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Cycling by Design

11.27 Cycle Lockers: When provided in conjunction with surveillance, cycle lockers offer a secure parking facility which allows accessories to be stored and provides weather protection. (Refer to Figure 11.3 and Chapter 10, Plate 10.1).

11.28 Lockers may be operated by coin or token, or be secured by cycle lock. Credit cards or ‘smart’ cards may also be used. At public transport interchanges a system of reserving lockers on a weekly, monthly or annual season ticket basis may be appropriate.

11.29 Lockers should be a minimum of 750mm wide, 1,900mm long and 1,200mm high. A minimum space of 1,500mm should be provided in front of the locker door for ease of access.

11.30 The main disadvantages with cycle lockers are that they are likely to be more expensive than Sheffield stands and may be visually intrusive within environmentally sensitive areas.

Figure 11.3: Typical Cycle Locker

11.31 Cycle Stores: Cycle stores may be used in lieu of lockers where space permits. They can either be under continuous supervision or have a shared key arrangement, where each cyclist has a key to the outer door.

11.32 Sheffield stands should be provided inside (Refer to Figure 11.4) in order that cycles may be individually secured. This type of arrangement is likely to be most appropriate at work places where users generally belong to the same group.

Figure 11.4: Typical Cycle Store Layout

11.33 Car Parks: Supervised provision within car parks is a common form of continental commuter cycle parking. It has the benefit of offering increased security but without the additional cost of installing lockers or stores and may make efficient use of areas within the car park that may not otherwise be used, provided that the space is clearly visible.

Level of Parking Provision

11.34 Cycle parking is now routinely considered as part of the transportation aspects of development control. In order to assist this process Table 11.1 presents an outline guide for parking requirements at different types of development. However, flexibility must be retained in order to allow additional cycle parking to be provided to accommodate future needs.

Table 11.1: Recommended Parking Provision

COMMENTS : CHAPTER 11

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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