Boyonabike!

Life beyond the automobile in Southern California

Archive for the category “bikes and public transit”

Bike Share!

Red roses for Bastille Day … and Pasadena!

 

July 14—Bastille Day—Bike Share came to Pasadena, with a grand opening celebration in front of Pasadena City Hall.  It was a cause for celebration and a step forward in Pasadena’s efforts to be bike and transit friendly.

Bike share can be a game-changer, insofar as it helps solve the “first mile/last mile” connection to transit and encourages more people to ride.

Pasadena Complete Streets Coalition in the house!

 

The more people ride, the more it normalizes bicycling and helps people shift their thinking about bikes as a mode of everyday transportation.

MetroBike rolling the streets of ‘Dena.

 

Bikeshare allows more people to discover how biking saves money, reduces traffic and pollution, and helps people stay healthier. It also spreads the joys of cycling in the city: the way the bike helps people move through the city at a pace that enables them to see and experience so much more than they can from inside a car.

Bikeshare riders head up Marengo Ave.

 

Initially, bike share stations are mostly clustered in Old town and Downtown Pasadena, with an easternmost kiosk at PCC, and none north of the 210 freeway.  As an initial rollout, this makes sense, but I’d like to see Metro expand this program northward and eastward, and I also think it makes it imperative that the city expand its network of bike lanes and use traffic calming measures on more streets to make this program successful.  As I’ve written about before, too many of Pasadena’s streets are still not friendly for cyclists and too many drivers treat the streets as speedways.

Let’s ride!

 

Bike share can help people discover there is a world beyond the automobile, it expands the realm of the possible for those who want to go car free for a day–or more. From the looks of the smiles on the faces of people riding the Metro Bikes, I’d say the city is on its way.

Sierra Madre Villa Bike Lanes

When local governments do little to make their cities bike and pedestrian friendly, I have often been quick to criticize. Sometimes I do a lot of criticizing, because so much still needs to change to enable the transition to a healthier, safer, more sustainable, more equitable transportation system.  But when cities do the right thing, as Pasadena did last week, I want to give credit where it’s due and offer fulsome praise in the hopes that it encourages additional positive steps. Sometimes both happen at the same time, and thus my praise will be tempered with some constructive criticism.

The good:

Pasadena recently painted new buffered bike lanes on Sierra Madre Villa in east Pasadena between Foothill and Orange Grove north of the Gold Line Station. This road diet improves safety along a notorious stretch of road, and provides buffered space for cyclists to ride to and from the retail and residential zones to the north of the station.  Some may recall that this blog has called for a road diet on this street, so it is nice to see the city make this street safer for all.

This safety improvement is especially important with the Metro Bike bikeshare program set to expand into Pasadena.  The retail area is still way too car-centric and these lanes abruptly end at Foothill and Orange Grove, limiting their usefulness for those who might not feel confident riding on those busy surrounding streets, but it is most definitely a step in the right direction, and Pasadena DOT and Councilmember Gene Masuda are to be complimented for their support for this project.

Southbound Sierra Madre Villa south of Orange Grove.

Northbound Sierra Madre Villa, north of Foothill Bl.

 

If bike lanes are extended north to Sierra Madre Blvd and South to Colorado Bl. extended east and west on Orange Grove and Rosemead Bl., a network of bike-friendly streets would exist for the first time in east Pasadena. Once this happens, the area would become bikeable not only for self-identified “cyclists,” but for everyone.  There is much latent demand for bike friendly streets in east Pasadena. There are parks, schools, offices, and a major shopping/dining area nearby. With the eventual addition of more transit-oriented development (TOD) around the Sierra Madre Villa Gold Line Station, the demand for walkable, bikeable streets in this part of Pasadena will likely grow.

The Bad:

Despite improvements such as Sierra Madre Villa, Pasadena still lacks a connected network of bike-friendly streets. Riding on N. Hill in central Pasadena recently (see photo), within the space of two blocks I was aggressively passed by two motorists, one of whom impatiently honked at me for good measure. I was legally riding on the right half of the right-hand lane, but there is no bike infrastructure on north-south streets in this part of town, and the low-level aggression from motorists makes the experience unpleasant for anyone on a bike.

N. Hill, Pasadena. Parked cars on the shoulder forced me to ride the right-hand lane.

 

I brushed the incidents off as a “normal” part of riding in the city (I even gave the honking motorist a friendly wave), but the city cannot expect most people to feel comfortable on streets where they may be subject at any moment to vehicular harassment—or worse. The only way to accomplish this is to create a contiguous network of complete streets, well marked and intuitive to follow. This network must allow people to get to desirable destinations safely on foot or by bike.

Yes, education, encouragement, and enforcement are elements of a bike-friendly city, and I don’t suggest ignoring those, but the contrast between the streets with and without bike lanes shows there is no substitute for bike and pedestrian friendly infrastructure. In short, good things are happening in Pasadena, but we still have a way to go before city officials can claim city streets are “bike friendly.”

