Public Procurement of Innovation in Action (PPIA) Technology Foresight Study Mobility: Cycling for the Future

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1 Public Procurement of Innovation in Action (PPIA) Technology Foresight Study Mobility: Cycling for the Future Report Prepared for Birmingham City Council on behalf of the PPIA Network by Version December 2015

2 PPIA Technology Foresight Study Mobility: Cycling for the Future Prepared for Birmingham City Council on behalf of the PPIA Network by Report Authors Samantha Jones, Scott Davidson and Jenny Vestey Quality Control Scott Davidson and Samantha Jones Project Manager Samantha Jones Project Number L/15/736 Version 1.0 Date 16 December 2015 File location N:\Company Shared Data\ TTR PROJECTS\ CURRENT PROJECTS \BCC Cycling Foresight Study \Technical\ Reporting\ Technology Foresight Study_ Mobility Cycling for the Future _ FINAL REPORT Last edited 16 December 2015 This report has been prepared for Birmingham City Council in accordance with the terms and conditions of appointment. Transport & Travel Research Ltd cannot accept any responsibility for any use of or reliance on the contents of this report by any third party. ISO 9001 REGISTERED Registered Firm FIRM GB

3 CONTENTS EXECUTIVE SUMMARY 1 1 INTRODUCTION 5 2 STATUS OF CYCLING IN PPIA CITIES Birmingham Budapest Castellón Valencia Wroclaw 9 3 FORESIGHT REVIEW AND HORIZON SCAN Cycle parking/storage Cycle paths Other infrastructure Cycle hire Cycle design Cycle equipment/apps 23 4 CONSULTATION WITH PPIA PARTNER CITIES Methodology Innovative cycling measures of interest to cities Current investigation / use of innovative technologies Purchasing / contracting procedures Lessons relating to existing cycling measures Other drivers and barriers 34 5 CONSULTATION WITH EXPERTS Methodology Lessons relating to existing cycling measures Relevant policy developments Future innovations in cycling technologies Stakeholder involvement Business models Other drivers and barriers Other observations 38 6 CONSULTATION WITH SUPPLIERS Methodology Technology readiness and uptake Benefits, disadvantages, impacts and risks Other drivers and barriers Marketing 43 Transport & Travel Research Ltd December 2015

4 6.6 Supply-purchase relationships Partners Business models and costs 46 7 ASSESSMENT OF SCALE OF POTENTIAL PUBLIC DEMAND, IMPACTS AND COSTS Methodology Location based context Data for each technology Assessment of the data 48 8 TIMING SCHEDULES Methodology Assessment of the data 56 9 CONCLUSIONS AND RECOMMENDATIONS Conclusions Assessment of demand, impacts, costs and timing Procurement processes Other challenges for PPIA partner cities Recommendations 62 ANNEX A - REFERENCES ANNEX B - STAKEHOLDER INTERVIEW GUIDES ANNEX C - CONTACT DETAILS FOR ADDITIONAL SUPPLIERS ANNEX D FURTHER ANALYSIS OF SUPPLIER INTERVIEWS ANNEX E - ASSUMPTIONS RELATING TO ASSESSMENT OF SCALE OF POTENTIAL PUBLIC DEMAND, IMPACTS AND COSTS Transport & Travel Research Ltd December 2015

5 EXECUTIVE SUMMARY The Public Procurement of Innovation in Action (PPIA) network works with public authorities in the Climate Knowledge Innovation Community (CKIC) arena. It uses public procurement to support the development of innovative solutions for addressing climate change. The PPIA network consists of Birmingham, Budapest, Castellón, Valencia and Wroclaw. Birmingham City Council, on behalf of the PPIA, commissioned Transport & Travel Research Ltd (TTR) to undertake a foresight study on Mobility: Cycling for the Future. The study aims to support the PPIA in strategic discussions and decision making, by gaining a better understanding of the possible technological advances / factors shaping future developments in cycling, and associated, evolving purchasing and contracting processes. Status of cycling in PPIA cities Section 2 of this report provides an overview of the current status of cycling in PPIA partner cities. All 5 cities have strategy documents which address cycling. Cities provided data on local modal share for cycling, where available. All PPIA cities are delivering cycling projects at present. These include infrastructure developments, cycle hire schemes and cycle parking. All 5 cities have future cycling projects planned, including further infrastructure improvements and introduction / expansion of cycle hire systems. 3 cities have defined targets to increase modal share for cycling. Foresight review and horizon scan A foresight review and horizon scan were undertaken in relation to innovative cycling technologies. Within the study scale / resources, it was not possible to cover an exhaustive list of technologies, but a good range of examples were provided. 16 technologies in total were reviewed: Cycle parking/storage Cycle paths Other infrastructure Cycle hire Cycle design Cycle equipment/app.s. On-street cycle parking Residential cycle parking Mass underground cycle parking Small scale underground cycle parking Solar cycle path Floating cycle path Cycle specific traffic signals & Advanced Stop Lines (ASL) Dutch style roundabout Light cycle lane segregation (using separators) Electric cycle hire Design innovations for cycle hire schemes Instrumented probe bicycle Intelligent cycle light Collapsible cycle helmet Smartphone app Bicycle attachment to improve visibility Section 3 summarises findings for each of these solutions. Data on additional, innovative cycling measures were gathered during stakeholder interviews. Please see below for this data. These include: other forms of cycle parking and hire, distribution of free bicycles to citizens and community involvement initiatives. Transport & Travel Research Ltd Page 1 December 2015

