St Andrews Car Club Feasibility Study

Transcription

1 St Andrews Car Club Feasibility Study Carplus Report October 2014 Our ref:

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3 St Andrews Car Club Feasibility Study Carplus Report October 2014 Our ref: Client ref: Prepared by: Prepared for: Steer Davies Gleave Upper Ground London SE1 9PD +44 (0) Carplus Thorn House 5 Rose Street Edinburgh EH2 2PR Steer Davies Gleave has prepared this work for Carplus. This work may only be used within the context and scope of work for which Steer Davies Gleave was commissioned and may not be relied upon in part or whole by any third party or be used for any other purpose. Any person choosing to use any part of this work without the express and written permission of Steer Davies Gleave shall be deemed to confirm their agreement to indemnify Steer Davies Gleave for all loss or damage resulting therefrom. Steer Davies Gleave has prepared this work using professional practices and procedures using information available to it at the time and as such any new information could alter the validity of the results and conclusions made.

4 Contents Executive Summary... i Overview... i 1 Identifying the Market... 1 Relative Car Club Market Size... 1 Mapping the Local Residential Potential... 8 Mapping the Local Business Potential Stakeholder, Business and Public Engagement Analysis of Online Survey Determining the Interest in a Car Club Analysis of Fleet Data Making Use of a Car Club The Grey Fleet at St Andrews Car Park Permit Data A Proxy Grey Fleet Short Term Hire Cars Making Effective Use of a Car Club Summary of Benefits of Car Clubs Individual Environmental Societal Figures Figure 1.1: Population Density by Benchmark Location... 2 Figure 1.2: Travel to Work Mode by Benchmark Location... 2 Figure 1.3: Car Ownership by Benchmark Location... 3 Figure 1.4: Access to Local Services by Benchmark Location... 4 Figure 1.5: Qualifications by Benchmark Location... 4 Figure 1.6: Smarter TravelStyle by Benchmark Location... 5 Figure 1.7: Propensity to Join a Car Club by Smarter TravelStyle Group... 5 October 2014

5 Figure 1.8: Average Household Income by Benchmark Location... 6 Figure 1.9: Population Density... 9 Figure 1.10: Travel to Work by Non-Car Modes Figure 1.11: Households Without Access to a Car Figure 1.12: Access to Local Services Figure 1.13: Individuals with Degree Level Qualifications or Higher Figure 1.14: Smarter TravelStyle Figure 3.1: Frequency and Duration of Short Bookings Figure 3.2: Frequency and Duration of Long Bookings Figure 3.3: Time of Week and Time of Day Figure 4.1: St Andrews University Road Transport Mileage Figure 4.2: St Andrews University Road Transport CO 2 Emissions Figure 4.3: St Andrews University Car Park Fleet Age Profile Figure 4.4: St Andrews University Car Park Fleet VED Profile vs. UK Fleet Figure 4.5: St Andrews University Car Park Fleet Euro Profile Figure 4.6: St Andrews University Car Park Fleet NCAP Profile Figure 4.7: St Andrews University Hire Fleet VED Profile (g/km) Tables Table 1.1: Car Club Cars and Population by Benchmark Locations... 7 Table 1.2: Expected Propensity to Use Car Clubs by Business Type Table 1.3: Potential Business Demand for Car Clubs Table 3.1: Journey Purpose Table 3.2: Frequency and Duration of Short Bookings (Cross-Tab) Table 3.3: Frequency and Duration of Long Bookings (Cross-Tab) Table 3.4: Time of Day and Day of Week (Cross-Tab) Table 4.1: St Andrews University Road Transport Expenditure 2010/ / Table 4.2: Short Term Hire Mileage Data Table 4.3: UK Public Sector Mileage Allowance Payments 2011-Present Table 5.1: Potential Number of Private Cars Removed/Not Added to St Andrews Roads Table 5.2: Comparing Car Club Members Travel Patterns with the General Population October 2014

6 Appendices A B C Appendix A: Online Survey Appendix B: Example Travel Hierarchy Appendix C: Grey Fleet Obligations October 2014

7 Executive Summary Overview This study, commissioned by Carplus, St Andrews Partnership and Transition University of St Andrews (Transition UStA), seeks to determine the feasibility of developing a car club in St Andrews, Fife. Analysis of Scotland s car club market, funded by Carplus through the Developing Car Clubs in Scotland (DCCS) programme in 2011, identified St Andrews as one of the top 5 small urban areas in Scotland in which to develop a car club. In addition to this, 1m of funding from Transport Scotland has been made available to introduce electric vehicles to the car club fleet in Scotland, in locations such as St Andrews. Our analysis shows that St Andrews has low levels of car ownership (particularly in the centre of the town), high levels of people walking to work (particularly in the north and east of the town), a high average level of qualifications (particularly in the western suburbs) and a high proportion of residents with above average propensity to join a car club if one is provided in close proximity to their home or place of work. St Andrews also has just over 200 businesses which are potential car club members. Given the demographic and economic profile of the town, we estimate that a car club network in St Andrews could initially support between four and eight cars. As the largest employer in St Andrews, the involvement of the University in any car club, whether as an active part of car club development or a contracted user, will be important to ensure a sufficient base level of usage for the scheme. There is further potential for car clubs to offer a car pool option at Fife Council and NHS Fife. However, both organisations have relatively few staff in St Andrews so in future a broader Fife-wide car club may be more appropriate for these organisations. Discussions with members of the public and an online survey have highlighted ways in which residents, University staff and students may use the car club, with evening and weekend travel proving popular. There appears to be a spread of potential users in St Andrews: residents who would use a car club vehicle in order to visit family or make social calls, University students who would use car club vehicles to venture out of St Andrews, possibly for short holidays/weekend breaks and University employees who would use car club vehicles for personal and business use in and around St Andrews and Fife. Car sharing has the potential to generate numerous benefits in St Andrews: from convenience and financial savings for car club users to reduced urban congestion, lower emissions of greenhouse gases and fewer cars parked on residential streets and car parks. Car clubs can also facilitate changes in staff travel to encourage lower carbon, cleaner, safer travel through use of forward looking policies and managed staff travel. Our analysis concludes that on the basis of the underlying population and business characteristics of St Andrews a car club would be feasible. To ensure that a car club has the sufficient time to become successfully established we would recommend agreement is sought with the University for a three year contract with the car club operator for exclusive weekday office hours use for an agreed number of vehicles. October 2014 i

8 1 Identifying the Market Relative Car Club Market Size 1.1 To identify the relative market size for car clubs in St Andrews we have benchmarked existing car club operations in Edinburgh, Glasgow, Dunbar and Aberdeen. 1.2 Using this information and relative differences in the demographic profile of the locations we have estimated the number of car club cars required. 1.3 We have analysed the following factors (which affect demand for car clubs) to provide a context for St Andrews, compared to established car club locations: Population and population density (higher densities increase potential); Travel to work (lower car use can increase potential); Car ownership (descriptive factor, car ownership levels can influence marketing strategy); Access to local services (greater provision of local services can increase potential); Qualifications (higher qualifications can increase potential); Income (higher incomes can increase potential); and Smarter TravelStyle 1 (demographics receptive to car clubs can increase potential). Population and Population Density 1.4 Population and population density are both important for car club potential. Higher population densities allow a larger market for any particular car club car. High population density also typically results in other pressures which benefit car clubs, such as restricted parking availability, lower than average car ownership and good access to local services. 1.5 As shown in Figure 1.1, comparing St Andrews to other existing car club locations, population density is at similar levels to Dunbar, slightly higher than in Aberdeen and lower than both Edinburgh and Glasgow. 1 Smarter TravelStyle is a demographic profiling tool developed by Steer Davies Gleave which incorporates Mosaic and actual travel behaviour data. October

