Evaluation Report on Local Pilots and key performance indicators April 2016

Transcription

1 Evaluation Report on Local Pilots and key performance indicators April 2016 The sole responsibility for the content of this publication etc. lies with the authors. It does not necessarily reflect the opinion of the European Union. Neither the EACI nor the European Commission are responsible for any use that may be made of the information contained therein.

2 Work Package 4 Deliverable 4.3 Grant agreement number: IEE/13/497/SI Project acronym: BiTiBi Project title: Easy and energy efficient from door to door Bike+Train+Bike Document name: D4.3_Monitoring_report_April_2016 Authors: Assessoria d'infraestructures i Mobilitat sl (AIM) (Anna Cabré) with contributions from VAIC (Sílvia Casorrán) and FGC (Joan Cantero). Blue-mobility (Deborah Anné), with contributions from Transport & Mobility Leuven (Bruno Van Zeebroeck). Poliedra (Federico Lia, Chiara Bresciani), with contributions from Ferrovie Nord. Merseyrail (Linda van der Haar), with contributions from inno-v (Evelien Fleskens, Eduard Röntgen). Contents: Qualitative and quantitative data of the indicators to monitor the different pilots, and evaluation of key performance indicators of the BiTiBi approach. Target group: Public bitibi.eu 2

3 Contents 1. Background Monitoring pilots Belgium UK Italy Spain Monitoring key performance indicators New BiTiBi users and new BiTiBi trips Impact on mobility for overall trips (pkm/year) Impact on mobility trips to/from station (pkm/year) Total impact on fuel, energy and CO2 emissions bitibi.eu 3

4 1. Background The BiTiBi actions of the pilots in Belgium, ed Kingdom, Italy and Spain are underway. s such as new BiTiBi users and trips, as well as supply and demand in bike sharing schemes and safe bike parks are provided for March User survey results carried out in June 2015, for the pilot projects in Belgium and UK, are also used to calculate BiTiBi impacts. With this data, key performance indicators are calculated in order to know the fuel consumption savings, energy savings and CO2 emissions savings of the BiTiBi project. bitibi.eu 4

5 2. Monitoring pilots 2.1. Belgium BiTiBi actions in Belgium, that are related to marketing and communication, are focussed on the national company Blue-bikes, a nation-wide bicycle share system linked to NMBS stations, the national railway operator. Therefore, actions will have a nation-wide focus. The evolution of the Blue-bike program in Belgium has been very positive, with around 50 Bluebike locations. Blue-bike members have increased 61% since the beginning of the project, from 8,684 in September 2014 to 14,000 in March 2016 while monthly rentals increased 29% from 10,397 to 13,429, during the same period (Table 1). BELGIUM Blue-bike (shared bikes scheme) Rentals/month 10,397 10,166 13,007 13,429 Members 8,684 10,285 12,921 14,000 Table 1: s of Blue-bike in Belgium (source: Blue-bike) In Ghent, BiTiBi users and trips made have increased in both members and rentals faster than the national average. Since 2014, Blue-bike rentals in this city have more than doubled, from 500 to 1,286 rentals per month from September 2014 to March 2016, a remarkable increase of 157% (Table 2). Despite the high usage, some of the available Blue-bikes in the station of Ghent Sint Pieters have been relocated to other stations where needed. The available bikes were increasing but the uptake rates were not that high for so many bikes. bitibi.eu 5

