I’m going to take a wild guess and say that “Fietstransferium” means “bike transfer building”. It’s a structure underneath the train tracks at the Houten (in the Netherlands) main railway station (it has a secondary station on the same line a little bit south of the main one). You roll in directly from a car-free street in the center of a town, park your bike, and walk up to the platforms. Also available in the Fietstransferium are bike rentals (likely OV-fiets) and bike repair. It wasn’t open when I visited Houten in January 2011.
From the video (and from other sources) 60% of NS passengers arrive by bike. Good connections between bikes and trains helps maintain that access rate, but probably also helps increase it. Bike connections to major train stations in Chicago is woeful, even at the stations that are new enough to support a good connection. Let’s call Houten’s bike to train connection quality “roll in, walk 100 feet, service”: you roll into the bike parking area, and walk upstairs to your train (there’s even a ticket machine in the bike parking area). This differs from “roll on service” as that means you roll your bike into the train.
The LaSalle Street Metra Station got an upgrade in bike connections this year when the “intermodal center” adjacent to it on Congress Parkway and Financial Place was added. It came with bike parking, an elevator, and a staircase with bike ramp. The station has other access points, which are very well hidden. Unguarded.
Northwestern (Ogilvie) Station lacks indoor and guarded bike parking, and any that’s available is far away from the tracks. The sheltered bike parking is very undesirable, dark, and dirty; I don’t recommend parking on Washington Street. Nor do I recommend parking on any of the sidewalks surrounding the station block.
Union Station is similar to Northwestern Station: all bike parking is unguarded and far from the tracks. Millennium Station. Same problems.
The nexus of bikes and transit is something I enjoy planning, and talking and writing about. Read my past articles on the subject. I’ve created the biggest and best collection of bikes and transit photos in the eponymous Flickr group. It’s an important part of the Chicago Bike Map app. You can load train stations on the map, search for them, and get information about when and how to board a train or bus with your bike. Coming soon is information on accessible stations (which have wide gate turnstiles making for self-service bike entry) and stations that aren’t accessible but have the same wide gate turnstiles (called TWA, or turnstile wheelchair accessible).
Additionally, none of these stations are accessible by good bike lanes. Only Union Station and Northwestern Station have adjacent bike lanes, and then only ones that are north-south (Clinton and Canal). As the Chicago Department of Transportation noted in its multiple presentations about the upcoming installation of the Union Station bus intermodal station, biking on Canal Street is not good and the bike lane will probably be reconfigured during the Central Loop BRT project. To summarize, the connection quality that Chicago’s downtown train stations provide is “confusing service”: where does one park? will the bike be safe? how does one get to the platform now?
Biking on Canal Street outside Union Station. It has multiple entrances and access routes but which one is best? Another photo from biking on Canal Street.
Near Northwestern Station, the Washington Street bike lane ends abruptly three blocks away at Desplaines Street. The Madison Street bike lane doesn’t reach Northwestern Station, nor would it be effective with its current design, as it would constantly be occupied by things that aren’t bicycles.
Biking on Washington Street, a very wide fast street, whose bike lane ends very soon (in the middle ground) where then you find yourself competing for space with buses and right-turning cars. As soon as one is “competing” on a street, the street fails to provide good space for either mode.
Harrison Street just south of the LaSalle Street Station is usually a good street to bike on, but it lacks the kind of bikeway infrastructure that attracts new people to transportation bicycling, and more trips to be made. (I’ve lately been thinking of ways to synthesize the argument about why protected and European-style bikeway infrastructure is necessary, so here goes: Bicycle usage will not increase without them.)
Photo of a man walking with his bicycle in a BART station by San Francisco Bicycle Coalition.
BART in the San Francisco Bay Area tested in August policy of having no bike blackout periods on Fridays. That meant people could bring their bikes on the trains at all times on Fridays in August, and not just outside rush periods. Showing their high level of attention planning and policy, the agency evaluated the program with a proper survey. There’s a meeting tomorrow with the BART Bicycle Task Force; Chicago’s Regional Transportation Authority should have such a group!