The victim, identified only as a man who appeared to be approximately 60-years old, was riding north when he was struck by the southbound motorist near Centinela and Mitchell Ave, after allegedly riding into oncoming traffic.
He died after being taken to a nearby hospital.
The driver remained at the scene.
Unfortunately, there’s no explanation of what was meant by “riding…into oncoming traffic.” It’s possible he was on the wrong side of the street, or he could have simply been turning or trying to cross from one side to the other.
There’s also no word on whether there were any independent witnesses who saw him ride into traffic, aside from the driver who killed him.
This is at least the 66th bicycling fatality in Southern California this year, and the 20th that I’m aware of in Los Angeles County; it’s also the tenth in the City of Los Angeles.
I’m also aware of two other Southern California bicycling deaths in the last week while I’ve been under the weather; I’ll try to catch up on those later Monday.
My deepest sympathy and prayers for the victim and his loved ones.
Today, our officers conducted an investigation at the homeless encampment @ Inglewood/90 fwy. They identified: 1 stolen moped, 1 stolen motorcycle and 1 stolen bicycle. A person was arrested for Receiving Stolen Property.
The war on cars may be a myth, but the war on bikes just keeps on going.
This is who share the road with.
I was slapped by a driver when I questioned his use of the bike lane. To be fair, he did say "i will slap you if you say one more word". I said "one more word" 🙂 @BadDrivingBmore md:2ej1363 pic.twitter.com/HmKo8AUnoS
Seriously? Virginia considers a wrong-headed plan to ban bikes from in front of the state capitol, forcing crosstown riders to dismount and walk for several blocks, all because a state official has “occasionally seen near-collisions” between people walking and riding bikes in the area. It’s like every collision or near miss inevitably gets blamed on the people on bicycles, as if pedestrians never step out without looking.
London’s mayor warns of major transportation cuts, including cutting back on bike lanes and pausing the city’s Vision Zero program, as the city’s transportation department faces a budget hole equivalent to $1.7 billion.
Instead of finding support for their carbon-free travel, cyclists in some communities face unsafe and unjust conditions. In East Los Angeles, only 1% of streets have bike lanes, meaning cyclists are expected to navigate crowded and often poorly maintained streets. Of course people are going to ride on the sidewalk, even if it’s prohibited, because it’s safer.
Yet that rational decision makes cyclists a target for law enforcement. Nearly a quarter of bike stops in East L.A. were for sidewalk violations, The Times reported. In Lynwood, where there are no bike lanes at all, sidewalk violations account for 16% of stops. In West Hollywood, which is predominantly white, more streets have bike lanes and the city allows bicyclists to ride on the sidewalk in areas with no bike lanes. Less than 1% of bike stops were initiated because of sidewalk violations.
And somehow managed, against all odds, to get them all back.
Never mind that the LAPD told her they don’t bother to look for stolen bikes.
Or the Catch-22 clownshow below when he tried to report the theft to the cops.
Weitz had tried to file a police report online. Because his garage was broken into, he was told, he would have to file in person. But his local LAPD outpost in West Los Angeles is not allowing walk-ins because of COVID-19. So he went to the Pacific Division station on Culver Boulevard but was told he had to file it in West L.A.
“My local lead officer said he would get in touch after I file my police report,” said Weitz, “but I can’t file my police report, so he can’t call.”
The well-connected son of prominent local sheep and goat breeders faces six counts of aggravated assault with a deadly weapon, after initially being allowed to walk free when mommy and daddy reportedly showed up at the crash site.
Meanwhile, the Santa Rosa woman injured in the other recent Texas crash, where a pickup driver ran down three people on a cross-country bike tour and killed a Massachusetts man, is still waiting to fly home.
More proof that bike lanes are more efficient than regular traffic lanes. Regardless of drivers who claim no one ever uses them.
A bike-lane moved 2.5X as many people as a regular traffic lane in a @TFL study, & given that they are half the width, the study concluded that bike-lanes are 5X as efficient as vehicle traffic lanes. HT @urbanthoughts11
The driver was reportedly traveling at least 75 mph — over twice the legal speed limit — while swerving around cars and onto the wrong side of the roadway in the moments leading up to the crash, and just missing a woman riding her bike.
The scooter rider, who has not been publicly identified, wasn’t so lucky; two other people were hospitalized with serious injuries.
