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NACTO Bike Share Siting Guide - FINAL PDF
NACTO Bike Share Siting Guide - FINAL PDF
1.0 Introduction
1.1 How to Use This Guide
1.2 General Principles
1.3 Bike Share Stations in Context
1.4 General Configurations
2 B I K E S H A R E S TAT I O N S I T I N G
CHAPTER
1.0
Introduction
B I K E S H A R E S TAT I O N S I T I N G 3
CHAPTER
4 B I K E S H A R E S TAT I O N S I T I N G
INTRODUCTION
1.1
throughout North America, station siting is a critical issue
for cities and operators. While each city experiences its own
challenges and opportunities, a careful look across cities
can offer valuable lessons for station siting, opening up new
location types for placement and contributing to citywide
About This Guide
traffic safety enhancements.
B I K E S H A R E S TAT I O N S I T I N G 5
INTRODUCTION
6 B I K E S H A R E S TAT I O N S I T I N G
INTRODUCTION
1.2
some places, bike share stations can be comfortably placed on
sidewalks; in others, stations are better suited to placement in
the street.
B I K E S H A R E S TAT I O N S I T I N G 7
INTRODUCTION
Operationally Feasible
Station locations should be easy to reach
and service. They should have adequate
sun exposure, if using solar power, and be
accessible to rebalancing and maintenance
vehicles.
8 B I K E S H A R E S TAT I O N S I T I N G
INTRODUCTION
1.3
share system. As a result, station placement is one of the
most public and challenging aspects of the bike share planning
process.
Bike share exists within the larger frame of a city’s safety and cycling
policies and can play a key role in a city’s traffic safety and sustain-
ability vision. The station siting strategies presented in this Guide
also advance other planning efforts, such as Complete Streets and
Vision Zero-style policies. Like bike lanes, bike share stations can
be tools to improve safety. Smart station placement can be part of
road safety redesigns and help reduce traffic fatalities and injuries
by increasing pedestrian visibility at intersections, narrowing
Bike share stations share space streets, and providing pedestrian refuge areas. On-street bike
in a complex streetscape. Divvy.
Chicago, Illinois share stations can protect bike lanes and help to define pedestrian
Photo: Ann Fisher space.
B I K E S H A R E S TAT I O N S I T I N G 9
INTRODUCTION
All across the world, data shows that proximity to a network of high
quality bike lanes increases bike ridership. Good bike share station
siting can encourage new cyclists and increase the use of bike
lanes, further justifying municipal investment in growing cycling.
Bike share systems often bring in less experienced riders who will
not ride without high comfort, protected bike lanes. Ensuring that
investments in bike share are matched by investments in high
comfort bike lanes is necessary. Systems that are implemented
or expand without considering where people will ride and the real
and perceived safety of those routes will not succeed. While not
all stations can or should be directly on or adjacent to a bike lane,
planners should ensure that bike share program areas are well
served by a strong bike lane network.
Bike share and transit are complementary modes and bike share
can play an important role in expanding a city’s overall transporta-
tion options. In cities with high transit use and bike share, more than
50% of bike share users report frequently linking bike share and
transit trips.3 Placing bike share stations in close, visual proximity
10 B I K E S H A R E S TAT I O N S I T I N G
INTRODUCTION
to bus and train stops can broaden the reach of transit, solving
some first/last mile problems.
B I K E S H A R E S TAT I O N S I T I N G 11
INTRODUCTION
1.4
American cities have largely opted for modular bike share
equipment that can typically be deployed without trenching,
excavation, or other preparatory work. Most modular bike share
systems are solar powered, although some systems offer options
Basic Station to wire individual stations into the existing electrical grid. Solar,
Configurations modular systems allow for faster station installation, lower instal-
lation costs, greater ability to adjust station designs and sizes
after deployment, and the ability to move stations, if necessary,
to accommodate changing conditions such as construction or
extreme weather. At the same time, solar power often puts limits
on power availability and can limit station configuration options as
all the docks in the station must be connected at surface level.
In the past two years, hub-based bike share systems and systems
with “dumb” docks (where the docks do not require electrical
power) have been introduced in some U.S. cities. These systems
may make it harder for users to intuitively know where to find a bike
but have significantly lower capital costs. Because electricity is not
a concern, systems that use dumb docks have greater station con-
figuration options. However, the same basic planning principles—
selecting locations that are convenient, easily accessible, feel safe,
A Capital Bikeshare station protects fit into the pedestrian context, and are operationally feasible—still
a bike lane. Arlington, VA apply.
