5.6.1 A simple checklist of design considerations is included with these guidelines, but some practical design issues surrounding theft-reduction and personal safety deserve closer discussion.
Security
5.6.2 Physical security need not be difficult or expensive to provide.
Fixed and robust features such as rails, hoops or posts designed to provide a simple locking-point to secure a motorcycle using a chain or similar device should be an early consideration for any parking scheme.
Dedicated CCTV may not be affordable or appropriate for many parking areas, although choosing locations that fall within already monitored areas may well be feasible.
5.6.3 A range of suitable designs exist for security anchors of varying sophistication.Where motorcycles are parked in bays with one wheel against the kerb, a simple continuous steel rail satisfies most situations. It has the advantage of being easily and inexpensively sourced and installed with overall costs similar to that for providing an equivalent amount of cycle parking.
5.6.4 The continuous rail allows for efficient use by machines of varying style and size, is well understood by users and is compatible with most types of shackling devices.
The rail should be set at around 600mm above surface to accommodate the range of wheel sizes in use.The addition of a waist-height upper rail, or mounting to a wall as appropriate, prevents a tripping hazard.
5.6.5 Other designs, such as posts with captive chains (with or without a captive lock) have the advantage of assisting riders who do not carry a chain or locking device capable of securing their machine to fixed object.
5.6.6 Flush-mounted locking rings set into the floor or carriageway may not be obtrusive, but can be difficult or unattractive to users; they allow the mounting surface to be used as a levering point to break locks, are subject to debris and rain water, whilst moving parts can suffer wear and tear.
They may also present a trip hazard and consideration should be given to injury risks, for example to visually-impaired pedestrians.
5.6.7 Generally speaking, sophisticated designs, with moving parts and locking mechanisms are more expensive to provide and maintain.
Offsetting these costs by charging for secure parking is difficult to implement successfully. Simple ticket-based pay and display methods do not work well with motorcycles as there is nowhere to put the ticket securely on current designs of motorcycle. Pay and display and meter-based systems have the added disadvantage of alerting thieves to the likely time before a rider will return to their motorcycle.
Safety
5.6.8 This includes safety issues arising from the actual process of manoeuvring a motorcycle whilst parking, but also broader issues of personal safety at or around the parking place.
5.6.9 Motorcycle parking areas should have limited gradients to enable easy manoeuvrability and to ensure the motorcycle is unlikely to topple over. Parking areas must also be well drained and free of debris or contamination that might cause a manoeuvring rider to lose their footing. Surfaces should offer good grip for feet and tyres.
5.6.10 European law requires all motorcycles to have at least one device able to maintain the machine in a vertical, or near vertical, parking position when left unattended.There are two main types of these devices:
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The “prop stand”provides a triangulating point of contact, along with the front and rear tyres, such that the vehicle leans to the left. Riders will generally use the “prop stand” for ease and convenience, or where parking on a camber.
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The “centre stand”provides two centrally positioned triangulating points such that the machine rests vertically, often with one wheel lifted from the floor.
This usually requires more effort from the rider and is often less stable unless the parking area is level. |
5.6.11 In each case the motorcycle will generally be parked with its steering locked in a left turn position.
5.6.12 Based on EU regulations for motorcycle stand performance, surface slope angles should be less than 5 degrees (EC 1993). Figures 1a and 1b demonstrate the extremes of motorcycle stand performance against a transverse tilt, while Figure 2 shows the effect of longitudinal tilt (both upstream and downstream).
5.6.13 As motorcycles are not fitted with a parking brake, the rider must be able to position their machine so that it cannot roll forward under its own weight and fall over.
Therefore, where the ground is not level, riders will try to park so that the weight of the machine is working with the direction of the stand, usually with one wheel touching the kerb. In such cases, there must be sufficient space and visibility to manoeuvre the machine in and out of position safely. Even without a reverse gear, motorcycles are in most respects more manoeuvrable than larger vehicles and can cope with situations considered unsuitable for parking cars.
5.6.14 Parking areas must have a firm surface capable of supporting the weight of a motorcycle through its stand.
The footprint of the stand might typically measure 10cm2 and carry a load of 10kg per cm2. The surface of the parking area must be capable of withstanding penetration by the stand. In the case of bitumen-based surfaces, care should be taken to ensure the surface remains solid during hot weather.
5.6.15 Sufficient space and visibility for riders must be present to allow manoeuvring without significant risk of conflict with other road users. On-street parking should not be positioned so that riders are tempted to use footways in order to access it. Local authorities should also ensure safe and legitimate means of access to off-street parking, even where access is from the road onto private land.
5.6.16 Sites should be well lit and not located in secluded areas. Instead, designs should provide light, open spaces,without high walls or dense planting to provide cover for thieves.
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