9 Figure 1.1: Population Density by Benchmark Location Travel to Work 1.6 There is a strong link between car club membership and levels of public transport use, walking and cycling. People who make trips by public transport, on foot or by bicycle are more likely to be car club members than people who make the majority of their trips by car. Also, people who join car clubs tend to increase their use of public transport, walk and cycle more often. 1.7 As shown in Figure 1.2, comparing St Andrews to other existing car club locations, St Andrews has a very high level of people who walk to work, and an above average share of people who cycle to work. St Andrews also has a lower than average proportion of people who travel to work by car. Figure 1.2: Travel to Work Mode by Benchmark Location October

10 Car Ownership 1.8 The effect of car ownership levels on car club membership depends on the type of location. For urban areas, such as St Andrews, car club membership can replace a first or second car, whereas for more rural areas, car club membership is less likely to be a viable alternative for the first car in a household, particularly if they are reliant on the car on an everyday basis. 1.9 As shown in Figure 1.3, car ownership levels in St Andrews are lower than the national average, Aberdeen and Dunbar with 37% of households without access to a car. Figure 1.3: Car Ownership by Benchmark Location Access to Local Services 1.10 People who have good access to local services have less need to drive, therefore car clubs are potentially an attractive option, providing occasional access to a car, but reducing the need to own a car The Index of Multiple Deprivation ranks locations by access to services (Doctors, Post Office and shopping facilities) by walking and public transport. The higher the rank, the better the access to services Compared to the cities of Edinburgh and Glasgow, St Andrews has more limited access to services by walking and public transport. However, on a national basis, access to services in St Andrews for people who do not have access to a car is close to the national average. October

11 Aberdeen Edinburgh Glasgow Dunbar St Andrews Scotland St Andrews Car Club Feasibility Study Report Figure 1.4: Access to Local Services by Benchmark Location Qualifications 1.13 Higher levels of qualifications were found to be a key driver for car club demand in a study undertaken by the Economist Intelligence Unit for Zipcar Compared to other locations which have existing car clubs, St Andrews has high levels of people with a degree or diploma; particularly compared to Glasgow and Dunbar. This high average level of qualifications is likely to encourage car club membership. Figure 1.5: Qualifications by Benchmark Location 100% 90% 80% 70% 60% 50% 40% 30% 20% 10% 0% 33% 41% 10% 8% 15% 15% 22% 19% 20% 18% 24% 10% 14% 21% 31% 29% 9% 14% 25% 24% 34% 6% 31% 17% 11% 19% 7% 16% 25% 33% Degree or diploma 2+ A-levels/Highers 5+ GCSEs/Standard Grades 1+ GCSEs/Standard Grades No qualifications Smarter TravelStyle 1.15 The demographics of the residential population has an important effect on the take up of car club membership. We have used our Smarter TravelStyle population segmentation to reflect how likely different residential populations are to join a car club (given there is a car club provided nearby). The graph in Figure 1.7 shows the relative likelihood of each segment to October

12 join a car club. An index value of over 100 shows an above average propensity to join a car club. Based on this analysis Affluent Professionals, Metropolitan Success, Suburban Families, Traditional Values and Career Oriented segments have the highest propensity to join a car club if one is provided within close proximity. Those segments with an index value of under 100 have a below average propensity to join a car club In St Andrews, 76% of the population are in one of these key Smarter TravelStyle groups. This is higher than any of the existing car club locations, which indicates that the population will have a high propensity to use a car club, if they are introduced in suitable locations. Figure 1.6: Smarter TravelStyle by Benchmark Location Figure 1.7: Propensity to Join a Car Club by Smarter TravelStyle Group October

13 Income 1.17 Research we have undertaken for London Boroughs has shown that people with above average incomes have a higher propensity to become car club members than people with below average incomes Figure 1.8 shows the average household income for each benchmark location. Average incomes in St Andrews are slightly below the Scottish average, this is likely to be due in part to the high student population (almost 8,000 students are enrolled at the University, out of a population of just under 17,000 people). Figure 1.8: Average Household Income by Benchmark Location Suggested Number of Car Club Cars Required 1.19 To estimate the number of car club cars required in St Andrews we have considered the current car club provision in each the benchmark locations and also relative differences in the demographic profile of the locations Table 1.1 shows the number of car club cars, population and relative number of cars by population for each benchmark location. The provision of car club cars per 10,000 people ranges from 0.2 in Glasgow (noting that this includes the whole of Glasgow, although the scheme only covers part of the city) to 4.7 cars per 10,000 people in Dunbar. October

14 Table 1.1: Car Club Cars and Population by Benchmark Locations Location Number of Car Club Cars Operator Glasgow 30 City Car Club Date Established September 2010 City s Population Cars per 10,000 Population 1,209, Edinburgh 129 City Car Club , Aberdeen 23 Co-wheels April , Dunbar 4 SpareWheels May , When considering the potential provision of car club cars in St Andrews the provision in Edinburgh and Dunbar are the most relevant. In Glasgow the scheme is relatively small, compared to the size of the city and in Aberdeen the scheme is still relatively new, with potential to expand. We have therefore considered the potential number of car club cars required in St Andrews with reference to provision in Edinburgh and Dunbar The population of St Andrews is currently 16,900 people. Using the figure of 2.7 car club cars per 10,000 people for Edinburgh, St Andrews could support between four and five car club cars. Using the figure of 4.7 car club cars per 10,000 people for Dunbar, St Andrews could support eight car club cars These can be considered as conservative numbers for an established car club in St Andrews, given the profile of the town: suitable demographics, below average car ownership, good levels of non-car commuting and high levels of qualifications For St Andrews the greatest influence on higher levels of demand for car clubs is the University, who could create significant demand for car club cars, given changes to staff travel policies and use of car club cars in a car pool arrangement. October

15 Mapping the Local Residential Potential 1.25 In this section of the report we have identified and mapped key factors which influence car club membership and usage to determine relative car club potential across St Andrews We have assessed car club potential amongst both residential and business users. To assess residential car club demand we have considered the following data sources: Population density (higher densities increase potential); Travel to work (lower car use can increase potential); Car ownership (descriptive factor, car ownership levels can influence marketing strategy); Access to local services (greater provision of local services can increase potential); Qualifications (higher qualifications can increase potential); Smarter TravelStyle 2 (demographics receptive to car clubs can increase potential). 2 Smarter TravelStyle is a demographic profiling tool developed by Steer Davies Gleave which incorporates Mosaic and actual travel behaviour data. October

16 Population Density 1.27 The map in Figure 1.9 shows the population density of St Andrews. Locations with higher levels of population density are more able to support car clubs, through higher levels of demand, than areas which have lower population levels The population density of St Andrews is greatest in the centre of the town, particularly between North Street and South Street and the area to the east of Bridge Street Other parts of the town with higher population density include both sides of Largo Road (A915) heading south towards Kirkaldy and the residential area to the west of Hallow Hill, west of the town centre. Figure 1.9: Population Density October

17 Travel to Work 1.30 The map in Figure 1.10 shows the proportion of people in employment who travel to work by non-car modes. People who travel to work by more sustainable modes (walking, cycling and public transport) are more likely to be interested in joining a car club, as they are not reliant on using a car for commuting purposes Across St Andrews there is a distinct geographic pattern of people who travel to work by noncar modes. The highest levels of non-car commuting are in the north and east of the town, with high levels of non-car commuting (in excess of 50% in some places) Areas of the town to the south west have higher levels of car commuting; although still have reasonable levels of non-car commuters (with many locations between 20% and 30% non-car commuters). Figure 1.10: Travel to Work by Non-Car Modes October

