BICYCLE PARKING IN THE CITY CENTRE

Transcription

1 Infrastructure Give Cycling a Push INFRASTRUCTURE/ PARKING BICYCLE PARKING IN THE CITY CENTRE Overview All cities serious about cycling should develop a strategy for bicycle parking in the city centre. A mix of dispersed small parking provision and large secure storage facilities will offer cyclists easy access to key urban destinations. Observation and needs analysis should determine locations, quantity and quality. As a result, this will attract more cyclists, improve the quality of ness. Background and Objectives Function 1 Well-planned public bicycle parking facilities in the city centre offer cyclists safe and convenient parking opportunities near a mix of urban destinations. The location, the quantity and the quality of parking provision must match the needs of cyclists. In addition, this reduces bicycle theft, improves cycling accessibility of the area, contributes to modal shift and keeps public spaces uncluttered. Scope All city centres need well-planned bicycle parking infrastructure. This is one of three indispensable components of the trip chain: storing at home, riding on a cycling network and parking or storing at destinations. This may not seem obvious. After all, a bicycle is small and light, convenient to hop on and hop off and easy to dispose of. Just lean it against a wall or attach it to a lamppost, a traffic sign or a railing right in front of your destination. Such informal parking may be charming in small numbers, in little villages or quiet neighbourhoods, but in the centre of a busy city we are faced with two problems. Large numbers of bicycles standing or lying around creates chaotically cluttered space. They block pavements and hinder pedestrians, and they visually degrade the quality of public space. This is a very real challenge today in cities with high levels of cycling. But starter cities with high ambitions for a cycle network must also plan for the increase in cycle parking demand. Again in cities, bicycle theft and vandalism are serious issues. Concern about theft and vandalism discourages people from cycling. It also makes people use old and badly maintained bicycles, less comfortable, less safe and less attractive. Consider the following results from Dutch surveys. Of all the people who never cycle into the city centre, 31% give fear of theft as the reason. Of all those who do not own a bike, around 25 % gave fear of theft as a reason. And when their bike is stolen, 25% of cyclist cycle less or simply abandon cycling. However, it would be wrong to see bicycle parking only as a problem to be solved or a nuisance to be eliminated. Such a view may simply lead to regulating and banning bicycles from city centres. Such a negative approach will be counterproductive and hinder the growth of cycling. It is vital to consider bicycle parking facilities as an opportunity for city centres. Large numbers of informally parked bicycles should not be read as a problem but as a sign strong demand for more and better cycle parking provision. 1 Additional sources for this fact sheet: CROW, 2001: Leidraad fietsparkeren 2008: Bicycle Parking Manual (all diagrams taken from this last source). Bicycle parking in the city centre page 1 of 9

2 Well-organized bicycle parking boosts cycling. Cyclists are encouraged if they know that wherever they go they can count on finding adequate, sufficient, high-quality and safe bicycle parking. High-quality provision is also visual proof to all that cycling is taken seriously. Experience consistently shows that good-quality parking attracts latent demand. Indirectly, bicycle parking contributes to boosting city centre attractiveness. In combination with a cycling network, it improves accessibility for cyclists. It should be part of a general parking policy, aiming for a modal shift towards public transport and cycling. This way, car parking space can be freed up, inside buildings as well as in public space. Ten bicycles only need as much space to park on as one car. Cyclists contribute significantly to the economic health of a shopping district. In most cities, most shoppers do come by car. Many retailers conclude that car parking provision is a priority and may resist giving space to cyclists. Establishing the exact financial contribution of cyclists is hard. But research has shown that it would be wrong to surveys show that retailers often underestimate the share of cyclists and pedestrians. Secondly, customers by car spend more per visit, but cyclists are more regular customers, living nearby. As a result, in some cities surveys have shown that cyclists actually spend more per visit on average than car users. Implementation Definition Public bicycle parking in the city centre is the well-planned and monitored provision of publicly accessible parking facilities for cyclists. These include free parking opportunities, unsupervised racks or stands and supervised storage. Image sources: T. Asperges, F. Boschetti, Dft Bicycle parking needs careful planning Generally speaking, cycle parking must be integrated into all planning processes. This is still quite a culture change in many cities. If we take cycling serious as a transport mode, cycling should be planned for in all new buildings and developments and in urban renewal schemes. After all, this is standard practice for car parking. There is no reason why it should not be standard for Bicycle parking in the city centre page 2 of 9

