SI Bike Parking Facilities Report

Task 1.3 Staten Island Bicycle Parking Hardware Options Transportation Alternatives Table of Contents

1. Introduction 2. Executive Summary 3. Location 4. Security 5. Access 6. General Hardware Considerations 7. Rack Selection and Installation 8. Specific Rack Recommendations 9. Locker Selection and Installation 10.Specific Locker Recommendations 11.Bike Cages 12.Program Administration 13.Evaluation 14.Other Agency Experience 15.Typical Site Planning Details

2 1. Introduction

The purpose of this report (Task 1.3) is to identify bicycle parking hardware for use at Staten Island parking facilities. It will examine options such as bicycle racks, bicycle lockers, secure areas (bike cages) and shelter options to be considered for use. It will cover currently available parking hardware and make recommendations regarding what hardware types best fit the needs of bicycle commuters on Staten Island. However the hardware selection is not the only factor that will affect bicycle parking usage. This report will also address general guidelines for program implementation, administration, and appropriate placement of bicycle parking as well as providing safe access to those facilities.

A 1998 New York City Department of City Planning survey asked the question “What is your primary reason for not commuting by bicycle?” The number one answer was “nowhere to store my bike safely”. 2. Executive Summary

Commuting cyclists on Staten Island require long-term bicycle parking. Bicycle lockers provide the security and weather protection required by commuting cyclists and those who ride daily, whereas racks offer convenience at no cost to the user. Bicycle Cages that do not serve a specific, secure population usually don’t work.

The basics of effective bicycle parking are good parking facilities (racks, lockers, shelters, cages), a good location (security, safety, convenience), and safe access to that location. For most commuting cyclists, adequate bicycle parking is more that just a fixed object to which a bicycle may be locked. It also means a location safe from vandalism and/or theft, conveniently located close to the cyclists’ destination and protected from inclement weather. Bicycle parking is divided between short (a few minutes to a couple of hours), and long-term (a full working day or longer) parking. Long-term parking is typically used by commuters, has low turnover, and requires a high level of security. Visitors, customers and people making deliveries typically use short-term parking. It has a higher turnover rate, and needs to be conveniently located and requires a lower level of security.

It is important that a lack of funds does not result in a poorly designed or constructed facility. It is usually more desirable not to construct a bicycle facility than to construct a poorly planned or designed facility

Summary of Recommendations:

Bicycle Racks: We recommend you use the Gauntlet rack. It is produced by Creative Pipe and incorporates all of the recommended design features at a competitive price. When installing a bicycle rack for only one or two bicycles “Inverted U” racks should be

3 used for your bicycle parking facilities. Both of these bicycle racks provide a means of locking the bicycle at multiple points providing the higher level of security that long-term bicycle parking requires. These racks need to be constructed from square steel tubing, not the standard Schedule 40 steel pipe. The square tubed racks are stronger and more resistant to cutting at only marginally higher cost. Do not use the popular “Wave” shaped racks because they do not provide a sufficient level of security for long-term bicycle parking.

Bicycle Lockers: There are many factors that are involved in creating a strong, durable and good-looking bicycle locker. Lockers should be constructed of a high quality plastic composite or resin, have interior reinforcements, floors, doors that lock at multiple points and have high security key locks, etc. Manufacturers Cycle-safe and Creative Pipe both produce lockers that incorporate the design features needed to create a strong high security locker. Cycle-safe produces ProPark lockers, which are modular composite lockers, and Creative Pipe produces CS 2P lockers, which are one-piece composite lockers. Either of these lockers would be a good choice. Their relative merits are discussed later.

Bicycle Shelters: Shelters that provide weather protection for parked bicycles are recommended for locations where bike racks are going to be used for long-term parking. However, installing custom bicycle shelters can be expensive and should not be a barrier to installing bicycle racks.

Bicycle Cages: Bicycle cages need to be geared towards a specific secure population, i.e. a college campus, a specific building or a specific office park. The one possible location for a bike cage is the St. George’s ferry terminal. Cages need to be placed in a location that has at least periodic monitoring or a security camera to work.

Location: Location is paramount to providing good parking facilities. The best parking hardware placed in a poor location will not be used.

Security: If cyclists do not feel that the facility or location is safe and provides their bicycles with the needed protection they will not use it to park their bicycles.

Access: If there is no safe way for cyclists to access the bicycle parking it will not be used. 3. Location

4 Cycle-safe bicycle lockers and wide “Inverted U” bicycle racks at New Jersey Transit’s Princeton Junction Station. Note how the bicycle parking facilities are on a separate level from the motor vehicles providing a physical barrier between them.

The first step in planning bicycle parking is finding a good location. Location is paramount to providing good parking facilities. The best parking hardware placed in a poor location will not be used. The location chosen should meet the needs of the potential users and consider where cyclists want to park, not where you may like them to park. Lack of adequate bicycle parking facilities and fear of theft are major deterrents for all bicyclists. To ensure the bicycle parking will be used, be sure to choose locations that are: convenient enough to encourage cycling; and secure enough to reasonably safeguard against bicycle theft.

A conveniently located, secure bicycle parking facility may go unused if the parking facility is poorly designed and not ‘user-friendly’. Each bicycle parking space should be easily accessible. Cyclists should be able to securely lock their bicycles without undue inconvenience, reasonably safeguarded from intentional or accidental damage. A bicycle parking facility needs to be large enough and have sufficient clearance all around to allow multiple users to access it at the same time. Conflicting with one another or adversely affecting adjacent pedestrian and vehicle flow will deter cyclists from using the parking. If bicycle parking is not properly designed and located, bicyclists will use trees, railings and other fixtures. This practice can damage facilities and create obstructions for pedestrians. In addition, this may result in bicycles being damaged by motor vehicles.

Facilities that make auto parking safer (i.e. lights, signs, security patrols, pedestrian crossings) also make the bike parking more safe.

What Works:  Bicycle parking needs to be located at the transit stop or within 750 feet of the site. Daily bicycle commuters are generally willing to walk a short distance, if they are confident the parking is secure.  Locate parking in areas where there is pedestrian activity. Having eyes and ears nearby adds to the security.

5  Locate parking in visible and prominent locations. If cyclists are unaware of the parking it will not be used. Clearly visible signs using the words “bicycle parking” or the bicycle symbol can be used to show where the parking facilities are.  Each parking space must be accessible without moving another bicycle. Generally allow for 2 feet by 6 feet for each bicycle parking space.  Providing an isle at least 5 feet wide behind all bicycle parking to allow room for maneuvering. Just as automobile drivers need additional space to maneuver in and out of parking spaces, so do cyclists.  Locate parking in well-lit areas. Lighting increases security of property as well as personal safety.

What does not work:  Installing bicycle racks too close to a wall or too close to each other.  Placing bicycle racks too close to car parking. Motorists will seldom leave sufficient room for bicyclists to park and maneuver if bicycle parking is not sufficiently separated from car parking. Consider using bollards or curbs to separate the bicycle and vehicle car areas.  Bicycle parking facilities that are visually or physically isolated will be a target for thieves.  Parking requiring cyclists to carry bicycles up or down stairs or through large crowds of people. 4. Security

The security of the bicycle parking is one of the main factors determining the rate of usage. Cyclists will park where they can fell confident that their bicycle will be there upon their return, even if there are no bike specific parking facilities in that area.

Commuting cyclists require high security parking facilities as their bikes are often parked all day. High security parking is achieved in at least one of the following ways: 1. In a locked room or area enclosed by a fence with a locked gate 2. Within view or within 100ft. of an attendant or security guard 3. In an area that is monitored by a security camera 4. Individually assigned, locking bicycle lockers.

Lighting is necessary where significant levels of commuting cyclists are expected. It contributes to a safe bicycling environment by illuminating the area so that the bicyclist may see the roadway, surface conditions and obstacles. Lighting will also help to alleviate safety and security concerns and may also help to prevent possible bicycle/motor vehicle conflicts. 5. Access

6 When choosing bicycling or walking as a transportation mode, users want a convenient, direct route that will not exhaust their energy in getting to their destination. Low-cost designs that separate pedestrian, bicycle and motor vehicle traffic along busy roads leading to transit stops and stations can be very effective in enhancing transit access. In some areas, there are physical barriers to bicycle travel, caused by topographical features, freeways or other impediments. In such cases, providing a facility to overcome a barrier can create new opportunities for bicycling. Facilities should also be selected so as to minimize the number of street crossings.

When bus stops are located near the parking facilities, bus–bike conflicts can arise. A route that doesn’t require cyclists to pass through a bus loading and discharge area to reach the parking facilities is best. When busses are passing closely they can cause problems for bicyclists because of their aerodynamic effect and width. Increased pavement deterioration because of high bus traffic is also a concern, as cyclists are more sensitive to poor pavement conditions.

The Americans with Disabilities Act (ADA) of 1990 guarantees the right to participate fully in all aspects of life. Accessibility to transportation systems means providing usable facilities for the highest number of people possible. Accessible features can benefit almost everyone. What is helpful for a wheelchair user (e.g. curb cuts) will also benefit bicyclists. Well-designed accessible facilities are usually more functional for all users, with and without disabilities.

Clearly visible signs using the bicycle symbol should be used to show where the parking facilities are. Signs will help cyclists find the bicycle parking. Signs will also direct long term users to long-term parking, keeping short-term parking open. Signs let cyclists know you have bicycle parking and that their presence is valued.

Signs will be required at the station entrance and on the road to guide cyclists to the parking. Instructional signs telling cyclists how to use the facilities, and who to contact to gain access (in the case of lockers) need to be posted. Complicated signing schemes do not work. Signs that discourage bicycle parking when no alternative is available will only create ill will.

Examples of bicycle parking signs

6. General Hardware Considerations

7 Hardware considerations should focus primarily on six performance characteristics:

. Security . . Durability . Safety . . Capacity . Ease of use . . Compatibility with existing equipment

Specific criteria to review bicycle parking hardware are:

. Materials . . Cost . Safety afforded . . Previous examples

Parking facilities should be durable, easy to use, offer protection from theft, damage and weather, and be consistent with the maintaining entity’s standard designs

It is important that authorities work to minimize vandalism through the type of bicycle racks and/or lockers they select and through the location and security provided for bicycle parking. Vandalized bicycle parking equipment is a dramatic advertisement of the risks facing those who would contemplate parking their bicycle at transit stop. This is particularly true for cyclists with bicycles costing many hundreds or thousands of dollars.

Bicycle Parking Options Parking Option Advantages Disadvantages Bicycle cages Greater security from theft and High initial cost vandalism Not as easy to control access Can secure large number of bicycles Monitoring for unintended uses Administration of leases and keys Maintenance of locks and enclosure Bicycle lockers Greater security from theft and Requires advance reservation and lease vandalism Administration of leases and keys Greater protection from weather and Maintenance of locks and enclosure debris Monitoring for unintended uses Guaranteed availability Racks that secure the Security for bicycle frame and wheels Exposure to weather, unless covered frame and wheels. Available on first come first served shelter is provided “Inverted U” racks. basis Bicycle accessories are exposed to Simple installation theft and vandalism Racks that only secure Widest selection of designs and sizes Provides least amount of security the frame. “Wave” Smallest space requirements Exposure to weather, unless covered racks. Available on first come, first served shelter is provided basis Bicycle accessories are exposed to Easiest to install theft and vandalism Note: Parking facilities are not listed in order of best to worst; each has its own advantages and disadvantages. The best choice is dependent on the location, cost and intended use and users. 7. Rack Selections and Installation

All bicycle racks are not created equal. There are many styles and types to choose from. Old-fashioned racks that hold only the wheel of the bicycle do not securely hold a bicycle and can easily damage it. They are a waste of your money. When presented with this

8 parking option, cyclists will find other alternatives. Most racks installed now are either the “Inverted U” or “Wave” type racks made from curved steel pipe. These racks allow the frame to be locked to the rack with a high security, U-shaped shackle lock. All racks must also be securely anchored. Most cyclists will opt for the nearest permanent object in lieu of a poorly, or not permanently anchored rack

With this “wheel bender” rack, bicycles are intended to This is an example of a bicycle properly locked to an park front or back wheel in between the skinny bars. The “Inverted U” type rack. result is no one parks "properly" and so very few bicycles can be accommodated.

