www.wijzijnbreikers.nl Optimize mobility policies for multiple organizations

Getting started with:

Set an acceptable cycling distance here and find out immediately for how many people cycling may be an acceptable alternative for their commute. The input is in kilometres per one-way trip, calculated over actual cycling routes. For cycling distances up to 5 km, we assume a normal (city) bicycle, for distances from 5 to 15 km an e-bike and above that a Speed Pedelec.

Any decisions made as a result of these measures are immediately incorporated into all the graphs, maps and other indicators on the right-hand side of the screen.

Note: persons who already cycle in the current situation, as indicated by the organization, will never change to motorists or public transport commuters as a result of these measures. However, if the travel method has not been specified by the organization, persons who have been modelled as cyclists can switch into motorists or public transport commuters.

0km
40 km

For cycling distances up to 5 km, we assume the use of a normal (city) bicycle, for distances from 5 to 15 km, we assume the use of an e-bike and above that a Speed Pedelec.

Here, you can make decisions regarding the organization's planned public transport policy.

To assess whether public transport is an acceptable alternative to the car for a person, the public transport travel time and the car travel time of each person are compared. This comparison includes the total door-to-door commute times, based on current timetables, congestion, transfer time and parking time. This can be done in two ways: absolute (in additional minutes) or relative (in percentages). Many traffic experts use the relative approach with a 50% standard (also known as the VF value of 1.5), but in cases with relatively short travel times, an absolute difference of, for example, 20 minutes may sometimes be more appropriate.

An absolute lower limit of, for example, 30 minutes can be entered where public transport is regarded as an acceptable alternative in any case. This helps to avoid unwanted conclusions for shorter distances (if you compare a 20-minute public transport journey with a 10-minute car journey, it may be 100% longer, but perhaps both are acceptable).

In addition, choices can also be made regarding the first and last-mile: will people walk to the bus stop or station, or will they cycle if this proves to be faster? The most common scenarios are public transport (first and last-mile on foot) and public transport cycling the first-mile, but cycling both the first and last-mile is also possible (e.g. when people have shared bicycles at their disposal). If the bicycle is selected for the first-mile, the calculations assume that a person has a bicycle at his/her disposal. Whether a bicycle is actually used, depends on the relevant cycling, walking and parking times.

If no acceptable public transport connection is found in the specified way, an alternative can be found in the form of a car-public transport combination using a nearby P&R. In this way, a car-public transport combination can still contribute to a reduction in CO2 emissions or the required number of parking spaces at the location. This alternative is only used if a suitable P&R location has been found and the total journey remains below the set limit.

Any decisions made as a result of these measures are immediately incorporated into all the graphs, maps and other indicators on the right-hand side of the screen.

Note: persons who already take public transport in the current situation, according to the organization's input, can be switched into cyclists as a result of measures, if this is more in line with the chosen policy, but not into motorists. If the travel method has not been specified by the organization, persons who have been modelled as public transport commuters can be switched into motorists.

To assess whether public transport is acceptable, the person's public transport travel time is compared to the travel time by car. This can be done in two ways:

0
90 minutes
0%
100% extra

Choose the desired forms of pre and post transport:

first and last-mile on foot
first-mile by bicycle
first and last-mile by bicycle

MobilityAnalyst normally does not change company cars. If you prefer to forego this, choose this option in which company cars are replaced by bicycles and/or public transport if this suits the selected policy better.

Another measure concerns a direct reduction in emissions from company cars, for example through measures such as

  • Driving training and monitoring in line with 'new driving' (often accounting for 3% to 8% CO2 reduction)
  • The correct tyre pressure (often accounting for 2% to 5% CO2 reduction)
  • Making your fleet more sustainable, for example by only allowing electric or A-labelled cars (ask your fleet manager what a realistic savings percentage is for your fleet)

Any decisions made as a result of these measures are immediately incorporated into all the graphs, maps and other indicators on the right-hand side of the screen.

