THE BIKEPLUS GUIDE TO Successful Bike Share Scheme Development
October 2016
Bikeplus is supported by: The Joseph Rowntree Charitable Trust
Bike share procurement guidance A4.indd 1 9/22/16 4:02 PM DOCUMENT CONTROL
Report type: Final version for publishing Version: V1 Date: 25.08.16 Author: Antonia Roberts Project Manager: Antonia Roberts Last edited: 25.08.16
Find out more about Bikeplus online at www.bikeplus.org.uk Bikeplus is a programme of the Carplus Trust. Carplus Trust is a Company Limited by Guarantee (no: 4429814), 0113 410 5261 | [email protected] and also a registered charity in England and Wales (no: 1093980) and Scotland (no: SC044682). tfi Follow us: @BikeplusBike
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Bike share procurement guidance A4.indd 2 9/22/16 4:02 PM Contents Acknowledgements
1.Introduction ...... 5 Bikeplus is extremely grateful for all the contributions and suggestions from the 2.Contribution to policy objectives: the scheme purpose and vision...... 7 following people and organisations: Nextbike, Hourbike, Serco, 3.Success factors and lessons learnt from previous closures...... 8 ITS-Global, NSL and Stage Intelligence Hannah Budnitz, Go-How 4.Management models ...... 10 Kevin Toye, TfGM, 5.Finance models...... 12 Matthew Clarke, Steer Davies Gleave Marion Marsh, Reading Borough Council, 6.Scale, coverage and density...... 16 Laura Wells, Slough Borough Council
7.Design and function specifications ...... 17 Jessica Fox-Taylor, Bath and North East Somerset Council. 8.Mobilisation and station implementation...... 19
9.Marketing ...... 22
10.Service level agreements and reporting ...... 23
11.Future phases of scheme development ...... 25
12.Assessment criteria ...... 26
Appendices...... 27
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Bike share procurement guidance A4.indd 3 9/22/16 4:02 PM Flow chart for Bike Share Scheme Development
NB many tasks can SEE TASK SECTION NAME happen in parallel if SECTION resources allow
Policy review and strategic 2 Contribution to policy objectives: support the scheme purpose and vision
Research models and 3 Success factors and lessons learnt suppliers from previous closures
4 Management models
Research demand 3 Success factors and lessons learnt from previous closures
6 Scale, coverage and density 7 Design and function specifications
Explore funding 5 Finance models
Create working group
Plan implementation 8 Mobilisation and station implementation timetable 11 Future phases of scheme development
Engage with suppliers 4 Management models
Local operational support 4 Management models
Tender specification 4 Management models
5 Finance models
7 Design and function specifications
10 Service Level agreements and reporting
12 Assessment criteria
Research land permissions 8 Mobilisation and station implementation
Appoint supplier 12 Assessment criteria
Marketing strategy 9 Marketing
Docking station installation 8 Mobilisation and station implementation
LAUNCH 9 Marketing
On-going operations, 10 Service level agreements and reporting reporting and development 11 Future phases of scheme development
See appendix 3 for more detail on timings
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Bike share procurement guidance A4.indd 4 9/22/16 4:02 PM 1. Introduction
Following the success of the Paris Velib and other large European schemes, Transport for London launched a public cycle hire scheme in 2010. Since then several other UK cities notably Liverpool, Reading, Glasgow, Bath and Oxford have followed their lead and explored how bike share can enhance the sustainable public transport offer.
In some places there has been a shaky start to the development of public bike share as cities learnt the hard way about;
• how the bike share scheme can • how the scheme should be contribute to policy objectives, managed and;
• how the scheme needs to be • crucially how the finances can be designed for success, made sustainable.
This document examines each of these issues and illustrates the pros and cons of different approaches through experience gained from all those working in the sector. However, one size does not fit all and there is a need to avoid an overly prescriptive approach which does not allow flexibility in delivery e.g. specific station locations and adjustments to operators as patterns of usage emerge.
Bikeplus has been asked to create guidance in response to requests from operators and local authorities to ensure lessons are learnt from the past and knowledge is shared in an accessible format, open to all. This guidance document will be revised as new lessons are learnt and initiatives are tested. Bikeplus welcomes contributions to this process. Please send comments to [email protected].
Bikeplus runs a bi-monthly local authority forum which meets by telephone conferencing to discuss latest developments and issues. If you are involved in setting up or running a bike share scheme, please contact [email protected] to join the group.
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Bike share procurement guidance A4.indd 5 9/22/16 4:02 PM SCALE RAILWAY STATION SCHEMES Less than 10 bikes Bike & Go 11 - 60 bikes
61-150 bikes Brompton Bike Hire 151-600 bikes
601-3,000 bikes
NOTES 3,000+ bikes *Supplied by Nextbike PUBLIC BIKE SHARE SCHEMES **Operations supported by Serco Hourbike ***Operations supported by Intelligent Transport Systems Nextbike STIRLING NSL* GLASGOW Transport for London** Smoove*** Co Bikes* BELFAST Bikeshare.ie LEGEND TBC
GALWAY SOUTHPORT
DUBLIN LIVERPOOL LINCOLN SHEFFIELD NOTTINGHAM LIMERICK NORTHAMPTON
UNIVERSITY OF WARWICK MILTON KEYNES
CORK OXFORD SLOUGH
CARDIFF READING LONDON
Conventional & Electric bikes BATH Electric bikes BRIGHTON
EXETER
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Bike share procurement guidance A4.indd 6 9/22/16 4:02 PM 2. Contribution to policy The following case studies demonstrate the contribution of bike share schemes to different objectives: the scheme policy objectives. purpose and vision IMPROVING ROAD The catalyst for developing a bike share scheme has varied from settings to setting. In some SAFETY: DUBLIN places the key purpose has been to ease congestion on public transport e.g. London, in other places it is a tool for encouraging tourism (e.g. Bath & Lincoln) and providing a low 93% of Dublinbikes users said that cost healthy access solution to edge of town developments e.g. University of Sheffield. using the scheme had increased their The increased emphasis on improving air quality may become a key factor in years to come. awareness of cyclists on the road while driving Research has shown that providing bikes in a pooled context can: SOURCE: MURPHY & USHER 2015 • normalise cycling as a mode of transport; • provide a range of economic benefits; • improve cycle safety; • provide low cost flexible mobility; and • reduce car miles driven; • provide a solution to bike storage in high REDUCING CONGESTION: density housing. OXFORD
A full examination of evidence of the contribution bike share schemes can make to social, 11% of Oxonbike users would have environmental and economic agendas is outlined in the Bikeplus paper: done the same trip by car if the bike share scheme was not available www.carplus.org.uk/project_page/bike-share-benefits/
For cities planning the development of a scheme it is important to know what the vision SOURCE: OXONBIKE SURVEY 2014 and key objectives are in order to ensure the design specification supports this as well as directing the search for funding support.
