NACTO Bike Share Siting Guide - FINAL PDF

Bike Share
Station Siting Guide

The NACTO Bike Share Station Siting Guide provides high-level
guidance on physical bike share station siting types and
principles. Selecting good individual station locations while
maintaining walkable distances between stations throughout
the system can maximize ridership and increase safety.
The NACTO Bike Share Siting Guide is part of a collection of

resources created in collaboration with the Better Bike Share
Partnership (www.betterbikeshare.org). It is made possible with
a grant from The JPB Foundation to further the conversation
around equity in bike share.
1.0 Introduction
1.1 How to Use This Guide
1.2 General Principles
1.3 Bike Share Stations in Context
1.4 General Configurations
2.0 Station Typologies

2.1 Stations in the Street
2.2 Stations on the Sidewalk
2.3 Stations in Open Spaces
3.0 Materials and Design Elements

3.1 Street Treatments
3.2 Surfaces
3.3 Utility and Loading Access
3.4 Wayfinding and Sponsor/Ad Panels
4.0 Technical drawings
2 B I K E S H A R E S TAT I O N S I T I N G
CHAPTER
1.0
Introduction
B I K E S H A R E S TAT I O N S I T I N G 3
CHAPTER
Bike share stations enhance painted

bulb outs which increase pedestrian
safety. Austin B-Cycle. Austin, TX
Photo: Austin Transportation Department
INTRODUCTION
As bike share systems continue to grow and expand
1.1
throughout North America, station siting is a critical issue
for cities and operators. While each city experiences its own
challenges and opportunities, a careful look across cities
can offer valuable lessons for station siting, opening up new
location types for placement and contributing to citywide
About This Guide
traffic safety enhancements.
In some places, necessary station densification will require practi-

tioners to look beyond the “low hanging fruit” for station locations.
In other cities, expansion into residential neighborhoods will require
additional consideration of a wider range of station locations.
NACTO’s Bike Share Station Siting Guide highlights best practices in

station siting from around the United States and provides guidance
on bike share station typologies and principles. It offers examples
of a variety of siting types, providing photos and technical drawings
to show how bike share stations can be situated in the streetscape.
In addition, the Guide offers examples of street treatments that are
Bike share stations can define center commonly used to demarcate and protect on-street stations and
medians and create pedestrian provides guidance for surfaces, wayfinding and ad/sponsor panels,
refuges on overly-wide streets. Citi
Bike. New York, NY
and siting around utilities. The Guide is a valuable resource for
Photo: NACTO
INTRODUCTION
planners and operators alike who are striving to create successful,

sustainable bike share systems.
The NACTO Bike Share Station Siting Guide was developed in

response to frequent requests from cities for siting guidance and
for examples of stations in various configurations. It was created
in collaboration with bike share experts, system operators, and
planners from a variety of North American cities. It focuses on
modular bike share stations typically used in the United States and
Canada and is intended for practitioners involved in site selection
for bike share stations. The examples and recommendations
are intended to empower practitioners by providing real-world
examples that can expand options for station siting. In addition,
these examples can be used to guide discussions around certain
location types and to help maximize the usefulness of each station
for riders.
Decisions about station density and strategies for community

engagement play key roles in determining not only where bike
share stations can go but whether a bike share system will succeed
or fail overall. Extensive research by NACTO and others shows that
ensuring that bike share stations are placed within an easy, 3-5
minute walking distance of one another throughout a contiguous
program area is paramount to successful, sustainable, equitable
bike share. Meaningful participation by residents, community and
civic groups, businesses, and elected officials plays a significant
role in the public acceptance of a bike share program. This Guide
supports these efforts by providing practitioners with real-world
examples of a wide range of possible locations, enabling practitio-
ners to more easily respond to community desires while maintaining
effective network design. The Guide is a robust station siting toolkit
that can be used by practitioners in cities of all scales to introduce
bike share stations into the streetscape while advancing larger
transportation goals of safety and increasing cycling.
STATION T YPOLOGIES COVERED IN THIS GUIDE:
Stations in the Street Stations on the Sidewalk

• Curbside
• Curbside flipped Stations in Open Spaces
• In the median • Parks
• Stations offset/In floating • Plazas
parking lanes • Parking lots
INTRODUCTION
Every city has its own conditions, culture, and constraints. In
1.2
some places, bike share stations can be comfortably placed on
sidewalks; in others, stations are better suited to placement in
the street.
Decisions about station placement take into account technical

General Principles criteria—such as sidewalk widths, pedestrian volumes, location of
fire hydrants, bus stops, and utilities—as well as political consid-
erations and community desires. Guidelines for siting bike share
stations that apply in all cities and all contexts are often difficult to
construct.
However, some station placement principles are universal. In

particular, easy access and good visibility are paramount to
success. No one wants to use a bike share station in a poorly-lit
location or where they feel personally unsafe. Potential riders may
be discouraged if stations are hard to find or hidden behind walls,
buildings, or trees. Similarly, it may be difficult to attract and retain
sponsors and advertisers if stations are hard to see.
Ensuring that stations are accessible
and convenient is essential to a well- Station locations must be operationally feasible—for example,
functioning bike share system. Citi adequate sun exposure if solar power is used, or close to access
Bike. New York, NY
Photo: NYC DOT
INTRODUCTION
points for maintenance and rebalancing vehicles. Locations that

impede pedestrians or create conflicts with other major streetscape
elements—e.g. bus stops, hydrants, loading bays—should also be
avoided. Adherence to these guidelines ensures that bike share
stations are situated in the streetscape in safe and desirable ways
and that stations are easy to find and use.
BIKE SHARE SITING GOAL S
Accessible and Convenient

Stations should be conveniently located and
easy for pedestrians and cyclists to find and
use, at any time, in any season.
Designed for Safety

Stations should be considered as part of
a city’s traffic calming toolkit and located
in areas with relatively high volumes of
pedestrian traffic and good lighting.
Operationally Feasible
Station locations should be easy to reach
and service. They should have adequate
sun exposure, if using solar power, and be
accessible to rebalancing and maintenance
vehicles.
Enhance the Pedestrian Realm

Stations should be placed in ways that
enhance the quality of the surrounding
pedestrian environment.
Part of the Streetscape Hierarchy

Stations share space in a crowded
streetscape. Stations should take
precedence over moveable objects such as
drive rails and standard bike racks. Stations
should not impede major, permanent
streetscape elements such as hydrants, bus/
transit stops, and loading docks. While the
station plate should not cover utility access
points, bikes can overlap utility points.
INTRODUCTION
Bike share stations are the most visible components of a bike
1.3
share system. As a result, station placement is one of the
most public and challenging aspects of the bike share planning
process.
Good station placement can attract riders, serve as a permanent

Bike Share Stations promotion for the system itself, create value for sponsors,
in Context contribute to larger road safety designs, and add activity to the
pedestrian realm. Poor placement can make stations hard to find or
difficult to get to, reduce ridership, interfere with pedestrian, cyclist
or vehicular motion, and can contribute to community complaints.
Bike share exists within the larger frame of a city’s safety and cycling
policies and can play a key role in a city’s traffic safety and sustain-
ability vision. The station siting strategies presented in this Guide
also advance other planning efforts, such as Complete Streets and
Vision Zero-style policies. Like bike lanes, bike share stations can
be tools to improve safety. Smart station placement can be part of
road safety redesigns and help reduce traffic fatalities and injuries
by increasing pedestrian visibility at intersections, narrowing
Bike share stations share space streets, and providing pedestrian refuge areas. On-street bike
in a complex streetscape. Divvy.
Chicago, Illinois share stations can protect bike lanes and help to define pedestrian
Photo: Ann Fisher space.
INTRODUCTION
As cities around the country grapple with issues of safety and

income inequality, the role of design cannot be understated.
Low-income people have a disproportionate risk of death or injury
caused by drivers and poor road design.1 At the same time, new
research shows that low-income people and people of color are
the fastest growing cycling populations, more likely to ride bikes
regularly for transportation, and most likely to say that introducing
protected bike lanes would make them ride more.2 Cities can make
their scarce financial resources do double duty by selecting bike
share station sites that make streets safer and increase ridership.
All across the world, data shows that proximity to a network of high
quality bike lanes increases bike ridership. Good bike share station
siting can encourage new cyclists and increase the use of bike
lanes, further justifying municipal investment in growing cycling.
Bike share systems often bring in less experienced riders who will
not ride without high comfort, protected bike lanes. Ensuring that
investments in bike share are matched by investments in high
comfort bike lanes is necessary. Systems that are implemented
or expand without considering where people will ride and the real
and perceived safety of those routes will not succeed. While not
all stations can or should be directly on or adjacent to a bike lane,
planners should ensure that bike share program areas are well
served by a strong bike lane network.
Bike share and transit are complementary modes and bike share
can play an important role in expanding a city’s overall transporta-
tion options. In cities with high transit use and bike share, more than
50% of bike share users report frequently linking bike share and
transit trips.3 Placing bike share stations in close, visual proximity
A bike share station forms a clear

