North Loop Bike ParkIntegrating the Bike into Minneapoliss Transportation Network

Peter Atkins - University of Minnesota2012 Honors Design Thesis

North Loop Bike ParkIntegrating the Bike into Minneapoliss Transportation Network

Peter Atkins atkin154@umn.eduBachelor of Science in ArchitectureCollege of DesignUniversity of Minnesota2012 Honors Design Thesis

With recent increases in bicycling rates, the need has developed in dense urban centers for new support infrastructure. Facilities that provide amenities for cyclists such as secure parking, showers, and repairs are crucial in cities trying to promote cycling as a sustain-able alternative to the automobile. This thesis aims to design such a facility that integrates cycling into Minneapoliss developing transportation network. Minneapolis is currently in the process of promoting walking, biking, and public transportation as viable forms of transportation to create a more balanced network, lessening its dependence on the auto-mobile. Despite recent investment in bicycling and transit, there remain gaps in the bicycle network and its interface with the public transit system. A site near the newly built Target Field in west downtown is currently at the intersection of this new transportation infrastruc-ture and is poised to become the central transportation hub within the city. It is the origin of the Northstar Commuter Rail and the Hiawatha Light Rail line that runs through downtown, as well as the under construction Central Corridor and proposed Southwest Light Rail and Bottineau lines. The regional Cedar Lake Bike trail passes through, connecting the western suburbs to downtown and the extensive Mississippi River parkway system. Despite this ap-parent intersection of routes, the bicycle trail is disconnected from the rail system by severe grade change and highway interchanges. This thesis will provide a detailed exploration of Minneapolis bike and transit network and then propose a design intervention in the form of a bike station to help facilitate connection between bicycling and transit.

Abstract

Table of Contents_02 Introduction_04 Literature Review_07 Emerging Typology of Bicycle Stations_19 Bikes and Minneapoliss Transportation Network_26 Target Field Site Analysis_34 North Loop Bike Park Design Proposal_50 Conclusion_52 Bibliography

Introduction

There are more people biking than ever before. Since 1977, cycling rates have more than tripled across the United States to over 4 billion annual trips in 2009 (Pucher Buehler, Seinen, 2011). Denser urban centers, rising fuel costs, the environmental movement, health consciousness, and new support infrastructure is making the bicycle an increasingly popular transportation choice for short trips. Cities across the world are competing to build the best bicycling network; an asset that represents a progressive, dynamic, healthy, and sustain-able city. One part of this new bicycling infrastructure is the development of full service bike facilities that provide secure parking, showers and lockers, repairs, and other amenities. These bike stations are beginning to become more common as cities develop alternative transportation infrastructure to alleviate the need of the personal automobile. In an era of rising fuel demands, support facilities such as these are crucial in encouraging cyclists and making the bicycle a viable transportation option. Often bicycle stations are located nearby or within other transit stations such as bus and rail, promoting the use of a combination of different transportation modes during ones commute. This extends the reach and coverage of any single transit route, thus enhancing the entire system. This project focuses on devel-oping a bike station that integrates cycling into Minneapolis growing transit network. This project has developed out of my own interest in bicycling and its role in the ur-ban environment. I am lucky enough to live in one of the top biking cities in North America; Minneapolis was named the number one bicycling city in America by Bicycle Magazine in 2010 (Americas Top 50, 2011). Minneapolis is currently in the process of expanding and updating its public transit infrastructure. New and proposed light rail and commuter train lines give Minneapolis commuters multiple transportation options that will dramatically change the way people navigate the city. I am already familiar with many aspects of Minne-apolis bike and transit system, but living in the city gives me a chance to revisit and explore the full range of transportation amenities available to residents. Being a cyclist myself, I experience many aspects of biking in Minneapolis first hand. Through participatory action research I can be actively involved in the biking community and can make observations based on riding my bike everyday as my primary form of transportation. For these reasons, I will be focusing my research and design in Minneapolis. Minneapolis has a very strong biking community with many knowledgeable mem-bers and existing facilities. I visited local bike shops and bike stations to gain an under-standing of the local system, documenting these facilities through photos and gleaning important information from workers and cyclists. Informal conversations with people involved in the use, management, and planning of the bicycling and transit system will be

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key in identifying the local needs of cyclists and commuters and will inform the location and design of a bike station in Minneapolis. Despite all of the recent development, successes, and strengths of Minneapolis transportation network, there remain gaps and obstacles in the system. This is especially true at some key points where disparate routes cross, but do not invite connection between modes. The insertion of a bicycle station at such a point near the newly built Target Field will provide direct access from the regional Cedar Lake bicycle trail to the Hiawatha Light Rail and Northstar Commuter rail lines, as well as other transit lines planned for the future. Ame-nities such as secure bicycle parking, showers, and lockers would provide a second level of support for commuters, at the same time creating social interactions between cyclists. The development of cycling culture and the visibility of the structure would help bring the idea of cycling as a main form of transportation to the general public. The main body of the project is divided into three parts. First, I investigate the de-velopment of the bike station as a new architectural typology in response to the growing demand for bicycle support facilities. Several case studies examine the amenities provided, architectural expression, and location. Next is an assessment of Minneapolis transit and bicycle network, infrastructure, and programs. This serves to locate a specific site within the city for a proposed bike station. The project culminates with a detailed design proposal for a bicycling facility in Minneapolis that encourages cyclists and promotes multi modal trans-portation.

Share of Workers Commuting by Bicycle Share of Workers Commuting by Transit

Literature Review

The popularity of cycling has varied greatly over time, and with it the volume of as-sociated literature. In the mid 1800s the first modern bicycle was developed. This brought on a fad-like craze of bicyclists who advocated strongly for paved roads in the Good Roads Movement. As cars developed in the early 20th century, supporters of the Good Roads Movement shifted from bikers to drivers. The move towards suburbanization in the United States led to the decline of the bike and the development of a driving culture and infrastruc-ture (Flink, 1990). As the environmental movement took off in the 1970s, cycling once again became a popular mode of transportation, offering many environmental and health benefits. During this time, as many European governments adopted more environmentally friendly policies, many books and articles (for example, see Urban Bikeway Design Collaborative, 1976, and Hudson, Levy, 1982) were written advocating bike use and how to design, plan, and adapt our automobile-focused urban centers to support and encourage bicycling. These infor-mative manuals mainly describe methods for approaching the design of bicycle lanes and paths, but they also touch on the importance of providing bicycle parking at destinations. A study in Baltimore during this time showed that 25% of cyclists have had their bike stolen at some point. Of those, 20% never resumed cycling (Hudson, Levy, 1982). They discuss design considerations such as location and geometry of outdoor parking racks, giving examples of the best ways to securely lock bicycles. They also mention secure parking facilities with lim-ited access, protected from theft and weather, in association with work places or transporta-tion hubs where bikes might be left for extended periods of time. While many European cities have embraced the bicycle, implementing progressive cycling policy and planning dating back to the 1970s, interest waned in the United States until only recently. Over the past 20 years, there has been a substantial increase in funding for cycling-related infrastructure and policy. In the United States, federal programs have increased annual funding for walking and biking from $5 million in 1990 to almost $1 billion in 2009 (Pucher, Buehler, Seinen, 2011). With rising fuel cost and environmental concerns, governments and cities are once again promoting cycling as a sustainable alternative to the automobile and integrating the bicycle into their transportation networks. With this new interest in cycling, new literature has appeared, documenting the increase in attention that bicycling is receiving. John Pucher is one of the leading writers

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The literature review locates the topic of bicycle related infrastructure in a historical and literary context. Though bicycling has had a long history, recent interest has renewed efforts to promote bicycling as a transportation tool.