In addition, it is important to note that the transport landscape is changing rapidly, with a shift away from personally owned modes of transportation and towards mobility solutions HEALTH AND WELL-BEING: that are consumed as a service known as “Mobility as a Service” (MaaS). (This is enabled by LONDON combining transportation services from public and private transportation providers through a unified gateway that creates and manages the trip, which users can pay for with a single 78% of users reported starting to account). cycle or cycle more as a result of the scheme in London. (TfL 2015), This move towards flexible on-demand app enabled transport services that don’t require the health benefits of attracting an individual to own any transport assets is an ideal platform for bike share systems – new cyclist have been estimated as allowing them to address the gaps in the network and provide a low-cost flexible alternative £370 per cyclist pa (DFT guidance for sustainable transport option to the car thus fulfilling an important role for MaaS. And by 2016/17 on 2010 prices), since launch including bike sharing in the mix on an integrated platform it removes many more barriers in 2010 the scheme has been used for to cycling i.e. the need to buy a bike or to register for a bike share scheme. 50 million trips.
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Bike share procurement guidance A4.indd 7 9/22/16 4:02 PM 3. Success factors and lessons learnt from previous closures
When considering the factors influencing the success of a scheme there are the exogenous, eternal factors which include:
• Residential density / especially new city • Cycling infrastructure and facilities centre developments connecting key commuting and tourism destinations • Employment density – majority of trips are usually commuting • Limited or expensive parking and lack of attractive, reliable or affordable public • Number of rail commuters transport • Strong tourism market with attractive • Demographic profile of residents / destinations level of cycling culture • Topography (or the offer of ebikes) • Climate
Carrying out a feasibility study on these exogenous factors whilst also gathering feedback from operators will allow an assessment of the potential for a bike share scheme in an area to be understood. This process might highlight the need for more investment in cycle infrastructure for example to be identified.
Then there are the endogenous criteria which are under the control of the team developing the scheme. The factors considered key by reports such as OBIS and ITDP (see references) include:
• Diverse funding sources to ensure • Simplicity of sign up and use financial stability • Quality bikes • Partnerships and diversity of • Attractive pricing potential users • Operator know-how • Sufficient size and density to ensure bikes can be picked up and dropped where • The potential for tidal flow journeys needed.
For a full discussion of success factors see: www.carplus.org.uk/project_page/factors-for-successful-bike-share-schemes/
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Bike share procurement guidance A4.indd 8 9/22/16 4:02 PM How these factors can be addressed in the procurement process is detailed in sections 4-9.
The following examples illustrate the importance of ensuring these factors are present and demonstrating the problems which can arise when they are not in place.
BRISTOL, HOURBIKE Initial operation was a trial started in Summary of challenges: October 2008 with 18 bikes at UWE This was one of the first pilot bike campuses; Frenchay St. Matthias, share operations in the UK and was Glenside and Bristol Parkway railway therefore treated very cautiously station, with four more locations by all parties. The major factor in added totalling 60 bikes at Anchor its closure was the lack of strategic Square, the Bristol Royal Infirmary and support for a city wide bike scheme Wine Street. The pilot was run and from the Local Authority at that time, majority funded by Hourbike before therefore the pilot never gained the scheme closure 18 months after sufficient breadth and density to attract the launch. sustainable usage. The importance of local authority backing is a lesson the operator learned, and has now applied in the operation of some of the UK’s most successful schemes.
BATH, BICINCITTA Initial scheme with 4 docking stations Reasons for previous closure: failed, Italian operator Bicincitta ran the scheme between 2011 and • Complicated and time consuming November 2013, providing 58 bikes registration process via the Tourist for hire. After a relaunch with German information office. operators Nextbike, it has become a • Limited scale of the initial project - thriving scheme, becoming financially only 4 stations. independent from LSTF and central government funds by commercialising its service to local universities, businesses and advertisers.
MELBOURNE Melbourne has 600 bikes and 50 options recommended in the feasibility docking stations, there is the potential study (Alta Planning 2012) The area is for a larger scheme with a population also mainly already within the central of 4 million in the Greater Melbourne business district, missing out many area. While many people attribute possible commuter journeys and tries Melbourne’s low ridership to the city’s to compete with a very good and free mandatory helmet law (Preiss 2011), (in the central business district) tram the city’s bike-share operator, Alta, system. attributes it to the small coverage area, which was the smallest of the three
Summary The examples above demonstrate the importance of ensuring schemes are well-designed, of suitable scale, easy to use and that potential journeys and wider integration considered in the early planning stage. The operators have taken action to respond to many of the challenges by attracting sponsorship and improving their registration process and redistribution plans. All of these aspects can be supported by the right specification by local authority in their tender.
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Bike share procurement guidance A4.indd 9 9/22/16 4:02 PM 4. Management models
In the UK at present there are different models for management of the bike share scheme and who takes responsibility for the income, costs and the associated risks.
In principal three general business models for bike sharing systems can be identified
• 100% public
• 100% private (commercial company or social enterprise)
• A combination of these two approaches within a public private partnership (PPP).
100% PUBLICLY MANAGED 100% PRIVATE PARTNERSHIP APPROACH
Local authority has full Operators takes on all Some ongoing subsidy from control of all financial risks, sets tariff, local authority to support income and pays for engages commercial scheme, operator may be all costs and owns the partners responsible for commercial equipment, operator usually income with profit share provides fixed fee for operating scheme
The three categories of contracts can be differentiated in the following way: 1. 100% public: Purchase of equipment and service contract Some cities are opting to keep full control of revenue and financial risk and pay a fixed fee to buy in a package of operational services. The city is taking on all the risks and responsibility for subsidy /sponsorship. Title for equipment is transferred to the purchaser (city or public transport agency) who will also benefit from all project revenues. Some services, especially bicycle maintenance, customer service and fare collection, will be contracted to an operator at a fixed service fee.
Advantages: Disadvantages: Examples of 100% publicly managed schemes: • Operations can be • Public operations tend to retendered more flexibly be inefficient and incur • London as assets remain in the city higher costs • Belfast • Ability to have strong • Potential conflict between control over branding the supplier of equipment and integration into wider and operator as intellectual transport system property must be shared between potential competitors
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Bike share procurement guidance A4.indd 10 9/22/16 4:02 PM 2. Privately owned and operated
Some cities decide to pass all the responsibility and risk to the suppliers and limit their role to ensuring service standards are met and supporting marketing and expansion. The operator sets the tariffs and takes full responsibility for commercial success. The operator leads on developing commercial partners, will receive all project revenues including advertisement / sponsorship. The authority will set a moderate level of service requirements. The equipment remains in the possession of the operator. No public subsidies are involved to cover operational or investment costs.