3 cycle parking. Bicycle parking should logically be part of general municipal parking policy. It should also be remembered that a parked bicycle takes up about one tenth of the space of a parked car. There are no quick fixes, no easy standard solutions for city centres. Bicycle parking provision must be carefully. If facilities do not respond to needs, they will not be used and be simply wasted. If there is not enough provision or in the wrong place or of the wrong kind, they will be useless. Two extremes should be avoided. One quick-fix approach is the haphazard multiplication of small on-street parking facilities. The objective is to quickly expand on-street parking supply to facilitate orderly parking. Small cycle racks and stands are installed wherever space is available. Quantity can indeed increase quickly. But this will hardly be efficient if quality is not considered and if location is simply guided by space op needs. As a result, some racks may be well-used, others prove too small, and still others may remain empty. Sometimes bicycles will pile up right next to an empty rack, if the rack is of the wrong type or not conveniently positioned. Another quick-fix approach is the overconcentration in one large indoor facility. The objective is to get bicycles off the street and to reduce theft. Building a covered, secure (possibly manned) and often expensive parking storage facility seems like a high-quality solution. Often a fee will be asked. If it is well-located near a busy destination, it may attract numerous cyclists, mainly for average or long-term parking and owners of expensive bikes. But it will not get all bicycles off the street and may remain underused. Especially a cyclist who needs a quick short-term parking solution will not walk the distance to a paid-for storage facility. And obvious over-provision will provoke irritation. Clearly, an efficient and effective mix of provision will be needed. This needs to take into account that each city-centre is a uniquely mixed area, comprising shops, employment, leisure, culture, education and housing. For each of these functions in isolation, standard indicators exist to define the necessary quantity and quality of parking provision 2. This will mainly be provided on their own grounds or indoors. But in the city centre, all of these occur together and most visitors will park in public space. As a result, we are faced with diverse cyclist parking needs in public space. Typically a city centre draws large numbers of visitors, short-term as well as long-term. Cities just starting to provide bicycle parking will, very sensibly, put in public parking provision at major visitor destinations. But how to decide on the quantity and type of provision needed? A trialand-error approach may work, if is combined with careful monitoring and quick adaptation to demand. But it is more efficient to develop first a well-founded strategic plan. Because of all this, a planned, area-wide policy for public bicycle parking is recommended. A careful local needs analysis is indispensable. This makes it possible to efficiently plan cycle parking locations, quantity and quality. Monitoring at regular intervals is recommended to adjust provision to evolving needs. Cycle parking fits into an overall parking and travel demand management policy. Balancing the supply of car and bicycle parking can contribute to a desired modal shift. Mapping supply, demand and required measure The starting point is observing and analyzing current supply and demand. Since location is crucial, it is recommended to make use of maps, rather than tables or graphs. Even at low levels of cycling and parking provision, lessons can be learned from looking at where cyclists park and where they do not. These are the steps in a well-tested approach, which can be repeated for monitoring. Define a sufficiently large area. Do not restrict the research too narrowly to the central area itself. Make sure to include all relevant destinations and parked bicycles, as well as opportunities for new storage facilities. Too large an area is better than too small. Divide the area into street sections of approximately 50 m, with squares as a separate section. 2 See POLICY GUIDELINES ON INFRASTRUCTURE Bicycle parking in the city centre page 3 of 9

