Cities want to attract people but do not want to cope with mobility issues when it comes to cars. Cars converge on a daily routine towards center cities such as trains, metros, bus, but remain a big issue when it comes to find free space.
Heavy infrastructures create an indispensable grid to canalize flux towards center cities and often prove to become obsolete with time due to its own geographical constraints. All mega cities reach a level at which it needs to question its future and its attractiveness in terms of overall strategy. If cities manage their network they also have to provide a performing accessibility. The ultimate paradigm of success reside in its capacity to attract people, manage its daily migration and keep the commuter interested in its added value and its specific attractiveness. The urban crisis emerges from the fact that this equilibrium is at stake and that travelers, commuters experiences more and more dissatisfaction in entering city areas. While police spend its time fining cars pedestrians can’t really do shopping due to the lack of real alternative solutions to cars and are limited in their travel time to enjoy its numerous advantages due to distance. Whatever the existing solution in place individuals become actors when entering into the system; like rain falling from the sky, a roof divides it in two surfaces, then into a line (the gutter) and finally into a vertical axis like a point and finally disappearing under the surface. This analogy underlines a cultural and philosophical issue of how we perceive things and manage them. Rain in certain cultures is not perceived as something to get rid of as fast as possible and can be praised as a very valuable asset. In some case rain is being played with to create an intimate part of how mankind relates with its environment and communicates with its inner values. Western civilization likes to isolate problem and put issues out of their context. We create rigid systems that is unable to adapt though time or accept its limitations. It is common knowledge that public transport companies consider travelers or commuters as captive and bank on the attractiveness of the city to create their business model. That model works as long as you don’t have strikes, terrorism, too expensive fares and not too many people. When it comes to cars it is the same song. Cars need to be parked and pay for their spot. Cars in an illegal spot will be removed. Cars have to: or stay in a place where it generates cash or be on the move. Cars parking on the streets are in the worst case scenario: (limited parking time, consume space, constant worry in the back of your mind) Consequently the perception we have of the city becomes more and more of an issue while public transport systems need their flow to survive and unable to adapt to change authorities seem to spend most of its time fining and preventing people trying to make use of its overall purpose.
Cities have perceived the necessity to accept two wheelers as an alternative to cars and public transport by understanding that the last mile is a crucial ingredient to keep the equation “attractiveness & control” under balance. Two wheelers have been a natural answer to traffic issues and commercial speed. The beauty of it is that it came from the bottom not from the top this time as an emerging trend solving the personal mobility issues. This raises another question about bike servicing that authorities try to implement. Most of them fail to make money at the end of the day. The business model behind bike servicing fails to create a model that is flexible enough when it comes to manage individual needs. When it comes to individual mobility people like to go where they want, when they want, how they want, change their mind, leave their bikes anywhere , jump in a taxi or a train give the bike to someone else, steal it , destroy it.
Cars will remain an increasingly acute problem as they are big space consumers when not being used and a highly critical traffic managerial problem at peak hours. That trend is not likely to be reversed soon unless we understand the limitations of the system and cities will implement viable alternative solutions.
When it comes to the last mile after having left behind your car, the train, the bus, the metro you need to use your feet or take a cab. The only viable alternative to freedom of movement today is focusing on a young audience since electric bikes to scooters or electric scooters are two wheelers. Two wheelers have one thing in common they are unstable and have very little payload capacity. Two wheelers are by definition destined to a young audience leaving a big need for adults to have similar tools to move around.
The johanson3 is an electric scooter and cannot be compared to an electric bike that uses a (pedelec) human propelled solution while an electric scooter uses a battery pack a controller and a hub engine only. Electric scooters have smaller wheels while the Johanson3 uses identical wheels to motorcycles or off road bikes. The johanosn3 is the only real alternative to cars offering initial stability with big payloads, modularity and flexibility in its daily use. The johanson3 unlike most two wheelers who are destined to a young male audience is destined for the entire family: women, seniors, kids, active people who like to have fun enjoy the ride appreciate modernity without sweat.
Our range of electric scooters is offering 5 complementary vehicles at speeds from 9mp to 50 mph with different configurations according to your needs and budget. A big list of accessories completes your vehicle. You will also be able to adapt the speed of your vehicle to local road regulations by diming down your maximum speed limit.