Advantages: Disadvantages: Examples of 100% *The Brighton and private schemes: Hove scheme has had • No public subsidies • Low feasibility in cities public support for set involved without good sponsorship • Brighton and Hove* up but not operations / advertisement potential • Cost-efficient system for • Milton Keynes the public sector • Relies on the operator’s skills to secure funding • Relatively low control of government
3.Public Private Partnership: Operational contract
As a compromise many opt for a partnership approach. The purchaser of services (usually a city authority or a public transport authority) contributes to the costs of the scheme with public subsidies as gap funding while the operator receives all other project revenues to cover the costs. However, there may a profit share arrangement if the commercial income begins to cover costs. The operator may remain the owner of the equipment and bears the financial risk of the operations. (There are some cases of the local authority retaining the ownership of the assets and leasing it back to the operator for a peppercorn rent so the bikes can then be retained by the city after the contract end and even in some cases managed by another operator).
Advantages: Disadvantages: Examples of Public Private Partnerships: • Government has control • Assets sometimes can`t to specify service levels be used for operations • Reading and requirements after contract termination • Lincoln and being 100% • Operator will aim to depreciated. (See above) • Bath reduce the gap funding involved to be competitive • Glasgow within the tender process • Well balanced risk bearing between public and private stakeholders
Most of the successful schemes are characterized as a PPP with a defined distribution of roles and responsibilities between the public agency overseeing the system and the private supplier / operator. See appendix 3 for an example checklist of tasks to aid the process of agreeing responsibilities.
It is thought by many that most that Local Authorities don´t have the capacity and expertise to take on the operational responsibilities of a bike share scheme. Running a successful bike sharing requires experience and expertise and should only be taken on by a Local Authority with caution. Many feel it is best for the council’s role to be limited to managing the contracts, supervising and offering support.
Although there are several examples of suppliers working in partnership with one another there are no examples of multiple operators of the same model in one location (although station based hire such as Bike and Go and Brompton Bike Hire are operating alongside on-street bike share schemes). Offering exclusivity may well be an important criterion for contractors.
The invitation to tender needs to clearly set out which model is preferred, Bikeplus recommends discussing the pros and cons with other transport officers.
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Bike share procurement guidance A4.indd 11 9/22/16 4:02 PM 5. Finance models Bike share schemes are typically financed by a combination of: • public finance (either core transport budget, revenue from public transport or DfT grants such as Local Sustainable Transport Funds / the Local Growth Fund in the UK; • revenue from memberships and daily use; • and either sponsorship, advertising or partner contributions. There are other examples of using innovative sources eg. Barcelona uses parking revenue to subsidise their scheme, and Slough Borough Council developer contributions from new developments (see section 11). Existing schemes often only raise enough revenue to cover 35-50% of operating costs although evidence shows income can increase with scheme maturity. Revenue in year 3 onwards can be significantly higher than year 1 and 2 once the scheme has been well promoted with strong links to large employers and universities. There is a debate to be had about whether the policy contributions justifies on-going public support given the pressure from public sector cuts but should be looked at in the context of other public transport spending. The need for ongoing support may well be justified dependent upon the council´s objectives. If social inclusion, low prices, conserving the city scape, strict service levels, etc. are important the dependency on subsidies increases. Some schemes could be entirely cost effective with no support required if they concentrated exclusively on high demand locations only – however in order to provide access for all a decision might be made to provide full coverage which means some more suburban areas may have little use and incur higher costs through distribution of bikes (unless incentivised).
Capital costs There are various operational models of public bike share schemes, from on- street docking station solutions with terminals through to lighter touch docking infrastructure and models where the technology is just on the bikes themselves or even on a smart lock to be used with any fleet of bikes. For a full description of the breadth of models see www.carplus.org.uk/project_page/models-of-bike-share/ and further discussion in section 7.
This guidance is designed for larger towns and cities where docking station solutions are the recommended choice as they offer high visibility points for recruitment and predictability for users. However, it is now possible to have a mix of stations with and without terminals with smart bikes and on-bike locks.
The following range of costs are those associated with this approach.
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Bike share procurement guidance A4.indd 12 9/22/16 4:02 PM The capital set up cost of a scheme include: • The bikes; • Equipment for maintenance and redistribution vehicles; and • Docking spaces; • Allowance should be made for running • Terminals if required; costs before receiving revenue, and initial • Planning and installation of the on-street marketing such as launch and website equipment, plus civic realm works; development. • Purchase and installation of back office systems;
The initial capital costs quoted by current UK suppliers for the bikes, docking stations and installation are typically around £1500-2500. The cost per bike will vary depending on scale and specific on-street works required. It is important to contact the operators for the most up to date costings but for illustration. See the end of section for costs illustrations.
NB - Some operators source bikes and equipment from Europe so cost also depends on the currency exchange rate between £ and Euro.
Electric bike cost There are only a handful of schemes including ebikes in the fleet at the moment e.g. Oxford’s Oxon bikes has a mixed fleet and Exeter Co-bikes is exclusively electric. There is a great deal of interest in how ebikes can widen the audience and more information is emerging all the time to back up their value and inform the operational questions. For latest lessons learnt see:
www.carplus.org.uk/projects/shared-e-bikes/ebike page
Typical costs for ebike and their stations and installation per bike are currently around £3000-4000. Operational costs
The operational costs include: • Bike routine servicing and repairs • Material costs and depreciation of the bikes • Redistribution of bikes from full or empty stations to even out availability • Marketing • Back office management
Operational costs will be affected by the chosen model for management but based upon the most typical model where the local authority is contracting out the service to a third party supplier the typical ongoing costs range from £600-1000 pa /per bike. Of this the set licencing fees for the software are in the region of £100 per bike.
The operating costs will be affected by scale of the scheme and the local geography plus the length of contract and the demands of the KPIs.
Redistribution and maintenance costs which amount to around 40% of operating costs can sometimes be reduced by creating partnerships with local charities or colleges where long term unemployed or young offenders are given training opportunities.
Redistribution costs have been tackled by some with tariffs or credits devised to incentivise bike returns to priority stations. (see section 8 for more on redistribution requirements).
Costs can depend on location specific factors and it is recommended that the operators are contacted to discuss potential costs with suppliers. Please contact Bikeplus for an up to date operator contact list.
Local authorities should also factor in the staff resources needed in- house, this will depend on the scale of the scheme and the phase of the project as set up and expansion points will require further resources.
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Bike share procurement guidance A4.indd 13 9/22/16 4:02 PM Sponsorship
There are increasing examples of corporate sponsors seeing bike sharing as an opportunity to raise awareness of their brand and develop stronger community relationships and offers with their potential customer base. Some examples are outlined below:
CITY SPONSOR TOTAL INVESTMENT INVESTMENT / BIKE / PA
London Santander £7m £600
Belfast Coke Zero £300,000 over 3 year £333
Ireland* Coke Zero £1.6m over 3 year £700
Milton Keynes Santander Santander £605
*Based upon new reports for Dublin, Galway Cork and Limerick
Typically most US sponsorship deals are in the area of $1000 / year. (Indianapolis, Pittsburgh, Miami) although Nike has sponsored Portland’s scheme for $10 million, over 5 years which equates to £1340 per bike pa.
