Cycle Centre Proposals - Manchester City Council

Transcription

Professional Support Service
Manchester City Council and Salford City Council
Cycle Centre Proposals
Final Report
October 2009
1047 Manches ter C ycle Centres 091021 Fi nal AJ S AL
Contents
1.
Introduction...........................................................................................................3
2.
Summary and recommendations ......................................................................3
3.
Background ..........................................................................................................8
4.
What is a Cycle Centre?.....................................................................................9
5.
What is a bike park? ........................................................................................ 10
6.
Site evaluation .................................................................................................. 12
7.
SWOT Analysis................................................................................................. 14
8.
Comment – other projects............................................................................... 15
Appendix A: Potential Sites .................................................................................... 20
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1.
Introduction
This report was prepared on behalf of the Cycling England Professional
Support Service by Alex Sully of Transport Initiatives. It follows a request from
Mark Ste venson on behalf of Manchester City Council and Salford City
Council for assistance in assessing the available options and advice on
suitable locations for the proposed cycle centres including what services each
should offer. This report should be read in conjunction with “Bike Park
Management Model” (http://www.dft.gov.uk/cyclingengland/site/wpcontent/uploads/2009/02/bike_park_management_model_leicester_city_coun
cil.pdf ) prepared on behalf of Leicester City council through the professional
Support Service.
As part of the preparation of this report a number of sites were visited across
Manchester and Salford. These are listed at Appendix A along with a
superficial look at what utilities e.g. water, electricity etc might be available
and the type of services that might be offered in addition to secure cycle
parking.
The client authorities and the author gratefully acknowledge the assistance of
the London Borough of Camden, in particular Chris Nicola, in the preparation
of this report. Our thanks are also due to Yves de bates of the city of Ghent in
Belgium for his assistance.
2.
Summary and recommendations
There is evident potential for growth in cycling in Manchester and Salford.
This growth is being constrained by the lack of secure parking. To meet this
need there are funds available to create a number of Cycle Centres providing
a range of services across the regional centre. There is not only political
support for this project but also active support from a range of potential
partners. These include major universities and the private and not-for-profit
sectors.
Potential sites have been identified for the introduction of the proposed cycle
centres but these have not yet been intensively studied to see what physical
constraints there might be such as demand or what impact buried utility
services might be available or an impediment to use.
The need for proper evaluation cannot be stressed too much. At least one
cycle station (Taunton, Somerset) failed due to being 400m from the centre of
the town (and plentiful on-street cycle parking) and even further from the main
concentrations of employment. The accepted desirable minimum distance for
cycle parking is 20m. Clearly this cannot apply to all circumstances and it is
suggested many cyclists will swop a short walk for better security and a range
of facilities at a cycle station. There is, however, no research currently
available that gives an indication of the acceptable walking distance.
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The availability of turn-key style secure cycle parking systems would minimise
the costs of physically providing structures to accommodate a range of
services: this has the potential to be a significant issue (please note that the
author has had past association with at least one manufacturer).
Notwithstanding the positive aspects of the proposed project it is not without
risk: poor take-up could jeopardise its longevity and discredit the investment.
The same applies to the ability to raise revenue funding to secure the long
term future of the project. The recommendations focus, therefore, on short,
medium and long term proposals as follows (timescale to suit funding and
local authority priorities):
Short term
Comment
Continue programme of on-street
parking provision
A useful way of gauging demand and best
locations
Set up cycle security programme to
alert cyclists to the best way to secure
their bikes
Include students and reach through ‘welcome
packs’ before they arrive in the city and
‘fresher’s fair’ once they have
Detailed review of potential sites to
establish viability and match potential
services to space available
A task for consultants – suggest liaising with LB
Camden to establish effectiveness of its study
Study above to identify potential for
turn-key operations
It may be possible to work with local cycle
shops to provide travelling bike repair services
at these sites if there is not space to include
these services
Canvas cycle shops for interest in
travelling ‘Doctor Bike Sessions’
suggested above
These could include not only the sites referred
to above but also major employment sites
where cycling is known to be popular (Somerset
County Council operates such a system)
Support individuals proposing the
creation of Cycle Centres
Possibly financially but as a minimum by
encouraging businesse s to take advantage of
facilities through travel plan activities of the
councils
Work with rail and other public transport
operators to make the most of their
aspirations for cycle hire and secure
parking
Existing and potential opportunities make this
essential, especially as some of the solutions
likely to emerge from the study will involve land
at rail stations.
Consider the use of cycle lockers as a
short term solution
Possibly a solution that might arise from the
study but potential a stop-gap, especially in
areas where space is short. Choice of locker
type and quality management system essential
ingredients of a successful scheme
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Establish in greater detail how the
Ghent and Leeds student cycle hire
schemes work and discus with
educational bodies and other partners
(include the local Primary Care Trust)
how the proposed local schemes might
be coordinated and developed into a
wider project covering Manchester and
Salford
The operation has the potential to create a quick
‘critical mass’ of cyclists and maximise the
benefits of the proposed changes to links
between halls of residence and the campuses.
Medium term
Comment
Provide turn-key secure parking - on the
assumption that the study above will
identify suitable sites and demand for
turn-key parking
