cycle parking guide - cambridge city council · with good lighting and natural surveillance....

CycleParking GuideFor New ResidentialDevelopments

Produced by Transport Initiatives LLPand Cambridge City Council

First edition:February 2010

This publication has been produced by:Environment and PlanningCambridge City CouncilThe GuildhallCambridgeCB2 3QJ

Tel: 01223 457000Can be downloaded fromwww.cambridge.gov.uk/cycling

Please recycle.

In partnership with:

CYCLE PARKING GUIDE FOR NEW RESIDENTIAL DEVELOPMENTS CONTENTS

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Contents

1. Introduction 5

2. Best practice 7

3. Basic dimensions 93.1 Sheffield stands 113.2 Sheffield stand dimensions 123.3 Spacing between stands 133.4 Aisle widths 173.5 High capacity stands 173.6 Turning space 183.7 Rear access 233.8 Door widths 233.9 Consecutive doors and corridors 24

4. Cycle parking in different types of residences 274.1 Houses 274.2 Flats, apartments and other multi-occupancy dwellings 324.3 Small Blocks of flats 334.4 Medium and large blocks of flats 33

5. Management of cycle parking areas 35

Appendix A: Cambridge City Council cycle parking standards 37Appendix B: Example of internal ground floor cycle parking 40Appendix C: A guide to cycle parking equipment 41

Recommended cycle stands 41Specialist applications 42Compounds and shelters 43Ineffective cycle parking 45

Acknowledgements and further information 49

CYCLE PARKING GUIDE FOR NEW RESIDENTIAL DEVELOPMENTS INTRODUCTION

1.1Cycling is becoming increasingly recognised forthe contribution it can make as a sustainableand healthy form of transport for trips withinand around our towns and cities. To supportthis, local authorities all over the country havebeen putting considerable effort into providingmeasures that make the choice to cycle a moreconvenient one.

1.2However, whilst there is a growingunderstanding of good principles for cycleparking in the public realm, little thought hasbeen given to what should be done where mostjourneys begin and end i.e. in the home. Onein four residents cycle to work in Cambridgeand nearly 20% of all trips are by bicycle withinthe city, so having somewhere convenient andsecure to store their cycles is an important issueto Cambridge residents. Consequently havinggood quality cycle parking within thedevelopment can be a positive selling point fordevelopers.

1.3The purpose of this document is to giveguidance on the nature and layout of cycleparking, and other security measures, to beprovided as a consequence of new residentialdevelopment. The guide aims to reflect bestpractice whilst taking into consideration theneed to balance between the different demandson land use.

It is aimed at:X Developers and their agents;

X Planning and highway engineering staff oflocal authorities;

X Anyone else with an interest in this subject

1.4Cycle parking needs to be designed early on inthe process, as space needed to accommodatecycles can be significant. The importance of wellthought out design cannot be overstated, as alltoo often space set aside for cycle parking is lefthalf empty because it is either impossible tomanoeuvre cycles into the designated space, orthe location is inconvenient. This in turn leads tocycles being left attached to railings or streetfurniture nearer entrances.

1.5As there is a high level of cycle theft inCambridge, with a large percentage of cyclethefts from residential areas, good quality cycleparking is key to the prevention of cycle theftand hence the promotion of cycling.

1. Introduction

Providing enoughconvenient and secure cycleparking at people's homes andother locations for bothresidents and visitors is criticalto increasing the use of cycles.In residential developments,designers should aim to makeaccess to cycle storage at leastas convenient as access to carparking.

“

“Manual for Streets1 (8.2.1)

1 Department for Transport 2007

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INTRODUCTION CYCLE PARKING GUIDE FOR NEW RESIDENTIAL DEVELOPMENTS

1.6It is imperative that cycle parking forms anintegral part of any full or reserved mattersplanning application, rather than treating it as asecondary issue to be resolved by condition. Fulldetails of the location, type of rack, spacing,numbers, method of installation and access tocycle parking should be provided.

1.7This guidance cannot cover every potentialparking situation or layout. Designers shouldnot, therefore, simply rely on the informationrepresented by the diagrams and summarytables etc. Instead they should seek tounderstand the principles involved in order to beable to determine for themselves, from firstprinciples, what solution best suits the needs ofthose who will use the parking for many years tocome.

