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Vision Zero: LADOT, Focus Group Have Same Goals, Different Ideas About How to Reach Them

Detail of Vision Zero High Injury Network as it overlaps with equity indicators. Many of the streets highlighted in South L.A. are prioritized for potential safety interventions. Source: Vision Zero

Detail of Vision Zero High Injury Network as it overlaps with equity indicators. Many of the streets highlighted in South L.A. are prioritized for potential safety interventions. Source: Vision Zero

“Remember, the end goal is to get to 20% reduction [in traffic-related deaths] by next year, and then zero by 2025,” said MIG Consultant Esmeralda Garcia of the city’s effort to put together an action plan to implement Vision Zero.

Gesturing toward another consultant and Brian Oh of the L.A. Department of Transportation (LADOT), she told the ten attendees (myself included) at the South Los Angeles focus group meeting last Thursday, “Anything that will help [us] to get to that goal – that’s why we need to hear from you. That’s why this conversation is important.”

The statement made me feel very important indeed.

Then I remembered that I had not been invited to attend this gathering.

As Joe Linton noted in his coverage of Vision Zero’s first real stab at community engagement, the fact that it all seems to be happening rather quietly and out of public view is both odd and very much by design. Focus group attendees were nominated by a process that still remains somewhat shrouded in smoggy mystery. And the Vision Zero Alliance (LA0) – a diverse coalition of organizations explicitly formed to partner with the city on shaping policy and communications around safe and equitable streets – appears not to have been brought on early enough in the process to play a significant role in setting up the meetings.

LADOT will likely dispute this last point, having reassured me that all proper protocols were followed with partners. Still, I think we can all agree that there are more efficient ways for the city to get feedback from its partners besides having them show up to focus group meetings at random locations around town. If only because when half of the attendees at a meeting are tied to the LA0 organizations already said to be in regular communication with LADOT, then LADOT is wasting its time getting redundant feedback while also not hearing from the wider community it is purporting to engage.

These concerns aside, the questions I found myself pondering had more to do with the purpose of the meeting and how any feedback gathered might actually be used.

To the best of my understanding, the purpose of the meeting was to support LADOT in its effort to develop an action plan governing the drive to reduce traffic-related deaths by 20 percent in the next year and a half. KPCC called the approach a “fine-tuning” of a plan that should be finished by September.

Except we were not presented with a formal plan.

Instead, we got: a) a good overview of what the crash data told the Vision Zero team; b) a look at the issues being considered and where those issues intersected with the many prioritized corridors in South Los Angeles; and c) suggestions regarding potential solutions to reduce fatalities using engineering, education, and enforcement.

Then, after each topic, we were asked for feedback: Did we get the data right? What are the highest priority traffic safety issues in your community? Will the sample solutions work in your community? What might be more effective? And, finally, how can the city “make it easier for you to engage on traffic safety?” and how can non-profits and individuals promote safety?

Those talk-back periods were where it became clear (to me, at least) that, while the city and the attendees were ultimately focused on the same outcome, they sometimes appeared to be envisioning deeply divergent ways to get there. Read more…

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Metro Awards Contract for Environmental Study and Design of Phase I of Rail-to-River Bike Path

The Rail-to-River plan to put a bike path between the Crenshaw Line to the west and the L.A. River to the east just took another step forward. Source: Metro

The Rail-to-River plan to put a bike path along the Slauson corridor (between the Crenshaw Line to the west and the L.A. River to the east) just took another step forward. Source: Metro

As bike month comes to a close, we have some good news for South L.A. cyclists. At yesterday’s Metro Board meeting, a $2 million contract was awarded to Cityworks Design to begin working on plans for a 6.4 mile segment of the Rail-to-River bike path project (segments A-1, A-2, and A-3, above).

The Rail-to-River bike path, as County Supervisor and Metro Board Chair Mark Ridley-Thomas described it last October, is an important opportunity to turn an 8-mile stretch of a “dormant” and “blighted” rail right-of-way (ROW) in a “historically distressed area” into a biking and walking path that could more efficiently connect people to transit while also bettering the local economy, health outcomes for residents, and the local environment.