18 Car Ownership 1.33 The map in Figure 1.11 shows the proportion of households without access to a car. Car clubs can be attractive both to people who do not own a car, those who own a car but drive infrequently and households which own one car, providing access to an additional when the first car is in use Car ownership levels are lowest in the centre of the town with many locations with more than half of all households without access to a car. Car ownership levels are higher towards the south and west of St Andrews, which mirrors the lower levels of non-car commuters shown in Figure 1.2. Figure 1.11: Households Without Access to a Car October

19 Access to Local Services 1.35 The Index of Multiple Deprivation classifies locations by access to services (Doctors, Post Office and shopping facilities) by public transport. The higher the score, the better the access to services. The map in Figure 1.12 compares access to services across St Andrews to the average across Scotland As can be seen on the map, the majority of St Andrews is classified as average, in terms of access to services, with some parts of the centre being amongst the least deprived in Scotland. This analysis shows that access to services is not likely to be a limiting factor to the success of car clubs, with the population of St Andrews having average or above average access to services without the need to own a car. Figure 1.12: Access to Local Services October

20 Qualifications 1.37 The map in Figure 1.13 shows the proportion of individuals who are educated to degree level or higher. Members of car clubs, in particular individuals who are early adopters of car clubs, tend to have higher levels of qualifications. It is therefore important to consider levels of qualifications when deciding where to introduce new car club locations Across St Andrews levels of qualifications are generally high. Locations where qualifications are particularly high include the western suburbs, where more than half of all residents are educated to degree level or higher. Figure 1.13: Individuals with Degree Level Qualifications or Higher October

21 Smarter TravelStyle 1.39 Smarter TravelStyle is a bespoke geodemographic classification tool developed by Steer Davies Gleave to help plan and implement Smarter Choices or travel behaviour change projects. Smarter TravelStyle is based on the Mosaic system which classifies postcodes into 67 types. Mosaic has been developed by Experian, the UK s largest owner of consumer data. Over 400 variables were used to build the classification, around half from the Census There are nine segments within Smarter TravelStyle (see the pie chart below), each with its own characteristics. The segments categorise individuals according to, amongst other things, their attitudes, and propensity to respond to different measures and policies Based on the Smarter TravelStyle groups which are present in St Andrews, the groups Affluent Professionals, Career Orientated and Metropolitan Success have an above average propensity to join a car club, if a car club car is located close to where they live. These groups are clustered in the south west of the town (Affluent Professionals) and in the town centre (Career Orientated and Metropolitan Success). Figure 1.14: Smarter TravelStyle October

22 Mapping the Local Business Potential 1.42 To assess business car club demand we have analysed information about businesses in St Andrews using data from National Statistics UK Business Counts This has been undertaken by identifying the locations of businesses with high potential for car club use. Businesses have been classified as High/Medium/Low potential users based on previous analysis of business car club users in other locations and professional judgement We have classified businesses based on their likely propensity to use car club cars as detailed below: Table 1.2: Expected Propensity to Use Car Clubs by Business Type 1.45 High potential to use car club cars 1.46 Medium potential to use car club cars 1.47 Low potential to use car club cars 1.48 Education 1.49 Finance and insurance 1.50 All other businesses including: 1.51 Professional, scientific and 1.52 Information and technical communications 1.53 Business administration and 1.54 support services 1.55 Health 1.56 Accommodation and food services, Manufacturing, Construction, Agriculture, Mining, Transport and Property 1.57 Public administration 1.58 Across St Andrews we have weighted each business by multiplying the number of businesses in each Scottish Intermediate Zone (the most detailed geography the data is available at) by the following factors to reflect potential demand: Business classified as high potential 1.5 Businesses classified as medium potential 1 All other businesses Table 1.3 details our analysis. We have estimated that St Andrews has just over 200 businesses which are potential car club members. It should be noted that only a relatively small proportion of these are likely to become car club members in the short to medium term In a location geographically small, such as St Andrews, placement of sufficient cars close to larger users, such as the University will be crucial. We note that although Accommodation providers are typically low users of car clubs, the services of car clubs could be of interest to hotel guests, given a suitable commercial arrangement with the hotel car club and operator. Table 1.3: Potential Business Demand for Car Clubs Potential to use car club cars Number of businesses Weighted number of businesses High Medium Low Total October

23 2 Stakeholder, Business and Public Engagement Introduction 2.1 In September 2014 we engaged with Fife Council, NHS Fife, St Andrews University, local business organisations and members of the public to gauge the level of interest in a car club. Transition University of St Andrews was instrumental in facilitating the engagement exercise. 2.2 Prior to meetings with the public and local stakeholders, material explaining how a car sharing club works and how both organisations and private individuals can benefit from one was widely circulated, using social media, websites and by A two-day series of engagement activities took place in St Andrews during September 2014 led by Richard Armitage, on behalf of our team. Local stakeholders were also contacted by phone and where a face-to-face meeting was not possible. Engagement activities comprised: Meetings with stakeholders from St Andrews University, NHS Fife, St Andrews Partnership, St Andrews Business Improvement District and Fife Council; A lunchtime stakeholder workshop at The Gateway; and An evening public meeting at The Gateway. 2.4 At all meetings, Richard Armitage or Alistair Macleod, Transition University of St Andrews, explained how a car club works and answered queries. Overall, 30 individuals were engaged including local stakeholders and members of the public. This section summarises the findings of the engagement process. St Andrews University 2.5 Stakeholders consulted at St Andrews University included the Director of Residential and Business Services (RBS), Catering Manager, Head of Procurement, Environment & Energy Manager, Trades Manager and the Quaestor and Factor (Chief Operating Officer). Stakeholders included members of the Sustainable Development Working Group who are concerned with day-to-day operations. 2.6 The Residential and Business Services department is a self-funding department of the University and has a fleet of 3 vans for catering. They are looking into acquiring an electric van and an electric pool car, following a recent real-life trial of EVs using both Nissan and Citroen products. The University s Environment & Energy Manager is analysing the results and looking at the financial implications, prior to a firm decision. University Procurement is also examining the use of vehicle rental and taxis by staff. October

24 2.7 The University has a Toyota iq car pool. The current car pool arrangement is for booking via Microsoft Outlook with keys stored in a cabinet but has low utilisation (less than 3,000 miles a year). There may be potential to improve the car pool arrangements by adopting the in-car telematics and internet booking services offered by a car club. Both the Director of Residential and Business Services and the Quaestor and Factor were open to the concept of a car club and would base their decision on a business case which would need to prove that a car club was financially sound (no additional cost), greener and cleaner than the status quo (although the Grey Fleet analysis which follows in Chapter 4 shows a lack of management of current staff travel). 2.8 Above all, the University is looking to use its buying power and presence in the town to leverage added value from any of the activities it engages in. Rather than the University shouldering all the risk of setting up a car club, it was suggested that a third party car club provider should be sought with whom the University would contract for staff use of the car club cars on University business. 2.9 The University operates minibuses to deploy trades staff around the campus and there are also student minibuses which lie idle for much of the day It was felt that students would use a car club on weekday evenings and at weekends, backed by observations of student use of taxis. Another potential market is people who come to the University for relatively short periods (e.g. up to 12 months), such as postgraduate students and visiting lecturers. It was felt that such people were less likely to buy a car, particularly those from overseas. There may also be a market amongst seasonal workers in the tourist industry There are ridesharing groups amongst staff at the University. A problem was identified where one member of a rideshare group is asked to work slightly longer than the rideshare group's journey home departure time. Authorising use of a pool car for such emergency journeys home was suggested. Stakeholder Workshop at the Gateway 2.12 At the workshop, Carplus display boards provided information about car clubs and attendees could also receive a demonstration of the Wheelshare car club vehicle, which is equipped with the Co-Wheels system. Attendees were shown how a car club works including: In-car telematics - smartcard unlocking and locking; On board digital communication unit; and The car club method, such as the vehicle key left in the glove box and the fuel card The discussion identified: There is a limited amount of on-street parking in St Andrews with intense competition for space. It may prove difficult for Fife Council to allocate car club parking bays; and The Electric Vehicle Association of Scotland (EVAS) provided evidence of how an electric Renault Twizy car at The Langdale Hotel in the Lake District had become popular with visitors. Evening Meeting at The Gateway 2.14 There were nine attendees at the evening meeting. The discussion focused on how a car club works. Members of the public made comments about car clubs and how they might use them. October

