Bike parking: the next generation

This caught my eye: a commuter at Aircraft station:

…uses the station five days a week and said she had given up trying to get a park at the station.

“Because of the traffic congestion on Point Cook Road and because of the lack of car parking facilities at the station, I choose to walk or to cycle to the station

Star Weekly, 2/4/2019 “No love for Aircraft train station

Aircraft is not unique in this regard. No suburban railway station has enough car parking to meet demand. It’s basically impossible to achieve. It’s extraordinarily expensive, and doesn’t scale up.

Car park, Laverton station

If someone walks or cycles to the station instead of driving, is that actually a bad outcome?

The caveat:

“The footpath’s broken, it’s very narrow, the railings either side of the footpath are inadequate and inappropriate.

“I lock my bike to the fence … there’s just no bike security.

All of these could be fixed without just giving up and expanding the car park at huge cost, so it fills up a few minutes later each morning, and generates more car traffic into the precinct.

Unfortunately, it looks like the nearby level crossing removal won’t provide upgrades to the station either way.

Singapore MRT: bicycle parking

Bike cages? Or something else?

In Europe and Asia, you see huge numbers of bicycles parked at railway stations. Could we get the same outcome here?

(The image above is from Singapore; the image at the top of the post is from Bruges, Belgium.)

I’m not sure a cage is necessarily much more secure than locking a bike to a fence. Almost anybody can get a bike cage card key. And bike cages are pretty expensive to install en masse – around $100,000 for a standard cage (fitting 26 bikes). That’s a lot cheaper than car parking, but still quite pricey.

I’ve been reliably informed that bike theft can be a problem, but it almost never happens if a D-lock is used – because D-locks can’t be cut through with bolt cutters.

(Angle grinders are a different story. This is why many people use a cheap bike to park at the station, not an expensive one that may attract thieves.)

The Aircraft commuter’s situation is not unique. Many people would like to drive to the station. They’ll never be able to do so, because providing a car spot for all of them is completely impractical.

Station car parks are often very prominent, usually taking up more space than the station itself, but that’s because cars take up so much space. The statistics show that most people don’t drive to the station. Not even in Zone 2.

Most people walk, cycle, or catch a bus or tram to the station because it’s the best (or least worst) option for them. Given costs of providing station parking make it impractical on a large scale, it’s good that most people can find another way.

But the article is right – bicycle parking could be a lot better than it is.

The next station out from Aircraft is Williams Landing, which has 666 car park spaces [1] – also full early each morning.

It turns out that a lot of people are cycling to Williams Landing.

Williams Landing station - bike cage

When I took a look one weekday afternoon, I found the bike cage was packed full of bikes.

…and nearby, this fence had a long row of bikes along it.

Williams Landing station - bike parking

This is good. The more people cycling, the better.

So what’s the best way to encourage even more people to cycle?

Better bike lanes and paths will help, but if every fence already has a bike chained to it, what about more station bike parking, on a large scale?

The Wheelie

If more Parkiteer bike cages are expensive, are there cheaper options?

Turns out the Department of Transport and Monash University have been working on something: The Wheelie.

It’s a simple metal structure that is compact – designed to fit into an area the size of a parking space – and can cater for up to nine bikes.

It looks quite ingenious, and could help cater for a lot more bike parking around stations as well as places like university campuses.

I’m told the cost is under $1000 to manufacture it, plus some installation costs – kept low by not needing excavation (which in turn can impact underground services) – it’s just anchored to a block of concrete. Unsophisticated, but effective. And the design is Creative Commons, so anybody can make and deploy them.

The key is to target installation sites carefully: probably better at staffed stations, in view of CCTV, in a well-lit spot, and preferably undercover.

Cycling’s not for everyone. (I don’t currently have a bike.) And connecting buses should be better.

But if this new design provides a cheap affordable way to get more people to railway stations without them having to drive and add to local congestion, then that’s a win for everybody – even those who do have to drive.

  • [1] The new PTV web site just says the station has parking, with no detail. Only the old web site specifies the number of spots.
  • Lead photo: bike parking at Bruges station, Belgium

Melbourne’s station parking problem

Melbourne’s rail network already has some huge car parks, up to 1000 spaces at some stations, as many as a medium-sized shopping centre. There are more than 40,000 spaces across the Metro network, and thousands more on V/Line. Unlike in some cities, they’re all free.

The common complaint is that all station car parks fill up between 7 and 8am each weekday.

Presumably because car parks are so visible and politically popular, the politicians love building more. Here’s Labor’s pledge:

The problem is that building big suburban car parks is not an efficient way to get more people onto public transport.

