CYCLE FRIENDLY STREETS:

Active mobility, Active Travel or Active Transportation, is a form of transport of people and sometimes goods, that
only uses the physical activity of the human being for the locomotion. The most known forms of active mobility
are walking or cycling, though other mobility means such as the skateboard, kick scooter or roller skates are also a
form of active mobility.

The academical literature evidences that public policies which promote active mobility tend to increase health
indicators by increasing the levels of physical fitness and reducing the rates of obesity and diabetes, whilst also
reducing the consumption of fossil fuels and consequent particulates, Nitrous Oxide and Carbon emissions.

Human-powered transport is the transport of person(s) and/or goods using human muscle power. Like animal-
powered transport, human-powered transport has existed since time immemorial in the form of walking, running
and swimming. Modern technology has allowed machines to enhance human-power.

Although motorization has increased speed and load capacity, many forms of human-powered transport remain
popular for reasons of lower cost, leisure, physical exercise and environmentalism. Human-powered transport is
sometimes the only type available, especially in underdeveloped or inaccessible regions.

The bicycles small size requires very little space to operate or park. They are efficient because they are lightweight,
and their narrow tires have very little contact with the road surface. As a result, bicycles are more affected than motor
vehicles by pavement conditions, high winds, poor visibility, the speed of traffic and the width of the curb lane.
Network should be comprised of facilities that are specifically designed to encourage cycling and enhance the safety
of cyclists.
With the exception of expressways, cyclists use all the streets in the City, including arterial, collector and local roads.
Every street should be made as safe and comfortable for cyclists as possible.
One of the key attributes of the vision is traffic engineering and street design that encourage walking and cycling.
A variety of operating practices and policies to make their streets more bicycle friendly have been adopted. These
include bike lanes, wider curb lanes, safer catchbasin grates, exemptions to some traffic regulations and traffic signals
that detect and respond to bicycles. To achieve the two primary goals of the plan, doubling bike trips and reducing
cyclist injuries, the design and operation of all roads must be made as safe and comfortable for cyclists as possible.

Objectives:
Ensure that transportation policies, practices and regulations support increased bicycle safety and access for
intersections, roadways, bridges and underpasses;
Expand and improve road maintenance programs to enhance cyclist safety, access and comfort; and
Ensure that cyclist safety, access and comfort are maintained through or around construction zones.

TRABNSPORTATION PRACTICES:

1. Bicycle Actuated Signals:

At a semi-actuated intersection, the traffic signal does not automatically alternate between green indications on the
main street and the local cross street. Instead, the signals will remain green on the main street until a vehicle or a
pedestrian arrives at the cross street. The presence of a vehicle is detected on the cross street by a detector loop
embedded in the pavement. The majority of detectors are not set at a sensitivity level to detect the presence of a
bicycle. This forces cyclists to either wait for a motor vehicle to arrive in order to actuate the detector, or to dismount
and depress the pedestrian push button.
 Pavement Markings indicating Bicycle Actuation location

Bicycle Push-Button Vancouver, BC

2. Bridges and Underpasses

Bridges and underpasses are an important focus of improvements for cyclists. These structures provide the crossing
points of major barriers for cyclists (rivers, rail corridors and expressways).
By their nature and design, these structures are less bicycle friendly than the typical roadway section. Underpasses
often have abutment walls in close proximity to the curb area. Higher crosswinds and traffic speeds are more
prevalent on bridges. These conditions require more space in the curb area than the average roadway for cyclists to
feel comfortable. As a general principle, these structures should have bike lanes even if they are not part of the
bikeway network.
For many existing structures, providing a bicycle lane within the available width may be difficult to achieve. Some
extra width in the curb area may be achievable at the time of reconstruction.
Where width is not available for a bicycle lane, restriping should be considered to gain as much additional space in the
curb lane as possible. The construction/rehabilitation of all underpasses should also include the improvement of
lighting and drainage. Existing lighting in underpasses can be very poor in the curb area where cyclists ride. Not only
does the cyclist have difficulty seeing pavement irregularities in their path, low lighting levels also make it more
difficult for drivers to see cyclists. Increasing the visibility for cyclists, especially if bike lanes or wide curb lanes cannot
be achieved, will improve comfort for both cyclists and drivers. Drainage in underpasses is also an issue for cyclists.
Poor drainage causes ponding in the curb area, which may force a cyclist to swerve to avoid these areas. A detailed
review of all bridges and underpasses is required to determine where bicycle friendly features can be implemented.

3. Bicycle Friendly Catchbasin Covers

Since the mid-1980s, the City has been replacing old style catchbasin grates which could trap a bicycle wheel with
bicycle friendly grates. These are routinely replaced (or, as in The Former City of North York, rotated 90) when roads
have been resurfaced or reconstructed. Most major arterial roads now have the newer bicycle friendly catch basin
grates. In addition, the former City of Toronto had an annual program to replace old style grates on all streets
beginning with important cycling routes and in response to complaints by cyclists.
However, there is no accurate city-wide inventory of roads that are still in need of conversion. There is a need to
develop an inventory so that this program can be harmonized across all Districts of the City.
Catchbasin grates will continue to be replaced when roads are resurfaced or reconstructed. In addition, higher volume
cycling streets would be addressed on a priority basis, beginning with roadways on the bikeway network.

EXAMPLES OF BIKE LANES:

Ken McLeod of the League of American Bicyclists points out that "bike lanes of any kind calm traffic by reducing the
width of the road, which signals to motorists that they should drive more carefully. Bike lanes also reduce the distance
pedestrians are in contact with motor vehicles while crossing the street."
With sidewalks, a protected bicycle path and a roadway, New York City's Times Square has a lane for every traveler.
Photo by Melissa Stanton

Sharing the Road

Alas, on many roadways there isn't room enough for cars and bicycles to travel side-by-side.

PROTECTED BIKE LANES physically separate bicyclists from motorists and pedestrians on busy streets. (Think of them
as sidewalks for bicyclists.)

OFF-ROAD BIKE PATHS are essentially walkways and trails that people use in parks and vehicle-free areas.

BICYCLE BOULEVARDS, also known as Neighborhood Greenways, are low-traffic streets where bicyclists and walkers
get priority over motorists.

Spaces for drivers, bicyclists and pedestrians in Durham, New Hampshire, home of the University of New Hampshire.

This stick-figure family in Loveland, Colorado, is a bicycle rack.

Shared bicycle and pedestrian paths are a great way to encourage exercise and active transportation. Our shared-use
paths attract people with a wide range of bicycle skill levels, including young children, as well as people who walk, jog,
skate, and roll. Special care must be taken in the planning, design, and maintenance of these paths to provide safe
sharing of the facility with a variety of users of differing speeds and abilities.
CYCLE HOOP:
A cycle hoop is a steel ring that attaches to a parking meter post. Two bikes can be locked to the hoop at once, with
one on each side.
e.g: There are now 49 cyclehoops in the Walk of Fame district.

LADOT Bike Program surveyed parking meters throughout the Walk of Fame Corridor to idenfity those that are
well suited for cycle hoops. To determine which would be the most secure and accessible, we selected parking meters
that are:

Near the entrance of a business or visible through a storefront window,

At least three feet away from street furniture and trees, and
Far enough away from pathways so that parked bikes do not obstruct accessibility.

The street parking on the Hollywood Walk of Fame itself is serviced by Pay Stations, which means there are only a
handful parking meters. To make sure we provided a substantive number of cycle hoops, we decided to also install on
Sunset, Cahuenga, Vine, and commercial side streets

These meter post bike racks offer a convenient and secure way for people to park their bikes and visit restaurants and
shops. Plus, they are more cost effective than standard U-racks and take up less space on the sidewalk by building
upon what is already there.

BICYCLE CORRALS:

This installation is part of both the LADOTs strategic plan, Great Streets for Los Angeles, and the 2035 Mobility plan
which call for the installation of over 25 bicycle corrals throughout the metropolitan area.
Secure, safe bicycle parking is an essential element of a comprehensive bicycle network. Demand for bike parking in
Los Angeles has continued to grow as ridership increases and the Citys bicycle network expands. A lack of adequate
parking not only discourages ridership, but also encourages people to lock their bikes to parking meters, trees, or
sidewalk furniture. Where there is bicycle traffic and limited sidewalk space, on-street bicycle parking offers a
worthwhile alternative. Thats where bicycle corrals come in!

Our bicycle corrals can accommodate up to 16 bicycles in the same area as a single vehicle parking space. They work
best where sidewalks are too narrow to accommodate bicycle racks and in areas with both high levels of people
bicycling and demand for bicycle parking like West Washington Blvd. When placed near street corners, a corral also
increases visibility and creates an additional buffer between people walking and people driving which increases safety
for all.

Eligible sponsors include business or property owners, non-profits, and community organizations. Sponsors must sign
a maintenance agreement with the City in which the sponsor agrees to keep the corral clean and debris-free.

SIDE BOARDING ELEMENTS:

Bus platforms that float in the middle of roadway are named side boarding islands. Those who bike in urban
environments know how frustrating it is to navigate the bike lane while buses weave in and out to reach their bus
stops. According to NACTO , side boarding islands eliminate conflicts between transit vehicles and bikes at stops.
E.G: these bus platforms will also be implemented on Figueroa Street after the construction of MyFigueroa Project .

BICYCLE SIGNAL HEADS:

These signals dedicate a separate signal phase to bicycles, which will reduce conflicts between right-turning vehicles
and bicycles that travel through the intersection.
BIKE BOX: TWO STAGE TURN QUEUE BOX

At the intersection of Los Angeles Street & 1st Street, and the intersection of Los Angeles Street & Temple Street,
there are Two-Stage Turn Queue Boxes . This street treatment allows people on bikes to make safer left turns. As the
name suggests, when trying to make left turns, bicycles should proceed to the bike box area first and then wait for
another green signal to bike to the left leg of the intersection.

STREETSCAPE ELEMENTS- LIVABLE /COMPLETYE STREETS:

A complete street that serves people who walk, ride bicycles, take public transit, and drive. Improve safety and
encourage access to multimodal transportation options through a number of streetscape elements:

On-street protected bike lanes

Bike parking
Improved signage and signalization
High-visibility crosswalks
Enhanced street lighting
Transit platforms
Trees and landscaping
Public art
HOVENRING BICYCLE ROUNDABOUT

Students from the University of Delft designed the suspended Hovenring to allow for safe bicycle crossing above car
traffic.

RED BIKE LANES

Red bike lanes keep Dutch bicyclists visible to cars and clearly delineate where bikes should be used. Currently, Los
Angeles and many other US cities are working to paint bike lanes bright green to enhance safety for all road users.

INDIAN CONTEXT:

BICYCLE FRIENDLY STREETS IN JAYANAGAR, BANGALORE: planning methodology:

The Bicycle Friendly Streets are categorized into streets most suitable and moderately suitable for cycling. The critical
junctions along the network are categorized as signalized intersections, non-signalized median open intersections and
non-signalized median closed intersections. It has also identified the locations for signage and parking facilities.
The need for effective public transport and encouraging non-motorized transport has been never as important as it is
today. The National Urban Transport Policy (NUTP) by the Government of India has already set the guiding principles
for ensuring safe, convenient and sustainable transportation systems in cities.

The major bicycle user groups must be considered during the network development process and will be useful in the
design of bicycle facilities. The bicycle user groups can be classified as follow (NRPC, 2005):

1. Children: Children are pre-teen riders whose use is initially monitored by parents. Eventually they are allowed
independent access to the roadway system. They and their parents prefer access to key destinations schools,
surrounding residential areas, preferably on residential streets with low motor vehicle speed limits and volumes. They
also prefer well-defined separation of bicycles and motor vehicles on arterial and collector streets or separated bike
paths.
2. Basic Bicyclist: They are casual or new adult and teenage riders who are less confident of their ability to operate in
traffic without provisions for bicyclists. Some will develop greater skills and progress to the advanced level, but there
will always be millions of basic bicyclists. The basic bicyclist prefers comfortable and direct access to destinations,
preferably on low-speed, low traffic-volume streets or designated bicycle facilities. They also prefer well-defined
separation of bicycles and motor vehicles on arterial and collector streets or separated bike paths.
3. Advanced Bicyclist: These are experienced riders who can operate under most traffic conditions. Experienced
bicyclists are best served by direct access to destinations via the existing street and highway systems as well as the
opportunity to operate at maximum speed with minimum delays. They also prefer sufficient operating space on the
roadway or shoulder to reduce the need for either the bicyclist or the motor vehicle operator to change position when
passing.

The recommended bicycle network should primarily accommodate and encourage Children and Basic Bicyclist.
Advanced Bicyclist will benefit from this network, as well as the establishment of the minimum road design standards
mentioned earlier. The methodology for identifying suitable routes is therefore similar for all design groups.
NRPC (2005) has developed a methodology for identifying the routes that should be recommended for inclusion in the
region-wide bicycle network, which is adapted for the current scenario. The steps described below assume that
demand for bicycle facilities is influenced by the location, type, and intensity of land-use throughout the region as well
as by the distribution of population. Factors such as directness, barriers, aesthetics and cost of improvements will also
be considered. The following six steps were used to develop the bicycle network:

1. Identify and Quantify Trip Productions.

2. Identify and Quantify Trip Attractions.
3. Identify Desired Bicycle Travel Corridors.
4. Apply Suitability Index to Select Alternative Routes.
5. Evaluate Route Alternatives Using Performance Criteria.
6. Identify Recommended Activities.

The trip productions or the origins of the trips typically originate at the riders place of residence. Destinations would
be schools, recreation areas, retail business, etc. that are considered as trip attractions. In this case, the first intended
users are the school going children and hence all the schools, colleges, coaching centers, parks and playgrounds will
be identified in the region. The desired bicycle corridors should connect the zones that generate a significant number
of bicycle trips with the zones that attract a significant number of bicycle trips. It is assumed that people on bicycles
want to go to the same places as do people in cars, within the constraints imposed by distance, and that the existing
system of streets reflects the existing travel demands. Desirable travel corridors therefore may be well represented by
the traffic flow on the existing road system. It is true, however, that travel patterns of less experienced riders are
influenced by their perception of the bicycling environment they face. Uncomfortable or threatening conditions will
cause these bicyclists to alter their choice of route from the most preferred alignment (USDOT, 2010). It is therefore
important to consider where bicyclists would ideally ride if they could go where they preferred because those ideal
routes may not be the same as the routes that bicyclists currently use (NRPC, 2005).

Bicyclists will ride on what they perceive to be suitable routes. The road network data part of the geospatial
database with attributes of road width, traffic volumes, pavement conditions, etc. were used to assess the suitability.
From the analysis, the possible points of conflicts along streets or at junctions were identified. Thereafter, the
necessary mechanisms to negotiate them are detailed. Further, based on the assessment, it has been observed that
there are some issues for the movement of bicycles like: Encroachment / maintenance of conservancy lanes; Parking
of vehicles on footpaths / lanes; and Dumping of garbage on the footpath. Therefore, based on the assessment along
the identified network, these issues will be noted and suitable measures to deal with them are detailed.
Critical Intersections
Once the network of streets was identified the subsequent task was to assess the impact on commuting and
negotiating along the intersections in the network. The rapid assessment of the critical intersections in the network
was undertaken for the following parameters:

1. Type of Intersection
2. Presence of Traffic Signal
3. Prevalence of Median (Open or Closed)
4. Availability of Pedestrian Crossing
5. Prevalence of On-street Parking

Analysis of intersections:

Type of intersection
Traffic signal (y/n)
Median (open/close)
Pedestrian crossing (y/n)
On-street parking (y/n)
Pavements- sidewalks (y/n)

Conceptual Designs of Interventions required in different intersections.

Enforcement of No-Parking Zones

For ensuring smoother flow of bicycle traffic, it is observed that on-street parking at these locations can be
obstructive. Hence it is recommended that there shall be strict enforcement of no-parking zones at least up to about
100 m along the streets leading to these intersections. Additionally it is suggested that in dire needs of on-street
parking in the locality wherever the Bicycle Friendly Streets are identified, alternate day parking shall be permitted at
certain stretches.

Signages
Road signs are classified under the following three heads (as per IRC-67-2001):

a. Mandatory/Regulatory Signs: These signs are used to inform road users of certain rules and regulations to improve
safety and free flow of traffic. These include all signs, such as, STOP, GIVE WAY, Speed Limits, No Entry, etc. which give
notice of special obligations, prohibitions or restrictions with which the road users must comply. The violation of the
rules and regulations conveyed by these signs is a legal offence.
b. Cautionary/Warning Signs: These signs are used to caution the road users of the existence of certain hazardous
conditions either on or adjacent to the roadway, so that the motorists can become cautious and take the desired
action. Some examples of these signs are Hairpin Bend, Narrow Bridge, etc.
c. Informatory Signs: These signs are used to provide information and to guide road users along routes. The
information could include names of places, sites, direction to the destinations, distance to places, to make the
travelling / driving easier, safer and pleasant.

In urban locations, the warning signs should be located at about 50 m away from the points of hazard. Distance may
be increased or decreased to suit site conditions. The following table lists the key signages that are recommended to
be installed as part of this initiative.
Table A: Recommended Signage and Description

Bicycle parking
Bicycle parking typically requires a degree of security to prevent theft. The context for bike parking requires proper
infrastructure and equipment (bike racks, bicycle locks etc.) for secure and convenient storage. Parking facilities
include lockers, racks, manned or unmanned bicycle parking stations including automated facilities, covered areas,
and legal arrangements for ad hoc parking alongside railings and other street furniture.

Types and equipment

1. Bicycle parking rack - also known as bicycle stand

A bicycle parking rack, usually shortened to bike rack and also called a bicycle stand, is a device to which bicycles can
be securely attached for parking purposes. A bike rack may be free standing or it may be securely attached to the
ground or some stationary object such as a building. Indoor bike racks are commonly used for private bicycle parking,
while outdoor bike racks are often used in commercial areas. General styles of racks include the Inverted U,
Serpentine, Bollard, Grid, and Decorative. The most effective and secure bike racks are those that can secure both
wheels and the frame of the bicycle, using a bicycle lock.
Bike racks can be constructed from a number of different materials. Durability, weather resistance, appearance, and
functionality are extremely important variables of the material of the bike rack. Construction materials include
stainless steel, steel, recycled plastic, or thermoplastic. Each material has advantages and disadvantages, and each is
unique in appearance from the others.

The visibility of the bike rack, adequate spacing from automobile parking and pedestrian traffic, weather coverage,
and proximity to destinations are all important factors determining usefulness of a bicycle rack. These factors will help
increase usage of the bike rack, and assure cyclists their bike is securely parked.

DESIGN:

Bollard Serpentine The wave is an

style extension of the U-
Rack. Waves
accommodate
more bicycles than
the single U-rack,
but only support a
bicycle frame at Double wave rack in North
one point (as Aurora, Illinois
opposed to two
points with a U-
rack), resulting in a
greater chance of
the bicycle falling
over when parked Wave rack in New York City
in the rack.
Bollard Post and Bollards are short
style ring vertical posts most
commonly used as
traffic or parking
barriers. Bollard
style bike racks add
one or two arms to
which bikes may be Post-and-ring style racks in
secured. Post-and- Toronto, Ontario
ring racks are a
North American
variant on the
Bollard-style rack in Seattle,
bollard type.
Washington, United States
Grid style Ladder The grid consists of
vertical bars that
connect larger
upper and lower
metal tubing that
accept bikes on
one or both sides
of the rack. Grid
style racks can be
left freestanding or Grid-style rack in Miedno,
anchored to the Silesian Voivodeship, Poland
ground with
permanent or Free-standing ladder rack in front of
temporary anchors. an apothecary in Baden-
This rack does not Wrttemberg, Germany
allow both the
wheel and frame of
 the bike to be
locked, allowing for
potential theft of
the bicycle.
Innovative
Innovative
designs
incorporate
both utility
and style.
Many bike
rack A spiral-shaped rack,
engineers functionally similar to a
have made An innovative type of ladder rack, in Calgary,
small bicycle rack in Davis, Alberta
alterations to California
basic bike
racks to
improve
functionality
and
appearance.
Decorative In response to the
often unique nature
of commercial areas,
some environments
require a more
decorative bike rack.
For example, a public
aquarium or zoo may Decorative bike rack in New
prefer a shark shaped Decorative bike rack in
downtown Brooklyn, New York City, designed by David
bike rack over a Byrne
traditional style bike York City
rack.
Double Two-tier bike racks
deck can be used to
increase bicycle
storage capacity in a
fixed space. In order
to easily maneuver a
bicycle onto the top Double-decker bike rack at
tier, some double Graz Hauptbahnhof, Austria
deck bike racks
incorporate hydraulic
pistons to lift the bike Double-decker bike rack at
into the rack after Waterloo Station, London,
the user has locked England
it.
Mounts

An in-ground mount

Bike racks can be mounted to a surface in a number of different ways.

In-ground: The base of the bike rack is planted into the ground, and secured by a perpendicular anchor pin for
stability. These stable mounts are most secure from theft or vandalism.
Surface: Flanges extending outwards from the base of the bike rack are secured into existing concrete with lag
bolts. For added support, surface mounts can also include triangular brackets, also referred to as gusset plates, to
reinforce the connection between the flange and tubing. Surface mounts with this extra support are called gusset
mounts. Surface and gusset mounts are used to secure a bike rack into an existing piece of concrete.
Rail mounts: Some bike rack units can be connected with rails. This type allows using single bike racks, while
limiting the number of mounts be implemented. Rail mounts are mostly used to connect multiple U Racks so
each rack need not be mounted, saving labor costs and limiting the number of holes in the surface.
Wall Mounts: Certain bike racks are designed to be mounted to the wall using bolts to connect flanges of the rack
onto existing walls. These conserve floor space and are most useful for long-term storage.
Removable Mounts: Some models of bike stands and bike bollards can be installed with mounting systems that
allow them to become temporarily removable. Removable mountings are used in areas where removing the bike
stand or bike bollard could permit temporary access to emergency, delivery and maintenance vehicles.

