuent en voiture1

91%des déplacements des habitants des pôles urbains s’effectue en voiture1

80,1%

environ des habitants des quartiers prioritaires de la politique de la ville mentionnent parmi les difficultés rencontrées pour accéder à l’emploi, l’éloignement ou l’accessibilité difficile par les transports depuis leur domicile5.

40%

des ménages en quartiers prioritaires (anciennes Zus) n’ont pas de voiture3, 17 % en moyenne pour la France entière4.

36%

de la population active au chômage n’a pas de permis soit plus du double de la moyenne pour la France entière1.

22,8%FRÉPUBLIQUE FRANÇAISE

PERMIS DE CONDUIRE

C’est la durée quotidienne moyenne de transport des habitants des espaces ruraux. Elle est équivalente à celle de l’ensemble des autres territoires hors Île-de-France2.

C’est la distance quotidienne moyenne parcourue par les habitants des espaces ruraux. Elle est équivalente à celle des communes des aires urbaines de plus de 100 000 habitants et aux communes multipolarisées2.

91%of journeys by inhabitants of rural areas are done by car1

In order to remedy that situation, it is necessary, as an addition to public transport, to develop flexible, individualised actions to support mobility. That is the sense of the announcement made by the President of France at the meeting of the Inter-Ministerial Commit-tee on Rurality (CIR) held at Vesoul on 14 September 2015, aimed at setting up 100 mobility platforms in village centres (measure 8). The main aim of those platforms is to offer travel solutions to weakened populations by taking account of their specific needs and the characteristics of the territory2. mobility platforms: varied structures for an overall travel offer Mobility platforms are structures that offer information and individual support to people who find it difficult to travel because of physical, financial, cognitive, or cultural difficulties, thus helping them to become independent. Those structures are combined to a transport-service offer, thus making a strong contribution to improving people’s “motility”3 and “employability”.

Inhabitants’ needs are dealt with overall, by incorporating the entire journey chain, in order to best organise the various modes of transport and services to mobility, as well as the actions that support them: information, mobility diagnosis, mobility training, social driving school, bike-riding school, vehicle loan, low-cost car hire, solidary garage, micro-public transport, car-sharing, etc. (see box).

Platforms can either put those services in place themselves, or they can co-ordinate several mobility actors working in the same territory, or they can opt for mixed functioning. They can also be set up in the form of a Société Coopérative d’Intérêt Collectif (SCIC – Public-Interest Co-operative). To date, there is no particular legal status and no regulation that are specific to that activity.

Mobility platforms can be borne by:• associations acting alone or as a group – most often,

they belong to the social and solidary economy;• departments of local authorities and their group-

ings (départements (administrative subdivisions of France), conurbations, communes, authorities that organise mobility4, commune centres for social action, etc.);

• structures of the public employment and insertion service, such as Pôle Emploi agencies, job centres local plans for insertion and employment, and local missions;

• structures for Insertion par l’Activité Économique (IAE - Insertion through Economic Activity) such as intermediary associations and neighbourhood associations;

• social structures.

The actions proposed, the territories covered and the public dealt with (job seekers, people returning to work, people undergoing insertion, the elderly, etc.) depend largely on the steering mode chosen and the financing sources mobilised.

2 Prime Ministerial instruction no. 5835 / SG of 15 January 2016 on supporting local public investment.3 Motility can be defined as the way in which an individual or a group embraces the field of possibilities in matters of mobility and uses them to develop plans.

4 The idea of an Autorité Organisatrice de la Mobilité (AOM – Mobility-Organising Authority) was made official as part of territorial reform (act on “Modernisation de l’Action Publique Territoriale et l’Affirmation des Métropoles (MAPTAM - Modernising Territorial Public Action and the Affirmation of Metropolises”) of 27 January 2014, and the law of 7 August 2015 on the Nouvelle Organisation Territoriale de la République (NOTRe – New Territorial Organisation of the Republic). AOMs have extended competences in the field of shared car use (car-sharing and car-pooling), soft modes, and urban logistics.

Sources of the data in the infographic: 1. 2008 national survey on transport and journeys; 2. SOeS, INSEE, INRETS, 2008 national survey on transport and journeys; 3. 2012 Urban Policy Panel (PPV) survey; 4. INSEE, 2014 ; 5. 2011 Urban Policy Panel (PPV) survey.

50 minutesThe average daily transport time for inhabitants of rural areas. That is equivalent to all the other territories except for Île-de-France2.

30 kmThe average daily distance covered by inhabitants of rural areas. That is equivalent to the distance covered by inhabitants of urban areas with over 100,000 inhabitants and of multipolar muncipalities2.

