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Integration of Bicycles and Transit (2005)

Chapter: Chapter Four - Integration of Bicycles with Rail Transit Services

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Suggested Citation:"Chapter Four - Integration of Bicycles with Rail Transit Services." National Academies of Sciences, Engineering, and Medicine. 2005. Integration of Bicycles and Transit. Washington, DC: The National Academies Press. doi: 10.17226/13554.
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Suggested Citation:"Chapter Four - Integration of Bicycles with Rail Transit Services." National Academies of Sciences, Engineering, and Medicine. 2005. Integration of Bicycles and Transit. Washington, DC: The National Academies Press. doi: 10.17226/13554.
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Suggested Citation:"Chapter Four - Integration of Bicycles with Rail Transit Services." National Academies of Sciences, Engineering, and Medicine. 2005. Integration of Bicycles and Transit. Washington, DC: The National Academies Press. doi: 10.17226/13554.
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Suggested Citation:"Chapter Four - Integration of Bicycles with Rail Transit Services." National Academies of Sciences, Engineering, and Medicine. 2005. Integration of Bicycles and Transit. Washington, DC: The National Academies Press. doi: 10.17226/13554.
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Suggested Citation:"Chapter Four - Integration of Bicycles with Rail Transit Services." National Academies of Sciences, Engineering, and Medicine. 2005. Integration of Bicycles and Transit. Washington, DC: The National Academies Press. doi: 10.17226/13554.
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Suggested Citation:"Chapter Four - Integration of Bicycles with Rail Transit Services." National Academies of Sciences, Engineering, and Medicine. 2005. Integration of Bicycles and Transit. Washington, DC: The National Academies Press. doi: 10.17226/13554.
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Suggested Citation:"Chapter Four - Integration of Bicycles with Rail Transit Services." National Academies of Sciences, Engineering, and Medicine. 2005. Integration of Bicycles and Transit. Washington, DC: The National Academies Press. doi: 10.17226/13554.
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25 Bicycles are accommodated on rail transit in a variety of ways, depending on the rail transit mode and provider. Several agen- cies that participated in this study offered bicycle-on-light- rail, bicycle-on-heavy-rail, and bicycle-on-commuter-rail ser- vices. APTA definitions of each mode are as follows: • Light rail—lightweight, generally electric passenger rail cars on fixed rails, usually running close to traffic; often alongside traffic. • Heavy rail—electric passenger rail cars, operating on separate rights-of-way, at high speeds and with high volume. • Commuter rail—electric or diesel passenger rail cars traveling between urban and suburban areas, on sepa- rate rights-of-way, with a limited number of stops in the urban center (24). Light rail cars can either be accessed from a platform or area on the street, enabling cyclists to use light rail without entering a station (see Figure 14). Some light rail cars feature low floor designs that are level with the platform. Others, such as San Diego’s Trolley, require cyclists to carry their bicycle up stairs to access the inside of the car. Some newer light rail cars are being designed with bike hooks, bike racks, and/or designated areas for cyclists (for examples see Table 7 and Figure 15). Access to heavy rail services can be challenging to bicy- clists because heavy rail is generally located along separate rights-of-way with boardings limited to station stops. To pass through fare gates or turnstile areas into the paid ticket area, bicyclists may be required to use specific access gates or to use street level elevators that go directly to the platform. Many heavy rail systems prohibit bicyclists from using escalators to access platform areas. In addition, bicycles are prohibited on most heavy rail systems during peak hours to prevent over- crowding. Once on board the heavy rail cars, bicyclists are accommodated in a manner similar to other rail transit modes, most often with designated areas or racks for bicycles (for examples see Table 8). Commuter rail cars are generally accessed from an open platform. On board the commuter rail cars bicycles are accom- modated in a variety of ways, such as placing bicycles in des- ignated floor areas, in storage closets or bicycle racks, or in a specific rail car designated for bicycle storage (for exam- ples see Table 9). ON-BOARD BICYCLE STORAGE AND TRANSPORT Once on board the rail car, bicycles are commonly stored on racks inside the car or are attended by the individual bicy- clists. At least two bicycles per car are commonly allowed and, in rare cases, entire cars are dedicated to bicycle use. Many light rail vehicles provide storage for several bicycles in each car, commonly by allowing bicyclists to stand with the bicycle in available spaces. This storage method is employed by the bulk of light rail providers, as shown in Table 7. Light rail cars may also feature racks or hooks for bicycle storage, as can be found in Portland’s TriMet cars. On board Santa Clara Valley Transportation Authority (San Jose, California) light rail, four bicycles are accommodated with racks and an additional two bicycles may be attended to by bicyclists standing in the center of the car. Dedicated Bicycle Rail Car Altamont Commuter Express (ACE), San Joaquin Regional Rail Commission—Stockton, California With a total fleet of 24 commuter rail cars, ACE has dedicated one rail car per train to carrying bicycles (see Figure 16). The dedicated bicy- cle rail cars serve commuters traveling between San Joaquin Valley suburbs and the employment centers of Silicon Valley. ACE’s dedi- cated bicycle rail cars were retrofitted to accommodate 17 bicycles per car, with an additional 2 to 4 bicycles allowed as overflow on the remaining rail cars (see Figure 17). ACE’s administrator, the San Joaquin Regional Rail Commission, estimates that 8,000 bicyclists are served by this program annually. Dedicating bicycle rail cars has helped reduce conflicts between cyclists and regular transit riders. Regular passengers can move more freely because bicycles use one specific part of the train; bicy- clists appreciate having a specific storage space that is designed to meet their needs. Accommodating bicycles has extended the reach of ACE by enabling riders to commute to employment locations not located directly along the rail lines, saving those riders the time and expense of driving a car. Heavy rail cars may feature a similar storage system, allowing bicyclists to stand in open spaces, often near door areas, as space allows. Heavy rail cars may also be equipped to allow bicyclists the use of available wheelchair fasteners for secure storage. Commuter rail systems may provide ded- icated bicycle rail cars, thereby allocating separate spaces for bicyclists and regular transit riders. Commuter rail systems may also accommodate bicycles as light and heavy rail do, by allowing several bicycles in each car except during com- mute hours. CHAPTER FOUR INTEGRATION OF BICYCLES WITH RAIL TRANSIT SERVICES

