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Integration of Bicycles and Transit (2005)

Chapter: Chapter Six - Integration of Bicycle Parking and Transit

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Suggested Citation:"Chapter Six - Integration of Bicycle Parking and Transit." National Academies of Sciences, Engineering, and Medicine. 2005. Integration of Bicycles and Transit. Washington, DC: The National Academies Press. doi: 10.17226/13554.
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Suggested Citation:"Chapter Six - Integration of Bicycle Parking and Transit." National Academies of Sciences, Engineering, and Medicine. 2005. Integration of Bicycles and Transit. Washington, DC: The National Academies Press. doi: 10.17226/13554.
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Suggested Citation:"Chapter Six - Integration of Bicycle Parking and Transit." National Academies of Sciences, Engineering, and Medicine. 2005. Integration of Bicycles and Transit. Washington, DC: The National Academies Press. doi: 10.17226/13554.
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Page 36
Suggested Citation:"Chapter Six - Integration of Bicycle Parking and Transit." National Academies of Sciences, Engineering, and Medicine. 2005. Integration of Bicycles and Transit. Washington, DC: The National Academies Press. doi: 10.17226/13554.
×
Page 36
Page 37
Suggested Citation:"Chapter Six - Integration of Bicycle Parking and Transit." National Academies of Sciences, Engineering, and Medicine. 2005. Integration of Bicycles and Transit. Washington, DC: The National Academies Press. doi: 10.17226/13554.
×
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Suggested Citation:"Chapter Six - Integration of Bicycle Parking and Transit." National Academies of Sciences, Engineering, and Medicine. 2005. Integration of Bicycles and Transit. Washington, DC: The National Academies Press. doi: 10.17226/13554.
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34 Not all transit users have a need to take their bike on transit; many would like to leave it at the transit station or stop. Bicy- cle parking provides a critical link in the multimodal trans- portation system. Bicycle racks and lockers allow bicyclists to store their bicycles at bus stops, train stations, park-and- ride lots, or other types of transit hubs so that they can con- tinue their trip on public transportation. As with transit riders who access stations in automobiles, parking is an essential component to making bicycling to transit feasible. Bicycle parking is provided by many transit agencies in the United States and Canada (for examples see Table 10). Bicycle lockers and indoor bicycle parking (both lockers and racks) have been installed at major transit hubs, such as train stations, park-and-ride lots, and bus terminals (see Figures 29 and 30). Bicycle racks require less space and provide shorter- term parking; therefore, they can be provided at a greater number of locations throughout a transit system, such as local bus stops. Several transit agencies that provided information for this study attempt to make more bike parking available at those stops and stations with greater demand. Several communities, including Long Beach, San Fran- cisco, Palo Alto, and Berkeley, California; Denver, Colorado; and Seattle, Washington, have recently installed staffed bicy- cle parking facilities (also referred to as bike stations). Most of these bike stations are located at or within one to two blocks of transit hubs. These staffed facilities commonly offer services such as repairs and rentals. Some have restroom and changing facilities that are especially useful for commuter bicyclists before and after work. Others offer transit-related services, such as car sharing. TECHNICAL SPECIFICATIONS AND DESIGN Bicycle racks are the most common type of bike parking facilities. Inverted U-shaped racks are often used at transit stops and stations. Many agencies offer these racks for peo- ple who want to access their bicycle easily after a few hours. The agencies (or local jurisdictions) often install the racks in locations that are visible from the street and convenient for bicyclists to reach (e.g., those that do not require going up or down steps or over barriers). Transit agencies tend to provide lockers at transit stations where people often leave their bicy- cles throughout the day or overnight so that they can have greater security from damage and theft. Many different types of bike lockers have been used at tran- sit stations. Lockers can be constructed in rectangular cubes, wedges, and other shapes. Some can be opened through a door at one end; whereas others can be opened like the lid of a con- tainer. Materials used for bike lockers include metal, perfo- rated metal, fiberboard, and fiberglass. The lockers can be secured by user-provided locks, swipe cards, electronic locks, or locks with master keys that are issued by transit agencies. Transit agencies try to avoid installing bicycle parking in locations that will restrict the flow of transit passengers. At larger transit stops, many agencies attempt to place bike parking in view of the station manager. Only one of the agen- cies reported that they provided bike parking within a fare gate perimeter at transit stations; it is more common to pro- vide parking facilities outside of stations. Some of the transit agencies interviewed for the survey tried to place their bike parking facilities in open locations with good lighting that were covered by a roof or canopy. One tran- sit agency also mentioned that bike racks and lockers should not restrict maintenance activities, such as snow removal and mowing. Space constraints may prevent installing bike park- ing in certain places; however, some agencies believe that it was still important to provide bicycle parking, even when it was not in an optimal location. Signage is used by some agencies to direct bicyclists to parking facilities. A good resource for information about designing and locating bike parking facilities is the Association of Pedes- trian and Bicycle Professionals Bike Parking Guidelines (25). USAGE PATTERNS AND USER DEMOGRAPHICS Most transit agencies are aware of the number of bicycle parking spaces that are available throughout their systems, but only a small portion of these agencies collect data about how many bicyclists are using bike rack and locker facilities. Of those that do, COTA conducts daily counts and RTD (Denver) collects weekly data. One of the most extensive bicycle parking studies was a survey of bicyclists using racks and lockers near transit sta- tions in Miami–Dade County, Florida. It found that nearly half of the bicyclists were 40 to 59 years old and almost 85% were male. The bicyclists also tended to have either low CHAPTER SIX INTEGRATION OF BICYCLE PARKING AND TRANSIT