Finishes

Galvanized steel bicycle rack in Vienna, Austria

Powder-coated artistic bike rack shaped like a bicycle in Ottawa, Ontario,

Canada

Commercial bike racks can be constructed with a variety of different materials. Some of the most important factors to
consider when choosing a finishing material are the weather conditions the bike rack will need to endure, the overall
style and look of the atmosphere, the volume of bikes the rack will be holding, and environmental issues.

Galvanized: Galvanized bike racks are the best value finish. They are inexpensive, and provide a thin layer of zinc
for corrosion protection. The appearance is a dull gray color, with little to no shine.
Powder-coat: This finish is usually available in a wide range of colors. It is achieved by a dry-powder coat that
provides a durable outer layer that has a high gloss appearance and excellent weather resistance.
 Thermoplastic-coated: This polyethylene matte finish is usually available in a wide range of colors as well. The
powder coating, applied for corrosion protection, can easily match existing surroundings, and creates a finish
without runs or drips.
Recycled plastic: Recycled plastic bike racks are composed of recycled materials, up to 96% recycled. It does not
splinter or crack, is more fire-safe than wood, and does not emit harmful chemicals into the environment.
Stainless steel: Stainless steel is the most durable material for a bike rack. It has maximum corrosion protection, is
antimicrobial, and has a glossy appearance that is easy to clean and maintain.
eSteel: The eSteel process produces a durable and uniform finish. The process is environmentally friendly, and is
compliant with regulations of the US OSHA and EPA agencies

2. Bicycle parking station

A bicycle parking station is a building or structure designed for use as a bicycle parking facility. Such a facility can be as
simple as a lockable bike cage or shed or as complex as a purpose-built multi-level building: the common purpose is
that they provide secure bicycle parking. Bicycle parking stations also go by names such as bike stations, bicycle
centers and cycle centers, among many others.

Bicycle parking stations can offer additional facilities such as bicycle repairs, and customer facilities such as showers or
lockers. Some are staffed while others are not. Some require users to join as members while others are on a per use
basis or completely free of charge. Some are based at railway stations to facilitate "bike and ride" multi-modal
transport, while others are situated at the end of the commute and as such are located in town or city centres,
universities, and workplaces. Advanced bicycle parking station provide protection from weather, thieves and
vandalism not only for the vehicle but also for the helmets and other personal belongings. In order to use less floor
space, they store the vehicles vertically, either in a kind of towers or under the floor in shafts. It is important that the
access time is short, even if several users want to store or transfer their bicycles at the same time.

Attributes:

A bicycle parking station almost always has the following basic attributes:

indoor or sheltered bike parking, and

bicycle parking racks to lock bicycles to.

They can also additionally have any of the following.

Security: In terms of secure access to prevent theft or vandalism, a bike station could have:

on-site staff during the day,

a gate or door secured by key or by electronic card access.

Customer facilities: For the customer there may be additional services, such as:

lockers, changing rooms,

showers, bathrooms and toilets,
drinking fountains,
food and/or beverages, usually via vending machine
information available, such as pamphlets/brochures for bicycle safety, maps and other literature,e.g. about
cycling routes or nearby points of interest. Some may even provide classes, e.g. bike maintenance or local
area knowledge.

Bike services: Some bike stations (such as at many railway stations in the Netherlands) have staff who are able to carry
out simple or complex repairs for a fee. This is very handy for commuters who can leave their bike there in the
morning and pick it up fully repaired at the end of the day when on the way home. Regardless of whether repairs are
available at a station or not, the station may also provide:

parts and accessories for sale

air pump for self-repair of flat tyres
bicycle rental.
Business models: As for pricing, bike stations can be completely free-of-charge, pay per use (usually a daily rate or per
hour) or by membership/subscription only, or indeed by any other financial model. To reiterate, bicycle parking
stations can be:

a user pays service: In this case stations cost money to use, either through daily, weekly, monthly payments or
through periodic memberships (though sometimes non-members can pay for daytime locker use).
a free-of-charge service. In this case the bike stations are usually fully paid for by the local municipality, local
regional government, or by the operating company (e.g. for bicycle parking stations located at railway
stations)
anything in between: For example, some small charge may be required from the end-user (e.g. an
administration charge) but the bulk of the operating costs are paid for by the municipality.

3. Bicycle lock:

A bicycle lock is a security device used to deter bicycle theft, generally by fastening the bicycle to a fixed object, e.g., a
bike rack.

Quick-release levers - common on most bicycle wheels and seatpost fasteners - are a major challenge for theft
preventions. Unless both wheels and frame are secured, wheels can be removed separately. An optimal locking
method will secure the frame as well as both wheels either to a fixed object or to each other.

Locking devices vary in size and security; the most secure tending to be the largest, heaviest and least portable. Thus,
like other security equipment, bicycle lockers must balance the competing interests of security, portability, and cost.
Some are made of particularly expensive materials chosen for their acceptable strength and low density.

An alternate defense is the provision of bicycle lockers or a bike cage in which the whole bicycle is locked, but these
are uncommon in some countries. A bike locker is not a bicycle lock.

Test standards that rate the effective security of bicycle locks are provided by Thatcham and Sold Secure in the United
Kingdom, ART in the Netherlands, SSF in Sweden, and VDS in Germany. Tests carried out by the Cyclists' Touring Club
showed that all of the locks under test could be broken in less than 42 seconds using either bolt cutters for a
cable/chain or a bottle jack for D-locks.

