% This file is part of the
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\chapter{31}{Bicycle and Predicab Integration}
\label{volume:integration:chapter:bicycle-and-predicab-integration}
% @ guide/31-bicycle_predicab_integration/bicycle-and-predicab-integration.src: lines 1-8: code points 1-31

\quotation{When man invented the bicycle, he reached the peak of his attainments. Here was a machine of precision and balance for the convenience of man. And (unlike subsequent inventions for man’s convenience) the more he used it, the fitter his body became. Here, for once, was a product of man’s brain that was entirely beneficial to those who used it, and of no harm or irritation to others. Progress should have stopped when man invented the bicycle.}{Elizabeth West, author, 1969–}
% @ guide/31-bicycle_predicab_integration/bicycle-and-predicab-integration.src: lines 3-8: code points 1-31

This chapter covers the integration of bicycles and pedicabs into a BRT system. Bicycles and pedicabs are useful vehicles for expanding the reach of BRT. Whether privately or publicly owned, they serve an important link in the trip chain. Every traveller makes a series of mental calculations based on time, available modes, costs, and familiarity with different modes. There are certain distances where it is more time- and cost-effective for cyclists to continue to their destinations without using public transport. A complete system of bicycle infrastructure and parking allows for the individual to make the best decision.\par
% @ guide/31-bicycle_predicab_integration/bicycle-and-predicab-integration.src: lines 10-15: code points 1-108

\section{1}{Bicycle Network}
\label{volume:integration:chapter:bicycle-and-predicab-integration:section:bicycle-network}
% @ guide/31-bicycle_predicab_integration/311-bicycle-network.src: lines 3-238: code points 1-111

\quotation{Every time I see an adult on a bicycle, I no longer despair for the future of the human race.}{H. G. Wells, novelist, 1866–1946}
% @ guide/31-bicycle_predicab_integration/311-bicycle-network.src: lines 5-6: code points 1-34

This section discusses the general planning elements for a bicycle network, and how it fits within the overall public transport network.\par
% @ guide/31-bicycle_predicab_integration/311-bicycle-network.src: lines 8-9: code points 1-37

\subsection{1}{Trip Chains}
\label{volume:integration:chapter:bicycle-and-predicab-integration:section:bicycle-network:subSection:trip-chains}
% @ guide/31-bicycle_predicab_integration/311-bicycle-network.src: lines 11-133: code points 1-49

Virtually all trips can be analyzed as a “chain of trips.” The simplest chain has three links: a walking trip to a vehicle, a vehicle ride, and a walking trip to one’s final destination. For those lucky enough to be able to store their bikes in their homes and offices, the journey may consist entirely of one mode: the bike.\par
% @ guide/31-bicycle_predicab_integration/311-bicycle-network.src: lines 13-16: code points 1-9

The trip-chain concept is of utmost importance when thinking about public transport. All public transport users have to travel from their origin to the public transport stop, and at the end of the trip from the public transport stop to their destination. This means that “access” and “egress” trips are an integral part of public transport travel. These “feed” the transport system, and are referred to as feeder trips. Given its complementary characteristics, cycling is an excellent feeder mode.\par
% @ guide/31-bicycle_predicab_integration/311-bicycle-network.src: lines 18-22: code points 1-77

An integrated public transport system allows users to ride their bicycles from their home to the nearest public transport station, and then take public transport to their final destination (by leaving their bicycle at the station or taking it with them on the public transport vehicle). When multi-modal connections are well implemented, travel times become similar to or better than those of a private car, especially in big cities with congestion and less provision for parked cars. Above all, travel times improve when public transport enjoys segregated express routes (e.g., in BRT or rail systems), and can travel congestion free. A transport policy that includes as wide a range of multimodal (or intermodal) trip opportunities as possible can increase public transport ridership, while increasing access for all transport users.\par
% @ guide/31-bicycle_predicab_integration/311-bicycle-network.src: lines 24-31: code points 1-101

\tabletitle{1}{Possible Trip-Chain Combinations}
\label{chapter:bicycle-and-predicab-integration:table:possible-trip-chain-combinations}
\halign to 30\tablemodule{%
	\vtop{\sffamily\footnotesize\noindent\hsize=14\tablemodule#}\hbox to 0.5\tablemodule{}&
	\hbox to 0.5\tablemodule{}\vtop{\sffamily\footnotesize\noindent\hsize=5\tablemodule#}\hbox to 0.5\tablemodule{}&
	\hbox to 0.5\tablemodule{}\vtop{\sffamily\footnotesize\noindent\hsize=5\tablemodule#}\hbox to 0.5\tablemodule{}&
	\hbox to 0.5\tablemodule{}\vtop{\sffamily\footnotesize\noindent\hsize=5\tablemodule#}\hbox to 0.5\tablemodule{}&
	\hbox to 0.5\tablemodule{}\vtop{\sffamily\footnotesize\noindent\hsize=5\tablemodule#}\hbox to 0.5\tablemodule{}&
	\hbox to 0.5\tablemodule{}\vtop{\sffamily\footnotesize\noindent\hsize=5\tablemodule#}\cr
	\color{gray75}\bfseries & \color{gray75}\bfseries Walk& \color{gray75}\bfseries Bike& \color{gray75}\bfseries Public transport& \color{gray75}\bfseries Drive& \color{gray75}\bfseries Transfer \cr
	\noalign{\vskip 1mm} \hline \noalign{\vskip 2mm} 
	\color{gray50}Entire distance&
	\color{gray50}X&
	\color{gray50}X&
	\color{gray50}&
	\color{gray50}X&
	\color{gray50}\cr
	\noalign{\vskip 2mm 
}	\color{gray50}Partial distance&
	\color{gray50}X&
	\color{gray50}&
	\color{gray50}X&
	\color{gray50}X&
	\color{gray50}\cr
	\noalign{\vskip 2mm 
}	\color{gray50}To the stop\slash{}station\slash{}parking&
	\color{gray50}X&
	\color{gray50}X&
	\color{gray50}X&
	\color{gray50}X&
	\color{gray50}\cr
	\noalign{\vskip 2mm 
}	\color{gray50}At the stop\slash{}station\slash{}parking&
	\color{gray50}X&
	\color{gray50}&
	\color{gray50}&
	\color{gray50}&
	\color{gray50}X\cr
	\noalign{\vskip 2mm 
}	\color{gray50}From the stop\slash{}station\slash{}parking&
	\color{gray50}X&
	\color{gray50}X&
	\color{gray50}X&
	\color{gray50}X&
	\color{gray50}\cr
	\noalign{\vskip 2mm 
}	\color{gray50}Finding parking&
	\color{gray50}&
	\color{gray50}X&
	\color{gray50}&
	\color{gray50}X&
	\color{gray50}\cr
	\noalign{\vskip 2mm 
}}
% @ guide/31-bicycle_predicab_integration/311-bicycle-network.src: lines 33-83: code points 1-9

\subsubsection{1}{Integrating Bicycles into the Trip Chain}
\label{volume:integration:chapter:bicycle-and-predicab-integration:section:bicycle-network:subSection:trip-chains:subSubSection:integrating-bicycles-into-the-trip-chain}
% @ guide/31-bicycle_predicab_integration/311-bicycle-network.src: lines 85-111: code points 1-56

The following lists precise points in the trip chain that benefit most from bicycle integration:\par
% @ guide/31-bicycle_predicab_integration/311-bicycle-network.src: lines 87-88: code points 1-0

\begin{itemize}
\item To\slash{}from the public transport station: Bicycles should be available to serve people whose point of origin or final destination is too far from the public transport station for them to complete their trip on foot. In some cities, users keep a second bicycle parked at the egress station, but this is not normally the case, particularly in developing cities. Three services to meet this need include:% @ guide/31-bicycle_predicab_integration/311-bicycle-network.src: lines 88-92: code points 1-0
\item Rental bicycles: Bicycles that are managed by a specific company and are rented and returned to the same location, mostly for tourist purposes;% @ guide/31-bicycle_predicab_integration/311-bicycle-network.src: lines 92-94: code points 1-0
\item Shared bicycles: An important form of public transport, shared bicycles allow for trips linked to public transport and increased public transport range and are similar to rental bicycles, but organized on a larger scale. Kiosks or stations are located throughout the city to allow users to circulate shared bicycles. Often rented for short periods of time through a membership system, bike-share serves both tourists and commuters;% @ guide/31-bicycle_predicab_integration/311-bicycle-network.src: lines 94-99: code points 1-0
\item Bicycle taxis (pedicabs): Three-wheeled human-powered vehicles that operate as feeders to public transport;% @ guide/31-bicycle_predicab_integration/311-bicycle-network.src: lines 99-101: code points 1-0
\item At the public transport station:% @ guide/31-bicycle_predicab_integration/311-bicycle-network.src: lines 101-102: code points 1-0
\item Bike parking: The provision of ample, secure bicycle parking facilities near or in public transport stations;% @ guide/31-bicycle_predicab_integration/311-bicycle-network.src: lines 102-104: code points 1-0
\item Bike stations: Enhanced bicycle facilities in key locations with various services, used as a multimodal transfer station. Services may include key card access bike parking, locker rooms, showers, rental, and retail facilities;% @ guide/31-bicycle_predicab_integration/311-bicycle-network.src: lines 104-107: code points 1-0
\item During the public transport ride:% @ guide/31-bicycle_predicab_integration/311-bicycle-network.src: lines 107-108: code points 1-0
\item Bikes on buses: Provision of bicycle racks on the front of or within buses, where public transport relies mostly on bus-based systems;% @ guide/31-bicycle_predicab_integration/311-bicycle-network.src: lines 108-110: code points 1-0
\item Bikes on rail systems: Provision of space and permission to enter rail vehicles in specific times and locations, for large cities with rail-based systems.% @ guide/31-bicycle_predicab_integration/311-bicycle-network.src: lines 110-111: code points 1-56
\end{itemize}
% @ guide/31-bicycle_predicab_integration/311-bicycle-network.src: lines 88-111: code points 1-56

\subsubsection{2}{Minimizing Delay and Transfers}
\label{volume:integration:chapter:bicycle-and-predicab-integration:section:bicycle-network:subSection:trip-chains:subSubSection:minimizing-delay-and-transfers}
% @ guide/31-bicycle_predicab_integration/311-bicycle-network.src: lines 113-124: code points 1-24

When deciding whether and how to make a trip, people make a number of calculations based on time, ease, price, and familiarity. Delays and transfers increase trip time. Predicting and calculating these points of delay is an important part of structuring an overall journey, whether by the consumer or public transport operator. The critical element usually is the amount of delay at each transfer. If the public transport service is very frequent, wait time will be minimized. If finding bike parking is time-consuming, then the transfer can be longer. As shown in the graphic below, the time to ride a bike from origin to destination might be equal to the same journey involving transfers, especially for short trips.\par
% @ guide/31-bicycle_predicab_integration/311-bicycle-network.src: lines 115-121: code points 1-83

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		\img{\hsize}{integration/assets/ef461b776440fce2587429d037629c3d3c9f4e5b.jpeg}
		\fignote{1}{Comparison of various trip chains involving the bicycle, public transport, and walking.\label{chapter:bicycle-and-predicab-integration:figure:comparison-of-various-trip-chains-involving-the-bicycle-public-transport-and-walking}}{TransLink}
	}
\fi

\subsubsection{3}{The Bicycle’s Part in Modal Integration}
\label{volume:integration:chapter:bicycle-and-predicab-integration:section:bicycle-network:subSection:trip-chains:subSubSection:the-bicycles-part-in-modal-integration}
% @ guide/31-bicycle_predicab_integration/311-bicycle-network.src: lines 126-133: code points 1-49

The success of any public transport system depends on modal integration. A driving network extends from one’s origin (garage) to one’s destination (parking) with an entire complement of integrated roadways: driveways, access lanes, highways, and so on. Likewise, a public transport network should extend from origin to destination. The bicycle can be an integral part in this network as it extends and augments the public transport network; the ability to use a bicycle can be the deciding factor in whether one takes public transport or chooses to drive alone.\par
% @ guide/31-bicycle_predicab_integration/311-bicycle-network.src: lines 128-133: code points 1-49

\subsection{2}{Catchment Area}
\label{volume:integration:chapter:bicycle-and-predicab-integration:section:bicycle-network:subSection:catchment-area}
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		\img{\hsize}{integration/assets/e01edc18cb44b76c66eed0612495143fdb2569d6.jpeg}
		\fignote{2}{Cycling catchment area compared to walking catchment area.\label{chapter:bicycle-and-predicab-integration:figure:cycling-catchment-area-compared-to-walking-catchment-area}}{TransLink}
	}
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		\fignote{3}{Bicycle (larger circle) and pedestrian (smaller circle) catchment areas overlaid on stations along the Insurgentes BRT line in Mexico City.\label{chapter:bicycle-and-predicab-integration:figure:bicycle-larger-circle-and-pedestrian-smaller-circle-catchment-areas-overlaid-on-stations-along-the-insurgentes-brt-line-in-mexico-city}}{Google Earth.}
	}
\fi

Cycling exponentially increases the catchment area of a BRT station. As shown in Figure 31.4, one can walk about 800 meters in 10 minutes, assuming a 4.8-kph pace. Ten minutes is generally used as the amount of time that one will travel to access high-quality public transport (BRT, metro, ferry). Cycling at 15 kilometers per hour (kph) yields a range of 2.5 kilometers in the same amount of time. Fifteen kph is known as a “no sweat” pace—a speed that will allow you to arrive dry. While the cycling distance is just over three times that of walking, the catchment area is twenty-five times greater. Figure 31.2 applies these catchment areas to the Insurgentes BRT line in Mexico City.\par
% @ guide/31-bicycle_predicab_integration/311-bicycle-network.src: lines 142-148: code points 1-65