“Wave,” type rack. With this rack, bicycles can only be Multiple side-by-side “U” shaped racks can hold locked at one point bicycles more securely then a single “Wave” shaped rack.

For long-term bicycle parking, as is needed by most bicycle commuters, use “Inverted U” racks. We do not recommend the use of a “Wave” rack. “Wave” racks only allow for the bicycle to be locked at one point. Inverted U racks let the bicycle be locked much more securely by allowing you to lock the bike at two points, one point for the frame and another for one or both wheels. This is important to commuting cyclists who will be leaving their bicycles for extended periods of time and require an enhanced level of security. However no racks can provide the accessory and component security, or weather protection (unless covered), of lockers.

Bicycle racks when intended for long-term users need to be sheltered. However, custom bicycle shelters can be expensive. Ordinary bus shelters cost significantly less then average custom bicycle shelters but are too small to meet the needs of cyclists. Custom shelters generally start at around $10,000 for a covered shelter with sides that can protect

9 a useful number of bicycles. This can be cost prohibitive and should not be a reason to not install bicycle racks. Installing racks under existing shelter or attaching a roof to the side of an existing building wall can also create covered bike parking.

Sheltered rack and a standard bus shelter at a Sheltered racks using a roof installed to an bus stop. existing building 8. Specific Rack Recommendations

Creative Pipe produces the Gauntlet rack. It incorporates all of the necessary features. It is a square tubed, multiple “Inverted U” rack all in one. It can be built to accommodate from 4 to 14 bikes. We recommend that you use this rack.

There are many companies that manufacture and offer standard “Inverted U” and “Wave” shaped racks. We recommend you install “Inverted U” racks, not “Wave” racks, as the “Inverted U” racks provide greater security with multiple locking points. These racks are typically manufactured from ASTM A53 Schedule 40 steel pipe. Do not use the racks constructed from the Schedule 40 steel pipe. We recommend you use “Inverted U” racks manufactured with square steel tubing. In New York City there have been instances of the Schedule 40 steel pipe racks being cut with pipe cutters to get the bikes. A square steel pipe rack thwarts pipe cutters. Creative Pipe, a rack vendor, produces square tube “Inverted U” racks. These racks also use heaver gauge steel and cost only slightly more than racks using round steel pipes.

Regardless of the type of rack purchased, the rack needs to have a wide spacing. Creative Pipe produces their square tube “Inverted U” bicycle racks in widths of 14” and 30”. The 30” rack is necessary. This wider spaced rack makes it easy for cyclists to securely lock both their bicycle frame and wheels.

A Gauntlet rack by Creative Pipe. Rack pictured does not have the recommended square tubing

10 Selected Overview of Creative Pipe Rack Pricing Description # of Bikes Length Cost WU 20 Round tubing “Inverted U” 2 30” $100 WUSQ Square tubing “Inverted U” 2 30” $105 GL3 Round tubing Gauntlet rack 6 68” $225 GL3 Square tubing Gauntlet rack 6 68” $236 GL4 Round tubing Gauntlet rack 8 100” $325 GL4 Square tubing Gauntlet rack 8 100” $342 GL 5 Round tubing Gauntlet rack 10 132” $450 GL 5 Square tubing Gauntlet rack 10 132” $473 Note Square tubed racks are recommended 9. Locker Selections and Installation

Long-term bicycle parking facilities need to provide a high degree of security and protection from the weather. They are intended for situations where the bicycle is left unattended for long periods of time, such as at apartments, schools, places of employment and transit stops. Long-term bicycle-parking facilities are lockers, cages or rooms in buildings. Lockers are the most popular choice for new bicycle parking programs especially at park-and-ride lots and train stations. They offer more security from theft and vandalism than racks. That security comes at a high per unit capital cost, approximately five to ten times that of rack parking. Despite these higher costs, transit systems have recognized that lockers provide the security that commuting cyclists require.