Question the use of company cars

MobilityAnalyst normally does not change company cars. If you prefer to forgo this, choose this option:

Reducing emissions

0 %
100 %

Remote work policies can have a major impact on all your mobility figures, such as expenses and CO2 emissions, but also on parking and workspace facilities.

This measure allows you to specify the number of (additional) days one does not travel to the location per week (in addition to the values already that may have been specified in the input template) and to specify a lower limit for the number of days that the person must be present. This measure can be applied to long-distance travellers only (e.g. by filling in 30 or 60 minutes as a lower limit) or to all persons (please enter '0' for minimum travel time in that case).

A common interpretation of remote working is working from home, but regional flex offices can also offer an alternative to work locally without much travel time.

Any decisions made as a result of these measures are immediately incorporated into all the graphs, maps and other indicators on the right-hand side of the screen.

This only applies to persons where the input template indicates that they can work from home.

In some cases, it may be desirable to change the times of the outward and return journey, for example in the context of regional rush-hour reduction projects. In that case, select a different time for the outward and return journey here. If everyone needs to be present at 8:00 am, 'Arrival before' and '8:00' should be selected. If the outward journey should start at 9:00 am, select 'Departure from' and '9:00'.

The cycling and public travel times remain the same with these measures; the journey is shifted towards the selected time and the passing times of the analysis points change accordingly. If the travel time is shifted to off-peak hours, car travel times are used that are not based on congestion.

Travel less frequent

Work-from-home policies may apply to all people or only to people with a certain minimum travel time.
People who travel more than minutes (one-way trip), will have additional work-from-home days. Provided they are present for a minimum of day(s) at the office.

Travel at different times (available in beta)

Outward journey at a different time
 Please note, the selection contains different times.
Homeward journey at a different time
 Please note, the selection contains different times.

Here you will find information about the opened file, the license expiration date and the active filter scope. Depending on the data provided, the filter button can be used to select a specific target group, so that you can discover the effects of certain measures on specific subgroups.

In addition, you will find advanced settings and the ability to save results in MobilityAnalyst and Excel file format.


Current selection: from people selected.
The entire file is selected. Measures can be applied to the entire organization. Otherwise select a target group with the filter button below
Warning, a filter is applied, which means that measures are only set for certain groups

This is a (fictitious) demo file. If you would like to apply this to your own specific situation, go to mobilityanalyst.com.
Mode of transport
Routes
CO2
Facilities
Persons
Vitality
  • This is a depiction of the current travel method, as specified by the organization in the template or as modelled (in case the current mode of transport was not known).

    The middle circle shows the modes of transport distribution in main lines (cycling-car-public transport). The outer circle shows the same kind of information but broken down into sub modes of transport (such as a company car or cycling-public transport-walking variant). Hover over the chart for details and numbers.

    (Estimation) current mode of transport

  • This indicator shows the average one-way travel distance per person, before and after measures. This is an unweighted average for all people, not standardised to the number of days each person travels.

    Average one-way travel distance:

  • This indicator shows the annual variable travel expenses, based on the stated mileage allowances per mode of transport. It shows the level of costs before and after measures. Fixed costs, such as leasing contracts, are not included. MobilityAnalyst only supports fixed costs per kilometre and does not (yet) support scales or limit values.

    Annual variable travel expenses:

    These are

  • This indicator shows the annual variable travel expenses per FTE, based on the stated mileage allowances per mode of transport. It shows the level of costs before and after measures. Fixed costs, such as leasing contracts, are not included. MobilityAnalyst only supports fixed costs per kilometre and does not (yet) support scales or limit values.

    Annual variable travel expenses per FTE:

    These are

  • This indicator shows the total annual distance travelled for commuting, taking into account the travel distances associated with the relevant travel method (i.e. cyclists calculated on cycling routes, etc.), before and after measures. This indicator is strongly influenced by the measures concerning the work-from-home policy.

    Annual commute distance:

    This is times around the globe

  • The number of people who may travel less and in a different way as a result of the selected measures.

    This count has been deduplicated: after all, people may fall within the scope of certain cycling policies as a result of chosen work-from-home policies, for example. These people are only counted once.

