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HomeMy WebLinkAbout2013 Bicycle Master Plan prepared for the City of Huntington 1 Dept.ID 13-073 Page 1 of 2 Meeting Date: 11/18/2013 y CITY OF HUNTING�y�N A6 s REQUEST FOR. CITY COUNCIL ACTION MEETING DATE: 11/18/2013 SUBMITTED TO: Honorable Mayor and City Council Members SUBMITTED BY: Fred A. Wilson, City Manager PREPARED BY: Travis K. Hopkins, PE, Director of Public Works SUBJECT: Adopt the 2013 Bicycle Master Plan (BMP) prepared for the City of Huntington Beach Statement of Issue: Preparation of the Bicycle Master Plan for the City is complete and is presented to City Council for approval. The Bicycle Master Plan will serve as a comprehensive guiding document for development and improvement of the City's bicycle infrastructure. Financial Impact: Funding in the amount of $81,000 was appropriated from AQMD funds for the development of the plan. Adoption of the Bicycle Master Plan will not require the expenditure of any additional funds, but will likely lead to future projects being programmed in the Capital Improvement Program. Recommended Action: Motion to: Adopt the 2013 Bicycle Master Plan prepared for the City of Huntington Beach which is consistent with implementation actions identified in the General Plan Circulation Element. Alternative Action(s): Do not adopt the Bicycle Master Plan and direct staff on how to proceed. Analysis: In 2011, the City allocated AQMD funding to prepare a City-wide Bicycle Master Plan (BMP) for Huntington Beach. The BMP is intended to serve as a comprehensive blueprint to meet the needs of cyclists in the City. Completion of the BMP will allow the City to compete for Bicycle Transportation Account (BTA) and other bikeway funds. The BTA is a program providing State funds for city and county projects that improve safety and convenience for bicycle commuters. The BMP must address items identified in Streets and Highways Code Section 891.2, be adopted by the city or county, and approved by the local agency's regional transportation planning agency to establish funding eligibility. In preparation of the Bicycle Master Plan, the selected consultant, KTU+A, conducted field reviews of Huntington Beach and surrounding cities and obtained various City provided information that would be used to assist with the development of the plan. Additionally, two public workshops were conducted in June 2012 and April 2013, respectively, to discuss the preparation of the plan and to solicit public input. KTU+A also hosted an on-line survey to assist with gathering information from the public regarding bicycle use in the City. Based on input from the City Bicycle/Pedestrian Advisory Committee, staff, the two public workshops, and the plan's public draft review comments, KTU+A prepared a draft Bicycle Master Plan for City Council consideration. HB -303- Item 14. - 1 Dept. ID 13-073 Page 2 of 2 Meeting Date: 11/18/2013 The Bicycle Master Plan includes the approach and goals of the plan, findings on existing bicycle facilities, bicycle use, and bike programs in the City, along with additional material that addresses the requirements for BTA funding eligibility. The plan also presents an existing condition analysis and a comprehensive bicycle facility recommendation section identifying potential improvements to the existing bikeway system and new facilities in the City. Additional aspects examined in the plan include recommendations to increase bicycle parking, bicycle programs, safety improvements, and facility planning. A section detailing potential funding sources for bikeway projects is also included. The BMP is comprehensive, but there are a few key components that will directly affect Staff decisions as we consider incorporating recommendations into upcoming capital projects and pursue grant funds. The BMP includes several tables that present a list of recommended projects prioritized within the distinct bicycle classifications. These recommendations are primarily located in Chapter 3 of the BMP. The plan identifies nine bike path/multi-purpose trail (Class I facilities), twenty one on- street bike lane projects (Class II facilities), eleven bike route projects (Class III facilities), and four additional Class III facility projects recommended for Bike Boulevards. The Recommendations chapter also identifies several areas where special design issues exist on existing facilities that may put cyclists in a bike lane adjacent to parked vehicles. Design recommendations are presented to help improve overall bicycling safety in these areas when conditions permit. The BMP also includes several design recommendations for the various types of facilities that go beyond what has traditionally been implemented in the City. The recommendations include dimensional recommendations for facilities, improved signing and pavement marking treatments, use of new treatments such as sharrows and bike boulevards, and bike parking facilities. As opportunities arise, Staff will evaluate incorporating these recommendations into different types of projects, including developing new capital projects specifically targeting improving bicycle facilities. On August 19, 2013, the Draft Bicycle Master Plan was presented at a City Council Study Session to seek final comments on the plan from City Council, stakeholders and the public before finalizing the plan. An overview of the development process, plan recommendations, and status of the plan was discussed. After receiving final comments, the consultant prepared this final draft document for City Council consideration. Public Works Commission Action: None required. The Bicycle Master Plan was presented to the Public Works Commission on July 17, 2013, as an informational item. Community Services Commission Action: None required. The Bicycle Master Plan was presented to the Community Services Commission on July 10, 2013, as an informational item. Environmental Status: The project is categorically exempt from CEQA Strategic Plan Goal: Improve the City's infrastructure Attachment(s): 1. Bicycle Master Plan Item 14. - 2 HB -304- €�Un; x to �Ll \2iM. �3 n � M: W t R N;. r. � 3 O U ate; a rl Wig A Call CAR, i 11 hal it'! op B _, �_ Item 14. - 3 Acknowledgements This Bicycle Master Plan was prepared for the City of Huntington Beach with the assistance of the Bicycle Advisory Committee(BAC).Members directly involved in plan development were: 4 F' City Project Manager Darren Sam,P.E. KUWINGTON cn Former BAC President Jim Powers Current BAC President Dan Hazard City Transportation Manager BobStachelski Mayor Connie Boardman Additional input was provided by participants at two community workshops and respon- dents via the project online opinion survey. Prepared by KTU+A Planning+Landscape Architecture Principal Mike Singleton,AICP-CTP,ASLA,LEED AP ` Project Manager/Planner John Eric Holloway,ASLA,LEED Green Associate,LCI Mobility Planners Joe Punsalan,LISP,LCI Catrine Machi,AICP,LCI Facility planning and transportation engineering support provided by Fehr&Peers Trans- ' PEE"'­ portation Consultants. Senior Transportation Planner Matt Benjamin,AICP Senior Transportation Engineer Charles Alexander,P.E. Item 14. - 4 xs -306- M' EE • t • 1.1 Plan Scope 2 1.2 Plan Study Area 2 1.3 Bicycle Facility Types 6 2.1 Existing Plans 11 2.2 Existing Facilities 18 2.3 Existing Programs 25 2.4 Trip Origins and Destinations 27 2.5 Safety Analysis 33 2.6 Opportunities and Constraints Summary 41 3.1 Recommended Bikeway Projects 47 3.2 Improvements to Existing Facilities 69 3.3 Recommended Programs 91 3.4 Implementation 115 4.1 Typical Construction Costs 119 4.2 Bicycle Facility Cost Estimates 120 4.3 Bikeway Funding Sources 125 A:Design Guidelines 136 B:Suitability Model and Project Prioritization 158 C:Community Input Summary 162 . D:Bicycle Count Location Recommendations 169 E:City of Huntington Beach Municipal Code Bicycle Sections 170 F:California Streets and Highways Code Section 891.2 Compliance 172 HB -307- Item 14. - 5 a e . FIGURES TABLES 1:Regional Setting 3 2:Existing Bicycle Facilities 20 3:Circulation Element Bicycle Facilities 21 1:Existing Class 1 Multi-Use Paths 18 4:Bicycle to Work Density 22 2:Existing Class 2 Bicycle Lanes 19 5:General Plan Land Use 23 3:Existing Class 3 Bicycle Routes 19 6:Activity Centers 38 4:Existing Route/Lane Combination 19 7:Existing Population Density 29 5:Existing Wide Walkways 19 8:2035 Population Density 30 6:Top 10 Bicycle-Involved Collision Locations 34 9:Employment Density 31 7:Time of Day Bicycle-Vehicle Collisions 35 10:Transit Service 32 8:Bicycle-Vehicle Collision Severity 35 11:Bicycle Related Collisions at Intersections 36 12:Bicycle Related Collision Density 37 13:Speed Limits 39 14:Average Daily Vehicular Trips(ADVTs) 40 15:Bicycle Demand Index 43 16:Proposed Class 1 Multi-Use Paths 49 9:Proposed Class 1 Multi-Use Paths 50 17:Proposed Class 2 Bicycle Lanes 53 10:Proposed Class 2 Bicycle Lanes 54 18:Proposed Class 3 Bicycle Routes 61 11:Proposed Class 3 Bicycle Routes 61 19:Proposed Bicycle Boulevards 66 12:Proposed Bicycle Boulevards 62 20:On-Street Parking adjacent to Bicycle Lanes 68 13:"Door Zone"Inventory 70 21:Median Household Income 113 14:Common Bicycle Issues 86 22:Vehicle Ownership 114 15:Possible Bicycle Solutions 86 16:Project Phasing 116 17:Program Phasing 117 18:Facility Cost Estimates 122 19:Federal Funding Sources 130 20:State Funding Sources 131 21:Local Funding Sources 133 22:Private Funding Sources 134 Item 14. - 6 xB -308- Av W W W � w.a yy • ... ,• - ,`stir. V wd"C` "IN Al Al IM7 Xei el �­ �a �\\ �•'�\� _ its �( �,/ _ y \5. 4 , Ar Background Developing this bicycle master plan was a goal shared by the City of Huntington Beach,its Bicycle Advisory Committee and the Huntington Beach Bicycle Advocates(HuBBA).Adoption of such a plan was a way to improve on the City's League HuBBA Bicycle Friendly Plan of American Bicyclists' (LAB) Bicycle Friendly Community Bronze level designation the City had already achieved based Publicize the city's pride in being bicycle friendly and make on its 2010 application.At that time,the LAB indicated that a public commitment to become an even more bicycle the City was likely to achieve Silver level status with Council friendly city. adoption of bicycle master plan.In support of this upgrade, Create an approved Bicycle Master Plan for the city. this Bicycle Master Plan is item 2 of HuBBA's proposed Bicycle Friendly Plan.The other items had already been initiated or Conduct bicycle traffic skills classes for teens and adults in accomplished,or are ongoing: the city's Community Services Department. Promote bicycle safety classes in our schools. � \ " \ Encourage safe routes to school programs throughout the city. \ \,;; Implement a publicity program to educate the public / about sharing the road. ;Recognize and publicize a city-wide Bike to Work Day and Bike Month with a series of bicycle oriented events. Vi . Supplement the police training curriculum to add more �\ emphasis on the vehicle code as it applies to ,a p pP cyclists and the concept of vehicular cycling. Survey all bicycle lanes to verify that they are up to current CA MUTCD standards. Improve our heavily used beach multi-use paths to reduce the hazardous conflicts that occur between pedestrians and cydists. Designate one qualified city employee as a Bicycle Pro- j gram Coordinator. Form a Bicycle Advisory Board within the city government to include representatives from all city departments in- volved in bicycle related actions, as well as citizen repre- sentatives of the cycling community. ;Aggressively seek outside funds including grants to help support our bicycle friendly actions. i 4. . s HB -309- Item 14. - 7 Approach and Coals This Bicycle Master Plan's overall objective is an integrated The coexistence of cyclists and vehicle drivers on roads re- system of infrastructure, programs and policies that makes quires that all are sensitive to and recognize a common set of cycling attractive for those that do not now regularly ride rules.Training,education and enforcement are as important in Huntington Beach, and supports those who already opt as physical planning and design and are addressed as such to ride their bicycles instead of driving their motor vehicles. in this plan. Cyclists'unique characteristics,needs and priorities must be Facility maintenance, monitoring and performance assess- taken into account when making facility, policy or program ment are critical for ensuring safe and efficient travel for recommendations. It is therefore imperative that a "cycling cyclists.Planning for them is an ongoing process. perspective"guide bicycle planning.This study was devel- oped by planners who routinely commute by bicycle and Land use and transportation planning should support fully understand the implications of alternative travel. For projects that reduce automobile dependence. This study example,potential bicycle routes were ridden to experience acknowledges and supports future land use and population them firsthand,particularly routes or locations noted in com- projections with facility and program recommendations to munity comments as forbidding to some users due to high continue to reduce auto reliance. motor vehicle speeds or volumes. This Bicycle Master Plan specifically supports the other points Cycling should be considered a fundamental component of noted previously by recommending facilities,programs and overall transportation planning,which addresses on-and off- policies designed to make the City of Huntington Beach a streets bicycle facilities,as well as modal integration at transit more bicycle-friendly place and encouraging more residents centers and parking facilities. Balancing resources require to ride rather than drive. Its emphasis on programs and consideration of all modes,including cycling. policies reflects the fact that the City already has a network of bicycle lanes in place, and is likely to achieve increased Planning for bicycles should not befocused on any particular bicycle usagethrough both improved facilities and program facilitytype so much as it should befocused on the safe and and policy initiatives. By providing a comprehensive range efficient travel of cyclists of all ages and abilities, while ad- of bicycle friendly infrastructure, programs and policies, dressing other user needs where shared use is appropriate. Huntington Beach can become a true"cycling community." This will generally require using both the existing transporta- tion infrastructure and the construction of special facilities for cyclists. ram,; s \ s $°DO gk e YAN gr Item 14. - 8 HB -310- 3 Significant Findings Compared to other coastal southern California cities, Hun- timely manner and that they connect with the City in a way tington Beach is relatively flat,which makes regular cycling that will make potential bicycle commuters seriously consider feasiblefor most riders.Along with level terrain,its grid street riding instead of driving. system,beachfront paths and excellent weather support year round cycling. Where residents and visitors choose to go and how they move about the Citywill be influenced bythe perceived complete- However,compared to other cities on a per capita basis,the ness and safety of bicycle facilities. Improved connections City has had a relatively high number of collisions involving withtheoverall regional bicycle networkwill becomeincreas- cyclists during the past five years for which data were re- ingly valuable as commuting by bicycle increases. viewed,though most occurred in the downtown beach area Hun- and did not result in serious injury.It is likely that this area's Bicycles can playa significant intra-city travel role since Hun- commonly high level of congestion plays a role because lower tington Beach is large enough to make cycling convenient, speeds significantly reduce injury severity. but small enough to put all destinations within a reasonable cycling range. Quality facilities, including clear wayfinding While most of Huntington Beach's arterials already have and convenient bicycle parking, can make the difference bicycle lanes, some of their posted speed limits and traffic between riding and not riding.Support programs can also volumes create uncomfortable conditions for manywould-be help to encourage bicycle use, such as a centralized web regular cyclists.In addition,within the larger blocks created portal where users can access information on bicycle facilities, bythe arterial network,many streets do not connect,imped- suggested routes,parking,training,classes and other services ing connectivity and forcing users to go out of their way via to make cycling more convenient. the arterials. Linking bicycle improvements with other mobility modes, Connections with surrounding communities and the overall such as bus and rail service,enhances the effectiveness of all region are needed to make cycling a viable commuter mode. since some intra-city trips and many commuting trips involve This will require close coordination with Caltrans,the South- more than one mode. Making the connections between ern California Association of Governments(SCAG),the Orange modes as seamless as possible will do much to encourage County Transportation Authority(OCTA)and adjacent cities residents and visitors to arrive via some other mode than to ensure that planned improvements are implemented in a driving their own vehicle. 14 c wr.