Get to Know City Hall

Get to Know City Hall

City of Beverly Hills is a small city relatively accessible to stakeholders. At the same time, department responsibilities are not as clear-cut as in a larger city. A large city may have a Department of Transportation that plans for mobility and engineers facilities, for example, but in Beverly Hills transportation is part of Public Works. Transportation planning plays a very small role.

Yet planning for mobility is a core function for any city. State law requires conformity with road standards and the federal government keep a watchful eye on safety. Those of us who choose to ride a bicycle should ask ourselves why our city is not doing more for everyone who uses our roads – and not just motorists.

We can start by familiarizing ourselves with City Hall. You don’t want to be embarassed by a bunch of boy scouts who know more about Beverly Hills city government than we do, right? So study up! Or consult our handy cheat sheet to reach city officials.

Navigating the Org Chart

Beverly Hills organization chartThe first step is to figure out which department handles the issue that is of concern. Refer to the flow chart (right) to see how our city is organized.

In Beverly Hills the City Manager has responsibility for the day-to-day running of the city. The City Council makes the policy (our five members represent every district in the city in an at-large system) and hires the manager. And our departments implement the policies and programs.

Commissions are merely advisory to City Council (with the exception of the Planning Commission which is a policy-making body).
A rough metaphor is that the Council runs the railroad; the City Manager makes the trains run on time; and the commissions & committees do the engineering. For an issue, one usually begins at the bottom of the org chart with a committee or commission.

Where mobility issues are concerned, for example, the Traffic & Parking Commission is the place to begin. It advises City Council on traffic and parking issues. Have a specific complaint? Introduce yourself to the Commissioners during public comment at the top of the meeting. Describe your issue. And follow up with staff. Ask that a pressing concern be agendized for an upcoming meeting. Traffic & Parking meets once per month on the first Thursday at 9 a.m. with public comment near the beginning.

City Council meets twice monthly in both the afternoon (study session) and in the evening (formal meeting). The city publishes (but does not promote) a Policy and Operations Manual that clarifies how the process works.

School District Issues

Education is different. Due to local control, representatives are elected to the school board, which sets the policy while the superintendent of schools manages day-to-day operations. He works for the board. In a small district like Beverly Hills Unified Schools we have an opportunity to bring bike-friendly facilities to the city beginning with the schools. There’s federal and state grant money available. Contact Beverly Hills Unified at (310) 551-5100 and tell Superintendent Gary Woods (a cyclist!) that safe routes to school for cyclists and walkers matters.

Your Cheat Sheet for Contacting City Officials

  • City Council is the key policy-making body for Beverly Hills. Five Council members represent every district in the city (an at-large system) so you need to talk to more than just one. Reach the City Council at (310) 285-1013.
  • Transportation & Parking Division of Public Works oversees the infrastructure and programs that most affect cyclists. Provides staff support to City Council and implements programs and policies at the direction of Council. Reach Transportation at (310) 285-2452.
  • Traffic & Parking Commission is advisory to City Council on matters related to traffic and parking. Reach the Traffic & Parking Commission staff at (310) 285-2452.
  • Recreation & Parks Commission oversees parks, cultural landmarks, and summer recreation programming. It is advisory to City Council. Reach Rec & Parks at (310) 285-2536.
  • Public Works Commission advises on big-ticket items like capital investment and even bike infrastructure. Reach a Public Works staffer at (310) 285-2462.
  • Planning Commission is the policy-setting body for land use and planning matters. It would be the body that handles parking set-asides, for example, and other project-level requirements. Reach a Planning staffer at (310) 285-1141.
  • Beverly Hills Unified School District enjoys significant power as a stand-alone body backed by a fat bond issue. Their facilities master planning process is underway and presents an opportunity to secure bike-friendly improvements. Contact the district at (310) 551-5100.

And a few numbers for Beverly Hills public safety which may come in handy if you’re nailed by a motorist: Police general number (310) 285-2101; Watch Commander: 285-2125; Traffic Division (for collision reports): 285-2196.

We always encourage cyclists to drop in on City Council, commission, and school board meetings in order to learn first-hand with how your city government operates. Join Better Bike in reminding officials that safety matters. Have you called City Hall? Let us know what you found out!

Recent Posts

Time for Beverly Hills to Adopt a Complete Streets Policy!

bike chattanooga bike share map

One of Chattanooga’s steps forward: a bike share system!

Chattanooga, Tennessee beat Beverly Hills in the broadband arena a few years ago with citywide 1gigabit-per-second Internet. Back then nobody paid much attention: Chattanooga is hardly on the minds of many Angelenos. But our own city dithered on broadband, which left Time Warner with a broadband monopoly. Now Chattanooga leaps ahead with a real complete streets policy to make travel safer for all road users. Yet our our “world class” city can’t seem to entertain a discussion about street safety or plan effectively for multimodal mobility. What gives?

