To consolidate, disseminate, and gather information concerning the 710 expansion into our San Rafael neighborhood and into our surrounding neighborhoods. If you have an item that you would like posted on this blog, please e-mail the item to Peggy Drouet at pdrouet@earthlink.net

Saturday, August 17, 2013

L.A. Walks: Old Town Pasadena's lesser-known side

This walk around Old Town Pasadena takes you to Jensen's Raymond Theatre, through City Hall and more. 


By Charles Fleming, August 16, 2013

This walk is easy on the legs but full of wonders for the eyes and mind — beautiful buildings, weird history and more — through the lesser-known side of Old Town Pasadena.

1. Begin near the corner of East Green Street and South Raymond Avenue, along Pasadena's Central Park. Walk north past the lovely Hotel Green and Castle Green Apartments — a 1903 construction financed by Col. G.G. Green, who made his fortune in patent medicines. Continue north across Colorado Boulevard.

2. Turn right on East Holly Street, pausing to look left at Jensen's Raymond Theatre, which at the time of its 1921 debut was the West Coast's premier vaudeville theater, containing 2,000 seats, sweeping spiral staircases and interior fountains. It was later a movie theater and a concert venue. Now it's condos. Also check out Memorial Park, with its sweeping lawns and a historic band shell, where on weekends music is often performed.

PHOTOS: Old Town Pasadena's lesser-known side

3. Continuing straight on East Holly Street, walk toward Pasadena's stately City Hall. Plaques inside explain that the noble dome, designed in the early 1920s by the architectural firm of Bakewell and Brown, is meant to replicate the Basilica di Santa Maria della Salute in Venice. It's designed around a central courtyard containing rose bushes, old oak trees and a spraying fountain. Circular staircases rising to the right and left of the central arch present nice views of both yard and dome, and are worth the short climb.

4. Continue east, through City Hall, across the street and past the square Norman tower of All Saints Church on North Euclid Avenue. Continue to North Los Robles Avenue and turn left.

5. After one block, turn right onto Ford Place, and enter what remains of Pasadena's first "exclusive" subdivision, conceived in 1902 by W.J. Pierce as the city's most upscale residential neighborhood. The road is lined with Craftsman, Prairie, Shingle, Tudor Revival and Mission Revival homes, and was a private street until 1951.

6. Turn right onto North Oakland Avenue, onto the campus of Fuller Theological Seminary, which since 1971 has owned all of the original Ford Place subdivision. It was founded in 1947 by evangelist Charles E. Fuller, creator of the "Old Famous Revival Hour" radio show.

7. After continuing down North Oakland Avenue, passing the fine Pasadena Museum of Contemporary Art and the back side of Pacific Asia Museum, turn right onto East Green Street. Enjoy a shady walk back to your starting point.

Angelenos' vision of their river is created from a made-up memory

Historically, the river has been dry for most of the year. Now, it flows continually, but most of the water in the channel is industrial and residential discharge.


 By Doug Smith, August 15, 2013

There's been a lot written on improving the concrete, channelized, litter-strewn Los Angeles River. No doubt the river could use some improving, but there's also a lot of misplaced nostalgia.

To hear some people talk about restoring the river, you'd think it was once the mighty Mississippi with flotillas of steamboats churning their way upstream.

Anyone who grew up here long ago, as I did, knows the natural condition of the L.A. River — dry.
As a kid searching the river for polliwogs in the 1950s, I could bound from one side to the other without getting my feet wet. Broken glass and debris would sit all year on the baked concrete waiting for the winter to wash it away.

In time, as I traveled to great cities whose identities are inseparable from their rivers, I came to understand that our lack of a "real" one was a flaw in L.A.'s otherwise grand sense of self.
So, I'm solidly behind the people today who extol a river where vegetation abounds, wildlife flourishes and kayakers drift through the heart of the city. I just think the ebullience should be tempered by some plain talk about where the water for all this comes from.

It is an essential question about every river. If you don't know the answer, you don't know the river.
So, like John Hanning Speke, who trekked through unexplored Africa 160 years ago to find the source of the Nile, I found myself driven to discover the headwaters of the L.A. River.

It didn't take long. It was mostly a matter of considering and dismissing traditional views of what makes a river.

History books tell us that long before the Los Angeles River looked like an empty freeway, it was a tiny tree-lined creek flowing through a swampy bed that in times of intense rain could become wilder than the roaring Colorado.