1.8Cambridge City Council's standards for the levelof cycle parking (Local Plan, 2006, appendix D)to be provided for all classes of newdevelopment can be found in Appendix A of thisguide.

Retro-fit1.9In circumstances where cycle parking is to beprovided as the consequence of there-development of an existing building, forexample conversion of a large house intoseparate flats, discretion may be exercised bythis authority. Each application will be judgedon its merits and solutions arrived at by theapplication of the principles and guidance setout in this document. In conservation areasadditional consents may be required, especiallyif cycle parking is to be provided at the front ofthe building being developed. In such casesCambridge City Council will be pleased to giveguidance on the procedures to be followed.

Figure 1: The lengths people haveto go to in order to secure their

bikes when adequate cycleparking is not provided.

CYCLE PARKING GUIDE FOR NEW RESIDENTIAL DEVELOPMENTS BEST PRACTICE

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Residential cycle parking should be:

Conveniently sitedAll residential cycle parking should be sited in amanner that encourages the use of a cycle asfirst choice for short trips. It should always beplaced as close as possible to the mainentry/exit points.

Cycle parking should not be sited where it willobstruct passing pedestrians or vehicles. Itshould be set out of the pedestrian desire line,e.g. between other pieces of street furniture.Visitor parking should be easy to find andlocated next to all main entrances.

Accessible and easy to useAll parking should be easy to get to, with noinconvenient detours, steep slopes or narrowaccess ways. The facilities provided should beeasy to use by all members of the community atall life stages, ideally without the need to lift ordrag the cycle to park it.

Safe and SecureResidential cycle parking should always besecure and give cyclists the confidence that theircycle will still be there when they return. Thelocation should help users feel personally securewith good lighting and natural surveillance.

CoveredParking provided for residents should always becovered and, where appropriate, this shouldalso apply to visitor parking.

Fit for purposeThe recommended choice of rack is the'Sheffield' type stand. (See diagram 1, page 12).Where other racks or support systems are used,these should provide good support and allowthe cycle frame and at least one wheel(preferably both) to be secured.

Well managed and well maintainedShared residential cycle parking in flats andapartments should be the subject of a fundedmaintenance regime that ensures that theparking area is kept clean, well lit and theparking equipment properly maintained. Newresidents must be made aware of the location,nature and function of the cycle parkingprovided. The process of issuing of keys andsmart cards etc. should be transparent to allusers.

AttractiveThe design of cycle parking facilities should bein keeping with their surroundings. Wherestands are provided in the public realm stainlesssteel stands must have a brushed finish andshould only be used where they will stand outagainst a contrasting background so they arevisible to people with visual disabilities.Polyurethane stands are recommended fordurability and will maintain appearance whenchipped as the colour of the stand is pigmentedthrough the Polyurethane.

2. Best practice

CYCLE PARKING GUIDE FOR NEW RESIDENTIAL DEVELOPMENTS BASIC DIMENSIONS

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3.1The purpose of this section is to ensure thatadequate room is provided for both cyclists andcycles when using the parking provided. Thisrequires an understanding of the space neededby a cyclist to get to the cycle parking and toensure that the cycle parking itself is adequatelyspaced.

3. Basic dimensions

A pedestrianSince good cycle parking will take account ofall life stages, and utility cycling takes placeall year round, the width of an average adultmale pedestrian wearing normal winterclothing is taken to be 700mm. Thiscompares with the normally accepted width ofa mounted cyclist as 750mm.

700mm

1100mm

650mm

1800mm

360mm

A cyclist pushing a cycleCyclists generally push their cycles by holdingthe handlebars. They also instinctively lean thecycle slightly towards themselves to avoidhitting their shins with the pedals and so– 1100mm is a general guide to the widthneeded.

A cycleThese are the dimensions of an averageadult-sized bicycle.

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BASIC DIMENSIONS CYCLE PARKING GUIDE FOR NEW RESIDENTIAL DEVELOPMENTS

Two parked cyclesIn order to avoid a clash of handlebars andpedals the second cycle to be parked will beparked slightly to the front or rear of the first.This gives an overall length for 2 cycles of2000mm. The effective overall width of twocycles parked on one stand may be taken as750mm. The amount by which a cycle sticksout from the centre line of a Sheffield standmay be taken as 375mm.