Most standard bicycle lockers have doors on opposite ends with a diagonal wall down the middle so that they each can securely hold two separate bicycles. Bicycle lockers are constructed of metal and/or high strength plastic resin. We do not recommend the use of metal lockers. Even though they are the strongest construction material, the level of maintenance is much higher as they have a painted surface that must be maintained to prevent rust and corrosion. The surface is also not easy to remove graffiti from. Composite lockers very strong and have been in use for many years.

Lockers are typically leased to individuals for a set amount of time that may vary from one month to a year. Most of the existing locker programs are located at transit hubs in order to facilitate an inter-modal connection between bike and transit. Each of the programs has locations with 100% occupancy with a waiting list of more commuters wanting to rent. Lockers located at less frequented areas could be easily moved to high- demand locations.

An assigned key lock system under rental terms provides better utilization and agency control over user access. Coin-operated doors or lockers with latches designed to accept user supplied locks have proven easier targets for break-ins and vandalism.

11 Cycle-safe lockers with protective bollards. Rack and locker installation

An additional locker option is the electronic locker. These locker systems use existing locker bodies. However their locking mechanisms are not keys, they use an electronic lock. These locker systems are currently being developed. Because they have not yet been installed or field-tested we do not recommend them at this time. These lockers represent an improvement in the ability to monitor locker usage, down to the exact times of day. Most major bicycle locker manufactures offer some type of electronic locker. At this time there are no examples of installed electronic lockers. Because of this there is no information on their durability or usefulness. Also electronic lockers do have some inherent drawbacks. They must be connected to a power source or have their own independent power source. They are also significantly more expensive and due to the fact that none have been installed yet it is difficult to get an exact cost estimate at this time. 10. Specific Locker Recommendations

We recommend high quality composite lockers from one of two vendors, Cycle-safe or Creative Pipe. Both vendors offer high quality, high durability composite lockers. High quality lockers can cost significantly more but can be expected to last for decades. Cycle- safe manufactures the ProPark locker and Creative Pipe the CS 2P locker. Either locker would be a good choice. The main difference between Cycle-safe’s and Creative Pipe’s lockers are price, construction and performance history.

In locker construction you get what you pay for. Both the Bay Area Rapid Transit and New Jersey Transit learned from their early mistake of installing inexpensive lockers made of plastic covered pressed board. The lockers proved to be poorly resistant to vandalism and subject to malfunctions. This resulted in their replacement with high quality composite lockers.

12 Locker Attribute Advantages and Disadvantages Locker attribute Advantages Disadvantages Metal construction  Strongest construction material  Susceptible to corrosion,  Can be made with perforated sides scratching, rusting. to view contents of locker while  More difficult graffiti removal. maintaining strength  Painted surface requires sanding, priming and painting.  Bulky one-piece Molded composite  Corrosion resistant  Not as strong a metal lockers construction  Easier graffiti removal  Possible modular shipping Laminated wood or  Low cost  Low strength foam construction  Vulnerable to vandalism Electronic locking  Easy to track usage rates  Higher initial cost  Easy to change access  Requires power source Modular  Easier to transport  More work to install Construction  Can replace damaged sections  Not as easy to switch sites. One piece  Lower cost  More difficult to repair construction  Stand-alone design  More difficult to transport Key locking  Lower cost  Higher cost to “rekey”  Proven reliability  No way to track usage User supplied lock  Lowest initial cost  No agency access  Less administration required  Not as secure Bikelid (1)  Less expensive  Much les security for users  Able to see contents of locker  No agency access (1) Bikelid is a specific locker type used by a few agencies. We do not recommend use of Bikelids

Construction: Cycle-safe lockers utilize a modular construction while Creative Pipe lockers are one-piece. The modular Cycle-safe lockers consist of a starter locker with additional lockers added on to its sides. The lockers share inside walls and can not be set up individually. The lockers are dissembled for shipping resulting in a much smaller shipping package, however they must be assembled before installation. The Creative Pipe lockers ship as one piece. This creates a much bulkier shipping package, however they are quicker to install and it allows you to move around lockers without having to purchase or move the “starter” lockers.