    If you would like to know exactly which people would travel less or in a different way due to a certain measure, select only that measure or create an Excel export.

    Potential 'travel less and differently':

  • This indicator shows the number of people, FTEs and locations as specified. If your organization has supplied the data for several locations, you can zoom in on specific locations or groups of people using the filter options at the bottom left.

    FTE

  • This indicator shows the number of people present at the location(s) on an average day. This has not yet taken into account disproportionate week schedules.

    Average presence at work location

  • This indicator shows the number of people working at home or at a flex office near home on an average office day. A disproportionate week schedule has not been taken into account. The tool does not take into account work at a customer location.

    Remote work potential

    people work typically days remote.
  • This indicator shows the number of people who work remotely having a flex office nearby. Working at a flex office can be a good alternative. It combines the benefits of working from home (hardly any travel time) with those of working in the normal workplace (work-life balance, facilities, occupational health and safety workplace, etc). It shows the number of people with a flex office of one of the major national suppliers less than 5 km away and could use it in accordance with measures, including a breakdown into the flex operator chains that are most relevant to the organization in terms of location. .

    Flex office potential

    of the  remote workers have a flex office nearby. They have the following operators nearby:
  • This indicator shows the part of the working time in accordance with measures is worked at the fixed work location or remote. The remote work potential is split into people who do and do not have a flex office nearby as an alternative.

    Occupancy per week:

  • This indicator shows the annual movement time by means of cycling. This includes only kilometres cycled from door to door and not (yet) the kilometres cycled to get to the station.

    Annual movement time by cycling:

     

  • This indicator shows the percentage of people cycling to work, before and after measures.

    Cycling to work

  • This is a depiction of the potential travel method, according to the selected measures.

    The middle circle shows the modes of transport distribution in main lines (cycling-car-public transport). The outer circle shows the same kind of information but broken down into sub modes of transport (such as a company car or cycling-public transport-walking variant). Hover over the chart for details and numbers.

    See the website of MobilityLabel for technical details on determining the mode of transport when modelling it and when calculating the effect of multiple measures.

    Potential mode of transport (based on measures)

  • In addition to travel time, the number of transfers is an important indicator of the quality of a public transport connection. This indicator shows the average number of transfers for the fastest public transport connection for all people who travel in accordance with the public transport policy in effect.

    This includes all transfers between public transport connections (i.e. train-train or train-bus) and not car-train or, for example, train-bicycle.

    Public transport quality

    average transfers
  • This indicator shows the number of single trip car journeys that can be saved by the specified measures.

    Car journeys to the station are considered part of a public transport journey and are not counted as a car journey.

    Car reduction potential

    trips per day
  • Carpooling can offer a solution for groups of people for whom cycling and public transport are less suitable means of commuting. If these drivers share a ride with each other, this can help reduce expenses, CO2 emissions and travel time.

    The carpool potential indicates how many drivers there are who have a fellow motorist living less than 3 kilometres away, who also travel by car to the same destination. People who travel by bicycle or public transport are not included in the carpool potential.

    Carpool potential

    motorists
  • This indicator shows the number of company cars, according to the specifications and the potential. This is mainly influenced by the car measure 'Question the use of company cars'. Without this measure, MobilityAnalyst will not change company cars.

    Company cars:

  • This indicator shows the number of parking spaces required on an average day. This does not take into account a disproportionate week schedule or parking spaces for visitors or, for example, carpool cars.

    Required parking spaces

  • This indicator shows the potential annual savings, given the annual cost provided per parking space.

    The average cost of a parking space for the organization varies greatly and depends on the location (inner-city or suburbian) and nature (garage or grounds). It is estimated that the average cost is € 700 per year.

    Whether these savings can actually be achieved and in what time frame depends on several factors: is parking private or shared, and can parking places be easily divested?

    Savings through fewer parking spaces

    If a parking space costs an average of € , the annual savings are:

  • Although each situation is different and the number of charging stations depends, for example, on the number of electric company cars and the number of people and visitors you want to facilitate, there are some rules of thumb.