  • It takes away valuable land around stations
  • It adds to local traffic congestion
  • It undermines more efficient alternatives by slowing down buses and trams, and making walking and cycling less pleasant
  • It requires that users can drive and have a vehicle that want to leave there all day, meaning it’s expensive for commuters
  • Like all solutions involving individual motor vehicles, it doesn’t scale due to the space required
  • It’s really, really expensive. The 1600 planned spaces for western suburbs stations will cost an average of $14,000 each, but at Tarneit it’s an eye-popping $37,500 per space (presumably multi-storey).
  • And worst of all, it’ll STILL be full by 8am (because demand always outstrips supply — Tarneit is a station that didn’t even exist 4 years ago, and it already has 1000 spaces) — so it won’t actually fix the problem
  • This means it only caters for (some) peak commuters, and undermines the efficiency of the whole train system by providing poor access for the rest of the day

I’m not going to tell you to vote for the other guys, because they want to do the same thing.

For example the Coalition has pledged $30 million for an additional 450 spaces, an amazing $66,000 per space. That’s about 7,600 daily fares, or more than 30 years of Monday to Friday commuting — almost 40 years if using a Yearly fare.

It’ll never even come close to recouping its costs. How is this seen as a sensible investment?

The Greens notably have policies around better buses, rather than more car parks, but are unlikely to be running the government anytime soon.

Sure, bigger car parks will get a few more people onto trains, but it’s far from the most efficient way of doing it. What about finding a method that’s cheaper, causes fewer problems, is more scalable, and doesn’t assume train passengers have a car?

Tarneit station

Park and ride has its place. It’s appropriate for urban fringe areas where land is cheap and not suited to other uses such as residential or commercial development, walking and cycling distances for people are too far, and density doesn’t support good bus services.

Perhaps it’s time to consider applying a small fee to help offset the cost and discourage those with alternatives, combined with a rebate for those driving to the station from areas with no other options?

There is one arguable benefit from big car parks at stations that someone well-connected pointed out to me the other day: it’s a method of land banking for future development.

Elsternwick might be an example. Some years ago, the decades-old ground level parking got converted to multi-storey, freeing up space for apartments and retail. I don’t think the retail has been a raging success, but the theory is good… though in practice, given the cost of multi-storey, I’m not surprised it doesn’t happen very often.

Alternatives to driving to the station

The mystery to me is: in suburban areas, when the walking/cycling and bus options are all crap, but could be viable with a little more investment, how come the answer from both sides is always “spend $$$ on more parking”, given it doesn’t solve the problem, and creates others?

“But Daniel, nobody wants to use the bus”. Nope, completely untrue. Here’s a crowd at Tarneit who are more than willing to catch a bus home, but they’re left waiting. Route 167 only runs every half-hour. Apparently the solution is to pay millions to get them to drive to the station instead.

Tarneit station bus stop

“But Daniel, most people drive to the station!” No they don’t. Even in zone 2, a minority of people drive to the station.

The stats for 2013-14 show 27.9% of weekday access to stations (excluding the CBD) was by car. It was higher in zone 2, lower in zone 1, but driving to the station is a minority mode in all areas, with only some individual stations having a majority of arrivals by car.

It just looks like most people drive, because the car parks take up so much damn space.

Station access 2013-14 (PTV data)
(This graph is from the 2015 post, which used slightly older figures. Unfortunately there are no figures after 2015 showing the effects of zone changes, and none for V/Line stations like Tarneit and Wyndham Vale.)

Now, I’m not about to tell people they should go and walk along terrible unlit footpaths, or use a second-rate bus service.

People will use what’s most convenient. Remember, transport is supply-led.

But the infuriating thing is that every time the government has tried upgrading connecting buses, people have flocked to them. Even my local 703 route, which is okay during peak but very poor after the PM peak, gets a crowd every morning and every night.

703 bus arrives at Bentleigh station

Other stations with feeder buses running at good frequencies also get lots of people connecting by bus.

  • Bayside City Council is currently trialling a free commuter bus service, running every ten minutes each morning and evening peak to/from Middle Brighton station. Details

Some stations also have substantial levels of bicycle access, often outstripping capacity of bike cages. At Newport, where the Parkiteer cage is regularly full, locals resorted to the Pick My Project initiative to try and get another one… it wasn’t selected. Given one cage storing 26 bikes takes the space of about 2 cars, and is something like an eighth of the cost, why isn’t government just routinely installing more bike parking, either cages or another design, as demand grows?

