Bike Share - National Association of City Transportation Officials

Transcription

Bike Share
Station Siting Guide
The NACTO Bike Share Station Siting Guide provides high-level
guidance on physical bike share station siting types and
principles. Selecting good individual station locations while
maintaining walkable distances between stations throughout
the system can maximize ridership and increase safety.
The NACTO Bike Share Siting Guide is part of a collection of
resources created in collaboration with the Better Bike Share
Partnership (www.betterbikeshare.org). It is made possible with
a grant from The JPB Foundation to further the conversation
around equity in bike share.
1.0
1.1 1.2 1.3
1.4
Introduction
How to Use This Guide
General Principles
Bike Share Stations in Context
General Configurations
2.0
2.1 2.2
2.3
Station Typologies
Stations in the Street
Stations on the Sidewalk
Stations in Open Spaces
3.0
3.1
3.2
3.3
3.4
Materials and Design Elements
Street Treatments
Surfaces
Utility and Loading Access
Wayfinding and Sponsor/Ad Panels
4.0 Technical drawings
2 B I K E S H A R E S TAT I O N S I T I N G
CHAPTER
1.0
Introduction
B I K E S H A R E S TAT I O N S I T I N G 3
CHAPTER
Bike share stations enhance painted
bulb outs which increase pedestrian
safety. Austin B-Cycle. Austin, TX
Photo: Austin Transportation Department
INTRODUCTION
1.1
About This Guide
As bike share systems continue to grow and expand
throughout North America, station siting is a critical issue
for cities and operators. While each city experiences its own
challenges and opportunities, a careful look across cities
can offer valuable lessons for station siting, opening up new
location types for placement and contributing to citywide
traffic safety enhancements.
In some places, necessary station densification will require practitioners to look beyond the “low hanging fruit” for station locations.
In other cities, expansion into residential neighborhoods will require
additional consideration of a wider range of station locations.
Bike share stations can define center
medians and create pedestrian
refuges on overly-wide streets. Citi
Bike. New York, NY
NACTO’s Bike Share Station Siting Guide highlights best practices in
station siting from around the United States and provides guidance
on bike share station typologies and principles. It offers examples
of a variety of siting types, providing photos and technical drawings
to show how bike share stations can be situated in the streetscape.
In addition, the Guide offers examples of street treatments that are
commonly used to demarcate and protect on-street stations and
provides guidance for surfaces, wayfinding and ad/sponsor panels,
and siting around utilities. The Guide is a valuable resource for
Photo: NACTO
INTRODUCTION
planners and operators alike who are striving to create successful,
sustainable bike share systems.
The NACTO Bike Share Station Siting Guide was developed in
response to frequent requests from cities for siting guidance and
for examples of stations in various configurations. It was created
in collaboration with bike share experts, system operators, and
planners from a variety of North American cities. It focuses on
modular bike share stations typically used in the United States and
Canada and is intended for practitioners involved in site selection
for bike share stations. The examples and recommendations
are intended to empower practitioners by providing real-world
examples that can expand options for station siting. In addition,
these examples can be used to guide discussions around certain
location types and to help maximize the usefulness of each station
for riders.
Decisions about station density and strategies for community
engagement play key roles in determining not only where bike
share stations can go but whether a bike share system will succeed
or fail overall. Extensive research by NACTO and others shows that
ensuring that bike share stations are placed within an easy, 3-5
minute walking distance of one another throughout a contiguous
program area is paramount to successful, sustainable, equitable
bike share. Meaningful participation by residents, community and
civic groups, businesses, and elected officials plays a significant
role in the public acceptance of a bike share program. This Guide
supports these efforts by providing practitioners with real-world
examples of a wide range of possible locations, enabling practitioners to more easily respond to community desires while maintaining
effective network design. The Guide is a robust station siting toolkit
that can be used by practitioners in cities of all scales to introduce
bike share stations into the streetscape while advancing larger
transportation goals of safety and increasing cycling.
STATION T YPOLOGIES COVERED IN THIS GUIDE:
• Curbside
• Curbside flipped
• In the median
• Stations offset/In floating
parking lanes
Stations in Open Spaces
• Parks
• Plazas
• Parking lots
INTRODUCTION
1.2
General Principles
Every city has its own conditions, culture, and constraints. In
some places, bike share stations can be comfortably placed on
sidewalks; in others, stations are better suited to placement in
the street.
Decisions about station placement take into account technical
criteria—such as sidewalk widths, pedestrian volumes, location of
fire hydrants, bus stops, and utilities—as well as political considerations and community desires. Guidelines for siting bike share
stations that apply in all cities and all contexts are often difficult to
construct.
However, some station placement principles are universal. In
particular, easy access and good visibility are paramount to
success. No one wants to use a bike share station in a poorly-lit
location or where they feel personally unsafe. Potential riders may
be discouraged if stations are hard to find or hidden behind walls,
buildings, or trees. Similarly, it may be difficult to attract and retain
sponsors and advertisers if stations are hard to see.
Ensuring that stations are accessible
and convenient is essential to a wellfunctioning bike share system. Citi
Bike. New York, NY
Station locations must be operationally feasible—for example,
adequate sun exposure if solar power is used, or close to access
Photo: NYC DOT
INTRODUCTION
points for maintenance and rebalancing vehicles. Locations that
impede pedestrians or create conflicts with other major streetscape
elements—e.g. bus stops, hydrants, loading bays—should also be
avoided. Adherence to these guidelines ensures that bike share
stations are situated in the streetscape in safe and desirable ways
and that stations are easy to find and use.
BIKE SHARE SITING GOAL S
Accessible and Convenient
Stations should be conveniently located and
easy for pedestrians and cyclists to find and
use, at any time, in any season.
Designed for Safety
Stations should be considered as part of
a city’s traffic calming toolkit and located
in areas with relatively high volumes of
pedestrian traffic and good lighting.
Operationally Feasible
Station locations should be easy to reach
and service. They should have adequate
sun exposure, if using solar power, and be
accessible to rebalancing and maintenance
vehicles.
Enhance the Pedestrian Realm
Stations should be placed in ways that
enhance the quality of the surrounding
pedestrian environment.
Part of the Streetscape Hierarchy
Stations share space in a crowded
streetscape. Stations should take
precedence over moveable objects such as
drive rails and standard bike racks. Stations
should not impede major, permanent
streetscape elements such as hydrants, bus/
transit stops, and loading docks. While the
station plate should not cover utility access
points, bikes can overlap utility points.
INTRODUCTION
1.3
Bike Share Stations
in Context
Bike share stations share space
in a complex streetscape. Divvy.
Chicago, Illinois
Photo: Ann Fisher
Bike share stations are the most visible components of a bike
share system. As a result, station placement is one of the
most public and challenging aspects of the bike share planning
process.
Good station placement can attract riders, serve as a permanent
promotion for the system itself, create value for sponsors,
contribute to larger road safety designs, and add activity to the
pedestrian realm. Poor placement can make stations hard to find or
difficult to get to, reduce ridership, interfere with pedestrian, cyclist
or vehicular motion, and can contribute to community complaints.
Bike share exists within the larger frame of a city’s safety and cycling
policies and can play a key role in a city’s traffic safety and sustainability vision. The station siting strategies presented in this Guide
also advance other planning efforts, such as Complete Streets and
Vision Zero-style policies. Like bike lanes, bike share stations can
be tools to improve safety. Smart station placement can be part of
road safety redesigns and help reduce traffic fatalities and injuries
by increasing pedestrian visibility at intersections, narrowing
streets, and providing pedestrian refuge areas. On-street bike
share stations can protect bike lanes and help to define pedestrian
space.
INTRODUCTION
As cities around the country grapple with issues of safety and
income inequality, the role of design cannot be understated.
Low-income people have a disproportionate risk of death or injury
caused by drivers and poor road design.1 At the same time, new
research shows that low-income people and people of color are
the fastest growing cycling populations, more likely to ride bikes
regularly for transportation, and most likely to say that introducing
protected bike lanes would make them ride more.2 Cities can make
their scarce financial resources do double duty by selecting bike
share station sites that make streets safer and increase ridership.
All across the world, data shows that proximity to a network of high
quality bike lanes increases bike ridership. Good bike share station
siting can encourage new cyclists and increase the use of bike
lanes, further justifying municipal investment in growing cycling.
