Auckland Transport are running a trial to see what kind of bike parking people prefer which should hopefully lead to much more bike parking around the city, especially at bus/train stations and ferry terminals.
Auckland Transport in association with Cycle Action Auckland (CAA) is asking what sort of bike parking Aucklanders want.
Auckland Transport has set up a bike parking trial at the Downtown Ferry Terminal next to the stop for the Airport Bus.
Walking and Cycling Manager Kathryn King says the trial is about giving cyclists something they want and they will use. “We want to make sure bike stands meet the needs of the city’s growing cycling community. We’re looking at factors like ease of use, safety and security.”
CAA’s Barbara Cuthbert says it’s important that cyclists make their views known. “This trial to test and comment on new cycling facilities is a first for Auckland. It’s a hugely valuable prelude to AT’s plans for new bike parking facilities at bus and train stations and ferries.”
The trial runs to the end of the week and Auckland Transport staff will be on site each morning from 7 to 9.
Auckland Transport’s current annual budget for bike parking is approximately $400,000.
The trial is only for this week so if you want to have a say make sure you do quickly (details on the link above). There are five types of bike racks AT are looking at
Bike Tree
Double Stacking
and an example of them being used in Rotterdam
Harrogate rack
High density
And here’s an example of this type of rack in use at the Akoranga Busway station
Sheffield rack with sleeve
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I think high density would be the easiest option…
Double stacking would be good too, but I bet some people would struggle with it.
Do we need a trial for this? I’d understand a trial for a project that meets resistance, such as a new dedicated bikeway, or even bike parking in a controversial location. But for specific designs? Not sure that’s warranted.
I suspect that most users (including potential users) in Auckland today would prefer “any formal parking at all”, and “in the right location”, over a specific design. The first priority should be to simply roll out hundreds if not thousands of cheap and cheerful stands in important locations to provide immediate disaster relief. (Probably Harrogate stands, as they’re already commonly recognised and functional as bike parking around the town.) A joint first priority should be to connect front doors to these parking spots. A later priority should be to work out capacities and types of parking stands for increasing demand.
Of all the types proposed, the multi-level one is most inappropriate. Auckland doesn’t have a problem of excess bike parking or of excessively constrained space. Even if it did, multi-level bike parking has been shown in Copenhagen[1] not to invite high occupancy, and in the UK[2] to be fraught with difficulty. Why even consider it? Gimmick?
Indeed, at the scale of Auckland’s needs for bike parking — as it is with other bike infrastructure — cities in other countries have paved the way already. Copenhagen racks plus adequate cargo bike parking[1] should work for us. The racks accommodate a variety of tyre widths and wheel diameters, and are self-explaining, inviting and easy to use; and a few oversize parking spots would induce cargo bike use. Problem solved?
[1] “Bicycle Parking in Copenhagen”, Banker, Keches and Murphy; section 6.1.3 “Replacing and Improving Racks”
[2] Video: “Inconvenient and unsafe cycle racks in Horsham” [15s]
yes we do. It’s would be very poor to select a design and roll it out across the city before getting feedback from the people that will actually use it. Imagine if they decided to go with these bike tree things and then found half the cyclists didn’t use them and still locked to pole and railings. What a waste of money that would be.
dantheperson,
>> It’s would be very poor to select a design and roll it out across the city before getting feedback from the people that will actually use it.
If so, then the trial should include a sensible array of options. For example, the Copenhagen stands I noted would be an eminently sensible design to test — if not roll out indiscriminately — but that isn’t included.
>> Imagine if they decided to go with these bike tree things and then found half the cyclists didn’t use them and still locked to pole and railings.
The problem of selecting a dud design doesn’t go away by simply trialling from a wider pool of dud designs. The problem could only go away with forethought and research review to discover and filter the range of candidate designs.
The catch is that once you’ve done the research review, it’s pretty clear that a trial isn’t necessary. The obvious, documented solution works, as it happens to have been tested well enough in a variety of similar conditions already. There is nothing so special about Auckland that necessitates unique primary research trials for simple bicycle parking designs — just like with separated cycle lane designs or most other tried-and-true infrastructure demonstrated in cycling countries overseas.