This appears to offer the best way of offering
cost-effective solutions in areas where there is
limited space. Other manufactures may be able
to meet the need or, as an even cheaper
solution, provide secure compounds restricted
to smart card, or similar, controlled entry.
Establish in greater detail how the
Ghent and Leeds student cycle hire
schemes work and discus with
educational bodies whether such a
scheme might work in Manchester and
Salford
The operation has the potential to create a quick
‘critical mass’ of cyclists and maximise the
benefits of the proposed changes to links
between halls of residence and the campuses.
Set up a working group amongst
educational interests, police and young
offenders programmes, social
enterprise schemes and others to
establish viability and commitment to
student hire scheme
Partnership working is essential to minimise
costs and maximise longevity
Identify sources of revenue funding
from ancillary sources such as
advertising hoardings and café huts
There may be issues to do with the quality of
the public realm and competing services at rail
stations etc.
Long term
Comment
Implement full findings of the study
As an example, the study might recommend the
provision of a Cycle Centre within the revamped Town Hall in Manchester. This would
both provide parking provision for businesse s
that do not have room within their premises; it
would also show the council as leading by
example.
Monitor and review outcomes
Essential to measures the effectiveness of the
projects and to justify (hopefully) further
expenditure.
It is considered that this merits a visit by
members and staff or inclusion in the suggested
study – the operation that supports the student
hire also provides hire bikes for the community
and for summer visitors
It is considered that this merits a visit by
members and staff or inclusion in the suggested
study – the operation that supports the student
hire also provides hire bikes for the community
and for summer visitors
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Priorities
The ‘short term’ items above represent the priorities for action. In terms of
sites, it is difficult to suggest priorities in the absence of excess demand
represented by fly-parking and/or areas of high levels of existing parking. The
one exception being Piccadilly Station where there was an indication of unmet
demand. The following table represents a superficial approach to setting
priorities for further investigation and the reasons for the ranking. It is
recommended that these should be established by more rigorous means.
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Priority sites in ranked order (See also Appendix A)
Ranking
Site
Reason
1.
Piccadilly Station: Site 2 Station Approach
Current demand, space available
for modular/turn key secure
parking compound – likely
cooperation of landowner
2.
Piccadilly Station: Site 4 Current demand, space available
Fairfield Street/London Road for secure compound – likely
access level
cooperation of landowner
3.
Aquatic Centre
Current demand, known theft site,
apparent space available for
modular/turn key parking
compound
4.
Piccadilly Station: Site 3 –
Fairfield Street
Space available for cycle parking
compound under railway arch –
likely cooperation of landowner.
Not so attractive location as 2
above
5.
Piccadilly Gardens
Existing demand which may be
increased if secure parking
compound provided – space
limited
6.
Salford Quays and Kennedy
St
Support to third parties committed
to projects could reap ‘easy win’
The above represents a superficial assessment of available sites. It does not
include the universities as this appears to be an opportunity that should be
delivered through negotiation. Space is available at both campuses. The
Sugden Centre/Bicycle Boutique site represents opportunities to build on an
existing, but small scale, operation which depends upon finding suitable
parking space to be successful.
In the light of the prevailing cycling levels, all of the above require greater
scrutiny and the building of detailed, sustainable business cases than can be
delivered through this report.
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3.
Background
Manchester’s population currently stands at 452,000 and is expected to rise to
468,000 by 2012. Salford, which lies to the immediate west of Manchester city
centre, has a population of 216,000. Because of the two authorities’ joint
interest in the compact central area of the city, this is referred to locally as the
‘Regional Centre’. It is also the fastest growing city core in England as well as
boasting one of the largest student populations in Europe (over 90,000 based
around the Regional Centre). In recent years an additional £0.3 billion per
year has been added to Regional Centre retail turnover; with an additional
0.54 million sq ft. of retail space and over 2 million sq. ft. of additional
commercial floor space
The centre enjoys high levels of employment with 267,000 jobs located there.
These generate 100,000 trips into the heart of the city each day. Thanks to its
position as the economic centre of the north west, the expected growth in jobs
within the city is 150,000 over the next 15 years.
In response to the increase traffic resulting from this growth, and that
projected for the future, Manchester is developing a range of measures to
reduce car dependency. These include City Centre car hire clubs, expansion
of Metrolink and free city centre buses.
Thanks to the presence of the numerous rail stations and ever expanding
Metrolink, these also represent attractive options for commuting and other
trips to the central core which is in walking distance of many of them. It is not
known whether there is potential for public transport in all its forms to
accommodate the expected increase in commuting journeys.
What is clear, however, is that cycling has the potential to absorb a
considerable amount of that traffic growth. The conurbation is largely flat and
many journeys are short in distance and focused on the central area: in many
parts of mainland Europe this would be a sure-fire recipe for high levels of
cycling.
Despite this potential, cycling levels are relatively modest: 2% of journeys in
Manchester as a whole and 3.24% for trips to work. On a positive note;
Manchester City Council reports that cycling into the Regional Centre has
gone up by 59 percent over the base year of 2005.
In addition to a large programme of works that will improve matters for cyclists
on-street, the City Council’s of both Manchester and Salford wish to further
encourage this mode by removing the fear of theft by introducing a number of
‘Cycle Centres’ around the regional centre to provide both secure parking and
a range of ancillary services.
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4.
What is a Cycle Centre?
There is no generally accepted defining term for secure parking systems that
go beyond simply parking bikes in an area with public access. For the
purposes of this report, a ‘cycle centre’ may be taken as being a facility which
provides a range of services which may include some or all of the following
(but secure cycle parking and one other service as a minimum):