Fortunately, the newly reopened restaurant hadn’t begun its lunch service yet, or the situation could have been much worse.
This is exactly the problem many people have been warning against for weeks, myself included, as Los Angeles has failed to take any significant action to slow traffic on streets lightened by the coronavirus pandemic.
While traffic has seen a significant uptick in recent weeks, there still aren’t enough vehicles on the streets to slow people who can’t seem to keep their foot off the gas pedal.
Other cities around the world have taken advantage of the lighter traffic to reduce road capacity, carving out additional space to walk or ride bikes in an effort to slow traffic and provide safe alternatives to driving.
Yet LA has done nothing more significant than change the timing of some traffic lights.
Now an innocent person is dead because of it.
Thanks to John Damman for the heads-up.
Speaking of who we share the roads with, an Eagle Rock driver can’t seem to grasp the concept of Slow Streets.
Or maybe just that they don’t belong to people in cars.
Driver in gold sedan honked and shouted “not a bike zone, I called the city about this!” before forcing their way through. The success of Slow Streets shouldn’t be measured by angry, misinformed people that call the city but instead by the happy families using the street. pic.twitter.com/alo8nMPVw8
They may be responsible for similar attacks in Culver City and Marina del Rey.
Anyone with information is urged to call the Sexual Assault Section at LAPD’s Operation West Bureau, 213/473-0447.
Because no one should have to put up with this crap.
Plus ça change, plus c’est la même chose.
Patrick Pascal forwards a series of photos showing that the more things change, the more they stay the same on DTLA’s 7th Street, where the newly protected and buffered bike lanes are still nothing more than parking lanes for Downtown’s entitled drivers.
Photos by Patrick Pascal.
He also notes that the cop shown here spends a lot of time on the street. But never seems to ticket anyone on four wheels.
A new video prepared for the NACTO’s Bike Share and Cities for Cycling Roundtable talks with disabled people to show they ride bikes, too — and need to be taken into account when infrastructure plans are considered.
Frequent BikinginLA contributor Megan Lynch is one of the riders they talk with; you’ll find her around the three-minute mark.
She stresses that, in addition to her comments in the video, bike parking needs to accommodate less traditional bicycle designs used by handicapped riders, including recumbents, ebikes and adaptive bikes.
Gravel Bike California offers a video guide to one of the best climbs in Los Angeles.
Thanks to CiclaValley’s Zachary Rynew for the link.
Police in New Jersey’s Long Beach remind residents and visitors that traffic safety is a shared responsibility. Which is true, unfortunately, since no one can seem to get the people in the big, deadly machines to behave.
And that we only want those poor motorists to suffer.
Somehow, he professes to know that anyone who complains about “white, rich, noncaring (sic) motorists” are themselves very rich and use their cars more than most. And are white, though he says that shouldn’t matter.
Which begs the question of how he managed to check the bank accounts of everyone on the other side of the debate. Let alone their odometers.
Or why he brought up race if it doesn’t matter.
On the other hand, he does get a few things right.
1) Transportation isn’t social engineering, but rather a search for a better way (or ways) to get from Point A to Point B.
2) Ideology and wishful thinking have no business being prioritized over engineering when it comes to the laws of physics, environmental science, and safety.
Which, oddly, is exactly the opposite of the approach he’s previously taken in criticizing city engineers and planners who he disagree with, based on his extensive knowledge of, uh, dermatology.
He’s also right about this.
3) Being pro-train, pro-bus, pro-van/carpool, pro-bicycle or pro-pedestrian is NOT the same as being anti-motorist…and vice versa. We should all have reasonable access to all forms of transportation.
This from someone who’s fought for two years to have the protected bike lanes on Venice Blvd through Mar Vista removed, and the street restored to six lanes.
Apparently, reasonable access means drivers get as much space as they want, and people on bikes get whatever’s left. And anyone on foot would have to return to scrambling to cross a raging six lane river of cars — including the elderly who formerly struggled to get across.
He goes on to complain about road diets affecting emergency response times. Yet average response times for the Mar Vista fire station, which is right next to the road diet on Venice Blvd, averages just 30 seconds more than the citywide average.
Granted, every second counts. But that hardly seems like the emergency apocalypse opponents make it out to be
Finally, there’s this odd statement.