35 Type of Service Transit Agencies (Location) Bicycle lockers at train stations and/or bus terminals King County Metro Transit (Seattle, WA) Long Beach Transit (Long Beach, CA) Long Island Railroad (Long Island Region, NY) Los Angeles Metropolitan Transportation Authority (Los Angeles, CA) New Jersey Transit Corp. (NJ TRANSIT) (Newark, NJ) Pace Suburban Bus Service (Arlington Heights, IL) Regional Transportation District (RTD) (Denver, CO) Southeastern Pennsylvania Transportation Authority (Philadelphia, PA) TransLink (Greater Vancouver, British Columbia) TriMet (Portland, OR) Washington Area Metropolitan Transit Authority (Washington, DC) Washington State Ferries (Seattle, WA) Bicycle racks at train stations and/or bus terminals Chicago Transit Authority (Chicago, IL) City of Visalia–Visalia City Coach (Visalia, CA) Hillsborough Area Regional Transit (HARTline) (Tampa, FL) King County Metro Transit (Seattle, WA) Los Angeles Metropolitan Transportation Authority (Los Angeles, CA) New Jersey Transit Corp. (NJ TRANSIT) (Newark, NJ) Regional Transportation District (RTD) (Denver, CO) Southeastern Pennsylvania Transportation Authority (Philadelphia, PA) Toronto Transit Commission (Toronto, Ontario) TransLink (Greater Vancouver, British Columbia) TriMet (Portland, OR) Washington Area Metropolitan Transit Authority (Washington, DC) Indoor (sheltered) bicycle parking at train stations and/or bus terminals Chicago Transit Authority (Chicago, IL) Bicycle lockers at park-and-ride facilities Central Ohio Transit Authority (Columbus, OH) New Jersey Transit Corp. (NJ TRANSIT) (Newark, NJ) Bicycle racks at bus stops AMTRAN (Altoona, PA) Chicago Transit Authority (Chicago, IL) Pace Suburban Bus Service (Arlington Heights, IL) Regional Transportation District (RTD) (Denver, CO) Ride Glenwood Springs (Glenwood Springs, CO) TransLink (Greater Vancouver, British Columbia) Staffed bicycle parking (bike stations) with other services Bay Area Rapid Transit (Fruitvale Station, Berkeley Station, Embarcadero Station) Caltrain (San Francisco, CA; Palo Alto, CA) King County Metro Transit (Seattle, WA) Long Beach Transit (Long Beach, CA) Regional Transportation District (Cherry Creek Bike Rack, Denver) TABLE 10 BICYCLE PARKING FACILITIES FIGURE 29 Transit hub bicycle rack. (Source: Chicago Transit Authority.) FIGURE 30 Transit hub bicycle locker. (Source: Regional Transit District–Denver.)