Bike share systems often bring in less experienced riders who will
not ride without high comfort, protected bike lanes. Ensuring that
investments in bike share are matched by investments in high
comfort bike lanes is necessary. Systems that are implemented
or expand without considering where people will ride and the real
and perceived safety of those routes will not succeed. While not
all stations can or should be directly on or adjacent to a bike lane,
planners should ensure that bike share program areas are well
served by a strong bike lane network.
Bike share and transit are complementary modes and bike share
can play an important role in expanding a city’s overall transportation options. In cities with high transit use and bike share, more than
50% of bike share users report frequently linking bike share and
transit trips.3 Placing bike share stations in close, visual proximity
A bike share station forms a clear
border for a painted curb extension
on a busy street. Citi Bike. New
York, NY
Photo: Kate Fillin-Yeh/NACTO
INTRODUCTION
Bike share stations work in tandem
with protected bike lanes to create
a welcoming cycling environment.
GREENbike. Salt Lake City, UT
Photo: GREENbike
to bus and train stops can broaden the reach of transit, solving
some first/last mile problems.
Whether on sidewalks or in the street, bike share stations are
places for people, creating valuable public space and generating
economic activity. In New York, Citi Bike stations have been used to
anchor pedestrian plazas and create new places for people to sit,
mingle, and relax. In Minneapolis and New York City, researchers
have found that having a bike share station nearby increases the
spending and economic activity at stores, especially restaurants.4
A New York survey found that a bike share station in the curb lane,
replacing metered parking, increased total commercial spending
by 52%, due to the increased turnover (one parking space can
accommodate approximately ten bikes) and the fact that people
walking or biking spend more money at local businesses than
drivers.5
As bike share systems continue to proliferate and expand, good
station siting and network planning is essential. System expansion
and densification offer opportunities to push forward with initiatives
to increase road safety and create more livable, vibrant urban
spaces. Similarly, there is room in Vision Zero-style and Complete
Streets policies and transit and economic development projects to
move forward with bold bike share expansions. For cities to reap
the benefits of these symbiotic policies and projects, they must
grapple with the physical reality of bike share stations in the street
and on the sidewalk. It all comes down to where the rubber (bike
tire) meets the road.
INTRODUCTION
1.4
Basic Station
Configurations
A Capital Bikeshare station protects
a bike lane. Arlington, VA
Photo: Paul DeMaio
In contrast to their European and Asian counterparts, North
American cities have largely opted for modular bike share
equipment that can typically be deployed without trenching,
excavation, or other preparatory work. Most modular bike share
systems are solar powered, although some systems offer options
to wire individual stations into the existing electrical grid. Solar,
modular systems allow for faster station installation, lower installation costs, greater ability to adjust station designs and sizes
after deployment, and the ability to move stations, if necessary,
to accommodate changing conditions such as construction or
extreme weather. At the same time, solar power often puts limits
on power availability and can limit station configuration options as
all the docks in the station must be connected at surface level.
In the past two years, hub-based bike share systems and systems
with “dumb” docks (where the docks do not require electrical
power) have been introduced in some U.S. cities. These systems
may make it harder for users to intuitively know where to find a bike
but have significantly lower capital costs. Because electricity is not
a concern, systems that use dumb docks have greater station configuration options. However, the same basic planning principles—
selecting locations that are convenient, easily accessible, feel safe,
fit into the pedestrian context, and are operationally feasible—still
apply.
INTRODUCTION
How much room do you need?
A 15 dock example *
Bike share stations can be configured
to fit in a variety of spaces. For
example, a station that uses angled
docks is only 4.5’ wide, ideal for narrow
sidewalks. However, the angled
plate configuration requires more
length for the same number of docks
than a standard plate. In contrast, a
back-to-back station layout requires
significantly more width – 13’ wide –
but almost half as much length.
Angled Dock (45 degrees)
4.5'
52.5'
Standard
6'
Standard
6’ x 40’
40'
* Approximate measurements for systems
using B-Cycle and Motivate systems.
Double-sided
10'
28'
Back-to-back
13'
20'
Curved or Angled
Variable
Variable
Right Angle
Variable
Variable
INTRODUCTION
EX AMPLES
Standard
The most common station
configuration. Ideal for linear spaces
like streets and sidewalks.
Capital Bikeshare. Washington, DC
Angled Docks
A good option on narrow sidewalks or
where there is limited width.
Double-sided
Opposite facing docks on the same
plate. Good for wider spaces.
Indego. Philadelphia, PA
Photo: City of Philadelphia
Photo: Ilana Wurman
Curved or Angled
Allows stations to fit into non-linear
spaces or wrap around corners and
objects.
Right Angle
Allows stations to fit into non-linear
spaces or wrap around corners and
objects.
B-Cycle. McAllen, TX
Photo: B-Cycle
Photo: B-Cycle
Photo: Mario Durán Ortiz
Back-to-back
Double-wide or standard plates placed
back-to-back. Good for wider spaces.
Photo: Eric Gilliland
2 .0 S TAT I O N T Y P O L O G I E S
2.0
Station
Typologies
A bike share station defines the edge
of a pedestrian plaza. Citi Bike. New
York, NY
Photo: Stephen Mallon, with permission
from NYC DOT
2.1
In this Section
• Stations Next to the Curb
• Stations Next to the Curb: Flipped
• Stations in the Median
• Stations Offset/In Floating
Parking Lanes
• Case Study:
Bike Share Protected Bike Lanes,
Austin, TX
A bike share station protects a bike
lane. Citi Bike. New York, NY
Placing stations in the roadbed, at the same level as vehicle traffic,
is a common siting choice. On-street stations are most frequently
used where sidewalks are narrow or pedestrian space is at a
premium. Much like linear “parklets” or bike parking corrals, bike
share stations are routinely placed in standard (8’ or 9’) parking
lanes, in offset/floating parking lanes, and in painted and concrete
medians.
As a general rule, an on-street bike share station can be placed
anywhere where parked cars would go. The typical bike share
station—with bikes at a 90 degree angle—is narrower than a parked
car; riders pull bikes out into the “door zone” just as a driver would
open a car door. Street stations can also be “flipped” so that the
bikes pull out toward the sidewalk, provided that there is sufficient
room (more than 3’) to pull bikes out of the dock without hitting the
curb. The “flipped” configuration is ideal in places where planners
look to take additional width out of the roadway to calm traffic and
increase safety.
Smart, creative station placement allows on-street stations
to play a role in larger traffic calming and street safety efforts.
Stations placed in parking lanes provide opportunities to also
Photo: NYC DOT
introduce additional traditional bike parking or create parklets and
seating. Stations that are placed in painted or striped medians
help to clearly demarcate the space as off-limits to cars and create
additional pedestrian refuges. Stations placed in offset/floating
parking lanes create a permanent barrier between bike lanes and
vehicular moving lanes, creating high-comfort bike areas that are
particularly valuable for newer riders.
Because they have a lower physical profile than parked cars, bike
share stations can also serve as part of a city’s strategy to enhance
visibility and pedestrian safety at crosswalks and intersections. In
New York, bike share stations are approved as a form of intersection “daylighting” to increase visibility of and by pedestrians who
are about to enter the crosswalk. In systems that use free standing
map panels, designers should pay extra attention to maintain
sightlines, especially at intersections.
Most cities avoid placing on-street bike share stations on streets
with excessively high traffic volumes but this standard varies from
city to city depending on a variety of other conditions including
presence/absence of bike lanes and surrounding land uses. Service
entrances and loading bays can be accommodated by adding blank
plates (standard plates without docks attached) to create passthrough gaps in stations. Since stations are porous, people can
walk between docks—even large stations do not impede sidewalk
access.
A street station in Seattle. Pronto.
Seattle, WA
Photo: Alex Engel/NACTO
CASE STUDY
Bike Share Protected Bike Lanes, Austin, TX
Bike share station placement can augment bike lane design in powerful ways and can encourage
people to ride. As seen here in Austin, “bike share protected bike lanes” use the bike share station itself
to build safer bike lanes. The station forms a physical barrier between the bike lane and moving traffic
lanes and provides a safe place for people to begin and end their bike share trips. Such buffer space is
particularly important for less experienced riders.
The “bike share protected bike lane” design helps strengthen the link between bike share and the city’s
bike network. In Austin, planners report that people have become “very conscious” of the bike lane and
are less likely to walk in it since the B-Cycle station was added to the design.6 In New York, planners
found less resistance to stations placed adjacent to bike lanes because the public assumed that bike
share users would want to use the bike lanes and thus placing a station nearby was a good use of
public land.
