Guidelines for the

Design and Management of

Bicycle Parking Facilities
DRAFT - MAY 2008
 Guidelines for the Design and Management of Bicycle Parking Facilities

1. INTRODUCTION 1
1.1. BACKGROUND

2. DESIGN GUIDELINES FOR BICYCLE PARKING ON PROPERTY 3

OUTSIDE OF THE PUBLIC RIGHT-OF-WAY

2.1. BICYCLE PARKING DEFINITIONS 3

2.2. CRITERIA FOR GOOD QUALITY BICYCLE PARKING: 3

2.3. SHORT-TERM BICYCLE PARKING 4

2.3.1. Rack Design
2.3.2. Covered Bicycle Parking
2.3.3. Installation

2.4 LONG-TERM BICYCLE PARKING 7

2.4.1 Bicycle Lockers
2.4.2 Bicycle Cages
2.4.3 Indoor Bicycle Parking (Parking Garage)
2.4.4 Indoor Bicycle Parking (Bike Room)

2.5 SHOWER / CHANGE FACILITIES 10

2.6 EMERGING TECHNOLOGIES AND INNOVATIONS 11

2.7 BICYCLE PARKING ISSUES BY DEVELOPMENT TYPE 11

2.7.1 High-Rise & Low-Rise Residential Uses
2.7.2 Commercial, Industrial, Institutional Uses
2.7.3 Uses with High Bicycle Parking Demand

3. SITE DESIGN STRATEGIES 15

3.1. ACCESSIBILITY 15

3.2 STAIRWAYS 15

3.3 BICYCLE PATHS ON-SITE 15

3.4 DESIGNING FOR CONVENIENCE 16

3.5 SIGNAGE 16

3.6 SAFETY AND SECURITY 16

3.7 CREATING ATTRACTIVE BICYCLE PARKING 17

Guidelines for the Design and Management of Bicycle Parking Facilities

4. BUILDING MANAGEMENT, OPERATIONS AND EMPLOYER-BASED 19

STRATEGIES

4.1 SHORT-TERM BICYCLE PARKING 19

4.2 LONG-TERM BICYCLE PARKING 19

4.2.1 Bicycle Lockers
4.2.2 Bicycle Cages
4.2.3 Indoor Bicycle Parking (Underground Parking Garage)
4.2.4 Indoor Bicycle Parking (Bike Room)

4.3 SECURITY AND FACILITY OPERATIONS 20

4.4 BUILDING ACCESS 21

4.5 INCENTIVES TO ENCOURAGE BICYCLE USE 21

5. BICYCLE PARKING FACILITIES IN THE PUBLIC RIGHT-OF-WAY 23

5.1 NEW DEVELOPMENTS PROGRAM 23

5.2 BICYCLE RACK PLACEMENT AND DESIGN 23

5.3 LONG-TERM PARKING 24

6. POLICY CONTEXT 25

6.1 CITY OF TORONTO OFFICIAL PLAN 25

6.2 CITY OF TORONTO BIKE PLAN 25

6.3 TORONTO GREEN DEVELOPMENT STANDARD 2008 25

6.4 CITY OF TORONTO ZONING BY-LAW PROJECT 26

6.5 VIBRANT STREETS GUIDELINES 27

6.6 NATIONAL AND INTERNATIONAL ENVIRONMENTAL STANDARDS AND CERTIFICATIONS 27

6.7 PROVINCIAL POLICIES 28

7. CONCLUSION 29

8. APPENDIX A: CONCEPTUAL SITE PLAN 31

 Guidelines for the Design and Management of Bicycle Parking Facilities

9. APPENDIX B: RELEVANT POLICIES AND BY-LAWS. 33

10. APPENDIX C: BICYCLE PARKING BROCHURE 37

 Guidelines for the Design and Management of Bicycle Parking Facilities

1. Introduction

Sustainable growth and development of a healthy and public transit, bicycles can provide the door–to–door
liveable Toronto, comes in part through a reduction in auto convenience of private automobiles. Statistics show that
dependency and the support and further development of in 2006 approximately 25,000 people in Toronto cycled
alternative modes of transportation. In keeping with the to work. This represented 1% of all commuters. This is a
City of Toronto’s growth management objectives, current 0.2% increase from 2001 data that showed approximately
City policies and implementation measures provide for 18,000 people in Toronto cycled to work. In order to
the accommodation and growth of bicycle transportation support a continued and greater increase in bicycle use
through an increase in quality bicycle infrastructure. for daily travel in Toronto, a combination of high-quality
These Guidelines like those the City has approved for infrastructure, bicycle-friendly policy, education and
streetscape design, bicycle lanes, green parking lots, and promotion are required.
drive-throughs support the effective implementation of
high quality, well integrated, sustainable and attractive
transportation infrastructure.

1.1 Background
Guidelines for the Design and Management of Bicycle
Parking Facilities are intended to improve the quality of
bicycle parking that is secured through the development
approval process. These Guidelines will provide planners,
developers and property managers with information to
support the design, construction and management of high
quality bicycle parking facilities. In doing so, this Guide
will be of assistance in the preparation of Transportation
Demand Management (TDM) Plans (required for large
developments) as well as serve as a tool for meeting
higher standards such as those set by the Toronto Green
Development Standard and other environmental design
City of Toronto
certifications. In addition to new developments, the Post-and-Ring bicycle
Guidelines may also provide direction for existing buildings parking rack.
undergoing redesign or renovation.

Bicycle parking associated with new developments is

normally provided on the development property, however,
there may be instances where it is either not possible or
desirable to accommodate all bicycle parking requirements
on-site. Where bicycle parking is provided in the public
right-of-way (on the sidewalk) the application of these
bicycle parking guidelines will be conditioned by other
regulations that apply to the public right-of-way (see
Section 5).

Bicycles, as a mode of transportation, are emission-free,

require less space on city streets and promote a healthy  Statistics Canada 2006 Census of Population
and active lifestyle. When used alone, or combined with  Statistics Canada 2001 Census of Population


 Guidelines for the Design and Management of Bicycle Parking Facilities

2. Design Guidelines for Bicycle

Parking on Property Outside of the
Public Right-of-Way

Bicycle parking standards primarily deal with the quantity

and type of facilities required. However, there are key
design strategies that specifically address the quality of
bicycle parking. The following guidelines will assist in the
design and development of high quality bicycle parking
facilities that will successfully meet the needs of cyclists
and will work to encourage and support bicycle use.

2.1. Bicycle Parking Definitions

There are two categories of bicycle parking:

Long-term bicycle parking

 Also known as “bicycle parking space–occupant, or
Type 1 bicycle parking”.
 Includes bicycle racks in an enclosed, secured area with
controlled access; or
 Individual, secure enclosures like bicycle lockers;

Short-term bicycle parking

Bicycle parking at University of Toronto, St George Campus.  Also known as “bicycle parking space–visitor, or Type 2
bicycle parking”
 Includes bicycle racks in an easily accessible location;
 Available for public use;
 Sheltered or unsheltered;
 Does not protect bicycles from vandalism or theft
attempts.