750mm

2000mm

FootprintThe 'footprint of two cycles parked at aSheffield stand should be taken as 2m x 1m.This may be used to calculate the spacerequired for a given number of stands. Thisalso allows some space for baskets andpanniers etc. An aisle is needed to access thestands and should be 1100mm in width. Seediagram 5 for details.

2000mm

1000mm

1000mm

1000mm


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3.1 Sheffield stands

3.1.1Sheffield cycle stands are recommended for thefollowing reasons:

X They are liked by users (supports the cyclewell and provides opportunities to lock backand front wheels as well as the frame, easyto use and no lifting required)

X Two cycles can be locked to one stand

X They are non-damaging to cycles if plasticcoated (or similar)

X They are available in a range of styles,colours and finishes

X They may be supplied as 'toast racks' i.e. anumber of stands on a common base whichis easily bolted down

X They are easy to maintain

Figure 2: Sheffield stands (shown here in the public realm).

Figure 3: 'A' frame style stands are an acceptable variationand recommended where children's bikes may be parked.

3.2 Sheffield stand dimensions

3.2.1Stands should preferably be imbedded into 250to 300mm concrete, if surfaced mounted theymust be bolted into concrete foundations. Theaddition of a horizontal bar approximately500mm above ground level is recommended asit makes it easier to secure children's cycles andreduce the likelihood of cycles slipping downthe stand if properly locked. A frame stands (seefigure 3) are an acceptable variation.

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Diagram: Cambridge City Council

Diagram 1: Sheffield stand dimensions.


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3.3 Spacing between stands

Stands parallel to each other3.3.1The minimum spacing between Sheffield standsshould be 1000mm. This distance is alwaysmeasured from the centre line and at rightangles to the longitudinal axis of the stand,even when stands are at an angle to a wall orkerb line.

Diagram 2: Stands at right angles to a wall.


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Diagram 3: Stands at 45 degrees to a wall


Figure 4: Stands 1000mm apart allow cyclistsroom to lock their frames in comfort.

Figure 5: Stands too close together onlyleave room for one cycle per stand.


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3.3.2When used in the public realm, for example forvisitor parking, the first and last stands in a rowshould be fitted with a tapping rail for thebenefit of blind and partially sighted people.Sheffield stands should always be fixed at rightangles to any slope. This overcomes anytendency for the parked cycles to roll downhill.

Spacing between rows of stands3.3.3Since two cycles parked either side of a standhave an overall length of 2000mm the centresof stands in line with each other should be aminimum of 2000mm apart this should beextended to 3100mm for an aisle (Diagram 5).

Diagram 4: Stands on sloping ground .

Figures 6 & 7:At least 1000mm is neededto accommodate cycleswith child seats, panniersand baskets

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1100mm

AISLE

600 min.300 min.single sided

1000mm

1850mm

375mm1100mm

AISLE

(2000 min)

3100mm1000mm

Diagram 5: Aisle widths and clearances to walls.

Figure 9: Sufficient aisle width allows for easy access.Figure 8: Spacious parking layouts.


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Figure 10 & 11: High-Low stands: Note the fixing postbetween the stands.

3.4 Aisle widths

3.4.1It is essential to provide aisles between every 2rows of Sheffield stands, and at regular intervalsbetween groups of stands. The aisles should bea minimum of 1100mm (equivalent to 3100mmbetween the centres of stands) to allow cycliststo get past parked cycles and turn to park(Diagram 5).

3.4.2Where the numbers of racks served off an aislereaches 20 or more on each side, and thereforetwo-way flows of cyclists pushing their cycles arelikely at peak times, aisle widths should beincreased by at least 500mm.

3.5 High capacity stands

High-low stands3.5.1The use of High-Low stands is generally notacceptable for new residential developments butmay be considered on a case-by-case basis(e.g. large blocks of student accommodation).Fixing posts must be provided between thestands allowing the frame of the bicycle to belocked to it. Although common in mainlandEurope they are not universally popular withusers. Many of these styles are difficult to usewhen cycles are fitted with baskets and childseats and usually require lifting of the cycle. Thiscan be difficult for the less able and pregnantwomen or those with heavy cycles. High-LowStands do have the benefit of keeping the rearof cycles in a neat line.