Photo: Paul DeMaio
12 B I K E S H A R E S TAT I O N S I T I N G
INTRODUCTION
40'
10'
28'
Back-to-back
13'
20'
Curved or Angled
Variable
Variable
Right Angle
Variable
Variable
B I K E S H A R E S TAT I O N S I T I N G 13
INTRODUCTION
EX AMPLES
14 B I K E S H A R E S TAT I O N S I T I N G
2 .0 S TAT I O N T Y P O L O G I E S
2.0
Station
Typologies
B I K E S H A R E S TAT I O N S I T I N G 15
2 .0 S TAT I O N T Y P O L O G I E S
16 B I K E S H A R E S TAT I O N S I T I N G
2 .0 S TAT I O N T Y P O L O G I E S
2.1
is a common siting choice. On-street stations are most frequently
used where sidewalks are narrow or pedestrian space is at a
premium. Much like linear “parklets” or bike parking corrals, bike
share stations are routinely placed in standard (8’ or 9’) parking
Stations in the Street lanes, in offset/floating parking lanes, and in painted and concrete
medians.
B I K E S H A R E S TAT I O N S I T I N G 17
2 .0 S TAT I O N T Y P O L O G I E S
Because they have a lower physical profile than parked cars, bike
share stations can also serve as part of a city’s strategy to enhance
visibility and pedestrian safety at crosswalks and intersections. In
New York, bike share stations are approved as a form of intersec-
tion “daylighting” to increase visibility of and by pedestrians who
are about to enter the crosswalk. In systems that use free standing
map panels, designers should pay extra attention to maintain
sightlines, especially at intersections.
18 B I K E S H A R E S TAT I O N S I T I N G
2 .0 S TAT I O N T Y P O L O G I E S
CASE STUDY
The “bike share protected bike lane” design helps strengthen the link between bike share and the city’s
bike network. In Austin, planners report that people have become “very conscious” of the bike lane and
are less likely to walk in it since the B-Cycle station was added to the design.6 In New York, planners
found less resistance to stations placed adjacent to bike lanes because the public assumed that bike
share users would want to use the bike lanes and thus placing a station nearby was a good use of
public land.
In addition to Austin, “bike share protected bike lanes” are found in New York City as part of the Citi Bike
system and Arlington, VA as part of Capital Bikeshare.
B I K E S H A R E S TAT I O N S I T I N G 19
2 .0 S TAT I O N T Y P O L O G I E S
20 B I K E S H A R E S TAT I O N S I T I N G
2 .0 S TAT I O N T Y P O L O G I E S
STREET
CROSSWALK
1'-3'
6"-8"
5'-15'
SIDEWALK
T YPICAL CLEARANCES
Wheel Stops
Wheel stops or blocks are
generally placed 3’ from the end
of the station. A wheel stop need
not be installed on the side of a
station adjacent to a non-parked
area. Wheelstops should be
used in conjunction with vertical
delineators to increase visibility.
B I K E S H A R E S TAT I O N S I T I N G 2 1
2 .0 S TAT I O N T Y P O L O G I E S
Station fits within the existing Station creates opportunities for Capital Bikeshare. Washington, DC
1 3
parking lane. other amenities such as private Photo: Mario Durán Ortiz
bike parking and seating.
Bikes can be pulled out away
2
from the curb (in the “door zone”) Wheelstops, blocks, flexible
4
or pulled out toward the curb provided delineators, and painted buffers
there is sufficient space – typically a can be used to protect the station from
minimum of 3’ from the back of the moving vehicles.
bike to the curb or extent of the station
area.
2 2 B I K E S H A R E S TAT I O N S I T I N G
2 .0 S TAT I O N T Y P O L O G I E S
1
3
Station fits in a wide parking Wheelstops, blocks, flexible Citi Bike. New York, NY
1 3 Photo: Kate Fillin-Yeh/NACTO
lane (typically greater than 10’). delineators, and painted buffers
Planners should leave at least 3’ of can be used to protect the station from
clearance between the back tire and moving vehicles.
the curb to allow riders to dock and
undock bikes.
B I K E S H A R E S TAT I O N S I T I N G 2 3
2 .0 S TAT I O N T Y P O L O G I E S
2 4 B I K E S H A R E S TAT I O N S I T I N G
2 .0 S TAT I O N T Y P O L O G I E S
B I K E S H A R E S TAT I O N S I T I N G 2 5
2 .0 S TAT I O N T Y P O L O G I E S
2.2
Sidewalk placement is often chosen where road space is
unavailable, where high traffic volumes make on-street locations
untenable, or where there is resistance to removing parking. Stations
can only be placed on the sidewalk in places where the sidewalk is
Stations on the wide enough to accommodate a station without impacting people
Sidewalk walking. Most cities require a minimum of 6’ clear from the back of
a docked bike in order to provide room for pedestrians and meet
ADA requirements. Cities may opt for larger clearances depending
In this Section
on pedestrian volumes.
