Length of stay

From BikeOff Parking Standards Consultation

What YOU can do

The aim of this wiki is to consult you on current bicycle parking advice and to combine knowledge, expertise and experience to produce comprehensive and definitive guidelines. The information contained in this WIKI represents a “best of breed” for bicycle parking provision generated from a representative sample of available guidelines. The objective is to create guidance that people agree on and want to see applied. YOU are encouraged to contribute to this process. To do this simply open an account through clicking in the top right-hand corner of your screen. Then to edit any text click on the 'edit' tab at the top right hand corner of each section. To discuss any issues without altering the text you can click on the discussion tab at the top of the screen. If there is content you feel is missing but you do not have the answer (i.e. advice that you seek) then please include a request for this content to be added so that someone else may respond. When you have finished you can return to the 'Home Page' using the navigation link on the left of your screen. For further wiki-related help click here[[1]]

Contents 1 Implications of Cyclists likely Duration of Stay 2 Short term parking 3 Long term parking 3.1 Off-Street Parking 4 References

Implications of Cyclists likely Duration of Stay

Many of the standards reviewed mention that the type of cycle parking facilities provided should vary according to the likely duration of stay of the cyclists who will use them.

By way of an example, Sustrans (2004) suggest that:

There are five broad bands of bicycle trip purpose:

…..1. Collection and delivery of items: Providing ride-in facilities may reduce the risks caused by bikes clustered around entrances to buildings or lying on pavements……….

…..2. Shopping type visits: The rider may be away from the bike for as much as an hour, and ideally should be able to observe the bike……..

…..3. Meetings and appointments: Use is often irregular and can be for long periods, up to a whole day…….

…..4. Workplace: This is all-day use on a regular basis……

…..5. Domiciliary parking: This requires high standards of security for parking, and should aim to avoid the need to take bikes a long way into the building. This category includes locations such as university halls of residence, or at hospitals for staff who live on-site.”

In response to this, we have summarized into two different sections the advice provided for facilities intended to service what might be termed short term parking, and long term parking. However, it is important to note the following:

• The categories used are not mutually exclusive. For example, some users may park for a long time at facilities primarily intended for short stay users and vice-versa.

• The definitions used to differentiate between the categories of stay duration (short and long) varied across documents, and so we use very general definitions here that are intended to reflect an overall consensus.

• Irrespective of whether the likely stay of users is short or long, the advice provided herein should be read in conjunction with all of the standards available in this document. The principles described under each heading often overlap and inform one another, and an awareness of this will be instructive. Thus, the advice that follows should be thought of as specific advice that applies to the different types of facility considered.

Short term parking

NOTE: refers to bikes being left unattended for a few minutes to several hours, and is typically on-street

1. Short stay parking is aimed at visitors to sites.^[1] At such locations:
   1. security is essential (e.g. natural surveillance, lighting);
   2. ideally the parking should be located no further than 30 metres from an actively used main building (destination) entrance;
   3. The facility should be clearly visible from the entrance it serves;
   4. The location should be no further than the nearest car parking place, preferably closer;
   5. Parking furniture should be a stationary object.
2. Stands should permit at least one wheel and the frame to be locked,^[2] ideally furniture should allow both wheels and the frame to be secured.^[3]
3. Parking furniture should be compatible with D (U)-locks.^[4]
4. Facilities should be located in areas of high pedestrian activity to discourage thieves.^[5]
5. Facilities should require little (or no) maintenance or staffed management.^[6]
6. Small clusters of stands at frequent intervals may provide a better level of service than larger groupings at fewer sites.^[7]
7. Provision of individual stands at short stay locations – for example, outside a local shop – is often wrongly overlooked. The removal of one short-stay car parking space outside a row of local shops, and its replacement by a kerb build-out and four double sided cycle stands, can provide for up to eight times as many shoppers as the car park space.^[8]
8. When cycles are likely to be parked for over 1 hour, then some form of weather protection is recommended, this should include a roof and protection on 3 sides, and the facility should be designed to deter theft.^[9]
9. Outdoor areas protected by existing building overhangs often represent the most economical solutions, assuming such space can be found. Ideally six to seven feet of covered horizontal length should be available and the area should be close to a building entry.^[10]