3.5.2The aisle width for High-Low stands should be aminimum of 1000mm measured from therearmost point of the parked cycle (seeindividual manufacturer's specifications fordetails). The spacing between stands should bea minimum of 400mm between centres at 90degrees and 500-600mm between centres at45 degrees.

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2.5m

Diagram 6: Aisle width for two-tier parking.

Two-tier stands3.5.3Two-tier stands are generally not acceptablebecause cyclists often find them difficult to use,especially the top level. They may be consideredfor large volumes of student cycle parking(above 350 spaces) where significant spacesaving can be demonstrated. As above theymust be designed to allow the frame of thecycle to be locked to the stand, andaccommodate cycles with baskets. A minimumaisle width of 2500mm beyond the loweredframe is required to enable the cycle to beturned and loaded in comfort. An overall aislewidth of 3500mm should be provided wherefrequent two-way movements are likely within anaisle with stands on either side. The need toprovide a wider aisle means that apparentdensity advantages of such systems are reduced.The headroom required will vary but generally2800 to 3000mm will provide an adequatemargin above parked cycles.

3.6 Turning space

3.6.1It is necessary to check whether adequate spacehas been provided to allow a cyclist to accessthe cycle stands provided. The following fourdiagrams illustrate the outer swept paths ofcommon manoeuvres.

X pushing a cycle through a right angle (to leftand right)

X turning through 180 degrees to reversedirection (to left and right).

3.6.2The diagrams may be reversed to represent acyclist standing on the right hand side of thecycle. It should be noted that the outer edge ofthe 'envelope' is generally created by theelbow/shoulders of the cyclist on one side andeither the handlebars or the front wheel on theother. The latter occurs when the cycle is leantover during the turning manoeuvre.

3.6.3Whilst the space required to turn a cycle willvary with the size of the cyclist and his or herability to handle their cycle without lifting ordragging it, the drawings represent the amountof free space needed to achieve the variousmanoeuvres in comfort.


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Diagram 7: Cyclist stood on left of cycle turning right.

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Diagram 8: Cyclist stood on left of cycle turning left.


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Diagram 9: Cyclist stood on left of cycle turning right through 180 degrees.

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Diagram 10: Cyclist stood on left of cycle turning left through 180 degrees.


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3.6.4In addition to demonstrating the amount ofspace needed to turn a cycle to park it,diagrams 7 and 8 above also serve asindications of the width of a lobby needed toturn at right angles and pass through a door. Asillustrated in diagram 11 below, a small marginis needed between a cyclist and any enclosingwall. A margin of 150mm is recommended.

3.7 Rear access

3.7.1If unavoidable, where cycle parking is providedto the rear or sides of private dwellings, theaccess way should preferably be 1500mm wideor a minimum of 1200mm over a distance ofno more than 10m.

3.8 Door widths

3.8.1Any door or gateway that cyclists have to passthrough with their cycle should be at least1000mm.

3.8.2External and internal door and gates to largercommunal cycle parking should be a minimumof 1200mm. (made up of double doors, one ofwhich should be at least 800mm wide). Doorsshould be self-locking and fitted with amechanically damped closer, which will allowcyclists to pass in good time.

10m max

1500mm1200mm

Diagram 12 : Access widths.

Diagram 11: Indicative lobby in front of a door (derived fromturning diagrams).

Figures 12 & 13: Communal (top) and private (above) accessdoors to cycle parking can be both wide and attractive.

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3.9 Consecutive doorsand corridors

3.9.1Consecutive doors should be avoided. Wherethey are unavoidable they should be arrangedto permit easy access. When faced with anykind of door that does not open automatically acyclist will have to stretch to first reach for thedoor handle and then hold the door open whilstpassing their cycle through. This means that thedistance between consecutive doors must be atleast the sum of the width of the door beingpassed through plus the length of a cycle. Incommunal areas this should be a minimum of3500mm. This figure may be reduced by the

use of double doors with workable layoutsderived by the use of the swept path diagrams(see diagram 14).

3.9.2Corridor widths should also be sufficiently wideto permit both easy access and toaccommodate any turning movements that maybe unavoidable. The inclusion of automaticdoors should be considered on a case-by-casebasis but should generally be considered forlarger cycle parks. Push buttons to activateautomated doors should be conveniently sitedto aid ease of use taking into considerationdoors opening towards the cyclist holding a bike(i.e. the door width plus 1000mm).