Secure, covered cycle parking either self parked or by staff (full or
part time)
Cycle information including security (locking one’s cycle), travel
planning and links to public transport
Cycle hire
Sale of parts and new cycles
Repairs
Lockers for storage of clothing and cycle equipment
Showers and changing facilities
Clothes drying facilities
Food and drink (café or vending machines)
Cycle cleaning
Free use of tyre pump
Cycle training
Cycle maintenance classes
The security of these facilities may be supported by the provision of full or part
time staff, CCTV, lighting.
In addition to there being no widely used term for such an operation, there is
no definite operating model or understanding of the floor area necessary to
provide the services. This is largely due to the potential for a range of ancillary
services to be provided. As an example, if 500 cycles were to be parked they
would need a minimum of 1,000 m 2 (footprint of two bikes either side of a
Sheffield stand taken as 2m x 1m = 2m 2) plus room for aisles between stands.
This area also takes no account of the need to provide space for non-standard
cycles such as tandems and tricycles or trailer bike and buggies. To add to
the space requirements, even a modest café will require a reasonable floor
area plus kitchen space etc. The same will apply to any bicycle maintenance,
repair or sales activity, especially bearing in mind that cycles for sale will
occupy the same space as parked cycles. Showers and locker space would
make further demands.
Space-saving can take the form of two level parking racks but it is likely that
the biggest determinants of the overall space required will be as much the
ancillary services as the parking itself. Major cycle parking operations in the
Netherlands or other mainland European countries often occupy substantial
structures.
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5.
What is a bike park?
Since there is no accepted definition, for the purposes of this report a ‘bike
park’ is taken to mean somewhere that allows the owner’s cycle to be parked
in a secure compound (see front cover). This may also include staff on hand
for all or part of the day together with additional security systems such as
CCTV. In terms of simply providing secure parking, a paper1 presented at
Velo City 2009 (Brussels) gives some useful information on parking
operations (bike parks) in mainland Europe (based on examples at train
stations in the Netherlands) as follows:
Description
Surveillance by staff
Number of parked
cycles
Big 1
24hr
>1,000
Mid-sized1
07:00 – 19:00
500 – 1,000
Small
07:00 – 10:00 & 16:00 – 19:00
200 - 499
Mini
Never2
<200
1
Larger bike parks may also include ancillary services such as the sale of parts and the
repair of cycles
2
Some may have staff present depending on the level of ancillary services provided. Offpeak, un-manned small systems increasingly use electronic access sy stems. Some
consist simply of covered stands and bicycle lockers
Student smart card controlled access to
unattended parking in Manchester
1
Proximity device used in Dublin
Bicycle Stations in Europe and t he Bicycle St ation of Basel, Ursula Lehner-Liertz Velo C onsult
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The Velo City paper also repeats the generally accepted figure of 1,000
parked bicycles being required to support a 24 hr staffed facility. This is based
on the findings of work carried out in Nothrhine-Westfalia in Germany. This
fact emerged as the result of an ambitious plan to provide bike parks at 100
railway stations. By 2009 this project had delivered 62 bike parks
accommodating 18,000 in total. The 62 are described as comprising very
many small (100-300) ones, few big ones (800-1000) and Munster, the
biggest in Germany at 3,300 parked cycles. Interestingly 80% are provided by
non-profit organisations and 20% commercially operated.
This position is supported by the Dutch report on its ‘Bicycle Master Plan’
(published in 1999) which stated a “traditional guarded station storage facility,
which needs at least 800 racks for profitable commercial operation”. It goes on
to say “The guarded storage facility remains a good solution for storage
facilities having more than 800 bicycles”. No mention is made of a model for
the funding/running of such facilities.
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6.
Site evaluation
It is not within the scope of this report to undertake a detailed analysis of each
site and make other than broad recommendations on the approach to be
adopted. However, it is considered that the drawing up of a site checklist
would facilitate this process. Such a list might address the following (not
necessarily complete):
Item
Issues
Comment
Public realm
Location (critical – 20m from
primary destination is ideal
situation)
Distance from major
attractors / attractiveness to
users
Land ownership / public
highway
Financial, ownership and
legal constraints
Space available
Physical constraints: limiting
supply of services
Need for planning consent
(see also below)
Time constraints and
opportunity for objection
Conservation area/listed
buildings
As above
Underground services /
utilities
Potential building
constraints / additional costs
Measurements of existing
parking and fly-parking
Establish level of existing
visible demand
Proximity of cycle network
Indicator of potential
demand
Current and potential users
Relates to likely nature of
use (short – long term) and
marketing potential e.g. to
commuters/businesses
Cycle use
Location is again critical. At
least one (Taunton) has
failed due to being just
400m from the town centre
Potential partners
Businesses, educational
bodies, public transport
other city departments,
social enterprise schemes,
police, young offenders
programmes etc
Opportunities for partnership
funding/operational activities
and expansion of existing
social enterprise schemes
Cycle shops
Potential as franchised /
contracted operators and
suppliers of services
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Item
Issues
Comment
Utilities av ailable
Electricity
Access operation (unless
key – not recommended)
Lighting
Heating
Water heating
Cooking/vending machines
Water
Washing and shower
facilities
toilets
Food preparation
Complementary /
competing serv ices
Rev enue generation
Foul water disposal
Showers and toilets
Gas
Heating and water heating
Telephone (some elements
may be possible using
mobile phone technology)
Remote monitoring /
equipment control
CCTV
Expansion of existing
systems
Food outlets
E.g. cafes on railway
stations
On-street cycle parking
Relative locations /
attractiveness to users
Cycle shops
May be interested in joint
operation
Security operations
Ditto
Potential for advertising
hoardings, coffee huts etc
May compete with existing
services
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7.
SWOT Analysis
Given the current low level of cycling in general it is important to look as
objectively as possible at the proposal as a whole. The analysis below is
intended to help identify the major issues that will impact on the success of
the project. As can be seen the analysis suggests there are marginally more
positives than negatives.
Strengths
Weaknesses
1.Funding available
1.Visible increases in cycling is essential to
long term political support for all
