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APTA Metro Review: Raise Fares, Consolidate Service, Charge For Parking

Metro's APTA review makes a lot of recommendations can balance the agency ... Photo via Wikimedia

Metro’s APTA review recommends how the agency can best prioritize services for low income bus riders. Photo via Wikimedia

When the Metro board approved fare hikes last May, it also directed Metro to engage experts from the American Public Transportation Association (APTA) to study Metro’s fares and look into other revenue strategies. APTA experts completed their review recently, and presented their findings at last week’s Metro board meeting. Though the APTA review recommended approving Metro’s proposed fare increases, many of their findings contrast somewhat with present Metro policies.

The review sheds light on many Metro revenue practices, from fares to parking, and what their implications are regarding serving low-income riders. More details are available at the full review [PDF]; Metro’s summary [PDF], audio from last week’s board discussion (item 56 here), and The Source.

Metro Fares

Auditors characterized Metro’s challenges as “meeting state of good repair costs, which are going up as the system ages,” and paying down a “long term and growing debt service burden [due to] building out the system capital expansion program.” To meet these, the APTA panel recommended that Metro approve two proposed 25-cent fare increases, to take effect in 2017 and 2020. In addition, APTA recommended that Metro approve ongoing fare modification to match inflation, as reflected by the Consumer Price Index (CPI.)

The review also supported raising Metro’s student fare, which is currently frozen. APTA recommends that Metro partner with colleges and others to help offset the costs of student discounts. During the board discussion, though not explicitly mentioned in the review, one panelist suggested Metro consider adopting one practice used by other transit agencies: offering a discount fare for youth (such as up to age 18) that is not necessarily dependent on student status.

The review recommended consolidation of all of Metro’s discounts – senior, student/youth, and low-income – into a single discounted fare product. Means-testing for this (deciding who qualifies for discounts) could be done in conjunction with other governmental programs, such as school free lunch programs and/or utility discounts, thereby lessening administrative burdens for Metro and its patrons.

The review recommended trip-based discounts over time-based discounts. Low income riders are better served by, for example, a ten-trip pass than a weekly or monthly unlimited pass. Citing a New York study, the APTA panel noted that thirty-day passes tend to benefit higher-income riders. For example, even transit-dependent riders sometimes get rides in a car, possibly at times when Metro service is lacking. With trip-based discounts, these non-Metro trips save a Metro fare, and hence wouldn’t effectively count against a time-based unlimited pass.  Read more…

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Cyclists, Hikers Urge Park Advisory Board To End Griffith Park Parking Trial

Standing room only crowd as park users rallied to opposed Griffith Park desecration of Mount Hollywood Drive. Photo: Joe Linton/Streetsblog L.A.

Standing room only crowd as park users rally to oppose Griffith Park desecration of Mount Hollywood Drive. Photo: Joe Linton/Streetsblog L.A.

Last night, over a hundred people who walk or bike in and near Griffith Park attended the Griffith Park Advisory Board meeting to express opposition to a current 3-week trial allowing cars on formerly car-free Mount Hollywood Drive. In an attempt to deal with the problem of “too much traffic,” the city of Los Angeles Department of Recreation and Parks (DRP) has opened one mile of Mt. Hollywood to driving and parking.

A month ago, that quiet park road was off-limits to cars, and home to people on foot and on bike, and even coyotes and other wildlife. Today, it serves a parking lot.

DRP Assistant General Manager Kevin Regan stressed that spring break was the heaviest time of the year for Griffith Park, with car traffic sometimes backing up onto adjacent surface streets. “There’s a ton of people coming and there always will be” Regan stated. His statements tended to conflate “people” solely with cars and parking.

With the large standing-room-only crowd in attendance, and more than 50 speaker cards on the Mount Hollywood Drive item, the park board decided to cap testimony at 20 minutes.

Nobody spoke in favor of the pilot.

Many people expressed their deep affinity for Griffith Park’s serene car-free roads as a respite to the car-centric streets of Los Angeles. Weighing in against the trial were representatives from cycling organizations, including the Los Angeles County Bicycle Coalition, Finish the Ride, Ride to Recovery, and the city’s Council-appointed Bicycle Advisory Committee.

