Washington's Metro was one of the first transit systems in the US to allow bicycles on board, but not the first. Port Authority Trans-Hudson (PATH) in New Jersey, started its bike-on-rail program in 1962 and BART started its in 1975.
BART's program enjoyed strong public support; by 1980, BART had issued more than 9,000 bike-on-rail permits. Community support and the excellent safety record of the program prompted BART to relax restrictions on the bike-on-rail service and permits were made available through the mail. By 1984, the number of permits had more than tripled to 28,000; this had grown to 71,000 permits by 1992. BART's success prompted other rail systems to institute bike-on-rail programs.
A 1988 Washington Post article claimed that 1980 is when Metro started it's Bikes-on-Rail program, which would make them the 3rd system to have a "Bike-on-rail" program.
Since 1980, Metro has allowed bicycles on the subway system, under numerous restrictions that favor local adult residents, discourage tourists and keep out children.
Metro decided "for safety reasons to limit participation" in its "Bike-on-Rail" program, said bicycle coordinator Randy Howes.
But according to a contemporaneous article in the DC Gazette it actually started in mid-1981 (on June 6), as a six month pilot. Still, Metrorail was the third rail system to allow bikes on. This was after 5 years of lobbying by a group called the Citizens Coalition for Bikes on Metrorail according to an article in the Evening Star at that time. As part of their lobbying effort, they invited local TV news to follow them around as they carried a life size cardboard cut out of a bike onto trains (photo below from "Bikers Seek Change in Metro Rules To Allow Cycles Aboard the Last Car", Washington Post, 7 September, 1980).
According to the Star, Metro was reluctant because they feared that in an emergency, a bike could get wedged into the end door and slow an evacuation. There was also concern about the competition for space on elevators; damage to escalators; interference with passengers and the extra work that attendants would have to do to check permits. After a failed vote in 1980, the WMATA board voted on March 11, 1981 to start a pilot later that summer. Those who voted in favor were Alexandria Mayor Charles Beatley, DC Councilmember Jerry A. Moore and PG County Councilman David Hartlove. ["Metro Planning to let Bikers Ferry Wheels on the Subway", Washington Evening Star, Mar 12, 1981, A1]
Rides started on June 6, 1981 when about 10 riders rode, with about 100 permits having been issued. ["Metro has difficult time peddling bicycle experiment," Evening Star, June 7, 1981, B1]
It was made permanent in January of 1982. At that time, cyclists needed a $10 permit that was good for 2 years, and that would allow them to use the system on weekends and some holidays. Getting a permit required a 30 minute training (including watching a video) and passing a test. Cyclists had to use the last car of the train. I'm not sure if that was still early enough to make Metro the 3rd system or not.
In May of 1983[1], Bikes were allowed on the trains on weekends and holidays (except July Fourth), and after 7 p.m. on weekdays. Back then, you had to have a permit, which required learning the rules and taking a simple 17-question test (By 1992, only 3 people had ever failed it, one because he didn't speak English and one because he couldn't read). And only one person had ever had their permit revoked (for riding on the platform). Permits cost $15 and were valid for 5 years (initially 2 years). Kids under 12 couldn't bring their bikes on and you had to use the last car in the train.
In 1994, the hours were expanded, which is something Jack Evans takes credit for.
Metro board members voted to allow bicycles on trains between 10 a.m. and 2 p.m. weekdays for a six-month trial beginning Aug. 1.
The more liberal policy reflects the influence of General Manager Lawrence G. Reuter. Previous Metro general managers have been cool to the idea of extending subway access to bicyclists. Reuter came to Metro from the San Jose transit agency, which allows bicycles on trolleys and some buses for most of the day.
[Sidenote: From this article, I learned that MARTA allows bikes on its trains all day, every day, and it still does 22 years later. In case that's ever relevant].
In 1998, after another six-month trial, they got rid of the permit system.
In 2001, the hours were extended again. This time allowing bike on before 7am, and until as late as 4pm. This is the system we have today.
[In 2003, they added bike racks to their buses]
[1] "Bikers Welcome", The Washington Post, 27 May 1983, Page WK3
I still have my photo ID from the old days. Man, was I young and good looking. I almost was sad that it opened up to everyone in that I was no longer the special one.
As for the rush hour ban, I am still amazed that when the debate comes up to remove it, a lot of cyclists (at least those who post on GGW) are against it for various crowding reasons. Seems to me that with the current state of Metro, cyclists in the downtown areas, or those thinking about using it during rush hours into town would avoid Metro at all costs. Things have a way of working themselves out if you let folks use it for counter commutes only.
Posted by: fongfong | November 28, 2016 at 11:00 AM