2.2. Criteria for Good Quality Bicycle

Parking:
Although there are a wide variety of design strategies that
can be used to implement good quality bicycle parking
there are three main criteria that must be satisfied:

Accessibility:
 Close to building entrances
 At ground level or accessible from ground level (i.e. by
ramps, elevators)
 No obstacles like stairs or steep slopes
 Separate, dedicated bicycle ramps into parking areas
are desirable.
 Way-finding signage


Guidelines for the Design and Management of Bicycle Parking Facilities

Safety and security: EXAMPLES OF GOOD BICYCLE RACK DESIGN

 Racks or lockers made from high quality materials
and firmly secured to the ground, floor, or wall.
 Regularly monitored by security personnel
 Located in a well-lit area
 Short-term parking: located in a busy, public area to
increase informal surveillance
 Long-term parking: located in a separate, access
controlled area

Convenience:
 Easy to locate and access
 Easy to use
 Wherever possible, situated close to bicycle friendly
routes Good bicycle rack design provides 2 or more contact points between the
bicycle and rack. A tapping rail close to the ground would improve the
rack on the right by making it more easily detectable for blind or visually
2.3. Short-Term Bicycle Parking impaired people.
Short-term or “visitor” bicycle parking is designed to be
used for a few minutes up to a couple of hours. As a result,
short-term parking should be easily accessible, racks should
provide a secure point for locking up and it is best if racks
are covered for weather protection.

2.3.1. Rack Design

There are several types of bicycle parking rack designs
available for bicycle parking on property outside of the
public right-of-way. The following key features of rack
design determine their quality and suitability. (See Section
5 for details on bicycle rack installations on the sidewalk in
the public right-of-way)

Design Options:
Materials to look for: galvanized steel; industrial grade
materials.
These racks park multiple bicycles and allow cyclists to lock the bicycle
Materials to avoid: wood; soft metals; untreated metals frame and at least one wheel to the rack.
that will rust; and cast composites that are brittle and may
crack under impact. For rack designs that have welded
sections avoid materials like stainless steel that do not
weld strongly as weak welded sections can easily be broken
by thieves or vandals.

Finishing: Racks should have a smooth outer surface that

will not damage or scratch bicycle frames.


 Guidelines for the Design and Management of Bicycle Parking Facilities

EXAMPLES OF BAD BICYCLE RACK DESIGN Good Design Features:

Good quality rack designs will provide the following:

Two points of contact between the bicycle and the rack.

 This allows both the frame and at least one wheel to
be locked to the rack and supports the bicycle.

Space-efficiency
 Racks should allow a good number of bicycles to be
parked in a small area while providing adequate space
between bicycles to facilitate parking and locking.

Detectability
 A design that ensures the bicycle rack is easily
Choosing inappropriate materials will compromise security. Welded detectable for partially sighted or blind people. For
sections of this stainless steel rack have been broken off by vandals or
thieves. example, adding a tapping rail to span the bottom of
an inverted U style rack will make it easier for visually
impaired people to detect.

Poor Design Features:

The following qualities are examples of bad bicycle rack
design:

 One point of contact between the bicycle and rack. It is

usually not possible to lock both the frame and one
wheel to a rack with only one contact point and the
bicycle is more likely to fall over when parked.
 The rack only supports one bicycle wheel. These racks
(commonly known as “wheel benders” for the damage
Bikes park at 90 0 angles to this rack which only provides 1 point of
they can cause to bicycle wheels) do not support the
contact per bike. If installed too close to an obstacle, like this rack, bicycle frame or allow the frame to be locked securely
capacity is reduced to 1 or 2 bikes at most. to the rack.

This “wheel bender” rack does not allow bicycle frames to be securely
locked to the rack.


Guidelines for the Design and Management of Bicycle Parking Facilities

2.3.2. Covered Bicycle Parking

Sheltered racks provide an even higher quality of short
term parking. Shelters offer weather protection and
can help protect bicycles from accidental damage by
providing greater separation from a sidewalk or parking
area. Installing parking underneath awnings, overhangs
or stairways can also provide good shelter and may avoid
extra construction costs. An enclosed structure provides
the best shelter however a simple covering will still help to
protect bicycles and cyclists from rain and snow.

Covered bicycle parking at a Recreation Centre in Esquimalt, Victoria, BC.

2.3.3. Installation Photo Credit: John Luton.
Anchoring: All bicycle racks should be firmly secured to
the ground or floor by bolting them to a hard surface or
fixing them in concrete. Concrete is the preferred surface
for maximum security although other surfaces may also be
appropriate.

Spacing: Required minimum spacing between bicycles

parked in a horizontal position is 0.6 metres by 1.8 metres
with a vertical dimension of 1.9 metres. For bicycles parked
in a vertical position the required spacing is 0.6 metres by
1.2 metres with a vertical dimension of 1.9 metres.

For bicycle racks that hold more than 2 bicycles the

Covered, short-term bicycle parking in a surface parking lot in Ottawa,
following guidelines include preferred aisle spacing and Ontario.
spacing between a linear series of racks in order to give
bicycles adequate room to manoeuvre:

1) A minimum distance of 2.5 m. from any fire hydrant,

2.5 m

entrance or loading area (based on the City of Toronto’s

post and ring bike stand placement guidelines) 0.9 m

2) For racks that hold multiple (>2) bicycles (based on rack

manufacturers’ installation guides):

(a) Distance between rack and wall, or other obstacle:

4.2 m
1.8 m

i. Minimum 0.45 m if bikes parked parallel to

obstacle;
0.45 m

ii. Minimum 2.5 m if bikes parked perpendicular to

obstacle and rack has double-sided access;

iii. Minimum 0.6 m if bikes parked perpendicular The above spacing is recommended for racks that park multiple bicycles
to obstacle and rack has single-sided access (side to provide maximum parking capacity and allow bicycles to manoeuvre
facing wall would not accommodate bicycles). through the parking area.


 Guidelines for the Design and Management of Bicycle Parking Facilities

(b) Aisle width (space between bicycles):

i. Preferred spacing: 1.8 m For typical bike racks this
0.6 m (no access) leaves approximately 4.2 m between racks, however
this spacing will differ depending on the design of
the rack.

(c) Space between rack ends (for a linear series of racks

placed end to end):
i. 0.9m for maximum parking capacity.
Space between an obstacle and a rack with single-sided access is
necessary to allow bicycles to be parked and locked properly.

3) For racks that hold 2 bicycles (based on City of Toronto

post-and-ring bike stand placement guidelines):

(a) Distance between rack and wall, curb or other

obstacle:
i. Minimum 1.5 m for racks perpendicular to wall or
1.0 m other obstacle

ii. Minimum 0.7m for racks parallel to wall, or other

1.5 m

obstacle
0.7 m
(b) Distance between individual racks:
Wall or Other Obstacle i. Minimum 2.5 m for racks parallel to wall, or other
obstacle (3.5 m preferred in areas with high bicycle
The orientation of bicycle racks determines the amount of spacing parking turnover).
required. (See 3(a) and (b)(ii) on this page).

ii. Minimum 1.0 m for racks perpendicular to wall or

other obstacle.

