What is mysterious is why it took so long for an electrical bike rental service to hit York. Electric bikes started cropping up around the city in April 2021, and they’ve been a hit ever since. We decided to try one on for size.

Which is the best app to rent a bike in York?

At the time of writing, the Tier bike rental app has the monopoly in York. The company also operates an electric scooter network around the city, which licensed drivers can use simply by downloading the Tier app. Unlike private scooters, it’s legal to use a rental electric scooter in York as part of the government’s trial scheme.

How the Tier bike rental scheme works

First things first – if you want to make use of Tier’s e-bikes and scooters, you’ll need a valid driving licence. If you only want the bikes, it’s less restrictive. The age limit for e-bikes is 16, while the e-scooters is 18, plus a valid driving licence. Tier’s ethos is safety-first. That includes penalties for drink-driving, just as there would be in a car. Messing about is ill-advised.

How to sign up to Tier in York

To get started, you’ll need to download the Tier app. It’s a very friendly user interface which takes you through sign-up intuitively. Fill out your personal details and have your driving licence to hand. It’ll ask you to scan this before taking you through to payment setup.

You can hook the app up to your payment card, and then once it’s all approved, you’re ready to go. Just scan the QR code to start. The app features a map screen outlining all the locations of e-scooters and e-bikes in York, relative to where you are. Make sure you turn on location services.

Where are the Tier bikes located in York?

The Tier electric bikes and scooters cover everywhere within York’s outer ring road, from the city centre out to locations such as Upper Poppleton, Haxby, Dringhouses and Heslington. There are some restricted zones and some speed-restricted zones:

Red zones (no riding allowed):

• Coney Street
• Palmer Street
• Museum Street

Speed-restricted zones:

• York Art Gallery
• Frederic Street
• York Minster

Again, these are for safety reasons, stopping or slowing down rides in built-up areas. Tier in York is most useful for those who want to cruise around the city centre and to spots such as the University.

The zones are colour-coded on the map. Anything in off-white is safe to ride at full speed. Yellow signifies a speed-restricted zone, and red a no-riding zone. These areas will show up on the map once you start your ride.

How much does it cost to rent a Tier bike in York?

Electric bike rental in York is charged by the minute. You’ll pay £1 to unlock the bike initially, and then 20 pence for every minute travelled. You’ll see all of this broken down in an itemised invoice sent to your sign-up email address after your journey.

Of course, there are additional charges if you break the rules. Traffic offences, illegal parking or destruction of the bikes can cost up to four figures, so ride responsibly. You must return the bike to a designated parking bay once you’re done. This can cost up to 50€ (£43) if you don’t, so it’s not worth the risk.

Can I reserve a Tier electric bike in York?

You can reserve a Tier electric bike in York. Locate the bike symbol on your map and click on the one you want to reserve. You can reserve it for free for up to 10 minutes. During this time, it won’t unlock for any other users.

Riding the Tier electric bike

Now we’ve signed up, it’s time for the fun part – riding your electric bike.

How many Tier electric bikes are there in York?

At the time of writing, there are 50 Tier electric bikes scattered around York. They’re far outnumbered by the e-scooters, of which there are 250, so you’ll need to consult the map. There are 40 designated parking bays around York, so you won’t have trouble finding one.

Getting set up on the bike

To get started, open the Tier app and scan the QR code on the bike. You can even lodge your mobile phone in the holder and wirelessly charge as you cruise. The app will give you some safety instructions, including restricted zones and how to pay attention on the roads. It’ll even give you the option to wear a helmet, which is locked inside the bike.

There is also a lock attached to a thick wire, which you’ll need to pull out of the bike once you’ve activated it. You can stow this in a compartment on the back wheel, though in our experience, it tended to dangle off a little. There’s a simple twist mechanism to adjust the seat, plus a basket with a 15kg weight limit.

Next, kick off the kickstand and you’re away.

Riding the bike

There are all manner of beeps and bleeps as you set off, making for a futuristic but friendly experience. There’s also a dashboard so you can see what speed you’re going, right next to where you can store your mobile phone.

Riding is generally a smooth experience. As soon as you start to pedal, you’ll feel the electric throttle kick in and soon you’re only doing half the work. Stop pedalling at your peril, though – it will carry you, but you’ll need to put in a little effort, too.

By law, e-bikes cannot exceed 15.5MPH with electronic assistance. We managed to get the bike up to a very commendable 17MPH with some pedalling, though we suspect the speedometer was flattering us. In short, it’s the perfect speed for those who don’t want to go full throttle on a pushbike, but also want some extra pace when commuting. The brakes are very responsive and it’s an all-round comfortable ride. Though it feels heavy when mounting, this soon glides away as the electric kicks in.

