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Caribbean-Style Parades, Drum Processions, and Bike Rodeos, Oh My!: Here’s What’s on Tap at CicLAvia on Sunday

Ade Falade puts his bike up on the stand at the repair station outside the KAOS Network in Leimert Park as members of Black Kids on Bikes gather for their monthly ride. Sahra Sulaiman/Streetsblog L.A.

Ade Neff puts his bike up on the stand at the repair station near the Vision Theater in Leimert Park as members of Black Kids on Bikes gather for their monthly ride. BKoB members will be set up here to help repair bikes on Sundays. Sahra Sulaiman/Streetsblog L.A.

Rain, rain stay away. Come again some other Sunday.

This Sunday, December 7, from 9 a.m. to 3 p.m., South L.A. will host its first CicLAvia and there is simply too much awesome stuff planned for the rain to make an appearance.

As you hopefully know by now, the route for this year’s event is anchored in two of South L.A.’s more historically significant and vibrant neighborhoods.

Map of the South L.A. route for this weekend's CicLAvia. The 6-mile route runs largely along King Blvd. and has hubs in the historic arts communities of Leimert Park and the Central Ave. Jazz Corridor.

Map of the South L.A. route for this weekend’s CicLAvia. The 6-mile route runs largely along King Blvd. and has hubs in the historic arts communities of Leimert Park and the Central Ave. Jazz Corridor.

And while they are vastly different — Leimert Park is in the throes of an African-American-centric artistic and cultural renaissance while Central Ave., situated on the edge of Historic South Central proper, is now a majority-Latino community and is diligently moving forward on creating a Business Improvement District to spur economic growth along the corridor — both communities are taking the mission of helping residents and visitors alike see their neighborhoods with new eyes very seriously.

Both are also connected by Martin Luther King, Jr., Blvd. — which hosts the annual King Day parade every January and is flanked (on the Leimert end) by 40′ high pine trees, which were planted in honor of Dr. King.

Families along Martin Luther King Blvd. celebrate at the King Day parade last year. Sahra Sulaiman/Streetsblog L.A.

Families along Martin Luther King Blvd. celebrate at the King Day parade last year. Sahra Sulaiman/Streetsblog L.A.

As I mentioned in yesterday’s overview, because South L.A’s greatest assets are its people — their unique identities, heritage, experiences, cultures, artistry, and aspirations, the day is going to be about much more than riding bicycles. Consider the following list (and CicLAvia’s downloadable pocket version) your formal invitation to get off your bike at a hub and stay a while. Read more…

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Community Gets Ready for Sunday’s CicLAvia: “It’s Going to Be a Good Day for South L.A.”

The East Side Riders' Ride4Love has always been about family, community, and service. Here, ESRBC co-founder Tony August-Jones brings his sons along while nephew Joshua Jones ensures they stay in the carrier. Sahra Sulaiman/Streetsblog L.A.

The East Side Riders have always been about family, community, and service. Here, ESRBC co-founder Tony August-Jones brings his sons along while nephew Joshua Jones helps ensure they stay in the carrier. Sahra Sulaiman/Streetsblog L.A.

It was exciting, said Community Health Council’s (CHC) Andres Ramirez Huiztek, that South L.A. would finally have the opportunity to “show [people] what CicLAvia can be” this weekend.

If you’ve attended a CicLAvia event before — a festival that spans and connects communities by temporarily closing the streets to cars and opening them to people for recreation — you might be wondering, “Which people? What kind of CicLAvia? A car-free festival really isn’t that complicated, is it?”

In theory, no.

But, in practice — particularly in the planning of the expansion to new communities — it can be.

As CicLAvia organizers and volunteers have learned while putting together events in Boyle Heights/East L.A. and South L.A., communities that have long been marginalized by the city often have different relationships with their streets and different ideas about what it means to be “livable.” And as these communities often consider their people — their unique identities, heritage, shared experiences, cultures, and aspirations — to be their greatest assets, they are adamant that they be seen as more than just a space people will move through. They want to be respected as partners in the planning of how their streets will be re-purposed for the day. And they want to see themselves reflected in the framing of the event and the messaging around it, both so the event feels welcoming to community members unfamiliar with it and to ensure the community is adequately and accurately represented to potential visitors.

In this way, CicLAvia seems to be transitioning from being an “open streets” event to a kind of “open communities” festival. And while that process is not without its growing pains, the unique opportunity it affords neighborhoods to re-introduce themselves to Angelenos on their own terms may help bridge some of the deep divides that mark what can be a surprisingly segregated city.

Map of the South L.A. route for this weekend's CicLAvia. The 6-mile route runs largely along King Blvd. and has hubs in the historic arts communities of Leimert Park and the Central Ave. Jazz Corridor.

Map of the South L.A. route for this weekend’s CicLAvia. The 6-mile route runs largely along King Blvd. and has hubs in the historic arts communities of Leimert Park and the Central Ave. Jazz Corridor.

At least, I hope so.

For South L.A., that means a chance to counter persistent negative stereotypes by introducing people to the diversity and vibrancy of the neighborhoods that comprise the area, showcasing their powerful artistic heritage and the artists carrying those (and new) legacies forward, and shining a light on those community heroes who have tirelessly worked to strengthen their communities from within.

For South L.A. native and advocate-extraordinaire Tafarai Bayne, this day has been a long time coming. Read more…

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Beyond the Gates: USC Planning Students Build Ties with Communities through Tours

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Planning students from USC’s Partnership for an Equitable Los Angeles listen to Frederick Buggs, Sr., of the East Side Riders BC discuss some of the history of Pancho’s Bakery and what it meant to him as a kid growing up in the area. Sahra Sulaiman/Streetsblog L.A.

A few weeks ago, I got a phone call asking me to help someone interested in journalism put together a tour in South L.A.

I immediately found myself getting anxious. Tours into lower-income areas can be a touchy thing, depending on who wants to do the tour, what their intentions and expectations are, who leads it, what the focus is, who the group connects with, how interactions are handled, and so forth.

So, when people ask me about getting to know an area, I usually prefer to steer them towards jumping in feet first and doing volunteer work in schools, participating in community events, or just spending time there.

But it doesn’t mean that tours can’t have value, especially if their objective is to make people comfortable enough to begin to build a longer-term relationship with a community.

That seems to be the idea behind the Beyond the Gates program launched in this past spring by Alison Spindler, then-president of the Partnership for an Equitable Los Angeles (PELA), a student organization at the USC Sol Price School of Public Policy.

The PELA students feared that the gates erected around the perimeter of USC following the horrific killing of two international students in April of 2012 would deepen the physical and social disconnect between the university and the surrounding community. Given that that divide was emblematic of the very barriers to equity and social justice they hoped to dismantle through their work in planning, policy, and development, they felt they would have to be the ones to take the first steps toward closing that gap.

Read more…

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Dupont-Walker, Community Press Metro on Surprising Changes Slated for Mariachi Plaza, Demand More Outreach

Recognize this place? Me, neither. But it's a rendering of the potential future of Mariachi Plaza. (Source: Metro)

Recognize this place? Me, neither. But, according to Metro, it’s a rendering of what Mariachi Plaza could look like a few short years from now. (Source: Metro)

How can we ensure stakeholder input has value and is incorporated into planning? And, in so doing, help the community feel comfortable in trusting Metro to make sure that happens?

The queries, posed by Metro Board Member Jacqueline Dupont-Walker to Metro CEO Art Leahy during Tuesday’s Planning Committee meeting were in response to Boyle Heights residents’ complaints that Metro had failed to seek adequate community input on a potential development at Mariachi Plaza that would fundamentally transform the area.

She was right to ask.

Despite promises made in 2012 that, “prior to seeking Metro Board approval [for projects at Mariachi Plaza and other area sites], staff will be conducting a meeting to update the community regarding th[ese] development site[s],” no notice seems to have been given — either to the community or the advisory committee for the Eastside Access project — about Tuesday’s motion to allow Metro to enter into an 18-month Exclusive Negotiation Agreement and Planning Document (ENA) with Primestor Development.

An ENA grants Primestor — one of four applicants who submitted proposals for Metro’s RFP to develop the Mariachi Plaza parcels — the space to further develop their plans, work out the terms of a Joint Development Agreement (JDA), work out ground leases with Metro, and pull together the appropriate construction documents.

According to Metro, Primestor won out over the other applicants because of their track record with financing, commitment to job creation, “well-conceived proposal,” “attractive, transit-oriented design,” and expanded development footprint, made possible by their decision to “partner” with a neighboring property owner.

The new footprint of the plaza project. The green represents private property Primestor would acquire. Source: Metro

The expanded footprint of the plaza project. The green represents private property Primestor would acquire. Source: Metro

Specifically, that means that the buildings now housing J&F Ice Cream, Santa Cecilia restaurant, and Libros Schmibros (in green, above) will be turned into “retail and commercial office space that could provide a combination of food and beverage retail opportunities [and] a fitness center.”

The vacant lot at Bailey (the grey square below, at right) will be converted into an 8-story office building with 6 floors (528 spaces) of parking and 2 floors of medical offices, helping address the spillover demand for medical services from White Memorial Hospital (which sits across the street from the lot).

Together, the two buildings would provide 120,570 square feet of commercial space and be called “La Plaza del Mariachi.”

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Mariachi Plaza, is that you? An 8-story structure at Bailey (the grey square) will boast 6 floors of parking and 2 of medical offices. A 3-story fitness center and retail space could crowd the western end of the plaza. (Source: Metro presentation)

If that design comes as a surprise to you, either because of the notion that six stories’ worth of parking falls under the definition of “transit-oriented design,” because retail space appears to be built on the plaza itself, or because the murals that speak to the culture and history of the area and help define the space would be forever lost, you are not alone. Read more…

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More Housing, Less Sprawl: Tackling Los Angeles’ Affordable Housing Crisis through Smart Growth

It is no secret that Southern California is currently facing one of the worst housing crises it has faced in more than half a century.

Eric Garcetti is a long-time believer in density built around transit. Photo:##http://endinggridlock.org/blog/congratulations-to-las-next-mayor-eric-garcetti##Angelenos Against Gridlock##

Eric Garcetti is a long-time believer in density built around transit. Photo:Angelenos Against Gridlock

That’s the point Los Angeles Mayor Eric Garcetti drove home Wednesday at the Los Angeles Business Council’s annual Mayoral Housing, Transportation, and Jobs summit.

While it isn’t a revelation to most that it’s getting harder and harder to be poor or even middle class and afford to live in Los Angeles County – especially in westside cities like Santa Monica – it was refreshing to hear Garcetti address the root cause of this crisis: a lack of new housing being built.

But even more refreshing was to hear Garcetti, who currently chairs Metro’s Board of Directors, talk about making sure new housing – especially units affordable to low and middle-income residents – gets built next to the region’s expanding transit system.

At the summit, Garcetti announced his plan to increase L.A.’s housing stock by 100,000 new units by 2021. At the same time, he announced his intention to bring a motion before the Metro board to “analyze affordable housing preservation and construction around our transit system, from using MTA-owned land and targeting transit-pass programs.”

Does that mean we may see some of those sprawling surface parking lots redeveloped into places where middle- and low-income residents – many of whom rely on public transit for their daily commute – can live?

Studies have shown that lower-income residents will leave their cars at home 50 percent more often than wealthier residents if they live within a quarter mile of reliable public transit.

Placing affordable housing near transit is a major tool in combating these issues, which is one reason why State Senator Darryl Steinberg fought for a generous portion of the California’s cap-and-trade money to be used to subsidize transit-oriented development.

The reality is, Garcetti said, that without growth, especially near transit, the region’s problems will only get worse. While the housing crisis may be evocative of the post-war era, regional leaders seem to realize that sprawl – the answer to our mid-century housing crisis – is not the answer today. (In case you didn’t already realize it, sprawl is really bad for people, the environment, and the economy.) Read more…

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Portland Suburb: To Fight Climate Change, Expand Highways!

Is more of this the way to beat congestion in the Portland region? Photo: Bike Portland

Is more of this the way to reduce carbon emissions in the Portland region? Photo: Bike Portland

Clackamas County, outside of Portland, has some opinions about the region’s plan to address climate change. According to Michael Andersen at Bike Portland, county commissioners have drafted a letter to regional planners saying the right way to control carbon emissions is to build more highways.

Scratching your head? Well, the misguided belief that building more roads reduces congestion, and thus emissions, is still deeply entrenched in American transportation bureaucracies.

Clackamas County wants more roads to be included in the climate plan from Metro, Portland’s regional planning agency. But get this — Metro’s plan already has a lot of road work in the name of reducing emissions, Andersen reports:

Metro’s draft version of that plan (PDF) calls for the region to dedicate 58 percent of related funding over the next 20 years — about $20 billion — to roads, even though the report says that “adding lane miles to relieve congestion … will not solve congestion on its own.”

Metro’s draft plan calls for $12.4 billion to be spent on transit, which it rates as enough to achieve a 16 to 20 percent cut in per-capita carbon emissions. The plan calls for $2 billion to go to improving biking and walking, which it rates as enough for a 3 to 6 percent reduction.

Read more…

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Confirmed: Sprawl and Bad Transit Increase Unemployment

Since the 1960s and the earliest days of job sprawl, the theory of “spatial mismatch” — that low-income communities experience higher unemployment because they are isolated from employment centers – has shaped the way people think about urban form and social equity.

But it’s also been challenged. The research that supporting spatial mismatch has suffered from some nagging flaws. For example, many studies focused on job access within a single metropolitan area, so it wasn’t clear if the findings were universal. Other studies looked only at linear distance between jobs and low-income residents, not actual commute times. In addition, researchers including Harvard economist Ed Glaeser have argued that it’s difficult to determine whether neighborhood inaccessibility causes higher unemployment, or whether disconnected areas attract more people who have trouble finding work.

A new study [PDF] from researchers at the U.S. Census Bureau, the Comptroller of the Currency, and Harvard University, however, addresses those shortcomings and confirms the original theory of spatial mismatch: Geographic barriers to employment — sprawl, suburban zoning, poor transit – do indeed depress employment levels.