�•, I � Wig, s', ,N . e . HB -311- Item 14. - 9 Applicable Legislation It will be difficuItfor the State of California to reach its transportation-related GHG reduction targets without increasing cycling. The impact of several recent legislative acts may therefore be enhanced by the implementation of effective bikeway master plans. AB 1358 The Complete Streets Act SIB 375 Redesigning Communities to Reduce AB 1358 requires a city or county's legislative body, when Greenhouse Gases revising their general plan's circulation element,to identify This bill seeks to reduce vehicle miles traveled through land how thejurisdiction will provide routine accommodation of use and planning incentives. Key provisions require the all roadway users,including vehicle drivers,pedestrians,cy- larger regional transportation planning agencies to develop clists,individuals with disabilities,seniors,and users of public more sophisticated transportation planning models, and transportation.The bill also directs the Off ice of Planning and to use them for the purpose of creating "preferred growth Research to amend guidelines for the development of general scenarios" in their regional plans that limit greenhouse gas plan circulation elements so that the building and operation emissions.The bill also provides incentives for local govern- of local transportation facilities safely and conveniently ac- ments to incorporate these preferred growth scenarios into commodate everyone,regardless of their mode of travel. the transportation elements of their general land use plans. AB 32 Global Warming Solutions Act AB 1581 Bicycle and Motorcycle Traffic Signal AB 32 calls for the reduction of greenhouse gas emissions and Actuation sets the 2020 emissions reduction goal into law.This act also This bill defines a traffic-actuated signal as one that displays directs the California Air Resources Board to develop specific one or more of its indications in response to the presence early actions to reduce greenhouse gases while also preparing of traffic detected by mechanical,visual,electrical,or other a scoping plan to identify how best to reach the 2020 limit. means. Upon the first placement or the replacement of a traffic-actuated signal,the signal would have to be installed and maintained,to the extent feasible and in conformance a with professional engineering practices,so as to detect law- ful bicycle or motorcycle traffic on the roadway.Caltrans has " y y ", adopted standards for implementing the legislation. y f F Y� k y v � k Item 14. - 10 HB -312- Cycling Benefits Reduced greenhouse gas (GHG) emissions and traffic congestion are community benefits attributable to cycling. Increasing levels of cycling also has positive impacts on local and regional air quality,rider finances and community health. Environmental Benefits Economic Benefits Although vehicles emissions have been dramatically reduced Cycling is a low cost activity that can be easily incorporated in recent decades due to regulations and technological im- into an individual's daily life,such as commuting to work or provements,they still impact air quality and human health. running errands.In mild climateareas like Huntington Beach's, Motor vehicles are a significant contributor to air pollution, cycling can occuryearround.Residentscan benefit financially which can cause asthma, bronchitis, pneumonia and de- from improved cycling infrastructure. Cycling to and from creased resistanceto respiratory infections.Fewer people per work can save money and people who regularly drive pay capita cycle in the United States than in most other countries higher costs than those who bike.Beyond the up-front cost and the nation is a leader in petroleum consumption. of their vehicle, there is maintenance, insurance and often parking.According to the American Automobile Association, In California,40 percent of carbon dioxide(CO,)emissions are daily driving now costs more than$2,000 annually.Based on produced by the transportation sector.While CO2 is not the an example wage often dollars an hour,a vehicle owner must most harmful greenhouse gas,it is the most abundant.Even work 200 hours per year to payfor his or her commute by car. after accounting for the global warming potentials of other By comparison,a cyclist only has to work about 30 hours per greenhouse gases(comparing them in terms of COZ),95-99 year to pay for commuting by bicycle. percent of vehicle emissions are COZ.The EPA found that the average vehicle emits 0.95 pounds of CO,per mile.Therefore, Health Benefits almost 10 pounds of carbon dioxide emissions could be A significant percentage of Americans are overweight or avoided each day if an individual with a five mile(each way) obese,and while the epidemic has shown signs of leveling commute switched from driving to an active transportation off,recent projections indicate that 42 percent of the popula- mode like cycling. tion will be obese by 2030.To combat this trend and prevent Increased cycling obviously benefits all residents by reducing a variety of diseases, the Center for Disease Control (CDC) fossil fuel emissions and traffic congestion.Employing travel, suggests a minimum of 30 minutes of moderate intensity emissions and population data for Orange County and then physical activity five days per week.Cycling qualifies and an extrapolating from them Huntington Beach's proportion of average adult can bicycle 6.25 miles in 30 minutes, which the county's overall population, each one percent replace- burns roughly 130 calories. ment of light-duty vehicle* trips** with bicycle trips (tons/ Outdoor activities that encourage cycling are great ways to day)yields the following reductions: help lose weight since they burn fat,which helps individuals feel and function better.Exercise improves heart and lung fit- - ness,as well as strength and stamina.Regular exercise reduces ® p the risk of high blood pressure, heart attacks and strokes.In addition to heart disease, regular exercise can also help to prevent other health problems such as non-insulin depen- dent diabetes,osteoarthritis and osteoporosis.Exercise also $# relieves symptoms of depression, improves mental health, P decreases anxietyand stress levels.Cycling on a regular basis .- p can be a fun way to exercise and takes advantage of its stress- reducing capabilities. Item 14. - 11 Proposed Facilities and Programs State Compliance The City has a network of bicycle lanes and some off-street Bicycle master plans in California are specifically intended to paths, as well as cycling support programs, most notably encourage bicycle usage as regular transportation and a city's an innovative cyclist diversion program.This Bicycle Master plan must therefore be approved by the California Depart- Plan recommends additional facilities to improve overall ment of Transportation(Caltrans)forthe city to be eligible for connectivity, as well as programs and policies to further Bicycle Transportation Account(BTA)funding,administered by encourage bicycle usage as regular transportation. Many of Caltrans.Accordingly,this plan addressesthe items within the these programs are included in HuBBA's proposed plan noted California Streets andHighways Code Section 891.2,which lists previously,which represents an excellent blueprint for making specific bicycle master plan content requirements needed for Huntington Beach even more bicycle-friendly. Caltrans approval.To facilitate Caltrans review,sections relat- ing to code compliance are compiled in the final appendix. ow 01111 Li r r: Item 14. - 12 HB -314- '4 oil= •`Y l* .M �• r haw- e r )� y'• O a s 3 a 1 o ,. I U1 ng, r o* a T2 kh�`'� �a\� _ s z may:// �'i _ a'v' .�s . .... . p z, IN 40 The City of Huntington Beach wants to promote a safe, The study vision is a city where more of its residents and convenient and efficient environment for bicycle travel to visitors commonly bicycle to get around,instead of automati- and across the City.This Bicycle Master Plan will provide for tally reaching for their car keys.Many other communities are improved safety through education and training programs pursuing a similar vision,but this study proposes a mobility and identifies prioritized bicycle infrastructure projects.A goal blueprint tailored for Huntington Beach's unique mixof layout, is to integrate this bicycle master plan with Orange County's topography, transportation infrastructure and climate. The Commuter Bikeways Strategic Plan(CBSP)wherever feasible to expected benefits include physical,social and mental health enhance access,improve safety and increase the number of improvements for those who choose to bicycle,as well as re- bicycle commuters. duced transportation costs and,in many cases,time savings. This will also benefit those who do not bicycle,including re- duced traffic and parking congestion,safer streets,improved air quality and reduced green house gas emissions. r m� z gr �i i City of Huntington Beach,California•Bicycle Master Plan HB -31 s_ Item 14. - 13 1 .1 Plan Scope 1 .2 Plan Study Area This plan is intended to provide a vision for bicycle circula- The study area was all of the City of Huntington Beach, tion through understanding current conditions,identifying as well as where bicycle connections were possible with cyclists'needs throughout the City and examining potential surrounding communities. This was to ensure that the improvement options.The study also looks at opportunities City's bikeways would be part of a viable regional system to connect and integrate existing and proposed facilities supporting non-motorized transportation modes,and was and to prioritize implementation strategies in accordance also a requirement for state approval of the City's plan.A with viable funding sources. Since this study provides a connected system allows residents and visitors the option framework for the City's bicycle network development, it to ride to and around the City without needing to drive. also supports eligibility for local,state and federal funding This study therefore addresses on-street bicycle facilities for bicycle projects. and multi-use pathways both within and connecting with With the implementation of the recommendations of this the City(See Figure 1:Regional Setting). study, the resulting network will create a more bicycle- friendly community, especially if supported by vehicle driverand cyclist education,enforcement and promotional programs and policies.The anticipated result is an increase in residents and visitors choosing to ride a bicycle to and from Huntington Beach destinations. Precise alignments and detailswill bedeveloped during subsequent implemen- tation phases.This study sets the foundation for decisions and identifies a blueprint for future bicycle development so that opportunities are not lost through other infrastructure, land use and facility development decisions. i \ °Q 1 I�Y,,III PII I i IIiP,I s i4��iri'i ,� � Tr—71 �WI Ip r K /¢ Al s• ma's \ J� NON IN NNN \ \`^\1111 01, � �� `cam O Bicycle parking under the pier Huntington Beach Multi-use Beach Path Item 14. - 14 HB -31 6- �f cw Figure 1:Regional Setting E �; •y. � �a, x �� �'*� tt �"Y t � � � _ F of 'r an � ZY E Los A,nq�f - � ��a rt#ard ncr _ t k. County 12 i 4 ; € Ltd#ez# a � I A ahs#mAV- � u County # " 'M County 8eh ;i \ ° ,� !oi" M07 .` \ •'.,R _ ate \ _ -�.. -.�. ... l i - 61, Oel Hun ton,aeai�h k �.-. fat Rio - V, AR try f?r n 01*90 County R• owl c: 4. +. �•a � 6 3 ..,�. ." .'• ,'•;von; 'J: xB -317- Item 14. - 15 1 .3 Bikeway Facility Types The State of California recognizes three types of bikeway facilities.Also included in this section is information on other"non- standard" innovative facility types that can be tested by local jurisdictions with Federal Highway Administration (FHWA) and California Traffic Control Device Committee(CTCDC)approval (see"Other Facility Types"on following pages). Class 1 e Multi-use Pathways While Class 1 multi-use pathways are often referred to as"bi- Unlike on-street facilities that already have defined minimum cycle paths,"all non-motorized users may use them.They are design speeds,this is a factor to consider for Class 1 facilities. physically separated from motor vehicle routes as exclusive On relatively flat routes,the minimum design speed is 25 mph. rights-of-way for all nonmotorized users with motor vehicle cross flows kept to a minimum.Where there is the potential Class 1 facilities are often important commuter connections for motor vehicles to encroach onto a Class 1 facility from a and any proposed paths must be designed for multipurpose parallel roadway,a barrier should be provided.Anyseparation use.Paths should be wide enough to accommodate multiple of less than five feet between the Class 1 path and adjacent user types.California Department of Transportation(Caltrans) roadway's pavement edge requires a physical barrier. requirements call for eight feet minimum paved width with two feet of clear space on each side.Adding two feet of ad- ditional width to these facilities to make them 10 feet wide helps prevent pavement edge damage from maintenance / or patrol vehicles and accommodates higher use volumes. Depending on anticipated use levels,Class 1 facilities can be o built even wider. Huntington Beach Multi-use Beach Path Provides s completely separated right-of-way for the exclusive use o . ..w .: .: bicycles,pedestrians r other non-motorized users with crossf ow by; motorists minimized. Descriptiwt. isfht-of-wwy,separated from motor ` vehicle tr-� is Used ire adjacent rood-ay speeds and the volorne of traffic is too high for safe shared ase.. € used forconnections through o s % areas and pa ,or where no ott*t facillity type is feasiole. Design Gui Eight hoot paved t#a two loot graded edge miniinom width for two-way use, GiValler wid1h i ri aconi r nded for high use corricin s. Paths adjacent to a high r Q than five feet from y ;,, t 9 the the shoulder shall include a physical ban erz s ('quaff rag), W on fadiities wwi expected,heavy use,e yehow oantedine sbipe is recommended to separate train in opposite dkTeclaww 11�, 0- r... r,10� 4&ems:..._,ry t rf —a r-r 4.. > lCOrwo R tW Item 14. - 16 xB -31 8- IBM, Class 2: Bicycle Lanes Class 2 facilities are marked lanes within roadways adjacent to Under ideal conditions, the minimum bicycle lane width is the curb or parking lane,delineated by appropriate striping four feet,but certain edge conditions can dictate additional and signage for preferential use by cyclists. width.However,even where the roadway width is available, Class 2 bicycle lanes should be no wider than six feet to pre- Bicycle lanes must be one-way facilities and carry traffic in vent the appearance of a travel lane that could encourage the same direction as adjacent motor vehicle traffic.In unique vehicle drivers to drive or park within them.Additional width situations, it may be appropriate to provide acontra-flow can be striped as a buffer on the travel lane side. Localized bicycle lane on the left side of cone-way street where it wil I roadway conditions such as depressions fronting curb drains decrease the number of conflicts, such as heavy bus traffic. may require additional Class 2 lane width to allow cyclists to Where this occurs,the lane should be marked with a solid, safely avoid them. double yellow line and width increased by one foot. Bicycle lanes are generally placed between the parking lane a or curb and the motor vehicle lanes. If parking volume is \ substantial or turnover is high,an additional one or two feet \& , Q. of width,as a striped buffer,is desirable. Finally, in actual practice,the placement and width of Class 2 bicycle lanes has been undergoing substantial change as many planners and advocates have come to agree that the current minimums may be inadequate for some situations. Forexample,a numberof municipalities now provide greater width adjacent to parallel vehicle parking,and apply the extra width as buffer space between the vehicles and the bicycle lane to avoid"flooring,"or the inadvertent opening of vehicle doors into the cyclist's path,which can be very dangerous. Bicycle lone on WornerAvenue (See Section 3.2:Door Zone Analysis,for more information.) Class 2 - Bike Lane Provides a striped lane for on I e-VVay bike travel on a 8tre t.o highwe ® A tieccrtpiioni< Prrssrs a sMped lane fcrr one., y hilts ` travel on a�t or highway.Installed along an is try s R E cdrridors where 'is sgniftarrl bicycle demand,and where the are distinct ads that can be wrved by. 11 them.Jr.st>re is ViAh an-street parking, e, s are wz� � .. . ,.:';m located rest a pa l a s and The trams lanes. 'NiviW Laft papa LWW� PaaiY4 LAWM 0.. - m WW 41a ti_,ff*v „.*. . .. _VAw caw bwv «: i Amar,ec -.eiatsn cite Ra xv o±° a* aw mu? ats Design.OuktorP n 'Five fit rninimum widn[ar bike taus located u between the parwj area and 0 lanes. Four teat narlimatrrt width it no ptier or parking exists. ® ; In a l v utte€,the minimum dike tares e wrn i' with stead be 5 feet. � BIKE. LANE , 14 was C s mawwwm `" HB -31 9- Item 14. - 17 f f f Class 3: Bicycle Routes A Class 3 facility is a suggested bicycle route marked by signs Bicycle route guide signs are provided at decision points designating a preferred route between destinations. They along designated bicycle routes, including signs to inform are recommended only where traffic volumes and roadway cyclists of bicycle route direction changes and confirmation speeds are fairly low(35 mph or less). signs for route direction,distance and destination.These signs are repeated at regular intervals so that cyclists entering from The designation of a roadway as a Class 3 facility should be side streets will know they are on a bicycle route. based primarily on the advisability of encouraging bicycle use on that particular roadway.How appropriate a particular Shared lane markings (SLMs or"Sharrows") are an optional roadway isfora bicycle route includes directness and connec- signage marking method where posted speed limits are 35 tivity with other bicycle facilities.Directness is important for mph or less to alert vehicle drivers to the expected presence commuting cyclists,but may not be importantfor recreational of cyclists,as well as to direct cyclists to the proper distance riders,for whom scenery orfitness may be the primaryfactor to ride from the curb to avoid suddenly opened car doors. in selecting a route. Shared lane markings should be paired with a"Bikes may use While the chosen roadways may not be free of problems, full lane"sign(R4-11). they should offer the best balance of safety and convenience of the available alternatives. In general,the most important considerations are pavement width and geometrics, traffic conditions and appropriateness of the intended purpose. Shored Lone Morking("Shorrow'or"SLM) Class 3 - Bike Route Provides for shared aF ref the road- ,� way-With motor vehicle tra ; e r, seriptiora. Wtfain vehicular right f€gray. inee ed by \O\ { rent t rwap spae eeds and z traffic volume fatly and sh u t grovi ad- e. Brat r Bike Resat indi to to bir li %that thore Ewes particular adva"es to us-9 these route as con', w, plead kM1 ttl5�sYl atkt A Janertr#lt3t#Of har 'may added to ode the east fncorrect I'a sent in Pri h&traffic or parking turnover r i= s ° UN, bons and to{earn MMo sts of"cle,presence. WA..T tom,.- ?C"* - -Design - Wier than standard out"Lane M finlOnded, ' ggBecause bicyctists ire diked on ail roadways \ (axe pttwNbit fr fit.bit v i mutes st €fd s dr a. a rhigbr degree of seNice tfaarr ratter struts Center of t r r it old at of t f' from curb farms \ / / Sharrows snowd not tsa pieced on roadways that are war c r r� ���t"�tsf+ram" �M J��,Y USE'. ;� N4.