Cycling Commuting and Convenience

I just entered a design competition that's right up my alley. The Line of Site: City Transportation Interchange competition www.lineofsite.info . The goal is to design transportation nodes for cyclists. As a cyclist, a public transit rider, and an aspiring Architect, this competition is at the nexus of many of my passions. I was finally able to put down some of my ideas. I had to greatly reduce what I wanted to submit because of the limits on the available space. Here is the description in long form:

The benefits of cycling can't be contested. It is the most healthy, green, and efficient form of transportation. Why then, are cyclists such a small minority of the trips being made? There are many hoops that a cyclist must pass through to get from an initial point to a final destination, and this is further complicated when public transit is included in the trip.

The choice of transportation generally falls to a choice of convenience. The car has been a simple choice because the entire transit system has been biased toward making it easy to go from nearly any starting point to any destination as directly as possible to the exclusion of other modes of transport. As a reaction to the exclusivity of automotive transportation, communities are being marketed as "walkable." Although this is a tremendous improvement, it continues to relegate cycling to an afterthought. Cyclists don't mesh perfectly with either the automobiles or the pedestrians and this creates problems of safety for all involved. These issues coupled with a variety of preconceived notions about who can and should bike makes for large hurdles to overcome before cycling is a generally accepted means of transportation.

In order to become a truly viable alternative, cycling must receive special consideration. Communities should be designed with the concept of being truly "bike-able" at all levels. The entire transit system should be reconsidered with cyclists as a significant users.

What does this mean precisely? It means reviewing all aspects of a commute from a cyclist's perspective.

Even the definition of a "cyclist" bears closer examination. A journey involving transit will involve multiple mode changes. A person may drive to a transit station take a train then switch to a bike for the final segment of the trip. Or the trip may begin by bike, but the cyclist may leave the bike at a bike stand or in a locker to minimize the hassle of finding a safe location at the final destination. From the moment that the bicycle becomes a concern to the time that it is no longer an issue, each of these people are just as much cyclists as the one who always has the bike with him or her. Each point of transition should be carefully reviewed.

A trip by bike is influenced by many factors including the weather, the time of year, and the convenience of accessing the bike itself. For the most part, these are outside the scope of this design competition. Perhaps they'll be addressed in another scenario. Needless to say, a cyclist leaves his or her residence with the necessary equipment; a bicycle, proper clothing, tools, a bag or backpack and so forth.

Outside the home the first thing a cyclist needs is a safe route to a transit stop. The home must be within 15 minutes of a minor transit station. At 12 miles per hour, this would be about 3 miles maximum and 2 would be more reasonable. This is a significantly larger radius than that required (.25 to .75 miles) for pedestrians. In fact, a bus service that focuses primarily on pedestrians doesn't serve cyclists well. A bus that makes frequent stops can be outpaced by a cyclist. Using larger distance between stops could make it possible for a public transit system to function at lower densities than currently required. Cyclists prefer an express bus or Bus Rapid Transit system.

This is a good place to consider the interaction between cyclists, pedestrians and automobiles. Few conflicts occur with pedestrians when a cyclist is dismounted. But then the bicycle itself becomes a burden. It is in the cyclist's best interest to stay in the saddle as much as possible, only to join pedestrians at the last moment. Cyclist and pedestrian paths work well for cyclists moving at moderate speeds and if the paths are wide enough (between 8 and 12 feet). Providing specific direction for both cyclists and pedestrians may also help reduce conflicts.

Cyclists and vehicular traffic conflict more often, with more dangerous consequences. Cyclists should be kept separate from vehicles when possible. When separation is not possible, the roles of both should be clearly indicated and understood. Lighted crossing and significant bike lanes may be used to great effect.

The means to get on the bus must be as efficient as possible. The Sportworks bike racks are a good example of quick and efficient transfer for the bicycle. Cyclists carry other equipment that must be readjusted at a mode change. Panniers must be removed and carried. Cycling gloves, a helmet, sweaters and jackets required for cooler weather are often encumbrances when riding on transit and are often packed away. An area on or off the bus with a fold away table and/or rack would be useful to the cyclist making these transitions easy.

Standard means of improving efficiency for the transit system should also apply: a single card for all transit services, fast pass through at turnstiles and entry points, and good way-finding design are all important elements to be considered.

Moving up the scale to more prominent bus stops and minor transit interchanges, more amenities become important: a shelter from the elements, bike stands, and even bike lockers for the cyclists who will complete the balance of the journey by other means. Additionally, these transit centers would be excellent places to start public bicycle rental programs such as the Vélib' in Paris, catering to those who would rather conclude their journeys by bike.

As these transit centers used more regularly and frequently, they can encourage commercial and retail interests. Coffee shops, bicycle repair shacks, and local markets should be planned and integrated to fill the needs of cyclists.

At the level of Major Transit Interchanges, the coordination of trains, buses, cars, bikes, and pedestrians becomes more important. Cyclists should have a dedicated route to the Interchange that allows them a convenient approach to the station. All the same parking facilities should be available here that are available at the minor interchange.

For those who like to keep the bicycle with them, entering through a turnstile is cumbersome. Fumbling for tickets while holding a bike is particularly difficult. An RFID pass attached to cyclist or rider would allow quick entry through properly designed turnstiles without forcing the cyclist to perform a balancing act.

Traveling between floors is another difficulty for cyclists. In most situations this currently requires that the cyclist carry the bike up the stairs or wait for an elevator that is usually either slow or otherwise occupied. A bicycle friendly escalator, perhaps similar to shopping cart escalators, would make it much more convenient and allow a greater number of cyclists to use the station regularly.

Waiting for the train on the concourse, the cyclist has limited options for what to do with the bike. Here a stand for the bike and a place for managing equipment would be appreciated.

A crowded train exacerbates some difficulties between cyclists and other riders. Cyclists take up the space of at least two people. The bike is often difficult to manage as the train starts and stops. To make matters worse, the cyclist after riding any distance, is likely to be hot, and possibly sweaty. This further inhibits the comfort of all involved.

A better situation is well within reach. A special car for bikes would be helpful for both cyclists and other transit riders. This car would have special racks for the bikes. Perhaps more doors for entry and disembarkation. The environmental controls could be dialed down a bit for the cyclists' comfort as well. A cooler car with lots of air circulation would be appropriate for riders who had expended energy are trying to keep from overheating.

Cycling and public transit are inherently green alternatives. To further enhance their environmental efficiency, solar and wind power options can be considered. Solar panels directed toward the sun can be placed on roof structures at stations. Buses and Trains can also have solar panels on their roofs. Solar or wind collection can be done all along tracks exposed to daylight. The connected nature of transit could be used to collect and distribute power as well as people.

Cycling is fun. Almost everybody has fond memories of bike riding as a child. People would love to ride more, if they could. Encouraging them to do so is simply a matter of finding the succession of small difficulties and inconveniences that take the fun out of riding, then removing them, one by one. The path to a bike friendly future is a series of small incremental improvements. As cyclists are encouraged to use transit, more transit riders will turn to cycling.

The lunatic rants of a insomniac cyclist CAD manager

I've had this blog for nearly a week now. I've been hesitant to start a blog, and even now I'm off to a slow start. I've been unimpressed with most of the blogs I've seen. Most are pretty awful.

The best ones tend to focus on just a a few topics, they are well written and they relate to a certain audience. I can't make any promises in regards to either of the first two, but I will attempt to make my comments respond to the interests of cycling insomniac architectural CAD Managers who are parents of special needs children.

Initial Post

This is my first post. I'm just testing the waters at this point.