Read more…

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Leimert Park People St. Plaza Set for Soft Opening at December CicLAvia

Detail of People St. Plaza plan and the Sankhofa symbol -- one of many designs that stakeholders hope to use to fill the polka dots that will grace the plaza. Plaza design: Kendall Planning + Design

The People St. Plaza plan for 43rd Pl in Leimert Park and the Sankofa symbol — one of many designs that stakeholders hope to use to fill the polka dots that will grace the plaza. The Metro station for the Crenshaw Line will be just a few hundred feet away. Plaza design: Kendall Planning + Design (click to enlarge)

On my way to a meeting of the Leimert Park Village stakeholders at the Vision Theater a few weeks ago, I poked my head into the art space known as the KAOS Network looking for founder and artist Ben Caldwell.

I found him huddled around a table with Sherri Franklin, the founder of Urban Design Center, and Alison Kendall, Principal Architect at Kendall Planning + Design (both of whom worked on the project pro-bono), finalizing the designs for Leimert Park’s People St. plaza project to be implemented at 43rd Pl. between Leimert Park Bl. and Degnan.

As Kendall and Franklin discussed the color scheme and the type and placement of street furniture and foliage around the perimeter, Caldwell scrolled through images of symbols that they hoped to use to fill in the polka dots that would grace the plaza. It was coming down to the wire, Kendall said, as she flipped through the pages of the plan. They needed to get their design specifications in to LADOT for approval so that the plaza would be ready in time for a soft opening at CicLAvia on December 7.

Watching them go back and forth over which elements would fit within LADOT’s standard kit offerings provided a hint of the effort it had taken to pull the proposal together.

Stakeholders had first needed to find a “community partner” (in this case, the Institute for Maximum Human Potential) who could provide insurance for the plaza, aid with the design, and take responsibility for the financing, maintenance, and programming around the project. Then they needed to gather signatures and letters of support, pull together a budget and list of potential plaza-centric activities, and design the space in a way that felt organic to the community but fit within the standard options that LADOT was offering (see more about the development of the project and the Thought Leadership Team here).

While they had embraced the idea of putting together a People St. project, they had been adamant that they wanted it to reflect the character and culture of the community. It also had to fit into their “20/20 Vision” — the longer-term strategy for the future named, in part, for the year the Leimert Park station of the Crenshaw Line is expected to open. Read more…

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Don’t Believe the Headlines: Bike Boom Has Been Fantastic for Bike Safety

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The Governors Highway Safety Association released a report Monday that, the organization claimed, showed that the ongoing surge in American biking has increased bike fatalities.

Transportation reporters around the country swung into action.

“Fatal bicycle crashes on the rise, new study shows,” said the Des Moines Register headline.

“Cycling is increasing and that may be reflected by an increase in fatal crashes,” wrote NJ.com.

“Bike riding, particularly among urban commuters, is up, and the trend has led to a 16 percent increase in cyclist fatalities nationwide,” reported the Washington Post.

Bike fatalities are a serious problem that needs to be tackled. The United States has dramatically higher rates of injury and death on bikes than other rich countries, and it would be appropriate for GHSA, an umbrella organization of state departments of transportation, to issue an urgent call to action to make biking safer. So it’s especially troubling that the main thrust of this report is complete baloney.

Read more…

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Is the U.S. Ready for Seniors Who Want to Stop Driving?

A recent New York Times article urged baby boomers preparing for retirement to consider their future transportation needs. The average American woman is living 10 years beyond the point when she is physically able to drive, and the average man is living seven years longer, the Times reported.

Why is it so hard to create senior housing in walkable locations? Photo: Brett VA via Flickr

It’s time to plan for seniors who want walkable housing. Photo: Brett VA via Flickr

But as important and practical as it is for older Americans to seek housing in walkable, transit friendly locations, it’s not always easy. The article featured a couple in San Diego who were considering a cross-country move to find the right mix of amenities.

Dave Alden has been digging into walkable senior housing at Network blog Vibrant Bay Area. Today he offers an example of one development that fell through. The 200-unit project, planned for “an attractive parcel of land, near a viable and active downtown,” was to include a walkable boulevard, with development costs shared by the local government.

I thought the proposal was exceptional. The city appeared to agree and offered to help facilitate the project. First, they agreed to help secure the land rights for the boulevard, some of which were still privately held. Second, in exchange for a concession by the developer on a related land-use issue, they agreed to an expedited entitlement process as permitted under state law.

And then, it all came unwound. After a year of delay, and long after the developer’s concession had been banked, the city withdrew their promise of expedited entitlement.

After an unexpected staff shakeup, the city ceased assisting with land acquisition for the boulevard. Relieved of the city’s jawboning, one property owner promptly increased his asking price by a factor of fifty. The land was never acquired.

Read more…