Father and Son Grand Tour Dream Ends With Tragedy

photo credit hereinmalibu

21 years ago, Rodrigo "Rod" Armas strapped on his helmet, hopped onto his bike and set off on the LA Wheelmen's Grand Tour, an annual cycling event that starts and finishes in Malibu, drawing participants from throughout California as well the surrounding Western States. Grand Tour riders typically have an appetite for distance as is evidenced by the route options which range from the 200 Kilometer, 200 mile, 300 mile and 400 mile routes.

The Grand Tour is a fully supported event meaning that there are abundant pit stops and sag teams that patrol the route, offering everything from encouragement and refreshments to medical and mechanical support. The ride starts early on Saturday morning and riders must complete their selected route within 24 hours.

This past Saturday, Rod again saddled up for the Grand Tour, this time accompanied by Christian, his 14 year-old-son. They were among the last cyclists to check in, picking up numbers 473 and 474. Rod strapped on the same helmet he used 21 years before and the father and son team set off on the Highland Double, a 200 mile route that heads up to Port Hueneme and then turns inland over the rural, quieter and hillier back roads of Ventura County.

At around 9pm on Saturday evening, Brian Meek, a cyclist who had stopped with mechanical difficulties was in the Rincon pit stop when two cyclists rode in, stirring cheers and applause. The cyclists were Rod and Christian and they were the two last riders on the Highland Double route. Bryan reports that as Rod sat down he dropped his helmet in the dirt. "One of the guys at the stop took it from him and said he would clean it for him. The father and son were tired but in great spirits and shared some of their ‘stories’ with all of us. I listened as the father shared that he was wearing the same helmet he used 21 years ago the first time he rode the Grand Tour.

As Saturday turned into Sunday, Rod and Christian had approximately 190 miles behind them including 8500 feet of elevation gain and four very challenging hills. They were riding on the shoulder in ideal conditions. the sky was clear, there was great visibility, the roads were dry and there was a slight off shore breeze. All was well and they were within miles of rolling into the finish line in Malibu.

A SAG driver passed the father and son team on PCH and reported that all was well and that the cyclists were making good progress toward the Malibu finish.

At approximately 1:30 am, the next SAG driver came across an emergency scene with medical and law enforcement personnel at work on the two cyclists who lay on the ground at 34000 PCH. The SAG driver radioed back to the the other support teams in order to coordinate the Triple Century cyclists who would soon be riding south on PCH past the emergency scene.

Rod was pronounced dead at the scene and Christian was airlifted to UCLA Medical Center with severe and comprehensive injuries. Their bodies were crushed, their bikes were destroyed, their blood was on the road and yet there was no sign of the person responsible for the mayhem.

The LA County Sheriff's Department provides law enforcement services for the City of Malibu and they found an abandoned Dodge Ram pickup truck approximately 1 mile farther south on PCH. There was no sign of a driver.

The Ventura County Sheriff's Department deployed a K-9 unit to the scene in an effort to locate the person who drove the truck into Rod and Christian and then left them broken and bleeding on the road.

Two hours later at 3:25 am, a security guard at Zuma Bay called from the guard shack to report that he had found the suspect and the Sheriff's Department arrested Robert Sam Sanchez, 30, of Oxnard. Sanchez was transported to a hospital where a blood test was performed and then he was placed in the Lost Hills Station jail where he was charged with Vehicular Manslaughter (191.5a) vehicular DUI resulting in injury (21153a) and felony hit and run (2991a).

The story thus far is chilling and has had a significant impact on the cycling community, who for the most part, will pause for a moment as the realization that "It could have been me!" sinks in and then go back to life as usual.

But for some, this is more than a moment to mourn the loss of one of our own and the opportunity to offer condolences to the broken family left behind, this is the time to ask some hard questions.

1) Robert Sam Sanchez, the suspect who stands accused of running down Rod and Christian, has already bailed out and is at home enjoying freedom and the assumption of innocence, an assumption that will probably prevail if he has access to any decent legal representation.

Sanchez was not caught behind the wheel of the vehicle, the investigation is taking place by two Deputies who are part of the traffic division of the Sheriff's Department, not the criminal division, and their Supervisor is on medical leave.

What's it going to take for this investigation to be conducted with the full and enthusiastic support of the LA County Sheriff's Department? What's it going to take to get the District Attorney involved now, while the investigation is under way? (btw this is #4 of the Cyclists' Bill of Rights - "cyclists have the right to the full support of our judicial system and the right to expect that those who endanger, injure or kill cyclists be dealt with to the full extent of the law."

