ExpandingBicycleAccesstoTransit:
ProvidingIncreasedSecureBicycleParking
atLightRailStationsintheSeattleArea
BrandtScanlan
Athesissubmittedinpartialfulfillment
oftherequirementsforthedegreeof
MasterofUrbanPlanning
UniversityofWashington
2016
Committee:
FritzWagner
RobertMugerauer
ProgramAuthorizedtoOfferDegree:
UrbanDesignandPlanning
2
©Copyright2016
BrandtScanlan
3
UniversityofWashington
Abstract
ExpandingBicycleAccesstoTransit:
ProvidingIncreasedSecureBicycleParkingatLightRailStationsintheSeattleArea
BrandtStephenScanlan
ChairoftheSupervisoryCommittee:
Dr.FritzWagner
DepartmentofUrbanDesignandPlanning
SoundTransit’sLinklightrailsystemprovideshigh-capacitytransitservicetotheSeattlearea.
SupportingbicycleusetoreachLinkcanincreaseaccesstothisimportantregionaltransit
system.Providingsafeandsecureparkingforbicyclesattransitstationsisaneffectivemethod
forsupportingbicycleaccesstothetransitsystem,buthalfoftheexistingLinklightrailstations
donothavesecurebikeparkingfacilities.Thisthesisexamineshowtoprovideincreasedsecure
bikeparkingatLinklightrailstationsinthreeparts.Thefirstisanexaminationofthepractices
usedatseveralothertransitagenciesforprovidingbikeparking.Second,fourmethodsfoundin
theliteratureareusedtoanalyzethelevelofdemandforbikeaccesstotheexistingLink
stations.Thehighestlevelofdemand,andthusthegreatestneedforsecurebikeparking,is
foundattheUniversityofWashingtonandInternationalDistrict/ChinatownLinkstations,which
currentlyhavenosecurebikeparking.Finally,preliminarydesignsforsecurebikeparking
facilitiesatthesetwostationsarepresentedalongwithgeneralrecommendationsfor
improvementstoSoundTransit’smethodsofplanningforsecurebicycleparking.
4
Acknowledgements
Therearemanypeoplethathaveassistedmeimmenselyinpreparingthisthesisand
whodeservemysincerethanks.IapologizeforanyonethatIhaveoverlooked,asthisis
certainlynotacomprehensivelist.Mycommitteemembers,Dr.FritzWagnerandDr.Bob
Mugerauer,havegenerouslydonatedtheirtimetomeandprovidedvaluableguidancethrough
thisprocess.Manypeoplekindlytookthetimetoanswermyquestions,andIwouldparticularly
liketothankEmilyYasukochiandRebeccaRoushatSoundTransit,AndreaClinkscalesat
CascadeBicycleClub,KielJohnsonatGoByBike,andBrandKosteratKingCountyMetroforthe
helptheyprovided.Thankstomyparents,myfamily,myfriends,andmyMUPclassmatesfor
providingencouragementwheneverIneededit.Finally,averyheartfeltthankyoutomywife
AdrienneOdaforgettingmethroughboththisthesisandthetwoyearsIhavespentin
graduateschool.Iwouldn’thavemadeitwithoutyou!
5
TABLEOFCONTENTS
Chapter1:Introduction..........................................................................................................8Goal&Objectives...........................................................................................................................11
Chapter2:BicycleAccesstoTransit.......................................................................................12TheNeedforBicycleAccesstoTransit............................................................................................12MethodsofProvidingBicycleAccesstoTransit..............................................................................13
BikeShareandTransit.......................................................................................................................14CyclingRoutestoTransitStations.....................................................................................................15BikesonTransitVehicles...................................................................................................................16BikeParkingatTransitStations.........................................................................................................19
Chapter3:SecureBicycleParkingatTransitStations.............................................................21SecureBicycleParkingBackground.................................................................................................21
DefiningSecureBicycleParking.........................................................................................................23TypesofSecureBicycleParking.........................................................................................................24
ExistingSecureBikeParkingatLinkLightRailStations...................................................................34BikeParkingatSoundTransit’sPeerTransitAgencies....................................................................36
BayAreaRapidTransit(BART)...........................................................................................................37LosAngelesCountyMetropolitanTransportationAuthority(LAMetro)..........................................42Tri-CountyMetropolitanTransitDistrictofOregon(TriMet)............................................................46
OtherInstitutionsandAgenciesProvidingSignificantSecureBicycleParking.................................49BikeStation.........................................................................................................................................49OregonHealth&ScienceUniversity(OHSU).....................................................................................53
SummaryofPeerAgencyReview...................................................................................................56RecommendationsforSecureBicycleParkingImplementationBasedonBestPracticesatPeerAgencies:...........................................................................................................................................57
Chapter4:EstimatingDemandforBicycleAccesstoLinkLightRailStations..........................58ReviewoftheLiteratureonEstimatingBicycleTravelDemand.......................................................58PriorSketchPlanningMethodsforEstimatingSecureBicycleParkingDemandinthePugetSoundRegion............................................................................................................................................61
PugetSoundRegionalCouncil–CentralPugetSoundRegionalBikestationProject........................61DemandAnalysisforBicycleLockersatKingCountyMetroParkandRideLots...............................63
MethodologyUsedinthisStudyforEstimatingSecureBikeParkingDemandatLinkLightRailStations..........................................................................................................................................64
LinkStationAreasAnalyzed...............................................................................................................65DataSourcesUsed.............................................................................................................................69PSRCBikestationMethod..................................................................................................................73McIntosh/KingCountyMetroMethod..............................................................................................75LAMetroBikeHubProjectMethod..................................................................................................77Krizek&StonebrakerCTUIndexMethod..........................................................................................78
SummaryofBikeParkingDemandAnalysisResults........................................................................80LimitationsofDemandAssessment................................................................................................84
Chapter5:PossibilitiesforImplementationofSecureBikeParkingatSelectedLinkLightRailStations.................................................................................................................................86
UniversityofWashingtonStation...................................................................................................87UniversityofWashingtonStationPlazaLayout.................................................................................88
6
UniversityofWashingtonStationSiteA–EastofBicycleRamp.......................................................90UniversityofWashingtonStationSiteB–EastofStationEntrance..................................................92PartnershipOpportunitiesatUniversityofWashingtonStation.......................................................93RecommendedSecureBikeParkingApproachatUniversityofWashingtonStation.......................94
InternationalDistrict/ChinatownStation........................................................................................95InternationalDistrict/.......................................................................................................................97ChinatownStationPlazaLayout........................................................................................................97InternationalDistrict/ChinatownStationSiteA–ExistingShelterStructure....................................98InternationalDistrict/ChinatownStationSiteB–CenterofStationPlaza......................................100PartnershipOpportunitiesatInternationalDistrict/ChinatownStation.........................................101RecommendedSecureBikeParkingApproachatInternationalDistrict/ChinatownStation..........102
Chapter6:Conclusion..........................................................................................................103SummaryofChapters1-5.............................................................................................................103RecommendationsforSoundTransitBicycleParking....................................................................104OpportunitiesforFutureResearch...............................................................................................106
7.Bibliography....................................................................................................................107LISTOFFIGURES&TABLES
Figure1:TheCentralLinkLightRailSystemin2016..............................................................................8
Figure2:LuggageFillingtheBikeAreaonLinkLightRailTrain............................................................18
Figure3:LeasedBicycleLockersattheSeaTac/AirportLinkStation....................................................25
Table1:LeasedBicycleLockerOccupancyatSelectedBARTStationsin2011......................................26
Figure4:ElectronicBicycleLockersatSeattle'sNorthgateTransitCenter............................................27
Table2:ElectronicBicycleLockerOccupancyatSelectedBARTStationsin2011.................................28
Figure5:BicycleCageinUseattheBeaconHillLinkStation................................................................30
Table3:CurrentBicycleParkingCapacityatLinkLightRailStations....................................................35
Figure6:StaffedBikeParkingInsideBART'sDowntownBerkeleyBikeStation....................................40
Figure7:TheDowntownBerkeleyBikeStationEntrance....................................................................42
Figure8:InsideLAMetro'sElMonteBikeHub....................................................................................45
Figure9:TriMet'sBeavertonBikeandRideFacilityLocation...............................................................49
Figure10:TheNewBikeStationLongBeachFacility............................................................................52
Figure11:OHSU'sBikeValetatthePortlandAerialTram....................................................................53
Figure12:YearlyAverageofDailyUsersatthePortlandAerialTramBikeValet2012-2015................56
Figure13:Three-MileBikeshedsAroundLinkStations........................................................................67
Figure14:ExampleThree-MileBikeshedsandResultingCensusBlockGroupSelections.....................68
Table4:EstimatedSpring2016LinkBoardingsbyStation...................................................................71
Table5:ProportionofLinkStationBoardingsOccurringbyTimeofDay.............................................72
7
Table6:InputsandResultsofPSRCMethodforLinkStations.............................................................75
Table7:InputsandResultsofMcIntoshMethodforLinkStations......................................................76
Table8:InputsandResultsofLAMetroBikeHubMethodforLinkStations........................................78
Table9:InputsandResultsofCTUIndexMethodforLinkStations.....................................................80
Table10:SummaryofBikeParkingDemandAnalysisResults.............................................................82
Table11:ComparisonBetweenActualandPredictedSecureBikeParkingNeeds...............................84
Figure15:SuggestedBikeParkingFacilityLayout................................................................................86
Figure16:UWStationPlazaLayoutandPotentialBikeParkingFacilityLocations...............................88
Figure17:PotentialBikeParkingLayoutatUWStationSiteA.............................................................90
Figure18:RenderingofPotentialBikeParkingFacilityatUWStationSiteA.......................................91
Figure19:PotentialBikeParkingLayoutatUWStationSiteB.............................................................92
Figure20:RenderingofPotentialBikeParkingFacilityatUWStationSiteB........................................93
Figure21:RecommendedSecureBikeParkingFacilityLayoutatUniversityofWashingtonLinkStation
...........................................................................................................................................................95
Figure22:ID/CStationPlazaLayoutandPotentialBikeParkingFacilityLocations..............................97
Figure23:PotentialBikeParkingLayoutatID/CStationSiteA............................................................98
Figure24:RenderingofPotentialBikeParkingFacilityatID/CStationSiteA......................................99
Figure25:PotentialBikeParkingLayoutatID/CStationSiteB..........................................................100
Figure26:RenderingofPotentialBikeParkingFacilityatID/CStationSiteB.....................................101
8
Chapter1:Introduction
SoundTransit’sLinklightrail
linefirstopenedinJuly2009,initially
providingservicetofourteenstops
alonga15.6-mileroutebetween
downtownSeattleandtheSeattle-
TacomaInternationalAirport.Thelight
raillineprovidesahighleveloftransit
service,withtrainsrunningeveryten
minutesorlessmosthoursoftheday.
SinceLink’slaunch,thelinehasseen
consistentridershipgrowthofover10%
peryear,withtheaveragenumberof
weekdayboardingsjustbelow40,000
inthefirstquarterof2016.1Since
reachingthatmilestone,thelightrail
systemhasaddedtwostationsnorthofdowntownSeattle,servingSeattle’sCapitolHill
neighborhoodandtheUniversityofWashington,whichopenedinMarchof2016.Theresult
hasbeenamajorincreaseinridershipontheLinklightrailline,with57,000boardingsrecorded
1.“FirstQuarter2016–ServiceDeliveryQuarterlyPerformanceReport,”SoundTransit,May26,2016,http://www.soundtransit.org/sites/default/files/Q1%202016%20Service%20Delivery.pdf.
Figure1–TheCentralLinkLightRailSystemin2016
TheCentralLinklightrailalignmentandstationsin2016.TherearesixteenstationsincludingAngleLake,whichwillopeninlate2016toserveastheline’ssouthernterminusforthenextfiveyears.
ImageSo
9
onMarch22,2016.2Additionalsystemexpansionisplanned,withthenextstationopeningat
AngleLakesouthoftheairportlaterin2016.
TheexpansionoftheSoundTransit’slightrailsystemcomesatimewhenpeople
throughoutthePugetSoundregion,andtheUnitedStatesingeneral,areshiftingawayfrom
automotivetravel,favoringpublictransit,walking,andbicyclinginstead.Thistrendisclearin
thePugetSoundregion.Between2006and2013,theSeattle-Tacoma-Bellevuemetropolitan
statisticalareasawa2.8%declineintheproportionofworkerscommutingbycar.3Inturn,
transituseisupintheregion.Between2005and2010,thenumberofannualtransittripsinthe
Seattleareaincreasedby30million,or9.5%.4Non-recreationalcyclingrateshavealso
increasedsignificantlyinthelastdecade.Nationwide,thenumberofbicyclecommuters
increasedby60.8%between2000andthe2008-2012period,fasterthantheincreaseinall
othermodes.5SeattleandthePugetSoundregionhaveespeciallyhighratesofbicycle
commuting,withSeattlerankinginthetopfivelargecitiesintheUnitedStatesforbike
commuterates.6
CentralLinklightrailisintendedtofunctionasamajorregionaltransitlinethrough
Seattleandthesurroundingregion.However,onlytwostations–TukwilaInternational
BoulevardStationandthesoon-to-openAngleLakeStation,bothatthesouthendoftheline–
2.MikeLindblom,“SoundTransittoaddlongertrainstomeetlightraildemand,”TheSeattleTimes,March23,2016,http://www.seattletimes.com/seattle-news/transportation/sound-transit-to-add-bigger-trains-to-meet-ridership-demands/.3.BrianMcKenzie,“WhoDrivestoWork?CommutingbyAutomobileintheUnitedStates:2013,”AmericanCommunitySurveyReports,ACS-32,U.S.CensusBureau,2015,5.4.“Transportation2040–AppendixO:ActiveTransportationPlan,”PugetSoundRegionalCouncil,May29,201428.5.BrianMcKenzie,“ModesLessTraveled—BicyclingandWalkingtoWorkintheUnitedStates:2008–2012,”AmericanCommunitySurveyReports,ACS-26,U.S.CensusBureau,2014,3.6.Ibid.
10
includecarparkingspaces.Thus,accesstothelinedependsonconnectingbusservice,walking,
andbicyclingforthevastmajorityofitsriders.BecauseSoundTransit’sfocusisonregionalrail
transit,theagencyhaslimitedabilitytoalterthenumberofpeoplewalkingorridingabustoits
lightrailstations.SoundTransitcanincreasebicycleaccesstolightrailstationsbyproviding
parkingfacilities.Whileaddingcarparkingtoexistinglightrailstationscouldbepossiblein
theory,verylimitedspaceisavailableforparkinglotsasLinkstationshavebeensitedonsmall
lotsindevelopedareas.Inaddition,carparkingisextremelyexpensivetobuildinthePuget
Soundarea.TheCityofSeattleestimatesthatnewparkingstructurescomeatacostof
$20,000-$50,000perparkingspace,asignificantsum.7Bicycleparkingcanbeprovidedatmuch
lowercostthancarparkingandrequiresmuchlessspace,8makingretrofittingbikeparkinginto
existingstationsfeasible.Unfortunately,SoundTransithaslimitedfundsavailableforaccess
improvementstoexistingstations.Giventhisconstraint,capitalinvestmentsinbicycleparking
shouldbetargetedtothelightrailstationswheretheycanachievethegreatestridershipgains.
ThisthesiswillfocusonexpandingtheavailabilityandqualityofbicycleparkingatLinklightrail
stationsasamethodforimprovingsystemaccessandincreasinglightrailridership.
7.“ParkingReview:ReporttoCouncilPLUSCommittee,”CityofSeattle,April13,2015,http://www.seattle.gov/dpd/cityplanning/2015parkingreport.pdf.8.RobertSchneider,“IntegrationofBicyclesandTransit,TCRPSynthesisofTransitPractice,”TransitCooperativeResearchProgramSynthesis62,2005,2.
11
Goal&Objectives
Theoverallgoalofthisthesiswillbedraftingasetofrecommendationsfor
implementingprojectstoprovideincreasedsecurebicycleparkingatSoundTransit’sexisting
Linklightrailstationswiththehighestlevelofdemandforbicycleaccess.Severalintermediate
objectiveswillneedtobemetalongthewaytowardcompletingthisthesisandmeetingits
primarygoal:
• MakeacaseforthenecessityofprovidingadditionalsecurebikeparkingatLinklightrail
stations.
• DraftgeneralrecommendationsforhowtoimplementaddedsecurebikeparkingatLink
lightrailstations.Thiswillbedonethroughexaminationofsuccessfulimplementation
ofsecurebikeparkingprogramsatSoundTransit’speeragenciesandotheragencies
thatprovideinnovativebikeparkingmodels.
• DeterminethelevelofdemandforbicycleaccesstoLinklightrailstations.Several
methodsforassessingbicycledemandhavebeenproposedintheliterature,including
somethathavebeendevelopedlocallyfordirectinginvestmentsintobikeparkingat
transitstations.
• ApplytherecommendationsforimplementingaddedsecurebikeparkingtotheLink
lightrailstationswiththehighestlevelofdemandforbikeaccess.
12
Chapter2:BicycleAccesstoTransit
TheNeedforBicycleAccesstoTransit
TheunderlyinggoalofthisthesisistoimproveaccesstotheLinklightrailsystemby
accommodatingbicycles.Whilemostrailtransitsystemsprovideahighleveloftransitservice
topassengersoncetheyareatastation,reachingthestationcanbeachallengeformany
potentialpassengers.Fourmainmethodsareavailableforaccessingpublictransitstations:
walking,driving,usingconnectingtransitservice,andcycling.Alloftheseaccessmodesare
importantelementsofthetransportationsystem,butbicycleaccesstopublictransitsystems
tendstoreceivelittleattentionfromtransitagencies.Thislowlevelofattentiongiventobicycle
accessandplanningmaynotbeentirelyunwarrantedbythenumbers–SoundTransitsurveyed
customersin2011andfoundthatonly1.7%ofLinklightrailpassengersusedabicycletogetto
thetrainstation.9Investmentinbicycleaccesscanpotentiallyincreasetheuseofbikestoreach
thetransitsystem.BayAreaRapidTransit(BART)providesahighlevelofinfrastructureto
supportbikeaccess,andin20124%ofBART’spassengersreachedthesystembybicycle.10
BARTiscurrentlypursuingan8%bikeaccessratethroughadditionalbicycleinvestment,and
SoundTransitcouldsetsimilargoals.
Despitelowratesofbikingtoaccesspublictransit,thecombinationofbicyclesand
transithasgreatpotentialtoexpandthereachofthetransitsystemandmakeitmoreuseful
andflexibleforthesystem’susers.Literatureonbicyclesandtransitidentifiesseveralbenefits
9.EmilyYauskochi(SoundTransitSeniorPolicyPlanner),e-mailmessagetoauthor,April22,2016.10.“BARTBicyclePlan:ModelingAccesstoTransit,”BayAreaRapidTransit,July2012,v.
13
totheirintegration.Primaryamongtheseisthatusingbikesasatransitaccessmodecan
significantlyexpandthecatchmentareaforatransitstoporstation.Theexpandedcatchment
areaisparticularlyusefulforrailtransitstations,sincetheyareusuallyspacedmuchfarther
apartthanlocalbusstops.Theruleofthumbusedforrapidtransitaccessisthatmostridersare
willingtowalkone-halfmiletoreachastation,whichcorrespondswithroughlytenminutesof
walking.11Thesametenminuteswillallowanaveragecyclisttotraveltwomilesormore,
meaningthattheareawithintenminutesofthestationbybikeissixteentimeslargerthanby
foot–averysubstantialimprovementinrange.12
Thecombinationofbicyclesandtransithasotherbenefitsaswell.Itcanimprovethe
efficiencyofthepublictransitsystembyreducingtheneedforfeederbusservicetotransit
stations.13Bikeandtransitintegrationalsosupportsandencouragescyclinggenerally,which
hasseveralcorollarybenefits.14Morecyclingmeansareductioninautomobiletrips,resultingin
reducedtrafficcongestionandimprovedairquality.15Ascyclingisanactivemodeof
transportation,increasedcyclingratesarestronglycorrelatedwithlowerratesofobesityand
diabetes.16
MethodsofProvidingBicycleAccesstoTransit
Thereareseveralwaystofacilitatebicycleaccesstothetransitsystem.Reviewsof
transitagencybicyclepoliciesshowthatallmajortransitagenciesinNorthAmericaprovide11.KathrynCoffel,“GuidelinesforProvidingAccesstoPublicTransportationStations,”TransitCooperativeResearchProgramReport153,2012,66.12.Ibid.13.KevinJ.KrizekandEricW.Stonebreaker,“BicyclingandTransit:AMarriageUnrealized,”TransportationResearchRecord,no.2144(2010):161.14.Ibid.15.Schneider,“IntegrationofBicyclesandTransit,”1.16.JohnPucher,RalphBuehler,DavidR.Bassett,andAndrewL.Dannenberg.“Walkingandcyclingtohealth:acomparativeanalysisofcity,state,andinternationaldata,”AmericanJournalofPublicHealth100,no.10(2010).
14
parkingforbikesatmosttransitstopsandstationsandequiptheirtransitvehicleswithracks
andotherequipmenttocarrybikesalongonthetransitvehiclesthemselves.Thesemethodsof
accommodatingbikeaccesstotransitarediscussedingreaterdetailbelow.Providingparking
andcapacityonvehiclesarecommonoptionsprimarilybecausetheyaredirectlyundercontrol
ofthetransitagenciesthemselves.Otheroptionsforprovidingbikeaccesstotransitinclude
improvementstocyclingroutestotransitstationsandaddingbikesharefacilitiesattransit
stations.Thesemethodsarenotwidelyusedbytransitagenciesprimarilybecausetheytypically
requireinteragencycooperationforconstruction,maintenance,andoperation.17Roadway
improvementstoincreasecyclistaccessareusuallytheresponsibilityofmunicipal
transportationdepartments,whilebikesharesystemsmaybepubliclyrunbymunicipal
governmentsorprivatelyoperated.Despitethesechallengesforimplementation,these
improvementsanimportantpartofthefullpictureofbicycleaccesstotransit.