Running between the Crenshaw/LAX Line station at Fairview Heights station to just east of the Blue Line station at Slauson and, in subsequent phases, to the river, the path will not only help connect cycling commuters to transit but offer the local residents of a neglected industrial corridor much-needed green space and a place to safely stretch their legs.

Yesterday’s development doesn’t mean the project is about to break ground, unfortunately. Instead, Cityworks Design has been tasked with undertaking environmental review, clearance, and design work for the project. Supporting documents describe Cityworks as specialists in environmental clearance and able to work within the time constraints of the project. Which is a good thing, as the TIGER grant requires the funds be obligated by September of 2017 and expended by 2022.

The project has been a few years in the making. Read more…

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No Más Deaths!: Stakeholders Demand Curren Price Support a Bike Lane for Central Avenue ahead of Mobility Plan Hearing

Posters created by South L.A. community members adorn the walls outside of TRUST South L.A. Sahra Sulaiman/Streetsblog L.A.

Posters demanding safe passage for cyclists on Central Avenue adorn the walls outside of TRUST South L.A. They were created by South L.A. community members. Sahra Sulaiman/Streetsblog L.A.

“Bottom line is, citizens want to be involved, they want to be engaged in the process of figuring out how we reprogram our streets, how we reprogram our communities, making it more livable, making it more desirable, making it safer.”

So said councilmember for the 9th District, Curren Price, when interviewed by KCET’s Nic Cha Kim at CicLAvia: South L.A. in December of 2014 (minute 4:20).

It is a perspective that many who live, work, play, and move along the Central Avenue corridor in historic South Central share.

Given that the corridor communities have a median income hovering around $30,000, an average household size between of 4 and 9 people, a median age of 23, and little opportunity for economic advancement thanks to limited access to higher education, area residents are very much at the mercy of their environment. Rapidly rising rents and the lack of affordable housing around the city make it nearly impossible for them to move anywhere else. And the high dependence of many families on transit, cycling, and walking to get back and forth to work and school means that just going about their daily lives entails constant flirtations with danger.

Central Avenue, boasting the highest number of cyclists anywhere in the city during peak hours (and a very steady stream in off-peak hours), has seen nearly 300 collisions between drivers and pedestrians or cyclists over the last decade.

That we know of, that is.

Many of those who have been hit by cars have never reported the incidents to authorities, either because they preferred to handle things informally with the driver, the injuries were minor, or the incident was a hit-and-run and they saw no point.

So, even though more than three-quarters of residents are renters, the vast majority would tell you they are deeply invested in the well-being of their neighborhoods and would like nothing better than to see them become safer and healthier places for all.

A father runs errands with his children along Central Avenue after picking them up from school. Sahra Sulaiman/Streetsblog L.A.

A father runs errands with his children along Central Avenue after picking them up from school. Sahra Sulaiman/Streetsblog L.A.

Thus far, however, efforts to get Councilmember Price to sit down and have that conversation with stakeholders about their needs and aspirations have proven futile.

Over the past year, the community has been shut out of discussions about Great Streets’ and the councilmember’s plans to remake Central Avenue in the image of Broadway (downtown) and to remove the Central Avenue bike lane planned to help bike commuters get safely between Watts, historic South Central, and jobs downtown from the Mobility Plan altogether.

The Great Streets plans for the street were only made available to the public after Streetsblog published an article complaining about the blatant steamrolling of the community. When local stakeholders tried to follow up by delivering letters to the councilmember’s office and approaching the members of the Business Improvement District, they were still not able to get any response from Price to their demands for a bike lane.

Fed up with failed attempts at peaceful engagement and concerned that Price would once again try to see Central Ave. removed from the Mobility Plan at tomorrow’s city planning commission hearing, residents took action. Gathering their signs, courage, a megaphone, and a banner to be hung on Price’s building, they stormed the councilmember’s constituent center at Vernon and Central yesterday.