And at almost all stations, more people walk to the station than drive, despite often adverse walking conditions.

All these can be improved at far less than $37,500 per car space. Why are these modes not getting more investment?

Public transport shouldn’t require that users own a car. There are proven fixes that are cheaper, can get people to the station even if travelling after morning peak, that don’t take up lots of space around stations, and don’t contribute to local traffic congestion.

If only the politicians could see it.

“Step-free” doesn’t mean DDA-compliant

All of Melbourne’s suburban railway stations have step-free access to the platforms.

Except one: Heyington. To get to either platform involves steps.

Heyington is set into the side of a hill. From the street you go down some steps to the citybound (“up”) platform. Or if you want the outbound (“down”) platform, that’s down some steps, across a walkway, and then down some more steps. (The outbound platform is accessible directly from the adjacent St Kevins College, but that appears to be a private entrance.)

Heyington Station

Heyington Station

Other rail networks

So, every Melbourne station except one has step-free access.

That’s a long way ahead of many of the bigger old rail systems around the world.

In Sydney, by my count, 109 out of 178 (61%) are accessible (following huge investment in lifts), though the proportion across New South Wales as a whole is around half.

In London, it’s around a quarter of Underground stations and about half the Overground stations. It’s also pretty dire in Paris.

Earls Court station, London Underground

It’s not that hard to see how this happened. Much of Sydney is very hilly, so many stations hug the side of hills (like Heyington does), which would have made it quite difficult/expensive to provide ramps, back in the days when accessibility for wheelchairs or prams wasn’t seen as a concern.

(For similar reasons, Sydney never had very many level crossings. Sure, they’ve done a good job at getting rid of theirs, but they never had that many to start with. Melbourne in comparison is fairly flat, so we ended up with lots of level crossings.)

On old underground systems like London and Paris, some of the stations were built before lift/elevator technology had really matured, and it would have been expensive, and not seen as a priority. Providing ramps to station platforms deep underground would have cost a fortune, so to this day they’re very reliant on steps. Some cities are spending up big on retro-fitting lifts.

How did Melbourne end up with ramps almost everywhere? There must have been a policy in place, because stations going back well over a hundred years have them — the MATHS stations rebuilt in the 1910s are a good example, but you can also find photos of Flinders Street Station from the 1890s with ramps.

Whatever the reasons for the policy, it showed foresight.

Ramps at Sandown Park station

DDA compliance doesn’t just mean ramps

So, all Melbourne stations except Heyington are step-free. But this doesn’t make them compliant with the latest legislated standards.

The Disability Discrimination Act, and the subsection, the Disability Standards for Accessible Public Transport are far more specific than just “no steps”. Melbourne’s station ramps, particularly the older ones, are too steep for some people in a hand-operated wheelchair to use, and can cause problems for people with other mobility difficulties.

Here’s a summary of the relevant DDA standard (AS 1428.1):

Summary of DDA building standards

So basically you need ramps to be no steeper than 1:14, and at that gradient, you need a landing every 9 metres.

DDA probably isn’t perfect. But it mandates a pretty good standard, which if followed, makes more public spaces accessible to most people, not just the able-bodied.

Some upgrades coming

The current state of many of the stations means, even though there are no steps, it’s difficult for some people to use them.

In the past, some stations have been proposed for upgrades; some have happened, some have faced fierce resistance.

Fortunately, the level crossing removal program is resulting in many stations being rebuilt to modern standards. This is a ramp down to the platforms at Bentleigh station — note the gentle gradient, and landing midway along.

Bentleigh station ramp

Accessibility information

If you have specific mobility needs and you’re looking to travel — for instance, you might be capable of using modern DDA-compliant ramps, but not the older steeper ones — there’s not very much official information online.

The rail network map simply says that only Heyington lacks step-free access.

The detailed station information on the PTV web site doesn’t distinguish between a station with fully-DDA-compliant ramps and lifts, and one with steep ramps.

In fact it cheerfully notes stations that have steps, without telling you what this means:

  • Heyington has steps which means you can’t access the platforms any other way.
  • Box Hill and Ormond are also listed as having steps… but platforms are accessible via lifts and/or ramps.

It mentions if station parking, phones and toilets are accessible, but again, doesn’t clarify what this means. Accessible from where? Caulfield’s new accessible toilets are on platforms 2/3, reached from the street via two steep ramps.

Worse, it claims Heyington’s toilets and phone are accessible — I didn’t notice a telephone, and there are certainly no toilets available there.