U-locks and D-locks:

A U-lock is a rigid metal ring in the shape of the letter U. The U part of the lock attaches to a crossbar section, and for
this reason they are also called D-locks. To lock the bicycle, one locks it physically to some other object, such as a bike
rack, parking meter or other pole installed securely in the solid ground. Merely locking the bike frame to the wheel is
not recommended because, although it cannot be rolled away, the entire bicycle can still be lifted and carried away.

U-locks are more secure than most other kinds of locking mechanism because they are more resistant to cutting with
high-leverage hand tools such as bolt cutters. However, most are still vulnerable to at least one type of exploit. For
instance, if there is enough space for a thief to fit a jack into the U, the jack can produce enough leverage to break the
lock. Another common brute force method to break open U-locks is to use a long length (perhaps 2 metre) of pipe to
twist the lock open (although this method is more commonly used to defeat chain and cable locks). Like all locks, U-
Locks are vulnerable to power tools such as portable angle grinders. A quality U-lock will advertise the material's
hardness (relative resistance to grinding), its resistance to prying (expressed in tonnes, or pounds, for example, one
might resist to 5 tonnes, which exceeds the 2-tonne capacity of a common car jack), as well as resistance to drilling
into the keyhole itself.

For a time, many U-locks used a cylindrical pin tumbler lock. However, most cylindrical locks can be picked by thieves
using a common disposable Bic pen. U-locks with cylindrical pin tumblers should be avoided; though most
manufacturers no longer offer them.

A very similar type of lock, often referred to as an O-lock, or a "bike club," is a retracting shackle lock. This lock may be
more protective as it does not leave space for thieves to insert tools like a car jack which would burst a normal u-lock.
 Front wheel is locked with U-lock, but the rest of the bicycle is gone.

An entry-level, generic u-lock.

Chain:

A chain lock is a chain with a lock. It often has a key or a combination lock attached to it. A long enough chain can pass
through both wheels, the frame and attach the bicycle to an immovable object. Because of their inherent flexibility,
chains are easier to secure around tricky-shaped objects than D-locks.

Chains vary widely in their security level. If the chain is bought from a hardware store, it is most likely made from basic
iron or steel and can easily be cut with a relatively inexpensive pair of bolt cutters. Chains specifically designed for bike
security are often case hardened and may feature Hexagonal or Trapezoidal link surfaces more impervious to hand
tools. Power tools may still be effective at cutting through bike chains.

A chain is only as strong as its weakest link, which may be the lock itself. Although a cheap keyed or combination lock
may be an appropriate match for a hardware store chain, a case-hardened security chain necessitates a specialized
lock such as a monobloc padlock or mini u-lock.

Compared to other locks, chains tend to be the heaviest solution, especially in the case of long and/or tough chains.

Proper use of a Case hardened security chain and monobloc padlock to secure a bicycle.

Cable locks:

Cable locks are in many ways similar to chain locks. Cable locks often come with the locking mechanism already
permanently integrated. Otherwise, a length of cable with loops on both ends can also be used.

The main advantage of cable locks over chains is the ease of transporting them.

Simple cable locks, however, are only sufficient for use in low-risk areas. Even the largest diameter unprotected cable
can be quickly cut with bolt cutters. More robust cable locks have overlapping steel jackets threaded over the cable.
This can make it more difficult to cut the central cable.
Many cyclists use a long cable to secure bicycle components (such as the wheels or seat) in conjunction with a U-lock
or padlock to secure the frame. Special strong cables are available which are made with a loop at each end continuous
with the cable, which enable linking with a locking device.

A common design flaw among low-quality combination-lock cables allows thieves to peer into the grooves between
the disks. This allows them to decipher the unlock combination while cycling through the individual numbers on each
disk. Also, if the number of disks is low, the thieve doesn't even need to peer into it, and use simply a brute-force
attack (try every combination until it opens).

Simple cable lock (left) and steel-jacketed cable lock

Wheel lock:

Also called an O-lock, ring-lock or frame lock. This is a low security mechanism mounted on the frame that immobilizes
the rear wheel by moving a steel bolt through the spokes to prevent motion. It uses a straight or circular bolt which
extends from the housing. This type of lock is common in Scandinavia, the Netherlands, China, India and Japan.

An O-lock prevents riding the bicycle but does not, by itself, secure the bicycle to a stationary object. This type of lock
is effective and convenient for securing a bicycle against opportunistic theft, when the bike is left unattended
momentarily. It forces the thief to carry the bicycle. It is a common way to secure bicycles when someone is at home,
if their company provides indoor bicycle parking, and at railway station parking in the Netherlands.

The O-lock also conveniently secures the rear wheel: only locking the frame is needed, to secure both the frame and
the rear wheel. Used in addition to a U-lock it can be a convenient second lock. Some models have an optional cable
or chain that plugs into the body of the lock to enable the bicycle to be secured as well.

Cable with combination lock

padlock and cable from Halfords

Locking skewers:

Locking skewers replace the existing quick release skewers on a bicycle's wheels and Seatpost clamp (quick release
skewers enable removal without tools). This reduces the need to lock these parts of the bike since now their removal
requires tools. One type of locking skewer uses the same design as a normal Quick release skewer, except after
clamping the skewer the (keyed) handle may be removed.

