Boyonabike!

Life beyond the automobile in Southern California

Archive for the tag “buffered bike lanes”

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.”

 

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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.

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!

East Pasadena Exploratory Ride

Noreen Sullivan (2nd from left) joins members of the Pasadena Complete Streets Coalition on a District 4 exploratory ride.

Noreen Sullivan (2nd from left), field representative for Councilmember Masuda, joins members of the Pasadena Complete Streets Coalition on a District 4 exploratory ride.

Saturday morning members of Pasadena Complete Streets Coalition were joined by Noreen Sullivan, field representative for Pasadena City Councilmember Gene Masuda, on an exploratory ride around Masuda’s District 4 in east Pasadena.  PasCSC has been hosting exploratory rides for council members and their staff around Pasadena in order to raise awareness of the need for better bike infrastructure and build support for a citywide bike plan that addresses these needs.  The rides are an excellent opportunity for city council members to get a first hand idea of the importance of a bike plan and the need for specific improvements.  Nothing does this better than getting on a bicycle and experiencing it for yourself.

PasCSC members embark on their exploratory ride from the Sierra Madre Villa Gold Line station.

PasCSC members embark on their exploratory ride from the Sierra Madre Villa Gold Line station.

Our ride was organized by Candace Seu, an energetic volunteer for PasCSC, and took place on a gorgeous January day.  The ride started off from the Sierra Madre Villa Gold Line Station, and the group discussed the need for better bike access to the station, especially the need for bike lanes on Halstead, the safest bike approach to the station from the north and east.

Ride organizer and PasCSC member Candace Seu photographs motorists encroaching on bike lane on southbound Rosemead at Sierra Madre Villa.  The group also witnessed a motorist illegally cutting off a cyclist on the northbound side of the same intersection. Pasadena DOT, are you listening?

Ride organizer and PasCSC member Candace Seu documents speeding motorists encroaching on bike lane on southbound Rosemead at Sierra Madre Villa. We suggested that DOT needs to install bollards or some other means of keeping autos out of the bike lane.  The group also witnessed a motorist illegally cutting off a cyclist on the northbound side of the same intersection. Pasadena DOT, are you listening?

From Halstead, our group turned left on Rosemead Blvd, which has relatively new bike lanes for one block between Halstead and Sierra Madre Villa.  We proceeded to the corner of Rosemead/Orange Grove and Sierra Madre Villa, which is a dangerous intersection for bicyclists because of design features that encourage high motor vehicle speed and have insufficient protection for cyclists.  I’ve complained about this intersection before.  This intersection includes a right-turn merge lane from north(west)-bound Rosemead Blvd to northbound Sierra Madre Villa.  The traffic was too fast for bicyclists to feel safe because of the road design that prioritizes automobile speed over safety.  Indeed, while discussing the problems of the intersection, we witnessed a cyclist riding in the bike lane get cut off by a right-turning motorist who couldn’t be bothered to slow down for the cyclist.  We suggested to Sullivan that DOT redesign the right turn lane of that intersection and add green paint to the bike lane and signage to enhance motorists’ awareness of the bike lane.  She seemed concerned about the problems of this intersection and promised to share those concerns with Councilmember Masuda.

From there, the group rode west on Paloma street to Craig, Craig to Villa, and Villa back to Sierra Madre Blvd.  This part of the ride went mostly through quiet residential streets that are very pleasant to bike.  People in this neighborhood could easily bike to schools, parks, shops, and the Gold Line, but we stressed that the major streets surrounding the neighborhood connecting to these destinations need better bike infrastructure, otherwise most people won’t feel comfortable or safe bicycling them.

The group subsequently turned left on Sierra Madre Blvd and followed it past the farmers’ market at Victory Park and Pasadena High School then east as it climbs from Eaton wash to Hastings Ranch.  This portion of Sierra Madre Blvd has bike lanes, but as I’ve written before, they are narrow gutter or door zone bike lanes on a street with very fast traffic and wide traffic lanes.  By narrowing those traffic lanes just a bit the city would have space for wider, buffered bike lanes, which would make this stretch of roadway much safer and more comfortable for cyclists.  Since Sierra Madre Blvd is the main route to two high schools (Pasadena H.S. and LaSalle H.S.) and a major city park (Victory Park), safety for young people and families bicycling on this road is a crying need.  We also raised the possibility of a multi use path in the wide median on the boulevard, and this might be a good long-term project, but the buffered bike lanes are something that can and should be done right away.

