Bike/Transit Integration
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TDM Encyclopedia
Victoria Transport Policy Institute
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Updated
March 12, 2007
This chapter describes various ways of integrating bicycling and public transit travel, including cycling access to transit stops and stations, bike storage, and the ability to carry bikes on transit vehicles.
Bicycling integrates well with Public Transit (bus, train, ferry, and air transport). Transit is most effective for moderate- and long-distance trips on busy corridors, while cycling is effective for shorter-distance trips with multiple stops. Combining transit and cycling can provide a high level of mobility comparable to automobile travel.
A transit stop normally draws riders within a 10-minute (a half-mile) walking distance. At a modest riding speed a cyclists can travel three or four times that distance in the same time, increasing the transit catchment area about ten-fold (Accessibility). Bicycle access tends to be particularly important in suburban areas where densities are moderate and destinations are dispersed (Bracher, 2000). Several strategies for integrating cycling and transit are described below.
Transit vehicles can carry bicycles, with bikeracks mounted
on buses or by carrying bicycles in vehicles (often only during off-peak
periods). This allows a bicycle to be used at both ends of the journey, and
helps cyclists who experience a mechanical failure, unexpected bad weather, or
sudden illness. It also allows cyclists to pass major barriers, such as tunnels
or bridges, where cycling is prohibited or particularly difficult. About a
third of all transit buses in
It is important to provide good Bicycle Parking at transit stops and transportation terminals. Commuters who leave high-quality bicycles at a transit stop all day require a high level of security and are willing to pay for it, although simpler bike racks may be adequate for many cyclists, so a mix of paid lockers and free racks may be appropriate. The table below compares typical costs for automobile and bicycle parking.
Table 1 Park-and-Ride and
Bike-and-Ride Facility Comparison (Replogle and Parcells, 1992)
|
Characteristic |
Park-and-Ride |
Bike-and-Ride |
|
Land requirements (m2) |
30 |
1-2 |
|
Installation cost per space |
$10,000 - $12,000 |
$140 - $800 |
|
Operating cost per space (year) |
$110 |
$0 - $30 |
Bicycle access to transit can be improved by providing paths, bike lanes and road improvements that make it easier to ride to transit stations and terminals (Bicycle Improvements). Maps that illustrate the best cycling routes between terminals and common destinations are also helpful.
Taxi Improvements may include special provisions to accommodate bicycles, providing cyclists with an important fallback option when they have medical or mechanical problems.
Bicycle rental services are provided at some transit
stations. This is particularly common in Northern European countries such as
Bike/Transit Integration is usually implemented by transit agencies, often in consultation with bicycle user groups and transit operators. Implementation typically involves the following steps (Nonmotorized Transport Planning):
· Determine which routes and
stops will be bicycle accessible.
· Select, purchase and install
equipment. Some transit agencies now specify that all new buses will be
equipped with bikeracks, just as they specify wheelchair accessibility.
· Train operators and users.
Some transit agencies take a bikerack to public events that cyclists can use to
practice mounting bikes on.
· Market the service. Transit
agencies often print a brochure describing bikerack use, and add information on
bikeracks to bus schedules.
Bike/Transit integration supports both transit and bicycle
transportation. Bicycle and transit integration has proven successful in
attracting new riders. Transit agencies find that a significant portion of bike
locker and rack users consist of new transit riders. For example, 30% of users
of
The travel impacts of a particular Bike/Transit project depend on whether it significantly improves access, and whether conditions are conducive to cycling and transit. Bike/Transit integration can be an important part of overall transit and bicycle improvements, and can be particularly important for encouraging transit use in lower-density suburbs. For more information see Evaluating Nonmotorized Transport.
Many European and Japanese cities achieve much more balanced transportation, in part, by effectively integrating bicycling and transit. The table above shows the high usage of these modes in some countries. The potential for vehicle travel reductions is large when conditions are suitable.
Table 2 Travel
Impact Summary
|
Objective |
Rating |
Comments |
|
Reduces total traffic. |
2 |
Is a cost-effective way to
reduce vehicle travel in the right conditions. |
|
Reduces peak period
traffic. |
2 |
" |
|
Shifts peak to off-peak
periods. |
0 |
|
|
Shifts automobile travel to
alternative modes. |
3 |
Encourages cycling and
transit use. |
|
Improves access, reduces
the need for travel. |
0 |
|
|
Increased ridesharing. |
0 |
|
|
Increased public transit. |
3 |
Encourages cycling and
transit use. |
|
Increased cycling. |
3 |
Encourages cycling and transit
use. |
|
Increased walking. |
0 |
|
|
Increased Telework. |
0 |
|
|
Reduced freight traffic. |
0 |
|
Rating from 3 (very
beneficial) to –3 (very harmful). A 0 indicates no impact or mixed impacts.