Another type of locking skewer uses a uniquely shaped nut that can only be turned using the matching socket/key,
which is typically a wrench-like tool that is small enough to fit on a keychain. Though expensive, locking skewers
provide additional security and convenience. Locking wheels with an additional U-Lock or removing the front wheel
and locking it to the frame and rear wheel would provide the highest security. A disadvantage is that if the owner
loses the special tool then they will not be able to undo the skewer, and will need to obtain a spare tool from the
manufacturer. The same type of uniquely shaped nut used for the locking skewer can also be found for suspension
forks, V-brakes, and solid-axle wheels in addition to regular wheels and seatposts. Manufacturers such as Pitlock and
Pinhead offer services to supply additional lock nuts to an existing key number registered by the owner.

Even though a determined thief could eventually defeat the skewer's lock nut by using a power tool, e.g. by grinding a
screwdriver slot into it or simply cutting it off, locking skewers provide convenient protection against theft of bicycle
parts in areas where locked bicycles should not be left unattended for long periods of time. The highest quality
products currently found on the market use stainless steel to avoid a number of disadvantages presented by carbon
steel and aluminum including corrosion (rust) and damage to the locking mechanism's unique key indentations caused
by key slip-out.

Less expensive options include replacing standard quick release skewers with skewers that need a standard Hex key to
be opened. Despite hex keys not being very rare, this method still guards the bicycle from casual opportunists,
needing the less common tool and more time to be removed. Pentagonal key skewers exist which bring some of the
benefit of a locking skewer at a lower cost. Quicker and cheaper yet, and only effective against thieves unequipped
with even a screwdriver, quick-release levers can be tied down by a common Hose clamp.

Another cost-effective approach to wheel security is to replace the front and rear quick-release skewers with a long
stud, such as manufactured by Bike Registry. This approach secures one end of the stud with a permanently attached
acorn nut; the other end is secured by double nylon-insert nuts and washers which allow the entire assembly to spin
freely if wheel removal is attempted. (This can thwart someone carrying a single wrench, but is trivially defeated by
using a wrench on each end.)

Wheels are also commonly secured by use of a wheel tether, basically a flexible steel cable with a noose swaged on
either end. This type cable does not require its own lock. It is secured by the main security device, which may be a
security chain, u-lock or even another cable device.

Pitlock brand skewers - use specially shaped nut/bolt to protect various parts of
one's bicycle
Smart locks:

Smart locks use bluetooth technology to allow a lock to be unlocked with a smartphone, and can send a notification if
they are breached. Several smart bicycle locks have been produced through crowdfunding and sold as consumer
products. Some bicycle-sharing systems also use them. Smart locks introduce added security risks through the
possibility of hacking.

4. Bicycle locker:

A bicycle locker or bike box is a locker or box in which a single bicycle can be placed and locked in. They are usually
provided at places where numerous cyclists need bike parking for extended times (such as during the working day or
at university), yet where the bikes might otherwise get damaged or stolen (such as at public bus terminals).

Bike boxes are considered the highest standard of bike safety (better than locked compounds or simple bike stands)
because they prevent not only theft, but also casual vandalism.

Shapes:
Lockers are usually either rectangular boxes or formed as triangles where the handlebars of the bicycle are on the
wide side of the triangle. Triangle wedged shaped lockers can also be combined to form a rectangular box with two
individual lockers facing back to back. They can also be arranged in a circular pattern around a centre point or fanning
out from a corner. Some lockers can also be installed in a straight line standing shoulder to shoulder. Some rarer types
are either upright like school lockers (which requires the bicycle to be suspended from a hook inside) or are stacked
twice high, with some attendant difficulties in inserting and removing bikes in the top row.

Bike Lockers are usually built with solid sides to protect against weather, vandalism and theft. However, problems
encountered with this approach (such as being used by homeless people as sleepouts, or for the storage of things
other than bicycles) have led to newer designs which incorporate windows or grilles through which inspection staff
can see inside.

32 Cycle-Works Velo-Safe Lockers installed at Antelope Park, Southampton, UK

8 Cycle-Works Velo-Safe Lockers installed Back to back in Reading, UK

Locks:

Bike box locks depend on whether the boxes are rented out on a fixed period basis, or whether they are first-come-
first served. Those which are rented out for a set period of time usually come with a specific key. Those which are
usable on a more casual basis either allow the door to be locked by a padlock brought along by the user, or provide a
rental system that dispenses a key or code.

Statistics from the BART rail system suggest that the effective capacity of an on-demand locker bank is 7- 10 times
higher than a similar sized exclusive locker bank.

30 Cycle-Works Velo-Safe Lockers installed at Royal London, Barts Hospital

Automated lockers:

Automated bicycle parking is becoming more common in Europe. These systems often store the bikes underground
and usually function with users using a microchip card and a personal pin code to store and retrieve their bicycles.

One mechanized system is the Bike Tree. When a user presents an access card, a motor lowers a hook from the top of
the "tree". The front wheel of the cycle is attached to the hook, and a motor returns the hook to the top of the tree.
The system was pioneered by Bicycle Tree International, headquartered in Geneva, Switzerland, a company which has
however since ceased operations. JFE Engineering in Japan produce a system called Cycle Tree; the installation at
Kasai Station Bicycle Parking Lot in Tokyo has space for 6,480 bicycles, the largest underground mechanical bicycle
parking system in the world.

Bike lockers in an undercroft.

5. Sucker pole (not recommended for bicycle parking due to high incidents of theft)

A sucker rod is a steel rod, typically between 25 and 30 feet (7 to 9 meters) in length, and threaded at both ends, used
in the oil industry to join together the surface and downhole components of a reciprocating piston pump installed in
an oil well. The pumpjack is the visible above-ground drive for the well pump, and is connected to the downhole pump
at the bottom of the well by a series of interconnected sucker rods. Sucker rods are also commonly available made of
fiberglass in 37 1/2 foot lengths and diameters of 3/4, 7/8, 1, and 1 1/4 inch. These are terminated in metallic
threaded ends, female at one end and male at the other.