Though cyclists comprised the majority of the opposition, hikers and equestrians also expressed frustration with the trial. Friends of Griffith Park board president Gerry Hans spoke on his organization’s strong opposition, reiterating concerns raised in the FoGP’s comment letter [PDF].

A few speakers attributed the park’s worsening traffic problems to Los Angeles City Councilmember Tom LaBonge. LaBonge has had a heavy hand in steering Hollywood Sign tourist traffic away from the well-heeled Beachwood Canyon neighborhood, re-focusing it instead toward Griffith Observatory, then spilling onto Mt. Hollywood Drive.  Read more…

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Griffith Park Traffic Response: Poorly Defined Free Parking Expansion Pilot

Cars parking and turning on Mount Hollywood Drive, until recently one of Griffith Park's car-free recreation roads. Photo courtesy Friends of Griffith Park

Cars parking and turning on Mount Hollywood Drive, until recently one of Griffith Park’s car-free recreation roads. Photo courtesy Friends of Griffith Park

The city of Los Angeles’ Griffith Park is a 4000+acre green-space gem at the heart of highly developed region.

Since the early 1990s, the park has had an extensive network of closed-to-cars paved roads that crisscross many of its wilderness hillsides. These roads offer a quiet respite from the city, plus incredible views. Like other car-free spaces, they are very popular with people on foot and on bicycle. Friends of Griffith Park’s board president Gerry Hans calls these roads “an unexpected mecca for passive recreation, especially bicyclists.”

The city of Los Angeles’ Department of Recreation and Parks (DRP, which as of press time had not responded to SBLA’s inquiry) recently began a trial that opened up a one-mile car-free stretch of Mount Hollywood Drive to driving and parking. This is the park road directly west of the Griffith Observatory.

The trial is poorly defined. DRP has yet to put anything in writing about it. In theory, DRP is testing out 200 additional parking spaces, which may someday become paid parking to help drivers access the park and to help the department capture revenue. The plan, as explained by Hans, is for DRP to eventually charge for parking at three locations: Griffith Observatory, Western Canyon Road, and Mount Hollywood Drive. Today, all Griffith Park parking is free, other than at the L.A. Zoo. Why the DRP is giving away free parking to test paid parking is unclear.

During the trial underway, park staff are surveying people who drive and park on the newly-gridlocked Mount Hollywood Drive. Hans reports that DRP personnel are refusing to take input from hikers and bicyclists present, surveying only motorists. The newly opened road, like many places with free parking, has been full of cars driving, parking, and turning around. It has already become an uncomfortable place for walking and bicycling.

The trial opened last Friday, March 20, and is set to last for three weeks.

What’s putting pressure on DRP to do something? It apparently has to do with the longstanding L.A. icon called the Hollywood Sign, which resides in an essentially inaccessible area of Griffith Park.  Read more…

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ULI FutureBuild2015 Recap: Peeks at Future Transportation and Parking

Streetsblog L.A. was a media sponsor of yesterday’s Future Build Los Angeles 2015 conference which showcased “trends, people and forces remaking the built environment.” The event was hosted by the Urban Land Institute (ULI) L.A. in partnership with VerdeXchange.

Many individual speakers and panelists touched on topics pertinent to Streetsblog. City of Los Angeles Deputy Mayor Rick Cole (currently tied for second in SBLA’s reader poll to pick Art Leahy’s successor – voting ends January 31) touched on the city of Los Angeles’ efforts to become a more “livable, walkable” place, and touted Metro’s ambitious five new rail projects under construction. Long Beach Mayor Robert Garcia touched on complete streets’ ability to accomplish multiple city goals.

Most streetsbloggy, though were panel discussions on transportation and parking.

ULI FutureBuild 2015 panel on transportation. Left to right: Carter Rubin, Seleta Reynolds, Gabe Klein, and Gail Goldberg. Photos by Joe Linton/Streetsblog L.A.

ULI FutureBuild 2015 panel on transportation. Left to right: Carter Rubin, Seleta Reynolds, Gabe Klein, and Gail Goldberg. Photos by Joe Linton/Streetsblog L.A.