    The indicator shown is based on the advice to offer one charging point per 10 parking spaces (note: Many charging stations contain 2 or more charging points). This standard corresponds to the EU decision as part of the Clean Energy for All Europeans package.

    According to this measure at all new or converted commercial premises 1 charging point per 10 parking spaces should be installed.

    Minimum required number of charging points

    charging points.
  • Premises

    Organisations periodically reassess the location situation: will an expiring lease be extended again? Are the square metres still in line with current usage? But also: are we still satisfied with the accessibility of the building? What about car dependency? How many locations would be the most suitable? Taking a thorough look at mobility at a possible relocation moment allows for the opportunity to save, for example, in terms of costs, CO2 or talent retention.
    Are there any stay-or-go decisions to be made within your organization? Then consider activating the special relocation module from MobilityLabel (an additional fee applies).

  • This indicator shows the total calories burned by the cycling people each year while commuting. This only includes kilometres travelled from door to door and not (yet) the kilometres cycled to get to the station. Calculations are made with an average of 25 kcal per kilometre.

    This indicator shows the BigMac equivalent of the kilocalories burned is also included. According to McDonald's, a BigMac contains 503 kcal or 2106 kJ.

    Annual kcal burned by cycling:

      BigMacs per year

  • Several studies have shown that people who cycle to work call in sick less often on average. The average number of sick-leave days for cyclists is 7.4 compared to 8.7 for non-cyclists. Among cyclists, there is a larger group who never call in sick. The frequency of absenteeism among cyclists is also lower than that of non-cyclists. Would you like to read more?

    Impact on absenteeism due to increase cyclists

    days per year
  • This overview visualizes the individual changes per one-way trip and shows how many people have their commuting time affected in what way, either for better or for worse, as a result of the specified measures.

    Individual changes per one-way trip:

  • This indicator shows the total annual travel time of all people before and after measures. The travel time calculations include the total times from door to door, which means:
    • Car travel times consist of the average travel time of the outward journey and return journey plus the time required to park the car
    • Public transport travel times consist of travel time according to current timetables, including transfer times and the time required to go from home to the public transport stop and from the public transport stop to the work address.
    • Cycling travel times include the cycling time over the fastest door-to-door bike route plus the time needed to park the bike.

    Annual travel time:

     

  • Index:
    •  Bicycle
    •  eBike
    •  Speed Pedelec
    •  Public transport (on foot)
    •  Public transport (bicycle in first-mile)
    •  Public transport (bicycle in first and last-mile)
    •  Public transport (car in first-mile)
    •  Private car
    •  Company car
  • This indicator shows the number of hours that your organization loses in total annual travel time due to congestion, calculated by comparing the individual peak travel times with off-peak travel times.

    Travel time loss due to traffic jams:

      per year

  • This indicator shows the number of people who, according to the organization's input, can travel at flexible hours and travel by car in accordance with the measures put in place.

    By travelling outside rush hour, one experiences a more comfortable commute and contributes less to traffic jams. More and more people choose to start the day at home and travel after rush hour.

    Travel outside rush hour (car)

    of the motorists can travel at flexible hours
  • This indicator shows the number of people who, according to the organization's input, can travel at flexible hours and travel by public transport in accordance with the measures put in place.

    By travelling outside rush hour, one experiences a more comfortable commute and contributes less to peak crowds in public transport. More and more people choose to start the day at home and travel after rush hour.

    Travel outside rush hour (public transport)

    of the Public transport commuters can travel at flexible hours
  • This indicator shows the number of commuters who travel to the station by bicycle, using a monitored bicycle parking facility at a train station. The annual expenses are estimated based on individual payment per day.

    Note: more and more bicycle parking facilities at stations are free for the first 24 hours, which means that these expenses are not taken into account either.

    Use of parking facilities at stations:

    train-cyclists. Cost indication:
  • This indicator shows the number of commuters who can use a shared bicycle from the station to reach the destination. MobilityAnalyst supports various shared-bikes platforms, of which OV-fiets (public transport bicycle) is the largest.