In some instances as well as a main sponsor, extra opportunities can be created for special events e.g. Vodaphone sponsored Chicago’s Divvy bike with a free usage “Vodaphone” weekend pass.
It is recommended that the operator leads on the development of sponsorship agreements unless the local authority has been approached already. Operators have experience in this area, existing relationships to call upon and are less tied down by the approval processes that the local authority has to go through. The local authority should be involved in defining the type of sponsor, terms and strategy for investment.
Areas for consideration include:
• Ethics of the sponsor; • Exact details of where the brand will be placed, sizing etc.; and • Popularity amongst target users; • Joint marketing promotions. • Length of the agreement;
Although putting too many restrictions on the types of sponsor will make it the harder to identify and secure a partnership.
It is worth making clear in the Invitation to Tender that discussions between potential operators and potential sponsors should be undertaken on a non-exclusive basis.
Advertising ADVERTISING CASE STUDY: There are two ways in which advertising can support a bike share scheme. LINCOLN
Firstly through the blanket use of the revenue from a city highways advertising contract. Lincoln Hirebike is supported by Dublin used this model to provide the finance via JC Decaux to pay for the capital costs of advertising from a shopping precinct the full scheme. In these cases although the scheme doesn’t ‘cost’ Dublin anything, they are and the District Council’s Witham giving away the ‘value’ of advertising space on billboards etc – so this is where the finance Valley Country Park. Operator comes from to pay for everything. They can then seek a commercial sponsor to help with Hourbike offer sponsorship packages operational costs – i.e. Coca Cola given naming rights for 3 years. ranging from 5 bikes to 100 bikes for either 6 or 12 month tenures. Secondly where there is not one overall sponsor, bike share schemes are often supported by selling advertising space on the decal /skirt of the bike, the basket, the docking stations or website. This provides a flexible solution but it can be labour intensive to manage the SOURCE: HOURBIKE partnerships and change the physical adverts after each advertising period.
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Bike share procurement guidance A4.indd 14 9/22/16 4:02 PM Hirebike case study: Advertising Rates 2016 - from 5 to 25 bikes Brand reach of over 1.65 million people, AD SPACE: AD SPACE: with hirebikes docked at high footfall 1 SIDE ONLY REAR WHEEL 2 SIDES ONLY REAR WHEEL areas in Lincoln NO. OF BIKES, TOTAL COST TO TOTAL COST TO PER BIKE COST PER BIKE COST SPONSOR PERIOD ADVERTISER ADVERTISER 19 Docking Stations at key locations such as The Brayford Waterfront, Burton 5 bikes, 6 mths £12 £360 £16 £480 Waters, University of Lincoln and Lincoln Train Station 5 bikes, 12 mths £10.50 £630 £13.50 £810
10 bikes, 6 mths £14 £840 £15 £900 Please note, there will be a set up cost of between £20 and £100 per ad space 10 bikes, 12 mths £10 £1,200 £11.80 £1,416 purchase, dependent on the complexity 25 bikes, 6 mths £11.30 £1,695 £14 £2,100
25 bikes, 12 mths £9.70 £2,910 £11.30 £3,390
50+ bikes, 6 or 12mths For tailored packages of 50 to 100 bikes, please contact us
Partnership support Increasingly operators are developing relationships with large employers such as universities, hospital trusts or private sector business parks to provide services for their employees. These types of partners provide support in a number of ways: PARTNERSHIP CASE STUDIES: BATH • Providing capital costs for the addition of extra bikes and docking stations on their sites Nextbike Bath have partnered with • Providing a general financial contribution towards the schemes ongoing costs Bath Spa University who support • Paying for subsidised memberships for employees or students the service at a value of £1 per each staff and student. The scheme was • Supporting marketing of the scheme to their employees or students launched with LSTF funding by the council. It has become financially In return the organisation will gain by relieving pressure of parking, reduced independent of state revenue funding sickness and absenteeism from more active employees as well as the the benefits after Nextbike negotiations with the of corporate and social responsibility. University.
Partnerships could also be made with businesses who might use the bikes as part of their work e.g. delivery companies and cycle tours companies. PARTNERSHIP CASE EXAMPLE SCHEME COSTS STUDIES: OXFORD
30 stations / 240 bikes 50 stations / 400 bikes OXONBIKE, Oxford is supported by a partnership between Hourbike, Capital costs...... £480,000 Capital costs...... £800,000 University of Oxford and Oxford University Hospitals. Operational costs...... £190,000 pa Operational costs...... £320,000 pa
Likely external Likely external The council withdrew support after support required...... £100,000 pa support required...... £200,000 pa LSTF funding ended. The new partners saw the value in the service for their Equivalent of sponsorship or partner Equivalent of sponsorship or partner staff and have backed the expansion support at £500 per bike support at £500 per bike of the scheme and the introduction of a mixed fleet of conventional and *Assumes: electric bikes.
• Typical capex at £2,000 per bike • Typical opex of £800 pa/bike • 40% of opex covered by revenue • Figures rounded
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Bike share procurement guidance A4.indd 15 9/22/16 4:02 PM 6. Scale, coverage and density A number of reports such as the American ITDP Bike Share Planning Guidance have examined the success factors for bike share schemes and have concluded that correctly defining the coverage area and the number and location of bikes within it is vital to its success.
Users need to know that the network will be as good if not better than public transport access and that they can a pick up a bike with not more than a short walk and similarly at the drop off point. The further apart the stations, the less convenient the system is for the user. In addition to this the number of bikes at each station needs to satisfy demand to avoid disappointment.
ITDP: BIKE SHARE PLANNING GUIDE
Density: Bike to population ratio: Docks-per-bike ratio:
An ideal station density Large, dense cities or Having more docking is approximately ten areas with high numbers spaces than there to sixteen stations per of commuters and/or are bikes is critical to square km. Increasing tourists will likely require ensure that there will station density will a bicycle-to-population be a parking space yield increased market ratio of a minimum of for a bike at multiple penetration (defined ten to thirty bikes per locations. Once the as trips per resident). 1,000 residents to meet number of bikes needed Paris used one station demand. Cities that for the system has been every 300 meters as a have a large influx of determined, the number guideline for the first commuters during the of docks required should phase of its bike-share day will need a higher be considered as a system, as did London ratio of bikes-to-residents function of the number and New York. to serve commuters as of docks available well. This ratio should be per bike in service. large enough to meet Montreal, London, demand, but not so large and Washington, D.C. as to have too few uses each have two docking per bike. stations for each bike in service, while New York has 2.5, Mexico City has 2.2, and Paris has 2.4.*
Each city will have its own requirements for coverage which will link to the objectives for *However, the latest guidance is the ratios are the scheme (section 2). Traditionally, but not always, a scheme begins in the city centre, now typically much lower between 1.5-1.8: 1. in particular around transport and employment hubs and then extends to new areas for In some cases this is due to the users being different reasons such as Belfast’s Titanic Quarter for tourism, or water front leisure riding able to return bikes to full stations with the opportunities such as along the Mersey in Liverpool or bridging the gap between employer on-bike lock. sites and park and ride such as in east Oxford.
