MobilityAnalyst

Opt for active travel with one-way journeys of up to km.

0 km 40 km

Walking 0 - 1,5 km

City bike 1,5 - 5 km

eBike 5 - 15 km

Speed pedelec 15+ km

Set an acceptable distance for active travel and find out for how many people walking or cycling is an acceptable alternative. The input is calculated in kilometres per one-way journey with a dedicated bicycle route planner. For distances up to 1.5 km we assume walking. For distances from 1.5 km to 5 km, we assume a regular (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 charts, maps and other indicators on the right-hand side of the screen.

Current active travel users will never use cars or public transport as a result of set measures.

Public transport is an acceptable alternative if:

the accepted extra public transport journey time compared to a car

is no more than:

0 90 minutes

or the one-way by public transport is less than minutes.
and the public transport journey has transfer(s).

First mile

on foot

cycling

car (P+R)

Last-mile

on foot

cycling

Here, you can make decisions regarding the organisation'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, 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.

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 is faster? If the bicycle is selected, it is assumed that a person has a bicycle available. Whether a bicycle is actually used, depends on the relevant cycling, walking and parking times.

Optionally, the effect of Park+Ride facilities can also be shown. The person travels by car to a P+R location and continues the journey by public transport. This alternative is only used if a suitable P+R location has been found that makes the total journey faster and the journey time remains below the set limit.

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

Depending on the measures chosen, current public transport users can switch to active travel, but not to car use.

Discontinue company cars

replace company cars with bicycles or public transport if this is in line with the policy.

Reduce company car emissions

Reduce emissions by %.

0% 100%

Reduce private car emissions

Reduce emissions by %.

0% 100%

With these settings you can indicate whether or not company cars change according to the set policy. Normally, MobilityAnalyst does not change company cars. However, if you do want to replace company cars by bicycles or public transport within the set measures, then tick the corresponding checkbox.

You can also set proposed CO₂ reductions for company cars and private cars. If no company cars are specified, the associated measures will not be shown.

Examples of possible CO₂ saving measures are:

Fuel-efficient driving courses and monitoring (often good for 3-8% CO₂ reduction)
The correct tyre pressure (often good for 2-5% CO₂ reduction)
Making your vehicle fleet more sustainable by (accelerating) replacing cars with electric cars

These measures are immediately incorporated into all charts, maps and other indicators on the right side of the screen.

Travel less frequent

People who travel more than minutes (one-way), will have additional remote work days.

Provided they are present for a minimum of day(s) at the office.

Travel at other times

Outward journey

Homeward journey

Remote work policies can have a major impact on all your mobility figures, such as costs 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 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).

Any decisions made as a result of these measures are immediately incorporated into all the charts, 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'.

By changing the times of the outward and return journey, it may happen that a rush-hour journey falls outside of the rush hours. The travel time outside rush hours is then used in calculations. The bicycle and public transport travel times always are the same, regardless changing the times; no new route calculations are calculated. However, the original travel time is changed to the selected time and the times at which any analysis points are passed are also changed.

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Summary

Situation:

View:

Organisation(s): ..............................................................................................................................................................

Location(s): ..............................................................................................................................................................

Persons: ..............................................................................................................................................................

Processing date: .............................................................................................................................................................. Show

Set measures

Active travel policy

up to

Public transport policy

up to longer than by car

or one way less than

and the journey has transfer(s)

first-mile:

last-mile:

Car policy

discontinue company cars

company car emissions:

private car emissions:

Time and place

with journeys of more than

additional work-from-home

at least on location

Mode of transport

colour	mode of transport	number
	active travel
	Public transport
	private car
	company car

Organisation

Planet

People

remote working per week

Current mode of transport

View:

This is a representation of the current travel method, based on the data provided by the organisation and any assumptions (for unknown mode of transport).

The drop-down menu allows you to switch between a people or kilometre view.

The middle circle shows the modes of transport distribution in outline (active travel, public transport, car). The outer circle shows the same kind of information but broken down into sub modes of transport (such as a company car or speed pedelec)

Potential mode of transport

View:

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

The drop-down menu allows you to switch between a people or kilometre view.

