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The University of Sydney Page 1
Recent developments in Demand Responsive Transport: The view form Europe
ITLS Policy and Leadership Seminar, 7th August 2019
Presented byJohn D NelsonChair in Public TransportInstitute of Transport and Logistics Studies (ITLS)The University of Sydney Business [email protected]
The University of Sydney Page 2
Outline
1. Flexible and Demand Responsive Transport Services– What is FTS and how has it evolved?
2. Success factors from Europe3. The case of Kutsuplus4. FTS – future prospects
The University of Sydney Page 3
1. Flexible and Demand Responsive Transport Services
– Flexible Transport Services (FTS) are public transport services which cover a broad range of mobility products - usually operated with small capacity vehicles.
– Differentiating factor…. One or more dimensions of the service can be adjusted to meet the actual needs of the user– Route– Vehicle– Operator– Passenger– Payment
– This makes an already complex provision more complex
The University of Sydney Page 4
Increasing flexibility
operator Contracted Commercial
vehicleAvailable all day
One type of vehicle Many types of vehicle
Available for only part of the day
Special transport services e.g. CTpassenger General
public onlyNo
restrictions
Pay on Vehiclepayment Pay in advance Smartcard
routeFixed months in
advanceFixed one hour
before trip One day in advance
Increasing flexibility
Selected one hour before trip
The University of Sydney Page 5
Evolution of FTS (how we saw things in 2004…)
One service providerOne Agency (TDC)
“Dial-a-ride” Manual booking and assignmentPrevious day (or earlier) booking most likely
One service providerOne Agency (TDC)
ITS supported servicesOn-day booking likely
Multiple service providersOne Agency (TDC)
ITS supported servicesOn-day booking likely
Multiple service providersMultiple Agencies optimise across modes & services
ITS supported services: On-day booking likely
Basic
Expanded and Mature Agency
Standalone
Interacting Agencies
Breakthrough in ITS technology
Breakthrough in B2B/B2C platform
Breakthrough in Business Model/transport organisation
Proven
Proven
Proven
Emerging
Source: EU FP6 FAMS project
The University of Sydney Page 6
FTS can take many forms
– General use services– Local and feeder services to trunk haul services– Replacing low-frequency conventional services– Replacing fixed routes in evening or weekends– Dedicated/special services, restricted to certain users– Services in low-density rural areas– Efficiencies in social mobility resources– Niche urban markets– Fuzzy line between small bus and big taxi
– Applications across Europe (and elsewhere) have been quite diverse
The University of Sydney Page 8
Tyne and Wear, UK Urban DRT for all
operator Contracted Commercial
vehicleAvailable all day
One type of vehicle Many types of vehicle
Available for only part of the day
Special transport services e.g. CTpassenger General
public onlyNo
restrictions
Pay on Vehiclepayment Pay in advance Smartcard
routeFixed months in
advanceFixed one hour
before trip One day in advance
The University of Sydney Page 9
Belbus
operator Contracted Commercial
vehicleAvailable all day
One type of vehicle Many types of vehicle
Available for only part of the day
Special transport services e.g. CTpassenger General
public onlyNo
restrictions
Pay on Vehiclepayment Pay in advance Smartcard
routeFixed months in
advanceFixed two hour
before trip One day in advance
The University of Sydney Page 10
Regiotaxi, The Netherlands
operator Contracted Commercial
vehicleAvailable all day
One type of vehicle Many types of vehicle
Available for only part of the day
Special transport services e.g. CTpassenger General
public onlyNo
restrictions
Pay on Vehiclepayment Pay in advance Smartcard
routeFixed months in
advanceFixed one hour
before trip One day in advance
The University of Sydney Page 11
Rural Wheels, Cumbria UK
operator Contracted Commercial
vehicleAvailable all day
One type of vehicle Many types of vehicle
Available for only part of the day
Special transport services e.g. CTpassenger General
public onlyNo
restrictions