PTV Journey Planner options

Planning journeys

The PTV Journey Planner can be told:

  • You can’t walk very far
  • You need services and/or stops with wheelchair access

(The Journey Planner seems to know which trams are accessible and which aren’t — eg 96 normally is, 57 normally isn’t. Just don’t bother trying to look at the tram timetables online, which don’t show it.)

But you can’t specify that you need:

  • Unassisted/DDA-compliant wheelchair access
  • Visual displays on the platform (eg hearing difficulties) to confirm you’re boarding the right service
  • Tactile guidance paths (even though these are in the PTV database)

(I’m not trying to catalogue every specific need people might have, just show some examples.)

Google Transit doesn’t have any options other than being able to preference less walking, even though the GTFS data specification includes accessibility information.

Ultimately if you need more information than is available online, the only thing I can suggest is contacting PTV and Metro for that information… if they have it.

Perhaps we should be thankful that most of the train system is accessible, at least with assistance.

Most buses are compliant. Trams… that’s another story altogether.

Clearly a lot more is needed to improve the transport system as a whole to achieve full DDA-compliance.

* * *

Further reading:

Thanks to Karen for inspiring this blog post via discussion of her mother’s mobility needs.

Pics: The new shiny West Footscray station

I’m running a bit behind in my blogging due to general business.

Here are some pictures from the brand new shiny West Footscray station a few weeks ago.

The platforms seem uncluttered, and there are Passenger Information Displays (PIDs) and a clock, which are becoming the standard now for new stations:

West Footscray station, platform 2

There’s a pretty big car park, in part to make up for the parking lost at Footscray. You can also clearly see the space for the new Regional Rail Link lines which are being added:

West Footscray station, platform 2

There are bike cages as well as car parking, as well as a bike path/ramp from the concourse to the streets on either side. The main concourse/bridge over the tracks is pretty imposing, very visible from the surrounding areas.

West Footscray station

Chris Hale from Melbourne Uni presented at the PTUA Annual General Meeting recently. He remarked that Roxburgh Park station looks like a jail.

Although I wouldn’t say it’s beautiful, happily the same can’t be said for West Footscray. At the very least, it’s more colourful, with blocks of green, and areas of wood on the ceiling (apparently to help the acoustics and reduce noise).

West Footscray station, concourse

West Footscray station, concourse

Looking east towards Footscray (central) through a tiny hole in the concourse wall, you can see the amount of development that’s going on there:

West Footscray station, looking east

Minister Mulder’s decision to provide ramps as well as steps and lifts means there’s plenty of choice for getting between the concourse and the platforms. At least if the lifts break down, now there’s an accessible alternative. As you can see from the hoarding, despite having been officially opened, the work wasn’t quite complete when I went through:

West Footscray station, platform 1

All in all, not half bad for what will become a busy station as urban renewal takes hold in the area.

It’s not staffed, apart from PSOs. I would hope and assume that space was set aside for future staff facilities and toilets should they ever be needed — it appears so from the amount of closed-off space on the bridge.

One local I know seems to like it. As an occasional user of the old West Footscray station, I’d say it’s an improvement.

Hopefully future stations will continue to look less like jails and more like a welcoming spot to catch a train.

Update 6/12/2013: I’m told one other feature of the new West Footscray is that it has solar PV panels on the roof; enough for all the station’s power needs.

PSOs to check tickets, but won’t have #Myki readers? That won’t work.

Victoria Police Chief Commissioner Ken Lay, talking about deployment of Protective Service Officers on stations:

“From time to time they will check tickets. When these PSOs see a group of young people that they believe are up to no good on a railway station a really helpful tool is to say, ‘Show me your ticket’. If they haven’t got a ticket, off they go,” he said.

He denied they would be equipped with Myki card readers.

— Herald Sun online — Footscray station next stop for PSOs

The problem here is that without Myki readers, there is no way that the PSOs can tell if a Myki card is valid. They can’t tell if it has any credit loaded on it, they can’t tell if it has been touched-on.

PSOs at Flinders Street

PSOs having the ability to do ticket checks does make sense. Chief Commissioner Lay is right; it is a useful tool to help ensure people on a railway station are actually there to catch a train. And given officers will eventually patrol quiet stations with little or no crime, they might as well check tickets.

But a ticket check where you can’t tell if someone is fare-evading or not is not much of a ticket check.

And the requirement for being on a station is not just “a ticket” but “a valid ticket”.

Along with the statistics showing that around half of all assaults on stations occur before 6pm when PSOs won’t be on duty, it’s just another one of these things which suggests to me the PSOs plan has not been properly thought through.