Bike Lanes Extended on Vineland in NoHo

New bike lanes on Vineland Avenue in North Hollywood

The city of Los Angeles has been quite implementing quite a few new miles of bike lanes lately. This year I’ve seen more new mileage implemented than any year (calendar or fiscal) since at least 1996. I rode some of city’s newest bike lanes today. They’re on Vineland Avenue in North Hollywood – 0.2 new miles of bike lanes extending from Chandler Boulevard to Burbank Boulevard. 

The Vineland bike lanes are located two blocks east of  Metro Red Line North Hollywood Station, alongside East Valley High School.

Vineland had all of 0.04miles of bike lane extending from Chandler Blvd [east] to Chandler Blvd West. It may not sound like much, but Chandler jogs there, so that 0.04 mile segment is part of about 20 miles continuous bike path and bike lane – extending from the city of Burbank all the way to Warner Center. This former rail right-of-way is now mostly bike path and, for shorter stretches some bike lanes. West of the NoHo Station it’s also the Orange Line BRT (Bus Rapid Transit – dedicated busway.)

A lot of folks use that 0.04-mile segment, presumably commuters going to and from the Metro station and the bikeway to Burbank. Fewer folks were riding further on the new portion of the Vineland bike lanes yesterday. More cyclists there rode on the sidewalk.

Sidewalk cyclist on Vineland Avenue near Burbank Blvd

(These lanes were reported earlier at the LADOT website – twice. They were recently described there correctly and earlier they were incorrectly reported as having been striped from Hesby to Cumpston in 2006.)

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10 thoughts on “Bike Lanes Extended on Vineland in NoHo

  1. What’s significant about 1996 was the approval of the city of L.A.’s 1996 Bicycle Master Plan. The BMP lists/documents existing facilities at that time, so it’s easy for me to document what’s been done how fast since. (Also I moved to L.A. in 1996, so have been personally keeping an eye on bike stuff since then.)

  2. Pingback: Back to the news — paint testing on 7th, bicycling pays, and even the Daily News supports smart planning « BikingInLA

  3. I biked the entire length of Vineland Ave. about a month ago to attend a LA2B meeting in Pacoima. The smoothness and wide unused space was impressive for most of the street and could easily accomodate bike lanes for much of the distance. There is a block just north of Chandler that is in pretty bad condition, but other than that it’s very smooth with no potholes.

    Vineland Ave would have been a better choice on the Bike Plan for continous bike lanes compared to Cahuenga Blvd north of Lankershim Blvd. Cahuenga Blvd is much narrower, with a portion of it concrete lanes that have asphalt shoulders in horrible condition for any serious thought of even a suspension equipped mountain bike traveling on it. Seeing how the Los Angeles Bureau of Street Services is at least a $billion behind in repaving needs, they would likely be very reluctant to repave street shoulders just for bike lanes.

    I’ve thought of a way to make riding a bike on the street more irresistable and the sidewalk more wheelchair or pedestrian friendly, yet keeping the cost of installation and maintenance revenue neutral or profitable for the city.

    An example of how this would work is to create more pedestrian space by taking that bus shelter off of the sidewalk, where the bike rider is in your second photo, move it onto a 8-foot wide traffic island that would be placed at least 6-feet away from the existing curb to allow the bike lane to continue between the bus stop and original curb.

    Then allow the bus shelter vendor to place electronic roll over advertising on the traffic island that would increase their revenues per placement and require them in return to power wash the traffic island, plus keep this new bike path clean. This would move the maintenance costs onto the bus shelter vendor and the profit sharing would bring in more revenue to the city, which could be used to create more of these traffic islands.

    This traffic island would also create a barrier that prevents a bus, truck or car from encroaching on the cyclists space, reducing the amount of potential conflict points. It would also reduce the disruptions for the bicyclist, enabling the rider to obtain a higher average speed.

    Most of the space for the 8-foot traffic island and 6-foot wide bike path is already allocated for parking and a bike lane as you can see in your photo; it’s simply reversing the order of placement with the parking space taken up by the traffic island. The biggest downside that I can see is that this would take some space away from motorized transportation and it would require the bus to stop in it’s travel lane.

    If this does increase the amount of new bicyclists along this corridor, then many of them would likely be choosing to ride rather than take mass transit. This would reduce the operating costs for Metro.