According to the National Complete Streets Coalition, streets “designed and operated to enable safe access for all users, including pedestrians, bicyclists, motorists and transit riders of all ages and abilities” are termed ‘complete.’ In practice, the Coalition says,

Complete Streets make it easy to cross the street, walk to shops, and bicycle to work. They allow buses to run on time and make it safe for people to walk to and from train stations. – National Complete Streets Coalition

Safe streets and access for all road users regardless of mode of travel: what a radical prescription for mobility! The equity-in-access proposition is no stranger to transportation planners or the public alike; we’ve all heard of the Americans With Disabilities Act. It mandates nationwide disabled access to public and private facilities. But for the rest of us on public streets we’re left to fend for ourselves. And these streets are often dangerous by design.

ADA rampDespite its limited scope, the ADA reach is broad; it has required the only real improvements to the public right-of-way in Beverly Hills that we’ve seen in years: those ubiquitous studded sidewalk ramps (at right) that make crossing streets less hazardous for the visually-impaired.

The rest of us mostly get worn-out crosswalks, poorly-marked intersections and boulevards made for speed.

Complete streets features on Montana in Santa MonicaWe can do much more. Other cities install highly-visible zebra crosswalks using thermoplastic; they make their streets complete with bicycle lanes, signage and even flashing crossing signals (Santa Monica has incorporated all of these measures on Montana, at right).

Beverly Hills we are still marking crosswalks in the old ‘transverse’ style with ordinary paint. These crosswalks are not only less-visible to motorists; they fade with use too. Faded crosswalks? Can that really pass safety muster? It’s as if our transportation officials cared little for our safety. No wonder state collision figures show that we are one of the most dangerous little cities in California!

Our Problem: Zero Official Interest in Street Safety

Santa Monica Boulevard road conditionsWe at Better Bike simply haven’t been able to get our transportation folks to consider safety upgrades for bike facilities or crosswalks. But it’s not for lack of trying; we’ve repeatedly communicated our concerns to transportation officials. Yet key intersections and corridors (like Santa Monica at left) remain hazardous to walk or to bike.

Our streets can be made safer if the private-sector steps in, however. Curb extensions make crossing streets quicker and safer in the business triangle. State-of-the-art continental crosswalk markings (aka zebra crosswalks) better safeguard pedestrians from speeding or careless motorists there. And traffic control innovations like pedestrian scrambles (where all motor traffic is momentarily halted) heretofore unknown to Beverly Hills find favor there. In fact, outside of the privately-funded improvements for the business triangle, our neighborhoods see no complete streets TLC at all.

Curb extensions diagram via FHWA

Diagram courtesy FWHA’s best practices guide.

For contrast look at these two intersections. The one on the left is Beverly Boulevard at Santa Monica, which languishes from inattention. On the right, the privately bankrolled business triangle feels safer to walk.

Beverly and triangle intersections compared

Crosswalk across Beverly Boulevard (at SM) needs a bit of TLC compared to the triangle’s upgraded streetscape. Zebra stripes, painted curbs and a teaspoon of maintenance make all the difference for pedestrian safey.

Surely our transportation planner knows better than to leave our streets and crosswalks unimproved in this day and age. The information is out there, after all. We know that the zebra crosswalk, for example, is twice as visible to motorists at a distance, and thats both day and night according to an FHWA study. Where motorists zip through the intersection of Beverly and Santa Monica boulevards as if there were no crosswalk at all, the zebra might remind them that people do walk in Beverly Hills. Zebra crosswalks are that much more visible than are ordinary transverse-striped crosswalks when placed mid-block too.

West Hollywood has striped several crosswalks with rainbows (a thematic gesture) to raise awareness of crossing pedestrians. Santa Monica likewise is putting zebra crosswalks all over town (a nice complement to their new bike lanes, right). Los Angeles started with fifty zebra crosswalks two years ago and now the city is aiming for twenty thousand.  That’s because they do important safety work. At only $10k installed, after all, they’re a bargain compared to the damage arising from a single vehicle-pedestrian collision.

Our transportation officials Susan Healey Keene, Community Development Director, and Aaron Kunz, our Deputy Director for Transportation, need only visit nearby cities to see these innovations in place. And it won’t even take them out of their way: they live in Santa Monica and West Hollywood, respectively, so they’ve seen multimodal mobility planning up close. They just don’t do it here. As riders and pedestrians we can read about the virtues of multimodal mobility in our city’s plans; we just can’t experience at home.

These upgrades, by the way, are often funded by Measure R, the 2008 voter-approved transportation tax. That’s a pot of free money for safety. So why isn’t Beverly Hills using it to improve our streets?

