Multimodal Urban Redevelopment Partners Koreatown Report 2011

7/30/2019 Multimodal Urban Redevelopment Partners Koreatown Report 2011

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2011

Multimodal Urban

Redevelopment

Partners

Hanna BAR-OR

Andrew REKERElaine YANG

Ziyang Christina XU

[KOREATOWN OPPORTUNITIES

FOR INNOVATION]


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TABLE OF CONTENTS

Executive Summary ................................................................................................ 3

Neighborhood Overview ........................................................................................ 7

Sector Evaluation: Cahuenga School Area ............................................................. 9

Andrew REKER


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EXECUTIVE SUMMARY

STATEMENT OF PROBLEM

In the heart of Korea Town, we surveyed four transportation corridors centered around the

budding Wilshire Boulevard-Western Avenue commercial center. These neighborhoods vary in

their range of uses, types of housing, and condition of streets. What they do have in common is

a history of community strife and resolution and years upon years of heavy usage by residents

and visitors of the community. (Possibly elaborate on community history). Consequently, the

sidewalks, bus and bicycle amenities, roadways and parking have been worn down over time

and and are simply inadequate in meeting the areas transportation needs. Not only would the

current users of these transportation corridors benefit from a transportation system upgrade,

but by improving and facilitating the flow of people, traveling by foot, bus, bicycle, skateboard,

etc., the city could upgrade its level of economic activity and healthy social interactions. These

considerations to improve the transportation corridors go hand-in-hand with the Southern

California Association of Governments (SCAG) current initiative to integrate land use and

transportation planning in order to reduce greenhouse gas emissions, according to SB 375.

Included among the needs for the different transportation corridors are restructured and

widened sidewalks, reconfiguration of parking, and improved bus stop rest areas and bicycle

facilities.We have divided up the Koreatown neighborhood into 4 areas for specific evaluation and

analysis. These areas are divided into two sectors and two corridors that we consider

representative of the broader area. The two sectors are: the area in and around theWilshire/Western LA Metro Purple Line stop and the area around Cahuenga Elementary

School. The two corridors are the Normandie Avenue corridor from Wilshire Avenue to 3rd

Street and 4th Street from Western to Normandie Avenue.

In our initial investigations into the study area, we expect that the majority of the issues with

the transportation in this neighborhood would fall into the following categories:Bicycle infrastructure bicycle lanes and facilities

Walkability smaller or inadequate sidewalks, problems with sidewalk maintenance,

and possible conflicts with bicyclists using the sidewalk instead of on-street pavementStreet reconfigurations maximizing current road infrastructure to provide for

pedestrian, bicyclist, or transit user comfort and safety

Public transit stop improvementsadding to transit user comfort and safety


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We also expect that given the history of automobile use in the region, any of the suggested

upgrades that take place would have to have little or positive impact on current traffic

congestion or intensity.

BACKGROUND

Fourth Street: This neighborhood bridges two high-traffic corridors, Normandie and Western. It

has a mix of high-density, multi-level, apartments and low density, multi-level, single-family

homes. Based on its heavy use as a link between the Normandie and Western corridors, its high

residential density, concentration of cars parked along its streets and observed moderate

pedestrian traffic; we believe the 4th Street corridor could benefit from a transportation

elements upgrade and minimal reconfiguration. (The apartments have well-manicured front

yards and the building facades, for the most part, appear well-maintained. The single family

homes vary in outward condition and with a few exceptions, the homes and yards appear well-

maintained. Fourth Street is considerably more narrow than the streets perpendicular to it, i.e.,Hobart & Serrano. Parallel parking is available along most streets, but on Serrano, there is angle

parking. Sidewalks along 4th street are in walkable condition, but can only fit about two people

walking side-by-side. Sidewalks along...)

School-area: We chose to study this sector because it had several civic institutions most

notably the two elementary schools -- and is part of a sector of lower-density residential next to

higher density residential and commercial located near major thoroughfares.

Wilshire and Western- The commercial intersection of Wilshire and Western is at the heart of

Koreatown.

Normandie: The Normandie Corridor is highly consisted of apartments and low density of

single-family housing. All most every window on the 1st floor of the apartment- building is

barred. Apparently, residents there protect themselves in a safer consideration.

ANALYSIS

Wishire: To create a more mixed environment amongst commercial industries. The Wilshire

and Western corridor has space for pedestrian walkability, but does not invite individuals to

engage with one another. The only green area found in this five block corridor is a small park in

front of a large high rise that is used as a skate park by teenagers. This corridor, with its high

traffic of pedestrians can use a living street with vibrant life for pedestrians that broaden their

use for walking rather than a mode of transportation from point a to point b.


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The second recommendation is to create bicycle boulevards west of Western that run north

and south. Since it would be impossible to create bicycle lanes in the highly congested Western

and Wilshire ave, a bicycle boulevard could ensure bicyclist rideability in Koreatown.

School area: Overall, there is high quality network for automobiles and relatively frequent

public transit in the rapid and local service in the sector. Areas that need significant

improvement are the walkability and bicyclist rideability of the sector and the broader

neighborhood. There are 3 recommendations made within this section.

First is the conversion of3rd Streetinto living street. This would keep the number of lanes for

traffic and parking but at reduced widths, install a center median, and provides creations for

better pedestrian crossings and spaces for local transit amenities such as bus bulbs. By

minimizing lane widths but not removing through lanes for traffic, it would allow for pedestrian,

bicyclist, and transit improvements while not increasing congestion intensity.

The second recommendation is to install bicycle boulevards on 2nd Street (east-west) and on

either Hobart or Harvard Boulevards. In the sector under study and the broader neighborhood,

there is almost no bicycling infrastructure. Bicycle boulevards on local or collector streets and

priority intersections would facilitate bicyclist comfort possibly providing a recreational and

health benefit in a neighborhood with both few and small public parks.

The final recommendation is to engage in transit stop upgrades especially bus bulbs at bus

stops. With a frequent transit service with frequent local bus and bus rapid transit, this is

definitely a plus for the study sector and the broader neighborhood. However, streetscape

elements and bus stop amenities like bus benches, bus shelters, or more descriptive signagethat would encourage passenger comfort and information are limited by the street widths. In

constructing bus bulbs in this neighborhood and study area, a pair of parking spaces may be

removed, but passengers waiting for the bus service would be greatly improved. The sector

under study is also an area with a large draw factor for public transit riders with several

primary schools and churches and other public institutions. In addition, the sector under study

is also over a mile from the nearest junior high school and well over a mile-and-a-half from the

nearest high school, providing more comfortable transit service may help with parking or drop-

off concerns at those facilities that are outside the study sector.

Normandie:Throughout the Normandie sector, it is a culturally vibrant neighborhood in the

Koreatown. This corridor is one of the most diverse and densely populated neighborhoods

which is home to concentrations of Hispanics. There are several Metro bus stops along the

Normandie Ave, so it is quite convenient for residents utilize public transportation. And there is

also a Metro Station of Normandie/ Wilshire which is located on the Wilshire Blvd.


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Considering of increasing the walkability and safety for residents, there are still

recommendations. First, public utilities, poles, signs and street furniture along the Normandie

Ave should be placed within the planting strip and should not obstruct or overhang into the

pedestrian sidewalk area. Second, pedestrian level lighting on the Normandie Ave should be

placed on poles or attached to buildings at a height of 12 feet.

CONCLUSION

Koreatown, a center of fused cultures and budding commercial locations, is in need of

modifications that can bridge major corridors, bring people together and preserve years of

history. Koreatown is comprised of multi-family, single-family and commercial locations in this

area of greater Los Angeles. Two of the largest and most congested streets run through

Koreatown connecting various cities. Wilshire and Western span over fifteen miles in length

and are congested on a daily basis. These arterial streets in Los Angeles need a bridge in

between to ease congestion and promote bicyclist rideability. Bicycle boulevards on side streetsthat are parallel to main streets can bring people together through a more sustainable means.

Koreatown has a strong identity embedded in its transit accessibility, but has room for

improvements. A modification of its living streets, bicycle boulevards, and creation of bus bulbs

will enhance the life of Koreatown as well as the life of its citizens.


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NEIGHBORHOOD OVERVIEW

NEIGHBORHOOD MAP

GENERAL DESCRIPTION

The borders of Koreatown are roughly between Beverly Avenue on the north, Vermont Avenue

on the east, Olympic Boulevard on the south, and Western Avenue on the west. Our group

chose to examine the area between Beverly and Fourth Street and Wilshire and Western.

