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Engineering Strategies and Practice
University of Toronto
Faculty of Applied Science & Engineering
APS112 & APS113
Final Design Specification (FDS)
Project # 87 Date April 6, 2017
Project Title Bicycle Parking within Harbord Village
Client Name Carlo Drudi
Client Contact [email protected]
Tutorial Section 0114
Teaching Assistant Alan Fong
Project Manager Phil Yaneff
Communication Instructor Penny Kinnear
Prepared By (Names of Team Members) Apoorva Srivastava
Shekhar Kumar
Zhiren Zhan
Dongfang Cui
Linda Ren
This Final Design Specification (the "Report") has been prepared by first-year engineering students at
the University of Toronto (the "Students") and does not present a Professional Engineering design. A
Professional Engineer has not reviewed the Report for technical accuracy or adequacy. The
recommendations of the Report, and any other oral or written communications from the Students, may
not be implemented in any way unless reviewed and approved by a licensed Professional Engineer where
such review and approval is required by professional or legal standards; it being understood that it is the
responsibility of the recipient of the Report to assess whether such a requirement exists.
The Report may not be reproduced, in whole or in part, without this Disclaimer.
Engineering Strategies and Practice
Executive Summary Harbord Village Residents’ Association is an organization that represents people living in
Toronto between Bloor, College, Spadina, and Bathurst Streets. The association's Treasurer, Mr.
Carlo Drudi, reached out to the Engineering Strategies and Practices course and expressed
concerns with the current bicycle parking system within Harbord Village. The gap in the current
infrastructure is an acute shortage of bike parking spaces and the client need is for a solution that
stores bicycles while providing security from theft.
The primary functions of the design are to store/park bicycles and secure them from theft.
Furthermore, the objectives that the design should meet (in order of importance) are maximize
usable space, be visually appealing, have low cost, be environmentally sustainable, compatible
with multiple bicycles, weatherproof, easily visible to the user, and sturdy/secure. The scope of
the design is limited to the Harbord Village area. With regards to constraints, the design must
comply with Toronto’s cycling laws, store users’ bikes by preventing any unauthorized access or
theft, be usable for multiple bikes, and sustain at minimum one year of use. The design’s key
stakeholders are the City of Toronto, Harbord and Bloor Business Improvement Areas (BIA),
schools in the region, and members of the public such as pedestrians, motorists, and Harbord
residents (non-cyclists).
After revising the Conceptual Design Specification with the Project Manager and client, the team
developed a detailed analysis of the Inclined Bike Rack (IBR) design. This analysis includes how
the design meets the functions, objectives, and constraints. Key regulations and standards were
found to be Toronto Zoning By-law 569-2013 Chapter 230 and Guidelines for the Design of
Bicycle Parking Facilities (Toronto), respectively. The design will also be tested for being sturdy
and secure, and weatherproof, using standard tests developed by ASTM International.
With the client valuing sustainability, an environmental impact and life cycle analysis was done.
It determined that the design has a 25-year lifespan and suggested some improvements.
Universal design was a key human factor considered. The design is simple and intuitive, but it
does not accommodate children or those without the physical strength to roll up their bicycle.
Key social impacts on stakeholders’ interests include branding Harbord Village positively,
encouraging cycling, and reducing motor traffic. Economic analysis determined that the design
has a capital cost of $11,860 and variable cost of $1300n, where n represents the number of
years, which is feasible under our budget objective of $28,494.
The updated project management plan details the remaining milestone in the design’s timeline,
which is the Final Presentation on April 27, 2017.
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1.0 Project Requirements
The client, Mr. Carlo Drudi of Harbord Village Residents’ Association (HVRA), seeks to
improve the bicycle parking infrastructure within Harbord Village. This section outlines the
scope of the design problem and will go into detail by identifying the design’s functions,
objectives, and constraints (FOCs). Stakeholders, the service environment, and the client’s ethics
and values will further expand the FOCs. Later, this section will be used to compare how well
the final design meets the client’s needs.
1.1 Problem Statement
Currently, in Harbord Village (bounded by Bloor, College, Spadina, and Bathurst Streets [1]),
the City of Toronto has installed bike rings on the sidewalks and implements a seasonal bike
corral program, which are free for users [2]. Although there has been a 30% increase in the
number of cyclists from 2006 to 2016, the city has only increased the number of outdoor bike
racks by 6.5% [3]. Shortage of bicycle parking results in cyclists parking bikes in front of fences,
lampposts, or trees, which makes the neighbourhood look congested and unattractive, blocks
sidewalks, and is insecure (Appendix A). Theft is a major problem in Harbord Village, with
approximately 349 bicycles being stolen from January 2010 to June 2015 [4].
The client need is for a design that will provide bicycle parking space for public cyclists (short
term) and security from theft by maximizing space efficiency in the narrow streets of Harbord
Village. It should be available throughout the year, be implementable for multiple bikes, and
must not obstruct pedestrians or vehicles.
1.2 Stakeholders
The stakeholders (excluding the users/operators, client, and design team) who will be impacted
by the design are divided into three groups: non-governmental organizations, City of Toronto
departments, and members of the public. (Note: ‘PF’ refers to primary function, ‘UF’ refers to
unintended function, ‘O’ refers to objective, and ‘C’ refers to constraint.)
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Table 1.2.1. Non-Governmental Organizations
Stakeholders Interests Impact on FOC
Harbord and Bloor-Annex
BIAs
● Brand the region in a
positive way, attracting
more customers
● Prevent blocking of car
parking space
● Be visually appealing
(O2)
● Maximize usable space
(O1)
Schools
● Central Technical
School
● King Edward
Junior and Senior
Public School
● Lord Lansdowne
Junior and Senior
Public School
● Provide more racks for
students, parents, and
staff
● Promote cycling as a
sustainable mode of
transportation
● Maximize usable space
(O1)
● Be visually appealing
(O2)
Table 1.2.2. City of Toronto Departments
Stakeholders Interests Impact on FOC
Toronto Police Service
● Reduce bicycle theft ● Secure bike from theft
(PF2)
● Prevent unauthorized
access or theft (C3)
Toronto Transit
Commission
● Organizing public
transportation
● Maximize usable space
(O1)
● Follow regulations on
street furniture (C2)
City Planning ● Improve city branding
and transport planning
● Be visually appealing
(O2)
● Be low cost (O3)
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Table 1.2.3. Members of the Public
Stakeholders Interests Impact on FOC
Pedestrians ● Maintain safe walking
on sidewalks
● Not block sidewalks
(C4)
● Usable by other
vehicles (UF1)
Motorists ● Reduce traffic and
collisions with bicycles
● Not block the street
(C4)
Harbord Village residents
(non-cyclists)
● Improving community’s
standard of living
● Be visually appealing
(O2)
● Be low cost (O8)
1.3 Functions
The functions of the design relate to bicycle parking, storage, and security from theft. The
functional basis was determined to be “secure mass of bicycle”.
1.3.1 Primary Functions
1. Store/park the bicycle
2. Secure bicycle from theft
1.3.2 Secondary Functions
1. Unlock bicycle for removal
2. Indicate when the bicycle is locked and unlocked
3. Support bicycle from toppling and touching other bikes
4. Secure bicycle components including frame, seat and wheels
1.3.3 Unintended Functions
1. Can be used for other vehicles like electric bicycles, scooters, strollers, trolleys, and carts
2. Can be used to secure pets on leashes
1.4 Objectives
The following objectives, listed in the decreasing order of importance (see Appendix B for the
analysis), are quantitative criteria that evaluate how well the design meets the client’s need of
improved bicycle parking within Harbord Village.
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Table 1.4.1. Objectives and Objective Goals
Objectives Objective Goals
1. Maximize usable
space
● Base area should be as close to zero as possible.
2. Be visually
appealing
● Designs that are more symmetrical, novel, and show greater
craftsmanship rank higher in aesthetic appeal [7].
● The team will also analyse responses from a survey
distributed to Harbord Village residents on their aesthetic
preferences (Appendix C).
3. Low cost ● The total cost of production cannot exceed the budget of the
Harbord Street BIA, which, in 2015, was $28,494 [8].
4. Sturdy and secure ● Fewer than 100 bicycles should be stolen per year [9]
5. Environmentally
sustainable
● A life-cycle assessment will be used to determine the
product’s sustainability [10].
6. Compatibility
with bicycles
● Should have adequate dimensions to secure the common
bike types (Appendix D), [6]
7. Weatherproof ● Should withstand [14]:
○ Temperatures from −33 °C to 40 °C
○ Wind strength: Up to 15 kph
○ 45 cm of snow accumulation
8. Easily accessible ● Should be placed in readily observable locations, permitting
“passive security” from passers-by
● Should be as close to building entrances as permitted by
city regulations (Section 2.1)
1.5 Constraints
Constraints describe the conditions and government regulations that the design must mandatorily
meet. The bicycle parking design shall meet the following criteria:
1. Comply with Toronto Municipal Codes Chapter 230 Bicycle Parking Space Regulations
[11]
2. Comply with Toronto’s Coordinated Street Furniture Program Guidelines on public
property [11] (summarized in Section 2.1 below)
3. Store users’ bikes preventing any unauthorized access or theft
4. Be usable for multiple bikes (Appendix D), [12]
5. Sustain at minimum one year of use
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1.6 Service Environment
The service environment consists of the range of physical, living, and virtual aspects of Harbord
Village in which the design will operate.
1.6.1 Physical Environment
The physical environment includes the physical aspects of the environment that interact with the
design.
● Relative humidity in Toronto area near Harbord Village: reaches as high as 99% with an
average of 70% [13]
● Precipitation pattern:
○ Accumulation of snowfall: 133 cm of total annual accumulation with most
snowing in January and December [14]
○ Annual average rainfall: 709 mm [15]
● Temperature: Can range from −32.8 °C to 40.6 °C [16]
● Wind strength: Up to 15 kph [17]
● Distribution of intersections
● Distribution of utility poles [18]
● Permanent public utilities—e.g. fire hydrants
● Vehicles on the road [19]
● Bus stops on the road
1.6.2 Living Environment
Living things in Harbord Village also impact the design:
● Pedestrians
● Non-cycling residents
● Trees/bushes in the area
● Other animals such as pets, squirrels, and raccoons
1.6.3 Virtual Environment
Due to the potential modern usage of electricity and wireless control, the following virtual
environment shall be considered.
● Electricity poles [20]
● Cell phone networks [20], [21]
1.7 Client Ethics and Values
The client, Mr. Carlo Drudi, follows the values of Harbord Village Residents’ Association
(HVRA). Being an engineer himself, Mr. Drudi understands the importance of collaborating with
other stakeholders like the Harbord Street BIA and the City of Toronto while working on the
project. The HVRA is “committed to strengthening and preserving the stability, distinctive
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character and quality of life” of their neighbourhood [1]. Furthermore, the HVRA values
“leadership, community involvement and enabling residents to exercise their rights” [1]. It
advocates for residents by dealing with urban concerns, promoting family activities, and
promoting local businesses.
2.0 Detailed Design
The final design is the team-built Inclined Bike Rack (IBR). The design meets the two primary
functions of storing bicycles and securing them from theft. Users roll up their bicycles on the
rack. A device “stopper”, a pedal mechanism with a spring, is placed at the base of the design.
When the user pushes their bike in, it is automatically compressed and, after the bicycle is fully
in the structure, it will bounce back to prevent the bike from sliding down.
There is a steel stand and steel cable to which the user must attach their own lock. The design
accommodates various types of locks such as the chain lock or U-lock. The dimensions of the
rack (height × length × width = 1.8 m × 1.4 m × 0.23 m) are shown in Figure 2.0.1 below.
Figure 2.0.1: Detailed view and dimensions of IBR
Figure 2.0.2 below is a representation of multiple IBRs in parallel. Each rack is placed 0.4 m
from the next. The 3D model was developed by the team using Rhinoceros software (Figure
2.0.2).
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Figure 2.0.2: Visualization of multiple IBRs in parallel
How the design meets each of the objectives is given in Table 2.0.1 on the next page.
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Table 2.0.1. Performance of Design in Objectives
Objective Performance of Design in Objective
1. Maximize usable space ● Vertical bike racks offer the least surface area in
comparison to flat counterparts [24]. The base
surface area is 0.322 m2.
2. Be visually appealing ● Although the design is not symmetrical, it is novel
and demonstrates craftsmanship, which have been
found to correlate with better visual appeal [7].
● The IBR ranked first in a survey distributed to
Harbord Village residents when compared to four
other designs in the last iteration of the design
process (Appendix C).
3. Low cost ● The total cost of the design for one year is $13,100
(see Section 2.7), which is below the Harbord Street
BIA budget of $28,494.
4. Sturdy and secure ● Sturdy because of the materials used to build it
(stainless steel)
● Secure as it provides bars to which a user can attach
their lock.
5. Environmentally sustainable ● The design is environmentally sustainable because
the End of Life Analysis indicates that our project
ultimately saves energy due to its durability and
recyclability. (Further details on the Life Cycle
Assessment are provided in Section 2.4.)
6. Compatibility with bicycles ● Since the width of the rack is 23 cm, the design
accommodates bicycles of various tire widths [25].
7. Weatherproof ● Not rain-proof since not sheltered
● Subject to rust and degradation over time.
8. Easily visible to user ● The vertical nature of the design makes it highly
visible to users from a long distance [26].
● Can be placed near building entrances as regulated
(Section 2.1)
Furthermore, the design satisfies all the constraints in Section 1.5 and the regulations in Section
2.1.
Hundred bicycle racks will placed throughout the Harbord Village. Fifteen racks will be placed
at schools (blue dots in Figure 2.1.3). These schools have a greater number of cyclists [27], and
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9
thus represent a greater need for racks. Furthermore, Bloor Street, and College Street are the only
Major Arterial (defined by the City of Toronto as having traffic movement of greater than 20,000
[28]) streets in the Harbord Village [29]. Thus, they have a large number of red dots (where two
bicycle racks are to be placed). Harbord Street is the next busiest street, a Minor Arterial street,
and this is where the remainder of the racks will placed.
Figure 2.0.3: Placement of Inclined Bike Rack
A 3D-printed prototype of the design with a scaled height of 1.2 meters is being developed
thanks to the support of Custom Prototypes 3D Printing House, a partner of the HVRA. The
prototype will be presented at the Final Presentation to the Client, on April 27.
The following subsections will further analyse the IBR. Regulations, Standards, and Intellectual
Property, Testing, and Implementation Requirements provide guidelines for the usability of the
design. Life Cycle and Environmental Impact, Human Factors, and Social Impact describe the
effects of the design on its surroundings and users. Finally, the Economics subsection deals with
monetary and market issues of the design.
2.1 Regulations, Standards, and Intellectual Property
The design meets the regulations (constraints determined by city laws) in Table 2.1.1 and
adheres to the standards (optional suggestions to improve the design) in Table 2.1.2. The
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10
Inclined Bike Rack was inspired by the Bike Arcs in California, but an online search shows no
related patents have been filed in Canada [30].
Table 2.1.1. Regulations
Regulation Summary
City of Toronto Zoning By-law
569-2013 Chapter 230: Bicycle
Parking Space Regulations [31]
● Minimum vertical bicycle parking space (not design)
dimensions: 1.9 m × 0.6 m × 1.2 m (height × width ×
length)
● Must be no more than 30 m from a pedestrian
entrance to a building for “short-term” bicycle
parking space.
Toronto Vibrant Streets
Guidelines for Bicycle Parking
Units [32]
● Must not block the entrance or exit of a building
● Must not block sight lines at intersections
● Must be at least 0.6 m from building or fence if unit
is parallel to them
● Must be at least 1.2 m from a curb, fence, or building
when the unit is perpendicular to them
Table 2.1.2. Standards
Standard Summary
Guidelines for the Design and
Management of Bicycle
Parking Facilities (Toronto)
[33]
● Should be installed on a hard surface and be held
firmly in place
● Support the bicycle upright by its frame in two
places
● Be made of industrial grade materials and have a
smooth outer surface that will not scratch bicycle
frame
City of Toronto Accessibility
Design Guidelines [34]
Ontario Traffic Manual Book
18: Cycling Facilities [35]
Transport Canada Bicycle End‐
of‐Trip Facilities [36]
2.2 Testing
The following standard tests measure how well the design meets its objectives of being being
sturdy and secure, and weatherproof. Specifically, the tests will measure the shear modulus of
the steel cable, the bending yield moment of the nail and the resistance to rust of the steel.
Engineering Strategies and Practice
11
Table 2.2.1: ASTM Standard Tests for IBR
Objective Measurement Standard test Procedures
Sturdy and
secure
Shear modulus of
the cable: ability
to resist force
applied
ASTM (E1875-
13) [37]
● Prepare specimens from steel
cable with rectangular or
circular cross section.
● Test resonant frequency of
specimens, and measure the
dimensions and mass.
● Use resonant frequencies,
dimensions, and mass of the
specimen to calculate shear
modulus.
Bending Yield
Moment of the
nail: ability to
resist lateral
bending loads.
ASTM (F1575-
03) [38]
● Obtain sample fastener nail
used in the bike rack as
specimen.
● Use testing machine to measure
interval of deformation.
● Repeat testing under
temperature range of −33 °C
to 40 °C.
● Determine capacity of
resistance to lateral bending
loads using equation.
Weatherproof Rust resistance:
ability of
corrosion
resistance
ASTM (B895-
16) [39]
● Obtain specimens from the
sample rack with smooth and
undamaged surface. Obtain
parts of standard stainless steel.
● Both specimens and parts shall
be immersed in 5% NaCl for
solution and examined
periodically until first
appearance of rust is shown.
● Analyze rust deposits given a
benchmark time (four days)
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2.3 Implementation Requirements
This section details how the design will be implemented in Harbord Village. The key parts of the
process are purchasing raw material and equipment, manufacturing, shipping, and installation.
The capital cost is $11,860, and the variable cost is $1300n (in “n” years). (A breakdown of the
costs is included in Section 2.7 and Appendix F.)
Purchase raw material and new equipment
● Stainless steel
● Concrete screw [40]
● Screw drill [41]
Design, manufacturing, and shipping
● Manufacture design in Guangzhou, China (Appendix F describes the reasons.) [42]
● Ship designs from Guangzhou to Toronto [43]
● Carry 100 designs by trucks to installation locations [44]
Installation
● Receive permission from City of Toronto
● Inform local residents of construction
● Hire construction workers to set up design
2.4 Life Cycle and Environmental Impact
The Life Cycle Analysis (LCA) was created using the Granta Design CES EduPack [45]. LCA is
defined as a tool used to measure the environmental impact of a product throughout the span of
its life cycle [46]. This includes its manufacturing, intermediate processes, and ultimate disposal.
Our Goal and Scope of the LCA is to identify the steps and processes in the life cycle which
most greatly impact the environment, allowing us to conduct an Improvement Assessment (Table
2.4.2), where other potential methods are researched and considered.
The standard product life of 25 years, which is the average lifespan of stainless steel material
AISI 316L [47], has been used in this analysis. Calculations are done per rack. Our impact
analysis (Table 2.4.1) concluded that, although all the processes used energy and expelled waste,
the End of Life (EoL) Potential indicates the design ultimately saves energy because the
recyclability and product life outweigh the energy used and waste expelled.
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Table 2.4.1. Impact Analysis (For detailed view, refer to Appendix E)
Input Environmental Impact (+/−) Details
Steel Processing ● High levels of CO2 output and energy usage (−)
● Uses coarse
machining processes,
rough rolling and gas
welding [48]
● 0.15 GJ of energy is
used and 12 kg of CO2
is emitted.
Transportation ● High levels of CO2 output and energy usage (−)
● Product would be
shipped by diesel
freighter, diesel
locomotive, and by a
diesel truck.
Disposal ● Product is 100%
recyclable (+)
● Recycling process
requires energy and
emits CO2 (−)
● Release 48 MJ of
energy.
● Emit 3.3 kg of CO2.
Total ● 4.36 GJ used; 319 kg emitted
EoL Potential ● −2.57 GJ used; −182 kg emitted
Table 2.4.2. Improvement Assessment
Possible Mitigation/ Improvement
Techniques
Potential Impacts of Improvement
Techniques
Use Polyvinyl Chloride Unplasticised (PVC-
U) instead of AISI 316L Stainless Steel
● PVC-U has a yield strength of 52
MPa; AISI 316L is 310 MPa [48][49]
● Resistive to corrosion [49]
Use 3D printing processes ● Reduces waste emitted because it
creates the exact shape required [50]
Use non-diesel alternatives for shipping ● CN Railway currently has a number of
testing vehicles that run on 90%
natural Gas and 10% diesel, which
may be used for transportation [51].
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2.5 Human Factors
This section considers the interactions of the user with the design. Because of the angled nature
of the design, there is a user requirement of being able to push their bicycle upwards [52]. The
design has supports at the bottom of the frame to allow for the bicycle to remain steady as the
user applies the lock they have brought. Universal Design was a key human factor considered
(Table 2.5.1).
Table 2.5.1. Design’s relevance to the Universal Design Principles [53]
Universal Design Principle How Design Meets Principle
1. Equitable Use ● The rack could be difficult to use those who do not
have the strength to roll their bicycle upwards (e.g .
children).
● Design is not compatible with special needs tricycles or
bicycles.
2. Flexibility in Use ● Spacing of 40 cm between each rack allows for both
right handed and left handed access/use
● Curved edges facilitate user’s accuracy while rolling
upwards.
3. Simple and Intuitive Use ● Mechanism of rolling up the bicycle is intuitive from
the design’s appearance.
● Lack of multiple moving parts aid in simplicity of
design.
4. Perceptible Information ● Each rack will have a simple diagram with parking
instructions to provide clarity of usage.
5. Tolerance for Error ● Guiding edges, and support at base of rack (“stopper”)
help prevent the bicycle for rolling back down, or
shifting on either side.
6. Low Physical Effort ● No repetitive actions besides the initial push.
● Minor deviation from neutral position as user much
lean leaning slightly forward.
7. Size and Space for
Approach and Use
● 40 cm spacing between racks provides adequate space
for users to roll up their bicycles without interference
from other bicycles parked in parallel.
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2.6 Social Impact
This section considers how the design meets the interest of the stakeholders and its overall
impact on the community. Major stakeholders for the project include the Harbord and Bloor-
Annex BIAs. The design effectively meets their interest of branding the neighbourhood as being
cyclist-friendly. Because the design is novel, it captures the attention of visitors to the region
[54], improving business for shops on Bloor and College Streets [55].
Another key stakeholder are the elementary and secondary schools in Harbord Village. A greater
number of bicycle racks will mean more students picking up cycling as a sustainable mode of
transportation [56]. This increase in cyclists will benefit the City of Toronto, another stakeholder,
as the traffic congestion on roads will be reduced [57].
2.7 Economics
The economic analysis provides a breakdown of each price from Section 2.3: Implementation
Requirements providing a list of costs using approximation. (See Appendix F for the cost
calculations.) These costs verify that the project is feasible under our budget objective (O3).
Table 2.7.1. Breakdown of Each Cost
Type of Cost Expense Details Cost Amount
(CAD)
Capital cost Purchasing the stainless steel $2050
Manufacturing cost $4350
Purchasing concrete screws $350
Purchasing screws drills $240
Shipping bike racks from China $1770
Shipping bike racks by two cube trucks $200
Installing the bike racks $1800
Maintenance cost
per year
Replacing the components $700
Checking the components $600
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Disposal cost Shipping bike rack by two cube trucks $200
Removing racks $900
External cost and
benefit(s)
External cost and benefit(s) do not impact the
total expenditure
N/A
Total fixed cost The total fixed cost sum of the fixed costs $11860
Total variable costs Range of total variable costs per n year(s) $1300n
2.7.1 Market Issues
The IBR competes with existing solutions as well as bike racks in the vicinity. This affects the
product’s Time to Market as existing solutions lower the demand of the product. Other factors
that affect the Time to Market include the availability of manufacturing resources as well as
shipping.
Table 2.7.1(i). Competing Designs
Competing Design Relevance
City of Toronto Bike Ring [58] ● Implemented and provided for free by
the City of Toronto [58]
● Has lower packing density than our
product
Fences ● Very easily accessible; typically
located in smaller streets
BikeShare Program [59] ● Is located in the vicinity [60]
● Is a monetized product [61]
Bike Arc [62] ● Existing product only secures one
wheel; our product secures both [62]
● Uses greater parking surface area than
our product
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Table 2.7.1(ii). Time to Market Approximation
Process Approximate
Time (days)
Rationale
Manufacturing and Shipping 15–30 ● As indicated by the Guangzhou New
Ng Fung Steel Pipe Co. and
Guangzhou Ever Triumph Logistics
Ltd., our manufacturing company and
shipping company, respectively [42],
[43]
Implementation 1–2 ● Based on approximation of labour
magnitude and time (Appendix F)
3.0 Updated Project Management Plan
The following table details key dates remaining in the timeline of the project.
Table 3.0.1. Project projection with dates
Task Date (2017)
Submit Final Design Specification to the client. April 15
Complete final presentation. April 27 (12.30 p.m. to 1 p.m.)
4.0 Conclusion
The final bicycle parking design, approved by the client, is the team-built Inclined Bike Rack. It
meets the top three objectives of maximizing usable space, being visually appealing by
demonstrating craftsmanship, and having a low cost of $13,100 for 100 racks for the first year.
These will be manufactured in, and shipped from, Guangzhou, China, to minimize
manufacturing costs. The design satisfies the constraints, which include regulations based on
Toronto’s cycling laws, and will be tested using three ASTM tests on durability to applied forces
and corrosion. LCA suggested a lifespan of 25 years and improvements to reduce negative
environmental impacts. Universal Design was a key human factor considered, and the design’s
social impacts on stakeholder interests include branding Harbord Village positively, encouraging
cycling, and reducing traffic congestion. The next step for the team is to complete the final
presentation of the design (including a prototype) to the client on April 27, 2017.
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5.0 References
[1] “Harbord Village Residents’ Association - HVRA”. 2017. [Online]. Available:
http://harbordvillage.com. [Accessed: 07-Feb-2017].
[2] “Bike Corrals Program - Bicycle Parking - Cycling | City of Toronto”. 2017. [Online].
Available:
http://www1.toronto.ca/wps/portal/contentonly?vgnextoid=f9d474a21d6e8410VgnVCM1
0000071d60f89RCRD&vgnextchannel=daf4970aa08c1410VgnVCM10000071d60f89RC
RD. [Accessed: 07-Feb-2017].
[3] “Toronto Cycling Statistics”. 201). [Online]. Available:
http://www1.toronto.ca/wps/portal/contentonly?vgnextoid=caa5970aa08c1410VgnVCM
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APPENDIX A
DETAILS OF CLIENT MEETING 1
The team met the client, Mr. Carlo Drudi, Treasurer of Harbord Village Residents’ Association
(HVRA). for the first time on January 22, 2017, at the client’s residence. At this meeting, the
team, the client, and Mr. Tim Grant (past chair of the HVRA and current Board Member) were
present. The client statement was discussed in further detail, and questions regarding the current
state of bicycle storage in Harbord Village and the project’s budget were clarified. The client
expressed that, despite the City of Toronto implementing Bike Corrals, there is still a shortage of
bike storage options for residents since the corrals are removed during winter to allow for snow
plowing. Residents have also expressed a growing concern in the shortage of bicycle racks for
students at schools in the Harbord Village He also mentioned that people chaining their bikes to
front fences and porches deters from Harbord Village’s attractiveness. The client stated that more
than 4000 people bike through Harbord Street during summer. Also, it was mentioned that the
City of Toronto matches every dollar the BIAs spend on the project, under their Capital Cost-
Share Program. [23].
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APPENDIX B
ANALYSIS OF OBJECTIVES
A Pairwise Comparison Chart is used to compare the relative importance of each objective,
numbered with the corresponding values in the objectives section. The chart is read horizontally,
where a binary 1 or 0 is given to the factor depending on whether or not that objective exceeds
the importance of the other. The “Total” value to the right-most column denotes the sum of the
subsequent columns in the row. Thus, the greater the magnitude of the total, the greater the
importance of the factor.
The following chart includes the objectives that were deemed the most important, based on the
requirements and values of the client, policies and guidelines for bicycle barking in reports
published by the City of Toronto and Ontario [31–36], and Appendix D. From section 1.4, the
objectives are
O1: Maximize usable space
O2: Be visually appealing
O3: Low cost
O4: Sturdy and secure
O5: Environmentally sustainable
O6: Compatibility with bicycles
O7: Weatherproof
O8: Easily visible to user
Table B1. Pairwise Comparison of Objectives (O)
O1 O2 O3 O4 O5 O6 O7 O8 Total
O1 — 1 1 1 1 1 1 1 7
O2 0 — 1 1 1 1 1 1 6
O3 0 0 — 1 1 1 1 1 5
O4 0 0 0 — 1 1 1 1 4
O5 0 0 0 0 — 1 1 1 3
O6 0 0 0 0 0 — 1 1 2
O7 0 0 0 0 0 0 — 1 1
O8 0 0 0 0 0 0 0 — 0
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APPENDIX C
SURVEY
Figure C1: Online survey questions sent to Harbord Village residents through SuveyMonkey
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Figure C2: Results of survey (ranks)
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APPENDIX D
BIKE TYPES AND DIMENSION RANGES
Bike sizes depend highly on the size of the user. As such, there are varying mean dimensions
across the globe. As such the mean height and weight of Canadians (aged 18–79) are listed
below, and the dimensions’ ranges are based on these values:
Table D1. Average Height and Weight of Canadians in 2009 [6]
Dimension Female Male
Height (in cm) 163.1 176.4
Weight (in kg) 68.4 83.9
Bike Tire Diameter Range: 650 mm–700 mm [5]
Bike Tire Width Range: 20 mm (race models)–35 mm (for cyclocross and commuting)
Table D2. Suggested Bike Size Ranges based on the Average Size of Canadian Adults [22]
Types of Bikes Females Males
Road Bikes 50–52 56–58
Hybrid Bikes* 50–52 55–57
Racing Bikes 50–52 56–58
Mountain Bikes 50–52 53–54
*Hybrid Bikes include City and Commuter Bikes
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Table D3. Suggested Bike Size Ranges for Children
Rider Age
Rider Height
Suggested Wheel Size Feet/Inches Centimetres
2–5 years 2′ 10″–3′ 7″ 85–110 cm Balance bikes
2–4 years 2′ 10″ – 3′ 4″ 85–100 cm 12″ wheel diameter
3–5 years 3′ 1″–3′ 7″ 95–110 cm 14″wheel diameter
5–7 years 3′ 7″ – 4′ 0″ 110–120 cm 16″ wheel diameter
7–9 years 4′ 0″ – 4′ 5″ 120–135 cm 20″ wheel diameter
9–11 years 4′ 5″ – 4′ 9″ 135–145 cm 24″ wheel diameter
11+ years 4′ 9″+ 145+ cm 26″ wheel diameter
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APPENDIX E
LCA ECO AUDIT REPORT
The Life Cycle Analysis (LCA) was created using the Granta Design CES EduPack [45].
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APPENDIX F
COST CALCULATIONS (CAD)
Capital Costs
● Material cost: $2050
The team decided to use stainless steel to ensure the safety of the rack. The rack is
divided into two parts: basement and curve. The volume of the basement is
approximately 1.4 m × 0.23 m × 0.02 m = 0.00644 m3. The volume of the curve is
approximately 2 m × 0.23 m × 0.015 m (thickness of curve)/3= 0.0023 m3. The total
volume of 100 racks would be approximately 0.9 m3. The density of stainless steel is
7800 kg/m3. The weight in total is 6817.2 kg = 6.8 tons. Costing $300 per ton [63], the
total cost is $2050.
● Manufacturer cost: $4350
The team decided to manufacture the steel in China from Guangzhou New Ng Fung Steel
Pipe Co. because it is relatively cheap. The manufacturer cost is $640 per ton [42]. The
total cost for 6.8 tons is $4350.
● New equipment: $690
Concrete screw [40]:
Name: Hex Head Concrete Screws
Size: 3/16" × 1-1/4" (0.476 cm ‘diameter’ × 2.54-0.635 cm ‘length’)
Price: $5.89 for one package containing ten screws
The team used the concrete screw to ensure the rack is bolted into ground. Each
rack need six screws, and 60 packs are needed in total for 100 racks. The total
cost is about $350.
Screw drill [41]:
Name: 20V Lithium Drill/Driver
Assembled Depth: 2.54 cm
Price: $59.99 for one drill The team decided to purchase four drills. The drill cost is about $240. In total, the
equipment cost is $690.
Operating Costs
● Transportation cost: $1770
The team chose Guangzhou Ever Triumph Logistics Ltd. to ship the racks from
Guangzhou, China, to Toronto. The space for one rack is 1.8 × 1.4 × 0.23/2 = 0.29 m3.
Hundred racks would take 29 m3. Therefore, one 20GP (general purpose) shipping
container is required, costing $1570 [43].
The team proposed to use two 4.87 m3 trucks [44] for northside and southside installation
in Harbord Village. A volume of 4.87 m3 represents about two to three rooms’ items. It
can carry the racks throughout the city. The cost would be $100 for one installation day.
The total for the two days needed would be $200.
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● Installation cost: $1800
The labour cost is $18 per hour [64]. Each rack’s installation takes approximately 40
minutes. The team proposed to hire six workers to install these 100 bike racks in Harbord
Village. Three workers (two worker for installing and one extra for carrying) are in a
group and there are in total two groups. It needs about 17 hours to install all the 100
racks. So the cost is 18 × 6 × 17 ≈ $1800.
Maintenance Cost: $600 to a maximum of $1300 per year
For maintenance, the design needs to be checked after every six months. The
maintenance service would include checking the screws and replacing them if they are
broken. The maintenance cost would be around:
Screws: 0 to $350 [40]
Labour : $18 per hour [64]. Workers need approximately 10 minutes to examine a bike
rack. For 100 bike racks, two workers are hired for 500 minutes in total. The cost is 18 ×
2 × 500/60 = $300.
Disposal Costs
● Transportation cost: $200
The team proposed to use two 4.87 m3 trucks [44] for northside and southside disposal in
Harbord Village. The cost would be $100 for one uninstallation day. The total for the two
days needed would be $200.
● Labor cost: $900
Construction workers: $18 per hour [64]. Workers need approximately 20 minutes to take
off the racks, and six workers are needed. Three workers are in a group (two workers for
uninstalling and one extra for carrying), and there are two groups. It would spend about
8.5 hours to take out all the racks (if needed). The cost would be 6 × 18 × 8.5 ≈ $900.