One Solution: Adopt a Complete Streets Policy

What Beverly Hills lacks (in addition to a comprehensive mobility vision) is a policy that specifies how our streets can be made safe and accessible. Complete streets, recall, mandates that all means of public conveyance should not only be designed for safety but also to allow everyone to access them. So what does complete streets look like when implemented? Pretty much what we see in more advanced cities. Consider this intersection organized for equitable access and striped for safer transit:

Complete streets intersection

An example ‘complete streets’ intersection: bicycle lane, shaded crosswalks, and well-marked pavement.

It has the key elements that make this intersection safer to navigate. Note that the rider-on-a-bicycle is not considered a vehicle for planning purposes; instead the non-motorized road user is accommodated with a class II bicycle lane – a facility that acknowledges riders need protections that motorists in steel boxes don’t. Often that means a separate lane for non-motor travel.

Planning Commission Gateway field trip

Even our Planning Commissioners on a field visit to Wilshire & Santa Monica boulevards can’t make it all the way across on the white hand signal.

When it comes to adopting a complete streets policy, unfortunately, each state and city is on its own. California did its part with a 2008 complete streets law; but localities are a mixed-bunch today. And Beverly Hills itself has taken no step forward. How far behind the state-of-the-art are we? Consider the sorry state of two key intersections: Wilshire-Santa Monica and Beverly-Olympic. These are not only hazardous for riders to navigate; they’re not very safe for motorists or pedestrians too.

Chattanooga Steps Up

While Washington has yet to OK a national complete streets policy, cities like Chattanooga pick up the slack by adopting their own complete streets policy. There, City Council is set for a second reading of its complete streets ordinance intended to foster a “safe, reliable, efficient, integrated and connected multimodal transportation system that will promote access, mobility and health for all users, and will ensure that the safety and convenience of all users of the transportation system are accommodated.”

That’s a mouthful. But the thrust of the new policy is that appropriate steps to make streets safe need to be taken throughout the planning, programming, design, construction and operation phases of any road project. But the reach of the city’s law is even greater than that:

The Transportation Department, the Department of Public Works, the Department of Economic & Community Development, the Chattanooga-Hamilton County Regional Planning Agency, and other relevant departments, agencies, or committees will review and modify current city standards, including but not limited to subdivision regulations, zoning codes and ordinances, to ensure that they effectively implement Complete Streets principles; and such groups shall incorporate Complete Streets principles into all future planning documents, manuals, design standards, checklists, decision – trees, rules, regulations, programs, neighborhood redevelopment projects, and other appropriate endeavors.

Moreover, the ordinance directs the city to “foster partnerships” with jurisdictions at every level to “develop facilities and accommodations that further the City’s Complete Streets policy.” It directs transportation officials to identify “current and potential future sources of funding” for complete street improvements. And this well-thought out legislation also mandates the development of performance measures and the publication of a “periodic report” to Council showing the city’s progress. Bravo!

Policy is key, of course, but standards matter too. The new Chattanooga ordinance takes the step that we’d like to see every transportation-planning jurisdiction embrace: the rejection of the outmoded AASHTO design manual in favor of the NAACTO guide when formalizing design and construction standards.

Broad Street, downtown Chattanooga. Ready for the complete streets treatment!

Broad Street, downtown Chattanooga after the complete streets treatment!

The new policy should greatly improve a major corridor like Broad Street downtown, which connects key destinations but today is little more than a motor vehicle thoroughfare. Add complete streets (visualized at right) and turn folks loose with the city’s bike share program, Bike Chattanooga, and you’ve got the recipe for a two-wheeled urban renaissance.

The city is banking on it. And that makes us proud; we knew Chattanooga back when it was something of a cultural backwater. No more a backwater: it’s all growed up! Now with 1 gigabit broadband, bike share, online ride-safe tips and soon a complete streets policy, this formerly-provincial city has upped its competitive game. Not bad for the 4th largest city in Tennessee! How long before the ‘Nooga becomes its own brand?

Time for a Mobility Coordinator in Beverly Hills

Beverly Hills has taken none of those steps. It’s time for us to up our game. Thankfully good models for safe streets policymaking are out there…if only our policymakers would embrace the effort. Here is what complete streets could look like for Beverly Drive, by the way:

This complete street allows for a bike lane. Reverse-angle parking increases cyclist safety too.

This complete street allows for a bike lane by removing a traffic lane and reverse-angling the street parking. That increases cyclist safety by eliminating the blind spot.

Even short of adopting a complete streets ordinance, our city can take a crucial step to make streets welcoming and safe to walkers and riders: we could create a position for a non-motor mobility coordinator (as Los Angeles has done). A generic ‘transportation planner’ position doesn’t cut it; we need a specialist, someone versed in complete streets principles, bike-friendly facilities and finding the funding for them. In the past we’ve simply looked to an intern to do that important work. That won’t cut it anymore for Beverly Hills, however; we’re one of the most dangerous little cities in California.

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