measures
2.Political support is strong
3.Matches local aspirations to become
‘Sustainable City’
2.Continued partner support will be
conditional on success – poor take up
may result in withdrawal of partners
4.Cycle Centres would be supp orted by
improvements to the road and cycle
network
5.Cycle Centres create media opportunities
for promotion of cycling
6.City travel plan officers from both
Manchester and Salford are able to
promote to businesse s as alternative to
non-existent parking withi n premises
3.Road network in general not perceived
as safe for cycling (opinion of pro-cycling
ex Manchester University student who
was knocked from his bike on more than
one occasion)
4.Cost s of structures required for wide
range of services may be prohibitive
Opportunities
Threats
1.Existing low levels of cycling has
enormous potential for increase
1.Location is critical and key to success
2.Willing partners (esp. educational) create
complimentary opportunities
3.Social enterprise schemes serve as good
model (albeit on a small scale)
2.Poor level of take -up could
undermine/discredit project (and
investment in cycling)
4.External players prepared to start up own
operations
3.Students present during September to
May – not the best months for cycling in
terms of weather; poor weather
perceived as incentive for not cycling by
students
5.Very high student population could be
major users
4.Cheap regular bus services may create a
more attractive option to cyclin g
6.Use of S 106 agreements to create
funding for more sites / operational costs
5.Sites will be constrained by space
availability – may not be in best locations
7.‘selling’ space to employers could
provide revenue stream whether used or
not
8.Successful outcomes would serve as an
example to other towns and cities an d
meet councils’ su stainability transport
objectives
9.The lack of secure cycle parking is
viewed as a constraint by potential users
(opinion of ex student)
6.Site may be constrained in size and may
not be able to provide the desired range
of functions
7.Recent developments required to provide
secure cycle parking as conditions of
approval – reducing demand
8.Ability to raise revenue from ancillary
activities may be limited
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8.
Comment – other projects
Within the area
Whilst the scale of the operation is small, the operation run at the Angel
Centre (see Appendix A) provides an excellent model for what a cycle centre
might deliver. There is space to park bikes within a secure area (albeit not
covered). Cycle repair facilities are on hand and an excellent café is on site.
The social enterprise scheme which runs the centre has strong links with the
local community and works in partnership with the likes of the young offenders
programme for the supply of re-cycle bicycles. It also provides the attractive
opportunity to park one’s car and then hire a cycle to complete the trip to the
city centre.
Two other potential schemes are in the planning stage, one wholly
commercial and the other a social enterprise operation. Both look to provide
parking as a way of meeting both the needs of employers to provide cycle
parking for their employees and the desire of those employees to keep fit by
cycling to work as an alternative to membership of a gym.
The social enterprise scheme appears to have found a willing host for the
cycle station and the operator looks to have access to adequate funding. Each
will be different if the range of services provided but it is suggested that they
are equally deserving of support. Is not suggested that this should necessarily
take the form of funding (that is up to the authorities concerned) but through
the travel plan activities of the cities taking advantage of the existence of the
projects to encourage more employers to help their employees cycle to work.
Another project apparently worthy of support is a scheme to provide cycle hire
to students. At present it is understood that the scale is modest (compared
with the number of students across the city) with just 50 bikes to be available
by Christmas 2009. This scheme is described by the brief as follows:
“The bike project aims to reduce, reuse and recycle the bikes ab andoned on
and around the university and its respective campuses. The b ikes will b e
stripped cleaned and reb uilt with the student action b randing. All the b ike work
will take place on the north campus due to space constraints and the fact that
the engineering buildings are located there. The b ikes will then b e used for a
variety of projects. The first and foremost of which will be the estab lishment of
a southern campus b icycle pool. The b ike pool will be made up of the
refurb ished b ikes, which will be rented at a low cost to students, from this cost
maintenance will be done on the b ikes for the duration of the rental. The bikes
will also b e used to teach b asic and more advanced forms of bicycle
maintenance to any rental customer who needs work done to their b ike. The
workshops will also be open to any other b ike user who would like to attend. A
price will b e placed on all work done on non-rental b ikes b y volunteers; this
price will not b e levied if the person works on their own b ike.
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Cycling skills will be taught to new riders using the rental b ikes; this will again
be open to all comers, priority given to rental users. Cycle rides will be lead if
the demand is found to b e there. The setup cost of this project will be
necessarily much greater than the later running cost. To this end a variety of
funding applications have b een made and a size restriction for first year is
being considered. The project has the ability to grow massively each year,
and only the funding and enthusiasm of the volunteers should limit it.”
A similar scheme has been set up at Leeds University. The bicycle hire
scheme Velocampus Leeds opened on September 16th 2008 and enables
students studying at the University of Leeds and Leeds Metropolitan
University to rent a bicycle, receive free cycle maintenance advice and
training. The scheme is based on the successful 'Velocampus' at Nantes
University in France and is being delivered by the universities in partnership
with Sustrans, Leeds City Council and Leeds Primary Care Trust (Leeds
PCT), funded by the Big Lottery and £20,000 provided by Leeds PCT. The
universities are working closely with the Leeds PCT who along with providing
some of the funding will be monitoring the impact it has on the health of
students in the city over the next four years.
It is understood that Groundwork in Manchester/Salford are also looking at
similar projects to link with social enterprise funding to train young offender
bike maintenance skills. Working with all potential partners (including the
PCT) has the potential to develop such projects into a more cohesive whole.
London Bridge
Another example worthy of note is the London Bridge Cycle Park (London)
which opened in June 2009. This has 400 cycle parking spaces divided
between public and corporate parking areas . Hire bikes, showers and
changing facilities are available on site as is a cycle shop. It is understood that
this project is supported financially by Transport for London.
Costs are as follows:






£1.50 per day (24 hours)
£5 per week (7 days)
£20 per month (calendar month)
£55 per quarter
£200 per year
Corporate packages are also available
Opening hours are:
Monday – Friday
Saturday
Sunday
7.30am – 7.30pm
10.00am – 6.00pm
11.00am – 5.00pm
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Take up appears to be slowly growing with a reported 100 registered users,
25 public users during the day and a similar number overnight. Corporate
users are in the region of 40 – 50 per day. These figures should be used with
caution as they may have increased since they were reported: more details
may be had from the website at:
http://www.onyourbike.com/stylesheet.asp?file=05062009132343
Public access from the reception area is via
a turnstile
A variety of racks are used within both
public and corporate areas with ‘Sheffield’
stands available for the benefit of those
unable/unwilling to lift their cycles
Overseas
Examples of Cycle Centre projects that have either been successful or failed
can be found in the report prepared for Leicester City Council referred to at
the beginning of this report. One further example exists that may be worthy of
consideration as it would both make the most of partner involvement and
create a quick ‘cycling culture’ on the streets of Manchester and Salford; this
is the “StudentENmobiliteit” (Student Mobility) example of the city of Ghent in
Belgium.
Student Mobility is a not-for-profit organisation formed through a partnership
between the city, the universities and other further education colleges. This
programme recognises that often when a student arrives in the city for the first
time they bring with them a good quality cycle which is soon stolen. In
response they aim to persuade students to leave their good cycles behind and
hire one from Student Mobility. It is claimed that it runs for a fraction of the
costs of the Paris hire system although it is not directly comparable. It started
with just 200 cycles in 2002 and now boasts several thousands.
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Of particular interest is the range of facilities it offers in addition to cycle hire.
Secure parking, both long and short term is available, together with repairs,
accessories and even ‘bike wash’. A dedicated website which lists everything
available, including a users’ forum may be found at
http://www.studentenmobiliteit.be/eng/index.htm .
The cycles are painted yellow and are a common site on the streets of Ghent
(It is understood that the cycles are bought in direct from China and assembled by
the project’s own workforce – often on young offender’s programmes. The rear
racks appear to have become more robust over time, possibly due to the practice
of giving other students a lift.)
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Temporary free guarded cycle is provided when necessary (attendant’s hut out of shot).
Taking space from motorists does not seem to be an issue.
Ghent’s aspirations include the creation of parking for 10,000 cycles
‘Turn Key’ parking systems
It is known that one manufacturer of electronically controlled cycle parking
offers a ‘turn key’ solution i.e. the manufacturer provides and erects a secure
fully fitted compound ready for immediate use (subject to the provision of a
suitable base and electricity supply by others. This occupies a space roughly
59m 2 and may be suitable for some of the sites identified within the Regional
centre. On the assumption that such a compound could be readily
disassembled and relocated elsewhere this kind of operation could form the
basis of trial sites, including at the universities. In the case of the latter it may
well be that students choose to store their cycles when they are not using
them but so long as they pay for the service this is not seen as a problem (and
may justify additional parking for more frequent use).
Footnote: other useful information may be found on the Cycling England
website at: http://www.dft.gov.uk/cyclingengland including a report on the
travel plan of Simon de Montfort University in Leicester
http://www.dft.gov.uk/cyclingengland/site/wpcontent/uploads/2009/01/de_montfort_uni_travel_plan.pdf
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Appendix A: Potential Sites
Location Plan (Adair Street not considered directly as part of this project)
20 of 38
1. Piccadilly Station: Site 1 – station approach
Potential services
Secure
parking