6 GHENT Sint Pieters Bicycle park supply Spaces in non-sheltered BP 4,577 4,577 4,577 4,577 * for information BiTiBi actions not focussed on parking Spaces sheltered BP 2,382 2,382 2,382 2,382 Spaces sheltered & Safe BP Bicycle park demand Parked bikes in non-sheltered BP 1,832 * for information BiTiBi actions not focussed on parking Shared bicycle supply Parked bikes in sheltered BP 2,278 Parked bikes in sheltered & Safe BP (bikes/day) Bike sharing units within 100 m around the train station access % overload in total Shared bicycle demand Bike sharing rentals (rentals/month) ,033 1,286 Sharing system members Table 2: s in Ghent (source: Blue-bike) Likewise in Liège, the growth of Blue-bike members and rentals is positive though slightly lower than in Ghent (Table 3). The number of available Blue-bikes at the Liège station has been reduced due to low uptake rates. Therefore, a portion of the removed bicycles have been relocated to other stations where they are in demand. LIÈGE Guillemins Bicycle park supply Spaces in non-sheltered BP * for information BiTiBi actions not focussed on parking Spaces sheltered BP Spaces sheltered & Safe BP Bicycle park demand Parked bikes in non-sheltered BP * for information BiTiBi actions not focussed on parking Shared bicycle supply Parked bikes in sheltered BP Parked bikes in sheltered & Safe BP (bikes/day) Bike sharing units within 100 m around the train station access Shared bicycle demand Bike sharing rentals (rentals/month) Sharing system members Table 3: s in Liège (source: Blue-bike) bitibi.eu 6

7 2.2. UK In the UK, the BiTiBi actions are focussed mainly on Bike & Go, the bicycle share scheme linked to stations operated by Abellio group, including Merseyrail who operate the two stations (Southport station and Liverpool South Parkway station) in the Liverpool area where pilots are located. This means that the main actions, like marketing and communication, are nearly nationwide. The national growth of Bike & Go members and rentals in the UK has been very positive. Membership has more than doubled, from 818 in September of 2014 to 1,717 to March 2016, with an increase of 110%. Additionally, the number of rentals has nearly tripled from 49 to 138 rentals per month (increase of 182%), during the same period (Table 4). UK 31/03/2016 Bike & Go (shared bikes scheme) Rentals/month Members 818 1,717 Table 4: s of Bike & Go in UK (source: Bike&Go) There is another BiTiBi service in the Merseyrail network stations that is also having a positive growth. Go Cycle, the secure shelters to park the bike in the stations, has increased membership in 62%, from 2,892 members in September 2014 to 4,687 in March The usage of the safe park has also increased, a rise of 19%, from 139 uses/day in September 2014 to 166 uses/day in March 2016 in all the MR network (Table 5). MR network 31/03/2016 Go Cycle (safe park) Uses/day Members 2,892 4,687 Table 5: s of Go Cycle (safe park) in Merseyrail network (source: Go Cycle) bitibi.eu 7

8 Though numbers remain relatively low in the pilot stations in the UK (Southport and Liverpool South Parkway) Bike & Go membership is growing in both stations (Tables 6 & 7). SOUTHPORT Bicycle park supply Spaces in non-sheltered BP Spaces sheltered BP Spaces sheltered & Safe BP Bicycle park demand Parked bikes in non-sheltered BP N/A N/A N/A 22 Shared bicycle supply Parked bikes in sheltered BP Parked bikes in sheltered & Safe BP (bikes/day) Bike sharing units within 100 m around the train station access Table 6: s in Southport (source: Bike&Go and Go Cycle) Shared bicycle demand Bike sharing rentals (rentals/month) Sharing system members LIVERPOOL SOUTH PARKWAY Bicycle park supply Spaces in non-sheltered BP Spaces sheltered BP Spaces sheltered & Safe BP Bicycle park demand Parked bikes in non-sheltered BP N/A N/A N/A 17 Shared bicycle supply Parked bikes in sheltered BP Parked bikes in sheltered & Safe BP (bikes/day) Bike sharing units within 100 m around the train station access Shared bicycle demand Bike sharing rentals (rentals/month) Sharing system members Table 7: s in Liverpool South Parkway (source: Bike&Go and Go Cycle) bitibi.eu 8

