You may be wondering why it’s been so quiet on Bikesharp, the last couple of years… well the reason is that I have been a data journalist on this topic for Zag Daily, an online magazine focusing on shared electric micromobility, particularly in Europe and especially in the UK. So I’ve been writing about the UK e-scooter trials, how bikeshare in the UK is going electric, European market summaries, and various other data-driven aspects of how the industry is evolving and developing, here and around the world.
So far, I’ve had over 70 articles published there, and also supply the live data feed, updated daily and showing the numbers of e-scooters, operators and cities in the UK e-scooter trials – see the numbers panel on the bottom right of the front page. I’ve also published some maps showing the extent of the trials, you can see a variant of one of them here.
Tier, the German micromobility company, launched their “Tier Four” scooter and their “Energy Network” initiative at an event today in London.
Tier is one of around 20 companies vying to run escootershares in parts of the UK as part of the DfT trials, and so are keen to demonstrate the unique aspects of their offering to the market. They already operate a fleet of around 45000 escooters in 70 cities across Europe, which gives them considerable depth of experience.
The Tier Four escooter contains a number of innovations including user-operated indicator lights, a user-swappable battery, a wireless phone charger, and a foldable helmet contained within a secure box in the scooter, for optional, free use by a user. The helmet includes hairnets for cleanliness between users. The scooter is also designed for safety and comfort with a wide footplate, good lights, dual brakes and 12 inch wheels which both have suspension.
The Energy Network concept involves the operator installing a number of “Powerbox” charging units, containing four batteries, in local stores in a fleet area. Users can swap out their battery at these stores for a fully charged one, using their app to unlock the batteries. The challenge of course is finding a good network of stores willing to host the units and supply the power. If it works, it should cut down on regular operator journeys needed to retrieve scooters and change their batteries.
I took a good look at escooter at the launch and gave it a test ride around Potter’s Fields, by Tower Bridge. The scooter comes with a nice digital readout of the speed (topping at 20km/h in the demo area) and the phone mount means a map of exclusion zones and read-out of journey time should be straightfoward. The indicator buttons were a little hard to find but these are likely to be further refined before the Tier Four is rolled out into a publically accessible system.
Some technical notes:
20km/h max speed (UK allows up to 25km/h)
100kg max load
The formal model name is ES-400B
No word on a UK launch yet – talking to staff indicated that, despite the expedited trial process taking place, there are still many steps for local authorities and operators to complete before an operation launches here. But it’s a nice product and undoubtably a positive addition to potential options for urban travel. and I hope to see it in an appropriate UK setting soon.
The UK escootershare trials are gathering speed, with the launch this weekend of Spin in Milton Keynes – the UK’s first one where journeys can end almost anywhere in the operating zone, rather than in a limited number of hubs. Ginger and Lime are to follow soon – making this a three-way competitive trial of escootershare for the first time in the UK. Ginger already have a small escootershare in Middlesbrough, and Lime already operate a (recently reopened) electric bikeshare in Milton Keynes, so Spin very much are the new kids in the UK, although they have operated various other escootershares in the world, including over 1200 currently in Washington DC.
So far Spin have deployed around 100 escooters, across much of Milton Keynes. The town is large, with a unique (in the UK) structure of 1km square communities connected by a grid of fast (typically 60mph) roads, but with an extensive but little used “redway” parallel cycle network that also joins the communities together but on more wiggly routes. Escooters in the trial can use the same facilities that cyclists can. Hopefully this will lead to a better use of this part of the town’s infrastructure – although interestingly the scooters are allowed on the grid roads too. Only the motorways and trunk roads roads (A5 and M1) are explicitly banned for scooters to go on, in the app (although this also therefore blocks some cycle paths that cross these roads). Users also cannot go in the pedestrianised shopping precient in the town centre, and can ride in, but not end, journeys in the city parks:
No word yet on the Ginger and Lime launches although I would imagine they would be pretty soon in order to not allow Spint to get too entrenched. Ginger recently announced over 15000 miles traveled on their escooters in Middlesbrough which is excellent usage levels for their 50-scooter trial there which has been running for just over a month (4o days). Assuming an average journey of 2 miles (generous – 1-1.5 miles is more typical), that suggests getting on for 200 journeys a day, or 4 per scooter per day. Anything over 2 is a good social use of the asset, and if approaching 4, then that is a good economic use of it as well (i.e. potentially viable for a purely commercial operator). This is a rough calculation, of course, and may include retrievals of the scooters by operators where users didn’t leave them in the hubs. However, with Ginger having suffered numerous operational incidents, this must have been a bit of a relief for them and also demonstrate that escootershare in the UK might well be bigger than anyone has realised. It’s going to be an interesting autumn.