2) Lt. Glafkides, the Watch Commander on duty Saturday evening and Sunday morning reports that she has worked this station for 3 and half years but she has never heard of the LA Wheelmen or the Grand Tour. There were 4 Deputies on duty in Malibu that night. There were none on duty in the unincorporated areas around Malibu. The LA Sheriff's Department also handles law enforcement responsibilities for other "contract" communities such as Hidden Hills, Westlake Village, Calabases and Agoura Hills. All totaled, there are approximately 145 square miles in the area that are under the watch of the LASD.

How does the Sheriff's Department not notice the large number of cyclists rolling through the community and how is it that the Watch Commander doesn't know of such a significant event? Lt. Chew relates that he has an email from the LA Wheelmen indicating that an event would be taking place but somehow the Watch Commander never received the message nor noticed in the years prior that the Grand Tour was taking place.

3) PCH has such a horrific record of traffic tragedies and through it all, cyclists find themselves having to argue for their rights on the road. Brad House was hit from behind by a road raging motorist and flipped into the air over the car. The judge found Brad at partial fault, after all, he was in the lane!

Two cyclists, Scott Bleifer and Stanislov Ionov, were hit from behind and killed by the operator of a catering truck. This incident stirred a significant community debate that had many arguing that the cyclists were at fault for riding two abreast and in the lane.

Missing from the discourse is the simple discussion of how pedestrians and cyclists and mass transit passengers and motorists can all use PCH while maintaining some sense of balance based on equality and a guarantee that all modes of transportation will be supported.

After the deaths of Scott and Stanislov, the PCH Task Force was formed and given the mandate of reviewing safety issues for cyclists on PCH, monitoring conditions on PCH and maintaining interagency responsibility for the conditions of PCH. Velo LaGrange and the LACBC and others tout this as one of their accomplishments and yet...the PCH Task Force has gone dormant and cyclists are dying. Why, even the "Share the Road" signs are getting hit by motorists!

The City of Malibu refers to the Sheriff's Department who refer to Caltrans. Meanwhile PCH remains a very busy and congested and conflicted corridor that more closely resembles a traffic sewer than a vital community lifeline.

Through it all, the cycling community has to ask the hard question "What are we going to do about it?"

4) The speed limit on PCH varies from fast to faster to really fast. The exact numbers vary but range from 45 to 50 to 55. Again, the LASD refers to the State's speed trap law and throws up their hands saying, "It's state law, we set the limits based on the 85% rule." (This is the "science" where motorists vote in an opinion poll with their gas pedals)

Do we really live in communities that are so helpless? Are we not adults with some responsibility for our city, our county and our state? How is it that we tolerate such helplessness from our leadership and from out law enforcement offices?

If PCH needs to be slowed down, let's slow it down. There are 28 miles of PCH through Malibu and on this past Saturday night there were 4 Deputies on duty. Engineer a road diet, implement traffic calming technology, do something other than wring hands and wonder why people are dying!

photo credit independentsources

5) The Office of Traffic Safety put the spotlight on Malibu and reported that "Malibu is #1!" Unfortunately the category was for vehicle injuries. Granted, the report from the Office of Traffic Safety is based on statistics from 2005 but unless something dramatic has changed, Malibu is left with the lingering reality that for a City of their size and with the number of miles traveled, they have been recognized by the State of California as:

#1 for vehicle injuries
#2 for alcohol accidents
#1 for alcohol related accidents for the age group 21 to 34
#1 for speed related accidents
#2 for accidents after dark

Granted, there is a motorcycle cop in Malibu who leads the County in tickets issued but unless he is going to escort me every time I ride my bike to the store, he's an anecdotal anomaly. The brutal reality is this: Malibu is a tough place for pedestrians, for cyclists and for mass transit passengers who must navigate some brutal stretches of PCH.

What are we doing to address the significant danger of the speeding motorists and intoxicated motorists that have Malibu one of the most dangerous communities in the State of California?

6) Motorists who run over pedestrians and cyclists choose to run. They do it time after time and then again. The penalty for running is better than the penalty for being drunk. This inequity in the law needs to shift.

Even worse is the simple fact that hitting a pedestrian or cyclist while sober is hardly a crime. After all, "He came out of nowhere!" is a legal defense and "I didn't see him!" is an acceptable explanation for killing and maiming.

The motorist who ran down LA Wheelmen Bobbi Fisher from behind was sober but had a dog in his lap and was distracted, resulting in a broken back for Bobbi. The motorist wasn't even cited.

The motorist who turned left into oncoming LA Wheelmen on a tandem simply said "I didn't see them." Advanced in age and with failing eyesight, the motorist lost his California license, a small inconvenience he overcame by pulling an out of state license using his vacation property as his address. He still drives to the local pub in Malibu while the cyclists slowly heal.