9 2.3. Italy The pilots in Italy are located in Milano area operated by Ferrovie Nord. The three stations are: Bollate Centro, Bollate Nord and Como Borghi. The safe bike parking in Bollate station are working well resulting in constant figures. The decrease of average parked bikes in both stations are due to winter conditions (Table 8). BOLLATE Centro Bicycle park supply Spaces in non-sheltered BP Spaces sheltered BP Spaces sheltered & Safe BP Bicycle park demand Parked bikes in non-sheltered BP Shared bicycle supply Parked bikes in sheltered BP N/A N/A Parked bikes in sheltered & Safe BP (bikes/day) Bike sharing units within 100 m around the train station access Table 8: s in Bollate Centro (source: Fabbrica dei Segni and Poliedra) Shared bicycle demand Bike sharing rentals (rentals/month) Sharing system members BiTiBi users 0 The rental system in Bollate Nord for touristic purposes was successful. Now, after the Expo Milano 2015 event, the system has to be restated which is marked (*) on the table below. BOLLATE Nord Bicycle park supply Spaces in non-sheltered BP Spaces sheltered BP Spaces sheltered & Safe BP Bicycle park demand Parked bikes in non-sheltered BP Shared bicycle supply Parked bikes in sheltered BP N/A N/A 20 5 Parked bikes in sheltered & Safe BP (bikes/day) Bike sharing units within 100 m around the train station access Table 9: s in Bollate Nord (source: Fabbrica dei Segni and Poliedra) Shared bicycle demand Bike sharing rentals (rentals/month) * Sharing system members * bitibi.eu 9

10 In Como station, the new secure bike parking facility with room for 90 bicycles opened in the end of September This safe park received good responses. In March 2016 for example, the safe park had an average of 10 bikes parked daily. The evolution of the bike sharing system in Como (Bike&Co) has been very positive too. The members have increased in a 48%, from 404 members in September 2014 to 598 in March 2016 (Table 10). COMO Borghi Bicycle park supply Spaces in non-sheltered BP Spaces sheltered BP Spaces sheltered & Safe BP Bicycle park demand Parked bikes in non-sheltered BP N/A N/A 14 8 Shared bicycle supply Parked bikes in sheltered BP Parked bikes in sheltered & Safe BP (bikes/day) Bike sharing units within 100 m around the train station access Table 10: s in Como Borghi (source: Como municipality, Bike&Co and Poliedra) Shared bicycle demand Bike sharing rentals (rentals/month) Sharing system members bitibi.eu 10

11 2.4. Spain The BiTiBi actions in the Barcelona pilot project focuses on general bike-train intermodality. All the actions are underway though steps going forward are taking quite a lot of time. In both pilots (Sant Boi and Sant Cugat) a fleet for companies will be offered to cover last mile trips with a Business to Business proposition. The Try a bike campaigns, where the employees are guided from their companies to the station to experience the service and the best route, are being offered as well. There is a positive evolution on uses of safe bike parking (Bicibox), with more popularity in Sant Cugat than in Sant Boi (Tables 11 & 12). The growing demand for more safe bike parks in Sant Cugat resulted in a plan to develop space for 300 bikes, including company fleets, next to the station. This development will inaugurate on the 22 nd of September In Sant Boi, a secure bike storage for company fleets in the station will inaugurate on thr 5 th of June 2016 in which FGC will take charge. SANT BOI Bicycle park supply Spaces in non-sheltered BP Spaces sheltered BP Spaces sheltered & Safe BP Bicycle park demand Parked bikes in non-sheltered BP Shared bicycle supply Parked bikes in sheltered BP Parked bikes in sheltered & Safe BP (bikes/day) Bike sharing units within 100 m around the train station access Table 11: s in Sant Boi (source: Bicibox and AIM) Shared bicycle demand Bike sharing rentals (rentals/month) Sharing system members bitibi.eu 11

12 SANT CUGAT Bicycle park supply Spaces in non-sheltered BP Spaces sheltered BP Spaces sheltered & Safe BP Bicycle park demand Parked bikes in non-sheltered BP Shared bicycle supply Parked bikes in sheltered BP Parked bikes in sheltered & Safe BP (bikes/day) Bike sharing units within 100 m around the train station access Table 12: s in Sant Cugat (source: Bicibox and AIM) Shared bicycle demand Bike sharing rentals (rentals/month) Sharing system members bitibi.eu 12