London’s Olympic Park
Hub-based (3 hubs)
Operating, restricted hours
Hub-based (3 hubs)
Currently escootershares in the UK, as of 23 August 2020.
It looks like Liverpool’s citybike bikeshare system will shortly be boosted with electric bikes, aka “pedal assist” or pedelecs, supplied by Freebike. Freebike is part of Homeport which was also the system supplier for the existing manual bicycle fleet there. Liverpool is a hilly city so the electric assist will no doubt be very welcome.
The Liverpool citybike system has been around since 2014 and currently has 152 bicycles across 844 docking points in 93 docking stations (another 33 stations were removed a while back after being underused – since then it has continued to expand and contract). Most dock-based systems would have approximately 45% bike/capacity ration, which suggests that Liverpool is around 228 bikes short. There have been vandalism problems in the past, and also natural attrition from regular usage and weather may be to blame. The addition of new bicycles into the fleet will doubtless go some way to plugging the gap. Photos shared by the supplier suggest at least 50 electric bikes are on their way.
There has not yet been announcement from the operator, Liverpool City Council, and so there is no pricing information for the electric bikes, information on whether they will be docked like the existing ones (Freebikes are not normally a dock-based system) or a launch date.
The council recently allocated £100,000 to citybike for “upgrading infrastructure” why may be the fund for the new bicycles themselves or infrastructure relating to them.
[Updated 12/8: Aylesbury and High Wycombe planned trial]
[Updated 14/8: Zipp approved]
[Updated 19/8: Lime app showing Birmingham as an area of (planned) operation?]
[Updated 26/8: Beryl approved]
It’s been over a month since rental eScooters have been legal on public roads and cycle paths in the UK. Since then, one trial has started and a number have been announced, with a number of eScootershare operators also signaling intent without naming specific cities (by joining the CoMoUK charitable organisation and/or announcing that their vehicles have been approved for use with the trials by the Department of Transport.) Already, a number of differences in the implementations are appearing. To date:
Middlesbrough (Ginger). Part of a wider Tees Valley trial. Painted hubs. Around 50 eScooters in 3 hubs. £2/20 min. Max speed 12mph (DfT allows up to 15.5mph). Over 18s (DfT allows over 16s). Helmets advised but not mandatory. Ginger were quick out of the blocks with a system based on the Joyride platform – a slightly unfortunate name. The fleets appears to be only operational from 9am to 5pm, so not useful for people commuting. Middlesbrough is not a tourist city so one does wonder who therefore is their intended use base? As the first one, there has been a lot of media attention on any “incidents” which have included under-age users in shopping centres and users on the motorway – such locations presumably fixable with more careful geofence specification. The under-age issue is trickier – Ginger doesn’t allow under 18s – so something isn’t working quite right. Perhaps more worryingly, the fleet is already shrinking, with around 25 available. Hopefully the other 25 aren’t already at the bottom of the River Tees. Or maybe they are seeing high maintenance needs.
Hartlepool (Ginger). Part of a Tees Valley trial, however its trial has been delayed indefinitely as Ginger work out the issues raised with the Middlesborough part of the trial. There are also potential political issues, with the local MP not enthusiastic.
Darlington (Ginger). Part of a Tees Valley trial. Specific launch not yet announced.