4 Count at peak times on a representative day, ideally from May to June or in September/October. One counting round of the whole area should be finished within an hour. The size of the area will then determine the human resources needed. For each section, count the supply: the number, the type and the quality of parking facilities (stand-alone, covered, supervised or automated). For each section, count the demand: the location and the number of parked bicycles; also indicate how many use a parking facility, how many are parked outside but next to a parking facility, how many are parked on their own away from a parking facility. For each section, consider counting stray bicycles, which take up parking capacity. The way to determine this is by marking all parked bicycles and coming back for instance a week later, to check how many have not moved. One simple way is to make a chalk mark on the tire and one on the ground just below: if chalk marks still correspond after a week, the bicycle has not moved. Present the occupancy rate on a map or a series of maps. This can be done for the entire area, for subareas and for each section. Take into account the quality of facilities: bicycles parked next to empty provision clearly indicate the bad quality of the infrastructure. An occupancy rate of more than 80% signals insufficient capacity. The 20% spare capacity is needed to reduce searching time for cyclists and to allow for bicycles blocking up the space next to them (because of shopping bags, unusual design etc). An occupancy rate of less than 50% is considered over-capacity. Add to the map current and future major destinations. Draw in magnets, such as shopping areas, business districts, major interchanges, and leisure and culture destinations. This will clarify the spatial patterns of demand and underor oversupply. Estimate the impact of future developments, in the central area but also residential developments within cycling distance of the city centre. Estimate the impact of major traffic policy changes (such as congestion charging, pedestrianizing etc.). Rolling-out a large scale cycling network over the next few years should result in a major increase in parking demand. Involve cycli in the initial analysis as well as in the subsequent monitoring. Their hands-on experience is invaluable in identifying difficulties and opportunities, desires and potential. Cyclist organizations often have clear priorities and strongly held ideas. Setting children, men and women of different ages, using the bike for shopping, work or leisure. Then define the measures for a cycle parking plan and also indicate them on a map. Increase or decrease the supply area-wide, if the occupation rate is respectively over 80% or under 50%. Relocate the supply, if at some places it is overused, at others underused. Adapt the type of parking provision, if certain types of facilities are under- or overused. Provide for suppressed demand. Good quality cycling storage generates higher demand. It is recommended to provide 25% spare capacity, in addition to the estimated demand. Bicycle parking in the city centre page 4 of 9

5 Example of a cycle parking observation map (Source: 2000, Collection of cycle concepts, DK) Example of a bicycle parking plan: number of spaces, service level and location are indicated and related to major destinations and public transport hubs (source: DCF, 2008 Bicycle Parking Manual, DK) Bicycle parking in the city centre page 5 of 9

6 Boosting demand by free supervised storage Parking facilities come in roughly three broad categories. The table indicates their average user share in the Netherlands, where there is generally a well-planned mix of facilities available. Unsupervised storage typically racks or stands in streets and squares Free parking outside of any facility Supervised storage facilities either manned, automated, equipped with CCTV or any combination of these. 4 4% % 1 8 % Since supervised storage is the highest service level, it has the capacity to boost demand, but prudence is recommended. The takebased on Dutch experience. Limit the ambitions for supervised bicycle parking facilities. In Dutch cities, it is hard to attract more than 18% of cyclists to supervised storage, certainly in cities with a population below 100,000. In smaller cities, distances are shorter and centres serve more daily shopping needs, which means more short-term parking. Theft also tends to be a less of a problem. Provide sufficient dispersed unsupervised storage. Cycling visitors on brief visits (less than half an hour) will want to park in front of their destination, where they can often keep an eye on their bicycles. To discourage randomly parked bicycles in shopping streets, simple and small parking systems should be found almost everywhere. Survey cyclists to define demand for supervised storage. Relevant questions are: quality of the vehicle, age, frequency of visits to the city center, duration of visit to the city centre. Generally, supervised storage will be more used by owners of expensive bicycles, by elderly people, by occasional visitors and by long-term visitors. The table shows averages for the Netherlands. The percentage values reflect the high cycling rates of CHAMPION CITIES, but what is important are the relative differences between yes and no. Population characteristics Yes Average use of supervised bicycle storage facility No Good/new/expensive bicycle 18% 0% Over 40 years of age 21% 12% Weekly visits or more frequently 20% 12% Visits of 1 hour or more 20% 8% Locate supervised storage facilities in or on the edge of the core shopping area. This should be within a radius of 150 m from the heart of the area. Create a comfortable and attractive walking route, with a good visual relationship with the shopping area. Use free supervised storage as a magnet. The effect can be significant, not only because it is free, but also because it saves time for paying and checking in and out. This ways, the storage also attracts a higher rate of short-term parking cyclists. To strengthen the effect, free supervised storage should be located near major destinations for shortterm cyclists, such as a department store or city administration. A well-documented case in Apeldoorn (NL) showed that when storage was made free, the number of users doubled, and around 20% of new users did not cycle into town before. In this case, free guarded storage is funded from car parking revenues. Use regulation of free parking as a last resort. Banning cycling or bicycle parking is a restrictive measure. Cyclists will only accept it if it seems logical, if high-quality alternatives are available and if they perceive that there is vigorous enforcement. Clusters of smaller parking facilities or reserved areas should be fairly dense, in order to convince short-term parking cyclists. A ban will work better if the area is smaller. Bicycle parking in the city centre page 6 of 9