From Sierra Madre Blvd., we glided down Hastings Ranch Road from and stopped at Rosemead Blvd, where we pointed out that there was room for bike lanes, and perhaps even protected bike lanes (sometimes called “cycle tracks”) on Rosemead Blvd.  We pointed out that Temple City has installed protected bike lanes on the section of Rosemead that runs through it.  Wouldn’t it be great, we said, to have those protected lanes continue into Pasadena?  Yes!

We concluded our tour back to the Gold Line station.  I was pleased that someone from the city council member’s office was able to hear our concerns, and see for herself some of the problems related to car-centric road design in this part of Pasadena.  I was also very pleased that the young people on the ride spoke up and asked for safer bike lanes for cyclists.  At the end of the ride Noreen thanked us for an enjoyable and informative experience and said she would report her observations to Councilmember Masuda.

The draft bike plan for Pasadena has many positive elements–especially for downtown—but east Pasadena is relatively neglected in the plan and I hope Councilmember Masuda will insist on the Pasadena DOT addressing key problem spots in east Pasadena as part of the bike plan.  Among these, the most pressing are the Halstead approach to the Gold Line station, buffered bike lanes on Sierra Madre Blvd, bike lanes on Rosemead Blvd., and the seriously dangerous intersection at Rosemead/Orange Grove and Sierra Madre Villa.

These exploratory bike rides are a wonderful way for city leaders to get out and explore their districts in a way that driving can’t.  In so doing, PasCSC hopes they see the need for prioritizing an ambitious new bike plan and—most importantly—implementing it sooner rather than later.  In so doing, Pasadena would move closer to its potential as a healthy, green, multimodal city.

The Close Pass

California’s new “3 Feet for Safety” Act, which requires motorists to give bicyclists 3 feet when passing, went into effect last month.  While most motorists seem to be abiding by the new law, I’ve had a couple of close calls the last few weeks that suggest motorists could use a bit more education on how to safely pass cyclists.  The fact that both incidents occurred on the same stretch of roadway in Pasadena also seems to strongly suggest that this road needs additional infrastructure treatment (i.e., a “road diet” that narrows the traffic lanes and buffered or protected bike lanes) to slow the speed of traffic and provide safe space for bicyclists.

Drivers encroach on the bike lane on Rosemead Blvd at 40 mph. At least half of the cars in the right lane crossed into the bike lane on the morning I took this picture. A buffer and green paint in the lane would increase safety, as would a reduction in the 40 mph posted speed limit.

Drivers encroach on the bike lane on Rosemead Blvd at 40 mph. At least half of the cars in the right lane crossed into the bike lane on the morning I took this picture. A buffer and green paint in the lane would increase safety, as would a reduction in the 40 mph posted speed limit.

The first close call came a couple of weeks ago when I was traveling south on Rosemead Blvd in the bike lane between Sierra Madre Villa and Halstead.  The road curves to the right and as I rounded the curve, a driver in a Honda Civic passed me so close I could feel the wind from her passenger-side mirror brush my left arm, which startled the hell out of me.  Her right tires were actually on the bike lane line.  She was probably doing about 40 mph, and as she passed I involuntarily yelled out of fear.  I tried to catch her, but she was going too fast and I got stopped at the red light on Rosemead and Halstead.  As she sped away, she seemed to slowly drift in her lane from left to right and back.  Was she drunk (this was a Monday morning about 10:00 am)? On meds? Texting?

The second incident occurred last Friday afternoon about 1:30 pm, traveling southbound on Rosemead again, this time between Halstead and Hastings Ranch Road.  On this stretch of Rosemead there’s no bike lane, as it ends at Halstead.  There is a shopping center with a new L.A. Fitness center that opened recently, and now that it is open, there are many more cars parked on the street here.  This forced me to ride in the traffic lane, as the curbside shoulder is now occupied by the cars of people working out at the fitness center.  How ironic that people park their cars on the street here, despite the fact that there is plenty of parking in a lot behind the fitness center, but drivers would have to walk maybe 100 feet farther to the entrance to the gym if they parked in the lot (better to save your walking for the treadmill you’ve paid for inside the gym, huh?).  Meanwhile, the presence of their empty cars in the street creates a hazard for those using alternate modes of transportation.  There would be plenty of room for bike lanes here if Pasadena DOT prohibited on-street parking here, but clearly the safety of cyclists is not a priority.