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Bike share procurement guidance A4.indd 16 9/22/16 4:02 PM 7. Design and function specifications
Listed below are areas to consider and detail in the tender specification: Rather than specifying that an individual system feature is required it is advisable to outline what the key issues are for your setting, and be outcome focused as technology is changing rapidly, and allow the operators to explain how they can meet your objectives.
Docking stations Use of fixed docking stations Ground works & flexibility Most large cities choose to have fixed of station movement docking points which has the advantage Different operating models require different of providing a predictable, visible and tidy levels of groundwork preparation, electrical model for on-street storage especially as supply (many use solar power now) and most systems allow for some locking of these will affect the cost and time and bikes away from stations or at full hubs. flexibility of station implementation and However there are operating solutions movement. where the technology to locate and access the service are held either on the bike or the Integration with public realm lock which allows it to be locked anywhere. and other transport modes For example, Nextbike use smart bikes in Docking stations will be a dominant feature University of Warwick and Milton Keynes, or in the public realm, this is a good thing as Bitlock use of smart locks in a small scheme they act as marketing tool in themselves in Oslo. The technology solutions on offer however you may wish to specify how they is changing rapidly so please see www. should be integrated with existing design bikeplus.org.uk for a description of different guidelines, cycle parking, bus stops and car technology available or contact Bikeplus for club stations. the latest developments.
Bikes Design Electric Bikes A great deal of attention has gone into the Cities around the world are beginning to design of bike share bikes to ensure they introduce electric bikes into their schemes, are durable and comfortable. Features the majority as part of a mixed fleet, such as luggage carriage, seat adjustment, (Oxford, Oxon Bikes) others as 100% electric lights and gears have been upgraded in (Madrid, Exeter Co-Bikes). The cost of response to feedback. Different systems introducing electric bikes, charging docks have different options for advertising space. and extra management requirements Each system will have a minimum height should be weighed up against the potential requirement which should aim to be as to attract a new audience to cycling. More inclusive as possible. Most systems are will be understood about the relative fairly similar but it is worth testing different benefits versus logistical difficulties in time bikes to understand the more subtle once trials are up and running. (see www. differences. carplus.org.uk/projects/shared-e-bikes/)
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Bike share procurement guidance A4.indd 17 9/22/16 4:02 PM Registration and hire interface Cities have learnt the hard way that bike share systems must allow users the option to “walk up” to hire a bike with no pre-registration. This must be as simple and as inclusive as possible ideally with the choice to register in variety of ways e.g. on the terminal with a credit card, online using paypal on a mobile app or obtaining a code by the telephone. The options will allow those without internet access, e.g. tourist without mobile data or a smart phone or credit card to use the scheme. Some systems don’t take email addresses at registration which might be an important consideration for marketing and something you wish to include in the specification.
Pricing structure Pricing structures are designed to encourage short local trips, often £1 or £2 day pass and a free first 30 minute hire, or a pay by the minute pricing structure. Social Bicycle in USA are trying out a tariff which charges by the minute which may alleviate the pressure to return the bike within the 30 minute cut off. They are also offering financial incentives for users to return bikes to stations which aid redistribution. Some schemes have gone further and offered free usage such as one state sponsored scheme in Belgium. Los Angeles are setting their fares to match trips by bus and allows users to access both on the same card. Where the management is contracted out to the operator they will take a lead on setting the pricing levels particularly if they are taking on the responsibility for financial sustainability long term. The local authority may wish to have a preference on the chosen pricing strategy although it is advisable to do this in discussion with the operators to make the most of experience gained. The tender documentation may stipulate that the scheme tariff options should be realistic and viable for regular and one-off users, such as visitors, as well as corporate customers, whilst being set to maximise revenue through usage. Additional tariffs may be added if electric assist bikes are included.
Integration with apps and smart card systems If your city has a smart card payment system or travel app it is important to specify whether integration is essential or desirable and providing links to the system details. It may be worth specifying that integration in the future is desirable even if it is not currently possible.
Equity and accessibility: There are many factors which will affect the equity of a bike share scheme including:
• where the bikes are located
• the pricing structure
• the need for a smart phone or bank account to access the system
• links with community groups providing cycle training and led rides to a diverse range of people with low cycling rates
For best practice and latest research on this topic see http://betterbikeshare.org . Most systems set a minimum height restriction and allow those over the age of 14 or 16 to use the bikes, sometimes stipulating with the supervision of an adult.
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Bike share procurement guidance A4.indd 18 9/22/16 4:02 PM 8. Mobilisation and station implementation Site location, planning and land issues Once decisions have been made on the basic principles of a bike share system’s scale, density and coverage (discussed above), the location of each proposed docking station must be determined in order to identify what steps must be taken prior to implementation. These steps may be undertaken prior to tender, in parallel with the procurement process or in partnership with the preferred supplier/operator after a contract is awarded. However, the time involved in this work should not be underestimated within the overall programme, especially where legal timescales and notice periods are involved.
It useful to begin the process before appointing an operator to save time and use local knowledge and expertise from a feasibility study. However, it is important to avoid being too prescriptive on locations if they are being defined in advance of appointing an operator, who might have a different view.
Site selection In determining the locations of the future docking stations, there are a number of factors to consider, including:
Potential demand Bikeplus is collecting data through the Different local transport authorities and national users’ survey to help inform research. operators have taken different approaches to forecasting the locations of greatest likely Space available demand. These include reviewing density Decisions already made on network density of land uses, attractive origin-destination will provide some guide as to how much pairs, where populations already cycle space is needed for each docking station. 2 most, using ACORN, MOSAIC or other local A generous allocation of 2m per docking 2 data and looking at where trips by other point plus an additional 2m for the customer modes (e.g. train) are most likely to be interface kiosk (which may include a payment intercepted. Most authorities are seeking to facility) should be sufficient if the supplier locate stations where they are most likely to has not yet been chosen. Some systems are achieve a high ridership per bicycle ratio, but more compact, but it is still important to have social or political issues can also motivate a reasonable amount of circulation space for decisions. Feasibility studies will usually focus customers to remove and return the bikes. on determining potential demand even if an Height is also a consideration. Signs are set authority waits until a contractor is on board at eye-height or higher if they extend over to determine final locations. Contractors can the cycle path. Any solar panels are often use their experience in other towns or cities mounted above the station signs. Constraints to make recommendations. As existing bike on space therefore include not only existing share schemes in the UK mature, more data building lines and highway widths, but also will become available from which to formulate trees, overhangs and other street furniture. more accurate demand forecast models.
