What is a cycle centre?

It is a facility that provides cyclists with a range of services including some or all of the following:

secure, supervised cycle parking
toilets, showers and changing facilities
lockers for clothes, accessories and belongings
tourist information about the local area, including cycle-friendly accommodation

bike and accessories hire: trailers, tag-alongs, etc. When established, could include specialist bikes / trikes / quads / duets for disabled cyclists and their carers

refreshments

services of a retail bike shop – sales, accessories and components, repairs and servicing, sales of accessories for wheelchair users
 

History

Britain’s first cycle centre / bike park was opened in 1994 at Covent Garden in Central London. Since then, others have been opened at Leicester, Taunton, Liverpool, Kensington, Hull and Bristol.

Cycle centres as a facilitator of utility cycling

Between 1975 and 1997 bicycle ownership in the UK increased from 7 million to over 23 million, over 300%. But actual use has gradually fallen from the early ‘80s in terms of total distance cycled. Bicycle use has become more of a leisure pursuit – shown by the massive sales of mountain bikes – than as a means of utility cycling, eg shopping and commuting. One issue identified by the NCS that might increase levels of cycling was the availability of secure cycle parking.

 Who uses cycle centres?

The most common journey purpose of users (TRL ’98) was shopping (40% of interviewees), followed by commuting (22%). These purposes correlated to different parking durations – most popular duration 1 – 2 hours, next 6 hours.

 Important features of cycle centres

Basic facilities - need to be both of high quality and sufficient in number. Cycle parking needs to be protected from weather and easy of access to minimise waiting times. Facilities for commuters (showers, changing rooms, lockers) must have enough capacity to prevent queuing in morning rush hours or any time benefits may be lost.

Opening hours – must be sufficient to enable use by commuters who work regular office hours, ie open between 8am and 6.30 pm.

Costs – cycling is a relatively cheap transport mode, therefore the cycle centre must offer facilities at a cost which will not deter people from using it and will enable savings to be made on public transport and car parking. Costs generally in the region of £1 per day (incl use of showers) or hourly rate such as 20p. Weekly, monthly and annual charges should be available as also full membership deals offering further discounts for individuals and companies.

Location – very important in determining how many people will leave their bikes there. One reason why cyclists can compete with other modes in congested urban areas is their ability to undertake door-to-door journeys. Any excess distance walked from where the bike is parked to one’s destination will detract from the appeal of cycle parking facilities. The main demand for cycle centres (TRL study) was from shoppers, therefore it is very important it is located as near to the heart of the shopping centre as possible.

Leicester’s Bike Park is located in the basement of City Hall, accessed by a slope down from the pedestrianised square in front of it. For us as cycle tourists it was very conveniently located for a walking tour of the city centre attractions after parking our laden bikes.

Signing – very important, especially if the cycle centre is sited in a relatively inconspicuous location. The Taunton Bike Park is within a few minutes walk of the main shopping centre, but is tucked away down a side street with relatively low pedestrian flows. 38% of respondents discovered Leicester’s Bike Park as passers-by, whereas only 14% found the whereabouts of the Taunton Bike Park in this way.

We as cycle tourists found the Taunton Bike Park through its being marked on the Ordnance Survey and Sustrans maps and by its location on the NCN. This was another very useful facility for us.

Publicity – through the local press and media is very important. Excellent if celebrities involved.

Viability of cycle centres

From experience of those already in existence, it has generally been found that provision of cycle parking alone is not enough to cover running costs. However, it is a way of attracting custom to the more lucrative aspects, such as sale of bikes, components and equipment, and repairs and servicing. Some offer other revenue generating facilities such as hire of meeting rooms and a café / restaurant in addition to the bike and book shop services. Provision of cycle parking in isolation in the UK is unlikely, at least initially, to be a profitable venture. Providers will require financial support, such as a public subsidy, sponsorship by local businesses or preferential treatment in the planning process, or must be part of additional profit making enterprises. The long-term ability to attract people away from car usage is likely to produce positive social cost benefits, provided the cycle centre is well located and effectively managed.

 Congestion charging for motor vehicles using the city centre is likely to be a big draw in usage of the cycle centre and could be a source of

Finance too.

Cultural impact

In the towns and cities which already have cycle centres, interview data has shown that staffed parking provision and a central location, together with provision of a range of services, can also provide a focal centre for cyclists and promote a pro-cycling culture. A cycle centre therefore has an advantage over other forms of cycle parking by helping to create a sense of belonging. This change in cycling culture may help to increase levels of cycling even more than the practicality of the facility itself, and should be emphasised. 

From a paper by Neil Guthrie, Transport Research Laboratory, given at the Velo-city Conference, 1999 Re-written with topical additions by Phyll Hardie, 2003