Members of TRUST South L.A. hang a banner from Curren Price's constituent center. Photo: Ashley Hansack

Members of TRUST South L.A. hang a banner from Curren Price’s constituent center. Photo: Ashley Hansack

“We’re tired of coming to you!” said resident and safe streets advocate AsSami AlBasir El.

“When are you going to come to our* office?” he continued. “I’m asking…when are you coming down to have a dialogue?…What solution do you have?” [*He was referring to the conference room at TRUST South L.A., where residents, volunteers, and stakeholders regularly meet, discuss community problems and potential solutions, and plan community engagements as part of a mobility advisory council.]

Residents and stakeholders in the South Central community ask District Director James Westbrooks to help make their community safer. Photo: Ashley Hansack

Residents and stakeholders in the South Central community ask District Director James Westbrooks to help make their community safer. Photo: Ashley Hansack

Staff on site were not able to offer much in the way of reassurances.

When District Director James Westbrooks was asked by AlBasir El if he would be willing to tell the kids standing there — kids that are regularly transported back and forth to school by bike along Central Avenue — that “we’re not gonna have a bike lane,” there was not much Westbrooks could say.

Price made up his mind on the subject a long time ago.

Sadly, the logic used to reach that decision — detailed in a statement emailed in response to stakeholders’ action — seems rather questionable. Read more…

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Well-Intended Proposal to Shame “Johns” Using License Plate Readers Could End up Shaming Entire Communities in South L.A., Valley

A teen walks along Western Ave. toward the Bronco Motel with a john. A woman watching the scene with me said she believed the girl was underage. Sahra Sulaiman/Streetsblog L.A.

A teen walks along Western Ave. toward the Bronco Motel with a john. A woman watching the scene with me said she believed the girl was underage. Sahra Sulaiman/Streetsblog L.A.

In the excitement of seeing the City Council rescind its vote on an amended Mobility Plan 2035 and re-adopt the plan in its draft form just before Thanksgiving, I managed to miss another item on the Council agenda from Councilmember Nury Martinez: a motion requesting that “the City Attorney report on issuing John Letters to the registered owners of vehicles that are seen driving around in high-prostitution areas in the City.”

As I write this, I realize you might be asking yourself why an effort to shame vehicle owners by notifying them that their cars were spotted in areas where prostitution was rampant and that they might be at risk for contracting a sexually-transmitted disease is a livability issue.

Quite simply, prostitution has a significant impact on the walkability and livability of neighborhoods.

If you are a female of any age in an area where sex workers regularly walk the streets, then it is likely that you or someone you know has been solicited on more than one occasion. And I can assure you that it generally is a less-than-pleasant experience. When it happens to me, it might be guys rolling up and making obscene gestures in lieu of verbal requests. Or it might entail being followed. If it’s my lucky day, I get both. The seekers of my imagined services range from delivery guys, to guys walking or biking along the street, to professional-looking guys in expensive SUVs. I’ve even been harassed by a pimp who thought I was an undercover cop — an experience that was actually more unsettling than being solicited.

Not only am I solicited every single time I either walk or bike through a known “stroll,” I find some men there are more likely to assume I am a service-provider, regardless of whether they are interested in my presumed skills at the moment. My mere presence on the street is enough for some to link me to the trade.

I am old enough to handle it, gross as it may be. But if you imagine me instead as a middle-school-aged girl living in the area who gets harassed by johns or a young boy who sees women and girls treated this way every day, you begin to get a sense of how treacherous and unfriendly the public space can be.

Families that live in these often-densely residential areas find themselves regularly waking up to condoms littered in the street in front of their homes, having transactions go down within view or earshot at all hours of the day, having johns cruising back and forth in front of their homes, fearing retaliation from pimps for calling the police, having to wait for a bus on the same bench that a sex worker is sitting waiting for customers, and watching (often very young) women parade up and down their block.

