I was shocked to learn that one short-term alternative BART staff is considering is to eliminate current on-train bicycle access in the reverse commute direction during peak periods (see accompanying report by Dan Gildea). Fortunately, a number of positive ideas have sprouted since the BART Board met with bicyclists in November of 1997. As a result of that meeting, BART staff have drawn up a proposal for a combined bicycle rack and parcel shelf. If applications to the region-wide Transportation Fund for Clean Air (TFCA) are made in March, we might begin seeing dedicated storage space for three bikes per car within two to three years. Thus the case can be made for the BART Directors and Staff to focus on the long-term goals. Such an effort will reduce the period during which temporary provisions are in effect.
Before listing the goals discussed with our BBATF representatives and members of bicycle coalitions in San Francisco and San Mateo County, let me say that we have heard - loud and clear - from bicyclists throughout the Bay Area who use BART in the reverse-commute direction. We will accept NO RETROGRESSION in access! It would be criminal for even a single bicycle commuter who depends on the existing service to be denied transportation access.
Our long range goals are twofold: modify the cars to provide space for bicycles and develop significantly expanded bicycle parking at the stations.
As an individual who has recently rented the last available locker at the Fruitvale station ($30/year), I am directly aware that BART's recent installation of 500 lockers system-wide is already inadequate. We recognize that real world-class transit systems offer that much parking at a single station. Further incremental additions are fruitless. Instead let's begin planning for a tremendous increase in bicycle parking. High-density rack designs are crucial (see cover). A particularly inspirational paper in this regard, Bicycle Parking in Tokyo, was presented at the Transportation Research Board (TRB) meetings in January by Chiaki Kuranami and Derek D. Bell. Not only do the authors discuss parking provisions for thousands of bicycles, but they note that Tokyo's suburban stations are particularly successful at attracting bicycle riders.
In the short term we want to see immediate steps taken to pursue the above long-range goals. As well, we see the next few years as a transition period during which some improvements in commute hour access can be implemented. Specifically these suggestions include: reducing the commute blackout (in commute direction only) to 1 1/2 hours while keeping reverse commute open to bicyclists; allow bicyclists access to all cars but the first car during the during the peak "shoulder" period. Of course, folding bikes would still have access during the commute, but would have to folded at the platform level. One way to assist the transition would be for BART to have platform supervisors do friendly outreach and educate passengers at critical stations during peak hours.
-Robert Raburn
Dear Editor:
The benefits of the "bold plan" to reduce the presence of automobiles in national parks such as Yosemite will be constrained if such plans remain focused on replacing extensive parking lots in the parks by even bigger parking lots just outside the parks. Your January article mentioned the bicycle cars used on the Rhätische Bahn trains, but there are other convenient alternatives for bikers in the Alps. The Rhätische Bahn is easily accessible by smooth public transit connections from almost anywhere else in Switzerland, and one can reserve a rental bike to be picked up at a train station convenient to one's destination.
Sincerely,
Drew Keeling
Dear Editor:
I am a member of the Emeryville Bicycle Advisory Committee. We just finished our Bicycle Plan and the City is considering abolishing our Committee. This city pays lip service to bike access at best and is openly hostile at worst. Here's a brief history, vis a vis my bike advocacy, here in Emeryville.
In 1991, our General Plan had the town criss-crossed with Class One bike paths, many from abandoned rail road spurs. One such spur facilitated the major north/south route planned. This spur was instead transformed into a parking lot for Chiron Corporation but with provisions for bicycle access during "daylight hours". I fought this change unsuccessfully. To make matters worse, Chiron chose to ignore the hours provisions and open the bike path on weekdays during it's business hours. This represented a direct violation of it's agreement with the city.
I began a four year battle against a recalcitrant city government and billion dollar corporation in an effort to get them to obey the law. Ultimately, I won but it was a hollow victory, as one must now get off one's bike to open the new spring loaded gate Chiron has placed across the bike path. Before my "victory", I (of all people), was hit by a car on my bike on Hollis Street. This is a major north/south arterial in town just to the east of the "Chiron bike path", and is the street that the bike path is meant to replace for bike travel. The bike path was closed at the time of the accident. The city had just added another lane to Hollis St. making it extremely difficult to get far enough to the right for bikes. I would have been using the bike path had it been open as the law dictates.
Now I'm attempting to get the city to install "share the road" signage for Hollis St. but have been told "no" because "Hollis St. is not a bike path" and such a sign might indicate that the city is condoning bicycle use on Hollis St. leaving us exposed to possible litigation in the event of an injury. I feel that this is irresponsible given the lack of alternate routes at this time.
Other bicycle advocacy I've been attempting include: forcing the city to force the East Bay Bridge shopping mall to honor their agreements to provide bike racks (a four year fight and counting), getting the city to install bike racks at our Council Chambers, Post Office, and City Hall (three years and counting) and repair of identified bike road hazards by our BAC (two years). One recent loss has ominous overtones. Steve Jobs of Pixar has selected Emeryville as his new headquarters. The planned development wiped out a Class Two bike path our BAC had proposed even before we were able to present the plan to the Planning Dept. (we had weeks before down-graded this path from a Class One at the insistence of another developer). This effortless gutting of our Bicycle Plan promises to be a portent here in Emeryville.
One recent success however, could show the way to more effective bike advocacy here. Another developer has placed an auto (and bike) barrier across a different railroad spur bike path that was also transformed into a parking lot. I decided to bypass the city and appeal directly to the developer. The mistake was corrected in two weeks! My new thinking is to leave the city out of the equation as much as possible.
If any EBBC members have any suggestions or questions, my telephone number is 510-654-0166.
Thank you,
Brian Donahue
Jill Keimach presented BART staff's recommendation for the bike policy. The proposal is to reduce the commute hour blackout to 1 1/2 hours in the morning and the afternoon, BUT to take away reverse commute access. No bike would be allowed to enter any BART station between 7 and 8:30am or between 5 and 6:30pm. If you got on before 7am or 5pm, you would be allowed to finish your trip.
Staff's reason for this is that the current policy is hard to enforce. Cyclists will tell the station agent they are going in the reverse commute direction and then get on a commute train. They also want to make the rules easier to understand.
The bike task force is unanimously opposed to taking access away from reverse commuters, as this will impact many people who depend on taking their bikes on BART. It is not clear where the proposal came from, as BART staff seemed to feel previously that the current policy was working well.
Also, staff wants to restrict bikes to the last car during the "shoulders" of the peak - 30 minutes before and after the blackout. The bike task force was also opposed to this as it is confusing and there may not be enough room for all the bikes in the last car.
We also discussed education efforts when the new policy is implemented. Members of the bike task force felt it will be important to ask people to be courteous (not force yourself on a crowded train), and to observe the rear door restriction. This will give other people a way to avoid bikes without restricting bikes to the last car.
BART staff will present their recommendations to the Public Affairs, Access and Legislation (PAAL) subcommittee on March 3rd.
-Dan Gildea