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Metro Moving Forward With Flawed Complete Streets Policy

Cover of proposed Metro Complete Streets Policy, approved by Metro's Sustainability Committee today. Image via Metro, full report here.

Cover of proposed Metro Complete Streets Policy, approved by Metro’s Sustainability Committee today. Image via Metro, full report [PDF]

At today’s meeting, the Metro board of directors Ad Hoc Sustainability Committee approved the agency’s proposed Complete Streets Policy [PDF]. The committee approval sends the policy to the full board for anticipated approval at its meeting next Thursday, October 23.

Complete streets policies, broadly, mandate that all streets need to accommodate people using all modes of travel, including walking, bicycling, transit, and driving.

Metro staff in giving their presentation [PDF], expressed that the bulk of regional complete streets implementation occurs outside Metro’s jurisdiction. For the most part, street configurations are the jurisdiction of individual cities.

Metro staff identified two key areas where they assert that Metro has its greatest influence over complete streets implementation:

  • Corridor Planning: Metro is a lead agency in building various projects, most prominently rail, but also highways and other facilities.
  • Transportation Funding: Metro passes funding along to cities (and others) to build projects – including via the Call for Projects.

Seven public speakers, including L.A. County Bicycle Coalition’s Eric Bruins and Safe Routes To School National Partnership’s Jessica Meaney, expressed support for complete streets goals, and criticism of the draft policy. Comments focused on lack of enforceability, equity, performance metrics, as well as overall vagueness. For more details on criticisms expressed, read the Los Angeles County Active Transportation Collaborative comment letter at SRTS.

Sustainability committee members including Duarte City Councilmember John Fasana and L.A. City Councilmember Mike Bonin’s Transportation Deputy Paul Backstrom portrayed the new policy as “a step in the right direction,” while suggesting that some improvements will need to be made to it over time. The committee approved the policy, and requested that staff return later with proposed metrics.

In recent years, Metro has incorporated commendable complete streets facilities as part of some of its projects; examples include multi-use bike/walk paths along portions of the Metro Orange and Expo Lines. Though these bike and walk facilities are well-used, Metro does not include them in all projects, and tends to invest much greater funding in providing free parking for cars than it does in ensuring safe and convenient walking and bicycling access to its stations.

Metro recently adopted its First Last Mile Strategic Plan. Many Metro projects, though, continue to be rail- and car-focused, with first/last mile bike and pedestrian facilities being poorly-funded afterthoughts unevenly tacked on much later.

What’s in Metro’s proposed Complete Streets policy?  Read more…

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Protected Bike Lanes Bill Passes CA Senate Transportation Committee

The “Protected Bikeways Act,” A.B. 1193, passed the Senate Transportation and Housing Committee Thursday on a 10-0 vote, despite opposition from some quarters. The bill must still be approved by the full Senate and Governor Jerry Brown.

All in all, the Rosemead Boulevard Project looks great, and is a great place for bicycling.

A protected bike lane in Temple City. Photo: Joe Linton/Streetsblog L.A.

The proposed legislation, introduced by Assemblymember Phil Ting (D-San Francisco), would compel Caltrans to create guidelines for protected bike lanes, a type of facility that is not currently allowed under California law.

A second measure in the bill would give local jurisdictions — cities and counties — the freedom to follow Caltrans standards for bicycle infrastructure or to choose some other guidance. Currently all bicycle infrastructure in California must adhere to Caltrans standards, whether it’s built on state highways or local streets. There are a few limited exceptions to this, generally through cumbersome experimental processes, but overall Caltrans’ antiquated standards have limited implementation of infrastructure that has proven safe in other states and other countries.

“This comes down to an issue of local control,” said Ting. “Cities have control over every aspect of their streets except when it comes to bikes.”

Supporters at the hearing included representatives from Napa County, the city of San Jose, the San Francisco Municipal Transportation Agency, and Los Angeles Mayor Eric Garcetti’s office.

Read more…

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Just How Great Will Those Great Streets Initiative Sites Become?

Mayor Garcetti announced six Great Streets, including Figueroa pictured here, that will become more accessible to wheelchairs, pedestrians, strollers and bicycles. photo Flying Pigeon L.A.

North Figueroa Street is on Mayor Garcetti’s new Great Streets Initiative list. Photo: Flying Pigeon L.A.