The bicycle-catchment area expands the longer patrons are willing to ride to the BRT station. This is important in lower-density areas, or in areas constrained by geography. A catchment area based on a 60-minute ride is 15 kilometers in radius. This could cover a large part of an urban area. Thirty minutes (7.5-kilometer radius) is the general limit for a normal catchment area.\par
% @ guide/31-bicycle_predicab_integration/311-bicycle-network.src: lines 150-153: code points 1-72

\subsubsection{1}{Integrating Bicycles with BRT}
\label{volume:integration:chapter:bicycle-and-predicab-integration:section:bicycle-network:subSection:catchment-area:subSubSection:integrating-bicycles-with-brt}
% @ guide/31-bicycle_predicab_integration/311-bicycle-network.src: lines 155-169: code points 1-31

The benefits of integrating bicycles into the BRT system include:\par
% @ guide/31-bicycle_predicab_integration/311-bicycle-network.src: lines 157-158: code points 1-0

\begin{itemize}
\item Door-to-door service, competitive with private vehicles;% @ guide/31-bicycle_predicab_integration/311-bicycle-network.src: lines 158-159: code points 1-0
\item Larger station-catchment areas (see Section 31.1.2), which increase ridership potential;% @ guide/31-bicycle_predicab_integration/311-bicycle-network.src: lines 159-160: code points 1-0
\item Low-cost system expansion (bicycles used instead of feeder buses);% @ guide/31-bicycle_predicab_integration/311-bicycle-network.src: lines 160-161: code points 1-0
\item Reduced pressure on congested roads and auto parking (trips shift to bicycle);% @ guide/31-bicycle_predicab_integration/311-bicycle-network.src: lines 161-162: code points 1-0
\item Less delay, because patrons do not need to wait for feeder buses.% @ guide/31-bicycle_predicab_integration/311-bicycle-network.src: lines 162-162: code points 1-71
\end{itemize}
% @ guide/31-bicycle_predicab_integration/311-bicycle-network.src: lines 158-162: code points 1-71

Key initiatives to improve cycling-BRT integration include:\par
% @ guide/31-bicycle_predicab_integration/311-bicycle-network.src: lines 164-165: code points 1-0

\begin{itemize}
\item Seamless bicycle-route connections to BRT stations;% @ guide/31-bicycle_predicab_integration/311-bicycle-network.src: lines 165-166: code points 1-0
\item Smooth transfers between bicycles and the BRT system;% @ guide/31-bicycle_predicab_integration/311-bicycle-network.src: lines 166-167: code points 1-0
\item Secure parking facilities for bicycles at BRT stations;% @ guide/31-bicycle_predicab_integration/311-bicycle-network.src: lines 167-168: code points 1-0
\item Bike rentals or public bicycle services;% @ guide/31-bicycle_predicab_integration/311-bicycle-network.src: lines 168-169: code points 1-0
\item Pedicabs (bicycle taxis).% @ guide/31-bicycle_predicab_integration/311-bicycle-network.src: lines 169-169: code points 1-31
\end{itemize}
% @ guide/31-bicycle_predicab_integration/311-bicycle-network.src: lines 165-169: code points 1-31

\subsection{3}{Using Bikes to Augment BRT}
\label{volume:integration:chapter:bicycle-and-predicab-integration:section:bicycle-network:subSection:using-bikes-to-augment-brt}
% @ guide/31-bicycle_predicab_integration/311-bicycle-network.src: lines 171-188: code points 1-73

Typically, bicycles have been used to expand the reach of BRT; however, bicycles can also be used to augment service. For example, if BRT station spacing is based on a cycling catchment area (2.5 kilometers) instead of a walking catchment area (800 meters), fewer stations or skip-stop service are required. With fewer stops, travel time on the vehicle is reduced. Those fewer stations can be more highly developed, with bike parking and so forth. This scenario has been proposed in the Netherlands, where the highly developed bicycle infrastructure makes it feasible.\par
% @ guide/31-bicycle_predicab_integration/311-bicycle-network.src: lines 173-178: code points 1-51

Bicycles can augment BRT via recreational trips on the weekends and during off-peak hours. Often the system will have excess capacity during these times, which can be used to travel to the outskirts of the city and ride a bike in the country, for example.\par
% @ guide/31-bicycle_predicab_integration/311-bicycle-network.src: lines 180-182: code points 1-53

Bicycles can help distribute journeys more evenly throughout the system. For instance, patrons arriving by foot typically walk to the nearest station, even though it may be small, crowded, or not an express stop. By bike, one has a greater choice of stations. Thus, one can choose an express stop, a station on a different line (thereby avoiding a transfer), or a station that is less crowded. This may relieve pressure on overloaded segments and add customers on underused stretches.\par
% @ guide/31-bicycle_predicab_integration/311-bicycle-network.src: lines 184-188: code points 1-73

\subsection{4}{Complementary BRT and Bicycle Networks}
\label{volume:integration:chapter:bicycle-and-predicab-integration:section:bicycle-network:subSection:complementary-brt-and-bicycle-networks}
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		\fignote{4}{A protected bike lane—which provides physical separation from the roadway—along the BRT in Delhi, India, located between the roadway and trees.\label{chapter:bicycle-and-predicab-integration:figure:a-protected-bike-lanewhich-provides-physical-separation-from-the-roadwayalong-the-brt-in-delhi-india-located-between-the-roadway-and-trees}}{Michael King.}
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		\fignote{5}{A bike lane along the BRT in Guangzhou, China, located between the roadway and trees.\label{chapter:bicycle-and-predicab-integration:figure:a-bike-lane-along-the-brt-in-guangzhou-china-located-between-the-roadway-and-trees}}{Michael King.}
	}
\fi

Traditionally, public transport and bicycle networks have been developed and operated separately. In many cases, they were seen as competitors; public transport operators feared that cycling would steal patrons, and vice versa. This is parallel to the animosity between public transport and driving systems.\par
% @ guide/31-bicycle_predicab_integration/311-bicycle-network.src: lines 198-200: code points 1-104

Some of the more recently successful BRT systems have taken a different approach. They see cycling as complementary and have sought to develop complementary systems. The basic idea is: It is not possible to provide high-quality public transport service to every part of the city, so bicycles fill in the gaps. Thus, the combination of a BRT system with a bike-lane network can do much to provide citywide mobility and improved access for users. For example, Bogotá is home to Latin America’s largest bicycle network with some 320 kilometers of dedicated bike lanes. Ultimately, if one can move throughout a city without a car, then one will not need a car.\par
% @ guide/31-bicycle_predicab_integration/311-bicycle-network.src: lines 202-208: code points 1-36

Techniques to merge BRT and bicycle systems include:\par
% @ guide/31-bicycle_predicab_integration/311-bicycle-network.src: lines 210-211: code points 1-0

\begin{itemize}
\item Place bicycle facilities on higher-volume, higher-speed roads that lead to the BRT corridor. This will “collect” cyclists and deposit them at the BRT stations;% @ guide/31-bicycle_predicab_integration/311-bicycle-network.src: lines 211-213: code points 1-0
\item Locate BRT stations along existing high-usage bicycle routes, such as greenways. This will allow cyclists to ride to the stations, or ride to a different BRT line;% @ guide/31-bicycle_predicab_integration/311-bicycle-network.src: lines 213-215: code points 1-0
\item Upgrade the cycling infrastructure within 2.5 kilometers of BRT stations (discussed in Section 31.3.1 of this chapter).% @ guide/31-bicycle_predicab_integration/311-bicycle-network.src: lines 215-216: code points 1-24
\end{itemize}
% @ guide/31-bicycle_predicab_integration/311-bicycle-network.src: lines 211-216: code points 1-24

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		\fignote{6}{A design for a bicycle network in tandem with a BRT network in Harbin, China. Bicycle routes are denoted by dotted blue lines.\label{chapter:bicycle-and-predicab-integration:figure:a-design-for-a-bicycle-network-in-tandem-with-a-brt-network-in-harbin-china-bicycle-routes-are-denoted-by-dotted-blue-lines}}{Nelson\textbackslash{}Nygaard.}
	}
\fi

\subsection{5}{Bicycles Onboard BRT}
\label{volume:integration:chapter:bicycle-and-predicab-integration:section:bicycle-network:subSection:bicycles-onboard-brt}
% @ guide/31-bicycle_predicab_integration/311-bicycle-network.src: lines 221-238: code points 1-111

The viability of permitting bicycles to be brought on board the BRT vehicle depends on the level of crowding in the system, which is discussed in more detail in Chapter 7: Capacity and Speed. In general, folding bikes should be allowed on board at all times, in much the same way that luggage is. It may be prudent to require a bag, or that the bike be placed in a luggage hold. Some BRT systems, such as AC Transit serving the East Bay of California, USA, and C-TRAN in Vancouver, Canada, permit bicycles to be brought on board during nonpeak hours. There might be a requirement to board only certain cars (the first or last) or through certain doors. Some systems require a permit or extra fee; however, if the intention is to encourage cycling this might be counter-productive. Most important, the requirements for bikes on board need to be clear and consistent. For example, if the number of bikes on each vehicle is limited, a cyclist runs the risk of being denied entry, which leads to travel delays. Uncertainty tempers use.\par
% @ guide/31-bicycle_predicab_integration/311-bicycle-network.src: lines 223-233: code points 1-12

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		\fignote{7}{The Las Vegas, Nevada, USA, MAX BRT system offers special entry points for customers with bicycles.\label{chapter:bicycle-and-predicab-integration:figure:the-las-vegas-nevada-usa-max-brt-system-offers-special-entry-points-for-customers-with-bicycles}}{NBRTI.}
	}
\fi

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		\fignote{8}{Bikes on Swift BRT vehicle in Seattle, Washington, USA.\label{chapter:bicycle-and-predicab-integration:figure:bikes-on-swift-brt-vehicle-in-seattle-washington-usa}}{Nelson\textbackslash{}Nygaard.}
	}
\fi

\section{2}{Bicycle Infrastructure}
\label{volume:integration:chapter:bicycle-and-predicab-integration:section:bicycle-infrastructure}
% @ guide/31-bicycle_predicab_integration/312-bicycle-infrastructure.src: lines 1-359: code points 1-80

\quotation{The bicycle is the most civilized conveyance known to man. Other forms of transport grow daily more nightmarish. Only the bicycle remains pure in heart.}{Iris Murdoch, author and philosopher, 1919–1999}
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		\img{\hsize}{integration/assets/cdae1378db41d9edd24ece746efe704e38fc503a.jpeg}
		\fignote{9}{A bike lane integrated with a BRT corridor in Eindhoven helps maximize the mobility options for residents.\label{chapter:bicycle-and-predicab-integration:figure:a-bike-lane-integrated-with-a-brt-corridor-in-eindhoven-helps-maximize-the-mobility-options-for-residents}}{Advanced Public Transport Systems.}
	}
\fi

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		\img{\hsize}{integration/assets/391c1bbd33c1230f6f24cdc238ba0c127e5e6313.jpeg}
		\fignote{10}{Parallel bicycle path along the Orange Line BRT (Los Angeles).\label{chapter:bicycle-and-predicab-integration:figure:parallel-bicycle-path-along-the-orange-line-brt-los-angeles}}{Xiaomei Duan, Far East BRT.}
	}
\fi

This section focuses on the design and operation of bicycle facilities—bike lanes, greenways, or low-speed streets—along BRT corridors and the infrastructure required for a successful bicycle network, namely parking and riding facilities. A BRT corridor is an ideal place to construct a bike lane. The primary reason is that the corridor is typically designed to facilitate through traffic; turns are banned, signals are timed to give priority to the BRT vehicles, and so on. Cyclists can benefit greatly from this. A second reason is that the BRT corridor can double as a spine of the bicycle network, especially if none exists. Lastly, co-joining the bike and BRT routes helps to integrate service. A cyclist riding to the BRT station may enter the corridor at a number of points, then ride along the corridor to the station. He or she might choose to bypass a local or crowded station in favor of an express station. BRT lines in Los Angeles; Eindhoven, Netherlands; Cape Town, South Africa; Delhi, India; and Guangzhou, China, all have parallel bicycle facilities.\par
% @ guide/31-bicycle_predicab_integration/312-bicycle-infrastructure.src: lines 12-22: code points 1-37

\subsection{1}{Bicycle Infrastructure Planning}
\label{volume:integration:chapter:bicycle-and-predicab-integration:section:bicycle-infrastructure:subSection:bicycle-infrastructure-planning}
% @ guide/31-bicycle_predicab_integration/312-bicycle-infrastructure.src: lines 24-47: code points 1-98

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		\img{\hsize}{integration/assets/a7813f38ecc856c183449296bc8520db98e76b80.jpeg}
		\fignote{11}{Cyclists are often quite exposed to delays, safety risks, and high levels of contamination when confined to using the curb lane.\label{chapter:bicycle-and-predicab-integration:figure:cyclists-are-often-quite-exposed-to-delays-safety-risks-and-high-levels-of-contamination-when-confined-to-using-the-curb-lane}}{Lloyd Wright.}
	}
\fi

Collecting information about existing cycling activity and cyclist behavior is a useful first step before designing cycling facilities. Methodologies for doing this are roughly equivalent to methodologies for designing pedestrian facilities, starting with a review of existing cycling facilities, the identification of locations dangerous or illegal for cyclists to operate, mapping of popular cyclist routes, major origin and destination locations, identifying major severance problems, reviewing data about locations of high levels of cycling crashes, and targeting interventions to these locations. Engaging the public can identify unsafe cycling environments and preferred routes.\par
% @ guide/31-bicycle_predicab_integration/312-bicycle-infrastructure.src: lines 29-35: code points 1-49