border for a painted curb extension
on a busy street. Citi Bike. New
York, NY
Photo: Kate Fillin-Yeh/NACTO
INTRODUCTION
Bike share stations work in tandem

with protected bike lanes to create
a welcoming cycling environment.
GREENbike. Salt Lake City, UT
Photo: GREENbike
to bus and train stops can broaden the reach of transit, solving
some first/last mile problems.
Whether on sidewalks or in the street, bike share stations are

places for people, creating valuable public space and generating
economic activity. In New York, Citi Bike stations have been used to
anchor pedestrian plazas and create new places for people to sit,
mingle, and relax. In Minneapolis and New York City, researchers
have found that having a bike share station nearby increases the
spending and economic activity at stores, especially restaurants.4
A New York survey found that a bike share station in the curb lane,
replacing metered parking, increased total commercial spending
by 52%, due to the increased turnover (one parking space can
accommodate approximately ten bikes) and the fact that people
walking or biking spend more money at local businesses than
drivers.5
As bike share systems continue to proliferate and expand, good

station siting and network planning is essential. System expansion
and densification offer opportunities to push forward with initiatives
to increase road safety and create more livable, vibrant urban
spaces. Similarly, there is room in Vision Zero-style and Complete
Streets policies and transit and economic development projects to
move forward with bold bike share expansions. For cities to reap
the benefits of these symbiotic policies and projects, they must
grapple with the physical reality of bike share stations in the street
and on the sidewalk. It all comes down to where the rubber (bike
tire) meets the road.
INTRODUCTION
In contrast to their European and Asian counterparts, North
1.4
American cities have largely opted for modular bike share
equipment that can typically be deployed without trenching,
excavation, or other preparatory work. Most modular bike share
systems are solar powered, although some systems offer options
Basic Station to wire individual stations into the existing electrical grid. Solar,
Configurations modular systems allow for faster station installation, lower instal-
lation costs, greater ability to adjust station designs and sizes
after deployment, and the ability to move stations, if necessary,
to accommodate changing conditions such as construction or
extreme weather. At the same time, solar power often puts limits
on power availability and can limit station configuration options as
all the docks in the station must be connected at surface level.
In the past two years, hub-based bike share systems and systems
with “dumb” docks (where the docks do not require electrical
power) have been introduced in some U.S. cities. These systems
may make it harder for users to intuitively know where to find a bike
but have significantly lower capital costs. Because electricity is not
a concern, systems that use dumb docks have greater station con-
figuration options. However, the same basic planning principles—
selecting locations that are convenient, easily accessible, feel safe,
A Capital Bikeshare station protects fit into the pedestrian context, and are operationally feasible—still
a bike lane. Arlington, VA apply.
Photo: Paul DeMaio
INTRODUCTION
How much room do you need?

A 15 dock example *
Bike share stations can be configured

to fit in a variety of spaces. For Angled Dock (45 degrees)
example, a station that uses angled
docks is only 4.5’ wide, ideal for narrow 4.5'
sidewalks. However, the angled
plate configuration requires more 52.5'
length for the same number of docks
than a standard plate. In contrast, a Standard
back-to-back station layout requires
Standard
significantly more width – 13’ wide – 6'
6’ x 40’
but almost half as much length.
40'
* Approximate measurements for systems

using B-Cycle and Motivate systems. Double-sided
10'
28'
Back-to-back
13'
20'
Curved or Angled
Variable
Variable
Right Angle
Variable
Variable
INTRODUCTION
EX AMPLES
Standard Angled Docks Double-sided

The most common station A good option on narrow sidewalks or Opposite facing docks on the same
configuration. Ideal for linear spaces where there is limited width. plate. Good for wider spaces.
like streets and sidewalks.
Indego. Philadelphia, PA Indego. Philadelphia, PA
Capital Bikeshare. Washington, DC Photo: City of Philadelphia Photo: Ilana Wurman
Photo: Mario Durán Ortiz
Back-to-back Curved or Angled Right Angle

Double-wide or standard plates placed Allows stations to fit into non-linear Allows stations to fit into non-linear
back-to-back. Good for wider spaces. spaces or wrap around corners and spaces or wrap around corners and
objects. objects.
Capital Bikeshare. Washington, DC
Photo: Eric Gilliland Indego. Philadelphia, PA B-Cycle. McAllen, TX
Photo: B-Cycle Photo: B-Cycle
2 .0 S TAT I O N T Y P O L O G I E S
2.0
Station
Typologies
A bike share station defines the edge

of a pedestrian plaza. Citi Bike. New
York, NY
Photo: Stephen Mallon, with permission
from NYC DOT
Placing stations in the roadbed, at the same level as vehicle traffic,
2.1
is a common siting choice. On-street stations are most frequently
used where sidewalks are narrow or pedestrian space is at a
premium. Much like linear “parklets” or bike parking corrals, bike
share stations are routinely placed in standard (8’ or 9’) parking
Stations in the Street lanes, in offset/floating parking lanes, and in painted and concrete
medians.
As a general rule, an on-street bike share station can be placed

In this Section
anywhere where parked cars would go. The typical bike share
• Stations Next to the Curb station—with bikes at a 90 degree angle—is narrower than a parked
• Stations Next to the Curb: Flipped car; riders pull bikes out into the “door zone” just as a driver would
• Stations in the Median open a car door. Street stations can also be “flipped” so that the
• Stations Offset/In Floating bikes pull out toward the sidewalk, provided that there is sufficient
Parking Lanes room (more than 3’) to pull bikes out of the dock without hitting the
• Case Study: curb. The “flipped” configuration is ideal in places where planners
Bike Share Protected Bike Lanes, look to take additional width out of the roadway to calm traffic and
Austin, TX
increase safety.
Smart, creative station placement allows on-street stations

to play a role in larger traffic calming and street safety efforts.
A bike share station protects a bike
lane. Citi Bike. New York, NY Stations placed in parking lanes provide opportunities to also
Photo: NYC DOT
introduce additional traditional bike parking or create parklets and

seating. Stations that are placed in painted or striped medians
help to clearly demarcate the space as off-limits to cars and create
additional pedestrian refuges. Stations placed in offset/floating
parking lanes create a permanent barrier between bike lanes and
vehicular moving lanes, creating high-comfort bike areas that are
particularly valuable for newer riders.
Because they have a lower physical profile than parked cars, bike
share stations can also serve as part of a city’s strategy to enhance
visibility and pedestrian safety at crosswalks and intersections. In
New York, bike share stations are approved as a form of intersec-
tion “daylighting” to increase visibility of and by pedestrians who
are about to enter the crosswalk. In systems that use free standing
map panels, designers should pay extra attention to maintain
sightlines, especially at intersections.
Most cities avoid placing on-street bike share stations on streets

with excessively high traffic volumes but this standard varies from
city to city depending on a variety of other conditions including
presence/absence of bike lanes and surrounding land uses. Service
entrances and loading bays can be accommodated by adding blank
plates (standard plates without docks attached) to create pass-
through gaps in stations. Since stations are porous, people can
walk between docks—even large stations do not impede sidewalk
access.
A street station in Seattle. Pronto.

Seattle, WA
Photo: Alex Engel/NACTO
CASE STUDY
Bike Share Protected Bike Lanes, Austin, TX

Bike share station placement can augment bike lane design in powerful ways and can encourage
people to ride. As seen here in Austin, “bike share protected bike lanes” use the bike share station itself
to build safer bike lanes. The station forms a physical barrier between the bike lane and moving traffic
lanes and provides a safe place for people to begin and end their bike share trips. Such buffer space is
particularly important for less experienced riders.
The “bike share protected bike lane” design helps strengthen the link between bike share and the city’s
bike network. In Austin, planners report that people have become “very conscious” of the bike lane and
are less likely to walk in it since the B-Cycle station was added to the design.6 In New York, planners
found less resistance to stations placed adjacent to bike lanes because the public assumed that bike
share users would want to use the bike lanes and thus placing a station nearby was a good use of
public land.
In addition to Austin, “bike share protected bike lanes” are found in New York City as part of the Citi Bike
system and Arlington, VA as part of Capital Bikeshare.
Austin B-Cycle. Austin, TX

