Shadi Sadeghian, Ph.D. Eco-mobility Program – VEDECOM Institute ESPRIT Easily diStributed Personal RapId Transit A Socio-economic Assessment from Lyon Region - FRANCE Shadi Sadeghian, Ph.D. Eco-mobility Program – VEDECOM Institute

Carsharing : state of market and growth potential Constant growth: from largely subsidized, university research-driven experiment into a full-fledged for profit enterprise. “One way” carsharing vs. “Return” carsharing Though aspects of carsharing have existed since 1948 in Switzerland, it was only in the last 15 years that the concept has evolved into a mobility solution in the United States. In that time, the carsharing market has grown from a largely subsidized, university research-driven experiment into a full-fledged for-profit enterprise, owned primarily by traditional car rental companies and auto manufacturers. Market watchers see one-way — or point-to-point carsharing — as a growth accelerator. point-to-point carsharing allows users to pick up and drop off cars in any legal parking space within the company’s coverage area. “Point-to-point can quickly attract three to four times the number of members of a traditional round-trip service,” says Dave Brook, managing partner of Team Red U.S., international transportation consultants. “But they cost a lot of money to launch since you need several hundred vehicles to start with.”  Conventional car sharing One way

One way carsharing suffering from some unsolved issues Though aspects of carsharing have existed since 1948 in Switzerland, it was only in the last 15 years that the concept has evolved into a mobility solution in the United States. In that time, the carsharing market has grown from a largely subsidized, university research-driven experiment into a full-fledged for-profit enterprise, owned primarily by traditional car rental companies and auto manufacturers. Market watchers see one-way — or point-to-point carsharing — as a growth accelerator. point-to-point carsharing allows users to pick up and drop off cars in any legal parking space within the company’s coverage area. “Point-to-point can quickly attract three to four times the number of members of a traditional round-trip service,” says Dave Brook, managing partner of Team Red U.S., international transportation consultants. “But they cost a lot of money to launch since you need several hundred vehicles to start with.”  CEA Grenoble System gets easily unbalanced Poor reliability (a lot of empty stations or areas), improvable service quality If electric, more than 2 stations / vehicle! => investments!

ESPRIT concept: Compact & Stackable Vehicles Redistribution by a user Redistribution by an operator Redistribution of fleet : By an operator (road train up to 8 veh.) By a user (2 vehicles) Parking compactness x 4 1 charging station per train Battery balancing between vehicles

ESPRIT Project Main objectives Funding from the European Union’s Horizon 2020 research and innovation program Duration : May 1st 2015 for 3 years 18 partners from 6 countries (France, United Kingdom, Germany, Italy, Spain & Luxembourg) Main objectives Develop the ESPRIT system up to 3 functional complete vehicles A road train (3 additional chassis) Demonstrate functionalities and functional safety 3 demonstration sites: Lyon region, Glasgow and city of L’Hospitalet (Barcelona) Validate if the concept is relevant : Economic viability & Social benefits/ drawbacks Various land use and urban fabrics : high density city center, activity/industrial zone and low density suburban This project has received funding from the European Union’s Horizon 2020 research and innovation programme under grant agreement No 653395. Modelling WP

Review Model for Lyon Study Area 1st task of the modelling work package Main goals: Identification of the would-be modifications in the transport demand of the area (modal transfer) and the would-be impacts on the current transport services Application a set of sensitivity analyses on demand elasticity

Study area (3 cities of the Lyon metropolitan area) A low-density suburban area Lyon study area identity card (Insee, 2012) Area 52 km2 Population 63 212 Average annual population growth 1% Population density 1213 inhab./km2 Average household size 2.58 Median household net income 20 294 € Number of jobs 22 981 Economically active population 25 620 Lyon Meyzieu Jonage Décines-Charpieu 9,75 km 3,7 km 3,2 km A real car dependency Cities of the study area Décines- Charpieu Meyzieu Jonage Private car 70.8 % 75.2% 81.6% Public transport 20.3% 16.5% 12.3% 2-Wheelers 2.3% 2.4% 1.4% Walking 4.4% 3.7% 2.1% No transport 2.2% 2.7% Modal split (2012)

Study area’s mobility system outlook Area quite well endowed with rail and road infrastructures Public transport network consists of several bus lines within the area and also a tram line offering a direct and fast connections to the Lyon city center and the regional airport and the high speed train stations. In the last few years, bike lanes have been extended. The study area includes 4 rail P+R facilities with a total capacity of 1257 parking lots. Encouraging the intermodality (car+train). No carsharing or bikesharing service is yet available in the area. Métropole de Lyon The high capacity roads located rather at the border of the area. The internal road network consists of well-connected but low capacity roads. The multimodality practices should be improved in order to encourage a modal shift to alternatives of private cars. The ESPRIT project could be a part of this ambition, as an innovative flexible transport system, at the intermediate of the classic public transport services and the individual transport.

Transport model’s architecture

Zoning design ESPRIT network design includes 52 stations Décines-Charpieu Meyzieu Jonage 500 m ESPRIT network design includes 52 stations 33 principal stations 4: train stations 7: city downtown and shopping centers 15: Residential areas (dwelling housing) 7: Industrial zones 19 secondary stations 13: residential zones with individual houses 5: less dense industrial zones 1 : developing area (future activity zone – under development)

Some results (1/3) Ref. situation Before ESPRIT Project Situation After ESPRIT Modes PH OPH Private car 62 % 83% 57 % 75% Conventional PT 1. Bus+Train 8% 3% 6% 2% 2. Walking+Train 5% P+R (Car+Train) 26% 11% 22% 10% ESPRIT service - P+R facilities are free of charge for mass transit passengers. For ESPRIT service, we consider the fares scheme of Bluely (Lyon carsharing service)

Some results (2/3) Today, the P+R on the area are free of charge, what would happen, if we invert the current situation? An extremely hypothetical situation: P+R is charged 10€/day (today P+R are free of charge for mass transit passengers) ESPRIT fare is integrated in the mass transit pass /ticket Ref. situation Before ESPRIT Project Situation Inverse situation Modes PH OPH Private car 62 % 83% 57 % 75% 45 % 60 % Conventional PT 1. Bus+Train 8% 3% 6% 2% 5% 2. Walking+Train 4% 1% P+R (Car+Train) 26% 11% 22% 10% 0 % 0% Service ESPRIT - 46% 37 %

Some results (3/3) Priority stations vs. Secondary stations + ESPRIT network design includes 52 stations 4: train stations 7: city downtown and shopping centers 15: Residential areas (dwelling housing) 7: Industrial zones + 19 potential secondary stations 13: residential zones with individual houses 5: less dense industrial zones 1 : developing area (future activity zone – under development) Transport modes shares Ref. ESPRIT network Compact ESPRIT Private car 56.5% 60.1% Public transport 11.5% 11.7% ESPRIT service 24.2% 21.6%

Conclusions and perspectives Combination of a well developed and sufficient ESPRIT service and a good pricing strategy  Likely significant modal transfer Next steps: Toward a more sophisticated model: combination of an activity based model, dynamic operational model and detailed business model More sensitivity analyses New data : Lyon 2015 Household Travel Survey