A few simple rules should be considered when planning cycling facilities:\par
% @ guide/31-bicycle_predicab_integration/312-bicycle-infrastructure.src: lines 37-38: code points 1-0

\begin{itemize}
\item Cyclists are more sensitive to road surfaces than motorists, and prefer smooth surfaces. Cobblestones and rough brick may be aesthetically pleasing, but such surfaces can discourage cycling;% @ guide/31-bicycle_predicab_integration/312-bicycle-infrastructure.src: lines 38-40: code points 1-0
\item Cyclists want to go straight. Cyclists want to get where they are going as fast as anybody else, and do not want to have to meander around trees and park benches;% @ guide/31-bicycle_predicab_integration/312-bicycle-infrastructure.src: lines 40-42: code points 1-0
\item Cyclists will not use substandard, poorly maintained, obstructed, narrow bike lanes unless they must. Build high-quality bike lanes, greenways, off-street paths, or redesign the road for safe mixed bicycle and motorized vehicle traffic operation;% @ guide/31-bicycle_predicab_integration/312-bicycle-infrastructure.src: lines 42-45: code points 1-0
\item Having a large vehicle bearing down upon a cyclist can be quite stressful. Stress-free cycling facilities encourage higher ridership, especially among women, older adults, families, and youth. Relocating buses into the central median resolves one of the most pressing conflicts faced daily by cyclists.% @ guide/31-bicycle_predicab_integration/312-bicycle-infrastructure.src: lines 45-47: code points 1-98
\end{itemize}
% @ guide/31-bicycle_predicab_integration/312-bicycle-infrastructure.src: lines 38-47: code points 1-98

\subsection{2}{Bicycle Infrastructure Financing}
\label{volume:integration:chapter:bicycle-and-predicab-integration:section:bicycle-infrastructure:subSection:bicycle-infrastructure-financing}
% @ guide/31-bicycle_predicab_integration/312-bicycle-infrastructure.src: lines 49-60: code points 1-102

Ideally, bicycle infrastructure, including parking, is seen as an integral part of an intermodal public transport system. Bicycles can substitute, augment, and expand the public transport network at little or no cost to the public transport agency. Nevertheless, there are a number of opportunities to finance bicycle parking:\par
% @ guide/31-bicycle_predicab_integration/312-bicycle-infrastructure.src: lines 51-55: code points 1-0

\begin{itemize}
\item Advertising;% @ guide/31-bicycle_predicab_integration/312-bicycle-infrastructure.src: lines 55-56: code points 1-0
\item Retail concessions in exchange for providing security, maintenance, and service;% @ guide/31-bicycle_predicab_integration/312-bicycle-infrastructure.src: lines 56-57: code points 1-0
\item Public-private business partnerships;% @ guide/31-bicycle_predicab_integration/312-bicycle-infrastructure.src: lines 57-58: code points 1-0
\item Sponsorship by public-health organization seeking to increase fitness;% @ guide/31-bicycle_predicab_integration/312-bicycle-infrastructure.src: lines 58-59: code points 1-0
\item Cross-subsidies from auto-parking fees, congestion charging, and fuel taxes;% @ guide/31-bicycle_predicab_integration/312-bicycle-infrastructure.src: lines 59-60: code points 1-0
\item Conversion of underutilized auto parking (ten bike parking spaces equal one auto parking space).% @ guide/31-bicycle_predicab_integration/312-bicycle-infrastructure.src: lines 60-60: code points 1-102
\end{itemize}
% @ guide/31-bicycle_predicab_integration/312-bicycle-infrastructure.src: lines 55-60: code points 1-102

\subsection{3}{Design of Bicycle Facilities on BRT Corridors}
\label{volume:integration:chapter:bicycle-and-predicab-integration:section:bicycle-infrastructure:subSection:design-of-bicycle-facilities-on-brt-corridors}
% @ guide/31-bicycle_predicab_integration/312-bicycle-infrastructure.src: lines 62-149: code points 1-14

BRT corridors tend to be located on reasonably wide primary or secondary urban arterials. In developing countries, which frequently lack a strong secondary road network, these arterials often serve a great diversity of trip types and modes, from intercity bus and truck trips, to medium- and long-distance intercity public transport trips, to short-distance cycling and walking trips. This complex multifunctionality of a BRT corridor makes road design reasonably difficult. As the lane widths and the number of lanes increase, vehicle speeds tend to increase, and hence the desirability of segregating modes of significantly different operating speeds increases.\par
% @ guide/31-bicycle_predicab_integration/312-bicycle-infrastructure.src: lines 64-70: code points 1-37

Just like motorists on such an arterial, some cyclists are going longer distances and value uninterrupted higher-speed travel over access, while others are only going a short distance and value access to adjacent properties over speed. For motorists on such arterials, this conflict is frequently resolved by providing separate through lanes for long-distance vehicle travel and service lanes for property access. Adding BRT on such an arterial into the central road verge introduces no particular problems for motorists. Excluding bike lanes, the standard cross section would have bus lanes in the median, then higher-speed traffic lanes, a side median, a service lane for local-access trips, and then a walkway on the outside.\par
% @ guide/31-bicycle_predicab_integration/312-bicycle-infrastructure.src: lines 72-78: code points 1-103

Generally, bicycle facilities are placed in the side median or service lane. The exact location and type of the facility (bike lane, shared street, etc.) depends on a number of factors, including the amount of space available, volume and speed of motorized traffic, number and location of cross streets and driveways, amount of bicycle traffic, and parking, among others. The images in Figure 31.12 and Figure 31.13 illustrate various options.\par
% @ guide/31-bicycle_predicab_integration/312-bicycle-infrastructure.src: lines 80-84: code points 1-16

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		\img{\hsize}{integration/assets/acc6561fc3f7ce695ec55254c345e4e705bd97b1.jpeg}
		\fignote{12}{Cross-sectional views of various options for locating bicycle facilities along BRT corridors.\label{chapter:bicycle-and-predicab-integration:figure:cross-sectional-views-of-various-options-for-locating-bicycle-facilities-along-brt-corridors}}{Better Streets, Better Cities, ITDP and EPC.}
	}
\fi

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		\img{\hsize}{integration/assets/3bd99b70aa2b7c6e1b93e073fe18d72939ab2f3a.png}
		\fignote{13}{Plan view of four options for locating bicycle facilities in the service road of a multi-way boulevard (from left): bike lane only at intersections; bike lane on right side; bike lane on left side against median; and two-way bike lane on left side against median.\label{chapter:bicycle-and-predicab-integration:figure:plan-view-of-four-options-for-locating-bicycle-facilities-in-the-service-road-of-a-multi-way-boulevard-from-left-bike-lane-only-at-intersections-bike-lane-on-right-side-bike-lane-on-left-side-against-median-and-two-way-bike-lane-on-left-side-against-median}}{Nelson\textbackslash{}Nygaard.}
	}
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		\img{\hsize}{integration/assets/abbf243e430577e241ed32d6ce12e4d2b7ca1736.jpeg}
		\fignote{14}{The bike lane along the Hangzhou, China, BRT system is sited between the BRT lane and the sidewalk.\label{chapter:bicycle-and-predicab-integration:figure:the-bike-lane-along-the-hangzhou-china-brt-system-is-sited-between-the-brt-lane-and-the-sidewalk}}{Karl Fjellstrom.}
	}
\fi

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		\img{\hsize}{integration/assets/dd0ca84722bf9a4a65bcf508b6a751ce98622f81.jpeg}
		\fignote{15}{Bicycling in the “shared street” section of the BRT corridor in Bogotá. No bike facilities are necessary.\label{chapter:bicycle-and-predicab-integration:figure:bicycling-in-the-shared-street-section-of-the-brt-corridor-in-bogot-no-bike-facilities-are-necessary}}{Michael King.}
	}
\fi

\subsubsection{1}{Bike Lane in the Central Median}
\label{volume:integration:chapter:bicycle-and-predicab-integration:section:bicycle-infrastructure:subSection:design-of-bicycle-facilities-on-brt-corridors:subSubSection:bike-lane-in-the-central-median}
% @ guide/31-bicycle_predicab_integration/312-bicycle-infrastructure.src: lines 97-115: code points 1-6

Another configuration is to give cyclists the same advantages that buses enjoy from central-lane operation: priority at intersections. Here, the bike lane is integrated along with the BRT in the central median. Accommodations must be made at the stations (to allow customers to access the stations), at U-turns, and at intersections. Signal priority is generally given to cyclists so that they can turn ahead of motorists.\par
% @ guide/31-bicycle_predicab_integration/312-bicycle-infrastructure.src: lines 99-102: code points 1-110

This configuration removes many of the turning conflicts between bicycles going straight, and turning and stopping vehicles. It significantly reduces the risk of encroachments into the bike lane by street vendors. It provides a very high-speed cycling corridor. Bicyclists wanting to make local-access trips would simply exit the bike lane at the intersection or pedestrian crosswalk closest to their destination, and use the service lane or sidewalk for the remaining distance.\par
% @ guide/31-bicycle_predicab_integration/312-bicycle-infrastructure.src: lines 104-108: code points 1-64

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		\img{\hsize}{integration/assets/b924a5c2f705f52cb256cd904b174ad8028d7797.png}
		\fignote{16}{Option to place bike lane in the median alongside BRT lanes.\label{chapter:bicycle-and-predicab-integration:figure:option-to-place-bike-lane-in-the-median-alongside-brt-lanes}}{Nelson\textbackslash{}Nygaard.}
	}
\fi

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		\img{\hsize}{integration/assets/8ca770f1a5848edd28e7fae8d42be321af865487.jpeg}
		\fignote{17}{Bike lane in the center of a boulevard in Bogotá.\label{chapter:bicycle-and-predicab-integration:figure:bike-lane-in-the-center-of-a-boulevard-in-bogot}}{Michael King.}
	}
\fi

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		\img{\hsize}{integration/assets/3a1f9b5cfd1f124ab126cdad1b7d0b228c5f825f.jpeg}
		\fignote{18}{Bike lane in the center of a boulevard in New York City.\label{chapter:bicycle-and-predicab-integration:figure:bike-lane-in-the-center-of-a-boulevard-in-new-york-city}}{Michael King.}
	}
\fi

\subsubsection{2}{Bicycle Facilities at Intersections}
\label{volume:integration:chapter:bicycle-and-predicab-integration:section:bicycle-infrastructure:subSection:design-of-bicycle-facilities-on-brt-corridors:subSubSection:bicycle-facilities-at-intersections}
% @ guide/31-bicycle_predicab_integration/312-bicycle-infrastructure.src: lines 117-149: code points 1-14

Wherever the bicycle facility is placed, its treatment at intersections is crucial. The basic principles to consider include:\par
% @ guide/31-bicycle_predicab_integration/312-bicycle-infrastructure.src: lines 119-121: code points 1-0

\begin{itemize}
\item Reduce auto speeds, especially turning speeds;% @ guide/31-bicycle_predicab_integration/312-bicycle-infrastructure.src: lines 121-122: code points 1-0
\item Highlight bike facilities via markings, signs, and lights;% @ guide/31-bicycle_predicab_integration/312-bicycle-infrastructure.src: lines 122-123: code points 1-0
\item Provide mixing and merge zones so that drivers and cyclists may interact with each other at low speeds;% @ guide/31-bicycle_predicab_integration/312-bicycle-infrastructure.src: lines 123-125: code points 1-0
\item End visual obstructions before the intersections, so that drivers, cyclists, and walkers may have good visibility;% @ guide/31-bicycle_predicab_integration/312-bicycle-infrastructure.src: lines 125-127: code points 1-0
\item Give preference to cyclists over motorized traffic via signals and advance stop lines;% @ guide/31-bicycle_predicab_integration/312-bicycle-infrastructure.src: lines 127-128: code points 1-0
\item Provide road space for queued cyclists.% @ guide/31-bicycle_predicab_integration/312-bicycle-infrastructure.src: lines 128-128: code points 1-45
\end{itemize}
% @ guide/31-bicycle_predicab_integration/312-bicycle-infrastructure.src: lines 121-128: code points 1-45

\ifxetex
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		\img{\hsize}{integration/assets/8007a73bd282e392a5fa9d1a7664d86c749e0ac5.jpeg}
		\fignote{19}{A “mixing” zone at an intersection. Typically the cyclist swings to the left of the right-turning driver.\label{chapter:bicycle-and-predicab-integration:figure:a-mixing-zone-at-an-intersection-typically-the-cyclist-swings-to-the-left-of-the-right-turning-driver}}{NACTO.}
	}
\fi

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		\img{\hsize}{integration/assets/908b9a57c67771196646b8eae2e12de0fe4c231a.jpeg}
		\fignote{20}{A bike lane in Berlin curves to the edge of the roadway so that drivers and cyclists may interact more effectively at the intersection.\label{chapter:bicycle-and-predicab-integration:figure:a-bike-lane-in-berlin-curves-to-the-edge-of-the-roadway-so-that-drivers-and-cyclists-may-interact-more-effectively-at-the-intersection}}{Michael King.}
	}
\fi

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		\img{\hsize}{integration/assets/99ddb8c43b74e8a9c0557a006c2b40ea2675e0bf.jpeg}
		\fignote{21}{A bike signal in Vancouver, Canada, turns green before the right turn signal for autos turns green.\label{chapter:bicycle-and-predicab-integration:figure:a-bike-signal-in-vancouver-canada-turns-green-before-the-right-turn-signal-for-autos-turns-green}}{Michael King.}
	}
\fi