The Transformation of Ground Transportation and Streets: Trends Driving Tomorrow’s Cities 

This panel featured:

  • Gail Goldberg – head of ULI L.A., and former head of L.A. Department of City Planning (DCP)
  • Gabe Klein – entrepreneurial livability rock star, ULI fellow, currently with Bridj
  • Seleta Reynolds – General Manager, L.A. City Transportation Department (LADOT)
  • Carter Rubin, moderator – L.A. mayoral Great Streets program manager and former Streetsblog L.A. intern

Seleta Reynolds prescribed three important tasks to move cities toward more streets as great public spaces:

  1. Get a “new cookbook.” U.S., CA, and L.A. all currently design streets based on what Reynolds called “insane” standards from American Association of State Highway and Transportation Officials (AASHTO.) Reynolds urged cities not to use a cookie-cutter approach, and to put more credence in forward-thinking design guidance, including National Association of City Transportation Officials (NACTO.)
  2. Measure the outcomes that count. Reynolds decried the past decades when pretty much the only metric that mattered was car capacity. She’s happy that car-centric Level of Service (LOS) is on its way out, but urged that we need to count all people using our streets, and to measure outcomes related to economics, health, and the environment. Reynolds told the story of how L.A.’s CicLAvia events were studied and showed to not only dramatically improve air quality on the CicLAvia route streets, but also overall, including nearby streets not on the route.
  3. Become better storytellers. Reynolds spoke about how the public quickly gets lost in the jargon of transportation discussions, mentioning that even seemingly simple concepts like a “left-turn pocket” will often be misunderstood. She stated that lots of transportation professionals have “totally lost the plot” and need to develop skills in communicating with the general public

Gabe Klein focused on how smart technologies are disrupting transportation’s “legacy assets.” Klein told how Uber has exploited the inefficiencies of old-school taxi systems, but that ultimately “the disruptors will quickly be disrupted” with proprietary “sharing” ultimately giving way to peer-to-peer sharing. Klein envisions a future where driverless cars in shared fleets could be active 95 percent of the time, instead of parked 95 percent of the time like current private cars. Klein stressed that Google’s driverless car is a “25 mph urban vehicle” expected to be deployed primarily in shared-use fleets, not individually-owned. Klein speculates that it could result in 85 percent fewer cars on our streets, and could dramatically decrease the need for parking.

During question and answer, both Klein and Reynolds expressed caution in giving too much private sector control of public space. Instead, they stressed that the public needs to incentivize outcomes that improve the quality of life for inhabitants. Partnerships should serve public good, with bike share systems as a worthwhile example of a successful public-private partnership.

Goldberg professed that she loves L.A.’s residential streets, but finds commercial corridors “embarassing.” She announced an exciting new national ULI initiative that will re-think a key street in L.A., though the formal announcement will be coming soon.  Read more…

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Times, ABC7, and Metro Parking Stories Are Wrong and Misleading

Yesterday, the L.A. Times ran Lack of Parking Drives Many Away from Mass Transit, an article by Laura Nelson.

The Times starts with the example of a San Fernando Valley Metro Red Line commuter nearly missing grabbing a parking space. This leads to assertions of “parking shortages” on “L.A.’s light-rail system [sic – Red Line is heavy rail].” The article goes on to quote various Metro representatives, then parking expert UCLA professor Don Shoup. Ultimately, Nelson characterizes Metro parking as a “key policy question.”

Vid capture of

Screen/video capture from ABC7’s misleading L.A. Metro parking story. Alex Gonzales of Anaheim, a city not even in Los Angeles County, says “If you can’t park, then why would you take the train?”

Like a sad game of telephone, ABC7 (KABC-TV) picked up the Times’ assertions and stretched them to near absurdity.

ABC7’s story, Parking Issues to Blame for Low Transit Ridership in Los Angeles, has the gall to interview a man-on-the-street from Anaheim, a suburb not even in L.A. County, who says, “if you can’t park, then why would you take the train?”

It looks like he is riding the train in Pasadena but, honestly, couldn’t ABC7 find someone who lives in L.A. County?