6 Stakeholder interviews Telephone interviews were conducted with: representatives of the 5 PPIA partner cities 2 experts - an academic and an independent consultant 4 suppliers, whose products covered cycle parking, light cycle lane segregation, cycle hire and GPS trackers for bicycles. The main findings from each set of interviews are set out below. Detailed analyses may be found in sections 4-6 of this report. Cities are interested in a number of cycling innovations - cycle parking & other infrastructure, provision of free bicycles to citizens, cycle hire, electric & cargo bikes, & innovative uses of cycling data. A range of benefits are foreseen, including better cycle security, improving health, social cohesion & inclusion, integrating cycling with public transport & using cycle data to inform city planning. Cities Experts Suppliers There are also some challenges associated with these measures, including lack of political will & funding, fitting new infrastructure in areas with limited space & working with hard to reach groups. Most cities highlighted problems with purchasing & contracting procedures, including that they can be inflexible, time consuming, cost ineffective & undermine innovation. Cities referred to a mix of drivers & barriers for take up of innovative cycling technologies. A major driver was political change & a major barrier was lack of funding. Lessons from development / delivery of existing urban cycling measures include: the need for long term funding commitments, strong political leadership & knowledge sharing among cities, & there is evidence that high quality cycling measures can lead to increased uptake of this mode. Cycling innovations tend to be driven by policy developments at city level across Europe. Introducing new European or national regulations could help support urban cycling innovations, e.g. requiring cycle infrastructure to be implemented within developments. Future innovations in cycling measures in European cities are likely to be: improvements in route infrastructure & decision making tools, potential for more community engagement & further automation of technologies. In future there is a need to plan infrastructure & other cycling services for much more diverse populations in European cities. Various other drivers & barriers were identified. Once innovative measures are introduced, they require further development to refine them, taking account of user experience. A number of specific benefits & impacts were highlighted for the solutions provided. Many benefits related to product features, although some wider, societal benefits & impacts were mentioned, mainly in relation to cycle hire. Sometimes suppliers do not have data to quantify impacts or it can be complex to calculate these. A diverse range of challenges and risks were identified, including financial risks, & challenges relating to product reliability, user experience, & engagement with customers & the public. Most suppliers highlighted technological drivers / opportunities, e.g. new energy sources & advances in mobile internet connections. Some factors can act as both drivers & barriers, in different circumstances, like political will & funding availability. Some companies took a proactive approach to customer engagement. Others found that clients tended to come to them. All suppliers were involved with partners, to varying degrees. Most suppliers raised problems relating to municipal purchasing processes. Tender procedures were generally viewed as too time consuming. However, once a contract was awarded, the specified timescale for delivery could then be unrealistically short. Business models & start-up / operational costs varied considerably, according to the type of solution supplied. Transport & Travel Research Ltd Page 2 December 2015

7 Assessment of scale of potential public demand, impacts, costs and timing schedules 14 of the 16 innovative cycling technologies identified from the foresight review / horizon scan were assessed in relation to potential public demand, impacts, costs and timing schedules in the PPIA partner cities. 2 measures were omitted, because initial assessment indicated that currently they are likely to be of extremely limited relevance to local authorities. To inform the assessment, data were collected from a range of sources - technical reports and reviews, media reviews and websites. Section 7 covers assessment of public demand, impacts and costs, while timing schedules are considered in section 8. These sections provide full descriptions of the methodologies used and assumptions made. For the assessment of public demand, impacts and costs in the PPIA cities, the results for each technology are set out against the following headings: public demand scale of implementation cost range impact range (in creating modal shift in partner cities) cost effectiveness (in creating modal shift in partner cities). As far as possible, these results are presented with reference to partner cities local contexts, e.g. in terms of current cycling levels and infrastructure. The assessment showed that the cycling innovations investigated will have varying degrees of relevance for the PPIA partner cities. For the assessment of timing schedules in partner cities, results are presented for each cycling solution. These indicate the current stage of maturity, and how this is likely to progress to full maturity over the next 8 years. Currently most technologies are at the following stages: has had limited trials / isolated deployment in limited number of countries / contexts - requires further testing, or has had extensive trials in multiple countries / contexts ready for wide deployment. Conclusions and recommendations Some technologies, while innovative, appear to be of very limited relevance. The most promising technologies for PPIA cities, according to the assessment of demand, impacts and costs, are: light cycle lane segregation (using separators) cycle specific traffic signals & ASL smartphone app collapsible cycle helmet followed by: electric cycle hire cycle design (best combined with other measures) residential cycle parking Dutch style roundabouts. Of the above solutions, those expected to reach full maturity most quickly - over the next 3-6 years - are: Transport & Travel Research Ltd Page 3 December 2015