Changes in mode of transport

View:

Active travel		→
Walking		→
City bike		→
eBike		→
Speed pedelec		→
Moped		→

Public transport		→
Without bicycle use		→
Bicycle in first-mile		→
Bicycle in first and last-mile		→
Car (P+R) in first-mile		→

Car		→
Private car		→
Company car		→

This is a representation of the totals per travel method in the current and new situation, given the set measures.

The drop-down menu allows you to switch between a people or kilometre view.

Individual commuting options and details

You are now opening a file containing a large number of people. This may cause waiting times when opening the map view.

Loading data...

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). With the choice for 'Show difference', only people for whom something has been changed are displayed.
The 'public transport' map layer shows (from a certain zoom level) public transport facilities such as railway lines, stations and bus stops. The map layer 'bike paths' shows bicycle routes (dotted green) and separate bike paths (solid green).

CO₂ reduction

a reduction of

This indicator shows the potential annual CO₂ savings as a result of the set measures.

CO₂ emissions per FTE

This indicator shows the total annual CO₂ emissions per FTE, before and after the set measures.

CO₂ emissions per mode of transport

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

Breakdown current CO₂ emissions

Mode of transport	Distance driven	CO₂ kg/km	CO₂ emissions

This indicator shows a breakdown of the organisation's total annual CO₂ emissions from commuting in the current situation.

The annual distance traveled is shown for each mode of transport, along with the average emissions per kilometre and the total annual emissions.

Breakdown potential CO₂ emissions

Mode of transport	Distance driven	CO₂ kg/km	CO₂ emissions

This indicator shows a breakdown of the organisation's total annual CO₂ emissions from commuting, based on set measures.

The annual distance traveled is shown for each mode of transport, along with the average emissions per kilometre and the total annual emissions.

Costs of CO₂ emissions

Based on residual CO₂ emissions

This indicator shows the costs for the residual carbon footprint after measures. There are several ways to look at emissions-related costs:

Some organizations opt for compensation programs that invest in projects that reduce CO₂ emissions elsewhere, for example by planting trees. The costs shown are based on the Gold Standard of, among others, WWF.
Other organisations choose to express CO₂ costs based on European emissions trading. The costs shown here are based on the EU Carbon Price Tracker (see for example https://ember-climate.org/data/data-tools/carbon-price-viewer).
Organisations that choose to capture and store their CO₂ emissions will find an estimate of the associated costs here. These costs strongly depend on the chosen provider and solution.

The values used in the calculation can be changed in the settings screen.

CO₂ absorption

have to grow for a year

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.

Energy reduction

a reduction of

This indicator shows the annual potential energy savings as a result of the set measures. The key figures used are based on the STREAM study by CE-Delft (see https://ce.nl/publicaties/stream-personenvervoer-2022).

Mobility label

In order to make annual CO₂ emissions per FTE easy to compare, a classification of increasing sustainability classes is used (label G to A).

The following limit values are used for this:

A: less than 1125 kg
B: 1125-2250 kg
C: 2250-3375 kg
D: 3375-4500 kg
E: 4500-5625 kg
F: 5625-6750 kg
G: more than 6750 kg

Report: work-related personal mobility (Dutch)

Please note: MobilityAnalyst only shows commuting data. Any data about business travel must be collected in a different way.

The annual commuting of everyone within the scope is shown:

Organisation(s):
Location(s):
More than FTE employed.

That's in total people.

Means of transport most used	Annual commute passenger-kilometres	Of which with company vehicles lease or company owned

These data provide input for reporting in accordance with the Dutch 'Besluit CO2-reductie werkgebonden personenmobiliteit (Decree on CO2 reduction for work-related passenger mobility)'. In 2030, emissions from Dutch commuter traffic and business travel must be reduced by 1 Mton. To achieve this, large employers must report annually on the kilometers traveled by their employees for commuting and business travel. This decree applies to Dutch employers with more than 100 employees.

Employees with on-call contracts (zero hours) or part-time contracts for less than 20 hours per month do not count as employees for the reporting obligation. Therefore, employees with an FTE value below an adjustable limit can be excluded. The limit value is set to 0,115 by default and can be adjusted. Explanation: The lower limit of 20 hours per month corresponds to 4,6 hours per week. Assuming an organisation where full-time employment involves 40 hours, this limit is 4,6/40=0,115.