Price: Cycle safe charges $2,779 for the first locker and $1,509 for each additional “add- on” locker. Add-on lockers can’t stand alone and must be accompanied by a starter locker. Creative Pipe charges $1,025 per locker. They are one-piece stand alone, this gives you more mobility in placing individual lockers.

Performance History: Cycle-safe lockers have been installed at many transit stops around the country. They have performed very well in the experience of other transit agencies. Creative Pipes lockers are newer to the market and have not been in service for long or at as many locations, so they don’t have as substantial a service history as Cycle- safe.

13 Cycle-safe v. Creative Pipe Locker Vendors Cycle-safe Creative Pipe Number of bicycles per locker 2 2 Cost for first unit $2,779 $1,275 Cost for additional units $1,509 $1,275 Materials Polyurethane coated polyester HMC Roto-Molded Polyethylene Key Locks Madeco Madeco or Chicago Electronic Locks Prices not yet available Prices not yet available Construction Modular One piece

The locker systems we recommended incorporate many features that make them the safe, strong durable systems that they are. Features such as full-length hinges, concealed latches, reinforced door locks, weatherproof interior, and multiple color choices are incorporated into both designs. They also include all necessary nuts, bolts and hardware, all door lock hardware and keys, and complete assembly instructions and drawings. This report will not discuss every detail of why these lockers are good choices. If you decide to choose another locker system, be sure that it will include all of these features. 11. Bike Cages

Based on experiences of other agencies unattended bike cages have failed if they were not geared towards a specific secure population (i.e. college campus, a specific building or a specific office park). In other cities bike thieves have posed as bike commuters in order to gain access to the locked bike cages. Once access was attained they had uninhibited access to the bikes. We do not recommend unattended bike cages in remote locations

The only probable location for a bicycle cage is at the St. George’s ferry terminal. Here access to the cage can be better controlled than at a remote location. A cage with keypad access would be the best way to monitor access. Cost at this pint is unknown but would be a significant factor. It could also be a good location for “guarded” bike racks utilizing video surveillance. 12. Program Administration

Bicycle parking, is a function for which an agency may not be well equipped. It requires day-to-day administration of locker agreements, dispensing of keys, and locker maintenance and servicing. An additional question is what to do with bicycles abandoned in lockers or on racks. There are several administrative alternatives to consider: 1. The operating agency is fully responsible for purchasing, installing, maintenance and leasing agreements of the bicycle parking facilities. Example: METRA 2. Transit agency retains responsibility for purchasing, installing and maintaining units but local jurisdictions are responsible for leasing agreements and lock servicing. Example: NJT

14 3. The transit agency purchases and retains ownership of lockers and a contractor, possibly a bicycle store, not-for-profit cyclist organization, assumes all other responsibilities. Fee levels continue to be set by the transit agency. Example: TriMet and BTA 4. Local jurisdictions purchase and manage lockers.

A frequent obstacle to implementing locker programs is the dedication of staff time to the ongoing administration and maintenance tasks. In most other agencies experiences the time required has not necessitated a full-time administration person. Rather, the responsibility has typically been added to an existing employees list of responsibilities. Leasing lockers on a long-term basis can reduce administration costs and always include leasing contracts between the agency and commuter. Leasing contracts include information about rental payments, permissible and non-permissible uses, an agreement for inspecting the locker, and the right to terminate the contract if things other than bikes and bike related equipment are stored. Other signed agreements absolve locker providers of liability for injury, theft, loss or damage.

In the New York City Department of City Planning’s 1998 New York City cycling survey respondents were asked to indicate how much they would be willing to pay for hourly and daily parking if safe and secure parking were available. The average hourly rate from all answers of survey respondents (including those unwilling to pay) was $1.14 per hour. For daily parking it was $4.34. This survey was targeted towards parking in Manhattan so the amount people were willing to pay is likely to be significantly higher then those for parking on Staten Island. The survey was geared towards people that already cycled or were likely to do so, not towards encouraging people to ride. This likely skewed dollar values to the high side. Lease income should be evaluated in the context of high fees resulting in low use.