In-app features

Not only is Tier environmentally friendly; it’s also very user friendly. The app presents clear instructions on how to stay safe, and how to mount/dismount to return the bike safely.

Head to your personal dashboard and you can save money with the in-app wallet. Make use of the Tier pass or buy rides for a friend. There are also regular promotions on the Tier mailing list, so it’s worth signing up.

Better still, find a starred bike or scooter and you’ll qualify for five free minutes on future rides. (You’ll need to go 500m from the starting point to get these.) The app also offers a “beginner mode” if you want to accelerate more smoothly and travel at reduced speeds.

The verdict

Getting around York isn’t always easy, particularly during busy tourist seasons. Tier couldn’t have arrived a moment too soon, and it’s wonderful to have this eco-friendly alternative to cruise around the city.

Design-wise, it’s not infallible – the locking wire can come loose and it feels a little uneasy and heavy to mount the bike. But once you’re away, you feel completely safe, almost as if the app is talking to you.

Setting up the app is a little cumbersome with the scanning of your driver’s licence, but it’s worth it for the safety. Once you are set up, it really is a case of scan the QR code and go. Dropping off couldn’t be simpler either – just hit ‘stop ride’ and you’ll be charged immediately.

At the time of writing, the e-bikes in York are far outnumbered by scooters, which explains why we don’t see many in use day-to-day. But in our opinion, they’re far more fun than the scooters, at almost double the speed with a smoother, more secure ride.

Our verdict? Cheap, reliable and fun – we just wish there were more e-bikes in York. And if you enjoy the experience of electric bike riding, and want a handy commuting bike, try one of our best folding electric bikes.

Find out more about hiring an e-bike in York here.

This review originally appeared on Electro Heads.

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With 25 years’ experience in transport technology, including a product development director role at Trainline.com, Richard says he co-founded YoRIC to share knowledge and encourage people to engage with the rail industry.

“We hold quarterly evening meet-ups that are open to all – not just those in the rail sector,” he says. “Each time we pick a theme like data or legal innovation and hold a few talks. Then we network with other professionals from all over – anything from academia to York Council, museums and the tourism sector.”

YoRIC also hosts a biennial event to showcase developments in the rail industry, featuring speakers from Network Rail and those involved in the supply chain. The last event took place at the National Railway Museum in February 2019, and Richard says one of its key aims was to change public perception. “Rail travel has a bad public image – people tend to think of clapped-out old pacers. Our events are held to highlight the innovation taking place. We want everyone to get involved, from electronic engineers to data scientists.”

The tech challenges facing the rail sector

Beyond refuting misconceptions, Richard identifies three big developments and challenges for the rail industry over the next five years. The first is structural change – and keeping up with the pace of technical change as ownership changes hands.

“The franchise model no longer works,” says Richard. “We’re seeing a big shift towards public service obligations and the government is taking short-term control. The last Williams’ Rail Review set out a new list of priorities for the industry, fixing the problems caused by privatisation.

“Structural change is a big catalyst for other change – projects that perhaps didn’t make sense some years ago may be viable today, or vice versa. The previous structures didn’t serve them.”

Richard notes a number of challenges within structural developments, including service contracts. “We’ve driven a culture of contractual compliance. It’s hard to plan three or four years ahead – you promise one thing, and then when the time comes, the world has moved on, but you’re still tied into the contract.” This makes rail very risk averse, particularly as an industry that has no allowance for failure.

Mobility as a service

With this shift towards customer-centric travel, we’re now seeing a ‘mobility as a service’ trend. Richard notes that this all comes down to the type of customer. Commuters want convenience, using pay-as-you-go systems from devices like smart watches to touch in and touch out.

“We’re moving away from the inconvenience of the cash and paper ticket system. Much of this comes down to the way we’re working – we might work from home two days a week, so season tickets are no longer cost-effective.

“However, we also need to look at the type of journey. Long-distance travellers don’t just want to touch in at London and find out how much they’ve spent when they touch out at Edinburgh. They want more information around their travel, so the onus is on how we present this information, from websites to mobile apps.”

Connectivity and edge computing

The digital innovation we see today can have myriad effects on pricing, timetabling, error management and crowd control. However, Richard warns that the rail industry has some way to go before we approach true connectivity.

“Most people from the tech sector would be amazed at just how ‘offline’ the transport sector is. Only recently have buses begun transmitting GPS signals. Many trains still run on diesel. The good news is, this is changing – even classic 1980s trains are being retrofitted with analytics tools, like a big computer on wheels. This uploads data in real-time, helping to report errors and reduce delays.

“We’re not timetabling based on guesswork anymore – we can look at CCTV, assess how many people are getting on and off, and report dynamically. This transcends customer benefits – staff can also use apps to report issues.”