Long term parking

NOTE: refers to bicycles being left unattended for a few hours or more, typically off street

1. Long stay parking is mainly for commuting cyclists. Security and protection from the elements and vandalism is essential.^[11]
2. For longer visits, the security of the location will become more important than its exact distance from the destination. Nevertheless, cyclists will still normally expect to park on the same side of a main road as their destination.^[12]
3. Bicycle parking facilities intended for long term parking should protect against theft of the entire bicycle, its components and accessories. Where possible the facility should be covered as this will be more attractive to cyclists.^[13] Longer stay parking is more attractive if covered.^[14]
4. To reduce petty vandalism, facilities should not be immediately adjacent to walkways.^[15]
5. Common ways of providing secure long term bicycle parking are:
   1. fully enclosed lockers accessible only by using a key or swipe card (which should be able to cope with jammed or lost keys)^[16]
   2. a continuously monitored facility (e.g. CCTV or security staff)^[17]
   3. restricted access facilities in which short term type bicycle racks are provided and access is restricted only to the owners of the bicycles stored therein.^[18]
6. Cycle lockers work best when they are assigned to individuals and have effective key-management systems.^[19] The ability to search a locker and to trace a user is important for security reasons.^[20]
7. Medium/long term hire of facilities (e.g. lockers) requires an explicit agreement with users, which should:
   1. Define the users responsibilities in keeping the door shut at all times when leaving the locker, storing only bikes and related accessories, and reporting any problems.
   2. Set penalties for misuse and termination conditions - return of keys; forfeit or refund of deposit; fines for ending an agreement before term.
   3. Obtain user contact details, waivers for inspections and set out provider’s liabilities.
   4. Set out the locker owner’s obligations to provide a secure locker, including transfer in the event of damage to the locker.
   5. Ideally lockers should be available late at night so locations will need to be well lit.
8. Offer added value incentives, such as options of insurance cover for parked bikes and locker users (e.g. block third party liability assured through national cycling organisations).
9. In terms of purpose built cycle stores, passers-by should not have easy or direct access.^[21]

Off-Street Parking

1. Indoor bicycle parking is a cost-effective way to satisfy tenants or occupants of a managed building for long term parking.^[22]
2. Covered, indoor or off-street parking should be accessible, well-lit, and secure.^[23]
3. Providing indoor bike parking is relatively simple and does not conflict with fire and building codes or create additional liability for the property owner.^[24]
4. Tenants appreciate well designed, secure bike parking.^[25]
5. In flats - cycles should be able to be safely stored on the ground floor.^[26]
6. In residential areas, cycle parking should be within a covered lockable enclosure.^[27] For individual homes this should be a shed or garage ^[28]
7. For communal parking (e.g. student accommodation), this should be individual lockers or lockable enclosed facilities with bike racks
8. Within residential developments, appropriate bicycle parking should also be provided. In individual dwellings, this can be in the form of a cycle store, preferably built as an integral feature of a garage.^[29]
9. Considering parking in shared garages: a bicycle requires 1/10 the amount of space required to park a car. Many garages have unused space near the entrance on the ground level, which is perfect for bicycle parking. The bike parking should be well lit, visible and in a convenient location with sufficient maneuvering space separate from car parking.^[30]
10. Where there are groups of dwellings and communal parking, a dedicated cycle store could be created to complement the car park. This should be secure, well lit and only accessible by residents.^[31]
11. At workplaces, placing parking in a secure compound which only cyclists can gain access to, for example, using shared keys, combination locks or swipe card access, adds another worthwhile layer of security.^[32]

