Flexible Delineators: Used to mark the extent of the station area. Delineators are typically placed no more than 20’ apart and are retro-reflective. Planners should make sure to leave room between the back of the bikes and the delineators so that riders have room to mount and dismount. Most cities use delineators that are between 28″-48” tall.

Thermoplastic Striping and Paint: Used to mark the extent of the station area. Typically a white bounding box is drawn around the station, leaving room behind the back tires of the bike for riders to mount and dismount. Areas within the station box can be painted for aesthetic reasons.

Wheel Stops: Used when there is parking adjacent to the station to protect the station from vehicles. Planners typically leave about 3’ from station to wheelstop to accommodate vehicle overhang. Wheelstops should be used in conjunction with vertical, flexible delineators to increase visibility. Wheelstop color varies by city.

Blocks: Used to protect the station from moving vehicles. Used on cobble stone streets or other places where wheelstops cannot be drilled into the roadbed. Also used to mark the extent of median stations or to prevent vehicles from parking in station gaps. Can double as seating.

Planters: Used to mark the borders of bike share plazas, in lieu of wheelstops, or as part of larger placemaking efforts. Can be used in places where wheelstops cannot be drilled into the roadbed. Also used to mark the extent of median stations or to prevent vehicles from parking in station gaps.

Bollards: Used to protect the station from moving vehicles. Bollards are dug into the ground as part of station installation.

Concrete Curbs: Used to protect the station from moving vehicles. Concrete curbs are poured as part of station installation. Concrete curbs should be used in conjunction with vertical delineators to increase visibility.

Fencing: Used to protect the station from moving vehicles. Fencing is dug into the ground as part of station installation.

Cobblestone: Stations can be placed directly on cobblestone. However, some street treatment options, especially thermoplastic striping, and flexible delineators and wheelstops which are bolted into the ground, cannot be installed on cobblestone. In New York, large granite blocks were used in lieu of other street treatments to protect stations on historic cobblestone streets. It may be difficult to place stations that must be bolted down on cobble stone streets.

Grass: Stations can be placed on grass with limited success. Most operators report issues with mud, dirt and station plates sinking over time. Snow removal is also more difficult on grass. If a location on grass is the best option, a pad should be placed under the station plates to prevent sinking; good materials for the pad include asphalt, pavers and concrete. In Boston, operators have had success using ¾” pressure treated plywood. Stations that must be bolted to the ground typically cannot be placed on grass.

Gravel: Stations can be placed on gravel with varying degrees of success. Some cities have created an enclosed gravel bed for the station in lieu of putting the station directly on grass. This treatment addresses most issues with mud and sinking plates. Stations that must be bolted to the ground typically cannot be placed on gravel.

Permeable Pavers and Porous Pavement: Stations can be placed on permeable pavers without interfering with drainage. In Maryland, Capital Bikeshare planners have created station pads with FlexiPave, a porous pavement product, in lieu of placing stations directly on grass.

Wood/Raised Platforms: In the Bay Area, stations have been placed on raised wooden platforms (parklets) with no reported issues or
concerns.