These are all things that can keep residents from feeling free to walk up the block to frequent a local business, catch a bus, or take the kids back and forth to school. It can also hurt the larger sense of community in an area — neighbors and shop owners may be more likely to keep to themselves, not wanting to cause trouble with the pimps (or, in some cases, gangs) that control the trade in their neighborhood. And the level of neglect by the city needed to create the conditions in which prostitution can occur so openly means that prostitution isn’t happening in isolation. Illegal dumping, gang violence and the associated trauma, the selling of drugs and substance abuse, domestic violence, lack of access to a viable education or work opportunities, and disinvestment feed off each other and conspire to keep a community locked in an unhealthy holding pattern.

Dumping is a common occurrence along Western Ave. Sahra Sulaiman/Streetsblog L.A.

Dumping is a common occurrence along Western Ave. Sahra Sulaiman/Streetsblog L.A.

Read more…

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The Rail-to-(Almost)-River Project Gets Boost with $15mil TIGER Grant

Supervisor Mark Ridley-Thomas, Inglewood Mayor James Butts, Deputy Secretary Victor Mendez, and Metro CEO Phil Washington. Sahra Sulaiman/Streetsblog L.A.

L.A. County Supervisor and Metro Board Chair Mark Ridley-Thomas, Inglewood Mayor and Metro Board Member James Butts, Deputy Secretary of Transportation Victor Mendez, and Metro CEO Phil Washington hold the ceremonial check granted to the Rail-to-River project set to run along Slauson Avenue in South L.A. Sahra Sulaiman/Streetsblog L.A.

“[Let’s give] a big round of applause for Victor Mendez. He brought money,” quipped County Supervisor and Metro Board Chair Mark Ridley-Thomas. Turning to Deputy Secretary of Transportation Mendez, he continued, “Come back soon and come back often!”

Preferably with another $15 million grant in hand, he joked.

He might have been referring to the fact that Metro originally anticipated receiving $21.3 million from the program — not $15 million. But the fact that L.A. got $15 million at all is still a pretty big deal.

There had been 627 applications from all 50 states and a handful of territories for the U.S. Department of Transportation’s (USDOT) Transportation Investment Generating Economic Recovery Grant (TIGER) VII program and only 39 grants handed out, Mendez told the small crowd of press and staff gathered in the east parking lot for the Metro Silver Line at Slauson and Broadway.

The Rail-to-River project, he said, had stood out as an opportunity to turn a 6.4-mile stretch of a “dormant” and “blighted” rail right-of-way (ROW) in a “historically distressed area” into a biking and walking path that could more efficiently connect people to transit while also bettering the local economy, health outcomes for residents, and the local environment.

The Rail-to-Rail-to-eventually-the-River project will turn a right-of-way along Slauson Ave. into a bike and pedestrian path connecting folks to the Crenshaw, Silver, and Blue Lines. Source: Metro

The Rail-to-Rail-to-eventually-the-River project will turn a right-of-way along Slauson Ave. in South Los Angeles into a bike and pedestrian path connecting folks to the Crenshaw, Silver, and Blue Lines. Source: Metro

Given projections that the U.S. population will grow by 70 million by 2045, that freight volume will grow by 45%, and that existing infrastructure will not be able to meet either of those demands, he continued, citing the USDOT’s Beyond Traffic 2045 report, the time for alternative transportation projects was now.

“Congratulations,” Mendez concluded. “Let’s get to work!” Read more…

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South L.A. Cyclists Call for Price, Garcetti to Implement Central Ave. Bike Lane

People of all ages and backgrounds need access to Central Ave., including this adorable ninja turtle. Sahra Sulaiman/Streetsblog L.A.

People of all ages and backgrounds need access to Central Ave., including the family of this adorable ninja turtle. Sahra Sulaiman/Streetsblog L.A.

“What do we want? Safe streets! When do we want them? NOW!”

So went the chants as approximately 40 members of the South Central community headed north toward City Councilmember Curren Price’s constituent center on Central Avenue yesterday evening.

Members of the South Central community head for the CD9 Constituent Center chanting in favor of safe streets and bike lanes. Sahra Sulaiman/Streetsblog L.A.

Members of the South Central community head for the CD9 Constituent Center chanting in favor of safe streets and bike lanes. Sahra Sulaiman/Streetsblog L.A.

They were headed there to speak with the group of stakeholders that recently got the green light to initiate a ballot process for the formation of a Business Improvement District (BID). The marchers were eager to register their concerns regarding the councilmember’s effort to have the Central Ave. bike lane excluded from Great Streets’ plans for the section of Central between Vernon and Adams and removed altogether from the larger Mobility Plan 2035, which envisions a protected bike lane running the 7.2 miles from Watts to Little Tokyo.

Addressing the meeting attendees, Malcolm Harris, Director of Programs and Organizing at TRUST South L.A., gestured toward the crowd that had piled into the conference room and said, “Our constituents here want to have safer streets…[and] we want there to be engagement around this issue before any [city council] motion is taken out.”

Malcolm Harris of TRUST South L.A. addresses those gathered to further the formation of a BID at the CD9 Constituent Center. Sahra Sulaiman/Streetsblog L.A.

Malcolm Harris of TRUST South L.A. addresses those gathered to further the formation of a BID at the CD9 Constituent Center. Sahra Sulaiman/Streetsblog L.A.

Organizers of the BID received the testimony but reiterated that, as they were still in the process of formation, they had very little power to do anything other than listen to the community’s concerns and ensure they were incorporated into efforts to build consensus around the future form of Central Avenue.

Given residents’ frustration that so much of the planning for the street had already happened behind doors that even the prospective BID members had been shut out of, it wasn’t the cathartic moment they were hoping for. But news that next month’s meeting would entail more hands-on engagement with the design of Great Streets project slated for the street (below), many resolved to come back and participate.

The reconfiguration of Central Avenue, as proposed by Great Streets, includes a road diet, extended sidewalks, and the shifting of the bike lane planned to run from Watts to Little Tokyo over to Avalon. Source: Great Streets

The reconfiguration of Central Avenue, as proposed by Great Streets, includes a road diet, extended sidewalks, and the shifting of the bike lane planned to run from Watts to Little Tokyo over to Avalon. Source: Great Streets

Then, just as suddenly as they had arrived, the marchers headed back out into the streets to hold a press conference at the intersection of Vernon and Central.

Community members head back to the intersection of Vernon and Central to hold a press conference. Sahra Sulaiman/Streetsblog L.A.

Community members head back to the intersection of Vernon and Central to hold a press conference. Sahra Sulaiman/Streetsblog L.A.

Those that took the megaphone to speak on the corner of Vernon and Central had ties to South L.A. advocacy organizations TRUST South L.A, Community Health Councils, and Ride On! bike co-op, but all were residents in the area and regular users of the street. And, for most, a bicycle was their primary form of transportation. Read more…

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Scramble Crosswalks Ready for Their Star Turn in Hollywood

Chicago's first pedestrian scramble, or "Barnes Dance", at the downtown intersection of Jackson Blvd. and State St. Pedestrians are allowed to cross all directions, including diagonally, every three light cycles. All vehicular turns have been prohibited to improve traffic flow. Photo: Chicago's first pedestrian scramble, or "Barnes Dance", at the downtown intersection of Jackson Blvd. and State St. Pedestrians are allowed to cross all directions, including diagonally, every three light cycles. All vehicular turns have been prohibited to improve traffic flow. KEVIN ZOLKIEWICZ/FLICKR via ##http://www.scpr.org/programs/airtalk/2014/11/03/40143/los-angeles-ponders-diagonal-crosswalks-what-are-t/##Airtalk/KPCC##

Chicago’s first pedestrian scramble, or “Barnes Dance”, at the downtown intersection of Jackson Blvd. and State St. Pedestrians are allowed to cross all directions, including diagonally, every three light cycles. All vehicular turns have been prohibited to improve traffic flow. Photo: KEVIN ZOLKIEWICZ/FLICKR via Airtalk/KPCC

Responding to community concerns that the high volume of pedestrian traffic at the intersection of Hollywood Boulevard and Highland Avenue was creating an unsafe crossing, City Councilmember Mitch O’Farrell and the Department of Transportation recently announced that a “pedestrian scramble” will be installed by the end of the year.

