minimum use of vehicles to re-distribute cycles phased implementation
a highly visible scheme with strong branding and ongoing PR an easy-to-use website
complementary measures to support cycle use, e.g. cycling infrastructure, safety campaigns
5.5
Implementation Options
5.5.1 The existing systems can be categorised as follows:
Fixed Docking Stations
5.5.2 Docking stations are located at appropriately distributed locations throughout the town or city with a capacity of around 5-50 cycles at each. This model is more suitable for large- scale schemes. This type of scheme is robust, highly visible and relatively expensive. It requires commitment from the stakeholders involved to implement and promote it.
Flexible System
5.5.3 Cycles are located across the town and, while there are no docking stations, there are official locations. The bikes are freestanding and telephones are used to receive access codes to unlock them. This type of scheme is flexible and relatively inexpensive.
Schemes can look untidy, lack visibility and may create indemnity issues or not fit with the streetscape.
Train station-orientated
5.5.4 This type of scheme is based on demand at or around train stations and offers cycle hire for commuters. This is not likely to be suitable for tourists and is dependent on securing space around train stations.
Cycle Loan
5.5.5 This scheme offers medium-term cycle loans at low cost to individuals and has been implemented at various universities for staff and students.
Pool Bikes
5.5.6 These schemes provide cycles to employers for business travel journeys and are usually included in workplace travel plans.
5.5.7 The operators mentioned in Chapter 2 have operating models that are based on various sources of income:
income from the schemes: membership and pay for use car parking income
advertising contracts with the local authorities direct funding from local/regional/national government company sponsorship
miscellaneous grants
5.6
Funding Options
Table 5.1: Funding Options
Option Comments
Income from the cycle rental scheme It is not possible to estimate the amount of income at this stage. An assessment of demand would need to be undertaken. Public Realm Advertising Advice from Fife Council is that this will be
difficult to secure, given their experiences with other public realm installations. Scottish Government Grant It is not yet known what funding will be available for the financial year 2011/12 and beyond for sustainable transport projects. It is likely that the Scottish Government will want to evaluate the cycle hire scheme in Dumfries before committing further funding to another cycle hire scheme. Fife Council Similarly, Fife Council is interested in finding out
about the evaluation of the Dumfries scheme.
Sponsorship With the recent sponsorship of the London
scheme by Barclays, this is an option that should be investigated. It is likely that a business case for the scheme would need to be developed to secure funding from a private sponsor which would want to be associated with a successful scheme. European funding Participation in an EU-funded cycling/sustainable
travel project, possibly in partnership with other stakeholder(s) e.g. through Polis (www.polis-
online.org) or CIVITAS (www.civitas- initiative.org).
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6
Conclusions and Recommendations
6.1
Introduction
6.1.1 This study is the first step in considering the feasibility of a public cycle rental scheme in St Andrews. During the desktop research, it has become apparent that there are numerous schemes throughout many parts of Europe and beyond. Each has been designed to suit the specific circumstances in that area and the schemes are funded in a variety of ways.
6.1.2 The more long-standing schemes have been successful in achieving results such as increasing cycle use, reducing car trips, easing congestion and enhancing the transport offer.
6.1.3 The market is maturing and there are now several operators with experience of operating a successful cycle rental scheme. Towns and cities that are looking to introduce a scheme can take advantage of these operators’ experience to introduce a scheme that meets their needs and limits the risk to them.
6.1.4 The snapshot consultation found that there is general support for a public cycle rental scheme with 50% of residents, 90% of university staff/students and 54% of visitors stating that they would definitely or possibly hire a cycle.
6.1.5 Feedback from the stakeholders was generally supportive and they saw wide-ranging benefits to the introduction of the scheme for St Andrews. However, there were concerns about the viability of a St Andrews scheme given its size and that most journeys can be made on foot.