25 2.15 One participant who is retired and lives in the centre of St Andrews noted that she had been thinking about her car, her low mileage consumption (about 5,000 miles per year) and the fact that she may not use her car for two or three weeks at a time. She noted that this felt "crazy" and that the cost was significant, including 85 on a residents' parking permit. She suggested that a car club in St Andrews could help her dispense of his car. A student highlighted the potential for a car club to enhance his lifestyle and suggested he would use a car club for journeys in the evenings and at weekends, maybe to explore the local countryside. This was echoed by other students present who would welcome the ability to use car club cars to tour Scotland. One member of a hill-walking club affiliated to the student union noted that they use hire cars for journeys, their minibus having broken down, and bemoaned the cost of this Potential locations for car club bays suggested by members of the public included: South Street; Market Street; Argyll Street (where there is already a Fife Council EV charging point); and Agnes Blackadder student accommodation car park When asked about the type of car they would like to see made available, smaller cars were preferred for most trips with larger vehicles and vans seen as being occasionally useful The absence of a car rental firm in St Andrews could strengthen the case for a car club: participants noted that they would need to go to Dundee or Cupar to rent a car Students were concerned about the impact of younger driver penalties such as higher insurance excess, higher deposits, higher charges for rental and age thresholds. It was felt that the car club should be able to offer a better deal than current alternatives and, when combined with the convenience of cars located centrally within St Andrews, could generate a lot of student interest. NHS Fife 2.20 Discussions with the Travel Plan Co-ordinator at NHS Fife established that options for a staff car pool are being considered for its operation at St Andrews Community Hospital and Health Centre which has 90 staff. Though the potential for using a car club to operate this car pool was discussed, it was felt that a car club in St Andrews is unlikely to make a direct contribution to the delivery of NHS Fife's travel plan at the present time. Any car club established in St Andrew s would be promoted to staff through the travel plan. St Andrews Partnership 2.21 A discussion was held with The St Andrews Partnership who outlined their support for the concept of a car club in St Andrews and their capacity for marketing such a service through their extensive social media presence. St Andrews Business Improvement District 2.22 Discussions with the St Andrews BID co-ordinator established that a car club could provide a car rental solution for hotel guests, operated and/or managed/promoted by the hotels, through a contract with the car club operator. The BID has contacts with business managers in the town who have responded positively to the BID engagement process, offering a potential network through which to promote the car club. Businesses are keen to work together to avoid St Andrews economy going into decline. A car club could help to address some of the issues facing business in St Andrews which were highlighted as: October

26 Work patterns and shifts that make it difficult to make use of public transport, especially in the service industries and particularly in hotels; Rurality - with all its implications, especially the lack of public transport links; Rising house values in St Andrews pricing low paid workers out of the local housing market, so they need to live further away and then have difficulty getting to work centrally. Many hotels are using taxis to 'bus' staff home at the end of late shifts and at other times; and St Andrews could face an employment crisis in due course, especially when the V&A Museum of Design opens in Dundee, as it is likely to poach people currently working in St Andrews but living in Dundee. The arrival of the V&A in Dundee will be significant, with 350,000 visitors per year envisaged. Fife Council Climate Change and Travel Planning 2.23 Fife Council s Lead Professional on Climate Change, Carbon Reduction & Environment and Lead Professional (Travel Planning) noted that the Council is supporting Electric Vehicles through installation of charging points but highlighted particular difficulties installing charging points on-street in St Andrews centre because it is a conservation area. The Council has not been engaged in car club development but the stakeholders identified suitable committees and contacts for getting the Council, including elected members, involved in the process Fife Council operates a staff car pool of 51 vehicles which are mainly Ford Fiesta diesels but also include 7 electric pool cars. Pool cars are operated by the Council's Facilities department under a contract hire agreement including Fleet Management and Maintenance. They are fuelled through the Council's bunkered fuel sites which are Fife-wide. The electric vehicles are linked to the Council's charging infrastructure. The pool cars are located at various sites which are managed by Facilities throughout Fife for Council staff use For electric cars the driver has training provided by the Facilities Management staff and documents in the car describe what to do if the vehicle has a breakdown. Overview 2.26 As the largest employer in St Andrews, the involvement of the University in any car club, whether as an active part of car club development or a contracted user, will be of particular importance. The engagement found that there is an open mind amongst university stakeholders who are responsible for staff travel at the University (although the Grey Fleet analysis which follows in Chapter 4 shows a lack of management of current staff travel). A car club business case needs to show that there would be no additional cost to the University of using a car club for its car pool the stakeholders were not wedded to their current fleet management arrangements. With a review of staff travel and taxis being undertaken by the Environment & Energy Manager, there is an opportunity for demonstrating that a car club could offer an efficient staff travel option There is further potential for car clubs to offer a car pool option at Fife Council and NHS Fife. However, both organisations have relatively few staff in St Andrews so a broader Fife-wide car club may be more appropriate. The Business Improvement District network offers a channel through which to promote the car club and engage local businesses in its development Discussions with members of the public highlighted ways in which residents and particularly students may use the car club, with car clubs being highlighted as useful for evening and weekend travel. October

27 3 Analysis of Online Survey Determining the Interest in a Car Club 3.1 This chapter details the results of an online survey carried out by Carplus on behalf of Transition St Andrews and the St Andrews Partnership between 8 th May and 31 st July 2014 to discover if residents, University staff and students of St Andrews are interested in a car club. 3.2 There were 107 respondents to the survey and a copy of the questionnaire can be found in Appendix A. Demographics 3.3 Respondents were asked for their main reason for being in St Andrews. The majority were students of the University: University Student 80%; University Employee 13%; St Andrews Resident 11%; and Other 3 1% 3.4 The majority of respondents were aged over 21 years (58%) with the remainder aged between 18 and 21 (42%). 3.5 The majority of respondents reporting living in St Andrews at the time of the survey (81%). The majority of the remaining 19% stated locations within 40 miles of St Andrews including: Cellardyke 10 miles; Ceres 8 miles; Crail 10 miles; Dundee 14 miles; Dunfermline 36 miles; Kirkcaldy 23 miles; Newport on Tay 11 miles; and Pittenweem 10 miles. 3.6 Five respondents (all University students) stated they lived further afield in: Belfast; Surrey; and USA. 3 1 business visitor. October

