The Bike Scheme thread

snubbleste wrote: »

I'll respond meself.
It's due to be rolled out in early 2014.

Mr_A wrote: »

Image captures and rotated to make it easier. I assume it's fine to pull it out like this since it's a public document.

Frankly this is disappointing at first glance. Nothing east of the train station and in general the area covered is very small. Still, hopefully if this proves successful then more stations would be added as indicated in Phase 2 and also bikes out near and around GMIT would make sense too.

thesandeman wrote: »

Hope the users are told not to go via the pedestrian routes. It is/was bad enough with the rickshaws but I wouldn't fancy a gang of people on bikes coming at me on Shop Street.

biko wrote: »

Please do not use this thread for general cycling discussion when there is a current thread here for that stuff.
Cycling in the City
This particular thread is about the Bike Scheme itself, not where/how to cycle.
I understand there is a fine line but want to make a note before the signal drowns in general chat.

FYI: I've moved over some posts from Scheme to Cycling thread so the flow can continue there. Thx.

Recommendations are made on the complementary measures which would be needed as a new scheme is introduced. Perhaps the most important one would be an increase in permeability for cycle traffic in the city centres through the provision of two-way cycling on one-way streets, and by opening up pedestrianised areas to cycling where conditions allow.

3.3 Galway
A site visit was carried out to Galway in the early afternoon on a weekday. The initial impression of the level of cycling was similar to that of Cork as there was a presence of cyclists in the city centre (fewer than in Cork but the site visit was during the interpeak when cycling levels drop considerably). Cycle parking was relatively plentiful and well used. Many bikes were also seen parked informally i.e. locked to various items of street furniture. As in Cork, cyclists were seen using the footway in the contra-flow direction adjacent to one-way streets highlighting the need for contraflow facilities. The streets of Galway appeared to be particularly congested both in the city centre itself (below right) and also on the approaches, even in the inter-peak period.

5.2.2 Cycle-Friendly Road & Path Networks
Intuitively, a scheme would be more successful where there is a comprehensive network of cycle-friendly routes. This is not restricted to designated cycle routes but relates to how attractive/safe/navigable etc the whole of the deployment area is for cycling. An example of a cycle-friendly improvement on a city-wide scale is the legislation which permitted two-way cycling in all one-way streets with a 30kmh limit which was passed in France in 2010. As a result, the road network of Paris became a lot more navigable and permeable by bike, with no reported direct increase in casualties. The worst environment for cycling would include dual carriageways, high speed roads (with limits and/or speeds above 50kmh), gyratories and large roundabouts. The traffic mix also influences the environment – high flows of HGVs present a particular hazard to cycle traffic.

5.4.2 Galway
· Galway has a population of approximately 100,000 including 25,000 students. A typical city of this size would have a fleet of 200 bikes, and around 1500 registered members;
· The assessment of Galway is that it is generally well suited to a bike sharing scheme. It clearly attracts a large number of tourists, the topography is either flat or quite gentle, there is a significant level of congestion in the city (even during the inter-peak), and car parking is relatively expensive, and timeconsuming to access. Although the one-way streets and pedestrianised areas make it awkward to navigate by bike, there are not many high-speed, multi lane sections are found in some of the other cities. The existing network, therefore, mainly poses a navigational, rather than safety, challenge to cyclists. It is considered that a Galway scheme would therefore attract an above-average number of users a fleet of 200 to 250 bikes;

· Of the four, it is estimated that Galway and Cork are the best suited as they have more of the characteristics of the cities where bike-sharing schemes are successful;
· An exploration of complimentary measures is recommended to increase the impact of any bike-sharing scheme. The key focus is likely to be the need to improve cycle-traffic permeability in the city centres particularly in one-way streets and pedestrianised areas. This will have the twin advantage of making cycle trips more advantageous over other modes, as well as making journeys more navigable;