Yesterday and today, Los Angeles Mayor Eric Garcetti announced the sites for his Great Streets Initiative. The mayor’s Streets initiative now has an initial budget of $800,000. SBLA previewed six of these Great Streets announced during Garcetti’s State of the City address. The full list now includes 15 street segments, one per City Council District. Here is how Garcetti describes Great Streets:

We’ll saturate your street with services. We’ll make your street accessible to pedestrians, wheelchairs, strollers and bicycles–not just cars. We’ll create an environment where new neighborhood businesses can flourish. We’ll pave the streets and make them green streets — clean and lush with plant life, local art, and people-focused plazas.

Below is the list, from yesterday’s L.A. Times article:

District 1: North Figueroa Street between Avenue 50 and Avenue 60
District 2: Lankershim Boulevard between Chandler and Victory boulevards
District 3: Sherman Way between Wilbur and Lindley avenues
District 4: Western Avenue between Melrose Avenue and 3rd Street
District 5: Westwood Boulevard between Le Conte Avenue and Wilshire Boulevard
District 6: Van Nuys Boulevard between Victory Boulevard and Oxnard Street
District 7: Van Nuys Boulevard between Laurel Canyon Boulevard and San Fernando Road
District 8: Crenshaw Boulevard between 78th Street and Florence Avenue
District 9: Central Avenue between MLK Boulevard and Vernon Avenue
District 10: Pico Boulevard between Hauser Boulevard and Fairfax Avenue
District 11: Venice Boulevard between Beethoven Street and Inglewood Boulevard
District 12: Reseda Boulevard between Plummer Street and Parthenia Avenue
District 13: Hollywood Boulevard between La Brea Avenue & Gower Street
District 14: Cesar Chavez Avenue between Evergreen Avenue and St. Louis Street
District 15: Gaffey Street between 15th Street & the 110 Freeway


View Great Streets Initiative in a larger map

The street mileage is listed here. The total mileage is 12.4 miles.

I want to be excited about any effort to make streets more livable, more walkable, and more bikeable, but frankly the initiative feels a little timid. One step forward for every dozen-plus steps backward.

Read more…

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Dangerous by Design: CA Has Second-Highest Fatality Rate for Older Peds

Screen shot 2014-05-20 at 11.27.49 AMSmart Growth America and the National Complete Streets Coalition released their Dangerous by Design 2014 [PDF] report today, showing that California has the nation’s second-highest pedestrian fatality rate for older pedestrians (age 65 and older).

The report highlights the ways car-centric design in US cities makes streets dangerous for walking, and ranks major metropolitan areas using the Pedestrian Danger Index (PDI), the ratio of annual fatality rates to the percentage of people who walk to work. California was ranked 17th on the PDI, with pedestrians deaths making up 19 percent of the state’s total traffic fatalities.

California’s elderly pedestrian fatality rate, at 5.03 fatalities per 100,000 people (compared to 3.19 nationally), is second only to Hawaii, followed by New York. Nationwide, older adults account for 21 percent of pedestrian fatalities, while only making up 12.6 percent of the population.

Read more…

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MyFigueroa Achieves Consensus, Auto Group Withdraws Appeal

MyFigueroa multi-feature design for new bus platforms on Figueroa Street. Agreements this week enable this project to move forward with construction anticipated to begin in early 2015.

MyFigueroa multi-feature design for new bus platforms on Figueroa Street. Agreements this week enable this project to move forward with construction anticipated to begin in early 2015. image: MyFigueroa.com

This week, stakeholders hammered out an agreement that allows the MyFigueroa project to finally move from design to on-the-ground implementation.

MyFigueroa will arguably be Los Angeles’ premiere “complete street.” The three project streets will be inclusive: welcoming to pedestrians, transit riders, cyclists, and drivers.

This is great news for Los Angeles livability. Figueroa Corridor Business Improvement District (BID) head Steve Gibson describes it as “good for the district, for the bike community, and for the city.”

Mayor Garcetti, one of MyFigueroa’s stalwart proponents, described this week’s victory as follows:

I’m excited that our work to bring stakeholders together to air and address concerns has cleared the way for MyFigueroa to finally move forward. This is a critical initiative for Downtown, South L.A. and especially the corridor in between, and the result will be a better mobility balance and a higher quality of life. This is a prime example of our Back to Basics agenda for Los Angeles, which is focused on the core building blocks that strengthen neighborhoods. I want to thank Councilmember Price for working with us to convene stakeholders and resolve their concerns, and our dialogue with the community will be ongoing.