7 Recommendations for lay-out and design On-street parking needs to fit into existing or new urban space. Lay-out needs to combine efficiency and high-quality urban design. Only if a parking facility is convenient, attractive, safe and visible for the cyclist will it be used. At the same time, integrating bicycle parking harmoniously into public space is a challenge and an opportunity for urban designers. Here are some guidelines. Locate parking provision in the natural access path of the cyclist. Ideally, bicycle parking works like this: you cycle towards your destination; close to the destination you catch sight of a clearly marked bicycle parking facility, which is easily accessible; you park and secure the bike and continue your path to your destination. Imagine the worst-case scenario: you arrive at the destination, arrows lead you on a detour to a hidden underground facility, from which you then have to walk back to where you arrived: chances are that you will simply park your bicycle on the street. If there are several access routes, prefer the one most used, or put in a facility on each of them. As a simple rule of thumb, a place where many bicycles are spontaneously parked is most likely a good spot to establish parking provision. Define distance to destination based on function, time and service levels. The longer the stay, the farther a cyclist will be willing to walk. At one extreme, three is the cyclist on a 5-minute errand, who may use a simple stand if it is less than 15 m from the shop. At the other extreme is the day parker, who will put a premium on security and may walk up to 100 m to his destination. The graph below from the Danish Parking Manual summarizes this. Make sure the bicycle parking facility is in a visible location, well-lit and with lots of social control. This makes them easy to locate and enhances social safety. Ideally, signage should not be needed. If parking is covered or underground, the entries and exits should be clearly visible, inviting and sufficiently wide for two cyclists to cross, at least 2 m. At the same time, cycle parking should not dominate space or be a form of visual pollution. This is an urban design challenge. Clearly delineate the parking area. This can be done through a line marking, different surface material or street furniture such as bollards or a low wall. The delineation is a strong incentive to parking your bicycle there and nowhere else. Access should be easy, and a simple and subtle effect should be created that fits in with the urban environment. In a pedestrian area, the bicycle stand can be a structuring element. Consider extra facilities and services, ranging from compressed air, a drinking fountain, storage for a helmet and kit to a toilet and a bike repair shop. These can be used at fairly large parking locations. In case the parking facility has to be located relatively far from destinations, such extra provision can be a way to attract cyclists to use it. In streets, turn car-parking spaces into bicycle parking. In a traditional street with a parking lane, it is easy to take out one or two spaces and create room for eight to twenty bicycles, if these are parked at an angle. Such spaces are very easily accessible from the street and from the pavement, and they leave the pavement unobstructed. For angled parking, a depth of 1.4 m is sufficient, for perpendicular parking 2.2 is needed. In traffic-calmed streets, use pavement extensions for bicycle parking. As a traffic calming measure, pavement extensions are use to narrow the carriageway, especially on street corners. This creates the opportunity for bicycle parking stands. These should be carefully located, so as not to become an obstacle for pedestrians and the mobility impaired. Create long-term facilities preferably at street level and covered. Bicycle parking can create urban and object design opportunities: racks or stands can be specially designed, and entrances to storage facilities can become landmarks. Any design should however remain functional and simple, not overdesigned. If street furniture is specially designed, bicycle provision should be included, to integrate it visually and also upgrade its presence. Bicycle parking in the city centre page 7 of 9

8 Parking on the natural access path (source: DCF, 2008 Bicycle Parking Manual, DK) Acceptable distance from bicycle to various destinations (source: DCF, 2008 Bicycle Parking Manual, DK) Car parking space turned into bicycle parking space (source: DCF, 2008 Bicycle Parking Manual, DK) Bicycle parking area on a pavement extension. (source: DCF, 2008 Bicycle Parking Manual, DK) image source: D. Dufour image source: D. Dufour Bicycle parking in the city centre page 8 of 9

