Does Caltrans want to road diet a freeway?
On Sept 12, 2019 Caltrans filed a CEQA notice (California Environmental Quality Act) stating their intent to perform a study to address existing traffic conflicts by allowing vehicles more efficient ingress and egress from the on- and off-ramps along the Parkway. The extent of the project is from Orange Grove to the Figueroa offramp.
Caltrans is proposing 5 options:
Alternative 1: No Build Alternative - leave the highway as it is with no changes
Alternative 2: Hard Shoulder Running - convert the existing slow lanes to permanent shoulders which would be used as part time travel lanes when freeway volume is high.
Alternative 3 Dynamic Flex Lane - convert the existing slow lanes into “acceleration/deceleration/auxiliary lane during off-peak commute hours.
Alternative 4: Speed Reduction - lower the speed limit from 55mph to 45mph
Alternative 5 Two-Lane Option - ‘Road Diet’ the whole thing and turn the existing slow lanes into a shoulder and acceleration/deceleration lane.
have concerns? contact caltrans
Per CEQA laws the public has 45 days to comment on the plans.
Email Kelly Ewing-Toledo, Supervising Environmental Planner, Division of Environmental Planning, California Department of Transportation, at SRI10ArroyoSecoEA33l50@arellanoassociates.com. Let Kelley know which option you think is best and any concerns you may have with the options being studied.
Attend a Caltrans public meeting
Caltrans will be holding a public meeting to present the plans to the public and answer questions on Monday September 30th from 6pm - 8pm.
Location: Ramona Hall Community Center 4580 N Figueroa St Los Angeles, CA 90065
click the links below for more information
Read more at The Eastsider
L.A. Metro is planning lane removals throughout the county to make way for bus only lanes…
…along with More road diets
The highlights on this map are planned road diets, where L.A. Metro will remove vehicle lanes to make way for bus only lanes. You may not be impacted by a road diet today…but you will be soon.
Map is from the “Los Angeles County Bus Rapid Transit and Street Design Improvement Study” final report, December 2013.
KeepLAMoving is spearheading the fight against unsafe lane removals from major thoroughfares. Around the country, officials are approving disastrous arterial “road diets,” whereby car lanes on highly-used corridors are repurposed into bike lanes, bus lanes, and even features like miniature parks. The results are increased accident rates, closed businesses, lost jobs, and gridlock.
The interests pushing these projects use inflammatory rhetoric and made up facts to convince decision-makers that there is an “epidemic” of pedestrian and cyclist deaths due to speeding cars, and that arterial road diets are the only way to make streets safer for all users. Neither assertion is true. Safer bikeways often can be installed on adjacent, lower volume streets, making cycling more accessible for riders of all abilities without the negative effects on communities. Read on for the real story.
Arterial Road Diet proponents have a track record of misapplying data and making up facts to support their "cars are bad" narrative. Here are recent examples:
1. The Los angeles department of transportation (LADOT) lied about traffic volumes on pershing avenue in west l.a.’s playa del rey neighborhood. they misrepresented expected outcomes of a road diet by ANALYZING fewer THAN 1/3 OF THE TOtAL ROADS ‘DIETED’ (instead of looking at the overall impact of lane removals).
2. LADOT included accidents on side streets and police “counter reports” to inflate pre-diet numbers on venice boulevard in Mar Vista.
3. ladot claims that Road Diets reduce collisions, but that’s only the case - sometimes - on roads with fewer than 16,000 cars per day. In cities across the country we’ve seen the annual collision rate more than double on major boulevards that are ‘dieted’.
4. transportation and planning agencies nationwide greatly exaggerate statistics correlating vehicle speed and pedestrian death rates. The DATA COMES FROM A STUDY OUT OF THE uk from THE 1960’s. 10 years ago THE UK government acknowledged their stats were inflated. yet THE STUDY IS Still used today to justify road diets.
5. los angeles City Councilman mike bonin’s office claimed that cars were the #1 killer of kids under 14. In fact, motor vehicle deaths among kids 0-14 are very low (fewer than 5 per 100,000). Teenage car occupants (15-19) skew the data dramatically, rising to 26 per 100,000. Among unintentional injury deaths for kids under 1, suffocation is by far the largest group at 66%. For children 1-4, drowning is the highest at 27%.
6. LADOT and City of Los Angeles attempted to circumvent environmental regulations in playa del re by claiming a public safety emergency. the city made changes that had no positive impact, created massive traffic, and ignored the LADOT’s own previous safety recommendations.
Ultimately, a lawsuit FILED BY KEEPLAMOVING to challenge the CEQA exemption was successful.
↓ Keep scrolling for California Highway Patrol accident Data. ↓
Mobility plan 2035 • vision zero • Great streets • complete streets • safe streets
data shows road diets fail to make ARTERIALS safer.
To reiterate: Road diets don't belong on major commuter corridors. That’s according to the Federal Highway Safety Administration, the Complete Streets Design Guide, as well as every major study on such lane removals. Yet officials continue to push for them, falsely claiming they make streets safer. In Los Angeles, accident data from the California Highway Patrol’s Statewide Integrated Traffic Records System (SWITRS) demonstrates just how dangerous Mike Bonin's experiments have been for LA neighborhoods. Not did accidents and injuries increase on Venice Blvd. in Mar Vista and the streets dieted in Playa del Rey last year, but surrounding streets became more hazardous too with “cut-through” traffic.