 

Bike Week at Cal Poly

Our Bike Week events last week at Cal Poly Pomona were modest, but they underscored a sense that this longtime car-centric campus may be turning the corner when it comes to transportation.

For one thing, providing parking on campus is getting more expensive, and student parking fees will top $400 a year next year.  No wonder, since the university’s new $40 million parking structure is one of the most expensive buildings on campus, and must be paid for–plus interest–with parking fees.  For many students from low and middle income families, the parking fees are a big burden, especially with tuition and housing costs rising as well.  And then there’s the traffic congestion that makes everyone’s life miserable and a little thing called climate change (emissions from motor vehicles are by far the largest portion of the university’s carbon footprint).  Then there’s safety.  Cyclists and pedestrians have been killed and injured by drivers in and around campus.  Meanwhile an increase in students living on campus has meant more of them getting around on bikes.  The time is ripe for new thinking about transit and bikes, and new campus leadership seems to be taking the issue seriously.

The university’s new President, Dr. Soraya Coley, has been supportive of efforts to encourage alternative transportation (the previous campus president once threatened to ban bikes from campus). The campus installed new bus shelters last summer and this year we’ll be getting new bike racks and bike repair stands at several locations on campus.  Even bigger changes may be just around the corner, however.

This year the president created a new campus Transportation Advisory Committee that will take a more holistic approach to mobility, and next year’s update of the Campus Master Plan could provide a blueprint for a more bike- and transit-friendly campus.  Better transit connectivity to campus and discount student transit passes will be a priority, but it is in bike infrastructure that we may see some of the most sweeping changes.  I still can’t believe I’m writing these words, but the President recently approved installation of protected bike lanes on a stretch of Kellogg Drive that is being realigned to accommodate new student housing. Yes, you read that right.  By September 2017 there should be protected bike lanes and improved intersections on a roadway where a cyclist was killed by a distracted driver a few years ago.

Friday May 19, our Bike Week was capped by what we hope will be an annual “Town & Gown” ride from the university to downtown Pomona, some 5 miles to the east. The ride, sponsored by the Pomona Valley Bicycle Coalition, included students and faculty from Cal Poly Pomona as well as community members and special guests like Pomona Mayor Tim Sandoval and Javier Hernandez, transportation coordinator for County Supervisor Hilda Solis.  We were also joined by John Burton from the LA County Department of Public Works.

Town & Gown ride in downtown Pomona

Along the way we saw some new bike lanes and sharrows on some of the area streets, and were told by Mayor Sandoval that busy Holt Ave. is slated to get bike lanes when it is resurfaced in the next year or so.

Room for bike lanes on Holt Ave in Pomona.

Most significantly however, the passage of Measure M last year and the County’s new greenways initiative, spearheaded by Supervisor Solis, means that nearby San Jose Creek flood control channel may get a bike path along the levee access road that would connect the campus directly to the city to the east (and all the way to the San Gabriel River to the west).  As part of Friday’s ride, Hernandez and Burton temporarily unlocked the gates to the creek and the Town & Gown riders got a sneak peek at the proposed greenway.  It is just a fenced dirt access road now, but with some asphalt and a couple of intersection upgrades, in a few short years it could be a bicycle superhighway that would enable hundreds–perhaps even thousands–of students to ride between downtown Pomona and the campus quickly and safely.

Javier Hernandez (L) and John Burton open San Jose Creek to bikes!

Cal Poly Urban and Regional Planning Professor Gwen Urey, who has championed this bike path for years and who helped organize the ride, noted that her longtime dream may finally be coming true. “Visions of doing the ride on a San Jose Creek route,” she wrote on Facebook after the ride, “have shifted from the stuff of pipes to the stuff of real planning.”  Who knows? Pipe dreams may just come true.

After riding along San Jose Creek

 

2016 Highlights

As 2016 comes to a close, it’s time for taking stock of the year’s developments in car-free transportation in the San Gabriel Valley.

Arcadia Gold Line station.

Arcadia Gold Line station.

At the top of my list is the opening of the Gold Line extension from Pasadena to Azusa.  This brought the Gold Line closer to my house, and allows me to take the train for part of my commute to work at Cal Poly Pomona.  The rest of the trip is on Foothill Transit‘s extensive bus service in the east San Gabriel Valley.  The Foothill Transit 280 and 486 buses run every 15 minutes during peak times, and their new buses are quite comfortable.  The new commute cuts about 15 minutes off my old route through El Monte Bus Station and allows me to bypass the infrequent service of the Metro 487 bus line.  The bike portion of my new commute is also shorter, which makes it more manageable on a regular basis. The easy bike ride to/from the Gold Line now allows me to get around car-free much more easily.  I’ve been heartened by the ridership I’ve seen–including many more people doing multimodal bike-transit commuting east of Pasadena.

Cal Poly bus stop before and after.

