Three people were killed and five others injured when a vehicle ran onto an Oakland, Calif., sidewalk at high speeds late Saturday, witnesses said. File photo by StockSnap/Pixabay
May 17 (UPI) — Three people were killed and five others were hurt late Saturday when a vehicle struck and killed pedestrians and cars in Oakland, Calif., authorities said.
Three of those injured were hospitalized in critical condition as a result of the 11:45 p.m. incident, the Oakland Fire Department said in a social media post.
Two others, including the suspected juvenile driver, sustained minor injuries, police told local media.
Surveillance video footage from the corner in East Oakland obtained by KGO-TV showed what appears to be a pickup truck driving onto a sidewalk at high speeds and hitting multiple pedestrians.
One witness told the station the driver first hit several vehicles in the street, then sped up and jumped the curb, where they plowed into a group of pedestrians.
The suspected driver then allegedly ran from the truck.
As of Sunday afternoon the Oakland Police Department had yet to issue an official statement on the incident, but Oakland Mayor Barbara Lee sent condolences to the victims’ families and voiced praise for the first responders.
“Oakland is mourning the lives lost in last night’s tragic crash at International Boulevard and 85th Avenue in East Oakland,” she said in a statement issued to media outlets. “Our hearts are with the victims, their families, loved ones, and all of those impacted.
“Thank you to the Oakland Police Department, Oakland Fire Department, and our first responders.”
When I wrote last week about one of my favorite mountain ranges — L.A.‘s sidewalks — I immediately began fielding questions.
People wanted to know about the scoring system that awarded just 15 points, out of 45, to John Coanda and his wife, Barbara, who uses a wheelchair because of ALS. The Mar Vista couple had applied to the city’s Safe Sidewalks program to have some busted-up sidewalk in front of their home repaired.
With several sidewalk hazards on both sides of their block, Barbara can’t safely make it down her street. So how is it possible that under L.A.’s “Sidewalk Repair Program Prioritization and Scoring System,” their meager 15 points means they could be waiting “in excess of 10 years” for help?
I have the answers.
The Coandas got 15 points for being in a residential zone. But they didn’t meet the requirements for getting two additional awards of 15 points. They do not live within 500 feet of a bus or transit stop. And they had not been in the sidewalk repair backlog queue for more than 120 days.
It is not clear, however, that moving up to a score of 30 will bring out city work crews in less than 10 years. Knowing what I know, I wouldn’t bet on it.
The scoring system exists because in a lawsuit settlement 10 years ago, the city agreed to spend $1.4 billion over 30 years to repair damaged sidewalks and other infrastructure failures that impede the mobility of people with disabilities.
But there’s a backlog. A huge backlog, in the thousands. At my request, the city disclosed on Friday that it’s receiving about twice as many new disability-access repair requests each year as it’s addressing. In addition, the backlog for disability access requests and from residents applying for a sidewalk repair rebate program stands at roughly 30,000, with about 600 repairs being made each year.
As I said in a previous column, L.A. might indeed be all buttoned up by the ‘28 Olympics, but that would be 3028, not 2028.
Cracked sidewalks, to be clear, are but a symptom of a deeper, decades-long breakdown at City Hall. Basic services have been sacrificed to pay for employee compensation and pension costs the city can’t afford, with homeless services adding to the budget crisis.
By the way, I heard from one reader in response to my suggestion last week that if you can’t wait 10 years or more for the city to fix a broken sidewalk, you can apply to the rebate program, which will cover a portion of repairs. Don’t bother, said Lori Lerner Gray, who owns a house in Silver Lake and applied two years ago, but finally gave up.
“There is a massive waiting list and it’s a very complicated procedure just to try to get on it, let alone speak with anyone to help,” Gray said. “Once you finally get into the program, it’s impossible to proceed because of permits, engineering reports and finally you are required to bring the entire area to ADA compliance on your own dime.”
She said she was told she’d have to pay to relocate a utility pole.
And sidewalks aren’t the only infrastructure problem, as other readers noted. The city is way behind on filling potholes, repaving streets, installing curb ramps, making park improvements and replacing broken lights. I recently wrote about all the blight around City Hall, including the graffiti-tagged monument and fountain that has been inoperable for most of the last 60 years.
Oren Hadar, a Mid-City resident who writes about housing and transportation on his The Future Is L.A. website, reported last year in a Times op-ed that city streets were falling apart because the city had switched from repaving entire roads to doing what it called “large asphalt repair.”
With the switch, the city avoided federal requirements to upgrade curb ramps on repaved streets, Hadar said. He told me that when he travels to other cities near or far, “I’m always jealous of everything. Sidewalks are in better shape or there are better bike lanes. … You could go to even Santa Monica or Culver City. You don’t have to go far to see infrastructure that’s better.”
Other major cities have had formal infrastructure plans for years, while L.A. has ducked and dithered. Finally, earlier this month, Mayor Karen Bass introduced the city’s long-awaited CIP (capital infrastructure program), and offered a brutal assessment of what went wrong.
“For too long,” she said in the executive summary, “information has been scattered across departments, buried in lengthy reports and budgets, and difficult to fully understand. These challenges have had real consequences, contributing to decades of underinvestment in our built environment.”
The summary reads like an indictment of City Hall leadership and the manner in which public spaces have deteriorated. With Bass running for reelection, voters have to decide whether her role in those failures is grounds for dismissal, or her campaign-season pitch for a new day should help earn her a second term.
The report, with backing by members of the City Council, cited “fragmented systems and data silos,” “no shared vision across city departments,” “growing maintenance deferrals,” “slow, inefficient capital planning,” no “project intake standards,” “highly decentralized and uncoordinated grants,” “resource planning and staffing misalignment,” and “opaque capital planning process.”
Way to go, team.
You could take many of those same critiques and apply them to the haphazard way in which city and county leaders have addressed homelessness.
However, the city’s infrastructure plan does offer a framework for assessing the damage and prioritizing projects, and using charter reform to create a public works director position with greater authority. None of this will happen quickly, and given the budget crunch, you might be wondering how any of this would be paid for.
The suggestions in the report include bonds, a parcel tax, grants, fees on tickets to concerts and sporting events, fees on taxi and rideshare trips, and much, much more. None of this will be popular, especially if the public is unconvinced that city leaders can be trusted with more money.
Urban planner Deborah Murphy, chair of the city’s pedestrian advisory committee, noted that L.A. has gotten grants or state funding in the past for specific projects and then, because of staffing shortages or other stumbles, failed to hold up its end of the deal.
“It kind of ruins our reputation for getting future money,” Murphy said.
“But the key question is: who is actually in charge of making it happen?” she asked.
It’s critical, Meaney suggested, for city leaders to push for charter reform that puts infrastructure authority under a newly empowered public works director. If the city gets this right, she said, implementation of the infrastructure plan “could finally show Angelenos the true scale of deferred maintenance, make trade-offs visible, and create a road map for better sidewalks, streets, parks, and accessibility.”
If the current fragmented authority remains in place, Meaney said, the headline would be:
“No one is in charge of your sidewalk and City Hall is determined to keep it that way.”
I’m going to start this story on a quiet tree-lined street in Mar Vista, where a couple I met with on Thursday — the day after the L.A. mayoral debate — have a problem.
It’s not an unusual matter, as things go in Los Angeles. On both sides of the street, the sidewalk rises and falls, uprooted and cracked by shallow roots because over many decades, the trees were not properly maintained.
John Coanda, 61, who grew up in Los Angeles, was never bothered by torn-up sidewalks as a kid.
“In fact,” he said when he first emailed me about his predicament, “my friends and I sometimes used the ramping pavement as jumps for our bicycles.”
But his wife, Barbara, was diagnosed in 2024 with ALS, and she uses a wheelchair. When John pushes her, they can’t use the sidewalk if they want to go to the store or meet with friends, or just enjoy a nice pass through the neighborhood without getting into a vehicle.
So John pushes Barbara’s wheelchair in the street, which creates an obvious safety problem. And despite John’s best efforts to get City Hall to fix the sidewalks, he’s not expecting help anytime soon.
I’ll circle back to this story in a bit, but first, about that debate.
I recruited a half-dozen L.A. residents to watch and send me their thoughts about how the candidates tackled the important issues. And then I felt guilty for having done so, because the candidates didn’t do much tackling at all.
Candidate Spencer Pratt is shown on a television while journalists work during the 2026 Los Angeles mayoral debate at Skirball Cultural Center.
(Jason Armond / Los Angeles Times)
They hit their talking points, for sure, and Mayor Karen Bass, Councilmember Nithya Raman and TV personality Spencer Pratt each had their moments. But by the end of the debate, and two straight nights of gubernatorial debates as well, I came away thinking there were no clear winners, but there was a definite loser.
Voters.
This is the fault of the format more than of the candidates themselves. The deck is stacked against meaningful, substantive discussions, especially when moderators ask — as they did several times — for one-word answers.