8 electric cycle hire cycle specific traffic signals & ASL residential cycle parking light cycle lane segregation. Both city and supplier interviewees highlighted more constraints than positive aspects of municipal purchasing processes. Some of these local and national procedures and regulations will be affected by EU policy, which covers tenders above a certain value. The purchasing process - and other aspects of planning and implementing cycling innovations - will be aided by local authorities identifying and involving all relevant stakeholders from the outset. Other challenges for PPIA partner cities: the study identified a lack of data on benefits and disadvantages of a number of technologies. An interesting question raised is to what extent responsibility for collection, analysis and reporting of these data lie with purchasers and to what extent with suppliers it is vital for municipal staff working on cycling innovations to integrate with other transport programmes and other policy areas locally. This is partly because innovative cycling solutions encouraging modal shift will provide benefits other than reducing carbon emissions. These include social cohesion, economic impacts along cycle/ pedestrianised routes, physical activity levels, local air quality and improved health of citizens lack of, or the short term nature of funding was identified as a problem by some PPIA cities and supplier interviewees. This is a particular issue, given that some of the innovative solutions examined are expensive, and all will need further piloting and development before attaining full maturity more knowledge sharing would be useful both between partner cities, and with technology leading cities such as Madrid, Utrecht, Copenhagen, and London in relation to both innovative cycling measures and best practice in purchasing. Conclusions are set out in full in section 9. Building on these conclusions, this section also provides 11 recommendations. The recommendations relate to: taking forward the results of the assessment of demand, impact costs and timing improvements to procurement processes integration with other transport programmes and other policy areas locally funding opportunities knowledge sharing. Transport & Travel Research Ltd Page 4 December 2015

9 1 INTRODUCTION The Public Procurement of Innovation in Action (PPIA) network works with public authorities in the Climate Knowledge Innovation Community (CKIC) arena. It uses public procurement as a tool to support the development of innovative solutions for addressing climate change. The PPIA network consists of Budapest, Castellón, Valencia, Wroclaw and Birmingham as the lead partner. Birmingham City Council, on behalf of the PPIA, commissioned Transport & Travel Research Ltd (TTR) to undertake a foresight study on Mobility: Cycling for the Future. The aim of the study is to support the PPIA in strategic discussions and decision making, by gaining a better understanding of the possible technological advances / factors shaping future developments in cycling, and associated, evolving purchasing and contracting processes. This study covers: overview of local cycling context in PPIA cities section 2 related foresight studies and horizon scanning section 3 consultation with PPIA cities, experts and suppliers sections 4-6 assessment of the scale of potential public demand for the technology, impacts and costs section 7 assessment of timing schedules section 8 conclusions and recommendations section 9. Key definitions and assumptions in relation to this study Within this report, the term technology is used to refer to any measure that supports cycling, whether relating to infrastructure, cycle design, equipment or user behaviour. The study focuses on innovative measures which are either: already trialled / deployed to some extent by cities, and have potential for further development / uptake not yet deployed, and have potential for future development / implementation by cities. Initial discussions with the client highlighted that: purchasing innovation is the main driver for this study (as opposed to costs and pricing mechanisms) the European dimension is important. Innovations in Asia and America may also be of interest in depth coverage of innovative cycling technologies is not expected, nor is consideration of how these might be delivered. Breadth of technologies is more important and more detailed investigation can take place at a later stage. Transport & Travel Research Ltd Page 5 December 2015

10 2 STATUS OF CYCLING IN PPIA CITIES Local contexts for cycling in each PPIA city are outlined in sections Overview of cycling contexts in PPIA cities All 5 cities have strategy documents which address cycling. Cities were asked to provide data on the local modal share for cycling, where available. It should be noted that the modal share data provided may not be comparable across the cities, as these data can be collected in different ways. Where known, the following data elements are indicated: date of collection; what specific geographical area is covered; how is modal split calculated, e.g. % of trips, % of passenger km or miles; what type of trips are covered, e.g. all trips with urban area, trips by commuters only. All PPIA cities are delivering cycling projects at present. These include infrastructure developments, cycle hire schemes and provision of cycle parking. All 5 cities have future cycling projects planned, including further infrastructure improvements and introduction/expansion of cycle hire systems. 3 cities have defined targets to increase modal share for cycling. 2.1 Birmingham Birmingham is in the West Midlands region of England, UK. With a population of over 1 million, it is the second largest city in the UK. Cycling strategy is addressed in 2 documents: Bike Birmingham: A Sustainable City s Cycling Strategy for and Birmingham Connected Mobility Action Plan (White Paper) which provides a long term vision for transport. The current modal share for cycling is 2%, based on % of trips. Current cycling projects are delivered through Birmingham Cycle Revolution: Big Birmingham Bikes - provision of free bikes, day cycle hire, training sessions and rides for members of the public, organised via 22 cycle centres across the city improving/expanding cycling infrastructure within a 20 minute cycling time of the city centre, including upgrading canal towpath routes, developing new green routes through parks and open spaces, improving popular routes into the city centre / local links and providing new secure cycle parking hubs city centre bike hubs offering folding bike hire Exchanging Places campaign to raise awareness of cycle safety around heavy goods vehicles (HGVs). Future plans include further expansion of the cycling network and exploring the feasibility of introducing a public cycle hire scheme. The city s vision is to increase modal share for cycling to 5% by bike by 2023 and to 10% by Source: Transport & Travel Research Ltd Page 6 December 2015

