Providing Increased Secure Bicycle Parking at Light Rail Stations in the Seattle Area

ExpandingBicycleAccesstoTransit:

ProvidingIncreasedSecureBicycleParking

atLightRailStationsintheSeattleArea

BrandtScanlan

Athesissubmittedinpartialfulfillment

oftherequirementsforthedegreeof

MasterofUrbanPlanning

UniversityofWashington

2016

Committee:

FritzWagner

RobertMugerauer

ProgramAuthorizedtoOfferDegree:

UrbanDesignandPlanning

2

©Copyright2016

BrandtScanlan

3

UniversityofWashington

Abstract

ExpandingBicycleAccesstoTransit:

ProvidingIncreasedSecureBicycleParkingatLightRailStationsintheSeattleArea

BrandtStephenScanlan

ChairoftheSupervisoryCommittee:

Dr.FritzWagner

DepartmentofUrbanDesignandPlanning

SoundTransit’sLinklightrailsystemprovideshigh-capacitytransitservicetotheSeattlearea.

SupportingbicycleusetoreachLinkcanincreaseaccesstothisimportantregionaltransit

system.Providingsafeandsecureparkingforbicyclesattransitstationsisaneffectivemethod

forsupportingbicycleaccesstothetransitsystem,buthalfoftheexistingLinklightrailstations

donothavesecurebikeparkingfacilities.Thisthesisexamineshowtoprovideincreasedsecure

bikeparkingatLinklightrailstationsinthreeparts.Thefirstisanexaminationofthepractices

usedatseveralothertransitagenciesforprovidingbikeparking.Second,fourmethodsfoundin

theliteratureareusedtoanalyzethelevelofdemandforbikeaccesstotheexistingLink

stations.Thehighestlevelofdemand,andthusthegreatestneedforsecurebikeparking,is

foundattheUniversityofWashingtonandInternationalDistrict/ChinatownLinkstations,which

currentlyhavenosecurebikeparking.Finally,preliminarydesignsforsecurebikeparking

facilitiesatthesetwostationsarepresentedalongwithgeneralrecommendationsfor

improvementstoSoundTransit’smethodsofplanningforsecurebicycleparking.

4

Acknowledgements

Therearemanypeoplethathaveassistedmeimmenselyinpreparingthisthesisand

whodeservemysincerethanks.IapologizeforanyonethatIhaveoverlooked,asthisis

certainlynotacomprehensivelist.Mycommitteemembers,Dr.FritzWagnerandDr.Bob

Mugerauer,havegenerouslydonatedtheirtimetomeandprovidedvaluableguidancethrough

thisprocess.Manypeoplekindlytookthetimetoanswermyquestions,andIwouldparticularly

liketothankEmilyYasukochiandRebeccaRoushatSoundTransit,AndreaClinkscalesat

CascadeBicycleClub,KielJohnsonatGoByBike,andBrandKosteratKingCountyMetroforthe

helptheyprovided.Thankstomyparents,myfamily,myfriends,andmyMUPclassmatesfor

providingencouragementwheneverIneededit.Finally,averyheartfeltthankyoutomywife

AdrienneOdaforgettingmethroughboththisthesisandthetwoyearsIhavespentin

graduateschool.Iwouldn’thavemadeitwithoutyou!

5

TABLEOFCONTENTS

Chapter1:Introduction..........................................................................................................8Goal&Objectives...........................................................................................................................11

Chapter2:BicycleAccesstoTransit.......................................................................................12TheNeedforBicycleAccesstoTransit............................................................................................12MethodsofProvidingBicycleAccesstoTransit..............................................................................13

BikeShareandTransit.......................................................................................................................14CyclingRoutestoTransitStations.....................................................................................................15BikesonTransitVehicles...................................................................................................................16BikeParkingatTransitStations.........................................................................................................19

Chapter3:SecureBicycleParkingatTransitStations.............................................................21SecureBicycleParkingBackground.................................................................................................21

DefiningSecureBicycleParking.........................................................................................................23TypesofSecureBicycleParking.........................................................................................................24

ExistingSecureBikeParkingatLinkLightRailStations...................................................................34BikeParkingatSoundTransit’sPeerTransitAgencies....................................................................36

BayAreaRapidTransit(BART)...........................................................................................................37LosAngelesCountyMetropolitanTransportationAuthority(LAMetro)..........................................42Tri-CountyMetropolitanTransitDistrictofOregon(TriMet)............................................................46

OtherInstitutionsandAgenciesProvidingSignificantSecureBicycleParking.................................49BikeStation.........................................................................................................................................49OregonHealth&ScienceUniversity(OHSU).....................................................................................53

SummaryofPeerAgencyReview...................................................................................................56RecommendationsforSecureBicycleParkingImplementationBasedonBestPracticesatPeerAgencies:...........................................................................................................................................57

Chapter4:EstimatingDemandforBicycleAccesstoLinkLightRailStations..........................58ReviewoftheLiteratureonEstimatingBicycleTravelDemand.......................................................58PriorSketchPlanningMethodsforEstimatingSecureBicycleParkingDemandinthePugetSoundRegion............................................................................................................................................61

PugetSoundRegionalCouncil–CentralPugetSoundRegionalBikestationProject........................61DemandAnalysisforBicycleLockersatKingCountyMetroParkandRideLots...............................63

MethodologyUsedinthisStudyforEstimatingSecureBikeParkingDemandatLinkLightRailStations..........................................................................................................................................64

LinkStationAreasAnalyzed...............................................................................................................65DataSourcesUsed.............................................................................................................................69PSRCBikestationMethod..................................................................................................................73McIntosh/KingCountyMetroMethod..............................................................................................75LAMetroBikeHubProjectMethod..................................................................................................77Krizek&StonebrakerCTUIndexMethod..........................................................................................78

SummaryofBikeParkingDemandAnalysisResults........................................................................80LimitationsofDemandAssessment................................................................................................84

Chapter5:PossibilitiesforImplementationofSecureBikeParkingatSelectedLinkLightRailStations.................................................................................................................................86

UniversityofWashingtonStation...................................................................................................87UniversityofWashingtonStationPlazaLayout.................................................................................88

6

UniversityofWashingtonStationSiteA–EastofBicycleRamp.......................................................90UniversityofWashingtonStationSiteB–EastofStationEntrance..................................................92PartnershipOpportunitiesatUniversityofWashingtonStation.......................................................93RecommendedSecureBikeParkingApproachatUniversityofWashingtonStation.......................94

InternationalDistrict/ChinatownStation........................................................................................95InternationalDistrict/.......................................................................................................................97ChinatownStationPlazaLayout........................................................................................................97InternationalDistrict/ChinatownStationSiteA–ExistingShelterStructure....................................98InternationalDistrict/ChinatownStationSiteB–CenterofStationPlaza......................................100PartnershipOpportunitiesatInternationalDistrict/ChinatownStation.........................................101RecommendedSecureBikeParkingApproachatInternationalDistrict/ChinatownStation..........102

Chapter6:Conclusion..........................................................................................................103SummaryofChapters1-5.............................................................................................................103RecommendationsforSoundTransitBicycleParking....................................................................104OpportunitiesforFutureResearch...............................................................................................106

7.Bibliography....................................................................................................................107LISTOFFIGURES&TABLES

Figure1:TheCentralLinkLightRailSystemin2016..............................................................................8

Figure2:LuggageFillingtheBikeAreaonLinkLightRailTrain............................................................18

Figure3:LeasedBicycleLockersattheSeaTac/AirportLinkStation....................................................25

Table1:LeasedBicycleLockerOccupancyatSelectedBARTStationsin2011......................................26

Figure4:ElectronicBicycleLockersatSeattle'sNorthgateTransitCenter............................................27

Table2:ElectronicBicycleLockerOccupancyatSelectedBARTStationsin2011.................................28

Figure5:BicycleCageinUseattheBeaconHillLinkStation................................................................30

Table3:CurrentBicycleParkingCapacityatLinkLightRailStations....................................................35

Figure6:StaffedBikeParkingInsideBART'sDowntownBerkeleyBikeStation....................................40

Figure7:TheDowntownBerkeleyBikeStationEntrance....................................................................42

Figure8:InsideLAMetro'sElMonteBikeHub....................................................................................45

Figure9:TriMet'sBeavertonBikeandRideFacilityLocation...............................................................49

Figure10:TheNewBikeStationLongBeachFacility............................................................................52

Figure11:OHSU'sBikeValetatthePortlandAerialTram....................................................................53

Figure12:YearlyAverageofDailyUsersatthePortlandAerialTramBikeValet2012-2015................56

Figure13:Three-MileBikeshedsAroundLinkStations........................................................................67

Figure14:ExampleThree-MileBikeshedsandResultingCensusBlockGroupSelections.....................68

Table4:EstimatedSpring2016LinkBoardingsbyStation...................................................................71

Table5:ProportionofLinkStationBoardingsOccurringbyTimeofDay.............................................72

7

Table6:InputsandResultsofPSRCMethodforLinkStations.............................................................75

Table7:InputsandResultsofMcIntoshMethodforLinkStations......................................................76

Table8:InputsandResultsofLAMetroBikeHubMethodforLinkStations........................................78

Table9:InputsandResultsofCTUIndexMethodforLinkStations.....................................................80

Table10:SummaryofBikeParkingDemandAnalysisResults.............................................................82

Table11:ComparisonBetweenActualandPredictedSecureBikeParkingNeeds...............................84

Figure15:SuggestedBikeParkingFacilityLayout................................................................................86

Figure16:UWStationPlazaLayoutandPotentialBikeParkingFacilityLocations...............................88

Figure17:PotentialBikeParkingLayoutatUWStationSiteA.............................................................90

Figure18:RenderingofPotentialBikeParkingFacilityatUWStationSiteA.......................................91

Figure19:PotentialBikeParkingLayoutatUWStationSiteB.............................................................92

Figure20:RenderingofPotentialBikeParkingFacilityatUWStationSiteB........................................93

Figure21:RecommendedSecureBikeParkingFacilityLayoutatUniversityofWashingtonLinkStation

...........................................................................................................................................................95

Figure22:ID/CStationPlazaLayoutandPotentialBikeParkingFacilityLocations..............................97

Figure23:PotentialBikeParkingLayoutatID/CStationSiteA............................................................98

Figure24:RenderingofPotentialBikeParkingFacilityatID/CStationSiteA......................................99

Figure25:PotentialBikeParkingLayoutatID/CStationSiteB..........................................................100

Figure26:RenderingofPotentialBikeParkingFacilityatID/CStationSiteB.....................................101

8

Chapter1:Introduction

SoundTransit’sLinklightrail

linefirstopenedinJuly2009,initially

providingservicetofourteenstops

alonga15.6-mileroutebetween

downtownSeattleandtheSeattle-

TacomaInternationalAirport.Thelight

raillineprovidesahighleveloftransit

service,withtrainsrunningeveryten

minutesorlessmosthoursoftheday.

SinceLink’slaunch,thelinehasseen

consistentridershipgrowthofover10%

peryear,withtheaveragenumberof

weekdayboardingsjustbelow40,000

inthefirstquarterof2016.1Since

reachingthatmilestone,thelightrail

systemhasaddedtwostationsnorthofdowntownSeattle,servingSeattle’sCapitolHill

neighborhoodandtheUniversityofWashington,whichopenedinMarchof2016.Theresult

hasbeenamajorincreaseinridershipontheLinklightrailline,with57,000boardingsrecorded

1.“FirstQuarter2016–ServiceDeliveryQuarterlyPerformanceReport,”SoundTransit,May26,2016,http://www.soundtransit.org/sites/default/files/Q1%202016%20Service%20Delivery.pdf.

Figure1–TheCentralLinkLightRailSystemin2016

TheCentralLinklightrailalignmentandstationsin2016.TherearesixteenstationsincludingAngleLake,whichwillopeninlate2016toserveastheline’ssouthernterminusforthenextfiveyears.

ImageSo

9

onMarch22,2016.2Additionalsystemexpansionisplanned,withthenextstationopeningat

AngleLakesouthoftheairportlaterin2016.

TheexpansionoftheSoundTransit’slightrailsystemcomesatimewhenpeople

throughoutthePugetSoundregion,andtheUnitedStatesingeneral,areshiftingawayfrom

automotivetravel,favoringpublictransit,walking,andbicyclinginstead.Thistrendisclearin

thePugetSoundregion.Between2006and2013,theSeattle-Tacoma-Bellevuemetropolitan

statisticalareasawa2.8%declineintheproportionofworkerscommutingbycar.3Inturn,

transituseisupintheregion.Between2005and2010,thenumberofannualtransittripsinthe

Seattleareaincreasedby30million,or9.5%.4Non-recreationalcyclingrateshavealso

increasedsignificantlyinthelastdecade.Nationwide,thenumberofbicyclecommuters

increasedby60.8%between2000andthe2008-2012period,fasterthantheincreaseinall

othermodes.5SeattleandthePugetSoundregionhaveespeciallyhighratesofbicycle

commuting,withSeattlerankinginthetopfivelargecitiesintheUnitedStatesforbike

commuterates.6

CentralLinklightrailisintendedtofunctionasamajorregionaltransitlinethrough

Seattleandthesurroundingregion.However,onlytwostations–TukwilaInternational

BoulevardStationandthesoon-to-openAngleLakeStation,bothatthesouthendoftheline–

2.MikeLindblom,“SoundTransittoaddlongertrainstomeetlightraildemand,”TheSeattleTimes,March23,2016,http://www.seattletimes.com/seattle-news/transportation/sound-transit-to-add-bigger-trains-to-meet-ridership-demands/.3.BrianMcKenzie,“WhoDrivestoWork?CommutingbyAutomobileintheUnitedStates:2013,”AmericanCommunitySurveyReports,ACS-32,U.S.CensusBureau,2015,5.4.“Transportation2040–AppendixO:ActiveTransportationPlan,”PugetSoundRegionalCouncil,May29,201428.5.BrianMcKenzie,“ModesLessTraveled—BicyclingandWalkingtoWorkintheUnitedStates:2008–2012,”AmericanCommunitySurveyReports,ACS-26,U.S.CensusBureau,2014,3.6.Ibid.

10

includecarparkingspaces.Thus,accesstothelinedependsonconnectingbusservice,walking,

andbicyclingforthevastmajorityofitsriders.BecauseSoundTransit’sfocusisonregionalrail

transit,theagencyhaslimitedabilitytoalterthenumberofpeoplewalkingorridingabustoits

lightrailstations.SoundTransitcanincreasebicycleaccesstolightrailstationsbyproviding

parkingfacilities.Whileaddingcarparkingtoexistinglightrailstationscouldbepossiblein

theory,verylimitedspaceisavailableforparkinglotsasLinkstationshavebeensitedonsmall

lotsindevelopedareas.Inaddition,carparkingisextremelyexpensivetobuildinthePuget

Soundarea.TheCityofSeattleestimatesthatnewparkingstructurescomeatacostof

$20,000-$50,000perparkingspace,asignificantsum.7Bicycleparkingcanbeprovidedatmuch

lowercostthancarparkingandrequiresmuchlessspace,8makingretrofittingbikeparkinginto

existingstationsfeasible.Unfortunately,SoundTransithaslimitedfundsavailableforaccess

improvementstoexistingstations.Giventhisconstraint,capitalinvestmentsinbicycleparking

shouldbetargetedtothelightrailstationswheretheycanachievethegreatestridershipgains.

ThisthesiswillfocusonexpandingtheavailabilityandqualityofbicycleparkingatLinklightrail

stationsasamethodforimprovingsystemaccessandincreasinglightrailridership.

7.“ParkingReview:ReporttoCouncilPLUSCommittee,”CityofSeattle,April13,2015,http://www.seattle.gov/dpd/cityplanning/2015parkingreport.pdf.8.RobertSchneider,“IntegrationofBicyclesandTransit,TCRPSynthesisofTransitPractice,”TransitCooperativeResearchProgramSynthesis62,2005,2.

11

Goal&Objectives

Theoverallgoalofthisthesiswillbedraftingasetofrecommendationsfor

implementingprojectstoprovideincreasedsecurebicycleparkingatSoundTransit’sexisting

Linklightrailstationswiththehighestlevelofdemandforbicycleaccess.Severalintermediate

objectiveswillneedtobemetalongthewaytowardcompletingthisthesisandmeetingits

primarygoal:

• MakeacaseforthenecessityofprovidingadditionalsecurebikeparkingatLinklightrail

stations.

• DraftgeneralrecommendationsforhowtoimplementaddedsecurebikeparkingatLink

lightrailstations.Thiswillbedonethroughexaminationofsuccessfulimplementation

ofsecurebikeparkingprogramsatSoundTransit’speeragenciesandotheragencies

thatprovideinnovativebikeparkingmodels.

• DeterminethelevelofdemandforbicycleaccesstoLinklightrailstations.Several

methodsforassessingbicycledemandhavebeenproposedintheliterature,including

somethathavebeendevelopedlocallyfordirectinginvestmentsintobikeparkingat

transitstations.

• ApplytherecommendationsforimplementingaddedsecurebikeparkingtotheLink

lightrailstationswiththehighestlevelofdemandforbikeaccess.

12

Chapter2:BicycleAccesstoTransit

TheNeedforBicycleAccesstoTransit

TheunderlyinggoalofthisthesisistoimproveaccesstotheLinklightrailsystemby

accommodatingbicycles.Whilemostrailtransitsystemsprovideahighleveloftransitservice

topassengersoncetheyareatastation,reachingthestationcanbeachallengeformany

potentialpassengers.Fourmainmethodsareavailableforaccessingpublictransitstations:

walking,driving,usingconnectingtransitservice,andcycling.Alloftheseaccessmodesare

importantelementsofthetransportationsystem,butbicycleaccesstopublictransitsystems

tendstoreceivelittleattentionfromtransitagencies.Thislowlevelofattentiongiventobicycle

accessandplanningmaynotbeentirelyunwarrantedbythenumbers–SoundTransitsurveyed

customersin2011andfoundthatonly1.7%ofLinklightrailpassengersusedabicycletogetto

thetrainstation.9Investmentinbicycleaccesscanpotentiallyincreasetheuseofbikestoreach

thetransitsystem.BayAreaRapidTransit(BART)providesahighlevelofinfrastructureto

supportbikeaccess,andin20124%ofBART’spassengersreachedthesystembybicycle.10

BARTiscurrentlypursuingan8%bikeaccessratethroughadditionalbicycleinvestment,and

SoundTransitcouldsetsimilargoals.

Despitelowratesofbikingtoaccesspublictransit,thecombinationofbicyclesand

transithasgreatpotentialtoexpandthereachofthetransitsystemandmakeitmoreuseful

andflexibleforthesystem’susers.Literatureonbicyclesandtransitidentifiesseveralbenefits

9.EmilyYauskochi(SoundTransitSeniorPolicyPlanner),e-mailmessagetoauthor,April22,2016.10.“BARTBicyclePlan:ModelingAccesstoTransit,”BayAreaRapidTransit,July2012,v.

13

totheirintegration.Primaryamongtheseisthatusingbikesasatransitaccessmodecan

significantlyexpandthecatchmentareaforatransitstoporstation.Theexpandedcatchment

areaisparticularlyusefulforrailtransitstations,sincetheyareusuallyspacedmuchfarther

apartthanlocalbusstops.Theruleofthumbusedforrapidtransitaccessisthatmostridersare

willingtowalkone-halfmiletoreachastation,whichcorrespondswithroughlytenminutesof

walking.11Thesametenminuteswillallowanaveragecyclisttotraveltwomilesormore,

meaningthattheareawithintenminutesofthestationbybikeissixteentimeslargerthanby

foot–averysubstantialimprovementinrange.12

Thecombinationofbicyclesandtransithasotherbenefitsaswell.Itcanimprovethe

efficiencyofthepublictransitsystembyreducingtheneedforfeederbusservicetotransit

stations.13Bikeandtransitintegrationalsosupportsandencouragescyclinggenerally,which

hasseveralcorollarybenefits.14Morecyclingmeansareductioninautomobiletrips,resultingin

reducedtrafficcongestionandimprovedairquality.15Ascyclingisanactivemodeof

transportation,increasedcyclingratesarestronglycorrelatedwithlowerratesofobesityand

diabetes.16

MethodsofProvidingBicycleAccesstoTransit

Thereareseveralwaystofacilitatebicycleaccesstothetransitsystem.Reviewsof

transitagencybicyclepoliciesshowthatallmajortransitagenciesinNorthAmericaprovide11.KathrynCoffel,“GuidelinesforProvidingAccesstoPublicTransportationStations,”TransitCooperativeResearchProgramReport153,2012,66.12.Ibid.13.KevinJ.KrizekandEricW.Stonebreaker,“BicyclingandTransit:AMarriageUnrealized,”TransportationResearchRecord,no.2144(2010):161.14.Ibid.15.Schneider,“IntegrationofBicyclesandTransit,”1.16.JohnPucher,RalphBuehler,DavidR.Bassett,andAndrewL.Dannenberg.“Walkingandcyclingtohealth:acomparativeanalysisofcity,state,andinternationaldata,”AmericanJournalofPublicHealth100,no.10(2010).