City Councilmember Curren Price, who represents the area, further stated:

Because of the conversations that were held between the City and stakeholders we will now have a groundbreaking project in the New Ninth that all members of the community will support, without compromising the integrity of the project.

It hasn’t been easy making big changes in one of the city’s most iconic corridors. Figueroa is already a thriving place with many world class features: sports venues, entertainment centers, and longstanding cultural, religious, and educational institutions. There are great historic landmark buildings, and notable new development. Figueroa is home to businesses and residents. Heavy traffic, wide streets, proximity to the the 110 Freeway, and proliferation of parking lots/structures seem to keep the Figueroa Corridor from being a truly thriving walkable place. In recent times, many of the great destinations along Figueroa Street have tended to turn inward — away from the noise and congestion of Figueroa Street.

With transit connections to Metro’s Red, Purple, and Expo Lines, Figueroa is well-positioned to be the place where Los Angeles takes a big step into a multi-modal livable future. Figueroa leaders saw this, and, nearly a decade ago, started a process to bring it into being. Two local BIDs worked with the Community Redevelopment Agency (CRA) to pursue funding for what would become MyFigueroa.    

The MyFigueroa project will be Los Angeles’ first large-scale “complete streets” makeover. It creates a street that’s truly welcoming and safe for everyone. The project features widened sidewalks, wayfinding, landscaping, pedestrian-scale lighting, improved bus stops, and the city’s first protected bikeway or cycle track.

MyFigueroa weathered a somewhat difficult midstream hand-off when the state dissolved the CRA. The Los Angeles City Department of Transportation (LADOT) picked up the reigns and became the lead city agency. MyFig later stalled due to a legal appeal filed by the Shammas Auto GroupAt a March 2014 meeting of the Los Angeles City Council Planning and Land Use Management (PLUM) Committee, it appeared that a newly-established stakeholder working group, convened by Mayor Garcetti and City Councilmembers Curren Price and Jose Huizar, was nearing a consensus that would allow MyFigueroa to proceed.

This week, the working group bore fruit.

In a letter dated April 30 2014, the Shammas Auto Group’s attorney wrote:

[T]he Shammas Auto Group [...] hereby withdraws all his previously filed appeals related to the above-referenced [Figueroa Streetscape] project.

From the city staff report, it’s clear that a great deal of work went into making this happen. Representatives from the Department of City Planning (DCP) and the LADOT have been busy.

Read more…

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Oakland Proposes Parking-Protected Bike Lanes on Telegraph Avenue

Bikes and buses jockey for position along Telegraph Avenue in Temescal. Planners say protected bike lanes are “likely” options on most of Telegraph in Oakland — except for this stretch. Photo: David Jaeger / Jonah Chiarenza, www.community-design.com

The City of Oakland has released preliminary design options [PDF] for a redesign of Telegraph Avenue, which include parking-protected bike lanes, improvements to speed up AC Transit lines, and pedestrian safety upgrades. Planners will hold open house meetings to collect input on the design options starting next week.

“We’re very excited they’ve released a lot of different options,” said Dave Campbell, advocacy director for Bike East Bay. “It’s a very robust set of choices and allows people to make an informed decision on the best ones.”

This is the first time Telegraph is being revisited for a redesign since it was taken out of the East Bay Bus Rapid Transit route that begins construction this fall. The proposal to extend BRT on Telegraph to Berkeley was dropped after merchants fought to preserve car parking.

The Telegraph Avenue Complete Streets Implementation Plan looks at the stretch from 57th Street to 20th Street, a few blocks short of Telegraph’s end at Broadway in downtown Oakland, where the Latham Square pilot plaza was prematurely removed. Under some of the proposals, much of Telegraph could get parking-protected bike lanes (a.k.a. “cycle tracks”) by re-purposing traffic lanes and preserving parking lanes.

Oakland’s project website notes that “despite the lack of bike facilities, Telegraph Avenue is one of the most heavily traveled routes for cyclists, with over 1,200 daily cyclists.”

Bike East Bay is “super delighted to see proposed cycle tracks for a good segment of the street, and think there are some good options as well through the section with the freeway underpass,” said Campbell.

Read more…

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TransForm to Host Third Transportation Choices Summit in Sacramento

TransFormLogoTransForm, an organization that advocates for sustainable transportation, smart growth, and affordable housing throughout California, will host its third annual summit next week to discuss the state’s transportation priorities. The Transportation Choices Summit will take place in Sacramento on Tuesday, April 22, and feature speakers from advocacy organizations including the Greenlining Institute, Move LA, and Safe Routes to Schools, as well as state legislators and representatives from state agencies.

The summit’s agenda includes panel discussions on opportunities and challenges in 2014, including cap-and-trade funds and Caltrans reform. Senator Kevin de Leon (D-Los Angeles), the keynote speaker, will discuss the connection between climate change and equity issues. De Leon authored S.B. 535, passed in 2012, which requires that at least 10 percent of funds earmarked for greenhouse gas reduction go directly to disadvantaged communities, and that 25 percent of them be spent in a way that benefits those communities.

Other highlights from the conference include a breakout session on increasing funding for walking and bicycling, led by Jeanie Ward-Waller, the California Advocacy Organizer for the Safe Routes to Schools National Partnership. Another session will feature Kate White, Deputy Secretary of Environmental Policy and Housing Coordination at the California State Transportation Agency, who will talk about Caltrans reform with TransForm Executive Director Stuart Cohen. You can see the other speakers listed on the agenda [PDF].

Two related events will bookend the summit: On Monday, the day before the summit, Sacramento Area Bicycle Advocates Executive Director Jim Brown will lead summit attendees on two local bike tours. One will showcase the innovative bicycle master plan in West Sacramento. The other will focus on issues around new infill housing in the city.

On Wednesday, after the summit, Transportation Choices Advocacy Day will bring advocates and volunteers to the offices of legislators to talk about biking, walking, transit, and affordable, accessible housing near transit. This event is free and all are invited, but pre-registration is required.

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NACTO’s “Cities for Cycling” Road Show Comes to Oakland

Image of a bike box from the NACTO Urban Street Design Guide.

Image of a bike box from the NACTO Urban Street Design Guide.

Today and tomorrow, Oakland will host the National Association of City Transportation Officials (NACTO) Cities for Cycling Road Show, which brings experts on NACTO‘s Urban Street Design Guide to Oakland to meet with city planners, engineers, and elected officials.

The event is an opportunity for Oakland city staff and decision-makers to gather together to discuss the challenges and solutions in completing creating a network of safer streets for biking. They’ll receive guidance from representatives of New York City, Chicago, and Boston, all cities that have extensive experience using the NACTO guide and putting its bike infrastructure designs on the ground.

The NACTO Urban Street Design Guide is being adopted by more California cities, though Caltrans hasn’t endorsed it yet.

“Chicago and New York have the highest number of miles of protected bikeways in the United States,” said Dave Campbell, advocacy director for Bike East Bay. “And Boston has expertise in bike share, which will be coming soon to the East Bay.”

The Urban Street Design Guide shows how streets can be redesigned to be safe for all users — bicyclists, pedestrians, transit riders, and drivers. Oakland is one of 28 cities and three state departments of transportation that have endorsed the guide as a resource for designing its streets. San Diego, Davis, and San Francisco are the only other California cities that have endorsed the guide.

Caltrans was also urged to endorse the NACTO guide in the recent report calling on Caltrans to reform its car-centric culture, conducted by the State Smart Transportation Initiative.

Since 2009, NACTO Cities for Cycling Road Shows have taken place in eight NACTO cities. Road Shows take on the specific issues and projects of their host cities. For example, in Atlanta NACTO provided comprehensive training on protected bikeway design, and in Boston the focus was on how to build out the city’s bike network over time.

In Oakland the focus will be on two projects: Telegraph Avenue and 14th Street. The city is currently working on the Telegraph Avenue Complete Streets Project, developing alternative designs for bicycle facilities along the popular biking street. Bike East Bay has pushed for protected bikeways like the ones featured in the NACTO guide. Read more…

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Community Voices on LA Mobility Plan – LAEV’s Arkin, Bikesanas’ Hernandez

Streetsblog L.A. is continuing coverage of Los Angeles’ draft Mobility Plan 2035. The draft plan is out for comment; SBLA profiled it here. The public is encouraged to submit comments via email, or at a series of Planning Forums taking place through April 12th. The next forum is this Saturday March 29th, 9 a.m. to noon, at Boyle Heights City Hall, 2130 E. First St., L.A. 90033.

communityvoices

Streetsblog has asked some local livability leaders to respond to a few simple questions telling us their opinions of the city of Los Angeles draft Mobility Plan 2035. Yesterday we published responses from Bicycle Advisory Committee chair Jeff Jacobberger and Multicultural Communities for Mobility chair Betty Avila. Today’s respondents are L.A. Eco-Village’s Lois Arkin and Bikesan@s Del Valle’s Carlos Hernandez

We’ll have even more community voices on the Mobility Plan later this week.