Cycle
shop/repairs

Showers

Drying
facilities

Lockers

Cafe

Car parking

(included to
show
potential for
park and
cycle)
CCTV
?
Comments
Disused shop – availability not guaranteed for longer term unless lease taken up
Will have all necessary services water, electricity, foul drainage etc
Showers unlikely to be attractive part of bike and rail combination (all 4 sites)
Café unlikely to compete with station facilities except possibly for cyclists
Likely to have sufficient space for secure parking combined with cycle shop and cycle hire
Well linked to main routes but considerably more than 20m from destination
No evidence of fly parking i.e. no evidence of suppressed demand
21 of 38
2. Piccadilly Station: Site 2 – outside station
entrance
Potential services
Secure
parking

Cycle
shop/repairs
?
Showers

Drying
facilities

Lockers

Cafe

Car parking

(included to
show potential
for park and
cycle)
CCTV

Comments
Evidence of un-met demand – cycles attached to railings but only a total of 23 cycles parked
(note: site visited during school holidays)
Space available for sizeable building but there may be public realm issues regarding scale
and nature of structure. Also, it appears that a road (Store Street) passe s beneath part of
site. Suitable glass-type structure may be acceptable (in style of bus shelter)
Electricity likely to be available but presence of access chambers indicates services may
create constraints
A cycle shop would need toilet and washing facilities for operatives but these may be
available in the station
Well linked to road network via station access road which has cycle lanes and traffic limited
to bus services.
Very frequent bus services (free to city centre) may be more attractive than cycling for
onward trips
Understood that one train operating company bidding for franchise has plans to provide
cycle hire services
22 of 38
3. Piccadilly Station: Site 3 – Fa irfield Street
Potential services
Secure
parking