Enhancing the digital ticketing experience

Using data to identify customer needs, retailers can now optimise the digital ticketing experience. For example, long-distance business travellers rely on well-designed apps for a distraction-free journey. “Ultimately, it comes down to the product you’re offering. If you are offering long-distance journeys at a reduced price, customers need to have all that information available to them. They don’t need to be distracted by needless contactless tickets and barcodes.

“Conversely, urban travellers going short distances are not as reliant on information, but speed. They don’t want to queue for tickets – they want to be able to track their journeys, and be in and out.”

Naturally, new developments in train connectivity will also affect pricing. Using CCTV, booking data and timetable live reporting, retailers can adjust their prices based on customer demand. However, Richard notes, this only works for rural areas, or for long-distance travel. “In urban environments, simplicity wins. Travel is so frequent that all we need are peak and off-peak prices. For those in more remote locations, or travelling farther, we can use capacity data to adjust pricing.”

But what about other forms of transport?

While timetable delays and on-board errors represent rail’s biggest fear – failure – Richard says that the industry should be more experimental. “Not everything needs innovation, but ticketing certainly does. We need to experiment with different business models.”

One such business model is multi-mode transport. “We could be moving towards one set fee for multiple modes of transport – buses, trains, cars and bikes. But again, we need to understand the customer demographic.

“The London Travelcard scheme was born in the 1980s, whereby you could go to a shop and buy one card for your bus and rail travel. Now, we can do the same with a contactless card, so convenience isn’t the issue. Instead – it’s pricing. Statistically, those who travel by bus only are likely to have lower incomes than those who travel on multiple modes of transport, so why aren’t we offering them the discount?”

However, if we do make the move towards ‘bundles’, we face structural issues once again, warns Richard. “Local authorities are putting together mobility schemes, but the problem is – who buys them? Outside of London, there’s no customer for this. In Manchester, for example, the mayor couldn’t deliver this type of bundle as he only has control over the trams.”

A sustainability shift

Of course, if we can solve the ownership issue, then we could move towards more sustainable travel. “A bundle scheme could drive down car ownership, particularly if we make it convenient with demand-responsive services. For example, if you have many people requesting the same journey at the same time, you could optimise it for the shortest route and the biggest number of passengers. Ad hoc timetables tend to be inefficient, which can contribute to higher emissions.”

Technological advancements are also making the rail industry more sustainable, says Richard, including electrified railways. “We’re moving a lot more now from diesel to electric, and we’re relying on things like regenerative braking and battery power for energy savings.” For an eco-conscious customer, the burden is on retailers to promote the environmental benefits of these new systems, as well as any potential transport bundle schemes.

The takeaway: customer demand drives innovation

Whatever the kind of rail traveller, notes Richard, their demand for convenience is what pushes rail technology forward. “It doesn’t matter about generation – younger people and older people rely on free travel, such as touch-in bus passes. Tech doesn’t deter anybody from using these new ticketing systems, but it does make things easier for the ‘middle’ demographic.”

Ultimately, whether our concerns are pricing, sustainability or simply getting from A to B delay-free, innovation will satisfy customer demand. We’re living in a pivotal moment for rail travel, from more efficient timetabling to better customer convenience.

If we can overcome contractual obstacles, then there’s no telling where rail could go next.

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A Major Projects Authority report on the High Speed 2 railway project has been censored from publication. The report is alleged to contain negative comments from interviewees employed by High Speed 2 Ltd, whose confidentiality was cited as a reason for the veto despite appeals from the Information Commissioner.

Previously, the veto has only been used in extreme cases, including a ban on publication of cabinet discussions on the Iraq War.

Transport Secretary Patrick McLoughlin said: “The public interest in ensuring that projects of this scale are properly overseen is very high. The assurance of confidentiality is important in the conduct of the review.

“In my view, there is nothing in the nature or content of this particular report which outweighs that strong public interest against disclosure.”

The veto is not the first time the project has caused controversy. HS2 has divided opinion since January 2012 when Phase One was announced, promising to cut journey times between London and Birmingham by 32 minutes. One year later, Phase Two was passed, announcing plans to further connect Manchester, Leeds and Sheffield.

The developments came as great news for corporate travellers. Steven Small, Head of Business Tourism at Visit Manchester, said: “HS2 is an exciting project and we welcome infrastructure improvements that bring us closer to clients nationally and internationally.”

High speed rail is defined as speeds of more than 155mph. Projecting speeds of up to 250mph, HS2 will see 351 miles of track connecting 18 British cities, with potential journey time savings of up to 85 minutes.

HS2 has also promised great economic benefits, with Business Secretary Vince Cable stating in January that the project will create 2,000 apprenticeships, while the Core Cities Group say that it will underpin 400,000 new jobs.