On-street bike share stations can On-street stations can be key

GENERAL CONSIDERATIONS
be placed anywhere where parked features in larger traffic calming
cars would go. Standard station projects and can be placed in
plates (i.e. not angled) can be used medians and floating parking lanes
in parking lanes that are 8’ wide or to demarcate and protect pedestrian
greater. and cyclist space.
Most cities allow on-street bike Wheelstops, stone blocks, flexible

share stations in no parking and no delineators, and/or painted buffers
standing zones (“red zones”) when are all commonly used to protect
they do not conflict with moving on-street stations from moving
travel lanes or pose other, location- vehicles. Stone blocks or planters
specific issues. can replace wheelstops on cobble
surfaces or other places where
Because the stations have a lower wheelstops cannot be installed.
profile than parked cars, stations
do not create sight obstructions. Station plates should not cover
They can be used at intersections utility access points. However, the
to increase pedestrian visibility and bikes can sit on utility points and
safety. Extra care should be used in drainage covers. Bridging and blank
systems that feature map panels. plates can create gaps to provide
pedestrian access, accommodate
Typically, the payment kiosk should loading or avoid obstructions and
be oriented to face the curb so that utilities (see Materials and Design
users can access the kiosk from the Elements).
sidewalk.
When using angled station plates,
On-street stations can create space the station should be angled so
for other amenities such as private that riders back the bike out into
Bay Area Bike Share.
bike parking and seating. the travel lane and are facing in the
San Francisco, CA
direction of traffic (similar to front-
Photo: David Weinzimmer
in-angle-parking for cars).
STREET
CROSSWALK
1'-3'
PARKING LANE 3' 2'-3'

8'-9'
BIKE SHARE STATION
6"-8"
5'-15'
SIDEWALK
T YPICAL CLEARANCES
Street Placement Docking Fire Hydrants

Standard bike share stations can People need room to pull bikes Clearances for fire hydrants vary
be placed in parking lanes that are out of the station—typically 1'-3’ from city to city. They typically
8’ wide or greater. Angled station from the back of the bike to the range from 5’-15’.
plates can be used if the parking curb or extent of the station area.
lane width is less than 8’. Stations where bikes are pulled
out toward a raised curb typically
Planners typically leave small need more clearance (at least
clearances (2’-3’) between 3') than stations where bikes are Drainage
the station and curb cuts and pulled out toward the street. Operators often request about
crosswalks. 6”-8” behind curbside stations to
allow for drainage.
Wheel Stops
Wheel stops or blocks are
generally placed 3’ from the end
of the station. A wheel stop need
not be installed on the side of a
station adjacent to a non-parked
area. Wheelstops should be
used in conjunction with vertical
delineators to increase visibility.
B I K E S H A R E S TAT I O N S I T I N G 2 1
STATIONS NEXT TO THE CURB
Station fits within the existing Station creates opportunities for Capital Bikeshare. Washington, DC
1 3
parking lane. other amenities such as private Photo: Mario Durán Ortiz
bike parking and seating.
Bikes can be pulled out away
2
from the curb (in the “door zone”) Wheelstops, blocks, flexible
4
or pulled out toward the curb provided delineators, and painted buffers
there is sufficient space – typically a can be used to protect the station from
minimum of 3’ from the back of the moving vehicles.
bike to the curb or extent of the station
area.
2 2 B I K E S H A R E S TAT I O N S I T I N G
1
3
STATIONS NEXT TO THE CURB:

FLIPPED
Station fits in a wide parking Wheelstops, blocks, flexible Citi Bike. New York, NY
1 3 Photo: Kate Fillin-Yeh/NACTO
lane (typically greater than 10’). delineators, and painted buffers
Planners should leave at least 3’ of can be used to protect the station from
clearance between the back tire and moving vehicles.
the curb to allow riders to dock and
undock bikes.
The station area can be used to

2
fill excess road space or narrow
vehicular moving lanes as a road safety
or traffic calming measure.
Citi Bike. New York, NY

STATIONS IN THE MEDIAN
Photo: Ted Graves/NACTO
Crosswalks connect the station

1
area to the sidewalk.
Station creates new pedestrian

2
space and narrows overall road
width to reduce speeding.
Blocks, flexible delineators, and

3
paint can be used to protect the
station from moving vehicles.
Citi Bike. New York City, NY

STATIONS OFFSET/IN FLOATING
PARKING L ANES
Station fits within the existing

1
parking lane.
Station demarcates and protects

2
the bike lane and creates a high-
comfort zone for starting and ending
bike trips.
Bikes should be pulled out toward

3
the curb.
Wheelstops, blocks, flexible

4
delineators, and painted buffers
can be used to protect the station from
moving vehicles.
Sidewalks are another common location for bike share stations.
2.2
Sidewalk placement is often chosen where road space is
unavailable, where high traffic volumes make on-street locations
untenable, or where there is resistance to removing parking. Stations
can only be placed on the sidewalk in places where the sidewalk is
Stations on the wide enough to accommodate a station without impacting people
Sidewalk walking. Most cities require a minimum of 6’ clear from the back of
a docked bike in order to provide room for pedestrians and meet
ADA requirements. Cities may opt for larger clearances depending
In this Section
on pedestrian volumes.
Depending on sidewalk width, a variety of configurations are

• Case Study:
Bike Share Bulb Out, Bethesda, MD possible for sidewalk stations. Stations can be placed along
the curb, back up against a building face or property line, or sit
elsewhere on the sidewalk. Stations placed at the curb next to
curbside parking should be offset slightly to accommodate people
getting out of cars. Back-to-back stations can easily be installed on
particularly wide sidewalks, minimizing the overall station length.
Angled stations can reduce station width—maximizing pedestrian
clearpath—but require additional length.
Charlotte B-Cycle. Charlotte, NC

Photo: Charlotte B-Cycle
Unless there is ample sidewalk width, stations should not be placed

directly in front of the main entrance to high-volume buildings to
avoid conflicts with people walking. Similarly, system operators
caution against configurations where operations crews can only
reach bikes via the sidewalk as they can be difficult to rebalance or
service if the pedestrian volumes are high.
Bike share and conventional transit are complementary modes,

thus planners should make every effort to site bike share stations
near transit stops. However, since transit stops are likely to have
heavier than average pedestrian volumes, planners should pay
extra attention to ensure that stations are placed in ways that do
An 18" setback from the curb allows not impede pedestrian access to bus or transit stops. Many cities
people to open their car doors next have addressed this issue by increasing the number of stations at
to the station. Divvy. Chicago, IL
Photo: Steve Vance
high volume transit stops or at regional rail stations. In New York,
for example, system planners tried to place Citi Bike stations at all
the exits to major subway stations such as Union Square.
Planners ensure that sufficient

sidewalk space remains for people
walking. Divvy. Chicago, IL
Photo: Esther Dyson
CASE STUDY
Bike Share Bulb Out, Bethesda, MD

In places with narrow sidewalks and significant limits on taking street space, some cities have poured
concrete or used other materials to expand sidewalk widths to accommodate bike share stations.
Planners can take advantage of this commitment of resources to make streets and intersections safer.
In Bethesda, MD, planners built a concrete bulb-out for a bike share station. The bulb-out makes the
intersection safer by proving a shorter, safer crossing distance for pedestrians while also creating a
place for the bike share station. Rather than fully reconstruct the street and subterranean drainage
systems, a costly proposition, the bulb-out is separated from the existing curb by a surface level
drainage channel which is covered by metal plates. The station partially overlaps these plates and the
City reports no issues with debris in the drainage channel or maintenance access.7
A bike share station on a bulb out.

Capital Bikeshare. Bethesda, MD
Photo: Google
Sidewalk stations should not Station plates should not cover

GENERAL CONSIDERATIONS
impede pedestrian flow. Keeping utility access points, but the
stations in the same line as street bikes can sit on utility points and
furniture and other sidewalk drainage covers. Bridging and blank
features may help to maintain a plates can create gaps to provide
pedestrian clear path. pedestrian access, accommodate
loading, or avoid obstructions and
The payment kiosk should be utilities (see Materials and Design
oriented so that users can access Elements).
the kiosk while standing on the
sidewalk. Other streetscape features, such
as traditional bike racks, can be
Planners may want to consider moved to accommodate bike share
adding other amenities such as stations. However, bike racks should
private bike parking and seating into always be relocated nearby, rather
sidewalk station plans. than eliminated, so that they will
continue to serve the location.
Capital Bikeshare. Arlington, VA

Photo: Mobility Lab
STREET
CROSSWALK
PARKING LANE
18"
5'-15' BIKE SHARE STATION 2'-3'
SIDEWALK
Minimum 6'
T YPICAL CLEARANCES
Sidewalk Placement Fire Hydrants

Most cities require a minimum of Clearances for fire hydrants vary
6’ clear from the back of a docked from city to city. They typically
bike in order to provide room range from 5’-15’.
for pedestrians and meet ADA
requirements.
Planners typically leave small

clearances (2’-3’) between
the station and curb cuts and
crosswalks.
Vehicle Clearance
If vehicle parking is allowed
adjacent to a sidewalk station, the
station is typically placed at least
18” off the curb to allow for car
doors to open.
Open spaces, such as plazas and parks, provide great
2.3
opportunities for bike share stations. Stations can
complement or provide access to public spaces, as well as
leverage underutilized space. Similarly, in some cities, surface
area parking lots may also offer good locations for bike share
Open Spaces stations. The non-linear nature of many of these spaces often
encourages unique station configurations.
In this Section Parks