�ra ft"4A4'fl13N t fi- diA4B M$A eAMF-4 F°.niiosw/L.tw9" - HULL t Item 14. - 18 HB -320- i, ♦ k W Other Facility Types There area num be r of other"non-standard"faci I ities that the control local traffic control devices(unless they are on state City may find useful in specific situations. facilities) or enforce compliance with the California MUTCD According to the Federal Highway Administration(FHWA),any (except indirectly through funding),anyagencythat installs a noncompliant device,contra ry to the CVC,potentially exposes treatment intended to regulate,warn or guide traffic(vehicle itself to liability. drivers and cyclists) that serves more than just an aesthetic purpose is considered a traffic control device and regulated at However,the CA MUTCD does provide a means for Caltrans the federal level by the FHWA and are codified in the Manual and local agenciesto experiment with non-approved devices. on Uniform Traffic Control Devices (MUTCD).California also The agency can request CTCDC approval priortoexperimen- has its own version(CA MUTCD),which is overseen byCaltrans tation,which is defined as"...research involving testing,evalu- and the California Traffic Control Devices Committee(CTCDC). ating, analyzing or discovering the effect of a specific device, Both MUTCDs are responsible for defining the standards used principle,supposition,etc.,usuallycarried out in an operational to install and maintain traffic control devices on all public and context."The CTCDC may either approve the device for lim- private roads open to public traffic. In California, anything ited use on an experimental project,approve the device for not in the CA MUTCD is considered not approved for use on limited use in a formal research project, disapprove it until roadways. furtherjustification is submitted,ordisapprove it altogether. For bikeway facilities not yet included in the CA MUTCD,the The CA MUTCD provides specific guidelines forexperimental City should consult Caltrans for locations within state right- proposals, including a detailed description of the experi- of-way or when utilizing BTA funding. For other locations mentation, locations, number of projects, a proposed plan or funding sources, a FHWA request for experimentation is of study, time periods,CTCDC approved-evaluation criteria recommended (http://mutcd.fhwa.dot.govlcondexper.htm). and reporting.If the experiment results a proposed change to the CA MUTCD is,recommended text should be included. The CA MUTCD states that traffic control devices must con- form with California Vehicle Code(CVC)Section 21401,which All proposals must list the agency sponsoring and conducting requires Caltrans to adopt uniform standards and specifica- the study and the name and titles of principal researchers. tions for traffic control devices.Although Caltrans does not There must be proof of professional traffic engineering ca- pabilities and other related professional expertise to perform the experimentation and related evaluation processes. At the end of the experimental period,all installations must be removed,unless the CTCDC grants an extension or permis- sion for continued operation. Caltrans policy is that all experimental proposals that in- volve bicycle-related issues are referred to the California Bicycle Advisory Committee (CBAC) for discussion before consideration by the CTCDC_ This procedure is not part of the California MUTCD,and CBAC approval is not a condition for CTCDC approval. Buffered bicycle lane-Seapoint Drive xB -321- Item 14. - 19 The State of California recently approved what are essentially embellishments to existing facility types,some of which may prove useful in future recommended projects. Green Transition Lanes Bicycles May Use Full Lane Sign (114-11) One significant change is the FHWA's interim approval for the Another important change is a new sign for use along streets use of green colored pavement within bicycle lanes in mix- designated as Class 3 routes that advise all users that cyclists ing or transition zones,such as at intersections and in other are allowed the full use of travel lanes.These read "Bicycles potential conflict zones where motor vehicles may cross a May Use Full Lane"(BMUFL)and are generally placed in con- bicycle lane. They are intended to warn vehicle drivers to junction with Shared Lane Markings ("Sharrows" or SLMs). watch for and to yield to cyclists when they encounter them These signs will generally replace the yellow and black bicycle within the painted area.The FHWA found that both vehicle symbol diamond and associated "Share the Road" placard, drivers and cyclists have a favorable impression of green which were warning signs only.The new BMUFL signs are colored bicycle lanes.Cyclists felt safer while riding on green white and black,the colors used for full regulatory signage. bicycle lanes,while vehicle drivers felt that green bicycle lanes These signs,along with SLMs,allow cyclists to legally avoid helped increase their awareness of bicycles in the area.FHWA the"door zone"within what the Uniform Vehicle Code(UVC) studies have also shown that green bicycle lanes improve defines as a substandard width lane,or a"lane thatis too nor- cyclist positioning as they travel across intersections and rowfora bicycleanda vehicle to travel safely side-by-side within other conflict areas. thesame lane."According to the MUTCD,a BMUFL sign may be used in addition to or instead of a SLM to inform all road Jurisdictions within the state have to notify Caltrans before users that cyclists may occupy the travel lane. proceeding with green bicycle lane projects because the agency is required to maintain an inventory,but since Caltrans has requested to participate in this interim approval, the process has been streamlined because FHWA experimental treatment protocol is no longer required. E11111� \ � Y awi r i �I�b I� i ill I l IfI IIGI, low MAY U E FULL LA'ft NE YIT ..................... Y Green transition lone(Simulation) Son Diego,CA Item 14. - 20 HB -322- Ell Cycle Tuck Bicycle Boulevard A cycle track is a combination between a bicycle lane and Bicycle boulevards are relatively low speed streets designed multi-use path.It can beeitherone-or two-way depending on to give priority to bicycle traffic bydiscouraging cut-through roadway configuration,intersections and adjacent land use. vehicle traffic while allowing local access.They improve cyclist It is generally a separate facility when adjacent to a pedes- comfort and safety by assigning right-of-way to the bicycle trian sidewalk,as well as physically protected from adjacent boulevard at intersections,with traffic controls to help cyclists vehicle travel Ianes.The physical separation from the roadway cross major roadways,and an overall distinctive Iookto make can employ parked vehicles, planting areas,bollards, raised cyclists more aware of the existence of the bicycle boulevard lanes or a combination of these elements.These treatments that also helps alert vehicle drivers that the street is a priority reduce the risk of conflicts between cyclists,pedestrians and route for cyclists. parked vehicles. Bicycle boulevards are intended to support relatively light Cycletracks may be installed on urban streets with high vehic- motor vehicle traffic volumes due of the traffic calming de- ular volumes and speeds,but to minimize conflicts,selected vices often installed to slow or divert vehicle drivers to other streets should have long blocks with few to no driveways or more appropriate routes. Intersections typically have physi- other mid-block vehicles access points.Additional signage, cal diverters with bicycle cut-outs that allow cyclists to pass traffic control treatments and pavement markings may be through unimpeded,while allowing vehicle drivers toenterto needed to direct cyclists along the cycle track and through parkoraccess a property,butwithout being able to continue. intersections. Cyclist safety through intersections must be carefully addressed,especially for two-way cycle tracks. Most bicycle boulevards do not have bicycle lane striping, but many employ distinctive pavement markings to help identify them. Bicycle boulevards often have higher road surface standards than other streets, and most encourage riders to use the full lane to support parity between cyclists and vehicle drivers. Because their traffic calming features improve pedestrian safety,as well as encourage cycling,some cities de-emphasize the bicycle specificity of these routes by designating them as "calmed,green or quiet"streets,or"neighborhood byways { or parkways." c` h.�cs IR\ Cycle track-Montreal,Quebec Bicycle boulevard-Son Luis Obispo,CA(Source.www.pedbikeimoges.org) HB -;2;_ Item 14. - 21 lnilli::iiiii:iiii Imm i, NNW Hybrid Facilities(Context-sensitive Solutions) Paved Multi-use Paths and Wide Walkways Hybrid facilities blend components of established facility These paved multi-use paths and wide walkways are not of- types to take advantage of some benefit inherent to those ficiallyClass 1 facilities.They occur primarilywithin easements components that better addresses a specific location's is- through developed parks. Examples of these paths can be sues.For example,wherethere is insufficient roadwaywidth found within the Union Pacific Ralroad Corridor and power for Class 2 lanes both ways, it may be advisable to install a line easements,although there are many more throughout Class 3 bicycle route on one side of a roadway and a Class 2 the City.These can vary in width, but are generally asphalt on the other. or concrete,eight feet wide. There are opportunities for hybrid facilities that can improve Those that have been identified can be critical connections cycling conditions in Huntington Beach, but like most other for current and future bicycle facilities. municipalities, both sides of roadways have traditionally been treated the same.There are exceptions,including a few segments of bicycle facilities that are hybrids of two different classes.These can be found where the roadway is too narrow to accommodate bicycle lanes on both sides of the street.A bicycle lane is used on one side and a bicycle route is signed in the opposite direction. INN \l a i0 M�� r of Hybrid facility-Class 3 with"Shorrows%Class 2 lone Paved multi-use path along EdingerAvenue connecting.Morino Pork and Morino High School Item 14. -,22 xB -324- +'T 4�e Y 5 :^ F � f yet, ev :: ..,�xfas :� � O fig' dif�' }�� �4b t i�F A. Y t ,` p Ak TvF 2.1 Existing Plans The following plan excerpts list relevant goals, objectives, policies and program related to bicycles. General Plan Circulation Element Goals, Policies and Objectives These goals and policies establish theframework City staff and CE 1.4 Coordinate planning,construction,and maintenance of decision makers will useto enhance and im prove all modes of circulation improvements with adjacentjurisdictions and trans- circulation in Huntington Beach.Where possible,quantified portation agencies to ensure consistency within the circulation objectives are also stated.References to applicable implemen- system.Related Implementation:CE-6,25,26,28,29,31 tation prog rams are provided following the policy statement. CE 1.5 Provide adequate capacity for circulation needs while Regional Mobility minimizing significant negative environmental impacts.Related Goal Implementation:CE-1, 11, 12, 13, 77,21,25,28 CE 1 Provide a balanced transportation system that moves people CE 1.6 Develop and maintain the City street network consistent and goods throughout the City efficiently,promotes economic with theArterial Highway Plan(Figure CE-2)and standard road- development,preserves residential neighborhoods, and meets waycross-sections(Figure CE-1),including appropriate roadway safety standards,and minimizes environmental impacts. widths, medians, and bicycle lanes. Related Implementation: Policies CE-1,6, 11, 12 CE 1.1 Pursue completion of missing roadway links and other Roadway Circulation related facilities shown on the Arterial Highway Plan. Related Goal Implementation:CE-11, 12 CE 2 Provide a circulation system that supports existing, ap- CE 1.2 Monitor and participate in applicable County, regional, proved,and planned land uses throughout the City while main- State,and federal transportation plans and proposals.Related taining a desired level of service and capacity on all streets and Implementation:CE-25,26,27,28,31,32,33 at all intersections. CE 1.3 Maintain compliance with the County's Congestion Man- Policies agement Plan (CMP)as shown on Figure CE-3. (ICE 2 and I-CE CE2.7Require that driveways be located to minimize impacts to 4)OCTA Congestion Management Program or any subsequent thesmooth,efficient and controlled flow ofvehicles,bicycles and replacement program.Related Implementation:CE-13,27,28 pedestrians.Related Implementation:CE-17, 18 City of Huntington Beach,California•Bicycle Master Plan HB -325- Item 14. - 23 111 IN Public Transportation Parking Goal Goal CE 4 Create a balanced and integrated multi-modal transporta- CE6 Ensure that the parking demands ofnon-residential uses do tion system that increases mass-transit opportunities for Hun- not adversely impact the City's residential neighborhoods,that tington Beach residents. the City's parking policies support reduced reliance on personal Policies auto use and that parking supply is adequate to meet City eco- nomic development objectives. CE4.1 Encourage and support the various public transit agencies and companies,ride-sharing programs,and other incentive pro- CE 6.4 Explore the possibility of increasing bicycle parking in or grams thatprovide forms of transportation other than theprivate near downtown.Related Implementation:CE-6 automobile.Related Implementation:CE-7, 14, 15,35 Pedestrian, Bicycle,and Equestrian Paths CE4.2 Continue to reserve abandoned rail rights-of-wayfor future and Waterways transportation uses such as transit andor bicycle facilities.Related Goal Implementation:CE-33 CE 7 Provide a system of bicycle, pedestrian, and equestrian CE 4.3 Explore the possibility of locating a transportation center paths,and waterways forcommuter,school and recreational use. located in the vicinity of the in or near Downtown commercial Policies area.Related Implementation:CE-14 CE 7.1 Coordinate the planning of equestrian, bicycle, bus and CE4.4 Pursuean urban rail transitsystem thatserves Huntington pedestrian routes and facilities to promote an interconnected Beach.Related Implementation:CE-14,28 system.Related Implementation:CE-6, 19,32 Transportation Demand Management(TDM) CE7.2 Coordinate with neighboring jurisdictions to ensure that bicycle routes within the City connect to and are consistent with and Air Quality routes in adjacentjurisdictions.Relatedlmplementation:CE-6,28 Goal CE 5 Maximize use of transportation demand management CE 7.3 Coordinate with the County to ensure that new routes strategies to reduce total vehicle miles traveled and improve identifiedin the City's Bike Route Plan are incorporated within the regional air quality. County's Master Plan of Bikeways.Related Implementation:CE 28 Policies CE 7.4 Encourage the use of easements and/or rights-of-way CE 5.1 Require developers to incorporate design features that along flood control channels, public utilities, railroads, and reduce air pollution from motor vehicles,such as transit facilities streets for use by cyclists and/or pedestrians, where safe and and park-and-ridesites,bus benches,shelters,pads,or turnouts; appropriate.Related Implementation:CE-19 bicycle racks and lockers,and preferred parking for ride sharers. CE 7.5 Maintain existing pedestrian and bicycle facilities, and Related Implementation:CE-79,21 require developers to provide pedestrian walkways and/or bicycle CE5.2 Encourage and support the use of low emission and alter- pathways between developments,new residences and schools, native fuel vehicles within the City.Related Implementation:CE-35 parks,and public facilities.Related Implementation:CE-15,17, 19 CE5.3 Require businesses toprovide employee incentives forusing CE7.8 Implement and operate appropriate traffic control devices alternatives to the conventional automobile,including carpools, throughout the community to reduce conflicts between pedes- vanpools, buses, bicycles, and walking, and telecommuting. trians, bicycles, and motor vehicles. Related Implementation: Related Implementation:CE-7,21,35 CE-2, 15 CE 5.4 Support the efforts of businesses to use transportation CE 7.10 Ensure that bicycle and pedestrian facilities within the management techniques such as flex-time,staggered working City comply with accessibility provisions of the Americans with hours and other means to lessen commuter traffic during peak Disabilities Act(ADA).Related Implementation:CE-6, 15 hours.Related Implementation:CE-7,35 Item 14. - 24 HB -326- u� id Implementation Programs CE-7:Transportation Demand Management Ordinance CE-2:Accident Monitoring Create and implement programs that will aid in improving air Monitor recurring accident locations(including vehicle versus ve- quality by reducing motor vehicle trips,such as those programs hicle,bicycle and maker pedestrian accidents),and determine recommended by the SCAQMD,required by the Transportation necessary recommendations and modifications to the appropri- Demand Ordinance(Zoning Code Title 23,Chapter230,Section ate facilities. This may include the use of advance technologies 23a36),or funded by the Mobile Source Air Pollution Reduction where appropriate. Ordinance vehicle fee allocation. The TDM ordinance requires CE-5:Neighborhood Circulation Improvements employers of 100 or more persons to support alternative forms of transportation by providing appropriate facilities,including: Prepare and maintain a Neighborhood Traffic Management showers and lockers,parking for vanpools,bicycle parking and Technical Administrative Report that identifies needed methods passenger loading areas. to address cut-through traffic volumes,high speeds,truck traffic intrusions,demonstrated accident history,parking shortages,or Department:Planning, Public Works, Planning Commission, school-related traffic congestion in City neighborhoods such as: City Council Related Policies:CE4.1,5.3,5.4 • Considering appropriate traffic-calming measures such as raised medians and provision of bicycle or transit lanes to CE-11•Capital Improvement Program mitigate problems posed by schools and other land uses that generate high traffic volumes at specific times. Pro- Use theCity's5-year CapitallmprovementProgram(CIP)process vide solutions to mitigate these problems as warranted by to prioritize,fund,and build required roadway and bikewayim- local studies. provements,and to address phasing and construction of traffic infrastructure throughout the City. Department.Public Works,City Council Working with:School Districts To prioritize these improvements,the City's Technical Administra- Related policies:3.1,6.1 tive Reports(TARS)will be reviewed and updated regularly with current citywide traffic counts for roadway links and intersec- CE-6:Bikeway Plan tions. Roadways and intersections approaching the LOS stan- Implement and update Huntington Beach's Bikeway Plan to dards stated in Objective2.1 should be prioritized appropriately plan and prioritize facilities for both recreational cyclists and for improvements including road widening,paving,parking commuters,including: restrictions,or intersection improvements. • Reviewing neighboring jurisdictions'bikeway plans every Department.Public Works,City Council five years to ensure consistency Related Policies:CE 1.1, 1.5, 1.6,2.1,2.2,2.3 • Linking bicycle routes with bus routes to promote an inter- connected system. • Evaluating potential for a future bicycle parking structure in or near downtown. • Ensuring compliance with ADA accessibility standards. Department:Public Works,Planning Commission,City Council Working with:OCTA,Caltrans Related Policies:CE 1.4, 1.6,6.4,7.1,7.2 HB -327- Item 14. - 25 Beach and Edinger Corridors Specific Plan CE-19:Alternative Transportation Mode Design Features The Beach and Edinger Corridors Specific Plan was established Require new development to incorporate transit-oriented design to orchestrate private and public investment activities along features and attractive, accessible, and appropriate transit the Beach Boulevard and Edinger Avenue corridors, and to bicycle, equestrian, and pedestrian amenities to promote and support and promote investment to enhance the beauty support public transit and alternate modes of transportation, and vitality of the City's primary commercial corridors.This including but not limited to: specific plan presents the community's vision for the evolu- tion and continued growth of the corridors,and it establishes • Requiring that all new bicycle trip destinations, including the primary means of regulating land use and development schools, shopping areas, and transit stops be equipped within the plan area. with bicycle racks and/or bicycle lockers. • Encouraging developments to incorporate easements The plan includes a program of planned actions and invest- and/or rights of way along flood control channels,public ments to stimulate and complement private investment utilities,railroads and streets for the use of cyclists and/or along the corridors.The plan primarily addresses conceptual pedestrians. guidelines for future development along Beach and Edinger Boulevards.There is no mention of bicycle facilities. Department.Public Works,Planning Commission,City Council Working with:OCTA Downtown Specific Plan Related Policies:CE5.1,7.1,7.4,7.5,7.6 This plan calls for new bicycle facilities to be provided "... CE-28.Orange County Transportation Authority to provide additional incentive for more people to bike to and from downtown,and to better serve the large number of existing Work with the Orange County Transportation Authority(OCTA) bicycle enthusiasts."New facilities include two connections to to achieve the following: the beach near 1st and 6th Streets across Pacific Coast High- • Review, every five years, the Orange County Master Plan way,to better link the Beach Multi-use Path with downtown. of Bikeways to assure consistency. Update Huntington Class 2 lanes are proposed on 6th Street between PCH and Beach's Bike Plan, as appropriate. (Note:Bikeway master Main Street,continuing on Acacia Avenue to Lake Street.Class plans are required to be updated every five years.) 