on recent cycling trends (Pucher, Buehler, Seinen, 2011). His findings show that there is a renewed interest in cycling, with more and more people using bikes for short urban trips. Cities have begun adding more and more bicycle paths and parking as well. Studies show that the annual number of trips by bike in the United States has more than doubled in the past 10 years with indications of future increases. Pucher concedes that there are few rigor-ous studies on how parking issues affect the level of bicycle usage, but it is still an important aspect of cycling. Because of the currentness of the subject, little academic writing focuses directly on bicycle parking, bike-oriented architecture, and the emerging typology of bike parking facilities. Pucher also writes about the recent movement to integrate the bicycle with public transit in North America. Trips made with public transit increased by 38% in the United States between 1995 and 2008. Bike trips to work increased by 32% over a similar time period (Pucher, Buehler, 2009). Cities are catching on and actively promoting multi modal transportation, which is mutually beneficial to both bike and transit networks. Pucher cov-ers case studies of programs, policies, and infrastructure that several cities, including Min-neapolis, are implementing. He outlines several methods that are becoming recognized as facilitating integration of bicycling and public transit, one being the recent development of bicycle stations at transit hubs. With both bicycling and transit development being such current issues, urban plan-ning, architecture, design, sustainability websites and blogs contain the most up-to-date information on specific examples of new bicycle infrastructure and policy across the world.

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Federal Funding for Bike/Walk programs

Because bicycling and transit programs are in such a developing state, new information, projects, and policy are being published across the world every day. This new litera-ture on progressive projects forms the foun-dation on which my thesis builds. The result of this project will hopefully contribute to the growing body of work on bicycle infra-structure and to the development of bicycle station typology.

Annie Scheels winning entry of a BIKE center for Philadelphia for a competition hosted by the Delaware Valley Green Building Council.

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Emerging Typology of Bike Stations

With the increased interest in biking comes new infrastructure to support the un-precedented numbers of cyclists. Cities are continuously adding bikeways to expand the network and connect important destinations. However, one essential piece of the bike network that is often overlooked is parking. Just like drivers, cyclists must have adequate parking at their destination in order for them to ride their bikes. Transportation Alternatives, a bicycle advocacy group in New York City, ranks lack of secure bike parking as one of the main reasons for not riding along with safety concerns and bad drivers (Symmes, 2012).

Theft The main concern is theft. A study in Baltimore during the 1970s showed that 25% of cyclists have had their bike stolen at some point and of those, 20% never resumed cycling (Hudson, Levy 1982). Today, the issue of bicycle theft is just as bad. In 2010, the FBI reported that 204,000 bikes were stolen in U.S. However, Transportation Alternatives estimates that only one in four or five thefts is actually reported. They estimate that over a million bicycles are stolen annually in the U.S., worth up to $350 million (Symmes, 2012). As Patrick Symmes put it, In Americas rough streets, there are four forms of curren-cycash, sex, drugs, and bicycles. Of those, only one is routinely left outside unattended. Police officers in San Francisco estimate that around 90% of bicycle thieves sell the bikes to support a drug habit (Symmes, 2012). Bicycles are easy targets; they are easy to transport, hard to track and identify, as well as being composed of easily interchangeable components. The bottom line is that most people do not want to leave their bike outside for extended periods of time. People do not want to be worried if your bike will still be there at the end of the day, whether a wheel is missing, or if a wheel is the only thing left. Bike locks are getting better, but there is still no way to secure every single component on a bicycle. Its not uncommon to see rusted single wheels attached by a U lock to a rack, or a just a frame, stripped of all useful parts. If people have a safe place to store their bike, they are more likely to invest in a bicycle and take pride in riding.

Full service facilities that contain amenities such as secure bike parking, showers, lockers, and repairs are being developed to support growing numbers of cyclists and promote cycling as a viable transportation form. A study of precedents examines existing facilities and how ideas can be applied to Minneapolis.

_08 Parking Facilities To combat theft and promote bicycling, bike lockers and other more secure storage options began to appear. Bike lockers at transit stops and along the street are usually large plastic or metal bins that fully enclose a bike, keeping it out of visual and physical reach of thefts. Determined riders can rent these to add another level of security if they need to leave their bike for longer amounts of time. As the need grew for more secure bike parking options, larger scale facilities began to appear in Europe and Asia to accommodate large numbers of bicycles in city center or transit stations. One of the more documented bicycle parking ramps is the 2001 Fietsenstalling in Amsterdam. Commissioned by the local government in conjunction with the construction of a new metro train line, bus station, and pedestrian underpass, the goal was to centralize the thousands of bikes that cluttered the Centraal Station entrance plaza. The design is that of a 1960s car park ramp that has been adapted to bikes. Fietsenstalling is split into two parallel inclined decks to create a scissor section, or ramps sloping opposite directions. Each deck has double loaded parking with two-way circulation in the center. The decks are paved with the same red asphalt as the rest of the bikeways in Amsterdam to create con-tinuity between the street and parking structure. At 344 feet long, the Fietsenstalling can hold up to 2,500 bikes (Henley, 2007), and remains one of the largest single bike parking structures in the world. The ramp does not provide any other amenities besides bike park-ing, but still reaches capacity almost everyday. Transit users can leave their bikes there while utilizing bus and rail service at Centraal Station. In Europe, biking is made easier by higher density and decades of urban planning that actively discouraged the car, while promoting walking and bicycling. There, it is much more common and culturally mainstream to commute to work on a bike. Copenhagen boasts the highest rates of commuter cyclists, including over a third of all workers. Portland, Oregon, has the highest bicycle commuting rates in North America with 3.9%. (Minneapolis ranks a close 2nd with 3.8%) (Pucher, Buehler, 2009). The car is still the dominant form of transportation in the United States, but that is beginning to change as cities invest in new transit infrastructure. Because our suburban communities are so spread out, bicycling has taken a back seat until recently. Here, bicycling is much more of a niche phenomenon and sometimes almost cultish. To encourage more cycling in the United States, support facili-ties have surfaced to provide additional amenities for cyclists, making commuting by bicycle more convenient. Showers, lockers, and secure bicycle storage are opening cycling up to a wider range of people than would have considered it before. A nonprofit organization called Bikestation emerged in 1996 in Long Beach, Califor-nia. With a flagship facility that was based on European and Japanese models, Bikestation was the first facility in the United States to provide secure parking, showers and lockers, as

well as repair services and retail for commuter cyclists (About Bikestation, 2012). The facil-ity operates on a membership basis, where cyclists can purchase an annual pass for around $100, which gives them access to a secure parking area where their bike is safe from weath-er and theft. Members also have access to showers and lockers so they can clean up before work and store extra clothes and belongings. Tools are provided for members to handle minor adjustments on their own, but a full service bike shop is on site for major repairs or service. Bikestation has since expanded and helped to set up and operate similar bike facili-ties across North America.

Fietsenstalling, Amsterdam. 0pened in 2001, it provides parking for 2500 bicycles near the train station

Located on the corner of Millennium Park, the McDonalds Cycle Center is near both the lakeshore parkway as well as downtown.