In addition to Austin, “bike share protected bike lanes” are found in New York City as part of the Citi Bike
system and Arlington, VA as part of Capital Bikeshare.
Austin B-Cycle. Austin, TX
GENERAL CONSIDERATIONS
On-street bike share stations can
be placed anywhere where parked
cars would go. Standard station
plates (i.e. not angled) can be used
in parking lanes that are 8’ wide or
greater.
On-street stations can be key
features in larger traffic calming
projects and can be placed in
medians and floating parking lanes
to demarcate and protect pedestrian
and cyclist space.
Most cities allow on-street bike
share stations in no parking and no
standing zones (“red zones”) when
they do not conflict with moving
travel lanes or pose other, locationspecific issues.
Wheelstops, stone blocks, flexible
delineators, and/or painted buffers
are all commonly used to protect
on-street stations from moving
vehicles. Stone blocks or planters
can replace wheelstops on cobble
surfaces or other places where
wheelstops cannot be installed.
Because the stations have a lower
profile than parked cars, stations
do not create sight obstructions.
They can be used at intersections
to increase pedestrian visibility and
safety. Extra care should be used in
systems that feature map panels.
Typically, the payment kiosk should
be oriented to face the curb so that
users can access the kiosk from the
sidewalk.
Bay Area Bike Share.
San Francisco, CA
Photo: David Weinzimmer
On-street stations can create space
for other amenities such as private
bike parking and seating.
Station plates should not cover
utility access points. However, the
bikes can sit on utility points and
drainage covers. Bridging and blank
plates can create gaps to provide
pedestrian access, accommodate
loading or avoid obstructions and
utilities (see Materials and Design
Elements).
When using angled station plates,
the station should be angled so
that riders back the bike out into
the travel lane and are facing in the
direction of traffic (similar to frontin-angle-parking for cars).
STREET
CROSSWALK
1'-3'
PARKING LANE
3'
8'-9'
2'-3'
BIKE SHARE STATION
6"-8"
5'-15'
SIDEWALK
T YPICAL CLEARANCES
Street Placement
Standard bike share stations can
be placed in parking lanes that are
8’ wide or greater. Angled station
plates can be used if the parking
lane width is less than 8’.
Planners typically leave small
clearances (2’-3’) between
the station and curb cuts and
crosswalks.
Docking
People need room to pull bikes
out of the station—typically 1'-3’
from the back of the bike to the
curb or extent of the station area.
Stations where bikes are pulled
out toward a raised curb typically
need more clearance (at least
3') than stations where bikes are
pulled out toward the street.
Fire Hydrants
Clearances for fire hydrants vary
from city to city. They typically
range from 5’-15’.
Drainage
Operators often request about
6”-8” behind curbside stations to
allow for drainage.
Wheel Stops
Wheel stops or blocks are
generally placed 3’ from the end
of the station. A wheel stop need
not be installed on the side of a
station adjacent to a non-parked
area. Wheelstops should be
used in conjunction with vertical
delineators to increase visibility.
B I K E S H A R E S TAT I O N S I T I N G 2 1
3
2
4
1
STATIONS NEXT TO THE CURB
1
Station fits within the existing
parking lane.
Bikes can be pulled out away
from the curb (in the “door zone”)
or pulled out toward the curb provided
there is sufficient space – typically a
minimum of 3’ from the back of the
bike to the curb or extent of the station
area.
2
2 2 B I K E S H A R E S TAT I O N S I T I N G
Station creates opportunities for
other amenities such as private
bike parking and seating.
3
Wheelstops, blocks, flexible
delineators, and painted buffers
can be used to protect the station from
moving vehicles.
4
2
1
3
STATIONS NEXT TO THE CURB:
FLIPPED
Station fits in a wide parking
lane (typically greater than 10’).
Planners should leave at least 3’ of
clearance between the back tire and
the curb to allow riders to dock and
undock bikes.
1
moving vehicles.
3
Citi Bike. New York, NY
The station area can be used to
fill excess road space or narrow
vehicular moving lanes as a road safety
or traffic calming measure.
2
3
2
1
STATIONS IN THE MEDIAN
1
Crosswalks connect the station
area to the sidewalk.
Station creates new pedestrian
space and narrows overall road
width to reduce speeding.
2
Blocks, flexible delineators, and
paint can be used to protect the
station from moving vehicles.
3
Photo: Ted Graves/NACTO
2
3
4
1
STATIONS OFFSET/IN FLOATING
PARKING L ANES
1
Citi Bike. New York City, NY
Station fits within the existing
parking lane.
Station demarcates and protects
the bike lane and creates a highcomfort zone for starting and ending
bike trips.
2
3
Bikes should be pulled out toward
the curb.
moving vehicles.
4
2.2
Stations on the
Sidewalk
In this Section
• Case Study:
Bike Share Bulb Out, Bethesda, MD
Charlotte B-Cycle. Charlotte, NC
Photo: Charlotte B-Cycle
Sidewalks are another common location for bike share stations.
Sidewalk placement is often chosen where road space is
unavailable, where high traffic volumes make on-street locations
untenable, or where there is resistance to removing parking. Stations
can only be placed on the sidewalk in places where the sidewalk is
wide enough to accommodate a station without impacting people
walking. Most cities require a minimum of 6’ clear from the back of
a docked bike in order to provide room for pedestrians and meet
ADA requirements. Cities may opt for larger clearances depending
on pedestrian volumes.
Depending on sidewalk width, a variety of configurations are
possible for sidewalk stations. Stations can be placed along
the curb, back up against a building face or property line, or sit
elsewhere on the sidewalk. Stations placed at the curb next to
curbside parking should be offset slightly to accommodate people
getting out of cars. Back-to-back stations can easily be installed on
particularly wide sidewalks, minimizing the overall station length.
Angled stations can reduce station width—maximizing pedestrian
clearpath—but require additional length.
Unless there is ample sidewalk width, stations should not be placed
directly in front of the main entrance to high-volume buildings to
avoid conflicts with people walking. Similarly, system operators
caution against configurations where operations crews can only
reach bikes via the sidewalk as they can be difficult to rebalance or
service if the pedestrian volumes are high.
An 18" setback from the curb allows
people to open their car doors next
to the station. Divvy. Chicago, IL
Photo: Steve Vance
Bike share and conventional transit are complementary modes,
thus planners should make every effort to site bike share stations
near transit stops. However, since transit stops are likely to have
heavier than average pedestrian volumes, planners should pay
extra attention to ensure that stations are placed in ways that do
not impede pedestrian access to bus or transit stops. Many cities
have addressed this issue by increasing the number of stations at
high volume transit stops or at regional rail stations. In New York,
for example, system planners tried to place Citi Bike stations at all
the exits to major subway stations such as Union Square.
Planners ensure that sufficient
sidewalk space remains for people
walking. Divvy. Chicago, IL
Photo: Esther Dyson
CASE STUDY
Bike Share Bulb Out, Bethesda, MD
In places with narrow sidewalks and significant limits on taking street space, some cities have poured
concrete or used other materials to expand sidewalk widths to accommodate bike share stations.
Planners can take advantage of this commitment of resources to make streets and intersections safer.
In Bethesda, MD, planners built a concrete bulb-out for a bike share station. The bulb-out makes the
intersection safer by proving a shorter, safer crossing distance for pedestrians while also creating a
place for the bike share station. Rather than fully reconstruct the street and subterranean drainage
systems, a costly proposition, the bulb-out is separated from the existing curb by a surface level
drainage channel which is covered by metal plates. The station partially overlaps these plates and the
City reports no issues with debris in the drainage channel or maintenance access.7
A bike share station on a bulb out.
Capital Bikeshare. Bethesda, MD
Photo: Google
Sidewalk stations should not
impede pedestrian flow. Keeping
stations in the same line as street
furniture and other sidewalk
features may help to maintain a
pedestrian clear path.
The payment kiosk should be
oriented so that users can access
the kiosk while standing on the
sidewalk.
Planners may want to consider
adding other amenities such as
private bike parking and seating into
sidewalk station plans.
utility access points, but the
loading, or avoid obstructions and
Elements).
Other streetscape features, such
as traditional bike racks, can be
moved to accommodate bike share
stations. However, bike racks should
always be relocated nearby, rather
than eliminated, so that they will
continue to serve the location.
Capital Bikeshare. Arlington, VA
Photo: Mobility Lab
STREET
CROSSWALK
PARKING LANE
18"
5'-15'
BIKE SHARE STATION
2'-3'
SIDEWALK
Minimum 6'
T YPICAL CLEARANCES
Sidewalk Placement
Most cities require a minimum of
6’ clear from the back of a docked
bike in order to provide room
for pedestrians and meet ADA
requirements.