11 2.2 Budapest Budapest is in the Central region of Hungary. It is Hungary s capital and largest city. It has a growing population of 1,744,665. The BKK Centre for Budapest Transport is responsible for the development of transport related strategic documents. BKK is currently finalising the Budapest Transport Development Strategy (Balázs Mór-plan, BMT). This addresses liveability, safety and cooperation as strategic objectives. It has been prepared in the spirit of design for people, with a strong focus on active travel modes, including cycling. In 2013, BKK also prepared a cycling strategy. This aims for a liveable urban environment, less congestion, better air quality, and a healthier population, which should be achieved through a higher modal share of cycling. The planned activities focus on communication, infrastructure, services and partnership. The modal share for cycling in Budapest is 2.32%. This is based on large scale, household surveys conducted in Budapest and its agglomeration in Modal split data are calculated as a percentage of all trips in the urban area by all modes (private car driver/passenger, public transport, walking, cycling). Source: Cycling strategy BKK has started to implement the cycling strategy through the following current projects: integrated cycling friendly approach in all infrastructure developments successful introduction of MOL Bubi public bike sharing system in The organisations involved are: mobility authority - BKK; vendor- Nextbike, system integration - Csepel and T-Systems; operation - Közpringa Ltd., branding Sponsor - MOL. The system is going to be extended due to its popularity road reconstruction projects with a complex approach, with a special focus on the needs of pedestrians and cyclists development of the main cycling route network, i.e. reconstruction of deteriorated elements, and implementation of new routes implementation of Bike+Ride (B+R) facilities at urban and suburban railway stations implementation of a bike friendly inner city, with new infrastructure, e.g. contra-flow cycling, advanced stop lines, bike lanes, parking participation in STARS, an EU co-funded project encouraging modal shift towards cycling at schools. The main goal of BMT and the cycling strategy is to achieve a 10% modal share for cycling by 2020 through the following measures: development of a comprehensive and safe core cycling network support for multimodal trips - public transport and cycling awareness raising campaigns and cycling related education development of cycling services and information provision extension of the public cycle hire system. Transport & Travel Research Ltd Page 7 December 2015

12 2.3 Castellón Castellón is in the Castellón province of the Valencian Community in Spain. It has a population of 173,841. Cycling strategy is addressed within the City Council s Sustainable Urban Mobility Plan (SUMP). This includes a Cycling Plan. There is no modal share data for cycling. The city operates a public cycle hire system, BICICAS. It has 3,119 registered users with 1,600 uses daily. The service is mainly used by commuters. In summer leisure trips are also made. The other main, current cycling project is to improve cycle lanes. Source: SUMP presentation Future aims of local cycling strategy are to: further improve cycle lanes improve access to the cycle hire service by using new technologies such as apps innovate through involvement in European projects to introduce electric bikes to the cycle hire system or gadgets in the bikes like plugs to charge mobile phones while cycling. 2.4 Valencia Valencia is in the Valencian province of the Valencian Community in Spain. With a population of 787,266, it is Spain s third largest city. Cycling strategy is covered in Valencia City Council s SUMP. The urban modal share for cycling is 4.8%. Data were collected through surveys, sensor devices and mobility operators in Current cycling projects: Valenbisi cycle hire system in Valencia, established in It aims to cover small and medium length daily routes. The City Council and JC Decaux manage and maintain the system. The latter has a 20 year contract. Users must acquire a yearly membership. The network consists of 2,750 bicycles distributed at over 275 stations. Many are situated next to public transport stops to encourage intermodal use over 14,000 parking docks 137km of cycle tracks, plus 30.5km of Cyclo Streets cycle track map pilot project IDENTIBIKE, relating to security pilot projects SMILE and Pro-e-Bike, both cargo bikes. Source: SUMP Regarding future aims of the local cycling strategy, recent changes in Valencia City Council, mean policies and goals could alter. Several actions have been announced in the media like: a Bicycle Agency of Valencia, an inner cycle ring and a metropolitan mobility plan. Transport & Travel Research Ltd Page 8 December 2015