The greater priority is to roll out known-good infrastructure as quickly as possible to locations that matter. That could be Copenhagen stands, if we trust overseas sources; or it could be Harrogate-like racks that we already use. A trial may be useful to determine locations, but the precise type of rack is less important.
Which ‘tried and true overseas sources’ do you choose, and which do you ignore? These copenhagen racks would be a total disaster in london for instance, half the population would not use them, and the other half would have their bike stolen within a week and then never use them again. How well would they work in NZ where about a quarter of the bikes have disc brakes? Something you don’t see in copenhagen.
The study you link to for instance, is looking specifically for the best parking solution for Nørreport station given the usage patterns and types of bicycles that are common there. If the solution was so obvious and universal, why the need for a study on that station?
>> Which ‘tried and true overseas sources’ do you choose, and which do you ignore?
Choose ones with high cycling mode share. e.g. Copenhagen, Amsterdam. Ignore ones with ineffective cycling strategies or poor outcomes.
>> These copenhagen racks would be a total disaster in london for instance
There’s no reason to believe this. It may be true, but Occam’s Razor doesn’t recommend it.
Remember, they said the same thing about separated cycling infrastructure in London — that it won’t suit their culture — but guess what, they now find it will work as well in King’s Cross as around Copenhagen Central.
>> half the population would not use them
>> and the other half would have their bike stolen within a week and then never use them again.
You won’t learn whether this is true by conducting a half-arsed opinion survey. Behavioral studies in the wild may yield a sound measure, as in the case of the Nørreport study.
>> How well would they work in NZ where about a quarter of the bikes have disc brakes? Something you don’t see in copenhagen.
They’re not parallel hoops, so if anything, they’d stand a better chance of coping with a variety of wheel sizes, types and accoutrements. But if that’s a serious concern, wouldn’t it be worthwhile testing it? It isn’t given as an option.
>> If the solution was so obvious and universal, why the need for a study on that station?
For one thing, a study of that scope, scale and type is inherently worthwhile and contributes to a global pool of knowledge; it is not comparable to what Auckland Transport is pretending to do with their PR exercise.
Also, the study is motivated by an extant problem of overcrowding and underuse of bike parking in a physically constrained space with high demand. Now, Auckland Transport could try to conduct rigorous studies of bike parking behaviour and needs at train stations and other locations, but we know a priori that Auckland doesn’t suffer from bike overcrowding in highly constrained space. At the level of Auckland’s needs, a more urgent priority is to just roll out a basic supply of good-enough parking infrastructure immediately.
RE-latest post-” Imagine if they decided to go with these bike tree things and then found half the cyclists didn’t use them and still locked to pole and railings.” My experience is that if some self obsessed bureaucrat somewhere in the City Council system provides THEIR idea of a bike stand then we will be forced to use them on pain of being fined or/and worse having to put up with our cycles being confiscated. What is wrong with the “Sheffield” design? is it too user-friendly for cyclists?
We have to reject these overcomplicated monstrosities, and insist on the council providing enough of the simple Sheffield and similar type stand and in locations which suit the cyclist-not miles from the venue where it would be a waste of time for the cyclist to use their machine to meet their transport needs, perched in locations where they can be hit by motorists, or are vulnerable to thieves and vandals. Also keep a check on over-entitled cyclist NIMBY business entities whose idea of a cycle friendly business environment is 2 cycle stands at the far end of a massive car park and security guards going around the premises with a pair of bolt cutters to remove all cycles chained to railings. A list of these should be available so cyclist can avoid doing business with them. To be politically correct, it should be insisted that these businesses honor their environmental responsibilities, and name and shame them- especially those who treat cyclists like shop lifters. Personally I think putting the effort into foisting those ridiculous cycle rack deigns onto us, when there are already simple and functional stands being used around the city and expecting cyclists to be ‘overjoyed’ that an interest has been taken in such an inept way – is a insult to the intelligence, patronizing, and a waste of funding-yes to be honest it makes me grumpy and it should make other cyclists grumpy as well.
