Bicycles on BART Survey and State of Bicycle Access and Amenities on BART Report

Bicycles on BART Survey and State of Bicycle Access and Amenities on BART Report, 2009 FINAL REPORT Bicycles on BART Survey and State of Bicycle Access and Amenities on BART Report Photo Source: http://www.flickr.com/photos/jeremybrooks FINAL REPORT NOV 2009 Prepared for: Andy Thornley Program Director, San Francisco Bicycle Coalition Prepared by: Tony Vi Intern/Research Assistant, Livable City

Bicycles on BART Survey and State of Bicycle Access and Amenities on BART Report, 2009 FINAL REPORT Acknowledgements: The author would like to acknowledge the assistance of the following with their guidance in creating the survey questionnaire and their input on the study. Sean Co, Transportation Planner, Metropolitan Transportation Commission Mike Jones, BART Bicycle Accessibility Task Force, East Bay Bicycle Coalition Alameda Representative Mariana Parreiras Robert Raburn, Executive Director, East Bay Bicycle Coalition Mark Simon, Special Assistant to the CEO, San Mateo County Transit District Sarah Syed, Planner, San Francisco Bay Area Rapid Transit District Laura A. Timothy, Manager of Access Programs, Customer Access Department, San Francisco Bay Area Rapid Transit District Maureen Wetter, BART Marketing and Research Special thanks to Felice Plijter for her help in translating Dutch and other European transit agencies websites and policies regarding bicycle access. The author would also like to acknowledge the insight and support of all who participated in the survey. The views and opinions all the respondents provided greatly assisted the writing of this report and its results and recommendations. Their input will aid in the creation of improved survey questionnaires in the future. 2

Bicycles on BART Survey and State of Bicycle Access and Amenities on BART Report, 2009 FINAL REPORT Table of Contents: 3 Study Overview 4 Study Methodology 7 Results 7 8 9 10 11 12 13 14 15 16 17 18 Trip Purpose Frequency of trips on BART Frequency of BART trip with a bike involved Getting to BART with a bike Getting to final destination from BART with a bike Necessity of bike usage getting to BART and to destination Reasons for riding/taking a bike to BART Bring bike onboard or parking at station Dealing with commute time period restrictions Riding BART if commute time period restrictions are lifted Satisfaction Ratings on Bike Amenities and Access Importance Ratings of Bike Amenities and Access 20 Recommendations 24 Appendices 24 31 35 38 40 Appendix A: Survey Questionnaire Appendix B: History of Bicycles and BART Appendix C: Comparison of other Rail Transit Agencies Commute Restriction on bikes Appendix D: Results of Bicycle Workshop, BART Bicycle Policy Evaluation Jan 1998 Appendix E: Individual Comments from Survey Respondents List of Figures and Tables Figure 1. Figure 2-1. Figure 2-2. Figure 3. Figure 4 Figure 5. Figure 6. Figure 7. Figure 8. Figure 9. Figure 10. Figure 11. Figure 12. BART Trip Purpose. Frequency of trips on BART. Frequency of trips on BART with a bike involved in trip. Getting to BART with a bike. Getting to final destination from BART with a bicycle Necessity of bike to get to BART and to destination. Reasons for riding/taking a bike to BART. Percentage share of bringing bike onboard BART or parking bike. Percentage share of bicyclists on BART standing or sitting or both. Methods of dealing with black-out restriction times on BART. Willingness to travel on BART if black-out restrictions were lifed. Satisfaction rating on bike amenities and access on BART. Importance rating on bike amenities and access on BART. 3

Bicycles on BART Survey and State of Bicycle Access and Amenities on BART Report, 2009 FINAL REPORT Study Overview Purpose of Study and Survey With bicycling becoming an attractive travel mode in light of various circumstances high gas prices, global warming, convenient transit commute linkages transit agencies must strive to maintain bicycle access and amenities to ensure bicyclists can travel on their transit systems. Although BART conducts their own surveys and reports regarding customer satisfaction, the current studies1 do not exclusively pertain to bicycle access and amenities or examine bicyclists trip interaction with BART. The purpose of this study is to examine bicycle access issues, provide a snapshot of trip purpose and frequency of bicyclists on BART, and rate the satisfaction and importance of various bicycle amenities. This study, utilizing results from a survey conducted online, responds to questions of: What is the purpose of bicyclists trip on BART? How often do bicyclists take BART with or without a bicycle involved in their trip? How do bicyclists get themselves with their bicycle to BART? How do bicyclists get to their final destination from the BART station? How many bicyclists need their bike to get to and from the BART station? Why do bicyclists take their bikes to BART? How many bicyclists take bikes on BART trains or park them at the station or surrounding area? Do bicyclists who do take their bikes on trains more likely to stand or sit with their bike? How do bicyclists deal with the black-out when bikes are not allowed on trains traveling in the peak direction and peak time? Would more bicyclists travel on BART if the black-out restrictions were lifted? With BART intending to replace their cars2, the survey results on the current bike priority space on cars and importance of including bike racks/hooks and more bike priority space can help guide development of future BART cars. The satisfaction and importance rating of various amenities can assist in the improvement of increasing bicycle access to BART. The survey examines the satisfaction of bicyclists towards various bike-related amenities currently on the BART system: Bike ramps Elevators Attended bike parking Bike lockers Bike racks at stations Wide faregates Wayfinding signage to various bike amenities The current BART cars with bike priority space The survey also examines the importance of including more of the above amenities and implementing future amenities such as: Bike racks/hooks on trains More cars with bike priority space A bike sharing program for BART riders Lifting the black-out restriction Bike theft deterrent and sting operations Posted bike security informational material The study also reviews and references past BART reports and presentation that have relevant information regarding bike access and amenities. 1 2 http://bart.gov/docs/stationprofilestudy/2008stationprofilereport_web.pdf BART has also conducted a Bicycle Access and Parking Plan in 2002: http://www.bart.gov/docs/bart_bicycle_access_parking_plan.pdf http://www.bart.gov/about/projects/cars/index.aspx 4

Bicycles on BART Survey and State of Bicycle Access and Amenities on BART Report, 2009 FINAL REPORT Study Methodology To gain insight on bicycle access and amenities and answer the questions posed above, bicyclists answered an online questionnaire and survey3. How the survey was conducted? The survey and questionnaire was posted online for the duration of 1 month, starting in mid-may, coinciding with Bike to Work day, and ending in mid-june. Outreach was conducted via announcement on the San Francisco Bicycle Coalition s weekly Biker Bulletin. The number of results received was high during the beginning of the collection period, falling off during beginning of June. Another announcement of the survey and questionnaire one week before the end of the collection period provided additional respondents to the sample size. Sample excerpt from survey questionnaire. 3 See Appendix A for full survey questionnaire. 5

Bicycles on BART Survey and State of Bicycle Access and Amenities on BART Report, 2009 FINAL REPORT Who took the survey? The survey yielded 523 responses. The following data provides demographic information on the sample size. The majority of respondents identified themselves as white (67%), while the next largest race percentage is Asian or Pacific Islander (6.5%). Less than 2.5% of respondents identified themselves as Hispanic/Latino/Spanish. Nearly 3.5% identified themselves as Mixed. 18% of respondents declined to state their race or ethnic identification. RACE/ETHNIC ID White Black/African American 18.16% 3.44% Hispanic/Latino/Spanish 0.76% Asian or Pacific Islander 0.57% American Indian or Alaskan Native 6.50% 67.30% 2.29% Other specified Mixed 0.96% Decline to state 48% of respondents identified themselves as male, 42% identified themselves as female, nearly 1% identified themselves as transgender, and 9% declined to state their gender. GENDER 9.18% MALE 0.96% FEMALE 47.80% 42.07% TRANSGENDER DECLINE TO STATE 6

Bicycles on BART Survey and State of Bicycle Access and Amenities on BART Report, 2009 FINAL REPORT AGE 50.00% 47.23% 45.00% 40.00% 35.00% 30.00% 25.00% 21.80% 20.00% 15.00% 11.09% 10.00% 7.07% 6.88% 5.16% 5.00% 0.57% 0.19% 0.00% 17 or younger 18 24 25 34 35 44 45 54 55 64 65 or older Decline to state The majority of respondents (47%) indicated their age as 25-34, 22% indicated their age as 35-44, 11% as 45-54, 7% as 55-64, and 5% as 18-24. 7% of respondents declined to state their age. 7

Bicycles on BART Survey and State of Bicycle Access and Amenities on BART Report, 2009 FINAL REPORT Results Trip Purpose What is the purpose of your trip on BART? 80.00% 70.00% Commute to/from work 68.26% Recreation 60.00% 50.00% 40.00% 30.00% Visiting friends/family 44.93% 39.77% Shopping 25.05% 20.00% School 9.75% 10.00% 2.10% 0.00% Other TRIP PURPOSE Figure 1. BART Trip Purpose. Note: Respondents can choose more than one answer. The majority of respondents, nearly 70%, answered their purpose for riding BART was to commute to and from work. This indicates the utility of BART for usage of work commutes. Recreation and visiting friends and family also make a large share of trips (45% and 40%, respectively), indicating riders do not use BART exclusively for work trips. 8

Bicycles on BART Survey and State of Bicycle Access and Amenities on BART Report, 2009 FINAL REPORT Frequency of trips on BART How often do you take BART? 30.00% 6-7 days a w eek 25.05% 24.86% 25.00% 5 days a w eek 21.41% 19.50% 20.00% 3-4 days a w eek 15.00% 1-2 days a w eek 10.00% 7.65% 1-3 days a m onth 5.00% 1.53% Other/Very Infrequent 0.00% Figure 2-1. Frequency of trips on BART. The majority of respondents answered they take BART on a weekly basis (70%). This is not surprising as a majority of respondents indicated their trip on BART was a work trip, or some sort of combination of various trip purposes. 23% of respondents answered they take BART only 1-3 days a month or very infrequently, which may be discretionary trips on BART. 9

Bicycles on BART Survey and State of Bicycle Access and Amenities on BART Report, 2009 FINAL REPORT Frequency of trips on BART with a bicycle involved How often do you take BART w ith a bike? 35.00% 6-7 days a w eek 32.50% 30.00% 5 days a w eek 25.00% 3-4 days a w eek 23.90% 20.00% 1-2 days a w eek 17.97% 16.06% 15.00% 1-3 days a month 10.00% First time taking BART w ith bicycle onboard or parked in/near station. 5.00% 4.21% 3.44% 1.91% Other/Very Infrequent/Never 0.00% Figure 2-2. Frequency of trips on BART with a bike involved in trip. Although a majority of respondents indicated they take BART on a weekly basis (70%), only 58% of respondents make their trip on BART with a bike involved in the trip. 38% of respondents make their BART trip with a bike 1-3 days a month, very infrequently, or have only recently made a BART trip with a bike. 10

Bicycles on BART Survey and State of Bicycle Access and Amenities on BART Report, 2009 FINAL REPORT Getting to BART with a bicycle How do you usually get to BART with your bike? 100.00% 95.41% 90.00% Biked to BART 80.00% Placed bike on transit 70.00% 60.00% Walked bike to BART 50.00% 40.00% Do not bike+bart regularly 30.00% 20.00% Other 10.00% 2.68% 0.76% 0.57% 0.57% 0.00% Figure 3. Getting to BART with a bike. A large percentage, 95%, of respondents biked to BART. Respondents may be biking to BART because of the convenience or speed over transit or walking. This would indicate a need to ensure proper biking infrastructure and amenities around and in BART stations. A very low percentage of respondents placed their bike onto transit. If respondents place their bike onto transit because of dangerous biking conditions around a BART station, improved efforts of creating safer biking infrastructure can help mitigate this danger. This may also be indicative of slow transit service connecting to BART, or lack of bike amenities on connecting transit service. 11

Bicycles on BART Survey and State of Bicycle Access and Amenities on BART Report, 2009 FINAL REPORT How do you get to your final destination from BART with your bike? How do you get to your final destination from BART with your bike? 100.00% Biked to destination 90.00% 87.95% Walked bike to destination 80.00% 70.00% Placed bike on transit 60.00% Parked at station + w alked to destination 50.00% 40.00% Parked at station + took transit to destination 30.00% Not applicable, do not bring bike on BART regularly 20.00% OTHER/NONE 10.00% 1.53% 1.34% 4.21% 1.91% 2.49% 0.57% 0.00% Figure 4. Getting to final destination from BART with a bicycle. The majority of respondents (88%) indicated they reach their final destination on a bike. 4% of respondents parked their bike at the station and walked to their destination. Only a small percentage (1%) placed their bikes onto transit to reach their final destination. This may be an indication of poor connecting transit service to BART. Bicyclists may feel biking to their final destination to be quicker than waiting for transit. 12

Bicycles on BART Survey and State of Bicycle Access and Amenities on BART Report, 2009 FINAL REPORT Necessity of bike usage getting to BART and to destination Need of bike getting to BART and to destination 70.00% 63.29% Need your bike to get to BART 60.00% 50.00% 40.00% Need your bike getting from BART to your destination 30.00% BOTH 19.31% 20.00% 13.19% OTHER/OPTIONAL 10.00% 4.21% 0.00% Figure 5. Necessity of bike to get to BART and to destination. 63% of respondents require, or feel they require, their bike to get to BART and to get to their final destination. Although the survey question did not mention any connecting transit service that may also enable the rider to get to BART or their destination, the results shows the need for biking infrastructure and amenities investments on both ends of the trip on BART. Whether the requirement is actual or perceived, respondents to the survey utilize their bike on both ends of their trip on BART. 13

Bicycles on BART Survey and State of Bicycle Access and Amenities on BART Report, 2009 FINAL REPORT Why do you ride/take your bike to BART? Reason for riding/taking bike to BART 90.00% Convenient 80.31% 80.00% 77.25% 73.61% Environm entally friendly 70.00% 63.48% 60.00% Exercise 56.98% 50.00% Live/w ork close enough to BART to bike 43.21% 40.00% Econom ical 30.00% Poor connecting transit service to BART (at start and/or end of trip) 20.00% OTHER 10.00% 2.87% 0.00% Figure 6. Reasons for riding/taking a bike to BART. Note: Respondents can choose more than one answer. There are many varying reasons for why riders bike or take their bike to BART. The survey demonstrates riders take their bike to BART because of convenience, exercise, and environmental-friendliness more than poor connecting transit service or because of the economy of the bike. Although convenience ranked the highest among the reasons, the term is not defined and allows respondents to place their own interpretations. Bicyclists may view the bike as more convenient than connecting transit service, as the bike allows more flexibility in getting the rider to their destination and not to just a transit stop. 74% of respondents ranked exercise as a reason for biking or taking their bike to BART. This indicates a majority of riders views biking to BART as more than just a commute, but views it as a beneficial physical activity. Encouraging biking to BART will enable more BART riders to get more physical exercise. 14

Bicycles on BART Survey and State of Bicycle Access and Amenities on BART Report, 2009 FINAL REPORT Bringing bike onboard BART or parking bike at station or surrounding area Do you bring your bike onboard BART, or park it at the station or surrounding area/destination? 10.71% 1.34% A large share of respondents answered they take their bike onto BART rather than park it at the station or in the surrounding area. This may indicate the need for a bike on both ends of their trip on BART. Although only a small share or respondents park their bike at the station or surrounding area/destination, more bike parking facilities are necessary given the observation of filled bike racks in many stations on in the BART system. Bring onboard Park at station Park in surrounding area/destination 87.95% Figure 7. Percentage share of bringing bike onboard BART or parking bike. Do bicyclists sit or stand onboard BART trains? The share of bicyclists that have to stand with their bike or stand or sit with their bike is almost the same. While 45% of respondents have to stand or get to sit with their bike, if we assume they may have to stand with their bike for some time onboard or during some trips, the share of standing with a bike can ultimately increase to 85%. BART should make more efforts to enable bicyclists to sit with their bikes through more bike priority spaces on bikes or installation of bike racks/hooks on train cars. Do bicyclists sit or stand onboard BART? Have to stand w ith your bike 40.15% Get to sit dow n w ith your bike 45.32% Either stand or sit w ith bike 14.53% Figure 8. Percentage share of bicyclists on BART standing or sitting or both. 15

Bicycles on BART Survey and State of Bicycle Access and Amenities on BART Report, 2009 FINAL REPORT Dealing with black-out restriction times on BART Dealing with black-out restriction on BART 25.00% Not applicable, travel during non-black out times only Travel/commute on BART w ithout bike involved in trip Do not take BART, bicycle to destination 20.45% 20.00% Park bike at station Do not take BART, bring bike onto other transit 15.00% 14.78% Wait at station/nearby until non-black out hours 12.75% Ignore, bring bike on to BART anyw ay 11.94% 10.93% Enter/exit at allow ed station 9.72% 10.00% Bring folding bicycle onboard, allow ed onboard at all times Drive 5.47% 5.00% Bike Shuttle 4.66% 4.05% 2.83% OTHER/MULTIPLE 1.21% 0.81% 0.00% 0.40% N/A bikes allow ed on route all times Figure 9. Methods of dealing with black-out restriction times on BART. There are various methods how bicyclists deal with the black out restriction times on BART4. Traveling during non-black-out times ranked the highest, indicating some bicyclists adjust their schedule to travel on BART with their bike during permitted times. Traveling on BART without a bike ranked second. Bypassing BART altogether and biking to their destination ranked third. Parking their bike at the station ranked fourth. A small 11% of respondents take their bike onto other transit to bypass BART. 10% of respondents wait at the station or nearby area until the end of the restriction. 5% of respondents ignore the black-out restriction and bring their bike on to BART anyway. 5% of respondents enter and exit at allowed stations during the restricted times5. Although the methods of coping with the black-out restriction times are numerous, they are inconvenient and survey results show bicyclists would ride BART more during the restricted times if the black-out restriction were lifted (see Figure 9). 4 5 To see all bike rules and restrictions: http://bart.gov/guide/bikes/bikerules.aspx During morning commute hours, bikes are allowed in the Embarcadero Station only for trips to the East Bay During evening commute hours, bicyclists traveling from the East Bay must exit at the Embarcadero Station...During morning and evening commute hours bikes are not allowed in the 12th and 19th Street Oakland Stations. Source: BART Bike Rules. 16

Bicycles on BART Survey and State of Bicycle Access and Amenities on BART Report, 2009 FINAL REPORT If black-out time restriction were lifted, would bicyclists travel on BART during those times? If black out hours were lifted, would you travel on BART more during those hours? 90.00% 80.00% 76.86% 70.00% 60.00% 50.00% 40.00% 30.00% 20.00% 15.30% 7.84% 10.00% 0.00% Yes No Maybe Figure 10. Willingness to travel on BART if black-out restrictions were lifed. An overwhelming majority of respondents, 77%, would ride BART during the current black-out restriction times if they were lifted. BART should study the feasibility of lifting or easing the restrictions on bikes during peak travel times6. Numerous comments from the survey indicted bicyclists wish for the black-out restriction be eliminated or relaxed. 6 See Appendix C for comparison of commute restriction on bikes on other rail transit agencies. 17

Bicycles on BART Survey and State of Bicycle Access and Amenities on BART Report, 2009 FINAL REPORT Satisfaction Ratings on Bike Amenities and Access Satisfaction Rating on Bike Amenities and Access 5.0 4.0 3.9 3.0 3.0 2.9 2.7 2.6 2.6 2.5 2.4 2.0 1.0 Wide faregates Wayfinding signage Bike parking station Bike lockers BART cars w ith bike space Stair channels/bike ramps Bike racks Elevators Figure 11. Satisfaction rating on bike amenities and access on BART. A series of questions in the survey asked respondents to rate their satisfaction with various bike amenities and bike access infrastructure on a rating of 1 to 5, 5 being the most satisfied. Respondents were allowed to not rate the amenity if they were unfamiliar with amenity or did not use it enough to form an opinion. Only one amenity, wide faregates reached a rating of higher than 3, an average rating. However comments from survey respondents state the wide faregates tend to be broken, close too early, and lack proper signage. Wayfinding signage pointing to bike amenities such as stairs, elevators, bike parking, etc achieved an average satisfaction rating. All other amenities and access infrastructure achieved a below average satisfaction rating. Additional investment in bike amenities and improving bike access is necessary to achieve higher satisfaction among bicyclists. 18

Bicycles on BART Survey and State of Bicycle Access and Amenities on BART Report, 2009 FINAL REPORT Importance Ratings of Bike Amenities and Access 5.0 Importance Rating of Bike Amenities and Access 4.6 4.5 4.5 4.0 4.0 4.0 4.0 3.6 3.6 3.6 3.5 3.4 3.2 3.2 3.0 2.0 C ar s w it h bi k e pr io rit y sp B Li ac ik f tin e e ra g ck bl ac s/ ho kou ok t s on B ik t e ra pa in s rk in g st at W io id B n e ik fa e th re ef ga St te te ai nf s r or ch ce an m ne en ls t /B ik e ra m ps B ik e lo Im ck er pr s ov B ed ik e bi ra ki ck ng s co nd B iti ik on e s se cu ri ty in fo B ik e W s ay ha fin ri ng di ng si gn ag e 1.0 Figure 12. Importance rating on bike amenities and access on BART. Another series of questions asked respondents to rate the importance of implementing various amenities and access infrastructure on a scale of 1 to 5, 5 being the most important. Respondents were allowed to not rate if they did not have an opinion. All categories of bike access and amenities achieved a ranking of above average in importance, indicating a demand to have improved bike amenities and bike access. Having more cars with bike priority space and installing bike racks or bike hooks on cars rated in high importance with a rating of 4.6 and 4.5, respectively. This may be indicative of bicyclists having to stand with their bikes, or feeling their bikes are inconveniencing other riders. A clear delineation of bike space on BART cars can ensure bicyclists can store their bikes in a safe and convenient manner. BART should include more cars with bike priority space in future train sets, and examine installing bike racks or bike hooks on future bike cars. Attended bike parking stations rated higher than bike lockers or bike racks. Bike theft enforcement and sting operations ranked high as well, indicating bicyclists may prefer more secure bike parking than bike lockers and racks. A bike sharing program and wayfinding signage pointing to various bike amenities such as stairs, elevators, racks, etc. ranked the lowest in importance among the categories. Bicyclists may feel wayfinding is sufficient or unnecessary given their high frequency of BART usage. Also, the sample of this survey may have captured bicyclists who are knowledgeable and experienced with bringing a bicycle onto BART. Bicyclists may feel a bike sharing program will be of limited utility or they may prefer using their own bicycles. However, both categories rated above average in importance and may warrant further investments and examination. Additional wayfinding signage can assist new bicyclists who are unfamiliar with bringing a bike onto BART. 19

Bicycles on BART Survey and State of Bicycle Access and Amenities on BART Report, 2009 FINAL REPORT Not surprisingly, lifting black-out time restriction rated high. BART should investigate the feasibility of easing the restriction or lifting it. 20

Bicycles on BART Survey and State of Bicycle Access and Amenities on BART Report, 2009 FINAL REPORT Recommendations BART has made great effort to be less restrictive towards bikes. In the past, bikes were allowed only in the last car and required a permit. BART focused on restricting bike access on specific trains rather than entry stations7. While BART has improved bike access and bike parking at stations, additional efforts can help bicyclist access and ride the system. The following recommendations can guide BART to becoming a more bike-friendly system and inclusive to the commuting needs of bicyclists. Communicate existing programs and guidelines regarding commute restrictions to bicyclists more effectively. Bikes are allowed in the Embarcadero Station for the morning commute only to the East Bay, and bikes must exit at Embarcadero coming from the East Bay during the evening commute. However, according to survey comments, these rules are not effectively communicated to bicyclists. Some notice and signage (printed on paper and placed at fare and swing gates) do not communicate to bicyclists they may conditionally take their bikes on board BART to make a transbay commute. Also, Caltrans runs a bike shuttle across the Bay Bridge during peak commute times8, however this information is not posted on BART s website along with their bike rules detailing commute restrictions on bikes. BART also does not post information on AC Transit bus routes that provide transbay service across the Bay Bridge. AC Transit buses have bike racks and can accommodate bicyclists during the black-out period. Providing information on other transit services making transbay commutes can provide alternatives for bicyclists during the black-out restriction period. BART should update their signage and effectively communicate their current policies concerning the conditions of a bike-on-bart transbay commute. BART should also communicate to bicyclists other transit services running parallel or similar service to BART and transbay service. Study the feasibility of easing black-out restriction times or eliminating the restriction. Although many survey respondents take BART on a weekly basis and take BART for work purposes, there are a large percentage of bicyclists who take BART with bicycles on a monthly and infrequent basis. Efforts to improve bicycle access to BART can greatly increase the amount of bicyclists that use BART more frequently. The easing of black-out restriction can enable more work commutes to be made with a bicycle. A reexamination of the time restriction can lead to a shortening of the amount of time when bikes are not permitted onboard. A study of crowding conditions on BART trains during peak times and in peak directions can indicate if the black-out restriction can be lifted during certain times. This will lead to greater access and convenience for bicyclists on BART. A review of other transit agencies found similar commute restrictions on bikes9. The majority of transit agencies reviewed generally restricts bicycles during the morning hours of 7AM to 9AM, with MBTA and WMATA ending their morning restriction at 10AM. During the evening commute hours, bicycles are generally restricted from 4PM-6PM or -7PM. However, the restrictions vary with each transit agencies. BART follows these other transit agencies, but should strive to decrease restrictions. NYCMTA Subway does not restrict bikes during the morning rush hours, however advises against bringing bikes onboard during those times. Additionally, BART in the past found most customers (62%) favor allowing bikes on rush hour trains traveling in the rush hour direction. 10 This may indicate acceptance among most BART riders that bicyclists are apart of the normal rush hour traffic. The inclusion of a bike car or policy allowing bikes only 7 See Appendix B for history of bike access and bike parking at BART. For more information regarding Caltrans Bike Shuttle: http://www.dot.ca.gov/dist4/shuttle.htm 9 See Appendix C for comparison of commute restriction on other transit agencies. 10 BART Bicycle Policy Evaluation, January 1998. See Appendix D for sections referenced. 8 21

Bicycles on BART Survey and State of Bicycle Access and Amenities on BART Report, 2009 FINAL REPORT in the last car during the shoulders of the peak period can perhaps shorten the black-out restriction time frame11. Study the feasibility of a bike-car to enable bicyclists to travel on BART or make a transbay commute with their bike during commute times. Conduct pilot study of allowing bikes onboard the last car during commute times. The creation of a bike-only train car is mentioned in comments from the survey. BART should study the feasibility of designing, building, and operating a bike-only car in their train sets. Many survey respondents referenced the bike-cars in use on Caltrain, and a bike-car on BART trains would permit bikes on BART during commutes times. However, BART states the operation of a bike car would not be applicable to BART, a heavy rail transit system with very different operating characteristics and demand patterns than [Caltrain]. BART also states that if BART were to provide a bicycle car, it would immediately be full, as would a second and third bicycle car most likely. BART does not have enough cars in [the] fleet during the rush hour to provide such facilities. Additionally, during the peak period BART already runs 9-10 car trains and since the BART platforms can only accommodate a ten car train no additional cars can be added. 12 However, in the past, BART surveyed riders on the potential policy change of allowing bikes on rush hour trains, but only in the last car of the train. 65% of riders agreed with this potential policy change13. While the BART survey did not specifically mention a bike car, merely considering allowing bikes onboard the last car, this could in effect operate as a de facto bike car without additional bike amenities. Having a designated bike car as the last car would encourage non-bicyclists to board the other cars during the rush hour period. A bike-car with amenities could be placed as the last car in the train. Bicyclists can view the length of the next train from the digital information displays and move to the approximate stopping location of the last car on the platform14. However, BART operations of making and breaking train sets before and after commute periods can complicate ensuring the bike-car remains the last car in the new set. A possible remedy would be to have bike-cars as the last car during peak commute periods only and to take them out of service during off-peak times. Further study of operational procedures, interior car designs, and other transit agencies practices can provide information on the feasibility of instituting bike-cars on BART. Although a bike-car would benefit bicyclists during commute times, it may prove detrimental to other riders given current overcrowding on BART trains. A pilot study of allowing bikes onboard the last car during commute times can help determine any issues with operating a bike car. The development of new BART cars or retrofit of existing cars15 can accommodate more bikes during commute times. BART should study the feasibility of operating a bike-car with the new train cars currently planned16. A short pilot study with a retrofitted car for bikes can be conducted to study any impacts on operations and to guide design criteria in future bike-car development. Ensure bike racks/hooks and/or bike priority space on future BART cars. Ensure riders can distinguish a bike-priority car. Respondents indicate they require their bike getting to BART and getting from BART to their final destination, which means they need to bring their bike on board the BART train. This may explain the high importance rating for bike racks or hooks and bike priority space on board BART cars. Installing bike racks/hooks and/or bike priority space can enable bicyclists to store their bikes on board without 11 12 13 14 15 16 Bike Policy Presentation, PAAL Committee Meeting. March 17, 1998. BART. http://sfappeal.com/news/2009/10/ask-the-appeal-why-doesnt-bart-have-a-bike-car-during-peak-hours.php BART Bicycle Policy Evaluation, January 1998 New signage indicating train length stopping location, such as those currently in downtown SF stations, should be implemented system-wide to facilitate the operation of a bike-car, or the access of bikes onboard the last car during black-outs. See Appendix D for BART s Bicycle Workshop for possible vehicle retrofit suggestions to accommodate bikes and luggage. http://www.bart.gov/about/projects/cars/index.aspx 22

Bicycles on BART Survey and State of Bicycle Access and Amenities on BART Report, 2009 FINAL REPORT inconveniencing other riders. This would help bicyclists during off-peak times to secure their bikes so as to not inconvenience other riders and to allow bicyclists to sit down. Additionally, 48% of BART riders in the past favor installing bike racks on BART trains even if seats are removed17. Past focus groups indicated disapproval of vertical bike racks because of difficulty of hanging bikes on a crowded train. Respondents in the focus group proposed the alternative of designated cars with luggage/bicycle space on them. 18 Having special marking on cars with bike racks/hooks and/or priority space, or placing these cars at the end of the train set, can ensure bicyclists distinguish a regular car from a car with bike amenities. The current BART car with bike priority space is indistinguishable from other cars from the outside. Comments and research observation point to a discrepancy of BART operations regarding the current bike priority cars. People have observed the bike priority car as the first car in the train, even though BART currently prohibits bikes on the first car, thereby negating any advantage of the bike priority space. Comments also indicate the blue bar within the bike priority space is more cumbersome than useful. Bike priority space around fully occupied bike racks/hooks can provide additional space for bikes. Priority space can also allow safe onboard parking for heavy bikes with cargo, as well as provide additional space for luggage. Provide additional secured bike parking at BART stations. Increasing the amount of bike parking at stations can increase the number of bicyclists using BART19. Bike parking at stations should be sheltered, well-lit, secure and highly visible.20 However, an attended bike parking station and bike theft enforcement and sting operations rated high in importance. Nonattended bike parking, although cheaper to operate, may be less appealing to bicyclists because of less security21. Additional secured parking will enable bicyclists to park their bicycle at stations. Many bicyclists would rather bring their bike on board than park it in the station due to lack of security. During black-out commute times, bicyclists have little choice but to park their bike or seek alternative travel options, perhaps forgoing BART. If black-out restrictions are retained, the need for secured bike parking at stations will be necessary to retain or increase bicycle travel mode share to BART. Review access and other guidelines pertaining to bicycles on BART. Develop an updated access policy plan and additional wayfinding signage program for BART stations. A review of other transit agencies discovered similar courtesy and access guidelines for bicycles as those instituted on BART. Among some bicycle guidelines that are ubiquitous among the transit agencies are: No bikes on escalators, use stairs or elevators. Yield to other passengers when boarding and exiting trains. Yield priority seating to seniors and persons with disabilities. Do not block doors or aisles. Do not board crowded trains, wait for the next train. Only board through designated doors and only board certain train cars. Do not ride bikes in stations, in cars, or on platforms. In an emergency, leave bikes behind on board train cars. Only a certain number of bikes are allowed per train car. 17 BART Bicycle Policy Evaluation, January 1998 BART Train Interior Focus Groups Luggage & Bicycle Storage. 19 Transit agencies that have invested heavily in secure bike parking have realized 35% bicycle access mode share. 2008 BART Research Associates Program. Enhancing Walk, Bicycle, and Transit Access to BART Stations - Executive Summary, Final Draft. Sept 25, 2008. 20 BART Transit-Oriented Development Guidelines. June 2003. 21 http://www.sfexaminer.com/local/electronic-bike-parking-may-deter-bart-commuters-64063267.html 18 23

Bicycles on BART Survey and State of Bicycle Access and Amenities on BART Report, 2009 FINAL REPORT Although most of the guidelines enacted ensure safety and convenience of all riders, BART should review the guideline of no bikes onboard the first car. The reason given is the operator cabin is present on the first car, therefore there is less space for disabled passengers22. However, given BART operations of making and breaking train sets, certain trains have cars with an operator cabin in the middle of the train set. Bikes are not restricted from boarding a train car with an operator cabin if the car is in the middle of the train set. Also, observations from the researcher and commenters indicate the current train car with bike priority space as the first car in some trainsets, thereby negating the usability of the bike priority space. BART should review the purpose of this policy. The elimination of this policy would allow bicyclists to forgo rushing through a crowded platform to board the second car. Several survey comments indicate bicyclists, especially those with heavy cargo, would prefer to take their bikes on escalators rather than in dirty elevators or onto stairs. During times when there is heavy ridership, the restriction of bikes on escalators is sensible. However, during times of low ridership the policy may make less sense, unless other passengers board an escalator after a bicyclist. Although baby-strollers are not allowed on escalators, observations show this restriction is not enforced and is largely ignored. The majority of BART riders (65%) in the past agreed with restricting bicycles from escalators, however it should be noted 80% of BART riders use escalators rather than stairs23. However riders agreement with this policy could change if guidelines are imposed on bikes using escalators. The following guidelines regarding bikes on escalators are in place in Belgium by STIB (Brussels Intercommunal Transport Company )24: Bicyclists must hold their bikes and may not sit on them. Bicyclists must position themselves in such a way that they and their bikes are stable, preferably by holding the bike with one hand, with its wheels on the steps, and holding the railing of the escalator with the other It is forbidden to carry the bike while on the escalator. Bikes must be placed in a way that does not touch the sides of the escalator, and bicyclists must especially look at the pedals. Bicyclists must leave enough space in front and behind them, so that other users of the escalator are not bothered. Comments from several survey respondents prompted investigation into the Maastunnel in Rotterdam, which allows bikes onboard escalators. The Maastunnel is a tunnel, completed in 1942, connecting the two sides of the Nieuwe Maas, a river branch in Rotterdam. Old photos show bikes on escalators in the early operational history of the tunnel. Additional study into the Maastunnel will determine if bikes must also follow guidelines, and any safety or engineering hazards bikes pose on escalators. Source, Left: http://commons.wikimedia.org/wiki/file:maastunnel_rotterdam_roltrappen_zuidoever.jpg 22 Source: http://www.bart.gov/news/barttv/?&cat=27&id=287 BART Bicycle Policy Evaluation, January 1998 24 http://www.stib.be/irj/go/km/docs/stib-mivb/internet/attachments/fiets_velo/velo_fiets_reglement.pdf 23 24

Bicycles on BART Survey and State of Bicycle Access and Amenities on BART Report, 2009 FINAL REPORT Source, Right: Original source unknown. Further study of safety regulations and other agencies best practices can determine if bikes can and should be allowed on escalators and can help guide development of such policies. Additional study would determine if development of wider escalators or creation of policies allowing bikes on escalators only during certain times, such as only when escalators are empty, are more beneficial than the current access infrastructure. Maintain and improve bike access infrastructure. Many survey respondents commented on the lack of maintenance of bike access infrastructure, such as wide faregates being out of service and elevators being used as bathrooms. Bicycles with cargo and bags require wide faregates and elevators to enter and exit the stations. Slow, urine-soaked elevators are a detriment to bike accessibility on BART and in the regional bike network25. Having properly maintained wide faregates and elevators will ensure access equity for bicyclists that haul heavy cargo. BART should also look at restricting access to wide faregates only for riders with bikes, luggage, and baby-strollers. Slowing the closing of wide faregates can let bicyclists clear the gate without fear of it prematurely closing on their bike. BART should also pursue adding more wide faregates at stations and widening staircases. Comments indicate the current staircases are too narrow for bikes to be carried without the possibility of interfering with other riders. Actively pursue safer bicycling facilities to and around BART stations. Increasing the safety of surrounding local and regional bike networks26 will encourage more BART riders to switch to bicycling to access BART. BART should actively work with local and regional agencies to facilitate safer biking facilities leading to the station, and consider allocating matching funds to such programs27. This can increase BART s station catchment areas thereby increasing BART s ridership while meeting or exceeding bicycle access mode share goals28. A bicyclist, taking a 10 minute commute to BART, can access BART from further away (1.5 miles) than a pedestrian in the amount of same time (0.5 miles)29. Safer biking facilities surrounding BART stations serve to increase BART s accessibility and enhance the mobility of riders traveling to and from the station. Ensure access equity for bicyclists. Encourage a culture of accepting bikes on BART. There are no restrictions on huge strollers or mega-sized luggage during commute hours, why restrictions on bikes? We all make room for wheelchairs, even when the train is crowded because it is common understanding that we should respect and make room for these users. Bicyclists who are doing more than their share for reducing pollution also deserve courtesy. My commute is shared with a mix of people that either appreciate that I bike to work or people that feel I'm a blight on their commuting experience. I would love to see an advertising campaign in the BART trains/stations that works towards a cultural shift of accepting bicycle commuters. Currently, the only related advertisements I've seen are warnings to not commute during black out hours. Although there are extensive guidelines and restrictions for bicycles, there are few for other riders. This can lead to inconvenience for bicyclists such as riders sitting in seats close to the doors when there are vacant seats in the middle of the car. This forces the bicyclists to stand with his/her bike. (Bike 25 Station access should be seen as an extension of the local and regional circulation network that serves the surrounding neighborhood. BART Transit-Oriented Development Guidelines. June 2003. 26 BART Transit-Oriented Development Guidelines. June 2003. Local and regional bike networks connecting to BART should be marked with signage, and free of any barriers such as curbs and fences. 27 2008 BART Research Associates Program. Enhancing Walk, Bicycle, and Transit Access to BART Stations - Executive Summary, Final Draft. Sept 25, 2008. 28 2003 Station Access Guidelines specified 3% system-wide bicycle access target. BART Strategic Plan, Adopted Oct 2008. 29 Assumption of walking speed of 3mph and biking speed of 9mph. NYCDOT. World Class Streets: Remaking New York City s Public Realm. 25

Bicycles on BART Survey and State of Bicycle Access and Amenities on BART Report, 2009 FINAL REPORT hooks/racks and/or bike priority space onboard cars can help address this problem.) Riders attempting to bypass the long queue at fare gates might use the wide fare gates designated for person with disabilities, luggage-holders, baby strollers, and bicyclists. This can inconvenience bicyclists and other riders that need this special access. Enacting courtesy guidelines for all riders, including bicyclists, can help make BART accessible and convenient for all riders. Many bicyclists have stated feeling as second-class citizens when taking their bikes onboard BART. Implementing an advertisement campaign encouraging other riders to appreciate and accept bicyclists can help bicyclists feel more welcomed on BART30. The campaign can highlight the benefits bicyclists bring to others. One potential highlight might be bicyclists do not take up a seat on feeder transit like MUNI and AC Transit, therefore allowing more capacity for non-bicyclists. 30 BART Bicycle Access and Parking Plan (Aug 2002) calls for promotion programs to support and applaud bicycling to BART. See pages 3-18 to 3-21 of the plan for recommendations for promotions: http://bart.gov/docs/bart_bicycle_access_parking_plan.pdf 26

Appendix A: Survey Questionnaire

Appendix B: History of Bicycles and BART Source: BART Bicycle Access and Parking Plan, Volume 1. http://www.bart.gov/docs/bart_bicycle_access_parking_plan.pdf HISTORY OF BICYCLES AND BART Bicycles on BART Trains October 1974 - Bicycles first authorized on BART on a temporary basis with the following regulations: Folding bikes allowed at all times. Only standard size bicycles allowed in the BART system and then during off-peak hours only (5-6:30am; 9am-3:30pm; after 6:30pm). Bicycles allowed only in rear of last car. No more than 5 bicycles allowed per train. Permits required to take a bicycle on the train. Permits issued for 3-year time periods with registration and payment of three dollars. These policies became permanent in December 1975. January 1978 - Bicycles allowed on weekends from 9am-12 midnight. 1980 - Test program of reverse commute on the Concord line between Rockridge and Concord Stations. August 1987 - A 6-month trial period of extended reverse commute began to include all stations from Embarcadero to Richmond, Concord, and Fremont in the morning commute and from Richmond, Concord and Fremont to Embarcadero in the evening commute. Oakland s 12th Street and 19th Street Stations were excluded from bicycle access during peak times. In addition, bicycles were permitted on the front and rear of the last car of the train. Temporary permits that were issued by agents were valid for 3 weeks rather than the previous one round trip. Policies were formally adopted in 1988. October 1996 - A 6-month trial period was initiated which eliminated the requirement for a permit to bring bicycles on the train. Bicycles were allowed in the rear door of any car except the first car. Policies were formally adopted in March 1997. July 1998 - Time restrictions were tailored to focus on specific trains rather than entry stations. Bicycles were also permitted on trains in the shoulder period (times directly before or after the peak of the peak period) and at all times on the Richmond/Fremont line. With this new policy, bicycles were restricted for approximately 1-1/2 hours during the AM peak and 2 hours during the PM peak. Previous restrictions prohibited bicycle in the system for 2-1/2 hours in the AM peak and 3 hours in the PM peak. April 1999 - Bicyclists no longer required to use the rear door of the car. Bicycle Parking Bicycle parking was installed at most stations when BART stations were first constructed using post and chain style racks and plywood bicycle lockers. The lockers were assigned to customers on a first come basis. Bicycle parking was not provided at the downtown and/or underground stations. 1996 - Over 700 plastic lockers were purchased and installed systemwide to replace the existing wooden lockers and provide additional locker spaces. Fall 1998 - A bicycle parking demonstration program was begun at selected stations in Berkeley and Oakland. Free, on-demand, day-use lockers were installed at North Berkeley, Downtown Berkeley, Ashby and MacArthur Stations. These lockers were later removed after significant problems