At the Station - Bicycle Parking
[This is the third of four-part expert blog post by Mike Lydon, the founding Principal of The Street Plans Collaborative. Lydon's posts are part of a series of expert blogs on TOD highlighting work and research that experts are doing in the field.]
Providing free automobile parking is like giving away free pizza: it induces demand. To a large degree, the same can be said for the provision of safe, convenient, and highly visible bicycle parking facilities. Indeed, in concert with a well-articulated bikeway network, bicycle parking and other end-of-trip facilities remove additional barriers— perceived and real— that continue to deter bicycle use.
In the context of transit-oriented development, bicycle parking enriches the viability of multimodal travel, effectively adding to the economic, social, and public health benefits already associated with transit. Yet, thousands of existing transit stops do not offer sufficient bicycle parking facilities; the importance of ensuring the proper supply, location, and type during the planning and design process is commonly underestimated. Thus, a better understanding of these three simple, but important elements will help improve the effectiveness of bicycle parking, and by extension, the accessibility of transit and the development oriented to it.
Bicycle Parking Types
In general, bicycle parking should be realized with two meta-forms: short term and long term. While there are similar requirements for both types, the dynamics of each warrant further explanation.
Short-term bicycle parking is commonly embodied by the use of the bicycle rack. While dozens of designs and configurations exist, the inverted “U-rack” is superior because it is inexpensive, customizable to local streetscape aesthetics, and bicyclists know how to use it intuitively. The U-rack also supports bicycles of all shapes and sizes with at least two points of frame contact—a prerequisite for any acceptable rack. Finally, U-racks allow the bicyclist to use a number of different locking mechanisms effectively.
When offered a choice between sub-standard “comb” or U-racks, the choice is obvious.
Because struggling to find an adequate short-term bicycle parking space is as frustrating for the bicyclist as circling the block is for the motorist, short-term bicycle parking should be placed prominently and be located closer to the associated destination(s) than the nearest automobile parking space, ideally within 25 feet of a main entrance. In many instances, it may be appropriate to replace motor vehicle parking with bicycle parking: at least 12 bicycles can fit in a single motor vehicle space.
On-street bicycle parking in Savannah, GA.
Meeting the demand for short-term bicycle parking is critical because it helps prevent the public realm from being cluttered with bicycles locked to street signs, trees, and the like. In general, bicycle parking supply ratios should not be linked to automobile parking ratios, as it’s a poor indicator of bicycle use. Instead, bicycle parking should be tied to land use and building square footages, which provides a more accurate indication of potential demand.
However, as a note of caution, bicycle parking should not be too plentiful so that the facilities appear to be underutilized or invite inattention from those tasked with maintaining them—broken locks, racks, and abandoned bicycles are known to collect in underutilized or poorly maintained parking areas. A review of bicycle parking demand should therefore occur periodically, at least every few years so that supply keeps pace with demand.
Finally, short-term bicycle parking should be sheltered from the elements wherever possible so that changing weather patterns won’t cause an otherwise unneeded moisture induced trip to the bike shop. Sheltered parking facilities are widely available and provide opportunities to display wayfinding or general safety information. Spoiling cyclists with such facilities rewards those making clean and healthy transportation choices. If supplied by municipal governments or businesses, it also demonstrates a commitment to cultivating the increasingly green-wise consumer.
New York City includes a bicycle map within all bicycle shelters. Credit: Treehugger.com
The best long-term bicycle parking facilities include Bike StationsÒ, like those found in Washington DC or Seattle, bicycle lockers, and indoor parking rooms. Increasingly, facilities like JFE’s Cycle Tree are being used in extremely dense locations with high demand.
Like short-term parking, facilities intended for long-term use should be highly visible and designed to meet the needs of all types of bicyclists. However, because bicycles are parked for an extended period of time, if not overnight, safety and theft prevention is vital. Long-term facilities should include changing rooms, lockers, and showers. Such provisions are especially important in making bicycle-commuting possible. They are also a good fit for major transportation hubs and the center of regional employment districts.
Thanks to high demand, a bicycle parking station at Berkeley’s central BART stop is being expanded. Credit: Flickr/emptyhighway
While long-term facilities should be closely integrated with many transit stations, other long-term parking facilities do not need to be as close to the associated destination. Indeed, many bicyclists willingly trade proximity for security, weather protection, and enhanced end-of-trip facilities. Additionally, many bicyclists pay single-day, monthly, or annual rates for the use of such coveted facilities.
A new bicycle commuter facility in downtown Pittsburgh re-used old shipping containers to conspicuously provide long and short-term parking facilities, including showers and lockers.
While bicycle stations are most appropriate for downtown regional centers or large multimodal transportation hubs, the integration of other types of long-term bicycle parking at transit stations provides a vital complement to the bikeway network. If well maintained, facilities like bicycle lockers work well at many types of transit stops, especially if bus or transit systems limit or disallow bicycles during peak hours (more on this barrier in the fourth installment).
Conclusion
As the transit-oriented bicycle shed is enriched with safer and more visible bikeways (the so-called safe routes to transit approach), more bicycle parking will be needed. And while well-designed and located parking facilities go a long way towards meeting bicyclists needs, overcoming a collection of less obvious, detailed design, policy, and management challenges still remain.
The fourth and final installment of this series will explore several of these remaining challenges and the solutions that help create world-class bicycle facilities.
Part 1: The Role of the Bicycle In Transit Oriented-Development
Part 2: The Bikeway Network
Part 3: At the Station - Bicycle Parking
Part 4: Policy and Urban Design: How to Complete Bicycle Supportive Cities
With Andres Duany and Jeff Speck, Mike Lydon is the co-author of The Smart Growth Manual.