Cambridge (Voi). £1+20p/min. Helmets mandatory (not required by DfT rules). Of note, Voi will be rolling out pedelecs at the same time. Cambridge has already had Mobike and ofo bikeshares, both of which have closed.
Peterborough (Voi). This has been announced by some media however I think this is confusion over the authority name that covers the Cambridge trial above.
Milton Keynes (Lime). 250 escooters. Lime already have a fleet of dockless pedelecs in Milton Keynes so have “on the ground” experience of the challenges of managing self-service electric rental vehicles in a UK city.
Milton Keynes (Spin). MK is the first multi-operator trial.
Noteably, almost all these areas have had bikeshare systems that have failed in the past, often due to vandalism.
Liverpool (tender live)(they have an existing bikeshare that has struggled with vandalism/theft in the past – so is operating with around 25% of the bikes it should be – but despite this is very popular) – Voi?
Essex(possibly Ipswich, which had a dockless bikeshare “Urbo” which closed shortly after launching and failed to reopen as promised. It was never clear why they didn’t but I suspect it was because almost no one actually used the bikes. The unique feature of Urbo Ipswich is the bikes had to be secured to street furniture using a secondary lock.)
London(presumably some boroughs and not others. Numerous failed bikeshare systems here – but also plenty still going.)
BikeBiz reports that a dock-based bikeshare, including an ebike component, is planned for the Greater Manchester area in spring 2021, including Machester, Salford and Trafford. There will be 1500 bikes in the first phase. The tender for a provider/operator has just been published.
The city had a brief, ill-fated commercially funded Mobike dockless system, the operator soon giving up due to high levels of vandalism (the bikes themselves were also very poor). The Mobike system was also marred by frequent operating zone changes. and a lack of transparency and openness as to where the bikes were available, how they were being used and their impact (positive or negative) on the public realm.
The first phase of the system is being funded to the tune of approximately £10 million, coming from Greater Manchester Combined Authority funds. That works out at ~£6,600 per bike – similar to the ~£8,000 figures sometimes quoted for the Santander Cycles in London.
Hopefully the capital investment in a “proper” dock-based system will result in a successful operation, without the problems seen previously.
I’ve been keeping an eye on the dashboard to see how UK bikeshare is coping (or even thriving) with a socially distancing world. Here’s an update for the systems* across the UK.
Lime, having been closed since late March, has suddenly reopened, with around 250 bikes on the street this morning – along way from the ~1500 earlier this year, let’s see how they ramp up.
The JUMP fleet (newly obtained by Lime) is still operating, following a two-day partial hiatus following the transfer, but with much smaller numbers. Having got to nearly 1800 earlier this year, it has been operating through the lockdown with a fleet around 600, although this morning it is down to 400. The long-term future of the fleet is unclear. However it is still seeing excellent usage, including a commuter-style morning peak.
The Santander Cycles fleet of 10000 is holding up and afternoon usage is very good, particularly at weekends and bank holidays, including some record simultaneous usage numbers on bank holiday Monday 25th May, where, at one poit, 68% of the fleet was being used. Their technology platform crashed for two consecutive afternoons on what would have been their biggest days, a couple of weekends ago. There is little commuter usage though – confirming it is a railhead-dominated system in normal times. No sign of the previously trialed electric varient.
Freebike have redeployed to focus more heavily on hospitals in central an inner London – and seeing some good usage at these hubs.
Beryl’s fleet remains very small – there are just 15 now in the City of London and Hackney, while they focus on their larger operations elsewhere in the UK.
Mobike continues to dwindle, now around 50 bikes available, a far cry from the nearly 2000 earlier in the year. Almost none of the 50 are actually in their operational area, so they may all have been stolen now.
A new electric bikeshare, Human Forest, is in “stealth marketing” mode ahead of a launch this summer. They promise that their services will be free in some form.
Rest of England:
Good recreational use numbers for Liverpool, Brighton, Bournemouth and Watford
Norwich lower but still good
Hereford surprisingly little use compared with the other bigger UK systems.
Oxford, Cambridge, Bristol and Milton Keynes (both) remain closed.
