5.5.1 It is good practice to maintain a definitive map showing all current public motorcycle parking locations, linked to data listing their dimensions, capacity, and security provisions within each authority.

Identifying the number, location and type of existing spaces is essential for objective planning and management, but could also form the basis of information for motorcycle users - for example a leaflet or web page including a map and useful contact details.

5.5.2 Motorcycle parking capacity is a function of the size of bay and size of machines that might be expected to use it. On-street motorcycle parking bays follow a similar lay-out to car parking bays, ranging in depth from 1800 to 2700mm (length varying according to circumstances) but with the motorcycles parked at right angles to the kerb rather than parallel. Motorcycle parking bays are generally not marked out for individual machines, allowing flexible and efficient use of limited space by machines of different sizes.

Motorcycles range in length from around 1900mm for a moped to 2500mm for a large cruiser. In practice the manner of parking means that even the largest machines should be capable of parking across a 2100mm bay without encroaching into the carriageway.

5.5.3 It is the effective width of a motorcycle and the need for sufficient space to mount/dismount from the side which will determine the usable area. Allowing for handlebars, mirrors or fixed luggage most machines range from 700-1000mm wide, although in practice most machines are parked with handlebars turned to the locked position which also reduces both width and length. With a nominal 600mm needed to mount/dismount, this suggests an average effective width of around 1400mm per machine.

Where there is a significant usage by smaller or larger machines this figure can be altered to suit.

5.5.4 These figures can serve as a guide to the total area needed to meet motorcycle parking demand, or as an indicator of capacity for existing or proposed facilities.Yet, where parking capacity is insufficient to meet demand, riders will try to fit into the available space. In the most extreme cases riders will manoeuvre machines so that there is no space on either side. Such informal parking makes for the most efficient use of space but it may not be possible for some riders to safely contend with this and damage or injury may result.

5.5.5 Parking occupancy and duration can only be reliably assessed by manual surveys, with observation frequency increased where short-term parking is common. Linking observations of time and machines present (including informal parking activity) to data on the dimensions of bays and motorcycles allows an objective judgement of how well demand is balanced against supply at different times and locations.Other information can be collected at the same time to help identify where security anchor points are required.The use of chains or other devices by riders will be readily apparent and these devices work best when securing a machine to a fixed anchor.

5.5.6 Motorcycle parking surveys can be split into three distinct functions:

5.5.7 Wider consultation with users and other interested parties is likely to produce better solutions by identifying unresolved issues and stimulating dialogue to resolve them. Some local authorities benefit from a regular motorcycle forum, or at least approach motorcycle representatives through more general transport consultation channels.