28 Licences and Ownership 3.7 The vast majority of respondents (94%) held a driving licence 4 yet almost three quarters (74%) do not own a car or van: a reflection of the high proportion of students amongst the respondents Despite a low level of car/van ownership, 66% of respondents reported having access to at least one car. 3.9 Respondents were asked if they would consider selling their own vehicle if they could use a car club vehicle. Amongst those who stated that they owned a car, the highest proportion of respondents said they would sell: Yes 39%; No 32%; and Don t know 29%. Using a Car Club Vehicle Journey Purpose 3.10 Respondents were asked whether they would mainly use a car club vehicle for personal or business use. The majority stated that their use would be primarily for personal trips (79%) with just 2% stating business trips as the primary use. Almost 1 in 5 (17%) stated they would use car clubs for both personal and business use whilst Other reported uses (2%) included transporting volunteers for societies Respondents were asked to elaborate on the purposes of the journeys they would make using a car club vehicle by ticking both all options that apply and only the most usual reason. Table 3.1 shows that short holidays/weekend breaks are the anticipated most usual reason for using a car club vehicle, followed by family/social visits and shopping University students and employees were more likely to state their main reason for using a car club vehicle would be a short holiday/weekend break than St Andrews residents. In contrast, St Andrews residents were more likely than University students and employees to state their main reason for using a car club vehicle would be family/social visits. Table 3.1: Journey Purpose Tick all that apply Tick only the most usual reason Short holiday/weekend break 73% 40% Family/social visits 66% 16% Shopping 59% 11% Education 40% 4% Medical 22% 1% Business 18% 7% Other 6 8% - 4 The 6% who did not hold a licence were all University students. 5 86% of University student respondents did not own a car, compared with 33% of St Andrews residents and 43% of University employees. October

29 Destinations 3.13 Respondents were asked to state their likely destinations (they could select more than one) if they were to join a car club. The majority stated they would use car club vehicles to travel to destinations further afield than St Andrews: Destinations in St Andrews 34%; Destinations in Fife 63%; Destinations elsewhere in Scotland 66%; and Other destinations 7 5% University students and St Andrews residents were more likely to pick destinations in Fife or elsewhere in Scotland than in St Andrews. The reverse was true amongst University employees who were more likely to anticipate travel to Fife and St Andrews than elsewhere. Frequency and Duration of Use 3.15 Respondents were asked about the frequency and duration of their anticipated car club use. This question was split to ask about short (up to 24 hours) and long (1-4+ days) bookings separately. Figure 3.1 shows the frequency and duration of respondents anticipated short bookings, split according to number of responses (respondents could tick more than one answer). The most popular frequency is once a month (26%) whilst the most popular duration is 1-4 hours (40%). Figure 3.1: Frequency and Duration of Short Bookings Never 8% Only in an emergency 8% Once a week, or more 17% hours 29% 1-4 hours 40% Less than once a month 18% Once a fortnight 23% Once a month 26% 5-11 hours 31% 3.16 Table presents a cross-tabulation of the responses by frequency and duration in relation to short bookings. The highest proportion of responses indicates that respondents would primarily hire a vehicle at least once a week and for 1-4 hours at a time. As the frequency of hires decreases, the duration increases suggesting that respondents are anticipating using the 6 Reasons listed under Other included travelling to and from work, day trips (particularly to places difficult to reach by public transport), travelling to sporting events/training and transporting furniture or waste items. 7 Other destinations included Dundee (5 respondents) and Angus (1 respondent). 8 Proportions add up to 100%. October

30 car club vehicles for a mixture of frequent, local trips and infrequent, longer trips. Just 8% of responses indicated that respondents would never use a car club vehicle for a short booking. Table 3.2: Frequency and Duration of Short Bookings (Cross-Tab) Short bookings 1-4 hours 5-11 hours hours Once a week, or more 14% 2% 1% Once a fortnight 12% 8% 3% Once a month 6% 10% 10% Less than once a month 2% 6% 11% Only in an emergency 4% 3% 2% Never 2% 3% 3% 3.17 Figure 3.2 shows the frequency and duration of respondents anticipated long bookings, split according to number of responses (respondents could tick more than one answer). The most popular frequency is a few times a year (47%) whilst the most popular duration is 3 days (33%). Figure 3.2: Frequency and Duration of Long Bookings Once a week 2% Once a year 14% Only in an emergency 14% Once a month 23% 4+ days 23% 1 day 21% 2 days 23% A few times a year 47% 3 days 33% 3.18 Table 3.3 presents a cross-tabulation of the responses by frequency and duration in relation to long bookings. The highest proportion of responses indicates that respondents would primarily hire a vehicle a few times a year for approximately 3 days at a time. This is likely to reflect the short holiday/weekend break trip purpose cited earlier. Table 3.3: Frequency and Duration of Long Bookings (Cross-Tab) Long bookings 1 day 2 days 3 days 4+ days Once a week 2% 0% 0% 0% Once a month 7% 6% 7% 2% A few times a year 6% 11% 19% 11% Once a year 1% 2% 3% 7% Only in an emergency 4% 3% 3% 4% October

31 3.19 Figure 3.3 shows the time of week and time of day that respondents believed they would be most likely to use a car club vehicle, split according to number of responses (respondents could tick more than one answer). The most popular time of week is Saturdays (41%) whilst the most popular time of the day is the afternoon (38%). Figure 3.3: Time of Week and Time of Day Sundays 37% Weekdays 22% Evenings 31% Mornings 31% Saturdays 41% Afternoons 38% 3.20 Table 3.4 presents a cross-tabulation of the time of day and time of week that respondents believed they would be most likely to use a car club vehicle. It shows that respondents anticipate using a car club vehicle at weekends more often than during the week and during the afternoon more often than other times of day. Saturday and Sunday afternoons are the most popular periods with weekday mornings the least popular. Table 3.4: Time of Day and Day of Week (Cross-Tab) Time Mornings Afternoons Evenings Weekdays 7% 9% 11% Saturdays 13% 15% 11% Sundays 11% 14% 9% Use of Electric Vehicles 3.21 Finally, respondents were asked if they would be interested in using an electric car club vehicle. The response was positive with 70% stating they would be interested. The remaining 30% was split between those who were unsure (20%), not interested (9%) or did not respond (1%). Conclusions 3.22 The strongest indicator of interest in a car club amongst residents, University staff and students of St Andrews is the high level of respondents reporting that they would hire a car club vehicle for a short booking (92%) Factors that will help to facilitate the successful operation of a car club in St Andrews include the high level of licence holding (94%) and low level of car ownership (74% non-owners) and an interest in new technologies (70% interested in electric vehicle hire) In addition, there appears to be a spread of potential users: residents who would use a car club vehicle in order to visit family or make social calls, University students who would use car October

32 club vehicles to venture out of St Andrews, possibly for short holidays/weekend breaks and University employees who would use car club vehicles for personal and business use in and around St Andrews and Fife. October

33 4 Analysis of Fleet Data Making Use of a Car Club 4.1 The viability of a car club in small towns and cities can be underpinned by a major employer making use of the vehicles during the working day when the demand from private users is at its lowest. St Andrews University staff and students make extensive business use of road transport and therefore switching some of this mileage to a car club fleet would be of benefit both to the University and also increase usage of a car club in St Andrews. 4.2 Journeys that might transfer to a car club include bus and coach but the use of public transport should be encouraged as part of any Travel Hierarchy (see Appendix B) and it is not normally desirable or cost effective to transfer this mileage to a car club. 4.3 Modes that might have a lower cost, a lower environmental impact and improved safety if transferred to a car club include taxi journeys, hire car trips, pool car mileage and grey fleet travel (use of private cars reimbursed using a mileage rate). Of these the main target is usually the grey fleet. 4.4 The University reimburses its grey fleet drivers using the HMRC rate ( 0.45/mile) and in 2013/14 the total spend on the grey fleet was 217,000, equivalent to an estimated 482,000 miles and 144 tonnes of carbon dioxide (CO 2 e). St Andrews University s expenditure and mileage across all road transport modes has been increasing year on year and there has been a significant increase in hire car usage (see Table 4.1 and Figure 4.1). Table 4.1: St Andrews University Road Transport Expenditure 2010/ /14 Description 2010/ / / /14 Bus 44,478 49,144 66,434 75,984 Taxi 219, , , ,401 Hire Vehicle 94, , , ,053 Coach 54,996 91, ,235 99,015 Grey Fleet 135, , , ,242 TOTAL 549, , , ,695 October