Sure, transportation issues cross political boundaries, but should Metro, a governmental agency with jurisdiction over L.A. County, prioritize limited funds to serve people who don’t live here?

First two general points, then responses to Times article specifics:

1. Lots of People Ride Metro, Few Use Metro Parking 

Let me first note that lots and lots of people ride Metro buses and trains. About 1.5 millon every weekdayThere’s no “low ridership” issue here. Especially during rush hour, buses and trains are standing room only.

The vast majority of these Metro riders do not park. According to Metro’s on-board surveys, more than 80 percent of transit riders arrive by walking. Fewer than 4 percent drive and park. Even when excluding buses, just looking at the Metro rail system, only about 15 percent of riders drive and park. That is roughly 1 in 7.

The system works. Mostly with most riders paying no attention to parking.

2. It Costs Metro Hundreds of Millions of Dollars to Build and Maintain “Free” Parking 

Free parking is not free for Metro to build and maintain. Metro has already spent more than $200 million to build station parking. As more parking comes on line, Metro pays more and more to operate and maintain it.

Multi-million dollar investments in parking come with trade-offs. As an agency with a limited taxpayer-funded budget, Metro can choose to fund more buses, more rail, more parking, more freeways, more walkways, bike share, etc. The difficult political job of the agency is to strike a balance between these competing public goods.

Responding to Various Erroneous or Misleading Points  

The Times, ABC7, and even Metro routinely just say “parking” when they’re really referring to just “free parking.” For example, the Times (apparently repeating a Metro assertion) states:

In North Hollywood, where the Red Line subway ends, the MTA estimates that it loses as many as 1,500 riders a day because the parking lot fills up by 7:30 a.m.

Below is a photo of the North Hollywood Red Line Station parking lot at 7:30 a.m. this morning.

Metro Red Line North Hollywood Station today at 7:30am

Metro’s Red Line North Hollywood Station parking lot, which “fills up by 7:30 a.m.” wasn’t full today at 7:30 a.m. Photo: Joe Linton/Streetsblog L.A.

The North Hollywood station parking lot has 909 parking spaces. 451 are free. 425 require a paid monthly permit (currently $59, but sold out.) The free parking section is full, by about 6:30 a.m. The paid section never quite fills up. At 8 a.m. today there were still at least 200 empty spaces. Nonetheless that ‘parking lot full by 7:30 a.m.’ myth gets repeated frequently: L.A. MagazineZev’s Blog, Metro board motions [PDF page 6], but the lot is not full. (Note: Laura Nelson responded via Twitter that “full” more-or-less meant “unavailable.”) 

How about the rest of that Times quote of Metro estimating it’s losing 1,500 riders a day? I think this figure from this Metro staff report [PDF] which reads:

Staff conducted a review of parking demand using Metro’s Regional Transportation Modeling Program for the North Hollywood and Universal City stations. The unconstrained parking demand for both stations far exceeds supply. Unconstrained parking demand is defined as the number of spaces required if there are no regulatory or financial restrictions on use of the parking. The 2014 unconstrained parking demand at North Hollywood is 3,075 spaces. Metro provides 951 [sic – actual: 909] spaces, leaving an unconstrained demand of 2,124 parking spaces.

What is this “unconstrained demand” with “no financial restrictions”? It is meaningless nonsense. Ultimately nothing that exists on planet earth can exist in wholly “unconstrained” theoretical economic cartoon-fantasy-space. Metro needs to balance its constrained budget.

Metro dressing this mumbo-jumbo up in a scientific-sounding “Regional Transportation Modeling Program” is irresponsible.  Read more…

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New CA Database Shows How Much Parking Costs and How Little It’s Used

TransForm’s GreenTrips Parking Database provides an unprecedented level of data on the costs of building parking — and how much it’s used — in multifamily housing developments in the San Francisco Bay Area.

Zoning laws in California usually require new developments to come with a minimum number of parking spaces. Housing, restaurants, stores, movie theaters — everything requires some number of parking spaces, theoretically based on the best available data.