Decisions on the placement and spacing of all bicycle

parking racks must include consideration for pedestrian
movement. Bicycle racks should never be placed in a way
that will interfere with pedestrian access to or from the
bicycle parking facility or other pedestrian destinations
on-site.

2.4 Long-term Bicycle Parking

2.5 m Long-term bicycle parking is intended for use over several
hours or overnight. As a result, this parking must be
designed to protect bicycles parked for longer periods of
time.

2.4.1 Bicycle Lockers

Recommended distance between racks installed in a parallel series (See Bicycle lockers are individual storage units. They are
3(b)(i) on this page).
weather-protected, enclosed and operated by a controlled
access system that may use keys, swipe card (key fob) or


Guidelines for the Design and Management of Bicycle Parking Facilities

an electronic key pad located on a locker door. Some locker

systems are set up for multiple users (i.e. coin operated or
secured with personal locks). On average, two standard car
parking spaces (of 5.6 m x 2.6 m each) can accommodate
10 individual bicycle locker spaces but this may differ
depending on the locker model.

Design Options:
There are several locker designs available. Costs and quality
of design may vary considerably. Security and durability
are important criteria to consider when selecting a bicycle Bicycle lockers in an underground parking garage (Ontario Institute for
locker. Transparent panels are available on some models to Studies in Education, University of Toronto).
allow surveillance of locker contents. Stackable models can
double bicycle parking capacity on site. Integrated solar
panels have been added to certain models for recharging
electric bicycles. Options for customer access can vary from
a simple, single-use key system to a multi-user system that
allows secure access through smart card technology or
electronic key pads.

Installation:
Bike Lockers require a level surface and clearance for
locker doors. Concrete surfaces are preferred however
requirements may vary for different locker models. Anchor
bolts are used to fix lockers into place. Lockers should be
located close to building entrances, or on the first level of
a parking garage and within range of security surveillance. Bicycle cage at Toronto Reference Library (Glass roof extends down from
Bicycle Lockers are best placed away from sidewalks and main building, wire mesh walls, restricted access through electronic key
pad).
areas with high pedestrian traffic. High quality, durable
models that can withstand regular use, intense weather
conditions and potential vandalism should be used.

2.4.2 Bicycle Cages

Bicycle cages restrict access to bicycle parking racks
through an electronic key pad, security pass card or a
similar type of system. Good quality racks are installed
inside the cage and bicycles are locked to these racks. See
Section 2.3.3 for details on rack installation and spacing.
Once inside the cage, an individual has access to all
bicycles so it is important to closely monitor and enforce
proper use of the cage.

Design Options:
For security purposes, small cages are best in order to limit
the number of people with access to any one cage. For
large developments with high demand for bicycle parking
several small cages may be preferable. Walls must be made 2 car parking spaces is approximately equal to 20 bicycle parking spaces.


 Guidelines for the Design and Management of Bicycle Parking Facilities

of tight, strong mesh or perforated metal sheets to prevent

attempts to cut through the cage or to reach through and
trip the door latch or inside handle. A solid door may be
required.

Installation:
Bicycle cages can be installed outside or inside a building
or in a parking garage. Cage doors and roof must fit tightly
against the cage walls. Both cage and bicycle racks inside
must be firmly secured to the ground or floor.

Cage Capacity:
A single cage of 5.6 m x 5.4 m can accommodate
Bicycle cage at South approximately 20 bicycles. A cage of this size occupies the
Riverdale Community same area as two car parking spaces (one standard car
Health Centre (perforated
parking space is 5.6 m x 2.6 m with a minimum 6 metre
metal sheets used on lower
half of walls). See inset for aisle width).
detail of upper section.
Photo Credit: Paul Young;
Artist: Jungle Ling. 2.4.3 Indoor Bicycle Parking (Parking Garage)
Underground parking facilities offer many good options
to accommodate high quality, long term bicycle parking.
This can only qualify as long term parking if access to
the parking garage is controlled or if the bicycle racks are
otherwise secured (i.e. a bike cage, separate locked room or
bicycle lockers). Providing more than one level of security
(i.e. controlled access to garage + bicycle cages or lockers)
will further improve the quality of the parking.

Design Options:
Bicycle parking should be located on the first level of a
parking garage so that it is accessible from the ground
level and interactions between bicycles and automobiles in
the garage are minimized.

Access Ramps:
In order to easily accommodate two-way bicycle traffic,
the preferred bicycle ramp width is 3.0m. The standard
maximum gradient for automobile ramps is 15%.
This parking garage provides a direct line to building security at the Depending on the placement of the ramp exit a 15%
entrance for cyclists to request access. Only cyclists with security gradient may be too steep to be safely used by bicycles.
clearance can enter the garage.
The preferred ramp gradient for bicycle access is 6-7%.
If there is adequate space a separate, dedicated bicycle
ramp is preferred. Where possible, a dedicated bicycle ramp
leading to a separated bicycle parking room will provide
maximum safety and security for cyclists. (See Appendix A:
Conceptual Design)


Guidelines for the Design and Management of Bicycle Parking Facilities

2.4.4 Indoor Bicycle Parking (Bike Room)

Another option for long term bicycle parking is to use floor
space within a building to create an indoor bicycle room.
This room should be fitted with good quality bicycle racks
that are securely fixed in place.

Design Options:
A dedicated, direct entrance into the bike room will
improve security and convenience. Bike rooms should be at
ground level or easily accessible by elevator and/or ramp.
Locating the area within view of staff will improve security.
For large developments where a large number of long-
term bicycle parking spaces are required, providing several
small bike parking rooms can improve security by giving
fewer cyclists access to each room. The capacity of indoor
parking rooms can be maximized by using two –tiered
parking systems (see Section 2.6) and / or vertical parking
racks where appropriate. Intelliware Development Inc. (Toronto) employee bicycle parking is
located in office lobby with a separate, bicycle entrance / exit. Photo
Additional features: credit: Lawrence Ludlow.
Reserving an area in the bike room for self-serve bicycle
repair and maintenance will add an additional level of
service to the facility. Features such as a bike stand,
basic tools and/or an air pump will go beyond the basic
requirements of a bike room to provide a high quality
bicycle parking facility.

2.5 Shower / Change Facilities

Shower and change facilities at non-residential
developments can be a strong incentive to encourage
bicycle use. These facilities are particularly important
for employees or students who have a long commute or
who are required to observe a professional dress code.
The number of shower stalls available should reflect the
amount of long-term bicycle parking on site. Although
not required in the proposed standards, a minimum of one
shower for smaller developments with 4 or less long-term
bicycle parking spaces is preferred. The Toronto Green
Development Standard 2008 sets the target for shower
and change facilities to be provided at workplaces with
one facility per gender for every 30 bicycle parking spaces.
See Section 6.3 for more information on the Toronto Green
Development Standard

Design Options:
Good design examples show showers and change rooms Employee indoor bicycle parking room at the Centre for Social Innovation
directly adjacent to secure bicycle parking facilities. Other (Toronto) Photo credit: Yvonne Bambrick.