34 Annual Mileage St Andrews Car Club Feasibility Study Report Figure 4.1: St Andrews University Road Transport Mileage Bus Taxi Hire Vehicle Coach Grey Fleet 600, , , , , , /11 11/12 12/13 13/14 Financial Year 4.5 It is of note that the mileage data has been derived from financial accounts using a mileage factor to convert cost to mileage driven. For the grey fleet this will be reasonably accurate as the HMRC rate was paid throughout the period ( 0.45/mile for 10,000 miles then 0.25/mile). However, the accuracy of the other conversion factors and in particular the hire vehicle factor may need to be reviewed. 4.6 Data from Arnold Clark and Enterprise, with whom the University has establish contracts, covered UK hires to the value of 65,000 (30% of the 222,000 total spend on hire cars) and the mileage driven was about 295,000 miles. Included are some zero mileage hires which may be due to late booking cancellation or missing mileage records. This gives a ratio of 4.58 miles/ and if this is applied to the overall cost of hires gives an annual mileage of 1.02 million miles and not the 556,000 miles derived using the University factor of miles/ which has been used since 2010/ Setting aside this issue and using University s miles/ factors it remains clear that total overall mileage has risen significantly since 2010/11 (by at least 70%) and there has been a similar increase in costs. In particular, hire car mileage has more than doubled since 2010/11. As would be expected, carbon emissions have also increased in line with increased usage (Figure 4.2). October

35 CO2e Kg St Andrews Car Club Feasibility Study Report Figure 4.2: St Andrews University Road Transport CO 2 Emissions Bus Taxi Hire Vehicle Coach Grey Fleet 180, , , , ,000 80,000 60,000 40,000 20, /11 11/12 12/13 13/14 Financial Year 4.8 Total carbon emissions from road transport have risen from an estimated 287 tonnes in 2010/11 to over 449 tonnes in 2013/14, an increase of 57%. 4.9 Over the same period the University operated a small pool car fleet of four petrol Toyota iq vehicles with published CO 2 emissions of 99 g/km which were purchased in April 2009; these are Euro 4 and NCAP 5 Star vehicles clean and safe. Mileage records for these vehicles were incomplete with no data for their first three years of operation. It is assumed the data made available has been taken from MoT certificates. The recent data shows that these vehicles have averaged only 3,000 miles/annum to date and the annual mileage of the pool fleet fell from 14,000 miles in 2012/13 to only 11,000 miles in 2013/14. This drop occurred at a time when hire car and grey fleet mileage was increasing rapidly It is of note that other modes of travel have also increased over this period. In 2012/13 over 2.2 million was spent on air, train and ferry travel the majority on air travel. Up from 1.9 million in 2010/ Obtaining the data for this report has been problematic and had to await a year end process. Even then the mileage data had to be derived from the accounting system cost data using the miles/ factors. It is clear that regular management reporting on travel and transport does not take place and that basic data such as actual mileage travelled even if presented on expense forms is not captured by the University s management systems. This data collection process has highlighted a lack of active management of travel costs and emissions by the University, which is important to manage costs, emissions and promote more sustainable travel. October

36 The Grey Fleet at St Andrews 4.12 This is the fleet mileage most likely to transfer to a car club and so it would be good practice to establish a profile of this fleet in order to determine all the benefits including cost, carbon reduction, air quality improvement and better safety for all road users Unfortunately, one key piece of data not available about the grey fleet was the vehicle registration marks (VRM) of the vehicles that staff used for the mileage claimed, therefore it has not been possible to consider the carbon and air quality impacts of using the grey fleet Grey fleet may seem to be an easy option for the University. However, our research indicates that the University does not meet its duty of care to ensure that the fleet is fit for purpose, roadworthy, insured and adequately maintained or have records to prove it. This finding is covered in more detail in Appendix C Without the VRM data it was not possible to accurately profile the grey fleet and so it was decided to use the car park permit data as a proxy for the grey fleet. Car Park Permit Data A Proxy Grey Fleet 4.16 As might be expected, the car park fleet has a wide age profile but its average age of 6.9 years is one year less than the UK national fleet (Figure 4.3) Figure 4.3: St Andrews University Car Park Fleet Age Profile There were 12 pre-1994 vehicles and the oldest vehicle in the car park fleet was a 1960 petrol Land Rover which pre-dates effective emission control, safety testing and carbon emission measurement by over 30 years The carbon profile (Figure 4.4) shows that permit holders are more likely to drive low carbon cars than the national (UK) population but there are some high emission vehicles in use including an Aston Martin DB9 V12 with emissions of 368 g/km. October

37 4.19 One driver was using a first generation (1996) Citroën Berlingo electric vehicle (EV) originally manufactured as part of the European ZEUS programme ( ). There were also two Renault Zoe EVs and 15 petrol-electric hybrid vehicles in use including one plug-in Toyota Prius. The lowest emission internal combustion engine (ICE) vehicle in use was a Ford Fiesta Zetec Econetic (87 g/km). Figure 4.4: St Andrews University Car Park Fleet VED Profile vs. UK Fleet 20% DfT National Fleet % 16% 14% 12% 10% 8% 6% 4% 2% 0% VED Band 4.20 Average CO 2 emissions were 147 g/km which, when an uplift of 21% for real-world performance is applied (Defra/EST 2014 methodology), gives a value of 178 g/km. To comply with the greenhouse gas (GHG) protocol for emission reporting this must be further adjusted to carbon dioxide equivalent (CO 2 e) by including a factor for methane and other greenhouse gas (GHG). A CO 2 e uplift of 0.6% is applied giving an overall average emission for CO 2 e of 179 g/km, less than the national average CO 2 e of 189 g/km Because of the proxy nature of the car park fleet data the national factor has been used for carbon emission reporting of the grey fleet In terms of the impact on air quality, a significant proportion (32%) of the car park fleet does not meet the minimum acceptable Euro 4 standard (Figure 4.5) while 120 vehicle registrations were not recognised by the DVLA (on closer inspection this was often due to the use of O for 0 as well as 1 for L ). October

38 Figure 4.5: St Andrews University Car Park Fleet Euro Profile Euro 6, 12, 1% No Data, 120, 5% Pre-Euro, 14, 1% Euro 1, 11, 1% Euro 2, 157, 7% Euro 5, 614, 27% Euro 3, 519, 23% No Data Pre-Euro Euro 1 Euro 2 Euro 3 Euro 4 Euro 5 Euro 6 Euro 4, 787, 35% 4.23 It is important that the fleet of vehicles used for business is safe and the duty of care in this respect clearly extends to any vehicle the University funds through mileage payments whether owned by it or not. Figure 4.6 shows the New Car Assessment Programme (NCAP) safety score for the car park fleet. The + sign in the graph s legend indicates the test was carried out after 2009 when NCAP testing was enhanced and standards raised. Clearly a significant proportion of this fleet do not meet the NCAP 5 Star standard and will not offer drivers, passengers and pedestrians the highest level of protection in the event of a collision If the grey fleet is a sub set of the car park fleet, which is likely, then the vehicles being used by staff and students on University business will be significantly older, higher carbon, higher emission and less safe than a managed hire car, pool car or car club fleet Many companies operate a requirement for company cars, pool cars and hire cars to meet the NCAP 5 Star standard and the University s own small pool car fleet is NCAP 5 Star compliant. Guidance (see Appendix C) states that the same standards should apply to all vehicles funded by an employer. October