Los Angeles Eco-Village's Lois Arkin photo Somerset Waters

Los Angeles Eco-Village’s Lois Arkin photo Somerset Waters

Lois Arkin lives and works in the Los Angeles Eco-Village demonstration neighborhood, which she co-founded in 1993.  She is the Executive Director and founder of CRSP (Cooperative Resources and Services Project.) She is the co-author and editor of two books on urban sustainability and cooperatives, and represents the Western U.S. on the Council of the Ecovillage Network of the Americas.

What’s your overall opinion of Mobility Plan 2035?

Arkin: I am very pleased with much of the attention to pedestrian and bicycle strategies, with good quality-of-life language. It makes one appreciate that city planners are actually transitioning from 1950s thinking, seen especially in the LADOT.

What do you like best in the plan?

The ideas expressed regarding safety and happiness. Possibilities for pedestrians, bicyclists, kids, seniors, disabled.  The beginnings of language that suggests that there are too many cars and trucks and that a multi-modal approach is gaining acceptance.

What do you think is missing or needs work?  Read more…

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City Leaders Shepherding MyFigueroa Stakeholders Toward Consensus

Graphic from Los Angeles County Bicycle Coalition's analysis of the past 10 years' traffic injuries and fatalities. Car collisions seriously injured 1453 persons and killed 2. Source: LACBC

Graphic from Los Angeles County Bicycle Coalition’s analysis of the past 10 years’ traffic injuries and fatalities on South Figueroa Street in the MyFigueroa project stretch. Car collisions seriously injured 1453 persons and killed 2. Click graphic to enlarge. Source: LACBC

The long-anticipated MyFigueroa project made another appearance at the Los Angeles City Council’s Planning and Land Use Management (PLUM) committee yesterday. With more than a hundred supporters in attendance, a great deal of staff work, political leadership, and a stakeholder summit process underway, it appears that MyFigueroa may be on track to break ground some day in the not too distant future.

The PLUM committee heard from staff and the public, made requests based on recommendations that came from a stakeholder working group, and pushed the item off for three more weeks.

MyFigueroa is expected to include the city of L.A.’s first significant stretch of protected bike lanes, as well as various improvements to make all road users’ experiences safer and better. The project extends from Downtown L.A. into Exposition Park. In the works since 2008, the project snagged on auto dealership (Shammas Auto Group) opposition in 2013, and has been stalled, churning its way through City Council committees ever since

Yesterday’s PLUM hearing began with a presentation by staff from the Department of City Planning (DCP) and the Department of Transportation (LADOT.) Staff responded to L.A. City Councilmember Curren Price’s motion (13-1124) directing staff to analyze “[a]lternatives … to removing traffic lanes on S. Figueroa Street.” My Figueroa proposes removing one southbound travel lane on South Figueroa (from 7th Street to Martin Luther King Blvd) to add two-way protected bikeways. Price and others have expressed interest in a paired couplet of one-way bikeways instead: northbound only on Figueroa Street and southbound only on adjacent Flower Street. DCP and LADOT reported that they had analyzed this Flower couplet possibility, but advised against it, as it would require removing two travel lanes on Flower, resulting in “more traffic bottlenecks” than the MyFigueroa project as planned.

Following the staff presentation, Councilmember Price’s Deputy Chief of Staff Paloma Pérez-McEvoy and Mayor Garcetti’s transportation staffer Marcel Porras stepped to the podium. Pérez-McEvoy and Porras related that, last week, Price, Garcetti and Councilmember Jose Huizar had convened a 4-hour “summit” meeting of Figueroa corridor stakeholders and bike advocates. Pérez-McEvoy expressed that the meeting had gone well, but that there were still some “small” issues including ingress and egress,  traffic impacts, and procedures for closing lanes for filming. Porras reported that the summit was pulled together quickly, had gone well, and that parties were all working together.  Read more…