36 incomes (35% earning less than $20,000 per year) or high incomes (21% earning $70,000 or more per year). Lower- income bicyclists often reported bicycling to transit because they did not have a car or needed to save money; higher- income bicyclists often bicycled for environmental and phys- ical fitness reasons (13). King County Metro Transit (Seattle, Washington) also reported surveying bicycle locker users about their trip char- acteristics and locker usage patterns. King County Metro Transit’s survey found that all types of people used their bicy- cle lockers. In one part of the region, many people who used them worked at professional jobs in the technology sector. Several agencies that have collected data about bicycle parking have noted trends over time. COTA found that the use of bike parking has remained constant since 1995. TriMet has documented a steady 87% occupancy rate for bicycle lock- ers since 2002. King County Metro found that the percentage of lockers that were being rented increased from approxi- mately 25% in 2001 to 82% in late 2004. CTA found that indoor bike parking at transit stations increased by 44% between 2001 and 2002. Many agencies experience times when the demand for bicycle parking exceeds the number of spaces available. Some indoor bike parking facilities at CTA stations are filled to capacity on a daily basis. Seven King County Metro Tran- sit stations have waiting lists for bike lockers. Seventeen of the 26 TriMet light rail station locations with reserved bike lockers are at capacity and have waiting lists. REACTIONS TO SERVICE FROM DIFFERENT GROUPS Transit agencies report that bicyclists are very positive about bicycle parking at transit stops and stations. Reactions from transit operators, transit agency staff, regular transit riders, and the general public tend to be either neutral or positive. Only one agency expressed disappointment that their bicycle racks were being underutilized. COSTS Typical inverted U-shaped bike racks cost approximately $150 to $200 per rack (each rack has space for two bikes). Bike lockers can cost between $500 and $2,500 apiece, depending on the model and quantity purchased. By com- parison, the cost to construct automobile parking can range from $3,500 to $12,000 per space for surface parking (26–28) and between $10,000 and $31,000 per space for structured parking (26–31). The annual cost of operating and maintaining automobile parking can range from $100 to $700 per space (26,27,29). These costs depend on factors such as real estate prices, the total square footage, number of spaces for the parking lots and garages, and the number of levels above and below ground. The bike racks and lockers can be purchased and maintained by the transit agency, by local transportation departments, local bicycle organizations, or some combination of these groups. For example, CTA provides bicycle parking facilities along with major transit station reconstruction projects, but the city of Chicago DOT installs all other bicycle parking facilities inside and outside of stations. Local transportation management asso- ciations, local parking authorities, and other groups rent bicy- cle lockers at NJ TRANSIT facilities. Both King County Metro Transit and TriMet contract with local bicycle organizations to manage their bicycle locker programs. Assistance from other organizations has made it possible for some transit agencies to spend relatively little staff time in managing their bicycle parking services. Even the larger agencies reported devoting less than one-quarter of a staff member’s time to managing bicycle parking. High-Capacity Bicycle Parking Facilities Chicago Transit Authority—Chicago, Illinois High-capacity parking facilities were scheduled for construction at four CTA heavy rail stations in 2005 (see Figures 31 and 32). The Chicago DOT is using $675,000 of CMAQ Improvement Program funds to design and construct the facilities. Each storage rack will be fit into the limited existing space at the transit station, providing secure, weather-protected bicycle parking. A kiosk with bicycling information will also be provided near each parking area. (a) (b) FIGURE 31 Before (a) and after (b) views of proposed high- capacity bicycle facility at Midway Station in Chicago.