Parks offer excellent locations for bike share stations because they
• Parks
can enliven public space and typically do not use on-street parking
• Plazas
space or valuable pedestrian areas. At the same time, however, park
• Parking Lots
locations also present unique challenges especially regarding late
• Case Study:
Bike Share Plazas, New York, NY night access and ensuring user safety in off-hours. When placing
stations in parks, it is important to consider the type and size of the
park and the intensity of its uses and attractions.
The Divvy system in Chicago offers a number of examples of good

A bike share station in a newly station placements within parks. Divvy stations inside Grant Park
created public plaza. Indego.
Philadelphia, PA are located immediately adjacent to the main entrances to the park
Photo: Cara Ferrentino/City of Philadelphia or next to main attractions such as the Adler Planetarium, the Field
Museum, and Shedd Aquarium. The combination of high-volume

attractions and good station placement make these stations some
of the most used stations in the system. The Shedd Aquarium
station, for example, ranks third in terms of average trips per day.8
In contrast, in parks without large-scale attractions, bike share

stations may be better placed along the periphery where they
can be easily reached by park-goers and non-park-goers alike,
regardless of time of day. For example, in New York City, planners
have not placed stations inside Central Park, Riverside Park, or East
River Park, opting instead to keep stations along the park edges
where they are more visible and accessible at all times of day. Data
collected in Capital Bikeshare’s user survey shows that the over-
whelming majority of annual members will not walk more than 3-5
blocks (a little less than a ¼ mile) to get to a bike share station.9
Stations that are isolated inside large parks may go unused, unless
they are placed near to a high-volume attraction such as a museum A Hubway station on the periphery
of a pocket park. Hubway.
or zoo. Somerville, MA
Photo: Ted Graves/NACTO
Plazas
Public plazas present excellent opportunities for bike share
stations. Because they are modular, bike share stations can be
configured in a variety of ways, a particular asset in open or unpro-
grammed plaza spaces. Stations can provide programming for
large open areas and break up underutilized space, including in front
of office buildings and transit stations. Because bike share stations
are activity generators, they can also help bring in additional
customers, especially to cafes and restaurants.10 Designers should
Above: Planners closed a slip street
take care to consider pedestrian travel patterns when placing bike
for a bike share station and public art
plaza. Below: Before bike share. Citi share stations in open spaces. Stations in plazas at sidewalk level
Bike. New York, NY typically do not need additional markers or protection. Stations in
Photo: Google
roadbed level plazas are typically protected from moving vehicles
by flexible delineators, planters, blocks, or other street treatments
(see Street Treatment Options).
CASE STUDY
Bike Share Plazas, New York, NY

Bike share stations can provide the impetus to create new pedestrian plazas, repurposing underuti-
lized street space and creating safe places for cyclists and pedestrians alike. In New York, NYC DOT
worked closely with the Grand Central Partnership Business Improvement District to close one block
of Park Avenue just south of Grand Central Terminal and turn it into a bike share station and pedestrian
plaza. The newly formed plaza eliminated a high-conflict turn in a largely pedestrian area and provides
additional public space at the main entrance to Grand Central Terminal. The Pershing Square station
is one of the most heavily used station in the Citi Bike system with over 1,000 trips per day. Similar
bike share plazas were created at the off-angle intersections of streets in Brooklyn and Manhattan,
including Franklin/Varick/West Broadway, Stagg/Union/Hewes and Roebling/N. 4th/Metropolitan.
These bike share plazas increase pedestrian safety by simplifying vehicular turning movements at
those locations and are a part of New York City’s Vision Zero and public space policies.
Bike share station plazas also afford the opportunity for unique kinds of community engagement
including public art and mural projects. As part of NYC DOT’s Asphalt Art Activation program, the Franklin
Street bike share station features a mural painted by a local artist with the assistance of volunteers.
One block of Park Ave was closed to cars to create a bike share plaza at the
entrance to Grand Central Terminal. Citi Bike. New York, NY
Parking Lots A bike share station in a parking lot.

Bay Area Bike Share. San Jose, CA
In areas with limited sidewalk space, surface parking lots may offer Photo: City of San Jose
good options for bike share stations. Especially in less dense urban
contexts, surface lots often have available space and provide
access to multiple destinations. Similar to plaza locations, the
flexibility of modular bike share equipment makes it relatively easy
to site bike share stations in parking lots. Unlike sidewalk or plaza
space, however, attention must be paid to make sure that cars do
not park or hit station equipment. In San Jose, for example, surface
parking lot locations are specially marked with paint and signage.
Ensuring high station visibility from and providing additional
signage to direct people to the bike share station is also key.
"Bicycle Parking Only" signage

marks a bike share station. Austin
B-Cycle. Austin, TX
Photo: Don Mason
Stations should not impede Bike share station plazas can be

GENERAL CONSIDERATIONS pedestrian flow. Keeping stations in built into traffic calming projects
the same line as street furniture and and can be used to separate
other raised amenities may help to pedestrian space from moving
maintain a pedestrian clear path. traffic.
When selecting locations within Station plates should not cover

parks, avoid locations that are utility access points, but the
isolated, especially in off-peak bikes can sit on utility points and
hours. Special attention should be drainage covers. Bridging and blank
paid to park uses and pedestrian plates can create gaps to provide
volumes to ensure that stations will pedestrian access, accommodate
be used and useable at all times. loading, or avoid obstructions and
utilities (see Materials and Design
Attention should be paid to existing Elements).
pedestrian desire lines. Stations
should not impede pedestrian flow. Designers should pay additional
attention to ensuring that stations
In most cases, plaza stations are accessible by operations
should also be marked by flexible vehicles (rebalancing and
delineators, planters, blocks, or maintenance), especially in parks or
other street treatments (see Street places with unpaved paths and free
Treatment Options). flowing pedestrian activity.
Divvy. Chicago, IL
Photo: City of Chicago
STREET
SIDEWALK
PARK
BIKE SHARE STATION
Minimum 6' PARK PATH
T YPICAL CLEARANCES
For stations on park paths, most

cities require a minimum of 6’
clear from the back of a docked
bike in order to provide room
for pedestrians and meet ADA
requirements.
In parking lot locations, if

wheelstops are used, they should
be used in conjunction with
vertical delineators to increase
visibility.
3 .0 M AT E R I A L S A N D D E S I G N E L E M E N T S
3.0
Materials
and Design
Elements
Wheelstops are often used to

protect stations from being hit when
people are parking their cars. Austin
B-Cycle. Austin, TX
On-street stations are typically protected from moving
3.1
vehicles by a variety of traffic control treatments including
parking regulations, paint and striping, reflective delineators,
wheelstops, and other physical barriers.
These treatments are meant to protect station equipment, keep

Street Treatment
drivers from parking in stations or blocking docks, and delineate
Options
the extent of the station area to provide riders with a safe place to
mount and dismount the bikes. Cities often combine treatments
depending on surrounding conditions and constraints. The
following summarizes the treatments most commonly used
around on-street bike share stations.
Bay Area Bike Share.

San Francisco, CA
Without street treatments, stations

are at risk of being blocked or
damaged by cars. Citi Bike. New
York, NY
FLEXIBLE DELINEATORS
Used to mark the extent of the

station area. Delineators are
typically placed no more than 20’
apart and are retro-reflective.
Planners should make sure to leave
room between the back of the bikes
and the delineators so that riders
have room to mount and dismount.
Most cities use delineators that are
between 28"-48” tall. Removable.
GREENbike. Salt Lake City, UT

Photo: GREENbike
THERMOPL ASTIC STRIPING

AND PAINT
Used to mark the extent of the

station area. Typically a white
bounding box is drawn around the
station, leaving room behind the
back tires of the bike for riders to
mount and dismount. Areas within
the station box can be painted for
aesthetic reasons. Removable.

WHEEL STOPS
Used when there is parking adjacent

to the station to protect the station
from vehicles. Planners typically
leave about 3’ from station to
wheelstop to accommodate vehicle
overhang. Wheelstops should be
used in conjunction with vertical,
flexible delineators to increase
visibility. Wheelstop color varies by
city. Removable.
Divvy. Chicago, IL
Photo: City of Chicago
BLOCKS
Used to protect the station from

moving vehicles. Used on cobble
stone streets or other places where
wheelstops cannot be drilled into
the roadbed. Also used to mark
the extent of median stations or to
prevent vehicles from parking in
station gaps. Can double as seating.
Removable.