Bicycle Storage

Diagram 13: Bad design resulting in inadequate space to turn and open and holddoors with turn made worse by conflicting doors.


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Automatic double doors

Bicycle Parking

Area

Diagram 14: Good design derived with the aid of swept path diagrams (assumes automatic double doors).

CYCLE PARKING GUIDE FOR NEW RESIDENTIAL DEVELOPMENTS CYCLE PARKING IN DIFFERENT TYPES OF RESIDENCES

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4.1 Houses

4.1.1Cycle parking for residents should be providedin a secure, covered and lockable enclosure,preferably within the footprint of the building. Topromote ease of use and cycling as the modalchoice the parking should usually be at the frontof the building either in a specially constructedcycle shed or an easily accessible garage. Theformer should be designed with carefulconsideration in terms of its setting and urbandesign.

4.1.2Visitor parking should be provided as close aspossible to the front of the house and take theform of a suitable stand or wall bar/ring:mounting height 500mm (Appendix C).

Houses with garages4.1.3.If dedicated cycle parking is not providedelsewhere, garages can be a convenient andsecure place to park cycles if designed correctly.The size of the garage must allow cycles to beremoved easily without first driving out any carparked within it.

4.1.4The following illustrations have allowed for atypical family car, with allocated storage spacefor cycle parking and additional equipment,these dimensions are particularly importantwhere garages are the sole car parkingprovision.

4. Cycle parking in different typesof residences

Figure 14: Wide garage doors can be a design feature.

Figure 15: Secure parking for both cycles and car providedby the use of two gates.

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CYCLE PARKING IN DIFFERENT TYPES OF RESIDENCES CYCLE PARKING GUIDE FOR NEW RESIDENTIAL DEVELOPMENTS

650-750mm**6000m

m1000m

m3300mm*

Min1200mm

Minimum dimensions of garage 3300mm x 6000mm

Area which could be used for the storage of cycles as detailed in the following illustrations dependent upon the arrangement and number of cycles to be stored

Circulation space (minimum width 1000mm) to allow cyclist pushing a bicycle past parked vehicle

Area allocated to allow vehicle door opening (minimum 450mm)

Minimum circulation space required to allow access to cycles without the need to remove vehicle


Diagram 15: Garages with cycle parking.

Note* Width based on the average width of a car, a small gap onthe passenger side and an aisle width to access the cycleparking.

** Depth dependent upon the arrangement and number ofcycles parked, 650mm refers to minimum depth for 1 cycle,750mm refers to 2 cycles parked adjacent to each other.

4.1.5The illustrations on the following page show thepossible arrangement of a cycle storage areawhen incorporated within the design of agarage. Garage arrangement is based on theminimum 3300mm x 6000mm area allowingparking for a typical family car and thenecessary circulation space for access to cycles.


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Location of cyclestorage within garage

3-D Illustrations of cyclestorage

Design Considerations

Cycle storage located to the front ofthe garage, this provides the greatestlevel of access to cycle storage areaand aids in the storage and removalof cycles past parked vehicles. Moreenhanced levels of access could beprovided by full width garage doorsproviding direct access to the cyclestorage area.

Arrangement of this type is suited tolower density areas where wider plotwidths can be accommodated.

Cycle storage located to rear sideof garage.

Arrangement of this type is suited tolower density areas where wider plotwidths can be accommodated.

Cycle storage located at rear ofgarage with additional depthrequired for manoeuvring bicyclespast parked vehicles.

Arrangement of this type isparticularly suited to dense urbanareas where a narrow plot width isrequired.

Not to scale

A

B

C


Diagram 16: Location of cycle storage in garage.

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1000mm1400mm

2000mm

Diagram 17: Minimum space to park two cycles and remove without lifting.

Houses without garages4.1.6When provided within the footprint of thedwelling or as a freestanding shed, cycleparking should be accessed by means of a door(secured by mortice lock) at least 1000mm wideand be at least 2000mm deep. The diagramsbelow show minimum internal dimensions.

4.1.7The cycle parking should be secure, covered,preferably constructed from the same materialsas the main structure, and of a size derived

from the guidance given below. Where morethan three bicycle spaces are required an aisleshould be included for access and cycle standsshould be provided (Appendix C).