2 lanes are also proposed for Atlanta and Orange Avenues Department.Public Works,City Council between Huntington and Lake Streets,which would connect Working with:OCTA with existing Class 2 facilities on Lake Street. Related Policies:CE 1.2, 1.3, 1.4, 1.5,4.4,7.2,73 Due to limited existing rights-of--way,only Class 3 route signage is proposed for 3rd Street between Orange and Walnut Av- enues and on Orange Avenue between Lake and 6th Streets. The other major recommendation is additional bicycle park- ing,including on-street racks at the ends of diagonal vehicle parking,on sidewalks along no-parking zones,within wider sidewalkareas and curb extensions,and adjacent to buildings out of the walking path.The plan also suggests additional bicycle parking facilities on the beach side of PCH,including the potential for a high-capacity facility near or under the pier,or within existing pier parking areas. Finally,the plan suggests a bicycle station,the potential for us- ing City-owned paseos for bicycle parking,and providing some within private developments,such as inside parking structures. Item 14. - 26 hs -328- µ� :::::::: :I III f • P Sunset Beach Specific Plan California State Parks General Plan- This plan addresses a recently annexed area of the County Huntington and Bolsa Chica State Beaches into the City of Huntington Beach.Of particular interest for The California Department of Parks and Recreation ("State mobility planning are the following statements: Parks")mission is,in part,is"...to provide for the health,inspi- "Because of the constraints inherent in acquiring additional ration and education of the people of California by preserving right-of-way for Pacific Coast Highway both within and outside the State's extraordinary biodiversity,protecting its most valued of Sunset Beach, it may be impractical to provide additional natural and cultural resources and creating opportunities for travel lanes. Better utilization of the existing right-of-way is a high quality outdoor recreation." State Parks is therefore en- more realistic possibility.As new development and redevelop- trusted with protecting the natural,cultural and recreational ment occurs,improvements can be made that provide for safe resources of the two local state parks,Huntington and Bolsa and convenient use of the Highway by pedestrians,cyclists,and Chica State Beaches. transit vehicles." This directly affects any nonmotorized mobility planning "Increased transit service and bicycling opportunities shouldpro- effort because the existing Class 1 multi-use path along the vide access to beach uses without requiring...additional parking." beach runs through the two parks.In fact,State Parks owns and maintains the majority of the beach path in Huntington "It is expected that the existing 15 miles per hour speed limit on Beach.This means that any proposed changes will need to all Sunset Beach Streets,except Pacific Coast Highway, will be be coordinated with State Parks and assessed under its plans retained." and policies.As important as the beach path is to Huntington Beach's community identity, maintaining the continuity of To improve bicycle parking availability in the immediate are, beachfront path will be paramount and State Parks has long this plan requires bicycle parking consistent with the City of been an valued partner. Huntington Beach Zoning and Subdivision Ordinance Chapter 231.These requirements would apply to new development. LAB Bicycle Friendly Community Application The plan also states:"From the ocean front property line to the A League of American Bicyclists' (LAB) Bicycle Friendly ocean there shall be no roadway, bicycle path, hiking trail, or Community(BFC) application was submitted for the City of parking facility." Huntington Beach in the fall of 2010.There was interest in submitting earlier,but upon review of the application ques- tions,the decision was made to try to formalize and imple- ment as many bicycle-friendly elements as possible prior to submission.This is typical of many cities submitting Bicycle Friendly Community applications. The LAB awarded Huntington Beach a Bronze level designa- tion and provided several suggestions for a future successful application. The top five suggestions were for the City to update and fully implement a Bicycle Master Plan,expand a Safe Routes to School Program to include all schools,increase the amount of secure bicycle parking,expand and increase network connectivity by providing a broader range of facility choices for users of various abilities and comfort levels,and implement innovative techniques to improve on-road condi- tions such as bicycle cut-throughs,cycle tracks and road diets to calm traffic and a better use of roadway space. xB -329- Item 14. - 27 in i Commuter Bikeways Strategic Plan (CBSP) Master Plan of Arterial Highways (MPAH) The Commuter Bikeways Strategic Plan(CBSP)serves as Orange The MasterPlan ofArterial Highways(MPAH)depicts a county- County's bicycle masterplan.Itwasdevelopedin2009bythe wide roadway network intended to ensure coordinated Orange County Transportation Authority(OCTA)to encour- transportation system development among local jurisdic- age the enhancement of OrangeCounty's regional bikeways tions within Orange County.The MPAH's main purpose is to network as a way to make bicycle commuting a more viable describe an arterial highway system that effectively serves and attractive travel option. existing and adopted future land uses in both incorporated and unincorporated areas of Orange County. Extensive co- Anumberof challenges must be overcome for Orange County ordination with the transportation and land use planning to excel as a cycling region,including improving safety and and implementation processes conducted by the cities,the access to key destinations, as well as providing better plan County,and adjacent jurisdictions is essential for the MPAH coordination and support facilities.Cycling is recognized as to provide its intended service for goods movement and having a significant role in mitigating congestion, climate for travelers across all modes. Given existing right-of-way change and oil dependency.The goal of the CBSP is to help limitations,the MPAH also encourages recognition of opera- address these many challenges by providing: tions techniques,primarilysignal synchronization,within the • A strategy for improving the regional bikeway network MPAH planning process. Recognition of this component of • Eligibility for Bicycle Transportation Account(BTA)funds the arterial highway network is to emphasize that operational strategies work best as part of a systematic, region-wide • Identification of roles and responsibilities for OCTA regard- application of programs and projects aimed at improving ing bikeways system wide efficiency. • Documentation of existing and planned Orange County 2.Goal:Provide an Arterial HighwaySystem thatSupports Land bikeways. Use Policies of the County and Cities The projects described in the CBSP are a compilation of Policies: projects planned by Orange County communities and the County of Orange.The CBSP is a long-range,financially un- 2.2 The MPAH will encourage an arterial highway system de- constrained planning document.It will be the responsibility signed to serve as part of a balanced transportation system(auto, of each implementing agencyto identifyfunding sources for rail,transit,bus,truck,bicycle,pedestrian,etc.). the projects within their purview. 2.3 OCTA will encourage local jurisdictions to consider and This plan identifies 18.4 miles of proposed bikeways for evaluate all mobility needs when requesting modifications to Huntington Beach. the MPAH. Districts 'i and 2 Bikeway Strategic Plan 3.9.3 Smart Streets This study is part of an overall OCTA effort to develop bike- The MPAH also recognizes Smart Streets as arterials with ways strategy and feasibility studies for Orange County.Based enhanced traffic-carrying capacity. These augmentations in on facilitation efforts, these feasibility studies will identify capacity are achieved by a variety of measures,including, but regional bikeway corridors that connect major activity cen- not limited to: ters including employment areas, transit stations, colleges and universities. • Preferential and acceptably maintained traffic signal tim- ing and synchronization This plan will highlight and improve upon regional bikeway . Prohibition of on-s tree t parking connections through these two districts.A similar effort was recently completed for District 4 and will serve as the model • Intersection grade separations of critical through and/or for this and any other district-level plans to come. turn movements • Addition of at-grade through or turn lanes atintersections Item 14. - 28 HB -33®- _i City of Newport Beach • Access limitation to right turns only, or no access (street The 2006 Newport Beach Master Plan of Bikeways shows all and/or driveways) the facilities within Newport Beach.This plan is also incor- • Access consolidation porated as part of the City's 2006 General Plan.Connections into Huntington Beach include bicycle lanes on Pacific Coast • Frontage roads Highway.Recently,Shared Lane Markings or"Sharrows"have • Pedestrian grade separations been implemented on Pacific Coast Highway. • Other elements that may be documented to be useful The bicycle advocacy group, bikeNewportBeach has been The intent of these measures is to minimize conflicts with active in advocating for bicycle facilities and has been instru- mental in increasing cycling awareness in Newport Beach and cross traffic by improving traffic carrying capacity and facili- surrounding cities. tating improved traffic flow along arterials.The terms"High Flow Arterial, "Continuous Flow Boulevard, "or"Signal Syn- The 2009 Commuter Bikeways Strategic Plan calls for 16.7 ad- chronization Corridors"can also be used to describe a"Smart ditional miles of bicycle facilities throughout Newport Beach. Street."This designation is intended to represent a roadway of a Primary,Major or a Principal arterial classification. City of Seal Beach It should be noted that an MPAH roadway unilaterally re- The City of Seal Beach does not have a stand-alone bicycle moved from or downgraded on the local agency's Circulation master plan. Planned bicycle facilities are part of the 2003 Element,and/ordoes not meet the capacity criteria,will result Circulation Element of the city's General Plan. Planned con- in the local agency becoming ineligible to participate in the nections with Huntington Beach include bicycle lanes on Orange County Combined Transportation Funding Programs Pacific Coast Highway and Westminster Avenue. (CTFP).Therefore,any bicycle project impacts on MPAH road- City of Westminster way carrying capacity should be carefully evaluated.Beach Boulevard is the only roadway within the City of Huntington Existing and future bicycle facilities are part of City of West- Beach identified as a Smart Street. minster's Master Plan of Bicycle Routes within the General Plan. One planned bicycle lane on Heil Avenue would connect City of Costa Mesa with the City of Huntington Beach.Other bicycle facilities are With the adoption of a General Plan in 1992,the 1974 Master planned on Bolsa Chica, Newland and Goldenwest Streets, Plan of Bikeways was revised and incorporated and has been McFadden Avenue and Westminster Boulevard,but specific periodically updated. Maps were not provided in the 2000 facility types have not been determined. General Plan. The 2009 Commuter Bikeways Strategic Plan Bolsa Chica Ecological Reserve calls for 13.6 additional miles of bicycle facilities throughout the city. Bolsa Chica Ecological Reserve is a nature reserve lying within thefootprint of the City of Huntington Beach.It is designated City of Fountain Valley bythe California Department of Fish and Wildlife to protect a Fountain Valley's bicycle master plan is part of their 1995 coastal wetland,with its resident threatened and endangered General Plan and is based on the Orange County Master species.Current policies restrict reserve access to pedestrian Plan of Countywide Bikeways(which predates the CBSP).The and disabled uses of designated trails. Circulation Element was last updated in 2008.The 2009 Com- muter Bikeways Strategic Plan calls for three additional miles of bicycle facilities throughout the City. HB -331- Item 14. - 29 o e • • o � 2.2 Existing Facilities Existing Bikeway Facilities The following tables summarize existing bicycle facilities within Huntington Beach city limits. • Huntington Beach Multi-use Beach Path 8.4 Between southern City limit and Warner Avenue Santa Ana River Channel (West) 0.4 2,200'segment between Brookhurst Street and Santa Ana RiverTrail;follows Santa Ana River just outside City limits Total 8.8 Adams Avenue 1.2 Algonquin Street 0.5 .... ,..: A91 Aik � :: qIN W ,r. Atlanta Avenue 2.1 Westbound only between Brookhurst Street and Surge Lane 0.8 Banning Avenue � Bolsa Avenue 1.5 ,> u Bolsa Chica Street 2.2 Brookhurst Street 0.2 Bushard Street 3.4 ha °P Edinger Avenue 3.5 Westbound only between Bolsa Chica and Graham Streets Edwards Street 4.4 ; .. . Ellis Avenue 1.0 x; First Street 0.2 Garfield Avenue 4.5 Goldenwest Street 4.6 Southbound only between Bluebonnet Drive and Edinger Avenue Gothard Street 3.8 Graham Street 1.5 Northbound only between Edinger Avenue and Cross Drive Hamilton Avenue 1.7 Westbound only between Newland Street and Seaforth Lane Heil Avenue 3.8 No eastbound bicycle lanes between Regina Circle and Plaza Lane Huntington Street 0.2 Indianapolis Avenue 2.0 f � r1 Zrr 3 Lake Street 1.2 Magnolia Street 3.3 _�, Main Street 1.8 s � f McFadden Avenue 2.5 :. Newland Street 4.6 Item 14. - 30 HB -332- NEW • MEE......................... • Pacific Coast Highway 1.7 Northbound only between Huntington Street and start of parking lanes Palm Avenue 0.5 Northbound only between Seapoint Street and Camelback Drive Peninsula Lane 0.1 Promenade Parkway 0.4 a x41Saybrook Lane 0.5 0, . . Seapoint Street 0.9 4711 Seventeenth Street 1.0 R~ Skylab Road 0.0 Z Slater Avenue 3.0 Springdale Street 1.9 .r Summit Drive 0.8 3 Pacific Avenue(Sunset Beach) 0.2 '' Talbert Avenue 1.1ft �, , Ward Street 0.5 Warner Avenue 4.9 :. .kc, Yorktown Avenue 3.5 IV .. .: Total 77.8 M Newland Street 0.5 Between Talbert Avenue and Springhurst Drive Total 0.5 I ��"� Wkii IH!i� Ave 0.25 Westbound lanes only between Regina Circle and Plaza Lane Main Street 0.1 Southbound lanes between Ellis Avenue and Florida Street Newland Street 0.4 Northbound lanes between Slater Avenue/Friesland Drive and Talbert Avenue/Springhurst Drive Total 1.0 • • _ Langenbeck Park Path 0.6 Wide walkway through Langenbeck Park/Edison right-of-way Union Pacific ROW 0.3 Gated and currently not open for general public Edison Greenway 0.7 Walkway between Bushard and Brookhurst Streets Total 1.6 Thefollowing figures represent data collected to date.These data sets were also presented at the first community workshop and have been updated based on input from City staff,workshop input,online survey responses and field work.This information is particularly important because it directly affects subsequent recommendations. HB -333- Item 14. - 31 01 EM a o a e a Figure 2:Existing Bicycle Facilities y \ \ E %gym '�- \ \ a \ / \y Q y \ # / r - x y / l sit E 71 OR I v v. ... y# W ZOw- kwif �.:, . ... ..- i 9f a �\ _g a�I% - n Nw w s — . tvn OF :. �A , " : vvpav4a.. \\ y-, A vi \ E E S, Nes OF 14 ON iEattta t � .,, g .t"tX4RR 'L fiy £ / PON, t AV waft— € V, SA- h A / M qq y �e Lane an i s '� i� d41Y# r a v �y y� i r "a Y ilkw �vgz `� h OWN J Item 14. - 32 HB -334- ;::;:::::::::::::::!�����������i���,�,,�,!,�����������������������BE k W Figure 3:Circulation Element Bicycle Facilities CAY of 9 CRY beach 1 Sand r � t � �� 4 .rY .� � _:- xe#R� ����W�1.•�a+Yt ac,WM a.�WW� Wr t rr� 7 - y_ ; �a - 3 a `fig. ° a •�`' !__ I _ i E• CRY i ,..s..aW na e,� +a'g ��:�:�=��s xa a .,�;rs�-. -R3*t Ws n W 'W N�a # 1 W W.PO..N,#e " - a _ lWi _ 1 + WxWa A COS"MQU fr CAY - a wsr i off Rom dva *tt l #I E 5 SDMWAY PLAN is b� xB -335- Item 14. - 33 Figure 4:Bicycle To Work Density ............... A", h Aft wf J, SEAL h—A� toil, M, rJ Z� 'P A^ a A T .... ...... Ef, 41 pa 115, A' Ski AD A M1C, M, A ��.A 'Z Xv/"'�� t A�' a-,p MA-A fk" N4 UM I . 1101"'1" A 7 Ns" A A RVOSO Tras M t S ncod Cawd Channts "M j -j pa" ... ............ . Bike to VVar*Do "a 4h 0 This:data represents lhe'6ngin of res ents wbo,tommute to", - *Amencan COnmund Y 2wq.coup ty,�� 2%, Y id 41" Item 14. - 34 HB -336- Figure 5:General Plan Land Use \�, h \\\\ MY Al TA ...v M s. \ .,. a u \ s £ \ pal . \\ oil a Sa u v M\ inks, i .. \ v y Mj� / � � �c • � ! » \ \. \ r / �• :: a, 6, 's1t .,..tea 01 aw FaY t h t z m \ low ,; _ �v chr waa. A u �'Genoral Plan Land Use' � � �: `� h t it .;, Y i 3 a �$ . i #eir d mac. LI 3.. { �i a y , Fa �i3 nPgl Y MM&MI 9long$ �4 .C4Y f�Htofn �Soh HB —337— Item 14. - 35 OW : 1imilm • f • • • d Bicycle Parking Assessment Regional Bikeways Adequate bicycle parking is essential for a bikeway network According to the OCTA's Commuter Bikeways Strategic Plan to be used to its full potential and secure bicycle parking at (CBSP), the two regional bikeway connections within Hun- likely destinations is an integral part of a bikeway network. tington Beach are the Pacific Coast Highway and the Santa Bicycle thefts are common and lack of secure parking is often Ana RiverTrail.However,the City's existing bikeway network is cited as a reason people hesitate to ride a bicycle.Increased conducive to regional travel since many arterials have bicycle bicycle parking provides an option for individuals who need lanes and connect to adjacent communities. to make a short trip to local retail and other services to ride their bicycle rather than drive their car.Bicycle racks should OCTA is currently developing a Districts 1 and 2 Bikeway support the bicycle at two points and make it easy to use a Strategic Plan that will highlight and improve upon regional U-shaped lock to secure the frame of the bicycle to the rack. bikeway connections through these two districts. A similar effort was recently completed for District 4 and will serve as Adequate bicycle parking should be incorporated into any the model for this and any other district-level plans to come. new development or redevelopment project. Bicycle park- ing should be given a balanced level of importance when considering car parking improvements or development. In commercial areas where bicycle traffic is more prevalent,such as downtown district,the Huntington Beach Pier,parks and shopping centers,increased bicycle parking is recommended. Bicycle parking can be found along the Huntington Beach Multi-use Path andjust below the pier entrance.Bicycle park- . � v� ing also exists in the downtown area, some at store fronts, x on the street adjacent to angled parked and in the paseos. y Bicycle parking can also be found at all the recreation centers, libraries and major parks.Most neighborhood parks lack bi- cycle parking.All schools have some form of bicycle parking, \ from simple schoolyard racks to a more secure parking like a t ¢ a \a s o bicycle cage at Isaac L.Sowers Middle School. \ ` ``o ` Y gf ,. ,, jm h4k& y Insufficient bicycle parking is a significant issue, especiallyINN Y; along the beach and downtown during the summer, but also during events in these areas at other times of the year. This lack of adequate bicycle parking was reflected in on- line survey responses as the highest scoring from among a list of suggested improvement about what would affect respondents'decisions to ride more often.