If the input has been provided correctly and completely, the annual totals shown here can be used in the relevant report for the commuting component. The data on commuting with leased vehicles, together with data from your fleet management system, can form an overall picture of all movements with leased or owned vehicles.

More information? Please contact your mobility advisor or consult:

Required parking spaces

Spaces

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, shared cars.

Reduction parking spaces

is saved annually

With an average parking cost of

€

The average cost of a parking space for the organisation 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?

Required number of charging points

for electric cars

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.

Fleet

This indicator shows the number of company cars, according to the data provided and the potential. This is influenced by the car measure 'discontinue company cars'. Without this measure, MobilityAnalyst will not change company cars.

Required bicycle parking spaces

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.

Commuting distance

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.

Variable commuting costs

This indicator shows the annual variable commuting costs, 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.

Variable commuting costs per FTE

This indicator shows the annual variable commuting costs 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 commuting costs per mode of transport

This indicator shows the annual variable commuting costs per mode of transport, based on the mileage allowances per mode of transport. It shows the level of costs 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.

Average location occupancy

people

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.

Location breakdown

At work location

Working from home, flex office available

Working from home, flex office not available

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.

Relocation

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.

An additional fee applies.

Number of work-from-home days

days

This indicator shows the average number of days per week that a person works at home or in a flex office close to home. A disproportionate week schedule has not been taken into account. The tool does not take into account work at a customer location.

Flex office potential

of the remote workers have a flex office nearby

Operator	Number of people

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 organisation in terms of location.

Time spent on active travel

This indicator shows the annual time spent on active travel. This only includes commutes walked or cycled from door to door.

Kcal burned by active travel

This indicator shows the annual calories burned as a result of active travel. This only includes commutes walked or cycled from door-to-door. Calculations are made with an average of 25 kcal per kilometre.

This indicator shows the Big Mac equivalent of the kilocalories burned is also included. According to McDonald's, a Big Mac contains 525 kcal or 2196 kJ.

Impact on sick leave due to active travel

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.

More information?

Active travel share

This indicator shows the potential increase in the active travel share, in accordance with the specified measures.

Composition of active travel

Walking

City bike

eBike

Speed pedelec

Moped

This is a representation of the indicative subdivision of the different forms of active travel in the new situation, based on the following assumptions: For distances up to 1.5 km, we assume walking. For distances up to 1.5 km we assume walking. For distances from 1.5 km to 5 km, we assume a regular (city) bicycle, for distances from 5 to 15 km an e-bike and above that a speed pedelec.

The percentages shown are relative to the total number of people who travel with active travel, accordance to set measures.

Move the mouse over the graph for details.

Percentage of people who meet the physical activity guidelines

by commuting only

This indicator shows the proportion of people who achieve the physical activity guidelines just by commuting (by walking or cycling). These guidelinges have been defined by the World Health Organization (WHO) and have been translated to local, national guidelines. For adults, the main recommendations are:

Physical activity has significant health benefits for hearts, bodies and minds.
Do at least 150 minutes of moderate-intensity aerobic physical activity per week, like walking and cycling, spread out during the week. Longer activity, more often and at higher intensity, provides additional health benefits.
Do muscle- and bone-strengthening activities at least twice a week.
Limit the amount of time spent being sedentary.

The percentage shown is the share of people walking or cycling more than 150 minutes per week for their commute.

Source: WHO Physical Activity

Average one-way distance

per one-way journey ()

This indicator shows the average one-way distance per person, after measures. This is an unweighted average for all persons, without taking into account the number of travel days per person.

Average commuting time

This indicator shows the average one-way travel time 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 door-to-door, meaning:

Car journey times consist of the average driving 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.

Total commuting time

This indicator shows the total annual commuting time of all people before and after measures. The commuting time calculations include the total times from door to door, which means:

Car journey times consist of the average driving 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.

Potential 'travel less and differently'

of the people

This indicator shows the percentage of people who may commute less and differently due to the set 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 commute less or in a different way due to a certain measure, select only that measure or create an Excel export.

Individual changes per one-way journey

Longer

Shorter

Unchanged

This overview visualizes the individual changes per one-way journey 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.

Move the mouse over the graph for details.

Number of work-from-home days

days

Carpool potential

of the drivers could carpool

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 costs, CO₂ emissions and commuting time.

