A feel-good initiative in Los Angeles to paint crosswalks has taken an unexpected turn, revealing the complexities and inefficiencies within local government.
On July 22, volunteers rallied for a month of Saturdays to paint crosswalks near Stoner Park in the Sawtelle neighborhood, inspired by concerned resident Jonathan Hale after witnessing multiple near-misses between pedestrians and vehicles.
Hale’s grassroots effort was modeled after successful DIY projects in other neighborhoods, bringing hope for safer streets. Yet, in a surprising move, the Los Angeles Department of Transportation (LADOT) acted within three days to remove the freshly painted crosswalks.
Contrary to expectations, LADOT’s swift response had nothing to do with the quality of the work. Local officials, including a representative from the City Council, praised the aesthetic of the volunteers’ efforts, affirming that the painted crosswalks highlighted existing legal crosswalks at stop-sign intersections.
However, LADOT cited concerns over potential lawsuits tied to the Americans With Disabilities Act (ADA). In its assessment, the department indicated that any installation of crosswalks must be part of a broader consideration of safety measures, including curb ramps, lighting, and traffic signals.
Diego de la Garza, a former official at LADOT, explained that the absence of such holistic planning creates an “illusion of safety.” This perspective emphasizes that the city’s approach cannot simply focus on one improvement; it demands a comprehensive study to ensure public safety.
What transpired with Hale’s project is emblematic of a much larger issue in Los Angeles governance. Scholars refer to the concept of “state capacity” to measure how effectively local government can manage finances, maintain order, and deliver essential public services.
Historically, Los Angeles has been challenged by high aspirations that frequently remain unfulfilled due to a cumbersome and often inefficient bureaucratic process.
For instance, former Mayor Eric Garcetti set ambitious targets during his tenure, including the completion of 28 public transit projects by 2028, the elimination of all traffic fatalities by 2025, and the eradication of street homelessness by 2028.
Currently, only four of the 28 transit projects are completed, and traffic-related deaths have surged from 186 in 2015 to a staggering 337 by 2023. Furthermore, of the $1.2 billion allocated in 2016 to construct 10,000 units of homeless housing, only 5,597 units have been completed. Since 2018, the number of unsheltered individuals in Los Angeles has escalated by 17.8%, currently estimated at 26,972.
These statistics underscore a systemic inability of local authorities to execute projects promptly and efficiently.
Another example highlights the stalled Vermont Transit Corridor, a proposed bus rapid transit initiative. Former Metro leadership indicated that the project could have been operational by 2028. However, the Metro board’s decision to halt it in favor of exploring a rail line—without a secured funding source—has thrown the project into uncertainty. Concerns about racial equity prompted this second-guessing, further complicating the city’s transit landscape.
Equally frustrating is the process surrounding sidewalk repairs. What should be a straightforward month-long project often extends to nearly two years, leading to potential wait times of up to a decade for some residents in need of repairs.
Interventions like those made by former Governor Arnold Schwarzenegger, who took matters into his own hands to fill potholes in Brentwood, reflect a public impatience with local government inefficiencies.
Moreover, initiatives for homeless housing funded by Proposition HHH have seen a lengthy average construction time of three to six years, with some projects dragging on for as long as 18 years due to multiple layers of approvals and litigation arising from the California Environmental Quality Act.
This is precisely why community members like those at Stoner Park took the initiative to paint crosswalks themselves—they were motivated by a need for immediate action rather than waiting indefinitely for local government solutions.
After significant public pressure followed the removal of the crosswalks, the city acquiesced, repainting them within a week. This quick turnaround was not just about appeasing constituents; it demonstrated that the city’s strict liability concerns regarding ADA compliance should not stifle community-driven actions.
Interestingly, since 2020, the city has incurred nearly $300 million in liability claims related to unaddressed infrastructure issues but only $1.4 million in ADA lawsuits.
Without substantial reforms, the likelihood of more DIY crosswalks being permitted is diminished. Just days after community advocates repainted the crosswalks, emails revealed that LADOT was denying any consideration for new street improvements, primarily due to budget cuts leading to staffing shortages.
The department ultimately cited its inability to conduct studies necessary for implementing traffic control devices, effectively declaring an end to new crosswalks.
Contrasting Los Angeles’ struggles, examples from other states present a stark difference. Pennsylvania Governor Josh Shapiro’s administration repaired a broken freeway in a remarkable 12 days, while Indiana Governor Mitch Daniels streamlined services to reduce Bureau of Motor Vehicles wait times to just nine minutes.
Even the local authorities were remarkably swift in restoring the Santa Monica Freeway post-Northridge earthquake, completing repairs in less than three months.
In a recent display of agility, even LADOT managed to repaint the crosswalks in 10 days when public outcry became unavoidable.
L.A. must work towards simplifying bureaucratic processes and increasing its state capacity to effectively serve its residents.
Achieving this will require a significant political shift, wherein moderates accept that the status quo is ineffective, and progressives focus on making existing services functional before proposing grand solutions.
Ultimately, the passionate engagement of citizens like the volunteers at Stoner Park is crucial in driving reform, encouraging a collaborative approach that harnesses both their efforts and electoral participation.
image source from：latimes