14

parkingforbikesatmosttransitstopsandstationsandequiptheirtransitvehicleswithracks

andotherequipmenttocarrybikesalongonthetransitvehiclesthemselves.Thesemethodsof

accommodatingbikeaccesstotransitarediscussedingreaterdetailbelow.Providingparking

andcapacityonvehiclesarecommonoptionsprimarilybecausetheyaredirectlyundercontrol

ofthetransitagenciesthemselves.Otheroptionsforprovidingbikeaccesstotransitinclude

improvementstocyclingroutestotransitstationsandaddingbikesharefacilitiesattransit

stations.Thesemethodsarenotwidelyusedbytransitagenciesprimarilybecausetheytypically

requireinteragencycooperationforconstruction,maintenance,andoperation.17Roadway

improvementstoincreasecyclistaccessareusuallytheresponsibilityofmunicipal

transportationdepartments,whilebikesharesystemsmaybepubliclyrunbymunicipal

governmentsorprivatelyoperated.Despitethesechallengesforimplementation,these

improvementsanimportantpartofthefullpictureofbicycleaccesstotransit.

BikeShareandTransit BikesharesystemsarearelativelyrecentphenomenonintheUnitedStatesandarenot

well-representedintheliterature.Citieswithextensivetransitserviceandlargebikeshare

programs,suchasBostonandWashington,D.C.,seektolocatebikesharelocationsneartransit

stations.Thiscanreducetheneedfordedicatedparkingforpersonalbicycles,thoughthe

effectivenessofthisstrategyforprovidingbikeaccesstotransitdependsgreatlyonthesizeand

usefulnessofthebikesharesystem.18

Seattlehasitsownbikesharesystem,knownasPronto,whichopenedinOctober2014.

ProntobikesharewaspurchasedbytheCityofSeattlein2016andisnowmanagedbythe17.Coffel,“GuidelinesforProvidingAccesstoPublicTransportationStations,”68.18.Ibid.,76.

15

SeattleDepartmentofTransportation.ProntocoversdowntownSeattle,CapitolHill,andthe

UniversityDistrict,andbikesharestationsarelocatedincloseproximitytoallsixLinklightrail

stationsinthoselocations.However,thesystemhasasmallnumberofsubscribersatlessthan

3,000andseesverylowratesofuse,averaginglessthanonerideperbikeperday.19Thislow

rateofadoptionofbikeshareinSeattlemeansthatitisunlikelytosignificantlyimprovebicycle

accesstoLinklightrailevenwhereitisconvenient.Additionally,mostofLink’sstationsare

locatedoutsideoftheProntobikeshareservicearea,andthuscannotbeaccessedusingbike

share.

CyclingRoutestoTransitStations

Improvingbicycleroutestotransitstationscanbedonebycreatingbicyclelanesor

paths,throughtheprovisionofwayfindingsignage,orthroughacombinationofthese

approaches.Whilethisisanimportantcomponentofsupportingbikeandtransitintegration,

veryfewtransitagenciesareabletomaketheseimprovementsthemselves.20Insteadthey

musttypicallyrelyonlocaltransportationdepartmentswhohavejurisdictionoverthestreet

network.Someexceptionsexist–LosAngelesandSanFranciscocountiesbothhavetransit

agenciesthatarefullyintegratedintothecountywidedepartmentoftransportation,allowing

theirtransitagenciestoextendtheirbicycleplanningbeyondjustthestationareas.21

Unfortunately,SoundTransitistypicalofmostAmericanpublictransitagenciesinlackingthe

authoritytomakecyclingrouteimprovementsbeyondstationplazas.Surroundingjurisdictions

19.EvanBush,“Seattle’sProntobike-sharenonprofitteetering,seeks$1.4Mrescuebycity,”SeattleTimes,January29,2016,http://www.seattletimes.com/seattle-news/transportation/seattles-pronto-bike-share-program-at-risk-of-shutting-down/.20.Schneider“IntegrationofBicyclesandTransit,”17.21.Ibid.

16

aregenerallysupportiveofcyclingimprovements,butSoundTransithasverylimitedabilityto

pursuethismethodofsupportingbicycleaccesstoitstransitsystem.

BikesonTransitVehicles

MosttransitagenciesinNorthAmericaprovidecapacityforcarryingbicyclesonboard

transitvehicles.Thisallowscyclingtransitpassengerswhoarriveattransitstopsbybicycleto

bringtheirbicyclewiththemastheycontinuetheirtripontransit.Cyclingpassengerscanthen

continuetheirjourneybybicycleattheendoftheirtransittriporkeeptheirbikewiththemfor

securityreasons.AseriesofinterviewswithbicycleplanningstaffatninemajorNorthAmerican

transitagenciesin2015revealedthatallnineagenciesfitbicycleracksonthefrontofbuses

andallagenciesthatrunrailtransitserviceincludehooksorracksforbicyclesinsidethe

vehicles.22

Thoughtheuseofbike-on-transitmethodsofintegratingbicyclesandtransitis

widespread,thismethodsuffersfromonesignificantdrawbackforcyclingtransitusers.Asbike-

on-transitusebecomespopular,andthusmorecommonlyused,capacityisquicklyreached.

Whiletheoptionofbringingabicyclealongonabusortraintripcanbeusefultopassengers,it

isnotreliable.Ifabusortrainarrivesatthestopanditsbicyclespacesarealreadyfull,cyclists

intendingtoboardmustwaitforthenextvehicletocome.Ifbikeontransittripsarepopular,

thereisnoguaranteethatthenextvehicletoarrivewillhavespaceopenforabike.

Additionalcomplicationsarepresentedwhenbringingabicycleaboardrailtransitlike

Link.Sincebikesmustbebroughtinsidethetraincar,theycanpresentanobstructionto

passengerloadingandunloadingandmayoccupyspacethatcouldotherwiseaccommodate22.BrandKoster,“HowTransitAgenciesHandleBicycles:AnanalysisofnineNorthAmericantransitagencies,”(PhDdiss.,UniversityofWashington,2015),AppendixB.

17

morepassengers.Duringpeakhours,whentrainsarelikelytobeatornearcapacity,bicycles

canthereforeimpedeaccesstothetrainandreduceitscapacity.Becauseofthisproblem,

severalagenciescurrentlyprohibitbikesfrombeingloadedontosomeoralltraincarsduring

peakhours,includingtransitagenciesforChicago,LosAngeles,NewJersey,NewYork,San

Diego,SanFrancisco,andVancouver,B.C.23Vancouver’sTransLinkalsoprohibitsbikesatall

hoursatonestationbecausethepresenceofbikesinterfereswithpassengercirculation.24

Whilebike-on-trainprogramsaregenerallyquitepopularwithcyclingtransitpassengers,these

peak-hourrestrictionsonbicyclesarereportedlytheprimarycomplaintabouttheseprograms

fromcyclists.25

(thisspaceintentionallyleftblank)

23.Schneider,“IntegrationofBicyclesandTransit,”31.24.Koster,“HowTransitAgenciesHandleBicycles,”AppendixB.25.Schneider,“IntegrationofBicyclesandTransit,”29.

18

SoundTransitcurrentlyallowsbikes

onallLinktraincarsatalltimesofoperation.

Thetraincarseachhavecapacityforfour

bikes–therearetwohooksforhanging

bikes,andtwomorecyclistsareallowedto

standwiththeirbikes.26Linktypically

operatesintwo-cartrainsets,soeachlight

railtraincancarryamaximumofeightbikes.

Thebikehookareaisalsosharedwith

luggage,andsincetheLinklineservesthe

region’smajorairport,luggageisoften

storedwherebikeswouldnormallybe

loadedonthetrain(seeFigure2).This

meansthatLink’spracticalcapacityforbikes

isoftenlowerthanthestatedmaximum,as

nomorethantwostandingbikesare

allowedpertrain.Atpresent,bikecrowding

problemsonLinklightrailhaveonlybeen

reportedanecdotally,thoughSoundTransit

onlyperformsusecountsofitsbicycle

26.“BicycleRidersGuide,”SoundTransit,April13,2016,http://www.soundtransit.org/sites/default/files/BRO%20ST%20BikeBrochure%202016%20FINAL.pdf.

Figure2–LuggageFillingtheBikeAreaonaLinkLightRailTrain

ThebikeareaonLinklightrailtrainsalsofunctionsasaluggagestoragearea.Sincethelineservestheairport,luggagefrequentlyreducesLink’scapacityforcarryingbikes.Photobyauthor,April30,2016.

19

facilitiesandservicesannually.27IfabikecapacityproblemweretodeveloponLinkvehicles,it

wouldlikelybeidentifiedthroughpassengercomplaintsratherthanactivemonitoring.Thefact

thatSoundTransithasbannedoversizedbikesandcargobikesfrombeingbroughtontoLink

lightrailtrainsposesanaccesschallengeforsomeridersandprovidesanindicationthatfurther

restrictionsonbicyclesonboardtrainswillbeneededasLink’sridershipgrows.28

BikeParkingatTransitStations

Storagefacilitiesforbicyclesattransitstationsprovideanalternativeforcycliststo

accessthetransitsystemwithoutbringingabicycleonboardthetransitvehicle.Typically,

cyclistswillleavefromhome,biketothetransitstation,securetheirbikeatthestation,and

continuethefinallegoftheirjourneyontransit.Othertripcombinationsarealsopossible.For

example,acyclistmaystoretheirbikeatatransitstationovernightsotheyhaveaccesstoa

bikeattheendoftheirtransittrip.Inbothofthesecases,securebicycleparkingiskeyto

makingthemultimodalconnectionsreliable.

TheDepartmentofJusticereportsthattransitstationshaveahighincidenceofbicycle

vandalismandtheft.29Sincebikeswillusuallybeleftunattendedforeighthoursormorewhen

usedaspartofabikeandtransitcommute,secureparkingfacilitieshelpensurethatabikewill

stillbethereandinusableconditionwhenitsriderreturns.Thismakessecurebikeparkinga

criticalpartoftheinfrastructureneededtosupportbicyclesaccesstotransit.Literatureand

transitagencyexperiencebothsupporttheassertionthattheavailabilityofsecurebikeparking

27.Koster,“HowTransitAgenciesHandleBicycles,”AppendixB.28.“BicycleRidersGuide,”SoundTransit.29.ShaneD.Johnson,etal.,“BicycleTheft,”Problem-OrientedGuidesforPoliceProblem-SpecificGuidesSeries52,UnitedStatesDepartmentofJustice,June2008,4.

20

attransitstationsisasignificantfactorinatransituser’sdecisiontoaccessthetransitsystem

bybicycle,discussedfurtherinchapter3.


21

Chapter3:SecureBicycleParkingatTransitStationsSecureBicycleParkingBackground

Bicyclesaremostcommonlyparkedusingstandardbicycleracksonthestreetor

sidewalk.Thisarrangementoffersseveraladvantagesoverothertypesofbikeparkingfacilities.

Chiefamongtheseislowcost–standardbicycleracksmaycostaslittleas$150eachwhile

accommodatingseveralbikes.30Thislowcostcombinedwiththefactthatbikeracksrequire

verylittlespacemeansthattheycanbeinstalledwithineasyreachofmostdestinations.Large

numbersofbikescanbeaccommodatedattransitstationsusingstandardracks–severalBART

stationshavecapacityforoveronehundredbikesattheirbikeracks.31

Whilecheapandeasytoimplement,bicyclerackshaveamajorweakness:security.

Bicyclesarevulnerabletoinclementweather,damage,vandalism,andtheftevenwhen

carefullysecuredtoabikerackwithaqualitylock.32Thishasbeenalongstandingproblemwith

theuseofbicyclesfortransportation.In1979,itisestimatedthatroughly2.6millionbicycles

werestolen.33Whiletheproblemhaslessenedsomewhatintheinterveningyears,thenumbers

arestilldiscouragingtocyclists.A2006estimatebytheNationalCrimeVictimSurveyputthe

numberofbiketheftsthatyearat1.3million,whichequatestojustunder2.5biketheftsper

minute.34ADepartmentofJusticereportonbicycletheftindicatesthatbiketheftisparticularly

30.Schneider,“IntegrationofBicyclesandTransit,”36.31.“BARTBikeParkingCapitalProgram:Increasingbikeaccesswhilereducingbikesonboard,”BayAreaRapidTransit,April2015,56.32.RachelAldredandKatrinaJungnickel,“Matterinoroutofplace?Bicycleparkingstrategiesandtheireffectsonpeople,practicesandplaces,”Social&CulturalGeography14,no.6(2013):605.33.MichaelA.Replogle,Bicycles&PublicTransportation:NewLinkstoSuburbanTransitMarkets(Emmaus,PA:TheBicycleFederation,Washington,D.C,1983),130.34.Johnson,“BicycleTheft,”4.

22

likelytooccuratpublictransitstations,primarilybecausetheyarelocationswherebicyclesare

leftunattendedforlongperiodsoftime.35

Severalstudiesusingstatedpreferencesurveyshaveshownthattheavailabilityof

securebikeparkinghasastronginfluenceonpeople’schoicetousecyclingasatransportation

mode.Inthestarkestexample,a2007surveyofcyclistsinEdmonton,Albertafoundthat

knowingsecureparkingisavailableatthecyclist’sdestinationwasequivalenttoreducingthe

cyclingtriptimeby26.5minutes.36Morerecently,a2011surveyofVancouver,British

Columbiacyclistsfoundthattheavailabilityofsecureindoorbikestoragewasthemostpositive

influenceonwillingnesstocycletoadestinationoutsideofenvironmentalandroutefactors

likeweather,topography,andqualityofbikelanes.37Thereisampleevidencethattheissueof

bicycleparkingsecuritydirectlyaffectstheuseofbikeparkingattransitstations.A1997study

foundthatlockersattransitstationsweretiedwithalreadybeingabikecommuterasthe

second-mostimportantfactorinacyclist’sdecisiontouseabiketoaccesspublictransit,

followingcloselybehindtheavailabilityofbikelanes.38A2011surveyofBARTpassengerswho

broughtbikesonboardthesystemwiththemrevealedthat25%didsobecausetheydidnot

havesecurebikeparkingavailableatthestation.39Itislikelythatthelackofaccesstosecure

bikeparkingattransitdiscouragesmanymorepeoplefromridingtotransitstationsinthefirst

place.

35.Ibid.,8.36.JDHuntandJEAbraham,“InfluencesonBicycleUse,”Transportation,no.34(2007):463.37.MeghanWintersetal.,“Motivatorsanddeterrentsofbicycling:comparinginfluencesondecisionstoride,”Transportation,no.38(2011):158.38.DeanTaylorandHaniMahmassani,“AnalysisofStatedPreferenceforIntermodalBicycle-TransitTransfers,”TransportationResearchRecord,no.1556(1997):94.39.“BARTBikeParkingCapitalProgram,”56.

23

DefiningSecureBicycleParking

TheSanFranciscoMunicipalTransportationAuthority(SFMTA)placesbicycleparking

intotwoclassifications:short-term(classII)andlong-term(classI).Short-termparkingis

intendedtoholdbikesfortwohoursorless,andincludesvarioustypesofon-streetorsidewalk

bicycleracks.Long-termparkingisintendedforstoringbikesforanytimeperiodlongerthan

twohours,andincludesbicyclelockers,bicyclecagesandrooms,bicyclestations,and

monitoredbicycleparking.40Standard(non-secure)bicycleparking,comprisingunenclosed

rackslocatedonthestreetorsidewalk,isbestusedforbriefbicyclestops.Eventhen,SFMTAis

carefultopointoutthatsecurityshouldbeagoalwhendesigningshort-termparking.Whilethe

SFMTAclassificationisnotdefinitive,itprovidesausefuldistinctionbetweentypesofbicycle

parking.Mostimportantly,thisclassificationhasbeenadoptedbySoundTransitfortheir

bicycleplanningpurposes.41

TheTransitCooperativeResearchProgram(TCRP)Report153GuidelinesforProviding

AccesstoPublicTransitStationsprovidesadefinitionofsecurebikeparkingthatisbasedon

formratherthanlengthoftime.Securebikeparkingisanytypeofbicycleparkingthatprovides

agreaterdegreeofsecuritythanastandardbicyclerack.42Whilethisdefinitionisstructured

differentlyfromthatusedbySFMTA,theendresultisthesame,withbicycleparkingdivided

betweenstandardbicycleracksandallotherformsofbicycleparkingfacilities.Additional

reviewofliteratureonthesubjectofbicycleparkingmaintainsthisdistinction,andsoforthe

40.“BicycleParking:Standards,Guidelines,Recommendations,”SanFranciscoMunicipalTransportationAgency,2015,9.41.RebeccaRoush(SoundTransitbicyclecoordinator),e-mailmessagetoauthor,April21,2016.42.Coffel,“GuidelinesforProvidingAccesstoPublicTransportationStations,”74.

24

purposeofthisthesis,securebicycleparkingwillincludeallbicycleparkingfacilitiesotherthan

standardracks.

TypesofSecureBicycleParkingLeasedBicycleLockers

Leasedlockersarethemostcommontypeofbikeparkingotherthanstandardracks,

andthemostcommontypeofsecurebikeparkingcurrentlyinuse.43Leasedlockersmayalso

beknownassubscriptionlockers.Inthissetup,individuallockersarerestrictedtoaccessby

onlyoneparticularcyclistthroughtheuseofakeyoranindividualizedelectronicaccesscode.

Leasedlockerscanbeleasedforanyamountoftime,butarecommonlyleasedforthreeorsix

monthsatatime.Lockerleasefeesvarybyagencyandleaseperiodbutrarelyexceed$100per

year.44

Leasedlockersofferthreeprimarybenefitstotheirusers.Thefirstisthatusersdonot

needtoprovidetheirownlock,asoneisbuiltintothedoor.Second,mostlockerdesigns

obscurethelockercontentsfrompublicview,sopotentialthievesremainunawareofthevalue

ofalocker’scontentsorevenwhetheralockerhasanythinginitatall.Thethirdbenefitisthat

leasedbikelockersguaranteetheirusersasecurespacetoparktheirbikeatalltimes.45Other

securebikeparkingoptionsarefirst-come,first-served,meaningthatuserscannotbe

guaranteedaspace.Leasedlockersavoidthispotentialissuebecausetheyonlyprovideaccess

tooneuser.

43Ibid.44Ibid.45Ibid.

25

Figure3–LeasedBicycleLockersattheSeaTac/AirportLinkStation

ThisphotoshowsaCycleSafeProParkleasedbikelockerinusebySoundTransitattheSeaTac/AirportLinklightrailstation.ThistypeoflockerisinwidespreadusebySoundTransitatlightrailstationsandothertransitfacilities,andeachlockerisinternallydividedtoprovidesecurestoragespacefortwobikes.Photobyauthor,January15,2016.

Leasedlockershavesomechallengesinadditiontotheirbenefits.Theprimarydrawback

ofleasedlockersisthattheyrequirealargeamountofspaceperbicycleaccommodated.The

CycleSafeProParkbikelockershowninFigure3aboveisoneofthebikelockermodels

currentlyinusebySoundTransit.Thelockeritselfholdstwobikesininternallydivided

compartmentsina38”x78”footprint.CycleSaferecommendsinstallinglockerswithsixfeet

clearfromeitherdoortoprovideadequateaccess,meaningthatonelockerrequiresanareaof

roughlythreefeetbyeighteenfeet.46Thisis58.6squarefeetperlocker,or29.3squarefeetper

bike.Additionally,sinceeachleasedlockerisonlyaccessiblebyonecyclistperleasedspace,the

capacityofleasedlockersgoesunusedmuchofthetime.AuditsofKingCountyMetrobike

46.“ProParkBikeLocker,”CycleSafe,accessedApril13,2016,http://cyclesafe.com/bike-lockers/propark/.

26

lockershavefoundthatonly40%ofleasedlockersareactuallyinuseduringweekdaybusiness

hours,whenlockerutilizationisexpectedtobehighest.47Table1presentsdatafromanaudit

ofleasedbikelockersintheBARTsystemin2011,whichfoundonaverageonly17%ofleased

bikelockerswereoccupied.48Lowratesofleasedlockerusehaveledseveraltransitagenciesto

movetowardothermethodsofprovidingsecurebikeparkingattheirstations.49

Table1–LeasedBicycleLockerOccupancyatSelectedBARTStationsin2011ThistableshowsleasedbicyclelockeroccupancyatselectedBARTstationscollectedonasinglespringdayin2011.BART'sauditofleasedlockersfoundthatonly17%wereoccupiedatthetimeofdatacollection.Datasource:“BARTBicyclePlan,”13-17.