Pay on Vehiclepayment Pay in advance Smartcard
routeFixed months in
advanceFixed one hour
before trip One day in advance
Source: Cumbria County Council UK
The University of Sydney Page 12
CallConnect, Lincolnshire
Increasing flexibility
routeFixed months in
advanceFixed one hour
before trip
vehicle
Special transport services e.g. CT
Available all day
One type of vehicle Many types of vehicle
operator Contracted Commercial
passenger
Available for only part of the day
General public only
No restrictions
One day in advance
Interconnect is a quality network of connecting local bus services designed to improve transport links to destinations throughout Lincolnshire
Feeder services help secure viability of fixed route services
The University of Sydney Page 13
2. Success factors – lessons from Europe
– Explored Taxis as part of the (flexible) public transport mix– mainland European schemes required LESS subsidy than UK schemes
• % of Cost to Scheme ManagerUK – 65% to 93%Rest of Europe – 30% to 60%
– Mainland European schemes more extensive spatial coverage and larger schemes
– UK Commission for Integrated Transport (CFiT) study
Rural Wheels, Cumbria
Devon Fare Car
Connect2 Whiltshire
Publicar, Switzerland
Billilinks, West Sussex
Taxitub, France
Anruf Sammel taxi, Germany
North Sutherland subsidised taxis
Regiotaxi, Netherlands
Treintaxi, Netherlands
Rural Wheels, Cumbria
Devon Fare Car
Connect2 Whiltshire
Publicar, Switzerland
Billilinks, West Sussex
Taxitub, France
Anruf Sammel taxi, Germany
North Sutherland subsidised taxis
Regiotaxi, Netherlands
Treintaxi, Netherlands
Source: CfIT (2008)
Commission for Integrated Transport (CFiT), (2008) A New Approach to Rural Public Transport. Available for download (with supporting studies) from http://cfit.independent.gov.uk/pubs/2008/rpt/index.htm
The University of Sydney Page 14
The evidence
Scale of operation: passenger trips
0%
20%
40%
60%
80%
100%
Regiot
axi (n
ation
al)
TreinT
axi (n
ation
al)
AST (sub
-regio
nal)
TaxiTUB (s
ub-re
giona
l)
Conne
ct2 (4
sche
mes)
Devon F
are Car
(Cou
nty)
Rural W
heels
(Cou
nty)
N. Suth
erlan
d (1 s
chem
e)
BilliLink
s (1 s
chem
e)
Scheme
Tota
l cos
t
Annual subsidyAnnual Fare Income
Economics of large scale schemes generally better
£0£2£4£6£8
£10£12£14£16
Trei
nTax
i(n
atio
nal)
AST
(sub
-re
gion
al)
Taxi
TUB
(sub
-re
gion
al)
Con
nect
2(4
sche
mes
)
Dev
on F
are
Car
(Cou
nty)
Rur
alW
heel
s(C
ount
y)
N.
Suth
erla
nd(1
sch
eme)
Billi
Link
s(1
sch
eme)
Scheme
pass
enge
r sub
sidy
per
jour
ney
(£)
Subsidy per passenger (Mainland Europe) Subsidy per passenger (UK)
Subsidy per passenger lower for large schemes
Source: CfIT (2008)
The University of Sydney Page 15
Success factors – conclusions (CfIT)
– The evidence suggests – Exploitation of economies of scale are possible for larger schemes– Larger schemes only require moderate level of subsidy
– Conclusions– Large schemes (both in actual and spatial scale) seem necessary to
exploit economies of scale. – These are easier if institutional framework plans exist at least regionally– Maturity appears to be important to generate patronage– A national scheme for the UK could be provided without significantly
adding to subsidy budget
The University of Sydney Page 16
Towards Good Practice – 3 key factors
– Develop an economic framework.– Gives a clear method for thinking about the nature of costs and provides a rationale for
linking revenues to costs. – When flexible services often described as not ‘viable’ – usually means ‘costs too much’
• The costs exceed the revenues (even taking account of subsidy) • But which costs and which revenues? • Different time horizons – should a service be started, continued or stopped? – and
the need here to use an avoidable cost framework
– Service Design is a critical stage ideally developed with stakeholders the travelling public, the operator and the funder
– There needs to be:– A willingness for key actors to be flexible – Comprehensive user requirements undertaken– Awareness of the constraints involved (space, time, type of vehicle, payment
method)
– Awareness Raising:– The more flexible a service becomes the less visible it is to the end user.