The pedestrian scramble, aka The Barnes Dance, is basically an intersection which has a “pedestrian only” phase in its signal timing. During this time, pedestrians are not just limited to crossing east-west or north-south, but can actually cross to the opposite corner by cutting straight through the middle of the street.

Los Angeles already has a few pedestrian scramble intersections near the college campuses of USC and UCLA. In addition, Pasadena and Beverly Hills have installed scrambles at high-volume intersections. If you’re not familiar with the scrambles, check out the below video by Streetfilms celebrating Los Angeles’ scrambles that was filmed in 2008.

“Hollywood and Highland is our red carpet entrance for people from around the world who come to experience Los Angeles’ center stage,” said Seleta Reynolds, LADOT General Manager. “The new intersection design will prioritize the safety and comfort of people walking. We plan to implement this change in consultation with the community and will evaluate the before and after effects.”

In addition to residents, workers, and tourists who may arrive by car or are staying in one of the local hotels, Hollywood and Highland is also home to a busy Red Line Metro rail station and a handful of local bus routes.  Read more…

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City Unveils First Serious Draft Plan to Address Sidewalk Repair. Public Is Split.

Following a legal settlement in the summer of 2014, Angelenos have been waiting on the city to finally announce its plan to bring the city’s sidewalks into compliance with the Americans with Disabilities Act. Over three quarters of a year later, the city has released its draft plan, and the City Council is planning a series of public meetings to bring this plan to the public. The plan is available on the City Clerk’s website and here at Scribd.

Even if the city fixed the cracks, this sidewalk on Alameda is not ADA compliant. No wheelchair could fit past this obstacle course. Photo: Roger Rudick

Even if the city fixed the cracks, this sidewalk on Alameda is not ADA compliant. No wheelchair could fit past this obstacle course. Photo: Roger Rudick

The first of these meetings is a traditional City Council Committee hearing, albeit with two committees in attendance. However, the chairs of the Budget and Finance Committee (Paul Krekorian) and Gangs and Public Works Committee (Joe Buscaino) are already planning a series of public workshops on the plan to be held throughout the city.

“This is a critically important issue for all Angelenos,” said Krekorian in a press statement. “We have an opportunity and obligation to move beyond piecemeal legislation and create a complete program to fix our broken sidewalks. This new report won’t be the final program, but it’s a good way to begin what will be a long, very public discussion. We want to hear from all residents and stakeholders so that we can come up with the best and fairest policy possible.”

As part of its legal settlement last year, the City pledged to spend $1.4 billion over the next three decades to retrofit the city’s sidewalks to be in compliance with the Americans with Disabilities Act. Estimates vary over how many miles of city sidewalks need reconstruction, but there is little doubt that the decrepit and crumbling sidewalk infrastructure, along with a noticeable lack of curb cuts in many parts of the city, are the largest barriers to creating walkable communities.

The plan itself is proving somewhat controversial for what some see as a double standard between how businesses and homeowners are treated.*** Read more…

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Days of Dialogue Opens Conversation on Police-Community Relations in South L.A., Gets an Earful

"Hands Up, Don't Shoot" Friends and family members of Ezell Ford shoot a music video decrying police brutality. Sahra Sulaiman/Streetsblog LA

“Hands Up, Don’t Shoot!” Friends and family members of Ezell Ford shoot a music video decrying police brutality. Sahra Sulaiman/Streetsblog LA

Dialogue was great, said a young man from Youth Justice Coalition as we left the Days of Dialogue on Police-Community Relations in the Aftermath of Ezell Ford and Michael Brown event held at Dr. Maya Angelou High School in South L.A. last night, but what he cared about was action.