BARTStation LeasedLockers OccupiedLockers LeasedLockerOccupancyRate(%)

Ashby 24 6 25BayFair 16 4 25Orinda 8 0 0SanLeandro 12 4 33UnionCity 20 7 35WalnutCreek 64 1 2WestOakland 8 4 50

AverageLeasedLockerOccupancyRate:17%ElectronicBicycleLockers

Electronicbicyclelockersaresometimesknownbythetermson-demandlockersore-

lockers.Theseareverysimilarindesigntoleasedlockersandofferusersthesamesecurity

benefitsasleasedlockers.Theprimarydifferencefromleasedlockersisthatelectroniclockers

arenotleasedtoaspecificindividual.Instead,theyareavailableonafirst-comefirst-served

basistoanyonewithaccesstotheelectroniclockersystem.Whilemultipleaccessoptionsare

possible,mostelectroniclockersuseakeycardaccesssystem,whichdoublesasthemethodof47.HannahJ.McIntosh,“BicycleParkingandTransit:ADemandAnalysisforBicycleLockersatKingCountyMetroParkandRideLots,”(Master’sthesis,UniversityofWashington,2007),4.48.“BARTBicyclePlan,”13-1749.Coffel,“GuidelinesforProvidingAccesstoPublicTransportationStations,”74.

27

payment.50Chargesforuseofelectroniclockersareusuallylowatonlyafewcentsperhour.

Forexample,BART’selectroniclockerscharge3to5centsperhourdependingonoccupancy

levels,51whileKingCountyMetrocharges5centsperhouratalltimesforuseoftheirelectronic

lockers(showninFigure4).52

Figure4–ElectronicBicycleLockersatSeattle’sNorthgateTransitCenter

KingCountyMetrohaspartneredwithBikeLinktoprovideelectronicbikelockersattheNorthgateTransitCenter.Therearecurrentlysixoftheseon-demandlockersavailableatthetransitcenter,providingparkingfortwelvebikes.Photobyauthor,April30,2016.

Electronicbikelockershavethesamedimensionsasleasedlockersandthereforeare

subjecttothesamespacerequirements.However,electroniclockerscanstoremorebikesin

thesameamountofspacebecausetheyareavailabletomultipleusers.Thoughoccupancy

ratesforelectroniclockersarenotpublished,BARTcitedsignificantlyincreasedusageratesfor

electroniclockerscomparedtoleasedlockerswhenitmorethandoubleditsinventoryof

50.Ibid.51.“BikeonBART,”BayAreaRapidTransit,accessedApril21,2016,http://www.bart.gov/guide/bikes.52.“BikeTravel:On-DemandBikeeLockers,”KingCountyMetroTransit,accessedApril21,2016,http://metro.kingcounty.gov/tops/bike/parking/elockers.html.

28

electronicbikelockersin2011and2012.53BikeLink,themainvendorofelectronicbikelocker

systemsintheUnitedStates,statesthattheirusagedataindicatesatleastfivetimesasmany

cyclistsuseelectroniclockersasuseleasedlockers,thoughtheirdataarenotpublished.54A

2011countofbikelockerusageatBARTstationsfoundthat57%ofelectroniclockerswerein

use,comparedwithonly17%ofleasedlockers.55DataforBART’selectroniclockersare

presentedinTable2below.

Table2–ElectronicBicycleLockerOccupancyatSelectedBARTStationsin2011ThistablepresentselectronicbicyclelockeroccupancyatselectedBARTstationscollectedonasinglespringdayin2011.BART'sauditofelectroniclockersfoundthat57%wereoccupiedatthetimeofdatacollection.Datasource:“BARTBicyclePlan,”13-17.

BARTStation ElectronicLockers OccupiedLockers ElectronicLockerOccupancyRate(%)

12thSt/Oakland 8 7 8819thSt/Oakland 8 7 88Concord 16 0 0DalyCity 4 1 25Dublin/Pleasanton 12 4 33ElCerritoPlaza 48 35 73LakeMerrit 32 29 91MacArthur 40 32 80NorthBerkeley 48 37 77PleasantHill 24 22 92Richmond 16 0 0Rockridge 32 16 50SanLeandro 20 20 100WalnutCreek 16 0 0WestOakland 18 9 50

AverageElectronicLockerOccupancyRate:57%

53.“BARTmorethandoublesnumberofelectronicbikelockers,”BayAreaRapidTransit,January30,2012,http://www.bart.gov/news/articles/2012/news20120130.54.“Benefits,”BikeLink,accessedApril23,2016,https://www.bikelink.org/help/benefits.55.“BARTBicyclePlan,”13-17.

29

Electronicbikelockersaremoreexpensivethanleasedlockersandrequiremore

management,leadingtohigheroverallcosts.However,theycanbelessexpensivepercyclist

servedduetotheirhigheroccupancyrates.56Thegreatbenefitofelectroniclockersisalsotheir

largestdrawback:theyarenotreservedforindividualusers.Asaresult,theymayfillupif

demandforbikeparkingishigh,leavingcyclistsunabletoaccesssecurebicycleparking.Cyclists

wouldthenhavetolocktheirbikeatastandardbikerackorforegostoringtheirbikeatthat

location.

BicycleCagesandBicycleRooms

Bicyclecagesandbicycleroomsaretwovariationsonasingletheme–providingbicycle

parkinginanareawithcontrolledaccess.Bikecagesdifferfrombikeroomsonlyinthatthey

havebars,screens,orfencinginplaceofsolidwalls.Forbothroomsandcages,entryis

controlledusingelectronickeycardsorindividualizedelectronicaccesscodes.Insidethebike

roomorcagebikeracksareprovidedontowhichbikescanbesecured.Thisrequirestheuseof

anadditionaluser-providedlock,astheracksinsidebikecagesarefunctionallyverysimilarto

standardbikeracks.Theracksinsidebikecagesarecommonlymountedverticallyonthewallor

stackedintotwolevelstomaximizetheuseofthecagespace.Anexampleofabikecageis

presentedinFigure5onthefollowingpage.

56.“QuestionsfrequentlyaskedbypeopleconsideringpurchasingBikeLinkequipment,”eLockTechnologiesLLC,2010,accessedApril23,2106,http://elocktech.com/docs/BikeLink%20brochure%20-%20general.pdf.

30

Figure5–BicycleCageinUseattheBeaconHillLinkStation

(A)ThisbicyclecagewasaddedtoSoundTransit'sBeaconHillLinkstationin2016.Ithascapacitytosecurelystore48bikesinafootprintof14.5x45feet,requiringlessthanhalfasmuchspaceperbikeasbicyclelockers.(B)Entryiscontrolledbykeycodeaccessandprovidesarecordofeverypersonwhoaccessesthebikecage.(C)Double-deckedrackshelpmakethebestuseofspaceinsidethebikecage.Photosbyauthor,April30,2016.

Theprimarybenefitofbikecagesandbikeroomsisthattheyareabletousespace

moreefficientlythanthebikelockerarrangementsdiscussedpreviously.Becausetheracks

insidebikecagesaretypicallystacked,theyarealsomorespace-efficientthanstandardbike

31

racks.SoundTransithasinstalledabikecageattheBeaconHillLinkstation(showninFigure5)

withcapacityfor48bikes.Thisbikecagemeasures14.5feetby45feet,coveringatotalareaof

652.5squarefeet.57Thistranslateto13.6squarefeetperbike,orlessthanhalfofthespace

requiredperbikeusingbikelockers.Likelockers,bikeroomsandcagesprotectbikesfromthe

elements,whichisaparticularconcernforbikesparkedinSeattle’srainyclimate.

Thelevelofsecurityprovidedbybikeroomsandcagesisintermediatebetween

standardracksandbikelockers.Allbikecagesprovideanextralayerofsecurityoverstandard

rackswiththeirrestrictedaccess.SoundTransit’simplementationofbikecagesimprovesupon

thiswithsurveillancecamerastomonitorthebikecagesasanextratheftdeterrent.However,

bikeroomsandbikecagesrequirecycliststoprovidetheirownlocks,whichcanbe

burdensometoridersasgoodqualitylockscanbequiteheavy.Ifabicycleisnotwell-locked

insideabikeroomorcage,itmaystillbesubjecttotheftorvandalismifbikethievesareableto

gainentry.Securitydependspartlyonthecautionofauthorizedusersofbikecages.While

holdingthedoorforanotheruserofabikeroomorcagemaybeviewedaspolite,itmayalso

begrantingunauthorizedaccesstothesecurebikefacility.

StaffedBicycleParkingFacilities Staffedbicycleparkingfacilitiesmayalsobeknownasbikevaletsorstaffedbikestations

andprovideahighlevelofconvenienceandsecuritytocyclists.Thefirststaffedbikeparking

facilityintheUnitedStateswasbuiltinLongBeach,Californiain1996,thoughtheconcepthad

57.Author’sfieldworkandcalculations,April30,2016.

32

beeninuseinmanyEuropeancountriespreviously.58Manystaffedbikeparkingfacilitieshave

openedintheUSsincetheLongBeachBikeStation’sdebut,includingfacilitiesrunbyseveral

transitagencies.59Staffedbikeparking,asitsnameimplies,reliesonthepresenceofdedicated

stafftomanageandmonitorstoredbikes.Typically,abicyclestorageareaisprovidedthatis

onlyaccessiblebystaffattheparkingfacility.Bicyclesareplacedinthestorageareabyfacility

staffwhendroppedoffbycustomersandretrievedwhencustomersreturnfortheirbikes.The

exactoperationaldetailsvaryatdifferentfacilities,butthegeneralconceptissimilartovalet

parkingforcars.Staffedbikeparkingfacilitiesvaryincostdependingontheagencyincharge.

Somemaychargeanhourlyfeeorrequireoramembershipforuse,whileseveralstaffedbike

parkingfacilitiesarefreeforcustomerstouse.60

Staffedbikeparkingoffersmanybenefitstoitsusers.Staffedparkingisextremelyeasy

touse,sincecustomersdonothavetodealwithstoringorlockingtheirbikesatall.Itisalso

verysecure,sincepublicaccesstostoredbikesispreventedandthestoredbikesareactively

monitoredbytheparkingfacilitystaff.Manystaffedbikeparkingfacilitiesalsoincludebike

repairandretailfacilities,whichcanaddsignificantconvenienceforbikecommuters.Usersof

thestaffedparkingfacilitycanhavetheirbikerepairedwhiletheygoabouttheirusualdaily

routine,avoidingtheneedforaseparatetriptoabikeshop.61

Usingstaffedparkingalsoprovidesasignificantbenefittoitsoperators:extremely

efficientuseofspacewhenparkinglargenumbersofbicycles.GoByBike,astaffedbicycle

58.KimUpton,“Grandol’openingforLongBeachBikestation,”TheSource(LosAngelesCountyMetropolitanTransportationAuthority),lastmodifiedSeptember15,2011,http://thesource.metro.net/2011/09/15/grand-ol-opening-for-long-beach-bikestation/.59.Coffel,“GuidelinesforProvidingAccesstoPublicTransportationStations,”74.60.Schneider,“IntegrationofBicyclesandTransit,”39.61.Ibid.

33

parkingfacilityinPortland,Oregon,operatesabikevaletandasmallrepairshopinanareathat

measures48x58feet,or2,784squarefeet.62Amaximumof350bikescanparkattheGoBy

Bikevaletatonetime;thismeansthatonly7.8squarefeetofspaceareneededperbike.63This

isbarelyoverhalfofthespaceneededforbikecagesandjustonequarterthespaceneeded

perbikeusingbikelockers.

Thebenefitsofstaffedbicycleparkingarebalancedagainstonepotentialinconvenience

andasignificantcost,bothofwhichstemfromtheneedforstaffing.First,sincestaffmustbe

availabletooperatethefacility,bikevaletsarenotopenatallhours.Moststaffedbikeparking

facilitiesclosedownovernight.Whileovernightstorageforbikesmaybeavailableatsome

staffedbikeparkingfacilities,bikesstoredovernightcannotbeaccessedwhilestaffisaway.

Whilethehoursofoperationareunlikelytobeaproblemformostbikecommuterswhowould

useabikevalet,theymaycausesomeinconvenience.Moreserious,however,arethecosts

associatedwithkeepingparkingfacilitiesstaffed.Whileoperatingcostswilldependonthe

hoursofoperationforabikevalet,estimatesrangefrom$50,000-$100,0000peryear.64

Portland’sGoByBikevaletserviceisopen13.5hoursperdayforfivedaysperweekandsees

annualoperatingcostsof$100,000.65Thisisasignificantongoingcostthatothertypesof

securebikeparkingdonotincur.

62.MeasurementsviaGoogleMaps,April15,2016.63.KielJohnson(ownerofGoByBike),e-mailmessagetoauthor,April19,2016.64.Schneider,“IntegrationofBicyclesandTransit,”40.65.KielJohnson(ownerofGoByBike),e-mailmessagetoauthor,April11,2016.

34

ExistingSecureBikeParkingatLinkLightRailStations SoundTransitcurrentlyofferssecurebikeparkingateightofLinklightrail’ssixteen

stations.Alleightofthosestationshaveleasedbikelockers,whiletwoofthosestationsalso

havebikecagesinstalled.66Thenumberofsecureandnon-securebikeparkingspacesateach

LinkstationisshowninTable3onthefollowingpage,alongwiththenumberofbikeparking

subscribers.Manyofthestationswithoutsecurebikeparkinghavehighridershipandarein

areaswherecyclingiscommon,suchastheUniversityofWashingtonandCapitolHillstations.

ThoughtheexistingsecurebikeparkingatLinkstationsisunderused,itislikelythatsignificant

unmetdemandforsafebikestorageexistsatseveralstations.


66.RebeccaRoush(SoundTransitbicyclecoordinator),e-mailmessagetoauthor,April21,2016.

35

Table3–CurrentBicycleParkingCapacityatLinkLightRailStationsHalfofLink’ssixteenstationscurrentlyhavesecurebikeparking,withSoundTransitprovidingamixofleasedlockersandbikecages.Thenumberofsecurebikeparkingsubscribersateachstationincludeslockerlesseesandthosesignedupforbikecages.Notethatthenumberofsubscribersisnotanindicationoftheneedforsecurebikeparkingatstationsthatcurrentlyoffernone–itislikelythatthesestationshavesignificantunmetdemand.Datasource:RebeccaRoush(SoundTransitbicyclecoordinator),e-mailmessagetoauthor,April21,2016

Station LockerSpaces BikeCageSpaces

ParkingSubscribers

Non-SecureRackSpaces

UniversityofWashington 0 0 0 130

CapitolHill 0 0 0 40Westlake 0 0 0 0UniversityStreet 0 0 0 0PioneerSquare 0 0 0 0InternationalDistrict/Chinatown 0 0 0 0

Stadium 0 0 0 0SODO 16 0 12 0BeaconHill 4 48 17 24MountBaker 24 0 6 16ColumbiaCity 37 0 15 56Othello 0 0 0 48RainierBeach 20 0 11 16TukwilaInternationalBoulevard 8 0 4 24

SeaTac/Airport 24 0 5 16AngleLake 8 40 4 14

SoundTransit’smethodofbikeparkingallocationassumesthat2%oftheprojected

2030boardingsforagivenstationwilloccurviabikeaccess.Parkingisbuilttoaccommodate

lessthanhalftheexpectednumberofbike-accessedtrips,includingclassIbikeparking(secure

parking)andclassIIparking(standardbikeracks).Additionalspaceisreservedduringstation

designforadditionalbikeparkingspace,withparkingavailabilityincreasedasdemandwarrants.

Recently-adoptedpolicyatSoundTransitwillprovidefor60%ofbikeparkingbuiltatnewLink

36

stationstobeclassIsecureparking,providedthroughamixofbicyclecagesandleased

lockers.67WhilethisrepresentsanimprovementforfutureLinkstations,theexistingstations

willbeleftwithasmallsupplyofsecurebikeparking.Mostnotably,theUniversityof

WashingtonandCapitolHillstationsthatopenedin2016havenosecurebikeparkingspacesat

all.TheTransitCooperativeResearchProgramrecommendsbikeparkingattransitstopsbe

scaledtoaccommodateatleast5%ofboardingsatthegivenstop.68Sometransitagenciesare

buildingevenhigherlevelsofbikeparkingcapacityattheirtransitstations,withPortland,

Oregon’sTriMetbuildingparkingforbikeaccesssharesof10-25%alongtheMAXOrangelight

railline,whichopenedinlate2015.69

BikeParkingatSoundTransit’sPeerTransitAgencies

SeveralNorthAmericantransitserviceoperatorsprovidehighlevelsofsecurebicycle

parkingattransitstations,includingmajorbustransitcentersandrailstations.Theseagencies

andtheirprogramsandpracticescanserveasmodelsforSoundTransittoexpanditsown

nascentsecurebikeparkingprogram.Peeragencieswitheffectiveprogramsforproviding

securebikeparkingwereidentifiedthroughacombinationofliteraturereviewandconsultation

withAndreaClinkscalesatCascadeBicycleClub,anon-profitbikeplanningandadvocacy

agencybasedinSeattle.Thefollowingreportswereparticularlyusefulforidentifyingagencies

tohighlight:TCRPSynthesis62IntegrationofBicyclesandTransit(2005),TCRPReport153

GuidelinesforProvidingAccesstoPublicTransitStations(2012),andBrandKoster’s2014

master’sthesisHowTransitAgenciesHandleBicycles:AnAnalysisofNineNorthAmerican

67.RebeccaRoush(SoundTransitbicyclecoordinator),e-mailmessagetoauthor,April21,2016.68.Coffel,“GuidelinesforProvidingAccesstoPublicTransportationStations,”69.69.Ibid.,66.

37

TransitAgencies.Selectedagenciesprovidelarge,effective,andinnovativesecurebicycle

parkingfacilities,includingleasedandon-demandbikelockers,bikecages,andattendedbike

parkingstations.

BayAreaRapidTransit(BART)AgencyProfile

BART’stransitserviceiscomprisedoffiveheavy-railrapidtransitlinesintheSan

FranciscoBayArea.TheBARTsystemincludes44stationsandreachesseveralmajorcitiesin

theBayArea,includingBerkeley,Oakland,andSanFrancisco.70Thisagencyrankedasthetenth

largesttransitagencyintheUnitedStatesin2013intermsofpassengerboardings.71BARTis

widelyrecognizedasbeingattheforefrontofplanningforandaccommodatingbicycleaccess,

andin2012theagencyhadabikeaccessmodeshareof4%.72LikeSoundTransit,BART’s

serviceislimitedtoregionalrailtransit.LocalpublictransitserviceintheSanFranciscoBay

Area,includingbusesandlightrail,isprovidedbyamixofotheragencieswithintheBART

servicearea,primarilytheSanFranciscoMunicipalTransportationAuthorityandAlameda

CountyTransit.

BicycleProgramandPractices

BART’sbicycleparkingprogramisguidedbytwomajordocuments.ThefirstistheBART

BicyclePlan,lastupdatedin2012.ThisdocumentestablishedBART’scurrentgoalofdoubling

thesystem’sbicycleaccessmodeshareto8%by2022.73TheBARTBicyclePlanalsoidentifies

70.“StationList,”BayAreaRapidTransit,accessedApril15,2016,https://www.bart.gov/stations.71.JohnNeff,“2015PublicTransportationFactBook,”AmericanPublicTransportationAssociation,November2015,8.72.“BARTBicyclePlan,”v.73.Ibid.

38

severalstrategiesforachievingthisgoal,includingmakingaccesseasywithbikerouteand

circulationimprovements,increasedcapacityonBARTtrainsforbikes,promotionalprograms

toencouragebikeaccess,andexpandedandimprovedbikeparkingfacilitiesatBARTstations.

TheotherguidingdocumentforBART’sbicycleparkingprogramistheBARTBikeParking

CapitalProgram,lastupdatedin2015.Thisdocumentdetailsplansforupgradingand

expandingthebicycleparkingavailableatBARTstationstosupporttheBARTBicyclePlan’sgoal

ofincreasedbikeaccesstotheBARTsystem.TheBARTBikeParkingCapitalProgramheavily

favorstheuseofsecurebikeparkingfacilities,primarilyon-demandlockersandattendedbike

parkingstations.Theplanfurtherproposesremovingstandardbikeracksat12BARTstationsto

makespaceforadditionalsecurebikeparkingfacilities.74

SecureBicycleParkingFacilityInventory

Currently,threeofBART’s44stationsofferstaffedbikeparkingfacilities,withtwo

locatedinOaklandandoneinBerkeley.Allthreestaffedbikeparkingfacilitiesareopenfor14

hoursperdayonweekdays,andtheBerkeleyfacilityisalsoopenforlimitedhoursonSaturdays.

BART’sstaffedbikeparkingfacilitiesareoperatedbyBikeHubandarefreetouseforBART

passengers.75Capacityatthesestaffedparkingstationsrangesfrom130to200bikes.Bicycle

repairservicesandbikeaccessorysalesareofferedatallthreeofBART’sstaffedbikeparking

facilities.

FourBARTstationsprovidecontrolled-accessbikerooms,whichareknownas“self-

servebikestations”inBART’sbikeprogram.Thesebikeroomscanbeaccessedatallhours

usingaBikeLinkelectronickeycard.AfeeischargedthroughtheBikeLinkcardforuseofbike

74.“BARTBikeParkingCapitalProgram,”3.75.“BikeStationDetails,”BikeHub,accessedMarch24,2016,http://bikehub.com/bartbikestation/.