13 3. Monitoring key performance indicators Impacts of BiTiBi in terms of energy savings and reduction of CO2 emissions have been calculated for the pilots. BiTiBi aims to produce two behavioural changes with the pilot actions: - Automobile users changing their mobility patterns to a bike-train combination trip - Train travellers changing their transport mode to/from the station to cycling Table 13: Behavioural changes with BiTiBi actions Data from the pilots in March 2016 has been compared to the previous data (September 2014), collected before kicking off the BiTiBi project. Impacts are calculated based on data collected from bike operators as new BiTiBi users and new BiTiBi trips: new rentals of bike sharing and new uses of safe park. This means that the calculation of the impacts assumes that all these new trips are now done by the bike-train combination. The calculation of impacts is also based on user survey data carried out on June 2015 (existing BiTiBi users): - distance of the overall trip (from door to door) - distance of the trip to/from station (first/last mile) of train users - transport mode that was used before bike-train combination overall trip (overall trips made by car, motorbike or bus) - transport mode to/from the station of train users that was used before using the bicycle (first/last mile made by car, motorbike, bus/tram). bitibi.eu 13

14 In June 2015, the user surveys in Belgium and UK were carried out among corresponding pilot services already placed since September The data collected were gathered from Blue-bike users (Belgium) and Bike & Go and Go Cycle users (UK). Another user survey will be carried out in May In the Italian pilot projects in Milan (Bollate Centro, Bollate Nord and Como Borghi), where new BiTiBi services have recently been launched, the user survey will be performed in the coming months (May 2016) once users have had the opportunity to become familiar with the BiTiBi services. In the Spanish pilot projects in Barcelona (Sant Boi and Sant Cugat), the user survey will be performed during the Try a bike days as a sample of the future BiTiBi experience. The impacts on energy conservation and reductions of emissions only include the Belgium and UK pilots due to the lack of measurements needed to be collected in Spain and Italy, which is yet to be measured. In addition, these calculations will incorporate Belgium and UK as a whole nation because both shared bike programs are nation-wide initiatives. We now realise that some questions in the user surveys did not provide precise answers as expected. In order to address this issue, we have improved the questions in the coming surveys (May 2016) and hope to improve our estimations in the future New BiTiBi users and new BiTiBi trips To evaluate the impacts of behavioural changes, new BiTiBi users and their BiTiBi trips will be considered.in the case of Belgium, since the pilot are focussed on the bike sharing scheme linked to the national railway network, new BiTiBi trips have been considered as the cycle trips linked to new rentals of Blue-bike in all of Belgium (Table 14). In the case of UK, new BiTiBi trips have been considered as cycle trips related to both Bike & Go and Go Cycle services. Similar to Belgium, the BiTiBi actions in UK are nation-wide thus Bike&Go rentals are provided for all UK and Go Cycle usage is provided for all the Merseyrail network (Table 15). To calculate the new BiTiBi trips, each new rental of the bike sharing system and each bicycle parked in the secure bike parking facilities has been considered as 2 new trips (a return journey). So monthly rentals and uses are multiplied by 2. bitibi.eu 14

15 Belgium Rentals/month 10,397 13,007 13,429 Sharing system members 8,684 12,921 14,000 Increase of Blue-bike since the preconditions () Belgium Rentals/month - 2,610 3,032 Sharing system members - 4,237 5,316 New BiTiBi trips/month since (Blue-bike rentals) 6,064 Table 14: New BiTiBi trips in Belgium (source: Blue-bike) UK UK 31/03/2016 Rentals/month (Bike & Go) Members (Bike & Go) Increase of users since the preconditions () UK 31/03/2016 Rentals/month (Bike & Go) Members (Bike & Go) New BiTiBi trips/month since (Bike & Go rentals in UK) 178 MR network 31/03/2016 Uses/day (Go Cycle) Uses/month (Go Cycle) 4,170 4,170 4,980 Members (Go Cycle) 2,892 4,687 Increase of users since the preconditions () MR network 31/03/2016 Uses/month (Go Cycle) Members (Go Cycle) - 1,795 New BiTiBi trips/month since (Go Cycle - safe park - in MR network) 1,620 New BiTiBi trips/month since (Bike & Go rentals in UK) 178 New BiTiBi trips/month since (Go Cycle - safe park - in MR network) 1,620 TOTAL new trips/month since 1,798 Table 15: New BiTiBi trips in UK (source: Bike&Go and Go Cycle) bitibi.eu 15