_10 McDonalds Cycle Center, Chicago, IL Opened in 2004, the McDonalds Cycle Center is the largest bicycle parking facility in the United States and can hold up to 300 bicycles. It is located on the corner of Millen-nium Park in the Loop area of downtown Chicago, at a dynamic location on the edge of the lakeshore park system that extends up and down Lake Michigan. It provides connection between the regional trails and surrounding cities to the employment density of citys core. Additionally, it is inserted into the top levels of a parking ramp that extend under Millen-nium Park. It is located adjacent to Millennium Station, which is also below Millennium Park and is the terminal of two of Chicagos suburban rail lines (McDonald Cycle Center, 2009). Like Bike Station Long Beach, the McDonalds Cycle Center offers members secure bike parking, showers and lockers, repair and retail services, as well as bike rentals and a small coffee shop for refreshments. Daily passes are available and annual memberships cost $169, which is cheap when compared to average car parking passes in nearby ramps that average around $250 a month (Buy Parking, 2012). The cycle center is utilized by a range of bikers, from commuters who work in down-town and need a place park and shower before work, to recreational riders stopping in for a repair or replacement part, or tourists renting bikes to explore Chicago. A partnership with Bike and Roll, Chicagos rental and bike share program, provides rental to tourists as well as to commuters who ride to work, without the investment of a bike of their own. Designed by Muller&Muller, the steel and glass faade creates a transparent volume that puts the bicycles on display for the general public. The cycle center is connected to the park by both inclined paths and low slope stairs with a groove on the side for bike wheels. An automatic sliding door opens to cyclists so that they do not need to pull open a door while holding their bicycle. A two-story atrium connects an upper level with an underground level that houses the main program of the bike center. A low ramp wraps around the front of the atrium to the level beneath the upper terrace where the showers, locker rooms, repair area, and additional bicycle parking tucked below grade. Solar panels on the roof and the use of vines for passive shading further ex-press the commitment to sustainability and literally green image that the bike represents.

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Bikestation Washington, DC Bikestation Washington DC is an example of a facility that represents a modern and symbolic aesthetic. Located directly in front of the neoclassical Union Station, the bike station is sleek and aerodynamic; the glass and metal structure. It represents the top part of a bicycle wheel. An arced central spine (rim) runs down the center and is supported by angled tubes, or spokes (Union Station Bicycle Center, 2011). Smaller than the McDon-alds Cycle center, Bikestation Washington DC has about 125 secure bike parking spaces. It doesnt include showers, but it does provide repairs and bike rentals through Bike and Roll. Because of its close proximity to the train station, Bike Station Washington DC is in position to provide the next leg of transportation for people who take the train. Many commuters from outside of Washington, DC leave their bikes at the station so that they can take the train into the city, pick up their bike at the station, and finish their commute by bike. Con-versely, people can ride to the station leave their bike in a secure location, and use the train to reach farther destinations than would be practical on bike.

Bikestation Washington,DC takes its aerodynamic form from the bicycle wheel.

Midtown Bike Center, Minneapolis, MN Minneapolis currently has two full service bike facilities. The Midtown Bike Center is located along the very popular Midtown Greenway bike trail, which cuts through south Minneapolis along a reclaimed railroad line located in a trench. Below street level, it allows bicyclists to quickly traverse Minneapolis without being encumbered by car traffic. The bike center opened in 2005 and offers repairs, retail, and refreshments; secure parking, showers, and lockers are available to members. The bike center is run by Freewheel Bike Shop and is also home to the headquarters of Nice Ride MN, Minneapolis bike share program, and the Minneapolis Greenway Coalition, which advocates for biking and walking projects in Minne-apolis. The Midtown Bike Center has become a central hub to Minneapolis bike culture, but because of its location has not fulfilled expectations as a commuter cyclist resource. The Greenway is a major thoroughfare for both recreational and commuter cyclists, boasting some of the highest bicycle counts in Minneapolis, with an estimated daily average of over 2,500 cyclists during summer months (Bike Counts, 2010). However, the area around the bike center does not have high enough employment density to support a commuter hub. It is a stop along the way, but not a destination. There are a handful of dedicated commuters who swear by it, but for the most part the commuter amenities go unused. Mario Macaruso, the caf manager, said the bicycle center makes most of its money from repair, retail, and the caf (personal communication 5/2/12). In the winter there are about four dedicated cyclists who store their bikes and take advantage of the showers and lockers. In the summer this number jumps up to about 25 30, but still far short of the centers 200-bike capacity.

U of M Bike Center, Minneapolis, MN A new bike station on the University of Minnesota campus opened in September 2011, offers bicycling amenities to students, staff, and faculty. Located in the Oak Street parking ramp, the University of Minnesota Bike Center has 40 limited-access bicycle parking spaces for members and shower facilities in the parking garage. A small shop is run by the Hub Bicycle Company provides retail repairs, classes, and open shop nights where students can work on their bikes for free, with help from the mechanics. Moving into the first sum-mer of operation, the bike center already has over a dozen members who utilize the secure parking and shower facilities.

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U of M Bike Center utilized part of the lower level of the Oak Street Parking Garage

Midtown bike center. Provides limited access bicycle parking, retail, repair, and shower/ lockers

Lessons From Car Parks The rise of the bicycle in some ways parallels the history of the car. Initially the car was a toy, a luxury used for leisure drives and recreation. When the car became available to the masses in the1920s it transformed into a transportation tool rather than a novelty item. Soon there were more cars than could be could be parked on city streets. Thus began the development of the car parking structure. A new type arose that elevated the landscape vertically through ramps, planes, and spirals that allowed a great number of cars to be fit into a space that took up little surface area. In our car culture, these structures have become so prevalent that they exist in almost every urban area. The solid construction, geometry of ramps and planes, and many times utilitarian aesthetic make the parking structure easily recognizable to everybody. As bicycling becomes more and more common it is quite possible that eventually bicycle-parking structures could become as common as their automobile counterpart. The movement of cars and bicycles is very similar in the way that both utilize wheels for motion. Wheels require flat or slightly inclined surfaces where they can roll continuously without leaving the ground. This is a much different type of motion than walking, where we can easily step over a curb without much thought. A seemingly insignificant grade difference of a couple inches can create a barrier for bicycles. Car parks offer a large number of examples of how ramps and planes can be connected to form a path of continuous motion. There are three basic types of car parks (and for that matter bike parking ramps): Flat parking decks with remote ramped access, split-level ramps that connect in the center, and continu-ous ramps (Henley, 2007). Within these categories are variations and combinations, but all still exhibit the same smooth surface that connects circulation with parking. The use of inclined surfaces creates an architecture of obliquity, giving car parks the recognizable form of stacked, angled planes (Henley, 2007). It is likely that this efficient form would also define bicycle-parking facilities, just as Fietsenstalling begins to do. While bicycles and cars both move on wheels, their spatial needs are much different. Approximately 20 bicycles can be stored in the space it requires to park one car. Because bicycles are so light and narrow, the space needed for movement and turning is much less than that of cars. Some car parks do offer limited bicycle parking options, but that usually takes place near the ground level in the form of chain link bike corrals or enclosed lockers. It is true that many of the existing car parking structures could be transformed to accom-modate the increasing numbers of bicycles. While perhaps functional, the scale of car parks would feel oversized and cumbersome for bicycles. The development of new bicycle specif-ic-parking structures has begun that give considerations to the form and movement of the bicycle, as well as its sustainable and cultural connotations. This new development of bicycle-specific parking structures is illustrated by the case

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Stacked, inclined decks are characteristic of car parks Spiraling ramps provide access to flat parking decks Utilitarian structures maximize parking space

studies that I have covered. Fietsenstalling brings down the scale of the car park to that of the bicycle, putting them on display in form that is reminiscent of the car park. Facili-ties such as the McDonalds Cycle Center and Bike Station Washington DC create enclosure through modern design that displays the same progressive and sustainable qualities as those of the bicycle. Not only do these facilities provide limited access parking that keeps bicycles safe from theft and weather, but they also provide amenities to cyclists that further promote the use of bicycling. With added amenities such as showers, lockers, repair, retail, and refreshments these bike stations force interaction between cyclists. Unlike car parks where people go just to leave or retrieve their cars, bicycle stations foster a sense of com-munity. Often bike stations or shops become the place where cyclists hang out. They are a place to meet others who are passionate about cycling, a place to hold events, and the place that creates cycling culture.

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Comparison of Minneapolis/Saint Paul public transit system from 1914 to today

Bikes and Minneapoliss Transportation Network

Transit Routes Similar to bicycling, pubic transportation has gone through major swings in rider-ship, as transportation technologies have advanced. Beginning in the late 1800s through the 1940s, the streetcar was a popular mode of transportation. Before the rise of the per-sonal automobile, many cities built extensive streetcar networks that rivaled or far exceed their transit systems today. For example, the Twin Cities and surrounding area had 530 miles of streetcar service in the early 1900s (Carlos, 2012). Unfortunately, almost all of the tracks were removed or paved over as the car became the dominant form of transportation. Currently Minneapolis only has 52 miles of passenger rail service, but has plans to double that figure by 2025. 13.4% of Minneapolitans rode public transit to work in 2007 (Pucher, Buehler, 2009). Rebuilding and expanding the passenger rail network is just one of the ways Minneapolis plans to provide cheap and sustainable transportation alternatives to the car. Other projects include updating and expanding the citys bicycle system, as well as pedes-trian initiatives. This investment represents a commitment to sustainable transportation

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The transportation network encompasses all modes of transportation, each of which are most effective when used in combination with other modes. The use of bicycles with public transit is crucial in expanding the coverage area of public transit and the distance cyclists can travel. A study of Minneapoliss existing bike and transit infrastructure network will give insight on the location of major routes and where the opportunity exists for integration between bikes and transit.

and the transformation of Minneapolis into a modern city that will not depend on cheap fuel. It is essential that these new projects address the issues of multi-modal transit and the interface between bicycles and transit if they are going to be successful. Minneapolis has two existing pas-senger rail lines; both terminating at a site in west downtown near Target Field. The Hiawatha Light Rail line was opened in 2004 and runs 12 miles from Target Field, through downtown to the MSP international airport and the Mall of America in Bloomlington. In 2010 the Hiawatha line totaled 10.5 million rides (Metro Transit Fact Sheet, 2012). The

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0.2 sq mi7.1 sq mi

Five minutes walking = 0.25 milesFive minutes biking = 1.5 miles

Extending the coverage area of public transit

new Northstar Commuter provides morning and evening rush hour service between Minne-apolis and Big Lake, 40 miles to the north. On the weekends the train operates throughout the day, helping provide transportation for sporting events and other attraction in Minneap-olis. In 2010, 710,400 rides were taken on the Northstar Line, 21% below projections (Doyle, 2011). However, additional rail lines are planned and under construction that will bring more transit riders to the Target Field Station, potentially boosting ridership for all lines. The Central Corridor Light Rail line is scheduled to open in 2014. It will run 11 miles, from Target Field, through downtown Minneapolis and the University of Minnesota, to downtown Saint Paul. The proposed Southwest light rail, scheduled to be completed by 2018, will connect to other LRT lines near Target Field and serve southwest Minneapolis, St. Louis Park, Hopkins, and Eden Prairie. Additionally, a major bus station located a block away in Ramp B, provides another option for transit. Multiple passenger rail lines and bus routes converge near Target Field, making it a critical convergence point in Minneapolis. The regional Cedar Lake Trail passes directly under Target Field Station and could provide the link to integrate bicycles into Minneapolis transit network at this critical convergence point. The Cedar Lake Trail is primarily a commuter and recreational cycling route that runs from the southwest suburbs through the northern edge of downtown and connects to West River Parkway at the Mississippi River. Locating a bicycle station at this point would greatly increase the opportunity for multi modal transportation and allow cyclists to more easily combine their commute with other forms of transit, greatly increasing the distance they can travel. The vast majority of people who use public transit walk to the station and then walk from their stop to the destination. The rule of thumb in transit planning is that the average person is willing to walk 5 minutes, or a quarter mile, to reach the closest transit stop (Walk-er, 2011). However, in the same amount of time, one can travel 1.5 miles or farther on a bike. This increases the effective radius of a transit stop from .25 miles to 1.5 miles, increasing the coverage area by a factor of 35, from .2 square miles walking to 7.2 square miles on a bi-

Route 10 - 465 bikes

Top 5 Bus Routes that picked up bikes dur-ing study period

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1-249 250-499 500-999 1000-7000Existing Route Planned Route Top stops for bikes 924 bikes703573476465 Top stops for bikes

cycle. Because of this dramatic increase in coverage area, many cities and transit programs are now allowing bikes on busses and trains. This makes their system farther-reaching and more effective. Distance and inclement weather are barriers for cyclists. Being able to use transit to augment parts of their ride allows cyclists to cover a much greater distance quickly or continue to ride in poor weather conditions. Minneapolis Metro Transit system currently has two bike racks installed on the front of every bus and in every light rail car. Regional bus authorities are also equipped with bi-cycle racks on board their busses. Each year Metro Transit does a study to count the number of bicycles that are brought on to city busses and light rail. During the study period driv-ers count the number of bikes taken on, and at which stops bikes are taken off. They also count how many times bikers are turned down because of full racks. Drivers can now allow more bicycles inside the bus at their discretion. Because of increases in bike-transit use, Metro Transit is considering adding a third rack on the front of their busses. Counts from 2008 indicate that an average of 870 bikes are loaded on city busses during each weekday (Bike Update, 2008). The racks that are used on Metro Transit busses are also located at the Midtown Bike Center and a few other bike shops around the city so that people can practice loading a bike onto the rack. This allows people to feel more comfortable, showing them how easy it is to combine their ride with the bus system. The Hiawatha Light Rail also allows bicycles onboard all train cars. Bicycles onboard increased 41% between 2006 and 2007, with each trip averaging 2.5 bicycles (Bike Update, 2008). Each car is equipped with upright bicycle racks near the doors so that the bikes are out of the way while people move on and off of the train. This example of bike racks be-

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Bike rack on Metro Transit Bus

Bicycling Infrastructure In 2010, Minneapolis was named the number one bicycling city in America by Bicycle Magazine (Americas Top 50, 2011). Each year Bicycle Magazine, one of the major main-stream cycling publications, does a survey of American cities biking networks, based on infrastructure, policy, and atmosphere of cycling. Minneapolis beat out Portland, OR, which was previously considered by many to be the top bicycling city in the United States. Even though Minneapoliss work to create a progressive and comprehensive bicycling system has gained international recognition, there are still many gaps and barriers that must be overcome for further improvement. An in depth look at the current bicycling infrastructure identifies needed amenities and areas of poor connection. Minneapolis has 85 miles of off-street bike paths, which anchor the bikeway network within the city. The regional Kenilworth Trail and Cedar Lake Trail enter Minneapolis on the west side and continue up to the river parkway trails, which extend for miles up and down either side of the Mississippi River. The Hiawatha Trail cuts diagonally southeast along the eastern side of Minneapolis, and the Greenway connects back across the southern part of the city to Uptown and the lakes area, while Minnehaha Creek Trail completes the loop far-ther south. Traversed by both recreational and commuter cyclists, this network of off-street paths rings downtown and allows cyclists to quickly traverse the city without the worry of car traffic or having to stop for traffic lights. A developing network of on-street bike lanes is ever expanding to make it easier for bicycles to move though the city between nodes of activity and important destinations. From 2000 2009, the city added 32.3 miles of bikeways (Minneapolis Bicycle Master Plan, 2011), but has ambitious plans to greatly increase the amount of bikeways by 2040. The Minneapolis Bicycle Master Plan identifies gaps and obstacles in the current network and outlines 122 projects that would add 183 miles of bikeways at a cost of almost $270 million. Funding for these projects come from a variety of sources, including federal bike and walk programs, state bonds, the DNR, as well as private and corporate donations. The completion of these projects would ensure that all Minneapolis residents are within one mile of a bike trail, half a mile from a bike lane, and within a quarter mile of a signed bike route. Minneap-olis Bicycle Master Plan aims to greatly increase access to bikeways and overall connectivity. While there is no explicit policy to connect bicycle routes to transit stops, city officials stress the importance of bicycle routes that feed into public transit stops (Pucher, Buehler, 2009).

ing designed within each train car highlights the range of scales of design that need to be executed for full integration of public transit and bicycles. Design needs to encompass the city scale of the bike network and access to transit stops, down to how bikes actually enter the train and how they are stored on a busy train.

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Nice Ride Docking Station

Many of these bikeways are on street lanes, which are cheaper and quicker to imple-ment (approximately $30,000-$50,000 per mile compared to $3,000,000 per mile for off-street paths). This also represents a shift of focus from recreational cycling to more utilitarian cy-cling. These on-street lanes are often more effective at reaching practical destinations and often coincide with bus transit stops. Also included in the plan is the expansion of the citys bicycle parking racks and policy. In 2008 Minneapolis had 16,600 bicycle parking spots, the most per capita in North America. This includes 271 racks and 226 lockers at transit station. Each year Minneapolis has been adding approximately 1000 new bike racks on sidewalks to further their lead in total bicycle parking. While more bike racks are always needed, they are still exposed and leave bike vulnerable to theft. Nice Ride MN is the metro areas bike share program that now serves both Minneapo-lis and St. Paul. The nonprofit started in 2010 and has expanded to a fleet of over 1200 bikes and 116 stations across Minneapolis and Saint Paul, connecting the downtowns of both cities (About Nice Ride, 2012). For a minimal fee or annual membership, the recognizable bright green bikes can be rented from automated stations and returned to any other Nice Ride station. The system was modeled on the Bixi share program in Montreal and has been very successful in Minneapolis, with users logging 217,000 trips in 2011 (About Nice Ride, 2012). Most of these trips take place in the dense downtown area. Nice Ride MN provides new infor-mation on bicycling trends, routes, and destinations within the city. A mapping of user-ship rates indicates areas where bicycling rates are high and the opportunity to connect these des-tinations or adjust the location of stations. Nice Ride stations are located along prominent bicycle routes and at popular destina-tions, as well as nearby bus and LRT stops to promote mode share. Nice Ride and Metro Transit organize some promotional trades, such as posting advertise-ments for Nice Ride on busses and Metro Transit schedules at Nice Ride Stations. However, according to Mitch Vars, an I.T. director for Nice Ride, there are no current plans for techni-cal integration between Metro Transit and Nice Ride (personal communication, 2/28/12). A single transit pass that would give commuters access to both the bike share program and the city bus and rail system would be ideal in creating a seamless connection between modes. An integrated system like this could greatly increase the amount of multi modal transporta-tion in Minneapolis, promoting the use of both Nice Ride and Metro Transit. Studies have found that promoting multi modal transportation is mutually beneficial for all modes of transportation involved. Often times separate transit providers are worried about promoting connection to other providers because of competition. They are worried that cooperation would cause a drop in ridership, but many times, the opposite is true. Min-neapolis needs to actively plan bicycle ways that connect directly to transit stops. This is especially evident in the at Target Field Station, were the Cedar Lake Bike Path is very discon-nected from the passenger rail lines.

Proposed Bike Station

Midtown Bike Center

U of M Bike Center

North Loop Bike Park

Midtown Bike Center

U of M Bike Center

Nice Ride MN stations and rental distribution Existing Bikeway and Rail Infrastructure Transportation infrastructure composite

Passenger Rail Bikeways Bike Stations

Target Field Site Analysis

Interchange Project The site at Target Field already contains several of the regions major transit lines and has the potential to develop into the Minneapolis central transportation hub. It is the origin of the Hiawatha Light Rail and Northstar Commuter Rail and currently sees almost 250 train arrivals and departures every day. The Central Corridor Light Rail, scheduled to open in 2014, provides direct access to downtown Saint Paul and will add an additional 250 daily arrivals and departures (Hennepin County Interchange, 2012). Several other proposed rail lines, such as the Southwest Light Rail (2018), Bottineau line, and potentially high speed rail, will also connect at this site, potentially bringing 20,000 passengers through daily (Henne-pin County Interchange, 2012). Hennepin County and the Metropolitan Council are currently in the process of devel-oping a design for a transit facility that would be the primary multi modal transit hub in Min-neapolis, and one of two hubs that would support the Twin Cities regional transportation network. Dubbed the Interchange, a three-part terrace would step down from the North-east side of Target Field, providing open public space, loading areas for LRT, and parking underneath. Currently, project teams of architects and landscape architects are submitting proposals for the design and programming of these terraces. The goal of the interchange is to create a transit facility that is a defining landmark and gateway to Minneapolis, a local activity center, and a catalyst for growth and development in the surrounding community (Hennepin County Interchange, 2012). Slated to open with the Central Corridor Line in 2014, the Interchange will be instrumental in facilitating multi modal transportation in the Twin Cities. While my project is separate from the Interchange, it shares several of the same ob-jectives. It is sited in the same general area as the Interchange because of the dynamic con-fluence of transit lines and the potential for the site to grow into a major multi modal trans-portation center, as well as the potential for future development. However, the purpose of the interchange is to provide an all-encompassing facility and public space for transit users, while the focus of my project is on the bike. Still welcoming all transit users, my design of a bike station will provide cyclist specific amenities and incorporate the bike into Minneapolis

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The site at Target Field is in the heart of an industrial area currently in transition to more com-mercial and residential uses. It is the intersection of major transit and bike routes, with the potential to become the primary multi modal transit hub in Minneapolis. Currently, severe grade separation creates a barrier between transit and the adjacent bike path. Analysis of the site and surrounding area will provide base knowledge on which the design can build.

Target Field Site Analysis

Hennepin County Interchange. Conceptual drawings of basic layout.

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Residential

Transportation

Educational/Institutional

Entertainment/Cultural

Parking

Commercial/Mixed Use

General Industrial

Light Industrial

Land Use Map

larger transportation network. Because of the central importance of the bike in my project, I decided to focus on the northeast side of Target Field, parallel to 5th St. and directly ad-jacent to the Cedar Lake Trail. Here, it is possible to vertically connect the Cedar Lake Trail with 5th Street, thus connecting the bike to the Hiawatha LRT line and provide access to the Northstar platform. The main goal of my design is to provide a facility for cyclists and pro-mote the use of the bicycle in conjunction with transit. Like the Interchange, my bike sta-tion is intended to activate community and encourage redevelopment nearby.

Site Description The Target Field site is located on the west side of Downtown Minneapolis in the North Loop District. It is in the heart of what is also called the Warehouse District, character-ized by historic brick warehouse buildings left from Minneapolis former flour milling era. Today, many of the surrounding warehouses have been repurposed for commercial and residential uses. Target Field is on the edge where commercial and entertainment land uses transition into industrial. Hennepin Avenue and 1st Avenue, two blocks east, are home to many of Minneapolis theaters, music venues, and restaurants. The Orpheum, State Theater, and First Avenue, bring in crowds of people to see theatrical performances and musical acts all year long. Just three blocks from the Target Field, is Target Center, home to Minnesotas professional basketball teams, the Timberwolves and the Lynx. Target Field itself brings some of the largest crowds to the area. The Minnesota Twins hold 81 home games at Target Field each season, averaging 40,000 fans per game (2011 MLB Attendance, 2012). To support the entertainment activity and employment, there are numerous parking

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Cedar Lake Trail Northstar Boarding Platform

5th St. Hiawatha Light Rail1. 2.

3. 4.

Site Map

1. 2.

3. 4.

CarNorthstarHiawatha LRTCedar Lake TrailShortest path from Cedar Lake trail to the surface of 5th

Site Movement Diagram

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garages in the area that hold thousands of cars. Highway exchanges also add to the auto-mobile infrastructure in the area. Interstate 394 empties into the city streets just a block east of Target Field, and Interstate 94 passes by few blocks west of Target Field. The area is full of complex on and off ramps, under and overpasses, and curving roadways that connect the highways with the parking and downtown. The grade changes of street levels, combined with fast traffic, make bicycling in the area difficult and dangerous. A Burlington Northern Santa Fe freight track passes underneath the plaza on the west side of Target Field in a lowered railroad grade. The track continues north to eventu-ally cross the Mississippi River. The Northstar Commuter Rail runs on these tracks and the boarding platform is only accessible by stairs and escalators to the upper plaza through Target Field Station. The regional Cedar Lake Bike Trail runs parallel to the train tracks on the same grade. This location offers the potential to connect to both the Hiawatha LRT and the Northstar commuter lines, but currently there is no direct connection. The Northstar plat-form and bike trail are side-by-side, but separated by a 7-foot tall fence. Understandably for safety reasons, Metro Transit does not want bicyclists and pedestrians crossing the railroad tracks at grade to get to the Northstar Platform. The Hiawatha LRT stop is visible overhead on the elevated 5th Street, but there are no indications of how to reach it. The vertical distance between the Cedar Lake Trail and the surface of 5th St. is 43 feet at the point where the trail and street cross. However, to get onto 5th St. from the Cedar Lake Trail, cyclists must travel horizontally almost 5 blocks. Way finding is particularly bad at this point, and someone who is not familiar with the area would have a difficult time navi-gating. The first obstacle cyclists encounter is the curb of the parking lot. One must either dismount to cross the curb or find one the very small cuts in the curb. Once in the parking lot, one must locate the access road about 2 blocks down that leads up onto 3rd avenue, which runs perpendicular to 5th street. Cyclist must circumnavigate the two blocks of mixed-use warehouse buildings and make their way onto 5th St. From 5th St. one can now access the LRT station and the Target Field Station that lead down to the Northstar platform. Extending north from 5th St. and Target Field is an expansive parking lot that takes up almost two entire blocks. Many of these spaces are dedicated to Park and Ride, the busi-nesses along 5th Avenue, and the Twins Stadium. Flying across and over the slightly de-pressed parking lot are several overpasses that connect downtown to Interstate 94 a short distance to the west. This expanse of paving is an open pocket in the middle of a former industrial zone. There is no doubt that with increasing property values and new transit lines, this area will soon be developed. It is my hope that an intervention along the 5th St. edge of the parking lot will activate the space and promote sensitive development.

North Loop Bike Park Design Proposal_34

My design for the North Loop Bike Park is a synthesis of the preceding research on bicycle stations, Minneapoliss Transportation network, and the influences of the Target Field site. The design proposal gave me a chance to apply some of the ideas from the research to a local site that currently has a lack of connection, but great potential for connection to the urban fabric and the cities public transportation. With rising trends of bicycling not just for recreation, but also as a transportation tool, the goal of this design was to provide a piece of infrastructure, that promotes bicycling as a viable transportation mode. Beginning with the choice of site, I was able to distill the design into three main requirements, each building off of each other, to help guide the design.

Connection: The most important function of the design is connection between the Cedar Lake Bike Trail and 5th Street. The site was chosen because of the lack of connection be-tween the trail and the city streets and the opportunity to directly connect the bike path with Minneapoliss public transportation system. It was important that cyclists should be able to negotiate the grade difference without having to dismount their bike and interrupt the flow of motion.

Amenities: In order to maintain high levels of cyclists there needs to be adequate support facilities beyond just bikeways. Research on the emerging typology of bicycle stations and the typologies of different cyclists lent insight into what kind of amenities might be pro-vided. Because of the concern of theft, secure bicycle parking is essential to incorporate into the design. Showers, lockers, retail, repair, and refreshments are also important amenities to help encourage cyclists.

Interaction: When amenities are provided, the space would become a destination rather than simply an area of transition. Cyclists will interact with other cyclists who also use the facility, building camaraderie and cycling culture. The facility would be a place of informal interaction on a daily basis and also provide space for bicycling related events that would get people interested and excited about bicycling, ingraining cycling into peoples personal lives as well as into the general public.

The design for a Bicycle facility at Target Field integrates the bike system with the citys public transit network. It promotes bicycling as a viable form of transportation by creating a hub for connection, amenities, and social interaction.

North Loop Bike Park Design Proposal

Aerial perspecitve of the North Loop Bike Park

_36 Bicyclist Type StudyAfter determining the site of the station, specific programmatic elements of the bicycle sta-tion needed to be addressed. A study of cyclist types provided insight into both possible us-ers of the bike station and what unique needs each type would have. I identified five major groups of bicyclists: commuters, messengers, errand runners, recreational/training riders, and weekend recreational riders. This exercise was also useful for helping locate the program within the structure. The majority of bikers would be coming to the bike station from the Cedar Lake Trail; this includes commuters coming in from outlying areas, from the northeast and southwest, as well as recreational riders who may not have reason to venture into downtown. Messengers who work in the downtown area, errand runners, and some commuters would access the facility from 5th Street, either to reach the rail lines or simply continue through to the Cedar Lake trail. It makes sense to locate most of the bike-specific programs at trail level, such as the repair shop and bike storage. As one moves up through the structure to reach the 5th Street level, the program would cater to a larger range of visitors, containing features such as a caf, lounge area, and perhaps a gallery to display bike or transit-related exhibitions.

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Bike Parking RetailRepairs Lockers Showers Refreshments Water Rest rooms Lounge

Commuter cyclists use their bike as the main form of transportation to and from work. Min-neapolis has the second highest commuter rates in the nation, with about 3.8% of commuters (PU-CHER) cycling to work. Generally commuters are prepared for all types of weather. The primary bike amenities of the bike station would cater to the commuter. Secure bike storage is essential during the time commuters spend at work. Showers and lockers provide a place to clean up after their ride, before continuing on to work. Repairs, retail, and refreshments provide additional amenities that commuters may use, such as grabbing a coffee before work or getting a bike tune-up while at work.

Messengers ride their bikes for their job, providing quick delivery of envelopes, packages, or food. It was the bike messenger who popularized the use of fixed-gear track bikes on the street and has contributed a lot to the image of urban cyclist and the subculture. Like their riders, these bikes have only one speed, --fast. Messengers would utilize the bike station in a similar manner as com-muters, though perhaps not needing a storage space, since their day at work is spent on their bike. They would use the facility more as a lounge to go while on break, if they needed to freshen up, buy a part and have some work done on their bike, or buy some food.

The errand runner is more of a casual rider who utilizes their bike to speed up a trip to gro-cery store, bank, or library. Unlike commuters and messengers, the bike station is not the destination for errand runners. An errand runner would utilize the bike station as another stop along their way, perhaps picking up a coffee or using the rest room before continuing on to check items off of their to-do list.

There are two types of recreational riders, those who go fast and those who go slow. Fast recreational cyclists, who ride for the sport and as a way to train, would see the bike center as a rest stop, using the bathroom, filling up water bottles, or meeting other riders. The Cedar Lake Trail is part of a popular loop that takes riders from the lakes area up to the Mississippi River and back down. The bike shop would also offer a convenient place to pick a part or change a flat tire.

Slower, weekend recreational riders are those who ride for fun, on the weekend, with kids, and without the aero suit. Like the faster recreational riders, this would be a rest point to use the rest rooms, get water, and maybe a snack before continuing on to the riverfront or lakes. They really have no need for showers, lockers, or bike storage

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Lounge

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Switch-back ramps

Ramp Form Development Inspiration for the ramp form of the design came from the study of local precedents along the Midtown Greenway. As discussed previously, the Greenway runs through Minne-apolis below street level in an abandoned railroad grade. On the Greenway, the city streets cross overhead perpendicular to the bike path. One simple and effective strategy employed on the Greenway for connecting the approximately 20 to 30 feet of grade difference is the use of ramps running alongside the bike path up to street level. Depending on the available space and the required height, these ramps are one long run or switchback to gain enough length to keep the ramp at an even, shallow slope. The ramps are wide, 9 feet for biking lanes, with ample shoulders. The open, visible design allows cyclists to see the entire length of the ramp and others who are riding up or down the ramps. A very similar condition exists along the Cedar Lake Trail, which also runs below grade alongside railroad tracks as it passes underneath Target Field. By running ramps paral-lel to 5th street it became possible to reach street level in three switchbacks at an 8% slope to also meet ADA accessibility standards. In the case of the Greenway, the ramps were cut into the earthen bank that forms the sides of the sunken railroad grade. However, 5th St. is already raised above grade with a void underneath. As the ramps rise, additional space is created beneath. Programmatic elements can be fit underneath the ramps and in the spaces where the ramps switch back. A third move to pull the switchbacks apart eases the sharp corners of the switchback and allows bicyclists to maintain a higher speed while navigating the ramps. This pulling apart also creates more space beneath the ramps and allows daylight to reach that space. The result is two parallel ramps with an angled ramp in the center connecting them. The system of ramps that provides circulation became the basic form of the structure, clearly expressing the function of the facility as a device for movement.

Flat path Extrude into ramp Fold into switchback Pull apart corners

Midtown Greenway off ramps

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Interior Ramps - Bike Parking Exterior Circulation - Connection to interior ramps and 5th Street

Design Development The Target field site is very complex. The grade separation issue is made more diffi-cult by the curving surface of 5th street as it arcs over the Cedar Lake Bike Trail. At the high-est point near the center of the span, 5th Street is approximately 34 feet above the surface of the bike trail. From there it slopes down to about 24 feet on the east side and 30 feet on the west side near the Ford Center. In order to create enough space beneath the ramps for usable space, they have to rise high enough in each run. A system of ramps that rise to 12 feet, with a landing at six feet works both to create usable space and also meet 5th Street at a couple different heights. A fourth surface is inserted between the ramps and 5th street to help negotiate connection between the two. On the east side this piece starts at street level, 24 feet, and then slopes up to 30 feet. At 30 feet it is also able to connect to street level at the center of the ramp system. From there it extends flat to meet the west end of the span near the Ford Center to provide a third connection point to the curved 5th Street. This area, which is slightly below the top of the arc of 5th street, provides a space off of the street for public bike parking beneath the canopy of an alee of trees. At 12-foot rises, there is room beneath the exterior ramps for an interior set of ramps with 10 foot ceiling and two feet for structure. 10 feet is the desired overhead height for ramps where bicyclists will be riding. This height allows the space to be used for secure bicycle storage. The ramps themselves are 18 feet wide; five feet on either side for structure, glazing and vertical bike storage, leaving eight feet for two-way circulation down the center. The bike rack is based on Deros (local Minneapolis company that specializes in bicycle park-ing racks) Space Saver model, and attached to the mullions, which also support the glazing.

30 ft

34 ft

24 ft

Vertical Circulation Program

The rack design is a simple loop with a protruding hook at the top. One hangs the front wheel from the hook and can lock the front wheel and the frame to the metal loop. Room for 300 secure bike parking spaces are included in these two ramps. Many of the bicycle station precedents that I looked at were located on flat ground. Only in Fietsenstalling does the ramp and inclined plane play a major role. Fietsenstalling, as well as many examples of car parking ramps, were useful to study the use and interaction of ramps. My design incorporates the split-level method, where one can cross between ramp levels at the center of the run. In the middle of each run of ramps there is landing with a platform that connects it to the adjacent level. In this way, through bifurcation, there is in-teraction between the exterior circulation of the ramps and the interior ramps that carry the secure bicycle parking. The bike parking can be accessed from the east side of 5th street, as well as at two point where landings at the center of the ramps allow interaction between the exterior and interior set of ramps. The split-level design also allows the utilization of inclined surfaces that combine circulation with program. Stair and elevator vertical circulation allows more direct movement by foot. This vertical circulation connects to the end landings of the switchbacks to provide quick routes for cyclists to move up to street level after leaving their bike, or returning to their bike. Additional program is fit into these spaces at the ends of the switchbacks, and in the void beneath the ramps and 5th Street.

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Public Terrace with food and beverage vendors

Connection to the Northstar Platform

Outdoor bike parking

Public Terrace

Northstar Platform

Hiawatha LRT Platform

Crosswalk

Target Field Station

Site Plan 1/64 = 1

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Secure Bike Parking

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Level 2 Plan: 1/16 = 1

Gallery/Event Space

Northstar Platform

Secure Bike Parking

Retail/Repair Shop

Flexible Storage/Event

Public Bathrooms

Conference Room

Locker Room/Showers

Commuter Repair Area

Commuter Lounge

First Floor Plan 1/64 = 1 Second Floor Plan 1/64 = 1

Driving lane to Target Fieldmaintenance area

City Ground Bike Gallery

Overpass Skate Park, Hopkins, MN

Red Bull Mini Drome

Gold Sprints

Program and Layout The exterior ramp system provides a smooth transition from the Cedar Lake Trail to 5th Street above. Outdoor public bike parking runs parallel to 5th street, providing over 300 parking spaces interspersed by trees to provide shade and green to a very heavily paved area of downtown. A public terrace extends over the Northstar Platform and connects to Target Field Station via a cross walk. This terrace holds tables, chairs, and a shelter for ven-dors tucked into the public bike parking. The idea is that different vendors could set up depending on the time of day or event. Food vendors could provide coffee and quick meals for commuters on the go. In the evening perhaps more food options become available and a bar opens to serve drinks. Beer goes well with both baseball and bicycling. Bicycling connection to the Northstar Platform is provided by a second ramp system that loops around the supports for the overpasses for 3rd and 4th streets as they cross the train tracks. Separating this ramp from the main Bike Park allowed greater freedom on the upper terrace. Like the main Bike Park, these ramps hug existing infrastructure to minimize their footprint and become an extension of the urban fabric. The ramps also aid in framing the entire site and referencing the linear and perpendicular transportation routes. The main floor of the Bike Park holds the large, open gallery and event space, cycling and transportation information, and the retail and repair shop. A public bathroom and water fountain is also located adjacent to the bike path so that it is possible to quickly use the rest room or fill up a water bottle without having to enter the main facility. The main en-trance to opens up the Gallery, which occupies the space beneath the ramps. Despite facing northeast, the large triangular skylights allow ample daylighting. The tall space allows views into the bicycle parking storage and out to the exterior ramp system, allowing visitors to see activity as cyclists traverse the ramps. The idea is that the area could host bicycle related exhibitions or artwork such as Artcrank. Artcrank is an already established event where local artists create bicycle themed posters. To either side of the entrance are the information area and the bicycle shop that provides retail of bikes, parts, and accessories, as well as repair services. On the 5th Street edge of the gallery are flexible storage spaces tucked underneath the existing roadway. Large sliding doors could be opened to make these spaces part of the Gallery and could be used as additional exhibition space or for special events and activities. Perhaps a BMX halfpipe fits into this space, or maybe a tiny velodrome for Red Bulls Mini Drome Event. The Mini Drome takes a traditional track racing velodrome and compresses it into 45 feet, where cyclists compete for the fastest lap (Red Bull Mini Drome, 2011). Although not directly related to bicycle commuting, events such as these bring cyclists together, contributing to a strong and vibrant cycling community. They would help people become interested and excited about bicycling, with the hope to establish cycling