39

rooms,thoughfeesarequitelow–costsrangefrom1to3centsperhourdependingontimeof

day.BARTbikeroomsuseeitherdouble-deckerracksorverticalrackstomaximizethenumber

ofbikesthatcanfitinside,andcapacityrangesfrom89to128bikes.Likethestaffedparking,

BART’sbikeroomsarerunbyBikeHub.76

Inadditiontostaffedparkingandbikerooms,BARToffersleasedbikelockersandon-

demandelectronicbikelockersatmanyofitsstations.A2011inventoryofBARTbikeparking

listedfourteenstationsthatofferedon-demandelectroniclockersandtwenty-seventhat

providedleasedlockers.77Likethebikecages,electronicbikelockersareaccessedusing

BikeLinkcardsandchargesmallhourlyfees,rangingfrom3to5centsperhour.78Leasedbike

lockerscost$30-$40peryear.79Thesefacilitiescombinedwithstaffedparkingandbikecages

foratotalof1,688securebikeparkingspacesin2011,roughly37%ofBART’sbikeparking

capacityatthattime.80BARThassincemorethandoubledthenumberofelectroniclockersin

thesystem,opening336lockersat19stationsinearly2012.81Workonexpandingsecure

bicycleparkingavailabilityisongoing.

76.Ibid.77.“BARTBicyclePlan,”15.78.“BikeonBART,”BayAreaRapidTransit,accessedApril21,2016,http://www.bart.gov/guide/bikes.79.“BicycleLockerApplication,”BayAreaRapidTransit,accessedApril15,2016,http://www.bart.gov/sites/default/files/docs/riderLockersForm.pdf.80.“BARTBicyclePlan,”15.81.“BARTmorethandoublesnumberofelectronicbikelockers,”BayAreaRapidTransit,January30,2012,http://www.bart.gov/news/articles/2012/news20120130.

40

ExampleSecureBicycleParkingFacilityBerkeleyBikeStation

TheBerkeleyBikeStation,locatedindowntownBerkeley,California,isBART’slargest

bikeparkingfacilityandthesecondlargestbikeparkingfacilityintheUnitedStates.82The

Berkeleystationhascapacityfor288bikesprovidedbytwotypesofsecureparkingfacilities:a

controlled-accessbikeroomandstaffedbikeparking.Thebikeroomprovides113bikeparking

spaces,whilethestaffedparkingareahasroomfor175bikes.83

Figure6–StaffedBikeParkingInsideBART’sDowntownBerkeleyBikeStation

TheDowntownBerkeleyBikeStation’sstaffedparkingfacilityhascapacityfor175bikesusingtriple-deckerbikeracks.ThissecurebikeparkingislocatedbehindthecounterattheDowntownBerkeleyBikeStation’srepairandretailsalesarea. Imagesource:“TheBerkeleyBikeStation,”YourBerkeley,accessedApril30,2016, http://yourberkeley.com/2014/10/24/berkeley-bike-station/#sthash.mOlrM9el.l20ADCHr.dpbs.

82.“BARTBikeParkingCapitalProgram,”19.83.“NewBerkeleyBikeStationnearlyquadruplesbikestoragecapacity,”BayAreaRapidTransit,July13,2010,http://www.bart.gov/news/articles/2010/news20100713.

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TheBerkeleyBikeStationisnotincorporatedintoaBARTtransitstation.Instead,itisa

separatefacilitythatoperatesinaretailstorefrontonthegroundfloorofamixed-usebuilding.

TheBerkeleyBikeStationservesBART’sDowntownBerkeleyStation,whichisanunderground

stationwithanentrancelocatedroughly150feettothenorthoftheBerkeleyBikeStation

entrance.Whileplacingthebikeparkingfacilityoutsideofthetransitstationmayslightly

inconveniencecyclistsaccessingBART,thesitingoftheBerkeleybikestationwaschosenfor

tworeasons.ThefirstoftheseisthattheDowntownBerkeleyBikeStationreplacedaprevious

bikeparkingfacilitythatwaslocatedinsidetheBARTstationandwaswelloveritsdesigned

capacity.84Thenewlocationoutsideofthestationnearlyquadruplesbikecapacity.Thesecond

reasonfortheBerkeleybikestationlocationisthatitprovidesaccesstothestaffedparkingand

thebikeroomforcyclistswhoarenotusingBART.Thisbikeparkingfacilitythusbenefitsthe

surroundingBerkeleycommunity,includingthosenotusingBART,byprovidingabicyclerepair

andaccessoriesshopthatisaccessibletothegeneralpublic.Italsoallowsaccesstothe

controlled-accessbikeroom24hoursaday,soitcanbeusedforsecurebikeparkingeven

whentheBARTsystemisclosed.85


84.Ibid.85.Ibid.

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Figure7–TheDowntownBerkeleyBikeStationEntrance

TheDowntownBerkeleyBikeStationislocatedinastorefront150feetfromBART’sDowntownBerkeleyStationentrance.ThisallowsthefacilitytoserveretailcustomerswhoarenotridingBARTandalsoenables24-houraccesstothesecurebikeroomthatisincorporatedintothefacility.Imagesource:“BerkeleyBARTBicycleStation,”KaufmanConstruction,accessedApril18,2016,http://www.kaufmanci.com/portfolio/commercial/berkeley-bart-bicycle-station.

LosAngelesCountyMetropolitanTransportationAuthority(LAMetro)AgencyProfile

LAMetroisbothapublictransitagencyandLosAngelesCounty’sregional

transportationplanningagency.ThisuncommonarrangementplacesLAMetroinchargeof

planningandoperatingtransitserviceaswellasplanninghighwayandbicycleprojectsand

managinganddispensingtransportationfundingthroughoutthecounty.With9.6million

people,LACountyisthelargestcountyintheUnitedStates.Theagency’spublictransitservice

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isextensive,including173busroutes,fourlightraillines,andtwosubwaylines.86LAMetrowas

thethirdlargesttransitagencybypassengerboardingsin2013.87

BicycleProgramsandPractices LAMetrohasadistinctadvantageinplanningforbicycleaccesstotransitasbotha

publictransitagencyandacountywidetransportationplanningagency.In2006,theagency

completedacountywidebicyclestrategicplaninconsultationwithseveraltransportation

planningconsultingfirms.Theplan’sprimarygoalwasdoublingbikeridershipinLACounty,but

severaloftheplan’spolicyobjectivesdealtwithcreatinganexpandednetworkofbikeand

transithubsbyprovidingmorebikeparkingatLAMetrotransitstations.88167transitstations

wereevaluatedonseveralcriteriaforsuitabilityforbikeimprovements,andtwelvestations

wereidentifiedforbike-transithubplanning.Stationslocatedattheendoftransitlinesare

givenhighpriorityforbikeimprovementsandparkinginLAMetro’splanningprocess.LA

Metro’sbikeplanningisguidedbypolicydocumentsinadditiontothebicyclestrategicplan.A

2010decisionbytheLAMetrogoverningboarddoubledfundingforbicycleandtransit

integrationprojects,orderingthatallnewtransitprojectsincorporatebicyclefacilitieswitha

goalofincreasingbikeaccess.89Theorderspecificallycallsoutprovidinghigherlevelsofbike

parkingathigh-demandtransitstations.

86.“FactsataGlance,”LosAngelesCountyMetropolitanTransportationAuthority,accessedApril21,2016,https://www.metro.net/news/facts-glance/.87.Neff,“2015PublicTransportationFactBook,”8.88.“MetroBicycleTransportationStrategicPlanFINALDRAFT,”LosAngelesCountyMetropolitanTransportationAuthority,January2006,7-14.89.“EnhancedMTABicyclePolicies&Programs,”MotionbyMayorAntonioVillaraigoso,LAMetro,September16,2010,http://media.metro.net/riding_metro/bikes/images/Bikes_Mayors_Board_Motion_September_2010_16_EMAC.pdf.

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SecureBicycleParkingFacilityInventory LAMetro’ssecurebikeparkingisprimarilyprovidedintheformofleasedbikelockers.

Ofthe115stationsinLAMetro’srailandbusrapidtransitsystemnetwork,47havebikelockers.

Lockerrentalscost$24forasix-monthperiod.90Threebicyclecagefacilitiesareeitheropenor

underconstructionintheLAMetrosystem.91Theseareknownasbikehubsandincorporate

staffedrepairserviceduringlimitedhoursofoperationtoprovideahighlevelofserviceto

cyclists.Twoofthethreebikehubsarelocatedatend-of-the-linetransitstations.LAMetro’s

bikehubshavecapacityfor56to72bikesandusersarechargedafeeforvariousaccess

periodsrangingfromoneweektooneyear.

ExampleSecureBicycleParkingFacilityElMonteBikeHub

TheElMonteBikeHubopenedin2012andisthefirstinaseriesofbikehubsplanned

byLAMetro.92Whilenotservingoneoftheagency’srailtransitstations,thebikehubislocated

atalargebusstationinElMonte,California,approximately12mileseastofdowntownLos

Angeles.TheElMonteBusStationservesastheprimarytransferpointbetweenLAMetro’s

SilverLineBRTserviceandseveralothertransitagenciesandseesroughly22,000passengers

perday–onethirdthetotalnumberofdailyLinklightrailriders.93Whilenottheonlysecure

90.“MetroBikeLockerProgramRegistration,”LosAngelesCountyMetropolitanTransportationAuthority,accessed,April29,2016,http://blrs.metro.net/mobile/blr_public.aspx.91.“IntroducingMetroBikeHub,”BikeHub,accessedApril29,2016,http://bikehub.com/metro/.92.DavidSotero,“ElMonteBikeHubopens,featuringMetro’sfirstsecurebikeparkingstation,”TheSource(LosAngelesCountyMetropolitanTransportationAuthority),September14,2015,http://thesource.metro.net/2015/09/14/el-monte-bike-hub-opens-featuring-metros-first-secure-bike-parking-station/.93.“ElMonteStation,”LosAngelesCountyMetropolitanTransportationAuthority,accessedApril30,2016,https://www.metro.net/projects/elmonte/.

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bikeparkingfacilityservingtheLAMetrotransitsystem,itisthefirstonebuiltbyLAMetroand

integrateddirectlyintooneoftheirfacilities.

Figure8–InsideLAMetro’sElMonteBikeHub

TheElMonteBikeHubincorporatesretailsalesandrepairservices,staffedpart-time,intoasecurebicycleroomwithspacefor56bikes.Accesstosecurebikestorageisavailableatallhours.ImageSource:“BicycleFacilitiesHelpCommuterswithFirstandLastMileConnectionstoTransitHubs,”DeroBikeRacksBlog,accessedMay3,2016,https://www.dero.com/projects/transit-hubs/.

TheElMonteBikeHubisahybridbetweenthebikeroomandstaffedparkingfacility

conceptsforsecurebikeparking.Likemostbikeroomsandcages,theElMonteBikeHubuses

controlledentryasthemainformofsecurity,supplementedbysecuritycameras.Accesstothe

facilityisavailabletwenty-fourhoursperdayandbicyclesmustbelockedtoracksinsidethe

bikehub.Between7amand11amonweekdays,thefacilityisstaffedbybicyclemechanicsand

theElMonteBikeHubincorporatesasmallbikerepairshopforthebikehub’susers.94Like

94.“IntroducingMetroBikeHub,”BikeHub,accessedApril29,2016,http://bikehub.com/metro/.

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BART’sstaffedbikeparking,theprivatecompanyBikeHubstaffsandoperatestheElMonte

BikeHub.95MembershipfeesfortheElMonteBikeHubrangefrom$5perweekto$60per

year.Thefacilityhascapacityfor56bikesusingdouble-deckerracks.96

Tri-CountyMetropolitanTransitDistrictofOregon(TriMet)AgencyProfile TriMetisthepublictransitproviderforthreecountiesinthePortland,Oregon

metropolitanarea.Theagencyruns79busroutes,fivelightraillines,andonecommuterrail

line.TriMetwasrankedfifteenthintheUnitedStatesbypassengerboardingsin2013,thoughit

shouldbenotedthatthePortlandmetropolitanareahasasignificantlysmallerpopulationthan

thatoftheotheragenciesprofiledinthisthesis.97Despitebeingthe24th-largestmetropolitan

areainthecountry,thePortlandmetrocurrentlyranks9thintransitridershippercapita.98

TriMet’sfiveMAXlightraillinestogethersawanaverageof125,000weekdayboardingsin

Januaryof2016.99

BicycleProgramandPractices Priorto2016,TriMet’sbikeprogramhadprimarilybeenadministeredonanad-hoc

basis,withbicycleaccessandparkingimprovementsprovidedasfundsbecameavailableor

needsforimprovementsarose.ThePortlandMetroRegionalActiveTransportationPlan

identifiedtheneedforbicycleaccesstothetransitsystemasimportantatabroadpolicylevel

95.Ibid.96.Sotero,“ElMonteBikeHubopens.”97.Neff,“2015PublicTransportationFactBook,”8.98.“2016TriMetAt-A-Glance,”Tri-CountyMetropolitanTransportationDistrictofOregon,February1,2016,http://www.flipsnack.com/trimet/2016-trimet-at-a-glance.html.99.TimothyKea,“January2016MonthlyPerformanceReport,”TriMetMemo,February18,2015,https://trimet.org/about/pdf/2016-01.pdf.

47

butdidnotprovidemorespecificguidance.However,thedraftversionofTriMet’sfirst

comprehensivebicycleplanwasreleasedonMay2,2016.Thedraftdocumentidentifiesthree

prioritiesforbikeplanning,inorder:securebikeparking,accommodatingbikesontransit

vehicles,andidentifyingcyclingrouteimprovementsthatwouldaidaccesstotransitstations.100

TheDraftTriMetBikePlanestablishescriteriaforidentifyingbikeaccessfocusareasand

includespreliminaryrecommendationsforbikeinfrastructureimprovementsaroundseveral

transitstations.

SecureBicycleParkingFacilityInventory 54ofTriMet’sstopsandstationsoffersecurebikeparking,withamixofleasedlockers,

electroniclockers,andbikecagefacilities.101Leasedlockersareavailableatoverfortystations

andarerentedforsix-monthperiodsatacostof$25perperiod.102However,TriMetisnot

buildingnewleasedlockers,insteadfavoringtheexpansionoftheirelectroniclockerandbike

cageprograms.ElectroniclockersareprovidedatfourteenlocationsintheTriMetsystemand,

likeBARTandKingCountyMetro,TriMet’selectroniclockersarerunbyBikeLink.Electronic

lockerschargefivecentsperhour,inlinewithBARTandKCMetro.103BikecagesintheTriMet

systemareknownasBike&RidefacilitiesandarealsorunbyBikeLink.Bike&Ridefacilityuse

coststhreecentsperhourorless,dependingontimeofday.TriMethasinstalledBike&Ride

100.“DraftTriMetBikePlan2016,”Tri-CountyMetropolitanTransportationDistrictofOregon,May2,2016.101.“BikeParking,”Tri-CountyMetropolitanTransportationDistrictofOregon,accessedApril30,2016,http://bikeparking.trimet.org/.102.“ReservedBikeLockers,”Tri-CountyMetropolitanTransportationDistrictofOregon,accessedApril30,2016,http://trimet.org/bikes/lockersavailable.htm.103.“ElectronicBikeLockers,”Tri-CountyMetropolitanTransportationDistrictofOregon,accessedApril30,2016,http://trimet.org/bikes/electroniclockers.htm.

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facilitiesatfivehigh-ridershiplocationsinoutlyingareasoftheTriMetsystem,includingthree

suburbantransitcentersandtwoMAXlightrailstationsoutsideofcentralPortland.104

ExampleSecureBikeParkingFacilityBeavertonTransitCenterBike&Ride

TheBeavertonTransitCenter(TC)inBeaverton,OregonishometoTriMet’slargestBike

&Ridefacility.Thefacilityopenedin2011andhasspacefor100bicyclesinsidethesecurearea,

primarilyintheformofdouble-deckerracks.TheBeavertonTCBike&Rideisinaseparate

structureontheBeavertonTCproperty,builtasashedwithopen-aircagewallsandaroofto

keepbikesprotectedfromrain.TheBike&Ridealsoprovidesstandardbikeracksundershelter

outsideofthesecureareaforcyclistswhodonothaveaBikeLinkcardtoaccessthefacility.A

bikerepairstandisprovidedoutsideofthesecurebikeparkingarea.TheBeavertonTCisa

majortransithubintheareawestofPortlandandincludesabusterminal,aMAXlightrail

station,andacommuterrailstation.ItwaschosenasaBike&Ridelocationbecausethe

BeavertonTChasthehighestrateofbikeaccessintheMAXlightrailsystem,with12%ofMAX

ridersarrivingtothestationbybike.105ConstructionoftheBeavertonTCBike&Ridewas

fundedbyfederalstimulusfundsintheAmericanReinvestmentandRecoveryAct.106

104.“Bike&Ride,”Tri-CountyMetropolitanTransportationDistrictofOregon,accessedApril30,2016,http://trimet.org/bikes/bikeandride.htm.105.JonathanMaus,“TriMet’sLargestBike&RideOpensinBeaverton,”BikePortland.org,July18,2011,http://bikeportland.org/2011/07/18/trimets-largest-bike-ride-opens-in-beaverton-56439.106.JosephRose,“TriMetwilluse$1millionoffederalstimulusforbikeparking,”TheOregonian,March9,2009,http://blog.oregonlive.com/commuting/2009/03/trimet_will_use_1_million_of_f.html.

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Figure9–TriMet’sBeavertonBikeandRideFacilityLocation

TheBeavertonBikeandRide(highlightedinyellow)wasbuiltasaseparatestructurewithinavegetatedpatchintheBeavertonTransitCenter.Thefacilityprovidesbikeaccesstocommuterrail,lightrail,andseveralbuslinesandseesabikeaccessrateof12%,thehighestintheTriMetsystem.Imagesource:GoogleMaps,May8,2016.

OtherInstitutionsandAgenciesProvidingSignificantSecureBicycleParkingBikeStationOrganizationProfile BikeStationisaprivatecompanythatdesigns,builds,andoperatessecurebikeparking

facilitiesattransitstationsinseverallocationsintheUnitedStates.BikeStation’soperating

conceptisbasedonbikeparkingfacilitiesattransitstationsinEuropeandJapan.BikeStation’s

LongBeach,Californiafacilitywasthefirstimplementationofsecurebikeparkingotherthan

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lockersfortransitusersintheUnitedStatesandopenedin1996inpartnershipwithLAMetro.

BikeStationhassinceopenedseveralotherlocations,includingafacilityinSeattle’sPioneer

Squareneighborhoodwhichisnowclosed.ThedetailsofoperationatBikestation’slocations

vary,butmanyofferrepairandretailservices,bikerentals,lockersforclothing,andchanging

roomswithshowersinadditiontosecurebikeparking.Whiletheseservicescanhelpcover

operationalcosts,allBikeStationlocationsrelyonfundingthroughpartnershipwithpublic

agencies,usuallypublictransitagenciesthatservetheBikeStationlocation.Inadditionto

buildingbikeparkingfacilities,BikeStationhasconsultedonthedesignofseveralbikeparking

projectsattransitstationsandtransit-orienteddevelopmentprojects,includingthreeofBART’s

securebikeparkingfacilities.107

SecureBikeParkingFacilityInventory ThereareeightBikeStationlocationsinoperation,withsevenofthemlocatedin

CaliforniaandoneinWashington,D.C.Full-servicefacilitiesprovidingbikerepairs,rentals,and

showersareindowntownLongBeach,thePaloAltoCaltrainDepot,downtownSantaBarbara,

andatUnionStationinWashington,D.C.TheSantaBarbaralocationisthesmallestwith

capacityfor78bikes;theotherseachhavespacefor100bikesormore.108BikeStation’sother

facilitiesaresmallerbikecagesandrooms,providingcontrolled-accessbikeparkingandrepair

standsforcustomeruse.ThesearealllocatedinSouthernCaliforniaatLAMetro’sOceanside

commuterrailstation,theClaremontandCovinastationsontheLAMetroSanBernadino

107.“PastandCurrentBikeStationProjects,”BikeStation,accessedApril28,2016,http://home.bikestation.com/bikestation-projects.108.“BikeStationLocations,”BikeStation,accessedApril28,2016,http://home.bikestation.com/locations.

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commuterrailline,andasupplementalbikeparkingstationindowntownSantaBarbara.These

facilitiesaresmallerthanthefull-serviceBikeStations,providingspacefor23to36bikes.109

ExampleSecureBikeParkingFacilityBikeStationLongBeach BikeStationopenedtheirfirstfacilityindowntownLongBeach,Californiain1996.The

originallocationwassuccessfulenoughtowarranttheconstructionofanew,largerfacility,

whichopenedin2008.110Located500feetfromLAMetrolightrailandbuslines,thecurrent

iterationofBikeStationLongBeachoffersawiderangeofservicestosupportbicycleandtransit

use.Thegeneralpublichasaccesstofreestaffedbicycleparkingduringoperatinghours,and

theBikeStationstaffprovidesrepairservices,information,andbikerentals.Membersalsohave

24-houraccesstobikeparking,showerandchangingrooms,andlockers.111In2007,operation

costsfortheLongBeachfacilitywereapproximately$130,000annually.Themajorityof

BikeStationLongBeach’soperatingcostsarecoveredbybikerepairs,rentals,andmembership

fees,while$48,000wasprovidedbytheCityofLongBeachin2007.112BikeStationLongBeach

demonstratesthatcombiningsecurebikeparkingfacilitieswithbicycleretailandservicecan

generatesubstantialoperatingfundingwhileprovidingahighlevelofservicetocyclingtransit

users.