Putting a motor vehicle on the road is a significant responsibility and yet our leadership acts as if it is a basic right and that any effort to hold a motorist accountable is an infringement of their basic human rights.

What is it going to take for us to take the lead and to establish safety and freedom of fear as basic human rights. (btw - this is #1 of the Cyclists' Bill of Rights. Cyclists have the right to travel safely and free of fear.)

7) Ride organizers and Cycling clubs live in fear of LIABILITY. Why? For encouraging people to get off the sofa and go for a ride?

What is it going to take for "We don't need no stinkin' permits!" to become the battle cry of access to the new public space, the streets of our communities?

In fact, what's it going to take for us to shift the fear of liability and to reverse the relationship. Our leadership should be the ones grimacing and cringing and feeling the full fear of liability every time another pedestrian or cyclist is injured or killed on the public streets that they are responsible for maintaining and supervising!

Why are pedestrians and cyclists treated as 2nd class citizens when they want access to our streets? These streets belong to the public and our leadership is responsible for maintaining fair and equitable access.

Why would we tolerate anything less?

As for me, this is far from over. I'll see you on the Streets!

LAPD - "Who Teaches the Teachers?"

(LAPD Officers ride the Hollywood/Vine crosswalk until they defer to the primacy of the motor vehicle and ride out into the oncoming traffic)

A couple of months ago, I was observing the LAPD's Valley Traffic Division as they conducted a pedestrian crosswalk sting on Reseda Boulevard. It was an amazing sight to watch. A police officer in street clothes, the "decoy," would step out into the crosswalk and begin to cross the street. Motorcycle officers stood lined up on the side streets, at the ready to ride into the relentless traffic to cite the motorists who failed to yield the crosswalk to the pedestrian. It was like watching cowboys herd cattle with the traffic cops pulling over as many as four motorists at a time and lining them up curbside for their tickets. It was an amazing sight to witness.

At midday, when the sting operation shutdown for lunch, I saw Officer "K" writing tickets for three male cyclists. My curiosity was piqued. After all, this was a crosswalk sting. The LAPD was there to cite motorists who failed to yield to pedestrians. I watched.

The cyclists were riding inexpensive bikes on the sidewalk when they were stopped and they were dressed as if on their way to or from some form of manual labor. They might be referred to as workforce cyclists. They were silent throughout the ticketing process. They avoided eye contact, they took their tickets and they silently rode north on Reseda.

I asked Officer "K" what the cyclists had done to warrant the citations.

He explained that they had crossed the intersection in the crosswalk against the flashing hand.

I commented that the law prohibiting crossing against the flashing hand applied to pedestrians and that the 3 men were clearly cyclists, not pedestrians.

That was when Officer "K" smiled and said "That's why I wrote them up for crossing against the solid circular red!"

I pointed out that the light couldn't have been red because the crosswalk still had the flashing hand.

He said he had to write it that way because there was no California Vehicle Code (CVC) to rely on to enforce that ban against riding in the crosswalk.

I countered by pointing out that it's not illegal to ride a bike in the crosswalk and that was why there was no CVC prohibiting it.

He stiffened up a bit here and responded that it was up to a Judge to decide and that even if the ticket got thrown out by the Judge, the process was a learning experience.

I closed my mouth and held my tongue but from my perspective, the process had become the punishment, not the lesson.

I'm not sure when the LAPD mandate went from enforcing the law to teaching the law but it leaves me wondering "Who Teaches the Teachers?"

The City Council asked the same question last month when an incident between the operator of a Hummer and several cyclists sparked the cycling community to ride en masse to the Police Commission and the Inspector General claiming bias based policing.

Cyclists involved in the Hummer vs. Cyclists incident claimed the Hummer driver hit a cyclist and then left the scene, driving over three more bikes in the process and dragging one of them up the street. The LAPD responded, caught the Hummer driver, interviewed those at the scene and then allowed the driver of the unlicensed Hummer to drive away from the incident.

The cyclist community was so enraged by this incident that they scheduled a "Storm the Bastille" ride on May 1st and asked the City Council to join them in fighting for even handed and equitable enforcement of the law. The City Council responded to the complaints of the May 1st "Storm the Bastille" cyclists with the following motion (09-1035):

MOTION Numerous incidents have been reported relative to bicycle and vehicle collisions and aggressive motorists attitudes to law-abiding people riding bicycles. Complaints have also been raised regarding the treatment of bicyclists by the Los Angeles Police Department. It is critical that the City respond to these situations and respond appropriately.