26 B I K E S H A R E S TAT I O N S I T I N G
2 .0 S TAT I O N T Y P O L O G I E S
B I K E S H A R E S TAT I O N S I T I N G 2 7
2 .0 S TAT I O N T Y P O L O G I E S
CASE STUDY
28 B I K E S H A R E S TAT I O N S I T I N G
2 .0 S TAT I O N T Y P O L O G I E S
B I K E S H A R E S TAT I O N S I T I N G 29
2 .0 S TAT I O N T Y P O L O G I E S
STREET
CROSSWALK
PARKING LANE
18"
SIDEWALK
Minimum 6'
T YPICAL CLEARANCES
Vehicle Clearance
If vehicle parking is allowed
adjacent to a sidewalk station, the
station is typically placed at least
18” off the curb to allow for car
doors to open.
30 B I K E S H A R E S TAT I O N S I T I N G
2 .0 S TAT I O N T Y P O L O G I E S
2.3
opportunities for bike share stations. Stations can
complement or provide access to public spaces, as well as
leverage underutilized space. Similarly, in some cities, surface
area parking lots may also offer good locations for bike share
Open Spaces stations. The non-linear nature of many of these spaces often
encourages unique station configurations.
B I K E S H A R E S TAT I O N S I T I N G 3 1
2 .0 S TAT I O N T Y P O L O G I E S
3 2 B I K E S H A R E S TAT I O N S I T I N G
2 .0 S TAT I O N T Y P O L O G I E S
Plazas
Public plazas present excellent opportunities for bike share
stations. Because they are modular, bike share stations can be
configured in a variety of ways, a particular asset in open or unpro-
grammed plaza spaces. Stations can provide programming for
large open areas and break up underutilized space, including in front
of office buildings and transit stations. Because bike share stations
are activity generators, they can also help bring in additional
customers, especially to cafes and restaurants.10 Designers should
Above: Planners closed a slip street
take care to consider pedestrian travel patterns when placing bike
for a bike share station and public art
plaza. Below: Before bike share. Citi share stations in open spaces. Stations in plazas at sidewalk level
Bike. New York, NY typically do not need additional markers or protection. Stations in
Photo: Google
roadbed level plazas are typically protected from moving vehicles
by flexible delineators, planters, blocks, or other street treatments
(see Street Treatment Options).
B I K E S H A R E S TAT I O N S I T I N G 3 3
2 .0 S TAT I O N T Y P O L O G I E S
CASE STUDY
Bike share station plazas also afford the opportunity for unique kinds of community engagement
including public art and mural projects. As part of NYC DOT’s Asphalt Art Activation program, the Franklin
Street bike share station features a mural painted by a local artist with the assistance of volunteers.
One block of Park Ave was closed to cars to create a bike share plaza at the
entrance to Grand Central Terminal. Citi Bike. New York, NY
Photo: Kate Fillin-Yeh/NACTO
3 4 B I K E S H A R E S TAT I O N S I T I N G
2 .0 S TAT I O N T Y P O L O G I E S
good options for bike share stations. Especially in less dense urban
contexts, surface lots often have available space and provide
access to multiple destinations. Similar to plaza locations, the
flexibility of modular bike share equipment makes it relatively easy
to site bike share stations in parking lots. Unlike sidewalk or plaza
space, however, attention must be paid to make sure that cars do
not park or hit station equipment. In San Jose, for example, surface
parking lot locations are specially marked with paint and signage.
Ensuring high station visibility from and providing additional
signage to direct people to the bike share station is also key.
B I K E S H A R E S TAT I O N S I T I N G 35
2 .0 S TAT I O N T Y P O L O G I E S
Divvy. Chicago, IL
Photo: City of Chicago
3 6 B I K E S H A R E S TAT I O N S I T I N G
2 .0 S TAT I O N T Y P O L O G I E S
STREET
SIDEWALK
PARK
T YPICAL CLEARANCES
B I K E S H A R E S TAT I O N S I T I N G 3 7
2 .0 S TAT I O N T Y P O L O G I E S
3 8 B I K E S H A R E S TAT I O N S I T I N G
3 .0 M AT E R I A L S A N D D E S I G N E L E M E N T S
3.0
Materials
and Design
Elements
B I K E S H A R E S TAT I O N S I T I N G 39
3 .0 M AT E R I A L S A N D D E S I G N E L E M E N T S
4 0 B I K E S H A R E S TAT I O N S I T I N G
3 .0 M AT E R I A L S A N D D E S I G N E L E M E N T S
3.1
vehicles by a variety of traffic control treatments including
parking regulations, paint and striping, reflective delineators,
wheelstops, and other physical barriers.