39 Figure 4.6: St Andrews University Car Park Fleet NCAP Profile , 6% 24, 1% 642, 29% 344, 16% 193, 9% 708, 32% 9, 0% 28, 1% 87, 4% 16, 1% No Data Not Eligible Not Tested 1 Star 2 Star 3 Star 3 Star+ 4 Star 4 Star+ 5 Star 5 Star+ 21, 1% Short Term Hire Cars 4.26 In 2013/14 the University spent 222,000 on hire cars but only an estimated 63,000 of that was spent with Arnold Clark or Enterprise, therefore a proportion may represent overseas hires. Both hire companies provided data sets although both data sets lacked key data and this should be addressed through standard contractual reporting obligations. In particular VRM data was missing from Arnold Clark and mileage data from Enterprise; neither company separated hire cost and refuelling cost. The average journey was 218 miles but 252 hires were under 100 miles. If those were short duration hires of 2-3 hours it is possible they would be lower cost if using a car club car rather than the hire car. Table 4.2: Short Term Hire Mileage Data Miles Hires Over The UK Public Sector Framework hire car rates are low and the break-even threshold with the HMRC rate of 0.45/mile is about 55 miles/day. It is assumed St Andrews University makes use of these rates or has negotiated a lower cost framework with local suppliers. October

40 Number of Vehicles St Andrews Car Club Feasibility Study Report Table 4.3: UK Public Sector Mileage Allowance Payments 2011-Present Scheme Rate Fuel Residual Hire /day Threshold HMRC miles 4.28 Above the threshold mileage the vehicle costs 0.12/mile (fuel only) and on a 200 mile journey the saving is about 50. On this basis it is unlikely that car club journeys over 50 miles/day would save money and if the 75 journeys under 50 miles/day involved a long stop-over period (e.g. for a meeting) they would also be uneconomic using a car club car funding model paid for by a combination of hours and miles As would be expected the hire car fleet was modern, low emission (air quality), safe (88% NCAP 5 Star) and had a low average carbon emission of 128 g/km (real world 156 g/km CO 2 e) but a number of high carbon performance cars were also being hired (Figure 4.7). Figure 4.7: St Andrews University Hire Fleet VED Profile (g/km) VED Band 4.30 The vehicles in Band L are all van based people carriers (e.g. Mercedes Vito, VW T5) and are less of a concern as it is assumed they are being used by groups. It is the vehicles in Bands E to K that should be reviewed as these are frequently performance versions of cars that are available in a lower carbon model e.g. for the Vauxhall Insignia 1.8i SRi (Petrol: 169 g/km), a diesel version under 100 g/km is available There does not appear to be a robust policy in place relating to the types of vehicles that can be hired. With the exception of people carriers for large groups, all hire cars should be under 100 g/km and meet the NCAP 5 Star standard this should be a contractual obligation for the hire companies with penalties for non-compliance. Making Effective Use of a Car Club 4.32 It would seem from the data supplied that there is an opportunity for mileage to transfer from the hire fleet or the grey fleet to a car club but in order for this to happen clear policies to October

41 achieve the switch will be required and management control to enforce the change will be needed The current travel management systems in place for several years at the University are focussed on a retrospective look based on proxy year end data that does not include accurate mileage records and are driven by carbon emission reporting. In the process of producing this report we have not been made aware of any University corporate targets to reduce driven mileage or carbon emissions from travel and transport. Since 2010/11 there has been a 57% increase in carbon emissions (CO 2 e) from road transport alone Data shows that the small pool car fleet at the University is considerably underutilized and usage has fallen in a year when overall road mileage has increased. This suggests that pool fleet utilization is not being managed and the lack of mileage records prior to statutory MoT data would support this view. Most public sector organisations could not afford to have four 9,500 pool cars doing less than 3,000 miles a year while spending in excess of 735,000 on taxis, hire cars and grey fleet For mileage to be transferred onto a car club or pool fleet a clear Travel Hierarchy must be in place, it must be enforced and options such as the grey fleet must be made the last resort and actively discouraged. This requires monthly reporting and active travel management by line managers The saving possible through implementing such policies and measures can be significant as up to 40% of the total mileage can disappear once mileage claim inflation and unnecessary journeys have been eliminated. Further savings can be accrued from electronic transaction processing and the time saved by staff on unnecessary journeys. In 2012/13 a Zipcar (a commercial car club company) staff car club scheme at Croydon Council achieved a: Cut in car travel costs of 42%, from 1.3m to 756,000. Reduction in Croydon employee car users by 52%. Drop in employee business miles of 42%. Reduction in employee CO2 emissions of 36% In order for a car club to be a successful part of the University s travel options, a significant change in corporate travel policy, travel management and travel management information systems will be required If the small pool fleet is now close to end-of-life (the vehicles are five years old) those journeys could cost-effectively transfer to a car club but they represent no more than 12,000 miles/annum and only 0.7% of the University s total road mileage. Given the very low annual mileage of this fleet they will almost certainly be lower cost if driven in a car club vehicle For a car club to be successful in the town of St Andrews it will need to base its economic model on private sector use and use by other local businesses and organisations. Without supporting travel policies, on the basis of the evidence in the data presented, the University would make only incidental use of the car club fleet; up to a maximum of 20,000 miles/annum assuming the Toyota iq pool fleet is discontinued. October

42 5 Summary of Benefits of Car Clubs Individual The Benefits of Sharing 5.1 Car sharing has numerous benefits for users, from accessibility to financial savings. Convenient car use: the convenience of a car without the hassle of owning one - no need for servicing, insurance, parking, MOT or repairs; Self-service: cars are accessible to members 24 hours a day, 7 days a week; Saves money: joining a car club could save users money in comparison to owning; Environmentally friendly: car club vehicles are energy efficient and cleaner than the average car. They also reduce the need to own a car and discourage unnecessary car travel. Environmental Reduction in Car Ownership 5.2 As noted in chapter 1, St Andrews could support between four and eight car club cars based on the level of provision in other towns/cities in Scotland. 5.3 Based on the responses from members of car clubs in Scotland in the 2013/14 Carplus Annual Survey, we can estimate the following as a consequence of a car club network in St Andrews: The number of private cars that could be removed from St Andrews roads; and The number of private cars that members might delay purchasing (and therefore are not added to St Andrews roads). Table 5.1: Potential Number of Private Cars Removed/Not Added to St Andrews Roads Average figure per car club car (from 2013/14 Annual Survey) Minimum scenario Maximum scenario Number of cars removed from St Andrews roads Number of cars not added to St Andrews roads Table 5.1 shows that a car club network in St Andrews has the potential to remove between 15 and 32 private cars from St Andrews roads as a result of members selling or disposing of their vehicle following joining the car club. In addition, a car club could result in the deferred purchase of between 32 and 64 private vehicles as a result of individuals choosing not to buy a car following joining a car club. October