9 The sole responsibility for the content of this fact sheet lies with the authors. It does not necessarily reflect the opinion of the European Communities. The European Commission is not responsible for any use that may be made of the information contained therein. Considerations Strengths Well-planned bicycle parking in the city centre Weaknesses Parking design integrated into street furniture design (source: DCF, 2008 Bicycle Parking Manual, DK) Attracts more cyclists and adds value to the cycle network as a whole Improves the quality of public space, by avoiding cluttered bicycles and by opportunities for well designed bicycle parking provision Increases city-centre attractiveness. Well-planned bicycle parking in the city centre requires resources for observation, analysis, strategic planning and implementation. For all of this sufficient political support is needed. Alternative options Banning cycle parking or cycling as a whole from the city centre requires enforcement and will discourage cycling. Bicycle parking in the city centre page 9 of 9

10 Infrastructure Give Cycling a Push INFRASTRUCTURE/ PARKING BICYCLE PARKING AND STORAGE SOLUTIONS Overview Dispersed, small bicycle parking systems, such as inverted U-stands, allow cyclists to park and attach their bicycle for short periods and near their destination. More elaborate secured storage facilities, such as lockers or supervised storage, allow cyclists to store their bicycle safely for longer periods, at slightly larger distances to their destination. Available products range from inexpensive small parking devices to automated systems and supervision. Background and Objectives Function Bicycle parking systems (racks, stands) and storage facilities (lockers, cycle centers) are a range of facilities allowing cyclists to park their bicycles safely, conveniently and in an orderly way. As such they contribute to a well-organized public space and increase the attractiveness of cycling. Scope Bicycles can be parked anywhere, leaning against a wall or attached to a post or a railing. However, with large numbers of bicycles, the situation becomes messy and confused. This is no longer practical and safe for cyclists, and it turns into a physical and visual nuisance in public space. This in turn may discourage bicycle use and turn opinion against cyclists. Wherever a concentration of parked bicycles is present, expected or desired, these need to be accommodated with well-organized, convenient and safe public bicycle parking facilities. This in itself will encourage the use of cycling. For short-term bicycle parking, reserved on-street spaces should be provided, dispersed over streets and squares. These should be equipped with appropriate parking systems to support the bicycle and secure it. For longer-term parking and increased protection against theft, protected storage facilities should be provided, such as lockers and supervised cycle centers. These can range from small individual lockers to vast cycle stations. For more information on neighbourhood storage facilities, reserved to local residents, see the fact sheet on BICYCLE PARKING IN RESIDENTIAL AREAS. For more information on planning quantity, type and location of parking facilities, see the fact sheet on BICYCLE PARKING IN THE CITY CENTRE. For more information on bicycle parking at public transport stops and stations, see the fact sheet on CYCLING FACILITIES AT INTERCHANGES. Implementation Definition Public bicycle parking facilities includes two types of provision. Bicycle parking systems are structures that support a standing bicycle. These include various types of racks and stands, for a single bicycle or for several, with an integrated bolt locking system or not. They allow cyclists to park a bicycle. Bicycle parking and storage solutions page 1 of 10

11 Bicycle storage facilities are protected spaces for storing a bicycle. These include individual and collective lockers, as well as cycle centers. They may be supervised or not, automated or not, free or paying. In the larger ones, bicycles will be stored in parking systems. They allow cyclists to store a bicycle. Short-term parking systems Cyclists first and foremost need to able to park bicycles. Parking means leaving the bicycle behind for a short time, 2 h or less. They will want to park as near as possible to their destination, typically less than 50 m. Research in major UK city centres illustrates this: asked why they parked in a particular location, 86% of cyclists said because it was close to destination (only 16% security); it also showed that 75% of cyclists park for less than two hours within 50 m of their destination 1. This demand needs to be met with a dispersed offer of small parking facilities, at short distance intervals. The simplest way is to allocate reserved bicycle parking space, without installing a parking system. This can be done by simple marking, by different surface materials or using street furniture. This in itself will already incite cyclists to park there. The advantage is that space is left free for other uses, for instance in town squares. However, it is only suitable for bicycles that have their own kickstand and fitted lock. Even then, the bicycle is not attached to a fixed object and risks falling over or being stolen or vandalized. Reserved bicycle parking space, with only markings, and the clutter it avoids (Amsterdam, NL) It is recommended to provide a fixed structure that supports the bicycle and to which it can be attached. This can take the form of a stand, for a single bike or one on each side, or of a rack, for multiple bicycles in a row. A wide range of products is available on the market, but not all are equally good value. The following criteria should be considered in assessing product quality. Does it provide stability? A bicycle with 10 kg of luggage in a side bag should be able to stand up without damage to the bicycle. Does it protect against theft? It should be possible to secure both the frame and the front wheel. If only a wheel can be attached, thieves may detach the wheel. If the bicycle only has a fitted lock, not attached to the parking system, thieves may just lift the bike and break the lock later. Is it compatible with many types of different bikes? Many preformed systems to the increasingly popular folding bicycles. Suspension systems are not suitable for longer bicycles. Specific solutions may be considered in some situations, such as special provision 1 DfT, 1997: Traffic Advisory Leaflet 7/97 Supply and demand for cycle parking (results of surveys and field observation in Leicester, Nottingham and Southampton). Bicycle parking and storage solutions page 2 of 10