81.1%of journeys by inhabitants of urban centres are made by car1

40%approximately of inhabitants of priority urban-policy neighbourhoods list, amongst the difficulties in access work, the distance or the difficulty of access by transport from where they live5.

36%of households in priority neighbourhoods (former SUAs) have no car3, the average being 17% for the whole of France4.

22.8%of the active population seeking work have no driving licence, i.e. over twice the average for the whole of France1.

General Commission for Territorial Equality

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from emergence within neighbourhoods… Mobility platforms were set up by the community world during the 2000s to meet the needs of people who had difficulty in travelling and who did not find solutions within the existing public-transport offer. The “Des Quartiers vers l’Emploi: une nouvelle Mobilité” (“Neighbourhoods moving towards Jobs: new Mobility”) call for projects, launched by the Ministry of Urban Affairs and the Ministry of Transport, spent three years financing the setting up of twenty platforms in priority urban-policy neighbourhoods. It enabled a dynamic to be engaged for the emergence and development of those new structures, the number of which has increased significantly over the last few years.

As part of the reform of urban policy, support for developing mobility services for the benefit of inhabitants of priority quarters was reaffirmed by the Minister for Urban Affairs and the Minister of Transport5. A request has been made, to authorities that organise mobility in particular, as part of city contracts, to boost their actions in that area, by:• providing support and expertise as transport

professionals to community structures that implement them;

• by ensuring the operational and financial provision for those services, in whole or in part;

• incorporating those services into the whole of their mobility and transport offer.

In addition, projects to support mobility are subsidised by the Ministry of Urban Affairs as part of city contracts (to 2.9 million euros in 2014).

… to extension to rural areas The first platforms were set up in rural areas over the course of the last five years, on the initiative of local authorities and such operators as Pôle Emploi. Those initial experiences seem promising in terms of new mobility solutions (car-pooling, organised hitch-hiking, minibuses combining transport to village centres with delivery of orders, etc.), and provision of personalised support for beneficiaries (60% of people supported by rural platforms find a job). That leads to the Government’s desire to support the development of those platforms.

5 CGET / DGITM instruction of 6 March 2015 on mobilising and adapting

transport and mobility policies for the benefit of the inhabitants of

priority urban-policy neighbourhoods. See also the methodological guide to

drafting city contracts: the thematic reference documentation “cadre de

vie et renouvellement urbain” (living environment and urban regeneration) and sheets on best practice. They can

be consulted at: http://www.ville.gouv.fr/?elaborer-son-contrat-de-ville#top

The mobility diagnosis aims at assessing the mobility skills of individuals in order to offer them the setting up of a mobility pathway to make them independent.

Information on travel possibilities lists all mobility resources available across a territory.

Learning mobility aims at removing the cognitive barriers of individuals to make them independent.

Driver training aims at learning the highway code, familiarisation with driving (on a simulator), and training for the driving licence at lower cost (at a social driving school).

Vehicle loan involves making a means of transport available (cars, bicycles, scooters, etc.), with support for the users.

Micro-credit, for example, enables a vehicle to be purchased.

Solidary garages enable vehicles to be repaired or maintained at reduced costs, with support from professional mechanics.

Transport à la Demande (TAD – Transport on Request) is a collective public service offered by the seat, determined partly by user requests, and of which the general tariff rules are pre-established.

Micro-collective transport, or a private transport service offered by associations, can adopt operating principles close to those of TADs.

Car-pooling can be solidary when drivers offer free journeys to people undergoing professional insertion.

Car-sharing is the pooling of vehicles that can be used in turn in return for payment, by several users who are subscribers or who are authorised by the vehicle administration structure.

The mobility platform can support businesses and their employees in drawing up travel solutions that are alternatives to individual cars as part of Plans de Déplacements Entreprises or Plans de Déplacement Inter-Entreprises (PDE / PDIE - Business Travel Plans or Inter-Business Travel Plans).

A rAngE of SErVICES for oVErALL MAnAgEMEnT of journEyS

one person in two of those undergoing insertion has already

declined a job or training for mobility reasons.

ThE MobILITy PLATforMSof SAInT-AVoLD (MoSELLE département) AnD CréTEIL

(VAL-DE-MArnE département)

In Saint-Avold, a young woman without a driver’s licence and bringing up her child alone holds a temporary job in a solidary workshop. And yet, a car would give her more flexibility to get a long-lasting job, as well as time for her child. Financially constrained and under stress because of the type of exam, she turned to the platform. The adviser guided her towards a partner micro-credit body and a solidary driving school, and supported her during the learning process.