Glasgow seen wildly high numbers.
Edinburgh also being well used although not as well as Glasgow. This must be a little disappointing to the operator. I suspect it is due to the largely fixed docking stations which cannot be easily redeployed to where people want to use them for the newly popular recreational use – e.g. in/around Holyrood Park, Costorphine Hill, Braid Hills, Marine Drive and the old railway-line cycle network. Instead, many of Edinburgh’s docking stations are in the city centre (but no tourists…) or at the university campus (but no students…)
Stirling is much less popular. Again, like Edinburgh, its deployment is tourist+student focused and so not set up for recreational use.
Forth Valley changed their data feed to a very complex setup which I have not yet been able to get working.
Cardiff’s very popular
Swansea is closed.
Belfast closed at the beginning of lockdown and has remained closed. I am sure there were good reasons for this, but it is a huge missed opportunity.
* I’m excluding the smallest systems (those with less than 100 bikes in their fleet earlier in 2020).
Further details have emerged about this summer’s escootershare UK “revolution”.
Capped at 12.5mph – below the 15.5mph for pedelec.
You’ll need a provisional or full driving licence to use them.
Only escootershare for now – personal escooters are not (yet) to be legalised.
Bicycle-style helmets to be recommended but not mandated.
Will be able to legally go where bicycles can go (so cycle tracks/lanes, roads but not pavements except where marked).
Councils will be able to dictate local policy, e.g. mandatory hub parking.
No word yet from potential operators themselves. One assumes that Lime and Bird will be the obvious two to start, in London, although neither may be in an expansion mood following painful lockdown-related layoffs recently. Bird has run the only escootershare in London and indeed the UK, so far – a small (and expensive – 25p/minute!) operation of around 15 bikes going between three hubs on the nominally private land of the Queen Elizabeth Olympic Park in east London.
Lime and JUMP may be merging, but the number of bikeshare operators with their eye on London won’t be falling. A new operator, Human Forest, is looking to launch this summer, promising the first “free ebike” bikeshare in the capital. (Freebike – the clue is in the name – also have a free mode of operation on their bikes, if you don’t use the battery-assist.)
Their website is sparse but includes a photo of their bike – intriguingly apparently without a wheel lock:
Uber has offloaded its JUMP ebikeshare and (outside the UK) escootershare operation, to Lime, and invested a sum of money in Lime. The move has resulted in a large number of job losses at JUMP, as Uber looks to shore up its finances and focus on those currently profitable. It is the end for JUMP which arose from Social Bicycles (whose largest operation was the GRID bikeshare in Phoenix, USA) as their ebikeshare brand, before being bought by Uber.
JUMP had suspended its operations globally except for in Milan and London, perhaps an indication of the two cities where it remained popular. Certainly, the system was (and still is) well used in London, with each bike normally being used for multiple journeys a day – always a healthy sign for a bikeshare system. JUMP’s London fleet is currently 600 bikes – around a third of its 2020 maximum. Following the Lime offloading, the bikes most disappeared from London streets for a couple of days and nights – possibly while the local operating team was digesting the news – but are now back and continuing to be used well.
I understand that Lime, who withdrew their bikes at the beginning of lockdown, will be likely not putting their own fleet of bikes back out on the streets of London, instead using (and presumably rebranding) the JUMP fleet they now own, due to the better hardware and performance of the latter bike. Lime had mainly moved to escootershare anyway, except in London.
It will be interesting to see how London’s bikeshare map looks following the merger of the two biggest electric fleets and the resumption of normal service post-lockdown. Lime operated in more areas of London than JUMP, and also tended to operate in areas without formal agreements with the borough councils – they also have not published an availability fleet, the only UK operator to not do so. They also frequently expanded and shrunk their operating area. JUMP on the other hand has taken a more formal approach. The two had some overlap but also operated in different boroughs – it is not clear whether the permitting in Hackney, for instance, will transfer to Lime. Hackney operates a hub-only permit model, with two seats, currently awarded to JUMP and Beryl.