B I K E S H A R E S TAT I O N S I T I N G 41
3 .0 M AT E R I A L S A N D D E S I G N E L E M E N T S
FLEXIBLE DELINEATORS
4 2 B I K E S H A R E S TAT I O N S I T I N G
3 .0 M AT E R I A L S A N D D E S I G N E L E M E N T S
WHEEL STOPS
Divvy. Chicago, IL
Photo: City of Chicago
BLOCKS
B I K E S H A R E S TAT I O N S I T I N G 4 3
3 .0 M AT E R I A L S A N D D E S I G N E L E M E N T S
PL ANTERS
BOLL ARDS
4 4 B I K E S H A R E S TAT I O N S I T I N G
3 .0 M AT E R I A L S A N D D E S I G N E L E M E N T S
CONCRETE CURBS
FENCING
B I K E S H A R E S TAT I O N S I T I N G 45
3 .0 M AT E R I A L S A N D D E S I G N E L E M E N T S
4 6 B I K E S H A R E S TAT I O N S I T I N G
3 .0 M AT E R I A L S A N D D E S I G N E L E M E N T S
3.2
stations can be installed on a wide variety of surfaces. In
general, planners and operators look to site stations on hard
surfaces that will not sink under the weight of the station or
degrade or erode with heavy use. Ensuring that rebalancing
Surfaces and maintenance vehicles can reach the station without
damaging lawns or getting stuck in mud is also essential.
B I K E S H A R E S TAT I O N S I T I N G 47
3 .0 M AT E R I A L S A N D D E S I G N E L E M E N T S
ASPHALT
CONCRETE
4 8 B I K E S H A R E S TAT I O N S I T I N G
3 .0 M AT E R I A L S A N D D E S I G N E L E M E N T S
COBBLESTONE
GRASS
Hubway. Boston, MA
Photo: City of Boston
B I K E S H A R E S TAT I O N S I T I N G 49
3 .0 M AT E R I A L S A N D D E S I G N E L E M E N T S
GRAVEL
NiceRide. Minneapolis, MN
Photo: Kaitlin O'Shea
BRICK
Indego. Philadelphia, PA
Photo: Cara Ferrentino/City of Philadelphia
5 0 B I K E S H A R E S TAT I O N S I T I N G
3 .0 M AT E R I A L S A N D D E S I G N E L E M E N T S
WOOD/RAISED PL ATFORMS
B I K E S H A R E S TAT I O N S I T I N G 51
3 .0 M AT E R I A L S A N D D E S I G N E L E M E N T S
3.3
particularly challenging issue, especially where space is
limited. In general, bike share station plates should not cover
utility access points.
In New York, the Citi Bike system uses “bridging,” short sections
of specially designed conduit, to go around utility points in places
where a station plate is too wide. The bridging provides an additional
degree of design flexibility, allowing stations to flow around objects
such as utility covers, trees, and poles. Bridging should be marked
with reflective tape or paint.
5 2 B I K E S H A R E S TAT I O N S I T I N G
3 .0 M AT E R I A L S A N D D E S I G N E L E M E N T S
B I K E S H A R E S TAT I O N S I T I N G 5 3
3 .0 M AT E R I A L S A N D D E S I G N E L E M E N T S
3.4
marketing and funding bike share systems. They can be stand-
alone panels or integrated into the kiosk and are typically
placed at the ends of stations to maximize visibility.
More than just a map, wayfinding panels may in fact help encourage
bike share use. In 2011, an intercept survey in New York City found
that 24% of visitors were lost at any point in time and that 13% of
locals admitted to being unfamiliar with the neighborhood they
5 4 B I K E S H A R E S TAT I O N S I T I N G
3 .0 M AT E R I A L S A N D D E S I G N E L E M E N T S
were in.11 The city concluded that being lost, fear of being lost,
and lack of knowledge of their surroundings deterred people from
biking or walking. As a result, many people took taxis, buses, or
subways for short trips that could have easily been made by bike
or on foot. In addition, including wayfinding panels in bike share
stations is a good way to consolidate street furniture elements and
limit sidewalk clutter.