13 2.5 Wroclaw Wrocław is in the Silesian Lowland of Poland. With a population of 640,000 (plus over 100,000 students), it is the largest city in western Poland. Wroclaw has a Cycle Policy, produced in There are also documents setting out a plan for cycle routes, standards for cycling infrastructure and guidelines for cycle parking. The city s modal share for cycling was 3.56% in Currently the figure is now estimated to be 5-6%. Data are collected every 2 years via surveys and counters at selected crossings, and focus on daily use of the mode. Source: Guidelines for bicycle parking There are many current cycling projects, including: building cycle routes to achieve coherent infrastructure. In 2015, over 15m zloty ( 3.6m) will be spent on cycle infrastructure building a cycle parking system cycle hire scheme, with 740 bikes in 74 stations. This is operated by nextbike promotional campaign. The Cycle Policy specifies targets to increase the modal share for cycling to 8% by the end of 2015, and to 15% by Transport & Travel Research Ltd Page 9 December 2015

14 3 FORESIGHT REVIEW AND HORIZON SCAN A foresight review and horizon scan was undertaken in July 2015, in relation to innovative cycling technologies. A guide to the literature search and review was produced to ensure a systematic approach to this task. The guide set out: key points relating to the scope of the study suggested search terms suggested search vehicles a checklist for review of individual references. The findings relating to specific, innovative technologies are presented overleaf. Within the study scale/resources, it was not possible to cover an exhaustive list of technologies, but a good range of examples is provided, relating to: cycle parking/storage cycle paths other infrastructure cycle hire cycle design cycle equipment/apps. N.B. Two technologies are likely to be of very limited relevance to local authorities at present, but are included as interesting measures to be aware of (denoted with grey shading.) A maturity rating was identified for each technology, on a scale of 1-5. This is defined as follows: 1: Has not been trialled yet - concept phase 2: Has had limited trials / isolated deployment in limited number of countries / contexts - requires further testing 3: Has had extensive trials in multiple countries / contexts ready for wide deployment 4: Already experiencing wide deployment across a range of countries / contexts 5: Full maturity - accepted as standard practice across a wide range of countries / contexts The references consulted are listed in Annex A, grouped by type of innovative cycling solution. Additional innovative technologies are covered in section 6, consultation with suppliers. Transport & Travel Research Ltd Page 10 December 2015

15 3.1 Cycle parking/storage On-street cycle parking Key points Technology description Maturity rating Simple, low cost solution to poorly parked bicycles and to increase cycle parking in areas of variable demand Insight into cycling habits provided through time lapse photography A simple concept of exchanging cycle racks for painted outline boxes on the ground demarcating parking, and issuing fines to people parking bicycles outside designated spaces The parking is not secure, so may not work in areas where cycle Time lapse photography was used to monitor cyclist parking 4 crime is an issue behaviour and cycle boxes were implemented in areas of 5 highest demand. Main factors to consider Source: Municipality of Groningen Cities often experience badly parked bicycles and resulting obstructions. The town of Groningen, Netherlands, has high levels of cycle flows, and a problem with poorly parked bicycles. In 2013 the town undertook a project to reduce on-street cycle parking by 10% by Cycle racks were replaced with cycle parking boxes painted on the ground in public areas. Parking locations were chosen based on demand identified from time lapse photography. This provided baseline data to understand what motivated bad parking behaviour (e.g. unwilling to walk distance to destination) and interventions could be targeted accordingly. It was identified that most existing parked bicycles belonged to workers rather than shoppers. Thus cycle parking was limited for shoppers arriving after 9.30am. It was recommended that companies increased cycle parking at workplaces, releasing more free public parking for shoppers and people visiting the town for leisure out of peak times. Painted cycle boxes are cheap to implement/maintain, and more attractive than physical storage facilities. They also take up less space than storage facilities, helping ensure that walkways, entrances and exits are unobstructed. The space can be used by pedestrians when not occupied by bicycles. A citizens survey showed an increase in satisfaction with cycle parking facilities after implementation of the boxes. However, no data are available on the sample size or by how much satisfaction increased. However, the solution is not suited to all locations, with different size boxes needed depending on the volume of cyclists. This parking is only suitable for bikes with internal locking systems and not those requiring a post to secure to. Therefore it may not work in areas with high levels of cycle theft. There are no data on numbers using the cycle boxes in Groningen. The solution assumes that workplaces will offer separate on-site parking to reduce demand for public parking space. Transport & Travel Research Ltd Page 11 December 2015

16 Residential cycle parking Key points Technology description Maturity rating Cycle storage solutions designed for tenement residents Reduces barriers to cycling and subsequently encourages cycling Ideal for city locations and areas with high populations Main factors to consider Many cities provide cycle storage facilities at transport hubs, places of work and education. However, tenement residents may use stairwells and railings to store their bicycles at home. This technology aimed specifically at these residents provides a safe and secure location for cycle storage. The technology is a locked hub for bicycles, either in a covered rack or locker for a monthly fee. The City of Edinburgh Council is implementing a pilot project to trial on-street cycle parking for tenement residences at 6 locations across the city, each with capacity for bikes. The cycle storage initiatives are covered / uncovered cycle racks and lockers with residents charged 5 ( 7) a month for their use. The pilot project was implemented in July 2014 and will run for 2 years. (No set up costs were publically available.) The advantages in providing covered secure locations for bicycles are the reductions in theft, blocked stairwells and subsequent disputes amongst neighbouring residents. In addition, lack of suitable cycle storage is considered a barrier to cycling for residents with no outside space and subsequently this technology could increase cycling. Disadvantages are considered to be maintenance costs and risk of vandalism. The trial is currently mid-way, and no evaluation data currently exists. If the project is deemed successful, then it is envisaged the parking will be extended across the city. Based on demand and uptake in multiple London Boroughs, we would expect to see these schemes rapidly expand across all major cities with a high number of residential flats and storage space issues Source: City of Edinburgh Council Transport & Travel Research Ltd Page 12 December 2015