(See Appendix C: Community Input Summary.) �\ Bicycle parking within the beach and downtown areas is routinely filled to capacity and beyond. Available racks fill early and later arrivals squeeze their bicycles in and even pile ` �,t theirs on top of others.This was observed throughout the \ � ` ..s ` 4 summer,especially under the pier.This can make extricating - ��' a bicycle particularly difficult and probably dissuades some Nearby segments of the Santa Ana River Trail cyclists from using the racks,and perhaps from even riding to their destination versus driving. Item 14. - 36 xB -338- t i i i d mrv -' 01 ME: \4 2.3 Existing Programs Education Encouragement Bicycle Classes Bicycle Valet Service The City sponsors scheduled bicycle classes in City parks to Huntington Beach maintains a very successful bicycle valet serve all sectors of the community.The classes are currently parking program to encourage residents to rideto the down- priced at$12 per student to make them economically avail- town beach area and events.This effectively reduces vehicle able to everyone in the community,including the traditionally parking congestion during particularly high use periods. underserved.Students who qualify in the very low income category are also eligible for City Instructional Class Scholar- Major Annual Events ships. Families on Bikes Classes are offered for families with Huntington Beach has a large population of cyclists who find elementary school children.Street Skills Classes are offered it easier to ride than drive to special events.The City spon- for anyone 14 years old and older. sors numerous events in the beach area near the pier(one or These classes and events are announced on the Community two per month)to which attendees are encouraged to arrive Services web site(www.hbsonds.org)with details and instruc- by bicycle via the very popular Huntington Beach Multi-use tions on how to participate.The same information and in- Beach Path. Large-scale bicycle parking facilities and the structions are distributed quarterly,for free,via the hardcopy bicycle valet service are provided and the public responds in HB Sands community services guide magazines throughout large numbers,resulting in many bicycles parked in the pier the City.Other City events,including bicycle-related events, area during these events.Bicycles are an especially significant are announced and described on the City web site, www. transportation choice for the City's annual Fourth of July huntingtonbeachco.gov. Special event announcements and celebration,which draws thousands.Summer Sundays band educational videos, including cycling videos, are shown on concerts in Central Park are attended by many picnickers who the City public information cable channel HB3. arrive by bicycle.The same is true for the City's Concerts on the Beach,weekly street fairs and open air market. Police Education City of Huntington Beach Employee Rideshare The City has developed Police In-Service Training for Bicycle Coordinator and Program Safety and Enforcement focusing on the California Vehicle Code as it applies to cyclists,the real risks for cyclists, how The City rideshare coordinator promotes Bike to Work Day to recognize safe lawful cyclist behavior, "share the road" for City employees in May with incentives and prizes.Other principles, and unlawful/dangerous cyclist and vehicle City encouragement programs include Dump the Pump driver behavior that should be targeted for education and/ Week,Earth Week and Ride Share Week.Bike to Work Day is or enforcement. also promoted in Huntington Beach and throughout Orange County by the Orange County Transit Authority(OCTA)via its web site and special events. City of Huntington Beach Employee Shower and Changing Facilities These facilities are available to employee cyclists in City fa- cilities including City Hall, Fire Department Facilities, Police Facilities and some Public Works facilities. HB -339- Item 14. - 37 a • a e o i Enforcement Expanded Bicycle Event Publicity Efforts Targeted Enforcement The City shows cycling oriented videos on Public Information The City of Huntington Police Department conducts targeted TV Channel HB3. HuBBA distributes fliers to bicycle shops enforcement days of cyclists and vehicle drivers involved in and libraries publicizing bicycle events,including upcoming cycling-related incidents. cycling classes. Action Plan for Bicycle Friendly Communities The Mayor and City Council members have signed an Action Plan for Bicycle Friendly Communities,provided by the League of American Bicyclists (LAB),which includes a commitment to:"Establish information programs to promote bicycling for all purposes,and to communicate the many benefits of bicycling to residents and businesses",and"Develop special programs to encourage bicycle use in communities where significant seg- ments of the population do not drive(e.g. through Safe Routes to Schools programs)and where short trips are most common." City Web Site The City's web site offers information on local routes and upcoming bicycle events.Additionally,the Huntington Beach Marketing and Visitors Bureau (MVB) promotes cycling on their web site at: http://www.surfcityusa.com/things-to-do- a c ti vi ti es/8 i s ycl i n g. Bicycle Diversion Course Since 1973, the City of Huntington Beach has conducted a nationally recognized bicycle diversion course for children who have been stopped by the Police Department for a safety violation(typically helmet violations).The individual has the option to attend a two hour safety course held by the Police Department or be directed to pay the full fine of the ticket. A parent or guardian's attendance is mandatory.The safety course is well attended on a monthly basis and can also be attended by the general public. Item 14. - 38 HB -340- a m a m 2®4 Trip Origins and Destinations Evaluation and Planning Origin and Destination Summary Bicycle Advisory Committee A number of factors drive bikeway facility recommendations. The maps on the following illustrate those analyzed for this The Bicycle Advisory Committee(BAC)meets regularly to as- plan,including those required to be considered by the bike- sisttheCitywith implementation of plan projects,policies and way master planning enabling legislation, California Streets programs.The BAC allows City Council and staff,volunteers and Highways Code Section 891.2.These factors include land and bicycle advocates to continue efforts to improve cycling use,existing and future population and employment density throughout the City.This group acts as a community liaison and activity centers. and addresses issues of concern of local cyclists. Activitycenters are defined as a community's major employ- Bicycle Map ers,office buildings,industrial sites,government sites,retail The City provides a map available as a digital download from centers, hospitals, major attractions, colleges, universities, the City web site.The map shows bikeway facilities,popular schools or parks and open space.The commercial and retail destinations and other important locations throughout activitycenters can also be regarded as employment centers Huntington Beach. because, in addition to the customers that constitute the typical activity center users, they also represent significant "Complete Streets"Policy numbers of employees. The civic activity centers include The City of Huntington Beach has adopted a "complete Huntington Beach's parks and schools. streets"policy to make sure that every street accommodates These centers particularly define trip origins and destinations, cyclists,pedestrians,vehicle drivers and transit users.A com- and generally include residential areas,employment centers, plete streets policy enhances the effectiveness of bicycle parks,schools and civic centers.Most cities have unique ori- use throughout the City by having facilities that will accom- gins and destinations,as well as special events and variations modate bicycle travel,as well as walking and vehicle driving. in seasonal demand. This is especially true of Huntington Safe Routes to School Beach with its high levels of bicycle use in the popular beach area,as well as a number of beach-related events during the This funding can be used for a variety of activities including summer months. site specific evaluation and planning, infrastructure costs and education programs.The Public Works Department of Reviewing Figure 6:Activity Centers,confirms that most major the City of Huntington Beach has successfully used the Safe employers,office buildings and industrial sites are clustered Routesto School Grant program to obtain funding for physical in specific areas generally associated with the main thor- improvements through capital grants. oughfares running through Huntington Beach.Employment density is an indicator of bikewayfacility demand in terms of commuting trips,but it is also an indicatorfor shopping trips, especially to areas with concentrations of retail and service businesses. Overall, activity centers tend to lie within an acceptable distance from their nearest adjacent bicycle facilities.This is supported by the locally gentle topography that drove the development pattern of a traditional street grid that provides multiple routes to any particular destination. HB -341- Item 14. - 39 i i i i i k Figure 6:Activity Centers ft � .:. s.� x a` 1a$ . i . , 4%, �k, 04 t6ntr. a \ s�• 44: ,. 4 s \; low f^Cea; ,s?a°k1 lit E y" W � M .a ,a . i U qq tM MESA acrwy ;.L.T.: e LaAe en Or _ eke mle p n Acti Ce ill*f v- 49 � 1r�x kk�� Low Paris wo Pecreaucr -"Cay t Hootm lot Bead n, T,U-A z .� ,. . ., :mac &P - Item 14. - 40 xB -342- III! NMI! I k ® # Figure 7:Existing Population Density WI X.. A" he •, \ \,. IV 7M , UI 7t .......... '�6 '' as MR, �Jffl I ON . ............... gz,'III *� ... ,.< ... q �, € 3 h 01 wa+ OR, II ' L� Rip 6 �. Y \ 4 Ot ,. ..c 1 - YC g� 1...,'_.1 .,, «: r tea. �\ 6• C ,.., Pe 5 ZOO k '; >'•, rat;.;. HB -343- Item 14. - 41 Figure 8:2035 Population Density �All rpm 414, "oMMIF, Ri 1�0 MO 41" 4 I r KOM IS is fit • J E3 4 Aw 1309 M, NNI k URI W �14 mi .............. tis .............. W V, as t 'Its Fl, 'R h all,t Ffo�d CmW Coe Oxodwe. Future Population Dentity(2035)* TmMc Anaiy�� Z) AM WAS, 'OCTA2010 211 'J 3 -M- Itern I A BB -344- SEE Figure 9:Employment Density 3 � 3 $sv \ 1 \ 771 ` $/ /,. h i •� w Awl \: y \ ' w / \ € \ IAN 0 N \ w ♦ / a \ is .a \ av � + \ \\ MI sh x t a \\\ - a, /; e F � v W a h. IWIP kli 40 ,' , a" a. t tin �°3tax4��ae� �,: ��• '`� � �; � 'fad WW Ow \:� i6karHa du• , full 11A Wo", ?,; ke IMP 4 Ow IM Fi6f,4 cool 4 ark .[ } ' /� i � #3 Pil�ll �'t1t I,�EnS E t � �'`a � r Tr�ftk AnaWs no� \ 4 ` / ' �r 7 Imp IF r .. `7 HB -345- - Item 14. - 43 Figure 10:Transit Service "XI 31- 4 AI, 1777,,' ,w 6- 4 Ito 2, AM �Iw -F P` JOE 711 m '*mom Av L �,ME ve Az L f—!A Ave., 4A M 0-'o 4 SAW A�v M Ot 4 P 44fi lw� A L a 12 JI a P4 *w V OW 0", A, & k, IL fM M IL W "Al, .......... �W W, 41' ff o A b", il, �p A", W OVA" 4, I ... 94'�A`�I'lb 0 !01� J �,k F im Pff*find Roe, L40j AV 0 A SowA El, 2 A Me b" -3- Af CAi la,�Md W4, N 1"a p wws, g 10 FT Odii Transit Service %) po Yo lowk il a wW- 07 a *Pk "O' CTA 2"N 4, lo Item 14. - 44 HB -346- `. 2.5 Safety Analysis Collision Summary Collision data were derived from the California Highway Patrol In Figure 11,collision numbers are shown for each intersec- Statewide Integrated Traffic Records System (SWITRS).These tion and stratified based on the relative number ofcollisions. data represent all reported bicycle/vehicle-related collisions Figure 12 shows overall bicycle-involved collision density as occurring in Huntington Beach during the five year period variations in color shading. from January 2006 through December 2010.Collisions that oc- curred on off-street paths are not included in the SWITRS data. There were two reported bicycle-involved collisions result- Collisions involving cyclists, whether they involve vehicles, ing in fatality in the five year study period*.These collisions other cyclists,or pedestrians,are generally under-reported, occurred at: so bicycle collisions are likely to have occurred that were not • Brookhurst Street and Banning Avenue included as part of the SWITRS data. • Brookhurst Street and Villa Pacific Drive During this five year period, there were over 700 bicycle/ The collision density shown in Figure 12 indicates that colli- vehicle-related collisions, including two fatalities. For the sions tend to occur along majorstreets and on or nearclusters purposes of this analysis,the collision data were reviewed in of residential uses, retail uses,or beach access points along terms of collisions that occurred at intersections and those Pacific Coast Highway.Corridors displaying a relatively high that occurred on road segments. Any collision occurring at roadway segment collision density include: or within 100 feet of an intersection was assigned to that intersection, while collisions occurring more than 100 feet • Beach Boulevard from an intersection were assigned to that segment. • Pacific Coast Highway(PCH) Table 6 lists the 10 intersections with the greatest number of • Warner Avenue bicycle-related collisions. • Heil Avenue • Slater Avenue • Main Street Primary Street Cross Street Collisions , Yorktown Avenue Warner Avenue Beach Boulevard g • Adams Avenue Magnolia Street Yorktown Avenue 6 • Atlanta Avenue Magnolia Street Atlanta Avenue 6 • Area bounded by PCH and Goldenwest, 1st and Dela- ware Streets Beach Boulevard Talbert Avenue 5 The components of the collision density analysis include a Pacific Coast Hwy 1 st Street 5 GIS based spatial analysis which captured collisions within Bolsa Chica Street Heil Avenue 5 close proximity of one another.The closer the collisions are Edinger Avenue Springdale Street 5 from each other,the more intense the color.In Figure 12,the darker reds indicate a high concentration of collisions which Brookhurst Street Adams Avenue 5 was then matched up with the street network to show the Warner Avenue Gothard Street 5 areas of high bicycle collsions. Beach Boulevard Indianapolis Avenue 4 Source:SWITRS,Fehr&Peers Notes:Collisions occurring 100 feet or closer to an intersection were assigned to the nearest intersection. *There were two reported cyclist fatalities on Pacific Coast Highway in 2012,too recent to have been incorporated into available data sets. HB -347- Item 14. - 45 EMIEffismom The roadway segment collision density appears to be con- _ centrated at major intersections(in proximity to several top ten intersection collision locations) and east-west streets when compared to north-south streets. This likely largely Time of Day Percent of Total reflects bicycle travel to and from the beach and associated 700 AM-4:59 PM 66 Percent destinations. It is also important to note that these data are based on the number of cyclist-involved collisions.The fact 5:00 PM-8:59 PM 24 Percent that many cyclist-involved collisions occur on major streets 9:00 PM-2:59 AM 7 Percent does not necessarily point to unsafe conditions. In fact, in 3:00 AM-6:59 AM 3 Percent terms of safety,the collision rates along these corridors may indicate relatively safe conditions since these routes are Source:SWITRS,Fehr&Peers likely to reflect the greatest number of cyclists.Since there is insufficient cyclist data to develop bicycle collision rates, Table 8 is a summary of injury severity data for all bicycle- this collision analysis presents the next best available data for involved collisions in Huntington Beach. The collision data reviewing bicycle safety. provide five categories as identified below, ranging from Additional data were reviewed for the 726 bicycle-involved no injury information to fatality.The greatest proportion of collisions reported during the analysis period,including time collisions resulted in some visible injury with 55 percent of of day and the severity of injuries. the total,followed by complaint of pain with 30 percent of the total.Severe or fatal injuries combined for less than three Table 7 is a summaryof timeof daydata forall bicycle-involved percent of the total bicycle-involved collisions. collisions in Huntington Beach.The time of day was grouped into four categories:school/business hours(7:00 AM-4:59 PM), evening hours (5:00 PM-8:59 PM), night hours (9:00 PM-2:59 AM),and morning hours(3:00 AM-6:59 AM).The greatest pro- portion of collisions occurred during school/business hours Injury Severity Percent of Total with 66 percent of the total,followed by evening hours at 24 percent of the total. Evening and night hours combined for Injury—Complaint of Pain 30 Percent 10 percent of the total bicycle-involved collisions. Injury—Other Visible 55 Percent Injury—Severe 2 Percent Fatal 0.3 Percent No Injury Indication 13 Percent Source:SWITRS,Fehr&Peers Item 14. - 46 HB -348- W W t Orange County Bicycle Coalition Collision Analysis-2001-2012 On October 26, 2012, the Orange County Bicycle Coalition "When reasonably necessary to avoid conditions (in- (OCBC) published an analysis of Huntington Beach bicycle cluding, but not limited to, fixed or moving objects, ve- collisions on their web site(http://0cbike.org/2012/70/a-slice- hicles, bicycles, pedestrians, animals, surface hazards, of-huntington-beach/)entitled'A Slice of Huntington Beach." or substandard width lanes)that make it unsafe to con- tinue along the right-hand curb or edge,subject to the The article focused on reviewing primary factors for collisions provisions of Section 21656.For purposes of this section, in which a cyclist was killed or injured between January 2001 a "substandard width lane"is a lane that is too narrow and July 2012. It also included an analysis of time of day and for a bicycle and a vehicle to travel safely side-by-side collision types.The data source was not provided,but a ref- within the lane." erence to the California Highway Patrol appears to indicate it was obtained from the Statewide Integrated Traffic Records Additional OCBC research on collision time of day revealed System(SWITRS)database. that approximately 80 percent of collisions occurred between 6:00 AM and 6:00 PM,which were generally daylight hours. According to OCBC's analysis, there were 10 fatalities and While it may not be surprising that the greatest number of 1,055 injuries within the period.Based on the data,50 percent collisions occur then,since it coincides with the most vehicle of fatalities were the fault of the cyclist,30 percent were the drivers and cyclists on the roads,this analysis may signal that fault of the vehicle driver and fault was undetermined for 20 education and enforcement efforts are needed to address percent.If the unknown fatalities were determined to be the issues not readily addressed through physical design or fault of the cyclists,cyclists could be responsible for up to 70 engineering solutions.This also concurs with the previous percent of fatal bicycle-related collisions. section's analysis conclusions. OCBC's analysis of the bicycle injury collision data indicates Thetypes of bicycle collisionswere broken down bytype,with that cyclists were at fault in collisions just under 75 percent "broadside"accounting for53 percentof all collisions,followed of the time.Approximately46 percent of collisions identified by"other"at 16 percent and"sideswipe"at nine percent. the cyclist as at fault for riding on the wrong side or not far enough to the right of the road, in the opinion of the citing Complete bicycle-related collision rateswould provide a more officer. It should be noted that while defining riding on the accurate assessment of cyclist safety than absolute numbers right side of the road is relatively straightforward,California discussed here,but it is generally believed that many,if notthe Vehicle Code Section 21202 requires some interpretation to majorityof non-fatal bicycle-related collisions go unreported. determine when a cyclist is in violation.For example,the sec- tion states that cyclists must ride in the same direction and as close"as practicable"to the right-hand curb or edge of the roadway except under the following situations: xB -349- Item 14. - 47 o • o r • Figure 11:Bicycle Related Collisions at Intersections a0,01 sISi IN \ \ z �J AC[3 o • a Dr da \� A. \M E � � a Ta '16-i �,. • o. 8 ^ if .. 