The surface unit transfers energy for pumping the well from the prime-mover to the sucker rod string. In doing this, it
must change the rotary motion of the prime-mover to reciprocating motion for the sucker rod. And it must reduce the
speed of the prime-mover to a suitable pumping speed. Speed reduction is accomplished by using a gear reducer, and
rotary motion of then crank shaft is converted to oscillatory motion by means of a walking beam. The crank arm is
connected to the walking beam by means of a pitman arm. The walking beam is supported by a Samson post and
saddle bearing. The horse head and bridle are used to ensure that the pull on the sucker rod string is vertical all times
so that no bearing movement is applied to that part of sucker rod string above stuffing box. The polished rod and
stuffing box combination is used to maintain a good liquid seal at the surface.
The line of sucker rods is represented in this diagram by the solid black line in the center of the well

Bikeway types
Bikeways can fall into these main categories: separated in-roadway bikeways such as bike lanes and buffered bike
lanes; physically separated in-roadway bikeways such as cycle tracks; right-of-way paths such as bike paths and shared
use paths; and shared in-roadway bikeways such as bike boulevards, shared lane markings, and advisory bike lanes.
The exact categorization changes depending on the jurisdiction and organization, while many just list the types by
their commonly used names.

1. Separated in-roadway bikeway:

Bike lanes:

Bike lanes, or cycle lanes, are on-road lanes marked with paint dedicated to cycling and typically excluding all
motorized traffic.
Buffered bike lanes:

A buffered bike lane is typically a lane with a wide painted buffer to demarcate a larger gap between the cycle lane
and other traffic.

Contraflow bike lanes:

Contraflow bike lanes are typically a painted lane added to some one-way streets as a way to allow cycling traffic to
safely travel in the opposite direction of all other traffic, including motorized vehicles and bicycles.

2. Physically separated in-roadway bikeway:

Cycle tracks / separated bike lanes / protected bike lanes:

A physically marked and separated lane dedicated for cycling that is on or directly adjacent to the roadway but
typically excludes all motorized traffic with some sort of vertical barrier.

Bike paths:

Bike paths are paths with their own right of way dedicated to cycling, though in many cases shared with pedestrians
and other non-motorized traffic.

Greenways:

A greenway is a long, narrow piece of land, often used for recreation and pedestrian and bicycle user traffic, and
sometimes for streetcar, light rail or retail uses.

Shared-use path:

A shared use path supports multiple modes, such as walking, bicycling, inline skating and people in wheelchairs.

3. Shared in-roadway bikeways:

Bicycle boulevards:

A bicycle boulevard is a low speed street which has been optimized for bicycle traffic. Bicycle boulevards discourage
cut-through motor vehicle traffic but allow local motor vehicle traffic. They are designed to give priority to cyclists as
through-going traffic.

Shared lane markings:

A shared lane marking is a street marking that indicates the preferred lateral position for cyclists (to avoid the door
zone and other obstacles) where dedicated bike lanes are not available.

Advisory bike lane:

An advisory bike lane is a roadway striping configuration which provides for two-way motor vehicle and bicycle traffic
using a central vehicular travel lane and advisory bike lanes on either side. The center lane is dedicated to, and
shared by, motorists traveling in both directions. The center lane is narrower than two vehicular travel lanes and has
no centerline; some are narrower than the width of a car. Cyclists are given preference in the bike lanes but motorists
can encroach into the bike lanes in order to pass other motor vehicles after yielding to cyclists. Advisory bike lanes are
normally installed on low volume streets.

Roadways with legal access for cycling:

Bicyclists are legally allowed to travel on many roadways in accordance with the rules of the road for drivers of
vehicles.

Road shoulder:
A road shoulder is a reserved lane on the verge of a roadway that is often used by bicyclists and also serves as an
emergency stopping lane for motor vehicles.

Bicycle super-highways:

Denmark and the Netherlands have pioneered the concept of bicycle superhighways to increase the speed, safety,
and comfort of bicycle commuting. Since then London (UK) and Flanders have also started building bicycle
superhighways. The physical design of the routes changes depending on the circumstances and can include shared in-
road bikeways, bike lanes and cycle tracks, making it difficult to categorize into degree of separation from other
traffic.

The first Dutch route opened in 2004 between Breda and Etten-Leur; many others have been added since then. The
first Danish route, C99, opened in 2012 between the Vesterbro rail station in Copenhagen and Albertslund, a western
suburb. The route cost 13.4 million DKK and is 17.5 km long, built with few stops and new paths away from traffic.
Service stations with air pumps are located at regular intervals, and where the route must cross streets, handholds
and running boards are provided so cyclists can wait without having to put their feet on the ground.

The cost of building a bicycle super highway depends on many things, but is usually between 300000/km (for a wide
dedicated cycle track) and 800000/km (when complex civil engineering structures are needed).

Trip-end facilities:
Bicycle parking/storage arrangements:

As secure and convenient bicycle parking is a key factor in influencing a person's decision to cycle, decent parking
infrastructure must be provided to encourage the uptake of cycling. Decent bicycle parking involves weather-proof
infrastructure such as lockers, stands, manned or unmanned bicycle parks, as well as bike parking facilities within
workplaces to facilitate bicycle commuting. It also will help if certain legal arrangements are put into place to enable
legitimate ad hoc parking, for example to allow people to lock their bicycles to railings, signs and other street furniture
when individual proper bike stands are unavailable.