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Cycling by Design

10. INTEGRATION WITH PUBLIC TRANSPORT

Introduction

10.1 European experience has shown that a combination of cycling and public transport may provide a highly competitive door to door alternative to the private car for medium to long distance trips. The following chapter aims to provide guidance which, when taken forward in consultation with transport operators, may assist in promoting the integration of cycling and public transport modes.

Bike and Ride

10.2 The provision of Bike and Ride facilities can be a valuable asset in a strategy to create the conditions in which people can choose to cycle rather than use their cars. Bike and Ride facilities are generally provided in the form of formalised parking areas at or near to public transport interchanges (generally bus or train stations).

10.3 To provide a facility that will be successful, the location of the Bike and Ride site and the type of facilities to be provided, should first be considered.

10.4 Location:

10.5 In order to maximise use of Bike and Ride facilities they should be located at sites where:

(I) The public transport interchange is within convenient cycling distance of a traveller’s trip origin.

A maximum distance of 2-3km is recommended as a guide, although this may be increased to 5km where the traveller’s overall journey is likely to be long distance.

(ii) The public transport interchange should intercept ‘journey to work’ routes.

Studies by the Transport Research Laboratory have suggested that the majority of cyclists prefer to use their cycle to travel to work rather than for other purposes.

(iii) The length of the public transport section of the journey should be sufficient to deter the traveller from cycling for the whole of the trip.

In general it may be assumed that a cyclist who can complete a whole trip by cycling is likely to do so rather than splitting the journey between two forms of transport. Integrating public transport and cycling should therefore be aimed at medium/long distance trips (i.e. > 10km).

(iv) The journey from trip origin to the Bike and Ride facility should be safe, convenient and attractive for the cyclist to use.

Cyclists are unlikely to use a facility, no matter how effective it is, if the route to the facility is unsafe and unpleasant.

10.6 Parking:

10.7 Cyclists using a public transport interchange may want to leave their cycles at the site all day. The provision of secure high quality parking facilities is therefore of paramount importance.

10.8 Prerequisites of any Bike and Ride facility should include:-

(i) A secure parking area;

(ii) Weather protection;

(iii) Appropriate lighting;

(iv) Appropriate signing; and

(v) Free or nominal charge for use.

10.9 A typical form of train station parking facility is shown below.

10.10 For specific parking recommendations refer to Chapter 11.

Plate 10.1: Typical Cycle Lockers

10.11 Cycle Stations:

10.12 Additional encouragement for cyclists to use Bike and Ride facilities may be given by the provision of Cycle Stations. These stations have become common in the Netherlands, where individual designs accommodate between 1150 and 4000 cycles. In addition to secure and convenient parking they also offer a range of services, for example:-

(i) Cycle hire;

(ii) Cycle repair;

(iii) Cycling information, and

(iv) Tourist information.

10.13 A Cycle Station may also include retail outlets such as a newsagent in order to improve the station’s economic viability.

10.14 At Cycle Stations where a full range of services is not feasible, it is recommended that some form of cycling information service should be provided to highlight the existing cycle facilities within the local area.

Cycle Carriage

10.15 Not all cyclists wish to leave their bicycle at the public transport interchange for the day. Some users may require their cycle at the other end of the public transport link to:-

(i) Complete their journey to work, or

(ii) For recreational/leisure purposes.

10.16 Therefore some method of enabling cyclists to transport their cycles to their destination should be sought.

10.17 Although cycle carriage may be generally supported it is ultimately at the discretion of the operator. Detailed consultations with operators will be necessary at an early stage in the development of any proposals which involve the integration of cycling with a public transport system in order to encourage operators to provide cycle carrying facilities.

10.18 Buses and Coaches:

10.19 For regular bus and coach services, the opportunities for carrying large numbers of cycles are limited and usually require structural modifications of some form. These modifications are unlikely to be supported by operators unless they are flexible and may be made in conjunction with conversions for carriage of wheelchairs or additional heavy luggage.

10.20 Carriage of cycles on buses and coaches can be by a variety of methods e.g.:-

(i) Internal conversion;

(ii) Use of the luggage/boot compartment;

(iii) External racks; or

(iv) Trailers.

10.21 Internal Conversions: As discussed above vehicles adapted internally to carry wheelchairs by provision of level access and tip up seats may also be convenient for cyclists although priority must always be given to the wheelchair user. To store the cycle safely inside the vehicle, luggage straps should be provided. This method is likely to reduce passenger seating capacity and is unlikely to be appropriate on busy commuter routes.

