Many participants voiced their concern with the Vehicle-Enhanced Network (VEN) and the potential safety and traffic issues that may result from these enhancements. However, the VEN will not act as an exclusive roadway for vehicles; just as all the other networks are not exclusive streets for a particular mode. The three networks and pedestrian districts will create a layered network of complete streets that provide more choices and opportunities for all users. The Mobility Element update plans for the next 25 years of the City’s transportation systems and is the framework by which the City’s roadways can be transformed and reimagined.

We also received comments about streets that should be included or taken out of the proposed networks, concerns about the extent of enhancements proposed along busy corridors, and the potential impacts to existing uses and the environment. All these issues will be analyzed and addressed in the draft document and EIR.

Thank you for participating in our scoping meetings and for submitting comments about the environmental analysis and EIR. Your input continues to play a critical role in shaping the Mobility Element and the proposed networks. We’ll be releasing another version of the maps after the comments come in. Remember, the comment period has been informally extended until June 5^th for the general public, but the sooner the better. You can mail or email your comments to:

My La
Department of City Planning
200 N. Spring Street
Room 667, MS 395
Los Angeles, CA 90012
My.La@lacity.org

We encourage you to check our blog for more updates on the project and future events.

Attendees visit stations to ask questions and submit comments.

Click on the link below for each meeting:

April 22, 2013 | Monday, April 22, 2013 | 5:30 PM – 7:30 PM
http://www.joingotomeeting.com
MeetingID: 611-773-607

The webcam will be activated at the start of each scoping meeting at 5:30pm and stream live until 7:30 PM. During the scoping meeting, you can submit questions or comments using the comment/chat feature on the GoToMeeting site.

Download the agenda, presentation, and other meeting materials (boards, handouts) here before the meeting. In addition, a recorded video of the presentation will be posted in our next blog post for anyone to view at anytime.

Watch our presentation in the Valley
April 16, 2013 | Tuesday, April 16, 2013 
*please allow the video to load after pressing play (works best using Internet Explorer).

Valley Area
April 16, 2013 | 5:30-7:30 PM
North Hollywood Regional Library
5211 Tujunga Avenue
North Hollywood, CA 91601

Central Area
April 22, 2013 | 5:30-7:30 PM
Caltrans District Building, RM 01.040 A&B
100 S. Main Street
Los Angeles, CA 90012

The meeting locations posted on the project website (la2b.org), Calendar of Events, and email correspondences reflect the correct meeting dates. Only the NOP document had been printed with a typographical error and has since been corrected. We apologize for any confusion or inconvenience this error may have caused.

To download the corrected NOP please visit our Documents page.

As outlined in the Notice of Preparation (NOP), the EIR will address the following issues: air quality, acquisitions and displacement, land use and planning, noise and vibration, safety and security, and traffic and parking.

The EIR for the Mobility Element Update will address all modes of circulation on the City’s street network; the primary tasks include the following:

- Policies and programs for the goals and objectives of the Mobility Element;
- An Enhanced Complete Street System consisting of:

• Pedestrian-Enhanced Districts
• Bicycle-Enhanced Network
• Transit-Enhanced Network
• Vehicle-Enhanced Network

-  Guidelines and Street Standards
-  Performance measurement tools
-  Implementation Strategy
-  Maintenance of existing truck routes and scenic highways

*For more information, please see the Notice of Preparation (NOP) of an Environmental Impact Report (EIR) and proposed network maps in out Documents page.

EIR scoping meeting flyer

What is a scoping meeting?

CEQA outlines several key milestones in the environmental review process and the first step is to issue an NOP and hold a scoping meeting.  The meeting itself is an opportunity for the Lead Agency to hear your thoughts about what alternatives and environmental impacts should be studied for the EIR. Keep in mind the meeting will not address detailed information about the project but will provide a platform for the public to submit comments. The Mobility Element Team encourages the public to weigh in on the preparation of the EIR, but remember to provide comments on the scope, content and specificity of the environmental report.

We will be hosting two scoping meetings (in the Valley and Central City) to provide a brief presentation of the projects to be addressed in the EIR and receive comments from the public. If you are unable to attend either meeting, you can submit your written comments to:

My La
Department of City Planning
200 N. Spring Street
Room 667, MS 395
Los Angeles, CA 90012
Phone: (213) 978-1194
Email: my.la@lacity.org

Meeting Information:

Valley Area
April 16, 2013 | 5:30-7:30 PM
North Hollywood Regional Library
5211 Tujunga Avenue
North Hollywood, CA 91601

Central Area
April 22, 2013 | 5:30-7:300 PM
Caltrans District 7 Building, Rm 01.040 A & B
100 S. Main St.
Los Angeles, CA 90012

Currently, there are four elements being updated:

• The Land Use Element (which is divided into 35 community plans) provides specific policies and strategies aimed at creating healthier, economically viable, and more livable neighborhoods. Currently, community plans for the following areas are being updated: Granada Hills-Knollwood, Sylmar, Boyle Heights, South Los Angeles, Southeast Los Angeles, West Adams-Baldwin Hills-Leimert, and San Pedro.

• The Mobility Element lays the policy foundation for safe, accessible, and enjoyable streets for pedestrians, bicyclists, transit riders, and cars.

• The Housing Element strives to create sustainable, mixed-income communities, while also meeting the existing and projected housing needs of all economic segments of the community.

• The Health & Wellness Chapter of the Framework Element promotes physical activity and healthy eating into daily life and employment activities.

*Download our Summary of the General Plan Elements – Information Guide (PDF)

Add our calendar or check the dates below to find a public meeting in your area:

Harbor Alliance of Neighborhood Councils (HANC)
April 3, 2013 (Wednesday) 6:30 PM
Kaiser Permanente Way Harbor City Community Outreach Portables
25965 Normandie Ave.
Harbor City, CA 90025

Los Angeles Neighborhood Council Coalition (LANCC)
April 6, 2013 (Saturday) 10:00 AM
6501 Fountain Ave.
Hollywood, CA 90028

Central City Association (CCA)
April 11, 2013 (Thursday) 8:00AM
626 Wilshire Boulevard, Suite 200
Los Angeles, CA 90017

Valley Alliance of Neighborhoods (VANC)
April 11, 2013 (Thursday) 6:30 PM
Sherman Oaks Hospital
4929 Van Nuys Blvd.
Los Angeles, CA 91403

PlanCheck Neighborhood Councils
April 13, 2013 (Saturday) 10:00 AM
Hollywood Constituent Center
6501 Fountain
Hollywood, CA 90028

South Los Angeles Alliance of Neighborhood Councils (SLAANC)
April 18, 2013 (Thursday) 6:30 PM
Community Health Council
3731 Stocker Suite 201
Los Angeles, CA 90008

Westside Regional Alliance of Councils (WRAC)
April 17, 2013 (Wednesday) 8:00 AM
Jerry’s Deli
10925 Weyburn Avenue
Westwood, Ca 90024

Northeast LA Alliance of Neighborhood Councils
time/date: TBD
Glassell Park Community & Senior Center
Large Assembly Room
3750 N. Verdugo Rd
Los Angeles, CA 90065

Your input is a critical component to the ongoing discussion of rethinking the City’s transportation future. Please continue to submit your comments about the proposed Transit-Enhanced and Bike-Enhanced Networks by visiting our online town hall, ideas.la2b.org, and join the conversation about LA’s future transportation networks. You only have 4 days left to take the survey and comment!

The Mobility Element Team is currently preparing to release the Notice of Preparation (NOP) of an Environmental Impact Report (EIR) for the Mobility Element Update. So, stay tuned for more information about the upcoming EIR Scoping Meetings!

Don’t forget to check out our new Calendar of Events for future meetings and events.

The main suggestions resulting from the conversation included the following:

• Identify criteria to prioritize the city’s capital projects, operations and maintenance needs.
• Consider ever-growing operations and maintenance needs when determining range and scope of future capital projects.
• Support legislation to reduce voter threshold requirements on transportation and other sales tax initiatives to a simple majority.
• Establish a graduated annual trip fee that will benefit non-auto modes.
• Consider a ballot measure to secure funding for dedicated long-term transportation capital, operations and maintenance needs.
• Establish partnerships and build buy-in from labor groups and other partners.
• Ensure transportation funding and revenue is allocated based on priorities.

The Mobility Element Team is examining how to incorporate the takeaways from the Task Force meeting into our policy document and next steps. However, many of the strategies discussed will require involvement and leadership from partners beyond the City’s departments. It is exciting to see that dialog around our potential next steps is already happening, as demonstrated by the discussion at Move LA’s Fifth Annual Transportation Conversation.

We’d like to hear your thoughts on funding as wells as on the new vision the Mobility Element will set for our future transportation system.  Our proposals for our goals and policies, the Transit-Enhanced Network, ped enhancements, and the Bicycle-Enhanced Network are available on our project site, la2b.org. Tell us your thoughts on our project page, send us a letter, or join the citywide dialog on our online town hall, ideas.la2b.org. 

Funding needs for capital improvements, operations programs, and maintenance projects exist for all modes of transportation on our city streets. Photo credit: LADOT Bike Blog

Our next Mobility Element Task Force Meeting, scheduled for this Friday, January 25, 2013, will focus on sustainable local transportation infrastructure funding strategies. In addition to finding sustainable funding resources for new capital projects, one of the fundamental questions facing the City is how we will fund the ongoing operations and maintenance costs of new and existing improvements.

You may be wondering why we need to discuss local funding sources for transportation when we have regional voter-approved sources, such as Measure R, that are solely dedicated to transportation. We are seeking local sources because regional sources like Measure R fund the regional transportation system. While each jurisdiction receives a local return from the sales tax measure to help fund local programs, this, and other state and federal funding pots available for transportation covers only a fraction of the City’s capital, operations and maintenance needs. Also, state and federal transportation funding almost always require a local match – the more local match, the more attractive the application will be in the competition for scare infrastructure dollars.

While it’s important to identify funding solutions for each of the discrete portions of our transportation system, given the inherent interrelationship between the various transportation components it may ultimately prove more efficient to look at funding transportation improvements in a more holistic manner.  For example, the $3 billion bond measure for street repair exclusively covered the repair of the roadway bed. And while maintaining our existing paved roadway system is critical it would be more productive, for example, to align our roadway paving efforts with broader City objectives for pedestrian improvements as well as implementation of the proposed Transit- and Bicycle-Enhanced Networks. The Mobility Element Update provides an opportunity to have a citywide dialog about how the City can best meet its current and future capital improvements, operations, and maintenance obligations in a holistic and sustainable way.

With presentations from leading voices in local transportation financing solutions, we are aiming to answer the following questions:

Does it make sense for the City to pursue a local sustainable transportation infrastructure funding source?

How should the new source be integrated with potential other local funding options that are currently being discussed – i.e. Street Repair and Safety General Obligation Bond Program and County Mitigation Fee (project based)?

What strategies make the most sense for the City?

What should the funds be used for? (operations, maintenance, capital improvements)

To what extent should this new potential source cover our needs – 20%? 100%?

What are our next steps?

This conversation is intended to be the beginning of a discussion to find sustainable funding solutions for our City’s transportation infrastructure needs. The meeting will take place on Friday, January 25th, from 9:30 AM to noon. If you can’t join us, tune into our blog next week for a summary of the conversation and next steps that will be discussed at Friday’s meeting. Contact Jane Choi at jane.choi@lacity.org or 213-978-1194 for more meeting details.

Click on the image for the full Bicycle-Enhanced Network.

Our outreach participants consistently cited safety concerns as the primary deterrent to bicycling in Los Angeles. Although our city has a climate and topography suited for bicycle trips, many worry about compromising their safety due to high vehicle speeds and the lack of protected bicycle lanes and connecting routes. High vehicle speed is not only a major deterrent for bicyclists of all abilities, but also increases the likelihood of more severe injury or fatality during collisions. 

We want to bring cycle tracks, like the one shown here on New York City’s Ninth Avenue, to Los Angeles. Where should the first one be? Photo Credit: Beyond DC/Streetsblog DC

In order to fulfill our Mobility Element goals and achieve complete streets, we recognize that the City needs to create a network of comfortable, safe on-street bicycle facilities that will reach local and regional destinations for all types of bicyclists. The City’s 2010 Bicycle Plan set the groundwork for creating a bicycle-friendly Los Angeles and improving safety for all roadway users. The update of the Mobility Element provides an opportunity to further identify facilities for implementing buffered or protected bicycle facilities that could encourage Angelenos aged 8 to 80 to cycle to their destinations.

We want to build upon the Backbone and Neighborhood Networks to bring desirable aspects of the Green Network (like buffering from vehicles and exclusive spaces for bikes) to our streets.

We took a stab at a first draft of a more robust bicycle network by building off of the City’s Bicycle Plan. What’s available now for review and discussion is what we’re calling the draft Bicycle-Enhanced Network, a 120-mile subset of the streets on the 2010 Plan’s Backbone and Neighborhood Bikeway Networks. The new bicycle-enhanced streets will work in conjunction with existing paths and lanes to provide a network of bikeways for all types of riders. The rest of the facilities designated on the Networks will be implemented as envisioned by the Plan, but the enhanced streets will receive treatments beyond a regular bicycle lane or shared lane marking (sharrow). The majority of the bicycle-enhanced streets are major streets on the Backbone Network, but in some locations, streets on the Neighborhood Network were chosen as better candidates when there was a conflict with other modes that could not be resolved.

Similarly to the Transit-Enhanced Network, improvements along the Bicycle-Enhanced Network would primarily consist of:

1. Right-of-way infrastructure improvements: Bicycle-Enhanced Network streets may receive treatments within the rights-of-way of major streets to allow for exclusive traveling space for bicyclists. Neighborhood streets that are enhanced may receive traffic diversion treatments, which are not only safer for bicyclists but also achieves traffic calming goals and reduces cut-through traffic. The type of considerations, such as buffered or protected bicycle facilities, will be determined upon further community outreach and analysis.
2. Signal timing infrastructure improvements: Bicycle-Enhanced Network streets may also receive signal timing features that benefit bicyclists, such as bicycle signals, bike detectors, or separate signal phases.
3. End of trip facilities: Regional, community, and neighborhood centers and destinations along the Bicycle-Enhanced Network may receive end-of-trip facilities to improve travel for new and experienced bicyclists. Examples of these facilities include long-term and short-term bicycle parking, showers, lockers, mobility hubs and repair stations.

CANDIDATE STREET SELECTION

The streets of the Bicycle-Enhanced Network were selected based upon the following criteria:

• Connectivity between regional centers and major destinations
• Higher presence of bicyclists through bicycle counts
• Higher presence of collisions involving bicyclists
• Designation within the Backbone or Neighborhood Networks in the 2010 Bicycle Plan.

Sample Enhancements on the Bicycle Enhanced Network:

In addition to standard wayfinding and street markings, the Backbone Network streets selected for enhancements may receive a selection of treatments listed below. These treatments are explained in further detail in the 2010 Bicycle Plan’s Technical Design Handbook (TDH), except where noted. 

• Wide Bicycle Lane with Additional Pavement Markings (9.1 TDH);
• Raised Bicycle Lanes (9.12 TDH);
• Cycle Tracks-Protected Bicycle Lanes (9.13 TDH); or
• Dedicated Bicycle Lane w/Bus Lane (3.5 TDH may be modified to have a curb-adjacent bicycle lane with passenger crossing markings and boarding platform).

In addition, an assortment of additional treatments could include:

• Colored Bicycle Lanes in Conflict Areas (9.6 TDH);
• Colored Bicycle Lanes at Interchanges (9.7 TDH);
• Bicycle Box (9.8 or 9.11 TDH);
• Two Stage Turn Queue Boxes (NACTO).

The Neighborhood Network streets selected for enhancements would be designed to a “Bicycle Friendly Street Level 5” designation, which could include:  

• Mini-roundabouts (4.6 TDH);
• Stop Signs on Cross-Streets (4.7 TDH);
• Curb Bulbouts and High-Visibility Crosswalks (4.8 TDH);
• Diagonal Diverter (4.9 TDH);
• Bicycle Signals at Major Intersection Crossings (4.10 TDH);
• Crossing Islands (4.11 TDH); or
• Bicycle Only Left Turn Pocket (9.4 TDH).

Here’s the complete list of streets we want you to consider. Each corridor is envisioned to provide local and regional connections between neighborhoods. Launch a map of the network here (PDF, Google) and take our survey here.

Corridors

Atwater Village to Downtown, via Fletcher Dr, Glendale Blvd, and Second St

Brentwood to Venice, via San Vicente Blvd and Barrington Ave

Coastal Bike Path to Marina Bike Path, via Washington Blvd

Downtown LA, via Figueroa St & Flower St Couplet, Spring St & Main St Couplet, Seventh St

Hollywood to El Sereno, via Hollywood Blvd, Sunset Blvd, Cesar Chavez Ave, Mission Rd, and Huntington Dr

Hollywood to West Adams, via La Brea Blvd and Redondo Blvd

Los Feliz to Harbor Gateway, via Edgemont Ave, Melrose Ave, Heliotrope Dr, Rosewood Ave, New Hampshire Ave, James M Wood Blvd, Catalina St, San Marino St, Berendo St, Twelfth St, Catalina St, Fifteenth St, Berendo St, Catalina St, Budlong Ave, 36th Pl, Catalina St, Budlong Ave, 60th Pl, Vermont Ave

Mid City Connection, via San Vicente Blvd

Northeast LA, via Colorado Blvd, Figueroa St, Cypress Ave, and Eagle Rock Blvd

Northeast Valley to Sherman Oaks, via Van Nuys Blvd

Sun Valley to North Hollywood, via Lankershim Blvd

Venice to Downtown, via Venice Blvd, 4th Ave, Country Club Drive, St Andrews Pl and Eleventh St

West Adams to Vernon Central, via Rodeo Rd and Martin Luther King, Jr. Blvd

Westchester to South LA, via Manchester Ave

Westwood to West LA, via Westwood Blvd

Menu of crosswalk options from SF Better Streets

Whether walking to the car, bike or bus stop, every trip begins and ends with walking. Acknowledging this, Los Angeles is attempting to shed its reputation as an auto-oriented city to a multi-modal one. Los Angeles celebrated many great strides in 2012 towards improving walkability in the city, including the appointment of two pedestrian coordinators at the Department of Transportation. The recent announcement of the continental crosswalks program is a direct implementation commitment made by the City to improve pedestrian safety. On the advocacy side, Los Angeles Walks, a non-profit organization committed to promoting walking and pedestrian infrastructure, officially re-launched with a new steering committee (check out the organization’s list of top pedestrian achievements in 2012).

These changes signal a stronger commitment by the City and its residents to improve safety for pedestrians and to make walking a more accessible and pleasant transportation option. The City acknowledges that walking in Los Angeles can be dangerous. Recent coverage by the L.A. Weekly on hit-and-run incidents and LA Streetsblog underscores the dangerous conditions faced by pedestrians and other roadway users, and collision data provide more evidence. According to the California Highway Patrol’s 2010 Annual Report of Fatal and Injury Motor Vehicle Traffic Collisions, there were 219 fatal collisions in 2010 in Los Angeles. Of these collisions, 100 (46%) involved pedestrians. Our previous post on safety and collisions gives a ten year overview of pedestrian-related collision rates across the city.

The conditions of our streets that impact pedestrians often discourage people from walking, which in turn discourages transit use and limits opportunities for active transportation. The Federal Highway Administration’s 2010 Conditions and Performance Report found that, nationally, barriers to walking included the perception of too much traffic, not enough street lighting, wide road crossings, as well as concerns regarding crime, the lack of pedestrian infrastructure, or the lack of time. As a citywide policy document, the update of the Mobility Element provides a unique opportunity to put in place new rules and tools to address the aforementioned barriers to improve the walking experience.

The Private and Public Realms

In urban planning and design, space is generally considered in two realms: the public and private. The public realm refers to places that are publicly-owned or accessible, such as streets, parks, plazas, and alleys. This includes privately-owned spaces that are open for public use. The private realm refers to places that limit or prohibit general public access.

The rules that govern the design of the public realm as well as the transitions between the two realms are crucial for a safe and pleasant walking experience. The City influences the design and development of both realms, but has made more progress in standardizing the integration of active transportation components into the design and building of the private realm. The City Planning Commission adopted the Walkability Checklist (2007) and Citywide Urban Design Guidelines (2011) to provide guidance to developers to create more livable, walkable spaces within the private realm and improve transitions between the private and public realms.

Most of the public realm falls under the responsibility of the City; in the past, the focus of the design and development in the public realm, namely our streets, has lacked the details necessary to effectuate a more pleasant experience for active transportation users. The City made progress for bicycle users in adopting the Technical Design Handbook as part of the 2010 Bicycle Plan. However, the City currently does not have a technical design handbook equivalent for people who walk.

We’re considering increasing standard sidewalk minimums from 10 feet to 15 feet.

The Mobility Element update is taking a serious look at improving pedestrian conditions within the public realm. One new policy we are examining is increasing the citywide minimum sidewalk width on arterials from 10 to 15 feet, which will provide safer spaces for walking on our streets. The City’s current Standard Street Dimensions, last adopted in 1999 and 1969 prior to that, holds the right-of-way for pedestrians to 10 feet on our arterial streets (see page 2, footnote 4). The Model Design Manual for Living Streets recommends a minimum width from 12 to 14 feet in mid- to high-density residential, general commercial and mixed use districts, while calling for 16 foot sidewalks in transit-oriented districts. Raising the minimum sidewalk width requirement across the board on arterial streets will not only give more room for walkers, but also allow ample space for pedestrian furniture, trees and other landscaping features. These improvements can increase the physical and psychological comfort for walkers as well as travelers of other modes.

Pedestrian Enhancements versus Pedestrian-Enhanced Network

You may be wondering why we are addressing pedestrian enhancements without talking about a Pedestrian-Enhanced Network. We are pursuing pedestrian improvements citywide rather than a network of enhancements because pedestrians will be better served through more ubiquitous improvements rather than a network on certain, select streets that are enhanced for walking. Also, the network concept works well for other modes that are used to make longer trips than those that are typically made on foot. The needs of walkers and sidewalk users have been integrated into the different components of the Complete Streets Networks (enhancements for transit will and must include enhancements for pedestrians), as well as in our policy language. Some sample draft policies that address walking in the Mobility Element include:

 - considering the safety of school children as a priority over vehicular movement on all streets regardless of highway classifications, especially near schools;

- prioritizing the implementation of bicycling and pedestrian safety improvements around community facilities and locations with a strong presence of pedestrians;

- improving walking conditions and safety on all public rights-of-way; and

- considering walking as a component of all other transportation modes and ensure high-quality pedestrian access in all site planning and public roadway improvements.

Through policy interventions and subsequent improvements in regulating the design of the public realm, Los Angeles can move forward to becoming a more multi-modal city that offers safe and comfortable transportation choices for all Angelenos.

What are your thoughts about pedestrian enhancements in Los Angeles? Give us your feedback here, or on our Online Town Hall, ideas.la2b.org.