It seemed to be a sentiment shared by many of the approximately 200 people that participated in the conversation hosted by 9th District City Councilmember Curren Price and Days of Dialogue, an organization founded in 1995, in the wake of the O.J. Simpson verdict.

The sentiment was particularly strong among the youth. They see themselves reflected in the cases of Michael Brown, Ezell Ford, Omar Abrego (a graphic video of Abrego on the ground can be seen here) and, most recently, Clifford Alford, the young man mistakenly identified as a potential robbery suspect and brutally beaten by police while handcuffed on October 16, just two blocks from the school where the event was held. And they are tired of fearing that they could be next.

But these frustrations with law enforcement and fears of being victimized by those who feel at liberty to abuse their authority are nothing new.

When Patricia, the facilitator at the table where I sat with a dozen community members, asked us to give voice some of these concerns, she didn’t have to ask twice.

Helen, an African-American woman in her 70s and a life-long resident of South L.A., related a story about having stopped to ask the police for directions because she was lost only to have them run her plates instead.

“I didn’t ask them for that,” she said wryly.

She then went on to describe how her mother had sat her and her siblings down while they were still little kids to tell them that, because of the color of their skin, they would always have to make sure to move slowly and keep their hands visible at all times when interacting with the police.

For another young African-American mother at the table, those lessons still resonate today. During a recent routine traffic stop, she said, she had panicked and stepped out of the car with her hands up, announcing that there were babies inside.

“Kids move so fast and they’re not good at keeping still,” she explained. She had been afraid that any sudden movements the kids made might have prompted officers to open fire first and ask questions later (as happened recently in South Carolina, when a trooper shot a man after instructing him to retrieve his license).

To someone who has never experienced profiling or had a negative encounter with law enforcement, those sorts of reactions might seem like paranoia or even bias on the part of the speakers. For the participants in the dialogue, however, it was clear their apprehension and distrust might be better described as a trained response to years’ and years’ worth of, as participants put it, being “terrorized,” “pre-judged,” “abused,” “disrespected,” “harassed,” and “left unprotected” by officers. Read more…

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Dead Spaces Make for Dead (and Unwalkable) Places

Mirror, mirror along the wall of a vacant lot... 43rd. and Vermont. Sahra Sulaiman/Streetsblog LA.

Mirror, mirror on the wall…of a vacant lot. 43rd. and Vermont. Sahra Sulaiman/Streetsblog LA

I’m feeling sorta trashy.

Not in that way.

I’ve just had trash on the brain lately.

Even as L.A. is celebrated for moving toward being more walkable and livable, trash seems to be the one constant, particularly in lower-income areas.

One of the reasons is that there is a lot of dead space in places like South L.A.

Vacant lots, alleys, under- and overpasses, foreclosed homes/properties, and streets running alongside freeways all lack someone to watch over and take responsibility for them on a regular basis.

Which means we get this:

Piles of random clothing and issues of the National Enquirer from the year 2000 (at the overpass at 52nd and Broadway) Sahra Sulaiman/Streetsblog LA

Piles of random clothing and issues of the National Enquirer from the year 2000 (at the overpass at 52nd and Broadway) Sahra Sulaiman/Streetsblog LA

Piles of random clothing, instruction manuals for jurassic technology, handwritten correspondence from the 90s, and issues of the National Enquirer dating back over a decade.

All piled up on the overpass the corner of 52nd and Broadway.

The mess stretches the entire overpass, actually.

Looking west on 52nd. Sahra Sulaiman/Streetsblog LA

Looking west on 52nd. Sahra Sulaiman/Streetsblog LA

It’s on the north side of the overpass, too.

More piles of crap. Sahra Sulaiman/Streetsblog LA

More piles of garbage. Sahra Sulaiman/Streetsblog LA

And, it’s around the corner, all up and down Grand, the street running along the east side of the freeway. Read more…