109.Ibid.110.Upton,“Grandol’openingforLongBeachBikestation.”111.“BikeStationLongBeachServices,”BikeStation,accessedMay24,2016,http://home.bikestation.com/bikestation-long-beach-services.112.“BikeStationLongBeach,”PedestrianandBicycleInformationCenter,accessedMay24,2016,http://www.pedbikeinfo.org/cms/downloads/ENC.BikestationLongBeach.pdf.

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Figure10–TheNewBikeStationLongBeachFacility

BikeStationLongBeach’snewfacilityopenedin2008,replacingthefirstsecurebikeparkingfacilityintheUnitedStates.Itrepresentsasignificantinvestmentinsupportingbicycleaccesstotransit,providingsecurebikeparkingnearLAMetrolightrailandbusservice.TheprojectisjointlyfundedbyBikeStationandtheCityofLongBeach.Imagesource:“BikeInfrastructureRide,”BikeLongBeach,accessedMay24,2016,http://www.bikelongbeach.org/infrastructure-ride.

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OregonHealth&ScienceUniversity(OHSU)OrganizationProfile

OHSUisamajorhospitalfacilityin

Portland,Oregon,andservesastheonly

medicalschoolinthestate.OHSU’smain

hospitalcampusislocatedatopthesteep

MarquamHill,whichhascreatedserious

transportationchallengesforits14,000

dailyvisitors.113Inresponse,OHSUhas

developedatransportationprogramthat

isheavilyfocusedonalternativesto

automotiveaccesstothehospital.The

centerpieceofthisstrategyisthePortland

AerialTram,whichcarriespassengers

betweenthemainOHSUcampuson

MarquamHillandtheirexpansioncampus

sitealongPortland’sriverfront.

Constructionofthetramwasmainly

fundedbythehospital,anduseofthe

tramisfreeforemployees,students,and

113.“AboutUs–TransportationandParking,”OregonHealth&ScienceUniversity,accessedApril18,2016,http://www.ohsu.edu/xd/about/services/transportation-and-parking/About/index.cfm.

Figure11–OHSU’sBikeValetatthePortlandAerialTram

ThePortlandAerialTrambikevaletisshownoutlinedinyellow.Thevaletareacontainsover200bikesinthisphoto.Standardbicycleracksoutsideofthevaletareaprovideadditionalcapacityandallowparkingoutsideofthevalet’soperatinghours.Imagesource:“PortlandAerialTram,”OHSU,accessedMay18,2016,http://www.ohsu.edu/xd/about/services/transportation-and-parking/tram/.

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patientsatOHSU.114

OHSUoffersemployeesincentivestocommutebybike,andseveralcyclingroutes

connectOHSU’sriverfrontcampusareawiththerestofPortland.However,bikesarenot

allowedonthePortlandAerialTram.Thishascreatedaconcentratedneedforbikeparkingat

tram’sbase.Inresponse,OHSUhaspartneredwithalocalbikerepairshoptoofferafree

staffedbikeparkingfacilityimmediatelyadjacenttothePortlandAerialTram’swaterfront

tower.

SecureBicycleParkingFacilityExamplePortlandAerialTramBikeValet ThestaffedbikeparkingfacilityatthebaseofthePortlandAerialTramisOHSU’sonly

securebikeparkingfacility.ThebikevaletopenedinAugust2012andisrunbytheprivatefirm

GoByBike,whichalsoprovidesrepairserviceforcyclistsusingthebikevalet.GoByBike’s

staffedparkingfacilityisbuiltintotheplazanexttothebaseofthePortlandAerialTramalong

Portland’ssouthwaterfrontarea.Thefacilityisenclosedbypermanentfencesonthreesides,

butisnotcovered,andthusitdoesnotprovidebikesprotectionfromtherain.Temporary

fencingisusedtoprovidethesecurearea’sfourthwall.Thebikevalethascapacityfor350

bikesinsidethesecurearea,andoverflowparkingisprovidedviastandardbikeracksoutsideof

thebikevaletfence.

GoByBikestaffsthebikevaletfrom6:00amto7:30pmonweekdays.115Outsideofthis

timeperiod,thevaletisclosedandonlystandardbikeracksareavailableforcyclistsaccessing

114.“PortlandAerialTram–About,”PortlandAerialTram,accessedApril18,2016,http://www.gobytram.com/about/accessed.115.“Valet,”GoByBike,accessedApril30,2016,http://www.gobybikepdx.com/.

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thetram.Thisarrangementsufficesbecausethebikevalet’shoursofoperationroughly

correspondwithregularworkingandcommutinghoursforOHSU’sstudentsandstaff.Useof

thevaletbikeparkingisfreeforallusers.GoByBike’soperationsarepartlyfundedbyrepair

andrentalfees,butthemajorityofthecostofrunningthetram’sbikevaletispaidforbyOHSU

aspartoftheiremployeetransportationfund.Thisamountstoapproximately$80,000in

annualsubsidyfromthehospitalaccordingtoGoByBike’sowner.116

GoByBikemaintainsadailytallyofthenumberofbikesusingthesecureparking.This

dataprovidesaninterestinginsightintothedemandforsecurebikeparking:demandcangrow

significantlywithtime.GoByBike’sdatashowsthatdailyuseaveragedovertheyear(shownin

Figure12)hasincreased64%between2012and2015.AccordingtoGoByBikeownerKiel

Johnson,thisincreasematchestheincreaseintheobservedrateofbikecommutingtothe

PortlandAerialTram,suggestingthattheavailabilityofsecureparkinghasactuallyinducedan

increaseinbikecommuting.117Thoughnotscientific,thisobservationprovidessomevalidation

tothenotionthatsecurebicycleparkingencouragesbicycleuse.

116.KielJohnson(ownerofGoByBike),e-mailmessagetoauthor,April11,2016.117.KielJohnson(ownerofGoByBike),e-mailmessagetoauthor,April1,2016.

56

Figure12–YearlyAveragesofDailyUsersatthePortlandAerialTramBikeValet2012-2015

TheaveragenumberofdailyusersofthePortlandAerialTrambikevalethasincreasedeachyearfrom2012to2015,witha64%increaseinaverageyearlyuseinthatperiod.Datasource:KielJohnson(ownerofGoByBike),e-mailmessagetoauthor,April1,2016.

SummaryofPeerAgencyReview

Examinationofthewayothertransitagencieshaveprovidedsecurebicycleparking

revealsseveralsimilaritiesthatcanservetodevelopgeneralguidelinesforaddingsecurebike

parkingtoSoundTransit’sLinklightrailstations.Allagenciesandorganizationsexaminedhave

movedawayfromusingleasedbicyclelockersattheirtransitstationsduetolowoccupancy

ratesandthelargespacerequirements.Instead,moreflexibleformsofsecurebikeparkingare

preferred.Severalagenciesareusingelectronicbikelockersinlocationswheredemandforbike

accessislow.Theselockersareabletoaccommodatesmallnumbersofcyclistswithout

requiringlong-termleaseagreements,andtheelectroniclockerformatmakesasmallnumber

oflockersavailabletoalargernumberofusersthanwithleasedlockers.

Fortransitstationswithdemandformorethantwentybikeparkingspaces,however,

agenciesareusinghigher-capacitysecurebikeparkingfacilities.Mostoftheseareintheform

57

ofbikeroomsorbikecages,whichareinusebyallagenciesexaminedexceptOHSU.Several

bikecagesincorporatepart-timestaffedrepairandretailspacetooffercustomerserviceand

supporttocyclists.Full-timestaffedbikeparkingfacilitiesarelesscommon,providedonlyby

BARTandOHSU.Thesefacilitiesareonlyusedincaseswheredemandforbikeparkingisvery

high;thesmallestofthemhasspacefor130bikes.Staffedbikeparkingfacilitieshavehigh

operatingcostsduebecausetheymustbestaffedatleastfivedaysperweek,andrequirea

largetotalamountofspace.

RecommendationsforSecureBicycleParkingImplementationBasedonBestPracticesatPeerAgencies:

• DiscontinuetheadditionofleasedlockersatLinklightrailstations.Useelectronic

lockersiflessthan20bikeparkingspacesareneeded.Considerconvertingexisting

lockerstotheelectronictypetoallowlockerstoservealargernumberofusers.

• If20to100bikeparkingspacesareneeded,useabicyclecageorbicycleroomparking

facility.Thisallowsforamoreefficientuseofavailablespacecomparedtolockers.

• Integrateelectroniclockerandbikecageaccessmethods.Thisallowscycliststouse

securebikeparkingatmultiplestationswithouthavingtoregisterformultipletypesof

facilities,allowingamoreflexiblecombinationofbikesandlightrail.

• ForLinkstationswheremorethan100bikeparkingspaceswillbeneeded,useeithera

bicyclecage/roomorastaffedbikeparkingfacility.Consideravailablespace,available

funding,andtheneedfor24-houraccesstosecurebikeparkingatthestation.Staffed

parkingcanmakemoreefficientuseofspace,butrequiresongoingoperationalfunding

andcannotfeasiblybestaffedatallhours.

58

Chapter4:EstimatingDemandforBicycleAccesstoLinkLightRailStations Theoverallobjectiveofthisthesisistodevelopanimprovedapproachtoproviding

securebikeparkingatSoundTransit’sLinklightrailstations.Oneintermediateobjectiveisto

assessthelevelofdemandforbicycleaccesstoeachLinkstationintheexistingCentralLink

system.Thisisanimportantstepintheplanningprocessfortworeasons.One,thiscanprovide

anestimateofthenumberofsecurebikeparkingspacesthatmaybeneededateachlightrail

stationwhichisrequiredforeffectivefacilityplanning.Thesecondreasonforassessingdemand

forbikeaccessisthatitallowsprioritizationofbothfundingforprovidingandeffortfor

planningsecureparking.SoundTransithaslimitedfundsavailabletomakenon-motorized

accessimprovementstoitsexistinglightrailstations,andthusitisimportanttomakethebest

useofthisfundingbytargetingthestationswiththehighestdemandforbikeaccess.Thisis

alsousefulforprioritizingtheplanningeffortinthisthesis,ascreatingdetailedbikeparking

plansforall16Linkstationswouldbebeyondthescopeofamaster’sthesis.Instead,detailed

planswillbepreparedforthetwolightrailstationswiththehighestlevelofdemandforbike

accessandforsecurebikeparking.

ReviewoftheLiteratureonEstimatingBicycleTravelDemand

Thefieldofnon-motorizedtraveldemandforecastinghasseensignificantadvancement

inrecentyears.TheNationalCooperativeHighwayResearchProgram’s(NCHRP)Report770,

EstimatingBicyclingandWalkingforPlanningandProjectDevelopment:AGuidebook,was

publishedin2014anddetailsthestateoftheartinmodelingwalkingandbikingastravel

modes.TheNCHRPreportsthatwhilemostregionaltraveldemandforecastingmodelsonly

59

incorporatewalkingandbikingatthemostrudimentarylevels,ifatall,thePugetSound

RegionalCouncil’sactivity-basedtravelmodelisabletoprovideahighlevelofdetailonall

travelmodes.Thedecisiontowalk,bike,usetransit,ordriveismodeledattheindividuallevel,

resultinginmoreaccuratepredictionofcyclingratesthananyothertravelforecastingmodel

currentlyallows.118Theactivity-basedmodelisevenabletomodelthechoicetoaccessspecific

sites,includingtransitstations.However,therearemajorobstaclestousingPSRC’sactivity-

basedtravelmodeltoassessbikeparkingdemandforthisthesis.First,themodelingtoolrelies

onaverylargeamountofdata,includinghouseholdtravelsurveyresults,parcel-levellanduse,

andextremelydetailedstreetnetworkinformation,noneofwhichisreadilyavailable.119

Second,thetoolrequiresaccesstoandexpertisewithPSRC’sproprietarymodelingsoftware,

whichisnotfreelyavailable.120

AsidefromPSRC’sactivity-basedtravelmodel,relativelyfewmethodsareavailablefor

estimatingdemandforbikeaccesstotransitstations.Severalstudieshavebeenpublished

relatingvariousenvironmental,landuse,demographic,andeconomicfactorstoratesof

bicycling,whichsuggestthatsuchfactorscouldbeusedtogeneratearoughestimateofbicycle

useratesinagivenarea.Inparticular,severalstudieshaveconfirmedthatacorrelationexists

betweenratesofcyclingandpopulationdensity,householddensity,employmentdensity,and

streetconnectivity.121Agreatermixoflanduses,proximitytoretail,trafficspeed,andvolume

118.J.RichardKuzmyak,“NCHRPReport770–EstimatingBicyclingandWalkingforPlanningandProjectDevelopment:AGuidebook,”NationalCooperativeHighwayResearchProgram,2014,10.119.Ibid.,84.120.“TravelDemandForecast,”PugetSoundRegionalCouncil,accessedApril15,2016,http://www.psrc.org/data/forecasts/travel-demand-forecast/.121.BrianE.Saelens,JamesF.Sallis,andLawrenceD.Frank,“EnvironmentalCorrelatesofWalkingandCycling:FindingsFromtheTransportation,UrbanDesign,andPlanningLiteratures,”AnnalsofBehavioralMedicine25no.2(2009).

60

havealsobeenfoundtobecorrelatedwithcyclingrates,whiletherelationshipbetweencycling

ratessomeotherfactorslikehouseholdincomeandcarownershiphavebeenshowntobe

mixed.122Usingtheserelationshipstopredictratesofcyclingrunsintoseveralcomplications,

however.Therelationshipsbetweenlanduse,demographicfactors,andcyclingratesvary

betweendifferentmetroareas,whichsuggeststhatunderlyingculturaldifferencesbetween

regionsmayhaveanimportantimpactoncyclingrates.123Studieshavealsoshownthatland

useanddemographicfactorshavevaryingeffectsoncyclingratesinurbanversussuburban

environmentswithinthesamemetroarea.124Thisindicatesthataggregatemeasuresof

demandlikelanduse,economic,anddemographicfactorsmayservebetterasindicatorsof

relativelevelsofbicycleusebetweenlocationsinoneregion,ratherthanpredictorsofactual

cyclingrates.Usingtheseaggregatemeasuresofdemandisunlikelytogenerateaccurate

predictionsofthelevelofdemandforbicycleaccesstoagivenlocation.

Instead,sketchplanningeffortsofferamoreaccuratewaytoestimatethelevelof

bicycledemandatagivenlocation.125StuartGoldsmithwasoneofthefirsttoapplyCensus

JourneytoWorkdataonbicyclingtothequestionofbicycledemandwhileworkingonaSeattle

DepartmentofTransportationProjectin1997.126Thisbasicmethodhascontinuedtobe

employedinthePugetSoundregionforbicycleplanningpurposes.Twoagencies,KingCounty

MetroandthePugetSoundRegionalCouncil,haveusedsketchplanningmethodsbasedonthe

122.YuchenCui,SabyasacheeMishra,andTimothyF.Welch,“Landuseeffectsonbicycleridership:aframeworkforstateplanningagencies,”JournalofTransportGeography41(2014):221.123.GaryBarnesandKevinKrizek,“EstimatingBicyclingDemand,”TransportationResearchRecord1939(2005):45.124.Cui,“Landuseeffectsonbicycleridership,”227.125.Barnes,“EstimatingBicyclingDemand,”45.126.StuartGoldsmith,“Draft:EstimatingtheEffectofBicycleFacilitiesonVMTandEmissions,”SeattleEngineeringDepartment,1997.

61

bicyclecommutingrateinCensusJourneytoWorkdataspecificallyforplanningsecurebike

parking.Thesemethodsarediscussedfurtherinthefollowingsection.

PriorSketchPlanningMethodsforEstimatingSecureBicycleParkingDemandinthePugetSoundRegionPugetSoundRegionalCouncil–CentralPugetSoundRegionalBikestationProjectOverviewofProjectandMethodology AsdiscussedinChapter3ofthisthesis,in2002thePugetSoundRegionalCouncil

preparedadetailedstudyofthepotentialforbuildingsecurebikeparkingfacilitiesatsixmajor

transitstationsthroughoutthePugetSoundregion.Thisstudywasconductedwithseveral

partneragencies,includingKingCountyMetroTransit,SoundTransit,andtheCityofSeattle,as

wellasmultipleconsultingfirms,includingAltaPlanning&DesignandBikeStation.Thestudy

includedbothanassessmentofdemandforsecurebikeparkingattransitstationsanda

methodfordeterminingthebesttypeofsecurebikeparingfacilitytoprovideatagiven

location.

PSRC’smethodofestimatingthedemandforbikestationsinvolvedlookingatthree

separatemarkets:bicyclecommutersworkingnearthebikeparkingstation,transitcommuters

whoswitchtoabicycleatabikeparkingstationattheendoftheirtransittrip,andtransit

commuterswhoridetoabikeparkingstationtoaccesstransit(bikeandrideusers).127These

threemarketswereassessedusingdifferenttechniques,butallthreeweresketchplanning

techniquesthatusedtheCensus-derivedrateofbicyclecommutingwithinthreemilesofthe

bikestationsiteandthenumberoftransitboardingsatthesiteaskeyinputs.Thenumberof

127“CentralPugetSoundRegionalBikestationProject,”PugetSoundRegionalCouncil,July2002,8.

62

jobswithin¼mileofthebikestationsitealsoservedasaninputinassessingthebikeparking

demandfrombikecommutersworkingnearthebikeparkingstation.Ratesofbicycleparking

useattwoexistingfacilitieswereusedtoverifytheaccuracyofthedemandassessment

methodology.128

ThePSRCbikestationstudyusedtheestimateddemandforbikeparkingasoneinput

intoasiteassessmentforeachpotentialbikestationsitetodeterminewhetheritwarranteda

lowlevelofinvestment,suchasbikelockers,orahigherlevelofinvestmentintheformof

bicyclecagesorstaffedbikeparking.Siteassessmentsalsoconsiderednearbycycling

conditions,surroundingcommercialandemploymentdensity,communitybenefit,andthe

potentialforthebikeparkingfacilitytogeneraterevenue.129

CritiqueofProjectMethodology TheCentralPugetSoundRegionalBikestationProjectwasanambitiouseffortto

integratebicyclingandtransitintheSeattlearea.Unfortunately,theoneprojectthatwas

implementedasaresultofthestudywasBikeStationSeattlenearKingStreetStationin

Seattle’sPioneerSquareneighborhood,whichclosedafterlessthanthreeyearsofoperation.

AsdiscussedinChapter3ofthisthesis,thismayhavebeendueinlargeparttoissueswith

BikeStationSeattle’ssitingrelativetothemajortransithubnearby,InternationalDistrict

Station.However,theinclusionofsurroundingemploymentlikelyinflatedtheestimatedneed

forsecurebikeparkingbeyondrealisticlevels.WhilePSRC’sdemandestimationmethodology

wasverifiedusingtwosites,neitherwasasitewiththeveryhighdensityofemploymentseen

inSeattle’sdowntownneighborhoods.Itislikelythatthesurroundingemploymentcomponent

128.“CentralPugetSoundRegionalBikestationProject,”PugetSoundRegionalCouncil,July2002,21.129.Ibid.,24.

63

ofthebikeparkingdemandmethodologyissimplynotappropriateforareaswithlarge

numbersofjobs.Asubsequentreviewofbikeparkingdemandmethodsfoundthatthebike

andrideportionofPSRC’sapproachwasaccuratewhenusedwithouttheothercomponents

originallyincludedinthePSRCstudy.130

DemandAnalysisforBicycleLockersatKingCountyMetroParkandRideLotsOverviewofProjectandMethodology In2006KingCountyMetroTransitreceivedafederalgranttoexpandthenumberof

leasedbikelockersatMetro’sparkandridelotsandtransitcentersthroughoutKingCounty.

UniversityofWashingtonMasterofUrbanDesignandPlanningstudentHannahJ.McIntosh

preparedamaster’sthesisin2007examiningmethodsofestimatingthedemandforbike

parkingasawaytoallocate60newbikelockerstolocationswiththemostneedforbike

parkingspaces.131Severalpriormethodsofestimatingbikeparkingdemandweretestedand

evaluated,includingKingCountyMetro’sbikeparkingplanningmethodsandthePSRCbike

stationstudymethodology.Aftercomparison,animprovedmethodologyfordeterminingbike

lockerdemandwasdevelopedandusedtorecommendlockerplacements.