17 Mass underground cycle parking Key points Technology description Maturity rating Space efficient, secure underground cycle parking for urban environments; reduces bicycles parked on public overground space Suitable for high density cities Cycle parking solution for high density cities. Dutch examples of this solution have been located at transport hubs, easing the journey for commuters from cycling onto Can be deployed to encourage integration of cycling and public transport the train. Uses a card system, which can also be utitlised 4 Relatively expensive solution for public transport. The user accesses the parking area 5 underground, and utilising an electronic method, is directed to a space for the bike to be stored. The user then has easy access to a transport hub. Main factors to consider A number of innovative underground cycle parking areas are being developed globally. The Netherlands is one of the countries at the forefront of developing this technology. In Utrecht, the railway operator, station manager and municipality have joined forces to develop the first of a number of megabike parks proposed at the main railway station. This is a 2 year pilot and likely to be rolled out into other Dutch cities. The bike park opened in 2014, has capacity for 4,200 bicycles and provides quick access to the station. The cost of the development is 2,000-2,500 per bike space annually. The bike parking is guarded and free for train travellers. It is open 24 hours a day. The first 24 hours parking is free, which is subsidised by the city. To deter from spaces being taken up by abandoned bikes, an electronic monitoring system keeps track of how long a bike has been parked: if a scanner reading exceeds a certain maximum, the user will be charged 0.50 per 24 hours. Source: Municipality of Utrecht The bike park has received very positive user feedback and is running at 80% occupancy. Many users have said that they would be prepared to pay a small fee for parking. The main disadvantage of the technology is the expense of set up and maintenance. In addition, damp proofing may be needed in areas that are prone to flooding. Also, businesses expect cycle parking to be provided for their customers, but are reluctant to contribute to the cost of the station facility. Transport & Travel Research Ltd Page 13 December 2015

18 Small scale underground cycle parking Key points Technology description Maturity rating Space efficient underground cycle parking for urban environments; reduces bicycles parked on public overground space Secure and accessible 24 hours a day Biceberg is an automatic underground cycle park. It collects bikes from street level and returns them there via an elevator. It can also be used to store accessories like a helmet or Relatively expensive solution; cost effectiveness increases with the backpack. The user carries out operations using a microchip 4 number of bicycles stored card with a unique pin code. The process of cycle delivery and 5 collection takes 30 seconds. A similar system in Japan also uses a membership card to associate the cyclist with the user. Main factors to consider Source: Biceburg Biceberg is an automated underground bike park which uses space effectively and helps prevent cycle theft. It is based on the concept of an iceberg, where bicycles are stored out of sight underground. It has a small part of its installation at ground level. This is the main public presence of the facility and is the point of user interface for cyclists. It is designed either to be installed stand-alone, or integrated into existing underground areas, e.g. car parks. In Japan, users are issued with a membership card which is touched onto a reader. The cyclist then inserts their bike into a cubicle at street level, which places the bike in storage below ground. The Biceberg supplier states that 92 bicycles can be stored in space typically allocated to 4 cars in an underground car park. The cost of installation varies from 120,000 for 46 bicycles to 150,000 for 92 bicycles. The cost of using the facility varies depending on the local authority. Some authorities subsidise the service so it is free to users, while some locations charge a monthly fee of 6 and an additional hourly rate of 0.30 per hour. In Tokyo, the Eco Cycle Anti-Seismic cycle park holds around 800 bicycles and transports the bicycle automatically into an 11 metre hole below ground. A monthly membership costs 2,600 yen ( 20), with students receiving a 50% discount. Research into the technology suggests the advantages are its security against theft, accessibility 24 hours a day and efficient use of space. However, the weaknesses of the technology are relatively high installation costs and costs associated with remotely monitoring, managing and maintaining hardware and software systems. The Biceberg concept was developed in Barcelona and has spread across Spain, other parts of Europe, Asia and Australia (exact take up levels unknown). Transport & Travel Research Ltd Page 14 December 2015

