March 2020 Bike Parking Operational Framework Prepared by: Julia Higson, Sustainability Scholar, 2019 Prepared for: TransLink Mentor: Derek Yau This report was produced as part of the UBC Sustainability Scholars Program, a partnership between the University of British Columbia and various local governments and organisations in support of providing graduate students with opportunities to do applied research on projects that advance sustainability across the region. This project was conducted under the mentorship of TransLink staff. The opinions and recommendations in this report and any errors are those of the author and do not necessarily reflect the views of TransLink or the University of British Columbia. Acknowledgements I would like to thank my mentor, Derek Yau for the ongoing encouragement and support through the process of developing this project. I would also like to thank Mark Onderwater for the technical guidance and feedback. This project would not have been possible without both of their contributions. Contents 1 INTRODUCTION 1 1.1 Problem Statement and Objectives 2 1.2 Report Structure 3 2 CONTEXT 5 2.1 TransLink and Cycling in Metro Vancouver 6 2.2 Bike and Transit Integration 7 3 PRECEDENT STUDY 8 3.1 High Ridership 11 3.2 Medium Ridership 21 3.3 Low Ridership 29 4 METHODOLOGY 36 4.1 Buffer Analysis 37 4.2 Variables and Scoring 39 4.3 Assumptions and Limitations 41 5 ANALYSIS 42 5.1 Scores 43 5.2 Maps 45 6 FINDINGS AND CONCLUSIONS 52 References 56 Introduction 1.1 Problem Statement and Objectives 1.2 Report Structure 1 1.1 Problem Statement and Objectives Combining bikes and transit promotes In addition to directing future projects healthy lifestyles and is good for the and spending, this project ties into environment. It also increases a number of larger objectives. These accessibility to transit and overall include: sustainability of the network. In order to further connect cycling and transit, it is • Accomodate and encourage important to provide options not only bicycle access to transit for people to bring bikes on transit, but also to securely and safely park bikes at • Support sustainable travel transit facilities. methods and choices This project recognizes the importance • Promote bike parking to meet of bike parking at transit facilities, and the needs of cyclists throughout serves as a guide to encourage further the network integration between cycling and transit. The purpose of this framework is • Improve the experience of to help plan and prioritize future combining bikes and transit at a investment and capital expenditures in range of facilities bike parking at transit facilities. This project assesses transit facilities and their surroundings on bike opportunity in order to determine which facilities should be prioritized for future investments in bike parking. This tool can be used to identify and direct potential projects and spending. This can more effectively promote the combination of cycling and transit at facilities that show the greatest opportunity. 2 1.3 Report Structure This report is structured into five main includes a GIS buffer analysis using sections to outline the background to network buffers and several variables the research, guiding case studies, and determined to affect the opportunity for the framework itself. cycling. This section describes how and why each variable was weighted to de- The first section of the report describes termine a points score for each location. the context. This begins with a focus on Building this points system involved a the role of cycling and transit in Metro number of assumptions, and the scores Vancouver. This section provides an have limitations in predicting bike overview of the existing connections be- opportunity accurately. These assump- tween bikes and transit, and describes tions and limitations are also described potential opportunities. In addition to in this section. this regional background, this section outlines the larger context of transit The maps of the buffers and variables as and cycling integration, and describes well as the table of scores are presented existing opportunities and constraints in the analysis section of the report. in expanding this integration. Finally, the last section of the report Building on this background, the next provides the findings and conclusions section presents a number of case and suggests ways the framework could studies of bike parking at or near transit be applied and next steps that could facilities in cities around the world. This build on this work. precedent study presents the full range of bike parking options from fully au- tomated systems to simple bike racks. Each bike parking type is assessed on a number of factors including cost, secu- rity and accessibility. This provides a basis for determining which bike park- ing options may be best suited to the context and needs of Metro Vancouver and TransLink. The next portion of the report