4.1.8Where access to cycle parking is in a securearea, restricted to residents only, open standsthat are covered are acceptable.

1000mm2000mm

2200mm

Diagram 18: Minimum space required to park 3 cycles.


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Figures 18 & 19: Cycle parking built into anextension of the porch: preferred approach(Note: doors should be wider and morticelocks fitted).

4.1.9Domestic wooden sheds are not recommendedunless they have walls of tongue and grooveconstruction at least 18mm thick. Mortice locksand not padlocks should secure doors.

4.2.0At least 1m2 storage space must be providedwithin the shed, for garden equipment etc, inaddition to that provided for cycle parking(see diagrams 17 and 18).

Figure 17:Good practice: Mortice locksprovide greater security.

Figure 16:Bad practice:Padlocks are

only asstrong as

their fixings.

4.2 Flats, apartments and othermulti-occupancy dwellings

4.2.1Whether provided internally or externally, cycleparking should be sited within 20m of the relevantentrance of the building and in all cases closerthan the nearest non-disabled car parking space.

It should be well lit, create a sense of personalsafety, and included in any premises' CCTVsurveillance system. External cycle parking shouldbe overlooked by dwellings and not hidden bylandscaping or planting. In all cases, securecompounds must not have unsecured apertureslarge enough for anyone to climb in or a cycle tobe passed through.

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Above and right, figures 20 & 21: Front bin stores used for cycle parking instead of shedsintended for cycle parking in the back garden. This haslead in turn to the bins being left outside to the detrimentof the public realm.

Figures 22 & 23:Narrow access to cycleparking leads to cyclesbeing parked in thepublic realm.


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4.4Medium and large blocksof flats

4.4.1Cycle parking should be spread throughout thesite and relate to either each block or floor ofthe flats depending on the size of the building.When located within an under-croft orunderground car parking area the cycle parkingshould, again, be sited next to the relevantaccess points (and closer than the nearest non-disabled car parking space). When the carparking area is not itself subject to some form ofkey-controlled entry then the cycle parkingshould be provided in secure lockablecompounds relating to each floor or block. Amaximum of 50 cycles is recommended foreach enclosure.

4.4.2Underground parking areas should be well lit.Consideration may be given to separateramped access for cyclists but this must be noless convenient than the access provided formotor vehicles. Where used by cyclists, rampsshould not exceed a gradient of 7% (1:14), with

Figure 25:Cageswithincommunalareaassigned toindividualdwellings.

4.3 Small blocks of flats

4.3.1The preferred solution is for the cycle parking tobe within the building footprint with an individualcage for each dwelling or a rack space for eachcycle (Appendix B). Cycle parking providedoutside of the building should be within a lit,covered enclosure, again with cages or racks. Ifthe parking area is open access, the enclosureshould be lockable.

Figure 24: Good coverage provides protection fromdriving rain.

4.2.2Parking areas should preferably be housedinternally on the ground floor (Appendix B). As ageneral rule, it is not recommended that parkingfor cycles should be accommodated withinindividual apartments above ground floor level.Where lifts are provided for the use of cycliststhese should be sufficiently large to accommodatetheir cycles i.e. at least 2m deep and preferably2m wide with an overall door aperture of 1.2m.

4.2.3Visitor cycle parking spaces should be provided ateach public entrance of blocks of flats.

4.2.4The parking should also be connected to thegeneral highway and cycle networks by a well lit,hard surfaced access path.

4.4.3.Where access to the cycle parking area isderived by means of steps, these should alwaysbe accompanied by a wheeling ramp,preferably on both sides of the steps to allowusers to pass when going in and out and towheel their cycles on their natural side whethergoing up or down. A rail should be provided onone side and the ramp should be narrowenough for a person to use the rail if needed.The slope of any ramp (and steps) shouldalways be as shallow as possible to promoteease of use.

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Figure 26: Cycle parking within a secure area. Note: theincursion of the car into cycle parking space which shouldbe designed out from the beginning.

Figure 28: Bad Practice: Thieves gain access by breakingwooden slat to open lock on the inside.

Figure 27: Secure cycle parking compound outside flats.

Figure 29: Steps and wheeling ramp giving access tocommunal cycle parking area. Two ramps would improveease of use.

a rounded transition at the top and bottom ofthe ramp. Single lane ramps shared with motortraffic with a width of between 2.75m and3.25m should be avoided.