PL ANTERS
Used to mark the borders of bike

share plazas, in lieu of wheelstops,
or as part of larger placemaking
efforts. Can be used in places where
wheelstops cannot be drilled into
the roadbed. Also used to mark
the extent of median stations or to
prevent vehicles from parking in
station gaps. Removable.
Hudson Bike Share. Hoboken, NJ

Photo: Hudson Reporter
BOLL ARDS

moving vehicles. Bollards are dug
into the ground as part of station
installation. Permanent.
Santander Cycle Hire (Formerly

Barclay's) London, England
Photo: Transport for London
CONCRETE CURBS

moving vehicles. Concrete curbs
are poured as part of station
installation. Concrete curbs should
be used in conjunction with vertical
delineators to increase visibility.
Permanent.
Vélib'. Paris, France

FENCING

moving vehicles. Fencing is dug
into the ground as part of station
installation. Permanent.
MOL Bubi. Budapest, Hungary

Photo: Peter Dalos
Bike share stations can be placed on

a variety of surfaces. Bay Area Bike
Share. San Francisco, CA
From asphalt to cobblestones to permeable pavers, bike share
3.2
stations can be installed on a wide variety of surfaces. In
general, planners and operators look to site stations on hard
surfaces that will not sink under the weight of the station or
degrade or erode with heavy use. Ensuring that rebalancing
Surfaces and maintenance vehicles can reach the station without
damaging lawns or getting stuck in mud is also essential.
Ensuring a generally flat surface is important for station operations

as the station plates must be level in order to connect properly.
Most operators caution against placing stations in locations that
can only be reached by stairs or locations that have a steep gradient
as stairs and steep slopes are disruptive both to potential users
and maintenance and rebalancing teams.
Madison B-Cycle. Madison, WI

Photo: B-Cycle
ASPHALT
Stations can be placed directly on

asphalt.
Bublr Bikes. Milwaukee, WI

Photo: Bublr
CONCRETE
Stations can be placed directly on

concrete.
Hudson Bike Share. Hoboken, NJ

Photo: Hudson Reporter
COBBLESTONE
Stations can be placed directly

on cobblestone. However, some
street treatment options, especially
thermoplastic striping, and flexible
delineators and wheelstops which
are bolted into the ground, cannot
be installed on cobblestone. In New
York, large granite blocks were used
in lieu of other street treatments
to protect stations on historic
cobblestone streets. It may be
difficult to place stations that must
be bolted down on cobble stone
streets.

GRASS
Stations can be placed on grass with

limited success. Most operators
report issues with mud, dirt and
station plates sinking over time.
Snow removal is also more difficult
on grass. If a location on grass is
the best option, a pad should be
placed under the station plates to
prevent sinking; good materials
for the pad include asphalt, pavers
and concrete. In Boston, operators
have had success using ¾” pressure
treated plywood. Stations that must
be bolted to the ground typically
cannot be placed on grass.
Hubway. Boston, MA
Photo: City of Boston
GRAVEL
Stations can be placed on gravel

with varying degrees of success.
Some cities have created an
enclosed gravel bed for the station
in lieu of putting the station directly
on grass. This treatment addresses
most issues with mud and sinking
plates. Stations that must be bolted
to the ground typically cannot be
placed on gravel.
NiceRide. Minneapolis, MN
Photo: Kaitlin O'Shea
BRICK
Stations can be placed on brick

without any issues.
Indego. Philadelphia, PA
Photo: Cara Ferrentino/City of Philadelphia
PERMEABLE PAVERS AND

POROUS PAVEMENT
Stations can be placed on permeable

pavers without interfering with
drainage. In Maryland, Capital
Bikeshare planners have created
station pads with FlexiPave, a
porous pavement product, in lieu of
placing stations directly on grass.
Capital Bikeshare. Arlington, VA

Photo: Mario Durán Ortiz
WOOD/RAISED PL ATFORMS
In the Bay Area, stations have been

placed on raised wooden platforms
(parklets) with no reported issues or
concerns.
Bay Area Bike Share. Palo Alto, CA

Photo: Jason Tester/Guerrilla Future
Siting bike share stations around utility access points is a
3.3
particularly challenging issue, especially where space is
limited. In general, bike share station plates should not cover
utility access points.
However, it is common industry practice to allow the bikes to sit on

Utility Points and
utility points, drainage covers, and tree grates. Most cities leave a
Loading Access
small amount of room—ranging from a few inches to about a foot
between station plates and utility access points. Stations may
need to be temporarily deactivated or relocated to accommodate
major utility projects.
In New York, the Citi Bike system uses “bridging,” short sections
of specially designed conduit, to go around utility points in places
where a station plate is too wide. The bridging provides an additional
degree of design flexibility, allowing stations to flow around objects
such as utility covers, trees, and poles. Bridging should be marked
with reflective tape or paint.
Bike tires sit on tree grating. Austin

B-Cycle. Austin, TX
Conflict areas, such as loading zones or service entrances, can also

Bridging allows the station to fit
around a utility cover and provides be addressed by adding blank plates (standard plates without
additional flexiblity in station docks attached) to create gaps in stations in front of loading bay
design. Citi Bike. New York, NY
doors.
Right: Blank plates in the middle of

the station allow for loading access.
Below: Detail of blank plates. Citi

Bike. New York, NY
Wayfinding and ad/sponsor panels are an important part of
3.4
marketing and funding bike share systems. They can be stand-
alone panels or integrated into the kiosk and are typically
placed at the ends of stations to maximize visibility.
Planners should pay additional attention to pedestrian sight

Wayfinding and
lines when placing large, tall panels near intersections. Narrower
Sponsor/Ad Panels
wayfinding panels, such as those employed in many smart bike/
dumb dock systems or those integrated into narrow-design
kiosks like New York, Philadelphia, and Seattle, may avoid this
issue. Most cities place some content guidelines, typically around
alcohol and tobacco, on ad/sponsor panels. Wayfinding panels
should include clear maps showing the immediate area, other
nearby bike share stations, and bike lanes.
More than just a map, wayfinding panels may in fact help encourage
bike share use. In 2011, an intercept survey in New York City found
that 24% of visitors were lost at any point in time and that 13% of
locals admitted to being unfamiliar with the neighborhood they
Breeze Bikes. Santa Monica, CA

Photo: Jason Islas/Santa Monica Next

Photo: NYC DOT
were in.11 The city concluded that being lost, fear of being lost,
and lack of knowledge of their surroundings deterred people from
biking or walking. As a result, many people took taxis, buses, or
subways for short trips that could have easily been made by bike
or on foot. In addition, including wayfinding panels in bike share
stations is a good way to consolidate street furniture elements and
limit sidewalk clutter.
CHAPTER
CHAPTER
4.0
Site Drawings
4 .0 S I T E D R AW I N G S
4.1
Site Drawings:
Stations in the Street
POINT OF
BEGINNING
CURB
SIGN
OAKLAND AVE
FENCE
JEFFERSON ST
OAKLAND AVE
JEFFERSON ST
FLEXIBLE 36'-7"
DELINEATOR
1'-7" 42'-5" 2'-5"
AD PANEL 10'-5"
FLEXIBLE DELINEATOR 4" WHITE LINE
1'-7" (TYP) 42'-5" (TYP)
2'-5" 1'-7"
KIOSK WITH
FLEXIBLE DELINEATOR 10'-5"
4" WHITE LINE
SOLAR PANEL (TYP) (TYP) 1'-7"
(OVERHEAD)
8'
ANEL LIMITS 3'-6"
8'
3'-6"
DRIVEWAY 6" FROM CURB
POB
1'-5" 39'-4" (WEST EDGE
POB 1'-8"
OF STRIPE AT
1'-5" 39'-4" (WEST EDGE CURB FACE)
OF STRIPE AT
1'-8" CURB FACE)
4'-2"
4'-2"
0 5' 10' 15' 20'
LEGEND GIVEN DIMENSIONS TAKE PRECEDENCE OVER SCALE

0 5' 10' 15' 20' 25'
GENERAL INFO REVISION HISTORY DOT APPROVAL
GIVEN DIMENSIONS TAKE PRECEDENCE OVER SCALED MEASUREMENTS.
REPLACES:
OAKLAND AV
STATION TYPE: ON STREET
REVISION HISTORY DOTCHANGES:
APPROVAL
PLATES: 4 DATE: 07.31.2015POINT
POB OF
COMMUNITY BOARD: NA DESIGNED BY: MR
BEGINNING REPLACES:
DOCKS:
.2015
14 REVISED:
COMMUNITY BOARD:
KIOSK(S): 1 OWNER:
- NOTES:
NA DESIGNED BY:
FILE:
MR
CHANGES: DRAWN BY:
1-022v01 REVIEWED BY:
EA
MR
OAKLAND AVEJERSEY CITY BIKE SHA
CURB
- NOTES: DRAWN BY: EA
FILE: 1-022v01 REVIEWED BY: MR
JERSEY CITY BIKE SHARE
SIGN
FENCE
JEFFERSON ST
FLEXIBLE 36'-7"
DELINEATOR
1'-7" 42'-5" 2'-5"
AD PANEL 10'-5"
FLEXIBLE DELINEATOR 4" WHITE LINE
(TYP) (TYP) 1'-7"
KIOSK WITH
SOLAR PANEL
(OVERHEAD)
8'
PANEL LIMITS 3'-6"

POB
1'-5" 39'-4" (WEST EDGE
OF STRIPE AT
B I K E S H A R E S1'-8" 59 FACE)
TAT I O N S I T I N G CURB
4'-2"
STATIONS IN THE STREET
19'-11"
19'-11"
W 72 STREET
W 72 STREET
2 HR PARKING 10AM-7PM MON - FRI. 9AM-7PM SAT.
COLUMBUS
COLUMBUS AVENUE AVENUE
W 71 STREET
S) 2 HR PARKING 7:30AM-7PM EXCEPT SUN.

2 HR PARKING 7:30AM-7PM EXCEPT SUN.
61'-2" 186'-10"
61'-2" 19'-8" 186'-10" 147'-8"
19'-8" 147'-8"
5'-9" 5'-6" 4" DBL 14'-5" FLEXIBLE 2'
5'-9" 5'-6" 4" DBL 1'-6" 14'-5" FLEXIBLE 2'
R WHITE LINE (TYP) DELINEATOR (TYP) 4'-4"
1'-6"1'-6" WHITE LINE (TYP) DELINEATOR (TYP) 4'-4"
1'-6"
POB (CENTER OFPOB (CENTER OF MANHOLE)

MANHOLE) 14'-3"
14'-3"
2'-9" G
6'-3"
2'-9" 2'-9" G
6'-3"
2'-9"
W G G
W G G
HATCH LID
14'-4" HATCH LID HATCH LID
14'-4" HATCH LID
8'-1" 19'-5"
8'-1" 19'-5"
DOOR DOOR DOOR DOOR DOOR DOOR DOOR DOOR

DOOR DOOR DOOR DOOR DOOR DOOR DOOR DOOR
COLUMBUS
COLUMBUS
255
253
241 COLUMBUS 245 COLUMBUS 247 COLUMBUS 249 COLUMBUS 255 259 COLUMBUS
253
241 COLUMBUS 245 COLUMBUS 247 COLUMBUS 249 COLUMBUS 259 COLUMBUS
COLUMBUS
COLUMBUS
LEGEND 0 10' 20' 30' 40' 50'

0 10' 20' 30' 40' 50'
GIVEN DIMENSIONS TAKE PRECEDENCE OVER SCALED MEASUREMENTS.

CURB CUT GIVEN DIMENSIONS TAKE PRECEDENCE OVER SCALED MEASUREMENTS.
NFO REVISION HISTORY DOT APPROVAL
: ON STREET
STREET REGS
REPLACES:
REVISION HISTORY
REPLACES:
7175.05_v002
CHANGES:
DOT APPROVAL
7175.05_v002
Digitally signed by
COLUMBUS
COLUMBUS AVE AT AVE AT
Digitally signed by
SIGN/POLE
W 72 STREET
DATE: 07.29.2015 COMMUNITY BOARD: CHANGES:
MN7 DESIGNED BY:
Jennifer Sta. Ines
W 72 STREET
MR
MR ADD DIMENSION OFADD DIMENSION OF
Jennifer Sta. Ines
2015 COMMUNITY BOARD: MN7 DESIGNED BY: Date: 2015.09.16
CURB PARKING LANE. UPDATEDate: 2015.09.16 17:10:08 -04'00'
REVISED: 09.11.2015 NOTES: DRAWN BY: LANE.EA
PARKING UPDATE 17:10:08 -04'00'
2015 NOTES: DRAWN BY: EA STREET NAME.
OWNER: NYCDOT FILE:TREE PIT
STREET NAME. 19'-11"
7175.05_v003 REVIEWED BY: MR
NEW
NEW YORK CITY YORK
BIKE CITY BIKE SHARE
SHARE
CDOT FILE: 7175.05_v003 REVIEWED BY: MR
POINT OF
POB BEGINNING
MANHOLE
MANHOLE
W
(WATER) COLUMBUS AVENUE
W 71 STREET
G MANHOLE (GAS) 2 HR PARKING 7:30AM-7PM EXCEPT SUN.

61'-2" 186'-10"
LIGHT POLE 19'-8" 147'-8"
5'-9" 5'-6" 4" DBL 14'-5" FLEXIBLE 2'
PARKING METER 1'-6" WHITE LINE (TYP) DELINEATOR (TYP)
(SMART) 1'-6"
POB (CENTER OF MANHOLE)

2'-9" G
6'-3"
2'-9"
W G G
HATCH LID
14'-4" HATCH LID
8'-1" 19'-5"
DOOR DOOR DOOR DOOR DOOR DOOR DOOR
COLUMBUS
255
253
241 COLUMBUS 245 COLUMBUS 247 COLUMBUS 249 COLUMBUS 259

COLUMBUS
Digitally signed by
Digitally signed
Jennifer byInes
Sta.
Jennifer Sta.2014.12.10
Date: Ines
Date: 18:46:54
2014.12.10 -05'00'
18:46:54 -05'00'
4.2
Site Drawings:
Stations on the Sidewalk
STATIONS ON THE SIDEWALK
Site
Site Plan
Plan
Name: Fernon Street and S 18th Street
Name: Fernon Street and S 18th Street
Station Number: 0305
Station Number: 0305
Location: South side of Fernon Street, east of S 18th Street
Location: South side of Fernon Street, east of S 18th Street
Address: 1798 Fernon Street, Philadelphia, PA 19145
Address: 1798 Fernon Street, Philadelphia, PA 19145
Site Coordinates: Latitude: 39.9308243 & Longitude: -75.1746216
Site Coordinates: Latitude: 39.9308243 & Longitude: -75.1746216
Maintenance Hours: All hours
Maintenance Hours: All hours
Power Source: Solar
Power Source: Solar
Dock Configuration: 16 docks, flatback and dual-sided with 90-degree docks
Dock Configuration: 16 docks, flatback and dual-sided with 90-degree docks
Property Owner: St. Thomas Aquinas School
Property Owner: St. Thomas Aquinas School
Additional Installation Notes: Property owner to remove fence. Door to be confirmed as inactive and that all fire codes
Additional Installation Notes: Property owner to remove fence. Door to be confirmed as inactive and that all fire codes
are maintained with this door closure prior to intallation.
are maintained with this door closure prior to intallation.
FeFrn
ernon S
on Stretereet
t
treet
S 18 Sreet
t
S 18 S
Notes:
Notes:
1. Dimensions to existing features are approximate as
1. Dimensions
measured to in
existing features
the field are approximate
by Rodriguez as
Consulting
DRAFT - NOT FOR CONSTRUCTION measured
2. Street in the fieldare
markings by representative
Rodriguez Consulting
DRAFT - NOT FOR CONSTRUCTION 2. Street markings are representative
0’
0’
15’
15’
30’
30’ Philadelphia
Philadelphia Bikeshare
Bikeshare 1
N City of Philadelphia 1
N Scale: 1”= 15’ City of Philadelphia
Scale: 1”= 15’
LAWN
ARENA GREEN PLAYGROUND/PICNIC AREA LEGEND
LIGHT POST
POINT OF
POB BEGINNING
TREE PIT
OFFSET STATION 6" FROM WALL
PARCEL LINE
50'-6"
23'-8" CURB
6'-11"
POB (CORNER OF TREE PIT) PAYMENT KIOSK
MAP PANEL 12'-5"
PARKING REGULATION: NO STOPPING (DURING POSTED EVENT TIMES),

TWO HOUR PARKING ALL OTHER TIMES WEST
SANTA
CLARA
STREET
~240'
NORTH AUTUMN STREET

HP
PAVILION
~75'
25'
NFO APPROVALS
GIVEN DIMENSIONS TAKE
HP PAVILION
: SIDEWALK DATE: 06.02.2013 DESIGNED BY: BB SIGNED: DATE:
LEGEND PRECEDENCE OVER SCALED
5 MAP FRAME: 1 REVISED: - DRAWN BY: BB MEASUREMENTS.
19 CITY: SJ NOTES: LIGHT POST REVIEWED BY: AW 0 5' 10' 15' 20' 25'
1 OWNER: CITY FILE: 0035_v001

BAY AREA BIKE SHARE
POINT OF GENERAL INFO
POB BEGINNING STATION TYPE: SIDE
ARENA GREEN PLAYGROUND/PICNIC AREA
TREE PIT PLATES: 5 MAP FRAME:
DOCKS: 19 CITY:
PARCEL LINE
KIOSK(S): 1 OWNER:
CURB
OFFSET STATION 6" FROM WALL

50'-6"
23'-8"
6'-11"
POB (CORNER OF TREE PIT) PAYMENT KIOSK
MAP PANEL 12'-5"
PARKING REGULATION: NO STOPPING (DURING POSTED EVENT TIMES),

TWO HOUR PARKING ALL OTHER TIMES
4.3
Site Drawings:
Stations in Open Space
STATIONS IN OPEN SPACE
LAMP
BASIN
POB POB
T (CORNER (CORNER
OF OF
NYCBS TONYCBS
ADD TO ADD
DELINEATORS
UTILITY)UTILITY)
DELINEATORS
LE FIREBOX FIREBOX
EET
RE E T
VENT VENT VENT VENT 4" DOUBLE4" DOUBLE

1'-1" 22'-7" WHITE
WHITE LINE TO LINE TO
1'-1" 22'-7"
HORN STR
44'-4" 44'-4" BE STRIPED

BE STRIPED
F
BY NYCBSBY NYCBS
RHORN ST
NG 5' 5' CON ED CON ED
5'-6" 5'-6" 42" PLANTERS

42" PLANTERS
NYC ST NYC ST TO BE ADDED
TO BE ADDED
BY BID, TYP.
BY BID, TYP.
24'-8" 9'-7"
24'-8" 9'-7"
JERSEY JERSEY
R
BARRIERSBARRIERS
TO TO
9' 9' BE REMOVED
BE REMOVED
SCHERME
SCHERME
8'-3" BY OTHERS
BY OTHERS
8'-3"
7'-10" 7'-10"
UE
3RD AVENUE (CLOSED)
UE
7'-5"
7'-5"
3RD AVENUE (CLOSED)
EN
EN
DO NOT DO NOT MANHOLE,MANHOLE,
AV
AV
ENTER ENTER TYP. TYP.
SH
SH
BU
BU
AT
AT
FL
FL
LEGEND
0 5' 0 10' 5' 15' 10' 20' 15' 25' 20' 25'
GIVEN DIMENSIONS
GIVEN DIMENSIONS TAKE PRECEDENCE
TAKE PRECEDENCE OVER
OVER SCALED SCALED MEASUREMENTS.
MEASUREMENTS.
BENCH
ERAL
FO INFO APPROVALS
APPROVALS
N TYPE:
ON STREETON STREET
L STREET LAMP
NYCDOT NYCDOT
Devin McDowall
Devin McDowall
THIRD
THIRD AVENUE
AVENUE
S:
ATE:
:
9 DATE:
09.07.2012 09.07.2012
35 REVISED:
EVISED: 09.19.2012 09.19.2012
NOTES:
COMMUNITY
COMMUNITY BASIN BOARD:
BOARD:
CATCH
NOTES:
BK2 BK2 DESIGNED
DESIGNED BY: AWBY:
DRAWN BY:
DRAWN BY: MA
AW SIGNED:
SIGNED:
MA
DATE:
2012.09.21
DATE: -
AT FLATBUSH
2012.09.21 AT FLATBUSH
-
AVEAVE POB
S): 1 OWNER:
WNER: NYCDOT NYCDOT
FILE: TREE
FILE:PIT 4437.01_v002
4437.01_v002 REVIEWEDREVIEWED
BY: AWBY: AW SIGNED:
SIGNED:
16:27:46
16:27:46 -04'00'
DATE:
-04'00'
DATE: -
NEW
-
NEW
YORK YORK
CITY CITY
BIKE BIKE
SHARE SHARE (CORNER OF
NYCBS TO ADD
UTILITY)
DELINEATORS
SIGN/POLE FIREBOX
EET
VENT VENT
CURB
1'-1" 22'-7"
HORN STR
POINT OF 44'-4"
POB BEGINNING 5' CON ED
5'-6"
NYC ST
24'-8" 9'-7"
R
9'
SCHERME
8'-3"
7'-10"
7'-5"
3RD AVENUE (CLOSED)
DO NOT MANHOLE,
ENTER TYP.
0 5' 10'
GIVEN DIMENSIONS TAKE PRECEDENCE O

BUILDING
BUILDING
ENTRANCE
ENTRANCE
PECAN
PECAN CAFECAFE
#130 #130
IN
ANT
NYCBSNYCBS TO SCARIFY
TO SCARIFY CROSSWALKS
CROSSWALKS
NYCBSNYCBS TO PLACE
TO PLACE (2)STD
(2) NYC NYC STD
3'X5' GRANITE BLOCKS
POBPOB SW CORNER
SW CORNER
OF CATCH
OF CATCH BASINBASIN
NO PARKING
NO PARKING ANYTIME
ANYTIME NYCBSNYCBS TO PLACE
TO PLACE (1) (1)
VARICK STREET
VARICK STREET
3'-8" 3'-8" NYC STD 3'X5' 3'X5'

NYC STD
40'-2" 40'-2" 9'-4" 9'-4" GRANITE
GRANITE BLOCKBLOCK
4'-2" 4'-2"
GS NYCBSNYCBS TO SCARIFY
TO SCARIFY
CROSSWALKS
CROSSWALKS
5'-4" 5'-4"
Y
27'-9" 27'-9"
RO WAY
WA
AD
W B OAD
UTILITY COVER
5"
UTILITY COVER
5"
18'-
11'-5" 11'-5"
18'-
11'-3" 11'-3"
FRANKLIN
FRANKLIN STREET
STREET
R
NO PARKING
NO PARKING ANYTIME
ANYTIME
WB
FRANKLIN
FRANKLIN ST BLOCK
ST BLOCK TOCLOSED
TO BE BE CLOSED
TO TO
TRAFFIC
TRAFFIC AND AND PEDESTRIANIZED
PEDESTRIANIZED
BY DOT NYCBSNYCBS TO STRIPE
TO STRIPE 4" 4"
NYCBSNYCBS TO STRIPE
TO STRIPE 4" 4" BY DOT DOUBLE
DOUBLE WHITEWHITE
LINE LINE
DOUBLE
DOUBLE WHITEWHITE
LINE LINE
FLEXIBLE
FLEXIBLE DELINEATOR
DELINEATOR
SUBWAY ENTRANCE (TYP.
(TYP. OF 3) OF 3)
SUBWAY ENTRANCE
BUILDING
LEGEND 0
PECAN CAFE #130
0
5'
5'
10'
10'
15'
15'
20'
ENTRANCE
20'
25'
25'
GIVENGIVEN DIMENSIONS
DIMENSIONS TAKE PRECEDENCE
TAKE PRECEDENCE OVER OVER SCALED
SCALED MEASUREMENTS.
MEASUREMENTS.
CATCH BASIN
AL
FOINFO APPROVALS
YPE: ON STREET
CURB
APPROVALS
NYCDOT
Devin McDowall
FRANKLIN STREET
FRANKLIN STREET
ON STREET NYCDOT
Devin McDowall
ATAT VARICK
VARICK STREET
STREET
8.5 DATE: 06.01.2012
ATE: 06.01.2012
COMMUNITY FIREBOARD:
COMMUNITY
BOARD:HYDRANT MN1 MN1 DESIGNED
DESIGNED BY: BY: AW SIGNED:
AW SIGNED: DATE: DATE: - -
33 REVISED: 09.14.2012 DRAWN
2012.09.21
NYCBS
2012.09.21TO SCARIFY CROSSWALKS
EVISED: 09.14.2012 NOTES: MANHOLE-
NOTES: DRAWN BY: BY: BS BS
1 OWNER: NYCDOT
WNER: FILE: FILE:
NYCDOT WATER 5430.08_v003
5430.08_v003 REVIEWED
REVIEWED BY: BY: AW SIGNED:
AW SIGNED:
15:23:47
15:23:47
NYCBS TO
DATE:
-04'00'
-04'00'
PLACE (2)
DATE: NYC STD NEWNEW YORK
YORK CITY CITY
BIKE BIKE
SHARESHARE
MANHOLE-
SEWER
NO PARKING ANYTIME
VARICK STREET
POINT OF 3'-8"
POB BEGINNING
40'-2" 9'-4"
4'-2"
STREET REGS
5'-4"
27'-9"
UTILITY COVER
5"
18'-
11'-5"
11'-3"
FRANKLIN STREET
NO PARKING ANYTIME
FRANKLIN ST BLOCK TO BE CLOSED TO

