Bicycle Parking Facilities Research Articles

Comparative Analysis of Green Building Hospitals in Karawang and Pemalang

This study aims to analyze and compare the application of the green building concept in two hospitals in Indonesia, namely Permata Keluarga Karawang Hospital and Dr. M. Ashari Pemalang Regional General Hospital (RSUD). Using descriptive qualitative methods and case study approaches, data were collected through observation, interviews, documentation, and measurements in the field. The results show that both hospitals have applied green building principles in various aspects such as energy efficiency, environmental management, and B3 waste management. Permata Keluarga Karawang Hospital excels in the use of energy-saving technology and waste management, while Dr. M. Ashari Pemalang Hospital stands out in staff involvement and environmental management. However, there are still several aspects that need to be improved by both hospitals, such as bicycle parking facilities and rainwater intake systems, to achieve more optimal green building standards. In conclusion, both hospitals have shown a strong commitment to environmental sustainability through the implementation of the green building concept, but further improvements are still needed to achieve more optimal results.

Prioritizing bicycle parking improvements: An application of the logsum approach

Increasing the number and quality of bicycle parking facilities is essential to promoting cycling. However, quantifying the benefits of such improvements is difficult and has not yet been the focus of research. Apart from rule-of-half-based approaches, logsum analysis is a method for estimating the consumer surplus of measures, reflecting actual behavior.This paper presents such an analysis of a set of measures on the RWTH Aachen University campus as a case study. Considering only the direct consumer surplus, the economic efficiency of the analyzed measures diverges significantly. The replacement of inadequate front wheel racks has the best consumer surplus-cost ratio, while the construction of bicycle parking stations has the worst. Taking into account modal shift effects and related changes in externalities and reduced demand for car parking, the cost-benefit ratios of the measures would be much higher. Even though the presented logsum approach ignores these second-order effects and focuses exclusively on economic efficiency, it is still useful in practice for prioritizing potential measures. Apart from that, the results show that groups of cyclists benefit differently from certain types of measures depending on their student status, employee group, and the resale value of their bicycle. Additionally, the analysis emphasizes the importance of including informal parking when modeling bicycle parking behavior.

Barriers to better bicycle parking for promoting intermodal journeys: An inter-organisational collaboration perspective

Organisational structures in the transport sector are often complex and fragmented, with different authorities responsible for different stages of a traveller's journey. In such circumstances, collaboration across organisational boundaries is required to facilitate intermodal journeys. This paper aims to provide empirically grounded insights into collaboration in transport planning, extending the literature to include cycling as an access and egress mode. This is done by examining the challenge of improving bicycle parking facilities at railway stations in Copenhagen, Denmark. Interviews with key actors involved in public transport and cycling planning reveal three main inter-organisational barriers to improving station bicycle parking in Copenhagen. First, station bicycle parking falls between the responsibilities of different organisations and levels of governance. Second, the absence of an established funding formula contributes to negotiation-oriented rather than collaborative interactions among the stakeholders. Third, the tension between cyclist satisfaction and rail passenger growth targets hinders collective action. In summary, despite Copenhagen's strong cycling identity and the prioritisation of this transportation mode in the city's political decision-making and transport planning, the issue of station bicycle parking highlights the complexity of multi-actor governance of intermodal journeys.

Cyclist Safety and Comfort of Bicycle Facilities in the Bintaro Jaya During Covid-19 Pandemic Using Bicycle Level of Service

Limited cycling facilities are one of the problems that often occur in urban areas in Indonesia, especially Bintaro Jaya, an area that cyclists often traverse during the COVID-19 period as it is today. The lack of service level of bicycle facilities on Jl. Boulevard Bintaro Jaya often causes bicycle users to feel less safe and comfortable during cycling. This study was conducted to know the service of bicycle facilities in Bintaro, especially on jl. Boulevard Bintaro Jaya. The most affecting factor of the service level of bicycle facilities in Bintaro is the high volume of traffic. One of the first steps to knowing the level of service of bicycle facilities is to analyze using the bicycle level of service (BLOS) method. In addition, a questionnaire will be conducted to determine the perception of bicycle facility users in Bintaro. Observations on traffic characteristics are carried out on weekdays and weekends, which are then to obtain BLOS data. Analysis was performed that BLOS values above 3.5 which mean the bike is not feasible for cyclists. The results concluded that the bicycle facilities in Bintaro Jaya are still not by the safety and comfort factors according to the BLOS method. To improve the safety and comfort of cyclists, the application of traffic calm such as speed hum is needed to reduce the impact of high traffic volume and high speed, repainting of markings and adding bicycle parking facilities.