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Bike share procurement guidance A4.indd 19 9/22/16 4:02 PM Extra bike storage Consultation and engagement It is worth noting there may be a need to find There are numerous views on when storage space for spare bikes at key locations consultation with residents, businesses, – i.e. if a docking station outside a train community groups and others should take station is heavily used and needs frequent place within the design process. Most local replenishment then it might be more cost- authority officers follow internal guidance or effective to rent/borrow some secure storage the expectations of local, elected Councillors space for bikes nearby so that docking and Mayors. However, depending upon the stations can be quickly replenished – more vision for bike share in the area (e.g. any efficient and cost-effective than sending vans social inclusion objectives), early engagement out with bikes continually. This is another cost at the site selection stage may be crucial. At to be factored in. a minimum there are statutory notification periods for both planning and other legal Convenience processes for stations on public land. It is on People will not expect to walk more than a private land a licence or agreement can be few minutes to pick up a bike and direction drawn up without official consultation. of travel is also important as experience has shown that people are less likely to walk Roles in station implementation away from their destination to pick up a bike. To speed up implementation, the most common approach is for the local authority Safety and visibility to take a lead in identifying the approximate The visibility of the stations is important not locations for the bike docking stations only for marketing, but also to reduce the (possibly as part of a feasibility study) but likelihood of vandalism and ensure users feel leave it to the operator to comment on the safe while accessing the bicycles. Locations final positioning from a commercial viewpoint. near shops or overlooked by homes and There are some instances eg Milton Keynes offices or with CCTV nearby are preferable. and Oxford where the operator or associated The site must also be accessible. For stations supplier has managed the process of the to have the best chance of achieving their groundworks and ensured that planning potential, routes to, from and between permission or other statutory consents are stations should incorporate safe cycling put in place but other cities eg Liverpool, infrastructure and be perceived as safe Reading and Bath it has been the council by the target user demographics (e.g. no who has managed this process. The latter intimidating traffic conditions). may be the most straightforward given the existing frameworks and relationships with Cost and complications the relevant bodies. Depending upon resources, the topography of a particular location may be inconsequential. However, building a retaining wall or moving shallow utilities in order to install a station is expensive and may cause delays. Unknown land owners may also create complications. Therefore, paying for land registry and utility searches in advance can uncover any show-stoppers before commitments are made through the planning process or within the operator’s contract.
An outline of the processes involved in land acquisition, planning permission and other implementation issues to consider is detailed in Appendix 3.
Testing The local authority should expect the operator /supplier to provide a testing plan, including a timetable, for the infrastructure associated with the bike share scheme.
Marketing/branding mobilisation issues In order to meet deadlines on the mobilisation it might be useful to have a have an agreed timetable between all suppliers involved on key deliverables could such as; Graphics Payment solutions Sponsors Electric (if not solar) Telephone / contact numbers Telecoms connections (if not GPRS) Website links
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Bike share procurement guidance A4.indd 20 9/22/16 4:02 PM Redistribution All schemes with a one way cycling offer will require some aspect of rebalancing although this is not just a matter of moving bikes from full to empty stations. To build customer confidence in using a scheme it’s imperative that riders feel they will always be able to find a bike, and particularly to park a bike, when they need to without having to spend a lot of energy in working around a lack of bike or dock availability. That generally means availability at their preferred start and end stations.
From an operators point of view it is however near impossible to guarantee 100% availability at all stations all the time. It is especially difficult for schemes with high demand from commuters. It may be more achievable to approach stations availability as clusters. Where small neighbourhoods of stations are collectively serviced in terms of distribution to provide service to customers in that small area. That means if one station is unavailable a nearby station in the neighbourhood can be used. By ensuring availability across neighbourhood - rather than stations- the system always remains usable to customers. It then also may be more strategic and sustainable for operators to be incentivised in KPIs to service the scheme with the neighbourhood approach in mind, rather than focusing on each actual station outages (full /empty station). This could give a much more flexible approach to distribution and managing resources.
The procurement process needs to outline any specifications in terms of:
• The redistribution vehicles e.g. zero or low • The need for a comprehensive demand emission e.g. electric or hydrogen vans management system linking to a although there is currently a shortage customer facing website or app indicating of commercial vehicles and charging / availability. refuelling stations available. Portland, • The performance indictors relating to Orgeon have even begun redistribution bike /docking availability (see section 10) with cargo bike trailers. although care should be taken to stipulate • Use of innovation in redistribution with what is required for customer service as use of incentivised pricing for customer making these too restrictive will drive up rebalancing or not for profit partners. operational costs.
Maintenance The specification will need to request details of maintenance plans and outline minimum requirements in terms of routine, reactive and planned maintenance. See section 10 for KPIs. It is common for operators to work with a local third party such as bike shop or charity for day to day operational activities.
All public sector contracts should now take account of obligations under the Social Value Act 2013 and tenders will often include questions on local employment and training opportunities. Technology may be employed to gain information on bike maintenance issues from the users.
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Bike share procurement guidance A4.indd 21 9/22/16 4:02 PM 9. Marketing
Strong marketing is a key factor in successful schemes so it is important when choosing an operator to ask for details about the operators’ strategy. The procurement body may wish to ask for details and outline requirements in terms of:
• Creation of a marketing strategy and brand • Ownership of data and permissions for communications • Integration with local and regional initiatives • Links and ongoing promotions with the • Expectations about use of media, events sponsor and partnerships
Marketing works best as a partnership between the operator and the local authority where each plays to their strengths. The operator will usually lead any marketing and communications activity (not in some cases eg TfL in London) as part of the national operations although the local authority will play a vital role in promoting the scheme via their local networks. Branding and marketing may need to have local authority approval before publication and to be done so in compliance with corporate policy, guidelines and protocols. Where there is a sponsor on board it can be a really useful asset to tap into their experience and resources.
The scheme website will usually be a cloud based, branded subsection of the operator’s master website but it should be integrated into relevant local portals.
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Bike share procurement guidance A4.indd 22 9/22/16 4:02 PM 10. Service level agreements and reporting
The tender guidance will need to set out how the local authority intend to manage the delivery of minimum standards of the scheme during the length of the contract. Experience shows that making requirements too stringent or penalties for breaking performance indicators, too high, can be counter-productive and lead to suppliers adding this risk into the price or not putting a compliant tender in. However, there is equally a need to have some form of recompense in the case of poor management. One approach to ensuring the balance is achieved is to allow a review after an initial bedding in period for adjustments to be made.
Bike share scheme contracts typically include a break clause e.g. Liverpool has a 6 year contract with a breakpoint at end of year 3 where performance will be measured against original objectives. Providing the objectives are met, the contract will extend through the optional extensions up to a total contract length of 6 years.
Areas to be covered by the service level agreement include:
• Minimum number of bikes available in the • Customer care response times overall scheme (excluding for those being serviced and repaired) • Website and back office system availability
• Frequency of bike /station checking and • Docking station availability /station removal servicing for events
• Redistribution turnaround times – this is usually subdivided to levels of priority for different types of station (Full and Empty periods)
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Bike share procurement guidance A4.indd 23 9/22/16 4:02 PM Example service level agreement
MEASURE TARGET
Service availability The Bike Share Scheme will be available 24 hours a day, 365 days a year with reduced customer support during Christmas.
Bike availability Ensure that a minimum 90% of bicycles are kept available at all times.
Planned maintenance Basic station checks will be made on all Bike Share hubs a minimum of every 3 days to ensure hubs are tidy, clean, fully functioning and bikes meet basic safety checks.
Redistribution Priority Bike Share hubs* must not be empty or Acceptable length of time unavailable for longer than 30 consecutive minutes for Bike Share hubs to between 07.00 and 20.00 seven days per week. remain empty or full All remaining hubs must not be empty or unavailable for longer than 3 hours. One exception to this rule would be if a hub had been targeted with vandalism while remedial action is taken.
Customer data Zero data protection breaches management
Online payment system 98% of payments processed on the same day The online booking system should be available at all times.
Customer support Call centre hours 07.00-20.00 seven days per week. The Acceptable minimum time Operator will ensure there is a tried and tested back-up for public contact centre procedure for emergencies outside core contact centre to handle phone calls, hours. emails and social media The Operator will respond to email queries within 48 messages hours. Website to be available at all times.
Customer care 48 hour response time to complaints during office hours Acceptable turnaround for Notify all users who have used of a particular hub within enquires and complaints the last three months of planned maintenance and the period of time that hub will be inactive during planned *Priority Bike Share hubs to be agreed in the maintenance works strategic plan and can be amended every 6 months with the agreement of both parties.
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Bike share procurement guidance A4.indd 24 9/22/16 4:02 PM 11. Future phases of scheme development
It is likely the scheme will either have a phased development or have potential to grow beyond the initial remit. The tender documents should outline a specific ambition for growth for the scheme and how the operator, local authority and other partners come together on a regular basis though a steering group to support this process with fund raising, partnership development, and cycle infrastructure etc.
The local authority and operator should work together to maximise opportunities from developing partnerships with large employers and the addition of new developments in the area. Each could be asked to fund a new station to serve their employees or residents or could provide support for subsided membership.
SLOUGH BOROUGH COUNCIL CASE STUDY NEW DOCKING STATIONS
Slough Borough Council charge Membership cards for residents – developers a flat £20k fee for the new residential developments provision of a new dock, with an increase proposed in the future. For developments within a 10-minute Developers have been keen on walk of a current or proposed dock, the addition of a dock to their site, we will seek a contribution from the increasing the site’s attractiveness developer for the provision of a Cycle and accessibility. They have currently Hire Slough membership card for each secured two contributions of this new residence. The contribution is £20 nature, with a further two in the per residence, this includes £10 for a pipeline. membership card and £10 credit (a bit like an Oyster card) for the user to use In this case, the developer, SEGRO, on journeys. The user has to register which owns the whole trading estate, the card upon receipt of the card at drew up a legal agreement allowing their new home, so that we have their the use of the land for a ‘peppercorn details for using the scheme going rent’ of £1 per year. forward. Once the £10 credit is up, they can either top this up with further credit, or join the pay monthly / annual tariff.
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Bike share procurement guidance A4.indd 25 9/22/16 4:02 PM 12. Assessment criteria The weighting of the criteria in the bid assessment process will have an impact on the type of scheme chosen. It is important to consider how various factors such as price, quality of service, long term sustainability or innovation are valued by the procuring body. Each authority will have different priorities in terms of the scheme objectives, whether the key is to create a sustainable city centre scheme or whether they are keen to adopt a supplier with proven experience or to prioritise innovation or the most important outcome is integration with public transport. These priorities will affect the assessment weighting and should be made clear in the specification.
There should a clear requirement for evidence to back up claims in order to make assessment robust and fair and the weighting and scoring system should be set out in advance with an outline for what is required for each area of assessment. The table below provides some examples:
AREA OF ASSESSMENT EVIDENCE REQUIRED WEIGHTING
Financial sustainability Business plan for x years X%
Design quality and Details of the bikes share system in X% innovation relation to the tender specification provided.
Mobilisation Details of mobilisation and testing X% plans
Marketing Details of marketing plans to X% maximise ridership
Supplier experience Details of previous experience and X% success / references
Alternatively, the tender could be based • Recruit x members in year 1 upon outcomes and assess how the supplier intends to set targets such as: • Revenue is % of operational costs • Ensure complaints are less than x % of user numbers etc
Authorities will typically stipulate the need for the chosen supplier to have various policies in place such as an Equal Opportunities, Complaints and Environmental Policies. It is worth considering if more formal certifications associated with other council contracts are appropriate for this type of contract. For example, will requiring Environmental Management System that is certified by a UKAS-accredited (or national equivalent) organisation (ISO 14001 Accreditation) or Safety Schemes in Procurement (www.SSIP.org.uk) may preclude smaller companies or those with alternative overseas certification.
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Bike share procurement guidance A4.indd 26 9/22/16 4:02 PM Appendices 1. A list of current operators and suppliers who are active or interested in working in the UK can be obtained from [email protected]
2. Appendix 2 Land Acquisition
Following site selection, different processes may apply to different locations. If it is integral to the network to locate stations on private land, some sort of license, lease or other legal agreement must be approved by both landowner and the party taking responsibility for the service. The latter could in theory be either the local transport authority or the contractor operating the bike share system. Solicitors will usually represent both sides and negotiations can take time, as can obtaining signatures at an appropriately senior level of the landowner’s organisation.
Even if private land owners are supportive and expect no compensation or other payment for having bike share on their land (e.g. ‘a peppercorn rent’), they will want reassurance that issues such as timescales (length of leases and contracts), liability, rights of access and marketing/branding have been outlined to the satisfaction of all parties. In particular, the length of the lease or license should reflect a firm commitment to bike share, as should the operator contract. However, landowners might be concerned about anti-social behaviour at a station or the success of the entire scheme. Therefore, rolling leases (or contracts) which automatically continue unless one or the other party activates a ‘get-out’ clause may be more acceptable. Any such clauses should include sufficient notice period to enable the operator to move the station to an alternative location or other action to be taken.
Planning
A consistent approach to planning is also essential. Planning permission is usually required for building works, demolition or change of use unless the works are permitted development. Some authorities have taken the view therefore that planning permission is required. However, elsewhere, the case has been made that bike share stations are permitted development. In Reading, applications were made for Certificates of Lawful Use, in order to confirm that the systems are permitted development.
The legal basis of this decision was cited as Part 12 of The Town and Country Planning (General Permitted Development) (England) Order on permitted development by local authorities, namely:
The erection or construction and the maintenance, improvement or other alteration by a local authority or by an urban development corporation of—
…lamp standards, information kiosks, passenger shelters, public shelters and seats, telephone boxes, fire alarms, public drinking fountains, horse troughs, refuse bins or baskets, barriers for the control of people waiting to enter public service vehicles, electric vehicle charging points and any associated infrastructure, and similar structures or works required in connection with the operation of any public service administered by them.