5) We didn’t, as a community, fight and pay for the Expo Line and other lines only to have service drop–we’ve proudly paid a heap of money for better rail transit, and we deserve nothing but the best for our blood, sweat, tears, and money). And we definitely didn’t pay for bike lanes to be implemented OVER bus and rail projects and service, only as a nice and necessary supplement.
Can anyone seriously make the claim that bike lanes, in Mar Vista or anywhere else, had anything to do with the highly unpopular service cut on the Expo Line, which have affected train users with bicycles as much as anyone else?
And to the best of my knowledge, there were never any plans for bus lanes on Venice — or anywhere else where bike lanes took precedence over bus lanes. Which the NIMBYs and entitled drivers would probably fight just like they’ve fought bike lanes.
The man whose dogs killed a nine-year old Detroit girl as she rode her bicycle near her home will face a 2nd degree murder charge, as well as charges of involuntary manslaughter and having dangerous animals causing death.
Unfortunately, his op-ed reads like a work of fiction, as well.
He starts innocently enough, telling the tale of a 65-year old woman who broke her leg falling on the sidewalk in Mar Vista, suffering a compound fracture. And says it took the fire department paramedics ten minutes to get there, even though the station was just five blocks away.
But in which direction, he doesn’t say.
Yet somehow extrapolates that to blame the road diet on Venice Blvd — and every road diet everywhere else — and Vision Zero in general.
Los Angeles, like cities nationwide, is transforming its streets. In July 2017 the city installed a “road diet” on a 0.8-mile stretch of Venice Boulevard in Mar Vista, reducing four lanes to two and adding bike lanes separated from traffic by parking buffers. The project is part of Mayor Eric Garcetti’s Vision Zero initiative, which aims to eliminate traffic fatalities in the city by 2025. Launched in 2015, Vision Zero is the most radical transformation of how people move through Los Angeles since the dawn of the freeway era 75 years ago.
By almost any metric it’s been a disaster. Pedestrian deaths have nearly doubled, from 74 in 2015 to 135 in 2017, the last year for which data are available. After years of improvement, Los Angeles again has the world’s worst traffic, according to the transportation research firm Inrix. Miles of vehicles idling in gridlock have reduced air quality to 1980s levels.
In fact, Vision Zero in Los Angeles was just vaporware until the Vision Zero Action Plan was released in January, 2017 — two years after community groups began work on a Complete Streets makeover of Venice Blvd, and the same year the Mar Vista Great Streets project was installed.
Never mind that the road diet on Venice reduced it from a massive six lanes to a more manageable four, to reduce crossing distances to improve safety for pedestrians and increase livability.
Not two lanes, as LeGras inexplicably claimed.
Then there’s the claim that pedestrian deaths spiked in 2017, two years after Mayor Garcetti announced the Vision Zero program.
But somehow, before any significant work had been done on Vision Zero, because the action plan, and the High Injury Network it’s based upon, weren’t even released until that year.
Not to mention that none of those pedestrians were killed on streets where Vision Zero improvements had already been installed. So rather than being the fault of Vision Zero in some vague, unidentified way, they can be blamed on the dangerous, deadly LA streets that Vision Zero is intended to fix.
Which is about like blaming the vet because your cat got pregnant after he fixed your dog.
And don’t get me started on LeGras’ laughable implication that Vision Zero is somehow responsible for LA’s worsening traffic and air pollution.
Traffic is bad on streets throughout the LA area, including the other 85 or so other cities in LA County that don’t have Vision Zero programs. Let alone on the streets that haven’t seen any Vision Zero improvements at all. Which is most of them.
Oddly, traffic also sucks on most, if not all, LA-area freeways, which have yet to see a single bike lane or road diet.
The reason LA traffic is getting worse is a population that’s growing by an estimated 50,000 a year, with most of the new arrivals bringing cars with them, or buying one as soon as they get here.
Along with countless kids who receive or buy a car as soon as they’re old enough to drive, resulting in four or five cars cramming the driveways of many family homes. When they’re not out helping to cram the streets.
During the 2017 La Tuna Fire, the biggest in Los Angeles in half a century, a road diet on Foothill Boulevard the in Sunland-Tujunga neighborhood bottlenecked evacuations. After the fire a neighborhood association voted to go off the road diet. The city ignored the request and instead added another one to La Tuna Canyon Road.