16 3.2. Impact on mobility for overall trips (pkm/year) We need to calculate the overall trips (from door to door) that were executed by car, motorcycle or bus/tram before the pilots were placed that are now replaced with train in combination with bicycle (new BiTiBi trips). It is necessary to translate bike-train combination trips to pkm/year (reductions or increases) for each transport mode. To calculate a year equivalent reduction in pkm and emissions, we have considered 18 months (from September 2014 to March 2016) and an average per year is provided. This means there are 72,768 new BiTiBi trips/year in Belgium and 21,576 new BiTiBi trips/year in UK. As transport mode distribution before the pilots were placed we use the transport mode distribution that users say that would have used instead of bike-train if this combination would be not possible (source: user suvey-june 2015). This is the closest modal distribution we have to the modal distribution of the overall trips before combining bike and train. The user survey data also provides a calculation of the average distance for overall trips of the new BiTiBi users. In Belgium there is km and in UK the average distance is km. Responses from new BiTiBi users, to which include users for less than 2 years up to June 2015, were accounted for. Motorcycle mode is considered as car mode. In the case where users would have traveled with train excluding bike transport (24,987 in Belgium and 7,345 in UK), it is considered as trips to/from station (first/last mile) that would have been made with bus/tram or car (Tables 16 & 17). It means that these train trips are not new now, but the trips to/from station by bus/tram and car have now changed into bike trips (see point 3.3). Transport mode split alternative to combination bike-train Calculated new trips/year Car (includes motorbike) 27.1% 19,726 Bus/Tram 22.9% 16,658 Train (without combining with bike) 34.3% 24,987 Bicycle (without combining with train) 10.8% 7,891 Others 4.8% 3,507 TOTAL 100.0% 72,768 Table 16: Approximation of transport modal distribution for overall trips in absence of bike-train combination, in Belgium (source: User survey June 2015 and Bike operators) bitibi.eu 16

17 Transport mode distribution in absence of combination bike-train Calculated new trips/year Car (includes motorbike) 27.7% 5,968 Bus/Tram 23.4% 5,050 Train (without combining with bike) 34.0% 7,345 Bicycle (without combining with train) 128% 2,754 Others 2,1% 459 TOTAL 100.0% 21,576 Table 17: Approximation of transport modal distribution for overall trips in absence of bike-train combination, in UK (source: User survey June 2015 and Bike operators) With the aforementioned data, pkm can be calculated to know the increase or reduction for each transport mode regarding fuel consumption, energy savings, and CO2 emissions. With the transport modal distribution (Tables 16 & 17) we calculate the trips that have changed from car (and motorbike) or bus to bike-train. Multiplying these trips for the distance results in the pkm for each mode that have been increased or reduced by combining bike-train: Trips (reduction or increase) Distance (km) pkm (reduced or increased) Car -19, ,022 Bus/Tram -16, ,907 Train 36, ,039 Table 18: Impacts in pkm in Belgium for overall trips Trips (reduction or increase) Distance (km) pkm (reduced or increased) Car -5, ,056 Bus/Tram -5, ,124 Train 11, ,866 Table 19: Impacts in pkm in UK for overall trips 3.3. Impact on mobility trips to/from station first/last mile trips (pkm/year) Another behavior change that we need to calculate are the trips to/from station (first/last mile trips) of train users executed by car, motorcycle or bus/tram before the pilots were placed and now are done with the bicycle (new BiTiBi trips). To know the first/last mile trips of train users that have changed to bicycle trips, we account for the users who stated they would have used the train without combining bike transport: 24,987 new BiTiBi trips in Belgium and 7,345 in UK (Tables 16 & 17). bitibi.eu 17