CYCLE PARKING GUIDE FOR NEW RESIDENTIAL DEVELOPMENTS MANAGEMENT OF CYCLE PARKING AREAS

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Private cycle parking5.1The long-term management of private cycleparking will rest with the owners or the tenant ofthe dwelling. No control can be exercised overthe subsequent maintenance of the facilitiesprovided. It is essential therefore that, as far aspossible, cycle parking is low-maintenance, easyto use and self-explanatory to future owners andtenants. Advice on the use of cycle parkingshould be provided in welcome packs wherethese are required as part of the development'sresidential travel plan.

Shared occupancy5.2The future maintenance of the cycle parkingequipment and surrounding area should beagreed as part of the planning process usuallyas part of the Travel Plan. This should includenot only the day-to-day up-keep but also theissuing of keys or other entry devices togetherwith the introduction of the facilities and theiruse to new residents. Doors to shared cycleparking facilities must be self-closing andlocking.

5.3Any site travel plan should also encourage thesetting up of a cycle user group which can worktogether to share specialist tools, quality pumpsand general help amongst its members.

5. Management of cycle parking areas

Figure 30 & 31: The use of smart card andproximity keys is recommended for secureaccess to communal sites, however, thisneeds to be well managed to remain effective.

CYCLE PARKING GUIDE FOR NEW RESIDENTIAL DEVELOPMENTS APPENDIX A

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The following tables are extracted from theCambridge City Council Cycle ParkingStandards in appendix D of the CambridgeLocal Plan 2006.

Table 1: Residential Use.

Appendix A: Cambridge City Councilcycle parking standards

Type of Development

Residential dwellings

Guest houses and hotels

Nursing homes

Retirement homes/sheltered houses

Student residential accommodation

Residential schools, college or training centre

Hospitals

Number of Spaces

1 space per bedroom up to 3 bedroomdwellingsthen 3 spaces for 4 bedroom dwellings,4 spaces for 5 bedroom dwellings etcsome level of visitor cycle parking, inparticular for large housing developments

1 space for every 2 members of staff and 2spaces for every 10 bedrooms

1 visitor space for every 10 residents and 1space for every 2 members of staff

1 space for every 6 residents and 1 space forevery 2 members of staff

1 space per 2 bed spaces within HistoricCore Area2 spaces per 3 bed spaces for the rest ofthe city1 visitor space per 5 bed spaces

(as above)

On merit

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APPENDIX A CYCLE PARKING GUIDE FOR NEW RESIDENTIAL DEVELOPMENTS

Table 2: Retail, Culture, Leisure and Sports Uses.

Type of Development

Food retail

Non-food retail

Financial and professional services

Food and drinks

Museums, Exhibition venues

Sports and recreational facilities andswimming baths

Places of assembly including cinema,theatre, stadia, auditoria and concert halls

Place of worship, public halls andcommunity centres

Number of Spaces

1 space per 25 m2 GFA1 up to 1500m2 thereafter1 per 75m2

1 space per 25 m2 GFA up to 1500m2 thereafter 1per 75m2

1 space per 30m2 GFA to include some visitorparking

1 space for every 10 m2 of dining area

1 space for every 2 members of staffVisitors: on merit

1 space for every 25 m2 net floor area or 1 spacefor every 10m2 of pool area and 1 for every 15seats provided for spectators

1 space for every 3 seats

1 space per 15 m2 of public floor area

Table 3: Office Uses.

Type of Development

Offices

General industry

Storage and other B use classes

Number of Spaces

1 space for every 30 m2 GFA, to include somevisitor parking

1 space for every 40 m2 GFA, to include somevisitor parking

On merit

1 Gross Floor Area

CYCLE PARKING GUIDE FOR NEW RESIDENTIAL DEVELOPMENTS APPENDIX A

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Table 4: Non-Residential Institutions.

Type of Development

Clinics and surgeries

Non-residential schools

Non-residential higher andfurther education

Crèches and Nurseries

Number of Spaces

2 spaces per consulting room and 1 space for every 3 professionalmembers of staff

Cycle spaces to be provided for 50% of children between 5 and 12and 75% of children over 12 years

Cycle parking for all students using the site and 1 for every 2members of staff

1 space for every 2 members of staff1 visitor space per 5 children

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APPENDIX B CYCLE PARKING GUIDE FOR NEW RESIDENTIAL DEVELOPMENTS

Appendix B: An example of internalground floor cycle parking

Internal cycle parking with dedicated cycle parking cages for each flat.(Drawing based on design by CHBC architects on behalf of Hill Residential).


CYCLE PARKING GUIDE FOR NEW RESIDENTIAL DEVELOPMENTS APPENDIX C

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Appendix C: A guide to cycleparking equipment

Recommended cycle stands

1. Sheffield standParks two cycles to one stand,cost effective to buy andinstall and easy to maintain.Allows front and rear wheelsand frame to be locked.Allows use from either end(where symmetrical designand layout permits).

2. 'A' frameThe addition of a horizontalbar will make it easier tosecure children's cycles andreduce the likelihood ofcycles slipping down thestand if properly locked.

This can also be applied toSheffield stands as above.

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APPENDIX C CYCLE PARKING GUIDE FOR NEW RESIDENTIAL DEVELOPMENTS

3. 'CaMden' standDesigned to encouragelocking of wheels and frame.

Note: this should not beconfused with the 'ribbon' or'wave' stand (see later).

1. Wall bars or ringsRecommended mountingheight 500-550mm.

Useful for visitor parking atindividual houses.

2. Two-tier systemsCan add capacity but only tobe considered for larger,constrained sites such as forstudent accommodation.

Not universally liked by users– should be seen aspart-solution only.

Specialist applications – Site-specific approval required


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3. Lockers general(horizontal)Horizontal lockers only areacceptable. Vertical onesrequire lifting and some donot accept larger cycles soare not acceptable.

4. High-low stands(high capacity)Not recommended for generaluse in new build but may beacceptable where high levelsof cycle parking are needed(student accommodation) andfor retro-fit in constrainedsites. Only acceptable wherecentral posts allow the frameof the bicycle to be locked tothe rack.

Compounds and shelters

The design of shelters and compounds shouldenhance the area in which they are located. It isimportant that shelters offer good protectionfrom the elements and be well lit. Manypre-made shelters are available but bespokeshelters made from materials that complementsurrounding buildings may be more suitable.Shelters should be cleaned and maintainedregularly as part of site management.

1. Secure compounds

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2. Open shelters 4. Wooden bespoke shelter

5. CagesUseful in smaller blocks of flats.

3. ArtistOpen shelter with commissioned artwork.SSoouurrccee:: Alison Turnbull, Time and Tide (sited at Gallions Reach Station), 2009.Commissioned by Docklands Light Railway. Image courtesy of the artist andMatt's Gallery, London.


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Ineffective cycle parking

The following are not acceptable because ofgeneral inadequacies including lack of security,support and the need to lift cycles.

1.

2.

3.

4.

5.

6.

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7.

8.

9.

10.

11.

12.


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Above: No lifting mechanism.

13.

14.

15.

16.

17.

CYCLE PARKING GUIDE FOR NEW RESIDENTIAL DEVELOPMENTS ACKNOWLEDGEMENTS AND FURTHER INFORMATION

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The authors of this document are:

Transport InitiativesAlex Sully

Cambridge City CouncilClare RankinDavid Bradford

The views expressed are not necessarily those ofTransport Initiatives. All drawings and imagesare the copyright of Transport Initiatives exceptwhere stated.

The assistance of the following in thepreparation of this document is gratefullyacknowledged:

Bedford Borough Council (FormallyBedfordshire County Council):

Ian HollowayPatrick Lingwood

Cambridge City Council:Sarah Chubb Matthew Paul

Cambridgeshire County Council:Jon Finney Patrick Joyce

Lewisham Council:Carole Crankshaw

Southwark Council:Roger Stocker

Stone and Partners Architects:Jonathan GallPeter Moat

For further information:

Cambridge City CouncilCycling and walking promotion anddevelopment officers:

[email protected] [email protected]

Transport Initiatives:[email protected]

The Cambridge Cycle Campaign haveproduced the 'Cambridge Cycle Parking Guide'which can be found from the following URL:http:/www.camcycle.org.uk/resources/cycleparking/guide

Acknowledgementsand further information

cycle parking guide - cambridge city council · with good lighting and natural surveillance....

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