B I K E S H A R E S TAT I O N S I T I N G 55
CHAPTER
5 6 B I K E S H A R E S TAT I O N S I T I N G
CHAPTER
4.0
Site Drawings
B I K E S H A R E S TAT I O N S I T I N G 5 7
4 .0 S I T E D R AW I N G S
4.1
Site Drawings:
Stations in the Street
5 8 B I K E S H A R E S TAT I O N S I T I N G
4 .0 S I T E D R AW I N G S
POINT OF
BEGINNING
CURB
SIGN
OAKLAND AVE
FENCE
JEFFERSON ST
OAKLAND AVE
JEFFERSON ST
FLEXIBLE 36'-7"
DELINEATOR
1'-7" 42'-5" 2'-5"
AD PANEL 10'-5"
FLEXIBLE DELINEATOR 4" WHITE LINE
1'-7" (TYP) 42'-5" (TYP)
2'-5" 1'-7"
KIOSK WITH
FLEXIBLE DELINEATOR 10'-5"
4" WHITE LINE
SOLAR PANEL (TYP) (TYP) 1'-7"
(OVERHEAD)
8'
ANEL LIMITS 3'-6"
8'
3'-6"
DRIVEWAY 6" FROM CURB
POB
1'-5" 39'-4" (WEST EDGE
DRIVEWAY 6" FROM CURB
POB 1'-8"
OF STRIPE AT
1'-5" 39'-4" (WEST EDGE CURB FACE)
OF STRIPE AT
1'-8" CURB FACE)
4'-2"
4'-2"
FENCE
JEFFERSON ST
FLEXIBLE 36'-7"
DELINEATOR
1'-7" 42'-5" 2'-5"
AD PANEL 10'-5"
FLEXIBLE DELINEATOR 4" WHITE LINE
(TYP) (TYP) 1'-7"
KIOSK WITH
SOLAR PANEL
(OVERHEAD)
8'
PANEL LIMITS 3'-6"
4'-2"
4 .0 S I T E D R AW I N G S
19'-11"
19'-11"
W 72 STREET
W 72 STREET
2 HR PARKING 10AM-7PM MON - FRI. 9AM-7PM SAT.
2 HR PARKING 10AM-7PM MON - FRI. 9AM-7PM SAT.
COLUMBUS
COLUMBUS AVENUE AVENUE
W 71 STREET
255
253
241 COLUMBUS 245 COLUMBUS 247 COLUMBUS 249 COLUMBUS 255 259 COLUMBUS
253
241 COLUMBUS 245 COLUMBUS 247 COLUMBUS 249 COLUMBUS 259 COLUMBUS
COLUMBUS
COLUMBUS
W 72 STREET
MR
MR ADD DIMENSION OFADD DIMENSION OF
Jennifer Sta. Ines
2015 COMMUNITY BOARD: MN7 DESIGNED BY: Date: 2015.09.16
CURB PARKING LANE. UPDATEDate: 2015.09.16 17:10:08 -04'00'
REVISED: 09.11.2015 NOTES: DRAWN BY: LANE.EA
PARKING UPDATE 17:10:08 -04'00'
2015 NOTES: DRAWN BY: EA STREET NAME.
OWNER: NYCDOT FILE:TREE PIT
STREET NAME. 19'-11"
7175.05_v003 REVIEWED BY: MR
NEW
NEW YORK CITY YORK
BIKE CITY BIKE SHARE
SHARE
CDOT FILE: 7175.05_v003 REVIEWED BY: MR
POINT OF
POB BEGINNING
2 HR PARKING 10AM-7PM MON - FRI. 9AM-7PM SAT.
MANHOLE
MANHOLE
W
(WATER) COLUMBUS AVENUE
W 71 STREET
HATCH LID
14'-4" HATCH LID
8'-1" 19'-5"
60 B I K E S H A R E S TAT I O N S I T I N G
COLUMBUS
255
253
B I K E S H A R E S TAT I O N S I T I N G 61
4 .0 S I T E D R AW I N G S
Digitally signed by
Digitally signed
Jennifer byInes
Sta.
Jennifer Sta.2014.12.10
Date: Ines
Date: 18:46:54
2014.12.10 -05'00'
18:46:54 -05'00'
6 2 B I K E S H A R E S TAT I O N S I T I N G
4 .0 S I T E D R AW I N G S
4.2
Site Drawings:
Stations on the Sidewalk
B I K E S H A R E S TAT I O N S I T I N G 6 3
4 .0 S I T E D R AW I N G S
Site
Site Plan
Plan
Name: Fernon Street and S 18th Street
Name: Fernon Street and S 18th Street
Station Number: 0305
Station Number: 0305
Location: South side of Fernon Street, east of S 18th Street
Location: South side of Fernon Street, east of S 18th Street
Address: 1798 Fernon Street, Philadelphia, PA 19145
Address: 1798 Fernon Street, Philadelphia, PA 19145
Site Coordinates: Latitude: 39.9308243 & Longitude: -75.1746216
Site Coordinates: Latitude: 39.9308243 & Longitude: -75.1746216
Maintenance Hours: All hours
Maintenance Hours: All hours
Power Source: Solar
Power Source: Solar
Dock Configuration: 16 docks, flatback and dual-sided with 90-degree docks
Dock Configuration: 16 docks, flatback and dual-sided with 90-degree docks
Property Owner: St. Thomas Aquinas School
Property Owner: St. Thomas Aquinas School
Additional Installation Notes: Property owner to remove fence. Door to be confirmed as inactive and that all fire codes
Additional Installation Notes: Property owner to remove fence. Door to be confirmed as inactive and that all fire codes
are maintained with this door closure prior to intallation.
are maintained with this door closure prior to intallation.