10
 Guidelines for the Design and Management of Bicycle Parking Facilities

possibilities include arrangements to share other shower

facilities on-site (i.e. in a building’s fitness centre). These
arrangements are appropriate provided that the shower
facility is of adequate size to accommodate the expected
amount of bicycle commuters at peak travel times and is in
close proximity to the long-term bicycle parking. Personal
lockers for clothing and equipment are an indispensable
feature of change facilities. To provide a high quality
change facility, the number of personal lockers would
equal the number of long-term bicycle parking spaces on
site.

2.6 Emerging Technologies and

Innovations
Providing a bicycle stand and an area for minor bicycle maintenance is As bicycle use becomes more prevalent in urban centres
an easy way to add a valuable level of service to a bicycle parking room.
the issue of providing good quality bicycle parking is
becoming more important. With an increased demand for
bicycle infrastructure new innovations and innovative uses
of existing technologies continue to emerge.

Examples include:
 Bicycle parking stations – indoor bicycle parking
facilities providing valet parking, bicycle repairs, bike
rental, retail and bike sharing.
 Two and three-tiered bicycle racks to increase parking
capacity without increasing floor space
 Bicycle lockers custom fitted with solar panels to
recharge electric bicycles
 Bicycle sharing – bicycle loaning system provides
bicycles and reserved bicycle parking for employees or
residents

2.7 Bicycle Parking Issues by

Development Type

Specific bicycle parking requirements will differ depending

on the type of development.

2.7.1 High-Rise & Low-Rise Residential Uses

Mc Donald’s Cycle Centre, Chicago, IL Multi-unit residential buildings require secure, long-term
Two-tiered bicycle racks with manoeuvrable upper level increase capacity
bicycle parking for residents in addition to a smaller
with safe and easy parking.
amount of short-term visitor bicycle parking. Long-term
parking should be easily accessible to encourage regular
bicycle use while protecting residents’ property (from both
visitors and other residents in the building).

11
Guidelines for the Design and Management of Bicycle Parking Facilities

For condominiums, where separate dwelling units are

privately owned, long-term bicycle parking infrastructure
is best designed as a commonly owned feature of the
development. Long-term bicycle parking would then be the
responsibility of building management which would ensure
high standards for management and maintenance of the
facility.

2.7.2 Commercial, Industrial, Institutional Uses

When compared with residential uses, commercial
developments often require a higher percentage of short
term bicycle parking for customers and clients combined
with secure, long term bicycle parking and shower facilities
for employees. Covered, outdoor parking, close to building
entrances offers customers and clients an important
service, raising the profile of active transportation and
meeting a growing demand in areas where surface parking
for motor vehicles is scarce and traffic congestion is a Employee Bike Share (yellow bikes) at the Centre for Social Innovation
concern. (Toronto) Photo credit: Yvonne Bambrick.

2.7.3 Uses with High Bicycle Parking Demand

Some developments have the potential to generate a
higher than average demand for bicycle parking.

Examples include:
 Schools – elementary, high schools, colleges and
universities - Many students do not drive or do not
own a personal motor vehicle.
 Hospitals, large factories and major transit hubs are
destinations for large numbers of visitors, customers
and employees who may require access to the site
at all hours for shift work, late night travel schedules
or emergencies.
 Places of assembly – stadiums, community centres or
concert halls – can receive a very large number of Bicycle Parking at Robarts Library, University of Toronto. The University’s
short-term visitors during special events. These St George Campus has bicycle parking near the entranceways of most of
locations can create a high demand for secure bicycle it’s major buildings.
parking.
 Places of worship like places of assembly, receive a
considerable number of visitors at one time thereby
increasing the demand for secure bicycle parking.

12
 Guidelines for the Design and Management of Bicycle Parking Facilities

3. Site Design Strategies

In addition to the design of bicycle parking facilities, there

are broader features that can be included in site design to
create a bicycle friendly destination and increase usage of
bicycle parking facilities.

3.1. Accessibility
Accessibility is one of the three basic requirements of good
bicycle parking. Design strategies to enhance accessibility
range from simple details like providing level access to
outdoor bicycle racks from a road or driveway, to more
complicated designs such as a separate, access controlled,
dedicated bicycle ramp into an underground bicycle
parking facility.

Design Guidelines for bicycle ramps on stairs from the City of Hamilton’s It is equally important to ensure that bicycle parking
Design Guidelines for Bikeways. Dec 1999.
infrastructure is placed in such a way as it does not
conflict with access to the site by other modes. Pedestrian
access must not be hindered by bicycle racks, including
pedestrians who are visually impaired or use mobility aids
such as walkers, scooters, or wheelchairs. Bicycle racks
should also be located in areas that will help to minimize
interactions between automobiles and bicycles on-site.
Larger infrastructure, such as bicycle lockers or cages can
create blind spots and block lines of sight and should be
installed in such a way as to mitigate these concerns.

3.2 Stairways
Where possible, a site plan that includes stairways should
also include an alternative, level access route for bicycles.
If it is not possible to provide an alternative access, a ramp
or a small channel for bicycle wheels on the edge of a
stairway should be provided. This will prevent cyclists from
Channel for bicycle wheel in concrete staircase at McDonald’s Cycle having to carry bicycles up and down stairs. Stairs are not
Centre, Chicago. accessible for bicycles and stairway ramps should be used
as a last resort.

3.3 Bicycle Paths On-Site

For larger developments bicycle travel on-site may be
an important consideration. In this case, dedicated
bicycle paths, or markings indicating shared use could
be implemented to accommodate cyclists crossing large
parking lots or otherwise traveling on-site. These dedicated
paths should be unobstructed and extend to the edge

15
Guidelines for the Design and Management of Bicycle Parking Facilities

of the property in two or more different directions. The

minimum recommended width for a separated, marked
bicycle path (two directions of travel) is 1.8 metres.

3.4 Designing for Convenience

Installing short-term bicycle parking in a convenient
location and close to building entrances will help to
prevent unwanted parking against trees, wheelchair ramps,
utility poles or railings. Buildings with more than one
entrance should consider providing bicycle parking close
to each entrance and particularly near entrances that are
accessible via smaller streets or streets included in the
City’s bikeway network. Whenever possible, indoor parking
facilities should allow 24-hour secure access.

3.5 Signage
Clear, simple signage will help cyclists locate bicycle
parking and indicate to pedestrians and motorists that Bicycle ramps on
they should expect bicycle traffic on site. Integrated, high- stairway (Riverdale
quality and simple signage such as well placed symbols and Park, Toronto).
directional arrows can be very effective.

3.6 Safety and Security

Bicycle parking facility design should maximize safety
and security to both cyclists and their property. There are
a number of strategies that can be used to accomplish
this however the type and number of strategies used will
depend on the particular facility.