is dedi- cated to describing the methodology of creating the framework. This de- scribes ways in which the methodology was modeled off of previous analysis, to create a framework that fits in and relates to other projects. Next, there is a description of the specific tools and processes used in the analysis. This 3 4 Context 2.1 TransLink and Cycling in Metro Vancouver 2.2 Bike and Transit Integration 5 2.1 TransLink and Cycling in Metro Vancouver Cycling is one of the healthiest and There are currently three different types most sustainable methods of travel of parking available at SkyTrain available in Metro Vancouver, and it stations, bus exchanges and West Coast can be the fastest as well, especially in Express stations throughout Metro more urban areas of the region. In order Vancouver. First, standard outdoor bike to promote biking and all of the benefits racks are available at all SkyTrain associated with it, TransLink is stations and most bus exchanges. committed to providing connections and services for bikes (TransLink, n.d.). Bike Parkades are indoor facilities with multiple bike racks available only to First, TransLink provides many options registered users. Bike Parkades are for brining bikes on transit in order to currently available at King Edward, Main help connect bikes and transit and Street - Science World, Commercial - provide accessibility accross the Broadway, Joyce - Collingwood, network. Bikes can be taken on the bus, Metrotown, King George, and Port SkyTrain, SeaBus and West Coast Coquitlam stations. Future Bike Express. Each TransLink bus is Parkades are planned for Bridgeport, equipped with a rack at the front of the Burquitlam, Lafarge - Lake Douglas and bus with space for two bikes. TransLink Maple Meadows stations. Parkades are provides instructions for use of the lit 24 hours a day and equipped with racks and video demonstrations online. security cameras. Registered users can There are also two Rack and Ride demo access Bike Parkades using their stations at Main Street- Science World in Compass Card for a fee of $1 per day Vancouver and City Hall Plaza in the City with a monthly cap of $8. of North Vancouver (TransLink, n.d.). Bike Lockers are also available Bikes are allowed on board SkyTrain, throughout the region. Lockers typically though there may be restrictions in best meet the needs of regular hours and capacity depending on the commuters as they are rented for an line. Bikes are also permitted on board extended period of time at a specific the SeaBus and West Coast Express at station. At SkyTrain Stations, Bus any time, though there is limited Exchanges and West Coast Express capacity in both cases. stations, Bike Lockers can be rented for $10 per month. At SkyTrain Stations In addition to options to bring bikes on and Bus Exchanges there is also a $50 transit, TransLink also offers a variety of refundable key deposit and a minimum options throughout the network to park rental period of 3 months. The bikes at transit facilities. refundable key deopsit at West Coast Express stations is $10 and there is no minimum rental period (TransLink, n.d.). 6 2.2 Bike and Transit Integration There are many reasons to expand the Despite this, one significant barrier to integration of bikes and transit. integrating biking and transit in North Research shows that successfully America is a lack of secure bike parking. joining biking and transit can increase Because biking has often not been the use and catchment area of transit, integrated into transit networks from improve the overall efficiency of the the start, in many cases there is a transit network and reduce the need for shortage of parking, and what is car parking at transit facilities (Krizek available may be subject to theft or and Stonebraker, 2011). These vandalism and may not offer adequate advantages have been well studied, as weather protection (Replogle, 1993). have the many beneficial reasons for This is an especially important problem biking including addressing health, the to address. Studies across multiple environment and congestion (Krizek and locations have shown that the Stonebraker, 2011) availability of bike parking has significant influence on people’s Connecting bikes and transit can allow decision on whether to bike to transit people to access transit from farther (Heinen and Buehler, 2019). away. Surveys in Philadelphia and San Francisco suggest that transit users Therefore, if there is a lack of parking were willing to bike over 10 times a at transit facilities, people will be less greater distance than they were willing likely to use bike as a mode of access. to walk to access transit. In addition, In addition, the presence of damaged when covering the same distance, or vandalized bikes is a deterrent to biking allowed users to reach transit 2 parking (Heinen and Buehler, 2019). to 3 times faster than walking (Flamm In order to encourage the link between and Rivasplata, 2014).