Thefinalrecommendedandappliedmethodologyforestimatingthedemandforbike

lockerscombinedelementsofKingCountyMetro’sexistingbikeplanning‘rule-of-thumb’

methodandthePSRCbikeandridedemandestimationmethoddiscussedabove.TheCensus-

derivedbikecommutemodeshareandthenumberoftransitboardingsatagiventransitstop

serveastheprimaryinputstothemodel,withadjustmentsmadebasedonlocalenvironmental

andculturalfactors.Theresultingmethodproducedbikelockerdemandestimatesthatdiffered130.McIntosh,“BicycleParkingandTransit,”60.131.Ibid.,5.

64

fromknownlockeruseratesbylessthanonelockeronaverage,thoughthemethodwasless

accurateforhigh-demandsites.132

CritiqueofProjectMethodology McIntosh’smethodforestimatingthedemandforbikelockerswasbothsimpletoapply

andfairlyaccuratewhentestedagainstknownlevelsofbikelockerdemand.Itsmaindrawback

istheuseofadjustmentstothecyclingratebasedonjudgmentcallsforagivenarea.For

example,areasthataredeemedtohavean“exceptionallystrongbikingculture”havea1%

boostaddedtotheircyclingcommuterate.133Theseadjustmentsservetodistinguishareas

withhighratesofbicycleridershipfromareaswithlowercyclingratesbecausethecitywide

bikecommuterateisusedasthestartingpointforagivenlocation.Thismethodavoidstheuse

ofgeographicinformationsystem(GIS)software,whichwasanexplicitgoalofthestudy’s

author.However,usingGISwouldhaveallowedamorelocalizedrateofcyclingtobeappliedat

eachtransitstationlocation,avoidingtheneedforjudgmentcalls.Additionally,thismethod

maybelimitedinitsapplicabilitytosecurebikeparkingdemandingeneral,asitwasspecifically

developedandcalibratedforleasedbikelockers.

MethodologyUsedinthisStudyforEstimatingSecureBikeParkingDemandatLinkLightRailStations

Fourdifferentmethodswereusedtoassessthelevelofdemandforsecurebikeparking

atSoundTransit’sLinklightrailstations.BoththePSRCandtheMcIntoshsketchplanning

methodswereused,withsomeadjustmentsmadetobettermatchthelevelofdemandfor

securebikeparkingSoundTransitiscurrentlyseeing.Thesemethodsbothservetomeasurethe

132.Ibid.,64.133.Ibid.,62.

65

relativelevelofdemandforbikeaccesstoeachLinkstationaswellasproduceanestimateof

thenumberofbikeparkingspacesthatwillbeneeded.Twoindexesofbicycledemandwere

alsousedtoanalyzestationsforrelativelevelsofdemandforbikeaccess.Oneofthese

methodscomesfroma2010articleinTransportationResearchRecordbyKevinKrizekandEric

Stonebreaker134whiletheothermethodwasusedbyLAMetroinpreparingtheir2006Metro

BicycleTransportationStrategicPlan.135Bothmethodsarebasedonaggregatemeasuresof

demandandincorporateseveraldemographicfactors.Whiletheyareusefulforcomparing

relativelevelsofdemandforbikeaccesstoLinkstations,theydonotprovideestimatesofthe

numberofbikeparkingspacesthatmightbeneededateachsite.

LinkStationAreasAnalyzed

AllfourbikedemandanalysismethodsusedCensusblockgroupswithinafixedbiking

rangeoftwoorthreemilesaroundselectedLinklightrailstationsasthebasisforanalysis,with

thedistancedependingonthedemandmethodinuse.Non-overlappingtwo-andthree-mile

bikeshedsweregeneratedusingthenetworkanalysttoolinESRI’sArcGISsoftwareand

representtheareathatcanbereachedbybicyclefromthegivenlightrailstationusingbike-

accessiblesegmentsofthestreetnetwork(seeFigure13).Censusblockgroupswiththeir

centroidinsideagivenbikeshedwereassignedtothecorrespondingLinkstationandAmerican

CommunitySurvey(ACS)2010-2014datawasaggregatedfortheselectedblockgroups(see

Figure14).

Onlythirteenofthesixteenlightrailstationwereanalyzedduetotheveryclose

proximityofLinkstationsinthedowntownSeattlearea.TheUniversityStreet,PioneerSquare,134.Krizek,“BicyclingandTransit:AMarriageUnrealized.”135.“[LA]MetroBicycleTransportationStrategicPlan.”

66

andStadiumstationsareeachlessthanone-halfmilefromeithertheWestlakeorInternational

District/Chinatownstationsandthushadverysmallbikeshedscontainingonlyafewblock

groupseachwhenGISanalysiswasinitiallyperformed.SinceWestlakeandInternational

District/ChinatownstationshavethehighestnumbersofLinklightrailboardingsofthe

downtownSeattlestations,theotherthreestationsweredroppedfromtheanalysisandtheir

Linkboardingnumberswereassignedtothecloseststationremainingintheanalysis.


67

Figure13–Three-MileBikeshedsAroundLinkStations

ESRI’snetworkanalysttoolinArcGISwasusedtogeneratenon-overlappingthree-milebikesheds(showninred)aroundeachLinkstationanalyzedforbikeparkingdemand.ThesebikeshedswereusedtoselectCensusblockgroupstoaggregateACS5-yearestimatesfortheareaaroundeachstation.

68

Figure14–ExampleThree-MileBikeshedsandResultingCensusBlockGroupSelections

CensusblockgroupswiththeircentroidsinsideeachLinkstation’sthree-milebikeshedwereassignedtothatstationforanalysis.Thisprocesswasrepeatedwithtwo-milebikeshedsfortheCTUindexmethod.

69

DataSourcesUsed FourmajordatasourceswereuseintheprocessofanalyzingbikedemandatLink

stations,thoughnotallmethodsusedalldatasources.Thedatasourcesandtheirspecific

detailsareoutlinedbelow:

2010-2014ACS5-YearEstimates

Allfouranalysismethodsuseddatafromthemostrecent5-yearestimateoftheACS.Datawas

collectedattheblockgrouplevelandaggregatedovertheextentofthebikeshedaroundeach

Linkstationasoutlinedabove.BecausedatawascollectedfromtheACS,allnumbersare

estimatesratherthanactualcounts.Thefollowingmeasureswereused:

• Bikecommutemodeshare(%)–Calculatedbasedonthenumberofbicyclecommuters

andthenumberofcommutersofalltypeswithineachLinkstation’sbikeshed.

• Transitcommutemodeshare(%)–Calculatedbasedonthenumberofpublictransit

commutersandthenumberofcommutersofalltypeswithineachLinkstation’s

bikeshed.

• Medianhouseholdincome($)–Becausemedianincomesarenotavailableforarbitrary

geometries,medianhouseholdincomewasaveragedforallblockgroupswithineach

Linkstation’sbikeshed.Thisisnotanaccuratecalculationofmedianhouseholdincome,

butshouldprovideacloseapproximation.Theunderlyingdatanecessarytoperforma

precisecalculationisnotavailablefromtheACS.

• Shareofpopulationbetweenages20and39(%)–Calculatedbasedonthenumberof

peoplebetween20and39andthetotalpopulationwithineachLinkstation’sbikeshed.

70

• Housingunitdensity(housingunits/acre)–Calculatedbasedonthetotalnumberof

housingunitswithineachstation’sbikeshedandthelandareaofallthecorresponding

blockgroups.

• Transitcommutingpopulation–Thetotalnumberofpeoplewithineachstation’s

bikeshedwhocommutebypublictransit.

• Population–Thetotalnumberofpeoplelivingwithineachstations’bikeshed.

• Employedpopulation–Thetotalnumberofpeoplewithineachstation’sbikeshedwho

areemployed.

EstimatedSpring2016LinkStationBoardings

ThenumberofpeopleboardingLinklightrailateachstationisakeyinputintothesketch

planningmethodsforestimatingthenumberofsecurebikeparkingspacesneededateachLink

station.ArecentridershipupdatefromSoundTransitstatedthatestimatedtotalLinkridership

inApril2016was58,000boardingsperweekday.136Thisreportalsoincludedtheproportionof

boardingsateachstation,allowingtheapproximatenumberofdailyboardingsateachLink

stationtobecalculated.Anestimateof5,400weekdayboardingswasusedforAngleLake

stationpertheestimatefoundonSoundTransit’sprojectwebsite.137BoardingsforUniversity

StreetstationwerethenassignedtoWestlakeandPioneerSquareandStadiumboardingsto

InternationalDistrict/ChinatownstationbecauseUniversityStreet,PioneerSquare,and

136.“Update–LightrailridershipisevenbetterthanearlierestimatedsinceopeningUniversityLink,”SoundTransit,lastmodifiedMay19,2016,http://www.soundtransit.org/Rider-Community/Rider-news/light-rail-ridership-even-better-earlier-estimated-opening-university-link.137.“South200thLinkExtension,”SoundTransit,accessedMay2,2016,http://www.soundtransit.org/s200thstreet.

71

StadiumstationswerenotincludedinthefinalanalysisofLinkstations.Theestimatednumber

ofweekdayboardingsateachLinkstationusedforanalysisareshowninTable4below.

Table4–EstimatedSpring2016LinkBoardingsbyStationTheproportionoftotalLinkboardingactivityateachstationinApril2016andtheestimatednumberofboardingateachstationbasedonanestimated58,000averageweekdayboardings.AngleLakestationridershipisaprojectionfromSoundTransit,asLinkisnotyetservingthatstation.Datasource:“Update–Lightrailridershipisevenbetterthanearlierestimated,”SoundTransit.

Station ProportionofTotalBoardings(%)

EstimatedWeekdayBoardings

UniversityofWashington 15.5 8990CapitolHill 10.3 5974Westlake 23.2 13456InternationalDistrict/Chinatown 14.6 8468SODO 2.4 1392BeaconHill 3.9 2262MountBaker 3.3 1914ColumbiaCity 3.8 2204Othello 3.6 2088RainierBeach 2.5 1450TukwilaInternationalBoulevard 6.2 3596SeaTac/Airport 10.6 6148AngleLake N/A 5400

LinkStationBoardingsbyTimeofDay

ThetwomethodsforestimatingthenumberofsecurebikeparkingspacesneededateachLink

stationrequireareductionofthenumberofboardingsateachstationtoonlythenumberthat

arelikelytobehome-basedtripstowork.Thesetrips,whenmadebyacombinationofbikeand

transit,aremostlikelytorequiresecurebikeparkingatthetransitstation.Theproportionof

commutetripsbeingmadefromeachLinkstationcannotbeknownwithoutamajorsurveyof

Linkriders.However,thePSRCmethodrecommendsmakinganassumptionthatboardings

occurringinthemorningaremostlikelytobehome-basedtripstowork.SoundTransithas

72

publishedLinkboardingsateachstationbytimeofdayforthefall2013period,whichwasused

todeterminetheproportionofboardingsateachstationoccurringbytimeofdayasseenin

Table5.138Theproportionofhome-basedworktripswascalculatedbyaddingupearlymorning,

morningpeak,andhalfofthemiddayboardingsanddividingbythetotalnumberofdaily

boardingsatthegivenstation.SinceUniversityofWashington,CapitolHill,andAngleLake

stationboardingswerenotavailable,estimatesof40%,45%,and60%home-basedworktrips

wereused,respectively.Thesearebasedontheproportionofhome-basedworktripsatsimilar

stationsthathaddataavailable.

Table5–ProportionofLinkStationBoardingsOccurringbyTimeofDayThenumberofboardingsateachLinkstationforeachperiodofthedayinfall2013wasdividedbythetotalnumberofboardingsatthatstationtodeterminetheproportionoflikelyhome-basedwork(HBW)trips,whichincludesallearlymorningandmorningpeakboardingsandhalfofmiddayboardings.Home-basedtripstoworkmadebyacombinationofbikesandtransitaremostlikelytorequiresecurebikeparkingatLinkstations.Datasource:“2015ServiceImplementationPlan,”SoundTransit,February2015,165.

Station EarlyAMOns

AMPeakOns

MiddayOns

PMPeakOns

EveningOns

NightOns

HBWTrips

Westlake 2% 10% 28% 36% 17% 7% 25.6%InternationalDistrict/Chinatown 3% 22% 29% 28% 13% 6% 38.8%

SODO 2% 18% 26% 37% 12% 4% 33.6%BeaconHill 2% 35% 33% 20% 7% 3% 53.5%MountBaker 1% 20% 40% 26% 10% 4% 40.7%ColumbiaCity 3% 39% 30% 16% 9% 3% 57.6%Othello 3% 35% 33% 18% 8% 3% 54.4%RainierBeach 4% 35% 31% 17% 9% 4% 54.3%TukwilaInternationalBoulevard 8% 34% 29% 17% 8% 4% 56.4%

SeaTac/Airport 3% 14% 42% 19% 12% 9% 38.4%

138.“2015ServiceImplementationPlan,”SoundTransit,February2015,165.

73

BicycleFacilitiesWithin3MilesofLinkStations

MultiplebikedemandanalysismethodsusedGIS-basedmeasuresofthepresenceofbicycle

facilitiesaroundLinkstationsasaninputintotheanalysisprocess.CompletebicyclefacilityGIS

datasetswereavailablefromSeaTac,Seattle,andTukwila,thoughthesethreedatasetsdidnot

covertheentireareaneededforanalysis.Bikelanesandbikepathswereextractedfromeach

datasetandappendedintooneshapefile.Thisshapefilewaseditedtoincludebikelanesand

bikepathsoutsideofSeaTac,Seattle,andTukwilabutwithinthreemilesofLinkstationsbased

onGoogleMapsdata.Thefinalshapefilecontainingallbikelanesandpathswithinthreemiles

ofLinkstationswasusedforproximityanalysis.

PSRCBikestationMethod PSRC’ssketchplanningmethodforestimatingdemandforsecurebikeparkingrequired

littlemodificationotherthanlimitingtheanalysistoonlypotentialbikeandrideusers,oneof

threecomponentsoftheoriginalPSRCbikestationstudymethodology.Theinputsintothis

processwerethebicyclecommutemodesharefromthe2010-2014ACS5-yearestimates,the

estimatednumberofaverageweekdayboardingsateachLinkstation,andtheproportionof

home-basedtripstowork.Thismethodproducesabaseestimateofthenumberoftransittrips

accessedbybikeateachstation,aswellasabest-case(high)andaworst-case(low)estimate.

Thebaseestimateoftransittripsaccessedbybikeisthenumberofboardingsmultipliedbythe

proportionofhome-basedworktripsatthestationandthebikecommuteratearoundthe

station.Abikecommuterateof0.5%isusedforstationsthathaveanactualbikecommuterate

belowthatlevel.Thebest-caseestimatedoublesthebaseestimateexceptforstationswitha

bikecommuteratebelow0.5%.Forthosestations,a1%bikecommuterateissubstituted.

74

Finally,theworst-caseestimatesubstitutesa1%bikecommuterateforallstationsthatactually

haveahighersurroundingbikecommuterate,andmaintainstheACSvalueifitbelow1%.

PSRC’smethodrecognizedthatnotalltransitridersreachingthestationbybikewill

wanttouseasecurebikeparkingfacilitythereifoneisavailable.Thoughtheproportionof

cyclingtransitriderswhowillusesecurebikeparkingatastationmayvarydependingon

severalfactors,PSRCrecommendedabaseassumptionthat75%ofthosebikingtothetransit

stationwouldmakeuseofasecurebikeparkingfacility.139Thisratewasappliedtothebase,

high,andlowestimatesofthenumberofthenumberoftransittripsaccessedbybikeateach

Linkstationtodeterminethenumberofsecurebikeparkingspacesneededundereach

scenario.TheinputsandresultsarepresentedbelowinTable6.


139.“CentralPugetSoundRegionalBikestationProject,”15.

75

Table6–InputsandResultsofPSRCBikestationMethodforLinkStationsPSRC’sbikestationprojectmethodproducesbaseestimatesofthenumberofsecurebikeparkingspacesneeded,aswellashighandlowestimatesbasedonbest-caseandworst-casescenarios.AppliedtotheLinklightrailsystem,PSRC’smethodshowsthatUniversityofWashingtonandInternationalDistrict/Chinatownstationshavethegreatestneedforsecurebikeparking.

StationBikeModeShare

EstimatedLink

Boardings

%HBWTrips

BikeSpacesNeeded(Low)

BikeSpacesNeeded(Base)

BikeSpacesNeeded(High)

UniversityofWashington 6.44 8,990 45.0 27 174 348

CapitolHill 4.72 5,974 45.0 20 95 190Westlake 2.01 13,456 25.6 26 52 104InternationalDistrict/Chinatown

4.46 8,468 38.8 25 110 220

SODO 4.44 1,392 33.6 4 16 31

BeaconHill 5.57 2,262 53.5 9 51 101

MountBaker 3.28 1,914 40.7 6 19 38

ColumbiaCity 1.84 2,204 57.6 10 19 35

Othello 1.25 2,088 54.4 9 11 21

RainierBeach 0.21 1,450 54.3 1 3 6TukwilaInternationalBoulevard

0.26 3,596 56.4 4 8 16

SeaTac/Airport 0.75 6,148 38.4 13 13 27

AngleLake 0.67 5,400 60.0 16 16 33McIntosh/KingCountyMetroMethod HannahMcIntosh’sbikeparkingdemandestimationmethodusedbicyclecommute

modesharefromtheACS,estimatedboardingsatLinkstations,theproportionofhome-based

tripstowork,andthepresenceofbikelanesasinputs.ForeachLinkstation,1%wasaddedto

thebikecommuterateifabikelaneorbikepathwaswithin¼mileofthestation.Thisadjusted

bikecommuteratewasthenmultipliedbytheproportionofhome-basedworktripsandthe

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numberofboardingsateachstationtoproduceanestimateofthenumberoftransitcommute

tripsaccessedbybikeateachstation.AsinthePSRCmethod,itwasassumedthat75%ofsuch

tripswoulduseasecurebikeparkingfacilitytostoretheirbike,givingthefinalestimateofthe

numberofsecurebikeparkingspacesneededateachstationpresentedinTable7.Onceagain,

theUniversityofWashingtonandInternationalDistrict/Chinatownstationswerefoundtohave

thegreatestneedforsecurebikeparking.

Table7–InputsandResultsofMcIntoshMethodforLinkStationsMcIntosh’sbikelockerplanningmethodproducedestimatesforthenumberoflockersneededateachLinkstationthatwasbetweenthebaseestimateandthehighestimateofthePSRCmethodinmostcases.BothmethodsfoundthatInternationalDistrict/ChinatownandUniversityofWashingtonstationshavethehighestneedforsecurebikeparking.

StationBikeModeShare

BikeLane/PathWithin1/4

Mile

TransitBoardings

%HBWTrips

SecureBikeSpacesNeeded

UniversityofWashington 6.44 1 8,990 40.00% 201

CapitolHill 4.72 1 5,974 45.00% 115Westlake 2.01 1 13,456 25.60% 78InternationalDistrict/Chinatown 4.46 1 8,468 38.80% 135

SODO 4.44 1 1,392 33.60% 19

BeaconHill 5.57 1 2,262 53.50% 60

MountBaker 3.28 0 1,914 40.70% 19

ColumbiaCity 1.84 1 2,204 57.60% 27

Othello 1.25 1 2,088 54.40% 19

RainierBeach 0.21 1 1,450 54.30% 7TukwilaInternationalBoulevard

0.26 1 3,596 56.40% 19

SeaTac/Airport 0.75 0 6,148 38.40% 13AngleLake 0.67 0 5,400 60.00% 16

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LAMetroBikeHubProjectMethod LAMetro’sbikehubassessmentmethodwasdevelopedaspartofLAMetro’s2006

BicycleTransportationStrategicPlantoprioritizebicycleaccessimprovementstotransit

stationsthroughoutLACounty.Thoughthismethoddoesnotproduceestimatesofthenumber

ofbikeparkingspacesneeded,itwasincludedasanalternativewayofassessingoverall

demandforbikeaccesstoLinkstations.TheLAMetroassessmentisanindexthatusestotal

numbersofresidents,workers,andtransitcommutersinthe3-milebikeshedofeachtransit

stationderivedfromACSdata.Additionalinputsarethemedianhouseholdincomeineach

station’sbikeshed,alsoderivedfromtheACS,andthenumberoftransitlinesservingeach

station.Lowermedianhouseholdincomereceivesahigherscore.Transitserviceinformation

wasgatheredfromaninternalresourceatKingCountyMetroknownasRemix,whichkeepsan

up-to-daterecordofalltransitserviceinthePugetSoundregion.Thoughasmanyas86transit

linesservesomeLinkstations,themaximuminputvalueforthiscriterionwascappedat10to

produceareasonablerange.Allvalueswerethennormalizedtoascalefrom0-5tofeedinto

theindex.EachfactorintotheindexwasgivenaweightperLAMetro’sassessmentmethod.A

smallbonuswasaddedtoAngleLakeandUniversityofWashingtonstations’indexscores

becausetheLAMetromethodprioritizesstationsattheterminusofatransitline.Theinputs,

weights,andfinalindexscoresforeachstationareshowninTable8.UniversityofWashington

andCapitolHillstationsscoredhighestonthisindex.

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Table8–InputsandResultsofLAMetroBikeHubMethodforLinkStationsLAMetro’sbikehubscoringindexwasdevelopedasawayofprioritizingbicycleimprovementstotransitstations,includingbikeparkingimprovements.WhenappliedtoLinkstations,UniversityofWashingtonandCapitolHillstationsscorehighestonthisindex.

Station

TransitRiders

Population

Workers

HHIncome

TransitLines

Terminus

IndexScore(outof10)

UniversityofWashington 13,678 105,621 61,842 82,331 23 Y 7.62

CapitolHill 11,441 68,429 45,779 80,932 8 N 5.39Westlake 8,459 61,489 40,834 67,210 86 N 5.19InternationalDistrict/Chinatown

2,602 19,715 9,275 38,273 86 N 3.34

SODO 353 3,427 2,019 81,587 15 N 1.16BeaconHill 2,375 12,703 7,494 57,720 3 N 1.87MountBaker 1,029 11,052 5,734 77,685 7 N 1.36ColumbiaCity 2,138 22,105 11,379 64,544 3 N 1.93Othello 2,415 23,461 10,596 52,854 4 N 2.43RainierBeach 2,077 29,010 13,316 59,792 5 N 2.45TukwilaInternationalBoulevard

2,623 36,137 17,235 46,522 5 N 3.18

SeaTac/Airport 893 8,954 4,367 46,846 4 N 1.87AngleLake 1,863 37,349 17,273 59,295 2 Y 2.9FactorWeight 25 25 15 25 10 5 ⎯Krizek&StonebrakerCTUIndexMethod Thecycle-transituser(CTU)indexisamethodofassessingthedemandforbikeaccess

totransitstationsthatwasdevelopedbyKevinKrizekandEricStonebrakerandpublishedin

TransportationResearchRecordin2010.140LikeLAMetro’smethod,thismethodratesthe

relativelevelofbikedemandratherthanprovidinganestimateofthenumberofbikeparking

140.Krizek,“BicyclingandTransit:AMarriageUnrealized.”

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spacesneeded.TheCTUindexusesa2-milebikeshedinplaceofthe3-milebikeshedsusedfor

theotheranalysismethods,thoughthebikeshedswerederivedinthesamemethod.The

inputstothisanalysismethodweremedianhouseholdincome,thepercentofthepopulation

betweenages20and39,housingunitdensity,thepercentofcommuterswhousepublictransit,

thepercentofcommuterswhocommutebybike,andthelengthofbikelanesandpathswithin

eachstation’sbikeshed.Allinputswerenormalizedandweightswereappliedtoproduceafinal

CTUindexscoreoutof10asshowninTable9.UniversityofWashingtonandInternational

District/Chinatownstationsreceivedthehighestscoresusingthismethod.


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Table9–InputsandResultsofCTUIndexMethodforLinkStationsKrizekandStonebraker’sCTUindexincorporatesseveraldemographicfactorstoassessthedemandforbikeaccesstotransitstations.UniversityofWashingtonandInternationalDistrict/Chinatownstationsscoredhighestonthisindex.

Station

HHIncome($)

%PopulationAge20-39

HousingUnit

Density

%Transit

Commuters

%Bike

Commuters

KmofBike

Facilities

IndexScore(Outof10)

UniversityofWashington 73,469 46.16 6.037 22.25 6.58 23.32 6.47

CapitolHill 75,375 52.66 14.25 26.67 4.88 7.4 5.63Westlake 66,240 53.38 21.07 21.42 1.97 14.4 5.77InternationalDistrict/Chinatown

38,273 39.49 11.02 28.46 4.46 13.93 5.98

SODO 98,990 27.68 0.27 14.84 1.52 5.1 1.28BeaconHill 55,243 36.08 5.83 32.71 5.27 6.48 4.99MountBaker 77,685 23.63 4.99 18.23 3.28 6.03 2.67ColumbiaCity 64,544 30.00 4.57 19.17 1.84 8.93 2.93Othello 52,854 30.07 4.39 23.37 1.25 19.93 4.11RainierBeach 57,232 28.12 3.32 21.64 0.34 8.06 2.44TukwilaInternationalBoulevard

47,428 33.32 3.08 21.24 0.31 9.75 2.89

SeaTac/Airport 46,846 32.60 3.79 21.00 0.75 3.69 2.51AngleLake 46,931 34.74 2.51 13.00 0 8.75 2.27FactorWeight -0.64 0.931 0.797 0.912 0.945 0.947 ⎯

SummaryofBikeParkingDemandAnalysisResults Ingeneral,allfourmethodsproducedbroadagreementontherelativelevelofdemand

forsecurebikeparkingateachLinkstation.UniversityofWashington,International

District/Chinatown,andCapitolHillstationsreceivedthehighestscores,withInternational

District/ChinatownstationrankinghighestinthesketchplanningmethodsandUniversityof

Washingtonstationrankingfirstintheindexmethods.Somevariationisseenbetweenthe

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sketchplanningandindexmethodsinwhichstationswillhavethelowestlevelofdemandfor

securebikeparking.SODOstationreceivedthelowestscoreinbothindexmethods,while

RainierBeachwasrankedlowestinthetwosketchplanningmethodsduetoverylowratesof

bicyclecommutingintheACSdata.Thismayindicatethatstationsreceivinglowscoresinthe

sketchplanningmethodsbuthigherindexscoreshavethegreatestpotentialforincreasingthe

proportionoftheirtransittripsthatareaccessedbybicycle,thoughtheabsolutenumbers

wouldlikelystillbesmall.Themostpressingneedforsecurebikeparkingisatthehighest-

scoringstations,whichareallestimatedtoneedover100securebikeparkingspaces.

SummarizedresultsarepresentedinTable10.


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Table10–SummaryofBikeParkingDemandAnalysisResultsResultsforfourmethodsofassessingthedemandforsecurebikeparkingatLinkstationsarepresentedbothasscoresandrankedfromhighesttolowestscores.Themeaningofscoresvariesdependingonthemethodused,butallindicatetherelativelevelofdemandforbikeparking.UniversityofWashington,InternationalDistrict/Chinatown,andCapitolHillstationsallscoredhighlyusingallfourmethodsofanalysis. Scores Rank

Station

PSRC(baseestim

ate)

KCMetro

LAMetro

CTUIndex

PSRC(baseestim

ate)

KCMetro

LAMetro

CTUIndex

OverallRank

UniversityofWashington 174 201 7.62 6.47 1 1 1 1 1

CapitolHill 95 115 5.39 5.63 3 3 2 4 3Westlake 52 78 5.19 5.77 4 4 3 3 4InternationalDistrict/Chinatown

110 135 3.34 5.98 2 2 4 2 2

SODO 16 19 1.16 1.29 9 10 13 13 13BeaconHill 51 60 1.87 4.99 5 5 10 5 5MountBaker 19 19 1.36 2.67 6 9 12 9 9ColumbiaCity 18 27 1.93 2.93 7 6 9 7 6Othello 11 19 2.43 4.11 11 8 8 6 8RainierBeach 3 7 2.45 2.44 13 13 7 11 12TukwilaInternationalBoulevard

8 19 3.18 2.89 12 7 5 8 7

SeaTac/Airport 13 13 1.87 2.51 10 12 11 10 11

AngleLake 16 16 2.9 2.27 8 11 6 12 10

SoundTransit’scurrentfiguresforbikelockerandbikecagesubscriptionsdonot

provideafullaccountofthedemandforsecurebikeparking.OnlyeightofthesixteenLink

stationshavesecurebikeparking,andseveralstationshavenobikeparkingavailableatall.

Mostoftheexistingsecurebikeparkingspacesareintheformofleasedlockers,whichare

likelylessappealingtousersthanotherformsofsecurebikeparking,asdiscussedinchapter3.

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However,itisstillusefultocomparethecurrentnumbersofsecurebikeparkinguserstothe

predictednumbersofsecurebikeparkingspacesneededaccordingtothetwosketchplanning

methods.ThenumbersareshowninTable11.ThePSRCmethod’sbaseestimatewasclosestto

thenumberofactualsubscriberstolockersandcages,thoughthepredictionsdiffergreatly

fromtheactualnumberofsubscribersatseveralstations.RainierBeachstationhas11locker

users,butallestimatesunder-predicteddemandforsecurebikeparkingatthislocation.

BeaconHill,MountBaker,SeaTac/Airport,andAngleLakestationsallhavelessthanhalfthe

numberofsubscribersthatwouldbeexpectedbasedonthePSRCbaseestimateorthe

McIntosh/KCMetromethod.Basedonthisincidenceofover-prediction,usingtherelatively

conservativePSRCbaseestimateofthenumberofsecurebikeparkingspacesneededatother

LinkstationsseemsprudentversusthePSRChighestimateortheMcIntosh/KCMetroestimate.


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Table11–ComparisonBetweenActualandPredictedSecureBikeParkingNeedsThenumberofsecurebikeparkingspacesneededatLinkstationsbythePSRCandKCMetrosketchplanningmethodsiscomparedwiththecurrentnumberofsubscriberstobikelockerandcagesatLinkstationsandthenumberofexistingsecurebikeparkingspacesateachstation.141ThePSRCmethod’sbaseestimateisclosesttotheactualnumberofsubscribers,thoughallthreeestimatesshownunder-predicttheneedforsecureparkingatRainierBeachstation.Linkstationswithoutanysecurebikeparkingspacesarenotshown.Datasource:RebeccaRoush(SoundTransitbicyclecoordinator),e-mailmessagetoauthor,April21,2016.

Station PSRCBaseEstimate

PSRCHighEstimate KCMetro

CurrentBikeParking

Subscribers

CurrentSecureBikeSpaces

SODO 16 31 19 12 16BeaconHill 51 101 60 17 52MountBaker 19 38 19 6 24ColumbiaCity 18 35 27 15 37RainierBeach 3 6 7 11 20TukwilaInternationalBoulevard

8 15 19 4 8

SeaTac/Airport 13 27 13 5 24AngleLake 16 33 16 4 48

LimitationsofDemandAssessment Thereareseverallimitationstoboththeaccuracyandthebroaderapplicabilityofthe

resultsofthebikeparkingdemandassessmentperformed.Primaryamongtheseisthesimple

factthatallfourmethodsusedrelyonindirectmeasuresofdemandforbikeaccess,and

thereforesecurebikeparking,atLinkstations.Inaddition,someroughestimateshadtobe

usedforthesketchplanningmethods,suchastheproportionofhometoworktripsseenat

eachLinkstation.Morebroadly,theuseofACS5-yearestimatesattheblockgrouplevel

introducesagreatdealofuncertaintyintosomevalues,particularlythebicyclecommuterate

aroundeachstation,whichisbasedonaverysmallsample.However,thedatausedarethe

bestandmostcurrentavailableinallcases.Thegeneralagreementbetweenresultsfromthe141.RebeccaRoush(SoundTransitbicyclecoordinator),e-mailmessagetoauthor,April21,2016.

85

variousmethodsisastrongindicatorthattherelativemagnitudeofdemandestimatedforeach

stationhasbeenrankedcorrectlybythedemandassessmentmethods.Additionalpredictive

powermaybeavailablefromthePSRC’sactivity-basedtravelmodel,whichSoundTransitcan

accessifdesired.Resultsfromeventhebestmodelwouldstillneedtobeverifiedwithreal-

worlddataonbicycleaccessratestotheLinksystem,whichSoundTransitdoesnotcurrently

collect.


86

Chapter5:PossibilitiesforImplementationofSecureBikeParkingatSelectedLinkLightRailStations Thegoalofthisthesisistoprovidepreliminaryrecommendationsforhowsecurebike

parkingcanbeprovidedattheLinkstationswiththehighestpredictedneed.Intheprevious

chapter,UniversityofWashingtonstationrankedhighestinthelevelofdemandforbikeaccess

inallfourmethodsusedtoassessdemand,whilethesecondhighest-scoringstationwasthe

InternationalDistrict/Chinatownstation.ThischapterwillfocusonthesetwoLinkstationsfor

planningadditionalsecurebikeparking.WhilethisthesishasfoundthatseveralotherLink

stationsalsolikelyhaveaneedformorebikeparkingfacilities,planningmoresuchfacilitiesis

outsidethescopeofa9-creditthesis

andwouldexceedtheresources

availabletotheauthor.

Severalconsiderationswere

usedwhenplanningforsecurebike

parkingfacilitiesattheUniversityof

WashingtonandInternational

District/Chinatownstations.Thefirstof

theseisavailablespaceatthestation.

ThebicyclerackmanufacturerDero

providesabikeparkingareadesign

thatcanaccommodate60bikeswithina

Figure15–SuggestedBikeParkingFacilityLayout

BicycleparkingmanufacturerDerosuggestssecurebikeparkinguseverticalrackstoachievemaximumspaceefficiency.60bikescanfitintoa20x20footarea.Imagesource:“BikeParkingGuide,”Dero,accessedMay15,2016,https://www.dero.com/bike-parking-guide/.

87

20feetby20feetsquareusingtworowsofverticalparking(seeFigure15).Sinceboth

UniversityofWashingtonandInternationalDistrict/Chinatownstationsareestimatedtoneed

over100securebikeparkingspaces,aminimumspaceofroughly20feetby40feetwas

assumedtoberequiredforanybikeparkingfacilityateitherstation.Anadditionalminimum

clearanceof10feetaroundanypotentialbikeparkingstructurewasspecifiedtoleaveroomfor

bikeandpedestriancirculationsincebothstationscanseeveryhighlevelsoffoottraffic.

Wherepossible,usingexistingopenspacetoavoidreconfiguringorreconstructingthestation

plazaispreferredtoreduceconstructioncostanddisruption.Allparkingfacilitieswere

assumedtoneedtwoentrances/exitsforsafety,thoughthiscomesatthecostofsomespace

forbikes.Lastly,thepossibilitiesforSoundTransittopartnerwithotheragenciestofundor

operatesecurebikeparkingfacilitieswereconsidered.

UniversityofWashingtonStation SoundTransit’sUniversityofWashingtonLinkstationreceivedthehighestscoreinall

fourbicycledemandassessmentmethods.Predictionsofthenumberofsecurebikeparking

spacesneededatthisstation,producedinchapter4,rangefrom27to348.Thebaseestimate

fromPSRC’smethodproducedtheclosestresultstotheexistingnumbersofsubscribersfor

securebikeparkingatseveralLinkstations,andindicatedaneedfor174securebikeparking

spacesattheUniversityofWashingtonstation.Thisisaverylargenumberofbikeparking

spaces,butthisestimateisplausibleforseveralreasons.First,theUniversityofWashington

stationhadthesecond-highestnumberofaverageweekdayLinkboardingsinApril2016at

approximately8,990.Thiswas15.5%ofthetotalLinksystemboardingsandonlyslightlyless

88

thanthe9,396boardingsseenatthebusiestdowntownSeattlestation,Westlake.142Second,

whileUniversityofWashingtonstationlackssecurebikeparking,itdoeshavestandardbike

rackspacefor130bikes.143Anecdotally,theauthorhasfrequentlyobservedtheseracksator

nearcapacitysincetheopeningofUniversityofWashingtonstation,andbikesarealso

frequentlybroughtontothetrainatthislocation.Lastly,thestationisconnectedbyabikeand

pedestrianbridgetotheBurkeGilmanTrail,amajorbicyclerouteinNorthSeattle,whichis

likelytomakethisanattractive

locationformultimodalbikeand

transitcommutes.

UniversityofWashingtonStationPlazaLayout Findingspacetosecurely

store174bikesatUniversityof

Washingtonstationisa

challenge.Thestationplazaisa

triangleconstrainedby

MontlakeBoulevardonthe

westside,parkinglotstothe

south,andHuskyStadiumtothe

eastasshowninFigure16.

142.“Update–Lightrailridershipisevenbetterthanearlierestimated,”SoundTransit.143.RebeccaRoush(SoundTransitbicyclecoordinator),e-mailmessagetoauthor,April21,2016.

Figure16–UWStationPlazaLayoutandPotentialBikeParkingFacilityLocations

TheUWstationplazaisboundedonthewestbyMontlakeboulevardandonthesouthandeastbyparkinglots.SiteslargeenoughforbikeparkingfacilitiesareshowninyellowandlabeledAthroughD.

89

Severalstructuresarelocatedwithintheplaza,includingabuildingcontainingtheescalators

andelevatorstothetrainplatformbelow,aventilationshaftatthenorthend,andrampsand

staircasesconnectingthestationplazawiththeMontlakeBoulevardbikeandpedestrian

overpass.TheoverpassisthemainbikeandpedestrianlinkbetweentheLinkstationandthe

UniversityofWashingtoncampusandBurkeGilmanTrail.Fouropenareasarelargeenoughto

accommodateapotentialbikeparkingfacilitywhilestillallowingforbikeandpedestrian

circulation,labeledsitesA-DinFigure16.

SiteAisjusteastofthebicyclerampleadingfromthestationplazatotheMontlake

overpassandisthelargestavailablespaceforanewfacility.Thesiteiscurrentlyhosttoalarge

landscapedarea,thoughitmaybepossibletoremovethelandscapingtoinstallanewstructure.

SiteBabutstheLinkstationentranceandisonthesoutheastcornerofthestationplaza.This

siteiscompletelyemptyatpresent,containingnothingbutbareconcrete.SitesCandDare

locatedunderneaththeelevatedpedestrianandbikepathwaysoutofthestationandcurrently

hostthebikeracksSoundTransithasinstalledatUniversityofWashingtonstation.Sitevisits

revealedthatseveralpotentialconflictsexistwithinthesesitesthatrenderthemunusableas

locationsforbikeparkingfacilities.SiteCcontainsseveralutilityaccessdoorsthatSound

Transitwouldlikelybeunwillingtoblock,whilesiteDhasseveralconcretesupportcolumnsin

it.Bothsitesalsocontaindrainagefeaturesfortheplaza.SitesCandDwereexcludedfrom

furtheranalysisforthesereasons.

90

UniversityofWashingtonStationSiteA–EastofBicycleRamp ThelargestavailablespaceatUniversityofWashingtonstation,thissiteisanirregular

quadrilateralrunningroughlynorth-southwithaminimumwidthof20feetandaminimum

lengthof126feet.Anystructurebuiltherewouldrequireextensivemodificationorremovalof

theexistingplanterboxthatcoversmostoftheavailablespace.Whilealteringtheplanterbox

wouldlikelyaddtotheconstructioncost,thetradeoffisthatthissiteprovidesamplespacefor

bikes.Asecurebikeparkingfacilitythatmakesthemaximumuseoftheavailablespacehere

wouldmeasureapproximately25feetwideand125feetlong.ShowninFigure17,abikecage

builttothesedimensionscould

accommodateasmanyas350

bikesinverticalracks.This

significantlyexceedsthe

expectedneedfor174bike

parkingspaces,andmatches

thehighestestimateproduced

inchapter4.Thelengthofthe

facilitycouldbereducedto

scalethebikeparkingdownas

needed–a25-by-65-foot

structureshouldbesufficientto

accommodate174bikes.In

additiontospace,thissite

Figure17–PotentialBikeParkingLayoutatUWStationSiteA

SpaceisavailablejusteastofUWstation’sbicyclerampforabikeparkingfacilitylargeenoughtoaccommodate350bikes,significantlymorethantheestimatedneed.

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benefitsfromcloseproximitytoUniversityofWashingtonstation’sbicycleramp.Thiswould

allowcycliststoridedirectlytotheentranceofthesecurebikeparkingfacility,minimizingany

potentialconflictwithpedestrians.

Figure18–RenderingofPotentialBikeParkingFacilityatUWStationSiteA

AsecurebikeparkingfacilityinthislocationwouldhavedirectaccesstothebikerampoverMontlakeBoulevardconnectingtotheBurkeGilmanTrailandtheUniversityofWashingtoncampus.Modificationorremovalofanexistingplanterboxwouldberequired.


92

UniversityofWashingtonStationSiteB–EastofStationEntrance SiteBiscurrentlyanemptypavedareaoftheUniversityofWashingtonstationplaza

justeastoftheescalatorsdowntotheLinkplatformandsouthofthestation’selevators.This

siteissmallerthansiteAandveryirregularlyshaped,significantlyreducingthesizeofstructure

thatwillfitandthusthenumberofbikesthatitcanaccommodate.UnlikesiteA,abikeparking

facilitycouldbeaddedtothissitewithoutremovingormodifyinganyexistingstructures,which

mayreducecostsandpreserves

SoundTransit’soriginalstation

plazalayout.Abuildingonthis

site,asshowninFigure19,

couldbebuilttodimensionsof

28feetwidefromeasttowest.

Duetothesite’sirregularshape,

anangledwallwouldbe

requiredtoavoidintrudinginto

thepedestrianpath,resultingin

northtosouthlengthvarying

from40feetto80feet.This

layoutwouldprovidespacefor

155bikes,slightlylessthanthe

targetof174.