    The cost indication relates to annual expenses and is based on the daily/trip rates known to us.

    Use of shared bicycles from the arrival station:

    train-cyclists.
  • For each station in the region, this table shows the number of commuters who can use a shared bicycle (such as an OV-fiets) from that station to reach the destination. MobilityAnalyst supports various shared-bike platforms, of which the OV-fiets is the largest.

    The cost indication relates to annual expenses and is based on the daily/trip rates known to us.

    Station names will only appear here if the specified public transport policy is based on cycling post transport.

    Overview used shared-bike locations:

  • This indicator shows the number of bicycle parking spaces required on an average day (including shared bicycles). This does not take into account a disproportionate week schedule or bicycle parking spaces for visitors. On the website of the cycle-friendly employer you will find more information about optimal facilities for cyclists along with the 'bicycle-friendly company' checklist (including certification possibility).

    Required bicycle parking places at location

  • This indicator shows the number of people with a one-way travel time of 60 minutes and any changes to this as a result of the selected policy.

    If you would like to know the number of people with a different threshold value (e.g. the number of people with a travel time of more than 90 minutes), please use the travel time analysis tool elsewhere on this tab.

    Research shows that longer travel time is related to more stress, poorer sleep quality, poorer perceived health and more dissatisfaction with life.

    Persons with more than 60 minutes of one-way travel time

  • This indicator shows the average travel time of a one-way trip per FTE, before and after measures. The travel time is based on the mode of transport in accordance with the selected measures, taking into account any (extra) work-from-home days and weighted by the FTE factor so that a person who is present at the office for more days weighs more heavily in the average than a person with less presence.

    Total times are calculated from door to door in the travel time calculations, which means :

    • Car travel times consist of the average travel time of the outward journey and return journey plus the time required to park the car
    • Public transport travel times consist of travel time according to current timetables, including transfer times and the time required to go from home to the public transport stop and from the public transport stop to the work address .
    • Cycling travel times include the cycling time over the fastest door-to-door bike route plus the time needed to park the bike.

    Average travel time per one-way trip

     

  • This indicator shows the average travel time per week for a person, taking into account the number of days that the person is at the office per week. The travel time per week can be reduced by stimulating working from home, for example.

    Total times are calculated from door to door in the travel time calculations, which means:

    • Car travel times consist of the average travel time of the outward journey and return journey plus the time required to park the car
    • Public transport travel times consist of travel time according to current timetables, including transfer times and the time required to go from home to the public transport stop and from the public transport stop to the destination.
    • Cycling travel times include the cycling time over the fastest door-to-door bike route plus the time needed to park the bike.

    Average travel time per week:

     

  • This indicator shows the number of bicycle parking spaces required on an average day (including shared bicycles). This does not take into account a disproportionate week schedule or bicycle parking spaces for visitors.

    Required bicycle parking places at location:

     

  • This map shows the mode of transport according to the selected measures. It is possible to show all or only certain (sub) modes of transport, e.g. all company cars or cyclists. In the map, people can be clicked on to view more details at the individual level, such as current mode of transport, travel options, travel times and individual sample journeys associated with that travel method. For large files, it can be useful to display the results in clusters (see the corresponding option on the map).

    This map shows whether someone will travel in a different way. In the map, people can be clicked on to view more details at the individual level, such as current mode of transport, travel options, travel times and individual sample journeys associated with that travel method. For large files, it can be useful to display the results in clusters (see the corresponding option on the map).

     

    Travel method per person (based on measures) and individual sample travelsPotential to travel differently per person

    You are now opening a file containing a large number of people. This can cause waiting times when opening the map view. MobilityAnalyst works faster without an active map view, or with a clustered view. It is, however, always possible to display detailed maps, but please take waiting times into account. The best performance is achieved with Chrome or Firefox. We do not recommend using MobilityAnalyst with older browsers like Internet Explorer.