I THEREFORE MOVE that the City Council direct the Los Angeles Police Department to report on recent bicycle incidents and conflicts between bicyclists and motorists, as well as efforts to increase police officer training related to bicycling activities and applicable regulations and laws.

The motion was made by Councilwoman Janice Hahn and Councilman Bill Rosendahl, seconded by Councilmembers Ed Reyes, Tom LaBonge, Eric Garcetti and Wendy Greuel.

Unfortunately, the motion directing the LAPD didn't elicit the response the cyclists sought.

LAPD Deputy Chief Kirk Albanese reported to the City Council two weeks later but he failed to address "police training related to bicycling activities and laws," instead regaling the council with his version of the Hummer vs. Cyclists incident. He relied on his memory for the report, having neglected to bring the actual file (a compilation of three reports, initially logged as two reports and finally released as single report with a single report number) and I would contend that he made a few mistakes along the way including referring to the cyclists of Los Angeles as "these people."

Albanese reported that the cyclist hit the Hummer, a statement that is contradicted by reality. The cyclist was hit from behind, the damage was to the rear of the bike and he was thrown forward. Tough to do unless the LAPD is going to claim that the cyclist also broke the laws of physics. Albanese continued by claiming that the statements of all witnesses were taken, again contradicted by reality. I forwarded the contact info of another witness to the incident to the LAPD, one who was not on the ride or in the Hummer but who lived in the area. He had identified himself to the Officers at the scene but was told, "We already know what happened." Albanese then referred to the investigating division as both Central Traffic and South Traffic. A small mistake, but nonetheless, a mistake.

Through it all, the Deputy Chief of the LAPD demonstrated some serious skills. He was initially directed to report on LAPD training but he artfully dodged that instruction and shifted the discussion to an incident but denied the City Council the opportunity to actually review the report which left him free to present his version of the incident unchallenged.

The LADOT Bikeways Coordinator sat next to him and followed suit, turning the conversation into an off-topic discussion of bicycle safety and responsibility training for cyclists as well as the updates of the City's Bicycle Plan and the LADOT website.

The LAPD and the LADOT made no pretense of addressing training for the LAPD on bicycling regulations and laws and that is a complete failure, not only to respond to a City Council directive, but to the community as a whole.

The need to address training for the LAPD on bicycling regulations and laws was made clear this past week.

On Monday, June 1, 2009 at approximately noon, a woman rode her bicycle on the sidewalk of Louise Avenue in the valley. As she approached the intersection of Valerio she rode into the intersection on an unmarked crosswalk. At the same time a large truck approached the intersection on Valerio and proceeded to turn right onto Louise. The cyclist and the truck collided, she fell to the ground and the truck crushed her head as she lay on the street.

The operator of the truck, which was equipped with a crane and was hauling DWP power poles, was unaware of the incident until he was notified via walkie talkie by his "pilot" in the escort vehicle that was behind the truck.

This incident is tragic, a life was lost. In addition, the lives of those involved will forever be scarred by the horrific nature of the scene. The fact that the vehicle was moving through a quiet residential neighborhood is also a concern as is the fact that the truck was operated by an LADWP contractor.

But especially disturbing is the resulting confusion during the investigation of the incident and the confusion over "the rules of the road."

Councilman Smith's office responded to the incident the next day and explained, via email, that "the bicyclist was reportedly riding on the wrong side of the roadway and traveling against the traffic flow; making her the initial "primary cause" of this tragedy." The email went on to detail the law enforcement experience of Councilman Smith, Chief of Staff Mitch Englander and Public Safety Deputy Jim Dellinger.

The LAPD's Public Information Officer confirmed the report that the LAPD considered the cyclist the "primary cause" of the incident because she was riding a bike in a crosswalk which is a violation of CVC 21200 which requires a cyclist to obey the rules of the road. The PIO explained that a cyclist must either dismount at crosswalks or ride on the right side of the road with traffic.

I asked if he had ever ridden the Orange Line Bike Path or the Chandler Bike Path or any of the City's bikeways facilities that actually direct cyclists into the crosswalk at intersections. The PIO paused and then suggested that I speak to the investigating officer.

I called the LAPD's Specialize Collision Investigation Detail (SCID) and spoke to the investigating officer assigned to this case who also explained that cyclists must obey the rules of the road which prohibit riding a bike in the crosswalk. I asked for the actual vehicle code or municipal code that prohibits cyclists from riding in the crosswalk and he simply referred to CVC 21200 and repeated the claim that cyclists must dismount before using a crosswalk.

The cyclist who lost her life at the intersection of Louise and Valerio is not here to explain what happened. She is not here to defend her actions and in a way it doesn't matter because, regardless of who is determined at fault, she is still dead.

