More on Cycle Parking
The subject of cycle parking came up in Newsletter 37 (June-August 2000), as a report on Roger Hopkinson’s presentation to us at the April 2000 meeting. It was also the theme of the year’s Falco Lecture Prize at the Velo-Mondiale in Amsterdam, which asked:
‘Does the amount and quality of cycle parking facilities have any influence on the amount of cycle use? If so, to what extent? How particularly might the parking facilities at the start, intermediate stops en route, and final destination influence the choice to cycle?’
The third prize-winning paper, by Annie-Claude Sebban of France, is worth giving here in abridged form.
The author asks some questions about cycle parking: What do good cycle parking facilities offer? What criteria should be used to judge them? Do good quality cycle parking facilities generate growth in the use of bicycles? How could this potential influence be measured?
As a result of several surveys of cycle parking at educational establishments, public buildings and railway stations, the author proposed the following criteria, ranging from the most to the least important in descending order:
Cycle parking should -
1 be located where there is public surveillance, be it active or passive
In or close to busy places where people are walking, cycling or driving close by, in front of offices, shops, public buildings.
2 be located very close to the cyclists’ destination
A few metres away, in order to avoid wasting time or having to look for a non-authorised parking place.
3 have a specific type of security system
To enable the front wheel and frame to be secured together, with the back wheel also able to be locked to a bar.
4 have good lighting
Situated above or at the side and as close as possible to the cycle park - 10 metres distance maximum.
5 be covered
The roof protects the bikes from rain, snow and the strong rays of the sun.
6 include aesthetic concerns
Good design, choice of colour and cleanliness make the cycle park more attractive for cyclists.
7 be well indicated by street directions
The more the cycle parking facility is well signed in a city, the better the access to it is facilitated and used.
8 be well co-ordinated within the local cycle network
A city with a good cycle network should have good cycling practice. Cycle parking should be situated on this network at specific locations.
9 be planned, in line with a cycle parking masterplan
Cycle parking should be on offer everywhere in the city - stations, hospitals, post and unemployment offices, city hall, police stations, swimming pools, libraries, theatres, cinemas, conference halls, show and exhibition venues, tourist offices, museums, shopping centres, supermarkets, market places, pedestrian and commercial streets, pubs, cafes, tourist attractions and educational establishments.
10 be marked on the cycle route map of the city
To locate efficiently the cycle parking facilities - especially important for tourists.
11 have an optimum number of security ties, eg Sheffield racks
Cycle parking should offer from 3 to dozens of parking places.
How do we know that provision of good quality cycle parking increases the desire to cycle? The author suggests four quantitative methods to evaluate this:
1 Counting the number of bikes in the everyday city traffic before the creation of the bicycle parking facility - in specific areas and at particular times (week ends, peak times, etc).
2 Counting the number of bikes in the everyday city traffic after the creation of the bicycle parking facility - in the same areas and at the same times as for 1 above. This allows for comparison of observations before and after. This second survey should be repeated every month for 8 to 12 months minimum.
3 Calculating the bicycle parking occupancy rate - in precise areas of the city or neighbourhood (station, shopping or pedestrian street, etc) at particular times (peak traffic hours, market day, etc). In percentage terms, this is calculated as number of bikes parked divided by number of places on offer multiplied by 100.
4 Calculating the bicycle parking turn-round rate - in the same locations and times as before. This counts the number of bikes parked successively at a specific parking site. The duration and type of bicycles parked (touring, shopping, etc) can also be analysed.
The following qualitative method would be a very important addition to this survey:
5 A cyclists’ questionnaire - when they are parking their bike or even while cycling in the street, at a crossing or on a cycle path. Cyclists generally are only too pleased to be questioned, particularly if they think more cycling facilities could result. Essential questions to ask relate to length of time they’ve been cycling, where they usually park their bikes, if not in the parking facility, why not, what are their opinions of the parking facilities, for how long do they park generally, why do they cycle, their age group, sex, profession.
Surveys are always a good way to advertise bicycle parking facilities, especially the questionnaire. They also encourage a local authority to analyse their bike parking policy or masterplan. There is usually a time lapse between the creation of a new facility and when it starts to be used intensively. A ‘bicycle impact’ survey is useful in promoting the new facilities.
It is difficult to evaluate the impact of bicycle parking facilities on the growth of cycle use, but this is necessary for any local authority wanting to promote cycle use (a) to prove that bikes are a worthwhile investment and (b) to justify that parking facilities are appreciated by cyclists.
Finally, cycle parking needs to be linked to other cycling facilities - cycle lanes, bus/cycle lanes, traffic calming, etc. And a bicycle parking facility is always a good way to begin a bicycle policy.
So how does all this relate to Norwich? On the whole the city centre is not too badly off for short-term cycle parking but it could be improved for longer term use. For example, the racks at the railway station could be under cover. A couple of short stay places inside the station, near the booking office, for use by cyclists buying train tickets, are needed. There are 8 secure cycle cabins (one of which has been ‘out of order’ for months) at the station, but can you ever find one vacant for casual use? Since these cabins are so popular why aren’t more available, for short-term users as well as commuters? Here surely is an untapped source of income.
There is also great need for cycle parking at suburban shopping parades to encourage people to shop by bike. The forecourts of such parades are often owned by the tradespeople themselves; they obviously don’t consider cyclists when providing for their customers.
If you’d like to help us campaign for better cycle parking facilities at new developments and existing ones, making sure they conform to the standards laid down, perhaps we could form a Cycle Parking Sub-group of Norwich Cycling Campaign. If you’re interested please contact the campaign by telephone on 01603 664364 (answerphone) or by e-mail: