How Much Can You Carry on a Bike Part II

weight bench on Xtracycle

Despite owning a cargo bike for seven years, using it to haul countless loads of groceries, hardware and even people, I often find myself doubting its capabilities. Recently, I needed to transport an unused weight bench a few blocks to a friend’s house. I put the task off for weeks, assuming that I’d need to do this on one of the days we rent a car.

Impatient with the mess in the garage, I decided to see if I could bike it over. I strapped the weight bench to my Xtracycle and off I went on one of the smuggest journeys of my life. My smugness did not go unnoticed. As I crossed Sunset Boulevard a fixie riding hipster rode up alongside and shot some video with his smart phone. In addition to this blog, my weight bench journey is immortalized somewhere on Facebook.

It took two trips–one for the bench and the other to move 100 pounds of weights and a barbell.

I still owe Syd Mead a load of watermelons.

How Much Can You Carry on a Bicycle?

Xtracycle with a load of bamboo.

How I transported the 8-foot poles for our new trellis.

We’re overdue for an update on our car-free Los Angeles lifestyle experiment, but one thing that has made it possible is the cargo bike I’ve had since 2006, the Xtracycle.

Xtracycle pioneered the “longtail” bike, essentially a bike stretched out in order to accommodate large panier bags. My Xtracycle was an add-on to an existing mountain bike. Xtracycle and their competitors now sell complete longtail bikes. Tom Vanderbilt just wrote a good article for the Wall Street Journal, “Cargo Bikes: The New Station Wagon,” looking at a number of different cargo bikes.

Coinciding with the Wall Street Journal article was a cranky editorial in a local rag by “futurist” Syd Mead (designer of Blade Runner and Tron and chief thoughtstylist behind the Playboy Land Yacht). Mead says,

While the bicycle has many virtues, it also prompts people to go overboard. It’s often lauded as the transportation of tomorrow and the savior of cities. It is not. It is called transportation. It is not. That’s because the bicycle is not, strictly defined, a transport device. Ever try to carry a watermelon on a bicycle? (Yes, it can be done, but how much else could you carry?)

watermelon2

How much else can you carry on bike? On a recent trip, in addition to a watermelon, I picked up a gallon jug of vinegar, a 12 pack of toilet paper (no we have not yet switched to a corn cob on a string–I might be the world’s smuggest blogger, but you pick your battles), 12 cans of sparkling water, a jumbo box of kitchen trash bags and a few other items.

Xtracycle fully loaded with groceries.

Here’s another grocery store trip. And the haul being inspected for self righteousness by the cats:

IMG_0102 copy

The Xtracycle easily accommodates four heavy grocery bags. If you bring some bungee cords, you can carry even more (cat litter!). I can load up a full grocery cart and transport home just as many items as we used to in the car.

Longtail bikes handle just like regular bikes. Their long wheel base, in fact, makes them more stable. And I’m always surprised at how easy it is to climb hills even with heavy groceries.

One need not be car-free to enjoy a cargo bike. For many years Kelly and I shared a car. The Xtracycle was a big part of making that car-light arrangement work. When people ask if urban homesteading saves money, the first thing I point to is the cargo bike, not the chicken coop.

The problem? Cargo bikes are not nearly as sexy as the Playboy Land Yacht. That’s a problem I’ll get to in a future post.

Film Industry Comprimises Safety of Cyclists

Spring-Press-Ride-11Nov21-2386

Photo: LA Streetsblog.

On Tuesday the Los Angeles City Council, under heavy pressure from the film industry, voted to remove most of the green paint from bike lanes on Spring Street. The lanes had been installed two years ago as part of a pilot project to test this type of highly visible bike lane used in other cities such as New York and Chicago. Film industry groups complained from the very beginning, claiming that the lanes screwed up their shots. The lanes, however, were popular with local businesses, the Downtown Neighborhood Council and residents. And a bike count conducted by the Los Angeles County Bicycle Coalition showed an overall 52% increase in bike traffic on Spring Street. There was a 100% increase in women cyclists on weekdays and a 650% increase in women cyclists on the weekend.