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Bike share procurement guidance A4.indd 27 9/22/16 4:02 PM The above-cited version is dated 2015. An earlier version was used in Reading. However, the principle is that bike share as implemented in Reading is a public service, and installing the stations should qualify as similar structures or works in the same way as the [bus] passenger shelters or information kiosks which are listed.
Whilst the Reading approach could be appropriate in other locations, applying for Certificates of Lawful Use, like planning permission, requires completing forms, preparing red line drawings, publishing site notices, a statutory minimum period of time for objections and a decision by Planning Committee. If the principle is accepted, this potential delay could be avoided in future.
Finally, it should be noted that in areas with two-tier governments, such as Counties and Districts, or where there is a separate Transport Authority, such as TfL, the bike share scheme promoter must apply for permission or otherwise to separate planning authorities
Other Permissions
Individual sites may trigger other statutory processes or consultations. Some aspects to consider include:
• Is it in a floodplain? If so, the Environment Agency might need to be consulted.
• Is it in a conservation area or designated open space? If so, further notices and consents might be required.
• Does the design of the station affect road markings, parking restrictions or other designations on the public highway? If so, new Traffic Regulation Orders may need to be advertised.
From this discussion, you will see that there are a substantial number of land issues that must be addressed before bike share can be installed, even excluding design, engineering and construction matters which may arise in order to best incorporate the stations within the public realm. It is up to the authority procuring and implementing the bike share system to decide how many of these issues should be resolved prior to appointing a contractor, and at a minimum, any project manager should set out the dependencies between these steps with a realistic timescale within the tender.
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Bike share procurement guidance A4.indd 28 9/22/16 4:03 PM NB many tasks can *The time between contract signing happen in parallel if with supplier and launch is around 4 3.Flow chart for setting resources allow months when all land persmissions are in place and the locations are specified 100%, 6mths if this is Timings approx and the responsibility of the supplier / up a Bike Share Scheme depend on many factors operator.
SEE TIMESCALES TASK SECTION NAME SECTION
month 0-3 Political support: 2 Contribution to policy objectives: Review cities policy context and secure strategic support the scheme purpose and vision
month 0-3 Explore options: 3 Success factors and lessons learnt Research and make contact with operating from previous closures models and suppliers 4 Management models
months 0-6 Research demand: Carry out a formal feasibility study / market 3 Success factors and lessons learnt research into potential customer demand or work with potential from previous closures operators to gauge potential. Identify (approximate) key dock sites. 6 Scale, coverage and density 7 Design and function specifications
months 0-9 Explore funding options: Develop funding model forecast. 5 Finance models / on-going Explore and secure funding sources
months 6 Partnerships: Create working group of key partners within and / ongoing outside council eg public realm, integrated transport, business forums, cycling groups
month 7 Planning implementation: Plan timetable for tender and 8 Mobilisation and station implementation implementation / phases of development 11 Future phases of scheme development
months 7-10 Engage with suppliers: Gauge interest and gather feedback 4 Management models from operators, suppliers and sponsors. Run public demonstrator days?
Local operations: Explore responsible procurement opportunities 4 Management models through training opportunities in local operational support
months 11-14 Invitation to tender: Create and secure internal approval for 4 Management models tender specification - management model, roles, risk share and asset ownership, scale, technology, ebike inclusion, distribution 5 Finance models method, registration, pricing, payment systems, integration 7 Design and function specifications performance measures, contract length and break points etc 10 Service level agreements and reporting 12 Assessment criteria
Month 15-21 Land permissions: Get templates and processes lined up so 8 Mobilisation and station implementation that once sites agreed with chosen operator sits can be quickly taken through statutory consultations and agreements
Months 15-17 Secure supplier: Supplier appointed, finalise contract, board 12 Assessment criteria approval and agree mobilisation plan
Months 17-18 Marketing strategy. Begin public consultation and business 9 Marketing engagement, build support, consult on locations, target key organisations and attractions, secure support of popular marketing channels
Months 17-18 Docking station installation: full planning consents and private 8 Mobilisation and station implementation agreements, highways works, testing
MONTH 18* LAUNCH 9 Marketing
On-going operations, reporting and development 10 Service level agreements and reporting 11 Future phases of scheme development
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Bike share procurement guidance A4.indd 29 9/22/16 4:03 PM References
The Bike Share Planning Guide, ITDP http://www.itdp.org/wp-content/uploads/2014/07/ITDP_Bike_Share_Planning_Guide.pdf
Optimising Bike Sharing in European Cities, OBIS, 2011 http://www.carplus.org.uk/wp-content/uploads/2015/09/Obis-Handbook.pdf
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Bike share procurement guidance A4.indd 30 9/22/16 4:03 PM Bike share In 2015 there were over 10 million trips on shared bikes in the UK. The biggest scheme by far is the Santander Cycles scheme in London. However, 17 towns and cities have developed their own schemes and are already showing that there is plenty of scope for bike share to work outside the capital.
TOTAL BIKES AND STATIONS IN UK 2016 BIKES: 18091* STATIONS: 1157*
USAGE FOR 2015 COMPILED FROM THE THREE LARGEST OPERATORS TOTAL USERS: 138802** AVERAGE NUMBER OF TRIPS PER BIKE PER DAY: 2 TOTAL RENTALS IN 2015: 10,258,223
*30th June 2016 ** Total members and recent casual users
Key Benefi ts of Bike Share Schemes
ECONOMIC Benefi t Cost Ratio BENEFITS Bike share IMPROVING ROAD SAFETY of the Brighton and complements public Hove scheme is transport by acting estimated to be as a fi rst/last mile connector increasing Bike share bus/train use in low cities had a ECONOMIC BENEFITS
HEALTH AND WELLBEING HEALTH density suburbs and 7.5 : 1 substituting its use OVER 15 YEARS SUPPORTING PUBLIC TRANSPORT SUPPORTING on over-crowded 28% (Steer Davies Gleave) city routes drop in reported The Local Enterprise Partnership will be cyclist injuries providing funding to 49% develop the scheme OF LONDON 70% versus a 2% CYCLE HIRE of businesses reported a positive impact of 1= increase in the USERS bike share on their control cities. started cycling as a neighbourhood (Graves et al 2014) result of the scheme (Buehler & Hamre 2014)
Find out more about Bikeplus online at www.bikeplus.org.uk 0113 410 5261 | [email protected] Bikeplus is supported by: tfi Follow us: @BikeplusBike The Joseph Rowntree Registered offi ce: Kings House, King Street, Leeds LS1 2HH Charitable Trust
Bikeplus is a programme of the Carplus Trust. Carplus Trust is a Company Limited by Guarantee (no: 4429814), and also a registered charity in England and Wales (no: 1093980) and Scotland (no: SC044682).
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