4 'a_ : it Y' g , RIZ is 01, Mil a€al r� 14 a 4 j y A J $ � N� -All A s, It SFkg mi Chimes 41 eland t I f \ EGA pe � � A �' '1� " Nurnber of r e Ir ttlt+n Coll lslOn' ' o r L 10 llftq � . " -2 10 � m L 321 4' vte f £„ rite ea d 1 da f€�'Funds ffiTT@ fl� 2E}I# � s w-M, „ „ :.. �.. Item 14. - 48 xB -350- & A A Figure 12:Bicycle Related Collision Density s 00 eta; a [ �+ INA n �. � FVFa iy f �, t '. a a• gilj 0-0 iZ5 On POM s I I OW re 5: s•,• ME , \ WON Ia 3U, Aar w :.. x z Tr �� n a«L Rafted R CRY OMMOsty � bicycle Ftefated Collision t IS y Low CC#1 .Dom aw , CA tew€ It�fe�r HB -351- Item 14. - 49 Mi High Traffic Volumes and Speeds Studies show that most cyclists tend to prefer roadways Within the context of cyclist and pedestrian planning, high with relatively low motor vehicle traffic volumes and speeds. traffic volumes are commonly defined as more than 12,000 Regular bicycle commuters are probably the least likely to be vehicles per day by the Federal Highway Administration deterred from using more heavily traveled routes,especially (FHWA). In addition,cyclists are generally discouraged from if they are the most direct available,but even these riders are sharing the roadway with vehicles when the posted speed likely to choose quieter,less traveled routes that do not take limit exceeds 35 mph. them far out of their way,when given a choice.Recent studies have also shown that women,in particular,are more likely to Some of the City's major roadways have both the highest go somewhat out of their way to avoid uncomfortably high volumes and posted speed limits, but do not have bicycle vehicle volumes and speeds. facilities.These include segments of Pacific Coast Highway and Beach Boulevard.While experienced cyclists are generally Forthis reason,average daily vehicle trips(ADVTs)and posted not deterred by adjacent motor vehicle speeds and volumes speed limits are routinely mapped for bikeway planning where bicycle lanes are available, having to share the road- purposes and were also analyzed for Huntington Beach and way becomes a concern where facilities do not exist. Less illustrated on the next two pages. experienced cyclists are more likely to find such conditions very uncomfortable and maybe less likelyto use high volume streets.They will tend to ride on alternative streets,preferably adjacent to the more heavily trafficked route they are trying to avoid,provided such routes are available. Item 14. - 50 HB -352- 5 Will v Figure 13:Speed Limits \ \ Willpa d... IF AL fit 1 6..., a 0. MAW —4 �Nl�\A� - scW1111, W \�. '` ss r : "4101, aft, m Y J, low ON - ✓V �•w \\ \\ F\ ORE AROS we i We 4 - f �9- "OR : 41 o ' NO 44,c �. IDS <z � WA 011 a j 11, MA �� `� Speeed LinO iyNZ Ix -iawr � ... ij a v ... \MAW psVI 1 v Y Y A, E + tunt►ut •.1rg ,.ff- ;a .. °\�'" ..z� .. "era: s ,..��. .. .. - k9. - HB -353- Item 14. - 51 MIN Figure 1?Average Daily Vehicular Trips(ADVTs) \ \ g Zan \ No ! ~ < \\Og, oll \. / IP, �. \ � f p a ptwl- \ \ of IN k n looks x v \ m .' 44 ON y 3{ trt" q 8 1 OR ARK Ey A Woo \ p pf "WO U % a all UT 02 \ / # \ z Try - IF R Ill. j WA cq 1 It t►',' wO r y 5 �„ a \ - g �Average DaIsm m Y�"1��.`u t►9DT's� �� mom £ffQ( 2 yy yFa5 9 ASS, Item Item 14. — 52 HB -354- 2.6 Opportunities and Constraints Summary Needs Assessment Summary Based on this chapter's analysis of existing conditions,survey If any one of these factors exists,the roadway has the poten- responses and GIS data,specific factors tended to drive the tial to attract cyclists of various types.As a result, it should recommendations in the next chapter. be considered as potentially appropriate for designation as An important step in the planning process for any trans- a bikeway. portation project is the assessment of needs. Existing and This assessment also addresses other factors such as safety, planned land use,current and projected traffic levels and the public input, GIS modeling and fieldwork.These topics all special needs of the area population are examined.There are relate to one another and help identify what is needed for a circumstances in which a portion of the transportation need complete bikeway system.For example,safety concerns are might be served by non-motorized means,as well as locations analyzed by identifying bicycle-related collision locations, where existing bicycle demand would be better served by frequencies and causes, and especially the frequency at a improved facilities.Using the following land use and location certain notable locations.Cross-referencing these collisions factors help to highlight the potential for non-motorized and locations helpsto identifywhere it may be best to install travel and todeterminetheneedsof cyclists at the street level. a bicycle facility to connect with other facilities, as well as The roadway may be suitable for bicycle travel if it: future development. • Serves an activitycenter,which could generate bicycletrips Model Overview • Is included on a regional, county or municipal bicycle master plan As discussed in the previous section,there are many factors that can combine to create a situation where a street becomes • Provides continuitywith or between existing bicycle fa- an important bicycle connection in a community.To help to cilities,including those of adjacent municipalities facilitate and automate this analysis,a Geographic Informa- • Is located on a roadway that is part of a mapped event or tion Systems(GIS)model was created using maps of several club bicycle route or utilized regularly by local bicycle clubs of these factors.The Bicycle Suitability Model was developed • Passes within two miles of a transit center to determine the most likely areas within the City where cyclists are likely to be, either currently or if improvements • Passes within two miles of a high school or college were made.The model was created to first prioritize areas • Passes within a half mile of an elementary school or to visit during fieldwork and consider for projects and then middle school later to assist with ranking the implementation of projects. • Passes through an employment center,especially if there The Bicycle Suitability Model identifies existing and potential is a significant residential area within a three mile radius bicycle activity areas citywide utilizing existing data within an extensive GIS database. • Provides access to a recreation area or otherwise serves a recreation purpose The overall model is comprised of three basic models: the Attractor, Generator and Detractor Models. When these three interim models are combined,they create the Bicycle Suitability Model. Attractors: These are cycling-related geographic features likely to attract cyclists. Examples of these features are schools,transit and shopping centers. Generators:These are demographic data indicating potential cyclist volume based on how many people live and work within the cycling activity areas identified in the Attractor Model.Examples of generators are population and employ- ment density,age density and primary mode of transporta- tion to work. xB -355- Item 14. - 53 Bicycle Advisory Committee Detractors:These are features likely to discourage or detract The City of Huntington Beach holds regular Bicycle Advisory people from cycling.These are generally physical limitations Committee meetings to promote,coordinate and help carry such as areas with high numbers of bicycle related collisions, out projects to make the City more bicycle-friendly.The com- limited lane widths or high posted speed limits. mittee members include Huntington Beach City Council members,City staff representatives from Public Works,Plan- The model identifies the characteristics of each particular ning, Economic Development,Community Services and the area in geographic space and assigns a numeric value for police Department, and bicycle advocates. Since its incep- each of these characteristics.The score per area is then added tion,it has been co-chaired by a City Council member and a to create a ranking for that particular area in geographic bicycle advocate.Master plan consultants met with the BAC space. Figure 15: Bicycle Demand Index displays the results to take advantage of the group's familiarity and experience of the model.For details on the inputs and methodology of with Huntington Beach to review goals and objectives,sug- the model, see Appendix B: Suitability Model and Project gest policies and actions and to review draft documents.The Prioritization. BAC was also instrumental in directing the study, providing Field Work prioritizing on appropriate analyses and in developing and prioritizing project and program recommendations. Following initial mapping and model development, field Community Workshops investigations mostly consisted of cycling around the City to get "cyclist's perspective"of how the facilities function indi- Two community workshops were held during the course of vidually and as a whole.During thefieldwork,roadways were this master plan's development.At the first workshop,on 20 evaluated by asking the following questions:What condition June 2012,large illustrative maps of existing conditions,along are the facilities in?Do they meet standards?What aspects of with depictions of potential facility types, were arranged the facilities feel unsafe?What are possible solutions? around the room on easels to help educate participants about issues and potential solutions. In addition, high-resolution Further field work conducted during the spring and sum- aerial plots of the entire City were placed on tables for par- mer of 2012 consisted of driving and then cycling to obtain ticipants to draw and write comments about their knowledge first-hand experience.Most of the field work was conducted of the local cycling environment.This included where they during the summer to fully understand peak use conditions. currently did or did not ride and why, any existing facility Follow-upfieldworkinvolved examining specific areas about gaps or other deficiencies,as well as where theywould like to which community input had been received,as well as detailed see additional facilities.There was also an instructional video analysis of sites for potential recommendations. shown throughout the workshop, the League of American Community Input Bicyclists'"Essential Bicycling Skills." Computer-generated maps and data cannot be relied upon by Discussion groups formed around the graphics and table themselves.Local residents'input is critical to fact-checking maps resulting in substantial brainstorming and feedback. fieldwork, model results and initial impressions.As a City of There were some suggestions about roadways missing fa- Huntington Beach planning effort,community involvement cilities or reports of facilities that had been resurfaced and was instrumental in the analysis of existing conditions and never repainted.However,the main message theKTU+A team formulation of recommendations for this study.Several tech- received was that Huntington Beach is in need of an extensive niques were employed to gather information and perceptions outreach and education program.Meeting attendees.stated from as broad a range of perspectives as possible. that better cyclist and vehicle driver awareness(thatthey both share the same roads,have the same rights and responsibilities and must follow the same rules) were among their highest concerns or desires. Item 14. - 54 HB -356- .. 5 e e - Figure 15:Bicycle Demand Index Ei P,a lit / SUL �'»' _ A s v n - ' T. wN � Y a s 4N"Gi"Y5�1^awa All, OR r rs t»�\ s - at?WOW` i W\ , ME Z To . r ilfil �\ r.. zmf.7We r Eqq *:E � � a tv •d Ap ft r r t - � \ \ \ \ L - a \ � - t Me tr a Rr "` JJ4 v \ •., e,- IMPM t V s , / ti •."`"`' - .•, ��~ - \' @K�r,�.�•\\\ % �` ` m Tea a � \ i # _ a -t 40" _ 7 h F Ti x "'\ �64e 44* us SAN a a « M A 04 Sk- �w Ski , / Ni, r iM S> >" ;;.• Crtps�Ite�B�cc±�cie'13�e� r�d IntieX"��: �,j \ * f .. tart la I �v P ct itnrt� v r - s �. • ,� Irk M�tty Pn. AN,, ' .w.' Ni Al A r ! f : HB -357- Item 14. - 55 J TYPICAL USERS �� THE FOUR TYPE OF CYCLISTS Which are you? Which are you? HUNnNGTON erwcH Put your dots and HUNmNGTON BEACH Workshop Guro+NIA , cAUFaeNiA Typical P comments here. Typical Typical Origins and Partin ants Venues Speeds Strong and Fearless Walkers and Joggers Destinations \ � [?esidentialIr dpk in commercial ' <7% genuundeterred c,Walkways 1-4 and speerlsana andtrails rnPh employment 1 conditions. ;° areas*parks sthoo(s u - Enthused and Confident Recreational and Casual Cyclists ale '" Residential; � ; t�wdwtth„ Streets, ommercial s Igo; hicl'es butt bike Ianes g e,lporter some lks mph erployment `4 1 sidewa areas,parks, trails schools Interested but Concerned r Commuter and Utilitarian Cyclists ` �ke6 but�� tu+e'i safer Streets, 4,Residential, � 0 bike lanes, "10 20 commercial s SIOW direct mph and, \" employment routes No Way No How areas schools 20 [don't bike of all due-- Skaters,Skateboarders and Scooters i toinability,fearfor -' `m safet simply 0 3396 - mp y,or sut 1 a , Restdenttat, _ •la fete grid utter Walkways, commercial tack of interest paved 5 15 and ,v, p mphemptoyment trails '0 These are commonly used planning descriptions of cyclists.'Howwell do they describe you? 'areas,parks, , schools "Four Types of Cyclists"-Roger Geller,Bicycle Coordinator-Portland Office of Transportation Fitness Cyclists Arterials circuitous t5+ Rides typically Web51te and Online Survey routes, mph �ate in randkteyondty sometrails „ A study website was maintained through the draft phase of the project, on which meeting products and notices were posted.Probably its most important contribution to the proj- These graphics are two boards used at the workshop to ect was its online survey.Such surveys have proved valuable provide a snapshot of workshop attendees.Since they were because they allow respondents to compose their thoughts a self-selecting population,both by attendance and by par- at their leisure,often resulting in more comments overall and ticipating in this exercise,it is understood that the input may with more in-depth insight about specific locations than what not reflect the opinions and preferences ofthe overall cyclist is generally provided at public meetings alone.To reach as population. For this reason, while most attendees catego- broad a community constituency as possible,the survey was rized themselves as"Enthused and Confident,"the planning advertised via City events during the spring of 2012,such as perspective used for this plan is the"8-80"concept intended at Surf City Nights and Orange County Transportation Author- to address bicycle facilities, programs and policies for users ity's(OCTA)Bike Festival during Bike to Work Week,as well as of all ages,including the"Interested but Concerned"group through media and web outlets. of cyclists noted on the board that make up an estimated 60 percent of the population. The second workshop on April 11,2013 focused on what was to be included in the draft plan, and to have participants help prioritize draft facility segments, suggested programs and policies. Item 14. - 56 HB -358- W W W Bicycle Facility Criteria Analysis and Feasibility The survey was also distributed via emaiI lists to those that had A list was developed of proposed bicycle facilities with the registered to hear more about the Bicycle Master Plan and to goal of improving connectivity and generally expanding the members of the Huntington Beach Bicycle Advocates(HuBBA). dedicated bicycle network.Existing conditions,field observa- Workshop attendees were also informed about the survey, tions and public input were all considered during this project and fliers were distributed to area bicycle shops and other development.The proposed facilities were then assessed for businesses. By November 2012, 143 people had completed feasibility.The proposed facilities were split into four groups: the online survey.The flyer and survey response compilation . Class 1 Multi-use Paths—dedicated off-street facilities can be found in Appendix C:Community Input. • Class 2 Bicycle Lanes—marked and signed lanes in roadways Safety Analysis • Class 3 Bicycle Routes—signage(and lane markings) in- The official causes of bicycle collisions are almost exclusively dicating that cyclists may share roadway space attributed to the behavior of either the cyclist or another . Bicycle Boulevards— long roadway segments featuring roadwayuser(typicallya vehicle driver).Both physical changes modifications to improve bicycle flow that do not also to the roadway and educational programs can have a correc- increase vehicular flow tive influence overthe behavioral causes of bicycle collisions. The bicycle collision history presented earlier was considered Thefacilities were assessed against criteria specific to the facil- when developing both infrastructure and programmatic ity type they represented.In some cases,they were assessed recommendations. against other facility types to determine if a facility could be upgraded.The criteria aredescribed in thefollow paragraphs. In the following chapter, infrastructure improvements are recommended at high collision intersections and roadway Class 1 Multi-use Paths segments wherever possible. In other cases,improvements to the Citywide bicycle network will provide cyclists with al- The typical width and horizontal clearance were measured t using very high-resolution aerial photos provided by the City ernatives to problematic intersections or roadway segments. for segments where there appeared to be constraining factors. The minimum width for a Class 1 Bikeway was considered to be 10 feet for this study, with at least two feet of clearance from obstructions on each side.Crossings at streets or physical barriers were also assessed and special considerations noted. It should be noted that California State Parks owns and oper- ates approximately five miles of Class 1 paths within the study area,the majority of the local Class 1 system.Any proposed changes or additions should consider continuity and connec- tion between the City and State Parks. HB -359- Item 14. - 57 Class 2 Bicycle Lanes Bicycle Boulevards Feasibility was determined by comparing the actual curb- Feasibility was assessed based on the number of intersec- to-curb roadway width with the minimum width necessary tions currently requiring cyclists to stop along the route. to support the current number of lanes plus five foot bicycle Bicycle boulevards were differentiated from standard Class lanes in each direction. For this analysis,the minimum lane 3 routefacilities by having an increased flow rate for cyclists, widths were considered to be 10 feet for through/turn lanes, so the number of stops or conflicts was a key factor.Since it and 12 feet for lanes adjacent to curbs.Where parking was per- is assumed that all bicycle boulevards would be considered mitted,eight feet was added to the total lane width.Painted Class 3 facilities,total width was also recorded to assess the medians and two-way left turn lanes were considered to be feasibility of sharing the lanes. M( through/turn lanes in most cases. Raised medians and curb lines were considered to be static.These analyses assume that no physical construction or demolition would occur. Through this comparison,it was determined whether bicycle lanes can be installed along a roadway segment without decreasing the number of lanes or eliminating any parking. The analysis typically broke proposed segments into smaller segments depending on changes in layout or physical charac- teristics.This meant that a bicycle lane may be feasible within one block and infeasible within the next block if lanes were added or total width changed. Class 3 Bicycle Routes Bicycle routes were typically selected where connectivity could be improved byfilling gaps in the system,but there was not sufficient space to install bicycle lanes. For this analysis, the total widths of the proposed bicycle route streets were compared to the minimum widths necessaryfor bicycle lanes (as outlined previously) to ensure that a full Class 2 facility could not be implemented. Item 14. - 5 8 HB -.360- IF M EH, ate S ey,rlfth �. W", s, � � E2� _ •` 7 4� a I _ W, J" 3.1 Recommended Projects Class 1 Multi-Use Paths The recommended projects shown in this chapter identify Because they are constructed independently of existing or improvements to the existing bikeway system.These projects programmed motor vehicle facilities,Class 1 paths are by far will have a significant impact,such as closing major gaps and the most expensive of all bicycle facilities.Typical costs per extending or developing multi-use paths, bicycle lanes or mile can vary a great deal due to possible right-of-way acqui- routes along major transportation corridors.The numbering sition, bridges and other potential major expenses such as used to identify projects within each bikeway facility class extensive grading due to hilly topography and facility width. in the following sections does not necessarily imply priority For example,a Class 1 facility being converted from a former beyond the facility category.Bicycle facility implementation rail roadbed across flat terrain will require far less grubbing, has no specific time line, since the availability of funds for grading and structural enhancements than a facility being implementation is variable and tied to the priorities of the constructed through an undeveloped area with hilly topog- City's capital projects. raphy and stream crossings. This chapter's tables list recommended projects and the as- Additional multi-use paths are primarily recommended along sociated figures identify their locations and project ranking. the flood control channels and railroad rights-of-way to pro- If there is desire, proposed projects can be re-ranked within vide off-street connections throughout the City.These routes the five year bicycle master plan update cycle at whatever provide bicycle facilities separated from vehicular traffic and interval best fits funding cycles or to take into consideration connect to parks, schools and other existing and proposed the availability of new information, new funding sources, bicycle facilities. updated crash statistics,updated CIP lists,etc.Bikewayfacility prioritization and implementation should be fine-tuned and Class 2 Bicycle Lanes adjusted accordingly based on future circumstances. More Huntington Beach has enjoyed the benefit of having bicycle information regarding the ranking process can be found lanes already installed on many major arterials. Additional in Appendix B: Suitability Model and Project Prioritization. recommended bicycle lanes are primarily gap closures and Cost estimates for these projects are included in Chapter 4: traffic calming installations.The latter applies to some cases Bikeway Funding. to verywide streets without bicycle facilities,and bicycle lanes are recommended to both perceptually narrow the streets to slow vehiculartraffic,aswell as providing a facilityfor cyclists. City of Huntington Beach,California•Bicycle Master Plan HB -36 1- Item 14. - 59 Class 3 Bicycle Routes Bicycle routes are recommended as additional gap closures The following maps and tables describe the recommended and connections where the vehicular speed,geometry and projects developed through project analysis and City staff, traffic volumes allow cyclists to share the road with vehicles. community and advocacy group input. In many cases, the gap closures are short segments that connect bicycle lanes,schools and parks in low volume,low The tables show the results of the analysis along with notes speed residential streets.Where bicycle lanes cannot be ac- about facilities and anyfield observations.The"Notes"column commodated because of available right-of-way,bicycle routes provides additional information addressing the existing condi- are recommended when safety criteria are met. tionforeach segment.This may include additional constraints, guidelines orother unique factors that should be considered Bicycle Boulevards prior to project development.Total width was verified in the Bicycle boulevards are generally shared lane facilities with field where it was within four feet of the minimum needed. prominent pavement markings. Traffic diverters, round- The width columns illustrate the difference between the abouts, traffic circles and other calming measures are all needed width and existing width forthe recommended facil- amenities that can make up a bicycle boulevard. However, itytype.The"Delta"column employs a colorcoding system to the priority of bicycles over vehicles is what makes a street summarize improvement feasibility.Green indicates feasible, with bicycle facilities a bicycle boulevard.The recommended red indicates infeasible and blue indicates a value within four bicycle boulevards primarily connect schools near the feet of the minimum width needed. downtown district and higher density population areas.For example,the Utica Avenue bicycle boulevard provides direct access to Huntington Beach High School. Bicycle boulevards require additional planning and engineer- ing priorto implementation.Impacts to vehicular trafficflow, bicycle and pedestrian safety improvements at intersections and crossings,right-of-way acquisition,signage and utilities are examples of associated items that would require in-depth analysis.Education and enforcement of these facilities is also recommended to assist the community in correctly utilizing them following implementation. Examples of education programs are included in this chapter. Item 14. - 60 HB -362- Figure 16:Proposed Class 1 Multi-Use Pathways("Bicycle Paths") s� ¢ Xv, I t .r 4 \\ , \ ...., r f - v 62 \ f OF T W ` `kk � * j 11a .. Al s X I t Flood Cod' henneea �t � J, E:tlatirg 3t A AC e,on One Side � a ,` 41 u If §` MEW Wne Lane � IK a - HB -363- Item 14. - 61 s • _ • Table 9:Proposed Class 1 Multi-Use Paths 1 °Hcntin, ton Beach Multi-use Beach , _� •Add center line stripe in select locations as safety measure •Widen beach path from current minimum 8' to 12'to better accommodate heavy weekend summertime use •Minimize landscape water overflow onto path to improve safety •Add additional berms adjacent to existing asphalt/wooden berms as needed to prevent Newport sand from encroaching onto path Existing multi-use path. Seal Beach Beach N/A •Widen constricted turns on path(Wider turn may increase some wheeled users'speeds) •Install stairway next to ADA ramp at intersec- tion of Seapoint and beach path to minimize steep trail use-source of heavy erosion of sand onto path •Stencil"Yield"signs in lieu of"Stop"where appropriate at select path intersections •Path within state beaches owned and main- tained by State Parks.Improvements require coordination with California State Parks system 2 East Garden Grove-Westminster Channel­. •At-grade crossings at Heil, Gothard, Golden- west,Edwards,Springdale,Warner and Graham •Railroad crossing east of Gothard on north side would provide access to more open spaces and would not require bridge east of rail crossing •County plans to install bikeway between Multi-use path feasible using Slater and end of channel(Planned facility in existing graded areas along GP but not in circulation update) top of each levy and access Heil Avenue Pacific Coast 16 •East side of channel already observed to be ramps for each side at roadway Highway used by cyclists/pedestrians(Fence between channel and dog park north of ecological crossings. preserve has been cut to allow access) •Some roadway overcrossings(e.g.Graham) have vertical curvature that reduce sight distance and may impede drivers'view of crossing cyclists/pedestrians •California Department of Fish and Wildlife does not allow cycling.Cyclists required to walk their bicycles. Item 14. - 62 HB -364- € 3 Seapoint$ireet Multi-use Path •Open space bikeway alignment •At-grade crossing needed at Edwards Huntington Garfield •Mix of oil production and a power substation Central/West Avenue N/A in this area Park •Graded trails currently exist and are in use •Overlook Drive provides trails and parking access •Buffered bicycle lane in place along west side of Seapoint,as well as open space to west Bikeway feasible. Garfield •Measured width is existing side- Avenue Palm Avenue 21 walk plus bicycle lane and buffer •Bikeway could be constructed in open space or by using space occupied by bicycle lanes/ sidewalk •Buffered bicycle lanes in place •Measured width is existing sidewalk plus Pacific Coast bicycle lanes and buffer Palm Avenue Highway 2i •Open space not available •Riders could be directed to use existing Class 2 lanes in this segment `k 4 Huntington Beach Channel ; .. •Begins in Bartlett Park along Coldwater Lane. •Convert Coldwater Lane to Class 3 bicycle route when Barlett Park segment is built to Multi-use path feasible using access controlled intersection at Yorktown existing graded paths along Avenue the top of each levy and access Bartlett Park Talbert 16 •At-grade crossings needed at Seabridge, ramps for each side at roadway Channel Indianapolis,Atlanta,Newland and Magnolia crossings. •Graded path on west/south side ends at wet- lands/Magnolia Marsh •Existing bridge could carry bikeway users to north side and north side path could share new bridge with Talbert Channel Bikeway. 5 W I Talbert Channel ; •At-grade crossings needed at Multi-use path feasible using Yorktown,Adams,Indianapo- existing graded areas along Hyde Park Brookhurst lis,Atlanta,Hamilton and Banning top of each levy and access Drive Street 16 •West side accesses more public areas/schools ramps for each side at roadway •Bridge would be required to cross channel crossings. to east side at intersection with Huntington Beach Channel. ft 6 Edison GreenwayM, M.: •Open space,portion currently used as nursery Santa Ana Talbert •At-grade crossings at Brookhurst and Bushard Multi-use path feasible. River Trail Channel N/A •Existing pathway in Greenway would need to be widened in some segments to meet multi- use path standards xB -_365- Item 14. - 63 W W W & W S 7 Edison Greenway <, •Open space,currently in use as nursery Multi-use path feasible. City limit City limit N/A •Coordination needed with Edison,Fountain Valley and Westminster for path continuation 8 UPitiR IRail RQW .� ; Multi-use path not feasible McFadden Edinger West: 15/ with current spacing(width Avenue Avenue East: 22 measured from center of track Edinger Av- West:12/ to fence or other physical enue Heil Avenue East: 25 •Trapezoidal drainage channel on east side barrier).Multi-use path would 1300's/o •Sidetrack between Warner and Slater,further have to cross active track Heil Avenue Talbert West: 18 reducing clearance multiple times.Recommend Avenue East: 1 keeping project in long-range 1,300's/o plan should rail go inactive. [Talbert Ellis Avenue 45 •Track removed in this segment 9 � US Navy ROW ., Multi-use path feasible. City limit City limit N/A •Coordination needed with US Navy and West- minster for path continuation Item 14. - 64 HB -366- k i i Figure 17:Proposed Class 2 Bicycle Lanes g� M ift \ s% A&W . n \: �\ .. 1 a \` \ �21 ell \\ T "MOM Pr ✓, 4 \ N ; • 1V ti of cbizi l nn, S\ z • ` _ , -s fill &,Pub+�-.» rear:•.,..�r✓;�, �n;x y Flood ffrtwrl Hn ` tti5• ` An Existing 81 ...eke Lame lA0016 M \N, � '�s *�,> tea;• �^ °�. '�°�,-,_ �,. Recommended F#�ycle Fa,+ciiib .•' :. \ W . } .. = v y of Hur►iinglon l " aid an 4 A HB -367- Item 14. - 65 Table 10: Proposed Class 2 Bicycle Lanes SE FMiiii i a a 1 :. Brookh rst Avenue Bicycle lane would terminate at Talbert Yorktown . southbound and northbound Avenue Avenue 97 94 right turn lanes onto Talbert, �%� Garfield,Ellis and Yorktown o� a Avenues Yorktown Adams 92 94 2 Bicycle lane would terminate at Avenue Avenue southbound right turn lane Bicycle lanes feasible. Adams Atlanta Ave Bicycle lane would terminate at Avenue 88 94 southbound right turn lane Atlanta Hamilton Bicycle lane would terminate at Avenue Avenue 90 100 I* southbound right turn lane Hamilton Banning 104 104 0 Bicycle lane would terminate at Avenue Avenue northbound right turn lane Banning Bushard 104 104 © Bicycle lane would terminate at Avenue Street southbound right turn lane 011 2 Gonwest Scree# low Bicycle lanes not current- Flood 440'n/o Bicycle lanes exist in both ly feasible.Lacks pave- Channel Warner Ave 84 85 1 directions ment width approaching 440'n/o Warner.Traffic volumes Warner Warner Ave 94 84 5 southbound movements and connections make this an important route. Warner Ave 250's/o 104 91 � 6 northbound movements Further study needed to Warner Ave accommodate bicycle 250's/o lanes.Road diet an op- Warner Betty Drive 90 82 tion. Avenue 3 ttf i w Godwestf ; ggo Street) •Class 1 bikeway on ocean side Bicycle lanes feasible •Class 2 route intended to with on-street parking or accommodate cyclists who outside lanes narrowed. 78 83 4 Goldenwest prefer separation from other Reduced lane widths 7th Street Street users such as pedestrians would require Caltrans •Caltrans standards call for 6' design exception. bicycle lanes where posted speed exceeds 40 mph 4gRI,.Edinger Avenge Road diet from six to four lanes i i Gothard 200'e/o would be needed to accommo- 88 82 date bicycle lanes-Additional Bicycle lanes not current- Street Fortuna Lane " study needed prior to imple- ly feasible.Further study mentation needed. 200'e/o � Fortuna Lane Bella Terra 98 92 Bella Terra Beach Blvd 98 92 Item 14. - 66 HB -368- f sw" "IlzPacifi st Highway(geldenwest Street to City,Limit) Goldenwest Bolsa Chica •Striped 6-8'shoulder Street Ecological 66 80 �r I '4 •Cyclists were observed riding Reserve on shoulders Bolsa Chica ' 650'west of Bicycle lanes would be Ecological Reserve 60 76.5 163 Striped 6-8'shoulder feasible in most locations, Reserve Aft with adequate space 650'west of 2,440'w/o within striped shoulders. Reserve Reserve 60 76 616, Striped6-8'shoulder 2,440'w/o Warner Drive 62 76 14 Striped 6-8,shoulder Reserve Striped 6-8'shoulder on east Warner Drive City limit 76 80 4 -, side b Beach Bowl and ft" Bus pad ends at north end of Main Street/ Graziadio Bicycle lanes feasible 92 108 segment,widens to 114,loses south of Main Street. Ellis Avenue Drive one lane in each direction Classified as a Smart Graziadio Adams a Some areas where parking un- Street within OCTA Drive Avenue 104 110 6 likely,but no signs/striping it Master Plan of Arte- rial Highways.May be Adams Ave Knoxville 98 110 1 'OF,' At least one side of street has ineligible for M2 funds Avenue restricted parking if downgraded from a Some areas where parking un- Knoxville Pacific Coast Smart Street. 104 110 Avenue Highway likely,but no restricting signs/ r striping 7 Beach BoUr and q Available width varies City Limit Edinger Ave 112 118 &.6 along block north of (I-405) Main Street,making de- Edinger Stark Drive 116 116 0 termination at this phase Avenue difficult.To install bicycle MacDonald lanes,travel lanes would Stark Drive Drive 120 120 0 y ; need to be reduced to Bicycle lane would begin north below curent Caltrans MacDonald Alhambra y 118 120 2. of curb extension between standards.Classified as Drive Drive Smart Street within OCTA Al Alhambra and Heil on east side Master Plan of Arte- Alhambra Terry Drive 112 110 2 rial Highways.May be Drive ..;t;, ineligible for M2 funds if Terry Drive Blaylock Drive 112 108 downgraded from Smart Blaylock Main Street/ 112 110 2.. Bus pad opens at south end of Street. Drive Ellis Avenue ; segment,widens to 114' "Delta"column represents difference between required right-of-way width for bicycle lanes versus existing width. Range between -2 or greater(per side)indicates possibility of bicycle lane installation with Green=feasible some additional design considerations. Red=infeasible Color coding indicates improvement feasibility.Green indicates fea- 2 Blue value within four feet of minimum sible, red indicates infeasible and blue indicates field-verified value within four feet(two feetperside)of minimum required. HB -369- Item 14. - 67 9i"t SEE= sAvenue . ... Beach Slater 50/50 Bicycle lane already striped Boulevard dwy entrance 88 98 westbound Slater 50/50 Newland dwy entrance Street 88 102 ,14 Newland Striped bicycle lanes exist in Street Magnolia 88 98 10 both directions Magnolia Bushard 88 95 7 . 4' 500'w/o ;,; Bicycle lane would terminate Bushard Brookhurst 88 98 10 • where dedicated right turn Street lanes begin Bicycle lanes feasible ex- 500'w/o Widens to two lanes with cept for vicinity of inter- Brookhurst Brookhurst 108 102 double left and eastbound section with Brookhurst. Street Street right turn lane 495'e/o Brookhurst Brookhurst 106 96 Street Street 495'e/o Brookhurst Ranger Lane 88 81 Street Striped bicycle lane exists in Ranger Lane Santa Ana 84 84 0 .` both directions but decreasing River Trail median width approaching °- river "Delta"column represents difference between required right-of-way width for bicycle lanes versus existing width. Range between -2 or greater(per side)indicates possibility of bicycle lane installation with %6, 16 Green=feasible some additional design considerations. Red=infeasible Color coding indicates improvement feasibility:Green indicates feo- 2 " Blue=value within four feet of minimum Bible, red indicates infeasible and blue indicates field-verified value within four feet(two feet per side)of minimum required. Item 14. - 68 HB -370- k ! f ya , ....... .......... 'M low b f IW 9 Pacific C©ast Highway(HUp ingtan Street to City Limit) MAC Huntington Just n/o k Street Beach 78 83 5� Boulevard , •Cyclists observed using Just n/o Beach Boule- painted median between right Beach 99 100 1 ' Boulevard vard and through movements for N,vc intersection storage Beach 950's/o •Striped 8'shoulder Beach Boule- 90 108 1.$ •Roadway width measured Boulevard vard EOP to EOP 950's/o 3_ •Striped 8'shoulder Beach 920 n/o New- 85 104 1N 'Roadway width mea- Boulevard land Street � sured EOP to EOP •Some sand along west side •Limited space and no shoulder along north- bound right turn lane Newland 650'n/o New- 96 108 132 Width check on northbound Street land Street shows 48'for 4 lanes,adequate Bicycle lanes feasible for bicycle lane,but Caltrans in most locations with may require full 12'lanes on adequate space within Highway 1 striped shoulders. z_ 41 •Striped 8'shoulder 650 430'n/o New- 84 107 •Roadway width mea- Newlanland land Street �2=3 sured edge-to-edge Street •Some sand along west side .. •Width check northbound 430'n/o shows 48'for 4 lanes,adequate Newland Newland 92 107 1 for bicycle lane,but Caltrans Street Street may require full 12'lanes on Highway 1 =. •Northbound right turn lane limits space for bicycle lane Newland 405's/o New- 92 110 g 'Width check shows 48'for Street land Street » 4 lanes,adequate for bicycle lane,but Caltrans may require 12'lanes on PCH •Striped 8'shoulder(min.) g •Roadway width mea- s New- l and Street City limit 79 96 17 sured EOP to EOP lan •Some sand along west side •Narrow median with barrier EOP-Edge of Pavement xB -371- Item 14. - 69 - 0 - I MOEN ffi- M ..............................- 10" Springdale StA10: _4 Nl - Red curb sections exist both Edinger Meadowlark 70 78 8 ides north of Meadowlark Avenue Drive •Existing on-street parking Bicycle lanes feasible. elsewhere Meadowlark -Red curb on both sides near Drive Heil Avenue 76 78 2 churches •On-street parking 7 ,jHe►1 Avenue ..