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		\img{\hsize}{integration/assets/abeb660486ca8447655d1b91032e39e4bfbc2a0f.jpeg}
		\fignote{22}{A left turn lane for bicycles in Changzhou, China.\label{chapter:bicycle-and-predicab-integration:figure:a-left-turn-lane-for-bicycles-in-changzhou-china}}{Michael King.}
	}
\fi

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		\img{\hsize}{integration/assets/0f8734b4d73af1c3f312ba690932121021b7c212.jpeg}
		\fignote{23}{A design for cycle lanes and BRT at an intersection in Tianjin, China. Note the green bike lanes extend through the intersection, and that the side medians end, allowing for a center median.\label{chapter:bicycle-and-predicab-integration:figure:a-design-for-cycle-lanes-and-brt-at-an-intersection-in-tianjin-china-note-the-green-bike-lanes-extend-through-the-intersection-and-that-the-side-medians-end-allowing-for-a-center-median}}{ITDP.}
	}
\fi

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		\img{\hsize}{integration/assets/815627dd03679433000a7a595cc61326c4c309fd.jpeg}
		\fignote{24}{A fence between a bike lane and roadway in Changzhou, China, ensures that drivers turn more slowly.\label{chapter:bicycle-and-predicab-integration:figure:a-fence-between-a-bike-lane-and-roadway-in-changzhou-china-ensures-that-drivers-turn-more-slowly}}{Michael King.}
	}
\fi

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		\img{\hsize}{integration/assets/70852882e6a78b9686338629ecd03525ce1ea7cb.jpeg}
		\fignote{25}{A bike lane painted through an intersection in Vancouver, Canada.\label{chapter:bicycle-and-predicab-integration:figure:a-bike-lane-painted-through-an-intersection-in-vancouver-canada}}{Michael King.}
	}
\fi

\subsection{4}{BRT Corridors without Bicycle Facilities}
\label{volume:integration:chapter:bicycle-and-predicab-integration:section:bicycle-infrastructure:subSection:brt-corridors-without-bicycle-facilities}
% @ guide/31-bicycle_predicab_integration/312-bicycle-infrastructure.src: lines 151-164: code points 1-14

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		\fignote{26}{A cyclist using a BRT corridor in Quito.\label{chapter:bicycle-and-predicab-integration:figure:a-cyclist-using-a-brt-corridor-in-quito}}{Lloyd Wright.}
	}
\fi

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		\img{\hsize}{integration/assets/d405a72d276d65df6f0bfbb6af29a72530cf067a.jpeg}
		\fignote{27}{A cyclist using the BRT corridor in Curitiba.\label{chapter:bicycle-and-predicab-integration:figure:a-cyclist-using-the-brt-corridor-in-curitiba}}{Michael King.}
	}
\fi

If no cycling facilities are provided, the likelihood of bicyclists using the busway as a bikeway is fairly high. Cyclists take advantage of the limited cross-traffic, favorable signal progression, and separation from auto traffic. This has led to serious bus-bike crashes in BRT corridors, especially along hilly corridors. As a matter of safety, it is preferable to either construct bike lanes within BRT corridors or design the busway such that BRT drivers can safety pass cyclists. Additionally, cities should develop strategies for enforcing lane violations, without discouraging cycling. Informational ticketing, public information campaigns, and using mascots or other humorous tactics are all positive means of enforcement and education.\par
% @ guide/31-bicycle_predicab_integration/312-bicycle-infrastructure.src: lines 157-164: code points 1-14

\subsection{5}{Types of Bicycle Parking}
\label{volume:integration:chapter:bicycle-and-predicab-integration:section:bicycle-infrastructure:subSection:types-of-bicycle-parking}
% @ guide/31-bicycle_predicab_integration/312-bicycle-infrastructure.src: lines 166-263: code points 1-9

Bicycle parking ranges from a simple rack to a bike station, where you can park your bike, have it repaired, and take a shower. The best type of bicycle parking is indoors, in a secure location. Yet, like cars, bikes are often parked on the street, as close to the BRT station as possible. Parking types are defined and compared below.\par
% @ guide/31-bicycle_predicab_integration/312-bicycle-infrastructure.src: lines 168-171: code points 1-31

\subsubsection{1}{Bike Racks}
\label{volume:integration:chapter:bicycle-and-predicab-integration:section:bicycle-infrastructure:subSection:types-of-bicycle-parking:subSubSection:bike-racks}
% @ guide/31-bicycle_predicab_integration/312-bicycle-infrastructure.src: lines 173-194: code points 1-59

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		\img{\hsize}{integration/assets/adec7df29767333751e85144339164390a02b7d6.jpeg}
		\fignote{28}{A bike rack doubles as art installation in New York City.\label{chapter:bicycle-and-predicab-integration:figure:a-bike-rack-doubles-as-art-installation-in-new-york-city}}{Michael King.}
	}
\fi

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		\img{\hsize}{integration/assets/eca643c01043700305e7046f832e49f51a4af265.jpeg}
		\fignote{29}{A U-shaped bike rack is a low-cost and relatively secure option.\label{chapter:bicycle-and-predicab-integration:figure:a-u-shaped-bike-rack-is-a-low-cost-and-relatively-secure-option}}{Lloyd Wright.}
	}
\fi

Bike racks are the most abundant type of parking facility and generally the least expensive to install. Spatially, they are the most efficient and can accommodate the greatest number of bicycles. There are many different styles and forms of racks. The most effective racks:\par
% @ guide/31-bicycle_predicab_integration/312-bicycle-infrastructure.src: lines 181-184: code points 1-0

\begin{itemize}
\item Support the bicycle while locked. The rack design should hold the bicycle upright while locked, without it falling or being able to be knocked over. It should also be oriented to allow sufficient access when locking the bicycle;% @ guide/31-bicycle_predicab_integration/312-bicycle-infrastructure.src: lines 184-187: code points 1-0
\item Are immovable. Racks should not be able to be lifted, dragged, or removed from the site. They should be firmly secured or permanently installed;% @ guide/31-bicycle_predicab_integration/312-bicycle-infrastructure.src: lines 187-189: code points 1-0
\item Accommodate locking both wheels. Racks that only hold one wheel require users to remove a wheel to lock it or risk having it stolen;% @ guide/31-bicycle_predicab_integration/312-bicycle-infrastructure.src: lines 189-191: code points 1-0
\item Have no moving parts. These break and require maintenance.% @ guide/31-bicycle_predicab_integration/312-bicycle-infrastructure.src: lines 191-191: code points 1-64
\end{itemize}
% @ guide/31-bicycle_predicab_integration/312-bicycle-infrastructure.src: lines 184-191: code points 1-64

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		\img{\hsize}{integration/assets/066d87dd69055bc2f61fb622a3202463b3723d12.jpeg}
		\fignote{30}{The Lima, Peru BRT system Metropolitano uses a simple parking system at terminal stations, with no fee for users.\label{chapter:bicycle-and-predicab-integration:figure:the-lima-peru-brt-system-metropolitano-uses-a-simple-parking-system-at-terminal-stations-with-no-fee-for-users}}{Carlos Pardo.}
	}
\fi

\subsubsection{2}{Bicycle Lockers}
\label{volume:integration:chapter:bicycle-and-predicab-integration:section:bicycle-infrastructure:subSection:types-of-bicycle-parking:subSubSection:bicycle-lockers}
% @ guide/31-bicycle_predicab_integration/312-bicycle-infrastructure.src: lines 196-209: code points 1-78

Bicycle lockers provide a higher level of security than racks and protect bikes from weather. Users can also sometimes store clothing, helmets, and other bicycle accessories in lockers. Access to lockers varies, from single-key individual long-term use, to electronic card locks that allow for multiple users over an extended time period. Lockers are made of a variety of materials, including fiberglass, plastic, and steel.\par
% @ guide/31-bicycle_predicab_integration/312-bicycle-infrastructure.src: lines 198-202: code points 1-10

In some areas, problems have been encountered with lockers being used for unintended purposes—for storage of items other than bicycles, or even people sleeping in them. These abuses can be prevented by using lockers with openings, which can also facilitate periodic cleaning.\par
% @ guide/31-bicycle_predicab_integration/312-bicycle-infrastructure.src: lines 204-206: code points 1-67

\ifxetex
	% disabled for now
\else
	{  % group required to avoid fignote settings escaping
		\img{\hsize}{integration/assets/5ec0161aec2ad840369a4a49e91e20a433f4ca13.jpeg}
		\fignote{31}{The Orange Line BRT in Los Angeles includes both bicycle lockers and standard bicycle racks for overflow and for those unwilling to pay.\label{chapter:bicycle-and-predicab-integration:figure:the-orange-line-brt-in-los-angeles-includes-both-bicycle-lockers-and-standard-bicycle-racks-for-overflow-and-for-those-unwilling-to-pay}}{Nelson\textbackslash{}Nygaard.}
	}
\fi

\subsubsection{3}{Shelters and Garages}
\label{volume:integration:chapter:bicycle-and-predicab-integration:section:bicycle-infrastructure:subSection:types-of-bicycle-parking:subSubSection:shelters-and-garages}
% @ guide/31-bicycle_predicab_integration/312-bicycle-infrastructure.src: lines 211-229: code points 1-50

\ifxetex
	% disabled for now
\else
	{  % group required to avoid fignote settings escaping
		\img{\hsize}{integration/assets/a54b04ac239c07bab7aa177954cc5951e3d6152f.jpeg}
		\fignote{32}{A “Bicycle Secure Parking Area” directly adjacent to a terminal station in Portland, Oregon, USA.\label{chapter:bicycle-and-predicab-integration:figure:a-bicycle-secure-parking-area-directly-adjacent-to-a-terminal-station-in-portland-oregon-usa}}{Nelson\textbackslash{}Nygaard.}
	}
\fi

\ifxetex
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	{  % group required to avoid fignote settings escaping
		\img{\hsize}{integration/assets/842e3a0ef6987b0e809b7aab135432f372e72f3b.jpeg}
		\fignote{33}{Upright bicycle parking at TransMilenio stations in Bogotá saves space, but can be difficult for some to use.\label{chapter:bicycle-and-predicab-integration:figure:upright-bicycle-parking-at-transmilenio-stations-in-bogot-saves-space-but-can-be-difficult-for-some-to-use}}{Carlos Pardo.}
	}
\fi

\ifxetex
	% disabled for now
\else
	{  % group required to avoid fignote settings escaping
		\img{\hsize}{integration/assets/39bee8c1627d07588deb4e06ad88ee6cfffbc075.jpeg}
		\fignote{34}{Guarded bicycle parking in Portal Américas, TransMilenio, Bogotá.\label{chapter:bicycle-and-predicab-integration:figure:guarded-bicycle-parking-in-portal-amricas-transmilenio-bogot}}{Carlosfelipe Pardo.}
	}
\fi

\ifxetex
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\else
	{  % group required to avoid fignote settings escaping
		\img{\hsize}{integration/assets/57db05c0ff77be8c260557cfb8bfd6c2ca766f37.jpeg}
		\fignote{35}{Secure bike parking at a BRT terminal in Bogotá\label{chapter:bicycle-and-predicab-integration:figure:secure-bike-parking-at-a-brt-terminal-in-bogot}}{Nelson\textbackslash{}Nygaard.}
	}
\fi

Shelters generally consist of rows of bicycle racks protected underneath a structure that is either fully or partially enclosed. Shelters and garages require more space than racks or lockers and have higher installation and maintenance costs, but provide a significantly higher level of security. If a sufficient number of cyclists are utilizing the station, it may be economically viable to offer a formal cycle storage area with a permanent attendant. This also allows for a valet system in which the bicycle can only be taken by providing the appropriate “claim ticket.”\par
% @ guide/31-bicycle_predicab_integration/312-bicycle-infrastructure.src: lines 224-229: code points 1-50

\subsubsection{4}{Bicycle Stations}
\label{volume:integration:chapter:bicycle-and-predicab-integration:section:bicycle-infrastructure:subSection:types-of-bicycle-parking:subSubSection:bicycle-stations}
% @ guide/31-bicycle_predicab_integration/312-bicycle-infrastructure.src: lines 231-263: code points 1-9

A bicycle station is a combination of a bicycle repair shop, paid parking, and dressing facilities. There are a number of configurations, including being paired with gyms, bicycle rental, and retail opportunities.\par
% @ guide/31-bicycle_predicab_integration/312-bicycle-infrastructure.src: lines 233-234: code points 1-113

\ifxetex
	% disabled for now
\else
	{  % group required to avoid fignote settings escaping
		\img{\hsize}{integration/assets/0c770804fe10af10b795383e7a98507d8440b54d.jpeg}
		\fignote{36}{Bike station in Long Beach, California, USA.\label{chapter:bicycle-and-predicab-integration:figure:bike-station-in-long-beach-california-usa}}{Brad Davis, Flickr Creative Commons.}
	}
\fi

\ifxetex
	% disabled for now
\else
	{  % group required to avoid fignote settings escaping
		\img{\hsize}{integration/assets/3e2e75314982a53dd3e5d7c01c334ccbeb391be7.jpeg}
		\fignote{37}{Bike station in Long Beach, California, USA.\label{chapter:bicycle-and-predicab-integration:figure:bike-station-in-long-beach-california-usa}}{Brad Davis, Flickr Creative Commons.}
	}
\fi

\tabletitle{2}{Comparison of Bicycle Parking Facilities}
\label{chapter:bicycle-and-predicab-integration:table:comparison-of-bicycle-parking-facilities}
\halign to 30\tablemodule{%
	\vtop{\sffamily\footnotesize\noindent\hsize=5\tablemodule#}\hbox to 0.5\tablemodule{}&
	\hbox to 0.5\tablemodule{}\vtop{\sffamily\footnotesize\noindent\hsize=13\tablemodule#}\hbox to 0.5\tablemodule{}&
	\hbox to 0.5\tablemodule{}\vtop{\sffamily\footnotesize\noindent\hsize=10\tablemodule#}\cr
	\color{gray75}\bfseries Facility type& \color{gray75}\bfseries Pros& \color{gray75}\bfseries Cons \cr
	\noalign{\vskip 1mm} \hline \noalign{\vskip 2mm} 
	\color{gray50}Bicycle Racks&
	\color{gray50}\begin{itemize}
	\color{gray50}\item Low installation and maintenance costs% @ guide/31-bicycle_predicab_integration/312-bicycle-infrastructure.src: lines 249-249: code points 6-49
	\color{gray50}\item Requires minimal space% @ guide/31-bicycle_predicab_integration/312-bicycle-infrastructure.src: lines 249-249: code points 50-77
	\color{gray50}\item Can be installed in numerous and varied locations% @ guide/31-bicycle_predicab_integration/312-bicycle-infrastructure.src: lines 249-249: code points 78-132
	\color{gray50}\item Possible to add more racks to meet additional demand% @ guide/31-bicycle_predicab_integration/312-bicycle-infrastructure.src: lines 249-249: code points 133-190
	\color{gray50}\item Can accommodate a large volume of bicycles, and be space efficient through stacking or vertical mounting of bicycles% @ guide/31-bicycle_predicab_integration/312-bicycle-infrastructure.src: lines 249-250: code points 191-0
	\color{gray50}\end{itemize}
	\color{gray50}% @ guide/31-bicycle_predicab_integration/312-bicycle-infrastructure.src: lines 249-250: code points 6-0
	\color{gray50}
	\color{gray50}&
	\color{gray50}\begin{itemize}
	\color{gray50}\item Provides a low level of security, especially for longer-term parking% @ guide/31-bicycle_predicab_integration/312-bicycle-infrastructure.src: lines 250-250: code points 6-79
	\color{gray50}\item No protection from weather conditions% @ guide/31-bicycle_predicab_integration/312-bicycle-infrastructure.src: lines 250-250: code points 80-122
	\color{gray50}\item No protection from vandalism% @ guide/31-bicycle_predicab_integration/312-bicycle-infrastructure.src: lines 250-251: code points 123-0
	\color{gray50}\end{itemize}
	\color{gray50}% @ guide/31-bicycle_predicab_integration/312-bicycle-infrastructure.src: lines 250-251: code points 6-0
	\color{gray50}
	\color{gray50}\cr
	\noalign{\vskip 2mm 
}	\color{gray50}Bicycle Lockers&
	\color{gray50}\begin{itemize}
	\color{gray50}\item Provides more security, especially in unattended areas% @ guide/31-bicycle_predicab_integration/312-bicycle-infrastructure.src: lines 253-253: code points 6-65
	\color{gray50}\item Protects bicycle from weather% @ guide/31-bicycle_predicab_integration/312-bicycle-infrastructure.src: lines 253-253: code points 66-100
	\color{gray50}\item Accommodates storage of additional bicycle gear, including helmet and clothing% @ guide/31-bicycle_predicab_integration/312-bicycle-infrastructure.src: lines 253-253: code points 101-184
	\color{gray50}\item Generally easy to install% @ guide/31-bicycle_predicab_integration/312-bicycle-infrastructure.src: lines 253-254: code points 185-0
	\color{gray50}\end{itemize}
	\color{gray50}% @ guide/31-bicycle_predicab_integration/312-bicycle-infrastructure.src: lines 253-254: code points 6-0
	\color{gray50}
	\color{gray50}&
	\color{gray50}\begin{itemize}
	\color{gray50}\item Requires cleaning and maintenance% @ guide/31-bicycle_predicab_integration/312-bicycle-infrastructure.src: lines 254-254: code points 6-44
	\color{gray50}\item Requires more space per bike than racks% @ guide/31-bicycle_predicab_integration/312-bicycle-infrastructure.src: lines 254-254: code points 45-89
	\color{gray50}\item Can become a storage facility for non-bicycle-related items% @ guide/31-bicycle_predicab_integration/312-bicycle-infrastructure.src: lines 254-254: code points 90-154
	\color{gray50}\item More expensive than racks; approximately US\$300\slash{}locker% @ guide/31-bicycle_predicab_integration/312-bicycle-infrastructure.src: lines 254-255: code points 155-0
	\color{gray50}\end{itemize}
	\color{gray50}% @ guide/31-bicycle_predicab_integration/312-bicycle-infrastructure.src: lines 254-255: code points 6-0
	\color{gray50}
	\color{gray50}\cr
	\noalign{\vskip 2mm 
}	\color{gray50}Bicycle Shelters and garages&
	\color{gray50}\begin{itemize}
	\color{gray50}\item Provides greater security than racks or lockers% @ guide/31-bicycle_predicab_integration/312-bicycle-infrastructure.src: lines 257-257: code points 6-58
	\color{gray50}\item Protects bicycles from weather% @ guide/31-bicycle_predicab_integration/312-bicycle-infrastructure.src: lines 257-257: code points 59-94
	\color{gray50}\item Perceived to be convenient and secure by bicyclists% @ guide/31-bicycle_predicab_integration/312-bicycle-infrastructure.src: lines 257-258: code points 95-0
	\color{gray50}\end{itemize}
	\color{gray50}% @ guide/31-bicycle_predicab_integration/312-bicycle-infrastructure.src: lines 257-258: code points 6-0
	\color{gray50}
	\color{gray50}&
	\color{gray50}\begin{itemize}
	\color{gray50}\item Higher construction and installation costs% @ guide/31-bicycle_predicab_integration/312-bicycle-infrastructure.src: lines 258-258: code points 6-53
	\color{gray50}\item Susceptible to vandalism if unmanned% @ guide/31-bicycle_predicab_integration/312-bicycle-infrastructure.src: lines 258-259: code points 54-0
	\color{gray50}\end{itemize}
	\color{gray50}% @ guide/31-bicycle_predicab_integration/312-bicycle-infrastructure.src: lines 258-259: code points 6-0
	\color{gray50}
	\color{gray50}\cr
	\noalign{\vskip 2mm 
}	\color{gray50}Bicycle Stations&
	\color{gray50}\begin{itemize}
	\color{gray50}\item Can include a variety of amenities, including valet service, bicycle maintenance and repair, etc.% @ guide/31-bicycle_predicab_integration/312-bicycle-infrastructure.src: lines 261-261: code points 6-108
	\color{gray50}\item Income from services can support parking costs% @ guide/31-bicycle_predicab_integration/312-bicycle-infrastructure.src: lines 261-262: code points 109-0
	\color{gray50}\end{itemize}
	\color{gray50}% @ guide/31-bicycle_predicab_integration/312-bicycle-infrastructure.src: lines 261-262: code points 6-0
	\color{gray50}
	\color{gray50}&
	\color{gray50}\begin{itemize}
	\color{gray50}\item Requires business acumen% @ guide/31-bicycle_predicab_integration/312-bicycle-infrastructure.src: lines 262-263: code points 6-0
	\color{gray50}\end{itemize}
	\color{gray50}% @ guide/31-bicycle_predicab_integration/312-bicycle-infrastructure.src: lines 262-263: code points 6-0
	\color{gray50}
	\color{gray50}\cr
	\noalign{\vskip 2mm 
}}
% @ guide/31-bicycle_predicab_integration/312-bicycle-infrastructure.src: lines 242-263: code points 1-9

\subsection{6}{Bicycle Parking at BRT Stations}
\label{volume:integration:chapter:bicycle-and-predicab-integration:section:bicycle-infrastructure:subSection:bicycle-parking-at-brt-stations}
% @ guide/31-bicycle_predicab_integration/312-bicycle-infrastructure.src: lines 265-306: code points 1-61

The challenge with bicycle parking facilities for BRT systems usually relates to the space available. For BRT stations located in the median of the roadway, space may be available in front of or behind the station structure. Underneath the entry ramp of a pedestrian bridge may also be a possibility. Alternatively, bicycle parking could be provided adjacent to the station, on the side of the road. At terminal sites, BRT systems typically have sufficient space to provide a higher-quality parking area for bicycles. In all cases, the security of the bicycle becomes an overriding consideration in order to encourage confident use.\par
% @ guide/31-bicycle_predicab_integration/312-bicycle-infrastructure.src: lines 267-273: code points 1-4

\subsubsection{1}{Case Study: Bogotá, Colombia}
\label{volume:integration:chapter:bicycle-and-predicab-integration:section:bicycle-infrastructure:subSection:bicycle-parking-at-brt-stations:subSubSection:case-study-bogot-colombia}
% @ guide/31-bicycle_predicab_integration/312-bicycle-infrastructure.src: lines 275-288: code points 1-97

\ifxetex
	% disabled for now
\else
	{  % group required to avoid fignote settings escaping
		\img{\hsize}{integration/assets/00efa226aed50a2c33ff1b99fbffa131b4d45688.jpeg}
		\fignote{38}{Commuter entrance to an 800-bike-capacity parking facility in the Avenida Americas Terminal, Bogotá.\label{chapter:bicycle-and-predicab-integration:figure:commuter-entrance-to-an-800-bike-capacity-parking-facility-in-the-avenida-americas-terminal-bogot}}{Carlos Pardo.}
	}
\fi

When the Bogotá BRT system was originally planned, the bicycle network was seen as a separate system from the BRT. By the time the Avenida Americas terminal was built, cycling integration was clearly on the agenda. A covered, guarded, eight-hundred-space bicycle parking facility was built at the terminal, and bicycle users could leave their bicycles at no additional cost. A 4 percent increase in BRT ridership has been attributed to the addition of this facility. To date, no bicycle has been stolen. The increase in bicycle connections to BRT has also reduced the need for feeder vehicles to the terminal. Following this success, bicycle parking was implemented in most terminal stations.\par
% @ guide/31-bicycle_predicab_integration/312-bicycle-infrastructure.src: lines 280-286: code points 1-72

\ifxetex
	% disabled for now
\else
	{  % group required to avoid fignote settings escaping
		\img{\hsize}{integration/assets/5ddc867eb0c5b08d1c228c626c19891dd0c30f45.jpeg}
		\fignote{39}{Map of bicycle parking stations in Nantes, France.\label{chapter:bicycle-and-predicab-integration:figure:map-of-bicycle-parking-stations-in-nantes-france}}{ITDP.}
	}
\fi

\subsubsection{2}{Case Study: Guangzhou, China}
\label{volume:integration:chapter:bicycle-and-predicab-integration:section:bicycle-infrastructure:subSection:bicycle-parking-at-brt-stations:subSubSection:case-study-guangzhou-china}
% @ guide/31-bicycle_predicab_integration/312-bicycle-infrastructure.src: lines 290-297: code points 1-102

\ifxetex
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	{  % group required to avoid fignote settings escaping
		\img{\hsize}{integration/assets/c98fd5f355e9c334138308e8eeebaad594c879bf.jpeg}
		\fignote{40}{Guangzhou’s study of bicycle parking demand.\label{chapter:bicycle-and-predicab-integration:figure:guangzhous-study-of-bicycle-parking-demand}}{ITDP China.}
	}
\fi

The system in Guangzhou, China, has bicycle-parking stations at every BRT station, and the facilities include double-decker bicycle-parking infrastructure. After a rigorous study of current and future bicycle parking demand, the system planners built 5,500 covered bicycle parking spaces (3,500 covered and double-decker, 2,000 single with roof). This is the largest bicycle-parking integration in a BRT system in the world.\par
% @ guide/31-bicycle_predicab_integration/312-bicycle-infrastructure.src: lines 294-297: code points 1-102

\subsubsection{3}{Bicycle Parking away from the BRT Station}
\label{volume:integration:chapter:bicycle-and-predicab-integration:section:bicycle-infrastructure:subSection:bicycle-parking-at-brt-stations:subSubSection:bicycle-parking-away-from-the-brt-station}
% @ guide/31-bicycle_predicab_integration/312-bicycle-infrastructure.src: lines 299-306: code points 1-61

\ifxetex
	% disabled for now
\else
	{  % group required to avoid fignote settings escaping
		\img{\hsize}{integration/assets/7fe6e1e3d39dd0288e876b57174ab443442391f0.jpeg}
		\fignote{41}{Bike parking along a BRT and bike-lane corridor in Guangzhou, China.\label{chapter:bicycle-and-predicab-integration:figure:bike-parking-along-a-brt-and-bike-lane-corridor-in-guangzhou-china}}{Michael King.}
	}
\fi

Besides being provided at stations, bicycle parking can be required in building, zoning, and development codes. This will increase the overall supply of parking, which is important because parking should be at one’s origin and destination, not just at the BRT station.\par
% @ guide/31-bicycle_predicab_integration/312-bicycle-infrastructure.src: lines 304-306: code points 1-61

\subsection{7}{Operations and Management of Bicycle Parking}
\label{volume:integration:chapter:bicycle-and-predicab-integration:section:bicycle-infrastructure:subSection:operations-and-management-of-bicycle-parking}
% @ guide/31-bicycle_predicab_integration/312-bicycle-infrastructure.src: lines 308-359: code points 1-80

When bicycle parking is considered in BRT systems, there is the question of who will operate and manage it. In general, the three main options are: 1) Include bicycle parking as part of the overall BRT management; 2) Place bicycle parking with another government agency; or 3) Outsource bicycle parking to a private company.\par
% @ guide/31-bicycle_predicab_integration/312-bicycle-infrastructure.src: lines 310-313: code points 1-8

It is beneficial to include bicycle parking within the responsibilities of the BRT management agency. The primary reason is that this agency has a better chance to accurately compare the costs of bikes versus public transport service (bike is much cheaper). Introducing an external party tends to duplicate certain costs (personnel, marketing, fare collection), and tends to bias the decision-making process. At the end of the day the consumer is key, and whether he or she rides a bike or the bus is immaterial.\par
% @ guide/31-bicycle_predicab_integration/312-bicycle-infrastructure.src: lines 315-319: code points 1-96

\subsubsection{1}{Bicycle Parking Fees}
\label{volume:integration:chapter:bicycle-and-predicab-integration:section:bicycle-infrastructure:subSection:operations-and-management-of-bicycle-parking:subSubSection:bicycle-parking-fees}
% @ guide/31-bicycle_predicab_integration/312-bicycle-infrastructure.src: lines 321-325: code points 1-40

Where the BRT system wants to encourage cycling, bike parking should be free. If there is a need to charge additional fees, these should be included in the cost of the fare. For example, one could offer a combined monthly BRT and parking pass.\par
% @ guide/31-bicycle_predicab_integration/312-bicycle-infrastructure.src: lines 323-325: code points 1-40

\subsubsection{2}{Bicycle Parking Publicity}
\label{volume:integration:chapter:bicycle-and-predicab-integration:section:bicycle-infrastructure:subSection:operations-and-management-of-bicycle-parking:subSubSection:bicycle-parking-publicity}
% @ guide/31-bicycle_predicab_integration/312-bicycle-infrastructure.src: lines 327-333: code points 1-35

\ifxetex
	% disabled for now
\else
	{  % group required to avoid fignote settings escaping
		\img{\hsize}{integration/assets/6001c58c0fa61667cb886a942f6603d8c7b8b1fe.jpeg}
		\fignote{42}{Visible bicycle parking can do much to promote the use of bicycles.\label{chapter:bicycle-and-predicab-integration:figure:visible-bicycle-parking-can-do-much-to-promote-the-use-of-bicycles}}{TransMilenio S.A.}
	}
\fi

It is important to inform the riding public where bike parking and BRT access are. This information should be on maps, apps, and signs.\par
% @ guide/31-bicycle_predicab_integration/312-bicycle-infrastructure.src: lines 332-333: code points 1-35

\subsubsection{3}{Bicycle Parking Security}
\label{volume:integration:chapter:bicycle-and-predicab-integration:section:bicycle-infrastructure:subSection:operations-and-management-of-bicycle-parking:subSubSection:bicycle-parking-security}
% @ guide/31-bicycle_predicab_integration/312-bicycle-infrastructure.src: lines 335-359: code points 1-80

\ifxetex
	% disabled for now
\else
	{  % group required to avoid fignote settings escaping
		\img{\hsize}{integration/assets/602c9ef4e01d44c6ed06ac35d7b54d0a788635e2.jpeg}
		\fignote{43}{Bicycle parking within the TransMilenio BRT station in Bogotá.\label{chapter:bicycle-and-predicab-integration:figure:bicycle-parking-within-the-transmilenio-brt-station-in-bogot}}{Carlos Pardo.}
	}
\fi

Since bicycles are typically parked for six to eight hours, or longer, every day, in the same place at BRT stations, concerns about theft and vandalism are particularly strong. The tenets of Crime Prevention through Environmental Design (CPTED) offer guidance for creating secure and comfortable parking facilities.\par
% @ guide/31-bicycle_predicab_integration/312-bicycle-infrastructure.src: lines 340-342: code points 1-107

\begin{itemize}
\item Locate the parking in view of security or public transport staff;% @ guide/31-bicycle_predicab_integration/312-bicycle-infrastructure.src: lines 344-345: code points 1-0
\item Locate the parking inside the paid area;% @ guide/31-bicycle_predicab_integration/312-bicycle-infrastructure.src: lines 345-346: code points 1-0
\item Locate the parking in full view of the public (which has the additional effect of a marketing tool to encourage bicycle use; potential patrons will see the parking and decide to try it on their next trip);% @ guide/31-bicycle_predicab_integration/312-bicycle-infrastructure.src: lines 346-349: code points 1-0
\item Provide clear exit paths from the parking area, with no hidden corners or obstructed areas;% @ guide/31-bicycle_predicab_integration/312-bicycle-infrastructure.src: lines 349-350: code points 1-0
\item Ensure there is enough space so that customers can lock and unlock their bikes without tripping over other bikes;% @ guide/31-bicycle_predicab_integration/312-bicycle-infrastructure.src: lines 350-352: code points 1-0
\item Install security cameras if other measures are insufficient to deter theft and vandalism;% @ guide/31-bicycle_predicab_integration/312-bicycle-infrastructure.src: lines 352-353: code points 1-0
\item Provide sufficient lighting, perhaps motion sensitive;% @ guide/31-bicycle_predicab_integration/312-bicycle-infrastructure.src: lines 353-354: code points 1-0
\item Charge a fee for the parking, which can be used to fund a dedicated security person.% @ guide/31-bicycle_predicab_integration/312-bicycle-infrastructure.src: lines 354-354: code points 1-90
\end{itemize}
% @ guide/31-bicycle_predicab_integration/312-bicycle-infrastructure.src: lines 344-354: code points 1-90

Cyclists may be willing to pay a fee for greater security, or the public transport operator can provide security as part of the service. The latter is preferable, since additional fees become barriers and, given a choice, fewer people will use this option if there is an additional cost involved. Some prefer to travel their whole route by bicycle rather than pay a fare and parking costs.\par
% @ guide/31-bicycle_predicab_integration/312-bicycle-infrastructure.src: lines 356-359: code points 1-80

\section{3}{Bicycle Systems}
\label{volume:integration:chapter:bicycle-and-predicab-integration:section:bicycle-systems}
% @ guide/31-bicycle_predicab_integration/313-bicycle-systems.src: lines 3-344: code points 1-71

\quotation{Riding a race bike is an art—a thing that you do because you feel something inside}{Valentino Rossi, athlete, 1979–}
% @ guide/31-bicycle_predicab_integration/313-bicycle-systems.src: lines 5-6: code points 1-33

This section provides an overview of bike-share (public bikes) and pedicab systems. These systems allow people to derive the benefits of cycling without bike ownership or maintenance.\par
% @ guide/31-bicycle_predicab_integration/313-bicycle-systems.src: lines 8-9: code points 1-79

\subsubsection{1}{Bike-Share}
\label{volume:integration:chapter:bicycle-and-predicab-integration:section:bicycle-systems:subSection::subSubSection:bike-share}
% @ guide/31-bicycle_predicab_integration/313-bicycle-systems.src: lines 11-30: code points 1-6

\ifxetex
	% disabled for now
\else
	{  % group required to avoid fignote settings escaping
		\img{\hsize}{integration/assets/bdd925b96fee28391f5454b99840631f0620673d.jpeg}
		\fignote{44}{The Hubway bike-share station outside South Station in Boston is prominently positioned at the entrance to this bus and train terminal.\label{chapter:bicycle-and-predicab-integration:figure:the-hubway-bike-share-station-outside-south-station-in-boston-is-prominently-positioned-at-the-entrance-to-this-bus-and-train-terminal}}{Will Sherman.}
	}
\fi

Bike-share systems consist of a fleet of bicycles available on demand at a network of stations throughout a designated service area. Users pick up and drop off bicycles at their convenience. When integrated into public transport, bike-share extends the reach of public transport and provides a “last-mile” solution to and from destinations that are beyond walking distance of the station. ITDP’s \emphasis{Bike-Share Planning Guide}, released in 2013, provides detailed guidance on how to plan and implement a successful bike-share system.\par
% @ guide/31-bicycle_predicab_integration/313-bicycle-systems.src: lines 16-21: code points 1-7

Cities throughout the world are investing in bike-share as a relatively inexpensive and quickly implemented urban transportation option. Modern bike-share systems are characterized by providing subscription-based service, to ensure user identification and accountability against theft and vandalism. Subscribers unlock bicycles using smart cards or RFID keys, while walk-up users sign up with a credit card at a station or kiosk. To encourage short trips, users are charged a flat rate for thirty to sixty minutes of use, after which progressively higher fees are charged. Technology integration with bike-share systems often provides access to wayfinding information and station maps, including currently available bicycles and docks.\par
% @ guide/31-bicycle_predicab_integration/313-bicycle-systems.src: lines 23-30: code points 1-6

\subsection{1}{System Type}
\label{volume:integration:chapter:bicycle-and-predicab-integration:section:bicycle-systems:subSection:system-type}
% @ guide/31-bicycle_predicab_integration/313-bicycle-systems.src: lines 32-91: code points 1-79

There are two basic bike-share system models: fixed and flexible programs. Fixed programs include docking stations where users can check out a bicycle at a known, fixed location. Flexible programs rely on existing bicycle racks throughout the service area.\par
% @ guide/31-bicycle_predicab_integration/313-bicycle-systems.src: lines 34-36: code points 1-42

\subsubsection{1}{Fixed Programs}
\label{volume:integration:chapter:bicycle-and-predicab-integration:section:bicycle-systems:subSection:system-type:subSubSection:fixed-programs}
% @ guide/31-bicycle_predicab_integration/313-bicycle-systems.src: lines 38-73: code points 1-97

\ifxetex
	% disabled for now
\else
	{  % group required to avoid fignote settings escaping
		\img{\hsize}{integration/assets/79987400390d6fbac9bffb8d85192ca2fdc6f8a5.jpeg}
		\fignote{45}{A bicycle is unlocked by touching an RFID keycard to a dock in the Shanghai bike-share system.\label{chapter:bicycle-and-predicab-integration:figure:a-bicycle-is-unlocked-by-touching-an-rfid-keycard-to-a-dock-in-the-shanghai-bike-share-system}}{ITDP.}
	}
\fi

\ifxetex
	% disabled for now
\else
	{  % group required to avoid fignote settings escaping
		\img{\hsize}{integration/assets/92637605d50a31ebe1ae080e6f75300384fcb11d.jpeg}
		\fignote{46}{A bike-share station in Nantes, France, is permanently installed in pavement along the BRT corridor.\label{chapter:bicycle-and-predicab-integration:figure:a-bike-share-station-in-nantes-france-is-permanently-installed-in-pavement-along-the-brt-corridor}}{ITDP.}
	}
\fi

\ifxetex
	% disabled for now
\else
	{  % group required to avoid fignote settings escaping
		\img{\hsize}{integration/assets/2c16682cc51647a91333b06a7d06467259e66a22.jpeg}
		\fignote{47}{A bike-share station in Montreal is modular, allowing for seasonal removal during winter.\label{chapter:bicycle-and-predicab-integration:figure:a-bike-share-station-in-montreal-is-modular-allowing-for-seasonal-removal-during-winter}}{Will Sherman.}
	}
\fi

Stations may be fully automated, allowing users to unlock a bicycle with a RFID card or key, linking the bicycle to the user’s account and recording when the bicycle was taken and returned. A kiosk at the station transmits data between the dock and control center to:\par
% @ guide/31-bicycle_predicab_integration/313-bicycle-systems.src: lines 49-52: code points 1-0

\begin{itemize}
\item Report the number of bicycles at the station;% @ guide/31-bicycle_predicab_integration/313-bicycle-systems.src: lines 52-53: code points 1-0
\item Record users taking out bicycles and returning them;% @ guide/31-bicycle_predicab_integration/313-bicycle-systems.src: lines 53-54: code points 1-0
\item Provide information to users about their subscription account;% @ guide/31-bicycle_predicab_integration/313-bicycle-systems.src: lines 54-55: code points 1-0
\item Process credit cards for walk-up users;% @ guide/31-bicycle_predicab_integration/313-bicycle-systems.src: lines 55-56: code points 1-0
\item Provide the location and capacity of nearby stations.% @ guide/31-bicycle_predicab_integration/313-bicycle-systems.src: lines 56-56: code points 1-59
\end{itemize}
% @ guide/31-bicycle_predicab_integration/313-bicycle-systems.src: lines 52-56: code points 1-59

Stationary docking stations can be permanent or modular. Permanent stations are installed into the ground, hardwired to utilities, and not movable. Modular stations are less expensive to install because they require little or no excavation. Modular stations can be adjusted more easily, adding or removing docks to accommodate user demand, events, and construction sites. The Bixi system in Montreal uses modular bike-share stations to allow the system to be removed during winter months, when demand is lower. Modular stations often rely on a combination of solar power and batteries, which increases the flexibility of station siting, as placement is not dependent on utility connections.\par
% @ guide/31-bicycle_predicab_integration/313-bicycle-systems.src: lines 58-64: code points 1-69

In some scenarios, station attendants are warranted. Large stations that have capacity or high turnover, and stations near tourist destinations that attract many casual and unfamiliar users, can warrant having attendants to assist with redistribution and customer service. At high-demand bike-share stations at BRT stations in Guangzhou, China, an overflow corral is managed by an attendant, who moves bicycles from docks to the corral, or replenishes the docks with the corralled bicycles.\par
% @ guide/31-bicycle_predicab_integration/313-bicycle-systems.src: lines 66-70: code points 1-74

\ifxetex
	% disabled for now
\else
	{  % group required to avoid fignote settings escaping
		\img{\hsize}{integration/assets/27c97dbd8495e3694e5f6a1584470b7caed5f1cd.jpeg}
		\fignote{48}{An overflow corral at a Guangzhou, China, bike-share station is managed by an attendant, to ensure that empty docks and bicycles are available at peak periods.\label{chapter:bicycle-and-predicab-integration:figure:an-overflow-corral-at-a-guangzhou-china-bike-share-station-is-managed-by-an-attendant-to-ensure-that-empty-docks-and-bicycles-are-available-at-peak-periods}}{ITDP.}
	}
\fi

\subsubsection{2}{Flexible Programs}
\label{volume:integration:chapter:bicycle-and-predicab-integration:section:bicycle-systems:subSection:system-type:subSubSection:flexible-programs}
% @ guide/31-bicycle_predicab_integration/313-bicycle-systems.src: lines 75-91: code points 1-79

\ifxetex
	% disabled for now
\else
	{  % group required to avoid fignote settings escaping
		\img{\hsize}{integration/assets/4c17c30bea73694c9207661afb4c73e7c0c5ba88.jpeg}
		\fignote{49}{Social Bicycles’ lock system is integrated into the bicycle frame and uses available bike racks.\label{chapter:bicycle-and-predicab-integration:figure:social-bicycles-lock-system-is-integrated-into-the-bicycle-frame-and-uses-available-bike-racks}}{Social Bicycles.}
	}
\fi

\ifxetex
	% disabled for now
\else
	{  % group required to avoid fignote settings escaping
		\img{\hsize}{integration/assets/8be924376aef6da536b8f400db843526c8e1f7bc.jpeg}
		\fignote{50}{Social Bicycles’ lock system is integrated into the bicycle frame and uses available bike racks.\label{chapter:bicycle-and-predicab-integration:figure:social-bicycles-lock-system-is-integrated-into-the-bicycle-frame-and-uses-available-bike-racks}}{Social Bicycles.}
	}
\fi

Flexible bike-share systems do not use stations, instead relying on a smart-lock system that utilizes GPS and wireless communications to communicate with the system control center. The security and checkout infrastructure is located on each bicycle, eliminating the need for kiosks or docking stations. The smart-lock handles check-in and check-out functions, transmits the usage and location of each bicycle as needed, and monitors maintenance needs and unauthorized use. Users typically preregister online, use a system map to locate a nearby bicycle, and check it out using a text message or mobile phone app. Without docking stations, the cost of a flexible bike-share system is greatly reduced. Compared to fixed systems, flexible systems can make bike-share travel between public transport and lower-demand destinations affordable and feasible, because docking stations are not required near every destination.\par
% @ guide/31-bicycle_predicab_integration/313-bicycle-systems.src: lines 83-91: code points 1-79

\subsection{2}{Service Area and Phasing}
\label{volume:integration:chapter:bicycle-and-predicab-integration:section:bicycle-systems:subSection:service-area-and-phasing}
% @ guide/31-bicycle_predicab_integration/313-bicycle-systems.src: lines 93-170: code points 1-94

The coverage, or service area, of a bike-share system is typically determined based on areas that will generate the most users or serve a need for improved mobility. Factors in the development of the service area typically include the locations where people live, work, shop, play, and access public transport. In addition, social and geographic equity concerns are often considered on the basis of serving areas with low household income, low mobility, and poor access to public transport, among other factors.\par
% @ guide/31-bicycle_predicab_integration/313-bicycle-systems.src: lines 95-99: code points 1-98

To maximize success, bike-share systems often launch in phases, starting in areas with the highest demand to accelerate success of the system. The decision to expand beyond the first phase (and subsequent phases) will depend on available funding and the success of the system. System success is typically measured in terms of visible achievements, such as high ridership, positive public response, neighborhood and corporate requests for service-area expansion, and ongoing financial performance. Essentially, the system will grow if the expansion can be sustained through existing funding or an additional influx of user fees, private sponsorship, grants, and\slash{}or public funding.\par
% @ guide/31-bicycle_predicab_integration/313-bicycle-systems.src: lines 101-107: code points 1-57

Rollout should occur in manageable stages that match funding and organizational capacity. Later phases may introduce service to communities that are discontinuous from earlier phases, but will generate their own demand and provide a connection to public transport for longer trips. The Guangzhou, China, bike-share system opened in June 2010 with 18 stations and 1,000 bicycles along the Zhongshan Avenue BRT corridor. Over three phases, the system grew to include 15,000 bicycles around BRT stations and connect nearby residential and commercial areas.\par
% @ guide/31-bicycle_predicab_integration/313-bicycle-systems.src: lines 109-114: code points 1-33

\subsubsection{1}{Service Levels}
\label{volume:integration:chapter:bicycle-and-predicab-integration:section:bicycle-systems:subSection:service-area-and-phasing:subSubSection:service-levels}
% @ guide/31-bicycle_predicab_integration/313-bicycle-systems.src: lines 116-129: code points 1-12

The operator of a bike-share system should adhere to service levels that ensure an efficient and quality experience for the user, including:\par
% @ guide/31-bicycle_predicab_integration/313-bicycle-systems.src: lines 118-120: code points 1-0

\begin{itemize}
\item Maximum time periods the system or any part of it can be out of operation;% @ guide/31-bicycle_predicab_integration/313-bicycle-systems.src: lines 120-121: code points 1-0
\item Constant availability of bicycles and open docks to return bicycles to stations;% @ guide/31-bicycle_predicab_integration/313-bicycle-systems.src: lines 121-122: code points 1-0
\item Cleaning and maintenance schedule of the various aspects of the system;% @ guide/31-bicycle_predicab_integration/313-bicycle-systems.src: lines 122-123: code points 1-0
\item Longest time period faults are accepted and repairs can take.% @ guide/31-bicycle_predicab_integration/313-bicycle-systems.src: lines 123-123: code points 1-67
\end{itemize}
% @ guide/31-bicycle_predicab_integration/313-bicycle-systems.src: lines 120-123: code points 1-67

Service levels can be enforced by both monetary penalties and rewards, with monitoring of service levels through the IT system. Both the operator and the government-oversight body should have access to the information database. If properly designed, this access by both parties allows for the service-level standards to become shared knowledge, so there are no discrepancies between the two organizations about the payment.\par
% @ guide/31-bicycle_predicab_integration/313-bicycle-systems.src: lines 125-129: code points 1-12

\subsubsection{2}{Station Density}
\label{volume:integration:chapter:bicycle-and-predicab-integration:section:bicycle-systems:subSection:service-area-and-phasing:subSubSection:station-density}
% @ guide/31-bicycle_predicab_integration/313-bicycle-systems.src: lines 131-140: code points 1-73

The size of a bike-share system is a function of its service area and the desired spacing of stations. Successful bike-share systems rely on a high density of stations within the service area, to minimize the distances users must walk to pick up or drop off a bicycle near their final destination. The Vélib system in Paris places approximately ten stations per square kilometer, or approximately one station every 300 meters. On average, station spacing in European and North American bike-share systems is typically between 300 and 400 meters, with a station density of approximately six to ten stations per square kilometer. This range provides access to a bike within a short walk of anywhere in the service area, and provides a nearby alternative to return a bike if the destination station is full.\par
% @ guide/31-bicycle_predicab_integration/313-bicycle-systems.src: lines 133-140: code points 1-73

\subsubsection{3}{Station Size}
\label{volume:integration:chapter:bicycle-and-predicab-integration:section:bicycle-systems:subSection:service-area-and-phasing:subSubSection:station-size}
% @ guide/31-bicycle_predicab_integration/313-bicycle-systems.src: lines 142-156: code points 1-31

\ifxetex
	% disabled for now
\else
	{  % group required to avoid fignote settings escaping
		\img{\hsize}{integration/assets/7658ac79e85a2645eb1d9fd6d2b581c41bc187fe.jpeg}
		\fignote{51}{A bike-share station at Huajing Xincheng BRT station in Guangzhou, China, can accommodate hundreds of bicycles.\label{chapter:bicycle-and-predicab-integration:figure:a-bike-share-station-at-huajing-xincheng-brt-station-in-guangzhou-china-can-accommodate-hundreds-of-bicycles}}{Karl Fjellstrom, Far East BRT.}
	}
\fi

Station size is a function of demand. It is important that there be sufficient empty docks for riders to return bikes. Bike-share systems in Europe and North America typically use a ratio of 1.5 to 2 docks per bicycle to allow high-demand areas to accommodate peak period travel patterns. In an optimized system, the bicycles are used six to nine times a day. Higher ratios of docks increase capital costs, while lower ratios of docks to bicycles generally result in higher rebalancing costs. Redistribution vehicles and associated personnel can help balance full destination stations by restocking empty stations with high checkouts. Redistribution is one of the greatest challenges in operating a bike-share system. Using electric vehicles to transport bicycles and offering free time and incentives to return the bicycles to low-demand stations are two ways that Vyste, in Paris, optimized its redistribution process to reduce costs and minimize environmental impacts.\par
% @ guide/31-bicycle_predicab_integration/313-bicycle-systems.src: lines 147-156: code points 1-31

\subsubsection{4}{Station Placement}
\label{volume:integration:chapter:bicycle-and-predicab-integration:section:bicycle-systems:subSection:service-area-and-phasing:subSubSection:station-placement}
% @ guide/31-bicycle_predicab_integration/313-bicycle-systems.src: lines 158-170: code points 1-94

\ifxetex
	% disabled for now
\else
	{  % group required to avoid fignote settings escaping
		\img{\hsize}{integration/assets/e2b0fbf7bb279e0c41094b526f55a54a210b9390.jpeg}
		\fignote{52}{Bike-share station in Guangzhou, China, located adjacent to a BRT station.\label{chapter:bicycle-and-predicab-integration:figure:bike-share-station-in-guangzhou-china-located-adjacent-to-a-brt-station}}{ITDP.}
	}
\fi

Based on the target density or distance a user must walk, stations are sited throughout the service area near bicycle infrastructure, public transport, and other key destinations. Bike-share stations should be placed in safe, convenient, and highly visible locations. If stations are intended to serve a public transport station or hub, there should be clear sight lines between the entrance of the public transport station and the bike-share station. Bike-share stations should ideally be located a short distance from BRT stations, without obstructing pedestrian and vehicle circulation, or forcing users to cross streets. This creates seamless transfers for the user from one mode of public transport to another. BRT station design can facilitate unique integration of bike-share stations. Unused space under pedestrian overpasses and on medians created by the station platforms can offer good areas for a bike-share station.\par
% @ guide/31-bicycle_predicab_integration/313-bicycle-systems.src: lines 162-170: code points 1-94

\subsection{3}{Bicycle Design}
\label{volume:integration:chapter:bicycle-and-predicab-integration:section:bicycle-systems:subSection:bicycle-design}
% @ guide/31-bicycle_predicab_integration/313-bicycle-systems.src: lines 172-191: code points 1-28

\ifxetex
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\else
	{  % group required to avoid fignote settings escaping
		\img{\hsize}{integration/assets/2634d97bbc3d96e02eb8ea36649d2ca0cb14459e.jpeg}
		\fignote{53}{Barcelona’s bike-share system features sturdy bicycles with internal gearing, fenders, chain guards, and front baskets.\label{chapter:bicycle-and-predicab-integration:figure:barcelonas-bike-share-system-features-sturdy-bicycles-with-internal-gearing-fenders-chain-guards-and-front-baskets}}{Nelson\textbackslash{}Nygaard.}
	}
\fi

The physical design of the bicycle will depend on environmental and social norms of bicycling in the service area. Common attributes of successful bike-share systems include:\par
% @ guide/31-bicycle_predicab_integration/313-bicycle-systems.src: lines 177-179: code points 1-0

\begin{itemize}
\item Bicycle-frame design that accommodates users of varying sizes, such as a step-through design, which can be easily mounted. Adjustable seats that can be raised or lowered for different-sized users;% @ guide/31-bicycle_predicab_integration/313-bicycle-systems.src: lines 179-180: code points 1-102
\end{itemize}
% @ guide/31-bicycle_predicab_integration/313-bicycle-systems.src: lines 179-180: code points 1-102

\begin{itemize}
\item Concealed drive trains and cables to minimize wear and tampering;% @ guide/31-bicycle_predicab_integration/313-bicycle-systems.src: lines 182-183: code points 1-0
\item A front basket or rack to carry a bag, rather than a rear rack, which can be overloaded or improperly used to carry passengers. Front and rear reflectors and lights, usually powered by a dynamo attached to the wheel, for visibility and compliance with local laws;% @ guide/31-bicycle_predicab_integration/313-bicycle-systems.src: lines 183-186: code points 1-0
\item Fenders to keep users dry in the rain. Bicycles that are identical and constructed of customized components to limit their appeal to theft and vandalism. The availability of those spares should be written into the procurement contracts with suppliers.% @ guide/31-bicycle_predicab_integration/313-bicycle-systems.src: lines 186-188: code points 1-46
\end{itemize}
% @ guide/31-bicycle_predicab_integration/313-bicycle-systems.src: lines 182-188: code points 1-46

\ifxetex
	% disabled for now
\else
	{  % group required to avoid fignote settings escaping
		\img{\hsize}{integration/assets/fe07746e487d073a8d06f2ff494bb4b8a0e626d9.jpeg}
		\fignote{54}{Mexico City’s sturdy bicycles with internal gearing, fenders, chain guards, and front baskets.\label{chapter:bicycle-and-predicab-integration:figure:mexico-citys-sturdy-bicycles-with-internal-gearing-fenders-chain-guards-and-front-baskets}}{ITDP.}
	}
\fi

\subsection{4}{Integration with BRT}
\label{volume:integration:chapter:bicycle-and-predicab-integration:section:bicycle-systems:subSection:integration-with-brt}
% @ guide/31-bicycle_predicab_integration/313-bicycle-systems.src: lines 193-246: code points 1-8

\subsubsection{1}{Information Integration}
\label{volume:integration:chapter:bicycle-and-predicab-integration:section:bicycle-systems:subSection:integration-with-brt:subSubSection:information-integration}
% @ guide/31-bicycle_predicab_integration/313-bicycle-systems.src: lines 195-202: code points 1-12

Signage that shows transfers from bike-share to BRT expands the reach of the public transport network. Real-time information, including timetables, station location, capacity, and operating hours can be available to the user through information management systems (website, on-screen display, and smartphone apps), signage, and user service personnel. Maps and routing applications, which help plot origin and destination trips using BRT, bike-share, and other modes of public transport, allow users to plan multimodal trips effectively.\par
% @ guide/31-bicycle_predicab_integration/313-bicycle-systems.src: lines 197-202: code points 1-12

\subsubsection{2}{Payment Integration}
\label{volume:integration:chapter:bicycle-and-predicab-integration:section:bicycle-systems:subSection:integration-with-brt:subSubSection:payment-integration}
% @ guide/31-bicycle_predicab_integration/313-bicycle-systems.src: lines 204-211: code points 1-56

Payment integration is an important means of creating an integrated public transport system. The same smart card that is used for BRT should also be used for the bike-share system and other forms of public transport. A single, integrated payment system that allows users to access BRT for longer distances and bike sharing for the “last mile” provides the experience of a unified public-transport system, even if payments are dispersed to various operators from a control center. The Navigo pass in Paris allows users access to Vélib bike-share, subway, and regional trains.\par
% @ guide/31-bicycle_predicab_integration/313-bicycle-systems.src: lines 206-211: code points 1-56

\subsubsection{3}{Case Study: Guangzhou, China}
\label{volume:integration:chapter:bicycle-and-predicab-integration:section:bicycle-systems:subSection:integration-with-brt:subSubSection:case-study-guangzhou-china}
% @ guide/31-bicycle_predicab_integration/313-bicycle-systems.src: lines 213-227: code points 1-9

\ifxetex
	% disabled for now
\else
	{  % group required to avoid fignote settings escaping
		\img{\hsize}{integration/assets/0aa2ac9b0824944ef31123034692ab9abefa5669.jpeg}
		\fignote{55}{Guangzhou’s bike-share is integrated into the BRT station and allows for increased capacity and catchment.\label{chapter:bicycle-and-predicab-integration:figure:guangzhous-bike-share-is-integrated-into-the-brt-station-and-allows-for-increased-capacity-and-catchment}}{ITDP.}
	}
\fi

In Guangzhou the bike-share system was implemented and opened as part of the BRT project. Launched in June 2010, the Chinese city of Guangzhou inaugurated a bike-share system with 5,000 bicycles and 110 stations in the Tianhe District to complement the BRT, as well as the bicycle and pedestrian infrastructure along the corridor. A portion of the BRT trunk line acted as a backbone for the identified coverage area for Phase 1 of the system (Tianhe District), and the capital costs of the Phase 1 system were included in the overall BRT budget. The company operating the public bike system is owned by the same government agency that owns the company regulating the BRT operations, which is also in charge of regulating bus stops and bus terminals throughout Guangzhou. The Guangzhou Public Bicycle System has approximately 35,000 users and 21,000 rides per day, with one-third of users making trips by bike-share more than seven times per week.\par
% @ guide/31-bicycle_predicab_integration/313-bicycle-systems.src: lines 218-227: code points 1-9

\subsubsection{4}{Pedicabs (Bicycle Taxis)}
\label{volume:integration:chapter:bicycle-and-predicab-integration:section:bicycle-systems:subSection:integration-with-brt:subSubSection:pedicabs-bicycle-taxis}
% @ guide/31-bicycle_predicab_integration/313-bicycle-systems.src: lines 229-246: code points 1-8

\ifxetex
	% disabled for now
\else
	{  % group required to avoid fignote settings escaping
		\img{\hsize}{integration/assets/a8663cb433c6977c14ae23dbe3e92a393d486f1e.png}
		\fignote{56}{Pedicabs can help form part of a seamless package of integration options for BRT customers. Shown here are pedicabs queuing at a TransMilenio BRT station in Bogo-tá.\label{chapter:bicycle-and-predicab-integration:figure:pedicabs-can-help-form-part-of-a-seamless-package-of-integration-options-for-brt-customers-shown-here-are-pedicabs-queuing-at-a-transmilenio-brt-station-in-bogo-t}}{INSSA.}
	}
\fi

A pedicab (also known as a \emphasis{cycle rickshaw}, \emphasis{becak}, \emphasis{velotaxi}, \emphasis{trisikad}, \emphasis{sanlunche}, or \emphasis{trishaw}) provides low-cost, nonpolluting mobility while serving as an important source of employment in cities around the world. Pedicabs generally have three wheels and are manually powered. They are an ideal feeder service to BRT stations, especially for trips of 4 kilometers or less, and on streets that are too narrow for buses. They can be organized as a formal component of the BRT system, or encouraged informally through incentives. Finally, a system of pedicabs is an ideal tool to encourage entrepreneurship.\par
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\ifxetex
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		\fignote{57}{Pedicabs can help form part of a seamless package of integration options for BRT customers. Shown here are pedicabs queuing at a TransMilenio BRT station in Bogo-tá.\label{chapter:bicycle-and-predicab-integration:figure:pedicabs-can-help-form-part-of-a-seamless-package-of-integration-options-for-brt-customers-shown-here-are-pedicabs-queuing-at-a-transmilenio-brt-station-in-bogo-t}}{INSSA.}
	}
\fi

\subsection{5}{Pedicab Design}
\label{volume:integration:chapter:bicycle-and-predicab-integration:section:bicycle-systems:subSection:pedicab-design}
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		\img{\hsize}{integration/assets/98b52e7d67bc1536d87ad251b7e589361b5c1d00.jpeg}
		\fignote{58}{Velotaxi in Berlin.\label{chapter:bicycle-and-predicab-integration:figure:velotaxi-in-berlin}}{Michael King.}
	}
\fi

Similar to the regular bicycle, the design of pedicabs has advanced in recent years. Newer models are lighter, stronger, faster, and more comfortable than their earlier counterparts. In selecting a standard pedicab to complement a BRT system, every effort should be made to choose the most recent model and continue to update the models annually. This includes features such as customer shading systems, aerodynamic profiles, and advanced suspension, braking, and gearing systems.\par
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		\fignote{59}{Modern cycle rickshaw in Jaipur, India.\label{chapter:bicycle-and-predicab-integration:figure:modern-cycle-rickshaw-in-jaipur-india}}{ITDP.}
	}
\fi

\subsubsection{1}{Case Study: Agra, India}
\label{volume:integration:chapter:bicycle-and-predicab-integration:section:bicycle-systems:subSection:pedicab-design:subSubSection:case-study-agra-india}
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		\fignote{60}{The redesigned Indonesian becak is lighter and more stable than traditional models.\label{chapter:bicycle-and-predicab-integration:figure:the-redesigned-indonesian-becak-is-lighter-and-more-stable-than-traditional-models}}{ITDP.}
	}
\fi

In the late 1990s, ITDP and several local partners initiated a program to develop a modernized cycle rickshaw for the Indian market. The initiative was launched in Agra, India, and quickly spread to other cities, including Delhi. The project produced a rickshaw that weighs 30 percent less than traditional rickshaws, at roughly the same cost (Figure 31.60). Drivers reported a 50 percent increase in earnings, because they could ply the modern rickshaw for a longer period of time and also due to superior comfort for customers. Today, over 300,000 modern pedicabs operate on the streets of Indian cities. In Indonesia, cities such as Yogyakarta are following the lead of the Indian cities and producing a modernized pedicab (Figure 31.63).\par
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		\fignote{61}{The modernized cycle rickshaw in India has revitalized the pedicab marketplace.\label{chapter:bicycle-and-predicab-integration:figure:the-modernized-cycle-rickshaw-in-india-has-revitalized-the-pedicab-marketplace}}{ITDP.}
	}
\fi

\subsection{6}{Facilities}
\label{volume:integration:chapter:bicycle-and-predicab-integration:section:bicycle-systems:subSection:facilities}
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\subsubsection{1}{Additional Width}
\label{volume:integration:chapter:bicycle-and-predicab-integration:section:bicycle-systems:subSection:facilities:subSubSection:additional-width}
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		\fignote{62}{Cycle rickshaw (freight) on a narrow street in Bangkok, Thailand.\label{chapter:bicycle-and-predicab-integration:figure:cycle-rickshaw-freight-on-a-narrow-street-in-bangkok-thailand}}{Michael King.}
	}
\fi

Because they are wider than a bicycle, there are special concerns for pedicabs in facility design. Ideally they should use the non-motorized roadway network, such as greenways, bike lanes, low-speed streets, or alleys. These facilities should be designed accordingly. A more spacious design also accommodates bike trailers, wagons, adult tricycles, and other nonstandard bikes. Note that there are varying vehicle widths, thus the dimensions below need to be verified for each country. Some general guidelines for pedicab facilities are:\par
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\begin{itemize}
\item Pedicabs generally fit in a 1.5-meter-wide bike lane, but not narrower; 1.8 meters is preferred;% @ guide/31-bicycle_predicab_integration/313-bicycle-systems.src: lines 289-290: code points 1-0
\item Bicycles and pedicabs need to pass each other. In a striped lane this is accomplished by moving into the adjacent auto lane. A bike lane should be at least 2 meters wide, if not 2.5 meters;% @ guide/31-bicycle_predicab_integration/313-bicycle-systems.src: lines 290-292: code points 1-0
\item Bollards and other obstacles that allow a bicycle to pass through may restrict a pedicab. A 1.7-meter clearance generally does not restrict a pedicab;% @ guide/31-bicycle_predicab_integration/313-bicycle-systems.src: lines 292-294: code points 1-0
\item Ramps designed for bicycles need to be wider for pedicabs;% @ guide/31-bicycle_predicab_integration/313-bicycle-systems.src: lines 294-295: code points 1-0
\item Parking facilities need to be larger to accommodate pedicabs.% @ guide/31-bicycle_predicab_integration/313-bicycle-systems.src: lines 295-295: code points 1-67
\end{itemize}
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\subsubsection{2}{Waiting Stands at BRT Stations}
\label{volume:integration:chapter:bicycle-and-predicab-integration:section:bicycle-systems:subSection:facilities:subSubSection:waiting-stands-at-brt-stations}
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Whether formal or informal, waiting stands at BRT stations are integral to integrating pedicabs and BRT. It is here that drivers wait for customers, rest, and service their vehicles. These facilities are not unlike the bike stations described above and may be operated as a concession. Fundamental features include:\par
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\begin{itemize}
\item Waiting areas for drivers;% @ guide/31-bicycle_predicab_integration/313-bicycle-systems.src: lines 303-304: code points 1-0
\item Toilet and washroom facilities;% @ guide/31-bicycle_predicab_integration/313-bicycle-systems.src: lines 304-305: code points 1-0
\item Bike washing;% @ guide/31-bicycle_predicab_integration/313-bicycle-systems.src: lines 305-306: code points 1-0
\item Basic maintenance, such as minor adjustments and air for tires.% @ guide/31-bicycle_predicab_integration/313-bicycle-systems.src: lines 306-306: code points 1-69
\end{itemize}
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The waiting stands should be situated near customer egress points, but not so close as to cause congestion. They should be within eyesight of patrons. Ideally they would be located closer than the MV taxi stand. It is best to separate them from bicycle parking and lockers.\par
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\subsection{7}{Regulations}
\label{volume:integration:chapter:bicycle-and-predicab-integration:section:bicycle-systems:subSection:regulations}
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Unfortunately, many countries and cities took steps to reduce pedicabs during the latter part of the twentieth century. As such, there may be regulations that need to be altered as well as a lack of safety, pricing, and other standards. In any for-hire service, standardization is a good business practice. Key regulations to consider include:\par
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\begin{itemize}
\item Posted fare information;% @ guide/31-bicycle_predicab_integration/313-bicycle-systems.src: lines 318-319: code points 1-0
\item Regular pricing schemes, either via a meter or zone. Licensing and registration of pedicabs to ensure a minimum vehicle condition, tire quality, and functional brakes;% @ guide/31-bicycle_predicab_integration/313-bicycle-systems.src: lines 319-321: code points 1-0
\item Permission for pedicabs to use both motorized and non-motorized facilities.% @ guide/31-bicycle_predicab_integration/313-bicycle-systems.src: lines 321-321: code points 1-81
\end{itemize}
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\subsection{8}{Operations}
\label{volume:integration:chapter:bicycle-and-predicab-integration:section:bicycle-systems:subSection:operations}
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Formal operating structures can deliver enhanced customer service while improving working conditions for pedicab drivers. The experience in many places is of a hectic, informal pedicab queue at public transport stations. Should the drivers be organized, this disorderly system can be regularized, which makes for a more pleasant customer experience. A formal system includes driver training, uniforms, and unionization.\par
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New technologies that improve the user experience and increase the efficiency of the service can be encouraged. As smartphone use spreads throughout the world, it is possible to integrate a smartphone app that connects to pedicab operators.\par
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\subsubsection{1}{Case Study: Fazilka, India}
\label{volume:integration:chapter:bicycle-and-predicab-integration:section:bicycle-systems:subSection:operations:subSubSection:case-study-fazilka-india}
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In the town of Fazilka in northern India, the Ecocabs system provides a dial-a-rickshaw service for local residents. After a customer places a call, a cycle rickshaw is dispatched to the customer’s address within minutes. The system features a network of driver facilities with food service, restrooms, and other amenities. Participating drivers can avail themselves of low-cost loans for vehicle purchase, medical and accident insurance, educational allowances for their children, and other benefits. The system also has a mechanism for handling customer grievances.\par
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		\fignote{63}{The Ecocabs system in Fazilka, India, features modern vehicles, phone-based dispatch, and financial benefits for participating drivers.\label{chapter:bicycle-and-predicab-integration:figure:the-ecocabs-system-in-fazilka-india-features-modern-vehicles-phone-based-dispatch-and-financial-benefits-for-participating-drivers}}{Ecocabs.}
	}
\fi

