1. 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

2. 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

3. 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!

4. 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

5. 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
Modelling WP

6. 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

7. 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)

8. 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.

9. Transport model’s architecture

10. 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)

11. 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)

12. 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 %

13. 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%

14. 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