BikinginLA

Day 339 of LA’s Vision Zero failure to end traffic deaths by 2025. 

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They get it.

The Washington Post takes a hard-hitting, and heartbreaking, deep dive into the abject failure of Vision Zero in the United States, with a focus on Los Angeles.

And deadly Vista del Mar, aka Deadly del Mar, in particular.

And I do mean heartbreaking.

LOS ANGELES — As the sun set over the Pacific Ocean one Sunday this past spring, Cecilia Milbourne returned from a walk on the beach with her dog, Gucci. To reach her parked Tesla, she had to cross a road that city officials have known for years poses a danger to people on foot.

Eight years ago, as part of a national initiative to stem traffic deaths called Vision Zero, the city shrank the number of lanes on the road, Vista Del Mar, and several connecting streets in the shoreside community just south of Venice. But they restored it to four lanes after an uproar by drivers — among them Octavio Girbau, who railed against a city official in a 2017 Facebook post stating he was stuck on one of those intersecting roads “in the traffic hell you created.”

On March 16, Girbau was driving south on Vista Del Mar as Milbourne was about to cross in a spot with no crosswalk and no sidewalk — just a concrete curb separating her from the moving cars. Girbau bumped another car, lost control and struck Milbourne on the side of the road, sending her flying as his Mercedes flipped onto the beach, according to a police report. Milbourne, 29, a hairdresser and actor who had moved to Los Angeles from Atlanta, was pronounced dead at the scene. Her dog died with her.

Deadly del Mar, to refresh your memory, is where then-Councilmember Mike Bonin ordered a road diet after the city settled with the family of a 16-year old girl killed crossing the roadway from Dockweiler Beach for a whopping $9.5 million.

Just one of the eight people killed on the little four-mile street since 2015.

Then gutless former Mayor Eric Garcetti pulled the rug out from under Bonin by ordering the roadwork ripped out, and restored to its dangerously high-speed previous state, in the face of outraged pass-through commuters, mostly from wealthy Manhattan Beach.

Which effectively marked the death of Vision Zero in Los Angeles.

In addition to pushback from outraged, or even slightly peeved, motorists, WaPo cites too little funding for the death of Vision Zero.

Like the $80 million called for initially in Los Angeles to even put a dent in traffic deaths, which never materialized.

And that has led to endless delays in making the safety improvements the city already knows we needed. Like in Koreatown, for instance.

In some cases, Angelenos have died as planned safety upgrades stalled.

It has been over a decade since the city decided to put a roundabout at the corner of 4th Street and New Hampshire Avenue in Koreatown, a neighborhood where 34 people have been hit by cars and trucks and killed between 2015 and 2023. But there was a dispute between the city and the state over funding, and some objected to the plan to include bike lanes. The roundabout was delayed.

On July 31, Nadir Gavarrete, a 9-year-old, was killed at the intersection while crossing the street on his scooter by a driver in a motor home.

LA guerrilla activists responded by painting their own DIY crosswalk at the intersection days later, working in broad daylight.

Which the city promptly painted over.

Meanwhile, Mayor Karen Bass is busy cutting ribbons at coffee shops, instead of addressing solutions to traffic deaths, which her office says she’s “working on.”

After all, she’s only had three years to come up with something.

Anything.

But back to Deadly del Mar, which Los Angeles is considering for one of the speed cams authorized by a state pilot program passed and signed two years ago.

None of which have yet been installed in the City of Angels, as city leaders continue their usual dithering and obfuscation.

One of the first locations being considered is the spot where Milbourne was killed on Vista Del Mar. This fall, Kevitt and some of his colleagues did their own radar testing on the road. They found that about half of drivers are going above the speed limit during rush hour. In the morning, more than a quarter of cars are going over 50 miles per hour.

Milbourne died near two sets of stairs that lead from the wide expanse of Dockweiler Beach to Vista Del Mar. At the top, there is barely space to stand between the sandy bluff and the road. Cars whip by fast enough to be heard over the sound of planes taking off at Los Angeles International Airport, which sits just east of the beach.

Inevitably, the first response to complaints about speeding drivers is to call for greater enforcement. Except, of course, from the speeding drivers themselves, who fear getting ticketed because they’re unwilling to actually slow down.

But there aren’t enough cops in California, let alone Los Angeles, to patrol every street in LA 24/7. Or even enough to make a difference.

The equation is simple. Lane reductions, aka road diets, slow drivers, sometimes by causing greater congestion at peak hours. But drivers don’t want to slow down, and definitely don’t want to get stuck behind other drivers, blissfully unaware that they themselves are the cause of that congestion.

Not road diets. Not bike lanes.

Not even other drivers.

Even on Deadly del Mar.

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They get it, too.

Velo argues that the reason ebike injuries are up 1800% has little to do with ped-assist bicycles, and everything to do with e-motorbikes.

When a teenager crashes an “e-bike” at dangerous speeds, communities call for sweeping bans. When batteries ignite and cause a fire in apartment buildings, local governments restrict where electric bikes can be charged. And when pedestrians are struck by riders on sidewalks, cities work swiftly to cut riding speeds or discuss implementing licenses.

The problem? Many of these e-bike injuries and incidents can be avoided if only we defined what makes an electric bicycle.

Several of these incidents involve what cycling advocacy group PeopleForBikes calls an ‘e-moto’: electric motorcycles and mopeds sold as “street legal” e-bikes that don’t need a license or registration.

Many – but not all – of these e-motos sell new following standard e-bike Class 1,2, or 3 speed classifications. But with some modifications, they can reach speeds of 30, 40, or even 50 miles per hour, and are causing growing problems nationwide.

The solution, they say — as does People For Bikes — is federal legislation classifying anything with a built-in capability exceeding ebike specifications to “be classified as a motor vehicle, period.”

That’s just the first step.

They also call for requiring more truthful advertising as to what is actually “street legal,” as well as standardizing state laws regulating ebikes, just like bicycling regulations are virtually identical from one state to another.

It’s worth taking a few minutes to read.

Because as long as anything with an electric motor is considered an ebike, regardless of power or speed capabilities, we risk ill-informed crackdowns on, and condemnation of, all of us.

Like this hit piece in the anti-bike New York Post, which says a plan to create a separate lane for ebikes and e-scooters in Central Park is “plain crazy,” once again conflating dangerous e-motos with standard ped-assist ebikes.

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Calbike posted their recent webinar to unveil their new legislative agenda for the coming year, and answered some of the questions they didn’t have time for.

Although a recap would have been nice, for those of us who struggle to find time to sit through an hour-long video this time of year.

So let me know if there’s anything in there about hit-and-runs.

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‘Tis the season.

Raising Cane’s founder Todd Graves donated 500 new bikes to the Boys & Girls Club of Harlem, with Batchelor and Batchelor in Paradise contestant, and season 16 Bachelorette ,Tayshia Adams on hand to help hand them out.

Sixty-two 3rd graders in Fayetteville NC got new bicycles, after telling the assembled that four kids earned one of the new bikes by winning in an essay contest, then announcing that everyone else would take one home, too.

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The war on cars may be a myth, but the war on bikes just keeps on going.

No bias here. Chicago residents complain about new bike lanes causing traffic to overflow onto surrounding streets and alleys — except what’s causing the backup is the construction work to build the bike lanes, not the bike lanes themselves. And a former daily bike commuter says he doesn’t think bike lanes are even necessary, apparently not grasping that bike lanes are for the people who don’t feel comfortable mixing it up with motor vehicles, rather than those who do.

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Local 

The Snake is once again raising it’s seductive, if ultimately ugly, head, reopening six years after the dangerous 2.4-mile winding stretch of Mulholland Highway was closed due to the Woolsey Fire and subsequent mudslides; the road offers one of the area’s most popular bicycling climbs, while also attracting speeding motorcyclists and supercar drivers.

A CicLAvia-style open streets event is coming to East LA next weekend, when about 1.6 miles of City Terrace Drive and Hazard Ave will go carfree for the benefit of pedestrians, bicyclists, joggers and runners. As well as just plain, you know, people.

State

Longstanding Fountain Valley-based ebike maker Pedego has changed hands, and countries, after they were purchased by Chinese intelligent-ebike brand Urtopia.

National

Shockingly, the CEO of People For Bikes considers what the world’s happiest countries all have in common, and discovers the answer is — bikes.

Honda wants to move deliveries out of the traffic lane and into bike lanes, as it unveiled its new e-cargo bike storage locker on wheels; meanwhile, foldie maker Tern’s electric cargo bikes have covered more than one million miles of commercial delivery work in New York City. After all, most drivers would tell you no one is using the bike lanes now, anyway.

If your kid is wearing an Outdoor Master bike helmet purchased from Walmart or Amazon in the past year, get ’em a new one, because the feds have issued a recall notice saying they pose a “risk of serious injury or death.”

You know awareness of traffic safety is growing when lane reductions reach even Sparks, Nevada.

Life is ludicrously cheap in Montana, where a driver walked with a gentle caress on the wrist for killing a seven-year old boy riding his bicycle in a crosswalk, after prosecutors reduced a negligent homicide charge down to misdemeanor careless driving, and he was sentenced to a lousy $1000 fine — which the judge deferred for a year, meaning it could be dropped entirely if he keeps his nose clean.

In news that is equal parts heartwarming and heartbreaking, the family of a 13-year old Huntsville, Alabama boy who was killed by a driver while riding his bicycle have installed a Christmas tree at the roadside memorial marking where he was killed, and asked the public to come place an ornament on it.

International

Road.cc argues that the bicycle industry is not sustainable by design, and they could do their part to save the environment by returning to steel frames instead of carbon fiber, without sacrificing performance.

Toronto is moving to get around the provincial government’s prohibition on removing traffic lanes to build bike lanes by narrowing 12 miles of traffic lanes to make room for them.

A “passionate cyclist” from the UK is suing Lime over a crash that snapped his leg in four places, claiming the rear wheel unexpectedly skidded out when he braked to avoid pedestrians, leaving him with life-changing injuries.

That’s more like it. A British distracted hit-and-run driver got nine years behind bars for killing a bike rider, after swearing he didn’t know he hit anyone and just thought his van’s engine had blown up; he’d avoided a previous driving ban for distracted driving by claiming he needed to drive for his job. Yet another example of keeping a dangerous driver on the road until it’s too late.

More on the new Irish study showing that protected bike lanes don’t slow emergency vehicles.

Bicycles provided by World Bicycle Relief are giving Kenyan farmers a route out of poverty by providing a safe alternative to paying for dangerous motorbike trips to get their produce to market.

Competitive Cycling

Norwegian pro Johannes Staune-Mittet learned the hard way that riding with earbuds isn’t allowed in Spain, even for WorldTour cyclists, when he was fined the equivalent of $116 after cops caught him using them on a training ride.

Finally…

We may stress about LA drivers drifting into bike lanes, but at least we don’t have to worry about who’s going to plow the drifts already in them. Now you, too, could own Tadej Pogačar’s Tour de France bike for the low, low price of 70 grand.

And nothing like getting an admitted doper and multi-time ex-Tour de France champ to narrate a doc about an iconic 130-year old bike brand.

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Be safe, and stay healthy. And get vaccinated, already.

Oh, and fuck Putin.