Streetsblog Los Angeles

Looking north from National on Sepulveda Blvd. The City wants to put in new bike lanes stretching past the future Expo Line Station up to Ohio Ave.

Bicycle advocacy in the city entered a new phase last week, when the Department of City Planning released a five page Notice of Preparation (NOP) for an environmental review of forty three miles of bike lanes. These projects represent some of the more controversial bicycling projects as they often times require removing curbside parking, mixed-use travel lanes, and/or turning lanes.  The public process, which begins with scoping meetings next week, could prove to be contentious as this is the first time the City of Los Angeles has publicly proposed a city-wide program of creating bicycle facilities at the cost of mixed-use facilities or automobile parking.

Just because a bike project is being studied doesn’t mean that it will be implemented,” reminds Joe Linton, a long time bicycle advocate and head of the new group BIKAS.  ”It’s critical that bicyclists track these projects and build community support to ensure that they get done.”

The project list covers projects in all corners of the city.  New bike lanes on North Figueroa, the South Figueroa Corridor Protected Bike Lane, Bike Lanes connecting Venice Boulevard to the Expo Line Sepulveda Station to Santa Monica Boulevard, a connection to the future Westside Subway Station on Avenue of the Stars, are all included.  Projects on Lankershim, Devonshire, Bundy, Centinela, Cahuenga, Ceasar Chavez, Martin Luther King…there seems to be a project for just about everyone.  A full list of the projects can be found at Curbed, or in the NOP.

“If you’re involved with a Neighborhood Council, make sure they know about these meetings and get involved,” says Alexis Lantz, the Planning and Programming Director for the Los Angeles County Bicycle Coalition.  ”If you’re not involved, now’s the time to get involved.  A letter from a Neighborhood Council goes a long way in telling the city that these projects are wanted and supported.” Read more…

To see a full sized copy of this graphic, click on it and visit the GOOD website.

Wilshire Boulevard.

The iconic Boulevard that connects Downtown Los Angeles to the Santa Monica beaches by way of Mid-Town, Korea Town, Larchmont, Miracle Mile, Fairfax, Beverly Hills, Westwood, Brentwood, West L.A. and Santa Monica itself, doesn’t capture the world’s attention.   Heck, it doesn’t even get a mention in “I Love L.A.“

But Angelenos know how important the street is.  The above graphic was created by local artist and designer Brian Micheal Gossett as part of the outreach for the LA/2B program.  The Los Angeles Departments of City Planning and Transportation (LADOT) partnered with GOOD Corps, to create an interesting and interactive experience for people to participate in the process of creating a new mobility plan for the city, and this infographic shows how streets do more than just transport us from A to B.

There will be more of these inforgraphics released as the project moves forward, and Streetsblog will do it’s best to bring those to you as they become public.  It’s hardly news to Streetsblog readers that streets are for more than moving cars, but it’s always nice to see that simple concept displayed in a way that is new and interesting.

(If you’re not familiar with James Rojas’ interactive modeling workshops, click here.)

Over one hundred tenth graders from Esteban Torres High School’s Renaissance Academy had a chance to redesign the Gold Line Eastside Extension Station areas as part of a series of interactive modeling sessions designed to introduce them to urban planning.  Rather than introducing them to our modeling process through a presentation, we took the students to visit and take notes at three Gold Line Stations: Mission/Meridian, Lake and Del Mar Stations.

Photo: Latino Urban Forum/Flickr

Next, we had them examine the stations from a different perspective.  They participated in  a series of interactive workshops to help the students articulate their needs. We had them read maps of the station areas and create models from them using found objects.

The students presented their ideas through models of the Gold-Line Metro station areas and and explained how their proposed developments around the stations may increase ridership and attract people into East Los Angeles. They created three trains in their models; one, the newly christened Butterscotch Line, is made completely from candy (just in time for Valentine’s Day.)

The students designed these light rail station areas as neighborhood destinations to draw the community to the station and draw riders off the trains. They located services, and amenities lacking in today’s Eastside community such as parks, stores, housing, and offices within site of the stations.  The students were proud of their community and designed stations that welcomed people to the Eastside with “welcome” signs and decorative gateways.

Best of all, their stations and their Gold Line fit the community.  Before the workshops they investigated the physical form of the actual community.  The examined architecture and design that creates identity of place. They used that map of their community to create beautiful streetscapes designs that capture the artistic power of the community. Read more…

Yesterday, Streetsblog published the first of a two part interview with L.A. City Planning Department’s Claire Bowin.  Bowin has had her finger in a lot of pots in her tenure with Planning, working on the Bike Plan, the Mobility Element, the Housing Plan, the Cornfield Arroyo-Seco Plan, and Bike Plan Implementation.

Claire Bowin

As you’ll see below, she also has some strong feelings on car parking minimums.

Read the first part of the interview by clicking here, and the second part by reading on.

A lot of planning and development decisions hinge on parking regulations, set by the Planning Department. Critics, including UCLA’s Donald Shoup, have shown these parking minimums to be inconsistent, unhelpful, and biased toward suburban auto-centric development. What’s in store for the future of parking in Los Angeles?