6.1.6 A pilot scheme in Dumfries is being implemented through the Scottish Government’s Smarter Choices, Smarter Places initiative and the evaluation of this scheme will provide an indication of the potential impact of a cycle rental scheme in a town in Scotland. However, early results have proved disappointing and it is the intention of Dumfries and Galloway Council to promote the scheme again in spring 2011.
6.2
Operation
6.2.1 While there are many schemes in operation in Europe, several of these, including London and Paris are very large-scale and therefore not really comparable with St Andrews. Smaller scale schemes such as those in Dumfries and Blackpool offer better comparisons.
6.2.2 The experience of Dumfries, with a population of 31,000, may offer a helpful insight into the dynamics of introducing a smaller scheme. For this scheme, a project specification was developed that allowed a broad range of operators to bid. It tasked them with justifying the feasibility of their business model with the budget available. It is, however, too soon to judge the success of the scheme, and with only 47 scheme members after 10 weeks of operation, the Council is reported to be working to increase the number of users and to implement a marketing campaign in spring 2011.
6.2.3 Some consultees have expressed concerns about the viability of the scheme, given the size of St Andrews and perceptions that it is possible to walk to most places in the town. Planning Advice Note 75 (PAN 75) accompanies Scottish Planning Policy (SPP) and provides guidance on the maximum acceptable walking distance to local amenities and facilities.
6.2.4 Figure 6.1 shows that key destinations are within the 20 minute (1.6km walk) pedestrian catchment.
6.2.5 The schemes offer one size of cycle that is suitable for those over 12-14 years. One of the operators advises that this is because of the risks relating to use by children and the duty of care placed on them. Given that the primary objective of the scheme is to target visitors and this would include family groups, this is an issue that would need to be discussed with operators.
6.3
Complementary Measures
6.3.1 An important issue that was raised by numerous consultees and shown in several of the best practice examples was the need to support increased cycle use simultaneously with other measures. This might include safety campaigns, cycling contraflows, cycling promotion, training, traffic-free cycle routes, improved wayfinding etc. These can help to address some of the barriers to cycling, including safety.
6.3.2 This issue is reinforced by Fife Council’s cycling project in Kirkcaldy which is focussed on implementing complementary marketing and promotional events to support the cycling infrastructure that is in place.
6.4
Sustainability
6.4.1 The over-riding objective is to introduce a scheme that will be sustainable in the longer term. This will require a clear and hard-headed appraisal of the likely take-up rates, income and costs before commitment to investment and implementation. Given the size of St Andrews and the Dumfries experience it will be sensible to maintain a prudent and critical approach to appraisal with detailed consideration of options for incremental implementation to reduce financial exposure. With many journeys in St Andrews taking less than 20 minutes to walk, offering an initial 30 minutes of use for free would limit the income from the scheme.
6.4.2 Our proposal identified that an analysis of demand was not included in the brief for this study and the St Andrews Partnership may wish to consider undertaking such an analysis. We have identified some sources of information for this analysis, however, further investigation and analysis would be required.
6.4.3 The University has been identified as a potential market, and it should be noted that students already cycle regularly around town. The student travel survey in 2006 found that 86% of students usually travel to/from lectures on foot and 8% cycle. Only 4% travel by car. Students have a number of cycling options available to them, for example. the University operates a Bike Reuse Scheme whereby unwanted bikes can be donated to the University, and those in reasonable condition are then redistributed for free. This, however, proves very popular and demand usually exceeds supply. The University offers a pool bike scheme to staff and also offers the cycle to work scheme to staff.
6.4.4 The Scottish Tourism Economic Activity Monitor (STEAM) 2009 shows that there were 673,000 visitors to the town in 2009.
6.4.5 The 2010 St Andrews Visitor Survey shows the following key facts:
52% of visitors to St Andrews were on a day trip from home and 42% were on holiday
93% were groups of adults with no children
7% were groups of adults with children 0 to 15 years 6.4.6 Visitors travelled to St Andrews as follows: