DESIGN RESOURCE
CASE STUDIES:
UNDERGROUND PARKING
“ECO CYCLE MITAKA” bike Parking.
Tokyo, Japan. July 2008
Facility:
This is a small facility in area but a big one in service, offering 1700 bicycle of which 1440 are underground and 260 are at ground level.
Provider:
Mitaka Ward.
Designer/ Architect:
GIKEN 1 - 3 - 28 Ariake, Koto-ku, Tokyo 135 - 0063, Japan
+81 - (0)3 - 3528 – 1639, +81 - (0)3 - 3527 – 6055
Cost of Provision:
Undisclosed
General Description:
Mitaka has been modernising its bicycle transport policy over the last 5 years, these include new initiatives to promote bicycle use on the congested streets of Mitaka, especially on the south side of the station where there are at least 9 bicycle parking lots, providing nearly 6000 bicycle parking spaces. The site visited on this opportunity has 1700 bicycle spaces of which 260 consist of zigzag profile double deck tier racks. 1440 bicycle spaces are divided on 8 underground towers, each tower able to contain 180 bicycles maximum.
Each of the towers has a top access where users place their bicycles on a rail-platform, insert prepaid AC cards and then the internal system pulls the bicycles inside and places the bike on an available rack. The mechanism is basically a cable crane. The racks are laid out on a carousel arrange, on a very similar way to others previously seen in Spain like Biceberg.
Location of Facility
Train station, Sakai-gun, Fukui Hon Shú Island, Japan
Scale (capacity):
1700 bikes, 1440 Underground, 260 at ground level.
Length of Stay:
24 hours.
Charges (cost to user):
Monthly subscriptions cost 2000 yen (10 GBP) and students pay 1700 (8.5 GBP), Daily ticket cost 100 yens (tier rack only).
Access:
The facility is open access.
Signage:
There are specific signage warning users about minimum conditions required for bicycles to enter to an Eco Cycle unit. There are electronic displays showing the percentages of use, lights informing whether there are vacant spaces or not, there is information boards about subscription procedures and a 24 hours helpline number in case any of the systems fail.
Furniture:
8 ECO Cycle booth units, where users insert or collect their bicycles, 8 underground towers, with capacity of 180 bicycles each (1440 in total). Each underground tower has 10 layers and each layer is able to store 18 bicycles. The booth is fitted with a smart card reader, a cover, an ejection rail (where bicycles are placed or received) and a LCD display.
At ground level there are 260 bicycle spaces (zigzag tier racks) intended for Visitors of occasional users. There are 2 vending machines, a staff office where enquires and subscriptions are handled. A canvas roof covers the ground level facilities.
Technical Requirements:
Towers requires 30 meters of excavation deep and 6.47 diameter; prefabricated concrete modular units are fitted as a wall. Giken- the maker is a specialist on Press in piling methods of excavations.
The crane, electric and electronic systems were made by JFE.
To operate efficiently there are few basic conditions that bicycles must meet and the they include bicycles should not have punctures on the front tyre, not be loaded, should not have loos bungee cables on the pannier racks nor baskets and accessories higher than 1200mm. bicycles should not have their wheels locked, loosing chains nor the kick stand on.
Security, Guardianship and Lighting:
The facility has no appointed guardians. There is a staff member keeping the site, supporting customers and dealing out with subscription applications. The staff member works there from 7:am to 20:pm. The site is wheel lit at night with incandescent and fluorescent lights, there are also CCTV cameras in operation monitored by Mitaka authorities.
Maintenance and Servicing:
All maintenance is managed by Giken, the maker of the facility.
Service Period (how long facility meant to last):
The building is meant to last 50 years, the crane units have 10 years warranty if regularly serviced.
Advantages:
Unlike other crane systems previously seen at other sites, most bicycles fit to this facility, it is a very space saving solution, Users think it looks smart and respectable and makes them feel cyclists are welcome and vital in the community. This design does make look Mitaka, the local administration taking cycling seriously on their environmental public agenda.
Disadvantages:
None, it would be great to find this type of facility more often there were more like this
Useful References:
GIKEN, the maker’s website, technical description and further photographs:
http://www.giken.com/int/st/
Youtube videos
http://uk.youtube.com/watch?v=_IkOgx669tY
http://uk.youtube.com/watch?v=6bYac2DpgJQ
http://uk.youtube.com/watch?v=xlZIS7TAacA
http://uk.youtube.com/watch?v=3KvrSYhdwbU
http://uk.youtube.com/watch?v=tnKvkkwynxc
http://uk.youtube.com/watch?v=yRGF__FBZz0
http://uk.youtube.com/watch?v=7iCBlVyhrtk
http://uk.youtube.com/watch?v=g6L1dpfcXbs
DESIGN RESOURCE
CASE STUDIES:
OFF-STREET PARKING
“ASTA LIVIN Department Store” Cycle Parking retrofitting.
Tokyo, Japan. May 2008
Facility:
This facility combines underground with outdoor facilities and uses zigzag double level tier racks and freestanding bicycle parking areas
Provider:
Seibu Saison Group. ASTA Livin Department store.
Designer/ Architect:
Corporation Cycle techno, post code 105-0004
The Tokyo Minato-ku Shinbashi 1-16-8, Kureguran Shinbashi building
TEL 03-3504-0510, FAX 03-3504-0470, [email protected]
Cost of Provision:
Undisclosed information.
General Description:
Tanashi is part of Nishi Tokyo ward on west Tokyo. The building belongs to Seibu Economic Group that also runs the local private train line and stations connecting west Tokyo with Shinjuku. The department store was designed at the height of the Japanese economic bubble and aimed to reflect the shopping district experience of central Tokyo. The initial design installed 450 bicycles racks on its basement facility, however these spaces rapidly shown to be insufficient to cover the demand specially after the downturns of the Japanese economy when bicycle use increased dramatically in late 90’s. Then the building went through a retrofitting process, doubling its capacity by connecting the basement facility with the bicycle parking extension at street level. The extension was carried out on previous pedestrians’ wide alleys were bicycles were illegally parked all the time.
Location of Facility
Opposite to Tanashi Station Seibu Shinjuku line. This area has other bicycle parking lots intended for commuters at 100 yens a day
Scale (capacity):
The department store has 1006 bicycle parking places, 926 bike racks are for customers. 450 of these are allocated underground on the east side of the building, and 476 racks are installed outdoors at ground level. There are 80 places more on a freestanding area but their use is restricted for employees only
Length of Stay:
24 hours open, but typically this site is intended to serve customers of the shopping centre for free for 2 hours. Since the facility is in front of the station and is not meant to serve commuters’ bicycles it has set intentionally high uncompetitive rates for bicycle parking.
Charges (cost to user):
24 hours open
Free for the first 2 hours (outdoors racks), Free for the first 3 hours (underground racks) during opening hours (9am and 22pm) customers tend to avoid going up or down the ramp of the underground parking so the outdoors part of the facility gets full first.
After the 2 hours (outdoors) and 3 hours (underground) a 100 Yen fee is charge for every 4 hours of use
Access:
The facility is open access.
Signage:
There is specific signage regarding the parking service, this emphasise the fact that there is a limit time for free, there are also instructions on how to use the racks, and how to activate the electronic inbuilt lock.
Furniture:
The zigzag tier racks consist of rows of single deck tier racks with a horizontal zigzag profile that alternates the height of the racks with ground level racks in order to avoid handlebars clashing with the neighbour bicycle.
There are also vending machines that activate the locks and time the length of the stay in the facility, the whole system is called cycle 21 and it’s made by cycle techno (on of the biggest bicycle parking solutions companies in Japan)
Technical Requirements:
Cycle techno is one of the most experienced makers of these facilities in Japan; they are known to be some of the most reliable in the market. The of the materials of racks include stainless steel, die cut metal components electro mechanic locks, rust proof and quick dry coatings. The vending machines are sealed in stainless steel cases and their keyboards and displays are made of weather resistant resins.
Security, Guardianship and Lighting:
This whole installation has no appointed guardians. Cycle crime is very low in the area, the level of security offered by the cycle parking is high considering that is intended mainly for relatively short stops, The site is lit with fluorescent light tubes.
Maintenance and Servicing:
Cleaning is carried by the department store staff daily, the equipment is very low maintenance and is conducted by cycle techno.
Service Period (how long facility meant to last):
The underground space is part of a 50 years projected building, the furniture within the underground area is expected to last 25 to 30 years, the furniture on the outdoors has 15 to 20 years expected life, though cycle techno states that partial replacements can be carried out without having to change the whole mechanism.
Advantages:
It is a great facility and a great service for a customer going to this department store, it is a model to be copied by all sorts of retailers. The higher tier racks on the zigzag racks are easier to use than the higher level racks found on double deck racks on other parking sites. The site is in front of a train station but its pricing manages to discourage commuters and train users from leaving their bikes at this site.
Disadvantages:
The underground gate does not have an ejection band or conveyor belt to help customers ascending to ground level with their bikes, often loaded with shopping bags.
The outdoors racks were installed where there used to be wide pedestrian areas and the existing walkways are narrow now. Considering that these walkways are also the access to bicycles and people have to walk to close to the racks these can be dangerous.
Useful References:
Maker’s website (Japanese)
http://www.cycletechno.com/cycleinn/index.html
Corporate website of the department store describing the facility (Japanese)
http://www.asta.co.jp/asta/access/index.html
DESIGN RESOURCE
CASE STUDIES:
OFF-STREET PARKING
“TAKADANOBABA” Cycle Rental Space.
May 2008
Facility:
This is an example the prevalent type of bicycle parking facility in central Tokyo that involves a minimum investment on infrastructure. The bicycle parking service consists of renting public space on designated areas to cyclists. The local administration issues annual or monthly tickets that go on the bicycle frames, they state the site (street name or number of the facility) within the borough and the expiring date of the subscription.
Provider:
Shinjuku Ward.
Designer/ Architect:
Shinjuku transport and roads administration office.
Cost of Provision:
Undisclosed information, but staff member stated that the maintenance is annually included on road marking and road signage budgets of Shinjuku ward.
General Description:
Takadanobaba is a transport hub for commuters travelling in from the west of Tokyo as it is home to three popular train lines: the Seibu Shinjuku Line, the JR Yamanote Line, and the Tozai Line. During the morning rush hour, Takadanobaba is one of the hot-points of the Tokyo transport network with all three stations bursting at the seams with local residents, students and commuters. After the Japanese economic bubble bursts in late 90’s, bicycle use increased exponentially in Tokyo highlighting issues of public space occupation.
The local governments then started to adapt and redistribute the public space to serve both bicycle users and pedestrians. To discourage the nuisance and accidents caused by bicycles randomly left on the streets, the local governments identified the highest concentrations of bicycles parked around the stations and assigned specific areas. The assigned areas consist of floor markings or “boxes” where a limited number of bicycles spaces are leased to subscribers, being them mostly commuters and students who transfer at Takadanobaba to other forms of transport. This facility doesn’t have racks or furniture to lock bicycles to, since the standard urban bicycle in Japan is equipped with kick stands (leg stands) and wheel locks and road legal bicycles are expected to have both elements, this is also makes easy to park and lock bicycles anywhere.
Location of Facility
East exit at Takadanobaba train and metro station, served by JR Yamanote line, Seibu Shinjuku line and Tokyo metro Tozai line. Is an area known for its high student population and student housing.
Scale (capacity):
This site receives 100 bicycles. Takadanobaba has 10 sites similar to this disseminated within 50 meters radius around the station.
Length of Stay:
24 hours.
Charges (cost to user):
Monthly subscription is 1800 yens (9 GBP), annual subscription cost 5000 yens (25 GBP). Annual subscription applications are submitted in February and run from 1st of April to 31st of March of the following year, or from any month to 31st of March of the following year the price does not vary.
Access:
Is open access and has no fences, the site is allocated on a walkway
Signage:
There is specific signage indicating the subscription conditions, fees and procedures to apply to it. There are also warning signs concerning that this space is only to be used by tenants (subscribers) and any bicycle that failed to display a valid sticker will be removed and taken to a illegal bicycles storage. This suggests a fine has to be paid upon release. They sings show administration telephone numbers and remind that there are CCTV cameras in operation, and bicycles are left under users’ own risk.
Furniture:
the Facility has wall markings, white lines on the tarmac limiting the bicycle designated areas. There are also stand alone metallic signs that can be moved along the facility and are exchangeable wit the other 9 sites surrounding the station since they have the same content. the site is limited by traffic cones on both ends, to stop the row of bicycles spreading on the contiguous streets.
Technical Requirements:
The floor marking boxes measures 1.7 meters by 65 meters along the street, every 5 meters there are subdivisions and gaps. The bicycles are supposed to be parked on a 30 degrees angle in reference to the wall.
Security, Guardianship and Lighting:
At this site bicycles security lies primarily on the quality of their locks, since it doesn’t have any gate, walls or furniture to lock to. These facilities have not appointed guardians. There is a silver team (retirees) who clean and reorganize the rows of bicycles, stick warning tickets and remove illegally parked bicycles. They work at the site from 7:am to 18:pm. Cycle crime is very low in the area, though there have been sporadic cases of bicycle theft. The lighting at this particular site is very poor at night, relies on public there are lampposts at both extremes of the road. The CCTV cover the nearby roads but no the site in particular
Maintenance and Servicing:
All maintenance is managed by Shinjuku transport and roads administration office.
Service Period (how long facility meant to last):
Unspecified, but there have been talks about increasing its capacity by installing new multilevel racks, this suggests a 10 to 15 years plan on the local transport agenda for this site.
Advantages:
Reordering and regulating stationary bicycles on a public space, assigning paid bicycle parking areas, is a good way of organising the public space. The site is allocated within 30 meters away from the train station gates, it is very convenient.
Disadvantages:
The lack of security infrastructure, or shelter for the bicycles shows very little interest on bicycle security, some users (5 of 6 spoken to) consider this parking not as a service but as an expense, a rent for the privilege of leaving a bicycle on the public spaces without the fear of getting the bicycle removed by the local authorities and without having pay expensive fines (3000 yens 15GBP).
The lighting is really bad and bicycles can be a hazard for pedestrians at night. The street has a steep rise of 15 degrees, and bicycles are parked transversely as a result bicycles occasionally fall downhill pushed by the next bike on domino effect.
Useful References:
Takadanobaba, bicycle parking application procedures (Japanese):
http://www.city.shinjuku.tokyo.jp/foreign/japanese/guide/seikatsu/seikatsu_2.html
DESIGN RESOURCE
CASE STUDIES:
OFF-STREET PARKING
“TACHIKAWA” Cycle Parking freestanding extensive bicycle space.
Tokyo, Japan. May 2008
Facility:
This facility is a large area about 9000 square meters of freestanding outdoor bicycle parking spaces. Tachikawa has several free of charge bicycle parking areas, only the closest to the station are charged.
Provider:
Tachikawa City Structure Office.
Designer/ Architect:
Tachikawa City Structure Office.
Cost of Provision:
Undisclosed information.
General Description:
Tachikawa is a futuristic town on the far end of urban west Tokyo, the area around the Tachikawa JR train station features several large department stores, including Lumine, Isetan, and Takashimaya as well as one of the newest and largest cinemas in the Tokyo and a Keirin track. Tachikawa’s planning aimed to decentralise commercial and cultural activities from central Tokyo. The station and the surrounding buildings are elevated on concrete structures and connected through bridges where most of people walk, leaving the ground for Bus stop connections, green areas, storages, parking areas and roads. The station connects to Tama monorail. Tachikawa is also a residential area, with many new families. The station is then used by a large number of students, and officers, the area has 17 bicycle parking areas 7 of them have large capacity (more than 500 bicycle spaces) of which only 4 are charged with very low prices the other 13 are free of charge. All of the parking areas are extensive, space saving bicycle racks are yet to be seen in this area as the community grows in size and the parking spaces demand increases. The crime rate is very low in the area.
Location of Facility
Tachikawa station, west gallery bicycle parking JR Chuo Line, Japan
Scale (capacity):
1000 bikes.
Length of Stay:
24 hours.
Charges (cost to user):
100 yens a day, monthly subscriptions cost 1000 yens (students) (5GBP) 1500 yens general (7.5 GBP), 3 months cost 2500 yens (students)(12.5 GBP) 4000 yens general (20 GBP). 6 months cost 4500 yens (students) (22.5 GBP) and 7500 yens general public (35 GBP)
Access:
The facility is 24 hours open access.
Signage:
There are warning signs reminding to lock the bicycles and not leaving belongings on the bicycles baskets. There are signs with prices and application processes for memberships, emergency numbers and CCTV in operation signs. There are floor markings on the wall enclosing boxes and limiting the space where bicycles are supposed to go.
Furniture:
steel fences, floor markings and a staff cubicle, it has very minimal intervention
Technical Requirements:
It is a wide space of about 9000 square meters. The main infrastructure this site has is fences made of weatherproof-coated steel and white floor markings.
Security, Guardianship and Lighting:
This site has no appointed guardians. There are two members of the staff who sell daily 100 yen tickets and subscriptions. Bicycles are left under the users’ own risk, cycle crime is very low in the area, largely owing to cultural factors staff believe that the fence is enough deterrent for potential thieves and point out that opportunist might find easier targets among the illegally parked bicycles left on the street. Public lighting and reflectors lit the structure at night.
Maintenance and Servicing:
All maintenance is managed from within the rail authority.
Service Period (how long facility meant to last):
The station building was projected for 50 years of service.
Advantages:
The subscription fees are among the cheapest found in Tokyo. The wide available area has a lot of potential for further extension and future retrofitting.
Disadvantages:
The site could receive more bicycles on this site, in some areas the walkways are too wide
Useful References:
Official websites of Tachikawa ward (Japanese)
http://www.city.tachikawa.tokyo.jp/jp/direct-index/parking/churin1.html
http://www.city.tachikawa.tokyo.jp/jp/index.html
DESIGN RESOURCE
CASE STUDIES:
“OIZUMI GAKUEN” Cycle parking and bicycle rental amenities.
Tokyo, Japan. July 2008
Facility:
1150 bicycles, 650 are bicycle parking spaces. And 500 are bicycle for rent on underground bicycle tower.
Provider:
Nerima City Office.
Designer/ Architect:
Nerima City Road and Transport Office, The designer and maker of the several parking storage solutions is Cycle techno corporation.
Post code 105-0004
Tokyo Minato-ku Shinbashi 1-16-8
Kureguran Shinbashi building TEL 03-3504-051 FAX 03-3504-0470
Cost of Provision:
Undisclosed Information.
General Description:
Oizumi Gakuen Station is located in Nerima ward and served by the Seibu Ikebukuro line connecting northwest Tokyo with Ikebukuro. Its named after one of the most traditional schools in Japan, Oizumi School, attached to Tokyo Gakugei University located in this area. In fact Nerima ward is home to 69 elementary schools, 34 junior high schools, 10 high schools, the Musashino Academia Musicae, Musashi University, Nihon University Ekoda Campus, Sophia University, Shakujii Campus (Faculty of Theology). It is a students’ town.
This bicycle parking facility was built aimed to serve the students who commute in and from this area, the building. I am underground space bellow this provision features an underground renting bicycle system that offers 500 bicycles for the same price of renting a bicycle space. It is a model facility, due to its convenience and the positive social impact on the local community. This site has a combination of storage solutions in order to optimise space and resources, the rental service stores its bicycles underground by using a lift conveyor belt system, all bicycles have the same spec since the machine can only receive Japanese shopper bicycles (mamachari) these bicycles are constantly serviced by the parking staff. On the parking space part, the access is controlled in order to the time and charge it accurately by using an automatic tollgate which reads smart cards on arrival and release the bicycles once payment or subscriptions are confirmed on departure. Inside the facility has fitted with double deck tier racks, these optimise the space. Tier racks have two different heights in order to alternate the handlebars position and avoid bicycles pushing or dragging one to another.
Bicycles for rent being serviced.
Location of Facility
Oizumi Gakuen station served by Seibu Ikebukuro line, 50 meters away fron the station gates (South exit)
Scale (capacity):
1150 bicycles, 650 are bicycle parking spaces. And 500 are bicycle for rent on underground bicycle tower.
Length of Stay:
24 hours use, open from 5:30 am to 00:30 am,.
Charges (cost to user):
The parking service is timed on arrival and charged upon departure by an automatic tollgate. 1-day ticket cost 100 yen if there is available space.
Ground level racks have higher demand than upper level ones and they cost 2000 yens (10GBP) a month, Students pay 1500 yens (7.5 GBP). To promote the use of the upper level racks use, special prices have been set: one month is 1500 yens (7.5 GBP), Students pay 1000 yens (5 GBP).
The rental bicycle fees are 100 yens (50p) for less than 4 hours of use, 200 (1GBP) yens for 24 hour of use, 2000 (10 GBP) for a monthly rental contract or if student 1500 yens (7.5 GBP) for a monthly rental
Signage:
There is signage within the facility displaying information about subscription application procedures, fees, and instructions to use the racks. Way in and way out signs. Also There is a signage-showing instruction on how to use the underground rental bicycles information about subscription application procedures and fees. Maps of the facilities within and best practice-cycling manners camping, emergency numbers.
Furniture:
The rental area has Cycle techno Cycle tower 21 tier racks with card readers that time the bicycle rental period.
At the interior of the bicycle parking area there are fitted 325 units of double tier racks providing 650 bicycle parking spaces. These racks are completely mechanical and have not electronic inbuilt locks since the length of parking is timed by the gate system by an automatic tollgate also manned through smart cards.
Technical Requirements:
The rental Cycle tower 21 is built underground the facility and required a complex work of excavation (4500 cubic meters) and foundations. The lift system is connected to a roulette arrangement that conveys bicycle spaces, linked one to another like chain.
To enter the parking facility the bicycle has to go through a tollgate, which reads an AC card and opens and closes stainless steel barriers.
The racks are double deck tier type; they are NOT fitted with electronic assisted locks, so every user must lock his own bicycle by his own means.
Security, Guardianship and Lighting:
The facility has no appointed guardians. There is a staff member keeping the site, supporting customers and dealing out with subscription applications. The staff members work there from 8:00am to 21:00pm on weekdays, Saturdays and Sundays 9:00am to 17:30pm. The site is well lit with fluorescent lights; there are also CCTV cameras in operation monitored by the station staff.
Maintenance and Servicing:
All maintenance is managed from within the rail authority. Staff of the station trained by the maker services racks and electric systems.
Service Period (how long facility meant to last):
The building is meant to last 50 years, the underground lift system has 10 years warranty if regularly serviced..
Advantages:
In Tokyo many people own two bicycles, one on each end of their every day trip to work or to school. this rental bicycle service is very convenient because it costs the same as parking for one’s bicycle parking, without having to own an service a bicycle.
The idea of controlling timing and charges on access with a tollgate is probably better than through individual locks fitted on each bicycle rack. Firstly because of the saving on energy, secondly because it implies less electronic and electro mechanisms to maintain and service, and finally because it is more secure since the site is enclosed.
Disadvantages:
The double deck tier racks have very low rise wheel holders this has negative impact on bicycles stability, the bicycle wheels are more susceptible to damages, specially the spokes and also limits the opportunities to lock the bike to the rack with a chain or a cable.
The bicycles for rent are only shopper bicycles (mamachari type) with no gears, and Oizumi has few hills and the bikes are small, they mainly fit to the Japanese school students an option with 3 speeds would improve the offer of the rental service.
Useful References:
Narrative description and further photographs:
http://www.zai-ntk.or.jp/ooizumiminamitikaF.htm
http://www.zai-ntk.or.jp/jitensyaF.htm
Youtube video:
http://uk.youtube.com/watch?v=GOfkISMIGk0
Maker of Cycle 21:
http://www.cycletechno.com/cyclehouse21/index.html
DESIGN RESOURCE
CASE STUDIES:
OFF-STREET PARKING
“SHINJUKU Mitsui Building” lower ground bicycle parking.
Tokyo February 2008
Facility:
This facility consists of covered bicycle parking area on a famous skyscraper lower ground, fitted with double deck tier racks, the place sells annual subscriptions and daily tickets. Most of the subscribers and users are employees who work in the skyscrapers nearby and the cycling courier service companies that operate area.
Provider:
Shinjuku ward and Shinjuku Mitsui Building .
Designer/ Architect:
Nihon Sekkei.
Cost of Provision:
Undisclosed information.
Silver team relocating an illegal parked bicycle on a non designated area
Shinjuku map shows where is illegal to park bicycles but does not show where the parking designated areas are located
Shinjuku Street Bicycle parking designated area
General Description:
Shinjuku is probably Tokyo’s most famous town internationally; it is a major commercial and administrative centre, housing the busiest train station in the world. The seismically stable area largely escaped the devastation of the Kanto earthquake in 1923, then Shinjuku developed into one of the few areas in Tokyo with many skyscrapers. Shinjuku is also the residential west gate of Tokyo, many people commute by train and by bicycle from the neighbour wards. Many bicycles that populate the streets of Shinjuku are left there overnight and serve their owners who commute by train to Shinjuku to finish their trips to work. Shinjuku has 18 bicycle parking facilities, being 16 of them freestanding designated areas placed on the streets and footpaths that can be only differentiated by the floor makings or boxes on the tarmac. The remaining two facilities are off the street parking fitted with double tier racks, one is a storage unit is allocated within the Station Building on the station south exit and the other, the one reviewed in this research is on the west side 200 meters away from the station on the lower ground of the Shinjuku Mitsui skyscraper. Shinjuku ward charges 5000 yen a year subscription to the use of its facilities by issuing subscription stickers. However, the bicycle population exceeds the available parking spaces and there is a waiting list of 2 years to apply for a space in certain areas. To decrease the chaos caused by the illegal parked bicycles, the silver teams (retirees) rearrange the bicycles regardless the stickers or if they are on designated areas. Shinjuku road authorities remove the illegal bicycles especially those parked in front of Banks and Important business stores such as Takashimaya, while on areas like Kabukicho tend be less strict.
Location of Facility
Shinjuku Mitsui Building Lower ground, west Shinjuku. The lower ground is where the motorways are, the air at this level is very polluted, the bicycle parking is somehow hidden from the street and it does not appear on the local maps as bicycle parking facility. A staff member sells daily tickets and informs the public where is suitable to park their bikes. They operate the facility on working days from 7:am to 19:pm
Scale (capacity):
1065 bikes.
Length of Stay:
24 hours.
Charges (cost to user):
100 yens a day (50 pence). Weekends and holidays is free, annual subscription 5000 yens (25 GBP)
Access:
The facility is open access, though is not very visible for pedestrians and from the street
Signage:
There is signage within the facility displaying information about subscription application procedures, fees, and instructions to use the racks. Way in and way out signs and good manners cycling campaigns.
Furniture:
Double deck tier racks, they do not have in built lock. There are not vending machine or any automatic system on this site.
Technical Requirements:
The double deck tier racks are made from galvanized steel sheet, the lower rack is shorter (1567mm) than the top one (1900mmm), the whole unit requires a clearance space of 2430 mm vertically and 450 mm wide.
Security, Guardianship and Lighting:
This facility has no appointed guardians. Cycle crime is very low. The level of security offered by the cycle parking is low, but appropriate for this context. The site is lit with fluorescent tube lights activated by proximity recognition sensors. There are CCTV cameras operating in this area guarded 24 hours by the building security team.
Maintenance and Servicing:
Shinjuku ward authorities handle all maintenance on this site. CCTV is maintained by Mitsui building, the tier racks are completely mechanical and low maintenance, though when spares or periodic revisions are required a contractor (the makers of the racks) send an engineer.
Service Period (how long facility meant to last):
Unspecified, but the building was designed for a 100 years service time of which 34 have passed already.
Advantages:
This is one of the few bicycle-parking facilities in Shinjuku that have h available bicycle spaces; there is not waiting list for this particularly site.
It is a spacious site and well organised, the tier racks optimise the area.
Disadvantages:
The site is a bit hidden from the exterior view, that explain why most users are subscribers, visitors who don’t know about its existence leave their bikes on the street, the air a this level is rather polluted. The facility is a bit far from the station.
Useful References:
Description, User Assessment (Japanese):
http://www.geocities.co.jp/NatureLand/4515/bikejpn/egshinjuku_j.html
http://blog.goo.ne.jp/takekurabe/e/71b30c7e6cb68be1065014b4c2fe7b28
Shinjuku ward website on bicycles (English): http://www.city.shinjuku.tokyo.jp/foreign/english/guide/seikatsu/seikatsu_2.html
Tier racks maker website (Japanese)
http://www.cycletechno.com/cycleport/index.html
DESIGN RESOURCE
CASE STUDIES:
OFF-STREET PARKING
“NAKANO” Cycle Parking
May 2008
Facility:
Nakano bicycle parking is a retrofitted storage facility, extended due to increase on bicycle use during this decade. Currently the facilities has tree main areas, , the main building where 2000 bicycles can be stored, covered terrace where 1600 bicycles can be stored and the back garden where 800 bicycles can be stored bi structure of the building
Provider:
Nakano City Office.
Designer/ Architect:
Nakano city office.
Cost of Provision:
Undisclosed information
Main Building
Covered Bicycle parking terrace (high corridor)
Freestanding bicycle parking back garden
General Description:
Nakano is the neighbour town of Shinjuku, is the first town on the axis Shinjuku residential west gate that ends in Tachikawa on the Chou line.
Nakano is mainly residential and its population is primarily composed by young adults, bicycle transport is key on the mobility for this community that often commute to central Tokyo given that a 15 minutes cycling ride separates Shinjuku from Nakano.
The building has been through several extensions due to the dramatic increase of the bicycle population in Nakano ward during the last decade. The building was initially intended to receive 2000 bicycles at the time double deck tier racks were novel in Japan (15 years ago), the model of double deck tier racks was imported from Europe and Japanese peoples’ first impression was that upper tier racks systems were designed for taller European people and were difficult to reach. The architects on an attempt to compensate the ergonomic disparity decided to higher the floor of the central corridors and embedded the lower rack onto the floor, lower eve than the corridor level, as a result the upper rack has an easy access but the lower one is odd to operate and locking a bike there is difficult. The tier racks on the covered terrace are used from the ground level, there are also ramp style racks, which are easier to use, they have two different heights in order to alternate the bicycles handlebars position and avoid bicycles pushing or dragging one to another. The local administration issues annual and monthly stickers that must go on the bicycle frames; they show where they should be parked within this site and the expiring date of the subscription.
Location of Facility
The building is located on the north exit of Nakano Station served by JR Chuo line (central) Sobu line and Tokyo Metro Tozai line.
Nakano ward, West Tokyo is only 5 kilometres away from Shinjuku and is heavily populated since is where residential Tokyo starts 19,110 inhabitants by square kilometre.
Scale (capacity):
4400 bikes. 2000 of them can inside the main building, these are parked on double deck tier racks, 1600 of them can be stored at the terrace where there are more covered tier racks, ramp style racks and freestanding bicycles spaces. At last there are 800 freestanding uncovered bicycle spaces at the back garden.
Length of Stay:
24 hours, but typically intended to serve a working day or day-trip, made by train.
Charges (cost to user):
first floor of the main building cost 2200 yen a month (11 GBP), second floor of the main building, the back garden and at the covered parking terrace cost 1900 yen a month (11 GBP). Daily tickets are sold for the back garden and at the covered parking terrace mainly and they cost 100 yen a day (50 pences). The site does not have vending machines
Access:
The facility is open access.
Signage:
There is signage within the facility displaying information about subscription application procedures, fees, and instructions to use the racks. Way in and way out signs. Inside the building, the sections are colour coded marking the ceiling and subdividing floors and corridors.
Furniture:
Inside the building double de tier racks, outdoors covered parking : ramp racks, double de tier racks, and outdoors uncovered parking free standing areas.
Technical Requirements:
The double deck tier racks are made from steel sheet, the lower rack is shorter (1567mm) than the top one (1900mmm), the whole unit requires a clearance space of 2430 mm vertically and 450 mm wide. Ram racks require 2060mm clearance at the base, and 1450mm vertically and 600 mm wide.
Security, Guardianship and Lighting:
The facility has no appointed guardians. There are staff members keeping the site, supporting customers and checking subscription stickers. The staff members work there from 6:30am to 20:30pm on weekdays, and Saturdays 9:00am to 17:30pm. The site dark is lit with fluorescent lights; there are not CCTV cameras in operation.
Maintenance and Servicing:
Nakano city authority manages all maintenance.
Service Period (how long facility meant to last):
The facility has been already in service for 15 years and some of its equipment needs replacement.
Advantages:
It has a large area, and has great potential for redevelopment. This sit pioneered the large scale of bicycle parking in Tokyo, 10 years before, it also introduced new technologies on its time. It is very close to the station (40 to 60 meters)
Disadvantages:
Some of the furniture is starting to show sings of fatigue, some racks handle loosely. The back garden looks too random and disorganized.
Useful References:
Ward website on bicycle parking (Japanese):
http://www.city.tokyo-nakano.lg.jp/016/06/d12900292.html
http://www.city.tokyo-nakano.lg.jp/015/d12900017.html#yuryou
DESIGN RESOURCE
CASE STUDIES:
“MITAKA” train station North exit bicycle parking.
May 2008
Facility:
This facility is one of the newest in west Tokyo and features some of the most advanced developments on vending machines and tier racks. The facility has been installed retrofitting the north side the old station building.
Provider:
Mitaka ward transport planning office
Designer/ Architect:
Mitaka ward transport planning office.
Cost of Provision:
Undisclosed information.
General Description:
Recovering public space and public infrastructure has had a key role in the upturn of the construction business in Japan, during this decade since this improves quality of life and maintains stable prices on the land. Mitaka has been on of the wards has been more proactive and competitive by including of new technologies for their bicycle parking areas. The tier racks of this facility are probably the easiest to operate among the ones visited on this research. They are the latest generation of tier racks and handling and lifting bicycles on to the upper tier rack is assisted by a hydraulic system that helps pushing the rack and the bike up without much effort. The racks’ higher rise of the wheel holders makes them more adaptable to different types of bicycles (not only shoppers but MTB, folding bikes, BMX and others).
The lock system seams more solid than others previously visited on other sites; finally the vending machine is fitted with a “Suica” card reader. Suica is a rechargeable smart card used as a fare card on train lines in Japan and is the Tokyoite equivalent to the London Oyster card. The vending machines can also operate with Mobile Suica, which is the Suica prepaid system incorporated into mobile wallet phones. This system includes Java applications to manage the Suica function in the mobile phone, to recharge the Suica card stored in the mobile phone, review the stored value and perform other functions via the mobile phone. Charges can be added directly to the phone bill, eliminating the requirement to constantly add to and monitor the remaining balance. The site has been retrofitted on the rather small station building so it mixes outdoors and covered bicycle spaces.
Location of Facility
Mitaka Station, North Exit (20 Meters away from train gates) West Tokyo
Scale (capacity):
260 bikes, distributed on 240 bicycle spaces on double deck tier rack (120 high and 120 on ground level) and 10 single tier racks and 10 bicycle spaces on the freestanding bicycle parking spaces (Station building staff spaces).
Length of Stay:
24 hours, but typically intended to serve a working day or day-trip, made by train.
Charges (cost to user):
The service is charged on pay as you use basis (no monthly subscriptions). Ground level racks have higher demand so the first 30 minutes are free of charge; 8 hours cost 100 (50p) yen, after than every 4 hours 50 yens (25p) are added. To promote the use of the upper level racks special prices have been set, the first hour is free of charge, then 11 hours cost 100 (50p) yen, after than every 4 hours 50 yens (25p) are charged.
Access:
The facility is open access.
Signage:
There is signage for the bicycle parking but the distinctive appearance, prominent location, compact size and its open, corridor-like structure all serve to communicate the facility’s functions and make the parking simple to locate .
Furniture:
The latest generation of double deck tier racks. Equipped with a hydraulic suspension and high-rise wheel holders. Suica (smart card) vending machines, than can be used with enabled mobile phones, coins and banknotes are also accepted.
Technical Requirements:
The Suica vending machine is part of a national network of electronic currency available especially at transport terminals. The racks are made by cycle techno, they are the model SE TG fitted with electronic assisted locks that secures the front wheel of the bicycle.
Security, Guardianship and Lighting:
The station has no appointed guardians. Cycle theft is very low in the area and it is more likely to happen at street level rather than inside a parking area like this. There are CCTV cameras in operation monitored by the station staff. The place is lit by natural light during the day time and by FL (fluorescent) tubes at night.
Maintenance and Servicing:
All maintenance is managed from within the rail authority. The racks and vending machines are new and have had no failures, however JR (Japan Railways) supports the maintenance of the Suica networks and machines. Racks are serviced by a contractor (the maker cycle-techno)
Service Period (how long facility meant to last):
Unspecified, but finished components suggests potential of 10-15 for the outdoors racks and 20 to 25 years for the covered racks.
Advantages:
It has a very convenient location, It is really easy to use, easy to pay, the design of the tier rack is a clear result of a process of research and development since it addresses several issues to do with balance, weight, handling and effort normally found on double deck tier racks. The locking system seem more secure than others, the design of the rack allows the use of other locks
Disadvantages:
It is a small facility for a hyper-populated area of 10.000 inhabitants for square kilometre.
Useful References:
Narrative description and further photographs (Japanese):
http://www.jreast.co.jp/suica/
Description, User Assesment and Jury Comments:
http://www.mwkdesign.com/kbda-archive/1998-008/98008.htm
DESIGN RESOURCE
CASE STUDIES:
“MUSASHI KOGANEI STATION ALSOK” Cycle Parking at Musashi Koganei.
May 2008
Musashi Koganei is a residential area served by the JR Chou (central) line, Musashi Koganei is allocated between the Shinjuku residential west gate and Tachikawa (Tokyo’s west end). Koganei ward is home to several universities such as Hosei University, Tokyo University of Agriculture and Technology, Tokyo Gakugei University and International Christian University, This suggests a profuse student population, student housing, and increasing bicycle use. Koganei city is known for having an unsolved issue with bicycle parking, bicycle population and in general with bicycle crime too, illegal parking and occasionally bicycle theft. On an effort to provide secure bicycle on the most vulnerable areas of the ward (the back alley of Musashi Koganei station). The planning office commissioned a security expert consultant called Alsok the design construction maintenance and management of an outdoors bicycle parking facility. Alsok is one of the biggest companies of security products and services in Japan, including CCTV monitoring, security and valuables transport, home and bank security. The result is one of the heftiest outdoors bicycle parking designs seen in Japan during this research.
Facility:
This facility has been key in the improvement of bicycle security in the station area. It is an out door parking, but enclosed with solid metal fences giving a bicycle cage like looking. The site is equipped with electronic controlled bicycle toll-gates that users operate with AC cards or daily tickets purchased directly with the machine. The ticket and pass vending machine, CCTV cameras, and separate gate and exits for people. The whole design is meant to be guardian free.
Provider:
Koganei Planning Office.
Designer/ Architect:
Alzok, SOHGO SECURITY SERVICES CO., LTD.,
1-6-6 Moto-Akasaka, Minato-ku, Tokyo 107-8511
Tel. +81-3-3423-2331
Fax +81-3-3470-1565
Cost of Provision:
Undisclosed Information.
General Description:
“Please refer to facility”
Location of Facility
North Exit, Musashi Koganei Station, West Tokyo, Japan
Scale (capacity):
357 bikes.
Length of Stay:
24 hours,
Charges (cost to user):
Monthly subscription 1900 yens (9.5 GBP), Monthly subscription 1500 yens (7.5 GBP students). Daily (24 hours) ticket 100 yens (50 pence)
Access:
The facility has separate toll-gates to let in and out bicycles pushed by their owners, the metal bars open the gate once a valid ticket or card has been swiped and verified. There are also separate gates for people alone; these have narrow S shapes through where is difficult to carry a bicycle (a Japanese shopper bicycle weights nearly 18 kilograms).
Signage:
Ways in and way out signage, written signage regarding monthly fees and procedures to apply for subscription and AC cards. Emergency numbers and Alsok monitoring centre number. There are floor markings with 357 separate boxes for 357 bicycles that the facility receives.
Furniture:
Alsok security gates, they include automatic toll-gates which read not only AC cards but the two wheels of each bike that enters or leaves this facility, the system opens and closes stainless steel barriers. , Alsok also serves the station CCTV cameras that monitor this facility. Inside the parking, there are floor-marking boxes enclosed by bent tube corridor dividers; they look like British Sheffield bicycle stands painted in (white and red). Steel wire mesh fences enclose the whole area
Technical Requirements:
Subscription card-readers work with RFID electronic systems; they are designed to have low maintenance, since most electronic cases are carefully sealed. The materials and craftsmanship of this facility are of the highest standards and their finishes include rust proof coating, vandal proof paints, water resistant displays.
Security, Guardianship and Lighting:
The station has no appointed guardians. Cycle theft is very low in the area and it is more likely to happen at street level rather than inside a parking area like this. The lighting that serves comes from the streets lampposts and the stations lighting though is rather bright.
Maintenance and Servicing:
Maintenance and cleaning is managed from within the station authority. Alsok serves the electronic and mechanic systems.
Service Period (how long facility meant to last):
Unspecified, but out door facilities not only resist four season climate changes but typhoons and constant earthquakes. The use of high standard materials suggests potential of 20-25 years.
Advantages:
The facility has achieved to provide secure bicycle parking at street level, (outdoors), with very carefully controlled access. Alsok is known as a very reliable security company in Japan, they not only guard the station with CCTV, but the department store across the street, gambling establishments and several banks and cash machines in the area so in the event of any incident involving the bicycle parking, this could be and advantage to track the criminals movements.
The high quality materials represent a big initial investment, but this facility requires very low maintenance and has no wardens which saves them lots of operational costs.
Disadvantages:
The highest expense of this facility is the access system, though they only serve 357 bicycles, which is insufficient for a station in an area with 10.000 inhabitants for square kilometre.
By using double level racks the parking floor area could have been optimised .
Users are aware of the technological advantages that this sophisticated gate system has, though as a paid service some users would prefer to have a bit of shelter for their bicycles, to protect them from rain and snow.
Useful References:
http://www.alsok.co.jp/ (Japanese)
DESIGN RESOURCE
CASE STUDIES:
“SEIYU Kichijoji department store’s customers cycle parking”
Façade hoist cycle storage.
Written and posted by Diego Bello, Tokyo. Japan,
Jun 2008
Under the plaster panels of the Seiyu building in Kichijoji there is a vertical bicycle parking facility where 340 bicycles of customers are hanging every day of the week.
Facility:
Vertical hoisted bicycle parking, mounted behind the façade of a Tokyo department store .
Provider:
Seiyu Department Store, Kichijoji branch, Musashino ward, Tokyo, Japan.
Designer/ Architect:
Koyo-Aiorasu
223-0057 .Yokohama shi, Minato ku, Shinba chou 1381, Japan.Tel. 045-546-5552
Cost of Provision:
Estimated cost of the mechanism and cost to adequate facade is approx. 5.5 millions yens (27.000 GBP), the space used to install this type of system, is where usually buildings have air conditioning systems in Japan. (It does not include building space cost and running costs)
General Description:
The site has two gates where bicycles are inserted or ejected out of the system. Each of the gates operates by using a cable crane that pulls up and down the bicycle, searching for an available rack on the back wall of the façade. Each crane distributes 140 bicycles vertically on 5 of the 7 floors wall that Seiyu has. the crane is controlled by a computer that reads where available slots are to place a bicycle, and searches for requested bicycles previously parked. The system works only with registered member cards that Seiyu department store issue to their customers along with a fidelity card scheme. Between the two gates there is a booth where a member of the staff is permanently assisting customers at using the facility.
Location of Facility
The bicycle parking is allocated on the Seiyu building at Kichijoji honcho, East Tokyo Japan.
Scale (capacity):
340 bikes.
Length of Stay:
4 hours base between 10:00 to 23:00 every day of the week.
Charges (cost to user):
The use of the facility has a nominal cost of 3000 yens (15GBP) a year, which are discounted from the accumulated points of the customers. There is also a 4 hours limit time of free use, extra time is deducted from points or charged to the customer, this measure was taking to prevent customers to overload the facility.
Access:
The gates of the facility are on the exterior front façade of the Seiyu department store.
Signage:
There are explanatory signs regarding the registration to the service, service hours, and swipe AC card use. There are warning signs regarding the proper way to slot the wheels on the rail, and the hazard of the automatic closing doors. There is a warning sign that states a mandatory rule of unloading bicycles and removing loose elements of them since the bikes a stored vertically.
Furniture:
The system has three main components: the access platform, the cable crane and the wheel hook. The access device has an AC card-reader, and a rail platform to ensure the bicycle is placed correctly and ready to be transported to a storage unit. The crane is a fairly small type of an electric motored device that holds arm the bicycle while transported. The wall hooks are spaced 2.2 meters and embedded on the wall
Technical Requirements:
The crane arm reaches 12 meters from floor level vertically and 2 meters radius from the axis. The racks where bicycles are placed are embedded into the wall. The are stand rack where the wheels of the bicycles slot in. the handicap of the systems is its adaptability only mamachari shopper wheels
Security, Guardianship and Lighting:
This whole installation was specifically designed for customers of the department store, which has appointed staff members, who guard the facility. Cycle crime is very low in the area. The access are lit with incandescent light
Maintenance and Servicing:
The maintenance of the system is periodically carried by Koyo-Aiorasu (aeolus) engineers.
Service Period (how long facility meant to last):
Unspecified, but the crane system suggests 15-20 years life, the building has a 50 years expected life, of which 30 years are left.
Advantages:
Hanging the bikes from the wall clears valuable floor space. This type solution is a way to use dead space and back alleys of buildings since the access to the bicycles is restricted to subscribers. A vertical parking like this could also be sculptural object if installed on a glass covered box and fitted with lighting or water features.
Disadvantages:
the crane holding arms and the wheel hooks are fitted to work only with Japanese shopper bicycles (mamachari) that use tyres 26 x 1 3/8 (ISO 37-590) and 27 x 1 3/8 (ISO 37-630). Other types of tyres (small folding bikes tyres, fat MTB tyres and narrow road racers tyres) will not fit the holding systems and are not eligible to membership. If this system is adapted to other countries further developments on hooks and holding system should be done.
Useful References:
http://uk.youtube.com/watch?v=jfakU8vVNFQ
http://uk.youtube.com/watch?v=6z5rH6OjlCI
http://uk.youtube.com/watch?v=W4Cqivgqlj4
http://uk.youtube.com/watch?v=4T5nYMX2pAk
http://www.cycletechno.com/cyclehouse21/index.html (in Japanese)
http://www.jichuko.net/kaiin.htm (in Japanese)
DESIGN RESOURCE
CASE STUDIES:
“KICHIJOJI” Cycle Parking Building Prefabricated Structure.
Tokyo. Japan,
Jun 2008
Facility:
The site is a 4 stories building, a self-standing structure which offers 2000 cycle spaces to the community of Kichijoji, in Musashino ward, west Tokio.
Provider:
Musashino Ward.
Designer/ Architect:
Musashino Ward Planning office
Cost of Provision:
Approx. 55 million yens (275.000 GBP).
General Description:
Kichijoji is part of Musashino city, one of the 23 residential wards annexed to Tokyo, Kichijoji has a density of 12,705 persons per square kilometre which is more than twice than Tokyo’s average. Kichijoji used to be a traditional Japanese village with narrow streets and temples; it is home to Seikei University, Inokashira park and Hayao Miyazaki’s Ghibli Museum of Manga. Kichijoji has a youthful, artistic, slightly countercultural reputation, it also has a severe problem of bicycle
overpopulation to the point that bicycles are constantly parked on the sides of the roads and the authorities find really difficult to enforce the removal of illegally parking bicycles since their storage compounds are already overloaded with unclaimed bicycles. In an effort to tackle this problem, the local government reduced the provision of public car parking to benefit the creation of bicycle parking that benefit a wider audience. This facility has been developed as part of the Musashino strategy for sustainable transport of the XXI century. The program includes the conversion purchase and lease of land to create new cycle parking spaces into bicycle parking areas that benefit a wider group of inhabitants and visitors of Kichijoji.
The building itself is a metal and pre-cast concrete structure, produced offsite and assembled at particular conditioned terrains, the building is modular and adaptable. It currently has 4 floors connected through ramps, the finishing of the structure are heavy duty and low maintenance to minimise expenses and impact from the weather. The administration is carried trough subscriptions quotas, right now no subscriptions are sold, there is a long waiting list and lotteries are to be held to accept new subscribers and extent existing subscribers, so the only way to use the facility is through single day tickets.
Location of Facility
50 meters from the south east exit of the Keio Inokashira line station and 100 meters from JR Sobu and Chuo lines, Kichcijoji is halfway on the Shinjuku-Tachikawa residential west gate
Scale (capacity):
2000 bikes.
Length of Stay:
24 hours. On single ticket use or 3 months subscriptions
Charges (cost to user):
100 yens a day, 1 month 1500 yens, 2 months 2800 yens, 3 months 4200 yens.
Access:
The facility is open access. There is a boot that is open 6:30 to 20:00 every day
Signage:
There is no specific signage for the bicycle parking but the distinctive appearance, prominent location makes the parking simple to locate.
Furniture:
The site has 4 floors of free-standing cycle parking, so bicycles are required to have a kickstand legs. The bicycle used during the visit did not have a leg so the staff conduced me to lock to one of the fences.
Technical Requirements:
The building is made from reinforced steel, and concrete prefabricated elements, the base of the building was prepared to comply with strict Japanese anti-seismic building regulation.
Security, Guardianship and Lighting:
There are constantly two members, though they are not appointed guardians. Any bicycle left within the facility is under owner’s own risk. The staff finishes their shift at 8 pm afterwards anyone is free to enter and use the parking without even pay. the building is lit with fluorescent light tubes.
Maintenance and Servicing:
to facilitate low maintenance, the building has many surfaces made of stainless steel and other metal components are painted with anti-rust industrial paint. Though the site is regularly cleaned
Service Period (how long facility meant to last):
Unspecified, but it is estimated should work without problems for 20 to 30 years.
Advantages:
This type of building can be easily erected, it has so many modular and transferable components that can be easily reused, or recycled. Easy maintenance. it can be easily retrofitted with CCTV cameras, alarms, or bicycle racks. its capacity could be optimise by installing double deck tier racks.
Disadvantages:
The site is not locked, if this solution is to be adapted in other countries, it might need some access control solution to be fitted to it. Does not have conveyor belts on the ramps, it can be heavy to pull a loaded Japanese shopper bicycle therefore the 4 floor is the less used.
Useful References:
http://www.city.musashino.lg.jp/ (Japanese language)
DESIGN RESOURCE
CASE STUDIES:
“Naka Okachimachi” Underground bicycle parking .
Tokyo. Japan,
Jun 2008
Facility:
Underground bicycle parking and bicycle rental, with electronic manned bicycle stands, electric ejecting band to help pushing the bike to upper level (ground level).
Provider:
Taito city
Designer/ Architect:
Taito city planning office.
Cost of Provision:
Funded by Taito city administration, the cost of the provision is undisclosed.
General Description:
The facility is located in downtown Tokyo, an area that has been traditionally active due to its temples that congregate not only businesses and the community but also tourists. Naka Okachimachi underground parking is allocated at the south side of Ueno Station, a major station in Japan with services of the Shinkansen railway network which delivers in Ueno thousands of travellers from all over Japan every day. The facility not only offers cycle parking spaces but also has a bicycle hiring scheme for visitors. This site is one of the biggest among the 26 cycle parking areas in Taito ward and is one of the 5 sites that offer bicycle rental service. The user group in this site is mixed and it includes students, salesmen, housewives, tourists, elderly people and children. The underground space was developed along with the infrastructure of the shut express way and was expected to last 50 years at least.
Location of Facility
The facility Junction National Road No.4 and Kasuga dori (avenue), Naka Okachimachi, Taito-ku, Central Tokyo.
Scale (capacity):
500 bicycle spaces and 20 Bicycles for rent
Length of Stay:
1 day ticket entitles 24 hours of parking use, the facility opens 19 hours everyday, from 5:30 am to 24:30.
Charges (cost to user):
Parking fees include one-day use fees of ¥100, and regular-use permits of ¥1,500 for one month, ¥4,000 for
three months (for Taito residents), or ¥2,500 for one month, ¥6,000 for three months (for non-Taito residents). The fees for renting a bicycle are from ¥200 for one day.
Access:
From the pedestrian path at the crossing Nakaokachimachi and Kasuga doori, the gate has slow-wide steps staircase with ramp to wheel the bike when entering and motorized ejection band when departing with the bike
Signage:
The signage consists of instructions on how to use the electric locks, the tier racks and the ejecting ramp (conveyor belt) at the gate. There are signs stating prices for daily, weekly and monthly subscriptions for residents and non residents, the rental bicycle service, emergency telephone numbers, police fire brigade.
Furniture:
420 bicycle parking spaces of front wheel locking rack type and 80 spaces of tier rack type (used by subscribers) .
Technical Requirements:
There are two types of racks, at this site, single deck tiers (80 units) and front wheel locking racks (420 units), both types are equipped with electric controlled locks, the network is centralised so users can interact with a vending machines allocated within the site. The procedure is simple.
• To lock the user enters the number of the rack (like number 75 in the picture) and press the green bottom (enter) to confirm.
• Type a personal code of three digits (a random figure of free choice and press the green bottom (enter) to confirm, this action locks the wheel and the system starts timing the parking occupation.
On return the procedure is identical,
• To lock the user enters the number of the rack (like number 75 in the picture) and press the green bottom (enter) to confirm.
• Type a personal code of three digits (a random figure of free choice and press
the green bottom (enter) this action will stop timing the parking occupation and will display the charges due to be paid
• To open the lock and release the bike a payment has to be made
The tier racks are said to require more maintenance than the wheel lock racks, they are certainly more space effective, the tier rack dimensions are 1600mm x 520mm on the tier racks 420mm between two of them (tier racks), the dimensions of front wheel locking racks are 725mm x 610mm on the front wheel locking stand 440mm.
Security, Guardianship and Lighting:
Guardians are responsible for charging fees and unlocking bikes when the electronic systems fail. Guardians maintain clean the site and collect forgotten items and lost property; they report damages or malfunctions on the CCTV, electronic locks, lighting and vending machines. The site is equipped with fluorescent light tubes.
Maintenance and Servicing:
A Contractor maintains the CCTV, electronic locks, lighting and vending machine.
Service Period (how long facility meant to last):
Unspecified, but use of zinc and galvanized finished components suggests potential of 15-20 years.
Advantages:
The smaller front wheel lock racks are smaller and easier to maintain than the larger tier racks, the space looks wider and knitter with them than with the tiers, the vending machines are among the simplest to operate in Japan.
Disadvantages:
The bicycles for rent are only 20 and according to the staff they run out of bicycles everyday by 8:30 in the morning.
Useful References:
http://www.city.taito.tokyo.jp/foreign/e_guide/liv/bicy.html
youtube videos
http://uk.youtube.com/watch?v=rw2IMZK3U0U
http://uk.youtube.com/watch?v=42IkDGZDz6s
DESIGN RESOURCE
CASE STUDIES:
“TAMACHI” Cycle Parking Station, Central Tokyo (Harbour area).
Tokyo, Japan,
JUN 2008
Facility:
Tamachi station, east exit underground cycle parking is located in Minato ward. The provision is intended to serve mainly bicycles but it has 50 spaces for scooters too
Provider:
Minato Ward
Designer/ Architect:
Minato city planning office
Cost of Provision:
(Undisclosed information), the Minato planning office states that Tamachi cycle parking is part of its long-term transport strategy agenda. The facility is likely to be retrofitted to optimise its use as the cycle parking demand increases.
General Description:
Tamachi is one of the areas in Tokyo that has suffered most transformations in the city’s history, Tamachi was once a place where rice was grown. During the economic Japanese miracle Tamachi became a business centre and is now the home of several embassies and major companies, including Nippon Kinzoku, Morinaga and NEC. Tamachi is also the nearest JR station to Keio University's Mita campus and Temple University Japan's Mita and Azabu campuses.
Tamachi is not a residential area; most of its population consist of students and workers who commute every day from different parts of Tokyo, Kanto and Kanagawa prefectures. Many of the train commuters are also cyclists who finish their trips to work by bicycle. Unlike parking facilities on residential areas in Tokyo, Tamachi cycle parking has a peak of occupation after office hours during the night, most bicycles remain overnight at Tamachi cycle parking.
The facility is an underground space of approximately 6000 square meters that is part of the station building. It consists of corridors with free-standing bicycle parking boxes enclosed by coloured floor markings and fences. Tamachi underground cycle station has a key role in the mobility of Minato ward central Tokyo.
There is a low rate of bicycle theft in this area, most “missing bicycles” tend to be bikes removed for overstaying in the facility with expired subscriptions. The bikes are taken to a compound where owners can collect then once removal fees are cleared.
Location of Facility
Tamachi train station, Minato ward , harbour area , Tokyo, Japan.
Scale (capacity):
1200 bicycles. + 50 motorcycle spaces
Length of Stay:
The station is currently a night base for nearly 950 bicycles. Bicycles are allowed to stay 24 hours, but the facility is only open 20 hours a day, from 4:30 am to 1:30 am.
Charges (cost to user):
Bicycle monthly subscription 1800 yens (9 GBP),
Student monthly subscription 1300 yens (6.5 GBP),
Daily ticket is 150 yens (75 pence)
11 times coupon 1500 yens (7.5 GBP)
Motorcycle monthly subscription 2700 yens (13.5GBP)
Student monthly subscription 2200 yens (11 GBP)
Daily ticket is 200 yens (1 GBP)
11 times coupon 2000 yens (10 GBP)
Access:
The facility is open access. It has ejection bands (conveyor belts) for the departing bicycles, and ramps for the arriving ones.
Signage:
The cycle parking is divided in sections delimited by colours on the columns and big roman alphabet letters A to M. there is signage regarding prices, opening hours, subscription procedures and a map A –M areas
Furniture:
There are metal tube structures performing as fences to organise lots of bicycles in order to keep them within the boxes marked on the floor. Bicycles should not be locked to the metal tubes because this prevents them from relocation and organising the lots. Vending machines sell single stop tickets (24 hours) or renew existent subscriptions. There are CCTV cameras every 15 meters and ejecting bands at the gates.
Technical Requirements:
As any underground structure in Japan before being built must comply with anti-seismic regulations, as well as have to be build with pre-cast concrete elements due to underwater issues
Security, Guardianship and Lighting:
The facility has a maintenance staff that carry duties of cleaning, selling subscriptions, organising the bicycles and guarding them. Though they are not responsible for damages or theft within the site.
The site has CCTV cameras in operation guarded from the staff booth, the site is well lit by fluorescent light tubes.
Maintenance and Servicing:
All maintenance is managed from the local authority. The paintwork applied on walls, floors and other elements is heavy duty and low maintenance. A contractor maintains electronic and electric elements.
Service Period (how long facility meant to last):
This is an old station and the building has been trough several renovations; on its latest development this cycle parking was included less than a decade ago. This building is expected to last 50 years
Advantages:
The space has a great potential of becoming a major bicycle parking on this side of the city as it is currently used only as open free-standing area. Its capacity could be optimised to 2400 bicycle parking spaces if furniture is installed.
Disadvantages:
The space is no optimised, as it is in others sites in Tokyo. The facility does not have furniture to lock to the bicycles, the bicycle security primarily relies on inbuilt wheel-locks of the bicycles
Useful References:
http://www.city.minato.tokyo.jp/sisetu/tyusya/tamati/index.html
“KASAI multi modal transport station, underground bicycle parking, automated system” Edogawa-ku, Tokyo, Japan.
Tokyo, Japan,
April 2008
Drawing plans of Kasai Interlink bus train and bicycle station. Underground bicycle parking inaugurated on April 2008. East and West areas are shown on the graphic.
Drawing shows underground bicycle parking including access ramps, visitors ground, tier rack areas and the “storage underground towers” in which bicycles are introduced by bicycles’ owners and distributed automatically by an intelligent electro mechanic system.
Facility:
KASAI multi modal transport station, underground bicycle parking, automated system
General Description:
Underground bicycle parking below a Tokyo Metro Station, and bus station in the highly populated area of Kasai in Edogawa ward east Tokyo. Kasai is considered a role model for multi-modal transport stations. Providing room for 9400 bicycles, the facility is considered one of the biggest of its type in Japan.
The space is divided in two areas east and west; there are three types of bicycle storage spaces. 2920 bicycle spaces consist of double deck tier racks. 1590 tier racks are allocated on the west side whilst 1330 on the east side of the facility. 6480 bicycle spaces are divided on 36 underground towers, each tower able to contain 180 bicycles maximum. The towers are allocated 15 on the west side (4290 bicycle spaces) and 21 towers on the east. The east side has more since the west side of Kan-nana street receives cycling flows from north and west sides of Kasai (the most highly populated).
Each of the towers has a top booth access where users place their bicycles on a rail-platform, insert prepaid AC cards and then the internal system pulls the bicycles inside and places them on available racks inside. The mechanism is basically a cable crane. The racks are laid out on a carousel arrange, very similar to others previously seen in Spain by Biceberg. The whole process of inserting or collecting a bicycle takes 23 seconds.
Grey freestanding area surrounded by double deck tier racks at Kasai station.
The 6480 bicycle spaces of the towers are intended for subscribers only being most of them students, and commuters. A minimum subscription runs for a month. Before the subscription the bicycle has to be inspected since the design and dimensions of the racks, as well as crane holders and other elements within the tower are intended to match those of a standard Japanese bicycle (female frame shopper bicycle + basket, so-called: mama-chari). Thicker tyres of a MTB, thinner tyres of a road bicycles or smaller 20“ tyres of folding bicycles, simply won’t fit. For subscribers who ride these types of bicycles and other users (visitors and non subscribers) there are 2920 spaces of double deck tier racks.
There are also grey areas, or free-standing spaces which are intended to compensate bicycle parking space when either the towers or the tier-racks run out of capacity, they are designed to cope on special events such as cherry blossom viewing or summer fireworks viewing in which masses of people commute through Kasai station. The grey areas are supposed to allocate 600 bicycles more. These can also serve tricycles and recumbent cycles.
Provider:
Edogawa communal administration, East Tokyo Japan.
Designer/ Architect:
Central consultant corporation (Central Consultant Inc.)
〒104-0042 Tokyo, Chuo Ku, Irifune, 1 Chome 4 - 10
TEL 03 (5117) 1061 FAX 03 (5117) 1081
E-mail: central@ central-con.co.jp
Cost of Provision:
Undisclosed information. Funded by Edogawa ku local administration, Central, the designer and project manager states that this design is 15% cheaper per bicycle than any facility of its type due to its large capacity
Location of Facility
Kasai, Edogawa ward, East Tokyo, on the Chiba gateway
Scale (capacity):
9400 bikes on racks, + 600 on free-standing areas *unofficial estimate
Length of Stay:
24 hours
Charges (cost to user):
100 yen a day, 1800 a month
Access:
The facility has access ramps equipped with ejection bands and is open.
Signage:
Bicycle designated areas are marked on grey on the floor. There are explanatory signs regarding the use of ejecting bands, tier racks, vending machines, the way to place a bicycle on the rail-platforms, there are marks about where to stand while the bike is inserted or returned. Pricelists of subscriptions.
Furniture:
Tier racks, AC card controlled access booths on the top of the and vending machines to renew subscriptions.
Technical Requirements:
The underground complex required excavation of 10.000 square meters of area and 20 meters depth. Pillars, the tower casing walls had to be made off site in still mesh and pre cast concrete due to issues related do with under waters (Kasai Stn. is less than 1 km away from the sea front). the crane mechanisms of the towers are electro mechanic crane controlled by computers, the facilities are used through membership AC cards. vending machine print and time codes for users of tier racks or grey areas
Security, Guardianship and Lighting.
Staff members act as guardians, technical support assistants, sell and renew subscriptions as well as check for those who over-stay. Bright fluorescent lighting tubes are the main source of illumination
All maintenance is managed by Edogawa city, staff trained by JFE (makers of the cranes) as well as the vending machines.
Service Period (how long facility meant to last):
The building is meant to last 50 years, the crane units have 10 years warranty if regularly serviced,
Advantages:
It’s a major work of infrastructure that not only solved the provision of bicycle parking, but also gave a new clean face to Kasai station, where in the past illegal parking and abandoned bicycles problems were widespread. Inhabitants of Kasai feel proud of the bicycle parking even those who are not users.
Disadvantages:
Expensive solution to build and run.
The underground tower option is designed Its only for Japanese standard bicycles (mamachari)
Useful References:
Youtube videos
http://jp.youtube.com/watch?v=mIUKlksL7r8
http://jp.youtube.com/watch?v=6QPTg_K5UCM
http://jp.youtube.com/watch?v=yy7nkZJQkdg
http://jp.youtube.com/watch?v=gCRRBmW8TAI
http://jp.youtube.com/watch?v=dZO91ECFvbY
file from Edogawa Ku administration, regarding the Kasai case (Japanese text) Download file093.pdf
file from central regarding the design of Kasai bicycle parking (Japanese text) Download 23_2.pdf
CATEGORISATION OF BICYCLE PARKING PROVISION
IN TOKYO, JAPAN
Written and posted by Diego Bello, Tokyo. Japan
The following report classifies several types of Chuu-rin-jiou (Japanese bicycle parking facilities) into the most representative that have been carefully observed in terms of:
The categories range from the simplest type of bicycle parking in Tokyo towards the most complex designs technologically speaking .
The sites presented here, represent the different types of bicycle parking facilities available in Tokyo regardless what is most commonly found. Some unique types have also been included considering their contribution to the bicycle parking design problem.
Some sites might combine two or more types of bicycle storage solutions, they commonly are tier racks (single or double deck), or electronically locked tier racks, simply bicycle parking designated areas, or less commonly found electro-mechanic cable cranes(types) .
The architectural layout might consist of underground spaces, a several stories buildings, self standing metallic building structures, terraces and outdoors facilities both covered and uncovered.This categorization intents to highlight their differences in order to easily identify individual elements on each facility.
The observations were made during eleven months by visiting several boroughs in the Tokyo metropolitan area. The observed sites are allocated at:
• Tokyo downtown, where most people work at big commercial office towers.
• The Shinjuku west gateway, where the city changes from commercial to residential and most people commute through everyday.
• West Tokyo boroughs where most people live. These areas were once little villages that have been merged in to a Big Tokyo metropolitan area.
• A final visit was made to Edogawa ku, Kasai Station were in March 2008 it was inaugurated the latest generation on automatized bicycle parking facility in Japan.
During the observation, on each visit, bicycle-parking usage has been evaluated on first hand approach as a user of the facilities
5 Bicycles of different geometry were used during this research in order to highlight issues related to adaptability and in general advantages and disadvantages of the facilities. It is important to understand that most of the Japanese cycling infrastructure such as racks and electronically controlled locking systems are designed considering the features and dimensions of a mamachari, which is a housewife shopper bicycles' known as "the standard of Japanese bicycle".
Background
The problem of illegal bicycle parking in Tokyo is geographically related to the network of rail stations of the Tokyo metro and Japan Railways, due to the fact that commuters use multi modal transport (bicycle and train) and principally overloading public space surrounding the stations with illegally parked bicycles.
JR (Japan Railways) campaign regarding illegal parking in Tokyo.
Every borough in Tokyo has a different approach to the bicycle transport agenda. Some take a very authoritarian approach penalizing illegal parking, imposing fines and towing illegally parked bicycles. Others boroughs assume the overpopulation of bicycles as a reality and move towards corrective measures such as informing the public about the local provision of bicycle parking areas in the first place, and or hiring staff to re-organize the bicycle left illegally on the streets in order to decrease hazards to pedestrians and other road users.
The other strategy is campaigning about then adequate use of the public space; Japan Railways has an ongoing campaign called “bicycle cleared stations” that promotes legal parking in order to prevent accidents to commuters, these campaigns warn cyclist-commuters about bicycle towing seasons.
Business Building at Kabuki Cho, Shinjuku, this is an illegal parking, note the traffic cones and the organized way in which the bicycles are organized.
These sites also fit into patterns according to the geographical position, in which they are allocated, for instance the types of bicycle parking facilities found in central areas tend to be more developed in terms of technology and logistics with electronic locks and CCTV, but at the same time these bike parking is scarce and public nor open to everyone they serve particular groups peoples (e.g. employees, customers, inhabitants only).
Another factors that might influence the design (the installation of racks, roofs, and electronic controlled locks) of a facility have to do with who owns the land in which a Bicycle parking is built and the expected lifespan of it (5, 10 years or more). Permanent facilities are often part of the public buildings and public infrastructure, such as underground parking areas in Tokyo at the railways stations. Semi-permanent Bicycle parking is found at department stores and temporary can be found at convenient stores and small businesses.
Bicycle parking outside a sport centre at the Tokyo 1964 Olympic village in Sendagaya Shibuya ku.
Interviewing to bicycle parking guards at Mitaka borough (Residential areas in West Tokyo) It was found that - due to tax reductions on land possession, several bicycle parking facilities are built in Tokyo, if the land is close to a train station, or a major cultural or commercial centre, a privately owned land could qualify to be a bicycle parking area in order to get a partial tax exemption for serving the community, the cut rate increases according to the number of bicycles that can be stored an the proximity o a rail station. If the landowner has no plans of building or is insolvent to do so, he has the option of leasing the land until his situation changes.
The companies that usually lease the land are real state companies that habitually negotiate not only the length of the lease but the commissions on rents, sales and the first buyer options, in case the owner would decide to sell the land. Often the real state company would decide whether the land is suitable for car or bicycle parking on private or public basis depending on demand of let us say shopping centre or a banks, train stations and centres where bicycle parking is more likely to be built due to the high rotation of users.
In central Tokyo, at neighbourhoods such as Aoyama, Azabu, Roppongi or Yotsuya a car parking fee could easily reach the price of 80,000 yens a month (approx 400 GBP) which represents a fee of 2650 yens a day. On the same space of a car 10 to 15 mamachari bikes (Japanese bicycles) can be allocated but the average daily fee in Tokyo for a bicycle parking space is only 100 yen (50 pence), registering a bicycle for an annual contract at a parking facility cost between 5000 to 10,000 yen (25 to 50 GBP), That puts bicycle parking out of competition as a business. In central Tokyo, privately owned bicycle parking is scarce, the spaces offered for bicycles to be parked are often a sections of walk paths with no surveillance nor furniture to lock to. The council administrations at harbour area in central Tokyo turn a blind eye on fly parking issue and are known to be less strict on the bicycle towing.
Pedestrian's path in Azabu Juban (central Tokyo) plagued of illegal parked bicycles
Street guarders pass near by the illegal parked bicycles, concerned only about the position and direction in which bicycles are laid out and if the can be hazardous to pedestrians
Street guarders concentrate on issuing warning tickets to other illegally parked vehicles, such as the scooter behind them
Near stations on west Tokyo (Shinjuku west wise and west residential areas), the council administrations are very strict on the fly parking issue called “nuisance on the public area due to illegal bicycle parking”. The boroughs hire “silver servers”, retirees who run little teams of bicycle control on the public space on each neighbourhood.
The silver team mainly operates around the local department stores on each station, they mantain the temples, hospitals, the Shotengais (shopping area) free from illegally parked bicycles where the highest percentage of bicycle users congregates. They issue warning tickets to the disobedient cyclists and periodically run raids and tow their bicycles and take them to compounds that they also administrate. The “silver teams” charge fines at the compounds in order to release a removed bike.
Silver teams run public bicycle parking buildings throughout most of the city, these are not free but tend to be the cheapest on each area. They also sell the daily parking tickets and the monthly or the annual subscriptions to use the facilities. For bike parking subscribers they issue a sticker that has the registration number with the details of the length of the subscription.
In central Tokyo. this teams are mostly focused into chasing illegally parked scooters and motorbikes rather than bicycles because fines are bigger for removed scooters and the provision of bicycle parking is limited. They work along with the local businesses who help then by providing a bicycle space for customers at the entrance or by asking the silver teams to remove abandoned or illegally parked bicycles.
Notice the green sticker on these bicycles, the sticker represents the subscription to this particular site at Takadanobaba (North west Tokyo) and the expiring date of it.
Maps like this can be found around any train and station in Tokyo. Maps usually show red marked where is illegal to park a bicycle (normally within 150 meters radius around the station), maps also show where the nearest paid bicycle parking facility is and the contact numbers of the local bicycle storage, if left illegal parked bicycle are not found when owner return.
During this research bicycles used during the observations has been removed three opportunities for illegal parking, firstly from a supermarket in Kodaira (western Tokyo) on a second occasion from Tanashi station (borough of west Tokyo) and from Takashimaya department store in Shinjuku. In the same order 1000 yens(5 GBP), 2000yens(10GBP) and 3000 yens (15GBP) were paid to release the bikes from the compounds Please refer to a previous posting about this issue. in that sense, the closer one gets to central Tokyo the price of fines increase.
This research will present the different types (private and public) of bicycle parking facilities found at the different areas of Tokyo, The facilities will be analysed on a format that Bikeoff.org has previously designed in order to compare bicycle parking facilities from around the world, the format is called "Categorisation of bicycle parking provision" and has been previously tested in Barcelona Netherlands and UK.
May 2008 Tokyo, Japan
Written and posted by Diego Bello, Tokyo. Japan
In Hana Koganei (Kodaira city - west Tokyo) around 3 pm few days ago, my bicycle was removed and got to pay a 1000 yens fine to recover the bike. The bike in question was a 9 years old rusty mamachari that new would cost about 7000 yens (30 to 35 GBP), the bike belongs to my Japanese family and was given to me as a tool to get around the neighborhood between stations and shops.
9 years old Mamachari
The bicycle parking area around Hana Koganei Station was full then and I looked for an alternative parking other than just leaving the bike on an aisle because is well known that bikes left on the street are very likely to be removed. I left my bicycle parked outside Seiyu (a Japanese supermarket chain) They have a bicycle parking (free for customers up to 2 hours) however the facility was occupied on its full capacity and I could not lock my bike to one of the electronic controlled racks that they have, in that case, I decided to leave the bike within the parking area but on the free space bicycle parking (for quick shoppers) and then I went to the station to take Seibu Shinjuku and make my way down to central Tokyo.
Supermarket where the bicycle was removed
At the end of my Tokyo trip (10 pm Seiyu was closed) on my way back home I noticed that my bike was not where I left it and had been removed. I noticed too that few bikes were still on the electronic controlled racks, I ask the Seiyu guardian where my bike was and he pointed to a sign from Kodaira city council with the contact numbers of the storage where the removed bikes go. He advised me to call them soon to arrange a collection.
This Map is installed on a radius of 300 mts around Hana Koganei Station, the areas marked in red are where bicycle parking is prohibited and bikes are removed, the green areas are paid bicycle parking space and the blue areas are free spaces.
I question him about the bikes on the electronic racks; I asked why they were not removed, he replied they generate some revenue to Seiyu, to remove a bike from the electronic racks one has to pay to the vending machine 100 for every 4 hours on the racks.
The store is required to provide car and bicycle parking facilities to operate business, the management of the store is aware of the insufficient bicycle parking provision in the area and they are also aware that not only customers use the facility but commuters, The council and the store recognize that the electronic facility is still insufficient for the store customers, so they have a free use space for quick shoppers and generally for those who cannot find a place to park their bikes during business hours. The free use space is not officially a bicycle parking therefore the council removes everything that is not on the electronic racks when the shop closes.
Seiyu Electronic controled racks at 100 yen (50pence)
My bicycle was then in Kodaira bicycle depot on the far west side of the borough, I called and I was asked to give the registration number of the bike and a purchase receipt of it to identify the bike.
It was an old bike and I did have none of the requested information however with a brief description of the bike and the details of the place where I left it parked in the first place, the bike was easily identified. The staff was very keen on me recovering the bike as soon as possible, he was no very strict about showing a proof of ownership of the bike It is well known in Tokyo that the depot workers are not very strict about the identification of the bike specially when this is old and cheap.
Bicycle depot where removed bicycles for illegal parking are stored
In Japan old broken bicycles are considered as large size waste (Sodaigomi), to classify in that category an object has to be larger than 30 cm on one of its sides, commonly sodaigomi are white goods, TVs computers and bicycles. to dispose the large size waste one has to buy a voucher at the post office, convenient stores or banks, depending on the council the price of recycling a bike varies between 2400 to 4600 yens, in the recent years electronic goods makers have included on the price of the new products the recycling fee, however with bicycles that has not happened yet.
Bicycle depot where removed bicycles for illegal parking are stored
The bicycle depots are full because many owners of old rusty mamachari bikes like mine don’t bother to recover them. Considering the 1000 yen fine plus other charges to dispose an old bike, people would prefer to buy a new one. A strategy to tackle “the bicycle littering issue” has been to get the police to contact the owners though to the national registration scheme persuading them to collect the bikes through convincing arguments such as:
- We recover your missing bike, why did not you report the bike missing to the police. Stolen and abandoned bikes are used by criminals on other offences. It is important for you to arrange a collection as soon as possible!...
The fines and removals for illegal parking have increased and councils became stricter as the cycling population grows in Tokyo, and this has had some impact on people when purchasing new bicycles, especially when they are cheap ones, new owners often choose not to register their bikes to avoid the hassle being penalized, have to collect their bikes or being involved on misuse of the bicycle.
Unclaimed Bicycles
Council staff at the depots are not allowed to order the recycling of removed bikes, a contact has to be made to the owners of the bikes when possible, the council and the police will try to find the owners, after a period of time (different for every borough) if not has been made the council will finally sign a statutory Off Road certificate and proceed to recycle the bike, sometimes will go to auctions too.
Kodaira is a residential suburb of Tokyo, about 20 Km from central Tokyo, there this sort of fines are cheap, only 1000yens (5 GBP) which is considered cheap. In West Tokyo borough just 2 km closer to central Tokyo from Kodaira the same fine costs 2000 yens and as one approaches the central town fines could reach 6000yens (30GBP) in Ginza or Shimbashi. At the same time in central areas the authorities seem more focused on motorist infractions, than on illegal bicycle parking.
Map to find the Bicycle depot where removed bicycles for illegal parking are stored
My bike was there, waiting for me the next day. I had to pay 1000 yens and sign a receipt with a declaration in which I don’t only acknowledge the bike is been given back to me but at the same time I admit my mistake and I assume the responsibility for any troubles my bicycle might have caused.
Written and posted by Diego Bello, Tokyo. Japan
After being stopped and questioned twice by the Japanese police about the origin of my bicycles I decided to register my bicycles on the national registration scheme. To do that I went to the Local Asahi Bicycle shop, (one of the biggest bicycles retailers in Japan) they are certified to register the bikes, not all the shops are, especially supermarkets or tool shops.
1 copy is for the rider, one copy stays at the bicycle shop
and one copy goes to the police's database
The registration is usually carried out right after the purchase of a new bike, within the bike shop, it can also be made at Kobans (Police booth) by somebody certified to check and confirm frame numbers and other data. Registration at the shop is the most common type because data such as maker, model, frame number, colour are ready available an unmodified and provided with the bicycles manual, warranties and other paper work.
Also all new bikes in Japan are standard road legal bikes (fixed gears are not sold in Japan as classified road legal, a bicycle has to have a freewheel and a rear break, coaster breaks (bmx types) are not road legal they are OK for acrobatic performances -flat land like- but no for the road.
Bikes without lights are illegal, and without stand too because bicycles are not supposed to lean against anything but stand themselves to not make mess.
Tooroku (registration form) with the data in detail
In the case of used bikes (my case) the member of the staff has to certify that the bike is in good working order and meets the Japanese regulations for road legal bikes. In my case (I brought my bicycles from UK) the registration was made supported on receipts of British bicycle shop where I originally purchased the bike; I installed a stand lights and all the missing bits. The staff member who attended me was the one that usually services my bike so he could give good faith of the state of my bicycle.
The sticker should be placed on a visible part of the bike seat tube is good for road bike, but head tube is most commonly used on Mamachari, since they are lower
The cost of the registration is 500 yens and all you need is the receipt of purchase of the bicycles.
Written and posted by Diego Bello, Tokyo. Japan Bikeoff Tokyo 10- June-2007
I went to meet Mr. Jiro Arai who works for the Bicycle Culture Centre at Tokyo Science Museum Tokyo
Mr. Arai provided some interesting statistics related to the bicycle population in Tokyo, which is estimated on 8`360.000 in contrast to 12`160.000 registered residents (Recorded by Japan Bicycle Promotion Institute http://www.bpaj.or.jp/ ), In other words this estimate says that in Tokyo there are 3 bicycles for every 4 citizens. The statistics reveal a high population of bicycle users. However, it is unlikely that these figures mean that 75% of the Tokyo
Tanashi Station Illegal bicycle parking
Mr. Arai added that bicycles are seen in Japan
Standard of road legal bicycle according to Japan Traffic Safety Association. published on Rules of the Road
Paid Bicycle parking at Asta Shopping mall in Tanashi, opposite to Tanashi Stn
Mamachari bikes are fitted with legs or stands therefore bicycle racks are seen by some town planners as an unnecessary piece of urban hardware, and by some cyclists as an excuse to charge a fee for what should be a free parking space. Mamachari bikes are mean to be "cheap and convenient" in terms of services, maintenance and accessories, since they include plenty of accessories so the owner is not supposed to spend an extra penny on anything else than a pump. I think this is partly where the vulnerability to crime problems begins. According to Mr. Arai most bicycle thefts occur around train stations due to the length of the time parking they became easier targets than the housewives` bicycles outside supermarkets, schools or post offices. According to the National Police Agency http://www.npa.go.jp/hakusyo/index.htm every year there are 67.500 cases of reported bicycle theft in Tokyo
Wheel lock of a Mamachari, sold with the bike
There is a great deal of recovery but also a great deal of un-reported cases (no data available) Unreported theft is somehow linked to bicycles missing while being parked on unauthorized space. Several interviewed cyclists (7 in 40 cyclists) agree that due to the economic penalty system that is carried out when a bicycle is found and removed by the authorities when the cycle is parked on an unauthorized area. People often opt to buy a new bicycle than claim or report the old missing one. Due to the shortage of free parking space in most boroughs in Tokyo
Abandoned bicycle left at Higashi Kurume City 3 km from Tanashi Stn
In terms of locks Mr. Arai adds, there have been campaigns from time to time encouraging the use two different locks for front and back wheel but some sectors perceive such initiatives as commercial strategies. To corroborate I interviewed 40 cyclists and (27 of 40 interviewed) think that the two locks should come from in-built from factory and should not be an extra expense, although the majority of non in-built bicycle locks is purchased on \100 shops (50 pence shops) judging from the observations at Hibargaoka Kichijioji and Tanashii train stations.
Inexpensive 100 yen combination lock (45 pence of GBP) sold at 100 yen shop
The Japanese cycling market has several loopholes of which criminals have started to become aware of. For instance, the market is set to supply Mamachari riders primarily, a Mamachari weights 20kgm approximately on average, and it is assumed that by locking the wheels the bicycle is immobilized, the market of locks is really limited, it offers mostly secondary locks, cables lock intended to protect baskets, and saddles; it is difficult to find secure locks in Japan, other types of bikes (not mamachari) are much lighter but are equally equipped with those wheel locks to meet consumer demands of portability. Therefore the bicycles are then poorly locked with the standard cheap wheel lock that rusts within weeks, and then gets stuck and works occasionally, those locks are easy to pick and a thief could just lift the bike and carry it to a blind spot nearby to break the lock with no hassle.
top of the range 840 yen round key D-lock (4 GBP) sold at local 100 yen shop
Based on anecdotal experience of 40 cyclists interviewed, in Japan the most common case of bike related crimes are linked to “abandoned bikes” after somebody stole a bike, ride it, and abandoned it near the thief’s end destination.
Abandoned bicycles at Bus stop in Tokorosawa road 2.5 Km from Hibarigaoka Stn
When arrested thieves have been questioned about the motives that moved them to steal a bicycle, there is a pattern of answers that repeatedly appears according to a Kichiyoji Park Police Officer common reasons to steal a bike range from:
-Being too tired to walk home, so preferred to “borrow” the bicycle
-It was too late to take the last local bus and missed it, so decided to “borrow” a bicycle
-Run out of money, to pay for a bus fare on the local bus so… decide to ride an unlocked bike.
The majority of bike thieves fail to show proof of ownership of the bike, a lot of them act under the effects of alcohol and are returning home. The police officer states that if the stolen bike has been previously registered it is likely to get it back to its rightful owner when the police recover it. The problem starts when unregistered stolen bikes are recovered and cannot be returned to their owners.
The other common offence is according to PO Kichiyoji Park is illegal parking- which is carried by the majority of cyclists due to the lack of provision of parking facilities. Sometimes the local town workers issue warning tickets that stick on the bikes. - I was warned once -. Sometimes they assume cyclists have been warned and they just tow the whole lot bicycles illegally parked at the same spot –my bike was not towed because I was fly-parking to a sign-post with an abus hefty lock –western style- but I got a warning saying “keep the cycling manners” which I understand means -lock like everyone else –not to public furniture- so we don’t have to deal with your scooter lock and your inappropriate locking technique and then have let you go without a fine. The only reason they could not issue a fine to me, is because I have no registered my bike yet, therefore they do not have my contact details. Also they could not take my bike to their depot and I was lucky I guess.
My bicycle was locked to the signpost at the place in Kichiyoji where all bikes were towed due to ilegall parking
When I tell the story, fellow cyclists tell me that it’s why some old removed bikes get never claimed or collected because they have to pay a fine plus the depot fee. To be honest I don’t know how much are the fine fees, I have been told that in central Tokyo depot fees are more expensive and the longer you take to claim the bike the higher the bill goes. I have been also told that there is bicycle theft for re-use and even for re-sale which is a bit rarer .In respect to this issue I guess we have to research more because there is not a conspicuous stolen bicycles sales spot such as Bricklane market in London
Armoured chain lock cut, found at Kichiyoji area, shows that thieves are already adapting to locks that are not mamachari wheel-locks
I have not accounted of cannibalized bicycles, like in London
In terms of cycling culture, Mr. Arai talked about Mamachari being the biggest protagonist since it is more deeply linked to Japanese culture, and has the largest amount of users. Is the real Japanese cycling cult on my view apart of Keirin off course. The Mamachari bicycles are more likely to be used on pedestrian paths rather than roads. Riding a mamachari is about going with plenty of time at slow speeds, Mamachari speeds range from 3 to 10 km per hour.
Mamachari bicycles illegally parked at Shimbashi Stn.
Comfort, smooth ride, number of accessories and low maintenance are very appreciated, Japanese say that one should be able to ride a good Mamachari without being afraid of sweating or getting dirty if wearing a suit, a dress or school uniform, they are elegant to ride and I have actually meet a couple of smart riders -an insurance seller in Ueno- and a stewardess near my house who state no to be embarrassed (in terms of image) of being seen turning up to a meeting on a Mamachari to a business meeting. Mothers also seem to be happy picking up their kids at the nursery on these bikes. The silent ride is also an asset to the point that the latest models of Bridgestone (Mamachari biggest maker), The Relaxy Bike has a Strida like kevlar belt instead of a chain in order to achieve a new level of silence, without just putting some extra oil.
Bridgestone last generation of Mamachari bike quiete that uses a belt instead of chain
Mr. Arai also mentions smaller subgroups of bicycle users such as bmx, mtb and road cycling for sport or for leisure and fixed gear riders that are driven by a global trend. He showed disagreement to fixed gear users due to hazards and risks that riding without brakes imply. We talked also about critical mass which he sees as a reflection of another fashion trend political but no very popular in Japan
Bicycle Boom in Tokyo, The use of new types of bikes on new different ways.
I questioned Mr. Arai about the use of folding bicycles which seem to have increased in Tokyo Japan
Famous 50s japanese folding bicycle, on display at the bicycle museum in Tokyo
Police kisoks are scattered liberally around most neighbourhoods of the city, in lieu of fully-fledged police-stations - reflective of low demands on police resources? I am assured that it is considered normal and is common for motorists, cyclists and pedestrians to ask directions at a police kiosk, even taxi drivers are known to do so. Each kiosk is furnished with a series of well-thumbed maps of the city and the attendants inside appear more than happy to try to help, not least since their time is seemingly un-occupied by taking reports for street crimes etc, as is so common in other cities in Europe etc.
White police bicycles are fairly common and come equipped with a small equipment box on the rear pannier and many also include an umbrealla holder (seen below) fixed to the front.
This is a more economic option for commuters to Nakameguro station, costing 3000 yen (approx £150gbp) per year. It consists of little more than an open enclosure, but is well used and respected by cyclists and non-cyclists. Registered users are issued with a sticker to locate on the bicycle, and which is valid for one year to park at this site.
This is a manned bicycle park for upto 500 bicycles (about half-full upon visit). Cost is 100 yen per day (about 50p). Each bike and cyclist is provided with paper tag to identify them and the stands available would allow locking to both wheels and the frame, should any cyclist wish to carry appropriate locks.
This official paid-bicycle parking lot is also supplemented by a smaller free facility just next to it, which is solely for the use of patrons to the shopping centre.
In spite of several Tokyo cyclists I have spoken to apparently not-perceiving a risk of cycle theft, they still seem in full favour of the numerous Bicycle Parking facilities which exist, such as this at Nakameguro station.
When I asked on cyclist why she prefered to pay to use this facility rather than park on the street, if the concern was not security, she told me simply that it was easy and convenient. Presumably the proliferation of signs prohibiting parking around certain on-street areas also has some impact.
‘Culture day’ Public holiday (03/11/06) didn’t seem to incur many public events or celebrations, in particular, but was a rare day off for many of Tokyo’s workers. Making the most of their free time, city-dwellers can be seen dressed impeccably as they spend the day shopping, but the unexpected surprise is that many do opt for their bicycles as transport of choice on this one-day-holiday. The pavements around the Meguro, Roppongi and even more, the shopping areas of Shibuya and Shinjuku became a unique Japanese dodge, thick with people, cyclists and parked cycles. Far fewer seemed to use the carriageway of the road around these areas but that is understandable to some extent since the authorities have painted many markings to invite cyclists into the already-dense activity that is the pavement or sidewalk.
It remains unclear if security is a preoccupation of any cyclist here, where most cycles really are parked with a tie that is more akin to a pretty bow, or piece of liquorice than a lock. There is a representation of couriers and more serious cyclists in the city riding lightwieight ‘urban’ bikes, who can be seen at least carrying a coiled cable lock – the kind that in the Europe or the USA might be used to keep a seat safe, as an addition to the two or three other ‘d’ and shackle type locks employed for the rest of the bike.
Ploice Statistics document with Tokyo bike theft data 2004 ...
Download 20060126.pdf
(source http://www.npa.go.jp/english )
Shows cycle theft is by far the largest single recorded crime in both Tokyo and all of Japan in 2003 & 2004.
Upon first observations it appears there are many many cycles around the city, but very few cyclists on the roads, in spite of mild weather. Many streets and buildings have whole areas either dedicated or appropriated as cycle parking. Many areas of cycle parking, be they formal or informal appear very organised, in that cycles are neatly linesd up in rows and nobody touches them, once parked so very few fall over or are vandalised etc. In some cases apparently cycles are issued with a penalty sticker if they are left in the wrong place too long. By Western standards, what defines the ‘wrong place’ seems to have more to do with weather or not it impacts the visual aesthetic of the building behind than anything to do with security of the cycles or hazards to pedestrians. As anticipated, nearly all cycles are ‘locked’ with very token-gesture security, usually to themselves rather than to any other immovable object. These thin cables or chains seem more about providing a visial sign that ‘my bike is now parked’ than really showing concern to prevent theft of the cycle. Clearly, to most cyclists the idea of theft is not a current threat in Tokyo. I spotted one residential apartment block in the Aoyama area, which looked well used and ordered, being mostly full of cycles, but also some mopeds.
Cycling around town is relatively easy/ straightforward. There are some hills and large-ish road junctions, but area such as Meguro have many narrower streets, which are already accepted as shared priority between vehicle traffic and pedestrians, so cycling seems the perfect balance! There are few cycle lanes around Tokyo but most traffic appears to accept cyclists as one of the city’s road users and other less confident cyclists seem to be equally accepted on the wider pavements around town.
Running questions …
How is cycling viewed in Tokyo?
• in relation to modes ot transport?
• as sport/ hobby/ or mode of commuting/ getting about ???
Do people ride low value bicycles?
How many cyclists in Tokyo?
How many residents in Tokyo? (!)
How many cycles stolen?
How much has cycling in Tokyo changed in recent years?
Is cycle crime seen as a deterrent to cycling as a form of transport at all?
My hypothesis before making this visit is that a significant proportion of the cycles stolen from around Tokyo, go because they are not secured (locked) sufficiently. However, why this is, is a little harder to answer. Perhaps there is a culture of ‘fencing’ which Amsterdam has been trying so hard to discourage in recent years, whereby cyclists take the approach that if they loose their own bike they can just take someone else’s, and so the security is not taken as very much of an issue?
• Information from the National Police Agency http://www.npa.go.jp/english/index.htm
• Design Tide Tokyo http://www.designtide.jp/06/en/about/
• 100 % Design Tokyo http://www.100percentdesign.jp/english/index.htm
• Cycle Mode International http://www.cyclemode.net/index_e.html
• Japan Intl cycle Show http://www.cycleshow.jp/2006/en/info/02.html
• Bicycle Film Festival Tokyo http://www.bicyclefilmfestival.com
• Tokyo bicycle registration scheme
• Panasonic GPS linked parking system for bicycles in Japan
• Tokyo Bicycle Culture Centre
• Cyle Tokyo
• Police
• Other potential bicycle and technology partners ???
1. to scope the cycling and cycle crime related cultures in the city in attempt to contextualise the identified problem.
2. to document key examples of practice which may be relevant to this study, via photographic and empirical research and some stakeholder consultation.
3. to locate available data on ‘bad practice’ ie MO’s and poor locking and ‘good practice’ ie new solutions and strategies for secure bikes and crime free cycling.
4. to catalogue findings on this weblog, which will form an open-access form of report for this short research project.
1. Why is cycle crime (mainly cycle theft) proving to be such a problem in Tokyo, at leaset statistically, compared to other crimes in the city, which is internationally renowned for being relatively 'crime-free'?
2. Is anything being done to address this?
3. What role is design playing in the context of this research?
‘One-year victimisation’ rates for bicycle theft in Japan are located as third highest in the world, after the Netherlands and Sweden, in spite of Japan being the only major industrialised country whose overall crime rates haven’t notably risen over the last three decades .
(source: www.unicri.it/wwk/publications/books/series/understanding/04_industr_countries.pdf )
Both the International Crime Victimisation Survey as well as many anecdotal web based sources, cite cycle crime as being at extreme odds with the rest of Japan’s world-famously low crime statistics
“It has been brought to my attention that Japan has an increasing problem with cycle crime, contrary to previous information DAC has received from academic sources, which seem out of date, and contrary to other crime patterns for that country. I perceive the need and opportune moment for me to better understand this disparity, both to expand my personal grasp on the international crime scene, linked to design and as well as to learn directly from the context, which I suspect will offer a different dimension to the European perspectives that I have been delivering.”
“The fact that this visit will also coincide with Tokyo design week will also provide better opportunities to understand the connections between the cultures of design, crime and cycling in that context, as well as meeting new contacts from these fields, which are clearly important to DAC innovation and research development.”
This blog has been created by Marcus Willcocks to document findings on the relationship between the cultures of cycling, design and crime (plus crime-prevention) in Tokyo, initiated following a visit in November 2006, to start the investigations.
Marcus Willcocks is a research fellow with the Design Against Crime Research Centre at Central Saint Martins in London He has a background in product design and works as a consultant designer in Barcelona and in London, on projects connected to public space and public realm. He is also a partner of the art and design collective Sparks (London). In Spain he has recently been commissioned to collaborate on projects with, among others the URV University for the city of Tarragona, the BACC cycling Commission of Catalonia for the city of Terrassa and the INEFC Sports Institute of Catalonia for the city of Barcelona.