 

Parked cars (mostly for the fitness center on the right) force bicycles into the fast-moving traffic lane. Pasadena DOT could make this a no parking zone and have plenty of room for buffered or protected bike lanes here.

Parked cars (mostly for the fitness center on the right) force bicycles into the fast-moving traffic lane. Pasadena DOT could make this a no parking zone and have plenty of room for buffered or protected bike lanes here.

As I rode in the right-hand traffic lane and tried to avoid the “door zone” (about three feet away from the parked cars), a driver in a compact sedan sped by me at high speed and far too close for comfort.  This time, I caught up to the driver as she sat at the next red light.  Her passenger side window was closed, but I leaned over and said loudly (my adrenaline was up from the close call), “you need to give cyclists three feet when you pass.”  She rolled down her window and apologized (which surprised me). She explained that another car had been passing her in the lane on her left when she passed me, so she couldn’t move farther to the left as she passed.  I thanked her for her honesty, she apologized again, then the light turned green and she took off.

At least the exchange was cordial, but as I rode on, I thought to myself, “if it wasn’t safe for her to move to the left to give me space, shouldn’t she have just slowed down for (at most) a few seconds until it was safe to pass?”  The answer is obvious, of course she should have.  This is an aspect of driving that most motorists don’t think about when passing a person on a bike.  People are often in a hurry, so they figure they’ll just squeeze by.  Squeezing by another motorist when you’re both wrapped in 2,000-lbs of steel is not perceived as a problem.  Worst that might happen is scratched paint.  Squeezing by a bicyclist is a life-threatening move for the bicyclist.

According to the California Vehicle Code, bicyclists are allowed to “take the lane” if it is not safe for a bike and a car to pass side-by-side, and I probably should have been smack dab in the center of the travel lane rather than riding on the right half of the lane.  It would have forced motorists in my lane to slow down behind me.  Yet, few things irritate drivers more than cyclists “hogging” the lane.  Hey, it’s not a picnic for me.  I don’t like to slow others down and I don’t like the feeling of a car running up behind me, either.  A recent study by the League of American Bicyclists found that the largest portion of car-on-bike fatalities were cars hitting bikes from behind.  Nor do I relish being honked at or yelled at by impatient motorists who don’t give a shit about my right to the lane.  But, it’s probably safer than having a driver try to pass me too close when there isn’t enough room.

This raises a larger point I made earlier about the lack of bike lanes (including protective buffers between cars and bikes) on high-speed arterials like Rosemead Blvd.  There’s plenty of space.  For one thing, there’s no need for on-street parking when the adjacent shopping center has an ample off-street parking lot.  Buffered bike lanes or cycle tracks (bike lanes with physical separation from automobile traffic) could be installed on the shoulder of the road where empty cars now sit and it would not impact traffic flow.  Further south on Rosemead, the city of Temple City has already installed cycle tracks.  It’s time for Pasadena to do likewise.  At the very least, the Pasadena DOT should ban on-street parking on that stretch of Rosemead so bicyclists can safely use the shoulder out of the way of speeding cars.  The fact that I’ve had two close calls on the same stretch of roadway indicates the street is not safe.  There’s too little space for bikes and cars are driving too fast.

I’m glad the 3-foot passing law is now in effect in California, but we still need better education on how to pass a bicyclist safely and, most importantly, protected bike lanes on more of our streets.  What do you say, Pasadena?

Buffered Bike Lanes!

NYE Bike Lane

You know you’re a bike geek when the appearance of new buffered bike lanes on a local street makes your day.  In this case, Pasadena DOT has at long last upgraded the bike lanes on New York Drive between Altadena Drive and Sierra Madre Blvd to buffered bike lanes.

The addition of a painted 2-foot buffer zone between the bike lane and the traffic lane is especially important on this stretch of NY Drive insofar as cars travel at about 50 mph.  That’s right, 50.  On the downhill stretches of the road, motorists are sometimes going even faster.

The first time I rode the old bike lanes on NY Drive (about 4 years ago) was the last.  There’s nothing like the terrifying feeling of a car or truck passing within a couple of feet of you doing 50 mph or more.  It’s enough to make all but the most hard core cyclist say “fugettaboudit.”  Today, on the other hand, I rode in the buffered lane and felt much more comfortable.  The 2 additional feet of space between you and speeding automobile traffic may not seem like much, but, believe me, it makes a huge difference.  Now I feel more comfortable taking this route to visit friends and family in the Eaton Canyon area of Altadena and it cuts a good 8-10 minutes off of the longer route I used to take to avoid what had been an awful stretch of road to ride on.

The weak link: cars parked on the shoulder require bikes to enter travel lane where cars approach 50 mph.

The weak link: cars parked on the shoulder require bikes to enter travel lane where cars approach 50 mph.

While the buffered lanes are a major improvement, the route is still not completely safe.  Unfortunately, the bike lane abruptly ends and DOT left the shoulder of the roadway open to parked cars for the 4/10ths of a mile between N. Altadena Drive and Eaton Canyon Drive (in front of swanky Gerrish Swim Club).  During the summer months and on weekends there are often long lines of parked cars along the entire stretch, forcing bicycles into a traffic lane where cars are moving at upwards of 50 mph.  Moreover, on the westbound side, the road pitches uphill steeply, meaning bikes traveling this portion will be going slow, unless being ridden by a Tour de France-level athlete.  So with the sudden loss of a bike lanes and parked cars, you go from tolerable comfort and safety level to super high-stress, unsafe roadway.

As such, I give the stretch with the buffered lanes a B+ (because of the high traffic speeds, some plastic bollards along the outer edge of the buffer would earn an A- and a curb-protected bike lane would earn an A), and I give the stretch between Eaton Cyn Drive and Altadena Drive as currently designed an F.  Because of the prioritization of curbside parking for cars, I still wouldn’t feel comfortable recommending this stretch of the route for kids, newbies, or less confident riders, and thus it fails the “8-80” test (i.e., is it safe for cyclists from 8 to 80?).  If we want to get more people out of their cars, a bike route is only as good as its weakest link, and I fear this design flaw will not make the route more popular with people who don’t already ride.

Uphill section much improved by buffered lanes.

Uphill section on eastbound side of New York Drive is much improved by buffered lanes.

Overall, however, I have to say that the buffered lanes are huge improvement over the non-buffered lanes that existed before.  On the eastbound side, as I rode the uphill stretch going much more slowly, the buffered lane made a big difference.

What a change 2 feet make.  We still have a long way to go, but we’re making progress.  Here’s hoping Pasadena DOT fixes the weak link on this road and continues to add more buffered bike lanes to more streets.

Small Steps?

BikewayStudyMTG

Could the city of Pasadena finally be close to adopting an ambitious mobility plan?  This week, my friends at the Pasadena Complete Streets Coalition (PasCSC) attended meetings with city officials to provide feedback on elements of a new mobility plan that, if implemented, will make getting around Pasadena on foot and by bike much easier and safer.  The first of those meetings was a preview of potential new bikeways in Pasadena.

A year ago, in the wake of the tragic death of cyclist Phillip O’Neill in the city, a group of local advocates met and formed PasCSC to lobby for safer streets for all road users (“complete streets”).  As part of that effort, the group was critical of the Pasadena DOT’s draft mobility plan as not going far enough to make Pasadena bike and pedestrian friendly.  Several members of the City Council, including Mayor Bill Bogaard and Councilmember Terry Tornek, called on DOT to revise its bike plan and “be bold.”

On June 24, community members got a sneak peek at a “Bikeway Analysis and Feasibility Study” that assessed the feasibility of major street redesign on up to seven east-west corridors and four north-south corridors in Pasadena.  The study was conducted by KOA Corporation, a transportation planning and engineering firm that has designed, among other things, the highly regarded 3rd Street and Broadway Cycle Track in Long Beach and the new Rosemead Cycle Track in Temple City, the first of its kind in the San Gabriel Valley.

Temple City's cycletrack on Rosemead Blvd. (photo: StreetsblogLA)

Temple City’s cycletrack on Rosemead Blvd. (photo: StreetsblogLA)

 

Cycle tracks are essentially bike lanes protected by a physical buffer, such as a curb, landscape planters, or parked cars.  They are common in Europe and have just begun to be used here in the US.  They are, if you’ll excuse the automobile metaphor, the Cadillac of bike lanes.  Rich Dilluvio, senior transportation planner for Pasadena’s DOT (see photo, top), asked the advocates for feedback and to prioritize the proposed routes that would be most valuable to cyclists as the initial backbones of a bike-friendly Pasadena.  Planners wanted to know, in other words, in case they’re not all funded at once, which ones did bicyclists want to be completed first?  I confess, I want them all—now, but I know that it will take time to work its way through the political process, the community outreach process, the funding process, and finally, the construction process.  I also realize they may not all be funded immediately.  The sooner we get them, though, the better for active mobility and traffic safety in Pasadena.

Readers will know that I’ve been critical of Pasadena’s previous bike plan, but my initial response to these new proposed bikeways is cautious optimism.  The east-west routes are especially ambitious, including plans for separated, bi-directional bike lanes on Green and Union, as well as proposed cycle tracks or buffered bike lanes on other routes. The north-south routes are a bit more difficult because they need to be routes that cross the 210 freeway (the huge concrete traffic sewer that cuts through the heart of Pasadena like a jagged gouge carved out of the city’s midsection) and don’t have high traffic volumes.  These constraints limit north-south routes, and they tend to be narrower streets.  For these north-south corridors, KOA Corporation engineers have proposed four “bike boulevards” that will be designed to minimize automobile volume and speed, and prioritize bicycle travel.  Similar treatments have been done on streets in Portland and Minneapolis, two of the most bike-friendly cities in the US.  A pilot for such treatment has also been implemented on Pasadena’s North Marengo Ave. between Orange Grove and Washington.  In addition, DOT director Dilluvio indicated that several existing streets with bike lanes are slated to be repainted with buffered bike lanes when they’re up for resurfacing.  Buffered bike lanes increase a cyclist’s comfort and safety by providing a painted “buffer zone” between the bike lanes and other traffic lanes.

This proposed network of bikeways is not perfect.  Several advocates noted that the planners seem to have paid little attention to modifying intersections.  Most collisions take place at intersections, and less experienced bike riders who feel comfortable in a protected bike lane mid-block will find themselves unprotected when they get to busy intersections.  This may reduce potential ridership, and hence the purpose of the protected bike lane.  Also, there was apparently little effort to choose key corridors that would directly connect with any of the city’s six Metro Gold Line stations, meaning commuters, shoppers, or visitors who take the Gold Line won’t be right next to the best bike routes to and from Gold Line stations.  There are still gaps: Northwest Pasadena and East Pasadena get little attention, though these bikeways are only part of the larger bike plan.  Finally there has, as yet, been little thought given to a system of wayfinding signage to help bicyclists navigate the proposed bike-friendly network of routes through town.  I am hopeful that there will be opportunity to address these issues when the entire bike plan comes up for public comment.

I have to say that these proposed bikeways, if they are funded and constructed, have the potential to be a significant step in the right direction for Pasadena, making the city a leader in active transportation in the San Gabriel Valley.  Soon it will be time for Pasadena’s elected officials to resist the inevitable boo-birds and anti-bike lane NIMBYs who will oppose any change in the current car-centric design of Pasadena’s streets and approve these proposed bikeways.  PasCSC will have to mobilize its supporters to provide support for the plan.  A healthier, safer, greener, even happier city awaits this pending test of community mobilization and city leadership.

Why bike lanes matter

The city of Carlsbad narrowed vehicle travel lanes on the coast highway to create buffered bike lanes that increase safety.  Traffic speed limits were also lowered.

Carlsbad narrowed vehicle lanes, creating buffered bike lanes and lowered speed limits on the coast highway.

I spent last week in Carlsbad and the surrounding North San Diego County area with my family for a summer beach break.  We come down here every year, and it is always interesting to watch the area slowly become more bike-friendly.

One of the new bike corrals in downtown carlsbad.

One of the new bike corrals in downtown carlsbad.

Perhaps the biggest change I noticed this year was the addition of more bike lanes and lots of additional bike parking in Carlsbad’s downtown business district.   The city got an active transportation grant from the San Diego Association of Governments (SANDAG) and installed over 180 bike racks throughout town.  There are literally scores of new bike racks up and down Carlsbad Village Drive, the town’s main north-south artery, and even a new “bike corral” near the intersection of Carlsbad Village and State Street (see photo).  There are ample bike racks throughout town, especially at restaurants, beach access points, and other popular destinations in town.  It may seem like a small thing, but knowing there will be bike racks when you get to your destination is a major improvement, and the city has installed good “inverted U” racks (not the crappy “wheel bender” racks that some cities install as an afterthought).

Carlsbad Village Drive, the main artery through the village business district, now has new bike lanes along the shoulder of the road.  In years past, my family and I had not felt safe bicycling Carlsbad Village Drive and always avoided it, taking the long way around if we rode our bikes to the stores and restaurants on that road, but this year we were able to ride to shops and restaurants in the safety of a bike lane.  The ease with which one can now access the Village’s shops and restaurants by bike is remarkably improved.  These small changes made a huge difference for us, and I noticed more people bicycling around town than ever before.

The most impressive infrastructure improvement is the road diet on Carlsbad Blvd., the portion of the coast highway that runs through town (top photo).  Carlsbad Blvd already had bike lanes, but 40-45 mph traffic on the road made it an intimidating experience for all but the most fearless cyclists.  The city’s transportation department has now reduced the two auto traffic lane widths in each direction from 12 feet to 10 feet, creating 4 feet of space with which to provide wider bike lanes and buffer zones between automobiles and the bike lanes.  Meanwhile traffic speed limits have been lowered on the highway to 35 mph, and 30 mph in the central town area and pedestrian crossings have been improved.  The effect is to make the road much safer for everyone and make the town more accessible on foot and by bike.

By comparison, travel further south on the Coast Highway (Hwy 101) through Leucadia and Encinitas, and the value of separate bicycle infrastructure becomes abundantly clear.  There, with traffic speed limits averaging 40 mph, the bike lanes end and are replaced by sharrows in the right-hand lane and signs indicating bikes may use full lane.  I traveled that stretch daily for much of the week I was in Carlsbad, and noted the behavior of cyclists along the stretch of road that had sharrows.  Invariably, cyclists of all ability levels stayed as far to the right as possible, often riding on the shoulder instead of the middle of the sharrow lane.  Meanwhile, cars continued to zoom by heedless of the sharrow lanes.  In several instances, I saw slower cyclists leave the street entirely when the bike lane ended and continue on the sidewalk instead of the sharrow lane.  I can’t say I blame them, as automobile traffic on Hwy 101 can approach 45-50 mph on that stretch.

The situation may be different on the weekends, when packs of experienced cyclists could take and hold the sharrow lane on their fast-paced rides up and down the coast.  However, for a lone cyclist, whether an experienced commuter or an inexperienced kid on a beach cruiser, the sharrows on 101 seem so much wasted paint.  Some combination of lane removal, road diet, and/or removal of curbside parking on Hwy 101 should be undertaken to create space for bike lanes.  After viewing this dramatic demonstration of the difference between bike lanes and sharrows, Vehicular Cycling advocates who promote sharrows instead of cycle tracks or bike lanes cannot convince me that sharrows are superior.

The southbound side of the coast highway in Carlsbad now has a buffer protecting cyclists from the "door zone" as they pass parked cars.

The southbound side of the coast highway in Carlsbad now has a buffer protecting cyclists from the “door zone” of parked cars.

Carlsbad, like many beach towns in Southern California, struggles with traffic and parking congestion in the peak summer months (and, yes, tourists like me add to the problem).  As such, encouraging people to ride bikes for short trips around town makes good sense from a variety of perspectives.  It decreases traffic and parking congestion; decreases pollution, noise, and carbon emissions; increases the accessibility and vibrancy of the downtown business district; and improves public health.  Best yet, with its accessibility from the Coaster commuter rail, it’s now feasible to visit Carlsbad car-free and it should become a premier destination for bicycle tourism.  We’ve always loved Carlsbad for its beautiful beaches and lagoons.  Now it’s also becoming a great place to walk and bicycle and we have more reasons to love it.  It’s time for the neighboring towns of Oceanside, Leucadia, and Encinitas to catch up to Carlsbad.

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