But with current projected costs of £50 billion, rising from £32 billion in January 2013, will HS2 bring Britain to a halt? Yorkshire-based Bob Gwynne and Jo Mason gave their opinions on the environmental and economic effects of HS2, as well as their thoughts on the government veto.

Does Britain need HS2?

Yes

Bob Gwynne is Associate Curator of Rail Vehicles at the National Railway Museum in York.

Britain’s railways are currently undergoing the biggest electrification process the nation has ever seen. This is great news for local connectivity but for national connectivity you need something more. That’s where HS2 comes in.

The problem with HS2 is that it suffers from bad PR. When Phase 1 was announced, newspaper headlines were focusing on the 32-minute journey time saving from London to Birmingham, when in fact they should have mentioned the countless benefits of freeing up the West Coast Mainline, a line laid down in the 1830s which cannot sustain today’s 140mph standards. The line needs to be freed up for freight operators, and HS2 can help to achieve this.

The MPA veto is irrelevant as the report is two years out of date, but the antis want to see it published because it seems to support their belief that HS2 is a waste of money.

Every railway and road building project has attracted bad press from environmentalists. In Germany major plans were scrapped because of nesting birds, but as a smaller country we cannot afford the same luxury. The route is very clever and has been designed to make construction as problem-free as possible.

High speed rail has benefited travellers the world over and will continue to do so; France is still reaping the benefits of the TGVS, which were built in the 1980s. The Olympics could not have taken place in London without the plans for HS1.

Western societies are built on growth and we need good infrastructure to make that happen. In order for HS2 to work, we need to review our current fare structure and make sure the developments are beneficial to everyone.

No

Councillor Jo Mason is Chair of Church Fenton Parish Council and Co-ordinator of the local Stop HS2 action group.

HS2 is a vanity project that can only make our current railways worse. Fewer than 7 per cent of commuters travel for more than 20 miles, so rather than investing £50 billion of taxpayers’ money into intercity travel, we should focus on improving our current services. If HS2 goes ahead, the West Coast Mainline will lose 20 per cent of its essential commuter services, with reduced services in Bradford, Wakefield and Harrogate.

The government has a meagre budget of £1.2 billion to compensate those affected by HS2, including the 400 residents of Camden whose houses will be demolished and the 500,000 homeowners whose homes will be devalued nationwide.

HS2 will require four times the amount of power required for current intercity services, which would necessitate environmentally-damaging nuclear power stations countrywide. The construction phase will disrupt six motorways including the M1, with catastrophic effects on local businesses. The route passes through the Chilterns Area of Outstanding Natural Beauty and threatens thousands of acres of ancient woodland which cannot be replaced, while the predicted noise level is also higher than what is considered safe by the World Health Organisation.

Reports by KPMG state that its statistics for HS2 cannot be relied upon, including the failure to acknowledge rising energy prices or the decline in railway passenger growth. HS2 will also be too expensive to achieve its current projected passenger numbers.

The Major Projects Authority was set up to protect taxpayers’ money and provide information on how projects such as HS2 were going – by blocking it we are ignoring the Prime Minister’s commitment to greater transparency. We should listen to the public and invest in sustainable projects for a better future.

Construction for HS2 is projected to start in 2015, with Phase One completed by 2026 and Phase Two by 2033. Share your HS2 views on Twitter @HS2ltd.

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Based in the Covent Garden Piazza, the London Transport Museum chronicles the journey of London’s infrastructure from the early 19^th Century to modern day. There are currently 450,000 items kept in galleries and as part of exhibitions and other activities. From hidden London tours to modern art, visitors are also given a glimpse of future transport methods for the next generation.

Accessible facilities

Wheelchairs are provided upon request, with lifts to all exhibits and attractions, though due to the historic nature of some collections, not all vehicles are accessible. For hearing impaired visitors, induction loops can be found throughout the museum, with all audio visual exhibits fitted with induction loops or subtitles. Gallery Talks are available in BSL, though these must be booked in advance by calling 020 756 57298.

Water bowls are provided for assistance dogs and large print highlight tours are available upon request, as well as magnifiers. Visitors can also book described tours in advance over the telephone. Full disabled access and magnifiers are available for the library, though it is recommended to call ahead to use this facility.

What’s on at the London Transport Museum

Year of Engineering

From 23^rd March, visitors can explore the innovations in tunnelling from Brunel to Crossrail, or enjoy the Future Engineers gallery with an interactive space for parents and children. Easter family fun will also take place between 30^th March and 15^th April; plus there is the Summer of Engineering programme to look forward to from July.

Evening events

Visit on Thursday and Friday evenings from 6:45 for ticketed events such as the Swinging Sixties on 18^th May or the Late Debate: Environment Matters on 7^th June. Adults: £15. Concessions and LTM Friends: £12.

For more information, visit Ltmuseum.co.uk.

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