References

1. ↑ Sheffield City Council (2007).Pedestrian and Cycling Information Center (2007). Bristol City Council: A Guide to Cycle Parking Provision (2005). Cambridge Cycling Campaign Cycle Parking Standards (2006). Toronto Bike Plan (2003). Transport for London (2007b). Cycle Parking Standards. Wycombe District Council Cycle Parking Standards (2006). Nottinghamshire County Council (2006).City of Portland Office of Transportation Bicycle Masterplan (1995). Runnymede Borough Council (2001). Supplementary Planning Guidance on Car Parking.
2. ↑ Stutman, M. (2003). Planning for the Bicycle: Parking Issues and facilities Planning at the University of Waterloo.International Bike Fund (2007).Wycombe District Council Cycle Parking Standards (2006).
3. ↑ .International Bike Fund (2007).Stutman, M. (2003). Planning for the Bicycle: Parking Issues and facilities Planning at the University of Waterloo.
4. ↑ Wycombe District Council Cycle Parking Standards (2006).
5. ↑ Pedestrian and Cycling Information Center (2007).
6. ↑ Wycombe District Council Cycle Parking Standards (2006).
7. ↑ Transport for London (2006). Workplace Cycle Parking Guide.Pedestrian and Cycling Information Center (2007).Transport for London (2007a). Cycling Design Standards. Transport for London (2007b). Cycle Parking Standards.
8. ↑ Transport for London (2007a). Cycling Design Standards.
9. ↑ Sheffield City Council (2007).
10. ↑ Victoria Transport Policy Institute (2007). Bicycle Parking, Storage and Changing Facilities.
11. ↑ Sheffield City Council (2007).Stutman, M. (2003). Planning for the Bicycle: Parking Issues and facilities Planning at the University of Waterloo.
12. ↑ Transport for London (2007). Cycling Design Standards.
13. ↑ International Bike Fund (2007).Victoria Transport Policy Institute (2007). Bicycle Parking, Storage and Changing Facilities.Cambridge Cycling Campaign Cycle Parking Standards (2006).Stutman, M. (2003). Planning for the Bicycle: Parking Issues and facilities Planning at the University of Waterloo.Lancaster University Cycle Parking Improvement Strategy (2007)Toronto Bike Plan (2003).Transport for London (2007). Cycling Design Standards. Transport for London (2006). Workplace Cycle Parking Guide.Sustrans (2007). Chapter 9 - Signing, Parking and Other Details.Nottinghamshire County Council (2006).City of Portland Office of Transportation Bicycle Masterplan (1995).
14. ↑ Transport for London (2007b). Cycle Parking Standards.
15. ↑ Lancaster University Cycle Parking Improvement Strategy (2007)
16. ↑ Wycombe District Council Cycle Parking Standards (2006).Association of Pedestrian and Bicycle Professionals (2002).
17. ↑ Association of Pedestrian and Bicycle Professionals (2002).
18. ↑ International Bike Fund (2007).Bristol City Council: A Guide to Cycle Parking Provision (2005). City of Portland Office of Transportation Bicycle Masterplan (1995).Association of Pedestrian and Bicycle Professionals (2002). Bicycle Parking Guidelines.
19. ↑ Transport for London (2006). Workplace Cycle Parking Guide.
20. ↑ Cambridgeshire Travel for Work Partnership (2007).
21. ↑ Wycombe District Council Cycle Parking Standards (2006).
22. ↑ Transportation Alternatives: Bicycle Parking Solutions (2007).
23. ↑ Transportation Alternatives: Bicycle Parking Solutions (2007).
24. ↑ Transportation Alternatives: Bicycle Parking Solutions (2007).
25. ↑ Transportation Alternatives: Bicycle Parking Solutions (2007).
26. ↑ Haringey Council (2006). Appendix 1 – Parking Standards. Wycombe District Council Cycle Parking Standards (2006).
27. ↑ Wycombe District Council Cycle Parking Standards (2006).Cambridge Cycling Campaign Cycle Parking Standards (2006).Chester City Council Supplementary Planning Guidance: Parking Provision within Developments within Chester (2003).
28. ↑ Chester City Council Supplementary Planning Guidance: Parking Provision within Developments within Chester (2003).
29. ↑ Chester City Council Supplementary Planning Guidance: Parking Provision within Developments within Chester (2003).
30. ↑ Transportation Alternatives: Bicycle Parking Solutions (2007).
31. ↑ Chester City Council Supplementary Planning Guidance: Parking Provision within Developments within Chester (2003).
32. ↑ Transport for London (2006). Workplace Cycle Parking Guide.