19 3.2 Cycle paths Solar cycle path Key points Technology description Maturity rating The cycle path charges during the day and emits light during the night, using embedded solar panels Concerns about cost and efficiency However, there is potential for further implementation, either by creating new / adapting existing paths The cycle path, located in Eindhoven, Netherlands, makes use of innovative light-emitting techniques (the Smart Highway concept), to make travel safer for cyclists Main factors to consider The first ever cycle path with embedded solar panels has been developed in Eindhoven, Netherlands. The cycle path is 70 metres long and was created by the Netherlands TNO research institute. The path was installed in 2014 and is currently within a 3 year pilot to test out its feasibility and practicality. The cycle path comprises thousands of sparkling stones, creating patterns that charge during the day and emit light in the dark. A report after 6 months highlighted that the cycle path had produced 3,000kWh of electricity, which is enough to power a single person's home for a year. There are plans to extend the cycle path to 100 metres next year. It is anticipated that this will produce enough electricity to power 3 houses. Furthermore, TNO has indicated that this technology could be extended to existing cycle paths and roads. It is estimated that up to 20% of the Netherlands 140,000km of road could potentially be adapted, helping to power anything from traffic lights to electric cars. Source: PVBuzz However, the cycle path has been criticised by experts for being expensive. The prototype cost 3 million, so even at optimal efficiency, is not considered to be cost effective. In addition, the coating on the solar cells' protective glass peels off in certain weather conditions, requiring additional maintenance costs. The cycle path is expected to attract around 2,000 cyclists a day. Therefore a further concern is that this would obstruct much of the sun s rays from reaching the panels. Transport & Travel Research Ltd Page 15 December 2015

20 Floating cycle path Key points Technology description Maturity rating Designed for commuter cyclists, leisure cyclists and pedestrians in a traffic-free environment Aims to reduce congestion and pollution, and improve safety Potentially useful in built up cities with major rivers and demands on space A cycle path, which runs alongside a river bank, suspended above a river, where space is at a premium in built up cities. This is a new concept, making use of river space, and offering a safer environment for cyclists and pedestrians Main factors to consider A consortium of companies in London, UK, has proposed a floating cycle path, which would run along the bankside of the river Thames for 7 miles. The cost of this would be 600 million (838 million ) and users would be charged 1.50 ( 2) per journey. The cycle path aims to present an innovative solution to congestion, pollution and safety. This technology is a new concept. The consortium are currently looking for funding to conduct a detailed study of the project s environmental, operational, constructional and financial feasibility. It is envisaged that with a positive feasibility study outcome followed by private project financing, design, engineering and regulatory and environmental approvals, a streamlined construction programme could have the project completed within 2 years of approval. Source: The advantages to floating cycle paths are the reduction in journey times, compared to journeys made by road, and the complete segregation from road traffic, with subsequent impacts on pollution, congestion and safety. The measure is likely to be most suitable for deployment in cities with major rivers, and road congestion and cycle safety concerns. Experts have criticised the technology for being too expensive, with a comparison to the Cycle Crossrail project, which is estimated to cost 47 million ( 66 million) for an 18 mile cycle path across London. A further criticism is the difficulty in creating sufficient numbers of entry and exit points, due to bankside developments. This could make it less attractive for commuter journeys. Transport & Travel Research Ltd Page 16 December 2015

21 3.3 Other infrastructure Cycle specific traffic signals Key points Technology description Maturity rating Phased traffic signals for cycle traffic Improves cyclist visibility to vehicles A combination of an Advanced Stop Line (ASL) with phased traffic lights for cyclists. This gives priority to cyclists at 1 2 Can be added to existing road systems, although education in its use is required junctions and improves their visibility to other vehicles Main factors to consider This signalling system is used in parts of Europe, particularly in the Netherlands. It has also recently been tested in New York, USA. The phased lights are often cycle symbols. Some road systems also include arrows to indicate that cyclists are only allowed to make specific turns. In some cases, cyclists are given priority over vehicles, so that they can pass through a junction with no potential conflict with other users. This arrangement has been identified as particularly beneficial in safety terms, where heavy right (UK left) turning motor traffic flows cross the cycle stream. Early start cycle signals can also be combined with advanced stop lines (ASL). These are road markings which highlight a waiting area specifically for cyclists at a junction. This is a simple method of separating cyclists from motor traffic, with the cycle signal turning green several seconds before the main motor traffic green starts (usually providing the cyclist with a 3-7 second head start). A key issue with these layouts is the need to provide a cycle signal that is easily visible to cyclists and unlikely to confuse drivers. They are usually mounted on the same column as the main signals, but placed at cyclist level. Separate cycle green lights may be angled towards cyclists and an amber light provided to ensure cyclists have enough time to prepare and pull away before the main traffic starts moving. Source: Transport Research Laboratory (TRL) A disadvantage of the system is increased delays for all road users. There are also safety issues for those who are unfamiliar with the road layout or who choose to ignore the cycle specific signals (this was a particular problem experienced during trials in New York). In addition, while the system aids cyclists who arrive early at a junction, for those who arrive late, there is no advantage. Transport & Travel Research Ltd Page 17 December 2015