Koreatown is known for having the highest density in Los Angeles: Currently, Koreatown has a

population of 120,000. Although known as Koreatown, Latinos comprise the majority of the

area with 53 percent of the population, while Asians comprise 32 percent of the population.

The difference in the population has created a culture infused with Korean and Latin influences,

which makes Koreatown vibrant and interesting.

4th

Street Corridor

Cahuenga School Sec

Normandie Ave Corridor

Wilshire/Western Sector


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FIT & FUNCTION IN LARGER CITY CONTEXT

Koreatown is a neighborhood in the district of Mid-Wilshire in the Los Angeles, California. Due

to the construction boom in the late 1950s, Koreatown received new residents from Los Feliz

and West Hollywood. Koreatown is one of the most diverse neighborhoods in the United

States. Korean-Americans are the largest national ethic demographic (23%) followed by

Mexicans (22%).

The neighborhood is famous for its economic business, including, 24-hour businesses, various

shopping centers, and the highest concentration of nightclubs and restaurants in Southern

California. Since 1960s, investment from South Korea has been a large contributor to the

economy. Since 2000, business investments have rapidly increased. Korean airlines companies,

such as Asian Airlines, operate sales in Koreatown.

HOW KOREATOWN HOLDS TOGETHER AS A NEIGHBORHOOD

Two major events that have affected the Koreatown area as a neighborhood is decentralization

in Los Angeles during the late 1950s and the 1992 Los Angeles riots. The decentralization and

development boost in the Koreatown area led to a decline of property value and an influx of

Korean immigrants. The Los Angeles riots spilled into the Koreatown area and was an explosion

of tension between ethnic groups and frustration with the city government. In spite of these

fairly negative events, Koreatown has thriving commercial businesses and has one of the

highest residential densities in all of Los Angeles. Although relationships between the ethnicgroups have cooled down and include many successful business related relationships, there is

still some contention between ethnic groups. One item of contention is whether the area

should be known as Koreatown when the demographics show that 54% of the population is

Latino and 23% of the population is Korean. One non-ethnic related issue that the Koreatown

residents grapple with is that despite having one of the highest residential densities in Los

Angeles and an estimated great amount of property tax, there is still a great lack in physical

neighborhood maintenance for the area.


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SECTOR EVALUATION: CAHUENGA SCHOOL AREA

Figure 1 - Sector under study with Civic buildings highlighted

SECTOR SELECTION

This area was chosen as it was an area with several civic institutions. The boundaries are shown

in the diagram above with the significant civic institutions listed. The boundaries are: on the

Cahuenga Elementary School

Kim Elementary School

First Presbyterian Church

Union Office IBEW Local No.


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north, 1st

Street; on the east, Harvard Blvd; on the south, 3rd

Street; and on the west, Western

Avenue. This area is about 8 blocks and a fairly regular street grid pattern, but has a housing

parcel that cuts off Harvard Boulevard on the northeast portion of the area.

The majority land use found in this sector is residential, with slightly more land area dedicated

to single-family residential than multi-family residential. The secondary land-use is civic use

with two elementary schools, several churches and a union local office. There is also lower

density commercial on the frontages of Western Avenue and Third Street.

As far as social or economic factors in this neighborhood, there seemed to be a general mix of

incomes within the sector. The locations farther from the major thoroughfares of the area

Western Avenue and Third Street, in general, seemed to be better maintained which would

lead to the assumption that the residents and other owners of property farther from these

thoroughfares were higher income.

For our study, we arrived in the study area around 2PM on a Sunday and stayed until around

5PM. This would create a certain bias in terms of activities we saw. The afternoon and evening

hours of Sunday had many closed shops and is also a time where residents were primarily at

home. Furthermore, earlier that Sunday there were rain storms in the area, as well as lower

temperatures when the study group was there. Therefore, we might have not seen a normal

level of activity for a Sunday afternoon and evening.

OVERALL MOBILITY AND EASE OF TRAVEL

Overall mobility within the study sector is highly dependent on the automobile. The major

thoroughfares for the area are Western Avenue for north-south automobile and bus traffic.

Figure 2 Photos of representative neighborhood land uses (l-r: elementary school entrance, LA First Presbyterian, IBEW Local No. 18, and

lower density and higher density multi-family residential units)


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Western Avenue has 4-lanes for through traffic, 1 lane for left turns at intersections and one

lane in each direction for parking with alternate-side parking restrictions for rush hours. For

east-west traffic, Third Street is the major thoroughfare. It is configured nearly the same as

Western Avenue. The remainder of the streets in the sector are side streets.