Each of these empty underground parking spaces typically costs about $80,000. Image: Pixabay.com

Usually that data is whatever is listed in the Institute of Transportation Engineer’s (ITE) Parking Generation Manual. Since that manual has long been the only source of data on parking usage in the country, planners rely on it to help them figure out how many parking spaces a project should include.

But there are serious limitations with the ITE data, as is noted in the manual itself. As Professor Donald Shoup, UCLA’s “parking guru,” explained in a paper [PDF]: Providing too much parking encourages driving, thus contributing to congestion, and discourages walking and bicycling (unless you love walking across hot expanses of pavement to your store).

Plus, building parking is expensive.

A new tool, the GreenTRIP Parking Database, can help by providing better data on actual parking usage at multifamily housing units. This is only one of the many land use categories about which planners seek data, but it is a key one.

The database, created by TransForm, an Oakland-based advocacy group that focuses on better land use and transportation policies, tracks more than just parking usage. Data is available about the number of parking spaces per unit, how much of that parking sits empty, what percentage of the building is affordable housing, whether residents pay for parking separately from their rent, what level of transit service is available nearby, whether residents are offered transit passes or carshare membership, what if any parking management exists on surrounding streets, and other data relevant to parking usage.

Read more…

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Park(ing) Day L.A. Wrap and A Peek Into the Future of Parking In L.A.

Worldwide, last Friday’s Park(ing) Day saw street creativity on six continents. Park(ing) Day L.A. hosted a number of creative efforts that help Angelenos reconsider just what we’re doing with all that street real estate.

Below is a quick run-down of some Southern California Park(ing) Day sites I enjoyed (apologies to the other great Park(ing) sites I haven’t covered), and then a peek at the future of parking in Los Angeles.

Park(ing) Day on La Brea. Photo: @NwUrbanFilmFest Twitter

Park(ing) Day on La Brea. Photo: @NwUrbanFilmFest Twitter

My daughter Maeve and I enjoyed yummy vittles from Sycamore Kitchen (highly recommended: buttercup pastries!) at the parking space out front, hosted by the Mid City West Community Council, the New Urbanism Film Festival, and District La Brea.

Stenciled parking space infographics in DTLA.

Downtown L.A. parking space infographics created by design firm Meléndrez. Photo: @Melendrez_LA Twitter

Downtown L.A. livability leader design firm Meléndrez stenciled infographics about what other opportunities are missed by dedicating so much space to parking.

PDLA

Miguel Contreras High School students (l to r) Bryan Ramos, Caitlin Pascua, Edwin Galeno, Eric Guerrero, and their class’ handmade Park(ing) Day parking meter. Photo by Joe Linton/Streetsblog L.A.

Miguel Contreras Learning Complex students who study media and design created a multi-parking-space parklet in front of their high school on Lucas Street, just west of Downtown Los Angeles. Features included displays on ways to help the environment from combating drought to bicycling (“auto loans are hard to find these days – even if you have good credit. But for the price of a single car payment, you can buy a well-made bicycle that should outlast most cars.”) to solar panels on top of train cars. The space in front of their high school doesn’t have an actual parking meter, so the students hand-crafted their own meter, with a slot for donations to help the environment.

SMPD meets PDSM. Photo by Cynthia Rose

SMPD meets PDSM. Photo by Cynthia Rose/Santa Monica Spoke

Streetsblog L.A., Santa Monica Spoke, and Santa Monica Next hosted a parklet in Santa Monica, which didn’t park so well with local law enforcement. Santa Monica Next’s Jason Islas reports:

Shortly after we interviewed Recreation & Parks Commission Chair Chair Phil Brock, an SMPD patrol car pulled up. The officer asked to see our permits. When we explained what was going on, he said we still needed permits or at least to have gotten temporary “No Parking” signs from the City to hang on the meters. He also explained that we could not be sitting or standing in the parking spaces themselves as they were, according to the California Vehicle Code, part of the roadway. He called someone in from Code Enforcement as well who talked to us and took some notes. While they did not run us off, per se, they waited until our meters expired — they had a posted two-hour limit — and we began packing our stuff up to leave.