Benefits include increased choice and security for cyclists, increased cycling and transit use, and reduced automobile travel.
Costs include expenses to purchase, install and maintain bike racks and lockers; liability, accident risk and delays from bike racks on buses; and increased stress to drivers. Most transit agencies that carry bikes on racks or in vehicles experience minimal problems once the programs are established, as indicated by the large number of transit agencies that have expanded this service.
Bicycle racks suitable for buses typically cost $500-1,000 (U.S. dollars) for a high-quality model that can carry two bicycles (SportWorks). Bike racks on buses can create operational problems (such as extending bus size, and making it more difficult to wash buses). Simple bicycle storage racks typically cost $50-100 per bike. Covered bike racks and lockers cost $300-1,000 per bicycle, depending on design, materials and location. Bike storage may take up valuable space around transit stations.
Table 3 Benefit Summary
|
Objective |
Rating |
Comments |
|
Congestion Reduction |
2 |
Reduces automobile travel. |
|
Road & Parking Savings |
2 |
Reduces automobile travel. |
|
Consumer Savings |
2 |
Reduces automobile travel,
increases affordable travel options. |
|
Transport Choice |
3 |
Improves choices for
cyclists, and can help in emergencies. |
|
Road Safety |
2 |
May allow cyclist to avoid
riding on busy, dangerous roads. |
|
Environmental Protection |
2 |
Reduces automobile travel. |
|
Efficient Land Use |
2 |
Reduces automobile travel. |
|
Community Livability |
2 |
Reduces automobile travel,
increases cycling. |
Rating from 3 (very
beneficial) to –3 (very harmful). A 0 indicates no impact or mixed impacts.
Only cyclists directly benefit from bike storage and racks,
so some noncyclists may disapprove of public expenditures on facilities and
services they do not use. However, these expenditures are usually smaller than
public expenditures on facilities and services provided to motorists, such as
free parking (Transportation Costs), and all road users
can benefit indirectly from reduced traffic congestion and crash risk. By
improving affordable mobility for non-drivers this strategy increases vertical
equity and benefits some people who are transportation disadvantaged (those who
rely on both cycling and transit).
Table 4 Equity Summary
|
Criteria |
Rating |
Comments |
|
Treats everybody equally. |
-1 |
Only directly benefits
cyclists. |
|
Individuals bear the costs
they impose. |
0 |
May involve subsidies,
although probably smaller than subsidies for driving the same trip. |
|
Progressive with respect to
income. |
2 |
Cyclists and transit riders
tend to be lower-income. |
|
Benefits transportation
disadvantaged. |
2 |
Significantly improves
mobility for some non-drivers. |
|
Improves basic mobility. |
3 |
Improves travel options and
provides helps cyclists deal with emergencies, such as a broken bike. |
Rating from 3 (very
beneficial) to –3 (very harmful). A 0 indicates no impact or mixed impacts.
Bike/Transit integration is particularly appropriate for regional travel (longer-distance trips) in areas with heavy cycling activity. It is primarily implemented at the regional or local level, but other levels of government sometimes provide financial support. Some developers and private companies provide bike storage near transit stations.
Table 5 Application Summary
|
Geographic |
Rating |
Organization |
Rating |
|
Large urban region. |
3 |
Federal government. |
1 |
|
High-density, urban. |
3 |
State/provincial
government. |
2 |
|
Medium-density,
urban/suburban. |
3 |
Regional government. |
3 |
|
Town. |
2 |
Municipal/local government. |
3 |
|
Low-density, rural. |
3 |
Business Associations/TMA. |
1 |
|
Commercial center. |
3 |
Individual business. |
1 |
|
Residential neighborhood. |
2 |
Developer. |
1 |
|
Resort/recreation area. |
3 |
Neighborhood association. |
1 |
|
Transit centers |
3 |
Campus. |
3 |
Ratings range from 0 (not
appropriate) to 3 (very appropriate).
Improved Travel Choice
This strategy supports Nonmotorized Planning, Cycling Improvements, Bicycle Encouragement, Transit Improvements and Shuttle Services. It can be part of Transit Oriented Development, Commute Trip Reduction, Campus Trip Management, and Transportation Management Association efforts. It includes Bicycle Parking. Its effectiveness increases with other strategies that encourage cycling and public transit.
Most Bike/Transit projects are implemented by public transit agencies. Bike routes to transit stops are usually implemented by local government as part of bicycle planning. In a few cities, private companies provide bicycle parking services at transit stations.
Program funding is often the primary barrier. There may be resistance to carrying bicycles on transit vehicles from transit agency planners and drivers who are concerned about schedule delays and liability problems.