26 wheel of each bicycle is supported by a hook, and the bottom wheel is placed in a restraining guide either on the side wall or on the bot- tom of a flip-up seat. Trains on the River LINE consist of one or two cars; therefore, they have space to hold a maximum of 6 or 12 bicycles. NJ TRANSIT began allowing bicycles on board its regional com- muter trains as an amenity in 1992; expanding the service to all com- muter lines in 2000. At the same time NJ TRANSIT discontinued a bicycle permit requirement, after experience demonstrated that the agency had no significant issues in having “bikes on board.” There is no charge for bringing bicycles on board, but there are peak-period, peak-direction restrictions on the very busy lines in northern New Jer- sey. Presently, all of NJ TRANSIT’s 860 commuter rail cars (on 11 lines statewide) and 65 light rail cars (on three lines) accommodate bicycles, as do half of its 2,000 buses. However, the new River LINE service has been shown to attract the greatest proportion of bicy- clists. An informal assessment by the Bicycle Coalition of Greater Philadelphia during the line’s first summer showed an average of 1.5 bicycles on observed trains. TECHNICAL SPECIFICATIONS AND DESIGN Most light and heavy rail cars do not require complicated design changes to accommodate bicycles. Bicycles are gen- erally stored in empty wheelchair accessible space or held in doorway areas. However, some transit agencies provide hooks and racks on rail cars so that bicyclists do not need to attend to their bicycles at all times. Portland’s TriMet provides hooks that suspend the bicycles vertically, resulting in a more efficient use of space. In southern New Jersey, NJ TRAN- SIT’s light rail cars also have hooks. Commuter rail providers ACE/San Joaquin Regional Rail Commission (Stockton, California) and Caltrain, which runs from San Francisco, through San Jose, to Gilroy, have designated bicycle cars. These rail cars were reconfigured to store bicycles by remov- ing seats. Bicycle Hooks on New “River LINE” Diesel Light Rail New Jersey Transit Corp.—Newark, New Jersey New Jersey Transit Corp. (NJ TRANSIT) provides hooks for hanging bicycles on board its 55-km (34-mi) “River LINE” light rail service, inau- gurated in March 2004 between Trenton and Camden in the Greater Philadelphia area (see Figure 18). The European-influenced design of the diesel light rail cars on the River LINE incorporates a three- hook panel above flip-up seats in each end of the articulated cars (see Figure 19). This allows some of the interior space to be used flexibly. Although each car can store a maximum of six bikes, the space can also be used for baggage or by seated passengers (see Figure 20). When the maximum bicycle storage space is needed, three bicycles can be stored vertically at each end of the diesel light rail car. The bicycles are hung with handlebars at the top, offset a bit vertically to overlap the handlebars and conserve space. The top FIGURE 14 Light rail accessible without having to enter station—Twin Cities Metro Transit. (Source: Michael Jackson, Maryland DOT.) Type of Service Transit Agencies (Location) Bicyclists allowed to bring bikes on board and stand in designated areas Calgary Transit (Calgary, Alberta) Los Angeles Metropolitan Transportation Authority (Los Angeles, CA)* Maryland Transit Administration (Baltimore, MD) New Jersey Transit Corp. (NJ TRANSIT) (Newark, NJ) Regional Transportation District (RTD) (Denver, CO)** San Diego Metropolitan Transit System (San Diego, CA) TransLink (Greater Vancouver, British Columbia)* TriMet (Portland, OR) Bikes stored on racks inside each rail car Santa Clara Valley Transportation Authority (VTA) (Santa Clara, CA) Bikes stored on hooks inside each rail car Metro Transit (Minneapolis, MN) New Jersey Transit Corp. (NJ TRANSIT) (Newark, NJ) TriMet (Portland, OR) Bicyclists allowed on board trains and to stand in designated areas only during off-peak hours Los Angeles Metropolitan Transportation Authority (Los Angeles, CA) TransLink (Greater Vancouver, British Columbia) *Bicyclists are not allowed to bring bicycles on board during peak hours. **Bicyclists are allowed during peak hours if traveling in reverse peak direction only (away from Denver central business district in a.m.; toward Denver central business district in p.m.). TABLE 7 BICYCLE-ON-RAIL SERVICES

27 USAGE PATTERNS AND USER DEMOGRAPHICS Although few transit providers reported recording bicyclist ridership, ACE estimated providing rail service to 8,000 bicy- clists per year. Several other transit agencies, including Cal- gary Transit, San Diego Metropolitan Transit, British Colum- bia’s TransLink, and Portland’s TriMet, reported increasing demand for their bicycle services, indicated by fully loaded bicycle racks and bicyclists queuing up for limited space on rail cars, although no ridership data were available to quan- tify this trend. Several transit agencies reported anecdotal evidence that their bike-on-rail services had a broad base of ridership, with bicyclists of all genders and from all income groups. Only the RTD reported user statistics for their bicycle-on-rail transit service. The user statistics came from a survey of bike-on- light-rail permit holders, conducted in 2003. The light rail system in Denver serves urban and suburban communities with varying incomes, and RTD identified the age and income categories of the greatest numbers of bike-on-rail users. The largest user group is that between the ages of 40 and 49, has household income between $50,000 and $74,999, and lives in households with two automobiles. CUSTOMER SATISFACTION Transit agencies participating in this study reported positive reactions from bicyclists regarding the accommodation of bicycles on transit. Both light and heavy rail transit providers reported some negative reactions from transit station staff unfamiliar with the rules regarding bicyclists on their transit system. Commuter rail providers did not report any negative reactions from staff, but did note that reactions from staff had been neutral rather than positive. Generally, transit agencies also reported neutral reactions from nonbicycling transit customers. Regulations that prohibit bicyclists during peak FIGURE 15 Light rail car designed with bike rack—Twin Cities Metro Transit. (Source: Michael Jackson, Maryland DOT.) Type of Service Transit Agencies (Location) Bicycles allowed on board trains only during off-peak hours and can only use designated areas in each train car Massachusetts Bay Transportation Authority (Boston, MA) Southeastern Pennsylvania Transportation Authority (Philadelphia, PA) Washington Metropolitan Area Transit Authority (Washington, DC) Bicycles allowed on board trains at any time they will fit New York City Transit (New York City, NY) Maryland Transit Administration (Baltimore, MD)* Bicycles allowed on board trains only during off-peak hours; can use any part of the train Bicyclists allowed to bring bike on board during off-peak hours and on reverse commute direction trains during peak hours Bay Area Rapid Transit (San Francisco, CA) Los Angeles Metropolitan Transportation Authority (Los Angeles, CA) *Bicycles are allowed on board only in designated areas. Chicago Transit Authority (Chicago, IL) TABLE 8 BICYCLE-ON-HEAVY-RAIL SERVICES

28 Type of Service Transit Agencies (Location) Bicyclists allowed to bring bike on board in designated areas New Jersey Transit Corp. (NJ TRANSIT) (Newark, NJ) Southeastern Pennsylvania Transportation Authority (Philadelphia, PA)* Up to four bicycles can be tied down in each rail car Orange County Transportation Authority (Orange, CA) Bicycles stored on racks or hooks in each rail car Amtrak Capitol Corridor (Sacramento and Bay Area, CA) Caltrain** New Jersey Transit Corp. (NJ TRANSIT) (Newark, NJ) San Joaquin Regional Rail Commission (Stockton, CA)** Only enclosed folding bicycles are allowed on trains Maryland Transit Administration (Baltimore, MD) (MARC Train Service) *Bicyclists are not allowed to bring bicycles on board during peak hours. **Designated cars with bicycle racks are provided. TABLE 9 BICYCLE-ON-COMMUTER-RAIL SERVICES FIGURE 16 Altamount Commuter Express designates one rail car per train for carrying up to 17 bicycles. FIGURE 17 Altamont Commuter Express allows space for an additional two to four bicycles as overflow on remaining rail cars. FIGURE 18 New Jersey Transit Corp. provides hooks for hanging bicycles on its River LINE light rail service.

29 hours can also have an impact on the satisfaction of bicy- clists. Although bicyclists provide positive feedback in response to bringing their bicycles aboard, they are often frustrated by regulations prohibiting their use of rail transit during peak hours. 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 included as part of the Interstate MAX extension to North Portland (May 2004), bringing the total number of lockers to 340. Bike racks are also 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 system matures, TriMet is interested in pursuing additional bike park- ing at outlying transit centers to help alleviate demand for on-board bike racks. Added train frequency (currently about every 4 min in the central business district during peak periods) has also helped to add capacity (see Figure 23). 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 room for two bicycles (trains are generally four to eight cars long). As the program gained in popularity, CTA responded by increasing the FIGURE 19 European-influenced design incorporates a three- hook panel above flip-up seats at each end of articulated rail cars—New Jersey Transit Corp. FIGURE 20 When not used for bikes, space can be used for baggage or seated passengers—New Jersey Transit Corp.