Cycle
shop/repairs

Showers

Drying
facilities

Lockers

Cafe

Car parking

Piccadilly Station (Picture: Mark Stevenson)
(included to
show potential
for park and
cycle)
Chelmsford Stati on
CCTV

Comments
More than 20m from station entrance but potential for secure parking
Electricity available already
Presumption against the presence of water supply and foul water disposal so assumed that
site only suitable for secure parking (recommended that railings and gates are raised or
suitable deterrents provided to prevent stolen bikes being passed over the top).
Examples of use already exist in Manchester (Altrincham Street – student swipe card
controlled) and Chelmsford (gates closed and locked 09:00 – 16:00)
Only 11 bicycles parked (on railings at station entrance) at time of visit (during school
holidays) may give indication of low demand but also may be indicative of potential for
increases if secure parking provided
23 of 38
4. Piccadilly Station: Site 4 - Fairfield
Street/London Road access level
Potential services
Secure
parking

Cycle
shop/repairs

Showers

Drying
facilities

Lockers

Cafe

Car parking

(included to
show potential
for park and
cycle)
London Road access to right
CCTV

Comments
Space available for secure parking
Electricity available
Potential constraints include access to ATMs (two – behind grey doors in pictures above)
and emergency access routes
24 of 38
5. Aquatic centre & Higher Education Precinct
Potential services
Secure
parking

Cycle
shop/repairs

Showers

Drying
facilities

Lockers

Cafe

Car parking

(included to
show potential
for park and
cycle)
CCTV

Comments
University of Manchester provides secure covered cycle parking for staff and post graduate
students only (travel plan measures, including this parking, have increased cycling levels
from 4% to 8.4%).
Students union investigating potential for cycle hire using re-cycled bikes
Students are catered for by Sheffield stands with no covering – spacious grounds provide
potential for more secure parking compounds
The college buildings present opportunities for showers etc
If sufficient students took up cycling then there would possibly be demand for a cycle shop
The adjacent Aquatics Centre Car park provides potential for ground level secure parking
but it is unlikely that water supplies and foul water disposal facilities will be available
25 of 38
6. Aquatic Centre
Potential services
Secure
parking

Cycle
shop/repairs

Showers

Drying
facilities

Lockers

Cafe

Car parking

(included to
show potential
for park and
cycle)
CCTV

Comments
This site is one of three which is described as being on a regular circuit for thieves “they look
for the best bike with the cheapest lock”: Secure cycle parking is therefore essential even
without the proposed cycle centres.
Space exists to the rear of the adjacent building although it will be necessary to avoid
emergency access route from the building.
Electricity is probably available for secure parking operation with most other facilities such as
showers and changing rooms available in the Aquatic Centre (subject to formal agreement
and opening hours)
Improvements to Oxford road to make it available to buses and cyclists only (includes
pedestrians) means that it will be on an important route
26 of 38
7. Sugden Centre/Bicycle Boutique
Potential services
Secure
parking

Cycle
shop/repairs

Showers

Drying
facilities

Lockers

Cafe

Car parking

(included to
show potential
for park and
cycle)
CCTV

Comments
The Bicycle boutique already offers bicycle hire repair and sales
Significant cycle parking within this business would be a challenge in view of access to the
top floor (three storey building)
The adjacent Sugden Centre offers a café and other facilities which could compliment the
cycle business
27 of 38
8. Oxford Road Station
Potential services
Secure
parking

Cycle
shop/repairs

Showers

Drying
facilities

Lockers

Cafe

Car parking

(included to
show potential
for park and
cycle)
CCTV

Comments
Oxford Street station has a number of unattractive (to users) ribbon stands and a limited
amount of space in which to place a secure shelter.
At the northern end of the Station approach (i.e. furthest from the station entrance) are a
number of Sheffield stands which appear to be more popular than the ribbon type. It is not
clear, however, whether this popularity stems from the nature of the stands or their location
close to shops and other attractions.
This local commuting station is not considered to be so important as a location for additional
parking as the train operating company has a policy of carrying bicycles on its trains
28 of 38
9. Town Hall extension (future refurbishment)
(Picture: Mar k Stevenson)
Potential services
Secure
parking

Cycle
shop/repairs

Showers

Drying
facilities

Lockers

Cafe

Car parking

(included to
show potential
for park and
cycle)
CCTV
Comments
The total refurbishment of the town hall building over a four year period creates the
opportunity to create cycle facilities wholly under the control of the City Council. Staff
currently enjoy cycle parking in the basement
Natural synergies with other council activities e.g. tourist information
The town hall is adjacent to a cycle route that is denied other traffic
29 of 38