12 Is it practical? The system should be easy to use, self-explanatory and require minimum effort. Sophisticated anti-theft devices may be confusingly difficult to operate. Any system that requires lifting the bike will be less used. Is it robust? The system should be solidly fixed to the ground or wall, weather proof and vandal-resistant. Small parts often provide leverage for destruction. Systems with built-in locks, risk malfunctioning or being damaged by vandals. Is it easy to maintain? The system should not attract litter and be easy to clean, even when fully occupied. In view of these requirements, it is not surprising that the inverted U-shaped bar is widely recommended. The height is between 0.7 m and 0.8 m. The bicycle frame leans against it and the frame and a wheel can be attached with a single lock. It is easy to use and suitable for all types of bicycle. Its a simple, low-tech and robust design that makes it easy to install and difficult to vandalize. It is inexpensive and requires minimal maintenance. An extra horizontal bar is useful to support smaller bicycles. Moreover, any number of them can be simply aligned and provided with a roof for covering. It also allows for design variations to fit in with street furniture. Inverted U-shaped bar stands, with design variations (UK image source: Cycling England) For the same reasons, low front-wheel grips should be avoided. These can be slots in concrete, or wheel grips attached to a wall or incorporated in racks. They do not give enough stability, so that bicycles may fall over and be damaged, also on purpose by vandals. They also do not allow the frame to be secured. Finally, racks attract leaves and litter and need more maintenance. However, in Denmark, front-wheel wedge-shaped grips are widely used and recommended, on condition that the grips are sufficiently wide and mounted at the same height as the wheel. But they still have the disadvantage that the frame cannot be secured, so they are not recommended where theft is a major concern. Horizontal front-wheel grips are TO BE AVOIDED (image source: T. Asperges) Bicycle parking and storage solutions page 3 of 10

13 Vertical front-wheel grips, common in Denmark (image source: P. Celis 2008, Bicycle Parking Manua, DK) Bicycle systems allow for innovative and arty design. They may become striking objects in public space. The basic quality criteria should, however, always be respected. A creative example is the bicycle key developed in Odense. This is an elegant locking device than is sunk into the ground when not used. The cyclist pulls up an eyelet that can be attached to the is attaché to a wire and a weight that pulls it down when released. The advantage is that it takes up no space and can be used with all kinds of bikes. The disadvantage is that it does not support the bicycle: in Odense it complements a front-wheel bicycle rack. The Odense bicycle key Bicycle stands as design objects, but still solid, robust and secure (David Byrne, New York) Bicycle parking and storage solutions page 4 of 10