30 number of hours that bicycles are allowed on trains. Initially only a weekend program, bicycles are now allowed on trains for all but 4 h on weekdays. Bicycles may be stored in the disabled accessible spaces in each car, when not occupied by a customer with disabilities. Cyclists may also stand with their bikes near the doors or at either end of the rail car. This flexibility allows cyclists to use whatever space is most appropriate during their trip (see Figure 24). CTA stresses the importance of common sense and courtesy toward other customers when traveling with a bicycle. The bicycle-on- heavy-rail program serves a wide range of riders as they travel to var- ious locations, and works in conjunction with its Bikes on Bus program and indoor bicycle parking at rail stations. In pursuit of a fully function- ing multimodal service, CTA is currently retrofitting stations in a way that will make them more accessible to cyclists. CTA is also in the process of testing special stairway ramps that may be installed to aid cyclists in transporting their bicycles through transit stations. SAFETY AND SECURITY The transit providers participating in this study reported no serious safety or security issues with allowing bicycles on FIGURE 21 Improved bike racks on Portland MAX light rail. TriMet has eliminated restrictions on when bicyclists can use the system and eliminated permits. (Source: Alta Planning and Design.) FIGURE 22 Bikes are permitted in priority seating areas when not in use to accommodate group outings. (Source: Alta Planning and Design.) board rail transit, but spoke frequently to the issue of minor property damage caused by bicycles. Rail transit providers have suffered minor damage, such as scratching, to their rail cars as a result of bicycle accommodation. Also, bicyclists have reported minor damage to their bicycles during use of bicycle-on-rail services. Safety and security concerns may decrease as rail transit operators gain experience in the processes of storing and transporting bicycles. Additionally, cyclists and regular tran- sit riders will benefit from increased knowledge of bicycle safety and security, which may result from adequate training, as discussed here. RESTRICTIONS AND RULES Restrictions on bicycle-on-rail service are often established to address the difficulty of maneuvering bicycles though crowded and confined environments, such as transit stations and rail cars. Although several rail transit providers, includ- ing New York City Transit, NJ TRANSIT, and the San Diego Metropolitan Transit System, simply state that bicycles are

31 prohibited during “peak times,” some providers, including RTD and British Columbia’s TransLink, designate time win- dows when cyclists cannot board with their bicycles. Bay Area Rapid Transit (BART) District and Los Angeles Met- ropolitan Transportation Authority have commute period bicycle restrictions, but only in the peak direction of travel. Prohibiting bicycles during these time periods allows more commuters to ride trains with standing room only. Because of the finite amount of space in each rail car, some transit providers also limit the number of bicycles allowed in a rail car at one time. For example, only two bicy- clists are allowed aboard each Washington Metropolitan Area Transit Authority rail car on weekdays, whereas four bicyclists are allowed on board on weekends. Rail transit providers may also designate specific rail cars for bicycle use. For example, the BART system allows bicycles on all but the first car of the train. The number of bicyclists using rail transit may be restricted by age requirements or through a permitting process (although permits have become much less common than they were 10 years ago). Age restrictions for bringing bicycles on tran- sit are based on the strength and level of maturity needed to maneuver and manage a bicycle on a rail car. Some rail tran- sit providers allow children to bring their bicycles on board when accompanied by an adult, as in the case of BART and the Washington Metropolitan Area Transit Authority, or when they have gone through the permitting process and their par- ent or guardian has signed a release of liability. In addition, most light and heavy rail providers restrict the type of bicycle allowed, commonly prohibiting tandem and recumbent bicycles, tricycles, or bicycles with wheels less than 41 cm (16 in.) in diameter. TRAINING AND EDUCATION PROGRAMS Additional training for transit operators and bicyclists can help transit providers accommodate bicycles more smoothly. The needs of bicyclists differ significantly from regular tran- sit patrons, and some transit providers prepare their opera- tors through supplemental training programs. Conductors at the Southeastern Pennsylvania Transportation Authority are given specific information regarding the number of bicyclists allowed on each train at a given time. TransLink reported that education has alleviated some of the original resistance to bicycle service implementation. Some rail transit providers specifically train their security personnel to be able to address bicycle issues and assist bicyclists with navigating through the system. Many of the rail providers surveyed also provide their bicycling customers with brochures and website infor- mation outlining the rules and regulations regarding bicycles on transit. FIGURE 24 Chicago Transit Authority allows bicyclists to stand with their bikes near doors at either end of a rail car. FIGURE 23 Increased frequency of Portland MAX light rail operations in the central business district has helped add to bike capacity. (Source: Alta Planning and Design.)

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TRB’s Transit Cooperative Research Program (TCRP) Synthesis 62: Integration of Bicycles and Transit examines how transit agencies may improve their existing services and assist other communities in developing new bicycle and transit services. Synthesis 62 updates TCRP Synthesis 4: Integration of Bicycles and Transit (1994).

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