37 Although this type of bicycle parking differs from staffed bicycle parking, it will help meet high levels of demand for bicycle storage with minimal operating costs. The high-capacity bicycle parking facil- ities are designed to take advantage of vertical space—bikes are parked on two separate levels, one on top of the other. Each bicycle parking facility will accommodate between 40 and 120 bicycles. CTA conducted a study to identify transit stations with the poten- tial to serve the most bicyclists and used the results to determine the first locations for high-capacity bicycle parking. This study considered such factors as existing demand for bicycle parking, rail ridership lev- els, pedestrian and bicycle infrastructure, bus service, and potential land use development in the area surrounding the station. Although the high-capacity facilities help to meet an increasing demand for bike- to-transit services, they are also highly visible facilities that help adver- tise the rail system to potential bicycle customers. The high-capacity bicycle parking facilities are part of a broader effort by CTA to incorporate bike parking into all new construction projects. CTA currently has indoor bicycle parking at 56 stations. SAFETY AND SECURITY Several agencies cited concerns about bicycle lockers being used as receptacles for trash, a potential place to hide explo- sives, or as a shelter for people who are homeless. Most cur- rent bicycle locker designs do not allow people to see inside. To address this concern, TriMet retrofitted its bike lockers so that security personnel could see into them (this was done with care to maintain the structural integrity of the lockers). All new lockers must have perforated panels that allow peo- ple to see the contents of the locker. To meet the requirements of a federal DHS directive, RTD has established a policy requiring first-come, first-served bicycle lockers to be 76 m (250 ft) from light rail platforms and other passenger loading areas, where possible, or converted to the lease program if inside 76 m (250 ft). Agencies also reported that they design bike parking so that it does not interfere with station circulation and is com- pliant with Americans with Disability Act regulations. Visalia City Coach requires all bicycles to be parked in bike racks, not next to pillars, posts, or benches. This helps reduce clut- ter in transit access areas. Bicycles that are parked in bicy- cle racks for more than 24 h are impounded by the police department. In general, there are few regulations related to bike parking, with the exception of bicycle locker permits. Most agencies require fees to obtain permits for using bicycle lockers, although some are experimenting with first-come, first-served lockers (see RTD case study in this chapter). Examples of agencies charging fees are shown in Table 11. To obtain permits, agencies require bicyclists to do one of the following: • Visit a customer service center or sales outlet, • Contact the local bicycle organization, • Mail in an application, or • See a station attendant. Bicycle theft was reported to be only a minor problem by several agencies. More agencies cited problems with theft and damage to bicycles parked at bicycle racks than for those stored in bicycle lockers. Damage to the actual bicycle rack and locker facilities was also viewed as only a minor prob- lem by most of the agencies. Most agencies have “park at your own risk” policies. Bicycle Locker Program Regional Transportation District— Denver, Colorado RTD has a total of 550 lockers located at light rail stations, park-and- rides, and transit hubs throughout the Denver region (see Figure 33). In general, the bicycle locker program has been successful at pro- viding long-term, secure parking for bicyclists. (b) FIGURE 32 Before (a) and after (b) views of proposed high- capacity bicycle parking facility at Sox/35th Street Station in Chicago. Transit Agency (Location) Description of Fee King County Metro Transit (Seattle, WA) $25 refundable deposit Regional Transportation District (RTD) (Denver, CO) $20 one-time charge Southeastern Pennsylvania Transportation Authority (Philadelphia, PA) $25 refundable deposit TransLink (Greater Vancouver, British Columbia) $10 per month TriMet (Portland, OR) $50 refundable deposit TABLE 11 EXAMPLES OF BICYCLE LOCKER FEES (a)

38 Initially, RTD purchased 200 lockers for a bike parking demon- stration project at a cost of $500 to $600 per locker. These lockers required assembly and had several maintenance and security short- comings. The outsides of the lockers were made of plastic laminate, which tended to deteriorate over time. The lockers also had shared walls, which consisted of foam core or fiber board. These materials were easy to damage and could be broken to vandalize bicycles stored in adjacent lockers. RTD now uses higher-quality bicycle lock- ers that cost approximately $1,000 each. They come as one piece (no assembly required) with no external or internal frame, no seams or joints on tops or side walls, and are made of nonflammable, durable plastic composite material. As such, there are no shared walls between units. RTD offers two types of locker use agreements: lease lockers and first-come, first-served lockers. For both types of use, bicyclists are required to fill out a form with basic personal information and pur- chase an RTD padlock ($20) (see Figure 34). Leased lockers are more difficult to vandalize and use inappropriately because each locker is assigned to a single individual. However, these lockers are not used at all times by their lease holders, so the capacity is not used as efficiently as possible. First-come, first-served lockers allow any- one to use a locker if they obtain an RTD lock. However, RTD has had problems with vandalism and illegal storage of personal posses- sions and trash in first-come, first-served lockers, because they are left open (unsecured) when not in use. Security concerns since the March 2004 Madrid train bombings have also affected RTD’s bicycle locker program. Public receptacles are not allowed within 250 ft of train platforms; therefore, first-come, first-served lockers must be clear of this area. Alternative locker designs have been considered to overcome security concerns about lockers located close to train platforms, such as those made of per- forated metal and those with security windows. However, these designs allow potential thieves to see the bicycles that are being stored. As a result, bicyclists with more expensive bicycles do not like to use this type of locker. RTD is considering electronic locks to address several first-come, first-served issues. An electronic lock system would allow bicyclists to access any locker that is available on a first-come, first-served basis, while keeping the locker unit secure even when not in use. In addition, the electronic lock system could make it possible for RTD to track the frequency and length of use of lockers. This would help the agency determine where more lockers were needed. Information from the electronic lock system could also help the agency identify people who leave a bicycle in the locker for longer than the maximum-allowed length of time and could help reveal locker-use behavior that could indicate a security threat. Various types of access “keys” are available: physical (metal) keys with an electronic I.D., swipe cards or proximity cards (like a credit card), and key pads. MAINTENANCE King County Metro Transit makes sure the locks on bicycle lockers are working at least once per year. They also ask renters to report immediately any lock problems to the Bicy- cle Alliance, which manages the bicycle locker program. If a problem occurs, the agency has an annual contract with a lock company for lock replacement and repair, and the transit agency’s maintenance crew is also available to assist if needed. Most agencies reported minimal maintenance costs for bike parking facilities. However, if an agency has problems with racks or lockers becoming damaged, this can result in higher maintenance costs. One agency recommended that high-quality racks and lockers be purchased up-front to help reduce the cost of maintenance in the long run. One agency that was responsible for maintaining bicycle lockers was frus- trated with cleaning the insides of the lockers, removing graf- fiti, and keeping the lockers in general working condition. STAFFED BICYCLE PARKING (BIKE STATIONS) Staffed bicycle parking facilities provide another innovative method of integrating bicycles with transit, and in supporting bicycle transportation in general. The concept for staffed bicycle parking originated in Europe and Japan, and is a com- prehensive approach to providing everything the bicyclist needs in one location. A typical staffed bicycle parking facil- ity can include secure indoor bike parking, a repair shop, bike sales and rentals, car sharing services, changing rooms, route FIGURE 33 Bicycle locker located at light rail stations, park- and-rides, and transit hubs throughout the Denver region. FIGURE 34 Regional Transportation District padlock.