Planners typically leave small
clearances (2’-3’) between
the station and curb cuts and
crosswalks.
Vehicle Clearance
If vehicle parking is allowed
adjacent to a sidewalk station, the
station is typically placed at least
18” off the curb to allow for car
doors to open.
Fire Hydrants
Clearances for fire hydrants vary
from city to city. They typically
range from 5’-15’.
2.3
Open Spaces
In this Section
• Parks
• Plazas
• Parking Lots
• Case Study:
Bike Share Plazas, New York, NY
A bike share station in a newly
created public plaza. Indego.
Philadelphia, PA
Photo: Cara Ferrentino/City of Philadelphia
Open spaces, such as plazas and parks, provide great
opportunities for bike share stations. Stations can
complement or provide access to public spaces, as well as
leverage underutilized space. Similarly, in some cities, surface
area parking lots may also offer good locations for bike share
stations. The non-linear nature of many of these spaces often
encourages unique station configurations.
Parks
Parks offer excellent locations for bike share stations because they
can enliven public space and typically do not use on-street parking
space or valuable pedestrian areas. At the same time, however, park
locations also present unique challenges especially regarding late
night access and ensuring user safety in off-hours. When placing
stations in parks, it is important to consider the type and size of the
park and the intensity of its uses and attractions.
The Divvy system in Chicago offers a number of examples of good
station placements within parks. Divvy stations inside Grant Park
are located immediately adjacent to the main entrances to the park
or next to main attractions such as the Adler Planetarium, the Field
Museum, and Shedd Aquarium. The combination of high-volume
attractions and good station placement make these stations some
of the most used stations in the system. The Shedd Aquarium
station, for example, ranks third in terms of average trips per day.8
In contrast, in parks without large-scale attractions, bike share
stations may be better placed along the periphery where they
can be easily reached by park-goers and non-park-goers alike,
regardless of time of day. For example, in New York City, planners
have not placed stations inside Central Park, Riverside Park, or East
River Park, opting instead to keep stations along the park edges
where they are more visible and accessible at all times of day. Data
collected in Capital Bikeshare’s user survey shows that the overwhelming majority of annual members will not walk more than 3-5
blocks (a little less than a ¼ mile) to get to a bike share station.9
Stations that are isolated inside large parks may go unused, unless
they are placed near to a high-volume attraction such as a museum
or zoo.
A Hubway station on the periphery
of a pocket park. Hubway.
Somerville, MA
Photo: Ted Graves/NACTO
Plazas
Above: Planners closed a slip street
for a bike share station and public art
plaza. Below: Before bike share. Citi
Bike. New York, NY
Photo: Google
Public plazas present excellent opportunities for bike share
stations. Because they are modular, bike share stations can be
configured in a variety of ways, a particular asset in open or unprogrammed plaza spaces. Stations can provide programming for
large open areas and break up underutilized space, including in front
of office buildings and transit stations. Because bike share stations
are activity generators, they can also help bring in additional
customers, especially to cafes and restaurants.10 Designers should
take care to consider pedestrian travel patterns when placing bike
share stations in open spaces. Stations in plazas at sidewalk level
typically do not need additional markers or protection. Stations in
roadbed level plazas are typically protected from moving vehicles
by flexible delineators, planters, blocks, or other street treatments
(see Street Treatment Options).
CASE STUDY
Bike Share Plazas, New York, NY
Bike share stations can provide the impetus to create new pedestrian plazas, repurposing underutilized street space and creating safe places for cyclists and pedestrians alike. In New York, NYC DOT
worked closely with the Grand Central Partnership Business Improvement District to close one block
of Park Avenue just south of Grand Central Terminal and turn it into a bike share station and pedestrian
plaza. The newly formed plaza eliminated a high-conflict turn in a largely pedestrian area and provides
additional public space at the main entrance to Grand Central Terminal. The Pershing Square station
is one of the most heavily used station in the Citi Bike system with over 1,000 trips per day. Similar
bike share plazas were created at the off-angle intersections of streets in Brooklyn and Manhattan,
including Franklin/Varick/West Broadway, Stagg/Union/Hewes and Roebling/N. 4th/Metropolitan.
These bike share plazas increase pedestrian safety by simplifying vehicular turning movements at
those locations and are a part of New York City’s Vision Zero and public space policies.
Bike share station plazas also afford the opportunity for unique kinds of community engagement
including public art and mural projects. As part of NYC DOT’s Asphalt Art Activation program, the Franklin
Street bike share station features a mural painted by a local artist with the assistance of volunteers.
One block of Park Ave was closed to cars to create a bike share plaza at the
entrance to Grand Central Terminal. Citi Bike. New York, NY
Parking Lots
In areas with limited sidewalk space, surface parking lots may offer
good options for bike share stations. Especially in less dense urban
contexts, surface lots often have available space and provide
access to multiple destinations. Similar to plaza locations, the
flexibility of modular bike share equipment makes it relatively easy
to site bike share stations in parking lots. Unlike sidewalk or plaza
space, however, attention must be paid to make sure that cars do
not park or hit station equipment. In San Jose, for example, surface
parking lot locations are specially marked with paint and signage.
Ensuring high station visibility from and providing additional
signage to direct people to the bike share station is also key.
A bike share station in a parking lot.
Bay Area Bike Share. San Jose, CA
Photo: City of San Jose
"Bicycle Parking Only" signage
marks a bike share station. Austin
B-Cycle. Austin, TX
Photo: Don Mason
Stations should not impede
pedestrian flow. Keeping stations in
the same line as street furniture and
other raised amenities may help to
maintain a pedestrian clear path.
Bike share station plazas can be
built into traffic calming projects
and can be used to separate
pedestrian space from moving
traffic.
When selecting locations within
parks, avoid locations that are
isolated, especially in off-peak
hours. Special attention should be
paid to park uses and pedestrian
volumes to ensure that stations will
be used and useable at all times.
utility access points, but the
loading, or avoid obstructions and
Elements).
Attention should be paid to existing
pedestrian desire lines. Stations
should not impede pedestrian flow.
In most cases, plaza stations
should also be marked by flexible
delineators, planters, blocks, or
other street treatments (see Street
Treatment Options).
Divvy. Chicago, IL
Photo: City of Chicago
Designers should pay additional
attention to ensuring that stations
are accessible by operations
vehicles (rebalancing and
maintenance), especially in parks or
places with unpaved paths and free
flowing pedestrian activity.
STREET
SIDEWALK
PARK
BIKE SHARE STATION
Minimum 6'
PARK PATH
T YPICAL CLEARANCES
For stations on park paths, most
cities require a minimum of 6’
clear from the back of a docked
bike in order to provide room
for pedestrians and meet ADA
requirements.
In parking lot locations, if
wheelstops are used, they should
be used in conjunction with
vertical delineators to increase
visibility.
3 .0 M AT E R I A L S A N D D E S I G N E L E M E N T S
3.0
Materials
and Design
Elements
Wheelstops are often used to
protect stations from being hit when
people are parking their cars. Austin
B-Cycle. Austin, TX
3.1
Street Treatment
Options
On-street stations are typically protected from moving
vehicles by a variety of traffic control treatments including
parking regulations, paint and striping, reflective delineators,
wheelstops, and other physical barriers.
These treatments are meant to protect station equipment, keep
drivers from parking in stations or blocking docks, and delineate
the extent of the station area to provide riders with a safe place to
mount and dismount the bikes. Cities often combine treatments
depending on surrounding conditions and constraints.
The
following summarizes the treatments most commonly used
around on-street bike share stations.
Bay Area Bike Share.
San Francisco, CA
Without street treatments, stations
are at risk of being blocked or
damaged by cars. Citi Bike. New
York, NY
FLEXIBLE DELINEATORS
Used to mark the extent of the
station area. Delineators are
typically placed no more than 20’
apart and are retro-reflective.
Planners should make sure to leave
room between the back of the bikes
and the delineators so that riders
have room to mount and dismount.
Most cities use delineators that are
between 28"-48” tall. Removable.
GREENbike. Salt Lake City, UT
Photo: GREENbike
THERMOPL ASTIC STRIPING
AND PAINT
Used to mark the extent of the
station area. Typically a white
bounding box is drawn around the
station, leaving room behind the
back tires of the bike for riders to
mount and dismount. Areas within
the station box can be painted for
aesthetic reasons. Removable.