Ah, parking, one of my favorite topics. If you build it they will come- this has certainly been true with parking and cars. Communities, fearful of density and an influx of people and cars, are often the first to demand more parking- not realizing, of course, the self- fulfilling prophecy they’ve put in motion. But, now that we’ve got all these cars and parking lots how can we wean people off of them? Read more…

Over the past couple of years, the name “Claire Bowin” has been attached to many of the most important projects that Streetsblog regularly covers.  For that reason, we decided to feature a reader question and answer with Bowin so readers could both get to know her and learn a little more about how the city operates.

Claire Bowin

Because Bowin wrote such detailed answers, we decided to split her question and answer into two parts.  Today’s question and answer covers the public outreach for the Mobility Plan that are underway, Transit Oriented Development and Affordable Housing.  The last question, on affordable housing, is almost literally a dissertation on the issue and a must read for anyone that cares about housing, equality, development and TOD.  The second part of the series will run tomorrow.

Readers: The city’s General Plan 1999 Transportation element has all sorts of great language about livability, walkability, transit – but this plan language didn’t really end up with much in the way of results on the ground. How can the Mobility Element update underway do better?

Bowin: It’s amazing how much has changed in the past 13 years- LA is such a different place now than it was in 1999 and I think we’re finally moving towards a community that is truly multi-modal. Measure R’s passage, in 2008, demonstrated again how much Los Angelenos truly support a regional transit system. Measure R is also a good example of how important local leadership and dedicated funding are in ensuring that physical improvements actually get done.

I’d be remiss if I didn’t point out how important a strong implementation plan (read $$) is going to be if we really want to see the ideas in the Mobility Plan carried out. Without it we can have lots of lofty policies and goals but we won’t get the traction to actually make the many on-the-ground changes that are going to be needed to really attract Los Angelenos to try out new ways of getting around.

 How will the mobility plan assure that we are planning our streets as ‘places’ as well as mobility corridors for pedestrians, cyclists transit riders and drivers? Read more…

Last year, Streetsblog’s “reader interview” series was a shashing success.  The series led to some fantastic interactions between Streetsblog readers and some of L.A.’s most important decision makers and top advocates.  The first volunteer for our 2012 series is Claire Bowin, a senior planner with Los Angeles’ Planning Department.

Claire Bowin

You know how this works by now.  You leave your questions in the comments below, leave them at our Facebook Page or tweet them to @lastreetsblog by next Monday morning and we will compile the questions and send them to Bowin.  When she answers them, we will publish them in their entirety.

For those of you not familar with Bowin, last year at this time she was a hero to the bicycling advocacy community.  Her influence in the last rounds of negotiations on the Bike Plan were so criticial that none other than Bikeside President Alex Thompson took time to praise her work bringing all sides together  during the press event celebrating the plan’s signing.  Bowin is also involved in the less-popular environmental studies for bike plan projects as well as bike plan implementation, the Cornfield Arroyo Seco Specific Plan, River Improvement Overlay and even the SCAG’s Regional Transportation Plan (RTP).

This year she’ll be working on a pair of new projects: an update to the City’s Housing Element and the development of a new Health and Wellness Chapter for the Framework Element.

If you’ve got questions for Bowin, fire away!

“Bus Only Lanes”

“Bike Lanes in Major Streets”

“Closing Streets for Events”

“More showers and bike rental/parking stations”

Click on the image to visit the LA/2B homepage.

Is this a Livable Streets wishlist for the City of Los Angeles?  Yes.  But it’s also the topics highlighted by LA/2B, the interactive online discussion program employed by the LADOT and City Planning to solicit feedback on the city’s effort to update its mobility plan.  In an email to media and those using the website, LA/2B routinely lists the hottest topics on its message boards.  All comments left at LA/2B will be part of the public record when determining what will, and won’t, be included in the city’s long-term plans.

Whenever I visit the LA/2B site, the hot topics are always related to livable streets, and that the comments are overwhelmingly positive.  For example, the “hottest topic” at the moment is “Prioritize Pedestrians Over Autos” and has received twenty
“seconds” and 16 comments.    By my count the comments run 2:1 in favor of the concept.

While support has been strong for pedestrian, bicycle and open streets proposals, the numbers on the website aren’t enough to persuade legislators addled with a car culture mentality so if you want to join the discussion, there’s no time like the present.

To learn more about the nuts and bolts of how the BPIT prioritization website works, visit the LADOT Bike Blog by clicking on the above image

Meanwhile, LADOT Bikeways is fulfilling a promise made to its Bicycle Plan Implementation Team (BPIT) and has launched an online survey for cyclists and interested parties to prioritize what projects in the Bike Plan should be implemented first.  LADOT has come under some fire for placing Sharrows on a seemingly random set of streets so that in can reach the Mayor’s stated goal of 40 miles of bike projects every year.  As we’ve noted before, the massive Sharrows implementation weekend from earlier this year was not included in the 2010 Bike Plan. Read more…

Wildflowers in bloom at the cornfields. Note the proximity of industrial development. Photo: Creek Freak

Can a community plan claim to be progressive without a strong affordable housing component?