FeFrn
ernon S
on Stretereet
t
treet
S 18 Sreet
t
S 18 S
Notes:
Notes:
1. Dimensions to existing features are approximate as
1. Dimensions
measured to in
existing features
the field are approximate
by Rodriguez as
Consulting
DRAFT - NOT FOR CONSTRUCTION measured
2. Street in the fieldare
markings by representative
Rodriguez Consulting
DRAFT - NOT FOR CONSTRUCTION 2. Street markings are representative
0’
0’
15’
15’
30’
30’ Philadelphia
Philadelphia Bikeshare
Bikeshare 1
N City of Philadelphia 1
N Scale: 1”= 15’ City of Philadelphia
Scale: 1”= 15’
6 4 B I K E S H A R E S TAT I O N S I T I N G
4 .0 S I T E D R AW I N G S
B I K E S H A R E S TAT I O N S I T I N G 65
4 .0 S I T E D R AW I N G S
66 B I K E S H A R E S TAT I O N S I T I N G
4 .0 S I T E D R AW I N G S
LAWN
LIGHT POST
POINT OF
POB BEGINNING
TREE PIT
OFFSET STATION 6" FROM WALL
PARCEL LINE
50'-6"
23'-8" CURB
6'-11"
POB (CORNER OF TREE PIT) PAYMENT KIOSK
MAP PANEL 12'-5"
25'
NFO APPROVALS
GIVEN DIMENSIONS TAKE
HP PAVILION
: SIDEWALK DATE: 06.02.2013 DESIGNED BY: BB SIGNED: DATE:
LEGEND PRECEDENCE OVER SCALED
5 MAP FRAME: 1 REVISED: - DRAWN BY: BB MEASUREMENTS.
19 CITY: SJ NOTES: LIGHT POST REVIEWED BY: AW 0 5' 10' 15' 20' 25'
6'-11"
POB (CORNER OF TREE PIT) PAYMENT KIOSK
MAP PANEL 12'-5"
B I K E S H A R E S TAT I O N S I T I N G 67
4 .0 S I T E D R AW I N G S
4.3
Site Drawings:
Stations in Open Space
6 8 B I K E S H A R E S TAT I O N S I T I N G
4 .0 S I T E D R AW I N G S
B I K E S H A R E S TAT I O N S I T I N G 69
4 .0 S I T E D R AW I N G S
LAMP
BASIN
POB POB
T (CORNER (CORNER
OF OF
NYCBS TONYCBS
ADD TO ADD
DELINEATORS
UTILITY)UTILITY)
DELINEATORS
LE FIREBOX FIREBOX
EET
RE E T
24'-8" 9'-7"
24'-8" 9'-7"
JERSEY JERSEY
R
BARRIERSBARRIERS
TO TO
9' 9' BE REMOVED
BE REMOVED
SCHERME
SCHERME
8'-3" BY OTHERS
BY OTHERS
8'-3"
7'-10" 7'-10"
UE
3RD AVENUE (CLOSED)
UE
7'-5"
7'-5"
3RD AVENUE (CLOSED)
EN
EN
DO NOT DO NOT MANHOLE,MANHOLE,
AV
AV
ENTER ENTER TYP. TYP.
SH
SH
BU
BU
AT
AT
FL
FL
LEGEND
0 5' 0 10' 5' 15' 10' 20' 15' 25' 20' 25'
GIVEN DIMENSIONS
GIVEN DIMENSIONS TAKE PRECEDENCE
TAKE PRECEDENCE OVER
OVER SCALED SCALED MEASUREMENTS.
MEASUREMENTS.
BENCH
ERAL
FO INFO APPROVALS
APPROVALS
N TYPE:
ON STREETON STREET
L STREET LAMP
NYCDOT NYCDOT
Devin McDowall
Devin McDowall
THIRD
THIRD AVENUE
AVENUE
S:
ATE:
:
9 DATE:
09.07.2012 09.07.2012
35 REVISED:
EVISED: 09.19.2012 09.19.2012
NOTES:
COMMUNITY
COMMUNITY BASIN BOARD:
BOARD:
CATCH
NOTES:
BK2 BK2 DESIGNED
DESIGNED BY: AWBY:
DRAWN BY:
DRAWN BY: MA
AW SIGNED:
SIGNED:
MA
DATE:
2012.09.21
DATE: -
AT FLATBUSH
2012.09.21 AT FLATBUSH
-
AVEAVE POB
S): 1 OWNER:
WNER: NYCDOT NYCDOT
FILE: TREE
FILE:PIT 4437.01_v002
4437.01_v002 REVIEWEDREVIEWED
BY: AWBY: AW SIGNED:
SIGNED:
16:27:46
16:27:46 -04'00'
DATE:
-04'00'
DATE: -
NEW
-
NEW
YORK YORK
CITY CITY
BIKE BIKE
SHARE SHARE (CORNER OF
NYCBS TO ADD
UTILITY)
DELINEATORS
SIGN/POLE FIREBOX
EET
VENT VENT
CURB
1'-1" 22'-7"
HORN STR
POINT OF 44'-4"
POB BEGINNING 5' CON ED
5'-6"
NYC ST
24'-8" 9'-7"
R
9'
SCHERME
8'-3"
7'-10"
7'-5"
3RD AVENUE (CLOSED)
DO NOT MANHOLE,
ENTER TYP.