Examples include:
 Installing security cameras in bicycle parking areas;
 Locating bicycle parking close to building entrances;
 Installing bright lights and/or convex mirrors to
minimize blind spots and dark corners;
 Locating bicycle parking within view of parking lot
attendants, building security, or in a busy area close to
other public amenities;
 Dedicated (cyclist-only) entrances with limited access
to indoor parking facilities and outdoor bike cages (i.e.
security card access or non-duplicable keys)
 Installing a “panic button” in bicycle parking areas that
would provide a direct line to security in the event of
an emergency Directional signage for a bicycle station, Chicago, IL.

16
 Guidelines for the Design and Management of Bicycle Parking Facilities

3.7 Creating Attractive Bicycle Parking

Outdoor bicycle parking, whether it is short term or long
term, can be an attractive part of site design. Bicycle
parking racks or other systems can be designed and
configured to coordinate with and complement site design,
street furniture or other amenities on site. Bicycle racks
can be custom built to suit specific needs and can double
as public art thereby adding an eye-catching and creative
feature to a building’s exterior. However, any bicycle
parking infrastructure that is installed on the public right-
of-way (on the sidewalk) is subject to City guidelines and
requirements (See Section 5 for more details).

Bicycle Rack Sculptures in Toronto’s Parkdale neighbourhood function

both as parking stands and as public art.

17
 Guidelines for the Design and Management of Bicycle Parking Facilities

4. Building Management,
Operations and Employer-Based
Strategies

In addition to good quality bicycle parking infrastructure,

there are a number of operational strategies and incentives
that will ensure successful use of the facilities provided.

4.1 Short-Term Bicycle Parking

Well managed, short-term bicycle parking areas that are in
good condition and appear clean and well cared for will be
more secure. This can be accomplished by:
 Removing abandoned and derelict bicycles: Developing
a system of tagging bicycles 1 week before removal
will warn cyclists and will help distinguish
abandoned bicycles from ones that are in use.
 Keeping the area free from garbage
 Clearing snow and other dirt / debris.
 Regular security monitoring to discourage theft,
vandalism
 Repairing or replacing damaged racks
 Where appropriate, reserved parking for bicycle
couriers in convenient locations can provide a valuable
Locating bicycle parking next to a parking attendant’s booth will
additional feature to short-term parking facilities.
facilitate surveillance and improve security.
4.2 Long-Term Bicycle Parking

4.2.1 Bicycle Lockers

Providing bicycle lockers for the long-term parking needs
of employees or building residents requires some basic
management practices including:
 Monitoring locker use - Master keys or similar systems
can allow access to the lockers;
 Maintenance – repair and replacement of damaged or
malfunctioning parts. Depending on the quality of the
lockers used, maintenance requirements can be
minimal;
 Removing snow from the front of locker doors;
 Removing garbage and other debris from locker area.

19
Guidelines for the Design and Management of Bicycle Parking Facilities

4.2.2 Bicycle Cages

A simple registration system can aid in the regulation and
monitoring of users. Security pass card systems can be
used and employee access cards can be programmed to
allow access to a bicycle cage. Non-duplicable keys can
be issued to building residents. As with all bike parking
options, the bike cage should be under regular security
surveillance.

4.2.3 Indoor Bicycle Parking (Underground

Parking Garage)
Automatic access control mechanisms on parking garages
must be able to accommodate bicycles. Security card or
key access can be used for both automobiles and bicycles. An electronic key pad is one option for a bicycle cage. Periodically
There are often additional detectors used in conjunction resetting an access code will further improve security.
with security access devices to open gates or garage doors. Photo credit: John Luton.
If bicycles do not activate these detectors other options
will need to be considered. In this instance, providing a
direct line to building security at the garage entrance is
one option that would allow cyclists to request entry.

4.2.4 Indoor Bicycle Parking (Bike Room)

Bike rooms should be reserved for bicycle parking purposes
only. Signage and enforcement of this will prevent misuse.
Routine maintenance and cleaning will encourage use.
Regular security surveillance and restricted access is
required.

4.3 Security and Facility Operations

 Bike parking areas should be reserved for use by bikes
only. Regular monitoring is required for signs of
damage to bicycles or racks and signs of misuse such A staff bicycle parking room at East York Civic Centre provides convenient
as storing items other than bicycles or extra auto indoor parking at-grade and allows access to cyclists only.
parking.
 Bike parking areas should be under surveillance by
security personnel through monitored security
cameras and periodic foot patrols. Cyclists should be
encouraged to report any vandalism or security
concerns.
 Damage to bicycle racks should be repaired in a timely
fashion and any derelict or abandoned bikes are
removed so as not to prevent or discourage continued
use of the racks.
 Policies to ensure prompt and regular snow removal,
cleaning and garbage removal from bicycle parking
areas should be adhered to. Aiming at a maximum

20
 Guidelines for the Design and Management of Bicycle Parking Facilities

12 hour period (following snowfall) for snow removal

will encourage and facilitate daily use of bicycles in all
seasons.

4.4 Building Access

 For indoor parking a separate, dedicated entrance
should be provided for cyclists. A secure entrance with
key or security card access that is regularly monitored
is best.
 Where there is no better access available for cyclists,
bicycles should be accommodated on elevators.

4.5 Incentives to Encourage Bicycle Use

Bicycle parking in a retail development in the east waterfront  Economic incentives are often the most effective
neighbourhood has been designed to accomodate and encourage means of encouraging a change in routine.
customers who wish to do their shopping by bicycle.  Parking Cash Out: In buildings where tenants,
employees or other users are offered subsidized
parking, cyclists could be provided with the cash
equivalent since they do not use a car parking space.
This could take the form of a travel allowance to be
used for the purchase of a bicycle or cycling related
gear.
 Business travel reimbursements: Employers
who reimburse automobile mileage for business
trips could reimburse bicycle mileage when cycling is
comparable in speed to driving.
 Reward incentives: Providing cyclists with end of year
gift certificates to bike shops. In exchange for publicity,
some bike manufacturers have been known to donate
bicycles or provide them at low cost.
 Hosting cycling-themed functions for employees,
company teams for charity rides or bicycle races.

21
 Guidelines for the Design and Management of Bicycle Parking Facilities

5. Bicycle Parking Facilities in the

Public Right-of-Way

Bicycle parking required by the Zoning by-law is normally

provided on-site on private property. However, there are
some instances where required bicycle parking may better
be provided in the public right-of-way (on the sidewalk).
In these instances there is either inadequate space on
private property (which is often the case in dense, urban
locations), or the public right-of-way is a more desirable
location (provides a higher level of accessibility, security
and convenience).
City of Toronto staff installing post-and-ring bicycle parking in the public
right-of-way. Any bicycle parking (whether required by the zoning by-
law or not) that is located in the public right-of-way must
comply with City standards and guidelines for all street
furniture and must be installed by City staff.

5.1 New Developments Program

If a developer is unable to satisfy the by-law requirements
for short-term bicycle parking by installing facilities
on the property, the City may allow bicycle racks to be
placed within the public right-of-way. The amount,
general location and arrangement of such facilities will be
determined through the development approval process,
in accordance with the relevant by-laws and guidelines.
Transportation Services will provide and install post-
and-ring bike racks, at the developer’s expense. Payment
of the required fee becomes one of the conditions of
obtaining the appropriate landscaping or construction
permit. The fee is currently $200 per post, and should be
submitted, along with a site drawing, to Transportation
Services Pedestrian and Cycling Infrastructure Unit. More
information can be obtained by calling 416-392-9253.

5.2 Bicycle Rack Placement and Design

The placement and design of all street furniture in the
public right-of-way is conditioned by a number of existing
City by-laws, guidelines and contractual agreements. Any
bicycle racks that are to be placed in the sidewalk are
subject to applicable street right-of-way by-laws. The
following documents must also be consulted:
 City of Toronto Accessibility Design Guidelines
 City of Toronto Draft Streetscape Manual
 City of Toronto Vibrant Streets Guidelines

23
Guidelines for the Design and Management of Bicycle Parking Facilities

Criteria for the location of street furniture have been

developed by Toronto’s coordinated street furniture
program and listed in the Vibrant Streets Guidelines. All
street furniture in the public right-of-way, including
bicycle racks, must be placed in such as way as to satisfy
these criteria:

 Establish and maintain a distinct, linear pedestrian

clearway
 Furniture size to be responsive to width of pedestrian
clearway
 Quantity of furnishings to reflect the use patterns and
placement opportunities
 Sidewalks and street furniture to be accessible to all
users
 Maintain sight lines at intersections
 Respond to surrounding architecture and open space
 Respond to specific site conditions

In some instances, a property owner may wish to place

Proposed bicycle locker design from Toronto’s coordinated street
their own bicycle parking racks in the public right-of- furniture program.
way. In this case a property owner must enter into an
encroachment agreement with the City. The encroachment
agreement will include approval for both the design and
the placement of the bicycle racks.

5.3 Long-Term Parking

Long-term parking is not often placed in the public right-
of-way. In most cases the guidelines for the placement and
design of street furniture would not allow bicycle cages
or bike lockers to be placed on the sidewalk. However, for
areas where it has been deemed appropriate, Toronto’s new
coordinated street furniture project, is developing a design
for bicycle lockers that will be consistent with other street
furniture elements.

24
 Guidelines for the Design and Management of Bicycle Parking Facilities

6. Policy Context

There are a number of existing City policies that support

the development of high quality bicycle parking
infrastructure as a means to encourage a reduction in auto
dependency, promote a standard of “green” development
and support bicycle use city-wide.

6.1 City of Toronto Official Plan

The City’s Official Plan supports increased bicycle use
through a number of policies. Among these policies
are specific provisions for bicycle parking as well as the
reduction of auto dependency in new developments. Please
see Appendix B for a list of the key Official Plan policies
related to these Guidelines.

6.2 City of Toronto Bike Plan

Bicycle parking is one of the six “spokes” of the Toronto Bike Plan. The Toronto Bike Plan establishes a vision for cycling
in Toronto that is reflected in the general policies of
the Official Plan. It provides integrated principles,
objectives and recommendations regarding bicycle related
programming and infrastructure. The Plan recommends
“That the City produce bicycle parking guidelines for
developers and property managers to assist in the provision
of high quality bicycle parking facilities.” (Recommendation
9-5 [Link]

As part of the Bike Plan study, a comprehensive public

attitude survey conducted in 1999 asked recreational
cyclists what improvements would encourage them to use
their bicycles to travel to work or school. Survey results
showed approximately 49,000 cyclists in Toronto consider
secure bicycle parking as their second most important
need, second only to more bike lanes. Data also showed
that approximately 33,000 Toronto cyclists identify access
to shower and change facilities as an important feature to
encourage regular bicycle commuting.

6.3 Toronto Green Development

Standard 2008

The Toronto Green Development Standard implements the

policies of the Official Plan through a set of performance
targets that encourage sustainable site and building

25
Guidelines for the Design and Management of Bicycle Parking Facilities

design. The targets respond directly to Toronto’s local

environmental pressures, integrating existing City policies,
programs, guidelines and targets with appropriate
standards from private rating systems such as Leadership in
Energy and Environmental Design (LEED) and Green Globes.

During the development approval process for all

applications involving Official Plan and zoning
amendments, site plan approval and plans of subdivision, a
green development checklist is completed by the applicant
to summarize the minimum and enhanced green features
included in their proposal.

The 2008 Toronto Green Development Standard for

Mid- to High-Rise Residences, Commercial, Industrial and
Institutional Development contains minimum targets for
bicycle parking as follows:

 Provide at least 1.0 bicycle spaces per unit for

residential buildings with more than 10 units in the
downtown area and 0.75 bicycle spaces per unit in
residential buildings with more than 10 units outside
of the downtown area.
 Provide 10% of long-term parking at grade in a
convenient secure location
 Provide 1 parking space for every 15 regular building
Short-term and long-term bicycle parking options at Toronto City Hall.
occupants (Minimum of one space required).
 Provide shower and change facilities for workplaces
(One facility for each gender for every 30 bicycle
parking spaces).
 Provide signage and road markings for cyclists on large
sites.

[Link]
htm

6.4 City of Toronto Zoning By-Law

Project
Toronto’s Zoning By-Law Project began in 2003. For
this project the 41 zoning by-laws inherited from
the municipalities following amalgamation are being
“harmonized” into one comprehensive Zoning By-Law. Up
until the completion of the Zoning By-law Project, the
bicycle parking by-laws that are currently in place in the
former municipalities are in effect. This includes Zoning
By-Law No.438-86; North York Centre Secondary Plan’s
density incentives for below-grade bicycle storage, and

26
 Guidelines for the Design and Management of Bicycle Parking Facilities

Zoning By-Law No.104-2008 in the Scarborough District.

As part of the Zoning By-law project two consultant
studies have been completed to develop recommendations
for new bicycle parking standards for selected land uses.
Currently, City staff are reviewing these consultant studies
and the existing bicycle parking standards in Toronto
with a view to developing one city-wide standard for
bicycle parking. Please see Appendix B for more detailed
information on current district standards and proposed
city-wide bicycle parking requirements.

6.5 Vibrant Streets Guidelines

Toronto Bike Week group commute. The Vibrant Streets document provides street furniture
design and policy guidelines that were developed for
Toronto’s coordinated street furniture program. With
a view to harmonizing the design, scale, materials and
placement of street furniture in Toronto, Vibrant Streets
will condition the design and placement of all street
furniture including bicycle parking racks in the public
right-of-way (on the sidewalk).

[Link]
pdf/vibrant_streets.pdf

6.6 National and International

Environmental Standards and
Certifications

Humber river pedestrian and bicycle bridge Various nationally and internationally recognized
sustainable design standards incorporate bicycle parking as
a component of environmentally responsible design. These
standards include:

• Leadership in Energy and Environmental Design (LEED)

The popular LEED Green Building Rating system was

developed initially by the US Green Building Council and
then adapted by the Canadian Green Building Council
to administer in Canada. The program provides a rating
system for high performance green buildings by rewarding
points for including various features of sustainable design,
up to a total of 70 possible points. One point is earned
by meeting Sustainable Sites (SS) Credit 4.2: Alternative
Transportation – Bicycle Storage and Changing Rooms
which requires the provision of bicycle storage, changing
rooms and shower facilities.

27
Guidelines for the Design and Management of Bicycle Parking Facilities

• Green Globes Design for New Buildings and Retrofits:

Green Globes provides an online assessment protocol,

rating system and guidance for green building design,
operation and management. It provides market recognition
of a building’s environmental attributes through third-
party verification.

Under Section C.5 – Energy Efficient Transportation, Green

Globes awards points for the provision of bicycle storage
areas and change rooms with the intent to reduce fossil
fuel consumption for commuting
([Link]

• Promoting Sustainable Transportation Through Site

Design: an ITE Proposed Recommended Practice (Canadian
Institute of Transportation Engineers):

The purpose of these site design guidelines is to guide

the planning and review of non-residential developments
so that sites are designed to be more accessible to travel
modes other than single-occupant vehicles. Guidelines for
bicycle parking supply, location and access are provided as
a component of site design. (Section 3.4.7 Bicycle Parking)
[Link]
htm
City of Toronto’s Bikeway Network signage on Royal York road.

6.7 Provincial Policies

Places to Grow: Growth Plan for the Greater Golden

Horseshoe

The Growth Plan for the Greater Golden Horseshoe is a

framework for implementing the Ontario Government’s
vision to build stronger, prosperous communities by
managing growth in this region. The Plan was prepared
under the Places to Grow Act, 2005 and sets out policies
to provide leadership for improving present and future
growth to 2031. The Plan guides decision-making on a
wide range of issues including transportation, land-use
planning infrastructure planning, urban form, housing,
natural heritage and resource protection. Plan policies
support the vision of an integrated regional transportation
system that will include bicycle transportation as a
practical element.

[Link]

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 Guidelines for the Design and Management of Bicycle Parking Facilities

7. Conclusion:

Bicycle use plays an important role in the development of

a more efficient transportation system in Toronto. The fear
of vandalism and theft can be a significant deterrent to
regular bicycle use. Providing high quality, secure bicycle
parking infrastructure and bicycle-friendly policies in new
and existing developments will go a long way to support
and increase the use of bicycles for every day travel needs.
High quality bicycle parking must be incorporated into
overall site design from the start. Last minute efforts to
meet parking requirements and fill in unallocated spaces
will not produce a well-designed facility. Although aimed
at new developments, the Bicycle Parking Guidelines
can also be applied to existing developments looking
to improve bicycle parking facilities. Working together,
architects, developers, urban designers, planners, building
owners and managers can provide a vital contribution to a
sustainable transportation system and support a growing
culture of active transport in Toronto.

29
 Guidelines for the Design and Management of Bicycle Parking Facilities

8. Appendix A

Conceptual Site Plan for Long-

Term Bicycle Parking in an
Underground Parking Garage

3.0m

SHOWER CHANGE
ROOMS
ENTRANCE TO BUILDING

SEPARATED BIKE RAMP

MAIN FLOOR

1.5m 6% GRADIENT
PERSONAL LOCKERS
0.9m
0.9m

2. 5 m

3. 9 m
GARAGE DOOR

CARD ACCESS
AUTOMATIC

SECURITY
3.0m

31
Guidelines for the Design and Management of Bicycle Parking Facilities

9. Appendix B: Relevant Policies and

By-Laws

City of Toronto Official Plan

The following Official Plan policies provide specific
provisions for bicycle parking as well as the reduction of
auto dependency in new developments.

Section 2.4 Bringing the City Together: A

Progressive Agenda of Transportation Change
Policy #7:
Policies, programs and infrastructure will be introduced to
create a safe, comfortable and bicycle friendly environment
that encourages people of all ages to cycle for everyday
transportation and enjoyment including:

a) an expanded bikeway network;

b) provision of bicycle parking facilities in new
developments;
c) provision of adequate and secure bicycle parking
at rapid transit stations; and
d) measures to improve the safety of cyclists through
the design and operation of streets and through
education and promotion programs.

Policy #3:
In targeted growth areas, planning for new
development will be undertaken in the context of
reducing auto dependency and the transportation
demands and impacts of such new development
assessed in terms of the broader social and
environmental objectives of the Plan’s reurbanization
strategy.

In other words, planning for new development will

include measures to reduce auto dependency with each
development site as well as measures to achieve a mixed
use pattern of development in targeted growth areas...
ect. These efforts will increase the opportunity for better
walking and cycling conditions and minimize long term
needs for costly transportation infrastructure as well as
costs associated with social, environmental and health
effects of increased auto use.

33
Guidelines for the Design and Management of Bicycle Parking Facilities

Section 4.2 Apartment Neighbourhoods maintained, on the same lot as the building, at least to
Policy #2 (d): the extent prescribed in the following table:
Development in Apartment Neighbourhoods will
contribute to the quality of life by including sufficient (b) The requirements of paragraph (a) shall not apply to
off-street motor vehicle and bicycle parking for any floor space used on or before July 20, 1993.
residents and visitors;
(c) The bicycle parking spaces required by paragraph
While this policy is covered in the Zoning By-Law, (a) shall be provided in the following proportion: 80
important issues concerning the quality and practicability percent as bicycle parking space - occupant and 20
of bicycle parking infrastructure will determine...ect the percent as bicycle parking spaces - visitor. (1997-0422)
suitability of these facilities to promote increased bicycle
use. Sections 2-4 of the Bicycle Parking Guidelines address (d) Not more than 50 per cent of bicycle parking spaces
these issues in detail. - occupant shall be provided in a manner that requires
a person to park the bicycle in a vertical position.
For more information on Toronto’s Official Plan: http://
[Link]/planning/official_plan/[Link] (e) Bicycle parking spaces required by paragraph
(a) shall not be provided within a dwelling unit or a
balcony thereof nor within commercial suites.
Bicycle Parking Requirements in the
South District Section 2 - Definitions and interpretation, Zoning
By-law No. 438-86 (summarized)
Buildings erected in the South District (the former City
“bicycle parking space”
of Toronto) after July 20, 1993 need to comply with
means a bicycle parking space - occupant or a
the specific bicycle parking and shower-change facility
bicycle parking space - visitor;
requirements listed below.
By-law 438-86, Section 4 (13) Bicycle parking spaces and
“bicycle parking space - visitor”
shower - change facilities: when required, number, location
may be located outdoors or indoors but not within a
and type
secured room, enclosure or bicycle locker;
(a) Subject to paragraphs (b), (c) and (d), no person shall
“bicycle parking space - occupant”
erect or use a building or structure in any use district
may be a bicycle rack or bicycle locker. In the case of
for a purpose listed below unless bicycle parking spaces
a bicycle rack it must be located in a secured room
and/or shower - change facilities are provided and
or area;
USE REQUIREMENT