10.22 Use of Luggage/Boot Compartment: Storage of cycles in the luggage/boot compartment may result in the cycle being damaged. Unless the cycle is a fold up type it is also likely to take up a large proportion of the available storage space. Use of the luggage/boot should however be acceptable on routes with either low passenger or cycle flows. A maximum limit of 2 cycles may have to be imposed.

10.23 External Racks: Carriage of cycles by racks on the front, rear or roof of the bus has become popular worldwide. However this method is limited to moderately low flow cycle routes as most racks can only hold a maximum of 5 cycles. Moreover, external racks do not provide weather protection.

10.24 Under the Department of Environment, Transport and the Regions (DETR) Cycle Challenge Initiative a range of innovative racks are currently being considered. A typical cycle rack currently used in the US town of Seattle is shown below.

Plate 10.2: Cycle Rack

10.25 Trailers: Trailers have proved both popular and practical with many overseas operators. They are legally permitted for use with UK buses where the combined length does not exceed 18m. Trailers provide a means of carrying large numbers of cycles without having to alter the interior design of the bus, and are especially appropriate where heavy cycle flows are anticipated, for example on popular tourist routes.

10.26 Cyclists and Trains:

10.27 When considering the integration of cycling with rail services a number of problems need to be addressed:-

(i) It is ultimately the discretion of the operating company as to whether facilities are provided;

(ii) It is widely assumed that provision for cyclists will reduce passenger carrying capacity;

(iii) Train operators generally wish to maximise the number of passengers who can be accommodated through high density seating arrangements. This has become more common with current franchise arrangements;

(iv) Current rolling stock can only accommodate 1-2 cycles;

(v) Rolling stock commissioned now will be in service for the next 20 to 30 years. The opportunity to provide purpose built rolling stock with integral cycle facilities may therefore be a rare occurrence.

10.28 In order to overcome these problems a range of actions are required:

(i) Consultations should take place with the relevant rail operators at the earliest opportunity to discuss the mutual benefits of providing for the cyclist and to identify the way forward;

(ii) Short Term: Funding should be sought through programmes such as Cycle Challenge Funds and The National Lottery. Funding from these sources should be used (a) for modifying existing rolling stock in order that it may carry a larger number of cycles and (b) for the provision of cycle parking facilities at stations (Refer to Chapter 11).

(iii) Long Term: Train operators should be encouraged to ensure that new rolling stock has an increased cycle carrying capacity. It is recommended that on heavily trafficked routes trains should be able to carry a minimum of 6 cycles.

10.29 Various methods as to how to physically accommodate cycles on trains are currently under review. The provision of flexible space is recommended as being the most effective and simplest to implement. The flexible space should comprise of an area of tip up seats which may be used for cycles and pushchairs when the train is under utilised or by passengers during peak hours.

10.30 An alternative method is the installation of ceiling hooks in larger trains which enable the cycle to stand upright therefore providing an efficient use of space.

10.31 Anglia Railways: Anglia Railways may be cited as a prime example of the developments that can be achieved. By working in partnership with local councils, Cyclists Public Affairs Group, Transport 2000 and the Cyclist Touring Club they were awarded a grant by the DETR Cycle Challenge Fund in December 1995. The grant, when combined with funding from other sources, enabled all of their trains to be modified to carry up to 4 cycles.

10.32 In support of the new service Anglia Railways are :

(i) Developing a computerised reservation system which will enable travellers to reserve space for their cycles throughout Anglia’s route network;

(ii) Producing a cycle season ticket for use by regular travellers;

(iii) Preparing a whole new marketing strategy for release upon conversion of all trains;

(iv) Training all of their conductors in the operation of the new facilities in order that they provide new users with guidance.

10.33 Anglia view the carriage of cycles on their converted trains as a commercial venture and are therefore intending to charge.

10.34 Cyclists and Ferries/ Air Travel:

10.35 The carriage of cycles on ferries is generally not a problem as space is not at a premium and the service is normally provided free of charge. Channel operators welcome cyclists and domestic services offer essential links. Similarly cycles travel as normal baggage on most airlines.

COMMENTS : CHAPTER 10

Cycling by Design’s prime objective is to draw together and rationalise existing cycling design guidelines into a single comprehensive, coherent reference document that may be used as a source of sound technical advice. In order to achieve this objective it is imperative that Cycling by Design is developed through consultation. Please provide any comments or suggested amendments you may wish to put forward with respect to the preceding chapter.

Comments/Proposed Amendments:

Please send your comments to:

The Scottish Executive Development Department,

Standards Traffic & Environment,

Area 2-E,

Victoria Quay,

Edinburgh EH6 6QQ.

On or before 31^st December 2000.

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