WHEEL STOPS
Used when there is parking adjacent
to the station to protect the station
from vehicles. Planners typically
leave about 3’ from station to
wheelstop to accommodate vehicle
overhang. Wheelstops should be
used in conjunction with vertical,
flexible delineators to increase
visibility. Wheelstop color varies by
city. Removable.
Divvy. Chicago, IL
Photo: City of Chicago
BLOCKS
Used to protect the station from
moving vehicles. Used on cobble
stone streets or other places where
wheelstops cannot be drilled into
the roadbed. Also used to mark
the extent of median stations or to
prevent vehicles from parking in
station gaps. Can double as seating.
Removable.
PL ANTERS
Used to mark the borders of bike
share plazas, in lieu of wheelstops,
or as part of larger placemaking
efforts. Can be used in places where
wheelstops cannot be drilled into
the roadbed. Also used to mark
the extent of median stations or to
prevent vehicles from parking in
station gaps. Removable.
Hudson Bike Share. Hoboken, NJ
Photo: Hudson Reporter
BOLL ARDS
moving vehicles. Bollards are dug
into the ground as part of station
installation. Permanent.
Santander Cycle Hire (Formerly
Barclay's) London, England
Photo: Transport for London
CONCRETE CURBS
moving vehicles. Concrete curbs
are poured as part of station
installation. Concrete curbs should
be used in conjunction with vertical
delineators to increase visibility.
Permanent.
Vélib'. Paris, France
FENCING
moving vehicles. Fencing is dug
into the ground as part of station
installation. Permanent.
MOL Bubi. Budapest, Hungary
Photo: Peter Dalos
Bike share stations can be placed on
a variety of surfaces. Bay Area Bike
Share. San Francisco, CA
3.2
Surfaces
From asphalt to cobblestones to permeable pavers, bike share
stations can be installed on a wide variety of surfaces. In
general, planners and operators look to site stations on hard
surfaces that will not sink under the weight of the station or
degrade or erode with heavy use. Ensuring that rebalancing
and maintenance vehicles can reach the station without
damaging lawns or getting stuck in mud is also essential.
Ensuring a generally flat surface is important for station operations
as the station plates must be level in order to connect properly.
Most operators caution against placing stations in locations that
can only be reached by stairs or locations that have a steep gradient
as stairs and steep slopes are disruptive both to potential users
and maintenance and rebalancing teams.
Madison B-Cycle. Madison, WI
Photo: B-Cycle
ASPHALT
Stations can be placed directly on
asphalt.
Bublr Bikes. Milwaukee, WI
Photo: Bublr
CONCRETE
Stations can be placed directly on
concrete.
Hudson Bike Share. Hoboken, NJ
Photo: Hudson Reporter
COBBLESTONE
Stations can be placed directly
on cobblestone. However, some
street treatment options, especially
thermoplastic striping, and flexible
delineators and wheelstops which
are bolted into the ground, cannot
be installed on cobblestone. In New
York, large granite blocks were used
in lieu of other street treatments
to protect stations on historic
cobblestone streets. It may be
difficult to place stations that must
be bolted down on cobble stone
streets.
GRASS
Stations can be placed on grass with
limited success. Most operators
report issues with mud, dirt and
station plates sinking over time.
Snow removal is also more difficult
on grass. If a location on grass is
the best option, a pad should be
placed under the station plates to
prevent sinking; good materials
for the pad include asphalt, pavers
and concrete. In Boston, operators
have had success using ¾” pressure
treated plywood. Stations that must
be bolted to the ground typically
cannot be placed on grass.
Hubway. Boston, MA
Photo: City of Boston
GRAVEL
Stations can be placed on gravel
with varying degrees of success.
Some cities have created an
enclosed gravel bed for the station
in lieu of putting the station directly
on grass. This treatment addresses
most issues with mud and sinking
plates. Stations that must be bolted
to the ground typically cannot be
placed on gravel.
NiceRide. Minneapolis, MN
Photo: Kaitlin O'Shea
BRICK
Stations can be placed on brick
without any issues.
Photo: Cara Ferrentino/City of Philadelphia
PERMEABLE PAVERS AND
POROUS PAVEMENT
Stations can be placed on permeable
pavers without interfering with
drainage. In Maryland, Capital
Bikeshare planners have created
station pads with FlexiPave, a
porous pavement product, in lieu of
placing stations directly on grass.
Capital Bikeshare. Arlington, VA
WOOD/RAISED PL ATFORMS
In the Bay Area, stations have been
placed on raised wooden platforms
(parklets) with no reported issues or
concerns.
Bay Area Bike Share. Palo Alto, CA
Photo: Jason Tester/Guerrilla Future
3.3
Utility Points and
Loading Access
Siting bike share stations around utility access points is a
particularly challenging issue, especially where space is
limited. In general, bike share station plates should not cover
utility access points.
However, it is common industry practice to allow the bikes to sit on
utility points, drainage covers, and tree grates. Most cities leave a
small amount of room—ranging from a few inches to about a foot
between station plates and utility access points. Stations may
need to be temporarily deactivated or relocated to accommodate
major utility projects.
In New York, the Citi Bike system uses “bridging,” short sections
of specially designed conduit, to go around utility points in places
where a station plate is too wide. The bridging provides an additional
degree of design flexibility, allowing stations to flow around objects
such as utility covers, trees, and poles. Bridging should be marked
with reflective tape or paint.
Bike tires sit on tree grating. Austin
B-Cycle. Austin, TX
Bridging allows the station to fit
around a utility cover and provides
additional flexiblity in station
design. Citi Bike. New York, NY
Conflict areas, such as loading zones or service entrances, can also
be addressed by adding blank plates (standard plates without
docks attached) to create gaps in stations in front of loading bay
doors.
Right: Blank plates in the middle of
the station allow for loading access.
Below: Detail of blank plates. Citi
Bike. New York, NY
3.4
Wayfinding and
Sponsor/Ad Panels
Wayfinding and ad/sponsor panels are an important part of
marketing and funding bike share systems. They can be standalone panels or integrated into the kiosk and are typically
placed at the ends of stations to maximize visibility.
Planners should pay additional attention to pedestrian sight
lines when placing large, tall panels near intersections. Narrower
wayfinding panels, such as those employed in many smart bike/
dumb dock systems or those integrated into narrow-design
kiosks like New York, Philadelphia, and Seattle, may avoid this
issue. Most cities place some content guidelines, typically around
alcohol and tobacco, on ad/sponsor panels. Wayfinding panels
should include clear maps showing the immediate area, other
nearby bike share stations, and bike lanes.
More than just a map, wayfinding panels may in fact help encourage
bike share use. In 2011, an intercept survey in New York City found
that 24% of visitors were lost at any point in time and that 13% of
locals admitted to being unfamiliar with the neighborhood they
Breeze Bikes. Santa Monica, CA
Photo: Jason Islas/Santa Monica Next
Photo: NYC DOT
were in.11 The city concluded that being lost, fear of being lost,
and lack of knowledge of their surroundings deterred people from
biking or walking. As a result, many people took taxis, buses, or
subways for short trips that could have easily been made by bike
or on foot. In addition, including wayfinding panels in bike share
stations is a good way to consolidate street furniture elements and
limit sidewalk clutter.
CHAPTER
CHAPTER
4.0
Site Drawings
4 .0 S I T E D R AW I N G S
4.1
Site Drawings:
POINT OF
BEGINNING
CURB
FLEXIBLE
DELINEATOR
OAKLAND AVE
JEFFERSON ST
FENCE
JEFFERSON ST
36'-7"
1'-7"
AD PANEL
1'-7"
42'-5"
FLEXIBLE DELINEATOR
(TYP)
KIOSK WITH
FLEXIBLE
DELINEATOR
SOLAR PANEL (TYP)
(OVERHEAD)
42'-5"
10'-5"
(TYP)
4" WHITE LINE
8'
ANEL LIMITS
8'
1'-7"
1'-7"
3'-6"
3'-6"
6" FROM CURB
DRIVEWAY
1'-5"
DRIVEWAY
2'-5"
10'-5"
(TYP)
2'-5"
4" WHITE LINE
1'-5"
OAKLAND AVE
SIGN
39'-4"
6" FROM CURB
POB
(WEST EDGE
OF STRIPE AT
CURB FACE)
POB
1'-8"
(WEST EDGE
OF STRIPE AT
CURB FACE)
39'-4"
1'-8"
4'-2"
4'-2"
0
LEGEND
0
GENERAL INFO
4 DATE:
FILE:
REVISION HISTORY
OF
07.31.2015POINT
COMMUNITY
BOARD:
POB
14 REVISED:
DOCKS:
.2015
COMMUNITY BOARD:
KIOSK(S): 1 OWNER:
NOTES:
10'
10'
15'
20'
15'
20'
25'
REVISION
HISTORY DOT APPROVAL
GIVEN DIMENSIONS TAKE PRECEDENCE OVER SCALED MEASUREMENTS.
