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LACBC is excited to release results from the 2015 Los Angeles Bicycle and Pedestrian Count, presented by AARP. Since 2009, LACBC has organized biennial citywide counts to collect, analyze, and share reliable data with public and government agencies on walking and biking. This time, we went bigger than ever by adding 40 locations, requiring 647 volunteer shifts to count at 156 distinct locations. In total, our volunteers counted nearly 21,000 people biking and 140,000 people walking over six hours. We owe an incredible debt of gratitude to our volunteers and our partners, including Los Angeles Walks, the UCLA Lewis Center for Regional Policy Studies, and community organizations all across Los Angeles.
This report comes at a time of important policy shifts in the City of Los Angeles. Every year, over 200 people are killed on city streets in traffic crashes, about half of them while walking or biking. In 2015, Mayor Eric Garcetti signed Executive Directive 10, making Los Angeles a Vision Zero city and calling for all city departments to work together to end all traffic deaths by 2025. The City Council adopted this same policy goal to make safety the City’s top transportation priority as part of Mobility Plan 2035. To achieve Vision Zero, L.A. Department of Transportation is working to catalog all serious and fatal traffic crashes and deploy proven engineering solutions to prevent them. Just recently, L.A. County voters overwhelmingly approved Measure M, also known as the “Los Angeles County Traffic Improvement Plan.” Measure M will provide approximately $120 billion over 40 years for transportation projects across L.A. County, including $4 billion for biking and walking. In this report, LACBC analyzed collision data along corridors where bike lanes were installed and found that bike lanes are a key strategy for making streets safer--for people who bike and for all people using the roads.The report found that top 30 (20%) count locations account for over 65% of people who walk and 55% of people who bike. Most of these locations are located on top of the City’s High Injury Network, which indicates that people walking and biking on these streets are more likely to get injured or killed by traffic collisions. All of these locations are located in high-density neighborhoods, near major destinations, or in low-income communities of color. Almost all of the top 30 locations were in neighborhoods with median household incomes below the rest of the city. People walk and bike to access important neighborhood destinations like local businesses, services, transit stations, schools, and parks, many of which are located on the High Injury Network. Making walking and biking safe and convenient requires making infrastructure improvements on the streets where people are walking and biking.
In 2015, riders continued to gravitate towards bike lanes; however the count shows an overall 9% year-by-year decline in same location ridership from 2013 to 2015. In the last two years, bike lane installation has decreased significantly from a high of 101 miles in fiscal year 2013 to only 11 miles in fiscal year 2015. Many of these new lanes have been installations where bike lanes could be included in other road resurfacing or safety projects, rather than installations along high priority corridors identified in the Bicycle Plan. Of the initial 183 miles of bike lanes prioritized in the 5-year Bicycle Plan Implementation Strategy, only 45 miles (25%) have been installed. As a result, the bike network in Los Angeles remains fragmented with large gaps in bike lanes along most riders’ trips. This lack of connectivity continues to be the greatest barrier reported by many people who bike or would like to.
Bike lanes have made streets safer, but more work needs to be done: On the new bike lanes studied, bike ridership increased by 62% after installation. After accounting for increases in bike ridership, new bike lanes reduced bicycle crash risk by an average of 42%.
Furthermore, adding bike lanes by instituting a road diet have shown more safety benefits and resulted in a higher ridership increase than adding bike lanes without reducing the number of travel lanes. For example, a road diet on Colorado Boulevard in Eagle Rock, installed in 2013, has 26% ridership increase whereas bicycle-automobile collisions decreased by 87% and auto collisions by 19%. Similarly, 7th street bike lanes in Downtown Los Angeles demonstrated strong ridership increase by 53% after installation in 2011 while collisions rates for all road users on the street decreased.Women Want Safer Biking Options. In Los Angeles, women make up just 16% of cyclists overall, but the gender disparity is lowest on streets with quality bikeways (bike paths at 22% and bike lanes at 17%) and highest on streets with no bicycling infrastructure. Cities with safer streets for bicycling in general tend to have smaller gender disparities in bicycling, such as Portland, Oregon (35%), and Copenhagen, Denmark (50%).
You can read our three recommendations and detailed methodology about the analysis in the full report.
Sign up below to to download the full report!If you have any question about the report and #LABikePedCount, please email at email@example.com.
Thank you to our sponsors, partner organizations, and 400+ volunteers who helped complete the 2015 #LABikePedCount! Check out this storify for fun pictures!
Bobby Peppey commented on Follow Up on the NELA Meeting with Tamika 2016-12-10 08:03:04 -0800Hi Tamika,
First off, the City of Los Angeles is an institution that is not a friend of the active transit community (those of us who walk, pedal, roll, the disabled or use public transportation as their main means of transportation), this must be recognized by all of us. This is made evident by the City’s recent actions such as throwing away in 2014 of the $18 million worth of grants approved for making North Fig safe for all. This took place after the current administration was elected and took office at City Hall. Also designing the new historic Hyperion Bridge in Silver Lake/Atwater Village without a sidewalk on one side and the removal of bike lanes on Westwood Boulevard and Central Avenue from the City’s so-called Mobility Plan 2035 are all very recent instances of the City’s disregard for the safety of the active transit community. Regardless of all of the Los Angeles Department of Transportation’s (LADOT) Vision Zero talk since the Mayor signed his Vision Zero Executive Order # 10 in August 2015, little if nothing has been accomplished on the street by the City’s Vision Zero Task Force. The truth is that the LAPD’s and LADOT’s first Vision Zero policy initiative was brought before the City Council’s Transportation Committee last May. This Vision Zero policy initiative of last May was to conduct speed studies on the so-called High Injury Network (HIN), the consequences of which would lead inevitably to the raising of speed limits on 50% or more of the HIN.
In LADOT’s General Manager Seleta Reynolds’ own words at umpteen meetings at City Hall during the past three years that I attended, Ms. Reynolds has stated that “Speed Kills”.
Since that time Reynold’s has done a backflip calling for speed limits to be raised on Los Angeles’ streets. See below: http://la.streetsblog.org/2016/06/09/l-a-city-faces-devils-bargain-increase-limits-to-allow-speed-enforcement/ .
First LACBC and the rest of the active transit community must work for, and have as their foundational principle, the lowering of the City of Los Angeles’ speed limits to a maximum of 20 to 25 mph and fighting the City’s plans to raise them to 40, 45 or 50 mph. Further LACBC must call for strict enforcement of California’s vehicle code against Los Angeles motorists that habitually and flagrantly violate it. These will be the most equitable action our community can take, as a large group of pedestrian and bicyclist’s fatalities in Los Angeles are suffered by children, seniors, persons of lower income, and fall heaviest on our brown and black families, whose neighborhood streets are the most dangerous in the City mostly because of our City’s high street speeds. Lowering speed limits has already been done in America’s most populous city, New York and started in Seattle and other cities world wide. You will hear persons say in opposition to lowering speed limits here, that “but Los Angeles is different”, yes it is, we have the most deadly city streets in America.
Operation Firefly relies on its "Team Firefly" volunteers to accomplish our goals. This winter, we're aiming to serve 3,000 people county wide and we need your help. We'll be conducting Operation Firefly light distributions all over LA County starting the second week of November and ending the first week of March. Each distribution event is typically T-W-TH evenings, 5-7 pm.Join Team Firefly today and we'll send you regular updates with dates and locations as the calendar progresses. There's no pressure and you need only respond to dates and locations that work for you. Each season we usually have around 150 volunteers total, many of whom do 1 or 2 events and some who do multiple events.Overall, we need more volunteers for this year's new goal and many hands truly do make light work. Of course, Operation Firefly distributions are a lot of fun and everyone goes home with a big smile on their face. Sign up for Team Firefly today and please invite a few of your friends. Thanks.-Colin Bogart, Education DirectorSign up
Bobby Peppey posted about Shirt Size on Facebook 2016-02-06 07:07:30 -0800Take the survey: Shirt Size
Bobby Peppey posted about Team Firefly Updates on Facebook 2015-11-06 08:20:33 -0800I signed up to volunteer for Los Angeles County Bicycle Coalition. Join me!Thank you for signing up for Team Firefly. Please click on the "Save Volunteer Info" Button below.
You will be updated as event dates and locations will be added. Become a volunteer
Bobby Peppey posted about Sign-Up as a Neighborhood Bike Ambassador on Facebook 2015-08-13 17:47:10 -0700I signed up to be a Neighborhood Bike Ambassador. I want to advocate for bike-friendly streets in my community. Join me!
What is the Neighborhood Bike Ambassador Program?
The Neighborhood Bike Ambassador program is a new way for LACBC members & volunteers to work on neighborhood-scale projects and organize local support for bike projects and LACBC campaigns in the City of Los Angeles.
This new LACBC initiative is to support the implementation of the City of LA bicycle master plan. Neighborhood Bike Ambassadors will work on one of 5 City of LA area committees: the Valley, South LA, the Westside, Central LA, and the Eastside/Northeast LA.
What do Neighborhood Bike Ambassadors Do?
Neighborhood Bike Ambassadors build local street level support for bike projects like bike lanes, boulevards, bike parking corrals, bike friendly business districts and more. Bike Ambassadors will work with Neighborhood Councils and other local neighborhood & community groups including local businesses, schools, churches, etc to build awareness & support for projects, create safer streets, and help make Los Angeles healthier. Ambassadors will organize community bike rides and other fun and educational events to help get more Angelenos out cycling.
Neighborhood Bike Ambassadors will meet monthly starting in early fall 2012 and each area committee will generate a set of goals to pursue over the coming months.
We need your passion, talents, and love for Los Angeles! Sign-up to get involved today!Take the survey
Bobby Peppey donated 2015-07-15 15:21:24 -0700