BikeShareandTransit BikesharesystemsarearelativelyrecentphenomenonintheUnitedStatesandarenot
well-representedintheliterature.Citieswithextensivetransitserviceandlargebikeshare
programs,suchasBostonandWashington,D.C.,seektolocatebikesharelocationsneartransit
stations.Thiscanreducetheneedfordedicatedparkingforpersonalbicycles,thoughthe
effectivenessofthisstrategyforprovidingbikeaccesstotransitdependsgreatlyonthesizeand
usefulnessofthebikesharesystem.18
Seattlehasitsownbikesharesystem,knownasPronto,whichopenedinOctober2014.
ProntobikesharewaspurchasedbytheCityofSeattlein2016andisnowmanagedbythe17.Coffel,“GuidelinesforProvidingAccesstoPublicTransportationStations,”68.18.Ibid.,76.
15
SeattleDepartmentofTransportation.ProntocoversdowntownSeattle,CapitolHill,andthe
UniversityDistrict,andbikesharestationsarelocatedincloseproximitytoallsixLinklightrail
stationsinthoselocations.However,thesystemhasasmallnumberofsubscribersatlessthan
3,000andseesverylowratesofuse,averaginglessthanonerideperbikeperday.19Thislow
rateofadoptionofbikeshareinSeattlemeansthatitisunlikelytosignificantlyimprovebicycle
accesstoLinklightrailevenwhereitisconvenient.Additionally,mostofLink’sstationsare
locatedoutsideoftheProntobikeshareservicearea,andthuscannotbeaccessedusingbike
share.
CyclingRoutestoTransitStations
Improvingbicycleroutestotransitstationscanbedonebycreatingbicyclelanesor
paths,throughtheprovisionofwayfindingsignage,orthroughacombinationofthese
approaches.Whilethisisanimportantcomponentofsupportingbikeandtransitintegration,
veryfewtransitagenciesareabletomaketheseimprovementsthemselves.20Insteadthey
musttypicallyrelyonlocaltransportationdepartmentswhohavejurisdictionoverthestreet
network.Someexceptionsexist–LosAngelesandSanFranciscocountiesbothhavetransit
agenciesthatarefullyintegratedintothecountywidedepartmentoftransportation,allowing
theirtransitagenciestoextendtheirbicycleplanningbeyondjustthestationareas.21
Unfortunately,SoundTransitistypicalofmostAmericanpublictransitagenciesinlackingthe
authoritytomakecyclingrouteimprovementsbeyondstationplazas.Surroundingjurisdictions
19.EvanBush,“Seattle’sProntobike-sharenonprofitteetering,seeks$1.4Mrescuebycity,”SeattleTimes,January29,2016,http://www.seattletimes.com/seattle-news/transportation/seattles-pronto-bike-share-program-at-risk-of-shutting-down/.20.Schneider“IntegrationofBicyclesandTransit,”17.21.Ibid.
16
aregenerallysupportiveofcyclingimprovements,butSoundTransithasverylimitedabilityto
pursuethismethodofsupportingbicycleaccesstoitstransitsystem.
BikesonTransitVehicles
MosttransitagenciesinNorthAmericaprovidecapacityforcarryingbicyclesonboard
transitvehicles.Thisallowscyclingtransitpassengerswhoarriveattransitstopsbybicycleto
bringtheirbicyclewiththemastheycontinuetheirtripontransit.Cyclingpassengerscanthen
continuetheirjourneybybicycleattheendoftheirtransittriporkeeptheirbikewiththemfor
securityreasons.AseriesofinterviewswithbicycleplanningstaffatninemajorNorthAmerican
transitagenciesin2015revealedthatallnineagenciesfitbicycleracksonthefrontofbuses
andallagenciesthatrunrailtransitserviceincludehooksorracksforbicyclesinsidethe
vehicles.22
Thoughtheuseofbike-on-transitmethodsofintegratingbicyclesandtransitis
widespread,thismethodsuffersfromonesignificantdrawbackforcyclingtransitusers.Asbike-
on-transitusebecomespopular,andthusmorecommonlyused,capacityisquicklyreached.
Whiletheoptionofbringingabicyclealongonabusortraintripcanbeusefultopassengers,it
isnotreliable.Ifabusortrainarrivesatthestopanditsbicyclespacesarealreadyfull,cyclists
intendingtoboardmustwaitforthenextvehicletocome.Ifbikeontransittripsarepopular,
thereisnoguaranteethatthenextvehicletoarrivewillhavespaceopenforabike.
Additionalcomplicationsarepresentedwhenbringingabicycleaboardrailtransitlike
Link.Sincebikesmustbebroughtinsidethetraincar,theycanpresentanobstructionto
passengerloadingandunloadingandmayoccupyspacethatcouldotherwiseaccommodate22.BrandKoster,“HowTransitAgenciesHandleBicycles:AnanalysisofnineNorthAmericantransitagencies,”(PhDdiss.,UniversityofWashington,2015),AppendixB.
17
morepassengers.Duringpeakhours,whentrainsarelikelytobeatornearcapacity,bicycles
canthereforeimpedeaccesstothetrainandreduceitscapacity.Becauseofthisproblem,
severalagenciescurrentlyprohibitbikesfrombeingloadedontosomeoralltraincarsduring
peakhours,includingtransitagenciesforChicago,LosAngeles,NewJersey,NewYork,San
Diego,SanFrancisco,andVancouver,B.C.23Vancouver’sTransLinkalsoprohibitsbikesatall
hoursatonestationbecausethepresenceofbikesinterfereswithpassengercirculation.24
Whilebike-on-trainprogramsaregenerallyquitepopularwithcyclingtransitpassengers,these
peak-hourrestrictionsonbicyclesarereportedlytheprimarycomplaintabouttheseprograms
fromcyclists.25
(thisspaceintentionallyleftblank)
23.Schneider,“IntegrationofBicyclesandTransit,”31.24.Koster,“HowTransitAgenciesHandleBicycles,”AppendixB.25.Schneider,“IntegrationofBicyclesandTransit,”29.
18
SoundTransitcurrentlyallowsbikes
onallLinktraincarsatalltimesofoperation.
Thetraincarseachhavecapacityforfour
bikes–therearetwohooksforhanging
bikes,andtwomorecyclistsareallowedto
standwiththeirbikes.26Linktypically
operatesintwo-cartrainsets,soeachlight
railtraincancarryamaximumofeightbikes.
Thebikehookareaisalsosharedwith
luggage,andsincetheLinklineservesthe
region’smajorairport,luggageisoften
storedwherebikeswouldnormallybe
loadedonthetrain(seeFigure2).This
meansthatLink’spracticalcapacityforbikes
isoftenlowerthanthestatedmaximum,as
nomorethantwostandingbikesare
allowedpertrain.Atpresent,bikecrowding
problemsonLinklightrailhaveonlybeen
reportedanecdotally,thoughSoundTransit
onlyperformsusecountsofitsbicycle
26.“BicycleRidersGuide,”SoundTransit,April13,2016,http://www.soundtransit.org/sites/default/files/BRO%20ST%20BikeBrochure%202016%20FINAL.pdf.
Figure2–LuggageFillingtheBikeAreaonaLinkLightRailTrain
ThebikeareaonLinklightrailtrainsalsofunctionsasaluggagestoragearea.Sincethelineservestheairport,luggagefrequentlyreducesLink’scapacityforcarryingbikes.Photobyauthor,April30,2016.
19
facilitiesandservicesannually.27IfabikecapacityproblemweretodeveloponLinkvehicles,it
wouldlikelybeidentifiedthroughpassengercomplaintsratherthanactivemonitoring.Thefact
thatSoundTransithasbannedoversizedbikesandcargobikesfrombeingbroughtontoLink
lightrailtrainsposesanaccesschallengeforsomeridersandprovidesanindicationthatfurther
restrictionsonbicyclesonboardtrainswillbeneededasLink’sridershipgrows.28
BikeParkingatTransitStations
Storagefacilitiesforbicyclesattransitstationsprovideanalternativeforcycliststo
accessthetransitsystemwithoutbringingabicycleonboardthetransitvehicle.Typically,
cyclistswillleavefromhome,biketothetransitstation,securetheirbikeatthestation,and
continuethefinallegoftheirjourneyontransit.Othertripcombinationsarealsopossible.For
example,acyclistmaystoretheirbikeatatransitstationovernightsotheyhaveaccesstoa
bikeattheendoftheirtransittrip.Inbothofthesecases,securebicycleparkingiskeyto
makingthemultimodalconnectionsreliable.
TheDepartmentofJusticereportsthattransitstationshaveahighincidenceofbicycle
vandalismandtheft.29Sincebikeswillusuallybeleftunattendedforeighthoursormorewhen
usedaspartofabikeandtransitcommute,secureparkingfacilitieshelpensurethatabikewill
stillbethereandinusableconditionwhenitsriderreturns.Thismakessecurebikeparkinga
criticalpartoftheinfrastructureneededtosupportbicyclesaccesstotransit.Literatureand
transitagencyexperiencebothsupporttheassertionthattheavailabilityofsecurebikeparking
27.Koster,“HowTransitAgenciesHandleBicycles,”AppendixB.28.“BicycleRidersGuide,”SoundTransit.29.ShaneD.Johnson,etal.,“BicycleTheft,”Problem-OrientedGuidesforPoliceProblem-SpecificGuidesSeries52,UnitedStatesDepartmentofJustice,June2008,4.
20
attransitstationsisasignificantfactorinatransituser’sdecisiontoaccessthetransitsystem
bybicycle,discussedfurtherinchapter3.
(thisspaceintentionallyleftblank)
21
Chapter3:SecureBicycleParkingatTransitStationsSecureBicycleParkingBackground
Bicyclesaremostcommonlyparkedusingstandardbicycleracksonthestreetor
sidewalk.Thisarrangementoffersseveraladvantagesoverothertypesofbikeparkingfacilities.
Chiefamongtheseislowcost–standardbicycleracksmaycostaslittleas$150eachwhile
accommodatingseveralbikes.30Thislowcostcombinedwiththefactthatbikeracksrequire
verylittlespacemeansthattheycanbeinstalledwithineasyreachofmostdestinations.Large
numbersofbikescanbeaccommodatedattransitstationsusingstandardracks–severalBART
stationshavecapacityforoveronehundredbikesattheirbikeracks.31
Whilecheapandeasytoimplement,bicyclerackshaveamajorweakness:security.
Bicyclesarevulnerabletoinclementweather,damage,vandalism,andtheftevenwhen
carefullysecuredtoabikerackwithaqualitylock.32Thishasbeenalongstandingproblemwith
theuseofbicyclesfortransportation.In1979,itisestimatedthatroughly2.6millionbicycles
werestolen.33Whiletheproblemhaslessenedsomewhatintheinterveningyears,thenumbers
arestilldiscouragingtocyclists.A2006estimatebytheNationalCrimeVictimSurveyputthe
numberofbiketheftsthatyearat1.3million,whichequatestojustunder2.5biketheftsper
minute.34ADepartmentofJusticereportonbicycletheftindicatesthatbiketheftisparticularly
30.Schneider,“IntegrationofBicyclesandTransit,”36.31.“BARTBikeParkingCapitalProgram:Increasingbikeaccesswhilereducingbikesonboard,”BayAreaRapidTransit,April2015,56.32.RachelAldredandKatrinaJungnickel,“Matterinoroutofplace?Bicycleparkingstrategiesandtheireffectsonpeople,practicesandplaces,”Social&CulturalGeography14,no.6(2013):605.33.MichaelA.Replogle,Bicycles&PublicTransportation:NewLinkstoSuburbanTransitMarkets(Emmaus,PA:TheBicycleFederation,Washington,D.C,1983),130.34.Johnson,“BicycleTheft,”4.
22
likelytooccuratpublictransitstations,primarilybecausetheyarelocationswherebicyclesare
leftunattendedforlongperiodsoftime.35
Severalstudiesusingstatedpreferencesurveyshaveshownthattheavailabilityof
securebikeparkinghasastronginfluenceonpeople’schoicetousecyclingasatransportation
mode.Inthestarkestexample,a2007surveyofcyclistsinEdmonton,Albertafoundthat
knowingsecureparkingisavailableatthecyclist’sdestinationwasequivalenttoreducingthe
cyclingtriptimeby26.5minutes.36Morerecently,a2011surveyofVancouver,British
Columbiacyclistsfoundthattheavailabilityofsecureindoorbikestoragewasthemostpositive
influenceonwillingnesstocycletoadestinationoutsideofenvironmentalandroutefactors
likeweather,topography,andqualityofbikelanes.37Thereisampleevidencethattheissueof
bicycleparkingsecuritydirectlyaffectstheuseofbikeparkingattransitstations.A1997study
foundthatlockersattransitstationsweretiedwithalreadybeingabikecommuterasthe
second-mostimportantfactorinacyclist’sdecisiontouseabiketoaccesspublictransit,
followingcloselybehindtheavailabilityofbikelanes.38A2011surveyofBARTpassengerswho
broughtbikesonboardthesystemwiththemrevealedthat25%didsobecausetheydidnot
havesecurebikeparkingavailableatthestation.39Itislikelythatthelackofaccesstosecure
bikeparkingattransitdiscouragesmanymorepeoplefromridingtotransitstationsinthefirst
place.
35.Ibid.,8.36.JDHuntandJEAbraham,“InfluencesonBicycleUse,”Transportation,no.34(2007):463.37.MeghanWintersetal.,“Motivatorsanddeterrentsofbicycling:comparinginfluencesondecisionstoride,”Transportation,no.38(2011):158.38.DeanTaylorandHaniMahmassani,“AnalysisofStatedPreferenceforIntermodalBicycle-TransitTransfers,”TransportationResearchRecord,no.1556(1997):94.39.“BARTBikeParkingCapitalProgram,”56.
23
DefiningSecureBicycleParking
TheSanFranciscoMunicipalTransportationAuthority(SFMTA)placesbicycleparking
intotwoclassifications:short-term(classII)andlong-term(classI).Short-termparkingis
intendedtoholdbikesfortwohoursorless,andincludesvarioustypesofon-streetorsidewalk
bicycleracks.Long-termparkingisintendedforstoringbikesforanytimeperiodlongerthan
twohours,andincludesbicyclelockers,bicyclecagesandrooms,bicyclestations,and
monitoredbicycleparking.40Standard(non-secure)bicycleparking,comprisingunenclosed
rackslocatedonthestreetorsidewalk,isbestusedforbriefbicyclestops.Eventhen,SFMTAis
carefultopointoutthatsecurityshouldbeagoalwhendesigningshort-termparking.Whilethe
SFMTAclassificationisnotdefinitive,itprovidesausefuldistinctionbetweentypesofbicycle
parking.Mostimportantly,thisclassificationhasbeenadoptedbySoundTransitfortheir
bicycleplanningpurposes.41
TheTransitCooperativeResearchProgram(TCRP)Report153GuidelinesforProviding
AccesstoPublicTransitStationsprovidesadefinitionofsecurebikeparkingthatisbasedon
formratherthanlengthoftime.Securebikeparkingisanytypeofbicycleparkingthatprovides
agreaterdegreeofsecuritythanastandardbicyclerack.42Whilethisdefinitionisstructured
differentlyfromthatusedbySFMTA,theendresultisthesame,withbicycleparkingdivided
betweenstandardbicycleracksandallotherformsofbicycleparkingfacilities.Additional
reviewofliteratureonthesubjectofbicycleparkingmaintainsthisdistinction,andsoforthe
40.“BicycleParking:Standards,Guidelines,Recommendations,”SanFranciscoMunicipalTransportationAgency,2015,9.41.RebeccaRoush(SoundTransitbicyclecoordinator),e-mailmessagetoauthor,April21,2016.42.Coffel,“GuidelinesforProvidingAccesstoPublicTransportationStations,”74.
24
purposeofthisthesis,securebicycleparkingwillincludeallbicycleparkingfacilitiesotherthan
standardracks.
TypesofSecureBicycleParkingLeasedBicycleLockers
Leasedlockersarethemostcommontypeofbikeparkingotherthanstandardracks,
andthemostcommontypeofsecurebikeparkingcurrentlyinuse.43Leasedlockersmayalso
beknownassubscriptionlockers.Inthissetup,individuallockersarerestrictedtoaccessby
onlyoneparticularcyclistthroughtheuseofakeyoranindividualizedelectronicaccesscode.
Leasedlockerscanbeleasedforanyamountoftime,butarecommonlyleasedforthreeorsix
monthsatatime.Lockerleasefeesvarybyagencyandleaseperiodbutrarelyexceed$100per
year.44
Leasedlockersofferthreeprimarybenefitstotheirusers.Thefirstisthatusersdonot
needtoprovidetheirownlock,asoneisbuiltintothedoor.Second,mostlockerdesigns
obscurethelockercontentsfrompublicview,sopotentialthievesremainunawareofthevalue
ofalocker’scontentsorevenwhetheralockerhasanythinginitatall.Thethirdbenefitisthat
leasedbikelockersguaranteetheirusersasecurespacetoparktheirbikeatalltimes.45Other
securebikeparkingoptionsarefirst-come,first-served,meaningthatuserscannotbe
guaranteedaspace.Leasedlockersavoidthispotentialissuebecausetheyonlyprovideaccess
tooneuser.
43Ibid.44Ibid.45Ibid.
25
Figure3–LeasedBicycleLockersattheSeaTac/AirportLinkStation
ThisphotoshowsaCycleSafeProParkleasedbikelockerinusebySoundTransitattheSeaTac/AirportLinklightrailstation.ThistypeoflockerisinwidespreadusebySoundTransitatlightrailstationsandothertransitfacilities,andeachlockerisinternallydividedtoprovidesecurestoragespacefortwobikes.Photobyauthor,January15,2016.
Leasedlockershavesomechallengesinadditiontotheirbenefits.Theprimarydrawback
ofleasedlockersisthattheyrequirealargeamountofspaceperbicycleaccommodated.The
CycleSafeProParkbikelockershowninFigure3aboveisoneofthebikelockermodels
currentlyinusebySoundTransit.Thelockeritselfholdstwobikesininternallydivided
compartmentsina38”x78”footprint.CycleSaferecommendsinstallinglockerswithsixfeet
clearfromeitherdoortoprovideadequateaccess,meaningthatonelockerrequiresanareaof
roughlythreefeetbyeighteenfeet.46Thisis58.6squarefeetperlocker,or29.3squarefeetper
bike.Additionally,sinceeachleasedlockerisonlyaccessiblebyonecyclistperleasedspace,the
capacityofleasedlockersgoesunusedmuchofthetime.AuditsofKingCountyMetrobike
46.“ProParkBikeLocker,”CycleSafe,accessedApril13,2016,http://cyclesafe.com/bike-lockers/propark/.
26
lockershavefoundthatonly40%ofleasedlockersareactuallyinuseduringweekdaybusiness
hours,whenlockerutilizationisexpectedtobehighest.47Table1presentsdatafromanaudit
ofleasedbikelockersintheBARTsystemin2011,whichfoundonaverageonly17%ofleased
bikelockerswereoccupied.48Lowratesofleasedlockerusehaveledseveraltransitagenciesto
movetowardothermethodsofprovidingsecurebikeparkingattheirstations.49
Table1–LeasedBicycleLockerOccupancyatSelectedBARTStationsin2011ThistableshowsleasedbicyclelockeroccupancyatselectedBARTstationscollectedonasinglespringdayin2011.BART'sauditofleasedlockersfoundthatonly17%wereoccupiedatthetimeofdatacollection.Datasource:“BARTBicyclePlan,”13-17.
BARTStation LeasedLockers OccupiedLockers LeasedLockerOccupancyRate(%)
Ashby 24 6 25BayFair 16 4 25Orinda 8 0 0SanLeandro 12 4 33UnionCity 20 7 35WalnutCreek 64 1 2WestOakland 8 4 50
AverageLeasedLockerOccupancyRate:17%ElectronicBicycleLockers
Electronicbicyclelockersaresometimesknownbythetermson-demandlockersore-
lockers.Theseareverysimilarindesigntoleasedlockersandofferusersthesamesecurity
benefitsasleasedlockers.Theprimarydifferencefromleasedlockersisthatelectroniclockers
arenotleasedtoaspecificindividual.Instead,theyareavailableonafirst-comefirst-served
basistoanyonewithaccesstotheelectroniclockersystem.Whilemultipleaccessoptionsare
possible,mostelectroniclockersuseakeycardaccesssystem,whichdoublesasthemethodof47.HannahJ.McIntosh,“BicycleParkingandTransit:ADemandAnalysisforBicycleLockersatKingCountyMetroParkandRideLots,”(Master’sthesis,UniversityofWashington,2007),4.48.“BARTBicyclePlan,”13-1749.Coffel,“GuidelinesforProvidingAccesstoPublicTransportationStations,”74.
27
payment.50Chargesforuseofelectroniclockersareusuallylowatonlyafewcentsperhour.
Forexample,BART’selectroniclockerscharge3to5centsperhourdependingonoccupancy
levels,51whileKingCountyMetrocharges5centsperhouratalltimesforuseoftheirelectronic
lockers(showninFigure4).52
Figure4–ElectronicBicycleLockersatSeattle’sNorthgateTransitCenter
KingCountyMetrohaspartneredwithBikeLinktoprovideelectronicbikelockersattheNorthgateTransitCenter.Therearecurrentlysixoftheseon-demandlockersavailableatthetransitcenter,providingparkingfortwelvebikes.Photobyauthor,April30,2016.
Electronicbikelockershavethesamedimensionsasleasedlockersandthereforeare
subjecttothesamespacerequirements.However,electroniclockerscanstoremorebikesin
thesameamountofspacebecausetheyareavailabletomultipleusers.Thoughoccupancy
ratesforelectroniclockersarenotpublished,BARTcitedsignificantlyincreasedusageratesfor
electroniclockerscomparedtoleasedlockerswhenitmorethandoubleditsinventoryof
50.Ibid.51.“BikeonBART,”BayAreaRapidTransit,accessedApril21,2016,http://www.bart.gov/guide/bikes.52.“BikeTravel:On-DemandBikeeLockers,”KingCountyMetroTransit,accessedApril21,2016,http://metro.kingcounty.gov/tops/bike/parking/elockers.html.
28
electronicbikelockersin2011and2012.53BikeLink,themainvendorofelectronicbikelocker
systemsintheUnitedStates,statesthattheirusagedataindicatesatleastfivetimesasmany
cyclistsuseelectroniclockersasuseleasedlockers,thoughtheirdataarenotpublished.54A
2011countofbikelockerusageatBARTstationsfoundthat57%ofelectroniclockerswerein
use,comparedwithonly17%ofleasedlockers.55DataforBART’selectroniclockersare
presentedinTable2below.
Table2–ElectronicBicycleLockerOccupancyatSelectedBARTStationsin2011ThistablepresentselectronicbicyclelockeroccupancyatselectedBARTstationscollectedonasinglespringdayin2011.BART'sauditofelectroniclockersfoundthat57%wereoccupiedatthetimeofdatacollection.Datasource:“BARTBicyclePlan,”13-17.
BARTStation ElectronicLockers OccupiedLockers ElectronicLockerOccupancyRate(%)
12thSt/Oakland 8 7 8819thSt/Oakland 8 7 88Concord 16 0 0DalyCity 4 1 25Dublin/Pleasanton 12 4 33ElCerritoPlaza 48 35 73LakeMerrit 32 29 91MacArthur 40 32 80NorthBerkeley 48 37 77PleasantHill 24 22 92Richmond 16 0 0Rockridge 32 16 50SanLeandro 20 20 100WalnutCreek 16 0 0WestOakland 18 9 50
AverageElectronicLockerOccupancyRate:57%
53.“BARTmorethandoublesnumberofelectronicbikelockers,”BayAreaRapidTransit,January30,2012,http://www.bart.gov/news/articles/2012/news20120130.54.“Benefits,”BikeLink,accessedApril23,2016,https://www.bikelink.org/help/benefits.55.“BARTBicyclePlan,”13-17.
29
Electronicbikelockersaremoreexpensivethanleasedlockersandrequiremore
management,leadingtohigheroverallcosts.However,theycanbelessexpensivepercyclist
servedduetotheirhigheroccupancyrates.56Thegreatbenefitofelectroniclockersisalsotheir
largestdrawback:theyarenotreservedforindividualusers.Asaresult,theymayfillupif
demandforbikeparkingishigh,leavingcyclistsunabletoaccesssecurebicycleparking.Cyclists
wouldthenhavetolocktheirbikeatastandardbikerackorforegostoringtheirbikeatthat
location.
BicycleCagesandBicycleRooms
Bicyclecagesandbicycleroomsaretwovariationsonasingletheme–providingbicycle
parkinginanareawithcontrolledaccess.Bikecagesdifferfrombikeroomsonlyinthatthey
havebars,screens,orfencinginplaceofsolidwalls.Forbothroomsandcages,entryis
controlledusingelectronickeycardsorindividualizedelectronicaccesscodes.Insidethebike
roomorcagebikeracksareprovidedontowhichbikescanbesecured.Thisrequirestheuseof
anadditionaluser-providedlock,astheracksinsidebikecagesarefunctionallyverysimilarto
standardbikeracks.Theracksinsidebikecagesarecommonlymountedverticallyonthewallor
stackedintotwolevelstomaximizetheuseofthecagespace.Anexampleofabikecageis
presentedinFigure5onthefollowingpage.
56.“QuestionsfrequentlyaskedbypeopleconsideringpurchasingBikeLinkequipment,”eLockTechnologiesLLC,2010,accessedApril23,2106,http://elocktech.com/docs/BikeLink%20brochure%20-%20general.pdf.
30
Figure5–BicycleCageinUseattheBeaconHillLinkStation
(A)ThisbicyclecagewasaddedtoSoundTransit'sBeaconHillLinkstationin2016.Ithascapacitytosecurelystore48bikesinafootprintof14.5x45feet,requiringlessthanhalfasmuchspaceperbikeasbicyclelockers.(B)Entryiscontrolledbykeycodeaccessandprovidesarecordofeverypersonwhoaccessesthebikecage.(C)Double-deckedrackshelpmakethebestuseofspaceinsidethebikecage.Photosbyauthor,April30,2016.
Theprimarybenefitofbikecagesandbikeroomsisthattheyareabletousespace
moreefficientlythanthebikelockerarrangementsdiscussedpreviously.Becausetheracks
insidebikecagesaretypicallystacked,theyarealsomorespace-efficientthanstandardbike
31
racks.SoundTransithasinstalledabikecageattheBeaconHillLinkstation(showninFigure5)
withcapacityfor48bikes.Thisbikecagemeasures14.5feetby45feet,coveringatotalareaof
652.5squarefeet.57Thistranslateto13.6squarefeetperbike,orlessthanhalfofthespace
requiredperbikeusingbikelockers.Likelockers,bikeroomsandcagesprotectbikesfromthe
elements,whichisaparticularconcernforbikesparkedinSeattle’srainyclimate.
Thelevelofsecurityprovidedbybikeroomsandcagesisintermediatebetween
standardracksandbikelockers.Allbikecagesprovideanextralayerofsecurityoverstandard
rackswiththeirrestrictedaccess.SoundTransit’simplementationofbikecagesimprovesupon
thiswithsurveillancecamerastomonitorthebikecagesasanextratheftdeterrent.However,
bikeroomsandbikecagesrequirecycliststoprovidetheirownlocks,whichcanbe
burdensometoridersasgoodqualitylockscanbequiteheavy.Ifabicycleisnotwell-locked
insideabikeroomorcage,itmaystillbesubjecttotheftorvandalismifbikethievesareableto
gainentry.Securitydependspartlyonthecautionofauthorizedusersofbikecages.While
holdingthedoorforanotheruserofabikeroomorcagemaybeviewedaspolite,itmayalso
begrantingunauthorizedaccesstothesecurebikefacility.
StaffedBicycleParkingFacilities Staffedbicycleparkingfacilitiesmayalsobeknownasbikevaletsorstaffedbikestations
andprovideahighlevelofconvenienceandsecuritytocyclists.Thefirststaffedbikeparking
facilityintheUnitedStateswasbuiltinLongBeach,Californiain1996,thoughtheconcepthad
57.Author’sfieldworkandcalculations,April30,2016.
32
beeninuseinmanyEuropeancountriespreviously.58Manystaffedbikeparkingfacilitieshave
openedintheUSsincetheLongBeachBikeStation’sdebut,includingfacilitiesrunbyseveral
transitagencies.59Staffedbikeparking,asitsnameimplies,reliesonthepresenceofdedicated
stafftomanageandmonitorstoredbikes.Typically,abicyclestorageareaisprovidedthatis
onlyaccessiblebystaffattheparkingfacility.Bicyclesareplacedinthestorageareabyfacility
staffwhendroppedoffbycustomersandretrievedwhencustomersreturnfortheirbikes.The
exactoperationaldetailsvaryatdifferentfacilities,butthegeneralconceptissimilartovalet
parkingforcars.Staffedbikeparkingfacilitiesvaryincostdependingontheagencyincharge.
Somemaychargeanhourlyfeeorrequireoramembershipforuse,whileseveralstaffedbike
parkingfacilitiesarefreeforcustomerstouse.60
Staffedbikeparkingoffersmanybenefitstoitsusers.Staffedparkingisextremelyeasy
touse,sincecustomersdonothavetodealwithstoringorlockingtheirbikesatall.Itisalso
verysecure,sincepublicaccesstostoredbikesispreventedandthestoredbikesareactively
monitoredbytheparkingfacilitystaff.Manystaffedbikeparkingfacilitiesalsoincludebike
repairandretailfacilities,whichcanaddsignificantconvenienceforbikecommuters.Usersof
thestaffedparkingfacilitycanhavetheirbikerepairedwhiletheygoabouttheirusualdaily
routine,avoidingtheneedforaseparatetriptoabikeshop.61
Usingstaffedparkingalsoprovidesasignificantbenefittoitsoperators:extremely
efficientuseofspacewhenparkinglargenumbersofbicycles.GoByBike,astaffedbicycle
58.KimUpton,“Grandol’openingforLongBeachBikestation,”TheSource(LosAngelesCountyMetropolitanTransportationAuthority),lastmodifiedSeptember15,2011,http://thesource.metro.net/2011/09/15/grand-ol-opening-for-long-beach-bikestation/.59.Coffel,“GuidelinesforProvidingAccesstoPublicTransportationStations,”74.60.Schneider,“IntegrationofBicyclesandTransit,”39.61.Ibid.
33
parkingfacilityinPortland,Oregon,operatesabikevaletandasmallrepairshopinanareathat
measures48x58feet,or2,784squarefeet.62Amaximumof350bikescanparkattheGoBy
Bikevaletatonetime;thismeansthatonly7.8squarefeetofspaceareneededperbike.63This
isbarelyoverhalfofthespaceneededforbikecagesandjustonequarterthespaceneeded
perbikeusingbikelockers.
Thebenefitsofstaffedbicycleparkingarebalancedagainstonepotentialinconvenience
andasignificantcost,bothofwhichstemfromtheneedforstaffing.First,sincestaffmustbe
availabletooperatethefacility,bikevaletsarenotopenatallhours.Moststaffedbikeparking
facilitiesclosedownovernight.Whileovernightstorageforbikesmaybeavailableatsome
staffedbikeparkingfacilities,bikesstoredovernightcannotbeaccessedwhilestaffisaway.
Whilethehoursofoperationareunlikelytobeaproblemformostbikecommuterswhowould
useabikevalet,theymaycausesomeinconvenience.Moreserious,however,arethecosts
associatedwithkeepingparkingfacilitiesstaffed.Whileoperatingcostswilldependonthe
hoursofoperationforabikevalet,estimatesrangefrom$50,000-$100,0000peryear.64
Portland’sGoByBikevaletserviceisopen13.5hoursperdayforfivedaysperweekandsees
annualoperatingcostsof$100,000.65Thisisasignificantongoingcostthatothertypesof
securebikeparkingdonotincur.
62.MeasurementsviaGoogleMaps,April15,2016.63.KielJohnson(ownerofGoByBike),e-mailmessagetoauthor,April19,2016.64.Schneider,“IntegrationofBicyclesandTransit,”40.65.KielJohnson(ownerofGoByBike),e-mailmessagetoauthor,April11,2016.
34
ExistingSecureBikeParkingatLinkLightRailStations SoundTransitcurrentlyofferssecurebikeparkingateightofLinklightrail’ssixteen
stations.Alleightofthosestationshaveleasedbikelockers,whiletwoofthosestationsalso
havebikecagesinstalled.66Thenumberofsecureandnon-securebikeparkingspacesateach
LinkstationisshowninTable3onthefollowingpage,alongwiththenumberofbikeparking
subscribers.Manyofthestationswithoutsecurebikeparkinghavehighridershipandarein
areaswherecyclingiscommon,suchastheUniversityofWashingtonandCapitolHillstations.
ThoughtheexistingsecurebikeparkingatLinkstationsisunderused,itislikelythatsignificant
unmetdemandforsafebikestorageexistsatseveralstations.
(thisspaceintentionallyleftblank)
66.RebeccaRoush(SoundTransitbicyclecoordinator),e-mailmessagetoauthor,April21,2016.
35
Table3–CurrentBicycleParkingCapacityatLinkLightRailStationsHalfofLink’ssixteenstationscurrentlyhavesecurebikeparking,withSoundTransitprovidingamixofleasedlockersandbikecages.Thenumberofsecurebikeparkingsubscribersateachstationincludeslockerlesseesandthosesignedupforbikecages.Notethatthenumberofsubscribersisnotanindicationoftheneedforsecurebikeparkingatstationsthatcurrentlyoffernone–itislikelythatthesestationshavesignificantunmetdemand.Datasource:RebeccaRoush(SoundTransitbicyclecoordinator),e-mailmessagetoauthor,April21,2016
Station LockerSpaces BikeCageSpaces
ParkingSubscribers
Non-SecureRackSpaces
UniversityofWashington 0 0 0 130
CapitolHill 0 0 0 40Westlake 0 0 0 0UniversityStreet 0 0 0 0PioneerSquare 0 0 0 0InternationalDistrict/Chinatown 0 0 0 0
Stadium 0 0 0 0SODO 16 0 12 0BeaconHill 4 48 17 24MountBaker 24 0 6 16ColumbiaCity 37 0 15 56Othello 0 0 0 48RainierBeach 20 0 11 16TukwilaInternationalBoulevard 8 0 4 24
SeaTac/Airport 24 0 5 16AngleLake 8 40 4 14
SoundTransit’smethodofbikeparkingallocationassumesthat2%oftheprojected
2030boardingsforagivenstationwilloccurviabikeaccess.Parkingisbuilttoaccommodate
lessthanhalftheexpectednumberofbike-accessedtrips,includingclassIbikeparking(secure
parking)andclassIIparking(standardbikeracks).Additionalspaceisreservedduringstation
designforadditionalbikeparkingspace,withparkingavailabilityincreasedasdemandwarrants.
Recently-adoptedpolicyatSoundTransitwillprovidefor60%ofbikeparkingbuiltatnewLink
36
stationstobeclassIsecureparking,providedthroughamixofbicyclecagesandleased
lockers.67WhilethisrepresentsanimprovementforfutureLinkstations,theexistingstations
willbeleftwithasmallsupplyofsecurebikeparking.Mostnotably,theUniversityof
WashingtonandCapitolHillstationsthatopenedin2016havenosecurebikeparkingspacesat
all.TheTransitCooperativeResearchProgramrecommendsbikeparkingattransitstopsbe
scaledtoaccommodateatleast5%ofboardingsatthegivenstop.68Sometransitagenciesare
buildingevenhigherlevelsofbikeparkingcapacityattheirtransitstations,withPortland,
Oregon’sTriMetbuildingparkingforbikeaccesssharesof10-25%alongtheMAXOrangelight
railline,whichopenedinlate2015.69
BikeParkingatSoundTransit’sPeerTransitAgencies
SeveralNorthAmericantransitserviceoperatorsprovidehighlevelsofsecurebicycle
parkingattransitstations,includingmajorbustransitcentersandrailstations.Theseagencies
andtheirprogramsandpracticescanserveasmodelsforSoundTransittoexpanditsown
nascentsecurebikeparkingprogram.Peeragencieswitheffectiveprogramsforproviding
securebikeparkingwereidentifiedthroughacombinationofliteraturereviewandconsultation
withAndreaClinkscalesatCascadeBicycleClub,anon-profitbikeplanningandadvocacy
agencybasedinSeattle.Thefollowingreportswereparticularlyusefulforidentifyingagencies
tohighlight:TCRPSynthesis62IntegrationofBicyclesandTransit(2005),TCRPReport153
GuidelinesforProvidingAccesstoPublicTransitStations(2012),andBrandKoster’s2014
master’sthesisHowTransitAgenciesHandleBicycles:AnAnalysisofNineNorthAmerican
67.RebeccaRoush(SoundTransitbicyclecoordinator),e-mailmessagetoauthor,April21,2016.68.Coffel,“GuidelinesforProvidingAccesstoPublicTransportationStations,”69.69.Ibid.,66.
37
TransitAgencies.Selectedagenciesprovidelarge,effective,andinnovativesecurebicycle
parkingfacilities,includingleasedandon-demandbikelockers,bikecages,andattendedbike
parkingstations.
BayAreaRapidTransit(BART)AgencyProfile
BART’stransitserviceiscomprisedoffiveheavy-railrapidtransitlinesintheSan
FranciscoBayArea.TheBARTsystemincludes44stationsandreachesseveralmajorcitiesin
theBayArea,includingBerkeley,Oakland,andSanFrancisco.70Thisagencyrankedasthetenth
largesttransitagencyintheUnitedStatesin2013intermsofpassengerboardings.71BARTis
widelyrecognizedasbeingattheforefrontofplanningforandaccommodatingbicycleaccess,
andin2012theagencyhadabikeaccessmodeshareof4%.72LikeSoundTransit,BART’s
serviceislimitedtoregionalrailtransit.LocalpublictransitserviceintheSanFranciscoBay
Area,includingbusesandlightrail,isprovidedbyamixofotheragencieswithintheBART
servicearea,primarilytheSanFranciscoMunicipalTransportationAuthorityandAlameda
CountyTransit.
BicycleProgramandPractices
BART’sbicycleparkingprogramisguidedbytwomajordocuments.ThefirstistheBART
BicyclePlan,lastupdatedin2012.ThisdocumentestablishedBART’scurrentgoalofdoubling
thesystem’sbicycleaccessmodeshareto8%by2022.73TheBARTBicyclePlanalsoidentifies
70.“StationList,”BayAreaRapidTransit,accessedApril15,2016,https://www.bart.gov/stations.71.JohnNeff,“2015PublicTransportationFactBook,”AmericanPublicTransportationAssociation,November2015,8.72.“BARTBicyclePlan,”v.73.Ibid.
38
severalstrategiesforachievingthisgoal,includingmakingaccesseasywithbikerouteand
circulationimprovements,increasedcapacityonBARTtrainsforbikes,promotionalprograms
toencouragebikeaccess,andexpandedandimprovedbikeparkingfacilitiesatBARTstations.
TheotherguidingdocumentforBART’sbicycleparkingprogramistheBARTBikeParking
CapitalProgram,lastupdatedin2015.Thisdocumentdetailsplansforupgradingand
expandingthebicycleparkingavailableatBARTstationstosupporttheBARTBicyclePlan’sgoal
ofincreasedbikeaccesstotheBARTsystem.TheBARTBikeParkingCapitalProgramheavily
favorstheuseofsecurebikeparkingfacilities,primarilyon-demandlockersandattendedbike
parkingstations.Theplanfurtherproposesremovingstandardbikeracksat12BARTstationsto
makespaceforadditionalsecurebikeparkingfacilities.74
SecureBicycleParkingFacilityInventory
Currently,threeofBART’s44stationsofferstaffedbikeparkingfacilities,withtwo
locatedinOaklandandoneinBerkeley.Allthreestaffedbikeparkingfacilitiesareopenfor14
hoursperdayonweekdays,andtheBerkeleyfacilityisalsoopenforlimitedhoursonSaturdays.
BART’sstaffedbikeparkingfacilitiesareoperatedbyBikeHubandarefreetouseforBART
passengers.75Capacityatthesestaffedparkingstationsrangesfrom130to200bikes.Bicycle
repairservicesandbikeaccessorysalesareofferedatallthreeofBART’sstaffedbikeparking
facilities.
FourBARTstationsprovidecontrolled-accessbikerooms,whichareknownas“self-
servebikestations”inBART’sbikeprogram.Thesebikeroomscanbeaccessedatallhours
usingaBikeLinkelectronickeycard.AfeeischargedthroughtheBikeLinkcardforuseofbike
74.“BARTBikeParkingCapitalProgram,”3.75.“BikeStationDetails,”BikeHub,accessedMarch24,2016,http://bikehub.com/bartbikestation/.
39
rooms,thoughfeesarequitelow–costsrangefrom1to3centsperhourdependingontimeof
day.BARTbikeroomsuseeitherdouble-deckerracksorverticalrackstomaximizethenumber
ofbikesthatcanfitinside,andcapacityrangesfrom89to128bikes.Likethestaffedparking,
BART’sbikeroomsarerunbyBikeHub.76
Inadditiontostaffedparkingandbikerooms,BARToffersleasedbikelockersandon-
demandelectronicbikelockersatmanyofitsstations.A2011inventoryofBARTbikeparking
listedfourteenstationsthatofferedon-demandelectroniclockersandtwenty-seventhat
providedleasedlockers.77Likethebikecages,electronicbikelockersareaccessedusing
BikeLinkcardsandchargesmallhourlyfees,rangingfrom3to5centsperhour.78Leasedbike
lockerscost$30-$40peryear.79Thesefacilitiescombinedwithstaffedparkingandbikecages
foratotalof1,688securebikeparkingspacesin2011,roughly37%ofBART’sbikeparking
capacityatthattime.80BARThassincemorethandoubledthenumberofelectroniclockersin
thesystem,opening336lockersat19stationsinearly2012.81Workonexpandingsecure
bicycleparkingavailabilityisongoing.
76.Ibid.77.“BARTBicyclePlan,”15.78.“BikeonBART,”BayAreaRapidTransit,accessedApril21,2016,http://www.bart.gov/guide/bikes.79.“BicycleLockerApplication,”BayAreaRapidTransit,accessedApril15,2016,http://www.bart.gov/sites/default/files/docs/riderLockersForm.pdf.80.“BARTBicyclePlan,”15.81.“BARTmorethandoublesnumberofelectronicbikelockers,”BayAreaRapidTransit,January30,2012,http://www.bart.gov/news/articles/2012/news20120130.
40
ExampleSecureBicycleParkingFacilityBerkeleyBikeStation
TheBerkeleyBikeStation,locatedindowntownBerkeley,California,isBART’slargest
bikeparkingfacilityandthesecondlargestbikeparkingfacilityintheUnitedStates.82The
Berkeleystationhascapacityfor288bikesprovidedbytwotypesofsecureparkingfacilities:a
controlled-accessbikeroomandstaffedbikeparking.Thebikeroomprovides113bikeparking
spaces,whilethestaffedparkingareahasroomfor175bikes.83
Figure6–StaffedBikeParkingInsideBART’sDowntownBerkeleyBikeStation
TheDowntownBerkeleyBikeStation’sstaffedparkingfacilityhascapacityfor175bikesusingtriple-deckerbikeracks.ThissecurebikeparkingislocatedbehindthecounterattheDowntownBerkeleyBikeStation’srepairandretailsalesarea. Imagesource:“TheBerkeleyBikeStation,”YourBerkeley,accessedApril30,2016, http://yourberkeley.com/2014/10/24/berkeley-bike-station/#sthash.mOlrM9el.l20ADCHr.dpbs.
82.“BARTBikeParkingCapitalProgram,”19.83.“NewBerkeleyBikeStationnearlyquadruplesbikestoragecapacity,”BayAreaRapidTransit,July13,2010,http://www.bart.gov/news/articles/2010/news20100713.
41
TheBerkeleyBikeStationisnotincorporatedintoaBARTtransitstation.Instead,itisa
separatefacilitythatoperatesinaretailstorefrontonthegroundfloorofamixed-usebuilding.
TheBerkeleyBikeStationservesBART’sDowntownBerkeleyStation,whichisanunderground
stationwithanentrancelocatedroughly150feettothenorthoftheBerkeleyBikeStation
entrance.Whileplacingthebikeparkingfacilityoutsideofthetransitstationmayslightly
inconveniencecyclistsaccessingBART,thesitingoftheBerkeleybikestationwaschosenfor
tworeasons.ThefirstoftheseisthattheDowntownBerkeleyBikeStationreplacedaprevious
bikeparkingfacilitythatwaslocatedinsidetheBARTstationandwaswelloveritsdesigned
capacity.84Thenewlocationoutsideofthestationnearlyquadruplesbikecapacity.Thesecond
reasonfortheBerkeleybikestationlocationisthatitprovidesaccesstothestaffedparkingand
thebikeroomforcyclistswhoarenotusingBART.Thisbikeparkingfacilitythusbenefitsthe
surroundingBerkeleycommunity,includingthosenotusingBART,byprovidingabicyclerepair
andaccessoriesshopthatisaccessibletothegeneralpublic.Italsoallowsaccesstothe
controlled-accessbikeroom24hoursaday,soitcanbeusedforsecurebikeparkingeven
whentheBARTsystemisclosed.85
(thisspaceintentionallyleftblank)
84.Ibid.85.Ibid.
42
Figure7–TheDowntownBerkeleyBikeStationEntrance
TheDowntownBerkeleyBikeStationislocatedinastorefront150feetfromBART’sDowntownBerkeleyStationentrance.ThisallowsthefacilitytoserveretailcustomerswhoarenotridingBARTandalsoenables24-houraccesstothesecurebikeroomthatisincorporatedintothefacility.Imagesource:“BerkeleyBARTBicycleStation,”KaufmanConstruction,accessedApril18,2016,http://www.kaufmanci.com/portfolio/commercial/berkeley-bart-bicycle-station.
LosAngelesCountyMetropolitanTransportationAuthority(LAMetro)AgencyProfile
LAMetroisbothapublictransitagencyandLosAngelesCounty’sregional
transportationplanningagency.ThisuncommonarrangementplacesLAMetroinchargeof
planningandoperatingtransitserviceaswellasplanninghighwayandbicycleprojectsand
managinganddispensingtransportationfundingthroughoutthecounty.With9.6million
people,LACountyisthelargestcountyintheUnitedStates.Theagency’spublictransitservice
43
isextensive,including173busroutes,fourlightraillines,andtwosubwaylines.86LAMetrowas
thethirdlargesttransitagencybypassengerboardingsin2013.87
BicycleProgramsandPractices LAMetrohasadistinctadvantageinplanningforbicycleaccesstotransitasbotha
publictransitagencyandacountywidetransportationplanningagency.In2006,theagency
completedacountywidebicyclestrategicplaninconsultationwithseveraltransportation
planningconsultingfirms.Theplan’sprimarygoalwasdoublingbikeridershipinLACounty,but
severaloftheplan’spolicyobjectivesdealtwithcreatinganexpandednetworkofbikeand
transithubsbyprovidingmorebikeparkingatLAMetrotransitstations.88167transitstations
wereevaluatedonseveralcriteriaforsuitabilityforbikeimprovements,andtwelvestations
wereidentifiedforbike-transithubplanning.Stationslocatedattheendoftransitlinesare
givenhighpriorityforbikeimprovementsandparkinginLAMetro’splanningprocess.LA
Metro’sbikeplanningisguidedbypolicydocumentsinadditiontothebicyclestrategicplan.A
2010decisionbytheLAMetrogoverningboarddoubledfundingforbicycleandtransit
integrationprojects,orderingthatallnewtransitprojectsincorporatebicyclefacilitieswitha
goalofincreasingbikeaccess.89Theorderspecificallycallsoutprovidinghigherlevelsofbike
parkingathigh-demandtransitstations.
86.“FactsataGlance,”LosAngelesCountyMetropolitanTransportationAuthority,accessedApril21,2016,https://www.metro.net/news/facts-glance/.87.Neff,“2015PublicTransportationFactBook,”8.88.“MetroBicycleTransportationStrategicPlanFINALDRAFT,”LosAngelesCountyMetropolitanTransportationAuthority,January2006,7-14.89.“EnhancedMTABicyclePolicies&Programs,”MotionbyMayorAntonioVillaraigoso,LAMetro,September16,2010,http://media.metro.net/riding_metro/bikes/images/Bikes_Mayors_Board_Motion_September_2010_16_EMAC.pdf.
44
SecureBicycleParkingFacilityInventory LAMetro’ssecurebikeparkingisprimarilyprovidedintheformofleasedbikelockers.
Ofthe115stationsinLAMetro’srailandbusrapidtransitsystemnetwork,47havebikelockers.
Lockerrentalscost$24forasix-monthperiod.90Threebicyclecagefacilitiesareeitheropenor
underconstructionintheLAMetrosystem.91Theseareknownasbikehubsandincorporate
staffedrepairserviceduringlimitedhoursofoperationtoprovideahighlevelofserviceto
cyclists.Twoofthethreebikehubsarelocatedatend-of-the-linetransitstations.LAMetro’s
bikehubshavecapacityfor56to72bikesandusersarechargedafeeforvariousaccess
periodsrangingfromoneweektooneyear.
ExampleSecureBicycleParkingFacilityElMonteBikeHub
TheElMonteBikeHubopenedin2012andisthefirstinaseriesofbikehubsplanned
byLAMetro.92Whilenotservingoneoftheagency’srailtransitstations,thebikehubislocated
atalargebusstationinElMonte,California,approximately12mileseastofdowntownLos
Angeles.TheElMonteBusStationservesastheprimarytransferpointbetweenLAMetro’s
SilverLineBRTserviceandseveralothertransitagenciesandseesroughly22,000passengers
perday–onethirdthetotalnumberofdailyLinklightrailriders.93Whilenottheonlysecure
90.“MetroBikeLockerProgramRegistration,”LosAngelesCountyMetropolitanTransportationAuthority,accessed,April29,2016,http://blrs.metro.net/mobile/blr_public.aspx.91.“IntroducingMetroBikeHub,”BikeHub,accessedApril29,2016,http://bikehub.com/metro/.92.DavidSotero,“ElMonteBikeHubopens,featuringMetro’sfirstsecurebikeparkingstation,”TheSource(LosAngelesCountyMetropolitanTransportationAuthority),September14,2015,http://thesource.metro.net/2015/09/14/el-monte-bike-hub-opens-featuring-metros-first-secure-bike-parking-station/.93.“ElMonteStation,”LosAngelesCountyMetropolitanTransportationAuthority,accessedApril30,2016,https://www.metro.net/projects/elmonte/.
45
bikeparkingfacilityservingtheLAMetrotransitsystem,itisthefirstonebuiltbyLAMetroand
integrateddirectlyintooneoftheirfacilities.
Figure8–InsideLAMetro’sElMonteBikeHub
TheElMonteBikeHubincorporatesretailsalesandrepairservices,staffedpart-time,intoasecurebicycleroomwithspacefor56bikes.Accesstosecurebikestorageisavailableatallhours.ImageSource:“BicycleFacilitiesHelpCommuterswithFirstandLastMileConnectionstoTransitHubs,”DeroBikeRacksBlog,accessedMay3,2016,https://www.dero.com/projects/transit-hubs/.
TheElMonteBikeHubisahybridbetweenthebikeroomandstaffedparkingfacility
conceptsforsecurebikeparking.Likemostbikeroomsandcages,theElMonteBikeHubuses
controlledentryasthemainformofsecurity,supplementedbysecuritycameras.Accesstothe
facilityisavailabletwenty-fourhoursperdayandbicyclesmustbelockedtoracksinsidethe
bikehub.Between7amand11amonweekdays,thefacilityisstaffedbybicyclemechanicsand
theElMonteBikeHubincorporatesasmallbikerepairshopforthebikehub’susers.94Like
94.“IntroducingMetroBikeHub,”BikeHub,accessedApril29,2016,http://bikehub.com/metro/.
46
BART’sstaffedbikeparking,theprivatecompanyBikeHubstaffsandoperatestheElMonte
BikeHub.95MembershipfeesfortheElMonteBikeHubrangefrom$5perweekto$60per
year.Thefacilityhascapacityfor56bikesusingdouble-deckerracks.96
Tri-CountyMetropolitanTransitDistrictofOregon(TriMet)AgencyProfile TriMetisthepublictransitproviderforthreecountiesinthePortland,Oregon
metropolitanarea.Theagencyruns79busroutes,fivelightraillines,andonecommuterrail
line.TriMetwasrankedfifteenthintheUnitedStatesbypassengerboardingsin2013,thoughit
shouldbenotedthatthePortlandmetropolitanareahasasignificantlysmallerpopulationthan
thatoftheotheragenciesprofiledinthisthesis.97Despitebeingthe24th-largestmetropolitan
areainthecountry,thePortlandmetrocurrentlyranks9thintransitridershippercapita.98
TriMet’sfiveMAXlightraillinestogethersawanaverageof125,000weekdayboardingsin
Januaryof2016.99
BicycleProgramandPractices Priorto2016,TriMet’sbikeprogramhadprimarilybeenadministeredonanad-hoc
basis,withbicycleaccessandparkingimprovementsprovidedasfundsbecameavailableor
needsforimprovementsarose.ThePortlandMetroRegionalActiveTransportationPlan
identifiedtheneedforbicycleaccesstothetransitsystemasimportantatabroadpolicylevel
95.Ibid.96.Sotero,“ElMonteBikeHubopens.”97.Neff,“2015PublicTransportationFactBook,”8.98.“2016TriMetAt-A-Glance,”Tri-CountyMetropolitanTransportationDistrictofOregon,February1,2016,http://www.flipsnack.com/trimet/2016-trimet-at-a-glance.html.99.TimothyKea,“January2016MonthlyPerformanceReport,”TriMetMemo,February18,2015,https://trimet.org/about/pdf/2016-01.pdf.
47
butdidnotprovidemorespecificguidance.However,thedraftversionofTriMet’sfirst
comprehensivebicycleplanwasreleasedonMay2,2016.Thedraftdocumentidentifiesthree
prioritiesforbikeplanning,inorder:securebikeparking,accommodatingbikesontransit
vehicles,andidentifyingcyclingrouteimprovementsthatwouldaidaccesstotransitstations.100
TheDraftTriMetBikePlanestablishescriteriaforidentifyingbikeaccessfocusareasand
includespreliminaryrecommendationsforbikeinfrastructureimprovementsaroundseveral
transitstations.
SecureBicycleParkingFacilityInventory 54ofTriMet’sstopsandstationsoffersecurebikeparking,withamixofleasedlockers,
electroniclockers,andbikecagefacilities.101Leasedlockersareavailableatoverfortystations
andarerentedforsix-monthperiodsatacostof$25perperiod.102However,TriMetisnot
buildingnewleasedlockers,insteadfavoringtheexpansionoftheirelectroniclockerandbike
cageprograms.ElectroniclockersareprovidedatfourteenlocationsintheTriMetsystemand,
likeBARTandKingCountyMetro,TriMet’selectroniclockersarerunbyBikeLink.Electronic
lockerschargefivecentsperhour,inlinewithBARTandKCMetro.103BikecagesintheTriMet
systemareknownasBike&RidefacilitiesandarealsorunbyBikeLink.Bike&Ridefacilityuse
coststhreecentsperhourorless,dependingontimeofday.TriMethasinstalledBike&Ride
100.“DraftTriMetBikePlan2016,”Tri-CountyMetropolitanTransportationDistrictofOregon,May2,2016.101.“BikeParking,”Tri-CountyMetropolitanTransportationDistrictofOregon,accessedApril30,2016,http://bikeparking.trimet.org/.102.“ReservedBikeLockers,”Tri-CountyMetropolitanTransportationDistrictofOregon,accessedApril30,2016,http://trimet.org/bikes/lockersavailable.htm.103.“ElectronicBikeLockers,”Tri-CountyMetropolitanTransportationDistrictofOregon,accessedApril30,2016,http://trimet.org/bikes/electroniclockers.htm.
48
facilitiesatfivehigh-ridershiplocationsinoutlyingareasoftheTriMetsystem,includingthree
suburbantransitcentersandtwoMAXlightrailstationsoutsideofcentralPortland.104
ExampleSecureBikeParkingFacilityBeavertonTransitCenterBike&Ride
TheBeavertonTransitCenter(TC)inBeaverton,OregonishometoTriMet’slargestBike
&Ridefacility.Thefacilityopenedin2011andhasspacefor100bicyclesinsidethesecurearea,
primarilyintheformofdouble-deckerracks.TheBeavertonTCBike&Rideisinaseparate
structureontheBeavertonTCproperty,builtasashedwithopen-aircagewallsandaroofto
keepbikesprotectedfromrain.TheBike&Ridealsoprovidesstandardbikeracksundershelter
outsideofthesecureareaforcyclistswhodonothaveaBikeLinkcardtoaccessthefacility.A
bikerepairstandisprovidedoutsideofthesecurebikeparkingarea.TheBeavertonTCisa
majortransithubintheareawestofPortlandandincludesabusterminal,aMAXlightrail
station,andacommuterrailstation.ItwaschosenasaBike&Ridelocationbecausethe
BeavertonTChasthehighestrateofbikeaccessintheMAXlightrailsystem,with12%ofMAX
ridersarrivingtothestationbybike.105ConstructionoftheBeavertonTCBike&Ridewas
fundedbyfederalstimulusfundsintheAmericanReinvestmentandRecoveryAct.106
104.“Bike&Ride,”Tri-CountyMetropolitanTransportationDistrictofOregon,accessedApril30,2016,http://trimet.org/bikes/bikeandride.htm.105.JonathanMaus,“TriMet’sLargestBike&RideOpensinBeaverton,”BikePortland.org,July18,2011,http://bikeportland.org/2011/07/18/trimets-largest-bike-ride-opens-in-beaverton-56439.106.JosephRose,“TriMetwilluse$1millionoffederalstimulusforbikeparking,”TheOregonian,March9,2009,http://blog.oregonlive.com/commuting/2009/03/trimet_will_use_1_million_of_f.html.
49
Figure9–TriMet’sBeavertonBikeandRideFacilityLocation
TheBeavertonBikeandRide(highlightedinyellow)wasbuiltasaseparatestructurewithinavegetatedpatchintheBeavertonTransitCenter.Thefacilityprovidesbikeaccesstocommuterrail,lightrail,andseveralbuslinesandseesabikeaccessrateof12%,thehighestintheTriMetsystem.Imagesource:GoogleMaps,May8,2016.
OtherInstitutionsandAgenciesProvidingSignificantSecureBicycleParkingBikeStationOrganizationProfile BikeStationisaprivatecompanythatdesigns,builds,andoperatessecurebikeparking
facilitiesattransitstationsinseverallocationsintheUnitedStates.BikeStation’soperating
conceptisbasedonbikeparkingfacilitiesattransitstationsinEuropeandJapan.BikeStation’s
LongBeach,Californiafacilitywasthefirstimplementationofsecurebikeparkingotherthan
50
lockersfortransitusersintheUnitedStatesandopenedin1996inpartnershipwithLAMetro.
BikeStationhassinceopenedseveralotherlocations,includingafacilityinSeattle’sPioneer
Squareneighborhoodwhichisnowclosed.ThedetailsofoperationatBikestation’slocations
vary,butmanyofferrepairandretailservices,bikerentals,lockersforclothing,andchanging
roomswithshowersinadditiontosecurebikeparking.Whiletheseservicescanhelpcover
operationalcosts,allBikeStationlocationsrelyonfundingthroughpartnershipwithpublic
agencies,usuallypublictransitagenciesthatservetheBikeStationlocation.Inadditionto
buildingbikeparkingfacilities,BikeStationhasconsultedonthedesignofseveralbikeparking
projectsattransitstationsandtransit-orienteddevelopmentprojects,includingthreeofBART’s
securebikeparkingfacilities.107
SecureBikeParkingFacilityInventory ThereareeightBikeStationlocationsinoperation,withsevenofthemlocatedin
CaliforniaandoneinWashington,D.C.Full-servicefacilitiesprovidingbikerepairs,rentals,and
showersareindowntownLongBeach,thePaloAltoCaltrainDepot,downtownSantaBarbara,
andatUnionStationinWashington,D.C.TheSantaBarbaralocationisthesmallestwith
capacityfor78bikes;theotherseachhavespacefor100bikesormore.108BikeStation’sother
facilitiesaresmallerbikecagesandrooms,providingcontrolled-accessbikeparkingandrepair
standsforcustomeruse.ThesearealllocatedinSouthernCaliforniaatLAMetro’sOceanside
commuterrailstation,theClaremontandCovinastationsontheLAMetroSanBernadino
107.“PastandCurrentBikeStationProjects,”BikeStation,accessedApril28,2016,http://home.bikestation.com/bikestation-projects.108.“BikeStationLocations,”BikeStation,accessedApril28,2016,http://home.bikestation.com/locations.
51
commuterrailline,andasupplementalbikeparkingstationindowntownSantaBarbara.These
facilitiesaresmallerthanthefull-serviceBikeStations,providingspacefor23to36bikes.109
ExampleSecureBikeParkingFacilityBikeStationLongBeach BikeStationopenedtheirfirstfacilityindowntownLongBeach,Californiain1996.The
originallocationwassuccessfulenoughtowarranttheconstructionofanew,largerfacility,
whichopenedin2008.110Located500feetfromLAMetrolightrailandbuslines,thecurrent
iterationofBikeStationLongBeachoffersawiderangeofservicestosupportbicycleandtransit
use.Thegeneralpublichasaccesstofreestaffedbicycleparkingduringoperatinghours,and
theBikeStationstaffprovidesrepairservices,information,andbikerentals.Membersalsohave
24-houraccesstobikeparking,showerandchangingrooms,andlockers.111In2007,operation
costsfortheLongBeachfacilitywereapproximately$130,000annually.Themajorityof
BikeStationLongBeach’soperatingcostsarecoveredbybikerepairs,rentals,andmembership
fees,while$48,000wasprovidedbytheCityofLongBeachin2007.112BikeStationLongBeach
demonstratesthatcombiningsecurebikeparkingfacilitieswithbicycleretailandservicecan
generatesubstantialoperatingfundingwhileprovidingahighlevelofservicetocyclingtransit
users.
109.Ibid.110.Upton,“Grandol’openingforLongBeachBikestation.”111.“BikeStationLongBeachServices,”BikeStation,accessedMay24,2016,http://home.bikestation.com/bikestation-long-beach-services.112.“BikeStationLongBeach,”PedestrianandBicycleInformationCenter,accessedMay24,2016,http://www.pedbikeinfo.org/cms/downloads/ENC.BikestationLongBeach.pdf.
52
Figure10–TheNewBikeStationLongBeachFacility
BikeStationLongBeach’snewfacilityopenedin2008,replacingthefirstsecurebikeparkingfacilityintheUnitedStates.Itrepresentsasignificantinvestmentinsupportingbicycleaccesstotransit,providingsecurebikeparkingnearLAMetrolightrailandbusservice.TheprojectisjointlyfundedbyBikeStationandtheCityofLongBeach.Imagesource:“BikeInfrastructureRide,”BikeLongBeach,accessedMay24,2016,http://www.bikelongbeach.org/infrastructure-ride.
53
OregonHealth&ScienceUniversity(OHSU)OrganizationProfile
OHSUisamajorhospitalfacilityin
Portland,Oregon,andservesastheonly
medicalschoolinthestate.OHSU’smain
hospitalcampusislocatedatopthesteep
MarquamHill,whichhascreatedserious
transportationchallengesforits14,000
dailyvisitors.113Inresponse,OHSUhas
developedatransportationprogramthat
isheavilyfocusedonalternativesto
automotiveaccesstothehospital.The
centerpieceofthisstrategyisthePortland
AerialTram,whichcarriespassengers
betweenthemainOHSUcampuson
MarquamHillandtheirexpansioncampus
sitealongPortland’sriverfront.
Constructionofthetramwasmainly
fundedbythehospital,anduseofthe
tramisfreeforemployees,students,and
113.“AboutUs–TransportationandParking,”OregonHealth&ScienceUniversity,accessedApril18,2016,http://www.ohsu.edu/xd/about/services/transportation-and-parking/About/index.cfm.
Figure11–OHSU’sBikeValetatthePortlandAerialTram
ThePortlandAerialTrambikevaletisshownoutlinedinyellow.Thevaletareacontainsover200bikesinthisphoto.Standardbicycleracksoutsideofthevaletareaprovideadditionalcapacityandallowparkingoutsideofthevalet’soperatinghours.Imagesource:“PortlandAerialTram,”OHSU,accessedMay18,2016,http://www.ohsu.edu/xd/about/services/transportation-and-parking/tram/.
54
patientsatOHSU.114
OHSUoffersemployeesincentivestocommutebybike,andseveralcyclingroutes
connectOHSU’sriverfrontcampusareawiththerestofPortland.However,bikesarenot
allowedonthePortlandAerialTram.Thishascreatedaconcentratedneedforbikeparkingat
tram’sbase.Inresponse,OHSUhaspartneredwithalocalbikerepairshoptoofferafree
staffedbikeparkingfacilityimmediatelyadjacenttothePortlandAerialTram’swaterfront
tower.
SecureBicycleParkingFacilityExamplePortlandAerialTramBikeValet ThestaffedbikeparkingfacilityatthebaseofthePortlandAerialTramisOHSU’sonly
securebikeparkingfacility.ThebikevaletopenedinAugust2012andisrunbytheprivatefirm
GoByBike,whichalsoprovidesrepairserviceforcyclistsusingthebikevalet.GoByBike’s
staffedparkingfacilityisbuiltintotheplazanexttothebaseofthePortlandAerialTramalong
Portland’ssouthwaterfrontarea.Thefacilityisenclosedbypermanentfencesonthreesides,
butisnotcovered,andthusitdoesnotprovidebikesprotectionfromtherain.Temporary
fencingisusedtoprovidethesecurearea’sfourthwall.Thebikevalethascapacityfor350
bikesinsidethesecurearea,andoverflowparkingisprovidedviastandardbikeracksoutsideof
thebikevaletfence.
GoByBikestaffsthebikevaletfrom6:00amto7:30pmonweekdays.115Outsideofthis
timeperiod,thevaletisclosedandonlystandardbikeracksareavailableforcyclistsaccessing
114.“PortlandAerialTram–About,”PortlandAerialTram,accessedApril18,2016,http://www.gobytram.com/about/accessed.115.“Valet,”GoByBike,accessedApril30,2016,http://www.gobybikepdx.com/.
55
thetram.Thisarrangementsufficesbecausethebikevalet’shoursofoperationroughly
correspondwithregularworkingandcommutinghoursforOHSU’sstudentsandstaff.Useof
thevaletbikeparkingisfreeforallusers.GoByBike’soperationsarepartlyfundedbyrepair
andrentalfees,butthemajorityofthecostofrunningthetram’sbikevaletispaidforbyOHSU
aspartoftheiremployeetransportationfund.Thisamountstoapproximately$80,000in
annualsubsidyfromthehospitalaccordingtoGoByBike’sowner.116
GoByBikemaintainsadailytallyofthenumberofbikesusingthesecureparking.This
dataprovidesaninterestinginsightintothedemandforsecurebikeparking:demandcangrow
significantlywithtime.GoByBike’sdatashowsthatdailyuseaveragedovertheyear(shownin
Figure12)hasincreased64%between2012and2015.AccordingtoGoByBikeownerKiel
Johnson,thisincreasematchestheincreaseintheobservedrateofbikecommutingtothe
PortlandAerialTram,suggestingthattheavailabilityofsecureparkinghasactuallyinducedan
increaseinbikecommuting.117Thoughnotscientific,thisobservationprovidessomevalidation
tothenotionthatsecurebicycleparkingencouragesbicycleuse.
116.KielJohnson(ownerofGoByBike),e-mailmessagetoauthor,April11,2016.117.KielJohnson(ownerofGoByBike),e-mailmessagetoauthor,April1,2016.
56
Figure12–YearlyAveragesofDailyUsersatthePortlandAerialTramBikeValet2012-2015
TheaveragenumberofdailyusersofthePortlandAerialTrambikevalethasincreasedeachyearfrom2012to2015,witha64%increaseinaverageyearlyuseinthatperiod.Datasource:KielJohnson(ownerofGoByBike),e-mailmessagetoauthor,April1,2016.
SummaryofPeerAgencyReview
Examinationofthewayothertransitagencieshaveprovidedsecurebicycleparking
revealsseveralsimilaritiesthatcanservetodevelopgeneralguidelinesforaddingsecurebike
parkingtoSoundTransit’sLinklightrailstations.Allagenciesandorganizationsexaminedhave
movedawayfromusingleasedbicyclelockersattheirtransitstationsduetolowoccupancy
ratesandthelargespacerequirements.Instead,moreflexibleformsofsecurebikeparkingare
preferred.Severalagenciesareusingelectronicbikelockersinlocationswheredemandforbike
accessislow.Theselockersareabletoaccommodatesmallnumbersofcyclistswithout
requiringlong-termleaseagreements,andtheelectroniclockerformatmakesasmallnumber
oflockersavailabletoalargernumberofusersthanwithleasedlockers.
Fortransitstationswithdemandformorethantwentybikeparkingspaces,however,
agenciesareusinghigher-capacitysecurebikeparkingfacilities.Mostoftheseareintheform
57
ofbikeroomsorbikecages,whichareinusebyallagenciesexaminedexceptOHSU.Several
bikecagesincorporatepart-timestaffedrepairandretailspacetooffercustomerserviceand
supporttocyclists.Full-timestaffedbikeparkingfacilitiesarelesscommon,providedonlyby
BARTandOHSU.Thesefacilitiesareonlyusedincaseswheredemandforbikeparkingisvery
high;thesmallestofthemhasspacefor130bikes.Staffedbikeparkingfacilitieshavehigh
operatingcostsduebecausetheymustbestaffedatleastfivedaysperweek,andrequirea
largetotalamountofspace.
RecommendationsforSecureBicycleParkingImplementationBasedonBestPracticesatPeerAgencies:
• DiscontinuetheadditionofleasedlockersatLinklightrailstations.Useelectronic
lockersiflessthan20bikeparkingspacesareneeded.Considerconvertingexisting
lockerstotheelectronictypetoallowlockerstoservealargernumberofusers.
• If20to100bikeparkingspacesareneeded,useabicyclecageorbicycleroomparking
facility.Thisallowsforamoreefficientuseofavailablespacecomparedtolockers.
• Integrateelectroniclockerandbikecageaccessmethods.Thisallowscycliststouse
securebikeparkingatmultiplestationswithouthavingtoregisterformultipletypesof
facilities,allowingamoreflexiblecombinationofbikesandlightrail.
• ForLinkstationswheremorethan100bikeparkingspaceswillbeneeded,useeithera
bicyclecage/roomorastaffedbikeparkingfacility.Consideravailablespace,available
funding,andtheneedfor24-houraccesstosecurebikeparkingatthestation.Staffed
parkingcanmakemoreefficientuseofspace,butrequiresongoingoperationalfunding
andcannotfeasiblybestaffedatallhours.
58
Chapter4:EstimatingDemandforBicycleAccesstoLinkLightRailStations Theoverallobjectiveofthisthesisistodevelopanimprovedapproachtoproviding
securebikeparkingatSoundTransit’sLinklightrailstations.Oneintermediateobjectiveisto
assessthelevelofdemandforbicycleaccesstoeachLinkstationintheexistingCentralLink
system.Thisisanimportantstepintheplanningprocessfortworeasons.One,thiscanprovide
anestimateofthenumberofsecurebikeparkingspacesthatmaybeneededateachlightrail
stationwhichisrequiredforeffectivefacilityplanning.Thesecondreasonforassessingdemand
forbikeaccessisthatitallowsprioritizationofbothfundingforprovidingandeffortfor
planningsecureparking.SoundTransithaslimitedfundsavailabletomakenon-motorized
accessimprovementstoitsexistinglightrailstations,andthusitisimportanttomakethebest
useofthisfundingbytargetingthestationswiththehighestdemandforbikeaccess.Thisis
alsousefulforprioritizingtheplanningeffortinthisthesis,ascreatingdetailedbikeparking
plansforall16Linkstationswouldbebeyondthescopeofamaster’sthesis.Instead,detailed
planswillbepreparedforthetwolightrailstationswiththehighestlevelofdemandforbike
accessandforsecurebikeparking.
ReviewoftheLiteratureonEstimatingBicycleTravelDemand
Thefieldofnon-motorizedtraveldemandforecastinghasseensignificantadvancement
inrecentyears.TheNationalCooperativeHighwayResearchProgram’s(NCHRP)Report770,
EstimatingBicyclingandWalkingforPlanningandProjectDevelopment:AGuidebook,was
publishedin2014anddetailsthestateoftheartinmodelingwalkingandbikingastravel
modes.TheNCHRPreportsthatwhilemostregionaltraveldemandforecastingmodelsonly
59
incorporatewalkingandbikingatthemostrudimentarylevels,ifatall,thePugetSound
RegionalCouncil’sactivity-basedtravelmodelisabletoprovideahighlevelofdetailonall
travelmodes.Thedecisiontowalk,bike,usetransit,ordriveismodeledattheindividuallevel,
resultinginmoreaccuratepredictionofcyclingratesthananyothertravelforecastingmodel
currentlyallows.118Theactivity-basedmodelisevenabletomodelthechoicetoaccessspecific
sites,includingtransitstations.However,therearemajorobstaclestousingPSRC’sactivity-
basedtravelmodeltoassessbikeparkingdemandforthisthesis.First,themodelingtoolrelies
onaverylargeamountofdata,includinghouseholdtravelsurveyresults,parcel-levellanduse,
andextremelydetailedstreetnetworkinformation,noneofwhichisreadilyavailable.119
Second,thetoolrequiresaccesstoandexpertisewithPSRC’sproprietarymodelingsoftware,
whichisnotfreelyavailable.120
AsidefromPSRC’sactivity-basedtravelmodel,relativelyfewmethodsareavailablefor
estimatingdemandforbikeaccesstotransitstations.Severalstudieshavebeenpublished
relatingvariousenvironmental,landuse,demographic,andeconomicfactorstoratesof
bicycling,whichsuggestthatsuchfactorscouldbeusedtogeneratearoughestimateofbicycle
useratesinagivenarea.Inparticular,severalstudieshaveconfirmedthatacorrelationexists
betweenratesofcyclingandpopulationdensity,householddensity,employmentdensity,and
streetconnectivity.121Agreatermixoflanduses,proximitytoretail,trafficspeed,andvolume
118.J.RichardKuzmyak,“NCHRPReport770–EstimatingBicyclingandWalkingforPlanningandProjectDevelopment:AGuidebook,”NationalCooperativeHighwayResearchProgram,2014,10.119.Ibid.,84.120.“TravelDemandForecast,”PugetSoundRegionalCouncil,accessedApril15,2016,http://www.psrc.org/data/forecasts/travel-demand-forecast/.121.BrianE.Saelens,JamesF.Sallis,andLawrenceD.Frank,“EnvironmentalCorrelatesofWalkingandCycling:FindingsFromtheTransportation,UrbanDesign,andPlanningLiteratures,”AnnalsofBehavioralMedicine25no.2(2009).
60
havealsobeenfoundtobecorrelatedwithcyclingrates,whiletherelationshipbetweencycling
ratessomeotherfactorslikehouseholdincomeandcarownershiphavebeenshowntobe
mixed.122Usingtheserelationshipstopredictratesofcyclingrunsintoseveralcomplications,
however.Therelationshipsbetweenlanduse,demographicfactors,andcyclingratesvary
betweendifferentmetroareas,whichsuggeststhatunderlyingculturaldifferencesbetween
regionsmayhaveanimportantimpactoncyclingrates.123Studieshavealsoshownthatland
useanddemographicfactorshavevaryingeffectsoncyclingratesinurbanversussuburban
environmentswithinthesamemetroarea.124Thisindicatesthataggregatemeasuresof
demandlikelanduse,economic,anddemographicfactorsmayservebetterasindicatorsof
relativelevelsofbicycleusebetweenlocationsinoneregion,ratherthanpredictorsofactual
cyclingrates.Usingtheseaggregatemeasuresofdemandisunlikelytogenerateaccurate
predictionsofthelevelofdemandforbicycleaccesstoagivenlocation.
Instead,sketchplanningeffortsofferamoreaccuratewaytoestimatethelevelof
bicycledemandatagivenlocation.125StuartGoldsmithwasoneofthefirsttoapplyCensus
JourneytoWorkdataonbicyclingtothequestionofbicycledemandwhileworkingonaSeattle
DepartmentofTransportationProjectin1997.126Thisbasicmethodhascontinuedtobe
employedinthePugetSoundregionforbicycleplanningpurposes.Twoagencies,KingCounty
MetroandthePugetSoundRegionalCouncil,haveusedsketchplanningmethodsbasedonthe
122.YuchenCui,SabyasacheeMishra,andTimothyF.Welch,“Landuseeffectsonbicycleridership:aframeworkforstateplanningagencies,”JournalofTransportGeography41(2014):221.123.GaryBarnesandKevinKrizek,“EstimatingBicyclingDemand,”TransportationResearchRecord1939(2005):45.124.Cui,“Landuseeffectsonbicycleridership,”227.125.Barnes,“EstimatingBicyclingDemand,”45.126.StuartGoldsmith,“Draft:EstimatingtheEffectofBicycleFacilitiesonVMTandEmissions,”SeattleEngineeringDepartment,1997.
61
bicyclecommutingrateinCensusJourneytoWorkdataspecificallyforplanningsecurebike
parking.Thesemethodsarediscussedfurtherinthefollowingsection.
PriorSketchPlanningMethodsforEstimatingSecureBicycleParkingDemandinthePugetSoundRegionPugetSoundRegionalCouncil–CentralPugetSoundRegionalBikestationProjectOverviewofProjectandMethodology AsdiscussedinChapter3ofthisthesis,in2002thePugetSoundRegionalCouncil
preparedadetailedstudyofthepotentialforbuildingsecurebikeparkingfacilitiesatsixmajor
transitstationsthroughoutthePugetSoundregion.Thisstudywasconductedwithseveral
partneragencies,includingKingCountyMetroTransit,SoundTransit,andtheCityofSeattle,as
wellasmultipleconsultingfirms,includingAltaPlanning&DesignandBikeStation.Thestudy
includedbothanassessmentofdemandforsecurebikeparkingattransitstationsanda
methodfordeterminingthebesttypeofsecurebikeparingfacilitytoprovideatagiven
location.
PSRC’smethodofestimatingthedemandforbikestationsinvolvedlookingatthree
separatemarkets:bicyclecommutersworkingnearthebikeparkingstation,transitcommuters
whoswitchtoabicycleatabikeparkingstationattheendoftheirtransittrip,andtransit
commuterswhoridetoabikeparkingstationtoaccesstransit(bikeandrideusers).127These
threemarketswereassessedusingdifferenttechniques,butallthreeweresketchplanning
techniquesthatusedtheCensus-derivedrateofbicyclecommutingwithinthreemilesofthe
bikestationsiteandthenumberoftransitboardingsatthesiteaskeyinputs.Thenumberof
127“CentralPugetSoundRegionalBikestationProject,”PugetSoundRegionalCouncil,July2002,8.
62
jobswithin¼mileofthebikestationsitealsoservedasaninputinassessingthebikeparking
demandfrombikecommutersworkingnearthebikeparkingstation.Ratesofbicycleparking
useattwoexistingfacilitieswereusedtoverifytheaccuracyofthedemandassessment
methodology.128
ThePSRCbikestationstudyusedtheestimateddemandforbikeparkingasoneinput
intoasiteassessmentforeachpotentialbikestationsitetodeterminewhetheritwarranteda
lowlevelofinvestment,suchasbikelockers,orahigherlevelofinvestmentintheformof
bicyclecagesorstaffedbikeparking.Siteassessmentsalsoconsiderednearbycycling
conditions,surroundingcommercialandemploymentdensity,communitybenefit,andthe
potentialforthebikeparkingfacilitytogeneraterevenue.129
CritiqueofProjectMethodology TheCentralPugetSoundRegionalBikestationProjectwasanambitiouseffortto
integratebicyclingandtransitintheSeattlearea.Unfortunately,theoneprojectthatwas
implementedasaresultofthestudywasBikeStationSeattlenearKingStreetStationin
Seattle’sPioneerSquareneighborhood,whichclosedafterlessthanthreeyearsofoperation.
AsdiscussedinChapter3ofthisthesis,thismayhavebeendueinlargeparttoissueswith
BikeStationSeattle’ssitingrelativetothemajortransithubnearby,InternationalDistrict
Station.However,theinclusionofsurroundingemploymentlikelyinflatedtheestimatedneed
forsecurebikeparkingbeyondrealisticlevels.WhilePSRC’sdemandestimationmethodology
wasverifiedusingtwosites,neitherwasasitewiththeveryhighdensityofemploymentseen
inSeattle’sdowntownneighborhoods.Itislikelythatthesurroundingemploymentcomponent
128.“CentralPugetSoundRegionalBikestationProject,”PugetSoundRegionalCouncil,July2002,21.129.Ibid.,24.
63
ofthebikeparkingdemandmethodologyissimplynotappropriateforareaswithlarge
numbersofjobs.Asubsequentreviewofbikeparkingdemandmethodsfoundthatthebike
andrideportionofPSRC’sapproachwasaccuratewhenusedwithouttheothercomponents
originallyincludedinthePSRCstudy.130
DemandAnalysisforBicycleLockersatKingCountyMetroParkandRideLotsOverviewofProjectandMethodology In2006KingCountyMetroTransitreceivedafederalgranttoexpandthenumberof
leasedbikelockersatMetro’sparkandridelotsandtransitcentersthroughoutKingCounty.
UniversityofWashingtonMasterofUrbanDesignandPlanningstudentHannahJ.McIntosh
preparedamaster’sthesisin2007examiningmethodsofestimatingthedemandforbike
parkingasawaytoallocate60newbikelockerstolocationswiththemostneedforbike
parkingspaces.131Severalpriormethodsofestimatingbikeparkingdemandweretestedand
evaluated,includingKingCountyMetro’sbikeparkingplanningmethodsandthePSRCbike
stationstudymethodology.Aftercomparison,animprovedmethodologyfordeterminingbike
lockerdemandwasdevelopedandusedtorecommendlockerplacements.
Thefinalrecommendedandappliedmethodologyforestimatingthedemandforbike
lockerscombinedelementsofKingCountyMetro’sexistingbikeplanning‘rule-of-thumb’
methodandthePSRCbikeandridedemandestimationmethoddiscussedabove.TheCensus-
derivedbikecommutemodeshareandthenumberoftransitboardingsatagiventransitstop
serveastheprimaryinputstothemodel,withadjustmentsmadebasedonlocalenvironmental
andculturalfactors.Theresultingmethodproducedbikelockerdemandestimatesthatdiffered130.McIntosh,“BicycleParkingandTransit,”60.131.Ibid.,5.
64
fromknownlockeruseratesbylessthanonelockeronaverage,thoughthemethodwasless
accurateforhigh-demandsites.132
CritiqueofProjectMethodology McIntosh’smethodforestimatingthedemandforbikelockerswasbothsimpletoapply
andfairlyaccuratewhentestedagainstknownlevelsofbikelockerdemand.Itsmaindrawback
istheuseofadjustmentstothecyclingratebasedonjudgmentcallsforagivenarea.For
example,areasthataredeemedtohavean“exceptionallystrongbikingculture”havea1%
boostaddedtotheircyclingcommuterate.133Theseadjustmentsservetodistinguishareas
withhighratesofbicycleridershipfromareaswithlowercyclingratesbecausethecitywide
bikecommuterateisusedasthestartingpointforagivenlocation.Thismethodavoidstheuse
ofgeographicinformationsystem(GIS)software,whichwasanexplicitgoalofthestudy’s
author.However,usingGISwouldhaveallowedamorelocalizedrateofcyclingtobeappliedat
eachtransitstationlocation,avoidingtheneedforjudgmentcalls.Additionally,thismethod
maybelimitedinitsapplicabilitytosecurebikeparkingdemandingeneral,asitwasspecifically
developedandcalibratedforleasedbikelockers.
MethodologyUsedinthisStudyforEstimatingSecureBikeParkingDemandatLinkLightRailStations
Fourdifferentmethodswereusedtoassessthelevelofdemandforsecurebikeparking
atSoundTransit’sLinklightrailstations.BoththePSRCandtheMcIntoshsketchplanning
methodswereused,withsomeadjustmentsmadetobettermatchthelevelofdemandfor
securebikeparkingSoundTransitiscurrentlyseeing.Thesemethodsbothservetomeasurethe
132.Ibid.,64.133.Ibid.,62.
65
relativelevelofdemandforbikeaccesstoeachLinkstationaswellasproduceanestimateof
thenumberofbikeparkingspacesthatwillbeneeded.Twoindexesofbicycledemandwere
alsousedtoanalyzestationsforrelativelevelsofdemandforbikeaccess.Oneofthese
methodscomesfroma2010articleinTransportationResearchRecordbyKevinKrizekandEric
Stonebreaker134whiletheothermethodwasusedbyLAMetroinpreparingtheir2006Metro
BicycleTransportationStrategicPlan.135Bothmethodsarebasedonaggregatemeasuresof
demandandincorporateseveraldemographicfactors.Whiletheyareusefulforcomparing
relativelevelsofdemandforbikeaccesstoLinkstations,theydonotprovideestimatesofthe
numberofbikeparkingspacesthatmightbeneededateachsite.
LinkStationAreasAnalyzed
AllfourbikedemandanalysismethodsusedCensusblockgroupswithinafixedbiking
rangeoftwoorthreemilesaroundselectedLinklightrailstationsasthebasisforanalysis,with
thedistancedependingonthedemandmethodinuse.Non-overlappingtwo-andthree-mile
bikeshedsweregeneratedusingthenetworkanalysttoolinESRI’sArcGISsoftwareand
representtheareathatcanbereachedbybicyclefromthegivenlightrailstationusingbike-
accessiblesegmentsofthestreetnetwork(seeFigure13).Censusblockgroupswiththeir
centroidinsideagivenbikeshedwereassignedtothecorrespondingLinkstationandAmerican
CommunitySurvey(ACS)2010-2014datawasaggregatedfortheselectedblockgroups(see
Figure14).
Onlythirteenofthesixteenlightrailstationwereanalyzedduetotheveryclose
proximityofLinkstationsinthedowntownSeattlearea.TheUniversityStreet,PioneerSquare,134.Krizek,“BicyclingandTransit:AMarriageUnrealized.”135.“[LA]MetroBicycleTransportationStrategicPlan.”
66
andStadiumstationsareeachlessthanone-halfmilefromeithertheWestlakeorInternational
District/Chinatownstationsandthushadverysmallbikeshedscontainingonlyafewblock
groupseachwhenGISanalysiswasinitiallyperformed.SinceWestlakeandInternational
District/ChinatownstationshavethehighestnumbersofLinklightrailboardingsofthe
downtownSeattlestations,theotherthreestationsweredroppedfromtheanalysisandtheir
Linkboardingnumberswereassignedtothecloseststationremainingintheanalysis.
(thisspaceintentionallyleftblank)
67
Figure13–Three-MileBikeshedsAroundLinkStations
ESRI’snetworkanalysttoolinArcGISwasusedtogeneratenon-overlappingthree-milebikesheds(showninred)aroundeachLinkstationanalyzedforbikeparkingdemand.ThesebikeshedswereusedtoselectCensusblockgroupstoaggregateACS5-yearestimatesfortheareaaroundeachstation.
68
Figure14–ExampleThree-MileBikeshedsandResultingCensusBlockGroupSelections
CensusblockgroupswiththeircentroidsinsideeachLinkstation’sthree-milebikeshedwereassignedtothatstationforanalysis.Thisprocesswasrepeatedwithtwo-milebikeshedsfortheCTUindexmethod.
69
DataSourcesUsed FourmajordatasourceswereuseintheprocessofanalyzingbikedemandatLink
stations,thoughnotallmethodsusedalldatasources.Thedatasourcesandtheirspecific
detailsareoutlinedbelow:
2010-2014ACS5-YearEstimates
Allfouranalysismethodsuseddatafromthemostrecent5-yearestimateoftheACS.Datawas
collectedattheblockgrouplevelandaggregatedovertheextentofthebikeshedaroundeach
Linkstationasoutlinedabove.BecausedatawascollectedfromtheACS,allnumbersare
estimatesratherthanactualcounts.Thefollowingmeasureswereused:
• Bikecommutemodeshare(%)–Calculatedbasedonthenumberofbicyclecommuters
andthenumberofcommutersofalltypeswithineachLinkstation’sbikeshed.
• Transitcommutemodeshare(%)–Calculatedbasedonthenumberofpublictransit
commutersandthenumberofcommutersofalltypeswithineachLinkstation’s
bikeshed.
• Medianhouseholdincome($)–Becausemedianincomesarenotavailableforarbitrary
geometries,medianhouseholdincomewasaveragedforallblockgroupswithineach
Linkstation’sbikeshed.Thisisnotanaccuratecalculationofmedianhouseholdincome,
butshouldprovideacloseapproximation.Theunderlyingdatanecessarytoperforma
precisecalculationisnotavailablefromtheACS.
• Shareofpopulationbetweenages20and39(%)–Calculatedbasedonthenumberof
peoplebetween20and39andthetotalpopulationwithineachLinkstation’sbikeshed.
70
• Housingunitdensity(housingunits/acre)–Calculatedbasedonthetotalnumberof
housingunitswithineachstation’sbikeshedandthelandareaofallthecorresponding
blockgroups.
• Transitcommutingpopulation–Thetotalnumberofpeoplewithineachstation’s
bikeshedwhocommutebypublictransit.
• Population–Thetotalnumberofpeoplelivingwithineachstations’bikeshed.
• Employedpopulation–Thetotalnumberofpeoplewithineachstation’sbikeshedwho
areemployed.
EstimatedSpring2016LinkStationBoardings
ThenumberofpeopleboardingLinklightrailateachstationisakeyinputintothesketch
planningmethodsforestimatingthenumberofsecurebikeparkingspacesneededateachLink
station.ArecentridershipupdatefromSoundTransitstatedthatestimatedtotalLinkridership
inApril2016was58,000boardingsperweekday.136Thisreportalsoincludedtheproportionof
boardingsateachstation,allowingtheapproximatenumberofdailyboardingsateachLink
stationtobecalculated.Anestimateof5,400weekdayboardingswasusedforAngleLake
stationpertheestimatefoundonSoundTransit’sprojectwebsite.137BoardingsforUniversity
StreetstationwerethenassignedtoWestlakeandPioneerSquareandStadiumboardingsto
InternationalDistrict/ChinatownstationbecauseUniversityStreet,PioneerSquare,and
136.“Update–LightrailridershipisevenbetterthanearlierestimatedsinceopeningUniversityLink,”SoundTransit,lastmodifiedMay19,2016,http://www.soundtransit.org/Rider-Community/Rider-news/light-rail-ridership-even-better-earlier-estimated-opening-university-link.137.“South200thLinkExtension,”SoundTransit,accessedMay2,2016,http://www.soundtransit.org/s200thstreet.
71
StadiumstationswerenotincludedinthefinalanalysisofLinkstations.Theestimatednumber
ofweekdayboardingsateachLinkstationusedforanalysisareshowninTable4below.
Table4–EstimatedSpring2016LinkBoardingsbyStationTheproportionoftotalLinkboardingactivityateachstationinApril2016andtheestimatednumberofboardingateachstationbasedonanestimated58,000averageweekdayboardings.AngleLakestationridershipisaprojectionfromSoundTransit,asLinkisnotyetservingthatstation.Datasource:“Update–Lightrailridershipisevenbetterthanearlierestimated,”SoundTransit.
Station ProportionofTotalBoardings(%)
EstimatedWeekdayBoardings
UniversityofWashington 15.5 8990CapitolHill 10.3 5974Westlake 23.2 13456InternationalDistrict/Chinatown 14.6 8468SODO 2.4 1392BeaconHill 3.9 2262MountBaker 3.3 1914ColumbiaCity 3.8 2204Othello 3.6 2088RainierBeach 2.5 1450TukwilaInternationalBoulevard 6.2 3596SeaTac/Airport 10.6 6148AngleLake N/A 5400
LinkStationBoardingsbyTimeofDay
ThetwomethodsforestimatingthenumberofsecurebikeparkingspacesneededateachLink
stationrequireareductionofthenumberofboardingsateachstationtoonlythenumberthat
arelikelytobehome-basedtripstowork.Thesetrips,whenmadebyacombinationofbikeand
transit,aremostlikelytorequiresecurebikeparkingatthetransitstation.Theproportionof
commutetripsbeingmadefromeachLinkstationcannotbeknownwithoutamajorsurveyof
Linkriders.However,thePSRCmethodrecommendsmakinganassumptionthatboardings
occurringinthemorningaremostlikelytobehome-basedtripstowork.SoundTransithas
72
publishedLinkboardingsateachstationbytimeofdayforthefall2013period,whichwasused
todeterminetheproportionofboardingsateachstationoccurringbytimeofdayasseenin
Table5.138Theproportionofhome-basedworktripswascalculatedbyaddingupearlymorning,
morningpeak,andhalfofthemiddayboardingsanddividingbythetotalnumberofdaily
boardingsatthegivenstation.SinceUniversityofWashington,CapitolHill,andAngleLake
stationboardingswerenotavailable,estimatesof40%,45%,and60%home-basedworktrips
wereused,respectively.Thesearebasedontheproportionofhome-basedworktripsatsimilar
stationsthathaddataavailable.
Table5–ProportionofLinkStationBoardingsOccurringbyTimeofDayThenumberofboardingsateachLinkstationforeachperiodofthedayinfall2013wasdividedbythetotalnumberofboardingsatthatstationtodeterminetheproportionoflikelyhome-basedwork(HBW)trips,whichincludesallearlymorningandmorningpeakboardingsandhalfofmiddayboardings.Home-basedtripstoworkmadebyacombinationofbikesandtransitaremostlikelytorequiresecurebikeparkingatLinkstations.Datasource:“2015ServiceImplementationPlan,”SoundTransit,February2015,165.
Station EarlyAMOns
AMPeakOns
MiddayOns
PMPeakOns
EveningOns
NightOns
HBWTrips
Westlake 2% 10% 28% 36% 17% 7% 25.6%InternationalDistrict/Chinatown 3% 22% 29% 28% 13% 6% 38.8%
SODO 2% 18% 26% 37% 12% 4% 33.6%BeaconHill 2% 35% 33% 20% 7% 3% 53.5%MountBaker 1% 20% 40% 26% 10% 4% 40.7%ColumbiaCity 3% 39% 30% 16% 9% 3% 57.6%Othello 3% 35% 33% 18% 8% 3% 54.4%RainierBeach 4% 35% 31% 17% 9% 4% 54.3%TukwilaInternationalBoulevard 8% 34% 29% 17% 8% 4% 56.4%
SeaTac/Airport 3% 14% 42% 19% 12% 9% 38.4%
138.“2015ServiceImplementationPlan,”SoundTransit,February2015,165.
73
BicycleFacilitiesWithin3MilesofLinkStations
MultiplebikedemandanalysismethodsusedGIS-basedmeasuresofthepresenceofbicycle
facilitiesaroundLinkstationsasaninputintotheanalysisprocess.CompletebicyclefacilityGIS
datasetswereavailablefromSeaTac,Seattle,andTukwila,thoughthesethreedatasetsdidnot
covertheentireareaneededforanalysis.Bikelanesandbikepathswereextractedfromeach
datasetandappendedintooneshapefile.Thisshapefilewaseditedtoincludebikelanesand
bikepathsoutsideofSeaTac,Seattle,andTukwilabutwithinthreemilesofLinkstationsbased
onGoogleMapsdata.Thefinalshapefilecontainingallbikelanesandpathswithinthreemiles
ofLinkstationswasusedforproximityanalysis.
PSRCBikestationMethod PSRC’ssketchplanningmethodforestimatingdemandforsecurebikeparkingrequired
littlemodificationotherthanlimitingtheanalysistoonlypotentialbikeandrideusers,oneof
threecomponentsoftheoriginalPSRCbikestationstudymethodology.Theinputsintothis
processwerethebicyclecommutemodesharefromthe2010-2014ACS5-yearestimates,the
estimatednumberofaverageweekdayboardingsateachLinkstation,andtheproportionof
home-basedtripstowork.Thismethodproducesabaseestimateofthenumberoftransittrips
accessedbybikeateachstation,aswellasabest-case(high)andaworst-case(low)estimate.
Thebaseestimateoftransittripsaccessedbybikeisthenumberofboardingsmultipliedbythe
proportionofhome-basedworktripsatthestationandthebikecommuteratearoundthe
station.Abikecommuterateof0.5%isusedforstationsthathaveanactualbikecommuterate
belowthatlevel.Thebest-caseestimatedoublesthebaseestimateexceptforstationswitha
bikecommuteratebelow0.5%.Forthosestations,a1%bikecommuterateissubstituted.
74
Finally,theworst-caseestimatesubstitutesa1%bikecommuterateforallstationsthatactually
haveahighersurroundingbikecommuterate,andmaintainstheACSvalueifitbelow1%.
PSRC’smethodrecognizedthatnotalltransitridersreachingthestationbybikewill
wanttouseasecurebikeparkingfacilitythereifoneisavailable.Thoughtheproportionof
cyclingtransitriderswhowillusesecurebikeparkingatastationmayvarydependingon
severalfactors,PSRCrecommendedabaseassumptionthat75%ofthosebikingtothetransit
stationwouldmakeuseofasecurebikeparkingfacility.139Thisratewasappliedtothebase,
high,andlowestimatesofthenumberofthenumberoftransittripsaccessedbybikeateach
Linkstationtodeterminethenumberofsecurebikeparkingspacesneededundereach
scenario.TheinputsandresultsarepresentedbelowinTable6.
(thisspaceintentionallyleftblank)
139.“CentralPugetSoundRegionalBikestationProject,”15.
75
Table6–InputsandResultsofPSRCBikestationMethodforLinkStationsPSRC’sbikestationprojectmethodproducesbaseestimatesofthenumberofsecurebikeparkingspacesneeded,aswellashighandlowestimatesbasedonbest-caseandworst-casescenarios.AppliedtotheLinklightrailsystem,PSRC’smethodshowsthatUniversityofWashingtonandInternationalDistrict/Chinatownstationshavethegreatestneedforsecurebikeparking.
StationBikeModeShare
EstimatedLink
Boardings
%HBWTrips
BikeSpacesNeeded(Low)
BikeSpacesNeeded(Base)
BikeSpacesNeeded(High)
UniversityofWashington 6.44 8,990 45.0 27 174 348
CapitolHill 4.72 5,974 45.0 20 95 190Westlake 2.01 13,456 25.6 26 52 104InternationalDistrict/Chinatown
4.46 8,468 38.8 25 110 220
SODO 4.44 1,392 33.6 4 16 31
BeaconHill 5.57 2,262 53.5 9 51 101
MountBaker 3.28 1,914 40.7 6 19 38
ColumbiaCity 1.84 2,204 57.6 10 19 35
Othello 1.25 2,088 54.4 9 11 21
RainierBeach 0.21 1,450 54.3 1 3 6TukwilaInternationalBoulevard
0.26 3,596 56.4 4 8 16
SeaTac/Airport 0.75 6,148 38.4 13 13 27
AngleLake 0.67 5,400 60.0 16 16 33McIntosh/KingCountyMetroMethod HannahMcIntosh’sbikeparkingdemandestimationmethodusedbicyclecommute
modesharefromtheACS,estimatedboardingsatLinkstations,theproportionofhome-based
tripstowork,andthepresenceofbikelanesasinputs.ForeachLinkstation,1%wasaddedto
thebikecommuterateifabikelaneorbikepathwaswithin¼mileofthestation.Thisadjusted
bikecommuteratewasthenmultipliedbytheproportionofhome-basedworktripsandthe
76
numberofboardingsateachstationtoproduceanestimateofthenumberoftransitcommute
tripsaccessedbybikeateachstation.AsinthePSRCmethod,itwasassumedthat75%ofsuch
tripswoulduseasecurebikeparkingfacilitytostoretheirbike,givingthefinalestimateofthe
numberofsecurebikeparkingspacesneededateachstationpresentedinTable7.Onceagain,
theUniversityofWashingtonandInternationalDistrict/Chinatownstationswerefoundtohave
thegreatestneedforsecurebikeparking.
Table7–InputsandResultsofMcIntoshMethodforLinkStationsMcIntosh’sbikelockerplanningmethodproducedestimatesforthenumberoflockersneededateachLinkstationthatwasbetweenthebaseestimateandthehighestimateofthePSRCmethodinmostcases.BothmethodsfoundthatInternationalDistrict/ChinatownandUniversityofWashingtonstationshavethehighestneedforsecurebikeparking.
StationBikeModeShare
BikeLane/PathWithin1/4
Mile
TransitBoardings
%HBWTrips
SecureBikeSpacesNeeded
UniversityofWashington 6.44 1 8,990 40.00% 201
CapitolHill 4.72 1 5,974 45.00% 115Westlake 2.01 1 13,456 25.60% 78InternationalDistrict/Chinatown 4.46 1 8,468 38.80% 135
SODO 4.44 1 1,392 33.60% 19
BeaconHill 5.57 1 2,262 53.50% 60
MountBaker 3.28 0 1,914 40.70% 19
ColumbiaCity 1.84 1 2,204 57.60% 27
Othello 1.25 1 2,088 54.40% 19
RainierBeach 0.21 1 1,450 54.30% 7TukwilaInternationalBoulevard
0.26 1 3,596 56.40% 19
SeaTac/Airport 0.75 0 6,148 38.40% 13AngleLake 0.67 0 5,400 60.00% 16
77
LAMetroBikeHubProjectMethod LAMetro’sbikehubassessmentmethodwasdevelopedaspartofLAMetro’s2006
BicycleTransportationStrategicPlantoprioritizebicycleaccessimprovementstotransit
stationsthroughoutLACounty.Thoughthismethoddoesnotproduceestimatesofthenumber
ofbikeparkingspacesneeded,itwasincludedasanalternativewayofassessingoverall
demandforbikeaccesstoLinkstations.TheLAMetroassessmentisanindexthatusestotal
numbersofresidents,workers,andtransitcommutersinthe3-milebikeshedofeachtransit
stationderivedfromACSdata.Additionalinputsarethemedianhouseholdincomeineach
station’sbikeshed,alsoderivedfromtheACS,andthenumberoftransitlinesservingeach
station.Lowermedianhouseholdincomereceivesahigherscore.Transitserviceinformation
wasgatheredfromaninternalresourceatKingCountyMetroknownasRemix,whichkeepsan
up-to-daterecordofalltransitserviceinthePugetSoundregion.Thoughasmanyas86transit
linesservesomeLinkstations,themaximuminputvalueforthiscriterionwascappedat10to
produceareasonablerange.Allvalueswerethennormalizedtoascalefrom0-5tofeedinto
theindex.EachfactorintotheindexwasgivenaweightperLAMetro’sassessmentmethod.A
smallbonuswasaddedtoAngleLakeandUniversityofWashingtonstations’indexscores
becausetheLAMetromethodprioritizesstationsattheterminusofatransitline.Theinputs,
weights,andfinalindexscoresforeachstationareshowninTable8.UniversityofWashington
andCapitolHillstationsscoredhighestonthisindex.
78
Table8–InputsandResultsofLAMetroBikeHubMethodforLinkStationsLAMetro’sbikehubscoringindexwasdevelopedasawayofprioritizingbicycleimprovementstotransitstations,includingbikeparkingimprovements.WhenappliedtoLinkstations,UniversityofWashingtonandCapitolHillstationsscorehighestonthisindex.
Station
TransitRiders
Population
Workers
HHIncome
TransitLines
Terminus
IndexScore(outof10)
UniversityofWashington 13,678 105,621 61,842 82,331 23 Y 7.62
CapitolHill 11,441 68,429 45,779 80,932 8 N 5.39Westlake 8,459 61,489 40,834 67,210 86 N 5.19InternationalDistrict/Chinatown
2,602 19,715 9,275 38,273 86 N 3.34
SODO 353 3,427 2,019 81,587 15 N 1.16BeaconHill 2,375 12,703 7,494 57,720 3 N 1.87MountBaker 1,029 11,052 5,734 77,685 7 N 1.36ColumbiaCity 2,138 22,105 11,379 64,544 3 N 1.93Othello 2,415 23,461 10,596 52,854 4 N 2.43RainierBeach 2,077 29,010 13,316 59,792 5 N 2.45TukwilaInternationalBoulevard
2,623 36,137 17,235 46,522 5 N 3.18
SeaTac/Airport 893 8,954 4,367 46,846 4 N 1.87AngleLake 1,863 37,349 17,273 59,295 2 Y 2.9FactorWeight 25 25 15 25 10 5 ⎯Krizek&StonebrakerCTUIndexMethod Thecycle-transituser(CTU)indexisamethodofassessingthedemandforbikeaccess
totransitstationsthatwasdevelopedbyKevinKrizekandEricStonebrakerandpublishedin
TransportationResearchRecordin2010.140LikeLAMetro’smethod,thismethodratesthe
relativelevelofbikedemandratherthanprovidinganestimateofthenumberofbikeparking
140.Krizek,“BicyclingandTransit:AMarriageUnrealized.”
79
spacesneeded.TheCTUindexusesa2-milebikeshedinplaceofthe3-milebikeshedsusedfor
theotheranalysismethods,thoughthebikeshedswerederivedinthesamemethod.The
inputstothisanalysismethodweremedianhouseholdincome,thepercentofthepopulation
betweenages20and39,housingunitdensity,thepercentofcommuterswhousepublictransit,
thepercentofcommuterswhocommutebybike,andthelengthofbikelanesandpathswithin
eachstation’sbikeshed.Allinputswerenormalizedandweightswereappliedtoproduceafinal
CTUindexscoreoutof10asshowninTable9.UniversityofWashingtonandInternational
District/Chinatownstationsreceivedthehighestscoresusingthismethod.
(thisspaceintentionallyleftblank)
80
Table9–InputsandResultsofCTUIndexMethodforLinkStationsKrizekandStonebraker’sCTUindexincorporatesseveraldemographicfactorstoassessthedemandforbikeaccesstotransitstations.UniversityofWashingtonandInternationalDistrict/Chinatownstationsscoredhighestonthisindex.
Station
HHIncome($)
%PopulationAge20-39
HousingUnit
Density
%Transit
Commuters
%Bike
Commuters
KmofBike
Facilities
IndexScore(Outof10)
UniversityofWashington 73,469 46.16 6.037 22.25 6.58 23.32 6.47
CapitolHill 75,375 52.66 14.25 26.67 4.88 7.4 5.63Westlake 66,240 53.38 21.07 21.42 1.97 14.4 5.77InternationalDistrict/Chinatown
38,273 39.49 11.02 28.46 4.46 13.93 5.98
SODO 98,990 27.68 0.27 14.84 1.52 5.1 1.28BeaconHill 55,243 36.08 5.83 32.71 5.27 6.48 4.99MountBaker 77,685 23.63 4.99 18.23 3.28 6.03 2.67ColumbiaCity 64,544 30.00 4.57 19.17 1.84 8.93 2.93Othello 52,854 30.07 4.39 23.37 1.25 19.93 4.11RainierBeach 57,232 28.12 3.32 21.64 0.34 8.06 2.44TukwilaInternationalBoulevard
47,428 33.32 3.08 21.24 0.31 9.75 2.89
SeaTac/Airport 46,846 32.60 3.79 21.00 0.75 3.69 2.51AngleLake 46,931 34.74 2.51 13.00 0 8.75 2.27FactorWeight -0.64 0.931 0.797 0.912 0.945 0.947 ⎯
SummaryofBikeParkingDemandAnalysisResults Ingeneral,allfourmethodsproducedbroadagreementontherelativelevelofdemand
forsecurebikeparkingateachLinkstation.UniversityofWashington,International
District/Chinatown,andCapitolHillstationsreceivedthehighestscores,withInternational
District/ChinatownstationrankinghighestinthesketchplanningmethodsandUniversityof
Washingtonstationrankingfirstintheindexmethods.Somevariationisseenbetweenthe
81
sketchplanningandindexmethodsinwhichstationswillhavethelowestlevelofdemandfor
securebikeparking.SODOstationreceivedthelowestscoreinbothindexmethods,while
RainierBeachwasrankedlowestinthetwosketchplanningmethodsduetoverylowratesof
bicyclecommutingintheACSdata.Thismayindicatethatstationsreceivinglowscoresinthe
sketchplanningmethodsbuthigherindexscoreshavethegreatestpotentialforincreasingthe
proportionoftheirtransittripsthatareaccessedbybicycle,thoughtheabsolutenumbers
wouldlikelystillbesmall.Themostpressingneedforsecurebikeparkingisatthehighest-
scoringstations,whichareallestimatedtoneedover100securebikeparkingspaces.
SummarizedresultsarepresentedinTable10.
(thisspaceintentionallyleftblank)
82
Table10–SummaryofBikeParkingDemandAnalysisResultsResultsforfourmethodsofassessingthedemandforsecurebikeparkingatLinkstationsarepresentedbothasscoresandrankedfromhighesttolowestscores.Themeaningofscoresvariesdependingonthemethodused,butallindicatetherelativelevelofdemandforbikeparking.UniversityofWashington,InternationalDistrict/Chinatown,andCapitolHillstationsallscoredhighlyusingallfourmethodsofanalysis. Scores Rank
Station
PSRC(baseestim
ate)
KCMetro
LAMetro
CTUIndex
PSRC(baseestim
ate)
KCMetro
LAMetro
CTUIndex
OverallRank
UniversityofWashington 174 201 7.62 6.47 1 1 1 1 1
CapitolHill 95 115 5.39 5.63 3 3 2 4 3Westlake 52 78 5.19 5.77 4 4 3 3 4InternationalDistrict/Chinatown
110 135 3.34 5.98 2 2 4 2 2
SODO 16 19 1.16 1.29 9 10 13 13 13BeaconHill 51 60 1.87 4.99 5 5 10 5 5MountBaker 19 19 1.36 2.67 6 9 12 9 9ColumbiaCity 18 27 1.93 2.93 7 6 9 7 6Othello 11 19 2.43 4.11 11 8 8 6 8RainierBeach 3 7 2.45 2.44 13 13 7 11 12TukwilaInternationalBoulevard
8 19 3.18 2.89 12 7 5 8 7
SeaTac/Airport 13 13 1.87 2.51 10 12 11 10 11
AngleLake 16 16 2.9 2.27 8 11 6 12 10
SoundTransit’scurrentfiguresforbikelockerandbikecagesubscriptionsdonot
provideafullaccountofthedemandforsecurebikeparking.OnlyeightofthesixteenLink
stationshavesecurebikeparking,andseveralstationshavenobikeparkingavailableatall.
Mostoftheexistingsecurebikeparkingspacesareintheformofleasedlockers,whichare
likelylessappealingtousersthanotherformsofsecurebikeparking,asdiscussedinchapter3.
83
However,itisstillusefultocomparethecurrentnumbersofsecurebikeparkinguserstothe
predictednumbersofsecurebikeparkingspacesneededaccordingtothetwosketchplanning
methods.ThenumbersareshowninTable11.ThePSRCmethod’sbaseestimatewasclosestto
thenumberofactualsubscriberstolockersandcages,thoughthepredictionsdiffergreatly
fromtheactualnumberofsubscribersatseveralstations.RainierBeachstationhas11locker
users,butallestimatesunder-predicteddemandforsecurebikeparkingatthislocation.
BeaconHill,MountBaker,SeaTac/Airport,andAngleLakestationsallhavelessthanhalfthe
numberofsubscribersthatwouldbeexpectedbasedonthePSRCbaseestimateorthe
McIntosh/KCMetromethod.Basedonthisincidenceofover-prediction,usingtherelatively
conservativePSRCbaseestimateofthenumberofsecurebikeparkingspacesneededatother
LinkstationsseemsprudentversusthePSRChighestimateortheMcIntosh/KCMetroestimate.
(thisspaceintentionallyleftblank)
84
Table11–ComparisonBetweenActualandPredictedSecureBikeParkingNeedsThenumberofsecurebikeparkingspacesneededatLinkstationsbythePSRCandKCMetrosketchplanningmethodsiscomparedwiththecurrentnumberofsubscriberstobikelockerandcagesatLinkstationsandthenumberofexistingsecurebikeparkingspacesateachstation.141ThePSRCmethod’sbaseestimateisclosesttotheactualnumberofsubscribers,thoughallthreeestimatesshownunder-predicttheneedforsecureparkingatRainierBeachstation.Linkstationswithoutanysecurebikeparkingspacesarenotshown.Datasource:RebeccaRoush(SoundTransitbicyclecoordinator),e-mailmessagetoauthor,April21,2016.
Station PSRCBaseEstimate
PSRCHighEstimate KCMetro
CurrentBikeParking
Subscribers
CurrentSecureBikeSpaces
SODO 16 31 19 12 16BeaconHill 51 101 60 17 52MountBaker 19 38 19 6 24ColumbiaCity 18 35 27 15 37RainierBeach 3 6 7 11 20TukwilaInternationalBoulevard
8 15 19 4 8
SeaTac/Airport 13 27 13 5 24AngleLake 16 33 16 4 48
LimitationsofDemandAssessment Thereareseverallimitationstoboththeaccuracyandthebroaderapplicabilityofthe
resultsofthebikeparkingdemandassessmentperformed.Primaryamongtheseisthesimple
factthatallfourmethodsusedrelyonindirectmeasuresofdemandforbikeaccess,and
thereforesecurebikeparking,atLinkstations.Inaddition,someroughestimateshadtobe
usedforthesketchplanningmethods,suchastheproportionofhometoworktripsseenat
eachLinkstation.Morebroadly,theuseofACS5-yearestimatesattheblockgrouplevel
introducesagreatdealofuncertaintyintosomevalues,particularlythebicyclecommuterate
aroundeachstation,whichisbasedonaverysmallsample.However,thedatausedarethe
bestandmostcurrentavailableinallcases.Thegeneralagreementbetweenresultsfromthe141.RebeccaRoush(SoundTransitbicyclecoordinator),e-mailmessagetoauthor,April21,2016.
85
variousmethodsisastrongindicatorthattherelativemagnitudeofdemandestimatedforeach
stationhasbeenrankedcorrectlybythedemandassessmentmethods.Additionalpredictive
powermaybeavailablefromthePSRC’sactivity-basedtravelmodel,whichSoundTransitcan
accessifdesired.Resultsfromeventhebestmodelwouldstillneedtobeverifiedwithreal-
worlddataonbicycleaccessratestotheLinksystem,whichSoundTransitdoesnotcurrently
collect.
(thisspaceintentionallyleftblank)
86
Chapter5:PossibilitiesforImplementationofSecureBikeParkingatSelectedLinkLightRailStations Thegoalofthisthesisistoprovidepreliminaryrecommendationsforhowsecurebike
parkingcanbeprovidedattheLinkstationswiththehighestpredictedneed.Intheprevious
chapter,UniversityofWashingtonstationrankedhighestinthelevelofdemandforbikeaccess
inallfourmethodsusedtoassessdemand,whilethesecondhighest-scoringstationwasthe
InternationalDistrict/Chinatownstation.ThischapterwillfocusonthesetwoLinkstationsfor
planningadditionalsecurebikeparking.WhilethisthesishasfoundthatseveralotherLink
stationsalsolikelyhaveaneedformorebikeparkingfacilities,planningmoresuchfacilitiesis
outsidethescopeofa9-creditthesis
andwouldexceedtheresources
availabletotheauthor.
Severalconsiderationswere
usedwhenplanningforsecurebike
parkingfacilitiesattheUniversityof
WashingtonandInternational
District/Chinatownstations.Thefirstof
theseisavailablespaceatthestation.
ThebicyclerackmanufacturerDero
providesabikeparkingareadesign
thatcanaccommodate60bikeswithina
Figure15–SuggestedBikeParkingFacilityLayout
BicycleparkingmanufacturerDerosuggestssecurebikeparkinguseverticalrackstoachievemaximumspaceefficiency.60bikescanfitintoa20x20footarea.Imagesource:“BikeParkingGuide,”Dero,accessedMay15,2016,https://www.dero.com/bike-parking-guide/.
87
20feetby20feetsquareusingtworowsofverticalparking(seeFigure15).Sinceboth
UniversityofWashingtonandInternationalDistrict/Chinatownstationsareestimatedtoneed
over100securebikeparkingspaces,aminimumspaceofroughly20feetby40feetwas
assumedtoberequiredforanybikeparkingfacilityateitherstation.Anadditionalminimum
clearanceof10feetaroundanypotentialbikeparkingstructurewasspecifiedtoleaveroomfor
bikeandpedestriancirculationsincebothstationscanseeveryhighlevelsoffoottraffic.
Wherepossible,usingexistingopenspacetoavoidreconfiguringorreconstructingthestation
plazaispreferredtoreduceconstructioncostanddisruption.Allparkingfacilitieswere
assumedtoneedtwoentrances/exitsforsafety,thoughthiscomesatthecostofsomespace
forbikes.Lastly,thepossibilitiesforSoundTransittopartnerwithotheragenciestofundor
operatesecurebikeparkingfacilitieswereconsidered.
UniversityofWashingtonStation SoundTransit’sUniversityofWashingtonLinkstationreceivedthehighestscoreinall
fourbicycledemandassessmentmethods.Predictionsofthenumberofsecurebikeparking
spacesneededatthisstation,producedinchapter4,rangefrom27to348.Thebaseestimate
fromPSRC’smethodproducedtheclosestresultstotheexistingnumbersofsubscribersfor
securebikeparkingatseveralLinkstations,andindicatedaneedfor174securebikeparking
spacesattheUniversityofWashingtonstation.Thisisaverylargenumberofbikeparking
spaces,butthisestimateisplausibleforseveralreasons.First,theUniversityofWashington
stationhadthesecond-highestnumberofaverageweekdayLinkboardingsinApril2016at
approximately8,990.Thiswas15.5%ofthetotalLinksystemboardingsandonlyslightlyless
88
thanthe9,396boardingsseenatthebusiestdowntownSeattlestation,Westlake.142Second,
whileUniversityofWashingtonstationlackssecurebikeparking,itdoeshavestandardbike
rackspacefor130bikes.143Anecdotally,theauthorhasfrequentlyobservedtheseracksator
nearcapacitysincetheopeningofUniversityofWashingtonstation,andbikesarealso
frequentlybroughtontothetrainatthislocation.Lastly,thestationisconnectedbyabikeand
pedestrianbridgetotheBurkeGilmanTrail,amajorbicyclerouteinNorthSeattle,whichis
likelytomakethisanattractive
locationformultimodalbikeand
transitcommutes.
UniversityofWashingtonStationPlazaLayout Findingspacetosecurely
store174bikesatUniversityof
Washingtonstationisa
challenge.Thestationplazaisa
triangleconstrainedby
MontlakeBoulevardonthe
westside,parkinglotstothe
south,andHuskyStadiumtothe
eastasshowninFigure16.
142.“Update–Lightrailridershipisevenbetterthanearlierestimated,”SoundTransit.143.RebeccaRoush(SoundTransitbicyclecoordinator),e-mailmessagetoauthor,April21,2016.
Figure16–UWStationPlazaLayoutandPotentialBikeParkingFacilityLocations
TheUWstationplazaisboundedonthewestbyMontlakeboulevardandonthesouthandeastbyparkinglots.SiteslargeenoughforbikeparkingfacilitiesareshowninyellowandlabeledAthroughD.
89
Severalstructuresarelocatedwithintheplaza,includingabuildingcontainingtheescalators
andelevatorstothetrainplatformbelow,aventilationshaftatthenorthend,andrampsand
staircasesconnectingthestationplazawiththeMontlakeBoulevardbikeandpedestrian
overpass.TheoverpassisthemainbikeandpedestrianlinkbetweentheLinkstationandthe
UniversityofWashingtoncampusandBurkeGilmanTrail.Fouropenareasarelargeenoughto
accommodateapotentialbikeparkingfacilitywhilestillallowingforbikeandpedestrian
circulation,labeledsitesA-DinFigure16.
SiteAisjusteastofthebicyclerampleadingfromthestationplazatotheMontlake
overpassandisthelargestavailablespaceforanewfacility.Thesiteiscurrentlyhosttoalarge
landscapedarea,thoughitmaybepossibletoremovethelandscapingtoinstallanewstructure.
SiteBabutstheLinkstationentranceandisonthesoutheastcornerofthestationplaza.This
siteiscompletelyemptyatpresent,containingnothingbutbareconcrete.SitesCandDare
locatedunderneaththeelevatedpedestrianandbikepathwaysoutofthestationandcurrently
hostthebikeracksSoundTransithasinstalledatUniversityofWashingtonstation.Sitevisits
revealedthatseveralpotentialconflictsexistwithinthesesitesthatrenderthemunusableas
locationsforbikeparkingfacilities.SiteCcontainsseveralutilityaccessdoorsthatSound
Transitwouldlikelybeunwillingtoblock,whilesiteDhasseveralconcretesupportcolumnsin
it.Bothsitesalsocontaindrainagefeaturesfortheplaza.SitesCandDwereexcludedfrom
furtheranalysisforthesereasons.
90
UniversityofWashingtonStationSiteA–EastofBicycleRamp ThelargestavailablespaceatUniversityofWashingtonstation,thissiteisanirregular
quadrilateralrunningroughlynorth-southwithaminimumwidthof20feetandaminimum
lengthof126feet.Anystructurebuiltherewouldrequireextensivemodificationorremovalof
theexistingplanterboxthatcoversmostoftheavailablespace.Whilealteringtheplanterbox
wouldlikelyaddtotheconstructioncost,thetradeoffisthatthissiteprovidesamplespacefor
bikes.Asecurebikeparkingfacilitythatmakesthemaximumuseoftheavailablespacehere
wouldmeasureapproximately25feetwideand125feetlong.ShowninFigure17,abikecage
builttothesedimensionscould
accommodateasmanyas350
bikesinverticalracks.This
significantlyexceedsthe
expectedneedfor174bike
parkingspaces,andmatches
thehighestestimateproduced
inchapter4.Thelengthofthe
facilitycouldbereducedto
scalethebikeparkingdownas
needed–a25-by-65-foot
structureshouldbesufficientto
accommodate174bikes.In
additiontospace,thissite
Figure17–PotentialBikeParkingLayoutatUWStationSiteA
SpaceisavailablejusteastofUWstation’sbicyclerampforabikeparkingfacilitylargeenoughtoaccommodate350bikes,significantlymorethantheestimatedneed.
91
benefitsfromcloseproximitytoUniversityofWashingtonstation’sbicycleramp.Thiswould
allowcycliststoridedirectlytotheentranceofthesecurebikeparkingfacility,minimizingany
potentialconflictwithpedestrians.
Figure18–RenderingofPotentialBikeParkingFacilityatUWStationSiteA
AsecurebikeparkingfacilityinthislocationwouldhavedirectaccesstothebikerampoverMontlakeBoulevardconnectingtotheBurkeGilmanTrailandtheUniversityofWashingtoncampus.Modificationorremovalofanexistingplanterboxwouldberequired.
(thisspaceintentionallyleftblank)
92
UniversityofWashingtonStationSiteB–EastofStationEntrance SiteBiscurrentlyanemptypavedareaoftheUniversityofWashingtonstationplaza
justeastoftheescalatorsdowntotheLinkplatformandsouthofthestation’selevators.This
siteissmallerthansiteAandveryirregularlyshaped,significantlyreducingthesizeofstructure
thatwillfitandthusthenumberofbikesthatitcanaccommodate.UnlikesiteA,abikeparking
facilitycouldbeaddedtothissitewithoutremovingormodifyinganyexistingstructures,which
mayreducecostsandpreserves
SoundTransit’soriginalstation
plazalayout.Abuildingonthis
site,asshowninFigure19,
couldbebuilttodimensionsof
28feetwidefromeasttowest.
Duetothesite’sirregularshape,
anangledwallwouldbe
requiredtoavoidintrudinginto
thepedestrianpath,resultingin
northtosouthlengthvarying
from40feetto80feet.This
layoutwouldprovidespacefor
155bikes,slightlylessthanthe
targetof174.
Figure19–PotentialBikeParkingLayoutatUWStationSiteB
ThespaceeastoftheentrancetoUWstationisconsiderablymoreconstrained,thoughthelayoutshownwouldbeabletohold155bikes,justshortoftheestimatedneedof174bikespaces.
93
Figure20–RenderingofPotentialBikeParkingFacilityatUWStationSiteB
AsecurebikeparkingfacilityjusteastoftheUWstationentrancewouldprovideeasystationaccess,thoughitislocatedfartherfromthebiketrail.Somebikesareshownforillustrativepurposes,thoughiffilledtocapacitysignificantlymorebikeswouldbewithintheparkingfacility.
PartnershipOpportunitiesatUniversityofWashingtonStation Asitsnamemightsuggest,SoundTransit’sUniversityofWashingtonLinkstationisbuilt
onUniversityofWashingtonproperty.144Thismeansthatanyprojecttoimprovebikeaccessto
thisstation,includingprovidingbikeparking,wouldneedtheUniversity’spermissionand
involvement.Fortunately,theUniversityofWashingtonmayserveasanidealpartnerforsuch
projects,astheyhaveanextensiveprogramtosupporttransportationalternatives.Bicyclesare
amajorfocusofUW’stransportationstrategy,andtheUniversityalreadyoffersover5,000bike
parkingspacesoncampus.Whilemostareintheformofbikeracks,UWalsoofferssecurebike
144.“ParcelsforKingCountywithAddress;PropertyandOwnershipInformation[parcel_address],”KingCountyGISdata,lastmodifiedMay17,2016,http://www5.kingcounty.gov/gisdataportal/.
94
parkingusingover600lockers,26limited-accessbikerooms,and6bikecages.145Withthe
UniversityofWashingtonMedicalCenterandHuskyStadiumlocatedveryclosetotheLink
station,asecurebikeparkingfacilitycouldservetheUniversity’stransportationneedsatthe
sametimethatitallowscycliststoreachLink.UWcouldbeasourceofsomeongoing
operationalfundingforastaffedbikeparkingfacilityatthislocationifwilling.
RecommendedSecureBikeParkingApproachatUniversityofWashingtonStation
BetweenthetwoavailablesitesattheUniversityofWashingtonLinkstation,thesite
locatedjusteastofthebikerampandMontlakeBoulevard(siteA)ispreferredforbuildinga
securebikeparkingfacility.Thoughitrequiresremovaloftheexistinglandscapingfeatures,this
siteoffersenoughspacetomeettheprojectedcapacityneedof174bikesandleavesroomfor
additionalserviceslikeasmallbikerepairshop.Inaddition,thissiteisdirectlyadjacenttothe
bikeramptotheBurkeGilmantrail,allowingeasyaccessforarrivingcyclists.
Thehighlevelofdemandforsecurebikeparkingandtheopportunitytopartnerwith
theUniversityofWashingtonmakesthisstationidealforprovidingstaffedbicycleparking.
Providingrepairstaffduringworkingandcommutinghourswouldallowalargebikecageto
offeradditionalservicetobicyclecommutersandaddedsecurity,asrepairstaffcanmonitor
thebikeparkingduringworkinghours.Usingapartially-staffedbikecageinthemodelofLA’s
bikehubsandthevariousBikeStationlocationsstillallows24-houraccesstosecurebike
parking.TheproposedfacilitylayoutisshowninFigure21.Astructuremeasuring25feetby85
feetshouldprovideenoughspaceforapproximately200bikesandabicyclerepairarea.
145.“TransportationServices–Bikeparking,”UniversityofWashington,accessedMay22,2016,https://www.washington.edu/facilities/transportation/bike-parking.
95
Figure21–RecommendedSecureBikeParkingFacilityLayoutatUniversityofWashingtonLinkStation
UniversityofWashingtonstation’shighlevelofdemandforbikeaccesswarrantsasignificantinvestmentinsecurebikeparking.Theproposedfacilitywouldoperateasabikecagewith24-houraccessandspacefor200bikes.PartnershipbetweentheUniversityofWashingtonandSoundTransitcouldprovideoperatingfundingforpart-timestaffingofthefacility,offeringrepairserviceandanadditionallevelofsecurity.
InternationalDistrict/ChinatownStation
TheInternationalDistrict/ChinatownstationisthesouthernendoftheDowntown
SeattleTransitTunnelandiscurrentlyownedbyKingCountyMetro,thoughitislocated
immediatelyadjacenttoSoundTransit’sofficesintheUnionStationcomplex.Inadditionto
Linklightrail,severalbusroutesservethistunnelstationandmanymoremakestopson
surfacestreetssurroundingthisstation.Thismakesthestationanimportantregionaltransit
96
hub,offeringtransitconnectionstoseveralmajordestinationsthroughoutthePugetSound
region.AverageweekdayLinkboardingsatthisstationwere4,524inApril2016,abouthalfthe
numberseenatUniversityofWashingtonstation.However,PioneerSquareandStadium
stationsarewithin½mileofInternationalDistrict/Chinatownstationandthethreewere
combinedforthepurposesofbikedemandanalysisundertheassumptionthatcyclistswithin
thebikeshedofanyofthethreestationswouldbewillingtorideanextrafiveminutesorlessto
asecurebikeparkingfacility.ThecombinedridershipatthesethreestationsinApril2016was
8,468,almostattheleveloftheUniversityofWashingtonandWestlakestations.
InternationalDistrictChinatownstationreceivedsecond-placescoresinthreeofthe
fourbicycledemandassessmentmethodsandfourth-placeinone.Predictionsofthenumberof
securebikeparkingspacesneededatthisstationrangefrom25to220,with110spacesneeded
inthebaseestimatefromPSRC’smethod.WhilelessthanthepredictedneedattheUniversity
ofWashingtonstation,thisisstillasignificantneedforsecurebikeparking,particularlyinlight
ofthefactthatalmostnobikeparkingofanykindexistsatthisstation.Onlyasinglestandard
bikerackexistscurrently,providingspaceforsixbikesatmost.TheInternational
District/Chinatownstationisnotlocatednearanymajorbicycleroutesandhasaveryhighlevel
ofpublictransitservice.
Apreviouseffortatprovidingsecurebikeparking,BikeStationSeattle,wasopenednear
InternationalDistrict/Chinatownstationin2003asaresultofPSRC’sbikestationproject.146
BikeStationSeattle’slocationat3113rdAveSwasover800feetfromtheentranceto
InternationalDistrict/Chinatownstationandseparatedbyseveralsignalizedintersections,
146.“CentralPugetSoundRegionalBikestationProject.”
97
resultinginlongwalksfromthebikeparkinglocationtothestation.Thislikelycontributed
significantlytoBikeStationSeattle’sclosurein2006,thoughitisalsopossiblethatthereis
simplylimiteddemandforsecurebikeparkingatInternationalDistrict/Chinatownstation
despitestrongprojections.ConsideringBikeStationSeattle’sfailure,buildingasmaller
demonstrationfacilitywithcapacityforlessthan110bikeswouldlikelybeprudentatthis
location,particularlyifspacecanbereservedforfutureexpansionifneeded.
InternationalDistrict/ChinatownStationPlazaLayout
InternationalDistrict/
Chinatownstation’splazais
constrainedbyJacksonStreetto
thenorth,5thAvenueSouthtothe
east,andUnionStationofficesto
thewestandthesouth,asshown
inFigure22.Inaddition,the
subterraneanstationplatformis
opentotheskyaboveinseveral
locations,resultinginlargeholesin
thestationplazathatconstrict
pedestrianmovementand
availablespace.Despitethese
constraints,twositesatthestation
Figure22–ID/CStationPlazaLayoutandPotentialBikeParkingFacilityLocations
TheUWstationplazaisboundedonthewestbyUnionStationandonthenorthandeastbySJacksonStand5thAvenueS.SiteslargeenoughforbikeparkingfacilitiesareshowninyellowandlabeledAandB.
98
provideopportunitiesforsecurebikeparkingfacilities.SiteAisanexistingstructureinthe
stationplazanearthenorthentrancetothestationwhichcouldbeconvertedtobikeparking
use,whileSiteBisalargeopenspaceatthecenterofthestationplaza.
InternationalDistrict/ChinatownStationSiteA–ExistingShelterStructure TheInternationalDistrict/Chinatownstationpresentsauniqueopportunityforadding
securebikeparkingfacilities:anexistingstructureintheplazacouldbeeasilyconvertedintoa
bikecage.Locatedjustsouthofthestation’snorthentrance,thisstructureconsistsofseveral
metalpostssupportingaroof,presumablyservingasashelterfromrainforbuspassengers
waitingforanearbystopon5th
AvenueSouth.Repeatedsitevisits
determinedthatthisstructureis
rarelyusedbyeitherwaitingbus
ridersorpedestrianspassing
throughthestationplaza,meaning
thatitsconversiontoanewuse
wouldlikelyhavelittletonoadverse
impactonInternational
District/Chinatownstation.The
shelterstructuremeasures20feet
wideby80feetlong.Thiswidth
wouldresultinextremelynarrow
Figure23–PotentialBikeParkingLayoutatID/CStationSiteA
ID/Cstationplazaisconstrainedbyseveralfeatures,butanexistingstructureintheID/Cstationplazacouldeasilybeconvertedtoabikecagewithcapacityforapproximately100bikes.
99
aislesbetweenhangingbikesifDero’ssuggestedverticalbikeparkinglayoutwereused,leaving
only3feetinwhichtomaneuverbikes.However,thiswidthismorethansufficientto
accommodatethesamelayoutSoundTransithasusedintheBeaconHillstationbikecage.
Usingdouble-deckerbikeracksalongbothwalls,theconfigurationshowninFigure23could
holdanestimated100bikes.Thelayoutofverticalpostsintheexistingsheltermakesitpossible
tostartwitha40-or60-footlongbikecageandexpandlaterifadditionalcapacityisneeded.
Anawningcouldbeconstructedonthe5thAvenueSouthsideofthecagetoprovideshelter
fromtheweatherforwaitingbuspassengers.
Figure24–RenderingofPotentialBikeParkingFacilityatID/CStationSiteA
Alittle-usedshelterintheID/Cstationplazaisshownhereconvertedtouseasabikecagewithspacefor100bikes.Thisstructurepresentsauniqueopportunitytoprovidesecurebikeparkingwithminimalconstructioncostordisruption.Thoughnotshown,anawningcouldbeaddedtoprovidecoverfortheadjacentbusstop.
100
InternationalDistrict/ChinatownStationSiteB–CenterofStationPlaza Thesecondavailable
siteforsecurebikeparkingat
International
District/Chinatownstationisa
largeopenexpanseatthe
centerofthestationplaza.The
openareaisarectangle
measuring50feetby60feet
withasmalladditionalarea
opentothesouth.Thisplaza
spaceissurroundedby
decorativestructuresofno
discernablepurpose–metal
postsholdupmetalgrates
abovethestationplaza,providingnoprotectionfromtheelements.Itislikelythatthese
structurescouldberemovedtobuildaverylargebikeparkingfacility,thoughforthis
explorationitwasassumedthatthesestructureswouldremaininplace.A25-footby45-foot
bikeparkingfacility,asshowninFigure24,couldprovidesecurespaceforapproximately100
bikes.Thisisjustshyoftheestimatedneedof110bikespaces,andmaybesufficienttomeet
actualdemand.
Figure25-PotentialBikeParkingLayoutatID/CStationSiteB
AnopenareanearthecenteroftheID/Cstationplazaislargeenoughtoaccommodateabikeparkingfacilitywithroomforapproximately100bikes.Thesurroundingstructuresaredecorativeandcouldberemovedtobuildalargerbikefacility,thoughitislikelynotwarrantedforthislocation.
101
Figure26–RenderingofPotentialBikeParkingFacilityatID/CStationSiteB
TheopenareanearthecenterofID/Cstationplazaislargeenoughtoallowanewstructurewithcapacityfor100bikes.Thisopenspaceseeslittleuse,andabikeparkingfacilityherewouldhavelittleimpactoncirculationthroughthestationplaza.
PartnershipOpportunitiesatInternationalDistrict/ChinatownStation AswiththeUniversityofWashingtonstation,InternationalDistrict/Chinatownisnot
currentlyownedbySoundTransit.AspartoftheDowntownSeattleTransitTunnel,thisstation
isowned,operated,andmaintainedbyKingCountyaspartoftheirMetroTransitdivision.
SoundTransitownsthesurroundingUnionStationproperty.147AswiththeUniversityof
Washingtonstation,anysecurebikeparkingfacilityherewouldrequirecooperationbetween
multipleagencies.KingCountyMetrohasanextensiveprogramtopromotebicycleandtransit
integrationandwasheavilyinvolvedinthenearbyBikeStationSeattleprojectin2003.Metro’s
pastandpresentinvolvementinbicycleplanningmakesthemanidealpartnerinallphasesofa
147“ParcelsforKingCountywithAddress,”KingCountyGISdata.
102
bikeparkingprojectatInternationalDistrict/Chinatownstation,includingplanning,
construction,andoperation.SinceSoundTransitandKingCountyMetroalreadyworktogether
onplanninganddeliveringtransitserviceintheSeattleare,itshouldbefeasibleforSound
TransittopartnerwithKingCountyMetrotoprovidesecurebikeparkinginthislocation.
RecommendedSecureBikeParkingApproachatInternationalDistrict/ChinatownStation InternationalDistrict/Chinatownstationisprojectedtohavehighdemandforbicycle
accessandKingCountyMetroislikelytobeawillingpartnerinfundingbikeparking
improvementsatthisstation.However,thepreviousfailureofaBikeStationnearbyindicates
thatprojectionsofhighratesofbicycleaccessmaybeoptimistic,precludingrecommendation
ofastaffedbicycleparkingfacility.Theavailabilityofanexistingstructureforreadyconversion
toabikecageintheInternationalDistrict/Chinatownstationplazafurtherreinforcesthe
recommendationoftheproposedsiteAbikecagefacilityillustratedinFigures23and24.This
facilitywouldprovide24-hourcontrolledaccessbikeparkingwithaminimumofconstruction
costandlowongoingoperationalexpense.
103
Chapter6:Conclusion
SummaryofChapters1-5 SoundTransit’sLinklightrailsystemisgrowingwhilebicycleuseisincreasinginthe
Seattlearea.ThisprovidesbothopportunityandmotiveforimprovingaccesstoLinklightrailby
betterintegratinglightrailwithbicycles.Areviewoftheliteratureonbicycleaccesstotransit
showedthatprovidingbikeshareattransitstations,allowingbikesonboardtransit,building
bikepathstotransitstations,andprovidingbikeparkingattransitstationsareallmethodsof
improvingbikeaccesstotransit,whichpromotescyclingwhilehelpingpeoplereachthepublic
transitsystem.Oftheseoptions,SoundTransitismostabletoprovideincreasedbikeparkingas
ameanstosupportbikeaccesstoLinkbecauseSoundTransithasdirectinfluenceovertheland
useatmostLinkstations.However,SoundTransitprovidesalowlevelofbikeparkinggenerally,
andofsecurebikeparkinginparticular.ExaminationofSoundTransit’speeragenciesin
chapter3showedthatseveraltransitagenciesplanforbikeaccessratesinexcessoffive
percent.ThishasresultedinseverallargesecurebikeparkingfacilitiesintheSanFranciscoBay,
LosAngeles,andPortlandareas,manyofwhichaccommodateover100bikeseachathigh-
demandlocations.Chapter4lookedatavailablemethodsforassessingandestimatingthe
demandforbikeaccesstotransitstationstodeterminewhichLinkstationshadthegreatest
needforsecurebikeparking.UniversityofWashingtonandInternationalDistrict/Chinatown
stationsareexpectedtohavethegreatestdemandforbicycleaccessandthusthegreatest
needforsecurebicycleparking.Basedonexaminationofthesetwostationsindetail,astaffed
bikeparkingfacilitywithcapacityfor200bikesisrecommendedforUniversityofWashington
104
station.Abikecagewithspacefor100bikesisrecommendedatInternational
District/Chinatownstation.
RecommendationsforSoundTransitBicycleParking
Basedontheresearchcompletedinthisthesis,thereareseveralopportunitiestoimprove
bicycleplanningandbicycleparkingforSoundTransit’sLinklightrailsystem.Thesefollowfrom
literaturereview,observationsofthepracticesatSoundTransit’speeragencies,evaluationof
thedemandforsecurebikeparkingatLinkstations,andexaminationofthepossibilitiesfor
constructingsecurebikeparkingfacilitiesatthestationswiththehighestdemandforbike
access.
Addresstheneedforsecurebikeparkingatexistinghigh-demandstationsfirst.
ThisthesishasdemonstratedthatseveralLinkstations,particularlyUniversityof
Washington,InternationalDistrict/Chinatown,andCapitolHill,haveahighlevelofdemandfor
bicycleaccess.Securebicycleparkingisanimportantcomponentofsupportingbicycleaccess
tothesestations,buttheycurrentlyhavenosecurebikeparkingfacilitiesatall.SoundTransit
shoulddirecttheirbicycleplanningeffortsandbicycleaccessfundingtoaddressingthisunmet
needassoonaspossible.
Prepareasystem-widebicycleplan.
BARTandLAMetrohavebicycleplansthatguideallaspectsofplanningforbicycle
accesstotheirtransitsystems,includingtheprovisionofsecurebikeparking.TriMetisalsoin
theprocessofcompletingtheirownbicycleplan,whichiscurrentlyavailableindraftform.All
ofthesedocumentsincorporateanassessmentofthelevelofneedforbikeaccessandparking
ateachtransitstationwithineachagency’ssystem,aswellaspoliciesfortheprovisionof
105
bicycleservicesandamenities.BART’sbicycleplanalsoservesasthebasisfortheirbikeparking
capitalprogram,whichallowsfortargetedandscheduledfundingofbicycleamenitiesrather
thananad-hocplanningapproach.Thisthesishasbeguntheworkneededtoprepareabicycle
planfortheLinklightrailsystem.SoundTransitshouldcontinuethisworkandexpanditintoan
agency-widebicycleplanthatincludesbikeparkingaswellasotherbicycleaccess
improvementswherepossible.
Scalesecurebikeparkingcapacitytodemand.
WhileSoundTransitprovidessecurebicycleparkingatseveralofitslightrailstations,
thisthesishasdemonstratedthatnosecurebikeparkingisavailableatthestationswiththe
greatestneed.Goingforward,SoundTransitshouldbesuretobuildadequatebikestorage
capacityintonewLinkstationsafterworkingtoaddresstheneedattheexistingstations.The
followinggeneralrecommendationsinscalingfordemandshouldbeappliedtobikeparkingat
futureLinkstations:
• Iflessthan20bikeparkingspacesareneeded,useelectroniclockerstoprovide
flexibilityforthosewhoneedsecurebikeparking.
• If20to100bikeparkingspacesareneeded,useabicyclecageorbicycleroomparking
facility.Thisallowsforamoreefficientuseofavailablespacecomparedtolockers.
• ForLinkstationswheremorethan100bikeparkingspaceswillbeneeded,useeithera
bicyclecage/roomorastaffedbikeparkingfacility.Consideravailablespace,available
funding,andtheneedfor24-houraccesstosecurebikeparkingatthestation.Staffed
parkingcanmakemoreefficientuseofspace,butrequiresongoingoperationalfunding
andcannotfeasiblybestaffedatallhours.
106
OpportunitiesforFutureResearch
Theavailabledataonbicycleuseisscarce,particularlyinrelationtotransit.Thislackof
datamakesplanningforbicycleschallenging.Thereareseveralwaysthatthissituationcouldbe
improvedwithworkfromeithertransitagencystafforwillinggraduatestudents.First,
collectingdataonbicycleusetoaccessthetransitsystemintheSeattleareacouldprovidea
betterpictureofhowbicyclescurrentlyintegratewiththepublictransportationnetwork.Itis
notcurrentlyknownhowoftentheexistingleasedlockersareused,howoftenbikesare
broughtonboardbusesandtrains,orhowfrequentlytransitvehiclesreachorexceedtheirbike
capacity.Second,asurveyoftransitridersorarearesidentscouldprovidemoreinsightintothe
needforbikeaccesstotransitstations.Lastly,discussionwithSoundTransitandKingCounty
Metrostaffrevealedakeeninterestinnewtechniquesfortrackingtheuseofbicycleamenities
inthetransitsystem.Gatheringbicycledataiscurrentlylabor-intensiveandthuscostly,so
transitagencieswouldbenefitfromautomateddatacollectionmethods.
AnotherpossibledirectionforfutureworkonbicycleaccesstotheLinksystemisthe
applicationofPSRC’sactivity-basedtravelmodel.Recentliteratureindicatesthatthismodel
maybecapableofpredictingtherateofbicycleaccesstotransitstationswithmuchgreater
accuracythantheexistingmethodsofestimatingdemandusedinthisthesis.However,PSRC’s
modelhasnotbeentestedinthisspecificapplication.Ifitisfoundtobeaccurate,itcouldbea
valuabletoolforplanningforbicycleaccesstotransitfacilitiesinthefuture.
107
7.Bibliography“2015ServiceImplementationPlan.”SoundTransit.February2015.
http://www.soundtransit.org/sites/default/files/documents/pdf/planning/2015sipfinal02242015.pdf.Aldred,RachelandKatrinaJungnickel.“Matterinoroutofplace?Bicycleparkingstrategiesandtheireffectsonpeople,
practicesandplaces.”Social&CulturalGeography14,no.6(2013):604-624.Barnes,GaryandKevinKrizek.“EstimatingBicyclingDemand.”TransportationResearchRecord1939(2005):45-51.“BARTBicyclePlan:ModelingAccesstoTransit.”BayAreaRapidTransit.July2012.
http://www.bart.gov/sites/default/files/docs/BART_Bike_Plan_Final_083012.pdf. “BARTBikeParkingCapitalProgram:Increasingbikeaccesswhilereducingbikesonboard.”BayAreaRapidTransit.
April2015.http://www.bart.gov/sites/default/files/docs/BART%20bike%20pkg%20update_2015-04-20_0.pdf.
“BicycleParking:Standards,Guidelines,Recommendations.”SanFranciscoMunicipalTransportationAgency.2015.
https://www.sfmta.com/sites/default/files/pdfs/2015/SFMTA_bicycle_parking_guidelines.pdf.“BicycleRidersGuide.”SoundTransit.April13,2016.
http://www.soundtransit.org/sites/default/files/BRO%20ST%20BikeBrochure%202016%20FINAL.pdf. Bush,Evan.“Seattle’sProntobike-sharenonprofitteetering,seeks$1.4Mrescuebycity.”SeattleTimes.January
29,2016.http://www.seattletimes.com/seattle-news/transportation/seattles-pronto-bike-share-program-at-risk-of-shutting-down/.
“CentralPugetSoundRegionalBikestationProject.”PugetSoundRegionalCouncil.July2002.
http://www.psrc.org/assets/1977/_02-30_bikestation.pdf.Coffel,Kathryn.“GuidelinesforProvidingAccesstoPublicTransportationStations.”TransitCooperativeResearch
ProgramReport153.2012.Cui,Yuchen,SabyasacheeMishra,andTimothyF.Welch.“Landuseeffectsonbicycleridership:aframeworkforstate
planningagencies.”JournalofTransportGeography41(2014):220-228.“DraftTriMetBikePlan2016.”Tri-CountyMetropolitanTransportationDistrictofOregon.May2,2016.
http://trimet.org/bikeplan/bikeplan-web.pdf.“EnhancedMTABicyclePolicies&Programs.”MotionbyMayorAntonioVillaraigoso.LosAngelesCounty
MetropolitanTransportationAuthority.September16,2010.http://media.metro.net/riding_metro/bikes/images/Bikes_Mayors_Board_Motion_September_2010_16_EMAC.pdf.
“FirstQuarter2016–ServiceDeliveryQuarterlyPerformanceReport.”SoundTransit.May26,2016.
http://www.soundtransit.org/sites/default/files/Q1%202016%20Service%20Delivery.pdf.Goldsmith,Stuart.“Draft:EstimatingtheEffectofBicycleFacilitiesonVMTandEmissions.”SeattleEngineering
Department.1997.Hunt,JDandJEAbraham.“InfluencesonBicycleUse.”Transportationno.34(2007):453-470.
108
Johnson,ShaneD.,AidenSidebottom,andAdamThorpe.“BicycleTheft.”Problem-OrientedGuidesforPolice
Problem-SpecificGuidesSeries52.UnitedStatesDepartmentofJustice.June2008.Kea,Timothy.“January2016MonthlyPerformanceReport.”TriMetMemo.February18,2015.
https://trimet.org/about/pdf/2016-01.pdf.Krizek,KevinJ.andEricW.Stonebreaker.“BicyclingandTransit:AMarriageUnrealized.”TransportationResearch
Record2144(2010):161-167.Koster,Brand.“HowTransitAgenciesHandleBicycles:AnanalysisofnineNorthAmericantransitagencies.”
Master’sthesis,UniversityofWashington,2015.Kuzmyak,J.Richard.“NCHRPReport770–EstimatingBicyclingandWalkingforPlanningandProjectDevelopment:
AGuidebook.”NationalCooperativeHighwayResearchProgram.2014.Lindblom,Mike.“SoundTransittoaddlongertrainstomeetlightraildemand.”TheSeattleTimes.March23,2016.
http://www.seattletimes.com/seattle-news/transportation/sound-transit-to-add-bigger-trains-to-meet-ridership-demands/.
McIntosh,HannahJ.“BicycleParkingandTransit:ADemandAnalysisforBicycleLockersatKingCountyMetroPark
andRideLots.”Master’sthesis,UniversityofWashington,2007.McKenzie,Brian.“ModesLessTraveled—BicyclingandWalkingtoWorkintheUnitedStates:2008–2012.”
AmericanCommunitySurveyReports,ACS-26.U.S.CensusBureau.2014.McKenzie,Brian.“WhoDrivestoWork?CommutingbyAutomobileintheUnitedStates:2013.”American
CommunitySurveyReports,ACS-32.U.S.CensusBureau,2015.“MetroBicycleTransportationStrategicPlanFINALDRAFT.”LosAngelesCountyMetropolitanTransportation
Authority.January2006.http://media.metro.net/board/Items/2006/02_february/20060215P&PItem6%20Atta.pdf.Neff,John.“2015PublicTransportationFactBook.”AmericanPublicTransportationAssociation.November2015,
8.“ParkingReview:ReporttoCouncilPLUSCommittee.”CityofSeattle.April13,2015.
http://www.seattle.gov/dpd/cityplanning/2015parkingreport.pdf.“ParcelsforKingCountywithAddress;PropertyandOwnershipInformation[parcel_address].”KingCountyGISdata.May
17,2016.http://www5.kingcounty.gov/gisdataportal/.Pucher,John,RalphBuehler,DavidR.Bassett,andAndrewL.Dannenberg.“Walkingandcyclingtohealth:acomparative
analysisofcity,state,andinternationaldata.”AmericanJournalofPublicHealth100,no.10(2010).Replogle,MichaelA.Bicycles&PublicTransportation:NewLinkstoSuburbanTransitMarkets.Emmaus,PA:TheBicycle
Federation,Washington,D.C.,1983.Rose,Joseph.“TriMetwilluse$1millionoffederalstimulusforbikeparking.”TheOregonian.March9,2009.
http://blog.oregonlive.com/commuting/2009/03/trimet_will_use_1_million_of_f.html.
109
Saelens,BrianE.,JamesF.Sallis,andLawrenceD.Frank.“EnvironmentalCorrelatesofWalkingandCycling:FindingsFromtheTransportation,UrbanDesign,andPlanningLiteratures.”AnnalsofBehavioralMedicine25,no.2(2009)80-91.
Schneider,Robert.“IntegrationofBicyclesandTransit,TCRPSynthesisofTransitPractice.”TransitCooperative
ResearchProgramSynthesis62.2005.Sotero,David.“ElMonteBikeHubopens,featuringMetro’sfirstsecurebikeparkingstation.”TheSource(Los
AngelesCountyMetropolitanTransportationAuthority).September14,2015.http://thesource.metro.net/2015/09/14/el-monte-bike-hub-opens-featuring-metros-first-secure-bike-parking-station/.
Taylor,DeanandHaniMahmassani.“AnalysisofStatedPreferenceforIntermodalBicycle-TransitTransfers.”
TransportationResearchRecord no.1556(1997):86-95. “Transportation2040–AppendixO:ActiveTransportationPlan.”PugetSoundRegionalCouncil.May29,2014.
http://www.psrc.org/assets/10555/T2040Update2014AppendixO.pdf.Upton,Kim.“Grandol’openingforLongBeachBikestation.”TheSource(LosAngelesCountyMetropolitan
TransportationAuthority).September15,2011.http://thesource.metro.net/2011/09/15/grand-ol-opening-for-long-beach-bikestation/.
Winters,Meghan,GavinDavidson,DianaKo,andKayTeschke.“Motivatorsanddeterrentsofbicycling:comparing
influencesondecisionstoride.”Transportationno.38(2011):153-168.