    Loading data...
  • In some regions, MobilityAnalyst shows an expected number of passes at specific predefined counting points. For example, to gain insight into road use at certain bottlenecks in the road network or crowds on public transport routes. The number of commutes per section is shown before and after measures, in order to investigate the effectiveness of, for example, measures to avoid rush-hour and road works.
    The routes to be investigated can usually only be changed by the regions involved.
    You can find more information about route measurements in the knowledge centre.

    This functionality is currently still beta functionality. This may therefore work differently than expected and/or contain bugs. Do you have any comments? Please contact MobilityLabel

    Region BETA

    Labels on the map show:     
        0:00hours
    23:45 hours
  • This indicator shows the annual variable travel expenses per mode of transport, based on the mileage allowances per mode of transport. It shows the level of expenses before and after measures. Fixed costs, such as for lease contracts, are not included. MobilityAnalyst only supports fixed costs per kilometre and does not (yet) support scales or limit values.

    Annual variable travel costs per mode of transport:

  • This indicator shows the total annual commuting distance, broken down by mode of transport, before and after measures.

    Annual commuting by mode of transport:

  • This indicator shows the total annual CO2 emissions associated with the organization’s commuting, before and after the specified measures.

    CO2 emissions:

    These are

  • This indicator illustrates the impact of CO2 emissions and shows the number of trees that have to grow for one year in order for CO2 emissions to be absorbed (after measures).

    This is based on the fact that one growing tree can absorb 20 kilograms of CO2 per year. This means that for 1 tonne of CO2 emissions, 50 trees have to grow for a year, or a 2.3MW wind turbine has to run for 2.5 hours, for example.

    For this,

    trees have to grow for a year
  • To combat climate change, it is best to travel less and cleaner to help prevent CO2 emissions. Emissions that are difficult or impossible to avoid can be made up for in another way, which is called compensating.

    This indicator shows the total annual cost of compensating the remaining CO2 emissions after the measures. There are different cost levels for CO2 compensation, depending on the organization, the standard and the type of project. Like many European organizations, we use a calculated amount of 10 euros per tonne of CO2.

    Cost of CO2 compensation:

     
  • This graph shows the number of people divided per 15 minutes of one-way travel time, i.e. the number of people who, for example, have a travel time between 0 and 15 minutes before (grey) and after (blue) measures.

    Overview of individual travel times of a one-way trip:

  • This indicator shows the total annual CO2 emissions per transport mode in tonnes per year, before and after the specified measures.

    CO2 emissions per mode of transport

  • This indicator shows the average one-way journey distance per mode of transport, before and after measures. This is an unweighted average across all people, without taking into account the number of travle days per person.

    Average one-way distance per mode of transport:

  • Analyse how many people have a shorter or longer one-way trip compared to custom threshold values. Find out, for example, how many people have a one-way trip of less than 15 kilometres or more than 100 kilometres. The commuting distances correspond to the modes of transport as determined by the specified measures.

    Distance analysis

    Number of people below km and above km:

  • Analyse how many people have a shorter or longer one-way trip compared to custom threshold values. Find out, for example, how many people have a one-way trip of less than 30 minutes or more than 60 minutes. The commuting distances correspond to the modes of transport as determined by the specified measures.

    Travel time analysis

    Number of people with a one-way trip below minutes and above minutes:

  • This indicator shows the total weekly CO2 emissions per FTE, before and after the specified measures.

    CO2 emissions per FTE per week:

     

  • This indicator shows the total weekly CO2 emissions per FTE, before and after the specified measures, divided into ascending classes of a mobility label (G to A).

    MobilityLabel applies the following standards when awarding mobility labels:

    1. A: less than 25 kg CO2/FTE/week
    2. B: 25-50 kg CO2/FTE/week
    3. C: 50-75 kg CO2/FTE/week
    4. D: 75-100 kg CO2/FTE/week
    5. E: 100-125 kg CO2/FTE/week
    6. F: 125-150 kg CO2/FTE/week
    7. G: more than 150 kg CO2/FTE/week

    Mobility label:

     

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