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Cycle Parking Specification Drawings & Good Practice Guide
Background
This document is to be read in conjunction with theCycle Parking Generic Project Requirement document(GPR). This document and the GPR adhere to best practice. Guidance, and in some cases extracts, have been taken from Cambridge City Council’s ‘Cycle Parking Guide for New Residences’, Cycling England’s Design Checklist and Portfolio, Bristol City Council’s ‘A Guide To Cycle Parking Provision’ and TfL’s (Transport for London) ‘Workplace Cycle Parking Guide’. You are encouraged to read the Cambridge City Council’s ‘Cycle Parking Guide for New Residences’. Specification drawings are on page 2. You should also review the Cycle Parking Good Practice Guide on page 12.
Design
The finish used on the Sheffield hoops, andmetal components of the shelters and compounds differs depending on the location of the facility:
- Heritage sites (see p. 7): black powder coating to match the fences and lampposts;
- Non-heritage sites: galvanised steel
Sheffield hoops
Sheffield hoops must be used within all cycle facilities (see 2for specifications and layouts).
Covered Storage
Covered storage should provide protection from the weather for cyclists wishing to utilise short term parking. The preferred model for covered parking is Broxap’s Apollo or similar. All proposed shelter models must receive approval from the Sustainability team. Details of covered models are available below on p.9. Please note that Sheffield Hoops must be used within these facilities. Any deviation must be agreed with the Sustainability team.
Locked Facilities
The type of secure long stay cycle parking used will depend on the location, adjacent building use and existing infrastructure. Locked facilities may be considered within the ground floor of an existing structure/building or as a standalone facility. The preferred model for locked cycle parking on University campus sites is Broxap’s Cycle Hub or similar, and Broxap’s Kenilworth model or similar when providing locked cycle facilities at Halls of Residence.
Specification drawings which give as indications of the width of a lobby needed to turn at right angles and pass through a door are provided on p.4 - 6 (Figure 5 - Figure7). As illustrated in Figure 8, a small margin is needed between a cyclist and any enclosing wall. A margin of 150mm is recommended. These diagrams provide details regarding: lobby space, turning space and distance margins.
Where cycle parking is provided to the rear or sides of buildings, theaccess way should be 1500mm wide or a minimum of 1200mm over a distance of no more than 10m
Details of covered and locked shelter models are available below on p.9. Please note that Sheffield Hoops must be used within these facilities. Any deviation must be agreed with the Sustainability team.
Specification Drawings
Figure 2:Stands at right angles to a wall.
Figure 3: Stands at 45 degrees to a wall
Figure 4: Aisle widths and clearances to walls.
Figure 5: Cyclist stood on left of cycle turning right.
Figure 6: Cyclist stood on left of cycle turning left.
Figure 7: Cyclist stood on left of cycle turning right through 180 degrees
Figure 8: Indicative lobby in front of a door (derived from turning diagrams).
Figure 9: Access widths.
List of Heritage Sites[1]
The areas are:
- Lower St Michael’s Hill –
This incorporates the quarter formerly known as the Old Park and the land south of The Royal Fort Road. Bounded by Park Row, St Michael’s Hill, Royal Fort Road.
- The Royal Fort and its surroundings –
The Royal Fort house, its adjacent outbuildings, houses and gardens, the pleasure grounds.
- Cotham House (Homeopathic Hospital) Osbourne Villas and the land north
of St Michael’s Park –
This includes the unit of land encircled by Woodland Road, St Michael’s Hill and Tyndall’s Park Road as well as a block of the land to the south bounded by St Michael’s Hill, St Michael’s Park and the eastern boundary of Woodland Road properties.
- The Blind Asylum Block –
This refers to most of the u-shaped block of land between University Road and Woodland Road. Bounded by Park Row, University College Road, Woodland Road.
- Priory Road, Tyndall’s Park Road, Elton Road and Woodland Road down to Park Row-
Bounded by the Royal Fort gardens, Park Row the Blind Asylum,
Whiteladies road and the eastern boundary of the Woodland Road properties.