10. Kennedy Street
Potential services
Secure
parking

Cycle
shop/repairs

Showers

Drying
facilities

Lockers

Cafe

Car parking

(included to
show potential
for park and
cycle)
CCTV

Comments
The provision of a cycle station within one of the buildings within the business section of the
city centre has the potential to provide an area-wide facility for commuters.
An individual is already in the process of developing such a project
30 of 38
11. Piccadilly Gardens
Potential services
Secure
parking

Cycle
shop/repairs

Showers

Drying
facilities

Lockers

Cafe

Car parking

(included to
show potential
for park and
cycle)
CCTV

Comments
Important interchange point (bus and tram)
Space limited as the majority of central area has already been developed – this will constrain
activities
Café unlikely to be able to compete with existing enterprises
Existing cycle parking well used but not clear whether for short or long term use (the latter
more likely to be attracted to a Cycle Centre
31 of 38
12. Chorlton Street Bus Station (rear of)
Potential services
Secure
parking

Cycle
shop/repairs

Showers

Drying
facilities

Lockers

Cafe

Car parking

(included to
show potential
for park and
cycle)
CCTV

Comments
Important interchange point
Cycle parking at the front of the building well used but not clear whether by travelers or by
staff
Partnership between City Council and car park operators creates opportunities for cycle
parking within exiting car parking spaces
Remote from Piccadilly Gardens (in terms of distance cyclists will walk to their destination)
32 of 38
13. Salford Qua ys (Pie Factory/Media City)
Potential services
Secure
parking

Cycle
shop/repairs

Showers

Drying
facilities

Lockers

Cafe

Car parking

(included to
show potential
for park and
cycle)
CCTV

Comments
Proposal by individual as social enterprise scheme removes liability from local authority
Although further than desirable from nearby employment centres, the weight of potential
demand likely to make cycl e centre viable
Cycle routes to area being provided by Salford City Council
33 of 38
14. Angel Centre
Potential services
Secure
parking

Cycle
shop/repairs

Showers

Drying
facilities

Lockers

Cafe

Car parking

(included to
show potential
for park and
cycle)
CCTV
Comments
Run as a social enterprise project
Re-cycled bikes made road-worthy by young offenders programme
Bikes hired to the local community and students
Bike hire small scale – only 10 bikes
Café available on site
Existing practice of park and cycle (on hired bicycle)
Area to be subject of redevelopment and cycle improvements to Chapel Street (A6)
Well connected to cycle network but not a destination in itself
34 of 38

15. Salford Central Station
Potential services
Secure
parking

Cycle
shop/repairs

Showers

Drying
facilities

Lockers

Cafe

Car parking

(included to
show potential
for park and
cycle)
CCTV
Comments
Station booking hall offers space for cycle parking
Archways to rear offer space for additional activities
Archways some distance from station access
No fly-parked bikes seen
35 of 38

16. Victoria Station
Potential services
Secure
parking

Cycle
shop/repairs

Showers

Drying
facilities

Lockers

Cafe

Car parking

(included to
show potential
for park and
cycle)
CCTV

Comments
Sheffield Racks next to station entrance unused
Cycle parking within station building used but not full
Redevelopment of building creates opportunities for cycle centre – part of station building at
corner of Station Approach and Long Millgate currently unused (Green Door above)
No fly-parked bikes seen
36 of 38
17. Salford University
Potential services
Secure
parking

Cycle
shop/repairs

Showers

Drying
facilities

Lockers

Cafe

Car parking

(included to
show potential
for park and
cycle)
CCTV

Comments
University is committed to supporting the needs of cyclists – it now wishes to find suitable
locations within the campus to site cycle parking and exploit u nderused shower facilities
Universal smart card already allows access to designated areas within the campus and
could easily provide secure access to cycle parking and ancillary services
Picture above shows spacious potential parking area in the ‘Well Car Park’ – green door to
right of picture leads into the building and gives immediate access to showers
Existing cyclists have resisted past cycle parking proposals because they were not ideally
situated. Potential users have yet to be consulted.
37 of 38
18. Deansgate Station
Potential services
Secure
parking

Cycle
shop/repairs

Showers

Drying
facilities

Lockers

Cafe
?
Car parking

(included to
show potential
for park and
cycle)
CCTV

Comments
Area under Archway provides opportunities for the erection of suitable structure to provide
Cycle Station (presumably subject to Network Rail agreement.
Limited use made of existing parking (Sheffield stands)
38 of 38

Cycle Centre Proposals - Manchester City Council

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