Cal Poly bus stop before (top) and after (bottom).

busstop2

New bus shelters at Cal Poly Pomona.  For too long, Cal Poly’s bus stops on Temple Ave. provided no shelter and little more than a splintered old bench for bus riders (see pictures).  As a result of student activism and new campus leadership, there are two new bus shelters at the main campus bus stops on Temple Ave.  This is certainly a step in the right direction and I’m modestly hopeful for additional progress on transit and bike access to campus.

Thanks to the work of many local advocates, progress toward new bike plans have been made in Pasadena, Monrovia, and La Verne.  With better infrastructure, I’m confident we’ll see an uptick in bike ridership, which in turn should lead to even more bike infrastructure in the future.  Despite these small victories, the pace of change in the SGV is so slow and incremental that it barely registers today. Too many streets are unsafe for cycling and too many destinations are hard to get to by bike and when you arrive, they often lack basic bike amenities like bike racks.  It’s easy to feel angry about the lack of good bike infrastructure that places people at risk and deters others from riding in the SGV, but there are good people working to change this, and they must be given due credit.  The advocates at BikeSGV, for example, have done some wonderful work organizing community rides, setting up the Bike Education Center in El Monte, advocating for complete streets, and bringing a multi-city open streets event to the SGV.  They honored me this past year with an award for my bike advocacy, an award for which I was hardly worthy, but profoundly honored, nonetheless.  I draw hope and inspiration from these fellow advocates.

More protected bike lanes, like this one in Santa Monica, are needed in the SGV.

More protected bike lanes, like this one in Santa Monica, are needed in the SGV.

Education and outreach.  In 2016 I was involved in an alternative transportation project at my daughter’s high school and an alternative transportation conference at Cal Poly Pomona. I also was privileged to speak on “cycling and social justice” to a group of inmates in a Prison Education Project at the invitation of one of my fantastic colleagues at Cal Poly, political science professor Dr. Renford Reese.  In general, I found many of the people I spoke to open to the message of bicycling, walking, and transit for healthier communities. Spreading the message of the many benefits of car-free alternatives was deeply gratifying.

Scott Schultz of BUSted Los Angeles speaks to students at Cal Poly's alternative transportation conference in November.

Scott Schultz of BUSted Los Angeles speaks to students at Cal Poly’s alternative transportation conference in November.

Measure M.  The half-cent sales tax for transportation passed in Los Angeles by a healthy margin (approx. 70 percent voted yes).  This will mean expansion of Metro rail, local bus service, and bike and pedestrian infrastructure.  Measure A, a countywide tax for parks, also passed, which means LA County will have funds for turning many of its now-barren flood control channels into “linear parks” with multi-use paths. Such victories give me hope.

Notable Books and Films of 2016:

  • Frackopoly: The Battle for the Future of Energy and the Environment by Winona Hauter. Essential reading for anyone who wants to understand why hydraulic fracturing (“fracking”) of oil and natural gas is neither safe nor a “bridge fuel” to sustainable energy.
  • Routes of Power: Energy and Modern America by Christopher F. Jones.  Technically, came out last year, but it was new to me this year, so I’m including it here.  Jones, an historian at Arizona State University, weaves a fascinating story of how the infrastructure of fossil fuel was created in the United States, and offers a deeper understanding of how energy transitions take place–essential knowledge as we transition away from a carbon economy. His research also underscores the central importance of pipelines for the delivery of fossil fuel and the expansion of the carbon economy, and thus the importance of blocking the construction of new pipelines in the fight for a livable climate and clean water.
  • Street Fight: Handbook for an Urban Revolution by Janette Sadik-Khan.  The lively story of how Sadik-Khan, former transportation commissioner for NYC, overcame opposition and redesigned many of New York’s streets to be more bike and pedestrian friendly.  Essential reading for any alternative transportation advocate.
  • Before the Flood (documentary film) directed by Leonardo DiCaprio.  Surprisingly good climate change documentary that doesn’t let Westerners’ high-consumption lifestyle off the hook.
  • Bikes vs. Cars (documentary film) directed by Fredrik Gertten.  Technically released Dec. 2015, but wasn’t available until this year.  If you want a good primer on why bikes are and must be a key component of sustainable urban transportation as told through the eyes of several bike advocates in cities around the world, this film is for you.

Thought for 2017: Every bike used for transportation is an instrument of peaceful revolution, every car-free trip a step towards a more equitable, sustainable future.

Monrovia’s Bike Plan

Monrovia Bike Plan

Monrovia Bike Plan

Tuesday night, toward the end of a loooooong Monrovia City Council meeting, agenda item AR-4: “Monrovia Bicycle Master Plan” finally came before the Council.  After a brief summary of the proposed bike master plan by the city’s public works manager, Sean Sullivan, the floor was opened for comments.  I had hoped there wouldn’t be too much NIMBY opposition to the plan’s proposed bike lanes and in fact all the public comments were positive.  A number of members of “Move Monrovia,” the local bike advocacy group, attended and spoke in support of the plan.  Monrovia cyclist Robert Lewis, for example, eloquently discussed the need for better bike infrastructure in town.  “The fact is, people like me will ride regardless,” he told the Mayor and Councilmembers.  “What we need to do is lower the barriers for the rest of the community to ride to the grocery store once a week or to leave their car at home and ride with their children to Monroe Elementary once a week.”  After several other speakers praised the plan, the council members voted unanimously to adopt the new bike plan.  After such a long struggle to get this plan going, there is a tremendous sense of achievement.

The new plan, drafted by Alta Planning, is a huge step for this community.  It addresses a number of critical transportation issues in Monrovia.  It extends Class II bike lanes to Monrovia High School and along Chestnut in the western half of the city, as well as Central Ave between Mayflower and Myrtle and Duarte Ave between Montain and California.  Existing bike lanes on Olive Ave. by Monroe Elementary will be upgraded to buffered bike lanes, offering added protection for students and their families.  The plan also proposes more bike racks and end of trip facilities (such as repair and hydration stations) and promotes bike safety education programs and community rides as a way of encouraging a shift away from the automobile monoculture.  In all, there is much to like about this plan.

I do have some concerns, however.  First, the plan relies heavily on Class III “bicycle routes” which may or may not mean anything more than sharrows and increased signage.  This is especially the case on the area around the new Gold Line station on Mayflower, California, and Pomona streets.  If the city makes these “bike routes” real neighborhood greenways, with infrastructure designed to lower speeds and divert cars to other streets, then it will be an major improvement and encourage the “interested but concerned” majority to venture out on their bikes.  Otherwise, the improvement will be negligible.

On a number of important streets the plan recommends only “study” of either Class II bike lanes or Class IV separated bike lanes, but no timetable for study, let alone implementation.  On a number of these streets, the only way to fit bike lanes would be to remove on-street parking or a “road diet.”  Indeed, a number of city officials have remarked about the city’s “narrow” streets being a barrier to bike infrastructure.  I fear that, instead of seeing the streets of this old streetcar suburb as perfect for a rethinking of the primacy of the automobile, the needs of people on foot and on bikes will be sacrificed to the continued domination of the most inefficient transportation mode–cars.  In other words, the plan puts off the hard choices for a later date (which may be why there was no opposition at the Council meeting).  As we learned in Temple City recently, once you start asking motorists to park a little further away, or take 30 seconds longer to get through town, they will scream bloody murder.  Inconvenience them just a little, call into question their God-given right to drive everywhere and park wherever they want and they’re ready to string up those awful bikers.

In sum, Monrovia has taken an important step toward the creation of a city grid that works for all road users.  The task of organizing and lobbying remains, however, and the hard work of growing and mobilizing a constituency for more ambitious transformation must also commence in earnest.  Fortunately, the advocates are in place, and have a victory under their belt.

Bike Lanes … Installed!

Halstead bike lanes provide connectivity to transit at Sierra Madre Villa station.

Halstead bike lanes provide connectivity to transit at Sierra Madre Villa station.

A sure sign of transportation nerdiness is getting excited about bike lanes.  But that little bit of paint increases safety and helps encourage more people to use a bike for transportation.  In so doing bike lanes become part of the solution to problems as diverse as air pollution, traffic and parking congestion, and climate change.  It’s a little thing, but it is an important step in the right direction.

Back when I started this modest little blog in 2012, my very first post called for bike lanes on N. Halstead Street in Pasadena.  As I noted at the time, it is a primary bike route providing “first mile – last mile” connectivity to the Sierra Madre Villa Gold Line station, has plenty of off-street parking, meaning some on-street parking could be removed to make room for bike lanes.  Since then, I’ve periodically bugged folks at Pasadena DOT about this route, making myself something of a pest, I am sure.  More importantly, the efforts of the good people at the Pasadena Complete Streets Coalition, who have provided DOT with input on Pasadena’s bike and pedestrian infrastructure needs, have played a central role in getting improvements like these implemented.  To its credit, someone at DOT is paying attention.

Parking removed to make room for buffered bike lanes on northbound Halstead.

Parking removed to make room for buffered bike lanes on northbound Halstead.

I happened upon the restriping of Halstead the other day, and to my pleasant surprise, DOT had instructed the Department of Public Works to install bike lanes.  Better yet, they’re buffered bike lanes, which give people on bikes a couple of feet of painted buffer zone separating them from automobile traffic.  Such a setup provides a little more space, and thus comfort when riding next to traffic.  These buffered lanes will connect riders between Rosemead Blvd and the Sierra Madre Villa station.

These lanes are the first new lanes in Pasadena that connect directly with a Gold Line station and they will enable more people to comfortably bike to and from the station.  When we combine a network of bikeable streets with transit, we create sustainable mobility choices for more people.

Halstead bike lanes connect bike lanes on N. Rosemead and the Sierra Madre Villa station.

Halstead bike lanes connect bike lanes on N. Rosemead and the Sierra Madre Villa station.

In the past, when Pasadena DOT has dropped the ball, I’ve been quick to call them on it.  Now, when they come through, I gladly give them props.  Thanks Pasadena DOT!!  Special thanks to Rich Dilluvio, who stayed true to his word on these bike lanes.

PasDPW workers put finishing touches on the Halstead bike lanes.

PasDPW workers put finishing touches on the Halstead bike lanes.

Now, if we can get some buffered lanes on Sierra Madre Blvd ….  On Rosemead Blvd ….  On ….

Hal1

Street Fights

Visionary transportation planner Janette Sadik-Khan was the special guest of L.A. Times architecture critic Christopher Hawthorne at the Hammer Museum in Westwood last evening.  I was looking forward to a smart conversation about street space as public space and I wasn’t disappointed.  Sadik-Khan, the inspiring NYC transportation commissioner under former mayor Michael Bloomberg, was instrumental in remaking New York’s streets to be more people-friendly and safer, adding hundreds of miles of bike lanes (many of them protected bike lanes) and creating pedestrian plazas that have become destinations for New Yorkers and tourists alike.  Her new book, Street Fight: Handbook for an Urban Revolution (Viking, 2016), tells the story of how she did it.  Hawthorne is one of our most perceptive observers of LA’s public spaces who has a keen eye for the way designing the built environment around the automobile has impoverished our architecture and our civic life alike.  His eloquence and architectural vision have made him one of my favorite contemporary writers about LA.  Together their writings make a powerful case for the need to transform our city streets, and in so doing transform the way people experience city life.

In the old days when I used to drive everywhere, I would not have attended the lecture, since getting to Westwood from my home in the San Gabriel Valley would entail a teeth-gnashing drive through rush-hour (i.e., any time after 3:00pm) LA traffic and a hefty parking charge in Westwood.  Thanks, but no thanks.  Recent progress in LA Metro’s transit system, however, made it possible for me to take transit to the Westside.  I rode my bike from home to the new Arcadia Gold Line station and locked up my bike on one of the conveniently located bike racks there.  I then rode the Gold Line to Union Station, transferred to the Purple Line to Wilshire/Western, then took the Metro 720 Rapid bus down Wilshire to Westwood.  Total cost: $1.75 each way.  The total trip time door-to-door was about 2 hours, but unlike being stuck in the car, I could read, catch up on email, check social media, etc.  And it was much more relaxing than driving.

(Side note: the only downside to an otherwise pleasant round trip was a homeless guy who got on the Gold Line near Downtown on my late night return trip.  The poor guy smelled.  Really bad.  Here’s the thing: this is not Metro’s fault, and simply kicking homeless people off public transportation is neither humane, nor is it the answer.  Shutting yourself off from homelessness by driving your private metal box may spare you the smell, but it won’t solve the problem–in fact, it enables people to ignore it, to pretend it’s not their problem.  Reviving public transportation doesn’t allow us to turn our backs on social problems like private automobility does.  We as a society must find a way to provide basic housing, medical, and social services for all.  Other countries do it.  We can too.)

Back at the lecture, Sadik-Khan offered an inspiring, optimistic message about the transformative possibilities of remaking our street space, offering examples from her book, like the creation of the Pearl Street plaza, the pedestrianization of Times Square, and the installation of parking protected bike lanes on numerous streets.  She discussed the ways cities can and should shift from seeing streets merely as corridors for the movement of cars and more as places for the movement and social interaction of people.  She made a point of highlighting how unsafe our current car-centric design is, causing an average of 34,ooo deaths in the US per year.  We should no longer tolerate such an appalling human cost, and remake our streets accordingly.

For anyone paying attention in LA, the problem here is not vision.  LA has a good bike plan, and its updated Mobility 2035 plan is even better.  Our problem is implementation and lack of political will.  When asked how she overcame political and community intransigence, she said the keys were to (a) have a plan; (b) rapidly implement temporary, or pilot projects to show people how they work, and (c) have data to show safety and economic improvements that result.  Here in LA, long, drawn-out processes and political short-sightedness have stalled several important street improvement projects, including North Figueroa and Westwood Bl.  Her underlying argument, however, is that change is coming and it is good.  Car-centric planning and design is a relic of the past, safety, revived public space, and mobility choices are the future.  “Inaction is inexcusable,” she writes in her book.  To my fellow advocates, that means we must not give up.

One final point worth mention, is the subject of self-driving cars.  This topic makes some of my fellow bike advocates slobber all over themselves with techno-utopian glee.  Sure, they have the potential to make streets safer and possibly result in more efficient use of urban space if–and this is key–only if they are not used in such a way to allow automobiles to “re-invade” city space that we’re working so hard to make car free.  As both Hawthorne and Sadik-Khan pointed out, they also have the potential to increase sprawl and traffic.  Self-driving cars may address the safety issue, but not necessarily any of the other issues related to public space and people-centered design.  The point is to de-center the private automobile from our design priorities, whether it’s self-driving or not.

Turn the Page

The new year provides an opportunity to look back on 2015 and ahead to 2016.  As always, it’s a blend of  disappointment that much-needed changes have been so slow in coming, gratification for the accomplishments, and hope for a continued shift in our transportation priorities in the future.  What is offered here is a highly personal, mostly local, list of the best of 2015 and some of my aspirations for bikes and alternative transportation in 2016.

The best of 2015:

  1. A shift in the conversation about climate change.  2015 may well be seen as the year the global community got serious about recognizing the necessity of radical action on climate change.  The Pope’s Encyclical on Climate Change, “Laudato Si,” provided a powerful moral argument for reducing carbon emissions while addressing the combined social and environmental injustices of the current economic model.  Then, in December, leaders of over 190 nation-states met at the Paris Climate Summit and agreed to commit their nations to voluntary reductions in greenhouse gas emissions. Pressure from citizen activists from around the world and from vulnerable nations elicited an “aspirational” goal of limiting climate change to 1.5 degrees celsius above pre-industrial averages.  While the agreement lacks any binding enforcement mechanism, it is an important starting point from which continued climate justice activism can and must proceed.  In order for these goals to have any chance of success, transportation sustainability (and equity) are going to play a role.  That means transit and bikes.
  2. Construction of Phase 1 Extension of the Gold Line from Pasadena to Azusa was completed.  The extension opens up possibilities for more transit choices in the San Gabriel Valley, and eliminates one more excuse for people who live nearby to go car free or car light.

    Bike parking at Arcadia station.

    Bike parking at Arcadia station.

  3. CicLAvia came to Pasadena!  The fun of cruising down a car-free Colorado Blvd. with thousands of other people still brings a smile to my face and reminds us why we must continue to push for more car-free space (temporarily or permanently) in our cities.  The car-free movement continued to spread in 2015, as iconic Paris opened its streets to people for a day in September. CicLAviaPas3
  4. New Bike Co-Op opened in El Monte.  BikeSGV’s new bike co-op, the Bike Education Center, provides a space for people from the local community to build or fix their own bikes.
  5. Metro’s Bike Hub at El Monte Bus Station. An important amenity for transit users who want a secure storage space for their bikes and a place for quick bike repairs right on the premises of the transit station.
  6. Pro-Bike Mayor elected in Pasadena.  The election of Terry Tornek as Mayor of Pasadena means that City Hall will continue to provide strong leadership for transit, walking, and bicycling in the city.
  7. Mobility 2035.  LA City Council passed an ambitious mobility plan that, if implemented, will provide more sustainable mobility choices for people in LA.
  8. Local bike infrastructure.  This is the weakest of 2015’s accomplishments.  But it is important to applaud any improvement.  For me, the bike lanes on First St. in Arcadia, near the new Gold Line station, even though they only stretch for about half a mile, are a sign that the city is trying to accommodate bicycle commuters.  Here’s hoping they are extended in 2016.

What I’m anticipating/hoping/wishing/working for in 2016:

  1. Gold Line extension opening, March 5, 2016.  This is a red-letter day for sure.  Looking forward to that first ride out to Azusa.
  2. Monrovia’s new bike plan.  Monrovia, at the behest of it’s local active transportation advocacy group Move Monrovia, has contracted with Alta Planning to produce a bike plan for the city.  I’m anxious to see the new plan and work with local advocates to make sure it gets approved and funded.
  3. Golden Streets 626: The San Gabriel Valley’s big open streets event, June 26, 2016 (i.e., 6.26)
  4. More bike lanes … everywhere.  Bike lanes are good.  Buffered bike lanes are better, and protected bike lanes (a.k.a. “Cycle Tracks”) are best.  I’m especially hoping to see some progress in Pasadena, Temple City, Arcadia, Monrovia. Et tu, El Monte?

    First Av. bike lane to Gold Line in Arcadia.

    First Av. bike lane to Gold Line in Arcadia.

  5. More bike racks (not the crappy, wheel-bender kind) … everywhere.
  6. Commitment from university administrators for a transit center on Cal Poly Pomona’s campus.  Cal Poly Pomona, where I teach, currently has no transit stop on campus.  Bus riders are forced to walk a long distance to sit on a splintered bench on Temple Ave.  Yet the University is building a multimillion-dollar parking garage and raising student parking fees.  Time for this otherwise “green” campus to make its transportation system green, too.

    What passes for a "transit center" at Cal Poly Pomona.

    What passes for a “transit center” at Cal Poly Pomona.

  7. Buffered bike lanes on Sierra Madre Blvd.  This has long been on my wish list.  There’s no reason it can’t be done.  The street is wide enough, the traffic speeds warrant it.  Hasn’t happened yet.  Still, I’ll keep asking ….

Happy car-light 2016 to all, and remember, there’s no such thing as a “green” car.  Whenever possible, leave your tin polluter box at home.  Be part of the solution, not part of the problem.  Walk, bike, take the bus or train.  It makes a difference!

Grading Pasadena’s Transit Stations

Researchers at UC Berkeley have released a study of rail transit stations in California’s metropolitan areas and the results, while unsurprising, are nonetheless revealing.  Researchers graded transit stations based on criteria such as the walkability of the surrounding area and the percentage of people who live or work nearby who use transit.  Additional criteria such as the density of jobs and housing nearby, the land use policies in the surrounding area, and public safety were also included.  The study highlights the importance of encouraging more mixed use development close to transit (called transit-oriented development, or TOD), as well as prioritizing safe pedestrian and bike access to stations in order to encourage transit use and reduce greenhouse gas (GHG) emissions.

Stations were given a numeric score and then assigned a letter grade based on the score and its comparison to similar stations (that is, residential-area stations were compared with other residential-area stations, and so on).  I looked up the scores of Pasadena-area Gold Line stations (6 stations in Pasadena and 1 in South Pasadena).  I’ve written extensively on previous posts about the relative lack of good bike access to the Gold Line stations in Pasadena in general and in East Pasadena in particular.  The study gave me a chance to compare my own perceptions with the study’s more comprehensive approach.

The new Gold Line stations on the extension are not included in the study, insofar as they are not yet in operation.  The highest ranking station in the LA Metro area is the Westlake/MacArthur Park Red Line station, with a raw score of 88.20 and a letter grade of ‘A.’  The worst score was the Wardlow Blue Line Station in Long Beach, with a raw score of 31.63 and a grade of F.  I’ll list the Pasadena-area stations and their grades below, from highest to lowest, then offer some thoughts on the grades.

  1. Fillmore                         B-    (56.83)
  2. Lake                              B-    (56.03) 
  3. Memorial Park             C     (54.13) 
  4. Del Mar                         C      (50.53) 
  5. Mission (S. Pas)           C-    (51.30) 
  6. Sierra Madre Villa        C-    (45.73) 
  7. Allen                              D     (41.73)  
Not much room for bikes on this "bike route" at the Del Mar Gold Line station.

Not much of a “bike route” at Del Mar Gold Line station.

My initial reaction was one of slight surprise that Fillmore and Lake scored higher than Del Mar and Memorial Park stations.  I would need to look more closely at the scoring criteria and the individual data, but I can only assume Fillmore and Lake scored higher because of their proximity to large employers, whereas Memorial Park, Del Mar, and Mission are closer to small businesses and residences.  The study notes that the grades are curved, which is probably why Mission scored higher than Del Mar but has a lower grade, though I don’t fully understand the study’s curving criteria.  Another factor may be that Pasadena is likely to encourage more TOD near Del Mar station, whereas South Pas is unlikely to encourage newer development in Mission’s charming historic district.  Despite this, in my opinion, Mission has far superior pedestrian and especially bike access from surrounding streets than Del Mar.

Looking north on Sierra Madre Villa at entrance to Pasadena Gold Line station.

Sierra Madre Villa entrance to Pasadena Gold Line station.

I’m in complete agreement with the ranking of Sierra Madre Villa (SMV) and Allen stations at the bottom of the pack.  Pedestrians and bicyclists from the surrounding community may be forced to cross busy freeway on/off ramps to access either of these stations and, as I’ve complained about before, there are no bike lanes on any of the approaching streets to SMV, and virtually none at Allen (near Allen station there are two completely unprotected gutter bike lanes on noisy, busy, high-speed, stressful access roads that run along the 210 freeway—not bike-friendly).  For that matter, the same is true of Lake.  Like much of Pasadena’s existing bike infrastructure, it looks passable on paper, until you actually try to ride it in weekday rush-hour traffic.  Some of this should be improved as Pasadena’s new bike plan gets implemented, but that may take years and will not do much to help the intolerable bike situation in East Pasadena, the forgotten stepchild of Pasadena’s bike plan.

The report recommends that local governments encourage TOD and mixed-use development and remove “excessive parking requirements” in areas adjacent to rail stations.  Pointedly, the report also calls on local governments to “improve walkability and bicycle access in rail station areas by shortening blocks and building safe pedestrian and bicycle infrastructure.”  Hear, hear!

To be fair, Pasadena is in the process of developing a new plan for more TOD near the Allen and SMV stations, which is most welcome.  Unfortunately the city has met fierce resistance from a small number of car-dependent suburban residents of Hastings Ranch’s cul-de-sac neighborhoods who can’t imagine that anyone would occasionally walk, take transit, or bike, and who can’t be bothered to take their foot off the gas long enough to avoid hitting a pedestrian or cyclist on their way to the freeway.  They see nothing wrong with driving everywhere all the time and think it’s their god-given right to do so.  And they want plenty of “free” parking when they get there.  They’re convinced the only solution to too many cars is wider roads and more parking lots ad infinitum.

The recommendations of the Berkeley report should be heeded by cities and provide yet another piece in a growing body of literature that documents the essential need to shift our transportation and development strategies from the sprawling car-centric model of the past to a healthier transit-oriented model of the future.  Let us hope city officials have the courage to stand up to narrow-minded NIMBYs who can’t see past the end of their steering wheels.

Rohloff Speedhub Review

Rohloff2

I’ve been commuting to work via bus and bike for more than 3 years, and my primary commuter bike must be durable, low-maintenance, and work in all weather conditions.  Last year, I purchased a Rohloff Speedhub for my Surly Troll commuter, and after a year and about 1,000 miles on the Rohloff, I’m ready to offer a review.