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Table 1: Cycle Parking Options Table
Option / Cycle Parking Model / Approximate Cost(based on number of spaces) / Number of Spaces (all models modular) / Type of Cycle Parking / Location Model to be Placed / Photo /Image
Apollo (or similar)
Specifications :
Appendix One
or
Broxap’s
Website:
/ £2,000 (excl installation and delivery) / 10 / Covered cycle parking / All University sites /
Option / Cycle Parking Model / Approximate Cost
(based on number of spaces) / Number of Spaces
(all models modular) / Type of Cycle Parking / Location Model to be Placed / Photo /Image
Cycle Hub (or similar)
Specifications :
Appendix Two
or
Broxap’s
Website:
/ Price on Application (POA) / 45 / Locked cycle parking facility / University Campuses /
Kenilworth (or similar)
Specifications :
Appendix Three
or
Broxap’s
Website:
/ £10,000
(excl UCard system, installation and delivery) / 20 / Locked cycle parking facility / University Halls of Residence /
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Cycle parking facilities recommended by developers will be assessed by the Sustainability team against how they meet the following good practice guide criteria.
Cycle parking - Good practice Guide
Visible / Parking facilities should be easy to find and benefit from good natural surveillance. Good siting and high quality facilities will help demonstrate the importance of cycling as a transport mode. The University does not have sign posts erected due to security concerns, but an up to date detailed location map is available on the University intranet for all staff and students to view. Visitors are advised on suitable parking locations on request.Accessible / Parking should be located as close as possible to the final destination (generally within 20 -30m). It should be easy to get to, involving no detours, and should be well laid out with no difficult ramps, steps or awkward stands to deal with.
Safe and secure / Parking should give cyclists the confidence that their bike will still be there when they return. Adequate provision should be made for the bicycle to be secured with its owner’s lock. The facility should help users feel personally secure - those that make users feel at risk will not be used. Secure cycle parking should be adequately lit, with a robust locking system. Cycle parking needs be located in areas of high footfall. Sensor Lighting should be provided inside the facility and good external lighting is essential – this can be from street lighting or ambient is essential lighting and CCTV is preferable where ever possible. Horizontal bars should not be used for any type of cycle parking as this can be used as a ladder.
Covered / The level of protection from the weather should be appropriate for the length of stay. Poor protection at long-term parking places will deter cycle use.
Easy to use, manage, maintain and monitor / Parking facilities should be easy to use by all members of the community, accept all types of bicycle, and adequately support the frame, even when knocked. The frame should be of a suitable diameter so all types of locks can be used. Hoops should be adequately spaced, see p.2. The finish of the stands must be smooth and robust so not to scratch and damage the bicycles. Cycle sheds must be constructed with materials that can be easily cleaned and maintained. Those facilities with security card access must be ‘user friendly’.
Fit for purpose / Racks and other support systems which only grip the front wheel should not be used since they provide poor stability and do not allow the frame to be secured. Also, if one bike falls it can damage not only itself but those next to it. Cycle parking should not be sited where it will get in the way of pedestrians, especially those whose vision is impaired.
Attractive / Any cycle parking structure must be aesthetically pleasing. The design of cycle parking facilities should be sympathetic to the surrounding area and adjacent buildings. It should also be attractive in the sense that users do not feel personally at risk because it has been placed out of sight of passers by.
Coherent / It should relate well to other cycle infrastructure. There should be no road safety hazards, such as dangerous junctions or severance by busy roads likely to create a barrier to its use.
Linked to cycle network, other services and interchanges / Where ever possible the cycle parking should support the off road and on road cycle network, with facilities. Lockers, showers and drying facilities should be provided as part of any new large development. This should be discussed with the Sustainability team. Facilities should also support the completion of multi-modal journeys and where possible located adjacent to transport interchanges.
[1]Further details on Heritage sites can be found at