I was wrong.
It was only a couple years ago that Santa Monica was named a Bike Friendly City by the League of American Bicyclists.
And even though it was just a Bronze level designation, I felt, like a number of other local riders, that the award was premature at best.
From frequently blocked bike lanes to a heavy-handed response to Critical Mass, and a Class III bike route on Lincoln Blvd that could only be considered an attempt to thin the herd, it seemed clear to everyone other than LAB that the day was long off when the city could be considered even remotely friendly to cyclists.
Remarkably, that day is here.
Just over two years later, Santa Monica is leading the way to becoming one of the state’s most bike-friendly cities, setting an example for every other town in the county, with the single exception of Long Beach.
Bike lanes and sharrows are appearing at a rapidly increasing rate. The city’s first bike corral has recently opened at 5th and Arizona. A new Bike Action Plan, which has been widely praised by cyclists, nears final approval by the City Council next week.
Even life-threatening Lincoln Blvd may soon see changes, as Santa Monica prepares to assume authority for the street from Caltrans, which seems more than willing to accept a few fatalities in exchange for an emphasis on vehicular traffic flow — even though it barely moves much of the day.
The police department has a new commitment to working with — and protecting the rights of — cyclists, with SMPD Sgt. Thomas McLaughlin serving as an effective counterpoint to the LAPD’s Sgt. David Krumer.
And on Friday, the city gets its first Bike Center, one of two in the downtown area that will provide riders with secure parking and showers.
More importantly, there seems to be a shared commitment throughout the city administration to make cyclists feel welcome — and safe — on the streets of Santa Monica.
Funny thing is, it’s not just SaMo.
Cities throughout L.A. County are suddenly stepping up to the bike-friendly plate.
Earlier this week, Burbank opened a new Bike Stop at their Downtown Metrolink Station — which is where you can find those cool new Metrolink Bike Cars that have everyone so excited. Nearby Glendale recently adopted a Safe and Healthy Streets Plan, including a draft bike plan.
West Hollywood is working on a plan of their own, including a proposal to put bike lanes on busy Fountain Avenue, while L.A. is soon to open it’s first green bike lane, as well as a new separated bike lane on Downtown’s Spring Street.
The seven cities of the South Bay are just one away from unanimous approval of the Bicycle Master Plan. Even tiny South Pasadena approved a new bike plan that will add 24 miles of bike lanes to the city’s streets.
And those are just the ones I can think of off the top of my head.
Of course, there are still problem areas.
Like the Expo Bike Path, which is in danger of being derailed by a NIMBY lawsuit, while the planned bike facilities at the Culver City Expo Station face a misguided budget axe. And the supposedly final L.A. County Bicycle Master Plan, which still leaves a lot to be desired.
But even the biking black hole of Beverly Hills is making progress, limited though it may be.
And most shocking of all, the bayside ‘burb of Malibu, where cyclists have traditionally been regarded as some form of vermin, has inexplicably decided to explore achieving Bike Friendly status itself.
Like Beverly Hills, they have a long way to go.
Then again, so did Santa Monica just a few short years ago.
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Barricades at the pier force cyclists to detour
Speaking of Santa Monica, cyclists who ride the beachfront Marvin Braude bike path — now that most of the tourists have gone home and it is actually rideable again — have been stymied by construction barriers at the pier. Along with nearly universally ignored signs asking riders to walk around the detour zone.
The path was closed to allow a storm drain improvement project, supposedly from September 12th to October 21st.
But nearly a month later, it’s still closed.
So rather than go off half-cocked — as I have admittedly been known to do — I picked up the phone and called the number posted on the sign.
After my call was passed through a series of very friendly and helpful people, I eventually ended up with the engineer in charge of the project, who told me that the delay had been caused by the need to work around some unanticipated utility lines. And that they expect to reopen the bike path next Tuesday, just in time for the Thanksgiving weekend.
And that may just be the most important change as the city moves to greater bike friendliness.
When you can not only get the engineer in charge on the phone, but actually get a genuine response and answers to your questions, something very positive is going on.
Are you listening, LADOT?
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One last note.
I ran across this frightening item from the Orange County Register — at least, it should be frightening for anyone who rides behind the Orange Curtain.
Q. Sundays in Lake Forest are the worst: You have a pack of 50 to 75 cyclists riding up El Toro Road. My understanding of the bicycle law is that a bicycle must remain in the bike lane, and in the absence of a bike lane, the riders must stay as far to the right as safely possible. Instead, this pack rides four, five, six across.
– Mark Hermanson, Lake Forest
A. Perhaps Honk’s favorite county road that doesn’t include an ocean view is Live Oak Canyon Road, that windy, country ribbon of asphalt into Trabuco Canyon beneath a leafy canopy. And likely where those bikers go. And a road where cyclists have been known to at times dangerously, and selfishly, ride abreast of one another.
Yes, under state law, on a public road, riders are to be in the bike lane when they exist; so you and your pal can ride side-by-side if enough room exists. In the absence of a bike lane, in most circumstances, cyclists must stay as far right as possible, which would mean going it single file, or they face citations, Deputy Paul Villeneuve of the Sheriff’s Department’s Traffic Division kindly explained.
I don’t even know where to start.
As most cyclists should be aware, CVC 21202 requires cyclists to ride as far to the right as practicable — not possible — while offering a long list a exceptions allowing them to move to the left whenever appropriate.
While cyclists are required to ride in a bike lane where present, we enjoy a similarly long list of exceptions that allow the rider to exit the lane when necessary.
And there’s nothing in the California Vehicle Code that prohibits cyclists from riding two or more abreast. In fact, it’s not even mentioned anywhere in the code.
Which means that cyclists can legally ride abreast as long as they don’t impede traffic — which is defined as five or more vehicles following behind a slow moving vehicle and unable to pass; if they can pass, they’re not being impeded.
In fact, it’s often safer to ride two or more abreast when the lane is too narrow to share, in order to increase visibility and control the lane to prevent unsafe passing.
You’d think someone in law enforcement would know that.
And it’s scary as hell when they don’t.