The platform launched by Plaine Centrale conurbation is in Créteil, in the neighbourhood called L’Échat. A man who is in receipt of RSA (Revenu de Solidarité Active – Income Support) and who works on a very part-time basis (in the hotel industry) is guided towards the platform. The adviser provides him with a scooter to increase his working hours and to be able to work unpredictable hours. In that way, he increases his income and frees himself from social-security benefits. He was previously in unstable housing; he manages to sign a lease and moves in with his wife.

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Published by the General Commission for Territorial Equality (CGET)

Director of publication: Marie-Caroline Bonnet-Galzy

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Cover: Interview with a mobility adviser at the Wimoov platform in Valenciennes (Nord département) © WimoovInfographic p. 2: CGET CC by Freepik

To do so, regional préfets (the State’s regional representatives) are tasked with selecting platform projects that can benefit from the State’s financial support. Given the newness of the system in rural areas, the CGET and the Direction Générale des Infrastructures, du Transport, et de la Mer (DGITM – Directorate General for Infrastructure, Transport, and the Sea) recommend that specific calls for projects be launched in each region. The following eligibility criteria could be selected:• a project supported jointly by a local authority or

by an EPCI (Établissement Public de Coopération Intercommunale – Public Establishment for Co-operation between Local Authorities) with its own taxation. Over and above that, the presence of an operator supporting the search for work, or even an operator from the social field, is an advantage for accelerating the platform’s development towards populations other than job seekers (elderly people);

• a target territory corresponding to rural areas (village centres and towns with fewer than 50,000 inhabitants), with the platform being part of a territorial project as part of boosting village centres. Incorporation into a rural mobility plan, whether one that is established or one that is being prepared6, will be assessed. In mountain areas, due to the isolation of some communes, mobility platforms could usefully plan local branches;

• a project can be launched quickly to commit the State’s credits in 2016.

Those platforms will be financed as part of the 300 million euros in the fund for supporting local public investment, supporting the development of village centres and of towns with fewer than 50,000 inhabitants. The help can be adjusted, depending on the characteristics of the project and the territory, to 80,000 euros and 100,000 euros per platform.

Finally, monitoring the development of those platforms will be done nationally by the CGET and the DGITM, associating other ministries as needed (Employment and Social Affairs, etc.), departments of the State, or national actors involved in the area. The aim of that monitoring is to capitalise on best practice, help with professionalising platform facilitators and with setting up initial university platforms, etc.

Authors: Deniz Boy and Michelle Brosseau (CGET)

Find out more

The Wimoov association develops mobility platforms for weakened populations (people undergoing social and professional insertion, the elderly, employees, etc.). In 2016, Wimoov bore 25 platforms that support 1,000 people per year. http://www.wimoov.org

The Fédération Nationale des Associations de la Route pour l’Éducation (FARE – National Federation of Road Associations for Education) brings together community mobility structures. FARE’s Mouv’UP programme supports territories in initiatives aimed at setting up a solidary platform for help with mobility.http://www.federation-fare.fr

The Laboratoire de la Mobilité Inclusive (Inclusive-Mobility Laboratory) brings together the leading actors in mobility (public private, and representatives of civil society) in order to analyse the difficulties faced by the weakest populations and to put forward solutions.http://www.mobiliteinclusive.com

A MobILE PLATforM’S fACTorS of SuCCESS

Designing and implementing a mobility platform calls for:• significant work to set up and facilitate the local

socio-professional and institutional partnership. That time is made longer if the project is complex and if it offers several mobility solutions;

• an in-depth diagnostic phase the allows priority populations, the mobility needs of populations, and barriers to travel (especially for access to work) to be identified, and for a situational anal-ysis to be carried out of the local transport offer;

• setting up a mobility-services offer that is tailored to the needs of priority populations and to the diversity of territorial situations;

• setting up a structure that is as close as possible to the inhabitants concerned to facilitate access and the recruitment of mobility advisers who are skilled in human relationships;

• governance that is part of local public policies;• on-going adaptation during the pre-operational

phase (making the project consistent, choice of service providers, recruiting staff, etc.) and the operational phase (project development and development of the content of actions), so that the structure adjusts its responses to needs based on priorities defined in conjunction with its partners.

Making a mobility platform long-lasting requires:• decision-makers to have constant awareness:

beneficiaries are identified by decision-makers working in the fields of social work, employment, and insertion through economic activity. The financial participation, their adherence, and their understanding of the platform’s objectives enable better correlation between their requests, those of businesses, those of beneficiaries, and the offers available;

• mobilising private partners (business, banking establishments, etc.);

• information to and communication with the public and with professionals on the actions proposed by the platform;

• training and professionalising the staff of bearer structures;

• an intervention by the bearer structure on a relevant territorial scale to mobilise various amounts of finance and to have credibility with financiers (e.g. employment area and living area(s)).

6 Contained in the act of 17 August 2015 on energy transition for green growth.