70 B I K E S H A R E S TAT I O N S I T I N G
0 5' 10'
BUILDING
BUILDING
ENTRANCE
ENTRANCE
PECAN
PECAN CAFECAFE
#130 #130
IN
ANT
NYCBSNYCBS TO SCARIFY
TO SCARIFY CROSSWALKS
CROSSWALKS
NYCBSNYCBS TO PLACE
TO PLACE (2)STD
(2) NYC NYC STD
3'X5' GRANITE BLOCKS
3'X5' GRANITE BLOCKS
POBPOB SW CORNER
SW CORNER
OF CATCH
OF CATCH BASINBASIN
NO PARKING
NO PARKING ANYTIME
ANYTIME NYCBSNYCBS TO PLACE
TO PLACE (1) (1)
VARICK STREET
VARICK STREET
Y
27'-9" 27'-9"
RO WAY
WA
AD
W B OAD
UTILITY COVER
5"
UTILITY COVER
5"
18'-
11'-5" 11'-5"
18'-
11'-3" 11'-3"
FRANKLIN
FRANKLIN STREET
STREET
R
NO PARKING
NO PARKING ANYTIME
ANYTIME
WB
FRANKLIN
FRANKLIN ST BLOCK
ST BLOCK TOCLOSED
TO BE BE CLOSED
TO TO
TRAFFIC
TRAFFIC AND AND PEDESTRIANIZED
PEDESTRIANIZED
BY DOT NYCBSNYCBS TO STRIPE
TO STRIPE 4" 4"
NYCBSNYCBS TO STRIPE
TO STRIPE 4" 4" BY DOT DOUBLE
DOUBLE WHITEWHITE
LINE LINE
DOUBLE
DOUBLE WHITEWHITE
LINE LINE
FLEXIBLE
FLEXIBLE DELINEATOR
DELINEATOR
SUBWAY ENTRANCE (TYP.
(TYP. OF 3) OF 3)
SUBWAY ENTRANCE
BUILDING
LEGEND 0
PECAN CAFE #130
0
5'
5'
10'
10'
15'
15'
20'
ENTRANCE
20'
25'
25'
GIVENGIVEN DIMENSIONS
DIMENSIONS TAKE PRECEDENCE
TAKE PRECEDENCE OVER OVER SCALED
SCALED MEASUREMENTS.
MEASUREMENTS.
CATCH BASIN
AL
FOINFO APPROVALS
YPE: ON STREET
CURB
APPROVALS
NYCDOT
Devin McDowall
FRANKLIN STREET
FRANKLIN STREET
ON STREET NYCDOT
Devin McDowall
ATAT VARICK
VARICK STREET
STREET
8.5 DATE: 06.01.2012
ATE: 06.01.2012
COMMUNITY FIREBOARD:
COMMUNITY
BOARD:HYDRANT MN1 MN1 DESIGNED
DESIGNED BY: BY: AW SIGNED:
AW SIGNED: DATE: DATE: - -
33 REVISED: 09.14.2012 DRAWN
2012.09.21
NYCBS
2012.09.21TO SCARIFY CROSSWALKS
EVISED: 09.14.2012 NOTES: MANHOLE-
NOTES: DRAWN BY: BY: BS BS
1 OWNER: NYCDOT
WNER: FILE: FILE:
NYCDOT WATER 5430.08_v003
5430.08_v003 REVIEWED
REVIEWED BY: BY: AW SIGNED:
AW SIGNED:
15:23:47
15:23:47
NYCBS TO
DATE:
-04'00'
-04'00'
PLACE (2)
DATE: NYC STD NEWNEW YORK
YORK CITY CITY
BIKE BIKE
SHARESHARE
3'X5' GRANITE BLOCKS
MANHOLE-
SEWER
NO PARKING ANYTIME
VARICK STREET
POINT OF 3'-8"
POB BEGINNING
40'-2" 9'-4"
4'-2"
STREET REGS
5'-4"
27'-9"
UTILITY COVER
5"
18'-
11'-5"
11'-3"
FRANKLIN STREET
NO PARKING ANYTIME
SUBWAY ENTRANCE
B I K E S H A R E S TAT I O N S I T I N G 7 1
4 .0 S I T E D R AW I N G S
POB POB
(CORNER (CORNER
296 METROPOLITAN AVE. 296 METROPOLITAN AVE. OF BUILDING)
OF BUILDING)
7'-8" 7'-8"
12'-9" 12'-9"
N 4TH ST
N 4TH ST
15'-11" 15'-11"
5'-1" 5'-1" 1'-8"
1'-8" 10'-10" 10'-10"
(TYP.) (TYP.)