What’s next for parking in Los Angeles?  Read more…

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Editorial: L.A. Parking Reform Can Start With Handicap Placard Reform

If parking pricing strategies are going to work for Los Angeles, the city will need to tackle disabled placard reform, too. Photo: Tony Webster/Wikimedia

If parking pricing strategies are going to work for Los Angeles, the city will need to tackle disabled placard reform, too. Photo: Tony Webster/Wikimedia

Lately, there is a lot of attention directed toward reforming parking in Los Angeles. Various solutions are in stages of implementation and discussion.

The city of Los Angeles has pioneered a relatively sophisticated curb-parking pricing program called ExpressPark. ExpressPark uses technology and, mostly, variable pricing to respond to curb parking demand.

One of the louder voices in the recent parking debate is the Los Angeles Parking Freedom Initiative. Their parking reform platform includes various tweaks to L.A.’s parking systems, from sign legibility to street sweeping. LAPFI states that the city first needs to address the issue of “basic fairness” meaning “parking fines are just too high.” This has translated to a push for reducing parking violation charges from their current average of $67 to only $23.

But what if there were a group of law-breakers who were immune to parking meter costs and never received violations? None of these projects would impact those scofflaws.

There, of course, are: drivers who abuse disabled placards.

Disabled placards are relatively easy to obtain and allow unlimited free parking at meters. Here is how parking expert Don Shoup describes L.A.’s handicapped placard scofflaws, from a 2011 interview with SBLA:

The main problem we already have in L.A. is the widespread abuse of handicapped placards.  A disabled placard in California is like a “free parking” pass for the entire state.  One of our students just finished his Masters thesis on placard abuse in downtown.  He surveyed one block on Flower Street where there are 14 metered parking spaces.  Most of the spaces were filled most of the time with cars that had disabled placards.  For five hours of the day, all fourteen spaces were occupied by cars with disabled placards.

Although the meter rate was $4 an hour, the meters earned only 32¢ an hour in collections because most of the time the meters were occupied by cars that paid nothing.

The L.A. Weekly reported on a 2013 DMV placard-enforcement operation that resulted in charges against 241 Southern California drivers. Enforcement, and sting operations in general, appears to have little in the way of lasting effects.

According to Shoup, City Lab, and Better Institutions, the way to truly end widespread placard abuse is to stop giving unlimited free parking to all placard holders. Other cities and states are already pioneering this solution.

As of July 1st, 2014, the city of Portland, Oregon, ended free parking for disabled drivers. The new law allows exceptions for severely disabled drivers, including actual wheelchair users, to continue to park for free. Drivers with basic disabled placards are still allowed to park for triple the posted time limit, but they must pay.

This Portland Tribune article tells the night-and-day difference:

Parking code enforcement officer Becky Rhodes observed first hand the change the new policy was having on the supply of spaces. On Wednesday, July 2, Rhodes said, she walked the east side of Southwest Fourth Avenue between Main and Salmon streets and saw something she’s never seen before — open curbside parking. And the few cars that were parked on the street did not display disabled placards.

“Normally that block, there might have been one space with no permit,” Rhodes said.

Rhodes and her fellow enforcement officers gave out 24 warnings on Tuesday, July 1, the first day of the new policy, and 100 on Wednesday, July 2.

Mid-morning Thursday, July 3, Rhodes was walking north on Fourth Avenue when she turned the corner to head east and stopped in her tracks as she looked down Taylor.

“Wow, there are all these open spaces,” Rhodes remarked. Indeed, a block that was always full of parked cars at that time of day was nearly deserted. The south side of Taylor Street had six open spaces and only two parked cars. Cars with disabled placards had almost completely disappeared from blocks they traditionally filled.  Read more…

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Former Huntington Park Parking Now a Popular Parklet, More on the Way

Southern California's newest parklet on Huntington Park's Pacific Boulevard. All photos: Aviv Kleinman/Streetsblog L.A.

Southern California’s newest parklet on Huntington Park’s Pacific Boulevard. All photos: Aviv Kleinman/Streetsblog L.A.

A new phenomenon hit the streets of Huntington Park this year. It’s a space where people can catch up on their reading and feed their coffee cravings, a space where family and friends can gather together, and a space where business deals can take place right next to kids playing dominos. It’s called a parklet.

