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Eyes on the Bridge: What Glendale-Hyperion’s Missing Sidewalk Means

Glendale-Hyperion Bridge walk routes map by Don Ward

Glendale-Hyperion Bridge walk routes map by Don Ward

Above is a graphic created by Don Ward to show just how crappy the Bureau of Engineering’s Glendale-Hyperion Bridge plan is. The unsafe design was recently approved by L.A.’s Board of Public Works, and will soon come before City Council. Streetsblog USA profiled the board’s approval as a sign that Los Angeles Mayor Eric Garcetti’s commitment to great streets may be illusory.

According to Ward:

I made this chart to explain the route of an actual petition signer in Atwater who walked from her house (approximate location A) to her church at B. She was interested in safer access to the south sidewalk and did not want to have to walk an additional half mile or so to get to her destination. The shortest possible route under Option 1 would include walking up a steeper incline to the top of Waverly to get across Hyperion on the Silver Lake side.

This also illustrates how disingenuous it is for the city to claim that the new bike-ped bridge creates better mobility by connecting to Silver Lake. The bike-ped bridge is great to get to the L.A. River bike path, but the south Glendale bridge serves the same purpose.

The key decision-maker at this point could be incoming Los Angeles City Councilmember  David Ryu, who won yesterday’s run-off election. Ryu will replace Tom LaBonge on the City Council. Read more…

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Public Works Board Approves Sidewalk Deficient Glendale-Hyperion Bridge

Members of the Glendale Hyperion Bridge Community Advisory Committee, city staff, and elected officials walk the bridge during their final meeting on August 7. Photo: Don Ward

Public Works to Glendale-Hyperion Bridge pedestrians: drop dead.  Bridge committee, city staff, and officials walking there in 2014. Photo: Don Ward

In a hearing at City Hall this morning, the mayor-appointed Board of Public Works unanimously approved proceeding with the city Bureau of Engineering’s (BOE) recommendation to eliminate one of two sidewalks on its Glendale-Hyperion Bridge retrofit project. The latest version, announced earlier this week, has not changed significantly since 2013 when BOE pushed a similar unsafe design, leading to a backlash, and the formation of an advisory committee to re-think the dangerous design.

Despite both traffic studies and the advisory committee favoring full safe sidewalks, Los Angeles City staff have continued to recommend a design that keeps the bridge unsafe for drivers and fails to accommodate pedestrian traffic.

Councilmember Tom LaBonge attended the hearing to dig his heels in against elimination of a single car lane. Ironically, he also pressed for automated enforcement cameras to be added to the bridge to solve speeding problems.

Councilmember Mitch O’Farrell was considered to be more open to a less car-centric design, but today his staff stated that the council office had “heard loud and clear” that their constituents don’t want fewer car lanes and further that the road diet Option 3, the option that had sidewalks on both sides of the bridge, “had never been a viable option.”

More than 40 stakeholders showed up to testify in favor of full sidewalks on the bridge. Nonetheless, the BOE, using discredited Level of Service (LOS) metrics and different traffic studies than what had been shared with the project advisory committee, held sway saying that fewer car lanes would trigger a full environmental review. BOE recommended that the current four car lanes would need to remain in place in order for the city to skirt full environmental review by just approving its current Mitgated Negative Declaration (MND). Read more…

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A Tale of Two Future Bridges: New Bike/Ped Crossing on L.A. River, Fewer Sidewalks on Glendale-Hyperion

A person crossing would have to come down from the bridge on the right to the red car bridge on the left to cross the bridge. Would anyone do this and add 12 minutes to their trip in the real world?

Under the two plans announced today, a person crossing would have to come down from the bridge on the right to the red car bridge on the left to cross. Would anyone do this and add 12 minutes to their trip in the real world?

It was sort of a surreal moment. Even as Los Angeles City Councilmember Mitch O’Farrell stood at the podium discussing the benefits of a planned new bicycle and pedestrian crossing over the L.A. River, the Bureau of Public Works released its recommendation (PDF) that the new Glendale-Hyperion Bridge would actually have fewer feet devoted to safe sidewalks than the current bridge.

LaBonge and O’Farrell at this morning’s press event. Both pics by Damien Newton

What was supposed to be a light press conference announcing the opening of a permanent bridge project using existing support structures from an old Red Car bridge across the L.A. River turned somewhat sour for many of the community and traffic safety advocates in attendance when the Bureau announced their plans for the bridge on their website. News traveled quickly among the crowd, and the reporters present suddenly found themselves with dozens of sources for a meatier story than a made-for-bike-week announcement of new infrastructure.

In the fall of 2013, news broke that when the Glendale-Hyperion complex of bridges that connect Atwater Village and Silver Lake would be retrofitted to make them earthquake-proof, local advocates immediately noticed problems with the new design on the street portion of the bridge. Despite appearing on the city’s bicycle plan, the road redesign called for widening the existing car lanes, installing “crash barriers” in the middle of the bridge, removing a sidewalk, and adding no bike lanes.

After an explosion of public comment and a community forum which turned into a Livable Streets rally, O’Farrell, announced a citizen’s advisory committee would be formed. The Mayor’s office submitted a request for an extension to the grant. The old timeline would have precluded any major changes to the proposed road design.

Earlier today, the Bureau of Engineering released its analysis of four different designs for the new bridge, concluding that to make space for a pair of bike lanes on the new bridge, the best option was to take out one of the two sidewalks.

At the podium this morning, O’Farrell painted as rosy a picture as possible, discussing the importance of river crossings for all mode users and some of the improvements the new Hyperion Bridge will have over the existing one, including marked crosswalks and bicycle lanes. He even struck a populist tone, declaring his support for “protected bicycle lanes” on Hyperion and across the city.

But that wasn’t enough for many of the safety advocates in the audience. A press release from L.A. Walks noted that any bicyclist or pedestrian on Glendale Boulevard wanting to cross the river on the “Red Car Bridge” would need to travel twelve minutes out of their way–and are thus far more likely to use the limited sidewalk or just walk on the shoulder even without a sidewalk.

“The City of Los Angeles promotes the fact that we have moved past our auto-centric history and want to be ‘A Safe City,’ as it states in the Mayor’s Great Streets for Los Angeles Strategic Plan,” says Deborah Murphy. “We cannot achieve this goal if we can’t provide the most basic of provisions for pedestrians–a simple sidewalk on both sides of the bridge.” Read more…

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Eagle Rock Neighborhood Council Exec. Committee Sets Record Straight on Colorado Blvd Bike Lanes

Editor’s Note: When people don’t like a project, they sometimes criticize the process that lead to that project. We are passing along a recent email blast from the Eagle Rock Neighborhood Council that set the record straight on the extensive public outreach process that lead to bike lanes on Colorado BoulevardThe Colorado Blvd bike lane implementation process have been criticized by some candidates running for Los Angeles City Council District 14.

SBLA is a non-profit, we cannot and do not endorse any candidates in this race, but we do tell the stories of, and the processes that lead to, bike infrastructure in Los Angeles. Below is the text of an open letter that Eagle Rock Neighborhood Council (ERNC) President David Greene sent to all Council District 14 candidates:

Colorado Boulevard Bike Lanes Fact Sheet

I.

The bike lane story is summed up in the May 24, 2013 Department of City Planning Recommendation Report about bike lanes on Colorado Boulevard and North Figueroa Street. In addition to a comprehensive analysis of the project by the City of Los Angeles, it contains a list of the public meetings held about the project, and a summary of the feedback from those meetings. Specifically mentioned in the document are:

  • A public hearing on February 13, 2013 at the Los Angeles River Center at 570 W. Avenue 26.
  • A webinar-style public hearing on February 20th, 2013 where interested public could provide feedback on all of the proposed bicycle lanes in Year of the First Five-Year Implementation Strategy.
  • Numerous public meetings held by community groups like TERA, Take Back the Boulevard, Council Districts 1 and 14, and the various Neighborhood Councils in those districts where the City of Los Angeles planned to install bike lanes as part of the backbone of the city-wide 2010 Bicycle Plan.

Flier for Colorado Boulevard Bike Lane Meeting

Flier for Colorado Boulevard Bike Lane Meeting. Image via ERNC

Among those meetings, the Eagle Rock Neighborhood Council either held or attended forums specifically about the 3 miles of Colorado Boulevard bike lanes on the following dates:

  • ERNC board meeting of March 5, 2013. Agenda is here. The meeting minutes are here. At this public meeting, the ERNC discussed but deferred a vote on the Colorado Blvd portion of the bike lanes, so that even more public input could be gathered at a March 27 meeting held by Councilmember Huizar’s office. As reported in the ERNC newsletter, which is distributed to 1,500 stakeholders, and is reprinted by news organizations and the Department of Neighborhood Empowerment:

“The City of Los Angeles has offered several chances for Eagle Rockers to learn about the possibility of bike lanes on Colorado Boulevard, and what they might mean for traffic speeds, pedestrian and bicyclist safety, health, and commerce. With the help of CD-14, TERA, Take Back the Boulevard, the Chamber of Commerce, and the ERNC, they’re doing it again — this Wednesday, March 27, at 7pm at Occidental College.”

“At the April ERNC Board meeting, a packed house (and more!) listened to almost 2 hours’ worth of public speakers, City officials, and ERNC members explain, discuss, and opine on bike lanes along Colorado Boulevard in Eagle Rock. By the end of the meeting, it was abundantly clear that Eagle Rockers wanted buffered bike lanes installed along the length of Colorado — and soon — and the ERNC voted unanimously (12-0) to support them.”

  • CD-14 Town Hall Meeting on June 3, 2013. The ERNC attends another large public meeting held by Councilmember Huizar’s office, which is held after the Planning Department’s report is issued, but before work is begun. It features a revised lane design based on public input at previous public meetings. As reported in the ERNC newsletter:

“The ERNC voted unanimously last April to support the DOT’s buffered bike lane plan for Colorado Boulevard, based on the overwhelmingly positive public input we received from residents and business owners. One of the concerns we heard from individuals and especially businesses was that while bike lanes were a good idea, there were other problems on Colorado that needed to be addressed… Some of you suggested that since all the paint is going to be stripped off the streets when the bike lanes go down, why not use this opportunity to fix a whole host of existing traffic problems? We’ve tried hard to make sure that the good folks at the DOT and Mr. Huizar’s office heard this message — and now they’re coming to town with a revised plan for the bike lanes that is way more specific than it’s been in the past. And they’re asking for your input about the design.”  Read more…

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A Positive End in the Conflict Between Councilman Cedillo and #Fig4All?

The most closely-watched story of 2014 for Livable Streets advocates was the ongoing battle between Councilman Gil Cedillo and the advocates themselves over the future design of North Figueroa Street. However, 2015 is a new year and the hot debate may be cooling off with the groundwork for future collaboration being laid.

Gil Cedillo campaigned in the Flying Pigeon bike shop and used a picture with the owner in his campaign billboards. Now, Josef Bray-Ali is campaigning hard for Cedillo to fulfill a campaign promise to see bike lanes on North Figueroa Boulevard as the city's Bicycle Advisory Committee calls new studies a waste of time and money. Image: Flying Pigeon

During the campaign two years ago, Cedillo (center) campaigned in the Flying Pigeon Bike Shop, owned by Josef Bray-Ali (right). Many bike advocates were disappointed in a decision to delay bicycle lanes on North Figueroa Street. A team of advocates, partially led by Bray-Ali, adopted the banner #Fig4All to rally behind. Recently, Cedillo’s office has reached out to end the bad feelings. Cedillo and the Mayor’s Office are promising progressive transportation planning for North Figueroa.

The first sign came last week.

One day after advocates rallied outside of the Councilman’s apartment building to protest comments delivered at a December City Council Meeting, the Council office met quietly with staff from the Los Angeles County Bicycle Coalition. At the meeting, staff presented some draft concepts of road improvements for the five blocks being considered for Mayor Eric Garcetti’s “Great Streets” proposal for North Figueroa.

The Mayor’s Office has long-stated that Great Streets improvements will become templates for larger improvements along L.A.’s iconic corridors.

Following the meeting, the LACBC sent a message to its Northeast Los Angeles advocacy arm, “Ride Figueroa,” that stated:

After years of outreach, stakeholder education, meetings, rides and rallies, we are delighted to report that Councilman Gil Cedillo is seriously considering project options that are true to this inclusive vision for North Figueroa. Focusing on the historic core of Highland Park from Avenue 55 to Avenue 60, Cedillo’s staff worked with LADOT to produce a series of options that included essential safety elements, such as a road diet, better sidewalks and crosswalks, transit enhancements, and physically protected or buffered bike lanes.

Later in the week, at a meeting of the Highland Park Neighborhood Council, Cedillo’s staff announced it was working with the city to remove an application for parallel parking the city was including in an application to Metro. The batch of applications had been approved by the City Council in a December meeting, where local advocates and Cedillo sparred during the public comment period. The new application to Metro, now excluding the parking changes along North Figueroa, will be heard by Council soon.

In an email to Streetsblog, Cedillo spokesperson Louis Reyes explains the reasoning behind the change. Read more…

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Glendale-Hyperion Bridge Political Contortions Forcing Unsafe Compromise Design

Los Angeles' latest "Option 1A" propsal for the Glendale Hyperion Bridge would preserve two sidewalks. Detail - click for full page.

Los Angeles’ latest “Option 1A” proposal for the Glendale Hyperion Bridge would preserve two sidewalks but not include the planned bike lanes. Detail – click for full page.

Last night, the Citizens Advisory Committee for the design of the new Glendale-Hyperion Bridge met to discuss the city’s latest proposal.

L.A.’s historic Glendale-Hyperion Bridge opened in 1927. It connects the Los Angeles communities of Silver Lake and Atwater Village. About ten years ago, city plans to renovate the bridge got underway. In 2013, the city proposed a dangerously high-speed highway-scale bridge design. Communities objected to the proposal. The city went back to the drawing board, and formed an Advisory Committee tasked with reviewing various possible configurations, and coming up with a better plan for the new bridge.

In August, the committee voted to move forward with Option 3 which includes bike lanes and sidewalks, and a road diet. Four existing car lanes would be reduced down to three lanes.  L.A. City Councilmember Tom LaBonge, who represents the area on one side of the bridge, rejected the committee’s selection in favor of one that preserved four traffic lanes.

Given the width of the bridge, there is not quite enough room for two sidewalks, two bike lanes, and four car lanes. LaBonge’s insistence on preserving four car lanes meant that either bike lanes or a sidewalk would be eliminated.

The project stewed internally for a few months.

At last night’s meeting, attended by LADOT General Manager Seleta Reynolds and City Engineer Gary Moore, LADOT presented a new design – called Option 1A. The new option is an attempt to preserve both sidewalks while meeting LaBonge’s insistence on four car lanes. This eliminates the bike lanes. Preserving both sidewalks (via either Option 1A or Option 3) is important. As it would be prohibitively costly to go back and add sidewalks at a later date. Lanes, whether for bicycles or cars, can be reconfigured relatively inexpensively.

The city’s Option 1A cross section labels the bridge sidewalks as “shared use path[s].” Advisory Committee members Deborah Murphy (L.A. Walks), Don Ward (Los Feliz Neighborhood Council), and Eric Bruins (L.A. County Bicycle Coalition) all commented that these are just sidewalks, not designed for shared use. For most of the bridge, Option 1A shows an 8-foot sidewalk. Under Waverly Drive, the sidewalk narrows to 5.5 feet. The bridge is sloped, which means most cyclists will travel at fairly high speeds downhill. With limited width, limited sight lines, and significant speed differences between people walking and bicycling, Bruins characterized Option 1A as a “recipe for disaster.” Read more…

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L.A. Council Approves Call for Projects List with Cedillo Snub Intact

Rendering of the proposed buffered bike lane on North Figueroa Street. Image: Flying Pigeon L.A.

Rendering of the planned buffered bike lane on North Figueroa Street. Yesterdays’ Council vote signals a further step away from a North Figueroa that would be safer for all. Image: Flying Pigeon L.A.

Yesterday, the Los Angeles City Council approved the list of projects [PDF] that the city plans to submit for Metro Call for Projects funding. Overall, the Call list includes a lot of great projects that reflect that many L.A. City elected officials and the city’s Transportation Department (LADOT) are truly pursuing greater livability and safety.

Unfortunately, the list also includes the “North Figueroa Great Streets Corridor,” City Councilmember Gil Cedillo’s proposal to add diagonal parking to North Figueroa Street instead of bike lanes.

At yesterday’s meeting, more than half a dozen speakers urged the Council not to pursue Cedillo’s North Figueroa proposal. Speakers included a North Figueroa business owner, local residents, and livability advocates. The Los Angeles County Bicycle Coalition’s Alek Bartrosouf testified that, “It is important to ensure that as we build Great Streets across the City of Los Angeles that these streets are designed for the safety of all who travel them, and that the planning process is open and inclusive of all voices.”

The LACBC further clarified concerns in their comment letter [PDF] which urged Council President Herb Wesson to re-scope the North Figueroa project to align with the inclusive vision in the city’s bike and mobility plans.

Cedillo’s response to the public was telling. He characterized speakers as having “one percent dictate for 99 percent.” He portrayed complete streets supporters as bullies, proclaiming, “We will not be bullied.” Ultimately, Cedillo defended his North Figueroa project in Orwellian livability rhetoric, stating it includes a “multi-modal approach” and puts “safety first and foremost.”

The City Council, which generally defers to the councilmember who represents the district where a project is located, approved the Call for Projects list unanimously.

Yesterday’s vote gives LADOT staff the go-ahead to seek funding for Cedillo’s project. The project will compete with other applications for Metro funding. If project funding is approved by Metro in mid-2015, funding would be programmed beginning in FY 2019-2020. The project scope could be modified during design and environmental review processes.

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Cedillo Insults Bikes as L.A. Gears Up for Metro 2015 Call for Projects

Via the Metro Call for Projects process, yesterday Los Angeles City Councilmember Gil Cedillo revealed his plans for diagonal parking on North Figueroa Street. Photo: Joe Linton/Streetsblog L.A.

Via the Metro Call for Projects process, yesterday Los Angeles City Councilmember Gil Cedillo revealed his plans for diagonal parking on North Figueroa Street. Cedillo is pictured above at an October 2014 press event.  Photo: Joe Linton/Streetsblog L.A.

The Metro Call for Projects (the Call) competitively grants transportation funding to L.A. County cities to build various transportation projects. Metro’s next Call for Projects will take place in 2015, with cities applying in late January, and awardees announced by mid-2015. The Call takes place every other year.

In the recent past, Metro’s Call was the biggest source of funding for L.A. County bicycle and pedestrian projects, though the Call categories go far beyond just active transportation. Due to changes in federal transportation funding, a lot of the walk and bike monies have been shifted into the statewide Active Transportation Program. Nonetheless, the Call continues to shape the way local transportation capital is spent, and still includes some bike and pedestrian funding. This will be the first Call since the Metro Board of Directors adopted the agency’s Complete Streets Policy, which asserts that the agency will prioritize projects that support a breadth of modes.

Metro’s 2015 Call will include the following funding categories:

  • Regional Surface Transportation Improvements (RSTI; mostly road-widening)
  • Goods Movement Improvements
  • Signal Synchronization and Bus Speed Improvements
  • Transportation Demand Management
  • Transit Capital
  • Bicycle Improvements
  • Pedestrian Improvements

When the Call approaches, the city of L.A. embarks on an internal ranking process. Various city departments– primarily Transportation (LADOT), but also Public Works bureaus, and sometimes the port, airports, and others–submit projects internally. The Mayor and City Council have a hand in making sure departments include projects that they support and prioritize. The city then scores and ranks the projects internally, selecting a final list of recommended projects.

That entire selection process remains behind closed doors until the final city project list is brought to the City Council for approval. The first step in this approval took place yesterday, when LADOT presented its recommendations to the City Council Transportation Committee. LADOT recommendations include an explanatory cover letter [PDF] and a project list spreadsheet [PDF].

There are millions of stories in these LADOT documents, not all of which will fit in today’s article. For now, SBLA will just highlight some of the good, the bad, and the ugly.

Read more…

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Councilmember Cedillo Adds Stop Sign In Response To Fatal Hit-and-Run

New stop sign at Avenue 50 and San Marcos Place in Highland Park. Photo: Joe Linton/Streetsblog L.A.

New stop sign at Avenue 50 and San Marcos Place in Highland Park. Photo: Joe Linton/Streetsblog L.A.

On September 14, a hit-and-run driver killed 57-year-old Gloria Ortiz. Ms. Ortiz was walking in a crosswalk in the Northeast Los Angeles community of Highland Park. The hit-and-run crime took place at the intersection of Avenue 50 and San Marcos Place, adjacent to Aldama Street Elementary School. According to KTLA5, witnesses stated that the driver “just ran her over, didn’t even turn back.”

Local residents joke darkly that speeding drivers think Avenue 50 is the name of the speed limit, not the street.

Councilmember Cedillo speaking yesterday in front of Aldama Elementary School. Photo: Joe Linton/Streetsblog L.A.

Councilmember Cedillo speaking yesterday in front of Aldama Elementary School. Photo: Joe Linton/Streetsblog L.A.

Less than a month later, yesterday, community leaders joined Los Angeles Councilmember Gil Cedillo and Transportation Department (LADOT) head Seleta Reynolds to highlight city efforts to make Avenue 50 safer. New stop signs were added to the intersection where Ortiz was killed. The existing somewhat-worn continental crosswalk was freshly re-painted, actually freshly re-thermoplastic-ed. @HLP90042 posted before and after photos at Twitter.

Councilmember Cedillo, who has dragged his heels on safety improvements approved for nearby North Figueroa, spoke on his commitment to “street safety, particularly around schools and where people gather.”

General Manager Reynolds emphasized that “the biggest predictor of fatalities on a street is speed, and the biggest factor in speed on your street is design” and reiterated her department’s commitment to making “safety our number one priority.”

Local resident Monica Alcaraz, president of the Historic Highland Park Neighborhood Council, praised the city’s quick response in adding the stop sign. She described walking to Aldama School as being safe when she was younger. Today, walking her daughter to the school, she fears for their safety. Alcaraz stated that Avenue 50 is dangerous when parents are making illegal U-turns and double-parking at school drop-off and pick-up times, and, then, when the students aren’t around, Avenue 50 is dangerous because so many drivers speed. Alcaraz urged LAPD to spend more time on traffic enforcement there to prevent future tragedies.

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Cartoon Tuesday: Neighborhood Council Meeting Bike Lane Bingo

Bike Lane Bingo card by Nathan Lucero

Bike Lane Bingo card by Nathan Lucero

It’s not quite a cartoon, but it is a clever, sad, ironic laugh. Friend of the blog Nathan Lucero posted his Bike Lane meeting bingo card at the Figueroa for All Facebook group.

Not all neighborhood councils are the same; many have been very supportive of facilities for bicycling and walking. It does seem like there is, more often than not, a few complainers who trot out tired excuses for opposing these safety projects. Lucero’s card specifically references the sad, ironic struggle to make North Figueroa safer, in the face of Councilmember Cedillo’s flip-flop, a story you can read here, here, and here. The meetings are still happening as Cedillo’s staff are still pressing for crappy alternative bike routes to keep North Figueroa car-centric and dangerous.

So far, there is only one bingo card, so everyone will be calling bingo at the same moment. Read more…