9'-6" 9'-6"
32' 5'-1" 6" 32' 6"
5'-1"
DOUBLE DOUBLE
WHITE LINE WHITE LINE
FLEXIBLE FLEXIBLE
DELINEATOR DELINEATOR
(TYP.) (TYP.)
11' 11'
(TYP.) (TYP.)
RO RO
EB EB
LIN LIN
G G
ST ST
POINT OF 15'-11"
POB BEGINNING
5'-1" 1'-8" 10
(T
POLE-
DRIVE RAIL
MANHOLE - 9'-6"
W WATER 32' 6"
5'-1"
L STREET LAMP
11'
7 2 B I K E S H A R E S TAT I O N S I T I N G (TYP.)
CHAPTER
Notes
1 Maciag, Mike, “Pedestrians Dying at Disproportionate Rates in America’s Poorer Neighborhoods.” Governing Magazine, August 2014. Accessed
via: http://www.governing.com/topics/public-justice-safety/gov-pedestrian-deaths-analysis.html
2 Anderson, Michael, “Assumption Busters: 12 Facts About Race, Ethnicity, Income & Bicycling,” People For Bikes, March 9, 2015. Accessed via:
http://www.peopleforbikes.org/blog/entry/assumption-busters-surprising-facts-about-ethnicity-race-income-bicycles
3 Wang, Xize & Greg Lindsey et al, “Modeling Bike Share Station Activity: The Effects of Nearby Businesses and Jobs on Trips To and From
Stations.” 2012. Accessed via: http://nacto.org/wp-content/uploads/2015/12/2013_Wang-Lindsey-Schoner-and-Harrison_Modeling-BIke-
Share-Station-Activity.pdf & Peters, Jonathan & Adam Davidson, Nora Santiago, “Don’t Curb Your Enthusiasm: The Economic Impacts of
Transferring Curb Space from Car Parking to Bike Share Docks,” CUNY/Transportation Alternatives, November 2013. Accessed via: http://
nacto.org/wp-content/uploads/2015/12/2013_Peters-Davidson-and-Santiago_Economic-Impact-of-Transferring-Curba-Space-form-Car-
Parking-to-Bike-Share-Docks.pdf
4 Peters, Jonathan & Adam Davidson, Nora Santiago, “Don’t Curb Your Enthusiasm: The Economic Impacts of Transferring Curb Space
from Car Parking to Bike Share Docks,” CUNY/Transportation Alternatives, November 2013. Accessed via: http://nacto.org/wp-content/
uploads/2015/12/2013_Peters-Davidson-and-Santiago_Economic-Impact-of-Transferring-Curba-Space-form-Car-Parking-to-Bike-Share-
Docks.pdf & Clifton, Kelly & Sara Morrisey, Chloe Ritter, “Business Cycles: Catering to the Bicycling Market,” TR News 280, May-June 2012, pp.
26-32. Accessed via: http://kellyjclifton.com/Research/EconImpactsofBicycling/TRN_280_CliftonMorrissey&Ritter_pp26-32.pdf
5 Approximate measurements for systems using B-Cycle, BIXI & 8D/Motivate equipment.
6 Adrian Lipscombe, former Bicycle Coordinator, City of Austin, TX
7 Paul DeMaio, MetroBike, 10/12/15
8 Data provided by Divvy
9 Capital Bikeshare Annual Member Survey, 2014
10 Peters, Jonathan & Adam Davidson, Nora Santiago, “Don’t Curb Your Enthusiasm: The Economic Impacts of Transferring Curb Space
from Car Parking to Bike Share Docks,” CUNY/Transportation Alternatives, November 2013. Accessed via: http://nacto.org/wp-content/
uploads/2015/12/2013_Peters-Davidson-and-Santiago_Economic-Impact-of-Transferring-Curba-Space-form-Car-Parking-to-Bike-Share-
Docks.pdf
11 NYC DOT, “Sustainable Streets: 2013 and Beyond.” p. 101. Accessed via: http://www.nyc.gov/html/dot/downloads/pdf/2013-dot-sustainable-
streets-lowres.pdf.
Photos
Cover: Darren Burton
Page 38: Kate Fillin-Yeh/NACTO
Page 56: David Weinzimmer
Page 58:Kate Fillin-Yeh/NACTO
Page 63: Kate Fillin-Yeh/NACTO
Page 68: Kate Fillin-Yeh/NACTO
B I K E S H A R E S TAT I O N S I T I N G 7 3
CHAPTER
74 B I K E S H A R E S TAT I O N S I T I N G