That river expired after the disastrous flood of 1938 when the U.S. Army Corps of Engineers built the concrete banks that still define the river channel today — barren and ugly for all but the few stormy days when they fill to the gunnels with raging water.

It's been said that the river's official starting point is in Canoga Park at the intersection of two concrete channels, Bell Creek and Arroyo Calabasas. But both are usually just trickles.

To find the water I had to venture to the Donald C. Tillman Water Reclamation Plant in the middle of the San Fernando Valley.

As it turns out, most of the water in the channel today is industrial and residential discharge. It's sewage.

John Mays, a soft-spoken man about my age who also grew up around here, is engineering supervisor of the Tillman plant. In that capacity he is, in some ways, the steward of the Los Angeles River.
Mays recalls the old river of the 1950s much as I do. "It's dry for nine months," he said.

The Tillman plant changed that. It receives water from two giant pipes that collect the sewage from the homes of 800,000 San Fernando Valley residents. That water originally comes from as far away as the Colorado River, but mostly the Owens River, which drains the Eastern Sierra.

The sewage-filled water goes through a series of holding tanks, digesters, filters and sanitizers before crashing over a man-made waterfall into Lake Balboa. That body of water, along with two smaller ones, puts 23 million gallons of water a day into the river at Sepulveda Basin.

When Mays and I were growing up, that water was already coming to Los Angeles through William Mulholland's aqueduct. We just didn't see it because it was going from the houses of the San Fernando Valley straight into the city's underground sewer system, and then on to the Hyperion Treatment plant near El Segundo.

Mays introduced me to "Brown Acres, an Intimate History of the Los Angeles Sewers." In one section, author Anna Sklar recounts the sadly obscure story of the birth of today's L.A. River.

Back in the 1960s, that sewer system was under duress. Episodes of intense rain would make it overflow, dumping raw sewage into the storm drains. The overload forced the city to halt all construction in the San Fernando Valley for a time.

The city engineer proposed solving the problem by drilling a huge new sewage tunnel under the Santa Monica Mountains.

But his rival in the city, an upstart retired Navy captain named Donald C. Tillman, proposed an alternative — building a water treatment plant behind Sepulveda Dam.

Tillman sold his idea to then Mayor Sam Yorty, who got President Richard Nixon to force the U.S. Army Corps of Engineers to build it.

After much delay, the plant opened in 1985, four years after Tillman had retired. Thus was born the L.A. River that modern-day enthusiasts say they want to restore.

For years, a lobby of environmentalists, urban dreamers and poets has been pushing for removal of as much concrete as possible and creation of parkways to make an urban amenity of the vast, and most of the time, empty spaces of the river.

They're careful not to overplay the "restoration" angle, but they have a tough time finding the right words to describe a natural phenomenon that couldn't actually exist in nature

Like Hollywood, the Los Angeles River is part of invented L.A.

There is nothing to restore; nothing to rehabilitate or renew.

The L.A. River is creation and invention. We owe its existence to our forebears — engineers who had the vision and drive to bring water here, build a city with it, then reuse it to make a dry river run.

 That, in the end, is all that is native.

25 Photos of the Los Angeles River Before It Was Paved in 1938


By Adrian Glick Kudler, August 15, 2013


Ca. 1937: View from the Glendale/Hyperion Bridge
[All photos via the amazing LA Public Library photo collection]
  This is the year and especially the summer of the Los Angeles River--on January 1, it officially became a river again (not just a flood control channel); this May it opened for recreation for the first time in 75 years; at the end of this month the Army Corps of Engineers will announce their plans for some kind of enormous makeover that could involve unpaving large sections; and it finally just feels like there's a critical mass of politicians, planners, architects, and plain old Angelenos who are working to make the river great. (Also it caught fire at one point.) The river hasn't been great in a long time--since before it was ever encased in concrete; for Los Angeles's first several decades, it was mostly either a parched little trickle or a terrifyingly swollen menace.