“Moderator questions are so meaningless … and they make it easy for candidates to take potshots at each other,” said longtime political sage Darry Sragow. “The format is guaranteed to elicit nothing that matters.”
It’d be better to have single-issue debates, and to have candidates pressed for details by journalists who cover those issues and can push back against unrealistic promises and expose a lack of depth.
My debate watchers did some of that themselves. CSUN librarian Yi Ding had praise and criticism for each candidate, but was looking for concrete plans and didn’t get many.
Ding was also disappointed that two other mayoral candidates — Ray Huang and Adam Miller — were not invited to the debate, and I agree with her. Both have been polling low, but with so many undecided voters, and such high unfavorability ratings for Bass, they should have been in the mix.
Mike Washington, a retired pharmacist and West Adams resident, said Bass has done better than previous mayors on homelessness and he didn’t think Raman or Pratt came off as worthy of bumping her out of City Hall.
“The public would have benefited from more questions related to the challenges young people are facing,” said Juan Solorio Jr., president of the San Fernando Valley Young Democrats club. His colleague David Ramirez agreed, saying he was hoping for “more discussion about the cost of living for young adults,” but he and Solorio are both backing Bass.
West L.A. software developer Mike Eveloff asked the million-dollar question in one of his many observations during the debate:
“Why is LA spending record amounts on homelessness, fire, police, and infrastructure while results deteriorate? Streets and sidewalks crumble. Even the city emblem right in front of City Hall is deteriorated. With the World Cup and Olympics approaching, voters need to know: Do these leaders have the financial discipline and operational competence to manage a fourteen billion dollar city?”
Venice resident Dennis Hathaway, author of “An Octogenarian’s Journal,” said he thinks “these kinds of debates are pretty non-edifying.” And, as someone I wrote about two years ago regarding busted sidewalks in his neighborhood, he shared this lament about Thursday’s debate:
“No mention of broken sidewalks, potholed streets, other deteriorated infrastructure. To me, that’s a much more important subject than non-citizens voting in city elections.”
(Bass did say during the debate that there was a new infrastucture plan in place, and that’s a step in the right direction. But there was no discussion, and when you read the details, 2028 Olympics projects will be prioritized, and it’ll take years to figure out how to fund thousands of additional much-needed fixes.)
The Coandas live not far from Hathaway, and their lives have been upended first by Barbara’s diagnosis and then by John getting laid off in February from his job as a data analyst. Barbara still teaches French via Zoom, and John is tending to her needs. They started a Gofundme campaign to help pay their bills.
With Barbara in a wheelchair, John contacted the city’s Safe Sidewalks L.A. program last fall, and I think it’s fair to say that name is somewhere between a misnomer and a bad joke.
The “program” responded by email on Halloween, appropriately enough, informing him that under the City Council-approved “Sidewalk Repair Program Prioritization and Scoring System,” his request for help merits only 15 points out of a possible 45.
“Currently,” he was informed, “the estimated wait time for completion of an Access Request with a score of 15 is in excess of 10 years.”
Happy Halloween.
Over the years, responsibility for sidewalk repairs has shifted between the city and homeowners. There’s a rebate program available to people who repair their own sidewalks, but it’s capped at an amount that doesn’t always cover the costs. And ruptured pavement is keeping lots of lawyers busy with trip-and-fall lawsuits that cost the city millions each year.
Barbara Durieux Coanda, who has ALS, and her husband, John Coanda, make their way down the ramp in front of their home in Mar Vista.
(Genaro Molina / Los Angeles Times)
Coanda told me he doesn’t have the funds at the moment to pay for repairs, and even if he did, there are several more sidewalk disaster zones on both sides of his street, so he’d still have to push his wife’s wheelchair in the street even if he fixed the cracks in front of his own house.
Barbara graciously said she thinks the city has other, higher priorities, but in November her husband contacted the office of Councilmember Traci Park, saying he was told that he would have to wait 10 years for repairs.
“Sadly,” he wrote, “I don’t think my wife will live that long.”
A Park staffer wrote back, saying, “The turnaround time does sound realistic given the budgetary crisis the city finds itself in.” But, the staffer added, maybe the council member’s office could “help move the needle on this request.”
Coanda said he’s been too busy with his wife’s issues to follow up. But Pete Brown, Park’s communications director, told me Friday afternoon that the office is exploring ways to pay for fixes that don’t take 10 years, including the use of discretionary funds.
I don’t know how that might play out, but I do know that L.A. doesn’t need another debate like the last one.
We need a mayor and council members who refuse to accept that it takes 10 years to create safe passage for a wheelchair.
In the national capital of broken sidewalks, we need concrete plans.