TRAFFIC AND PEDESTRIANIZED
NYCBS TO STRIPE 4" BY DOT
DOUBLE WHITE LINE
SUBWAY ENTRANCE
POB POB
(CORNER (CORNER
296 METROPOLITAN AVE. 296 METROPOLITAN AVE. OF BUILDING)
OF BUILDING)
214 N. 4TH ST. 214 N. 4TH ST.
7'-8" 7'-8"
12'-9" 12'-9"
N 4TH ST
N 4TH ST
15'-11" 15'-11"
5'-1" 5'-1" 1'-8"
1'-8" 10'-10" 10'-10"
(TYP.) (TYP.)
9'-6" 9'-6"
32' 5'-1" 6" 32' 6"
5'-1"
DOUBLE DOUBLE
WHITE LINE WHITE LINE
FLEXIBLE FLEXIBLE
DELINEATOR DELINEATOR
(TYP.) (TYP.)
11' 11'
(TYP.) (TYP.)
RO RO
EB EB
LIN LIN
G G
ST ST
LEGEND POB60 30'

0 15' 30' 0 45' 15' 45'
(CORNER
GIVEN ITAN
DIMENSIONS TAKE GIVENOVER
AVE.PRECEDENCE DIMENSIONS
SCALED TAKE PRECEDENCE OVER SCALED M
MEASUREMENTS.
296 METROPOL OF BUILDING)
FO STREET REGS
DOT REVISION HISTORY DOT APPROVAL
STROEBLING ST
REVISION HISTORY APPROVAL
N STREET TREE PIT REPLACES:
CHANGES:
- REPLACES:
Digitally signed by Beth
CHANGES:
-
ROEBLING Digitally signed by Beth
Heyde
214 N. 4TH ST.
AT N 4TH ST AT N 4TH ST
Heyde DN: cn=Beth Heyde,
TE:BOARD:05.07.2015
TY COMMUNITY BOARD:
BK1 DESIGNED BY: BB - BK1 DESIGNED BY: BB - DN: cn=Beth Heyde,
o=DOT, ou=Bike Share
o=DOT, ou=Bike Share
Program,
Program, email=bheyde@dot.nyc.
NOTES:CATCH BASIN email=bheyde@dot.nyc.

VISED: DRAWN BY: EA DRAWN BY: EA gov, c=US
gov, c=US
Date: 2015.08.18 10:29:34
NEW YORK CITY BIKE SHAR

Date: 2015.08.18 10:29:34 -04'00'
WNER: NYCDOT FILE: CURB

5267.09_v001 REVIEWED BY: 5267.09_v001
MR REVIEWED BY: MR
-04'00'
NEW
7'-8" YORK CITY BIKE SHARE
12'-9"
POINT OF 15'-11"
POB BEGINNING
5'-1" 1'-8" 10
(T
POLE-
DRIVE RAIL
MANHOLE - 9'-6"
W WATER 32' 6"
5'-1"
L STREET LAMP
11'
7 2 B I K E S H A R E S TAT I O N S I T I N G (TYP.)
CHAPTER
Notes
1 Maciag, Mike, “Pedestrians Dying at Disproportionate Rates in America’s Poorer Neighborhoods.” Governing Magazine, August 2014. Accessed
via: http://www.governing.com/topics/public-justice-safety/gov-pedestrian-deaths-analysis.html
2 Anderson, Michael, “Assumption Busters: 12 Facts About Race, Ethnicity, Income & Bicycling,” People For Bikes, March 9, 2015. Accessed via:
http://www.peopleforbikes.org/blog/entry/assumption-busters-surprising-facts-about-ethnicity-race-income-bicycles
3 Wang, Xize & Greg Lindsey et al, “Modeling Bike Share Station Activity: The Effects of Nearby Businesses and Jobs on Trips To and From
Stations.” 2012. Accessed via: http://nacto.org/wp-content/uploads/2015/12/2013_Wang-Lindsey-Schoner-and-Harrison_Modeling-BIke-
Share-Station-Activity.pdf & Peters, Jonathan & Adam Davidson, Nora Santiago, “Don’t Curb Your Enthusiasm: The Economic Impacts of
Transferring Curb Space from Car Parking to Bike Share Docks,” CUNY/Transportation Alternatives, November 2013. Accessed via: http://
nacto.org/wp-content/uploads/2015/12/2013_Peters-Davidson-and-Santiago_Economic-Impact-of-Transferring-Curba-Space-form-Car-
Parking-to-Bike-Share-Docks.pdf
4 Peters, Jonathan & Adam Davidson, Nora Santiago, “Don’t Curb Your Enthusiasm: The Economic Impacts of Transferring Curb Space
from Car Parking to Bike Share Docks,” CUNY/Transportation Alternatives, November 2013. Accessed via: http://nacto.org/wp-content/
uploads/2015/12/2013_Peters-Davidson-and-Santiago_Economic-Impact-of-Transferring-Curba-Space-form-Car-Parking-to-Bike-Share-
Docks.pdf & Clifton, Kelly & Sara Morrisey, Chloe Ritter, “Business Cycles: Catering to the Bicycling Market,” TR News 280, May-June 2012, pp.
26-32. Accessed via: http://kellyjclifton.com/Research/EconImpactsofBicycling/TRN_280_CliftonMorrissey&Ritter_pp26-32.pdf
5 Approximate measurements for systems using B-Cycle, BIXI & 8D/Motivate equipment.
6 Adrian Lipscombe, former Bicycle Coordinator, City of Austin, TX
7 Paul DeMaio, MetroBike, 10/12/15
8 Data provided by Divvy
9 Capital Bikeshare Annual Member Survey, 2014
10 Peters, Jonathan & Adam Davidson, Nora Santiago, “Don’t Curb Your Enthusiasm: The Economic Impacts of Transferring Curb Space
from Car Parking to Bike Share Docks,” CUNY/Transportation Alternatives, November 2013. Accessed via: http://nacto.org/wp-content/
uploads/2015/12/2013_Peters-Davidson-and-Santiago_Economic-Impact-of-Transferring-Curba-Space-form-Car-Parking-to-Bike-Share-
Docks.pdf
11 NYC DOT, “Sustainable Streets: 2013 and Beyond.” p. 101. Accessed via: http://www.nyc.gov/html/dot/downloads/pdf/2013-dot-sustainable-
streets-lowres.pdf.
Photos
Cover: Darren Burton
Page 38: Kate Fillin-Yeh/NACTO
Page 56: David Weinzimmer
Page 58:Kate Fillin-Yeh/NACTO
Report design: Carly Clark
© 2016 National Association of City Transportation Officials. All Rights Reserved
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Bike Share

Station Siting Guide

The NACTO Bike Share Siting Guide is part of a collection of

2.0 Station Typologies

3.0 Materials and Design Elements

4.0 Technical drawings

Bike share stations enhance painted

As bike share systems continue to grow and expand

In some places, necessary station densification will require practi-

NACTO’s Bike Share Station Siting Guide highlights best practices in

planners and operators alike who are striving to create successful,

The NACTO Bike Share Station Siting Guide was developed in

Decisions about station density and strategies for community

STATION T YPOLOGIES COVERED IN THIS GUIDE:

Stations in the Street Stations on the Sidewalk

Every city has its own conditions, culture, and constraints. In

Decisions about station placement take into account technical

However, some station placement principles are universal. In

points for maintenance and rebalancing vehicles. Locations that

BIKE SHARE SITING GOAL S

Accessible and Convenient

Designed for Safety

Enhance the Pedestrian Realm

Part of the Streetscape Hierarchy

Bike share stations are the most visible components of a bike

Good station placement can attract riders, serve as a permanent

As cities around the country grapple with issues of safety and

A bike share station forms a clear

Bike share stations work in tandem

Whether on sidewalks or in the street, bike share stations are

As bike share systems continue to proliferate and expand, good

In contrast to their European and Asian counterparts, North

How much room do you need?

Bike share stations can be configured

* Approximate measurements for systems

Standard Angled Docks Double-sided

Back-to-back Curved or Angled Right Angle

A bike share station defines the edge

Placing stations in the roadbed, at the same level as vehicle traffic,

As a general rule, an on-street bike share station can be placed

Smart, creative station placement allows on-street stations

introduce additional traditional bike parking or create parklets and

Most cities avoid placing on-street bike share stations on streets

A street station in Seattle. Pronto.

Bike Share Protected Bike Lanes, Austin, TX

Austin B-Cycle. Austin, TX

On-street bike share stations can On-street stations can be key

Most cities allow on-street bike Wheelstops, stone blocks, flexible

PARKING LANE 3' 2'-3'

Street Placement Docking Fire Hydrants

STATIONS NEXT TO THE CURB

STATIONS NEXT TO THE CURB:

The station area can be used to

Citi Bike. New York, NY

Crosswalks connect the station

Station creates new pedestrian

Blocks, flexible delineators, and

Citi Bike. New York City, NY

Station fits within the existing

Station demarcates and protects

Bikes should be pulled out toward

Wheelstops, blocks, flexible

Sidewalks are another common location for bike share stations.