Then, after an especially destructive flood in March 1938, officials took action, as described in The Los Angeles River: Its Life, Death, and Possible Rebirth:
The first Los Angeles River projects paid for by the federal government and built under the direction of the U.S. Army Corps of Engineers were completed a few months after the flood. Work was finished in October 1938 on three projects to lower the river's bed twenty feet, widen its channel and pave its banks for a little over four miles upstream from Elysian Park. Three months later, construction was completed on the first segment of what would eventually be a continuous trapezoidal concrete channel to carry the river from Elysian Park to Long Beach.
We know what that concrete channel looks like, now let's take a look back at a more natural river in a very young LA (and then, after that, forward to a river we can hang by without worrying about our houses falling in). Here's our slideshow soundtrack recommendation.


Court rules California bypassed requirements for bullet-train process

Officials failed to comply with funding and environmental reviews set in the 2008 ballot measure, the judge says in a ruling over a lawsuit aimed at stopping the project.


 By Ralph Vartabedian, Ausugt 16, 2013

Bullet train rendering

 An artist's rendering from July 2012 by the California High-Speed Rail Authority of the promised bullet train.

A Sacramento Superior Court judge delivered a major rebuke to the California bullet train project Friday, ruling that the state failed to comply with requirements on funding and environmental reviews imposed by voters.

In a closely watched case, Judge Michael P. Kenny stopped short of immediately shutting down the project or ruling that the Legislature made illegal appropriations. But he scheduled a future hearing on how the violations of state law can be remedied.

The ruling threatens to further delay the $68-billion project that has lagged behind schedule before ground has been broken. The decision could ultimately force the state to devise a new plan that conforms to strict financial and environmental protections included in a $9-billion ballot measure approved in 2008.

"It destroys the state's timetable for the project," said former state Sen. Quentin Kopp, an early architect of the system who recently turned against it. "This ruling destroys the representations of the high-speed-rail authority."

Kenny ruled that the state failed to identify where it would get all of the money required to complete an initial $31-billion operating segment between Merced and the San Fernando Valley. The state has also failed to obtain environmental clearances for the entire segment, the judge found.

In addition to $9 billion from state bonds, the rail agency has $3.2 billion in federal funds, leaving it about $19 billion short. It has not completed any of the four massive environmental reviews that would be necessary to build the line along that route, as required by the 2008 ballot measure, Proposition 1A.

The measure "required the Authority to identify sources of funds that were more than merely theoretically possible, but instead were reasonably expected to be actually available when needed," Kenny said in his 15-page ruling. The state's business plan identifies only potential funding, without commitments, agreements or authorizations, he said.

The ruling came in the first phase of the case. Additional alleged state law violations will be litigated in subsequent portions of the lawsuit.

Hanford resident Aaron Fukuda, a plaintiff in the lawsuit, said the decision was a vindication for Central Valley farmers, businesses and residents who have waged a battle against the project.
"Our legislators would not listen to us," he said. "The rail authority would not listen to us. But Judge Kenny listened to us and said the state abused its authority."

The California High-Speed Rail Authority vowed to stay on course. "Today's ruling is that the legislative appropriation for high-speed rail … remains valid, and our work on the project continues," said Dan Richard, the agency's chairman. "We take our commitment to Proposition 1A seriously and continue to work towards developing a high-speed rail project that benefits all Californians."
The state had planned to start building a 130-mile segment of the system between Madera and Bakersfield last year. But high-speed trains would not operate along that stretch until much later, assuming money would be available to finish the section.

The plan "demonstrates that the funding plan failed to comply with the statute, because it simply did not identify funds available for the completion of the entire" first operating segment, Kenny ruled.
Kenny said he was not prepared to invalidate state appropriations made for the project, because the lawsuit did not attack that aspect of the project, and it is not clear whether he could legally overrule the state Legislature. If environmental clearances must be obtained for the longer, 290-mile segment to Southern California, that work could take years.

The judge said more hearings would be needed to devise a remedy for the shortcomings of the state plan. The case was filed by Kings County officials, along with Fukuda and John Tos, an almond grower.

Michael Brady, the attorney who bought the case, called the ruling a victory, adding he'd expected the judge to order additional hearings on a remedy.

"The high-speed-rail-authority went way out on a limb, and now that limb has broken off," said Stuart Flashman, Brady's co-counsel in the suit. "They are in a real bind now."

Conservative opponents of the project, who have vowed to stop any additional federal funding, applauded the ruling.

"Today's ruling reaffirms what Californians have known all along about California high-speed rail.... We can't afford this boondoggle that relies on a fundamentally flawed business model," said Rep. Kevin McCarthy (R-Bakersfield).