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Gallery/Event Space

_48 as an integral part of social life. Integrating cycling into peoples social lives is key to getting them to make riding a daily activity and thus a viable transportation tool. One measure of success for the Bike Park would be its use not only for the connection and amenities it pro-vides, but also for the social aspect of bicyclist just hanging out. The second level of the Bike Park includes more private areas for administration and users. On the east end of the facility is a large conference room for presentations and meet-ings. The west side of the second level holds amenities for cyclists such as the showers and lockers, lounge, and self repair area. Most bike stations sell memberships to cyclists who then have unlimited access to secure bike parking, showers, and the other amenities. The North Loop Bike Park would also operate in this manner, reserving amenities for members or those with day passes. The member area is separated from the main public gallery below, with key card access to maintain security. It is located on the switchback of the bicycle park-ing ramp to provide easy access for commuters coming from both 5th Street or Cedar Lake Trail. A small lounge provides a place for cyclists to hangout or wait for a train. The repair area includes repair stands and specialized tools that allow bicyclists to make repairs and adjustments to their own bikes. The bike shop is able to perform more specialized repairs. Stairs and an elevator provide quick access to 5th Street and the terrace with the refresh-ment vendors. In a typical day, a commuter cyclist might enter the bike parking from Cedar Lake Bike Trail after riding in their home in Southwest Minneapolis. After parking their bike in the secure storage area, they may shower and change into a fresh pair of clothes that they keep stored in their locker. From there they can move up to the public terrace and grab a cup of coffee before crossing the street and catching a light rail into downtown to their office.

Section 1/32 = 1

Image The North Loop Bike Parks ramps bridge the grade separation between the Cedar Lake Bike Trail and 5th Street, creating direct access from the bike path to public transit and at the same time creating space for cycling amenities. Connection and amenities create a hub for bicycling activities that would bring cyclists together, strengthening Minneapoliss cycling community. The architectural expression merges the form and function to directly relate to the bicycle. The form facilitates flow, motion, and connection between disparate modes of transportation. The use of ramps and low profile references the motion and aero-dynamic feel of cycling. The name, North Loop Bike Park, attempts to combines ideas of a parking structure of that of a public park. Trees and vegetation reinforce the concept of parking within a park, adding a green infrastructural piece that stands out in a blighted, industrial zone. The green vegetation symbolically represents the sustainable nature of bi-cycle transportation. Functionally, the plants serve to retain and filter rainwater to drain the ramps and reduce runoff. In whole, the North Loop Bike Park displays the image of dynamic, progressive, and sustainable transportation infrastructure. My design contributes to the development of a typology of bicycle stations and could serve as a precedent for the devel-opment of other bicycling related infrastructure.

Conclusion The bicycle is now rapidly becoming not only a sustainable transportation option, but a viable alternative to the personal automobile. Denser cities and new support infra-structure are making it easier and easier to get around on a bicycle, from recreation, to getting groceries, or even commuting to work daily. The recent development of full-service bicycle stations is a product of the trend toward bicycle use as a transportation tool. Better bike facilities will continue to be important in stimulating alternatives to our current depen-dence on cars, helping support an economical mode of transportation, and alleviating traffic congestion. The proposal for a bike station at Target Field is a strategy for integrating the bicycle into the larger transit network, providing amenities that would encourage cyclists, and in-teraction to bolster the cycling community. As an efficient, individual transportation device, the bicycle is the customizable link between fixed transit routes and destinations. The site at Target Field is an obvious choice because of the current confluence of routes and the current lack of connection between the Cedar Lake Trail and the Hiawatha and Northstar rail lines. The site is of such importance because it is already the transition point from re-gional routes to the intercity transportation system and vice versa. Routes currently under construction and planned for the near future will pass through this site, further centralizing Minneapoliss and the Twin Cities public transportation into one location. It presents great potential for the future development of the city in response to this new transportation infra-structure. The proposed Interchange project will provide support and amenities for the large number of people who will pass through every day. Whatever is built there must be able to facilitate multi-modal travel and connection between disparate routes at that point. It must be able to adapt to the addition of future transit lines and modes at that location and take into account the growth and development of the city around it. Redevelopment of Min-neapolis Warehouse District is currently moving west toward Target Field. The warehouse district and industrial zone offer open spaces and under-utilized buildings that will most likely be developed for residential and commercial uses in the next couple of years. The In-terchange project is likely to be a catalyst for this development, creating housing, shopping, and entertainment options that are easily accessible from the entire metro area. As we approach the depletion of many natural resources, it is essential that we are able to make the transition from fossil fuels to more sustainable energy options. Whether this is done willing, or not, it will happen. The personal automobile may become a thing of the past. Bicycling and mass public transit will be crucial for our mobility. The bicycle has survived relatively unchanged for over a hundred years. During this time, we have made

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Conclusion substantial technological advances, from the invention of the automobile and airplane, to space travel. Though a simple machine, the bicycle remains one of the most efficient modes of transportation. It is possible that the bike will outlive the automobile as a popular form of transportation. Though new, efficient transportation options maybe developed in the future, there will be a spot for the bicycle in our transportation networks and in our hearts. Often overlooked in bicycle planning is the social aspect of cycling. Interaction be-tween cyclists is important in building a strong bicycling community and culture. This social support group of dedicated cyclists and advocates is just as important as the physical bike infrastructure. My design for the North Loop Bike Park aims to promote bicycling as a viable form of transportation, through connection, amenities, and social interaction. Bridging a gap in Minneapoliss bicycling network to facilitate access to public transportation and pro-viding essential amenities will make the Bike Park a destination of cyclists of all types. It will be a place for cyclists to gather, meet, and interact with others. The social aspect of cycling helps ingrain cycling into daily activity that will ultimately help the cycling movement in the United States gain momentum, and hopefully become a mainstay in our transportation networks.

Critical Mass group ride

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_03 Graphs adapted from: Pucher, J., Buehler, R., & Seinen, M. (2011). Bicycling renaissance in north america? an update and re-appraisal of cycling trends and policies. Transportation Research Part A: Policy and Practice, 45(6), 451-475. doi:10.1016/j.tra.2011.03.001

_05 Graph adapted from: Pucher, J., Buehler, R., & Seinen, M. (2011). Bicycling renaissance in north america? an update and re-appraisal of cycling trends and policies. Transportation Research Part A: Policy and Practice, 45(6), 451-475. doi:10.1016/j.tra.2011.03.001

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_10/11 McDonald Cycle Center Photos: McDonalds Cycle Center at Millennium Park / Muller&Muller. (2009.) Archdaily.

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_18 Rapid Transit Map, Base Map: Carlos, Dante. (2012). Insights 2012: Michael Lejeune (in conversation with Lisa Middag).

_19 Minneapolis Mode Share Graph: Adapted from Bicycle Counts. (2010). City of Minneapolis. _23 Minneapolis Transit Maps, Base Map: Existing Bikeways Twin Cities Metro Area. (2007).

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_25 Minneapolis Transit Maps, Base Map: Existing Bikeways Twin Cities Metro Area. (2007).

_27 Hennepin County Interchange plan and perspective: Hennepin County Interchange project urban design guidelines. (2012). Henne-pin County. http://www.theinterchange.net/index.php?option=com_phocadownload&view=category&id=5&Itemid=222

_46 City Grounds Gallery photo: Wolfpack hustle event coverage // part 2. (2012.) City Grounds. Overpass Skate Park photo: MPLS mini jam results and photos. (2011). 3rd Lair. http://3rdlairbmx.com/2011/10/mpls-mini-jam-results-and-photos-hopkins-overpass-skatepark/ Red Bull Mini Drome photo: Red bull mini drome Glasgow. (2011). Rock n Roll Cycling Team. Goldsprints photo: Billy Santana takes Atlantas first GoldSprints Tournament! (2008.) Faster Mustache.

_51 Critical Mass Ride Photo: Vancouver Critical Mass Bike Ride. (2009).

*All other images are original photos, maps, and drawings by Peter Atkins. (2012.)