    This idea might seem radical or revolutionary for Los Angeles, but changing a bike lane to a bike path to get around a bus stop has been used for some time in the Netherlands, as you can see in this video:

  4. Dennis, I’ve seen what you recommend but it is used to accommodate right turns rather than bicyclists but the principle is similar and shows that indeed such a solution is possible http://maps.google.com/maps?q=ymca+south+pasadena&hl=en&ll=34.106621,-118.135435&spn=0.00041,0.000572&sll=37.0625,-95.677068&sspn=36.315864,74.970703&t=h&hq=ymca&hnear=South+Pasadena,+Los+Angeles,+California&fll=34.106595,-118.135466&fspn=0.00041,0.000572&z=21&layer=c&cbll=34.106583,-118.135405&panoid=fJKR-HdnuBdGwrQUvHWBOA&cbp=12,60.94,,1,3.01

    The intersection of garflied ave and huntington drive by the YMCA in South Pasadena

  5. Nice find Walkeaglerock! That is pretty much what I was describing, except the right turn only lane is where the bike lane would change into a bike path. Take some of the bus benches/shelters, or bike parking off of the sidewalk and put them on the traffic island. Sidewalk users will have more space, plus a quieter and more relaxing place to walk with motorized traffic moved several feet away.

  6. Dennis, there’s an other example of this that I know of and on a street with a bike lane! Eagle Rock Blvd and W Ave 34, the bike lane disappears but again the bus stop is placed on an island allowing cyclists to by-pass it if they arrive at the same time. http://maps.google.com/maps?q=90065&hl=en&ll=34.11362,-118.236347&spn=0.000389,0.000572&sll=37.0625,-95.677068&sspn=34.450489,74.970703&t=h&hnear=Los+Angeles,+California+90065&z=21&layer=c&cbll=34.11362,-118.236347&panoid=GQU6hFyvo2qw8ASuQrEr7w&cbp=12,64.5,,0,6.64

  7. The first chance of implemently a traffic island bus stop/bike path design will probably depend on Metro including it on the upcoming Van Nuys Blvd Rapidway project.

    My idea of using money received from bus shelter advertisements to build traffic islands is probably not going to work with the current contract CBS Decaux has with the city. As you can see on page 18 of the pdf link below, that includes the city controller’s audit report, the amount of revenue that the CBS Decaux street furniture advertising contract should be bringing annually for the city is about $7.5 million and yet the revenue is currently running at less than half of that at $3.3 million, as shown on page 20 of the pdf:

    http://clkrep.lacity.org/onlinedocs/2012/12-0073_RPT_CTRL_01-12-12.pdf

    One of the city controller’s recommendation is that all of the revenue resulting from the CBS Decaux street furniture contract should go into the general fund. Since there is a anticipation of a $222 million deficit in the next fiscal year, the city council and mayor would probably love to see that money go towards decreasing the deficit.

    There have been delays in fullfilling the contract on street furniture due to having get an OK for placement from property owners and council members. Half of the adrevenues are going to the general fund and the rest evenly split between the 15 council districts, yet a disproportionate amount of the ads are placed in a few council districts and several of the residents in those areas are not seeing any direct benefit to having these ads as they do not ride buses. Council member Bill Rosendahl is now refusing to allow any more street furniture placements in his 11th district due to complaints about the ads. These problems have resulted in only about half of the contracted bus shelter being installed.

    All of the money that is shared with the city from the street furniture advertisement contract should be going to the council districts and proportionately going to the council districts that have the greatest amount of them to help improve the community support for them. That would not be a even distribution of money between the council districts, but the overall amount of money would likely be much larger as it would be much easier to persuade the residents of the benefits of having the advertising in their area if you show that the money received would improve their neighborhood and likely increase their property values. This is very similar to the idea that Donald Shoup discussed in his book The high Cost of Free Parking in which he talks about giving parking revenue back to the community as a sort of pay off to get it implemented. A good example of that is the transformation that happened in Old Pasadena from having parking meters installed there. Once the businesses realized that all of the revenue would be spent on improving the area, then they not only were for it, they wanted the hours and days for the meter use to be increased so that more improvements could be made to their business district.

    On a more positive note, page 15 of the above pdf shows one of the five bus shelter designs that JC Decaux has available to LA under the CBS Decaux contract. The placement looks like the Warner Center bus transit hub. The large canopy would be much better for shielding awaiting passengers from the sun than the design that is usually seen in most locations in LA. This would be my choice for a bus shelter on a eight-foot wide traffic island, and there would be enough room for at least two of these, which would be needed for some bus stops that have a high volume of boardings.

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