Using Object Detection on Social Media Images for Urban Bicycle Infrastructure Planning: A Case Study of Dresden

With cities reinforcing greener ways of urban mobility, encouraging urban cycling helps to reduce the number of motorized vehicles on the streets. However, that also leads to a significant increase in the number of bicycles in urban areas, making the question of planning the cycling infrastructure an important topic. In this paper, we introduce a new method for analyzing the demand for bicycle parking facilities in urban areas based on object detection of social media images. We use a subset of the YFCC100m dataset, a collection of posts from the social media platform Flickr, and utilize a state-of-the-art object detection algorithm to detect and classify moving and parked bicycles in the city of Dresden, Germany. We were able to retrieve the vast majority of bicycles while generating few false positives and classify them as either moving or stationary. We then conducted a case study in which we compare areas with a high density of parked bicycles with the number of currently available parking spots in the same areas and identify potential locations where new bicycle parking facilities can be introduced. With the results of the case study, we show that our approach is a useful additional data source for urban bicycle infrastructure planning because it provides information that is otherwise hard to obtain.

Integrating walking and cycling facilities towards green mobility in Bandar Penggaram Batu Pahat

Walking and cycling facilities have huge potential in contributing to green mobility in the cities. It is important to reduce transportation emissions, such as enhancing bicycle and pedestrian infrastructure networks and encouraging users to use public transportation. The main problem in Bandar Penggaram, Batu Pahat is high carbon emissions that came from motorised transportations. The objective of this research is to identify the existing condition of walking and cycling facilities and to propose ways to improve the existing condition of walking and cycling facilities towards green mobility in Bandar Penggaram, Batu Pahat. The analysis of this research involved areas around Dataran Penggaram, Batu Pahat which focuses on the main roads that tend to produce high carbon emissions. The method that is used in this research is the mixed methods which consist of quantitative and qualitative method. The first finding of the observation shows that the focused site or development integrates pedestrian and cycling networks with other road activities. There are also bicycle parking facilities, separate bike paths parallel to major roads and dedicated lanes for walking and cycling. Secondly, the weather and distance are the limitations of residents who walk and cycle. Next, the best criteria to overcome the limitations when integrating pedestrian and cycling networks with other road activities are planting shaded trees and build roofs over dedicated lanes for walking and cycling. So, the facilities need to be maintained at this level and improve or implemented to reduce the number of private vehicles on the road. Hence, less carbon emission from motorised transportations is achieved when more private vehicles are off the road.

Nudging as a crime prevention strategy: the use of nudges to improve cyclists’ locking behavior and reduce the opportunities for bicycle theft

As policy makers are developing new alternative strategies to prevent bicycle theft, a nudging approach could provide useful insights in this field. In the current study, two different nudges were implemented at a selection of bicycle parking facilities in the neighborhood of a Belgian university campus. To measure the effectiveness of the nudges, a multi-method approach was used with a combination of observations (n = 3963) and questionnaires (n = 197). The results showed that both nudges had a positive impact on cyclists’ locking behavior. Based on these findings, it can be concluded that nudging can be a rather cheap and easy way to improve secure behavior. However, concerns such as the limitations of increased awareness on behavior and the excessive focus on the victim need to be taken into account when implementing nudges in the field of security.