A person is included in the carpool potential if they:

still travel by car after measures and
live more than 10 km away from the destination and
there is a colleague who lives less than 3 kilometres away and is traveling to the same destination by car.

Public transport quality

per public transport journey

Number of transfers	Persons

In addition to commuting 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 in the fastest public transport connection for all people who travel by public transport, according to the set measures.

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

Note: If people already travel by public transport, they will continue to do so, regardless of the set maximum number of transfers. Multiple transfers are already acceptable for those travelers at the moment and it would be illogical that they no longer travel by public transport as a result of the measure. As a result, the average number of transfers may exceed the set maximum number of transfers.

Overview of individual one-way travel times

This graph shows the number of people divided per 15 minutes of one-way journey 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.

Average one-way distance per mode of transport

This indicator shows the average one-way journey distance per mode of transport, based on set measures. This is an unweighted average across all people, without taking into account the number of travel days per person.

People counter

Number of people with a one-way journey below and above

Analyse how many people have a shorter or longer commuting time compared to custom threshold values. Find out, for example, how many people have a one-way journey of less than 30 minutes / 15 km, or more than 60 minutes. The commuting distances correspond to the modes of transport as determined by the specified measures.

Car reduction potential

saved per day

This indicator shows the number of car journeys (one way) on an average working day that can be saved by the set measures.

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

Disembarkation stations

of the public transport commuters

Last station	Number of people

This indicator shows the number of public transport commuters who use the train and shows a list of used disembarkation stations, in accordance with (possible) measures. These are the last used train stations in the public transport chain.

P+R potential

of the public transport commuters can use P+R

Location	Number of people

This indicator shows the number of public transport commuters using the combination public transport and car (P+R) and shows a list of used P+R facilities in accordance with the set measures.

Commuting time loss due to congestion per driver

This indicator shows the number of hours that an average driver loses per year as a result of traffic congestion, calculated by comparing the individual peak commuting times with off-peak commuting times.

Car journeys during rush hour

This indicator shows the weekly number of car commutes during peak hours, before and after measures.

Public transport journeys during rush hour

This indicator shows the weekly number of public transport commutes during peak hours, before and after measures.

Regional analysis

MobilityAnalyst provides various regional analysis capabilities for many regions. These capabilities provide insight into trips from certain areas of origin, past certain analysis points or to certain destination areas. These areas and points are predefined, often in consultation with a regional partner.

The analysis points help 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 origin and destination areas help, for example, to gain insight into where groups of employees of an organisation or region come from.

Note: if you want to zoom in on the characteristics of persons passing such an analysis point or travelling from/to such an area, it is possible to make a selection of those persons with the filter settings.

	Current*	Potential	All modes of transport

Travel time (in minutes)
Travel distance (in km)
CO₂ emissions (in kg)

Set your measures

Set measures

Mode of transport

Organisation

Planet

People

Current mode of transport

Potential mode of transport

Changes in mode of transport

Individual commuting options and details

CO₂ reduction

CO₂ emissions per FTE

CO₂ emissions per mode of transport

Breakdown current CO₂ emissions

Breakdown potential CO₂ emissions

Costs of CO₂ emissions

CO₂ absorption

Energy reduction

Mobility label

Report: work-related personal mobility (Dutch)

Required parking spaces

Reduction parking spaces

Required number of charging points

Fleet

Required bicycle parking spaces

Commuting distance

Variable commuting costs

Variable commuting costs per FTE

Annual variable commuting costs per mode of transport

Average location occupancy

Location breakdown

Relocation

Number of work-from-home days

Flex office potential

Time spent on active travel

Kcal burned by active travel

Impact on sick leave due to active travel

Active travel share

Composition of active travel

Percentage of people who meet the physical activity guidelines

Average one-way distance

Average commuting time

Total commuting time

Potential 'travel less and differently'

Individual changes per one-way journey

Number of work-from-home days

Carpool potential

Public transport quality

Overview of individual one-way travel times

Average one-way distance per mode of transport

People counter

Car reduction potential

Disembarkation stations

P+R potential

Commuting time loss due to congestion per driver

Car journeys during rush hour

Public transport journeys during rush hour

Regional analysis

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Organisation

Work address

By active travel, passing:

By public transport, passing:

By car, passing: