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Fun and Food in Boyle Heights and South L.A. this Weekend

Riders at the first Clitoral Mass event in 2012. Sahra Sulaiman/Streetsblog LA

Riders at the first Clitoral Mass event in 2012. Sahra Sulaiman/Streetsblog LA

If you like to get out and about on the weekends, there are some really great events you might want to plug into.

SATURDAY afternoon, women and those who identify as women are invited to join the Ovarian Psyco-Cycles on their third annual Clitoral Mass ride.

The first ride, held in 2012, generated some controversy for excluding men. But, the organizers held fast to their stance, arguing that group rides did not always feel like safe spaces for women and, in particular, women of color or those whose who identified as women.

The women seemed to agree, as they came out in droves — more than two hundred showed up for the first ride.

The Ovas are at it again, with a day ride this year. Meeting up at Grand Park (200 N. Grand Ave.) at 1 p.m. and rolling out at 1:30 p.m., they will take those identifying as women on a 30-35 mile tour of the city, and have a number of pit stops planned to invigorate and educate riders. People’s Yoga will prepare riders for the tour with a stretch session, Buyepongo will lead a drum circle, Comida no Bombas will provide dinner in Echo Park, activists will discuss gentrification at a stop at Mariachi Plaza, and a support car (with mechanics) will follow the riders. There will also be a condom mobile and lots of free snacks and water.

The tour will end where it began, in Grand Park. For more information about the ride, see a previous article about the ride planning here, or visit their event page, here.

If you are not woman-identified or just feel like stuffing your face instead, head over to the L.A. Taco Festival in Mariachi Plaza from 2 – 8 p.m. on Saturday. Read more…

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Editorial: Respect Your Advisory Committee, Build a Safer 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

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

There has been quite a bit of proverbial water under the Glendale-Hyperion Bridge. Under a great deal of community displeasure in 2013, the city of Los Angeles set aside an outdated bridge retrofit plan and formed an advisory committee to decide the future of the historic span.

The 9-member Glendale-Hyperion Viaduct Improvement Project Community Advisory Committee is a broad cross-section of the local communities. It includes representatives from nearby elected city bodies: the Atwater Village Neighborhood Council, Los Feliz Neighborhood Council, and the Silver Lake Neighborhood Council. Rounding it out are folks representing historic preservation, parents from local schools, and concerned non-profits: Friends of the L.A. River, the L.A. County Bicycle Coalition, L.A. Walks, and the Los Feliz Improvement Association.

The committee has been meeting roughly every other month since December 2013. It reviewed design options and technical studies, and discussed how the bridge could best serve the diverse future transportation needs of all adjacent neighborhoods. The available technical studies focus on delays to car traffic, with no thorough evaluation of safety, health, or environmental outcomes. Even using these stacked-deck car-centric studies, bridge bike lanes and sidewalks not only appear feasible, but perform better than the existing bridge configuration.

At the committee’s final meeting on August 7, they were unable to come to a full consensus on a final recommendation for the configuration of the bridge.

So, as folks do in democracies, they took a vote.

The final vote was 6 to 3 in favor of the “Option 3″ road diet configuration. Option 3 reduces one car travel lane, resulting in three car lanes (one northbound, two southbound), two bike lanes, and sidewalks on both sides of the bridge. The Community Advisory Committee completed their task; their advice to the city is to include two sidewalks and two bike lanes on the new bridge.

Option 3 is a compromise. Read more…

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Planning for Third Clitoral Mass in Full Swing

The Ovarian Psyco-Cycles have spent the last few months planning this year’s annual Clitoral Mass ride with one thing on their mind: creating a safe space for “solidarity between womyn, queer, femme, trans, gender non-conforming, and two-spirited individuals from different walks of life to promote solidarity in bicycling, encourage safety, health in our communities, and taking back the night.”

The Clitoral Mass Route Committee has been meeting every week with a dedicated core of members that have taken the lead on coordinating logistics, volunteers, scouting the route, and making sure that everything is on point for the upcoming August 16th event.

The lessons learned from the two previous rides and feedback from participants have been instrumental in the planning of this year’s ride. I sat down with Joan Zamora, Alejandra Ocasio, and Amoxeh Tóchtlí, three of the leaders on the planning committee, to talk about the planning process and some of the changes being made.

One of the biggest adjustments this year is that of the start and end points of the ride. The planning committee has always looked for sites that were accessible by public transportation and bicycle. While everyone that participates is encouraged to take those modes of transportation, some still can’t avoid having to drive to the starting location. In the past, that presented a problem of individuals needing to get back to their cars safely from other parts of town at the end of the night.

So, this year’s ride will begin and end at Grand Park in downtown Los Angeles. It is also going to to be a daytime ride, with a meet-up time of 1 p.m. and a roll out of 1:30 p.m. Ocasio said that this should help attract a bigger turnout and make it easier for participants to plan and coordinate for the ride. The Metro Civic Center Station located at the west end of the park and numerous bus lines adjacent to it make it an ideal location to start and end. Read more…

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LA Times Editorial: Councilmembers Should Not Be Tinkering with Bike Plan

Bicyclists on North Figueroa Street. Photo via Fig4All Flickr

Bicyclists on North Figueroa Street. Photo via Fig4All Flickr

I was excited to read yesterday’s pro-bike Los Angeles Times editorial entitled Some bumps in the road on the way to a bike-friendly L.A. The piece calls out Los Angeles City Councilmember Gil Cedillo for stopping the approved North Figueroa bike lanes. The Times supports the “worthwhile objective” of  implementing bicycle infrastructure to make “the city safe and hospitable for cyclists… [to] reduce carbon emissions and overall congestion.”

Most critically, the Times highlights the regional importance of completing the city-wide bicycle network:

Unless some demonstrable miscalculation was made in the bike plan, or unless there’s a real safety issue, individual City Council members should not be tinkering with the plan, which was designed carefully with the whole city in mind. (italics added)

When the city approved its bike plan, it affirmed the importance of bicycling as a valid and worthwhile component of the city’s transportation systems. If individual councilmembers opted out of crosswalks, curb-cuts, bus stops, or, heaven forbid, freeway on-ramps, in individual districts, would the mayor and LADOT be so compliant? What if councilmembers start opting out of sewers or flood protection infrastructure? Should councilmembers be nixing regionally interconnected projects? I am glad that the Times doesn’t think so.

Unfortunately, even in this welcome editorial, I think that there are a few ways in which the Times misses the mark.  Read more…

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Metro Committee OKs Dismal Walk/Bike Plan Now, Funding Report Later

Active transportation supporters at Metro's Planning and Programming Committee on

Active transportation supporters hold up #metrofundwalkbike messages at this week’s Metro’s Planning and Programming Committee. Metro’s board did not increase funding for active transportation in its Short Range Transportation Plan, but director Mike Bonin introduced a motion which, if passed, would direct Metro to develop an Active Transportation Finance Strategy. Photo: Joe Linton/Streetsblog L.A.

More than fifty people showed up at this week’s Metro Planning and Programming Committee to urge the Metro board to support active transportation. Metro’s proposed $88.2 billion, ten-year Short Range Transportation Plan (SRTP) includes only $500 million for active transportation funding. Though walking and bicycling make up nearly 20 percent of L.A. County trips, Metro allocates less than one percent of its budget to those modes.

Aware of active transportation advocates’ mobilization, Metro staff’s slide show [pdf] attempted to make active transportation funding sound more plentiful than it actually is. Metro staff’s presentation suggests that the agency is supporting walking and bicycling through agency funding for categories including Signal Synchronization and Transit Capital. By totaling Metro’s committed $500 million, plus a hodgepodge of eligible Metro, state, and local funds, the staff presentation showed “up to $1.17 billion” in potential funding for bicycling and walking.

Though it is unlikely that the actual funding total will end up anything near this “up to” potential, the asserted $1.17 billion still would represent only 1.3 percent of the overall $88.2 billion plan. This is nowhere near the roughly $18 billion that active transportation would receive if Metro’s allocations were based on the current 20 percent modal share. Ideally, funding shouldn’t be limited to the existing mode share, but could be aspirational. Metro values expanding its rail infrastructure, presumably aspiring that more rail investment will create more rail ridership. Metro’s fiscal commitment shouldn’t necessarily be to maintain the existing 20 percent active transportation mode share, but to fund expansion of safe walking and bicycling facilities in order to increase levels of active transportation.

The committee did respond to active transportation demands, but not by increasing the dismal amount of funding in its SRTP. Instead, Metro board member Mike Bonin put forth a motion [PDF] (full text after the jump) that directs Metro to study active transportation and come up with a funding strategy. Safe Routes to School praised the board’s leadership embodied in the Bonin motion; Santa Monica Spoke called it a “good start.” The motion directs Metro to complete its Active Transportation Funding Strategy and report back to the board in October 2014.

Hopefully that funding strategy will not be chock full of “up to” dollars, but will actually represent an acknowledgement by Metro that safe and convenient places to walk and bike are integral to the agency’s regional transportation system.

As expected, the committee approved the agency’s SRTP, without approving any additional dollars for active transportation. The SRTP is expected to be approved by the full board next week.

Metro is considering a possible future transportation funding ballot measure. Past measures have primarily drawn from projects and budgets already approved in the agency’s Short- and Long-Range Plans. Though active transportation has been repeatedly shortchanged in Metro’s past plans and past ballot measures, if advocates keep up this timely pressure, dedicated bicycle and pedestrian funding could be a significant part of a future ballot measure.

County ballot measure funding or not, active transportation continues to grow. Will Metro’s October report address pedestrians’ and cyclists’ concerns?

Read more…

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40% of Proceeds from ExpressLanes Going to Active Transportation

Thanks to funds collected by Metro's ExpressLanes, funding to convert this bridge and other parts of the Dominguez Channel will be converted into a bicycle and pedestrian path.and the service road that has now been funded to be converted into a similar path. This portion along the channel is currently closed. Carson and County Flood Control will work together to open it to the public for bicyclists and pedestrians. Photo: Lauren Grabowski

Thanks to funds collected by Metro’s ExpressLanes, funding to convert this bridge and other parts of the Dominguez Channel will be converted into a bicycle and pedestrian path.and the service road that has now been funded to be converted into a similar path. This portion along the channel is currently closed. Carson and County Flood Control will work together to open it to the public. Photo: Lauren Grabowski

While much of the attention on yesterday’s Metro Board committee hearings was on the showdown over active transportation in the Short Range Transportation Plan, some good news emerged in the Congestion Reduction Committee tasked with overseeing Metro’s ExpressLanes Program.

Over $26 million in funds collected by variable toll lanes on the I-10 and I-110 were programmed, pending Board approval, for projects that include a Downtown Los Angeles Bike Share program, a Union Station Bike Hub, MyFigueroa outreach/marketing, and active transportation projects in El Monte, Carson, Monterey Park, Baldwin Park, and other parts of the county. The rest of the programmed funds will go towards improvements in station access to the express bus services, improvements to the ExpressLanes themselves, and even a Dodger Stadium Express bus service for the South Bay area.

The Metro staff report, including a two-page table breaking down the funded and un-funded applications, can be found here.

At yesterday’s committee meeting, there was some questioning of the funded program list. John Fasana, Duarte City Councilmember and long-time Metro Board Member, questioned the staff recommendation to fund new ticketing machines for Metrolink trains. The project scored a 75, higher than some of the active transportation projects and all of the highway projects, yet the committee ruled that it did not meet corridor-connection funding criteria.

In the end, the final funded project list won the committee’s full backing — a big win for active transportation advocates. While only 0.6% of the Metro’s multi-billion-dollar Short Range Transportation Plan funding will go towards supporting active transportation, roughly 40% of this much smaller pot will.

There are two other takeaways from this report and the Metro action: Read more…

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An Interview with C.I.C.L.E.’s New Managing Director Vanessa Gray

C.I.C.L.E.'s new Managing Director Vanessa Gray. Photo: Vanessa Gray

C.I.C.L.E.’s new Managing Director Vanessa Gray. Photo: Vanessa Gray

Vanessa Gray is the new head of Cyclists Inciting Change thru Live Exchange, best known as “C.I.C.L.E.” Dan Dabek, the last to steer the C.I.C.L.E. team, recently departed for the East Coast, where his partner is pursuing higher education. Streetsblog L.A. wishes Dabek a teary-eyed farewell, and welcomes Gray to her new gig.

Streetsblog: First off, just in case someone is reading this who isn’t already familiar with C.I.C.L.E., tell us briefly what it is.

Vanessa Gray: Cyclists Inciting Change thru Live Exchange (C.I.C.L.E.) is a nonprofit organization based in Los Angeles, working to promote the bicycle as a viable, healthy, and sustainable transportation choice.

We believe that our cities can be places that support an overall high quality of life–where people can enjoy clean air, calm and friendly streets, and closely-connected and diverse communities.

We envision our streets as vibrant, welcoming spaces that safely accommodate all road users and prioritize the safe passage of people–on bike, on foot, by wheelchair, by bus, and/or by train.

Tell us about yourself. What’s your background? Where are you from?

I was brought up in the military through the Air Force. We would move every 2 to 4 years. I’ve lived in places such as Libya, Tripoli, Okinawa, Japan and traveled through Guam and Wake Island. I usually tell people I’m from the near the last base where my father retired, Vandenberg Air Force Base in Northern Santa Barbara County. However, I can say I actually grew up on bases in Africa and Asia.

Prior to joining C.I.C.L.E. as its Managing Director, I worked as a Senior Communications Specialist with SEIU, as a Communications Deputy for an L.A. City Councilwoman, and a Manager at Beverly Hills Pavilions. Last October, I coordinated Safe Routes to Schools’ Walk to School Day at Micheltorena Elementary School.

How did you get interested in bicycling?

At college in Virginia, I had a used Fiat to get around, but it would break down every other week. I spent all my meager work study money trying to keep that crummy car running. Finally, it broke down again and I told my mechanic Tony (yes, that was his name) don’t fix it again. I instead took my work study check to the nearest bike shop and bought a hybrid bike. It was my main transportation through college and beyond. During the summers, I would ride to 3 different lifeguarding jobs. I was in the best shape of my life.

Read more…

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Showdown Over Bike/Walk Funds Missing from Metro Short Range Plan

Metro's Every Day is a Bike Day campaign appartently doesn't apply to the agency's funding planning days.

Does Metro’s EVERY DAY IS A BIKE DAY campaign apply to days when Metro is planning their future funding priorities? Find out this Wednesday as the agency considers its Short Range Transportation Plan. Image: Metro

Metro’s Short Term Transportation Plan is on the agenda for this Wednesday’s Metro board Planning and Programming Committee. The SRTP is the agency’s $88 billion plan for the next 10 years.

Though concerns have been raised about technology, articulated buses, and extending the Gold Line east of Azusa, the main point of contention appears to be over funding for active transportation: walking and bicycling. Overall, the 10-year plan includes $500 million worth of active transportation funding, just 0.6 percent of the overall $88 billion budget.

The Safe Routes To School National Partnership (SRTS) and the Los Angeles County Bicycle Coalition (LACBC) have been at the forefront of a broad coalition urging greater Metro investment in  active transportation. They are mobilizing organizations and individuals to attend the Metro committee meeting on Wednesday, July 16 at 2:30 p.m.

From the  SRTS website:

In Metro’s view, walking and biking are the purview of cities, not a regional transportation priority. As a result, Metro has a fragmented approach to walking and biking that does not ensure that all of the parts add up to a region that is in fact multimodal, safe and serves the needs of all travelers and all trips. [...] As Metro prepares for a possible new transportation sales tax in 2016, now is a critical time to reevaluate the region’s policy vision and investment strategy to support a transportation system that works for all.

More than 60 organizations signed on to this L.A. County Active Transportation Collaborative comment letter. Other non-profits urging greater funding for walking and bicycling include NRDC-Climate Plan-Coalition for Clean Air, Move L.A., and the Sierra Club Angeles Chapter Transportation Committee.

It’s not only non-profit community organizations echoing the call to support walking and bicycling. Also submitting comments to Metro were the L.A. County Department of Public Health, the L.A. Unified School District, and Jon Kirk Mukri’s city of Los Angeles Department of Transportation (LADOT.)  Here is an excerpt from LADOT’s refreshingly livability-minded comment letterRead more…

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City Planners Listen to Stakeholders Regarding Potential for Bike Lanes Along Boyle and Soto

Multi-modal Boyle Heights: A family rides bikes, boys skateboard, and car commuters make their way home. Sahra Sulaiman/Streetsblog LA

Multi-modal Boyle Heights: A family rides bikes, boys skateboard, and car commuters make their way home. Sahra Sulaiman/Streetsblog LA

As I pedaled my way up the hill towards Mariachi Plaza, I had to dodge a skateboarder coming straight at me at a rather significant clip.

It’s not the first time I’ve seen a skateboarder in the middle of the road there.

The eastbound stretch of 1st between Boyle Ave. and Pecan St. is quite wide, and the skaters usually turn onto Pecan or hop back onto the sidewalk and out of traffic at the Pecan/1st intersection. The thrill of an unfettered downhill is brief, in other words, but apparently worth the risk of skating against traffic.

That’s who needs special lanes, I thought as I crossed Boyle and picked up the 1st St. bike lane. There are more skaters than bikers, and they need to be able to get around easily, too. 

I was thinking about the possibilities for community-specific road reconfigurations because I was on my way to a roundtable meeting to discuss the possible implementation of bike lanes on Soto St. and Boyle Ave., two of the 19 streets on the 2010 Bike Plan’s Second Year slate of projects. The roundtable, run largely by David Somers of City Planning and LADOT Bikeways Engineer Tim Fremaux, was the city’s first stab at connecting with a few Boyle Heights stakeholders and gathering specific feedback regarding mobility and other issues along those streets.

Screen shot of the 2010 Bike Plan's lanes planned for Soto (from Huntington to 8th) and Boyle (from 5th to 8th).

Screen shot of the 2010 Bike Plan’s lanes planned for Soto (from Huntington to 8th) and Boyle (from 5th to 8th). Click to enlarge.

I was looking forward to hearing other stakeholders’ thoughts on the lanes. Although I didn’t expect any of the participants to offer push-back, I knew they would be aware of the concerns that others in the community might raise when the city looked for support for the project from the wider public.

First among those concerns is the view that bike lanes can act as a gateway drug for gentrification.

When the city comes a-calling in a long-marginalized community and only offers the one thing that is at the bottom of that community’s lengthy list of needs, it’s not unusual for some to be suspicious of the city’s intentions.

The popular “bikes mean business” mantra doesn’t help allay fears, either, as it doesn’t necessarily hold up in lower-income communities. There, bicycles can signify of a lack of resources, and long-standing businesses catering to hyper-local needs are not the ones well-heeled cyclists are likely to favor (see the discussion of the gentri-flyer debacle for more on this).

Another key concern is that Boyle Heights is a largely (bus) transit- and pedestrian-heavy community and that it needs upgrades to its pedestrian and bus infrastructure much more than it needs bike lanes that facilitate connections to rail.

This is not to say there aren’t a lot of cyclists in the area — there are. There is a sizable number of commuters, as well as a growing contingent of youth that regularly ride for both transport and recreation.

But they aren’t as visible a presence as the pedestrians. And it is often economics and community mobility patterns (i.e. moms needing to run errands with a few kids in tow) that keep many reliant on walking, skateboarding, and/or transit, not the lack of bike infrastructure–meaning that the community may be unsure that it would reap any benefits from the presence of the lanes. Read more…

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Pocrass: When Does a Government Entity Become Liable for a Dangerous Street?

Jim Pocrass is a leading bike attorney representing people from throughout Southern California who suffer serious personal injuries – or the families who lost a loved one to a wrongful death – because of the carelessness or negligence of another. Jim is a cyclist and active in the bicycle community, supporting numerous bike-related causes. He also is on the board of directors of the Los Angeles County Bicycle Coalition. For a free consultation, or to contact Jim, visit www.pocrass.com or call 310.550.9050. 

James Pocrass. Photography by Dennis Trantham

James Pocrass. Photography by Dennis Trantham

A couple of weeks ago, Jim volunteered to answer Streetsblog reader questions about legal matters. His answers proved so detailed that we decided to break them up into a five part series (one per question) rather than one giant story. Part 1 is available here.

Q:  Council members have recently been shutting down proposed road diets that would make well-known dangerous streets safer (sometimes they do so under the guise of “safety”). Would an individual hit or injured while biking (or walking) on one of these notorious streets – after a council member vetoes a proposed bike/pedestrian safety enhancement – have any legal standing to take (successfully) the city or council office to court?

A: For those who come upon this post and who may not know what a road diet is, let me define it before I answer the question.

Simply put, a road diet is the popular term for when a road is reconfigured to add a bike lane, a pedestrian crossing island, and/or parking. Research has shown that a road diet increases safety by reducing collisions for bicyclists, pedestrians, and motorists.

Benefits of a road diet include reduced vehicle speeds, improved mobility and access, reduced collisions and injuries, and improved livability and quality of life (U.S. Department of Transportation, Federal Highway Administration).

Some motorists complain because since a road diet also decreases the speed that they can drive, they believe it increases congestion and the time it takes them to get from point A to point B. There is some research to indicate that this is not true, but perception is often “everything.”  In some cities, this has led to what the New York Times labeled “The Bike Wars.”

Now, back to your question. It isn’t as easy to sue a government entity (city, county, state or federal government body or representative), as one would think. Read more…