Management summary The issue of bicycle parking problems at train stations is growing and becoming more urgent The ever increasing use of bicycles leads to overflowing parking facilities at many train stations in the Netherlands. This gives rise to packed bicycle racks obstructing passages, bicycle theft and vandalism. This also diminishes the quality of the station environment due to cluttering and makes it harder and less attractive for cycling train passengers to find a space in the parking facility. Existing solutions prove to be no longer effective at an increasing number of stations and bicycle parking problems at train stations are increasing and becoming more urgent. For that reason a request was made to investigate the problems surrounding bicycle parking at stations from various angles and provide innovative options for solutions in this report, particularly as regards the financial-organisatorial aspects. Current approach is no longer adequate The observed problems can to a large extent be attributed to the existing shortage of parking spaces, the explosive growth in bicycle use, the scarcity of space, increasing quality demands for parkings and the immediate station environment, the disappearance of quality differences between guarded and unguarded parking and the fragmented and complex organisation of bicycle parking at train stations, where no one has an overall overview or responsibility. In addition backing appears to decrease for the funding estimated by experts to be necessary over the next 10 years (€ 450 - 650 million for construction, operation, maintenance and management, depending on growth and choices in line alternatives presented in Programma Hoogfrequent Spoorvervoer). This study into innovative approaches to bicycle parking draws the conclusion that the current approach is no longer adequate for an increasing number of train stations, particularly major stations in urban areas. Fundamental change in thinking and procedures is required In order to effect fundamental changes in thinking and procedures principal choices will have to be made, regarding ambition and definition of the bicycle parking demands, funding and organisation. It is advised to concentrate (final) responsibility for bicycle parking in station areas in one hand, preferable at a local level. This institution provides and maintains insights for all parties concerned into all stages of the process by means of an integral business case bicycle parking. A business-case approach may contribute to an increase in the cost recovery levels of local solutions. In order to obtain this goal, the overall bicycle parking demand should be clear from the very start: the demand for bicycle provisions, the size of the station area and the (quality) requirements made of the supply of bicycle parking and who will finance or contribute for which part. By the application of an integral business case bicycle parking the cost recovery basis and cost recovery levels of bicycle parking will become clear. Increasing the self-financing level of bicycle parking can be realised by increasing the costs of parking and/or ensuring additional sources of income and/or cost reduction, which may involve other parties beside those currently involved. Various possibilities have been outlined in this study. The actual implementation will vary with the local situation. Due to the large number of parties involved in the station area and in order to prevent bicycle parking from falling between the cracks, there will have to be a single local institution where (final) responsibility for parking bicycles in the station area will rest. That may be accomplished by transferring responsibility for bicycle parking to one or more of the current parties involved (local authorities, NS Fiets, NS Poort or ProRail) or by instituting an organisation for parking bicycles by station of by town, based on an underlying cooperation agreement or contract. Instituting a single organisation for parking bicycles is preferred, as this will elicit integral considerations and decision making and make it easier for other (new) parties to join in and secure their cooperation. Moreover the institution of a single organisation provides the opportunity to delegate enforcement to this organisation in private law, allowing easier enforcement on the basis of house rules. Towards implementation The solution options and recommendations in this report are the basis for a discussion between all parties involved in bicycle parking. The outcome of this discussion will greatly affect an eventual solution for the bicycle parking issue. This more integrated approach will also require a different mindset of the parties, allowing other divisions of roles, parties, ways of financing and how to set-up the organisation, and considering the interrelationships between all elements and parties. An open discussion between the stakeholders involved will carry implications for national policy. In order to prevent too many differences between stations and every town inventing the wheel again, it is important that government imposes framework and conditions to bicycle parking, for instance about the divisions of roles and the basic assumptions underlying parking at a fee. In addition it is important that at a national level there will be a standardisation in the organisation of bicycle parking at train stations, leaving enough flexibility to provide specific adaptations for individual towns. Once policy, framework and preconditions are clear, these will have to be communicated to the consumers, the cyclists who want to park, and other stakeholders. For that existing communication channels can be used, for instance those of local authorities and NS. This responsibility might be assumed by national authorities, as a consequence of their responsibility for policy and minimum standards for bicycle parking at train stations. The implementation will have to occur in stages in view of the various developmental phases of the train stations. It is quite logical to start at train stations with current active involvement in the preparations for expanding and updating bicycle parking provisions, where problems are most urgent. There will be local authorities with insufficient knowledge and means to implement the recommendations of this report. For that reason, but also from the point of view of the afore-mentioned standardisation, we recommend making the knowledge and means required to organise bicycle parking by towns available at a central location. And finally an evaluation of the first projects to introduce the new bicycle parking system may yield valuable information for other local authorities.