STATION TYPE: ON STREET
PLATES:
5'
5'
GIVEN DIMENSIONS TAKE PRECEDENCE OVER SCALE
BEGINNING
-
NOTES:
NA DESIGNED BY:
FILE:
CURB
DRAWN BY:
1-022v01
SIGN
REVIEWED BY:
MR
EA
NA DESIGNED BY:
REPLACES:
CHANGES: DRAWN BY:
1-022v01
REVIEWED BY:
AD PANEL
OAKLAND AV
OAKLAND AVEJERSEY CITY BIKE SHA
MR
EA
MR
JERSEY CITY BIKE SHARE
MR
JEFFERSON ST
FENCE
FLEXIBLE
DELINEATOR
REPLACES:
DOTCHANGES:
APPROVAL
36'-7"
1'-7"
42'-5"
FLEXIBLE DELINEATOR
(TYP)
KIOSK WITH
SOLAR PANEL
(OVERHEAD)
8'
PANEL LIMITS
2'-5"
10'-5"
(TYP)
4" WHITE LINE
1'-7"
3'-6"
6" FROM CURB
DRIVEWAY
1'-5"
POB
(WEST EDGE
OF STRIPE AT
39'-4"
B I K E S H A R E S1'-8"
TAT I O N S I T I N G CURB
59 FACE)
4'-2"
W 72 STREET
2 HR PARKING 10AM-7PM MON - FRI. 9AM-7PM SAT.
COLUMBUS
COLUMBUS
AVENUE AVENUE
2 HR PARKING 7:30AM-7PM EXCEPT SUN.
186'-10"
186'-10"
19'-8"
147'-8"
147'-8"
5'-9"
5'-6"
14'-5"
FLEXIBLE
4" DBL
5'-6"
14'-5"
FLEXIBLE
4" DBL 1'-6"
2'
(TYP)
DELINEATOR
(TYP)
WHITE LINE
4'-4"
1'-6"1'-6" WHITE LINE
(TYP)
DELINEATOR (TYP)
1'-6"
(CENTER OF MANHOLE)
POB (CENTER OFPOB
MANHOLE)
2'-9"
2'-9"
2'-9"
W
W
14'-4"
19'-5"
8'-1"
8'-1"
241 COLUMBUS
6'-3"
241 COLUMBUS
245 COLUMBUS
DOOR
245 COLUMBUS
247 COLUMBUS
DOOR
DOOR
DOOR
247 COLUMBUS
249 COLUMBUS
HATCH LID
HATCH LID
DOOR
DOOR
DOOR
DOOR
STREET REGS
SIGN/POLE
DATE:
07.29.2015
COMMUNITY BOARD:
2015
MN7
COMMUNITY BOARD:
CURB
09.11.2015
REVISED:
NOTES:
2015
NOTES:
FILE:TREE PIT
OWNER:
NYCDOT
FILE:
7175.05_v003
CDOT
POB
DOOR
DOOR
255
259 COLUMBUS
COLUMBUS
0
10'
0
20'
30'
259 COLUMBUS
10'
40'
20'
50'
30'
40'
50'
CURB CUT
: ON STREET
DOOR
249 COLUMBUS 255
COLUMBUS
LEGEND
NFO
G
G
DOOR
DOOR
DOOR
14'-3"
14'-3"
HATCH LID
HATCH LID
19'-5"
4'-4"
6'-3"
G
G
DOOR
DOOR
G
G
2'
DOT APPROVAL
REVISION
HISTORY
DOT
APPROVAL
REVISION HISTORY
7175.05_v002
REPLACES:
7175.05_v002
REPLACES:
CHANGES:
Digitally signed by
CHANGES:
MN7 DESIGNED
BY:
MR
Jennifer Sta. Ines
DESIGNED BY:
MR ADD DIMENSION OFADD DIMENSION OF
PARKING LANE. UPDATEDate: 2015.09.16
DRAWN
BY: LANE.EA
PARKING
UPDATE
17:10:08 -04'00'
DRAWN BY:
EA
STREET NAME.
STREET NAME. 19'-11"
7175.05_v003 REVIEWED BY:
MR
REVIEWED BY:
MR
COLUMBUS
COLUMBUS
AVE AT AVE AT
W 72 STREET
W 72 STREET
Digitally signed by
Jennifer Sta. Ines
Date: 2015.09.16
17:10:08 -04'00'
NEW
YORK
CITY BIKE SHARE
NEW YORK CITY
BIKE
SHARE
POINT OF
BEGINNING
MANHOLE
W
MANHOLE
(WATER)
G
MANHOLE (GAS)
LIGHT POLE
PARKING METER
(SMART)
COLUMBUS AVENUE
61'-2"
19'-8"
5'-9"
1'-6"
186'-10"
147'-8"
5'-6"
1'-6"
14'-5"
(TYP)
4" DBL
WHITE LINE
FLEXIBLE
DELINEATOR (TYP)
2'
POB (CENTER OF MANHOLE)
2'-9"
W
14'-4"
8'-1"
G
2'-9"
G
HATCH LID
HATCH LID
19'-5"
DOOR
6'-3"
G
DOOR
DOOR
DOOR
DOOR
DOOR
249 COLUMBUS
253
COLUMBUS
14'-4"
2'-9"
253
COLUMBUS
61'-2"
253
COLUMBUS
61'-2"
19'-8"
5'-9"
W 72 STREET
19'-11"
19'-11"
W 71 STREET
R
STATIONS IN THE STREET
W 71 STREET
S)
241 COLUMBUS
245 COLUMBUS
247 COLUMBUS
DOOR
255
COLUMBUS
259
Digitally signed by
Digitally
signed
byInes
Jennifer
Sta.
Jennifer
Sta.2014.12.10
Ines
Date:
Date: 18:46:54
2014.12.10
-05'00'
18:46:54 -05'00'
4.2
Site Drawings:
STATIONS ON THE SIDEWALK
Site
Plan
Site
Plan
Name: Fernon Street and S 18th Street
Name: Fernon Street and S 18th Street
Station Number: 0305
Station Number: 0305
Location: South side of Fernon Street, east of S 18th Street
Location: South side of Fernon Street, east of S 18th Street
Address: 1798 Fernon Street, Philadelphia, PA 19145
Address: 1798 Fernon Street, Philadelphia, PA 19145
Site Coordinates: Latitude: 39.9308243 & Longitude: -75.1746216
Site Coordinates: Latitude: 39.9308243 & Longitude: -75.1746216
Maintenance Hours: All hours
Maintenance Hours: All hours
Power Source: Solar
Power Source: Solar
Dock Configuration: 16 docks, flatback and dual-sided with 90-degree docks
Dock Configuration: 16 docks, flatback and dual-sided with 90-degree docks
Property Owner: St. Thomas Aquinas School
Property Owner: St. Thomas Aquinas School
Additional Installation Notes: Property owner to remove fence. Door to be confirmed as inactive and that all fire codes
Additional Installation Notes: Property owner to remove fence. Door to be confirmed as inactive and that all fire codes
are maintained with this door closure prior to intallation.
are maintained with this door closure prior to intallation.
