Beverly Hills Bike Route Pilot Program

Beverly Hills Pilot Bike Route Program

Crescent Drive sharrow

Pilot Program Class II bicycle lane on North Crescent Drive.

Bike planning has come late to Beverly Hills. Forty years have passed since cycing took hold of the public imagination in the 1970s. In 1973, for example, more bicycles were sold than ever before. About five years later, Beverly Hills authored its own Bicycle Master Plan.* And there it sat on the shelf for another 35 years.

About four years ago, the city’s Traffic and Parking Commission formed an ad-hoc committee to update that old plan. But we’ve seen no progress on a new bike plan, and those 25 bicycle racks that transportation staff has been talking about for a couple of years have yet to materialize on city sidewalks. Heck, our city can’t even be bothered to post an online ‘ride safe’ and ‘drive safe’ tips webpage. How difficult is that?

Approved Pilot program bike routes map

The one program to which policymakers can point is the ‘Pilot’ bike route program. It is out city’s first initiative to plan for cycling. In all, the program provides a few segments of Class II bicycle lanes and a few blocks of share-the-road ‘sharrow’ markings. With these improvements, city leaders can say that Beverly Hills recognizes cycling as a legitimate means of transportation.

But is it enough? While we welcome the city’s initiative (indeed we’ve been calling for improvements since early 2010) our concerns are several. Most important among them is that the Pilot improvements are simply not relevant to today’s riders. Where they have been installed few tend to ride. But the most trafficked corridors were excluded.

Time Runs Out for Bike Improvements

Perhaps the most problematic aspect is that the Pilot program effectively stops the clock on any other improvements. There have been no bicycle lanes installed since; no signs hang the only road sign hanging from a city post is on the Pilot-established Crescent bike lane; and not a single intersection has been upgraded with best-practice striping to assist cyclists in navigating clearly hazardous conditions.

Indeed the clock has stopped: Public Works Department for its part recently closed out its only active cycling infrastructure item on the projects list. And a recent Traffic and Parking Commission work plan status report includes an item titled ‘Citywide Bike Plan Update,’ which refers to no action on the 1977 plan but does say “bicycle planning efforts are now focused on Santa Monica Boulevard.” Are the Pilot measures really the total of the city’s investment in safe cycling? A work plan discussion back in February clarified:

As a first step toward a Citywide Bike Plan, after recommendations from the Traffic & Parking Commission, the City Council directed staff to move forward with bicycle routes on Burton Way and Crescent Drive.

So much for safe cycling across the rest of the city! The Pilot measures weren’t derived from our 1977 Bicycle Master Plan (Crescent wasn’t identified in its citywide route network) so the plan and the Pilot are unrelated. But what about that next step toward a real citywide bike plan?

What Do Our Plans Say?

Smart Mobility Call to Action 2012Let’s take a look at the Pilot program itself and the city policies behind it before we focus on the process and particulars.

Our city plans acknowledge that multimodal mobility must be an answer to our mobility challenges. According to California DOT’s Smart Mobility Call to Action, the aim should be to “create communities where walking, bicycling, and transit use are common choices” through appropriate development and mobility policies. Smart Mobility, an accompanying fact sheet says, “responds to the transportation needs of the State’s people and businesses, addresses climate change, advances social equity and environmental justice, supports economic and community development, and reduces per capita vehicles miles traveled.”

Indeed our city plans say as much: our Sustainable City Plan, for example, calls on residents to walk or ride a bicycle wherever possible in order to reduce auto congestion and emissions. In accord with Smart Mobility principles, our goal is to “foster an energy efficient, walk-able community” in part through energy-efficient land use policies but also by “improving the pedestrian experience on roadways and encourag[ing] alternative forms of travel.”