For public transit, there are two 2 major north-south bus routes LA Metros 207 and 757 on

Western Avenue. Route 207 connects Los Feliz to Athens. Route 757 runs the same route but

is a Rapid service of route 207 stopping only at major cross streets. There is one major east -

west bus routeLA Metros 16/316 connecting Downtown LA to Century City. There were no

facilities for bicycles and in this area there are basic facilities for pedestrians.

As far as public facilities or areas for socialization, there were limited areas for socialization.

Most of this socialization seemed to happen outside of public areas; largely in any commercial

locations involved. There were a handful of ethnic restaurants and convenience stores on Third

Street.

The school areas provided some areas for socializing; however it seemed to be limited to larger

sidewalks as well as some courtyards within the school properties.

IDENTIFY PROBLEM AREAS

There are several problem areas within this sector that should be addressed. Upgraded transit

service exists on Western Avenue; however, the transit user bus stop experience on the regular

and Rapid service seems to be of the same minimal quality with a little space for bus riders

waiting for either of the services with a few or no bus benches.

Further, the school catchment areas for both elementary schools as well as the private Christian

school in the neighborhood had little investment in non-automobile transportation. Bicycling

routes to and from school were not clear as well as some areas that had deleted crosswalks,

albeit at a major thouroughfare. Minimal considerations for pedestrian movement within the

sector and into the broader neighborhood seemed to have been made. The major pedestrian


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improvement in the areas around the schools seemed to be larger sidewalks for bus alighting

and disembarking. Futhermore, there is little provision of public space devoted to socialization

or social aspects. There are no areas for community members to gather.

STREETSCAPE & LANDSCAPING

Additional consideration should be made of the lack of streetscape and landscaping with in the

neighborhood. One thing to note is that the local area had little in terms of streetscaping and

minimal landscaping. The majority of the landscaping was in the single-family residential area.

There is also no parkland within the sector understudy and a small park about a half-mile

outside the sector.

AUTOMOBILE TRAVEL

The street pattern in this sector of the neighborhood is pretty regular and well connected to the

other areas of the neighborhood; however the area immediately surrounding the study area isless regular. To the north, east, and west of the study area there are irregular street patterns.

However, primary streets major thoroughfares (marked with red bidirectional arrows in the

figure below) are regular and on a grid-iron layout. The study area is actually quite regular

and well connected compared to the immediately surrounding neighborhoods.

Study

Area


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The major concerns automobile concerns would be traffic intensity on the major thoroughfares

of Beverly Boulevard (the top most bi-directional arrow); Third Street; Western Avenue (the

left-most bi-directional arrow); and Normandie. Other concerns after traffic intensity and

congestion at intersections would also be crossing times for automobile traffic crossing the

thoroughfares or wait times to find safe gaps to enter traffic from local/side streets.

CYCLING ENVIRONMENTS AND INFRASTRUCTURE

Within the study area, there is no bicycling infrastructure on the roadways nor were there any

bicycling amenities such as publically provided bicycle racks. The photos below are

representative of the cyclists on the road that we observed as well as the bicycling amenities

provided to lock or store bicycles

Furthermore, there were no visible bicycle storage areas at neither of the two elementary

schools within the study area, nor at the other civic institutions the union office or the church.

Significantly, as shown in the above figure, bicycle parking was publically provided, albeit using

the parking meters on the street.

There are significant opportunities for cycling infrastructure located within and connecting

outside of the study area. Additionally, reviewing the LAUSD schools map (below), the

catchment areas for both of the schools would seem to cross some of the surroundingthoroughfares, especially 3

rdStreet just to the south of both schools.


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TRANSIT SYSTEMS

The level of transit service within the sector is quite high. There are 4 services on two routes

that create connectivity within the broader neighborhood and the metropolitan area. The

primary north-south service are the 207 Local and 757 Rapid services running the same route

but providing a local and express service, respectively. These two services connect the study

area to the Hollywood/Western LA Metro Red Line station to the north and to Athens in South

LA to the south. The primary east-west services are the 16 Local and 316 Rush-hour Limited

Stop service. These two services run the same route, but provide a local and rush-hour limited-

stop service, respectively. These services connect the study area to Downtown LA in the east

and to the Beverly Center/Cedars-Sinai Hospital area and/or Century City in the West.

The weekday level of service is pretty frequent for the north-south routes 207 and 757 which

have 24-hour service and minimum 10-minute service from 6AM to 8PM. It is also a relatively

consistent service, with alternating Local and Rapid service at major intersections. Weekend

service is also relatively consistent; however, there is only Local service. In our study area, for

weekday service, the peak northbound/Hollywood-bound service is 12 services within the 7AM

hour, for an average of 5-minute headways. For the peak southbound/Athens-bound is 15

services within the 3PM hour, for an average of 4-minute headways.

The weekday level of service is also frequent for the east-west routes 16 and 316. Service is

available from 4AM to 1AM with minmum 10-minute service from 6AM to 8PM. It is not as

regular or consistent of a service as the 207/757 routes as there is significant peak-hour service

with route 316. Weekend service as consistent as the 207 Local weekend service. In our study

area, for weekday service, the peak eastbound/Downtown LA-bound service is 20 services in


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the 7AM hour with an average 2-minute head way. For westbound/Century City or Cedars-

Sinai service it s 18 services in the 6PM hour with average 3 minute-20 second headways.

Weekend services average or best 10- to 15-minute headways (4-6 services per hour) on both

north-south and east-west routes.

Bus stops in the study area all seemed to be very minimal: a simple stop with a sign designating

routes that halt at each stop, a basic description of end points for the bus route, and also a bus

stop code. No benches or shelters were found. Bus stop-specific lighting was also not present

in any of the bus stops examined. In addition to the lack of benches or shelters, there was not

much space for bus riders to wait in. In one case, we found bus riders standing on a private

parking area waiting for the 16 Local bus. Transit riders seemed to be mostly minority riders

with a few middle-income riders in the busses that we could peer into.

WALKABILITY

The connectivity of the pedestrian network within the local area is pretty good though the

quality of some of the individual sidewalks is low and could use some repairs or upgrades.

Connectivity to the larger neighborhood is also the problem in this area. Both Western Avenue

and 3rd

Street are thoroughfares which are hard to cross. In the figure below, the sign from the

Use Crosswalk is from the 3rd

Street crossing at Harvard Boulevard. Additionally, in several

cases the sidewalk was used for bicycle transportation on the major thoroughfares as the lanes

of traffic were not very conducive to safe or comfortable bicycle riding.

In addition, the sidewalks in the study area are not very good at connections to other modes of

transportation. In the above figure the middle photo shows the basic bus stop as well as the


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pedestrian amenities that were provided. There is definitely not enough space for pedestrians,

waiting bus passengers, and any wayward bicyclists. Essentially, the bus waiting area is a

private parking lot. This was seen in other parts of the study area as well as other parts of the

neighborhood.

Further the intersection design for sidewalk users was inconsistent as well as some

intersections that were non-conforming to ADA regulations. In the case that universal

pedestrian access was considered, it was the minimum regulations that were most often

implemented. The right-most image in the figure above shows a far-side parallel curb cut. This

type of curb cut is less attractive for universal pedestrian access as it requires any pedestrians in

wheelchairs to divert from the most direct path adding to crossing times as well as leading to a

decreased sense of comfort in crossing.

OPPORTUNITIES FOR INNOVATION AND CHANGE

AN OPPORTUNITY EXISTS ON 3RD STREET FOR A LIVING STREET MODIFICATION

To utilize the LA County Model Guide for Living Streets on 3rd

Street would provide a better

streetscape for the users in the immediate area as well as pull things together in this

neighborhood and create a focus for the restaurants and retail located on 3rd

Street. Using the

principles in the LA County Model Guide for Living Streets would also provide for safer and

more comfortable connectivity between the areas to the north and south of 3rd

Street.

Third Street in the study area and also throughout the Koreatown neighborhood has a width of

at least 62 feet. Using an example of a model living street from the model street guide, we

can see that 3rd

Street for at least some portion within Koreatown could be converted to a

street that would achieve several things:

1. Slower traffic2. Pedestrians crossing comfort with two separate crossings separated by a short time in

a median

3. Creation of space for transit stops with bus bulbs added (not included in figure)4. Allows for some sort of lower quality bicycle infrastructure (sharrows)


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SECOND STREET BICYCLE BOULEVARD

Specifically for the area in and around the two schools, the establishment of safe bicycling

routes for students going to and from the elementary school, much like the safe routes to

school for students walking to school could be an intermediate step. Additionally, the

installation of bicycle infrastructure could be in the form of sharrow lanes, dedicated bicycle

lanes, or a bike boulevard in the neighborhood streets.