I’m not sure I could get 25kg of electric bike into the vertical rack. And trying to rotate it on the back wheel is not conducive to the longevity of the rear carrier.
I understand the rack has penumatic assist for the lift. Haven’t used it myself, but I heard people who love it and say it’s far less strenous than it may look like.
it is less strenuous than it looks, but you do still need to lift the whole bike onto the rack, you can’t roll it on.
It’s horses for courses. What’s necessary outside a station is different to what’s necessary outside a store in a retail area. Doesn’t seem like this aspect is captured but maybe AT will ensure this.
Bike tree = broken mudguards.
Agree – completely useless.
Harrogates and High Density racks where appropriate. And lots of them.
And tricky for some of our less muscly riders.
you should see Japan. they have bike parking lots. You pay a person there just to watch over it keep it clean if needed. Well from what I know
YES! this should be an option- also useful at large shopping complexes.
which survey? is there a link to the form?
Has it ever occurred to the designers of this system that people actually USE their cycle technology vehicles when out and about or do they expect people to just bike to the nearest public transport venue and have no wish or need to use the vehicle once they alight from the public transport service when they reach their destination! Obviously NOT! How short sighted! and obtuse. I remember a time when we could get on the bus and put our vehicle, pram or shopping trolley in a designated space on the bus and get to use it once we reached our destination. COME ON! People actually expect to be able to use their vehicles once they purchase them. I did not buy my cycle to have to be forced into leaving it in a wheel and suspension damaging, theft and vandalism inviting contraption and be forced to WALK, carrying heavy shopping bags, to do the lions share of my business when reaching my destination. Designers you should be forced to rely on the systems you design system for all your transport needs for at least 3 months- preferably in winter- before you ever expect the planning permission to build it or get paid. Are we really expected to have to suffer the consequences of yet another system designed by a crew that never ever has to live in fear of having to rely on it to get around! There are many ways cycle technology can be carried on public transport- New Zealand designers, town planners and service providers just refuse to provide the initiatives!
Calm down – has it occurred to you that these bike racks aren’t ONLY for public transport spots (even if that may be one focus)? or that some of us actually are pretty okay with the idea of leaving our bikes at such PT stations (as shown by pretty much all big cycling countries such as Netherlands, Germany, Japan…)
I do like the idea of more/better bike parking, thanks, because I DO use my bike, including on and to public transport.
And as for “the crew”, I can confirm to you that the two women leading this (Kathryn King at AT and Barb Cuthbert at CAA) are very much living their daily (commuting and transport) life on bikes, and not just for 3 months.
I remember people used to be able to put their bike on a rack at the very front of the bus on the outside. They still can in places overseas.
Or christchurch even
Quite a few cities in NZ now have bike racks on buses actually; Invercargill, Dunedin, Timaru, Christchurch, Nelson, New Plymouth, Napier/Hastings, Gisborne. The biggest hold-outs to date are Auckland and Wellington (which at least do allow you on trains and ferries)…
Only a couple of years ago Auckland had them too http://caa.org.nz/waiheke-bus-bike-racks-temporarily-out-of-commission/
Jayne F,
Firstly, it is possible to carry your bike on public transit in Auckland today, with a few exceptions. It mainly depends on the type of bike you have:
* On the old diesel trains, it’s inconvenient but possible to take a bike. On the new electric trains, it is much more convenient. It can help to have a folding bike to save space, if that’s regularly a problem within your travel pattern, but full-size bikes work too.
* On buses, folding bikes of a nominal size are permitted (much like a pram). It is a current problem that some bus drivers here are not trained well, so they occasionally reject even folded bikes. But in general, I think you can count on it; the smaller your bike the better across peak times. Some special services like rail replacement buses or event buses can be the most unreliable in this respect.
* On ferries, bikes are permitted on most services. Even the West Harbour service that is advertised as having limited or no space for bikes does take one or two; or more if using a folding bike (sense a trend here?).