Bicycle parking at train stations in the Netherlands: Travellers' behaviour and policy options

The combined use of bicycles and trains is a popular means of transport in the Netherlands, experiencing strong growth in recent years. This development is in line with the Dutch Ministry of Infrastructure and Water Management's policy goal of promoting cycling as a stand-alone mode, and in combination with trains. Such active travel policies generate social benefits, such as improved public health, reduced emissions and less congestion.The success of combined bike and train use in the Netherlands however has unresolved issues. Due to overcrowded bicycle storage facilities at large train stations, many bicycles are parked outside these facilities, resulting in public nuisance and inefficient use of space in the areas around train stations. Concurrently, the continued growth of combined bicycle-train use is desired. The policy question therefore is how to facilitate growth while accounting for the current bicycle parking problem. In tackling this challenge, this paper aims to shed more light on the bicycle parking behaviour of bicycle-train travellers.In cooperation with Dutch National Railways, train travellers were given a questionnaire designed to elicit information about their travel behaviour during the two-week period preceding the questionnaire's completion date. More than 3000 questionnaires were completed. Descriptive statistics and binary logit models were used to analyse the resulting data.We found that the privately owned bicycles used on a train trips' activity-end (the so-called ‘second bicycles’) were parked at train station parking facilities approximately four times longer than bicycles used at the train trips' home-end station. Initial estimates revealed that these second bicycles accounted for at least 45% of the bicycle parking pressure witnessed at all train stations in the Netherlands. We also found that among second bicycle owners, low-frequency train use, and using activity-end train stations located in suburbs, are positively associated with long term bicycle parking on the activity-end. Moreover, of all the times bicycles are parked, approximately 10% of activity-end bicycles, and 20% of home-end bicycles, are parked unguarded outside of train station parking facilities. There is a lower probability of home-end bicycles being parked outside of bicycle parking facilities at small train stations than at large stations.Possible solutions to the bicycle parking problem include offering more shared bicycles as alternatives to second bicycles, striving to ban second bicycles from racks situated close to train platforms (by means of pricing and enforcement), and locating parking spaces specifically designated for second bicycles further away from train platforms. This would free up parking spaces close to platforms for home-end bicycles, which are more frequently rotated in and out. Additionally, to further alleviate the parking problem, an awareness-and-warning campaign could be directed at those who wrongly park their home-end bicycles.

What is a parked bicycle? Vehicle fleet characteristics in Australia

Bicycle parking facilities are an important part of the transport system and their design can make bicycle transport more convenient. At a detailed level, the design of bicycle parking devices depends on how they relate to the bicycle's properties. This research seeks to provide a more detailed understanding of the characteristics and fleet of bicycles to inform better policy and practice. Set in Australia, an urbanised country aiming to increase a presently low bicycle mode share, the results are potentially useful to other low bicycle mode share cultures. Visual analysis reveals that although the relevant Australian standard describes a spatial envelope for bicycles, the envelope introduces a treatment of bicycle geometry at odds with vehicle characteristics; namely the contradiction that the spatial envelope in the standard significantly over states the volume of a bicycle, while at the same time the handlebars of the bicycle are inadequately accommodated. A random sample of 180 parked bicycles in Australian urban environments provides a detailed geometry database and shows that the Australian bicycle fleet is heterogeneous around clusters of geometry reflecting industry standards, but does not match with the spatial envelope provided in the standard. Photographic observations of these bicycles provide an insight into bicycle characteristics and parking behaviours, in particular revealing that 55% of the sample bicycles were not equipped with kick stands and thus depend on parking infrastructure for stability. Evidence from the field suggests that some bicycle users are willing to park bicycles more closely than suggested in the standard.

Understanding the Role of Cycling to Urban Transit Stations through a Simultaneous Access Mode and Station Choice Model

Governments worldwide are aiming to increase sustainable mode use to increase sustainability, livability, and accessibility. Integration of bicycle and transit can increase catchment areas of transit compared with walking and thus provide better competition to non-sustainable modes. To achieve this, effective measures have to be designed that require a better understanding of the factors influencing access mode and station choice. At the national/regional level this has been thoroughly studied, but there is a knowledge gap at the urban level. This study aims to investigate which factors influence the joint decision for tram access mode and tram station choice. The joint investigation can identify trade-offs between the access and transit journeys. Furthermore, the effect of each factor on the bicycle catchment area is investigated. Using data from tram travelers in The Hague, Netherlands, a joint simultaneous discrete choice model is estimated. Generally, walking is preferred to cycling. The findings of this study suggest that access distance is one of the main factors for explaining the choice, where walking distance is weighted 2.1 times cycling distance. Frequent cyclists are more likely also to cycle to the tram station, whereas frequent tram users are less inclined to cycle. Bicycle parking facilities increase the cycling catchment area by 234 m. The transit journey time has the largest impact on the catchment area of cyclists. Improvements to the system, such as fewer stops, higher frequency (like light rail transit), or both, therefore would result in a much longer accepted cycling distance.