Parklets are parking spaces converted into sidewalk mini-parks. They primarily offer seating areas, also often greenery and bicycle parking. They foster lively pedestrian-oriented streets. For the unfamiliar, view a SF parket in this StreetFilms documentary.

L.A. County’s first parklet was in Long Beach. They have also come to Los Angeles City neighborhoods, including downtown and El Sereno.

Also, for the unfamiliar, the city of Huntington Park is located in Southeast Los Angeles County. The city has a population of roughly 60,000, more than 95% Latino.

The new parklet in Huntington Park is quite a wonderful scene. It features comfortable sitting areas and potted plants surrounded by aesthetically pleasing wooden tiles. And it is well-sited, located in front of one of the city’s most frequented coffee shops: Tierra Mia, a specialty Latin American coffee shop, located at 6706 Pacific Boulevard.

As I enjoyed my coffee that was sustainably harvested from a small finca (agricultural estate) in the Guatemalan highlands, I watched a young family with loud and happy children eating a takeout lunch, a pair of friends enjoying a fancy-looking latte, and a speech therapy session in progress, all taking place in the small public parklet. Taking up only three diagonal parking spaces on the bustling boulevard, the parklet is the perfect size to feel both large enough to relax and breathe, but petite enough not to take up too much room on the busy street.

photo 1-29

The Parklet’s pragmatic placement in front of the popular Tierra Mia coffee house

According to Fernanda Palacios, Huntington Park’s Community Development Project Manager, the parklet is park of the city’s Pacific Blvd. Revitalization Plan, designed to bring more activity to the city’s most prominent thoroughfare. Pacific Boulevard is a former streetcar corridor, and has retained much of its historic Main-Street-type commercial character. The street is dotted with restaurants, clothing stores, and specialty cultural shops. The Boulevard hosts a popular Christmas Lane Parade.

As part of the revitalization plan, the city has set aside a $60,000 budget for parklet development. These funds are from grants directly funded by Measure R and the Federal Community Development Block Grant (CDBG). The city’s funding goes to four parklets, each budgeted at $15,000 for construction and maintenance. According to Palacios, the city government does not fund the parklet with any of its own money, but it does contribute its own Public Works department’s labor to construct the site.

The $15,000 in grant money is used to purchase furniture and raw materials, in addition to touch-ups as the parklets age. With regard to collision safety, the parklet is surrounded by well-hidden K-rails (the same concrete barriers used to divide freeways) that are covered with wooden planters. In fact, I would have had no idea that the K-rails were there within the wooden planters had Ms. Palacios not pointed them out. Because the street space is owned by the city, no special permits or zoning variances were needed for parklet development.  Read more…

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Metro Raising Parking Rates for NoHo and Universal; Most Parking Still Free

Parking lot at Metro's Universal City Red Line Station. Most spaces are free to the driver, but several hundred monthly permit spaces will see a rate increase this July.

Parking lot at Metro’s Universal City Red Line Station. Most spaces remain free to the driver, but several hundred San Fernando Valley monthly permit spaces will see a rate increase this July. Photo: Joe Linton/Streetsblog L.A.

As of July 1st 2014, Metro will raise monthly permit parking rates for two of its most popular and most sold-out parking lots. Metro’s North Hollywood Red Line Station monthly parking permit will go from $39 to $59. Universal City Station monthly parking permits will go from $39 to $55.

SBLA has been critical of Metro’s ineffective and fiscally-irresponsible parking policies. These increases are a worthwhile small step in the right direction. The increases help Metro make parking available to people who need it, while lessening parking cost burdens on the vast majority of Metro’s riders whose trips do not begin with driving.

As of July 2014, Metro will increase monthly parking permit rates for two popular San Fernando Valley Red Line Stations. Screenshot parkmetro.com

As of July 2014, Metro will increase monthly parking permit rates for two popular San Fernando Valley Red Line Stations. Screenshot parkmetro.com this morning

The majority of parking at these Metro stations remains free.

At least free to drivers.

Well, free to those drivers who show up by 6:30am or so.  Read more…