Residential: 0.75 bicycle parking spaces for each dwelling unit, or a fraction
Dwelling units in a building containing 10 or more dwelling units, other than thereof equal to or greater than 0.5, to a maximum of 200 bicycle
senior citizens' housing: parking spaces;

Non-residential: uses listed in sections 8(1)(f)(b)(iv), (v) and (vi), in a building 6 bicycle parking spaces, or one bicycle parking space for every
located in any use district and where the combined non-residential gross floor 1,250 square metres of net floor area or fraction thereof equal to or
area used for those purposes is equal to or greater than 2,000 square metres: greater than 0.5, whichever is greater

Non-residential: uses listed in sections 8(1)(f)(b)(iv), (v) and (vi), in a building 1 shower-change facility for each gender
or greater than 20,000
located in any use district and where the combined non-residential gross floor square metres:
area used for those purposes is equal to or greater than 20,000 square metres:

34
 Guidelines for the Design and Management of Bicycle Parking Facilities

“bicycle parking space” Commercial):

means an area that is equipped with a bicycle rack Minimum: Greater of 1 space / 2,000 m2 or 4 spaces for
for the purpose of parking and securing bicycles, projects with GFA >2,000 m2
and: Maximum: None 1 shower-change facility for each gender
for projects with GFA >20,000 m2.
i. where the bicycles are to be parked on a
horizontal surface, has horizontal dimensions Number of Bicycle Parking Spaces for Residential Uses
of at least 0.6 metres by 1.8 metres and a vertical Minimum: 0.10 spaces / unit for projects with 40 or more
dimension of at least 1.9 metres; non grade-related dwelling units
Maximum: None No shower-change facility required
ii. where the bicycles are to be parked in a vertical
position, has horizontal dimensions of at least 0.6 Other Uses
metres by 1.2 metres and a vertical dimension of Proponents of development containing uses not covered
at least 1.9 metres. above will identify bicycle parking standards for such uses
that are consistent with the context and guidelines noted
North York Centre Secondary Plan above.

In December 2007 Toronto City Council adopted an Bicycle Parking Requirements in

amendment to the North York Centre Secondary Plan Scarborough District:
respecting below-grade bicycle storage. The amendment
will be presented as a settlement at the Ontario Municipal
Adoption of Official Plan Amendment No. 42 & Zoning By-
Board in 2008. The policy requires the provision of at-grade
Law No. 104-2008:
bicycle parking in all major new developments in the North
The Zoning By-Law implementing the Danforth Avenue
York Centre and reads as follows:
Study (from Victoria Park Avenue eastwards to Medford
Avenue, east of Warden Avenue) includes specific bicycle
Definition, Number, Location and Dimensions:
parking requirements for residential developments in the
A bicycle parking space is an area designed and equipped
area. Residential developments are required to provide 0.5
exclusively for the purpose of parking and securing a
bicycle parking spaces per dwelling unit of which 80% is
bicycle. The space will not be provided within a dwelling
long-term parking for occupant use and 20% is short-term
unit, balcony or commercial suite. All types of bicycle
parking for visitors. [Link]
parking space arrangements (e.g. racks, lockers, etc) can
danfoth_notice_adoption_feb08.pdf
be considered in the review of meeting these guidelines.
The minimum number of bicycle parking spaces identified

in this policy are to be provided in an at-grade common
bicycle room conveniently accessible to the outside. Preliminary Directions for a New
Additional bicycle parking spaces may be provided in other Zoning By-law
locations As part of Toronto’s Zoning By-law project two consultant
studies have been completed to develop new parking
Dimensions of bicycle parking spaces: standards for selected land uses. As a result of these
Minimum 1.9 m high by 0.6 m wide by 1.2 metres deep studies the following city-wide bicycle parking standards
(vertical parking) or 1.8 metres deep (horizontal parking). have been proposed by the consultants. These standards
No more than 50% of spaces will be provided as vertical are currently under review by City staff.
parking. Dimensions of shower-change facilities will meet In addition, the proposed standard also recommends that
the minimum requirements of the Ontario Building Code. clothing lockers be supplied at a total of 0.7 times the
number of Type 1 bicycle parking spaces.
Number of Bicycle Parking Spaces for Commercial [Link]
Uses (Office, Institutional, Ancillary Retail and Service

35
Guidelines for the Design and Management of Bicycle Parking Facilities

Proposed Minimum Number of Required Off-Street Bicycle Spaces**

Downtown and Central Waterfront / City Centres † Rest of the City

USE
TYPE 1* TYPE 2* TYPE 1* TYPE 2*

General 0.2 spaces/ 100m2 Greater of: 0.13 spaces/ 100m2 Greater of:
Office/ 0.2 spaces/ 100m2 or 6 spaces for 0.15 spaces/ 100m2 or 6 spaces
Government sites with non-residential for sites with non-residential
Office GFA>1000m2 GFA>1000m2

Medical 0.15 spaces/ 100m2 Greater of: 0.1 spaces/ 100m2 Greater of:
Office 0.15 spaces/ 100m2 or 6 spaces 0.1 spaces/ 100m2 or 6 spaces for
for sites with non-residential sites with non-residential
GFA>1000m2 GFA>1000m2

Retail/ 0.2 spaces/ 100m2 Greater of: 0.13 spaces/ 100m2 Greater of:
Restaurant 0.3 spaces/ 100m2 or 6 spaces for 0.25 spaces/ 100m2 or 6 spaces
sites with non-residential for sites with non-residential
GFA>1000m2 GFA>1000m2

Multi-Use 80% of 1.0 spaces / unit 20% of 1.0 spaces per unit 80% of 0.75 spaces per 20% of 0.75 spaces per unit
Residential unit

† Toronto Official Plan -Map 2. * Type 1 = Long-term parking; Type 2 = Short-term parking. ** no upper limit on bike parking spaces

Proposed minimum number of shower facilities required

for each gender (for commercial uses)

Required Number of Number of Shower Stalls

Type 1 Bicycle Parking Spaces

0-4 0
0-29 1
30-59 2
60-89 3
90-119 4
120-149 5
150-179 6
Over179 7 plus 1 for additional 30 bicycle
spaces

36
 Guidelines for the Design and Management of Bicycle Parking Facilities

10. Appendix C: Bicycle Parking

Brochure

In 2003 the City of Toronto produced a bicycle parking

brochure: Bicycle Parking: A Guide for Business Owners
and Cyclists in the City of Toronto. This brochure includes
information on bicycle parking options, tips for cyclists
on avoiding bicycle theft, and the benefits of bicycle
commuting.

For more information: [Link]

bicycle_parking_guide.pdf

Bicycle Parking

A Guide for Business Owners & Cyclists in the City of Toronto

37