14 Long-term storage facilities Cyclists also need to store their bicycles. Storing means leaving your bicycle inside an accessrestricted and covered facility. Cyclists will feel this need for longer-term parking, which may be from an hour upwards, to a whole day, all night or several days. The UK research already mentioned notes that 77% people on commuting, business or education trips who were not prepared to leave their bicycle behind for more than two hours were concerned about theft or vandalism, but only 55% of people on shorter shopping or leisure trips 2. This demand can be served by a range of secure storage facilities: individual lockers, collective lockers and supervised cycle storage centres. Individual bicycle lockers Individual bicycle lockers are used in situations calling for protection against bicycle theft and vandalism, but where the demand is too low to create a supervised storage facility (e.g. small railway stations, park & bikes near city centers). Lockers in public places are usually privately rented for periods from a day to a year. The user is identified and receives a unique key. Users pay a premium price for the added value of security and a reserved space. Lockers also allow users to store accessories safely, such as helmet, pumps, special clothing etc. Locking options vary, from keys, padlocks, smart-cards and number key-pads. The disadvantage is that storage space is not efficiently used, since they remain empty for part of the time. Lockers can also be used more flexibly on a first-come-first-served basis. They can be free: users bring their own lock or insert a coin they retrieve afterwards. This easily leads to abuse: lockers are used to store other things or monopolized. Alternatively, users pay short term rent and receive a key or an access code. Recently, electronic lockers have made their appearance, in which users have a smart card and book a locker in advance. Individual lockers are mostly mobile and can be moved to other locations. On the other hand, they are bulky and consume much more space than parking outside lockers. This means they are also more difficult to integrate physically and aesthetically into public space. They may also require some form of supervision and maintenance, possible control by CCTV. Lockers can be managed by public authorities, a public transport company, a parking agency or a private provider. The price of a basic Individual lockers at Brugge (BE) Individual lockers at Dutch railway stations NS Fiets 2 DfT, 1997: Traffic Advisory Leaflet 7/97 Supply and demand for cycle parking (results of surveys and field observation in Leicester, Nottingham and Southampton). Bicycle parking and storage solutions page 5 of 10

15 Commercial e-locker provider in the San Francisco Bay Area. Users buy a smart card, which allows them to open lockers and use them at an hourly rate. Collective bicycle lockers A collective bicycle locker can contain a number of bicycles. Each user pays rent and has a key. The most important advantage of the collective locker is that it takes up considerably less space for the same number of bicycles than individual lockers. Users need to know and trust each other. Neighbourhood bicycle storage is mostly organized this way, as an indoor storage space shared by a number of local residents. One user can be designated as supervisor and contact person for the managing organization, for instance in exchange for a reduced rent. Collective lockers can also be installed on the street. One example is which is often used in urban neighborhoods (in The Netherlands) where there is not enough space to park bicycles off-street. The cost of a bicycle drum parking 10 bicycles is around 5. A bicycle drum Carousel cycle locker: bicycles are on hand-rotated platform that moves your bicycle in front of the single-door entrance (Sweden, see clip on Bicycle parking and storage solutions page 6 of 10

16 Supervised bicycle storage facilities A supervised bicycle storage facility can be considered in almost any city centre and main station. The following conditions should be met. The destination attracts large number of cyclists. A considerable share of the cyclists wants to park their bicycle for a period of more than one hour. The risk of theft in the area is relatively high. Some further recommendations. Locate the facility max. 500 m from the destination it is meant to serve. Use available location opportunities. A large-scale cycle centre can be a prestigious new construction. But it can also be set up outdoors in public space, preferably covered: this is often more visible, more easily accessible and less expensive. Mobile supervised storage can be set up at events, with bicycle systems cordoned off with temporary fences. Consider making it free. This has the strongest impact on cycle theft reduction and overall bicycle use. Choose a familiar location. A cycle in or near a town centre or a landmark building will more easily be absorbed in Make it easily accessible. Ground level is to be preferred. Underground storage should be accessible via inclines and carefully designed: wide entrances, lighting. Assure social safety. Make sure the entrances are visible and at places with sufficient social control. Supervision and automation Access management and supervision can be organized by staff personnel or partly or fully automated. Supervision by personnel is generally appreciated by users. They have someone to turn to in case of problems and perceived safety increases. However, staffing is costly and normally only feasible for limited periods, typically from 8:00 h to 18:00 h. This restricts usage of the facility outside peak times. Staff is often supported by partially automated supervision. Camera supervision (CCTV) and electronic access systems allow reducing the number of personnel and exploitation costs. This technology now allows access and supervision to be unmanned and fully automated, doing away with all need for staffing. This allows 24-hour operation. In those cases special care should be taken to assure social safety: play music at all times, let in daylight and provide views to the streets outside, integrate 24-hour functions nearby, such as a snack bar. If the facility is perceived as unsafe, it will not be used. Unmanned and fully automated storage facilities at Dutch railway stations NS Fiets Bicycle parking and storage solutions page 7 of 10

