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Bicycles on Light Rail
TriMet, Portland MAX Light Rail and Streetcar--
Portland, Oregon
TriMet, which welcomes bicycles to the Portland light rail transit system
(MAX) and the Portland Streetcar, has allowed bicycles on board since
1991 (MAX opened in September 1986). However, its level of accom-
modation has evolved considerably over time. Today, TriMet views
bicycling as a way to extend the reach of the transit system, because
bikes can access areas that fixed-route transit does not presently
serve. Previous restrictions on time of day and age have been lifted and
permits were eliminated. These were both changed as a result of
increasing comfort and experience with bicycles on MAX and improved
bike racks for buses (see Figure 21).
Recent innovations have included retrofitting light rail cars with bicy-
cle hooks and permitting bikes in priority seating areas when not in use;
helping to accommodate group outings to popular cycling destinations
(see Figure 22). Parking for 72 bikes in on-demand bike lockers was
FIGURE 19 European-influenced design incorporates a three- included as part of the Interstate MAX extension to North Portland (May
hook panel above flip-up seats at each end of articulated rail 2004), bringing the total number of lockers to 340. Bike racks are also
cars--New Jersey Transit Corp. provided on all buses.
The biggest challenge is the crowds, as Portland's train cars are
full in all directions during substantial portions of the day. As the rail
hours can also have an impact on the satisfaction of bicy- system matures, TriMet is interested in pursuing additional bike park-
clists. Although bicyclists provide positive feedback in ing at outlying transit centers to help alleviate demand for on-board
bike racks. Added train frequency (currently about every 4 min in the
response to bringing their bicycles aboard, they are often central business district during peak periods) has also helped to add
frustrated by regulations prohibiting their use of rail transit capacity (see Figure 23).
during peak hours.
COSTS
In several cases, rail transit providers reported little to no sig-
nificant cost associated with accommodating bicycles in their
rail cars. In the case of ACE's dedicated rail car, there was
no net loss of seats to bicycles because the dedicated rail car
simply accommodated bicycle storage previously located in
other cars. CTA reported only the nominal cost of printing
stickers for their heavy rail cars stating "two bicycles per
car." Other agencies have been able to accommodate bicy-
cles at a low cost by adapting existing equipment such as
secure wheelchair racks for bicycle use.
The amount of staff time dedicated to providing the
bicycle-on-rail service ranged from 1.5 full-time equivalents
in Denver to 40 h per year of staff time in San Diego. Because
bike-on-rail passengers do not require delayed stops, like
those necessary to allow bus riders time to attach or detach a
bicycle to or from the exterior rack, there is little or no extra
transit operation time devoted to allowing bicycles to get on
and off of the rail cars.
Bicycles on Heavy Rail
Chicago Transit Authority--Chicago, Illinois
With a broad base of support from the mayor's office, the DOT and
various advocacy organizations, the CTA began accommodating
bicycles on its heavy rail cars in 1999. Each CTA rail car provides
FIGURE 20 When not used for bikes, space can be used for room for two bicycles (trains are generally four to eight cars long). As
baggage or seated passengers--New Jersey Transit Corp. the program gained in popularity, CTA responded by increasing the