Expanding the Scope of the Bicycle Level-of-Service Concept: A Review of the Literature

Research into the bicycle level-of-service (BLOS) has been extensively conducted over the last three decades. This research has mostly focused on user perceptions of comfort to provide guidance for decision-makers and planners. Segments and nodes were studied first, followed by a network evaluation. Besides these investigations, several variables have also been utilized to depict the users’ perspectives within the BLOS field, along with other cycling research domains that simultaneously scrutinized the users’ preferences. This review investigates the variables and indices employed in the BLOS area in relation to the field of bicycle flow and comfort research. Despite general agreement among existing BLOS variables and the adopted indices, several important research gaps remain to be filled. First, BLOS indices are often categorized based on transport components, while scarce attention has been paid to BLOS studies in trip-end facilities such as bicycle parking facilities. The importance of these facilities has been highlighted instead within research related to comfort. Second, the advantages of separated bike facilities have been proven in many studies; however, scarce research has addressed the challenges associated with them (e.g., the heterogeneity within those facilities due to the presence of electric bikes and electric scooters). This issue is clearly noticeable within the research regarding flow studies. Furthermore, network evaluation (in comparison to segment and node indices) has been studied to a lesser extent, whereas issues such as connectivity can be evaluated mainly through a holistic approach to the system. This study takes one step toward demonstrating the importance of the integration of similar research domains in the BLOS field to eliminate the aforementioned shortcomings.

Effect of built environment on shared bicycle reallocation: A case study on Nanjing, China

Shared bicycles provide a convenient mobility option to commuters especially for short-distance trips. Nevertheless, it also presents a challenge to bicycle-sharing operators as they have to deal with reallocation issues, i.e. removing bicycles from parking facilities which are at or near capacity and refilling parking facilities that are in need of bicycles. Few studies in the literature have actually tried understanding why certain docking stations are prone to excessive demand or suffer from a lack of parking supply. This paper attempts to identify the demographic, built-environment and transport-infrastructure indicators that can potentially aid policy-makers and operators in identifying parking facilities prone to bicycle reallocation. In particular, we have adopted the bicycle sharing operations in Nanjing, China as a case study to understand how such indicators can be identified for appropriate parking infrastructural enhancements. To achieve this goal, this study has established zero-inflated negative binomial models using multi-source data including point-of-interest (POI), daily weather, transit stop location, demographic data and bike-share smart card data. The model results obtained from this study suggest that built environment correlates significantly to shared bicycle reallocation count. In general, bicycle docking stations with large reallocation counts are more likely to be found near residences, bus stops, metro stations, employment areas, restaurants, amenities, parks, sports facilities, and clinics/hospitals; while stations near entertainment facilities, places of attraction, hotels, shopping malls, and educational institution tend to have balanced demand and supply. Analysis on the elasticity values revealed that mean temperature and station capacity are the most influential factors in bicycle reallocation. Among all POIs, presence of restaurants and areas with high employment tend to exhibit strongly a need for morning bicycle removal and evening bicycle refilling at docked stations. Policy makers can provide actual guidelines in the planning of shared bicycle parking facilities using the findings and methodologies presented in this study.

Study on the Bicycle-Parking Behavior of Bicycle Users in Hamadera Park

In Hamadera Park, bicycle parking areas are not defined except for provisional bicycle parking spaces. Hence, bicycle users park their bicycles at various places in the park. In this research, we analyzed the parking patterns and parking areas of bicycle users in Hamadera Park, and clarified the characteristics of parking behaviors under different conditions. We aimed to derive a person’s parking characteristics in this park and thereby obtain knowledge that contributes to the correction of bicycle problems in urban parks. To this end, observation surveys were carried out in summer and autumn, weekdays and holidays, and in the mornings. Our study revealed the parking patterns and characteristics of the parking area in summer and autumn, and confirmed that there were seven types of parking patterns in the park. Many bicycles were seen near the park entrances, near intersections, and around provisional bicycle parking facilities for attracting customers. We noticed that the parking distribution tends to be different depending on the season. The survey results show that bicycle parking lots are preferable in places where usage is expected to be high. It is also desirable to set parking lots in places with little traffic.