18 Then we calculate from which transportation mode these train users have changed their last/first mile trips to bike, through the users survey data ( Tables 20 & 21). Calculated new Mode to/from station trips/year On foot 41.9% 10,471 Bus/Tram 22.9% 5,711 Car 25.7% 6,425 Other 9.5% 2,380 Total 100.0% 24,987 Table 20: Approximation of transport modal distribution for first/last mile trips to/from station, without combining bike-train, in Belgium (source: User survey June 2015 and Bike operators) Calculated new Mode to/from station trips/year On foot 56.8% 4,173 Bus/Tram 15.9% 1,169 Car 27.3% 2,003 Other 0.0% 0 Total 100.0% 7,345 Table 21: Approximation of transport modal distribution for first/last mile trips to/from station, without combining bike-train, in UK (source: User survey June 2015 and Bike operators) As previously done, we calculate the pkm by car and bus/tram that have been reduced, but now for the trips to/from station, that have been changed to trips by bike. According to the user surveys, the average distance for trips to/from station is 3.35 km in Belgium and 3.02 km in UK. Therefore, the reduction of annual trips (pkm) to the station by car, bus or tram, now done by bike, can be calculated: Trips (reduction or increase) Distance (km) pkm (reduced or increased) Car -6, ,525 Bus/Tram -5, ,133 Table 22: Impacts in pkm in Belgium for trips to/from station Trips (reduction or increase) Distance (km) pkm (reduced or increased) Car -2, ,057 Bus/Tram -1, ,533 Table 23: Impacts in pkm in UK for trips to/from station bitibi.eu 18

19 3.4. Total impact on fuel, energy and CO2 emissions To translate the avoided pkm in Belgium and the UK into avoided fuel consumption, energy consumption, and CO2 emissions, we use the following conversion factors (average over EU) derived from the TREMOVE transport model ( for Fuel (l/km) Energy (toe/km) CO2e (t/km) Car Bus/Tram/Metro Train Table 24: Conversion factors from TREMOVE Multiplying the total pkm, from both overall trips and trips to/from station, and conversion factors results the annual energy savings, CO2 emissions savings and fuel consumption savings, which are given per mode: BELGIUM Impact on mobility (pkm) Fuel (l) Energy (toe) CO2e (t) Car -626,547-35, Bus/Tram/Metro -530,041-6, Train 994,039 4, TOTAL -37, Table 25: Total impact on savings for Belgium UK Impact on mobility (pkm) Fuel (l) Energy (toe) CO2e (t) Car -129,113-7, Bus/Tram/Metro -107,657-1, Train 193, TOTAL -7, Table 26: Total impact on savings for UK Fuel (l) Energy (toe) CO2e (t) UK -7, BELGIUM -37, TOTAL -44, Table 27: Total impact on savings for UK and Belgium Due to the aforementioned lack of precision in the survey questions, we consider the figures above (with a transport mode distribution from the user survey) an upper limit in energy and CO2 gains. bitibi.eu 19

20 We also made calculations based on more precise figures from the Netherlands based on their 2011 OV-fiets user survey (OV-fiets is the Dutch shared bicycle). From the OV-fiets survey we know that: 8% of OV-fiets users use bicycle train combination instead of car 46% of OV-fiets users use OV-fiets instead of bus/tram for the last mile If we use these figures with our new BiTiBi trips, the results are as follows:, Impact on mobility (pkm) Fuel (l) Energy (toe) CO2e (t) Car -178,544-10, Bus/Tram/Metro -112,135-1, Train 178, TOTAL -10, Table 28: Total impact on savings for Belgium, regarding OV-fiets figures Impact on mobility (pkm) Fuel (l) Energy (toe) CO2e (t) Car -52,939-2, Bus/Tram/Metro -33, Train 52, TOTAL -3, Table 29: Total impact on savings for UK, regarding OV-fiets figures Fuel (l) Energy (toe) CO2e (t) UK -3, BELGIUM -10, TOTAL -13, Table 30: Total impact on savings for UK and Belgium, regarding OV-fiets figures However we consider these last figures, based on a modal change reported in OV-fiets, as an underlimit. We estimate the impacts of the BiTiBi project are between these two limits. Our objective is to come up with a more precise estimate in the final report based on an adapted survey (May 2016). bitibi.eu 20

21 In the June 2014 update, the BiTiBi expected a result of 500 tons of CO2 reduction - a key performance indicator. For the moment, however, BiTiBi has only achieved a reduction of between 40 and 124 tons of CO2, with pilots in Belgium and UK. Reasons for having lower than expected reductions are: the Italian and Spanish pilots are starting with several months of delay. the UK and Belgian pilots are focusing more than initially foreseen on shared bicycles and less on parking facilities around stations. Please note the figures concern annual equivalent figures based on the March 2016 figures. The figures do not represent the reduction since September bitibi.eu 21