The Circulation Element of the General Plan is on board with that prescription too. It says we should provide travelers with “realistic options” to driving if we are to discourage additional vehicle miles traveled. Sensible enough, right? To that end, the element says, we should be “improving bicycle or pedestrian travel routes” in order to encourage travelers to make better transportation choices. Indeed the Circulation Element in its call for “a greater emphasis” on walking, bicycle riding, and transit says that amendments were adopted in the General Plan (in 2010) to facilitate it. Have we seen any “greater emphasis” on walking, riding or transit in Beverly Hills?

How Does the Pilot Program Comport with Our Bicycle Master Plan?

Beverly Hills Bicycle Master Plan of Bikeways map (1976)

Proposed bicycle network (circa 1977)

The Beverly Hills Bicycle Master Plan was authored back at the height of the bike renaissance in 1977. Yet it remains on the books and for good reason: the plan recommended that a 22-mile citywide network of bicycle lanes (right) be developed in order to connect parks and schools with our city’s residential neighborhoods. According to the Bicycle Master Plan, “bikeway facilities would serve the interests of both children and adults, so that the system could serve as alternative transportation to parks, schools, shopping areas, etc.”

The kind of network that would connect schools and parks with key destinations is a great place to begin a conversation about bike planning (as we noted), yet neither the Traffic and Parking Commission nor the City Council ever reviewed our Bicycle Master Plan prior during Pilot program development and discussion. Nor were the Sustainability Plan nor the General Plan’s circulation element ever invoked. Collision injury data from the BHPD received no consideration, for example, and the valuable input provided by a score of experienced cyclists went entirely unheeded.

The Pilot program simply doesn’t begin to meet the vision. Sharrows on the busiest section of Crescent and bicycle lanes for a few less-busy segments of Crescent and on Burton Way appear to be a one-off effort that was intended (in our opinion) to deflect calls for bike-friendly improvements. It simply stopped the clock on next steps. Is this any way to plan for multimodal mobility?

What Did the Pilot Program Provide?

Bike Route Pilot program map

Candidate Pilot routes…

In November of 2011, Transportation officials presented to advocates a feasibility study of possible routes with four candidates: the east/west corridors of Carmelita and Charleville and the north/south corridors of Beverly and Crescent Drive. All were recommended by cyclists and bike advocates who participated in the Pilot meetings with staff.

After those meetings concluded, transportation staff then added a fifth route – Burton Way – before scheduling two Traffic and Parking public hearings for input. Burton way is low-hanging fruit: it’s already plenty wide to ride even without lanes; installing them was an easy add-on.

Approved Pilot program bike routes map

…But the routes actually approved by Council.

Public opinion was split during these hearings, but cyclists came out overwhelmingly in favor of all of the candidates (the more the better). Northside homeowners, however, feared that bicycle lanes (or ‘routes,’ or ‘paths’ – the terminology was used interchangeably) would harm property values. With some public input in hand, transportation staff took it to Council with the commission’s misguided recommendation.

When City Council City Council gave the nod to the Pilot program in mid-2012, though, only two route segments survived the discussion: Burton Way and Crescent Drive (at right). And only limited segments of each were slated for improvements. In fact, the Council declined to make any improvements whatsoever south of Wilshire. Only three segments of Crescent north of Santa Monica would be eligible for bicycle lanes; a few blocks between Santa Monica and Wilshire would get ‘sharrows'; and then a few segments of lanes on Burton. A mixed bag and none likely to much affect cyclists. Where did the process go wrong?

The Pilot Process: Problematic from Beginning to (Possible) End

Where did the Pilot program planning go wrong? Let us count the ways!

Reductive route selection. In early 2010, the Traffic & Parking Commission formed an ad-hoc Bike Plan Update committee to revise that old Bicycle Master Plan. The committee of three met with cycling advocates from mid-2011 to March of 2012 to solicit suggestions for candidate routes and to field suggestions for bike-friendly improvements.