Bicycle train intermodality: Effects of demography, station characteristics and the built environment

As public transport patronage levels increase worldwide, an issue many cities face is providing adequate infrastructure capacity for station access modes. A cost effective solution is to encourage the use of the bicycle for the ‘first mile’ link, particularly for rail commuters who currently drive but are within a cycling distance of the station. However, to promote cycling as a station access mode, a better understanding of the associated correlates are needed. This study aims to address this knowledge gap by identifying factors associated with increased rates of bicycle access to stations in Melbourne, Australia. Bicycle access counts at 207 metropolitan rail stations were analysed and factors related to the rail station catchment areas (demographic data and built/natural environment) and rail station characteristics were considered. Visual representation of the demographic and built/natural environment characteristics and eight generalized linear models were developed to identify significant factors. A higher number of cyclists riding to the station were associated with a range of factors including built/natural environments: low sloping terrain; greater proportion of low speed local roads, diverse land use mix and increased bicycle crash count density. Station attributes: availability of secure bicycle parking facilities, increased train patronage, higher train frequency during the morning peak period and demographic characteristics: increasing median age were also correlated with a growth in bicycle access counts to stations.

Bicycle parking demand at railway stations: Capturing price-walking trade offs

Due to the increasing use of bicycles as an access and egress mode for train travel in the Netherlands, bicycle parking facilities at many inner city railway stations are having trouble accommodating parking demand while scare space near train platforms precludes the expansion of such facilities. A potential solution for this problem is to offer paid, high-quality parking facilities close to the train platforms and free but lower-quality parking further away. Since free parking is currently also offered close to the platforms, the question arises of how the proposed solution would affect cycling as an access and egress mode for train travel. To answer this question, the bicycle parking preferences of train travellers were examined in this paper by reporting the results of a stated choice experiment (n = 866) conducted in Delft. In this experiment, respondents chose between paid and free parking alternatives, that varied in costs, walking time to platform and the type of surveillance. To explore the effects of paid bicycle parking on the demand for bicycle parking, two base alternatives were added to each choice set, that is ‘other mode’ and ‘use another station’. Based on the observed choices in this experiment, a four-class Latent Class Model (LCM) was estimated that provides insight in the heterogeneity of the bicycle parking preferences of train travellers. The classes are labelled as ‘free facility lovers’, ‘cost sensitive cyclists’, ‘time sensitive cyclists’, and ‘paid facility lovers’. The estimated model was used to predict choice behaviour under various implementations of the new pricing policy. The results indicate that only a small proportion of the train travellers will stop cycling to and from the station. Of these, the vast majority would rather walk and a fair share would use public transport. Only a very small number would travel to the station by car. The results suggest that paid bicycle parking is a feasible solution by which to distribute scarce parking capacity at major railway stations.

A75 When Mobility nurtures Active Living: A case study

Abstract Background The main campus at Universidad de Costa Rica, built in the decade of 1950´s, was intended for a population of less than ten thousand users. The original plan intended to prioritize pedestrian use by creating a central pedestrian sector with an extended park between the faculty buildings and a perimeter road. Over the years, demand for space has been translated into an important reduction of green areas for new parking and buildings. Currently, the campus serves a growing population of more than forty thousand people. Car use is massive inside the campus. Those changes have deteriorated both the aesthetic and social outcomes needed at an academic institution like the one under study. The current message reflected by the main campus´ infrastructure in terms of mobility is undergoing serious questioning. Therefore, since mid 2012, the university has begun a series of actions to improve pedestrian mobility, parking spaces, travel patterns, and so on. Fixing mobility problems at the campus has become an interesting lab to rethink the very concept of mobility. Old paradigms of mobility are falling apart and the discussion now moves to the rather new but exciting field of active living. Methods Due to the nature of the intervention, a mixed methods approach was chosen. Experts from different backgrounds have been invited to take part in the development and implementation of an Active Mobility Plan which elaborates over the concept of non-motorized transportation towards a vision of a healthy campus. The main goal for that “ad-hoc team of enthusiasts” is to create vibrant and healthy public spaces for pedestrians. Concrete actions included, landscape improvement by tree planting, rethinking the role of public art, a new lighting system for nocturnal activities, outdoor fitness equipment, annual car-free day, wider sidewalks, a shared road space that gives priority to cyclists, and the implementation of bicycle parking facilities. Results Analysis of different sources of data (both quantitative and qualitative) show significant positive evaluation from users. Pedestrian use of facilities has significantly increased since interventions started. Conclusions Conceptualizing mobility on a nontraditional way created the conditions for vibrant and healthy spaces at the university campus.