But...I believe we have an obligation to be accurate in applying the law to this incident and it is either illegal for a cyclist to ride a bike in a crosswalk or it's not. That is a simple issue that can be settled quickly and if the LAPD's appraisal of this incident is based on that ruling then it is very important that we are accurate in applying the law.

I contend that it is not illegal to ride a bike in the crosswalk. It might not wise, it might not be advisable, but it is definitely not illegal. cyclists are not required to dismount at intersections or at crosswalks.

The fact that there is confusion over such a simple issue demonstrates the real need for specific training for the LAPD on bicycling activities and applicable regulations and laws.

On May 1, 2009 the City Council called on the LAPD to report on police officer training related to bicycling activities and applicable regulations and laws.

This tragic incident and the resulting confusion demonstrate the need for the LAPD to review and report on their departmental training of the rules and regulations that govern safe and effective cycling in the City of Los Angeles.

p.s. Attached is a 2006 City Council resolution addressing cyclists in the crosswalks.

LA's Mean Streets - Unsafe for cyclists, pedestrians and mass transit passengers!

(Hans Gutknecht/Daily News) Album ID: 767869 Photo ID: 23918480

Monday was a bad day for pedestrians and cyclists and mass transit passengers in the City of Los Angeles.

First a woman cyclist was killed at 12:10 pm as she rode on Louise Avenue in Reseda. The Daily News reports that she was hit by a LADWP truck operated by a contractor and pictures of the scene indicate that it was a large truck hauling a trailer loaded with light poles. The LAPD reports that she was southbound on the sidewalk of Louise and was crossing the street when she was hit by the right-turning truck as it turned from Valerio onto Louise. The cyclist was pronounced dead at the scene.

The afternoon was not yet over when news came out that the Fire Department was attempting to extricate a male adult from under a bus on South Pacific Avenue in Venice. According to the LAPD, the 30-year-old man was crossing the street in the crosswalk when he was hit and dragged by a right-turning bus. The bus operator did not know the pedestrian was under the bus and continued for a couple of blocks before he was flagged down and informed of the body stuck under his bus. The pedestrian was pronounced dead at the scene.

At about the same time, a motorist on West Vanowen Street plowed into a bus stop, hitting four people and dragging one woman until the vehicle was stopped by a tree and a pole. Residents from nearby lifted the vehicle to free the trapped woman who was then transported to a local hospital and is reported in critical condition. The other women suffered minor injuries.

In all three cases the fire department, the police department and the press report that the vehicle operators required medical attention and at least two were transported to area hospitals.

Our streets are filled with vehicle operators who can't handle their vehicles or the environment in which they operate or the consequences of their failure to control their vehicles.

If the City of Los Angeles were a movie set, it would be illegal to allow children on the streets and the 1st Assistant Director and the Transportation Captain would be up on charges for allowing the set to disintegrate into a scene where people die on a regular basis.

But it's not a film set, it's reality and it's bad. It's no longer headline news when somebody dies as the result of a traffic collision, just scrolling trivia, with names withheld and incidents forgotten as the next victim takes their place on the list of the nameless who dared to walk, ride a bike or take the bus.

Our streets are filled with high performance vehicles driven by low performance operators. Our cars are engineered for speed and come with air bags, seat belts and crash cages, all which enable the occupants to survive a traffic collision but this does nothing for those who walk, ride or simply stand on a sidewalk. These are the most vulnerable and we do nothing to make the streets safer for them.

The City of Los Angeles may not be in a position to address the driving skills of all those who operate vehicles on the streets of LA, but it surely is in a position to require those who operate City owned vehicles or City contracted vehicles to take a simple driving course that stresses the rights of pedestrians and cyclists on the streets of Los Angeles.

If we are to set a safety standard for our streets, it is imperative that we start with those over whom we have the most control, those who are on the payroll of the City of Los Angeles.

I'm calling on the City of Los Angeles to implement a training program to ensure that any city employee or contractor operating City owned or contracted vehicles be required to successfully complete a course for motor vehicle operator's on safety for pedestrians and cyclists. The League of American Bicyclists already has the course material in place for a program such as this, all that's missing is the political will to make it a reality.

Now is the time and we are the political will.

"See you on the Streets!"

CityWatchLA - Making LA’s Deadly Crosswalks Safe

CityWatch, Jan 16, 2009
Vol 7 Issue 5

The intersection of 5th and Flower is just like any other downtown LA intersection in that it is designed to move large quantities of vehicles rapidly and efficiently.