17 A recent development is the appearance of fully automated on-street storage systems. The principle is that bicycles are delivered against payment to a facility which then automatically parks the bicycle underground. The benefit is that they operate on a 24h basis and are safe for the bicycle and for the cyclist. In principle, this type of parking facility safeguards 100% against theft and vandalism. Often there is also room for your helmet and jacket. At the same time, these systems are accessed at street level, and can be established in highly visible locations with good lighting at night. The disadvantage is the t take more than 35 seconds for any system to retrieve your bicycle, but at rush hours or train arrivals you may have to stand in line. Therefore, the number of bicycles should be limited, from 50 to 100. Bike Tree: 12 bicycles are hanged on their front wheel. 30% of space is saved. Biceberg: fully automated underground bicycle parking in the form of a horizontal giant mill. It can be delivered in modules from 23, 46, 69 or 92 bicycles. In Spain different types are working. Bicycle mill in Nieuw- Vennep in The Netherlands: underground parking for 200 bicycles, in the form of a giant mill, 3m above ground, 9 m below. Velominck and Velowspace system. Basic dimensions for bicycle parking Design recommendations for parking spaces for standard adult bicycles. Provide a depth of 2 m, with a minimum of 1.8 m. The standard length of bicycles varies from 1.8 m to 2 m. Provide a width of 0.65 m. This is the centre-to-centre distance between bicycles needed to accommodate the standard width of handlebars, between 50 to 65 cm. Cyclists can then park easily, without getting handlebars entangled with the next bicycle. Below this distance, most probably only one in two spaces will be used. At a distance of more than 70 cm, an additional bicycle may park in between when supply is short. Provide a free access path of 1.8 m, for easy maneuvering. In large storage facilities, people need to be able to walk past each other wheeling their bicycles: the access path should 3 m to 3.5 m. Provide wider space for specific needs. At supermarkets or in shopping districts, the width must be increased to allow customers to load their bags easily. The same goes for facilities outside day-care centres and kindergartens, to allow parents to lift children easily in an out of the baby seat. If space is lacking, shoppers and parents will be forced to load or lift children in the access space, blocking other cyclists. Bicycle parking and storage solutions page 8 of 10

18 Consider compact high-low systems. In these, bicycles are alternatively stacked on a slightly different level. This way, handlebars cannot get entangled, and the centre-tocentre width can be reduced to 4 m (min m). The level difference should be at least 0.25 m and the lifting height should not be more than 0.35 m. Consider compact angled parking. When bicycles are parked at a 45 angle, handlebars are less likely to become entangled. In addition, this reduces the depth and maneuvering space needed. The centre-to-centre distance can be reduced to 0.5 m (or even 0.4 m) and the depth to 1.4 m. The inconvenience is that parking space can only be accessed from one direction. Allow a standard space consumption of 1.8 m 2 per bicycle. This includes the parking space itself (1.3 m 2 ) and a shared access path for two rows (0.5 m 2 per bicycle). This can vary from around 1 m 2 for compact solutions up to 3 m 2 with a more comfortable width of 0.8 m. Only use two-tier parking as a last resort. Parking on two-tiers, one bike above another, significantly reduces space consumption, up to 50%. In very large parking facilities, this may be unavoidable to reduce the distance to be walked. However, lifting bikes requires a serious effort that many cyclists will try to avoid. The effort may be reduced by sinking the bottom tier slightly below ground level and by providing ramps for the upper tier, or by providing lifting mechanisms. Space gained by a angled parking Danish guidance on bicycle parking dimensions (slightly larger dimensions are recommended) Bicycle parking and storage solutions page 9 of 10

19 The sole responsibility for the content of this fact sheet lies with the authors. It does not necessarily reflect the opinion of the European Communities. The European Commission is not responsible for any use that may be made of the information contained therein. Two-tier parking system lower tier gutters Considerations Strengths Good-quality parking systems and storage facilities Weaknesses make parking and storing bicycles safer, more convenient and more orderly; High-low rack include very cost-effective and little space-consuming products, such as the inverted U- shape stand include automated solutions, highly secure and reducing personnel costs Good-quality parking systems and storage facilities can take up considerable space, especially individual lockers can be quite expensive to install, or maintain or both, especially when personnel supervision is involved Alternative options With large numbers of bicycles, there is no alternative: no bicycle provision will result in cluttered space and most likely reduced bicycle use. Bicycle parking and storage solutions page 10 of 10

20

21

22

23

24