I was a part of a group of cycling advocates who attended the City Council meeting. Before the bike lane issue came up on the agenda, we all had to endure a two hour self-congratulatory tribute to an outgoing, term-limited councilman. When the bike lane agenda item finally came up, councilman Huizar announced that the Council and film industry had reached a “compromise” and that there would be no public comment. So much for democracy.

The “compromise” consists of removing most of the green paint. Here’s the before and after:

la-me-bike-lane-paint-20130619-g

Source: LA Times.

As a pilot project, theses lanes were under evaluation by LA Department of Transportation engineers. The council, essentially, interfered with this experiment at the behest of moneyed interests. It would have been nice to see if these lanes increased safety. Now we won’t know.

After the council approved the compromise, without public comment, Councilman Tom LaBonge came up to me and asked me what I thought. I told him that I thought the council was compromising safety. He told me that the film industry is important here. I asked him if he thought a film is worth a human life. He said, “we’ll have to agree to disagree.”

On Living in Los Angeles Without a Car: A Debate

busla

Photo by Sarah Sulaiman LAStreetsblog.org.

Walkin’ in L.A., nobody walks in L.A.
Walkin’ in L.A.
Walkin’ in L.A., only a nobody walks in L.A.

– Missing Persons

Erik: It’s been nearly two months since a texting video producer totaled the car that Kelly and I shared: a 1993 teal Acura Integra hatchback. Except for a few car rentals, we haven’t been doing much driving. In short, we get to claim the olive wreath of eco-smugness: living car-free in the epicenter of car culture, Los Angeles. Not even the electric car driving Ed Begley Jr. can aspire to our level of self-righteousness. I’d like to continue the experiment.

Kelly:  Hmmm….do I get to be the bad guy in this debate? The car partisan? To me, it’s not so much a question of car or no car. I don’t like cars. I’d love to live without a car. The question for me is more like LA or no LA, because this city is built around the car. I want to live car-free, but I don’t want to do it here. I know it’s possible–we’ve been doing it. But it’s not pleasant.

Have you ever heard the term “pole shade”? It’s the thin sliver of shadow thrown down by the pole of a street light. People waiting for buses in LA huddle in the pole shadows, trying to shelter from the insanely intense LA sun. There are very few bus shelters here. Bus stops are ill-marked afterthoughts in an already unlovely urban landscape.  I stand in the pole shade, wondering if the bus will ever come, and I seethe about the way this city treats its pedestrians.

Continue reading…

Power to the Peoplemover, a Zine About Riding the Bus

The cover of issue 2.0 of Power to the Peoplemover

The cover of issue 2.0 of Power to the Peoplemover

Many hours spent on the bus in the past two months, thanks to the dude who totaled our car, has reminded me of the conceptual ancestor of this blog, a zine about bus riding I edited in the early 1990s with Canadian artist Michael Waterman called Power to the Peoplemover (PPM).

For the kids out there zines were, essentially, xeroxed blogs. We didn’t have the interwebs, but we did have something called Factsheet Five, a kind of telephone directory of zines. You listed your zine in Factsheet Five and people would send you self addressed envelopes to secure a copy of your zine. It makes me feel very old to describe this process, incidentally.

Detail from PPM issue 2.0

Detail from PPM issue 2.0

In addition to Factsheet Five, PPM had a second and unique distribution method. It was designed to look like a San Diego bus schedule (where Mike and I lived at the time). We would sneak copies on to buses we rode and put them on the racks that held the official schedules.

Power to the Peoplemover bus bench on Park Avenue in San Diego.

Power to the Peoplemover bus bench on Park Avenue in San Diego.

We also collaborated on this PPM bus bench that was part of a UCSD Art Department show. The bus bench contained stories and cartoons related to riding the bus–in effect, it was another issue of PPM. I used to wait at this bus stop myself and, during the month it was up, I watched people read and discuss the bench. It seemed to be popular, at least more so than the adjoining casino ad.

PPM Bus Bench detail

PPM Bus Bench detail.

There were three print issues of PPM and the bench. I’ve finally gotten around to posting PPM issue 1.0 and issue 2.0 on archive.org. Issue 3.0 has gone missing. I should note that PPM is potty-mouthed and has an oh so 1990s editorial tone (an era that has not yet had its ironic revival).

I predict we may see a zine revival. Perhaps staring at all those glowing screens is getting old . . .