It is especially successful in this endeavor with seven lanes of one-way traffic moving east on 5th and six lanes of one-traffic moving south on Flower.

This intersection is also home to the Central Library, to the Bonaventure Hotel and two huge office buildings, all generating heavy pedestrian activity which is at odds with the movement of the vehicles.

The problem is that this intersection is designed to simply move either vehicles or people, with the success of one group coming at the expense of the other.

Eastbound vehicles stack seven and eight deep in the left turn, waiting for the pedestrians to clear the intersection. Pedestrians enjoy a four-second "Walk" phase as they set out to cross six lanes of street, all with vehicles edging forward into the crosswalk.

The tragic death of Gwendolyn Coleman last week after she was hit in the crosswalk by a DASH bus only dramatizes the intense conflict at 5th and Flower.

As a community, our first responsibility is to work together to protect our most vulnerable. When pedestrians and motorists are left to compete for space, pedestrians will lose every time. Unfortunately, for most, the loss is their lives.

Last week the Urban Design Studio, led by Emily Gabel-Luddy, went before the Planning Commission with a bold and comprehensive proposal that would dramatically improve pedestrian life in downtown Los Angeles. Consisting of new Architectural Design Standards and new Street Standards, that work together to balance the needs of the different user groups, the plan was endorsed by the Planning Commission and now goes to the City Council.

We now have an opportunity to put people first and it starts with calling on our City Council and demanding a walkable city.

We now have an opportunity to honor Gwendolyn Coleman and it starts with calling on the LA Department of Transportation and demanding a pedestrian-oriented intersection at 5th and Flower.

We now have the opportunity to change our own lives and our communities and it starts by simply going for a walk.

"See you on the Streets!"

(Stephen Box is a transportation and cyclist activist and writes for CityWatch. He can be reached at Stephen@thirdeyecreative.net )

LADOT Reality Check

The LADOT Bikeways staff reported to the City's Transpo Committee that their three most significant bikeways "successes" are:

1) The LA River Bike Path. Apparently by success, the LADOT was referring to:

a) Successful litigation! The City of Los Angeles is flush with victory after fighting all the way to the State Supreme Court to avoid taking responsibility for the design and maintenance of the LA River Bike Path. The City of LA rejected the claims of an injured cyclist who was injured on the gate/chain link fence at the Victory end of the bike path. The City of LA fought the claim arguing that the City of LA is immune from any liability for the bike paths, that anyone who rides on a bike path does so at their own risk and that they are recreational facilities and not transportation facilities.

(No attempt was made to reconcile the fact that the LADOT apparently calls the LA Bike Path a transportation facility when seeking funding and then a recreational facility when looking for immunity.)

The bottom line is this; cyclists riding the LA River Bike Path do so at their own risk, (there's a sign just N of the Los Feliz bridge informing cyclists of this limitation) and the LADOT has argued successfully that riding a bike is a recreational endeavor inherent with the risks that come with such dangerous pursuits. Hunting bear? Jumping out of a plane? Swimming with sharks? Wrestling Gators? Riding a bike on the LA Bike Path? You are a daredevil and you are on your own!

b) Successful communication! Cyclists on the LA River Bike Path often find themselves at odds with other user groups and mistakenly take the term "Bike Lane" to mean "Bike Lane." That's not the case. The LA River Bike Path is actually the LA River "Mixed Use" Path and is fair game for dog-walkers, roller-bladers, joggers, pogo-stickers, ballroom dancers, hop-scotching, jump-roping, shopping cart pushing, picnic basket carrying, non-motorized vehicular travelers of all flavors and speeds! Of course, that's a mouthful to put on a sign so the LADOT continues to post "Bike Path" signs because it's simpler that way.

c) Successful eradication of light pollution! Apparently the wildlife in the LA River were kept awake at night by the pesky Bike Path illumination. No Worries. Freelance wildlife fans liberated all of the copper from the bike path electical system (twice!) leaving the Bike Path in the dark and the wildlife free to do whatever they do when it's dark.

2) The Orange Line Bike Path. Apparently by success, the LADOT is referring to:

a) The Metro's successful Orange Line Bike Path. In a classic demonstration of "Success has many parents, failure is an orphan." the LADOT is more than willing to glom onto the success of the Metro's OL Bike Path when discussing success but when it comes to taking responsibility for the maintenance of the Bike Path, the LADOT fought for two years to avoid signing the paperwork, insisting that the Metro hasn't completed the project.

b) The Chandler extension which consists of bike lanes (yea for magic paint and the BSS who actually did the work!) and the Chandler Bike Path which was in the news recently as the location of the collision between a roller blader and two League of American Bicyclist licensed instructors, resulting in broken bones for both cyclists and yet another confusing debate over the use of the term "Bike Path" vs. the use of the more appropriate term "Anybody-but-that-motorist-Path." The LA section of the Chandler Bike Path is distinguishable from the Burbank City section in that the LA side features drought resistant (dirt) landscaping while the Burbank section uses reclaimed water and is actually landscaped and green and feels like a parkway.

3) The Expo Line Bike Lanes/Path. Apparently by success, the LADOT is referring to:

a) The future? Is the list of accomplishments so short that by #3 the LADOT has to start pulling out the list of hopes, dreams and good intentions? The report started off with "We've been doing a number of things..." and then shifted into the future of the Expo line, a facility that is a Metro project. Telling other agencies how to do their business seems to be the major "success" of the LADOT Bikeways Department.

b) The opportunity? Perhaps this time around, the cycling community will have the opportunity to forge a relationship with the Metro, developing and refining on the bikeways design standards and establishing safe and effective accessibility to the Expo line for cyclists. As for the role of the LADOT in the development of the Expo Line, one need only look to the streets surrounding the Orange Line and Van Nuys Blvd. for a demonstration on the LADOT's commitment (or lack of commitment) to connectivity for cyclists and pedestrians. (Busted curb lanes, missing crosswalk, parking for 18 wheelers? Is this an industrial zone and traffic sewer or a transit hub?)

At the end of the day, it is excruciatingly apparent that the LADOT operates with little if any accountability or obligation to lay down real goals, actual accomplishments and any sense of accountability. This meeting, just like all the others, included an LADOT call for more staffing in order to continue with the Transportation malpractice that is inflicted on the people of Los Angeles.

All totaled, there are 11 people currently working on the secret projects that purportedly are the future of LA's Network of Bikeways. As our City leadership is scrambling to find opportunities to cut the City budget, the Bikeways department brazenly steps up to the mic and acknowledges that they can't think of three things they have done that would justify their existence. Bold, cavalier and utterly contemptible!

This would be a great time for the LADOT Bikeways Department to start preparing the "stuff-we-did-this-year" report for the upcoming Bicycle Advisory Committee meeting on Tuesday, December 2, 2008. As usual, we'll be "Storming the Bastille" and asking for accountability in measurable terms.

"See you on the Streets!"

CityWatchLA - LADOT Dragging Their Feet on LA’s Crosswalk Death Traps

CityWatch, August 12, 2008
Vol 6 Issue 65

Who’s Listening to the Neighborhoods?
By Stephen Box

A little over six years ago, Jennifer Liu finished her school day at Granada Hills High School, walked off the campus and into the crosswalk at Zelzah Avenue and Kingsbury Street where she was hit by a car.

The impact of the collision was so great that the halves of her brain were separated. Her collarbones snapped, her ribs were broken and one of them speared her right lung. Blood trickled out of her ears and nose.

Jennifer spent five weeks in a coma. Against the odds, she awoke, relearned everything she knew and went on to graduate from High School and then from College. Looking back on the incident outside Granada High School, Jennifer wonders if the collision wasn’t God’s way of saying, “Slow down, stop racing.”

Jennifer’s father, David Liu, came out of the experience committed to improving the Zelzah Avenue and Kingsbury Street crosswalk. Community members, school staff and school supporters joined him in the fight, all in an effort to have the City of Los Angeles install a “smart” crosswalk, one that would alert motorists to the presence of a pedestrian.

The battle has not been easy.

Last year the City Council addressed the fact that 33 of the most dangerous street crossings for schoolchildren had not received safety improvements even though the city has had funding for the work for years.

LADOT Assistant General Manager John Fisher blamed the 2001 hiring freeze for putting them behind schedule and explained that the department had picked up the pace on special projects since hiring an additional 13 workers in 2006.

One councilman angrily responded, "Our Department of Transportation is one of the slowest, most bureaucratic departments in the city. I am constantly banging my head against the wall to get them to do what I want them to do."

As for Zelzah and Kingsbury, ground was broken months ago, equipment was installed and the “smart” signal remains wrapped up and inoperable.

Community advocates, parents and school staff are frustrated with the situation, one that is aggravated by the LADOT’s recent proposal to raise the speed limit on Zelzah Avenue, all as the community works to calm traffic and address the congestion in the area.

The LADOT pleads helpless in the speed limit raising proposal, pointing out that they merely conduct the engineering and traffic surveys that are required as a condition of certifying the speed limits, all in accordance with state law as a condition of using radar to enforce speed limits.