Proposed Pilot bike routes map

The proposed Pilot routes (in red) before whittling down by the commission and City Council

In the public meeting the full commission voted to recommend only on three routes to City Council (leaving the busiest routes, Charleville and Beverly, off the table). Subsequently, City Council approved the ‘pilot’ program but narrowed the three candidate routes down to only Crescent Drive and Burton Way. Few of our many ideas made it into the final program.

For more background on the process, please refer to our Better Bike recaps of meetings with cycling advocates:

Only a few treatment options were considered. With feasibility study in hand, options were limited by client constraints. Improvements could not impact street parking (contrary to the Bicycle Master Plan, which identified parking removal as an option) and consultant Fehr & Peers recommended lanes only for wider streets. Less-wide streets were considered suitable only for sharrows (shared-lane markings).

And no innovations like road diets, bike boxes, bicycle boulevards, bike signals that we see in other cities were considered for Beverly Hills (View the city’s introduction presentation, the engineers’ presentation from Fehr & Peers and that firm’s feasibility study diagrams for more information on treatment options.

Ancillary measures not part of the Pilot program. Our city can do much to make cycling convenient in Beverly Hills. Bicycle racks for example would indicate to cyclists that they’re welcome in Beverly Hills. Indeed getting people to ride to shops and work would  alleviate our congestion problem (as our plans recommend). But while the city has discussed installing racks as long as two years ago, we only finalized a rack design last March, and took delivery this October, but haven’t installed a single one of them as of early November.

The Pilot program improvements may be temporary.. A ‘pilot’ program by definition is one from which we hope to learn, and the initiative should teach us what works and what doesn’t. Accordingly, City Council stipulated a 12-month review for these improvements. Staff conducted bicycle counts (before) and will review updated counts during the twelve (12) month Pilot period. That is, City Council may request that the Traffic & Parking Commission receive public input at the end or before of the twelve (12) month Pilot period. It could end even before the 12-month period and the new lanes removed.

The Pilot improvements may not tell us much. The pilot improvements are limited to short sections where cyclists don’t necessarily ride today. Even with before/after counts, how much are we likely to learn much after the 12 months passes? It’s something else to roll out an ambitious program and then see how it’s affected rates of cycling or traffic flow.

How You Can Help

Members of our cycling community should encourage our City Council to accelerate bike-friendly planning and improvements. Drop them an email or pick up the phone (310-285-1013). Let our City Manager know that you care about cycling by sending an email to Jeff Kolin (or just call him at 310-285-1012). Have a question about the ‘pilot’ or about the bicycle racks programs? Contact Martha Eros, Planner (at transportation@beverlyhills.org) and let Better Bike know what you find out.

*FYI: In January of 2010, City Council re-adopted the existing (1977) Bike Master Plan as part of the city’s required General Plan update. While every other element of our city’s guiding document was updated in a lengthy process, this plan was simply tucked into an appendix without review. It references long-outdated data and includes maps that are not legible. Again, is this any way to plan for mobility?

Recent Posts

NIMBYs Whiffed on Bike Lanes But Killed the Dog Park

Roxbury dog park visualization

This year northside Beverly Hills residents swung for the fences but whiffed when they tried to kill bicycle lanes for North Santa Monica (Council kept lanes on the table). But two years ago, the southwest NIMBYs scored a base by killing off a preliminary proposal for an off-leash dog run for Roxbury Park. And it took only a bunt: just five dog park opponents persuaded City Council to nix the whole idea… even though it came recommended by staff, was endorsed unanimously by the parks commission and was supported by local dog-keepers.

The Backstory

The city had been looking to create a dog park for years. Dogs need outdoor recreation, of course, and every morning dogs of all stripes make the trek to one or another city park. But no Beverly Hills park is a place to run a dog: like every inch of the city, our parks are no-go for off-leash activity; a substantial fine awaits those who flout the law. But an off-leash dog area would give our furry friends a place to roam.