22 Dutch style roundabout Key points Technology description Maturity rating A roundabout with a layout which reduces vehicle speed and A roundabout system which forces vehicles to slow down due 1 improves visibility of cyclists to the design of the road layout. In addition, there is a cycle 2 A completely segregated cycle path circulates the roundabout track around the roundabout, segregated by a kerb. This has 3 Priority for cyclists at crossing points priority for cyclists across the entry and exit lanes. This 4 Existing road systems would need considerable modification to system is common in the Netherlands but not elsewhere. 5 introduce the Dutch style roundabout Main factors to consider Typical Dutch roundabouts have a tight geometry which reduces vehicle speeds and improves visibility. Some also have an orbital cycle lane which allows cyclists to travel around the roundabout separately to other traffic. Off road trials were carried out in the UK involving members of the public to research whether this road system would be suitable for UK roads. The system drew upon the Dutch CROW cycling infrastructure design guidance. The findings of the trial, with around 1000 participants, were that road users of all types found the roundabout generally easy to use, and perceived it to be safer for cyclists, due to the segregation. Around half of participants thought pedestrians would also benefit, and around half thought that drivers would also benefit. However, some trial participants expressed concern that road users may struggle to understand the road system. There was some confusion about which road user had priority at the point at which cyclists re-joined a road from the roundabout. It was suggested that education would be useful. There was also some concern that large vehicles might have difficulty viewing cyclists circulating the roundabout and at the exits. Similar concerns apply in countries which already use these kind of roundabouts. Source: TRL Following the trials, this road layout is being considered for implementation in a number of road systems across the UK, where it is considered there is enough space for the layout. Transport & Travel Research Ltd Page 18 December 2015

23 Light cycle lane segregation Key points Technology description Maturity rating A variety of small, lightweight physical structures are used to Small, lightweight physical units are used to separate cycle 1 segregate cycle lanes from other traffic lanes from traffic. These can include vertical bollards, 2 Aim is to improve cyclist safety and therefore encourage more horizontal bars and plant pots. These can be spaced at 3 cycling trips intervals along a cycle lane. Small islands may also be used, 4 A relatively low cost, quick / easy to install solution sometimes in conjunction with bollards. 5 Main factors to consider Light cycle lane segregation aims to improve safety for cyclists and therefore encourage more cycling. It makes users of other transport modes more aware of cycle lanes. Light cycle lane segregation can be used in conjunction with other infrastructure measures. Separators can have distinctive colour design or incorporate reflective material, to maximise visibility. In 2015, Glasgow City Council trialled light cycle lane segregation along about 400m of a road heading away from the city centre. Costs / installation times were much lower / quicker than for concrete kerb separated routes elsewhere in Glasgow. Sources (clockwise) : The Borough of Camden, North London, installed new, light segregated cycle lanes on both sides of a street in These cost around a quarter of traditional segregated cycle lanes. The segregation units were widely spaced, enabling faster cyclists to leave the cycle lane at any point and people with reduced mobility to easily cross the road. Following installation, a 30% reduction in traffic and a 50% increase in cyclists were observed on this street. This solution does assume a level of responsibility from all users, cyclists, pedestrians, car drivers, motorcyclists and people who use public transport services which stop along segregated routes. Transport & Travel Research Ltd Page 19 December 2015

24 3.4 Cycle hire Electric cycle hire Key points Technology description Maturity rating Bicycles include built-in tablet with GPS and internet functionality A smartphone app allows booking of bike and docking station of end of trip An electric cycle hire scheme with capabilities of speeds up to 22km/hr with in-built GPS and internet enables tablet. Offers users extensive options including finding empty docking stations Relatively high cost solution and purchasing ongoing public transport tickets. (For further 4 consideration of cycle design innovations relevant to public hire, 5 see 3.5.) Main factors to consider Source: Bycyklen Cycle hire schemes are increasingly popular across the world, with 712 cities operating approximately 806,200 bicycles at 37,500 stations in Several European cities have launched 4th generation electric cycle hire schemes. Copenhagen, Denmark, has such a scheme, with a number of innovations included within the bike. The hire bike has an electric motor assisting to speeds of 22km/h. A full battery lasts around 2 hours. A bike can be borrowed and returned to any docking station in Copenhagen and Frederiksberg, a town in the Copenhagen city region. Members of the public with a smartphone can use this to book a bike, and to reserve a docking place to leave the bike at the end of a trip. Using a website or app, a user sets up an account to receive a username and pin code. Bicycles are released from the docking station by entering these details. Each bicycle is fitted with a tablet, with built in GPS and internet connection. A user account can also be created using the tablet located on the bicycle. The tablet can be used for navigation, guide the user to the nearest docking station, allow for transport bookings to be checked and can even be used to buy tickets for events, or ongoing journeys in the city by public transport. The price is 25 kr/hour ( 3) with a regular user account, and 6 kr/hour ( 0.8) with a monthly subscription. Payment happens automatically once a user has registered a credit card. No information is available on specific set up or operation costs, although these tend to be relatively costly for electric cycle hire schemes. Lessons will need to be learnt from operation of existing schemes. There are particular challenges associated with integrating electric bikes with on-street infrastructure. Transport & Travel Research Ltd Page 20 December 2015