It’s noble to want to make America’s streets as safe as they can be. But government officials shouldn’t impose projects on communities that don’t work, inconvenience residents, hurt businesses and impede emergency responders in the process.
As for impeding emergency responders, let’s go back to that 65-year old Mar Vista woman with the broken leg.
A ten minute response time in any emergency should be unacceptable. But countless things can take place to delay emergency responders that have nothing to do with road diets.
It took far longer than that for paramedics to arrive when my father-in-law suffered a fatal heart attack. And that was in a residential neighborhood, in the afternoon, before Vision Zero and road diets were a gleam in Eric Garcetti’s eye.
Responders can be delayed by the same sort of traffic congestion you’ll find on any other major street in Los Angeles, with or without road diets or any other form of traffic calming or safety improvements.
Never mind motorists who don’t have the sense to pull to the right like the law requires. Which seems to be the majority of LA drivers these days.
Despite the claims of opponents, who seemed to be operating from their own set of alternative facts, the newly configured road has resulted in far fewer serious crashes, while carrying just as much traffic, just as quickly, as it did prior to the new design.
In fact, peak travel times are only 30 seconds slower than before.
But while bicycle counts dropped 16 percent, the number of people walking on the street jumped by a full third over the year before. And Mar Vista business is booming.
So much for the specious claim that no one goes there anymore.
This is what one reader, who forwarded the video to me, had to say.
I’m sure you saw this, but Bonin just sent out a pretty encouraging video on Mar Vista Great Streets.
The 1-year LADOT report is apparently favorable on safety, bike/ped/scooter volumes, and (even) car travel times. (Not sure if the report is out yet.) Seleta Reynolds is recommending that the street configuration (i.e., bike lanes, I think) be made permanent, with Bonin recommending that as well.
They had some big numbers about business activity & business openings being *way* up year-on-year. (My take is this probably has more to do with the macroeconomy than the bike lanes, but it at least proves that bike lanes haven’t “killed” Mar Vista)…
Bonin also announced a bunch of traffic changes to reduce cut-through traffic on the side streets around Venice/Centinela, including some protected left turns and longer right-turn pockets on the arterials, as well as more stop signs on Victoria & Charnock.
I was hoping it’d be an announcement about more protected bike lanes, but after the last couple years, anything that’s not moving backward feels (alas) like a victory.
Unfortunately, the report hasn’t been released, and no word yet on when it will come out. Correction: The report was released the same day as the video; you can read it here. Thanks to Eric B for the heads-up.
And I’m sure whenever it does, opponents will once again deny virtually everything in it, just as they’ve done for the last year since the project was installed. Note: The traffic safety deniers are already hard at work in the comments to the YouTube video.
But maybe, just maybe, we can finally get city officials to start making decisions based on actual facts and real world experience, instead of just listening to whoever screams the loudest.
The LA Timesexamines the practicality of Elon’s Folly, the underground tunnel system he promises will whisk cars at high speeds underneath Los Angeles. Although I’m in favor of anything that would get more cars off the streets, even if that means sending them down into the bowels of the earth.
Bikes are being stolen from an English train station because the bike racks are merely bolted to the ground, allowing thieves to simply remove the bolts and walk off with the still-locked bicycle. Which is why you should never use a rack unless it’s embedded in the concrete.
The group is attempting to halt expansion of the Venice Blvd Great Streets project to Lincoln Blvd, as well as what it says are similar projects on Pico Blvd, Motor Ave and Centinela Ave adopted under the Livable Boulevards Streetscapes Plan recently passed by the city council.
The Venice lawsuit, and others like it that were filed in response to the since reversed road diets in Playa del Rey, point out the desperate need for CEQA reform, which was never intended to block non-polluting bikeway projects, or other efforts to cut smog-belching automobile traffic.
They may like Venice Blvd just the way it used to be.
But the city will never survive if we don’t take steps to provide viable alternatives to driving now.
As well as undoing the damage done to our neighborhoods by decades of auto-centric policies on Venice, and countless other streets through LA.
Today’s common theme is road raging drivers.
Or more precisely, road raging drivers attacking people on bicycles.
In a five-part Twitter story, a Sacramento cyclist records a driver who buzzed him, then pulled over to threaten to cut his throat. Only to discover that the CHP didn’t really care.
Let me introduce you to my new friend Rick. Today he felt it necessary to buzz me at high speed while I was in the bike lane. He kindly stopped to tell me that it was my fault and that he was gonna slit my throat.
And, yeah, he admits that I was in the bike lane. But fuck me anyways for being out on a rural road in the middle of nowhere… with plenty of space for him to pass me safely, and within the law. 3/5 pic.twitter.com/db5NCnrYue
And, I’m disappointed by the response from the @CHP_HQ who have his name and license plate, have him on video admitting he broke the law and threatening me, but said only they would “maybe” contact him “if they had time.”
P.S. I’m documenting here in case Rick kills someone.
Sure, tell us again about those entitled cyclists. California voters appear poised to repeal the state’s recent gas tax increase, imperiling plans to repair the states roads and bridges, as well as funding alternative forms of transportation. Seriously, anyone who votes against the gas tax should be permanently prohibited from ever complaining about bad roads or traffic.
An Irish man visits a crash site to call for safe streets, five years after he was nearly killed when a driver hit his bike while riding to work in Cape Cod, leaving him confined to a wheel chair; his father called the police investigation biased after they concluded his son turned in front of the truck. Which is what police investigations usually conclude when they don’t — or can’t — talk to the victim first.
A South African official warns bike riders to stay off freeways and toll roads that have seen a “dangerous influx of bicycles.” However, given the country’s high rate of violent crime and reports of bike riders being attacked for their bikes and other belongings, it’s understandable that some might prefer to take their chances with high-speed drivers, legally or otherwise.
Improvements to Vision Zero’s High Injury Network would only get a boost to a relatively paltry $37 million. With none of that specifically budgeted for road diets.
And with the way the city council has been cowed by the angry drivers Restore Venice Blvd and Keep LA Moving purport to represent, there’s not much chance of any many road diets getting installed in the near future.
Then there’s her claim that reducing the number of traffic lanes by one-third on Venice has resulted in gridlock, reflected by a nearly one-third drop in vehicles per day.
Yes, according to her, a substantial drop in vehicle in vehicle usage somehow managed to cause the entire street to become so congested that movement in any direction is impossible.
Or maybe she just doesn’t understand what gridlock means.
Never mind that those same six month figures show that average driver speeds remained unchanged from before the road diet. Yet miraculously, drivers still managed to exceed the speed limit, despite being unable to move at all.
But why let a little thing like facts get in the way?
Although I’d seriously like to know what kind of a person quotes herself in her own opinion piece.
Clearly, when you want to get the quote right, you go right to the source.
Unless you are the source, then you can write whatever the hell you want.
A Brooklyn driver gets three to nine years for the drunken, high-speed crash that killed a teenager riding his bike; the driver was at twice the legal limit after drinking all day, and doing 80 miles an hour on a surface street when he hit the victim head on. You have to really fuck up to get nine years behind bars, and make it seem like it’s not enough.
Continuing our Florida traffic safety trifecta, a woman wins her decade-plus fight for red light cameras in the state. Los Angeles cancelled its red light camera program, caving to drivers who claimed it increased the risk of collisions when drivers jammed on their brakes to stop. Because they couldn’t, you know, just drive at a safe speed that would allow them to stop for red lights, or anything.
No bias here, either. A writer for the Press-Telegram says the Long Beach start of the Amgen Tour of California on Sunday ruined Mother’s Day business for local restaurants. Or maybe some local restaurants. Or maybe having the race there was good for business after all. Seriously, there may be a good story about the effect the race had on local businesses, for better or worse, but this wasn’t it.
The project removed a single lane of traffic in each direction, while implementing parking-protected bike lanes and other safety improvements. And resulted in the expected howls of complaints from the Westside’s entitled drivers and traffic safety deniers.
The results so far show that while it hasn’t been the disaster the opponents have claimed, it hasn’t been a rousing success, either. According to Linton, “Overall crashes, injuries, travel times, and even speeding show very little change.”
However, it’s just halfway through the one-year pilot project, so things may continue to improve as people get used to the changes.
Meanwhile, a video from Los Angeles Forward suggests the project may be succeeding in its original goal of creating a small town downtown atmosphere in the long-neglected community.
Caught on video: A bike rider in the UK was seriously injured when a driver fell asleep at the wheel and slammed into him head-on; the dozing driver was sentenced to a year behind bars. Before you click on the link, make sure you really want to see something like that, because you can’t unsee it.