S 18 S
t
S 18 Sreet
treet
ernon S
FeFrn
on Stretereet
t
Notes:
Notes:
1. Dimensions to existing features are approximate as
1. Dimensions
to in
existing
features
are approximate
as
measured
the field
by Rodriguez
Consulting
measured
the fieldare
by representative
Rodriguez Consulting
2. Street in
markings
2. Street markings are representative
DRAFT - NOT FOR CONSTRUCTION
DRAFT - NOT FOR CONSTRUCTION
0’
N
N
0’
15’
15’
30’
Scale: 1”= 15’
Scale: 1”= 15’
30’
Philadelphia
Bikeshare
Philadelphia
Bikeshare
City of Philadelphia
City of Philadelphia
1
1
LAWN
LEGEND
ARENA GREEN PLAYGROUND/PICNIC AREA
LIGHT POST
POINT OF
BEGINNING
POB
TREE PIT
OFFSET STATION 6" FROM WALL
PARCEL LINE
50'-6"
CURB
23'-8"
POB (CORNER OF TREE PIT)
6'-11"
PAYMENT KIOSK
MAP PANEL
12'-5"
PARKING REGULATION: NO STOPPING (DURING POSTED EVENT TIMES),
TWO HOUR PARKING ALL OTHER TIMES
WEST
SANTA
CLARA
STREET
~240'
NORTH AUTUMN STREET
HP
PAVILION
~75'
25'
NFO
:
APPROVALS
SIDEWALK
5 MAP FRAME:
19 CITY:
1 OWNER:
DATE:
06.02.2013
LEGEND
1
SJ
CITY
-
REVISED:
NOTES:
FILE:
POB
LIGHT POST
POINT OF
BEGINNING
DESIGNED BY:
BB SIGNED:
DRAWN BY:
BB
REVIEWED BY:
AW
DATE:
GIVEN DIMENSIONS TAKE
PRECEDENCE OVER SCALED
MEASUREMENTS.
HP PAVILION
0
5'
10'
15'
20'
25'
BAY AREA BIKE SHARE
GENERAL INFO
0035_v001
STATION TYPE:
ARENA GREEN PLAYGROUND/PICNIC AREA
PLATES:
TREE PIT
DOCKS:
PARCEL LINE
KIOSK(S):
SIDE
5 MAP FRAME:
19 CITY:
1 OWNER:
CURB
OFFSET STATION 6" FROM WALL
50'-6"
23'-8"
POB (CORNER OF TREE PIT)
6'-11"
PAYMENT KIOSK
MAP PANEL
12'-5"
PARKING REGULATION: NO STOPPING (DURING POSTED EVENT TIMES),
TWO HOUR PARKING ALL OTHER TIMES
4.3
Site Drawings:
Stations in Open Space
STATIONS IN OPEN SPACE
LAMP
BASIN
FIREBOX FIREBOX
44'-4"
4" DOUBLE
4" DOUBLE
WHITE
WHITE LINE
TO LINE TO
BE STRIPED
BE STRIPED
BY NYCBSBY NYCBS
22'-7"
22'-7"
CON ED CON ED
5'-6"
42" PLANTERS
42" PLANTERS
TO BE ADDED
TO BE ADDED
BY BID, TYP.
BY BID, TYP.
5'-6"
NYC ST NYC ST
24'-8" 9'-7"
24'-8" 9'-7"
7'-10"
8'-3"
8'-3"
JERSEY JERSEY
TO
BARRIERSBARRIERS
TO
BE REMOVED
BE REMOVED
BY OTHERS
BY OTHERS
DO NOT DO NOT
ENTER ENTER
UE
3RD AVENUE
(CLOSED)
3RD AVENUE
(CLOSED)
EN
7'-10"
7'-5"
9'
MANHOLE,MANHOLE,
TYP.
TYP.
LEGEND
0
STREET LAMP
NYCDOT NYCDOT
9 DATE:
S:
COMMUNITY
09.07.2012 09.07.2012
ATE:
COMMUNITY
BOARD:
CATCH
BASIN BOARD:
35 REVISED:
:
09.19.2012 09.19.2012
EVISED:
NOTES:
NOTES:
S): 1 OWNER:
FILE:
WNER:
NYCDOT NYCDOT
TREE
FILE:PIT
SIGN/POLE
CURB
BK2 DESIGNED
AW SIGNED:
DESIGNED
BY:
SIGNED:
AWBY:
DRAWN BY:
DRAWN BY:
MA
MA
4437.01_v002
AW SIGNED:
REVIEWEDREVIEWED
BY:
4437.01_v002
SIGNED:
AWBY:
R
SCHERME
POB
POINT OF
BEGINNING
BK2
10' 5'
15' 10'
20' 15'
AT
25' 20'
25'
THIRD
AVENUE
THIRD
AVENUE
Devin McDowall
Devin McDowall
DATE: DATE:
2012.09.21 AT FLATBUSH
AT FLATBUSH
2012.09.21
AVEAVE POB
16:27:46
-04'00'
NEW
YORK
CITY
BIKE
SHARE
16:27:46
-04'00'
NEW
YORK
CITY
BIKE
SHARE
(CORNER OF
DATE: DATE:
NYCBS TO ADD
DELINEATORS
EET
L
APPROVALS
APPROVALS
HORN STR
ON STREET
N TYPE:
ON
STREET
0
GIVEN DIMENSIONS
TAKE PRECEDENCE
OVER
SCALED MEASUREMENTS.
GIVEN DIMENSIONS
TAKE PRECEDENCE
OVER SCALED
MEASUREMENTS.
BENCH
ERAL
FO INFO
5'
FL
FL
AT
BU
SH
AV
7'-5"
9'
UE
1'-1"
1'-1"
EN
44'-4"
5'
5'
VENT
VENT
AV
VENT
SH
VENT
BU
EET
HORN STR
R
SCHERME
RE E T
RHORN ST
F
NG
(CORNER
OF
(CORNER
OF
UTILITY)UTILITY)
NYCBS TONYCBS
ADD TO ADD
DELINEATORS
DELINEATORS
SCHERME
LE
POB
POB
T
UTILITY)
FIREBOX
VENT
VENT
5'
22'-7"
1'-1"
44'-4"
CON ED
5'-6"
NYC ST
24'-8" 9'-7"
9'
7'-5"
DO NOT
ENTER
7'-10"
8'-3"
3RD AVENUE (CLOSED)
MANHOLE,
TYP.
0
5'
10'
GIVEN DIMENSIONS TAKE PRECEDENCE O
BUILDING
BUILDING
ENTRANCE
ENTRANCE
PECAN
PECAN
CAFECAFE
#130 #130
IN
ANT
TO PLACE
(2)STD
NYC STD
NYCBSNYCBS
TO PLACE
(2) NYC
3'X5' GRANITE
BLOCKS
3'X5' GRANITE
BLOCKS
SW CORNER
SW CORNER
POBPOB
OF CATCH
OF CATCH
BASINBASIN
TO PLACE
(1)
NYCBSNYCBS
TO PLACE
(1)
NYC
STD
NYC STD 3'X5' 3'X5'
GRANITE
GRANITE
BLOCKBLOCK
NO PARKING
ANYTIME
NO PARKING
ANYTIME
3'-8" 3'-8"
40'-2" 40'-2"
9'-4" 9'-4"
4'-2" 4'-2"
TO SCARIFY
NYCBSNYCBS
TO SCARIFY
CROSSWALKS
CROSSWALKS
STREET
FRANKLIN
STREET
FRANKLIN
5"
5"
11'-5" 11'-5"
18'-
UTILITY
COVER
UTILITY
COVER
11'-3" 11'-3"
NO PARKING
ANYTIME
NO PARKING
ANYTIME
FRANKLIN
ST BLOCK
TOCLOSED
BE CLOSED
FRANKLIN
ST BLOCK
TO BE
TO TO
TRAFFIC
PEDESTRIANIZED
TRAFFIC
AND AND
PEDESTRIANIZED
BY DOT
TO STRIPE
4"
BY DOT
NYCBSNYCBS
TO STRIPE
4"
TO STRIPE
4"
NYCBSNYCBS
TO STRIPE
4"
DOUBLE
DOUBLE
WHITEWHITE
LINE LINE
DOUBLE
DOUBLE
WHITEWHITE
LINE LINE
FLEXIBLE
DELINEATOR
FLEXIBLE
DELINEATOR
(TYP.