One example of a different way of administering a locker program is the example from the Portland metropolitan areas transit agency Tri-Met. They have contracted Portland’s local bicycle advocacy group the Bicycle Transportation Alliance to manage their locker program. The BTA has a yearly contract from Tri-Met. The contract is for no more then $10,000 per year. The $10,000 does not cover the costs for BTA to administer the locker program but they do it at a reduced rate to help encourage cycling in the Portland metropolitan area. The program requires a $50.00 key deposit to lease a locker, but there is no annual fee. The no fee is to further encourage commuters to cycle instead of drive. The locker renter must complete a survey 4 times a year to keep locker. They must also pick up the key at the BTA office. Tri-Met does all of the locker body maintenance and BTA takes care of the administration, locks and keys. Locker usage was about 47% before they switched to the free system and it is now at 60%. The Tri-Met–BTA administration agreement is a model of locker program administration for an agency that does not want to do it in-house.

Maintenance: A part of the program administration is the question of who is going to perform the maintenance for the bicycle parking facilities. Some examples showed that maintenance is usually handled by the agency that was already

15 performing the routine maintenance at the site. With a locker program additional maintenance questions will arise. The locker bodies do not normally require any more maintenance then any other street furniture. The additional maintenance factor is the locking mechanism and keys. Most agencies do the lock maintenance in house, however, some have found it too time consuming and have outsourced it. New Jersey Transit has the local Transit Management Authorities, which they fund; take care of the locker maintenance. Tri-Met has a contract with Bicycle Transit Alliance a Portland based advocacy group to do the lock and key maintenance.

Improper Use: One issue that agencies have to deal with when administering locker programs is people using the lockers in unintended ways. Two main issues that arise are people using the lockers as a general storage facility and people not using the lockers to for anything. In many cases people have rented lockers, not with the intention of storing a bicycle, but for storing their personal items. This most often happened in urban areas and with homeless people. Most agencies report that this is much less often a problem at their commuter railroads and take a preemptive approach by checking their lockers. New Jersey Transit opens and checks their lockers every six months. This helps identify any trouble but does require additional staff hours to perform. For Tri-Met, the BTA keeps tabs on the locker usage as part of their maintenance contract.

The second issue is that of under utilization. All transit agencies with locker programs report that there are sites with 100% utilization and waiting lists for the lockers. With locker rental prices being relatively cheap, there are sometimes a fair number of people who rent lockers and use the lockers relatively infrequently. This results in some lockers standing empty most of the time. There isn’t any easy solution to this problem. The new technology of electronic locks, instead of key locks would allow you to monitor the usage rates, however, it would be at a substantially higher cost. 13. Evaluation

Trends in use are a more meaningful measure than the absolute number of bicycles parked when determining the success or failure of new bicycle parking facilities. At first the number of bicycles parked will be small. As time passes the more useful measure may be to look at if the usage continues to increase over time. Additionally several system managers regard the implementation of the programs as useful public relations activities, which help to improve the public’s perception of the agency’s responsiveness – regardless of the level of use of the bicycle facilities. 14. Other Agency Experience

Bicycle lockers are becoming the most popular facility around the country for long-term bicycle parking. The locker programs surveyed below are located at transit hubs facilitating an inter-modal connection between bike and transit. Other transit and

16 transportation agencies have implemented bicycle-parking programs. Below is a list of their programs and attributes.