43 5.5 Evidence from the 2013/14 Annual Survey also shows that levels of car ownership decrease following membership of a car club. In Scotland, 48% of members did not own a car prior to joining a car club. Following joining a car club this figure rose to 73%. Given a car club scheme of eight cars, and thirty members per car, this would mean a net reduction in car ownership of around 60 cars. Carbon Emissions 5.6 The removal of private cars from St Andrews roads would result in an improvement in air quality through a reduction in carbon and other emissions. The average car club car in Scotland also emits a lower level of carbon emissions than the average car in the national fleet: the 2013/14 Annual Survey showed that, excluding zero emission electric vehicles, the average carbon emissions from car club cars in Scotland was gco 2 /km: 30% less than the national average car in 2012 (160.1 gco 2 /km). The introduction of Electric Vehicles as part of a car club scheme in St Andrews would further improve these figures. Societal Use of Sustainable Transport 5.7 Car club members are often more frequent users of sustainable transport modes than the general population. In 2013/14, car club members and joiners in Scotland made more frequent use of buses, bicycles, walking and the train than the general Scottish population (Table 5.2). Table 5.2: Comparing Car Club Members Travel Patterns with the General Population 9 Mode Car Club Members Car Club Joiners % of respondents using mode at least once a week National Travel Survey (Scotland Respondents) Walking 89% 77% 65% Underground 6% 3% - Bus 56% 55% 31% Train 17% 10% 6% Bicycle 38% 27% 13% Car Driver (Private Vehicle) 24% 14% - Taxi 10% 8% 12% Coach 1% 1% 1% 5.8 Car sharing is viewed as a powerful tool to reduce urban congestion and lower emissions of greenhouse gases. Car clubs can also facilitate social and economic opportunities such as the ability to access education and employment. They can help connect otherwise very isolated, transport poor places to the wider transport network as part of a portfolio approach to mobility. 9 Carplus Annual Survey of Car Clubs 2013/14: Scotland, Carplus, p31. October

44 Appendices October

45 A Appendix A: Online Survey October

46 St Andrews Car Club Survey<br> 1. Register Your Interest This survey is being carried out by Carplus on behalf of Transition UStA and the St Andrews Partnership. St Andrews are interested in finding out if residents, University staff and students of St Andrews are interested in a car club. Car clubs offer access to pay as you drive vehicles parked in dedicated spaces close to homes and work places and are available for hire 24 hours a day, 7 days a week, for as little as 30 minutes up to several days at a time. In Scotland Carplus provides technical and financial assistance to support the development of car clubs as part of the, Transport Scotland funded, Developing Car Clubs in Scotland (DCCS) programme. Please use the form below to register your interest in having a car club for St Andrews. Survey responses will be used by St Andrews University and Carplus for the sole purpose of establishing the level of interest in developing a car club in St Andrews and respondent contact information will not be shared with any other organisation. * Name: 1. Your contact details are: Address 1: Address 2: Town: Postal code: Telephone: Mobile: Address: 2. How old are you? nmlkj 18 to 21 years of age nmlkj Over 21 years of age 3. What is you main reason for being in St Andrews? nmlkj nmlkj nmlkj St Andrews Resident University Employee University Student Other (please specify) 4. Do you have a driving licence? nmlkj Yes nmlkj No 5. Do you own a car or van? nmlkj Yes nmlkj No Page 1

47 St Andrews Car Club Survey<br> 6. How many vehicles do you have access to in your household or business? nmlkj One nmlkj Three nmlkj Two nmlkj More than three 7. Would you mainly use a car club vehicle for personal of business use nmlkj nmlkj nmlkj Personal use Business use Both personal and business use nmlkj Other (please specify) 8. Where do you live? nmlkj St Andrews nmlkj Other (please specify) 9. If you joined a car club, which of the following would be your most likely destinations? gfedc gfedc gfedc Destinations in St Andrews Destinations in Fife Destinations elsewhere in Scotland Other (please specify) 10. Why would you make the journeys described above? Short holiday/weekend break Tick all that apply gfedc Tick only the most usual reason gfedc Shopping gfedc gfedc Family/social visits gfedc gfedc Educational reasons gfedc gfedc Business travel gfedc gfedc Medical gfedc gfedc Other (please specify) Please indicate how often in a typical month you would be most likely to use a car club vehicle for a trip. User charges probably make it most cost effective for short bookings lasting from an hour to a long weekend. Page 2

48 St Andrews Car Club Survey<br> 11. Short bookings 1 4 hours 5 11 hours hours Once a week, or more gfedc gfedc gfedc Once a fortnight gfedc gfedc gfedc Once a month gfedc gfedc gfedc Less than once a month gfedc gfedc gfedc Only in an emergency gfedc gfedc gfedc Never gfedc gfedc gfedc 12. Longer bookings 1 day 2 days 3 days more Once a week gfedc gfedc gfedc gfedc Once a month gfedc gfedc gfedc gfedc A few times a year gfedc gfedc gfedc gfedc Once a year gfedc gfedc gfedc gfedc Only in an emergency gfedc gfedc gfedc gfedc 13. When would you be most likely to use a club car vehicle? (please click all that apply) Mornings Afternoons Evenings Weekdays gfedc gfedc gfedc Saturdays gfedc gfedc gfedc Sundays gfedc gfedc gfedc Other (please specify) 14. Would you be interested in using an electric car club vehicle? nmlkj Yes nmlkj No nmlkj Don't know 15. Would you consider selling a vehicle if you could use a car club vehicle? nmlkj Yes nmlkj No nmlkj Don't know Thank your for taking the time to complete this survey. Your response will be complete when you click the done button below. If you would like more information about this survey then please contact Transition UStA by at: transition@st andrews.ac.uk. You can find out more about car clubs at: Page 3

49 B Appendix B: Example Travel Hierarchy October

50 C Appendix C: Grey Fleet Obligations C.1 Grey Fleet obligations are set out by: HSE: Driving at Work; RoSPA: Driving for Work: Own Vehicles; and DfT: Driving for Better Business website (Operation of Privately Owned Vehicles). According to the DfT Website: Employers have the same duty of care under health and safety law to staff who drive their own vehicles for work as they do to employees who drive company owned, leased or hired vehicles." C.2 Few organisations fully comply with the DfT guidance which also includes the onerous requirement to arrange car park inspections. Where these inspections have been carried out high failure rates have been observed. A study carried out in 2007 of 3,750 private vehicles used for business showed that over 50% were not roadworthy i.e. they would not have passed an MoT test, in most cases due to faulty tyres, brakes, bulbs or windscreen wipers. C.3 It matters that a member of staff or a student is using an untested, uninspected 20-year old car with no driver air bag, no passenger air bag, no side air bags and no advanced collision avoidance braking systems yet may have a colleague or a fellow student as a passenger. C.4 The University is running a reputational risk by not addressing its duty of care in this area and there is a chance that staff could be prosecuted under cause or permit as all road traffic offences have parallel offences of aiding, abetting, counselling or procuring, causing or permitting and inciting ; see: Penalty Points (Endorsements). The business use of a car is also an important aspect of the ACPO Road Death Investigation Manual and forms a significant line of enquiry that could in extreme circumstances lead to prosecution under corporate manslaughter legislation. October

51 Control Sheet Document Title St Andrews Car Club Feasibility Study Document Type Report Client Contract/Project No. SDG Project/Proposal No Issue history Issue No. Date Details 3 16/10/14 Final Report Review Originator Steer Davies Gleave Other Contributors Richard Armitage (Richard Armitage Transport Consultancy Ltd), Chris Endacott (Gfleet Services) Reviewed by Matthew Clark Distribution Client Carplus, University of St Andrews Steer Davies Gleave Project Team U:\London\Projects\227\2\29\01\Work\Reporting\St Andrews Car Club Feasibility Study Final Report.docx Control Sheet

52 steerdaviesgleave.com