Publications cited below (particularly FTA 1999) describe best practices for integrating cycling and transit service. These include:
· Cyclists should be involved
in planning Bike/Transit programs and selecting hardware.
· Bike
Parking facilities should be well designed, provide cover from the weather,
and be located where they are not in the way of traffic.
· If possible there should be
some fully enclosed bike storage lockers suitable for long-term bike storage.
· Bike/Transit programs should
be well publicized, and include instructions for cyclists on how to use
facilities.
|
Imagine
what would happen if sometime while you are out bicycling a flying saucer
drops down and offers you an interplanetary ride. You could say, “Sure, let’s
go to the Chryse Planitia, and we’ll head southeastward from there.” Then
show those nice aliens that earthlings are as good at mountain biking as any
life form in the galaxy… For
the full story read: Cycling Route
Perfect For Heavenly Bodies |
This
website lists dozens of North American transit agencies that accommodate
bicycling.
Bikestations
are attended bike-transit centers that offer secure valet bicycle parking and
other transit amenities to encourage the use of a bicycle as a transportation
mode. Currently three facilities are in
operation in
The
Los Angeles Metropolitan Transportation Authority is installing front-mounted
bike racks on its buses. Each rack holds two bicycles, and features an
easy-to-use spring-action latch that allows the mounting and dismounting of a
bicycle in about 30 seconds. Within four years the entire 2,200 MTA bus fleet
should be bicycle compatible and newer buses will come equipped from the
factory with the bike racks. The MTA is working with the LA County Bicycle
Advisory Group, the LA Bicycle Advisory Committee and several other bike
organizations to determine the most appropriate bus routes to select. Studies
indicate that the most likely users of bus bikeracks are cyclists who are a
mile or two away from a bike route. MTA expects the bicycle racks will attract
a new market of riders.
Seattle
Metro transit agency’s entire bus fleet was equipped with bicycle racks in
1994. Bikes can be transported on board any bus on a first come, first served
basis. No additional fare is required. Bicycles may be loaded or unload at any
bus zone at any time, except, in the central business district where some
restrictions apply. More than 40,000 cyclists use these racks each month.
BC
Transit in
Nearly
all of the
The
city of
Tilman Bracher (2000), “Demand Characteristics & Co-operation Strategies for the Bicycle & Railway Transport Chain,” World Transport Policy and Practice, Vol. 6, No. 4 (www.ecoplan.org/wtpp), pp. 18-24.
Alta Planning + Design (2005), Caltrans Pedestrian and Bicycle Facilities Technical Reference Guide: A Technical Reference and Technology Transfer Synthesis for Caltrans Planners and Engineers, California Department of Transportation (www.dot.ca.gov/hq/traffops/survey/pedestrian/TR_MAY0405.pdf).
Allison L. C. de Cerreño
and My Linh H. Nguyen-Novotny (2006), Pedestrian
and Bicyclist Standards and Innovations in Large Central Cities, Rudin
Center for Transportation Policy & Management (www.wagner.nyu.edu/rudincenter);
available at http://wagner.nyu.edu/rudincenter/files/bikeped.pdf.
FTA (1999), Bicycles & Transit; A Partnership That Works, Federal Transit Administration (www.fta.dot.gov).
Karel Martens (2007), “Promoting Bike-and-Ride: The Dutch Experience,” Transportation Research, Vol. 41, Issue 4 (www.elsevier.com/locate/tra), May 2007, pp. 326-338.
John Pucher and Christian Lefevre (1996), The Urban Transportation Crisis in Europe
and North America, MacMillian Press (
Michael Replogle and Harriet Purcells (1992), Linking Bicycle/Pedestrian Facilities with
Transit, National Bicycle and Walking Study, Case Study No. 9, FHWA, (
Robert Schneider (2005), Integration of Bicycles and Transit: A Synthesis of Transit Practice, Transit Cooperative Research Program (TCRP) Synthesis 62, Transportation Research Board (www.trb.org); available at http://gulliver.trb.org/publications/tcrp/tcrp_syn_62.pdf.
SportWorks (www.sportworks.com) manufactures bike racks for buses.
Steve Spindler and John Boyle (1999), “Bikes on Transit” (www.bikemap.com/trans.html). Website lists transit agencies that accommodate bicycling.
USEPA (1998), Bicycle and Pedestrian Programs, Transportation and Air Quality TCM Technical Overviews, US Environmental Protection Agency (www.epa.gov/oms/transp/publicat/pub_tech.htm).
This
Encyclopedia is produced by the Victoria Transport Policy Institute to help
improve understanding of Transportation Demand Management. It is an ongoing
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Victoria Transport Policy Institute
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