17 Portland, Oregon, Place metropolitan area New Jersey Agency/Provider Tri-Met New Jersey Transit Agency contact Alan Leghto: Richard Kerr: Phone: (503) 962-2136 Phone: (973) 491-7459 Facility Lockers and racks. Originally Lockers and racks. only metal lockers were installed Now beginning to install plastic lockers Locker vendor. Currently Creative Pipe. Cycle Safe. Originally used a Contracts put out for less expensive inferior locker competitive bid so can change but were replaced due to from time to time. durability/vandalism. How is the program Funded from Tri-Met capital Bicycle facilities are paid for funded? budget as a less expensive out of the capital budget, alternative to more park-and- ride spaces. How many lockers 180 lockers at light rail Total locker capacity of 300 have been stations. bikes system-wide. installed? Who owns the All Tri-Met owned or leased Primarily on NJT property. property the property. May change in the Some are at municipal park- lockers are on? next year with installation of and-ride lots. new lockers Who manages and Tri-Met maintains the lockers. Local TMAs (county based maintains the bike Tri-Met pays the BTA up to “Transportation Management parking facilities? $10,00/year to manage the Associations”) manage the leases and keys (1) facilities in their area. What is the No lease duration. Users must 6 months or 1 year duration of the respond to a quarterly lease? questionnaire to maintain access to their locker. What is the rental No rental fee. $50 key deposit $25 deposit plus $45 for a six- fee? for the BTA. month lease. What percentage of Usage depends on location and Usage depends on location and lockers are availability. One site with 30 facility. Approx. 60% system currently in use? spaces is at 50% capacity and wide. Waiting lists at more one with 8 spaces has a long popular stations. waiting list. How is the program Stickers on lockers, info in Stickers on lockers. Now the promoted? newsletter. TMAs responsibility to any promotion (1) See section on BTA management of bicycle facilities

18 Chicago, Ohio, Place San Francisco metropolitan area Agency/Provider SFDPT – The San Francisco METRA – Chicago Department of Parking Metropolitan Rail and Traffic Agency contact Adam Gobser: James Longfield: Phone: (415) 554-2342 Phone: (312) 744-4600 Facility Lockers and racks. BikeLids and racks Locker vendor. Cycle-safe BikeLid (2) BikeLids are hard plastic covers that lower over a bicycle and are locked with the users own lock. How is the program Initially state grants. New Initial BikeLids paid for by funded? funding from local, state and METRA. Second round paid federal for bikestations. for by Chicago. How many lockers 100 lockers BikeLids have been installed at have been some stations. Will eventually installed? be installed at all stations as stations are renovated. Small number, 3-4 per station. Who owns the Throughout the city mainly in All are currently on METRA property the city owned garages. Private property and all future lockers are on? garages also have bike parking BikeLids are planned for facilities. METRA property. Who manages and SFDPT METRA maintains the maintains the bike facilities. Chicago is parking facilities? withholding $50,000 in new bike lids until METRA works out management problems What is the 6 months or 1 year. 3 month N/A duration of the lease was recently abolished lease? due to administration costs. What is the rental $45 for 6 months, $75.00 for Free fee? one year, $25 key deposit. What percentage of Usage depends on location and Almost all are in use, but lockers are availability. Approx. 90%, majority of them are being currently in use? some locations have waiting “abused” i.e. people lock them lists. with their own locks even when not in use to reserve them for the next day, homeless people use them for storage. How is the program Stickers on the lockers. Not Not promoted. promoted? currently being promoted in other ways. (2) See section for description of a bike lid.

19 Washington D.C., Place California metropolitan area Agency/Provider JPB CalTrain – Peninsula WMATA – Washington Corridor Joint Power Metropolitan Area Transit Board Authority Agency contact Information from previously Information from previously published source published source Facility Lockers Lockers Locker vendor. Cycle-safe and BikeLid Different brands, depending on indoor or outdoor installation How is the program CA State DOT and federal In part by ISTEA with the funded? grants. (in a few cases, local balance from WMATA municipality bought and installed lockers at transit with ISTEA money then turned over to CalTrain for management. How many lockers 550 lockers, 750 lockers planned by the end have been of 1999 installed? Who owns the JPB CalTrain property only. On WMATA property only property the lockers are on? Who manages and JPB CalTrain WMATA maintains the bike parking facilities? What is the 1 month, 6 months 6 months, 1 year duration of the lease? What is the rental $5 per month, $25 key deposit $45 per 6 months, $70 per year, fee? $10 key deposit What percentage of Usage depends on location and Usage depends on location and lockers are availability. Approx. 80%, availability. currently in use? waiting lists at many stations How is the program Signs on lockers, brochures and No signs on lockers (theft promoted? newsletter concerns). Brochures and online (3) 15. Typical Site Planning Details