Nearby cities already provide dog parks. Moreover, they provide this amenity for Beverly Hills residents too. Popular dog park destinations for our pooches include Brentwood, Culver City, West Hollywood, and Rancho Park. But none is within walking distance. That makes a dog park a no-brainer, right? City Council even elevated the dog park search to an ‘A’ level priority this year:

City Council dog park priority ABut back in 2012 parks staff had already evaluated local options and recommended a dog park for Roxbury. It is the best choice of the options, staff said. Conveniently, the park’s unused croquet court (below) is not close to any park-adjacent apartments and is buffered from homes to the north by Olympic Boulevard. And like the adjacent unused putting green, this forlorn field cries out for re-purposing.

Roxbury croquet court todayNext, the Recreation and Parks Commission evaluated the Roxbury Park option and the commissioners unanimously agreed. The commission then sent it on to City Council.

But what do dog-keepers think about the idea? Generally, residents support creating an off-leash area by a 4:1 margin, but is Roxbury the right place? When staff held a meeting at Roxbury Park to present it, dog park supporters outnumbered opponents. But when the proposal came back to Council, however, some opponents spoke against it. The theme: Hey, we love dogs but don’t put a dog park in my backyard. Classic NIMBY!

Yet NIMBYs adhered to the usual playbook. They raised parking, public safety, noise and property values concerns. One homeowner worried about new people making our park “a destination.” That would take up precious parking spaces and, as another speaker cautioned, tax our limited police patrols.

Ken Goldman, Southwest Homeowners Association president, said he polled his association and “100% of responses were opposed.” Beverly/Roxbury Homeowners Association president Steve Dahlerbruch chimed in. “We polled our homeowners association and we got the overwhelming response, ‘We don’t want it in our area.'” For good measure Mr. Dahlerbruch added, “I live on Olympic and every day dog owners leave (crap) on my lawn.”

That’s the nimby cry: “We don’t want it in our area.” “Not in my backyard.” And of course the property values argument: “I want to preserve the residential nature of this community,” said homeowner Rochelle Ginsburg. “I will protect what I value.” How many such speakers did it take to put the kibosh on the Roxbury dog park idea? Just five.

But this area of the park is in nobody’s backyard. Nevertheless, after hearing from them our City Council simply nixed the proposal. And ever since, this unused croquet court has withered on the vine (n fact, the entire northern tier of this park is typically underused except by dog walkers).

For just twenty-thousand bucks we could have a dog park (according to staff estimates). Let’s put that in perspective: West Hollywood’s City Council is committed to building its second dog park and is poised to budget $750k for it as part of the West Hollywood Park phase II renovation.

In the meanwhile here in Beverly Hills, the a dog park  option – at a site located in the industrial section of the city, near Maple Drive – inches forward. But slowly: City Council gave the OK to test the environmentally contaminated parcel last summer, but no report has yet come forward. (Construction is expected to be completed by the end of the year, marking three-plus years of talking about a dog park.)
We ask you: would you rather take your dog out to play in a lovely park only a short walk from your home, or drive to run your pooch on an environmentally-remediated parcel to run your dog?

Friends of Roxbury Dog Park

In the weeks leading up to last weekend’s dog-friendly Woofstock event, a campaign coalesced to bring the Roxbury proposal back to City Council. Friends of Roxbury Park agree with staff and the Rec and Parks Commission that Roxbury is the best option for the city’s first dog park. But it need not be the only one: dogs need outdoor recreation whether they reside in the north, southwest or southeast part of the city. A few months ago, at a preliminary meeting for the redesign of La Cienega Park, we suggested the city include a dog area.

Roxbury dog park visualization

Roxbury Park’s croquet court repurposed as an off-leash dog area (illustration courtesy Friends of Roxbury Dog Park)

Letting just five NIMBYs nix a good idea like a dog park for Roxbury should feel like a thorn in the paw for every dog and dog-keeper. Just as we can’t let a few negative voices tank bike lanes for Santa Monica Boulevard, we shouldn’t let a few NIMBYs and homeowner association despots dictate the use of a city park either.

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