Modelling observed and unobserved factors in cycling to railway stations: application to transit-oriented-developments in the Netherlands

Typically, mode choice behaviour is studied as a function of observed travel factors. Given the importance of unobservable factors on choice behaviour, this paper deviates from this approach. We analysed cycling as mode choice to access railway stations, incorporating latent variables and psychometric data to capture relatively intangible factors that influence mode choice. Such factors are not observable, but can manifest themselves through adjustable indicators. The database used for this paper contains 12000 observations of journeys carried out in the Rotterdam – The Hague area in the Netherlands, covering thirty-five railway stations. In addition to using a traditional binary logit model, we estimated three hybrid choice models for access mode choice. These hybrid choice models represented observed and unobserved factors simultaneously, including the train users’ perception of connectivity, attitude towards station environment and perceived quality of bicycle facilities. The results show that both attitudes and observable travelrelated elements are important in the decision to cycle to the station or not. Variations in these perceptions and attitudes significantly affect the bicycle-train share. At the same time, improvements in unguarded bicycle parking facilities may increase the number of people who cycle to the train station more than improvements in guarded bicycle parking would. Moreover, the availability of the parking facilities is crucial during rush hours. Another conclusion is that transport strategies to encourage bicycle-train use must be implemented by station type, i.e. measures to encourage bicycle access at larger stations. Further research would develop a hybrid choice model for egress, and a stated choice experiment would compare these results.

Bicycle Parking Analysis with Time Series Photography

Data and analysis of bicycle parking are necessary to evaluate facility designs and parking plans and for analysis of bicycle use more generally. Data and analysis of bicycle parking inform efforts to promote bicycle use and provide direction for policy makers and planners. However, there is a lack of research and data related to bicycle parking, and no standardized methodology exists for data collection. Measures such as duration and turnover have long been identified with vehicular parking studies, but these measures have not been standardized in the literature related to bicycle parking. This paper proposes a methodology for collecting detailed bicycle parking data. This methodology uses digital photography to capture parking data, including arrival and departure times, parking durations, and turnover rates. A trial data collection suggested ways in which the data could be used to answer specific research questions. In addition, the feasibility of the proposed methodology was evaluated, and the work effort needed to perform the collection and analysis was quantified. The methodology appeared to be useful for further academic research related to bicycle parking and had potential to provide valuable information for universities and public transportation agencies as they planned for, monitored, or improved bicycle parking facilities.

Study on Bicycle-Parking Facilities on Sidewalks as a Countermeasure for Unruly Parked Bicycles in Tenjin District of Fukuoka City

Tenjin District, the CBD of Fukuoka City, twice got the worst 1 position of the number of the unruly parking bicycles in the area. So they have focused on installing the bicycle parking facilities on the sidewalk spaces, with introducing the various countermeasures such as strengthening controls against them. But they must grasp effect on maintenance of the facilities severely because the district is the first prize area whose value of land is the highest in the city and there are so many walkers, of course. In this study, large-scale research on the actual situation was carried out for the demand of using the facilities and the demand of unruly parking over three in 2004-2006, and the bicycle parking demand and the use characters of the facilities on the sidewalk spaces are analyzed in detail. As a result, the subject of the facilities and some ideas to solve the unruly bicycle parking problem are suggested.