In particular, 2nd

Street seems to be an ideal location for a bicycle boulevard for the

neighborhood. All of the civic institutions in the study area front to 2nd

Street. The

recommended length of this bicycle infrastructure would be on 2nd

Street extending beyond

Western Avenue to the west and beyond Normandie on the east. Extending the bicycle

infrastructure beyond Western would also facilitate bicyclists connecting to the commercial

corridor of Western Avenue while connecting to beyond Normandie Avenue would allow other

students beyond Normandie to arrive to school by bicycle. This would also be a possible

neighborhood amenity that could be extended into other areas to the east and to the west in

addition to adding to the bicycle infrastructure of the immediate neighborhood. One limitation

to the choice of 2nd

Street would be that 2nd

Street is connects only the local area. Connections

beyond Hancock Park to the west and toward downtown in the east are not possible due to the

roads dead end.


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SOUTH HOBART/HARVARD BOULEVARD BICYCLE BOULEVARD

An additional bicycling facility along either Hobart or Harvard Boulevard of dedicated bike lanes

or a bicycle boulevard would also add to neighborhood cohesion, connectivity, and provide

added transportation options for students studying at the elementary schools and other civic

institutions in the study area. Since South Harvard Boulevard dead-ends just north of the

school, Hobart Boulevard might be preferred street for maximum connectivity to the

Hollywood area to the north.

With installation of a bicycle boulevard on Hobart or Harvard Boulevards, considerations should

be made for additional bicycle upgradesespecially bicycle parking. Upgrades could be

focused on the area in and around the two elementary schools as they would be the most

probably draw for significant bicycle traffic. Additional bicycle racks both on campus but as well

as bicycle racks on the exterior of the property for parents or others who may ride to the

elementary campuses would be possible.

TRANSIT STOP UPGRADES

Transit stops should be upgraded in both transit corridors in the study area. The lack of waiting

amenities especially for the lower service hours in the early morning or late evening such as

safety/security lighting or benches should be considered as there is significant scheduled

service after dark and before dawn. This is especially true on Western Avenue as there is 24-

hour service.

Further, transit stop upgrades, such as bus bulbs for stops located farther from majorintersections would be a way to create space for these amenities. Both the Western Avenue

and 3rd

Street corridors seem to be limited in pedestrian space, thus, taking some of the space

currently allocated to parking for additional pedestrian and transit user amenities would be the

most feasible option.


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REFERENCES

City of Los Angeles Department of City Planning. (2008). [Maps of Community General Plans]

Retrieved fromhttp://cityplanning.lacity.org/complan/central/wilpage.htm

LADOT (2011). [Bicycle map outlining established routes and evaluations on comfortable routes

for bicyclists as well as demarcations of intersections that are difficult to cross for bicyclists]

Central City & Westside Bicycle Map. Retrieved from

http://www.bicyclela.org/maps_main.htm#lamaps

----- (2010). LA County Traffic Count Book 2009-10 [Data File]. Retrieved from

http://ladot.lacity.org/tf_hist_auto_counts.htm.

Los Angeles Longest Streets (1988, May 12). Los Angeles Times. Retrieved from

http://articles.latimes.com/1988-05-12/local/me-4227_1_los-angeles.

Koreatown, Los Angeles. (2011, November 2). In Wikipedia, The Free Encyclopedia. Retrieved

21:13, November 17, 2011,

fromhttp://en.wikipedia.org/w/index.php?title=Koreatown,_Los_Angeles&oldid=458576343

Los Angeles County Metropolitan Transporation Authority (2011). [Photographs from LA

Metros Public Art Projects]. Wilshire/Western Slideshow. Retrieved from

http://www.metro.net/about/art/locations/wilshirewestern-station/.

----- (2011). [Map of LA County Established and Proposed bicycle routes]. Metro Bike Map.

Retrieved fromhttp://www.metro.net/riding_metro/bikes/images/la_bike_map.pdf.
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