For example, I regularly take my (relatively large) folding bike on public transit — mainly trains, occasionally buses and ferries. The bike is just large enough (24″ wheels) to ride like a regular bike and carry substantial cargo.
Secondly, it is a very good idea to build bike parking facilities for bike use around transit stations and stops. There are people who would like to take their bike with them, but there are those who would rather park and ride. Enabling this park-and-ride kind of travel pattern has many benefits for local areas: expanding the catchment of the transit service, and helping to create a calm and human-friendly traffic environment in the neighbourhood.
It’s true that such a parked bike won’t be available at the other end of the transit leg. However, for those that want to make this kind of trip, bike share in town centres etc. can allow for bike use at both ends. Likewise, having a second bike and storing it in a long-term facility (as some people do overseas).
Thirdly, allowing for a large number of full-size bikes to be taken on public transit is not a viable strategy. It’s simply geometry: it works for a small number, but when there are lots of bikes trying to squeeze into a transit vehicle, there are all kinds of consequences. Buses dwell longer at stops. Trains eventually need special bikes-only carriages. Ferries (and piers) need to get bigger. I’m not saying these shouldn’t happen; but it does not make for a promising mass mobility strategy.
Instead, dense grids of bike-enabled streets, plus reasonable bicycle storage, will yield greater benefits for the community. It is no wonder that the northern European countries with bikeable cities pursue this kind of strategy.
In summary, if transit-bike integration is important to you, consider investing in a bike designed for the purpose (i.e. folding). If not, expecting the entire transit system to cope with full-size bike boarding is probably not as significant as it may seem at first glance — at least, compared to the park-and-ride and/or bike-share approach, which would suit many people, as successful biking cities in other countries show.
Yeah thats the one issue the holds me back from using a bike on my regular commutes, I usually need the bike before and after the trip on the bus. Yeah I have looked at folding bikes… wish it wasnt the only option though.
The Harrowgate with a cross bar to stop the lock, and therefore bike falling over are excellent. Think letter A if your struggling to picture it.
Simple to make, low cost, easy installation, small footprint and self explanatory
Just like two other posters before me I got very excited seeing to the title “Bike Rack Trial”, only to find out this isn’t about bike racks on buses. Ah, now back to reality…
We’re all allowed to dream… oh hang on… Christchurch has them… http://www.metroinfo.co.nz/info/Pages/bikeracks.aspx
…and being well used – http://cyclingchristchurch.co.nz/2015/01/10/bus-bike-racks-continue-to-grow/
Re” On buses, folding bikes of a nominal size are permitted (much like a pram). It is a current problem that some bus drivers here are not trained well, so they occasionally reject even folded bikes. But in general, I think you can count on it; the smaller your bike the better across peak times. ” Thankyou for that! My “bike” is a small 12′ wheeled foot bike/scooter. It has a steel tube frame and a much smaller footprint than a pushchair, or folding bike. You must have a “magic touch” when dealing with bus drivers! I was not only refused service on the AT bus transport , but humiliated and abused in front of a queue of passengers by the bus driver. AT transport have also dragged the chain and refuse to discuss the matter. I have had to call in The Human Rights Commission to deal with the matter. Also I have been abused by some members of the public for cycling- or in some instances, even pushing my scooter in order to carry shopping.
I am also approached by a LOT of people who would ordinarily take up using cycle technology but are intimidated by the cycling environment. There is a lot cycle use support organizations can do to give people a voice and a choice.
Re- “Just like two other posters before me I got very excited seeing to the title “Bike Rack Trial”, only to find out this isn’t about bike racks on buses”. No it’s not… It’s about cIty authorities pretending to provide services for (commuter) cyclists by delivering the service in the most mismanaged way possible. The cycle user cannot travel far before they are forced into strapping to their cycle an ill designed, cycle rack positioned and designed to maximize damage and wear and tear to your cycle, and positioned in such a way as to provide a nice buffer zone for incompetent drivers to run into. The bus cycle rack installations shown here look as if they would provide a similar function to ‘bull bars’ on the front of the bus. Good way to impale anyone or thing silly enough to get in the way of the bus! – Sorry but right now I see nothing in these pictures to celebrate about the way the NZ authorities are attempting to provide services for people who want the choice to use the latest cycle technology. We have plenty of simply designed bike stand- pity about where they are located.