(TYP. OF
3) OF 3)
SUBWAY
ENTRANCE
SUBWAY
ENTRANCE
LEGEND
0
WATER
DESIGNED
AW SIGNED:
MN1 MN1
DESIGNED
BY: BY:
AW SIGNED:
DRAWN
DRAWN
BY: BY: BS
BS
5430.08_v003
REVIEWED
AW SIGNED:
REVIEWED
BY: BY:
5430.08_v003
AW SIGNED:
MANHOLESEWER
POINT OF
BEGINNING
STREET REGS
VARICK STREET
POB
10'
10'
15'
15'
20'
BUILDING
ENTRANCE
20'
25'
25'
FRANKLIN STREET
FRANKLIN STREET
Devin
McDowall
Devin
McDowall
DATE:
DATE:
NYCBS
TO SCARIFY CROSSWALKS
VARICK
STREET
2012.09.21
ATAT
VARICK
STREET
2012.09.21
NEW
YORK
CITY
BIKE
SHARE
15:23:47
-04'00'
NYCBS
TO
PLACE
(2)
NYC
STD
NEW
YORK
CITY
BIKE
SHARE
15:23:47
-04'00'
DATE:
DATE:
3'X5' GRANITE
BLOCKS
NO PARKING ANYTIME
40'-2"
3'-8"
9'-4"
4'-2"
5'-4"
27'-9"
UTILITY COVER
11'-3"
FRANKLIN STREET
5"
33 REVISED:
09.14.2012
NOTES: MANHOLE09.14.2012
EVISED:
NOTES:
5'
11'-5"
NO PARKING ANYTIME
FRANKLIN ST BLOCK TO BE CLOSED TO
TRAFFIC AND PEDESTRIANIZED
BY DOT
NYCBS TO STRIPE 4"
DOUBLE WHITE LINE
SUBWAY ENTRANCE
18'-
APPROVALS
APPROVALS
NYCDOT
NYCDOT
FIREBOARD:
HYDRANT
8.5 DATE: 06.01.2012
06.01.2012
COMMUNITY
ATE:
COMMUNITY
BOARD:
1 OWNER: NYCDOT
NYCDOT
FILE: FILE:
WNER:
5'
DIMENSIONS
TAKE PRECEDENCE
SCALED
MEASUREMENTS.
GIVENGIVEN
DIMENSIONS
TAKE PRECEDENCE
OVER OVER
SCALED
MEASUREMENTS.
CURB
ON STREET
YPE:
ON
STREET
0
PECAN CAFE #130
CATCH BASIN
AL
FOINFO
WB
R
W B OAD
RO WAY
AD
WA
Y
5'-4" 5'-4"
27'-9" 27'-9"
18'-
VARICK STREET
VARICK STREET
GS
TO SCARIFY
CROSSWALKS
NYCBSNYCBS
TO SCARIFY
CROSSWALKS
(CORNER
OF BUILDING)
214 N. 4TH ST.
214 N. 4TH ST.
12'-9"
12'-9"
15'-11"
5'-1"
1'-8"
5'-1"
32'
5'-1"
6"
5'-1"
EB
RO
LIN
G
EB
ST
LIN
G
LEGEND
TREE PIT
TE:BOARD:05.07.2015
TY
VISED:
COMMUNITY
BOARD:
BK1 DESIGNED
BY:
BASIN
NOTES:CATCH
DRAWN BY:
FILE: CURB
NYCDOT
REVIEWED BY:
5267.09_v001
POB
1'-8"
32'
15'-11"
6"
10'-10"
(TYP.)
9'-6"
DOUBLE
WHITE LINE
DOUBLE
WHITE LINE
FLEXIBLE
DELINEATOR
(TYP.)
FLEXIBLE
DELINEATOR
(TYP.)
ST
0
STREET REGS
N STREET
9'-6"
10'-10"
(TYP.)
11'
(TYP.)
11'
(TYP.)
RO
7'-8"
N 4TH ST
7'-8"
N 4TH ST
296 METROPOLITAN AVE.
FO
WNER:
POB
POB
(CORNER
296 METROPOLITAN AVE.
OF BUILDING)
30' 0
15'
45' 15'
POB60 30'
45'
(CORNER
GIVENOVER
DIMENSIONS
TAKE
PRECEDENCE OVER SCALED M
AVE.PRECEDENCE
GIVEN
DIMENSIONS
TAKE
SCALED
MEASUREMENTS.
ITAN
296 METROPOL
OF BUILDING)
REVISION HISTORY
REPLACES:
CHANGES:
BK1
DESIGNED
BY:
BB DRAWN BY:
EA
5267.09_v001
MR
POINT OF
BEGINNING
REVIEWED BY:
HISTORY
DOT REVISION
APPROVAL
REPLACES:
Digitally signed by Beth
Heyde
CHANGES:
DN: cn=Beth Heyde,
BB o=DOT, ou=Bike Share
EA
MR
Program,
[email protected].
gov, c=US
Date: 2015.08.18 10:29:34
-04'00'
-
DOT APPROVAL
ROEBLING
STROEBLING ST
214 N. 4TH ST.
AT N 4TH ST AT N 4TH ST
Digitally signed by Beth
Heyde
DN: cn=Beth Heyde,
o=DOT, ou=Bike Share
Program,
[email protected].
gov, c=US
Date: 2015.08.18 10:29:34
-04'00'
NEW YORK CITY BIKE SHAR
7'-8" YORK CITY BIKE SHARE
NEW
12'-9"
5'-1"
1'-8"
15'-11"
POLEDRIVE RAIL
W
L
MANHOLE WATER
5'-1"
STREET LAMP
11'
(TYP.)
32'
6"
9'-6"
10
(T
CHAPTER
Notes
1 Maciag, Mike, “Pedestrians Dying at Disproportionate Rates in America’s Poorer Neighborhoods.” Governing Magazine, August 2014. Accessed
via: http://www.governing.com/topics/public-justice-safety/gov-pedestrian-deaths-analysis.html
2 Anderson, Michael, “Assumption Busters: 12 Facts About Race, Ethnicity, Income & Bicycling,” People For Bikes, March 9, 2015. Accessed via:
http://www.peopleforbikes.org/blog/entry/assumption-busters-surprising-facts-about-ethnicity-race-income-bicycles
3 Wang, Xize & Greg Lindsey et al, “Modeling Bike Share Station Activity: The Effects of Nearby Businesses and Jobs on Trips To and From
Stations.” 2012. Accessed via: http://nacto.org/wp-content/uploads/2015/12/2013_Wang-Lindsey-Schoner-and-Harrison_Modeling-BIkeShare-Station-Activity.pdf & Peters, Jonathan & Adam Davidson, Nora Santiago, “Don’t Curb Your Enthusiasm: The Economic Impacts of
Transferring Curb Space from Car Parking to Bike Share Docks,” CUNY/Transportation Alternatives, November 2013. Accessed via: http://
nacto.org/wp-content/uploads/2015/12/2013_Peters-Davidson-and-Santiago_Economic-Impact-of-Transferring-Curba-Space-form-CarParking-to-Bike-Share-Docks.pdf
4 Peters, Jonathan & Adam Davidson, Nora Santiago, “Don’t Curb Your Enthusiasm: The Economic Impacts of Transferring Curb Space
from Car Parking to Bike Share Docks,” CUNY/Transportation Alternatives, November 2013. Accessed via: http://nacto.org/wp-content/
uploads/2015/12/2013_Peters-Davidson-and-Santiago_Economic-Impact-of-Transferring-Curba-Space-form-Car-Parking-to-Bike-ShareDocks.pdf & Clifton, Kelly & Sara Morrisey, Chloe Ritter, “Business Cycles: Catering to the Bicycling Market,” TR News 280, May-June 2012, pp.
26-32. Accessed via: http://kellyjclifton.com/Research/EconImpactsofBicycling/TRN_280_CliftonMorrissey&Ritter_pp26-32.pdf
5 Approximate measurements for systems using B-Cycle, BIXI & 8D/Motivate equipment.
6 Adrian Lipscombe, former Bicycle Coordinator, City of Austin, TX
7 Paul DeMaio, MetroBike, 10/12/15
8 Data provided by Divvy
9 Capital Bikeshare Annual Member Survey, 2014
10Peters, Jonathan & Adam Davidson, Nora Santiago, “Don’t Curb Your Enthusiasm: The Economic Impacts of Transferring Curb Space
from Car Parking to Bike Share Docks,” CUNY/Transportation Alternatives, November 2013. Accessed via: http://nacto.org/wp-content/
uploads/2015/12/2013_Peters-Davidson-and-Santiago_Economic-Impact-of-Transferring-Curba-Space-form-Car-Parking-to-Bike-ShareDocks.pdf
11 NYC DOT, “Sustainable Streets: 2013 and Beyond.” p. 101. Accessed via: http://www.nyc.gov/html/dot/downloads/pdf/2013-dot-sustainablestreets-lowres.pdf.
Photos
Cover: Darren Burton
Page 38: Kate Fillin-Yeh/NACTO
Page 56: David Weinzimmer
Page 58:Kate Fillin-Yeh/NACTO
Report design: Carly Clark
© 2016 National Association of City Transportation Officials. All Rights Reserved
CHAPTER

Bike Share - National Association of City Transportation Officials

Transcription

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