Tour de Ghetto (Part 2)

While excitement builds in anticipation of the Expo Line and the expansion of intra-urban passenger train service in L.A., the bike militia are similarly stirred by Expo Line "extras." Billed as a transit parkway, the Exposition Boulevard right-of-way will also feature bike and pedestrian paths, not unlike the Orange Line, or Valley busway.

Class 1 bikeways, exempt from motor vehicles, enjoy heavy use in Los Angeles County, particularly the 6 mile Ballona Creek path and the 22 mile beach lane from Will Rodgers to Rancho Seaside.
Most feel safer on these auto emancipated facilities; and yet, some research suggests that accident rates are the same or even greater (than on accompanying full purpose roads). Still, because these routes eliminate many traffic interruptions, they allow cyclists to cover longer distances more quickly, a key inducement.

While the green benefits of cycling are typically hailed, a competing opinion, argues that diverting street space for cyclists (via bike lanes or exclusive parkways), could cause more traffic for the auto majority, more idling, and more pollution.

In the continuing transit options debate (and Westside subway proposals), I would link always bikeways with light rail and existing rights of way. While a Wilshire Boulevard extension might achieve the highest ridership, I would instead exploit broad medians (San Vicente, Burton Way, Hyde Park, Century Blvd., etc), remnants of the Pacific Electric Red Car and Los Angeles Railway Yellow Car systems. The MTA owns over 250 miles of former railroad rights of way, and their estimated light rail construction costs are 80% less than subways. I'm betting ridership projections (not to mention the "network effects") of five lines, would dwarf those of one, the Wilshire/Purple Line extension.

Plus, we'd get more bike paths!