Figure19–PotentialBikeParkingLayoutatUWStationSiteB

ThespaceeastoftheentrancetoUWstationisconsiderablymoreconstrained,thoughthelayoutshownwouldbeabletohold155bikes,justshortoftheestimatedneedof174bikespaces.

93

Figure20–RenderingofPotentialBikeParkingFacilityatUWStationSiteB

AsecurebikeparkingfacilityjusteastoftheUWstationentrancewouldprovideeasystationaccess,thoughitislocatedfartherfromthebiketrail.Somebikesareshownforillustrativepurposes,thoughiffilledtocapacitysignificantlymorebikeswouldbewithintheparkingfacility.

PartnershipOpportunitiesatUniversityofWashingtonStation Asitsnamemightsuggest,SoundTransit’sUniversityofWashingtonLinkstationisbuilt

onUniversityofWashingtonproperty.144Thismeansthatanyprojecttoimprovebikeaccessto

thisstation,includingprovidingbikeparking,wouldneedtheUniversity’spermissionand

involvement.Fortunately,theUniversityofWashingtonmayserveasanidealpartnerforsuch

projects,astheyhaveanextensiveprogramtosupporttransportationalternatives.Bicyclesare

amajorfocusofUW’stransportationstrategy,andtheUniversityalreadyoffersover5,000bike

parkingspacesoncampus.Whilemostareintheformofbikeracks,UWalsoofferssecurebike

144.“ParcelsforKingCountywithAddress;PropertyandOwnershipInformation[parcel_address],”KingCountyGISdata,lastmodifiedMay17,2016,http://www5.kingcounty.gov/gisdataportal/.

94

parkingusingover600lockers,26limited-accessbikerooms,and6bikecages.145Withthe

UniversityofWashingtonMedicalCenterandHuskyStadiumlocatedveryclosetotheLink

station,asecurebikeparkingfacilitycouldservetheUniversity’stransportationneedsatthe

sametimethatitallowscycliststoreachLink.UWcouldbeasourceofsomeongoing

operationalfundingforastaffedbikeparkingfacilityatthislocationifwilling.

RecommendedSecureBikeParkingApproachatUniversityofWashingtonStation

BetweenthetwoavailablesitesattheUniversityofWashingtonLinkstation,thesite

locatedjusteastofthebikerampandMontlakeBoulevard(siteA)ispreferredforbuildinga

securebikeparkingfacility.Thoughitrequiresremovaloftheexistinglandscapingfeatures,this

siteoffersenoughspacetomeettheprojectedcapacityneedof174bikesandleavesroomfor

additionalserviceslikeasmallbikerepairshop.Inaddition,thissiteisdirectlyadjacenttothe

bikeramptotheBurkeGilmantrail,allowingeasyaccessforarrivingcyclists.

Thehighlevelofdemandforsecurebikeparkingandtheopportunitytopartnerwith

theUniversityofWashingtonmakesthisstationidealforprovidingstaffedbicycleparking.

Providingrepairstaffduringworkingandcommutinghourswouldallowalargebikecageto

offeradditionalservicetobicyclecommutersandaddedsecurity,asrepairstaffcanmonitor

thebikeparkingduringworkinghours.Usingapartially-staffedbikecageinthemodelofLA’s

bikehubsandthevariousBikeStationlocationsstillallows24-houraccesstosecurebike

parking.TheproposedfacilitylayoutisshowninFigure21.Astructuremeasuring25feetby85

feetshouldprovideenoughspaceforapproximately200bikesandabicyclerepairarea.

145.“TransportationServices–Bikeparking,”UniversityofWashington,accessedMay22,2016,https://www.washington.edu/facilities/transportation/bike-parking.

95

Figure21–RecommendedSecureBikeParkingFacilityLayoutatUniversityofWashingtonLinkStation

UniversityofWashingtonstation’shighlevelofdemandforbikeaccesswarrantsasignificantinvestmentinsecurebikeparking.Theproposedfacilitywouldoperateasabikecagewith24-houraccessandspacefor200bikes.PartnershipbetweentheUniversityofWashingtonandSoundTransitcouldprovideoperatingfundingforpart-timestaffingofthefacility,offeringrepairserviceandanadditionallevelofsecurity.

InternationalDistrict/ChinatownStation

TheInternationalDistrict/ChinatownstationisthesouthernendoftheDowntown

SeattleTransitTunnelandiscurrentlyownedbyKingCountyMetro,thoughitislocated

immediatelyadjacenttoSoundTransit’sofficesintheUnionStationcomplex.Inadditionto

Linklightrail,severalbusroutesservethistunnelstationandmanymoremakestopson

surfacestreetssurroundingthisstation.Thismakesthestationanimportantregionaltransit

96

hub,offeringtransitconnectionstoseveralmajordestinationsthroughoutthePugetSound

region.AverageweekdayLinkboardingsatthisstationwere4,524inApril2016,abouthalfthe

numberseenatUniversityofWashingtonstation.However,PioneerSquareandStadium

stationsarewithin½mileofInternationalDistrict/Chinatownstationandthethreewere

combinedforthepurposesofbikedemandanalysisundertheassumptionthatcyclistswithin

thebikeshedofanyofthethreestationswouldbewillingtorideanextrafiveminutesorlessto

asecurebikeparkingfacility.ThecombinedridershipatthesethreestationsinApril2016was

8,468,almostattheleveloftheUniversityofWashingtonandWestlakestations.

InternationalDistrictChinatownstationreceivedsecond-placescoresinthreeofthe

fourbicycledemandassessmentmethodsandfourth-placeinone.Predictionsofthenumberof

securebikeparkingspacesneededatthisstationrangefrom25to220,with110spacesneeded

inthebaseestimatefromPSRC’smethod.WhilelessthanthepredictedneedattheUniversity

ofWashingtonstation,thisisstillasignificantneedforsecurebikeparking,particularlyinlight

ofthefactthatalmostnobikeparkingofanykindexistsatthisstation.Onlyasinglestandard

bikerackexistscurrently,providingspaceforsixbikesatmost.TheInternational

District/Chinatownstationisnotlocatednearanymajorbicycleroutesandhasaveryhighlevel

ofpublictransitservice.

Apreviouseffortatprovidingsecurebikeparking,BikeStationSeattle,wasopenednear

InternationalDistrict/Chinatownstationin2003asaresultofPSRC’sbikestationproject.146

BikeStationSeattle’slocationat3113rdAveSwasover800feetfromtheentranceto

InternationalDistrict/Chinatownstationandseparatedbyseveralsignalizedintersections,

146.“CentralPugetSoundRegionalBikestationProject.”

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resultinginlongwalksfromthebikeparkinglocationtothestation.Thislikelycontributed

significantlytoBikeStationSeattle’sclosurein2006,thoughitisalsopossiblethatthereis

simplylimiteddemandforsecurebikeparkingatInternationalDistrict/Chinatownstation

despitestrongprojections.ConsideringBikeStationSeattle’sfailure,buildingasmaller

demonstrationfacilitywithcapacityforlessthan110bikeswouldlikelybeprudentatthis

location,particularlyifspacecanbereservedforfutureexpansionifneeded.

InternationalDistrict/ChinatownStationPlazaLayout

InternationalDistrict/

Chinatownstation’splazais

constrainedbyJacksonStreetto

thenorth,5thAvenueSouthtothe

east,andUnionStationofficesto

thewestandthesouth,asshown

inFigure22.Inaddition,the

subterraneanstationplatformis

opentotheskyaboveinseveral

locations,resultinginlargeholesin

thestationplazathatconstrict

pedestrianmovementand

availablespace.Despitethese

constraints,twositesatthestation

Figure22–ID/CStationPlazaLayoutandPotentialBikeParkingFacilityLocations

TheUWstationplazaisboundedonthewestbyUnionStationandonthenorthandeastbySJacksonStand5thAvenueS.SiteslargeenoughforbikeparkingfacilitiesareshowninyellowandlabeledAandB.

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provideopportunitiesforsecurebikeparkingfacilities.SiteAisanexistingstructureinthe

stationplazanearthenorthentrancetothestationwhichcouldbeconvertedtobikeparking

use,whileSiteBisalargeopenspaceatthecenterofthestationplaza.

InternationalDistrict/ChinatownStationSiteA–ExistingShelterStructure TheInternationalDistrict/Chinatownstationpresentsauniqueopportunityforadding

securebikeparkingfacilities:anexistingstructureintheplazacouldbeeasilyconvertedintoa

bikecage.Locatedjustsouthofthestation’snorthentrance,thisstructureconsistsofseveral

metalpostssupportingaroof,presumablyservingasashelterfromrainforbuspassengers

waitingforanearbystopon5th

AvenueSouth.Repeatedsitevisits

determinedthatthisstructureis

rarelyusedbyeitherwaitingbus

ridersorpedestrianspassing

throughthestationplaza,meaning

thatitsconversiontoanewuse

wouldlikelyhavelittletonoadverse

impactonInternational

District/Chinatownstation.The

shelterstructuremeasures20feet

wideby80feetlong.Thiswidth

wouldresultinextremelynarrow

Figure23–PotentialBikeParkingLayoutatID/CStationSiteA

ID/Cstationplazaisconstrainedbyseveralfeatures,butanexistingstructureintheID/Cstationplazacouldeasilybeconvertedtoabikecagewithcapacityforapproximately100bikes.

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aislesbetweenhangingbikesifDero’ssuggestedverticalbikeparkinglayoutwereused,leaving

only3feetinwhichtomaneuverbikes.However,thiswidthismorethansufficientto

accommodatethesamelayoutSoundTransithasusedintheBeaconHillstationbikecage.

Usingdouble-deckerbikeracksalongbothwalls,theconfigurationshowninFigure23could

holdanestimated100bikes.Thelayoutofverticalpostsintheexistingsheltermakesitpossible

tostartwitha40-or60-footlongbikecageandexpandlaterifadditionalcapacityisneeded.

Anawningcouldbeconstructedonthe5thAvenueSouthsideofthecagetoprovideshelter

fromtheweatherforwaitingbuspassengers.

Figure24–RenderingofPotentialBikeParkingFacilityatID/CStationSiteA

Alittle-usedshelterintheID/Cstationplazaisshownhereconvertedtouseasabikecagewithspacefor100bikes.Thisstructurepresentsauniqueopportunitytoprovidesecurebikeparkingwithminimalconstructioncostordisruption.Thoughnotshown,anawningcouldbeaddedtoprovidecoverfortheadjacentbusstop.

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InternationalDistrict/ChinatownStationSiteB–CenterofStationPlaza Thesecondavailable

siteforsecurebikeparkingat

International

District/Chinatownstationisa

largeopenexpanseatthe

centerofthestationplaza.The

openareaisarectangle

measuring50feetby60feet

withasmalladditionalarea

opentothesouth.Thisplaza

spaceissurroundedby

decorativestructuresofno

discernablepurpose–metal

postsholdupmetalgrates

abovethestationplaza,providingnoprotectionfromtheelements.Itislikelythatthese

structurescouldberemovedtobuildaverylargebikeparkingfacility,thoughforthis

explorationitwasassumedthatthesestructureswouldremaininplace.A25-footby45-foot

bikeparkingfacility,asshowninFigure24,couldprovidesecurespaceforapproximately100

bikes.Thisisjustshyoftheestimatedneedof110bikespaces,andmaybesufficienttomeet

actualdemand.

Figure25-PotentialBikeParkingLayoutatID/CStationSiteB

AnopenareanearthecenteroftheID/Cstationplazaislargeenoughtoaccommodateabikeparkingfacilitywithroomforapproximately100bikes.Thesurroundingstructuresaredecorativeandcouldberemovedtobuildalargerbikefacility,thoughitislikelynotwarrantedforthislocation.

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Figure26–RenderingofPotentialBikeParkingFacilityatID/CStationSiteB

TheopenareanearthecenterofID/Cstationplazaislargeenoughtoallowanewstructurewithcapacityfor100bikes.Thisopenspaceseeslittleuse,andabikeparkingfacilityherewouldhavelittleimpactoncirculationthroughthestationplaza.

PartnershipOpportunitiesatInternationalDistrict/ChinatownStation AswiththeUniversityofWashingtonstation,InternationalDistrict/Chinatownisnot

currentlyownedbySoundTransit.AspartoftheDowntownSeattleTransitTunnel,thisstation

isowned,operated,andmaintainedbyKingCountyaspartoftheirMetroTransitdivision.

SoundTransitownsthesurroundingUnionStationproperty.147AswiththeUniversityof

Washingtonstation,anysecurebikeparkingfacilityherewouldrequirecooperationbetween

multipleagencies.KingCountyMetrohasanextensiveprogramtopromotebicycleandtransit

integrationandwasheavilyinvolvedinthenearbyBikeStationSeattleprojectin2003.Metro’s

pastandpresentinvolvementinbicycleplanningmakesthemanidealpartnerinallphasesofa

147“ParcelsforKingCountywithAddress,”KingCountyGISdata.

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bikeparkingprojectatInternationalDistrict/Chinatownstation,includingplanning,

construction,andoperation.SinceSoundTransitandKingCountyMetroalreadyworktogether

onplanninganddeliveringtransitserviceintheSeattleare,itshouldbefeasibleforSound

TransittopartnerwithKingCountyMetrotoprovidesecurebikeparkinginthislocation.

RecommendedSecureBikeParkingApproachatInternationalDistrict/ChinatownStation InternationalDistrict/Chinatownstationisprojectedtohavehighdemandforbicycle

accessandKingCountyMetroislikelytobeawillingpartnerinfundingbikeparking

improvementsatthisstation.However,thepreviousfailureofaBikeStationnearbyindicates

thatprojectionsofhighratesofbicycleaccessmaybeoptimistic,precludingrecommendation

ofastaffedbicycleparkingfacility.Theavailabilityofanexistingstructureforreadyconversion

toabikecageintheInternationalDistrict/Chinatownstationplazafurtherreinforcesthe

recommendationoftheproposedsiteAbikecagefacilityillustratedinFigures23and24.This

facilitywouldprovide24-hourcontrolledaccessbikeparkingwithaminimumofconstruction

costandlowongoingoperationalexpense.

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Chapter6:Conclusion

SummaryofChapters1-5 SoundTransit’sLinklightrailsystemisgrowingwhilebicycleuseisincreasinginthe

Seattlearea.ThisprovidesbothopportunityandmotiveforimprovingaccesstoLinklightrailby

betterintegratinglightrailwithbicycles.Areviewoftheliteratureonbicycleaccesstotransit

showedthatprovidingbikeshareattransitstations,allowingbikesonboardtransit,building

bikepathstotransitstations,andprovidingbikeparkingattransitstationsareallmethodsof

improvingbikeaccesstotransit,whichpromotescyclingwhilehelpingpeoplereachthepublic

transitsystem.Oftheseoptions,SoundTransitismostabletoprovideincreasedbikeparkingas

ameanstosupportbikeaccesstoLinkbecauseSoundTransithasdirectinfluenceovertheland

useatmostLinkstations.However,SoundTransitprovidesalowlevelofbikeparkinggenerally,

andofsecurebikeparkinginparticular.ExaminationofSoundTransit’speeragenciesin

chapter3showedthatseveraltransitagenciesplanforbikeaccessratesinexcessoffive

percent.ThishasresultedinseverallargesecurebikeparkingfacilitiesintheSanFranciscoBay,

LosAngeles,andPortlandareas,manyofwhichaccommodateover100bikeseachathigh-

demandlocations.Chapter4lookedatavailablemethodsforassessingandestimatingthe

demandforbikeaccesstotransitstationstodeterminewhichLinkstationshadthegreatest

needforsecurebikeparking.UniversityofWashingtonandInternationalDistrict/Chinatown

stationsareexpectedtohavethegreatestdemandforbicycleaccessandthusthegreatest

needforsecurebicycleparking.Basedonexaminationofthesetwostationsindetail,astaffed

bikeparkingfacilitywithcapacityfor200bikesisrecommendedforUniversityofWashington

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station.Abikecagewithspacefor100bikesisrecommendedatInternational

District/Chinatownstation.

RecommendationsforSoundTransitBicycleParking

Basedontheresearchcompletedinthisthesis,thereareseveralopportunitiestoimprove

bicycleplanningandbicycleparkingforSoundTransit’sLinklightrailsystem.Thesefollowfrom

literaturereview,observationsofthepracticesatSoundTransit’speeragencies,evaluationof

thedemandforsecurebikeparkingatLinkstations,andexaminationofthepossibilitiesfor

constructingsecurebikeparkingfacilitiesatthestationswiththehighestdemandforbike

access.

Addresstheneedforsecurebikeparkingatexistinghigh-demandstationsfirst.

ThisthesishasdemonstratedthatseveralLinkstations,particularlyUniversityof

Washington,InternationalDistrict/Chinatown,andCapitolHill,haveahighlevelofdemandfor

bicycleaccess.Securebicycleparkingisanimportantcomponentofsupportingbicycleaccess

tothesestations,buttheycurrentlyhavenosecurebikeparkingfacilitiesatall.SoundTransit

shoulddirecttheirbicycleplanningeffortsandbicycleaccessfundingtoaddressingthisunmet

needassoonaspossible.

Prepareasystem-widebicycleplan.

BARTandLAMetrohavebicycleplansthatguideallaspectsofplanningforbicycle

accesstotheirtransitsystems,includingtheprovisionofsecurebikeparking.TriMetisalsoin

theprocessofcompletingtheirownbicycleplan,whichiscurrentlyavailableindraftform.All

ofthesedocumentsincorporateanassessmentofthelevelofneedforbikeaccessandparking

ateachtransitstationwithineachagency’ssystem,aswellaspoliciesfortheprovisionof

105

bicycleservicesandamenities.BART’sbicycleplanalsoservesasthebasisfortheirbikeparking

capitalprogram,whichallowsfortargetedandscheduledfundingofbicycleamenitiesrather

thananad-hocplanningapproach.Thisthesishasbeguntheworkneededtoprepareabicycle

planfortheLinklightrailsystem.SoundTransitshouldcontinuethisworkandexpanditintoan

agency-widebicycleplanthatincludesbikeparkingaswellasotherbicycleaccess

improvementswherepossible.

Scalesecurebikeparkingcapacitytodemand.

WhileSoundTransitprovidessecurebicycleparkingatseveralofitslightrailstations,

thisthesishasdemonstratedthatnosecurebikeparkingisavailableatthestationswiththe

greatestneed.Goingforward,SoundTransitshouldbesuretobuildadequatebikestorage

capacityintonewLinkstationsafterworkingtoaddresstheneedattheexistingstations.The

followinggeneralrecommendationsinscalingfordemandshouldbeappliedtobikeparkingat

futureLinkstations:

• Iflessthan20bikeparkingspacesareneeded,useelectroniclockerstoprovide

flexibilityforthosewhoneedsecurebikeparking.

• If20to100bikeparkingspacesareneeded,useabicyclecageorbicycleroomparking

facility.Thisallowsforamoreefficientuseofavailablespacecomparedtolockers.

• ForLinkstationswheremorethan100bikeparkingspaceswillbeneeded,useeithera

bicyclecage/roomorastaffedbikeparkingfacility.Consideravailablespace,available

funding,andtheneedfor24-houraccesstosecurebikeparkingatthestation.Staffed

parkingcanmakemoreefficientuseofspace,butrequiresongoingoperationalfunding

andcannotfeasiblybestaffedatallhours.

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OpportunitiesforFutureResearch

Theavailabledataonbicycleuseisscarce,particularlyinrelationtotransit.Thislackof

datamakesplanningforbicycleschallenging.Thereareseveralwaysthatthissituationcouldbe

improvedwithworkfromeithertransitagencystafforwillinggraduatestudents.First,

collectingdataonbicycleusetoaccessthetransitsystemintheSeattleareacouldprovidea

betterpictureofhowbicyclescurrentlyintegratewiththepublictransportationnetwork.Itis

notcurrentlyknownhowoftentheexistingleasedlockersareused,howoftenbikesare

broughtonboardbusesandtrains,orhowfrequentlytransitvehiclesreachorexceedtheirbike

capacity.Second,asurveyoftransitridersorarearesidentscouldprovidemoreinsightintothe

needforbikeaccesstotransitstations.Lastly,discussionwithSoundTransitandKingCounty

Metrostaffrevealedakeeninterestinnewtechniquesfortrackingtheuseofbicycleamenities

inthetransitsystem.Gatheringbicycledataiscurrentlylabor-intensiveandthuscostly,so

transitagencieswouldbenefitfromautomateddatacollectionmethods.

AnotherpossibledirectionforfutureworkonbicycleaccesstotheLinksystemisthe

applicationofPSRC’sactivity-basedtravelmodel.Recentliteratureindicatesthatthismodel

maybecapableofpredictingtherateofbicycleaccesstotransitstationswithmuchgreater

accuracythantheexistingmethodsofestimatingdemandusedinthisthesis.However,PSRC’s

modelhasnotbeentestedinthisspecificapplication.Ifitisfoundtobeaccurate,itcouldbea

valuabletoolforplanningforbicycleaccesstotransitfacilitiesinthefuture.

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Providing Increased Secure Bicycle Parking at Light Rail Stations in the Seattle Area

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