Which means, the LAPD can’t use radar on speeding motorists until the speed limit survey certifies the speed limit, but the large number of speeding motorists “vote with the gas pedal” and the new speed limit is set at the 85% mark so the speed limit is raised. Now the LAPD can use radar on the motorists who are now not speeding because the speed limit just got raised.

All of this on Zelzah Avenue, which still does not have a functioning “smart” crosswalk at Kingsbury.

Through it all, community members are asking the LADOT, the Transportation Committee and the Transportation Commission how all of this takes place without community involvement.

Two weeks ago, the Transportation Commission rejected three LADOT requests for speed limit increases in the West Valley simply because they had not gone to the Neighborhood Councils as part of the process.

Last week, the Transportation Committee had six LADOT requests for speed limit increases on the agenda. Members of the community spoke in opposition, arguing that the proposals had not gone to the Neighborhood Councils, that the proposals were in conflict with efforts to calm traffic and establish walkable, rideable, livable communities and that the criteria for evaluating appropriate speed limits was outdated and ineffective.

The Transportation Committee pulled the Zelzah Avenue proposal and then approved the other 5, including Reseda Avenue, which would increase the speed limit from 40 to 50 mph alongside a bike lane.

Community members continue to ask the hard questions:

Who sets the priorities for the Department of Transportation?

Why are the Neighborhood Councils not involved in evaluating and advising the city on transportation projects in their communities?

What is the LADOT’s record for delivery on Safe Routes to School projects and what happens to the funding on projects that the LADOT fails to deliver?

(Stephen Box is a long-time community issues advocate. Box writes for CityWatch.)

LAist - Road Rage Motorist vs. Cyclists on Mandeville Canyon Road

LAist, July 7, 2008

On July 4th, about 300 cyclists gathered at the Manhattan Beach Starbucks for a Holiday Ride to the top of Mandeville Canyon Road in Brentwood. The Holiday Ride is a regular event that takes place 5-6 times a year drawing cyclists from all over the greater LA area.

Mandeville Canyon, off Sunset Blvd., is a steep and challenging ride and the crowd quickly thinned out with some cyclists racing to the top while others rode socially, catching up with old friends and savoring the journey.

On the descent, a cyclist in the back fell, breaking his collarbone and injuring himself seriously enough to require medical attention and a ride to the hospital in an ambulance. Christian Stoehr, 29, and Ron Peterson, 40, stayed behind until the ambulance arrived and then they began their descent down the hill.

Christian Stoehr recounts "We were riding downhill at approximately 30 mph when a car came up behind us, must have been doing 50 mph, and the driver started honking at us. We moved to the right in single file within seconds and the motorist pulled along Ron and started screaming at him. He then pulled in front of us with 3-5 feet to spare and slammed on his brakes, giving us no time to stop. I swerved and almost made it, clipping the car and flying through the air and landing in the street. Ron had no room to move and he went straight into the back of the car, putting his face through the back window."

The driver of the vehicle stopped his car and continued the tirade, identifying himself as a Doctor but never offering medical attention.

Ron told the motorist to turn off the car and Christian sat on the hood of the car, afraid that the driver would drive off. The motorist continued the tirade, telling Christian to get his bike out of the street. Christian reported that they were afraid that the motorist would leave the scene.

A third cyclist, Chris Roberts, rode up and stepped in to make sure the motorist didn't leave. Christian collapsed on the side of the road as the ambulance from the top of the hill pulled up with the first injured cyclist. Paramedics jumped out and administered first aid.

Christian was banged up, collected road rash and was unable to move his right arm. Ron reports that "my nose was separated to the point that it was hanging off my face. They moved it to the side and pulled glass out of my face. My front two teeth are broken, they found a piece in the backseat mixed in with all the glass. I've got 90 stitches in my face."

Both cyclists ride with Synergy and both are accomplished racers. Ron is a CAT1 racer and former State Champion with 14 years of racing experience. Christian has a couple of years of racing under his belt and says "Ron is my racing coach and just a couple of months ago he conducted a safety class with exercises to teach us better bike handling skills. This meant I was better prepared to take evasive action and I almost made it! Ron had no room to move and ended up hitting the back of the car, putting his face through the back window."

Christian says "It'll be months before I can ride again, I was looking forward to some of the upcoming stage races but the season is over for me. Not only that, I'm a camera and steadicam operator so I'm going to be unable to work for months."

Their bodies are broken, their bikes are totaled but their resolve is stronger than ever.

"This isn't the first time that there's been an incident like this." says Ron. "In fact two cyclists from LAGrange were recently run off the road by a motorist who fits the same description as this one. They reported it but no charges were filed. Same road, same situation. We've got to work together to prosecute this guy to the full extent of the law before he kills somebody!"