Bikes in Europe that are used for daily transportation often have internally geared hubs (IGH) that seal the bike’s gears within the hub of the rear wheel.  IGHs such as the Rohloff need less frequent cleaning than standard derailleur gear systems and provide reliable performance even when the bike is exposed to rain, snow, dirt, and road grime.  Because part of my commute is on a dirt trail and part of it is exposed to harsh weather on a bus bike rack, an IGH seemed like a good investment for me.  Further, because I use my bike on a daily basis, the lower maintenance of an IGH seemed especially appealing.  Because of the design of the Rohloff’s shifter mechanism, shifter cables never need to be adjusted and shifting is always spot on.  Finally, I needed an IGH with a wide range of gears, because I live in an area with steep hills and my ride home takes me through short downhill sections, long uphill sections, and up some shorter, fairly steep grades.

There are a number of IGH hubs available, and I did a good deal of research beforehand.  I wanted something that would approximate the choice of gears I had with the Troll’s stock 3 x 9 drivetrain.  Because of my need for a wide range of gears, the choice came down to the Rohloff, the Shimano Alfine 11, or the NuVinci 360 (which is actually not a geared hub, but a CVT).  The gear range of the Rohloff, with its 14 speeds, was the widest by far, but it was also more expensive than the others.  While most reviewers liked the Shimano and NuVinci and I am sure they are fine pieces of machinery, there were occasional reviewers who reported problems.  By contrast, I couldn’t find any reviewer who’d experienced mechanical problems with the Rohloff under normal use.  My trusted bike mechanics at Topanga Creek Bicycles, who have sold a number of Rohloffs to customers and know the Rohloff reps, also reported that they’d never seen or heard of one failing mechanically.  Zero.  The consensus seemed to be that the Rohloff was a marvel of German engineering.  I decided to save my pennies and get the Rohloff (see Sheldon Brown’s website for technical specs).

After a year, I can say that I have not been disappointed. In fact, if anything it has exceeded my expectations.  In general, the Speedhub has performed flawlessly.  It shifts crisply and quickly.  I love the way I can shift several gear levels at a time, and can shift at a standstill (a great advantage for commuting in stop-and-go conditions).  On numerous occasions I’ve used the entire range of gears, so I appreciate having the range.  Because of the 14 speeds, I’m always able to find the right gear for any terrain.  The sealed hub keeps the gears from getting dirty under adverse conditions.  I have a bomb-proof drivetrain on my daily commuter bike that provides me with trouble-free shifting and a wide range of gears.

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Shifting the Rohloff is a little different than shifting a derailleur-geared bike.  With a derailleur, the crank needs to be spinning in order to shift gears.  With an IGH one can shift while standing still, but not while applying pressure to the pedals.  Some people don’t like the feel of an IGH for that reason.  The first time I rode the bike, I got caught mid-shift, and had to back off and ease off my pedal stroke before trying to shift.  I quickly learned how to briefly ease up (usually at the top of my pedal stroke) when shifting, and I soon reached the point where I could rapidly shift on the fly without losing momentum or pedal cadence.

Maintenance is super easy.  When I remove my chain to clean it, I simply wipe off the front chainring and the rear cog, re-mount the clean chain and, voila, done!  Once a year, Rohloff recommends draining and replacing the gear oil in the hub, which I did this summer.  It took me about 20 minutes to complete the operation (most of the time involved letting the old oil settle to the bottom of the hub before extraction), but it was pretty easy, even with my limited mechanical skills.  Changing the  oil is done with the wheel on the bike, and the instructions provided with the Rohloff oil change kit are easy to follow.  The only tool necessary is a 3mm allen key for the hub’s drain plug.

Are there any downsides?  A few minor points.  The Rohloff is a bit heavier than most rear cassette/derailleur systems.  Not by much, but if you’re a weight weenie, it’s probably not for you.  The Rohloff can also be a little noisier than a properly adjusted derailleur system. In the lower 7 gears, the hub produces a soft buzz of gear noise when spinning.  This is normal and is a result of the extremely close tolerances required to engineer 14 speeds in a small hub, but does not seem to affect performance.  In my estimation, these minor downsides do not outweigh the reliability, performance, and low maintenance of the hub.

For most people who ride a bike occasionally, or primarily for recreation, or who don’t need the extreme gear range, it’s safe to say the price of the Rohloff probably wouldn’t be worth it.  For me, however, my bike is essentially my car and the money I’ve saved on gas and parking in the last year has already paid for a little over half the cost.  I can’t be sure that the Shimano or NuVinci wouldn’t have been serviceable but I couldn’t be happier with the Rohloff.  I wanted an IGH that I wouldn’t have to baby, had as wide a range of gears as possible, and would provide many miles of trouble-free service.  The Rohloff has not disappointed.

Bomb-proof drivetrain on my Surly Troll commuter.

Bomb-proof drivetrain on my Surly Troll commuter.

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