– Customers like the familiarity of bus type and route branding– Conventional marketing techniques need to be supplemented by aggressive marketing of
the FTS product.
https://eprint.ncl.ac.uk/file_store/production/12981/B9C57C8D-4AD9-4ED6-80E7-C05258B34516.pdf
The University of Sydney Page 17
3. The case of Kutsuplus, Helsinki (“Call Plus”)
– The service started in October 2012 with 10 microbuses, with an additional five vehicles added in November 2013. Discontinued end of 2015.
– Used a combination of technologies (automated vehicle location, trip combination optimization, vehicle routing, and travel time estimates). Users received trip offer(s) by requesting a trip via browser-based interface or via SMS.
– Service was stop-to-stop, without requiring transfer between vehicles.
– There were about 1,000 bus stops in the area; supplemented with around 50 virtual stops in places where the density of the regular bus stops was too low, or to account for special case situations.
– At the start of the pilot the operating time was weekdays 9:00 - 17:00, later extended to 7:30 - 18:30, 6:00 - 23:00, and 6:00 - 24:00.
Source: blogs.aalto.fi
The University of Sydney Page 18
Kutsuplus, Helsinki
– There were several service classes across the pilot period. Trip pricing was based on the fixed starting fee, and the km price calculated as the direct distance between origin and destination.
– The service classes differed in flexibility (economy, fast, “happy hour”).
– Av fare of around €5.5 / trip (av PT trip = €3)
– Group discounts offered.
– 100,000 trips, 55,000 annual vehicle hours and 1.8 trips / veh-hour (2015).
– The service was subsidized by the member municipalities of the HSL region (€16/trip).
Source: hsl.fi
The University of Sydney Page 19
Kutsuplus coverage area
Kutsuplus coverage area (Background map © Open Street Map)
9 km radius of the city centre roughly delimited by the inner ring road
The University of Sydney Page 20
Kutsuplus – user survey
1440 respondents – on-line survey
Example of user input of trip origins and destinations
The University of Sydney Page 23
Kutsuplus – desire lines
– The highest concentration of origins and destinations were in the inner city, especially the central business district. – Other hotspots are the university, business and residential areas.– In general, the peripheral areas had fewer origins and destinations, Otaniemi being the main exception.– A majority of the trips were made between and within the three central areas and the Otaniemi area.– Trips orbital or transversal to the city centre were fairly uncommon.
The University of Sydney Page 26
Kutsuplus – overall evaluation
– A range of positive features:– Complementary to public transport in areas of low public transport accessibility; – Low cost for the end user; – Fast travel compared to public transport;– Reduction in car-related issues, such as finding parking; – Easy to absorb into travel behaviour once familiar with service; – Benefit for special groups users (e.g., travelling with luggage, sending children); – Riding comfort and amenities in the vehicle, including real-time information; – Safety during travelling; – Friendly staff; – Innovative PT service.
– But ultimately, HSL deemed the level of subsidy too high– Scale brings economic benefits but requires funding to achieve
The University of Sydney Page 27
Kutsuplus – lessons from the evaluation
– Lessons learned– financial obstacles were arguably just the tip of the iceberg
– user requirements analysis – significant effort required…
– marketing strategy should reflect the end user target group. The lack of marketing was one of the main failures (a common misperception was that this was a service for the elderly, as STS vehicles are similar).
– service usability and integration: FTS should use web, SMS and smart phone app-based booking systems, as well as enabling pre-ordering more than 45 minutes in advance.
– Remember the 3 key factors of good practice:– Economic Framework – Service Design – Marketing
Reference: Weckström, C et al (2019) User Perspectives on Emerging Mobility Services: Ex Post Analysis of Kutsuplus Pilot. Research in Transportation Business and Management. 27, 84-97.
The University of Sydney Page 28
4. FTS – future prospects
– Create FTS areas that are geographically large enough to reap economies of scale using smaller vehicles as part of public transport mix
– Convert low demand fixed services to FTS – either by geographical area or by time of day to reduce variable costs
– Rebalance networks to increase frequency on core routes and use FTS for access
– Implement vehicle brokerage between authorities and agencies to reap economies of scale
– Scheduling and booking system used to get most appropriate vehicle for journey requested
– Find commercial niches to use spare capacity, e.g.– At employment shift changeover– Evenings and weekends– Education– Leisure and retail
– Pay attention to marketing the product