CicLAvia Has 12 “Sadik-Khan” Type Projects for L.A. What Are Yours?

5_7_10_zak.jpgZakaliciousness/Flickr via Copenhagenize

Over at CicLAvia’s blog, Joe Linton, who is no stranger to Streetsblog readers, has an interesting article featuring a dozen "Sadik-Khan"  like projects that could, and should, be done by the city of Los Angeles before next year’s Street Summit.  After her inspiring perfomance at this year’s Summit, NYCDOT Commissioner Janette Sadik-Khan promised to come back next year and see how we’re doing.  To, to the city of L.A. I say, "Tick-tock city!  That’s only ten more months!"

Linton’s project is mostly public plazas and bike lanes, although he does find space to plug regular CicLAvias throughout the city.

I have a different project that I’d like to see the city move on as a pilot program: a separated bike lane on Washington Boulevard in Venice.  The stretch of Washington near the beach and bike paths is some of the most biked area in the city, especially on weekends.  Given that bike lanes already exist in this area, the city could provide extra safety to the scores of occasional riders out to bike to the beach or along the beach bike path by flipping the bike lane and the car parking.  Thus, the parked cars would provide a buffer for the cyclists.  As an added bonus, the bikes would provide a second buffer from cars for the pedestrians visiting the many restaraunts and other shops along Washington.

Do you have a favorite, quick and low cost "Sadik-Khan" project that you’d like the city to try?  Leave it in the comments section.

  • Some excellent ideas from Joe, as always. I think we ultimately need to be working toward not just more bike lanes but a bike network (ditto for the metro system). People need to feel like no matter where they go, there’s a safe bike route nearby.

    What we need is for the city of Los Angeles to hire its own “mobility coordinator”, à la Charlie Gandy. Kick ass, take names, build bike routes. That would do wonders for the region.

  • John

    How about some sharrows on every useful arterial street like Beverly, 3rd, Vermont, La Brea, Santa Monica, Olympic, and Pico?
    Cost would be almost free. Buy the MF’in paint and I can find 100 volunteers to do it for burritos.

  • Brent

    The San Vicente bike lane could stand to be relocated next to the curb, too. For a more ambitious project, I’d like to see the Santa Monica lane (from the 405 to Century City) be placed inside the *protected parking* (!) areas, rather than exposing riders.

  • Anonymous

    The so-called “separated bike lanes” are unlawful in the state of California.

    State law (Streets and Highways Code § 891) requires local agencies that develop or operate bicycle facilities to conform to the minimim safety design criteria established by Caltrans. These critera are set out in the Caltrans Highway Design Manual, and section 1003.2 of the Manual states, in bold print, “Bike lanes shall not be placed between the parking area and the curb,” and explains the reasons for this prohibition.

  • I am willing to bet money that some dastardly Vehicular Cyclist got that code inserted into the Streets and Highways code.

  • Anonymous, wha?!

    890.6. The department, in cooperation with county and city
    governments, shall establish minimum safety design criteria for the
    planning and construction of bikeways and roadways where bicycle
    travel is permitted. The criteria shall include, but not be limited
    to, the design speed of the facility, minimum widths and clearances,
    grade, radius of curvature, pavement surface, actuation of automatic
    traffic control devices, drainage, and general safety. The criteria
    shall be updated biennially, or more often, as needed.

    890.8. The department shall establish uniform specifications and
    symbols for signs, markers, and traffic control devices to designate
    bikeways, regulate traffic, improve safety and convenience for
    bicyclists, and alert pedestrians and motorists of the presence of
    bicyclists on bikeways and on roadways where bicycle travel is

    891. All city, county, regional, and other local agencies
    responsible for the development or operation of bikeways or roadways
    where bicycle travel is permitted shall utilize all minimum safety
    design criteria and uniform specifications and symbols for signs,
    markers, and traffic control devices established pursuant to Sections
    890.6 and 890.8.


  • Anonymous, I call bullshit on your claim about on-street bike lanes/bikeways that are in between the curb and parked cars. Show me the code. I just ran through a bunch of state law and the CA MUTCD for 2010 and I cannot find the section you are referring to. Chapter and verse, please.

  • Even if “Bike Lanes” are prohibited in this space (i.e. a Class II lane) a Class I bikeway can still be built between parked cars and the curb, no? I cannot find anything to preclude this from happening other than a lot of intersections with motorized traffic cutting into the protected Class I bikeway.

  • Anonymous

    The Caltrans Highway Design Manual is published on their web site:

    The section I quoted from above is in this PDF file:

    Regarding Class I bikeways to the right of parked cars, I doubt that the requirements in HDM 1003.1 for minimum width and clearance from obstructions could be met, and in any case, the requirement in 1003.1(5) for 5 feet of separation or a physical barrier would still apply. (Bear in mind that “street” and “highway” are interchangable terms in the Vehicle Code.)

  • I don’t understand why car parking cannot be considered 5′ (or more) or separation or phsyical barrier. If you subtract a car lane, move the bike facility between the curb and parking, I feel that though the spirit of the MUTCD is not being followed, there is enough wiggle room to make it work and not worry about getting sued and losing in court.

  • Joseph E

    Long Beach thinks it is legal to put a bike lane between the parking and the curb. According to the city employees at the Long Beach Bike Fest, a contract has been signed and construction should start in 1 month on parking-separated bike lanes in downtown long beach. Both Broadway and 3rd thru downtown, to Alamitos Ave (where then become two-way), will give the left parking lane to a bike lane, and the parking will be moved over into the current left lane. They had picture and engineering documents displayed at the event.

    If this is illegal, someone needs to tell Long Beach.
    See this news release from a couple weeks ago:

  • roadblock

    oh boyzees the vehicular cycling crowd rears it’s ugly face… wah wah wah it’s not legal it’s not up to code. well the laws and codes here suck because they are biased towards 4000 killing machines. why get all nerded out about laws that are proven time and again to be inherently unjust and unsafe? throw them out and get some that facilitate human power. Go ride the Netherlands “Anonymous” before you flap on. their modeshare and safety record DESTROY any car biased city you will ever reference and there’s nothing you can do to prove it otherwise. Take a vacation and See the mode share see the people who ride see the beautiful communities. It can happen here too. bravo to Long Beach for modernizing the traffic grid and humanizing their city just a bit more every time they think outside the box.

  • (5) Separation Between Bike Paths and Highways.
    A wide separation is recommended between bike paths and adjacent highways (see Figure 1003.1B). Bike paths closer than 5 feet from the edge of the shoulder shall include a physical barrier to prevent bicyclists from encroaching onto the highway. Bike pahts within the clear recovery zone of freeways shall include a physical barrier separation. Suitable barriers could include chain link fences or dense shurbs. Low barriers (e.g. bikes, raised traffic bars) next to a highway are not recommended because bicyclists could fall over them and into oncoming traffic. In instances where there is danger of motorists encroaching into the bike path, a positive barrier (e.g. concrete barrier, steel guardrailing) should be provided. See Index 1003.6 for criteria relative to bike paths carried over highway bridges.

    Bike paths immediately adjacent to streets and highways are not recommended. They should not be considered a substitute for the street, because many bicyclists will find it less convenient to ride on these types of facilities as compared with the streets, particularly for utility trips.

    Anonymous is right and he is wrong. Are there guidelines for a physically separated bike PATH beside a highway or a street?


    Is it recommended?


    Is it legal?


    Frickin’ VC advocates have the state Highway Design Manual spitting their bullshit.


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