There has been a lot of media attention recently focused on how to increase active living and develop more livable neighbourhoods. As communities explore ways to decrease their reliance on the single occupant vehicle and reduce pollution and congestion, bikes are increasingly being recognized as a credible form of transportation for commuting as well as recreation.

If bikes and transit are offered together, they make a formidable alternative to the car. We just have to look to countries like Japan or in Europe for evidence that heavily invested bike and ride improvement initiatives have resulted in citizens riding to many more distance destinations than in North America. According to the City of Toronto's 2001 Bike Plan, twenty years ago Toronto was considered a leader in North American cities, encouraging the integration of cycling and transit. In the 1980s the Toronto Transit Commission (TTC) was one of only a few transit agencies permitting bikes on transit vehicles. Today however many urban areas have surpassed Toronto with bicycle accommodation and encouragement forming a significant part of several North American transit services (1).

There are many benefits to integrating cycling and transit such as lower air pollution emissions, reduced vehicle congestion, lower capital costs for park-and-ride facilities and improved neighbourhood environments (2). Enhancing bicycle access to transit is important not only for achieving improved mobility but also for improved transit service (3). Using transit also enables cyclists to increase their trip distance. Integrating cycling and transit can be particularly important for encouraging transit use in lower-density suburbs. Studies show that people are most likely to use public transit when it's located within a 10 minute walking distance. Cyclists riding even at a modest speed can travel three to four times that distance in the same amount of time (2). The Bike Plan states that 84% of the City's population lives within a 15 minute bike ride of a transit station (1). Linking cycling with transit options therefore would open up a 12 times larger catchment area of potential transit riders. Another benefit of integrating cycling and transit is that it creates options for cyclists constrained by topographical barriers such as bridges, tunnels, hills and inclement weather (4).

Many transit agencies have recognized the potential of merging cycling and transit and are operating various services to cyclists such as transporting bikes on passenger transit, providing bike storage facilities and station access improvements. For a general overview, the following list describes some of the options that exist for accommodating bikes on transit as well as creating cycling friendly transit facilities:

Bike-Rail Programs
Bike-rail programs enable cyclists to carry their bikes on board trains. Being able to bike to commuter rail systems extends the reach of the system and reduces the potential need for the station to accommodate automobiles. Unfortunately cyclists often encounter obstacles trying to gain access to stations, platforms and trains such as multi-level stations connected by stairways, high capacity escalators and crowded turnstiles (2).

In addition, cyclists are usually limited to off-peak periods due to the high passenger capacity. For instance in Toronto, the current policies of the TTC and GO Transit make it difficult for cyclists to carry their bikes with them on the train. Bikes are prohibited on TTC vehicles from 6:30am to 9:30am and 3:30 pm to 6:30 pm while GO Transit allows bikes on trains except for those arriving at Union Station between 6:30am and 9:30am and leaving from the station from 3:30pm to 6:30 pm (1).

A number of initiatives are being developed to overcome these barriers. One way is to allow cyclists to transport their bikes on trains during the peak period if the train is traveling in the non-peak direction. As well, European rail manufacturers have developed methods to free passengers from having to hold onto their bikes while improving passenger safety from moving bicycles. For example fabric fasteners are being tested that attach to the cabwall handrail of the train car. Bike-Rail programs appear to be more successful when combined with bike friendly transit station improvements (see the Access Design section below) (2).

Bike Racks on Buses
A third of all transit buses in North America have bike racks, with front-loading racks being the most popular method. The racks vary in carrying capacity from 2-3 bikes on front racks to 5 in rear racks. Although bus operators are trained in the operation of the racks, passengers are usually responsible for loading, securing and removing their bikes from the racks (2).

Having a bike available at both ends of a cyclist's journey while utilizing transit services provides greater flexibility and convenience. The 1999 Toronto Cycling Survey indicated that 48% of recreational cyclists cited distance as the major reason they don't use their bikes to travel to work or school. In the same survey, 950,000 cyclists reported bike racks on buses would increase the number of trips they made. Bike racks provide benefits not only for cyclists but non-cyclists as well. The racks enable a bike to accompany the cyclist while also preventing passengers from having to maneuver around bikes on the bus because the bike is stored outside the vehicle (4).

Currently transit vehicles in Toronto are not equipped with bike racks. Bikes are not permitted to be carried on board TTC buses between 6:30 am and 9:30 am and 3:30pm to 6:30pm while bikes are restricted on GO buses at all times. Because of these restrictions one of the recommendations set out in the Bike Plan suggests that the TTC undertake a demonstration project of bike racks on buses, in consultation with the Toronto Cycling Committee (1). Currently TTC staff are undertaking a report on a pilot project for the installation of bike racks on a limited number of bus routes.

Bike Parking
Convenient and secure places to park bikes provide an effective way to extend the reach of transit programs without carrying bikes on buses. Bike parking can be located at bus stops, transit centres, park and ride lots, and rail stations to allow for convenient inter-modal transfers. Parking equipment can include a variety of options from enclosed lockers to secure open air-racks (2). In Toronto both the TTC and GO Transit provide bike parking in the form of racks at most of their stations, however stations without racks are often in the downtown core where there is limited street level space available. Whenever possible the City has installed racks nearby on sidewalks/boulevards. According to the Bike Plan TTC stations have the capacity for about 550 bikes while GO Transit stations can accommodate about 166 bikes (1).

Studies show that transit agencies find many bike lockers and rack users consist of new transit riders. According to the results from the 1999 Toronto Cycling Survey 84% of cyclists reported that convenient and secure parking would increase the number of bike and ride trips they made, whereas of those cyclists who had never combined cycling and transit, 60.5% indicated they would consider bike and ride trips if more secure parking facilities were available (1). A study on bike locker users of a Vancouver transit station found that 30% had not previously used public transit to commute (2).

In a move to make more secure bike parking available, last December the City's Transportation Services set up 12 lockers near the rear entrance to City Hall. Three different kinds of lockers were purchased and a product evaluation and comparison is planned. The results of the evaluation will assist the City to decide which kind of locker should be purchased in the future for a larger pilot project involving locker rentals available at locations across the City. For more information on this pilot project go to: www.toronto.ca/cycling/cyclometer/2004_dec.htm (7).

Access Design
The bike friendly design of transit stations can provide an improved means of riding bicycles to and from transit services and has the potential to compliment and supplement bike transport and parking programs. A study referenced in the Bike Plan detailed the importance of bike access. For example potential bike and ride commuters ranked bike lanes between their home and transit stations as the second most important incentive s for them to combine cycling and transit. As a result, one of the recommendations in the Bike Plan is for the City of Toronto to undertake a comprehensive review of bike access to all transit stations in the City and implement improvements wherever possible (1).

Bike compatible station access can include:

• designated bike paths through park and ride lots;
• bike lanes on station access roads;
• clearly visible signs using the bicycle symbol for bicycle routes, parking facilities, and bus stops serving bicyclists;
• station design accommodating to bicycles, such as curb cuts at parking locations, locating parking equipment so that cyclists do not have to carry bicycles up or down stairs or through large crowds of travelers, and parking equipment in the clear view of the general public, or station attendants; and
• adequate lighting (2)

Bikestations
The idea behind Bikestations is to create a full-service bike storage and rental facility to provide services and amenities to cyclists (1).

By providing convenient, economical transportation choices and amenities near public transportation and at high-traffic centers, Bikestations offer a variety of environmental and social benefits that enhance the overall quality of life in communities by:

• Encouraging modal shifts from single-occupancy vehicles to reduce vehicular emissions and alleviate traffic and congestion on roads and at transit park-and-rides;
• Increasing trips on public transportation;
• Increasing trips that improve public health such as through cycling;
• Improving the efficiency of the existing transportation system, and
• Providing a focal point for bicycle commuting and alternative transportation (6).

The stations can include bike facilities for:

• parking;
• repairs;
• rentals and bike sharing;
• change rooms; and
• route and transit information.

Bikestations are currently being implemented across the United States (5). The Silver Spring Station, Maryland for example is the most heavily used transit station in the state. Fifty-seven thousand people use the station every day, and the estimated future demand is 100,000 per day by 2020. There are plans for a bike station and commuter store at a location with convenient access from bike trails and within a new transit center building. For more information go to: home.comcast.net/~phyilla1/sstrails/station.html. Similarly, a popular Bikestation recently opened in Seattle, Washington. Bike Station Seattle is located in a restored space of the historic Mottman Building (311 3rd Avenue South) in Pioneer Square, across from the King Street Station. The facility is highlighted by a glass-enclosed bicycle storage and bike checkout system that is accessible 24/7 to members. During regular business hours, the glass doors lift up to incorporate a retail space that includes a bike repair service and Internet kiosk for member check-in and commute information. For more information on this Bikestation go to: www.rideyourbike.com (6)

Bikestations not only serve resident cyclists but also have the potential to encourage cycling by tourists. Accessible bike rentals, bike maps and transit information available from one central source would enable tourists to get a unique perspective of the city by exploring Toronto's communities by bike, or riding on local cycling trails. For instance if a bike station was set up at Union Station, a main traveler hub, visitors to Toronto arriving at the station could rent a bike and experience Toronto's waterfront by riding along the Waterfront Trail.

The Bike Plan recommends that the City, in cooperation with the Toronto Parking Authority, the TTC and other potential partners undertake a feasibility study on the potential viability of operating a bike station in Toronto. A Toronto Bikestation would provide a valuable service to cyclists in the downtown core, at major transit stations and universities. Two of the biggest challenges include finding a suitable location (serving a high demand for bike parking and economically viable) and to secure funding and revenue for its ongoing operation. One option as suggested in the Bike Plan would be for the City to provide the property and contract out the operation of the facility, similar to the bike rental centre on Centre Island (1).

The above list provides some of the options for integrating cycling and transit, enabling communities to become more cycling friendly. Advances in equipment design, activism of bike constituencies, broad-based political support and growing awareness of general public and transit agency personnel are contributing to the expansion of integrated bike-transit services (2). With almost a million cyclists in the City of Toronto there is tremendous potential for Toronto's transportation system to support multi-modal travel. Planned improvements to Union Station and the Spadina Subway Expansion offer exciting opportunities to implement some of the above initiatives such as improved cycling access and the creation of Bikestations. The implementation of bike friendly facilities and transit services presents an opportunity for the City to set an example for the rest of the country on how to successfully integrate different transportation (1).

“Integration of Bicycles and Transit” (1994) states that cycling friendly facilities and amenities reflect a significant constituency of bike riders in the community because they have voiced their desires to create a more cycling friendly community (2). Therefore input from the cycling community is critical to the successful implementation of cycling and transit initiatives in Toronto. The Cycling and Transit Working Group of the Toronto Cycling Committee is currently exploring ways to make Toronto's transit system more cycling friendly. The group usually meets monthly and anyone is welcome to attend the meetings. Please contact Nikki Rendle for more information about how you can get involved, nikki(a)biketoronto.ca(replace (a) with @ in e-mail program).