Terminology

• Ordinary cycle stands/racks alongside houses or roads. Cycles can be stored horizontally or vertically, the first being the most common.
  
• Cycle lockers are more elaborate cycle stands/racks with different kind of locks at hand on the rack
  
• Covered cycle stands/racks which give wind or weather shelter, i.e. with roofs over the cycles parked
  
• Underground cycle stands/racks, inside houses.
  
• Guarded cycle racks. These are fenced areas where guards are paid off to look after bicycles, and sometimes also to repair cycles etc. This service can also include rental facilities.
  
• Possibilities to bring cycles on train, trams and busses (temporary parking)
  
  

Cycle parking facilities must be located close to the entrance of the actual destination. If located further away, cycles will be parked elsewhere and maybe at places where one does not want cyclists to park. Priority should be given to destinations known to have many bikers, like work places, shopping and leisure facilities (Solheim 1997), cf. Cycle routes, where figures on different types of cyclists and destinations are given.

The Dutch Ministry of Transport recommends the following numbers of bicycle parking places on different locations (CROW 1997):

• 4 - 6 per gfs (gross floor space) for main shopping centres
  
• 6 - 8 per gfs (gross floor space) neighbourhood shopping centres
  
• 1 - 4 per gfs (gross floor space) for offices
  
• 30 - 40 per 100 students at primary schools
  
• 60 - 80 per 100 students at secondary and higher education
  
• 20 - 45 per 100 visitors capacity at sport centres/fields
  
• 20 - 35 per 100 visitors capacity at entertainment sites
  
• 20 – 50 pr 100 bed at hospitals
  
• 20 – 35 per 100 visitors at recreational destinations

Cycle parking facilities can be achieved by reallocating outside or inside space originally used for other objectives, e.g. car parking, pavements etc. Providing cycle parking space can also be an infrastructure measure, and it is recommended that such facilities get integrated in infrastructure planning; e.g. as a part of cycle networks, cf. Cycle routes (link). Separate cycle parking areas can be planned at public transport stations or terminals, cf Park and ride (link) or close to other important urban activities, and can be of different size and quality. Infrastructure measures are not dealt with in this section.

Cycle parking facilities could favourably be combined with informative measures like maps showing where such parking is provided.

Furthermore it is utmost important to develop a cycle parking policy integrated in a cycling policy and again integrated in the urban transport policy, cf. Case 1.

Technology
Parking provision does not involve complicated technology. Racks of some kind are necessary. For the users it is important that the technology;

• is easy to use for the cyclists
  
• makes it difficult for burglars to unlock and steel the bikes
  
• does not damage clothes when placing and removing the bikes
  
• can store special kinds of bikes.

Lockers can be brought by the cyclist (chain, cable or brace-lock) or be a part of the cycle rack. Guarded cycle parking need a system for numbering the cycles stored and for payment, cf. case 2. An access card system will be required at indoor work place parking, cf. case4.

The Dutch Ministry of Transport has published a guideline for cycling parking (CROW 1996), where practical solutions are described. Many of these are also included in the CD ROM catalogue from the EU project ADONIS which contains 60 measures to promote cycling (EU & Road Directory 1998). These references gives examples of good practice with photos and diagrams as well as detailed information on layout design, dimensions and cost estimates.