That questions has been at the heart of a debate about the Cornfield Arroyo Seco Specific Plan (CASP) that promises to transform 660 acres located in the communities of Lincoln Heights, Cypress Park and Chinatown from mixed-use, mostly industrial, to a more residential area with industrial areas designed to attract green and other LEED certified (environmentally clean) businesses.  Back in March of 2009, Joe Linton described many of the benefits of the plan, including a decoupling or parking from rental or purchase fees of new apartments.

But what makes the plan so impressive to Livable Streets advocates makes it a nightmare for affordable housing ones.  Because the plan offers increased density and reduced parking requirements without requiring an affordable housing tradeoff, advocates are concerned that the end result of the CASP will be to force out existing residents by turning the area into one for those earning a higher income.

“The critical question about the Cornfields Arroyo Seco Specific Plan is this: Will the plan lead to luxury housing and market rate shops unaffordable to local residents? Or will it lead to a community where everyone can live?” asks Serena Lin, a staff attorney with Public Counsel. “Right now the plan prioritizes luxury housing developers over local residents, and we call on Councilman Ed Reyes to amend it.”

If CASP had a provision that offered extra density bonuses or reduced parking standards if a developer agrees to build a small percentage of affordable units, the Plan could be a real tool in our City’s toolkit argues Public Counsel. Instead of fighting with community groups, the city could proactively plan for communities where all residents, including people struggling with poverty, can afford to live. Instead, the Plan offers developers incentives to build market rate housing, without any provision for affordable housing. In an area with a median income of less than $25,000 per year, much of the current community would get priced out of a community where they. Read more…

When two Streetsblog sponsors get together, the world is our oyster. For more on the meeting, read this first hand review at g4do-g4do

Earlier this year, when the designs for South Figueroa’s My Figueroa project were released, Josef Bray-Ali wasn’t happy.  While many advocates celebrated designs that would, if implemented, result in segregated bike paths, transit-only lanes, pedestrian plazas (at a minimum), Bray-Ali saw another major investment in the Downtown and area around L.A. Live. Meanwhile, the portion of Figueroa where he worked and that he loved remained a traffic sewer, with five lanes of concrete and curbside parking blighting the area.

Now, with the city considering bike improvements for North Figueroa, Bray-Ali sees an opportunity to bring My Figueroa to North Figueroa.  Last week, a group of thirty community activists gathered in the Flying Pigeon Bike Shop to create an organization to do just that.  At the Flying Pigeon blog, Bray-Ali notes that the event expanded beyond the usual suspects with local businesses sponsoring the meeting by donating the chairs, tables, food, and other supplies.

“The city sees North Figueroa as a cut through for people that don’t want to drive on the 110,” Bray-Ali explains.  ”As a result, cars cut through the neighborhood without stopping, businesses suffer and the middle-class moves farther away.”

In other words, this is about more than a bike lane.

Read more…

Bikeside is right, this "flow chart" explaining bike plan implementation needs to be retired.

Yesterday, the LADOT and City Planning made their quarterly update to the City Council on the progress of the implementation of the Bike Plan.  The Council’s Transportation Committee also moved a motion that would transfer $475,000 to LADOT’s overtime account.  Between the somewhat confounding report offered by the agencies and the revelation that bike projects have to be built on overtime, it’s no surprise that some advocates are anxious.

The funding motion addressed on Wednesday is a sort of good news/bad news motion.  The motion allows the transfer of $475,000 from LADOT project accounts to overtime accounts so that LADOT can install new bike lanes and Sharrows.  The good news is that these funds will see to the completion of eight bike lane projects totaling eight miles and nearly seventeen miles of Sharrowed Streets.

If implementation of these projects really does occur “in the next couple of weeks” it would be a great start for the city in the 2011 fiscal year.  The Mayor famously promised 40 miles of new bike infrastructure a year last March at the Bike Plan signing, a promise which has gotten off to a somewhat rocky start.  Knocking out 25 miles of that infrastructure in the first couple months of the year is a good sign.

But the “overtime” issue is a troubling one.

A couple of weeks ago I stood next to the Green Shared Lane in Long Beach talking with Long Beach’s Mobility Coordinator, Charlie Gandy.  I asked him how much it cost to paint a green lane on each side of a main drag through Downtown Los Angeles.  His answer?  ”$5,000.”  When pressed, he admitted that he didn’t know the labor costs, because “those are fixed costs with the city.”  In other words, painting bike infrastructure is just part of the job in Long Beach, and that saves the city hundreds of thousands of dollars in project costs.

As Bikeside Chris put it, “ As LADOT continues to bill the City for overtime, scarce Measure R, Transportation Enhancements, Congestion Mitigation and Air Quality and Transportation Development Act bike improvement funds quickly become depleted.”  As the city over bills for bike projects now, it means less projects later. Read more…