On Friday, December 16, a press conference took place to welcome the Van Nuys Blvd Great Street project in Pacoima. In attendance were the multiple partners that made this project possible, including: Mayor Eric Garcetti’s Great Streets Initiative; Council District 7; LADOT, Bureau of Street Services; business owners; and community members.
The Van Nuys Great Street is a safety-driven project that addresses a history of high collision rates along the corridor. Van Nuys Blvd is designated as a Vision Zero High Injury Network (HIN) street and is the site of 57 collisions involving injuries to people walking and bicycling since 2011. Studies conducted by LADOT found that 19% of motorists on Van Nuys Blvd speed while driving. The street has been reorganized to improve safety, access and mobility for all road users, especially children and older adults.
The Van Nuys Great Street project stretches from San Fernando Rd to the north, close to the Bradley Ave People St Plaza and connecting to the San Fernando Rd Bike Path, to Laurel Canyon Blvd to the south. This stretch of Van Nuys Blvd includes many important community-serving destinations, including Pacoima City Hall (housing a field office for Council District 7 and community partners like Pacoima Beautiful) and the Pacoima Branch Library, and is part of Pacoima’s “Mural Mile,” a unique concentration of hand-painted murals that grace the sides of buildings and business storefronts. Improvements made to the street include parking-protected and buffered bicycle lanes, 16 high-visibility crosswalk legs, signal modifications, marked parking stalls, and 4.82 lanes miles of street resurfacing.
For more information on this Great Streets project in Pacoima, visit http://lagreatstreets.org/van-nuys-n/.
For information on the City’s Great Streets Initiative and projects in development around the City, visit: lagreatstreets.org
Last month, US Army Corps of Engineers (USACE) Los Angeles District began removing non-native plants along the LA River path between Fletcher Drive and Riverside Drive. This work is part of an LA County Drainage Area Project to remove non-native vegetation and improve capacity of the channel.
In order to complete this flood risk management project, USACE has closed the access path from 7am to 4pm Monday through Friday, while the path remains open on evenings and weekends. USACE has placed closure signs and barriers along the path, and LADOT has coordinated the detour route.
USACE organized a public workshop on November 7 at Friendship Auditorium to address concerns related to the closure and the detour. Approximately 100 people attended, including users of the LA River path, people who live near the path, and community members. Also in attendance were representatives from Council District 13, Friends of the LA River, USACE Specific Divisions, LAPD Northeast Division, City of LA Engineering Divison, and LADOT Bike Program.
The purpose of the workshop was to bring stakeholders together in order to address concerns and complaints. The workshop was a poster and table session in which people from the community could ask participants questions about path closure, detour route, the LA River, and the plant removal project.
Over the course of the evening, we recorded an exhaustive list of comments from attendees. We have compiled the key concerns below.
Comments from attendees
- Closure signage along the path looks unofficial and has too little information about the USACE project
- Detour signage does not provide information about the closure schedule
- Detour route feels unsafe for people on bikes and is disproportionately long compared to the closed segment of the path
- Closure time of 7am-4pm overlaps with commute hours
- Daily updates have not been shared on social media
Our team is in the process of reviewing these concerns internally as well as with Council District 13 and USACE.
For more information about the LA River, you may visit www.spl.usace.army.mil/Missions/Operations/
If you have questions or comments regarding the path closure, you may contact AMoperations.Branch@usace.army.mil
If you have questions or comments regarding the detour route, send us an email at firstname.lastname@example.org
Shared bicycle and pedestrian paths are a great way to encourage exercise and active transportation. Our shared-use paths attract people with a wide range of bicycle skill levels, including young children, as well as people who walk, jog, skate, and roll. Special care must be taken in the planning, design, and maintenance of these paths to provide safe sharing of the facility with a variety of users of differing speeds and abilities
The LA River Path is a favorite transportation facility and recreation corridor for many Angelenos. Tragically, a recent collision on the LA River Path caused injuries to an elderly person who was walking. The person who hit them may have been bicycling too fast and unable to see the pedestrian or stop in time. LADOT will be working with LAPD and Council District 13 to initiate improvements that will support the enforcement of reckless and illegal riding (per LAMC 56.16) on the Los Angeles River Path.
Cyclists should refrain from excessive speed, particularly in neighborhood areas of the path when people are walking and biking at slower speeds, and children are present. Pedestrians, as slower users of the path, should walk to the right as slow moving vehicles are required to do on roadways. We urge people to use caution while enjoying the path by keeping your head up, not wearing headphones in both ears, and maintaining a slow speed.
As we advocate for and implement new paths throughout Los Angeles, it is essential that we also educate people about local and state laws to ensure safety for all users.
California Vehicle Code
CVC 21207.5. Notwithstanding Sections 21207 and 23127 of this code, or any other provision of law, no motorized bicycle may be operated on a bicycle path or trail, bikeway, bicycle lane established pursuant to Section 21207, equestrian trail, or hiking or recreational trail, unless it is within or adjacent to a roadway or unless the local authority or the governing body of a public agency having jurisdiction over such path or trail permits, by ordinance, such operation.
No motorized bicycles are allowed on the path unless allowed by Code.
CVC 21211. (a) No person may stop, stand, sit, or loiter upon any class I bikeway, as defined in subdivision (a) of Section 890.4 of the Streets and Highways Code, or any other public or private bicycle path or trail, if the stopping, standing, sitting, or loitering impedes or blocks the normal and reasonable movement of any bicyclist. (b) No person may place or park any bicycle, vehicle, or any other object upon any bikeway or bicycle path or trail, as specified in subdivision (a), which impedes or blocks the normal and reasonable movement of any bicyclist unless the placement or parking is necessary for safe operation or is otherwise in compliance with the law. (c) This section does not apply to drivers or owners of utility or public utility vehicles, as provided in Section 22512.
It is illegal to loiter on or block a bike path except maintenance or utility vehicles.
CVC 21966. No pedestrian shall proceed along a bicycle path or lane where there is an adjacent adequate pedestrian facility.
Due to inadequate available width, no separate pedestrian path is available (like the Orange Line Bike Path) thus pedestrians are legal, and welcome, users of the Los Angeles River Bike Path.
CVC 23127. No person shall operate an unauthorized motor vehicle on any state, county, city, private, or district hiking or horseback riding trail or bicycle path that is clearly marked by an authorized agent or owner with signs at all entrances and exits and at intervals of not more than one mile indicating no unauthorized motor vehicles are permitted on the hiking or horseback riding trail or bicycle path, except bicycle paths which are contiguous or adjacent to a roadway dedicated solely to motor vehicle use.
No cars, motorcycles, mopeds or other motorized vehicles are allowed on the path except maintenance or emergency vehicles.
California Streets and Highways Code
S&H Code 890.4. As used in this article, “bikeway” means all facilities that provide primarily for, and promote, bicycle travel. For purposes of this article, bikeways shall be categorized as follows:
(a) Bike paths or shared use paths, also referred to as “Class I Bikeways” which provide a completely separated right-of-way designated for the exclusive use of bicycles and pedestrians with crossflows by motorists minimized.
Bicycle Paths are designed for the use of people on bicycles and on foot.
S&H Code 890.9. 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 permitted.
Bicycle Path design is overseen by Caltrans (State department) and various strategies may be utilized to make all users aware of each other on bike paths.
Los Angeles Municipal Code
LAMC 56.16 – 1. No person shall ride, operate or use a bicycle, unicycle, skateboard, cart, wagon, wheelchair, rollers skates, or any other device moved exclusively by human power, on a sidewalk, bikeway or boardwalk in a willful or wanton disregard for the safety of persons or property.
Users of bicycle paths, or bikeways, are not allowed to use bicycles, skates, etc., in a way that endangers other users of the path.
If you are a competitive cyclist in training, please consider using training options such as the Rose Bowl training ride, various criterium training loops, or the Encino or Carson Velodromes.
In the coming months, treatments will be made near the entryways of the path in Atwater Village/Elysian Valley to notify bicyclists of areas where they might expect pedestrians and where to slow down to avoid conflicts. Efforts will be made to better support behavior that best suits a shared-use path that was built for active transportation as well as the recreational enjoyment of the Path-adjacent communities. Enforcement of the corridor by LAPD will be ramped up to enforce these laws in the problem areas.
Again, please remember that the path is a wonderful resource for all users. We thank Council District 13, LAPD, LADOT, LACBC, LA River Revitalization Corporation, Friends of the LA River, and local neighborhood organizations for their continued efforts to help keep the LA River Path a safe, enjoyable resource for all Angelenos.
We have great news for everyone who cycles in Downtown Los Angeles– the construction of a protected bike lane on Los Angeles Street (from 1st Street to Alameda Street) has been completed. Woo-hoo!
On June 16, a ribbon cutting ceremony for the Los Angeles Street Improvement Project was hosted by CD 14 Councilmember Jose Huizar, LA Public Works Commissioner Kevin James, Deputy Mayor Barbara Romero, and LADOT General Manager Seleta Reynolds. During the ceremony, a group of people rode Metro Bike Share bicycles on the newly enhanced Los Angeles Street.
The protected bike lane, featuring the city’s first side boarding islands and bicycle signals, will make bicycling safer and more comfortable from the city’s civic core to Union Station. The following image slider show the “Before and After” scenarios of the project area.
Special Design Features of the new Los Angeles Street
As the first street in Los Angeles to implement design elements from the NACTO Urban Bikeway Design Guide, Los Angeles Street brings several unique roadway design features that are new to the city:
Bus platforms that “float” in the middle of roadway are named side boarding islands. Those who bike in urban environments know how frustrating it is to navigate the bike lane while buses weave in and out to reach their bus stops. According to NACTO , side boarding islands eliminate “conflicts between transit vehicles and bikes at stops.” Like the sound of that? Well, these bus platforms will also be implemented on Figueroa Street after the construction of MyFigueroa Project .
Two bicycle signal heads are now installed, with one at the Temple Street intersection and another at the Aliso Street intersection. These signals dedicate a separate signal phase to bicycles, which will reduce conflicts between right-turning vehicles and bicycles that travel through the intersection.
At the intersection of Los Angeles Street & 1st Street, and the intersection of Los Angeles Street & Temple Street, there are Two-Stage Turn Queue Boxes . This street treatment allows people on bikes to make safer left turns. As the name suggests, when trying to make left turns, bicycles should proceed to the bike box area first and then wait for another green signal to bike to the left leg of the intersection.
Image Source: NACTO Urban Bikeway Design Guide
Upcoming active transportation projects will continue to make DTLA more bicycle-friendly
The Los Angeles Street Improvements Project is only one part of the larger scheme to improve the connectivity of Union Station and Civic Center. Metro finalized the Connect US Action Plan in 2015, which provides guidance to implement better pedestrian and bicycle facilities connecting Civic Center, Union Station, and neighborhoods such as Little Tokyo and Chinatown.
And, there are a lot of active transportation projects to be implemented this summer. The Metro Regional Bike Share Project has begun to install its stations and will formally launch on July 7. The long-expected MyFigueroa Project, which features similar roadway improvements to Los Angeles Street (bus platforms, bike signal heads, etc), is beginning construction this summer as well.
As more and more active transportation enhancements get implemented, DTLA will become a better place for people to enjoy walking and cycling!
The complete streets movement continues to gain momentum around the world and here at home in Los Angeles. Alongside People St, Great Streets Initiative, and Vision Zero, the Figueroa Corridor Streetscape Project, aka MyFigueroa, aims to create vibrant, safe streets across our city.
After 6 years of careful planning and overcoming obstacles, MyFigueroa will transform the car-centric Figueroa Corridor into a complete street that serves people who walk, ride bicycles, take public transit, and drive. MyFigueroa will improve safety and encourage access to multimodal transportation options through a number of streetscape elements:
- On-street protected bike lanes
- Bike parking
- Improved signage and signalization
- High-visibility crosswalks
- Enhanced street lighting
- Transit platforms
- Trees and landscaping
- Public art
The project area covers four miles of streets from downtown to LA Memorial Coliseum. Improvements will be different along the corridor, depending on the transportation needs of the area.
Figueroa Street from 7th Street to Martin Luther King Jr. Boulevard
- On-street protected bike lanes
- Separate bike signal heads
- Bike boxes at intersections
- Demarcated on-street protected bicycle lanes in conflict zones
- Bicycle Wrong Way signs to discourage travel in the non-intended direction
- Bus platforms to accommodate transit service, including Metro and LADOT DASH F Line
- Curb ramps from the sidewalk to ADA accessible bus platforms
- Protected, painted on-street buffered bicycle lanes
- Relocated parking between the bicycle lane and first lane of traffic
- Diamond lane for on-peak Silver Line
- Center turn lane and right turn pockets as needed
11th Street from Figueroa Street to Broadway
- On-street parking that is protected with curb extensions at intersections
- One-way westbound bicycle facility, separated from moving traffic by a painted buffer
- Expanded sidewalks
- Seating and planting on sidewalks
- Pedestrian and bicycle connections to downtown, neighborhoods, and local businesses
Martin Luther King Jr. Boulevard from Figueroa Street to Vermont Avenue
- Repaired sidewalk paving
- Street lighting
- Improved transit waiting areas
- Highly visible crosswalk striping
The $20 million Figueroa Corridor Streetscape Project is managed by LADOT and funded by a Proposition 1C grant. Proposition 1c funding aims to make streets, sidewalks, and transit more accessible for affordable housing residents.
During construction, which is set to begin in Summer 2016, there are many alternative ways for people to get around. Check out this great map showing where construction will take place and alternate ways to get around in the meantime.
MyFigueroa’s Let’s Fig it Out! campaign educates Figueroa users how to figure out (get it?) how to get around during construction. You can become familiar with the alternate routes and public transit lines now so that the transition is easier when the construction begins.
To communicate the upcoming construction and improvements to the public, MyFigueroa has worked with LADOT, Figueroa Corridor BID, USC Athletics, USC Transportation, and Metro. Promotional stored-value Metro TAP cards that display Let’s Fig it Out! and MyFigueroa logos will be given out for free and for sale at special events in the corridor area. Street pole banners along Figueroa advertise the upcoming construction and improvements in order to provide visibility of the project to people who travel the corridor.
A number of innovative partners have collaborated on the Figueroa Corridor Streetscape Project, and from the start, community members, organizations, and business improvement districts have shaped the planning and design process.
As a project designed to encourage access to multimodal transportation, MyFigueroa will continue to refine how we conceptualize streets in Los Angeles. The completion date of March 2017 can’t come soon enough!
When I moved from Deep Springs, California to LA for graduate school, friends and family shared concerns that without a car, my commute would be terrible. Well, I am happy to report that I have proved them all wrong! Yes, walking, biking, and taking public transit has its challenges, but so does driving (traffic congestion, parking, climate change, to name a few). Rather than live in fear, I actually look forward to my multi-modal commute every day. First, I look at it as a learning opportunity. As a student in urban planning and public administration at USC, it is important to me that I understand and experience public transit and bicycle and pedestrian infrastructure. Second, I embrace the economic benefit! I save a lot of money by not driving, which helps me afford life in Los Angeles as a student.
Thanks to a partnership between Metro and USC Graduate Student Government, I get to buy an affordable, unlimited Metro TAP Card each semester. You can see if you are eligible for a discounted TAP Card, too.
On any given week day, I travel from Palms to USC or DTLA on:
- The 733 Rapid bus: I love taking the bus, because I can read the news, do homework, meet new people, and bring my bike. Oh, and during my commute, I’ve also taken up learning a language. By using this time to practice Spanish on Duolingo, I have gone from 0-33% fluent in just 10 months! A este ritmo , voy a hablar con fluidez en un par de años más.
- The Expo Line train: The train is great for all the same reasons as the bus, but it’s faster. I guess one downside is that it warrants less time for language learning.
- My awesome bike: This is my favorite mode of transportation. I get to be outside, exercise, and meet other people who ride bikes. I hope that people who see me on my bike think, “Hey, that person looks pretty happy on their bike. Maybe I can ride a bike, too!”
Now, I know what you’re probably thinking: Palms is way closer to UCLA than USC. Why am I choosing this epic commute? Well, to start, I need to get out and living far from campus helps me to explore more of LA. Plus, I have a lot of friends at UCLA, and I think it’s a cool school to live by (don’t tell Tommy Trojan). Some people are bi-coastal. I like bi-campusal.
Riding from Palms to USC
Before I hop on my bike, I run through an ABC Quick Check to make sure everything is in working order. It is better for me to solve a problem like a flat tire, broken chain, or faulty brakes at home than when I am rushing off to work or school. For example, when I take my bike down from a wall mount, sometimes the brakes become disengaged. I prefer to notice this in the comfort of my apartment, not when I’m trying to stop at a red light.
Once I know my bike is good to go, I ride to Culver City Station and park at the station bike racks (with not one, but TWO U-locks). Did you know you can rent a bike locker from Metro? I am seriously considering this, because my bicycle can never be too safe.
Since some classes end after 9pm, I often get home late. I love Venice because of the bike lane. Venice has the longest connected bike lane in Los Angeles! But cars drive at high speeds, which is even more terrifying at night. So, I’ve mastered at-night riding. Check out my super reflective backpack!
I also have a reflective jacket and helmet cover. You can never be too visible on the road!
Ok, back to my commute. At Culver City Station, I hop on the Expo Line train for a seamless commute to Expo Park/USC station, which is closest to my department, but there are actually three Expo Line stations at USC:
- Expo Park/USC
This bike-train commute from my apartment to school takes anywhere from 35 to 50 minutes, depending on how long I wait for the train.
While I usually ride my bike to the train station, I sometimes like to bike all the to USC! My route travels along Venice and Exposition and takes about 45 minutes.
On my way home, I often swing by the grocery store. Thanks to my folding pannier baskets, which I bought from Palms Cycle, I can carry two full grocery bags (one in each basket).
Palms to DTLA
On days when I head directly to work, I take the 733 Rapid bus, which is pretty much a straight shot.
My walk to the bus stop is great because it gets me outside. It also reminds me that most streets in Los Angeles are not designed for pedestrians. I have near misses with cars almost as often as I do on my bike, and it’s especially bad during rush hour. Being a pedestrian can feel really powerless when streets are made for fast, heavy vehicles. People who walk should feel safe and connected. I’m grateful to be part of LADOT’s Active Transportation Division, working to make LA neighborhoods walkable through programs like People St.
My walk-bus trip takes about an hour, depending on how long I wait for the bus. I use Transit App to track arrival times, which helps minimize my wait.
DTLA to USC
Getting from DTLA to USC is super easy, because it’s only 4 miles on my bike. There aren’t always bike lanes, but I confidently take the lane and ride 4 feet away from parked cars when that’s the case. I was “doored” a few years ago, so I learned the hard way to never ride in the door zone. Learn from my mistake! This commute takes 25 minutes.
When I’m not on my bike, I take public transit. There are a lot of options spanning 28 to 36 minutes:
- 910/950 Silver Line bus
- 81 bus
- DASH A bus
- DASH F bus
- Purple Line train
- Red Line train
- Expo Line train
This commute is about to get way better thanks to the Figueroa Corridor Streetscape Project (aka MyFigueroa). As part of MyFigueroa, complete street elements will be installed along a 4 miles stretch of Figuera. These improvements will include a protected bike lane, bike signal heads, and bike boxes at intersections, among others. Construction starts in summer 2016 and will be completed by March 2017.
Well, there you have it. My commute saves money, gets me outside, gives me opportunities to be productive, and makes me feel connected to my communities and the greater Los Angeles.
Thanks for reading! How is your commute?
Gwen von Klan is an intern at LADOT’s Active Transportation Division.
On March 5th, Angelenos celebrated the opening of the new Metro Gold Line extension into Asuza, which expands the existing Gold Line more than 11 miles to bring more people into the ever growing Metro rail system. Later this year, Metro’s rail system will offer even more connectivity options for our choosing. With the completion of Metro’s Expo Line Phase II, expected to open May 2016, people will be able to ride the train from the existing Expo Line Phase I terminus in Culver City all the way to the beach in Santa Monica!
In the meantime, LADOT is working diligently on building the Expo Bike Path that largely parallels the Expo Line’s rail line alignment.The Expo Bike Path will provide a low-stress east-west facility for people to bicycle, walk, scoot, or roll. Due to setbacks outside the City’s control, a portion of the bike path has been delayed, public meetings have been previously held with the community, and in January 2016 the City of LA held an open house to provide information and discuss design alternatives.
The Expo Northvale Gap Closure project would create a safe and comfortable connection for people traveling on bicycle between a gap along the planned Expo Bike Path. This project would better connect the surrounding neighborhoods to the new light rail line and allow more continuous bicycle travel in West Los Angeles. As part of efforts to close the “Northvale Gap”, on January 13, 2016 LADOT partnered with the Department of Public Works’ Bureau of Engineering (BOE), Department of City Planning (DCP), and Council District 5 (CD 5) to host an open house at the Palms-Rancho Park Branch Library to gather public input on potential alternatives for this gap closure project. Read more
Exciting things keep happening for the future of mobility in Los Angeles! Some of you who have been following mobility planning and implementation in the City may be wondering when Mobility Plan 2035, the primary planning document that guides planning and implementation of mobility for the City, could take effect. Well you are in luck! On Tuesday, August 4th, the LA City Council Transportation and Planning and Land Use Management Committees will consider the decision to adopt the Plan at 2:30pm in Council Chambers.
If urban planning and government are not your profession, you might be wondering what a plan is, why we use them, or how you can learn more. Planning documents are developed (this one has been in development for nearly 4 years!) with an extensive process of outreach, studies, socio-economic forecasting, visioning, and strategic planning in order to guide unified decision making in the future. Plans are not set in stone, but they provide goals (aspirations in vision) and objectives (ways of achieving the vision) that the City can pursue to achieve a desired future. Once adopted, Mobility Plan 2035 will become part of the City’s General Plan and provide policy and implementation guidance for LA streets for the next 20 years.
Mobility Plan 2035 is especially dynamic and groundbreaking in that it represents the first time Complete Streets policies and guidance will be reflected in the City’s General Plan! Complete Streets are considered streets that provide safe access for all users. Mobility Plan 2035 includes a Complete Streets Design Guide that provides decision makers, departments, and the broader community a number of options for public rights of way (streets!) to achieve safe mobility access for people of all ages and abilities.
Next Tuesday August 4th at 2:30pm the LA City Council Transportation and Planning and Land Use Management Committees will consider the decision to adopt the the Mobility Plan 2035, the key planning document for mobility and streets in the City of Los Angeles. If the Committees vote to adopt the Plan, then the Plan will be heard at full City Council for final Plan adoption, the last step in the adoption process!
We’d like to tell you a little more about the Plan! Planning documents can be policy game-changers, and some of the substantial policy directives found in Mobility Plan 2035 are outlined in its Chapters:
- Safety First
- World Class Infrastructure
- Access to All Angelenos
- Collaboration, Communication and Informed Choices
- Clean Environment & Healthy Communities
Mobility Plan 2035 provides a vision of integrated transportation networks for all road users. The Plan especially focuses on safe, low stress networks that encourage more people to embrace modes of active transportation, whether it be biking, walking, strolling, rollerblading, skating or more.
The plan also establishes objectives to measure success, including objectives to decrease transportation-related fatalities; establish slow school zones; provide frequent, reliable on-time bus arrival; increase vehicular travel time reliability; expand bicycle ridership; expand access to shared-use vehicles; share real time information to inform travel choices; and increase economic productivity by lowering the overall cost of travel.
If Mobility Plan 2035 is achieved, it would take 219,000 trips off of our roads every day, and result in 1.7 million fewer miles traveled every day, which would be great for our health, our commute, and the health of our environment! Full implementation of the Plan would triple the number of Los Angeles residents living within a quarter mile of a Transit Enhanced Network (TEN) facility and would more than double the number of jobs located within a quarter mile of such transit facilities.
Don’t forget, on Tuesday, August 4th, the LA City Council Transportation and Planning and Land Use Management Committees will consider the decision to adopt the Mobility Plan 2035 at 2:30pm in Council Chambers. The meeting is open to the public and speaker cards will be available for those who wish to comment.
In September 2014, Governor Jerry Brown signed into law A.B. 1193. This law, known as the Protected Bikeways Act of 2014, requires the California Department of Transportation, Caltrans, to establish a new category of bikeway in the state’s Highway Design Manual, the technical design guide that governs bikeway treatment statewide. Currently there are three categories of bikeways – Class I bike paths, Class II bike lanes, Class III bike routes – and A.B. 1193 calls for the addition Class IV cycle tracks, or separated bikeways. Cycle tracks are common in Northern Europe but there are only a handful of such bikeways in California, and part of the reason is because of the absence of formal guidance at the state level. However, where separated bikeways (facilities that physically protect bicycle users from motor vehicle traffic) are implemented, they have been wildly successful and attracted a wider range of users! In May, Caltrans met with a broad coalition of bicycle advocates and local transportation agencies to discuss cycle track designs to hear some initial feedback as the design process for Class IV cycle tracks is being initiated.
To learn more about creating design standards for a new “Class IV” bikeway aka cycle track, we conducted an interview with Kevin Herritt, Caltrans’ Chief of Office of Geometric Design Standards. We would like to thank Herritt for taking the time to answer to some of the questions many in the bicycling community have had on their mind since A.B. 1193 passed. Read more