AT Bus transport could provide spaces to carry cycle technology IF THEY WANTED TO- they don’t. They have a similar space to that provided on AT rail service carriages, but they will not permit even folding cycles and similar small devices even if they are under the specified size and weight for luggage as stipulated on their website. I have met someone who said that they do take their full sized bike on the bus, but they must be friendly with the bus driver or something. I just got abused by the bus driver. However I’m sure if challenged the bus driver would find some cowardly way of wriggling out of taking responsibility for his behavior- he may be even supported by his work colleagues.
Unless there is some mass support for cycle technology users, as individuals we will be made to suck on facilities and services designed to discourage us from using our chosen mode of transport. Yes it is true that AT rail services provide a space for cycles but this is limited to 2 cyclist and use can be usurped by other passengers, and we have to share the space with ordinary passengers – who often seem to assume that they have a priority to use the space over us. They can get very shirty if you request that they make way for you to use the stands. AT Busses have a similar space on busses but refuse to allow even small footprint cycle technology users to use it.-go figure?
Shame there was no one there from AT at 8:30 this morning after i made a special trip in the rain to try them out and give feedback
Use the online form?
https://at.govt.nz/about-us/consultations/downtown-bike-parking-trial/
Too bad they didn’t include this design: http://www.velopa.com/productcatalog/bicycle-parking/tulip/ – so much more functional than any of the ones they’re trialling! All of the ones they picked have shortcomings of one type or another. most obvious thing is: having metal in direct contact with the bike frame (will scratch paint and can really damage a carbon bike’s frame). The ones that included sleeves to protect the bikes’ paint didn’t make it long enough to protect the whole bike (lazy designers!).
The Sheffield type – or variations on it seems to be the simple solution. The stands outside Pack”n Save seem ti be a good design for most sizes of cycle, and easy to manufacture and install. -maybe with a modification to be able to secure both the top and bottom of a cycle frame to stop the cycle falling over while chained? Any type that you place the wheel in a brace would be prone to warping the cycle wheel, and munting the mudguards. For anyone who has not seriously used a cycle for transport – you will find out about the value of mudguards when you ride in wet conditions-particularly regarding the back wheel!
> which should hopefully lead to much more bike parking around the city, especially at bus/train stations and ferry terminals.
Ooh! This being Transport Blog, I guess someone needs to be the first to talk about Entitled Cyclists Expecting To Be Able To Store Their Private Property In Public Places 🙂
In all seriousness, all of the complex types are probably OK for regular commuters, but most short-stay and casual parking just needs to be simple Sheffield (or similar) racks that people can use quickly and intuitively.
Agreed. Please fill in the survey!
Re the Horsham fiasco- looks like a match made in heaven for some Aucklanders ! I can visualize the security cam You Tube footage on pub big screen, and the Steins clinking at the after work pub swill session already.
Last night I had a personal view of about half a dozen cyclists, 2 motorcyclists and a bus driver trying to safely drive through the “Maneuver Warfare” landscape of Auckland’s peak hour traffic. It’s an initiation ceremony I would like to see the Auckland town planners and insurance brokers; who decided that it was sufficient protection for cyclists to use road marking to define cycle lanes and decide to permit buses and motor cyclists to share the space; be forced to undergo on applying for the job. The journey would commence on a weekday peek hour traffic time, -preferably mounted upon a ten speed racing bike – starting from upper Symonds Street ,along New North Rd, under the bridge to Kingsland shopping centre. It would be interesting for CAM to record the journey from a dash cam mounted onto a AT transport bus.
Have just experienced using public transport in Salt Lake City where both rail and buses have provision for bicycles. There is no charge and you load and operate the bus carriers. Buses have from 2 to 4 carriers available.
Fares are very reasonable and the same fare is used across the system one zone or from one end of system to the other, Day fares are also very reasonable.
I imagine that the up take of such a system here would be phenomenal.