39 and transit information, and a variety of other support ser- vices. The first staffed bicycle parking facility in the United States was opened in Long Beach, California. A number of other communities throughout North America have either already developed or are in the process of planning for new staffed bicycle parking facilities. Individual staffed bicycle parking facilities are typically developed by franchises (either nonprofit or for-profit), and are membership-based. Construction costs can vary widely (reported costs were between $75,000 and $3.1 million), depending on the site characteristics, size of the facility, and the bicycle services that are offered. Sustaining a bike station typically requires subsidies ranging from $50,000 to $100,000 per year. Staffed bicycle parking is most likely to be successful when it is located on the same site or adjacent to transit. This close proximity reduces the amount of walking time customers need to make the transition between bicycling and transit. Staffed Bicycle Parking Bikestation Long Beach—Long Beach, California Located on a transit mall, Bikestation Long Beach links more than 30 mi of bicycle paths to light rail, buses, and shuttles. Bikestation Long Beach is a staffed facility offering secure bicycle parking, repairs, rentals, changing and restrooms, and other transit services, such as car share. Bikestation Long Beach offers secure parking to members 24 h a day, 7 days a week. Bikestation Long Beach is operated by a nonprofit organization that provides information and support to each facility location. Bikestation Long Beach was the first staffed bicycle parking facility in the United States. A new Bikestation Long Beach is being constructed across from the current station and will cost approximately $400,000 (see Figure 35). The costs of other staffed bicycle parking facilities vary depending on total size, location, and number of amenities. DEVELOPMENTS IN BICYCLE PARKING SERVICES Transit agencies continue to improve bicycle parking ser- vices. Most existing bicycle locker programs require bicy- clists to rent or lease specific lockers. RTD, the Central Florida Regional Transportation Authority, and TriMet are experimenting with first-come, first-served bicycle locker pro- grams at light rail stations. This new type of program allows lockers to remain unlocked until someone uses one, and is designed to serve bicyclists with a greater need for short-term parking (less than 24 h) than long-term parking, such as commuters. This type of arrangement may result in greater use of the bike locker facilities. Agencies are making bike parking services more conve- nient in several other ways. These improvements include: • Moving bike racks and lockers to locations that are more visible to potential users; • Moving bike racks to locations that are more convenient to other services, such as customer service windows; • Improving signage to let transit passengers know the process for renting bicycle lockers; and • Advertising bicycle parking services in local bicycle publications. The Puget Sound Regional Council undertook a Regional Bike Stations Project to help transit agencies make better- informed decisions about how to accommodate bicycles at transit stations and park-and-ride lots. It included a method- ology to estimate bicycle demand for specific transit loca- tions, examined the feasibility of developing bike stations at four specific locations, provided design guidelines for accom- modating different amounts of bike parking, and developed a marketing plan to promote the use of bike-and-ride services throughout the region (32). FIGURE 35 New bike station under construction for Bikestation Long Beach.

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TRB’s Transit Cooperative Research Program (TCRP) Synthesis 62: Integration of Bicycles and Transit examines how transit agencies may improve their existing services and assist other communities in developing new bicycle and transit services. Synthesis 62 updates TCRP Synthesis 4: Integration of Bicycles and Transit (1994).

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