�J - Bolsa Chica Regina Circle 64 63 1 Striped bicycle lane in both Street directions Shared parking/bicycle lane 268'w/o Del Regina Circle 70 63 (1 T)westbound,no facilities Mar Lane eastbound 268'w/o Del Shared parking/bicycle lane Mar Lane Del Mar Lane 70 69 -T (113')westbound,no facilities eastbound Full bicycle lanes may not be feasible for entire Parking and bicycle segment. Del Mar Lane 270'east of 68 68 0 lane striped westbound Del Mar Lane •Bicycle lane only striped eastbound •Parking and bicycle lane 270'east of Graham Place 58 63 5 striped westbound Del Mar Lane •Bicycle lane striped east- bound Graham Place Graham 62 Striped bicycle lanes exists in Street both directions 12, E4iqger,Avenue Road diet from four lanes to Graham 300'e/o Club- two needed to accommodate 70 67 bicycle lanes or remove on- Bicycle lanes not feasible Street house Lane in segments with street street parking-Further study needed parking. 300'e/o Springdale Clubhouse 64 67 3 -Lane Street Item 14. - 70 HB -372- F f W W W ITC N/o 2nd Bus stops southboundvand Main Street Street 46 50 N, � northbound at Main N/o 2nd Bicycle lanes feasible. Street 2nd Street 40 58 18 2nd Street N/o 1st Street 50 73 26 N/o 1 st Street 1 st Street 50 73 R ...14 �, Atlanta Avenue pAl .. •Marked eastbound bi- cycle lane at intersection Huntington : •Median not centered, First Street 70 70 0 Street but both directions could support bicycle lanes Bicycle lanes feasible. •On-stree parking westbound Huntington Delaware 44 44 0 44 at narrowest point Street Street Delaware Beach 76 84 8' Parking existing on west side of Street Boulevard Beach Blvd 75 Talbert Avenue Gothard Talbert curb entire length of seg- Bicycle lanes feasible. Avenue bulb 34 42 Street near ball field ment l6 Al Adams Avenue .: .. Bicycle lanes not feasible Additional turn lane striped at Main Street Lake Street 46 40 with parking maintained. Lake Street a;7 Ellis Avenue Q J �;�;�' Two eastbound and one Bicycle lanes feasible with Edwards Goldenwest 54 46 westbound lane exist west of road diet. Street Street Goldenwest � r 78 Sprir�gdaleStreet Warner Avenue Slater Avenue 76 82 6 r Slater Avenue Hamshire 56 82 A2 = Drive Bicycle lanes feasible. "Stop Ahead"marking for two Hamshire Drive Talbert Ave 56 82 26 3,.' lanes southbound,but no lane striping observed. Talbert Dead ends into Bolsa Chica City limit 56 82 26 Avenue Ecological Reserve HB -373- Item 14. - 71 41 � �� tic � 19 Grahi n Street - '� Warner 200's/o Dedicated right and left turn Avenue Warner 60 63 la lanes at Warner Avenue 200's/o 100's/o 46 62 16�". Warner Kenilworth Bicycle lanes feasible. No bicycle lane exists,just edge Kenilworth Drive Glenstone 34 50 1 line.Potential coastal issues Ken with parking removal Glenstone City limit 46 62 Lo1' Drive B©Isrep. a�StreetE �. ' IF ON, .. ,.' Bicycle lanes feasible. City limit Bolsa Ave 92 90 2 Roadway width in transition for majority of segment 21 Talbert Avenue l Lk �� Grimsby City limit Drive 56 62 "G Grimsby 200'w/o 56 62 - Drive Varsity Drive , ' si s, , 200'w/o Var- Dedicated right turn lane for Varsity Drive 60 62 2 Bicycle lanes feasible. sity Drive eastbound right 200'e/o Varsity Drive Fieldbury 56 62 11, Lane 200'e/o Dedicated right turn lane for Fieldbury Edward Street 46 46 0; eastbound right Lane Item 14. - 72 xB -374- Figure 18:Proposed Class 3 Bicycle Routes \ % =�" F �r r" \ \... .. c, syi, ,NMV E .. f\ a U \ r r7l � 4 a s a r . � EIva \ .... ti E ,. g Jk +t ¢¢ HOU T aft mp Ar �� gIke ya � o � # "T qu,%iv e` „. E 1 \ n 3 Eke R 4 � Retorrqwdeo Sicycie FaCilit�ea� �»„ '^y e tAns 6 ,y y s it �, unlrpt .dRr�a �, '►�k 1" i` � � � �4-#M� � «eA*^ v,. 111 xB -375- Item 14. - 73 Table 11: Proposed Class 3 Bicycle Routes a 7 Main Street..:. ... .,: Class 3 feasible.Main 13th Street Palm Avenue 46 44 -2 Street adjacent to Pecan Avenue/ beach narrow but fea- Palm Avenue 46 48 2 Acacia tures extensive traffic „ calming.Recommend Pecan Avenue/ Just s/o Acacia 34 24 OR, ?� sharrows in this seg- Acacias ment. Just s/o Acacia 6th Street 56 48 y' 6th Street Bulbout s/o 6th 44 34 Note:Existing width Street not measured from Bul bout s/o Parallel parking northbound, curb-to-curb because 6th Street Pecan Avenue 46 46 0 angled parking southbound angled parking would not be accurately ac- pecan Avenue Bend in 38 40 2 •Angled parking both sides counted for-Instead roadway width between if •Northbound angled parking g P g angled parking strip- •Parallel parking along �\ ing or curb to angled Bend in road- pCH 40 24 southbound segment, parking striping way not included in width measured ,' •Many breaks in parking,as \\ .. well as"no parking"zones 2 " McFadden Avenue k UPRR Rail Just e/o Roadway merges to two Huntington 64 64 0 Class 3 feasible.Rec- Village lanes just east of this point ommend Sharrows in Just e/o Hun- Freeway bridge z this segment. 34 37 ;, 3 g tington Village Freeway Sugar Avenue Note:Long-range 44 40 plan to replace bridge bridge East as part of 1-405 wid- Sugar Avenue Pacific Street ening project. East 52 61 9 Pacific Street Just e/o Pacific Street 56 64 $ "Required Width(ft)for CLASS 2 FACILITY"represents required right-of-way width to upgrade to Class 2 facility.In some cases where short segments ofright-of-wayare not wide enough forbicycle lanes,it is recommended to maintain Class 3 status throughout the segment for consistency, Item 14. - 74 xB -376- B Y 8 i 3 Graham Street -Width measure from Just slo Fernhill iii southbound striping Heil Avenue 50 43 to northbound curb Circle Southbound walkway unpaved North edge of Just s/o Fern- hill Circle Meadowlark 46 62i Country Club North bound- •Width measure from southbound curb to ary of Mead- Nlo Old Pirate 40 42 2 northbound striping owlark Coun- Drive try Club •Northbound sidewalk Class 3 feasible.Rec- y unpaved ommend sharrows in Width measured from south- this segment. Meadowlark N/o Old Pirate CountryClub bound striping to north- Drive parking en- 34 25 - bound striping.Northbound trance and southbound sidewalk unpaved Meadow- Northbound sidewalk un- lark Country 265'n/o 40 38 -2 paved Club parking Diamond Drive entrance 265'n/o Dia- MEMO Northbound sidewalk un- mond Drive Diamond Drive 34 29 %� paved Diamond Drive Warner Avenue 44 58 14 Northbound sidewalk un- paved 4 Lake Street/3rd Street Al Lake Street Class 3 feasible.Rec- Walnut Ave south split 46 38 g\ ommend sharrows in this segment. Lake Street Pecan Avenue 56 64 �e8' south split S I Indianapolis Avenue .......... _ Approx 85'red curb west- Class 3 feasible.Rec- Lake Street Georgia Street 46 40 bound at Lake,remainder ommend sharrows in has parking this segment. Beach Georgia Street 50 50 0 Boulevard "Required Width(ft)for CLASS 2 FACILITY"represents required right-of-way width to upgrade to Class 2 facility.In some cases where short segments of right-of--way are not wide enough for bicycle lanes,it is recommended to maintain Class 3 status throughout the segment for consistency. HB -377- Item 14. - 75 mdg _ 6 Bolsa Chica Street , io Warner Av- 150's/o Dunbar 50 44 enue Class 3 feasible.Rec- ommend sharrows in Buffer striped northbound, segment. 150's/o included in existing width. this se g Dunbar Los Patos 50 100 " 0 Northbound parking not included in inventory 7 NorthPacific and South Paafic Avenues(Sunset Beach) " Class 3 feasible.Rec- Rw One-way street couplet with Anderson ` diagonal on parking, ommend sharrows in Street Warner Ave 34 28 separated by median walk- this segment. way and open space 8 6th Streef" Class 3 feasible.Rec- Main Street Orange Avenue 58 50 ommend sharrows in Orange Pacific Coast this segment. Avenue Highway 46 54 $. g Talbert Avenue , Goldenwest Goldenwest Library driveway entrance Street cul-de-sac 89 86 Just east of Class 3 feasible.Rec- Goldenwest Goldenwest 34 30 y Sharrows and appropriate ommend sharrows in cul-de-sac this segment. cul-de-sac ' �, signage recommended to Just east of demarcate route through Goldenwest Talbert Avenue 34 35 T library parking area cul-de-sac "Required Width(ft)for CLASS 2 FACILITY"represents required right-of-way width to upgrade to Class 2 facility.In some cases where short segments of right-of-way are not wide enough for bicycle lanes,it is recommended to maintain Class 3 status throughout the segment for consistency. Item 14. - 76 HB -378- k • f } } . • • } f } f f • � f } 70PalmAvenue End of buffer Red curbed and northbound Camelback striping 578' 70 80 j , buffer striping s/o Camel- Drive s/o Camelback � . back—578' Drive 44 End of buffer striping 578' Just n/o s/o Camel back Cherryhill Drive 68 63 Class 3 feasible.Rec- Drive ommend sharrows in Just n/o Raised median and left turn Cherryhill Drive this segment. Cherryhill 71 80 t", pocket=raised median Drive intersection width Cherry- Just n/o On-street parking present hill Drive 83 80 "f� ; on some segments on both intersection Goldenwest sides Just n/o Raised median and left turn Goldenwest Goldenwest 75 81 6 pocket=raised median width 11� 'Cen#er AvenueF a ; Class 3 feasible.Rec- ommend sharrows in Huntington Gothard Village Lane Avenue 64 57 this segment.< M "Required Width(ft)for CLASS 2 FACILITY"represents required right-of-way width to upgrade to Class 2 facility.In some cases where short segments of right-of-way are not wide enough for bicycle lanes,it is recommended to maintain Class 3 status throughout the segment for consistency. HB -379- Item 14. - 77 Figure 19:Proposed Bicycle Boulevards mom \ a �i Ad AII ED 4 r o >x ii W qp VV mw a + " t i, - " TV nu � � � x > r6 T4 was 0177 t 00— iF� \k�@c ,i�j- fd ax -.ev .., "saA+.sk :• ,�ii l £ 9 $ k q \ py� M® oo afi..QQ�������,,�{..`. � art �,+'., , '•'.� d: sps �YSM1Rw 6L# ` fr �� \" , E:rISt3ttg Sl 4 ; '01, s � " a \ ��gg gg;; ggyym� 3 akk�e a a f14 att a vo t�1t '361 f�utBs �� � Nin i wde vialisw�y y g k hAK �R orrimrtde Sic ii#I Cll1L 86* e x 4 y F, "� P�_ "7- -4, qp% lip! baths i �.� I: d 1 441" Efy of112 SAM untt4bn 1460 and SAW Na" \. Item 14. - 78 HB -380- a Table 12:Proposed Bicycle Boulevards In I W W 1 Palm Avenue ; Bike boulevard feasible. (Bike boulevard compo- •Garage access al- nents can include sharrows, AWS at 11th and leys open onto Palm roundabouts and diverters. 17th Street Main Street 40 9 14th Street •On-street parking Detailed study and design typically present required.) -av 2 Delaware Street :�` - •On-street parking Atlanta Frankfort 64 5 AWS at Atlanta typically present Avenue Avenue and Frankfort. •Other intersections are SSSC AWS at Frank- 'On-street parking Frankfort Memphis typically present 52 10 fort,Indianapo- Bike Boulevard feasible. Avenue Avenue lis and Memphis. 'Other intersections (Bike boulevard compo- are SSSC nents can include sharrows, •Center turn roundabouts and diverters. lanes present Detailed stud and design AWS p Adams, Y g Memphis Yorktown •On-street parking required.) Avenue Avenue 62 11 Memphis,Utica typically present and Yorktown. .Other intersections are SSSC AWS at Adams, 'On-street parking Yorktown Garfield typically present Avenue Avenue 64 5 Yorktown, 17th •Other intersections and Garfield are SSSC Orange Avenue : .. .: :. AWS at Golden- 'On-street parking Bike Boulevard feasible. Goldenwest 17th Street 48 7 west and 17th typically present (Bike boulevard compo- Street St •Other intersections nents can include sharrows, are SSSC roundabouts and diverters. •On-street parking i Detailed study and design AWS t 17th, typically present 11 th an required.) 17th Street Main Street 50 13 6th, ,ant h, 10th,d 14th. ,Other intersections are SSSC ,... 4 Utica Avenue Bike boulevard feasible. •Garage access al- (Bike boulevard compo- AWS at Lake, leys open onto Palm nents can include sharrows, Beach Huntington, •On-street parking roundabouts and diverters. Main Street Boulevard 40 9 Delaware and typically present Detailed study and design Florida •SSSC against Utica required.) AWS-All Way Stop SSSC-Side Street Stopped Controlled HB -381- Item 14. - 79 f f f Figure 20:On-Street Parking adjacent to Bicycle Lanes In � ��. �3#- i+G �«�,.yam- "�:"'..g.. ! - b`�y` �• 6 S � ; \\ ems a \00, T7 ............ s ii w r77 - �l l% B� 1, ,• � � X� (. � vim. r f 14 21, ,�\• F, ' ., � .\ •. - mHume T , Rokmact k6d Ft C I Y el. g itlg-', ewsw �... , eke Lane Ske LwNe pan Ont We max':; .,• .. �;, � � �" o ike R,.uW eke Raute v d+, y is Item 14. - 80 a.. HB -382- 6 R � 3®2 Improvements to Existing Facilities "Door Zone"Analysis The majority of the bicycle lanes within the City are adjacent At a minimum, the on-street parking adjacent to a bicycle to curbs and fulfill CA MUTCD bicycle lane width recom- lane should have parking space markings. Delineation of mendations, but may not meet cyclists' real safety needs. the parking space can be either an outside bicycle lane fine The table on the following pages lists bicycle lanes adjacent or T-shaped parking space markings, or a combination of to on-street parking to identify any deficiencies.All but four the two.This provides guidance for vehicle drivers to park segments meet the recommendations of five foot bicycle within the designated space and to limit encroachment into lanes(where parking is permitted)and an eight foot parking the bicycle lane. stall.Some segments of Hamilton,Yorktown,Garfield and Heil Avenues have sections below the standard 13 foot width(five Additionally, during any road resurfacing on streets where foot bicycle lane and eight foot parking lane).However,these the bicycle lane and adjacent on-street parking do not quite dimensions may vary depending on the existing striping. meet the minimum width requirements, the bicycle lanes should be re-striped to a minimum of five feet and parking The minimum width found was 12 feet,which corresponds stalls to eight feet for a total of 13 feet.Whenever possible,a to a four foot bicycle lane,which does not meet CA MUTCD six foot bicycle lane is recommended to provide additional recommendations of five feet adjacent to on-street parking. separation between parked vehicles and cyclists.Especially Bicycle lane width will vary if there is no striping separating where parking turnover is high,it is also recommended that it from the parking lane,and vehicles are parked at variable a buffer line be painted two feet out from the parking stall Ts distances from the curb,making the functional lane depen- tofurther perceptually separate the resulting four foot bicycle dentonthesize and location of the parked vehicles.Thistype lane and the on-street parking.This will reduce incidents of of striping is the most common in the City. cyclists colliding with opening car doors and potentially being thrown into the travel lane. Bicycle Lane Marking adjacent to On-Street Parking AM //i ., \ \ lk 4 e 1- MINN AM ���\ a�l� ';✓ �e` AL ENSURE 5' 8' I 4' �2-3'` 8 I Minimum standard width for bicycle lanes adjacent to on-street Where more than 73 feet is available,the extra space should be used parking is five feet with eight foot parking stalls,for a total width of fora buffer between the parking stalls and bicycle lanes.The bicycle 73 feet.Lines on both sides of the bicycle lanes are recommended. lanes can be reduced to four feet minimum only when a buffer is provided between the bicycle lanes and parking stalls. HB -383- Item 14. - 81 McFadden Avenue Bolsa Chica Street and Camby Lane Westbound 14 No stripe McFadden Avenue Bolsa Chica Street and Camby Lane Eastbound 13 No stripe Heil Avenue Saybrook and Caballero Lanes Both 13 No stripe Algonquin Street Heil and Warner Avenues Southbound 15 Bicycle lane stripe and No Stripe Algonquin Street Heil and Warner Avenues Northbound 13 No stripe Heil Avenue Bolsa Chica and Springdale Street Westbound 13 No stripe Springdale Street Heil Avenue and Midiron Circle Northbound 13 No stripe (Adjacent to Carr Park) Heil Avenue Goldenwest Street and Flood Eastbound 12 No stripe channel Warner Avenue Warner Avenue and Edwards Street Eastbound 13 Bicycle lane stripe Warner Avenue St George Lane and Edwards Street Westbound 13 Bicycle lane stripe Warner Avenue Edwards Street and Sculpin Lane Both 14 Bicycle lane stripe Goldenwest Street Ford Drive and Betty Drive Northbound 13 No stripe .Talbert Avenue Gothard Street and Beach Boulevard Both 13 No stripe Talbert Avenue Good Shepherd Cemetery and Both 13 No stripe Newland Street Ashley Drive and Bentley Lane Ellis Avenue (Adjacent to Baca Park,parking turn- Eastbound 16 No stripe out present) Garfield Avenue Huntington and Florida Streets Westbound 13 Bicycle lane stripe Garfield Avenue Beach Boulevard and Colchester Westbound 12 No stripe Lane Newland Street Milford Circle and Bridgeport Drive Southbound 14 No stripe Yorktown Avenue Goldenwest and Main Streets Eastbound 12 Bicycle lane stripe Yorktown Avenue Main and Lake Streets Both 13 Parking Ts Yorktown Avenue Lake and Huntington Streets Both 13 No stripe Yorktown Avenue Huntington and Delaware Streets . Westbound 14-18 No stripe Yorktown Avenue Delaware and Florida Streets Both 13 Bicycle lane stripe Main Street Yorktown and Adams Avenues Both 13 No stripe Main Street Adams and Loma Avenues Northbound 13 No stripe Lake Street Park Street and Pecan Avenue Both 13 No stripe Item 14. - 82 xB -384- 4,. J .f` - r Adams Avenue Lake and Alabama Streets Westbound 13 No stripe Adams Avenue Alabama and Florida Streets Both 13 No stripe Indianapolis Avenue Huntington Beach Channel and Both 15 Bicycle lane stripe Newland Street Indianapolis Avenue Titan Lane and Bushard Street Westbound 13 Bicycle lane stripe Newland Street Vail Drive and Indianapolis Avenue Southbound 13 No stripe Atlanta Avenue Huntington Beach Channel and Both 13 No stripe Newland Street Atlanta Avenue Brookhurst Street and multi-use path Westbound 14 Bicycle lane stripe connector Hamilton Avenue Surveyor Circle and Magnolia Street Westbound 12 No stripe (Adjacent to Edison Park) Bushard Street and Santa Ana River Hamilton Avenue Trail Both 12 Bicycle lane stripe Magnolia Street Bermuda Drive and Banning Avenue Southbound 13 No stripe 1st Street Walnut and Olive Avenues Both 13 Parking Ts 17th Street Pacific Coast Highway and Palm Both 13 No stripe Avenue Improvements to Other Existing Facilities Based on public input and field verification,thefollowing are Buffered Bicycle Lanes: Wherever width is available, add a improvements recommended for existing bicycle facilities. bicycle lane buffer between the bicycle lane and parked cars Multi-use Paths or between adjacent travel lane and bicycle lane where on- street parking is not present. • Add distance markers. Warner Avenue:Widen westbound bicycle lanes to six feet • Along heavily used segments,a centerline stripe is rec- between Algonquin Street and Bolsa Chica State Park.Cyclists ommended to identify right-of-way travel for all users. can generate higher speeds on this downhill segment and a Bicycle Lanes wider lanewillallow more movement within the lane to avoid debris,etc.Signage to Bolsa Chica State Park and the beach Bicycle Detectors: Whenever repaving projects occur, or are also recommended. repairs on streets with bicycle lanes, install bicycle detector loops or signal actuators similar to those on Beach Boulevard Bicycle Routes and Gothard Street. Add Shared Lane Markings or"Sharrows"to existing bicycle routes, particularly if the transition from bicycle lanes to a shared travel lane.Also install 'Bikes May Use Full Lane"(CA MUTCD 134-11)signs along these routes. HB -385- Item 14. - 83 MINE= M Bicycle Parking Secure bicycle parking at likely destinations is an integral part rack. Racks that support the bicycle, but either provide no of a bikeway network. Bicycle thefts are common and lack way to lock the frame or require awkward lifting to enable of secure parking is often cited as a reason people hesitate locking, are not acceptable unless security is provided by to ride a bicycle. The same consideration should be given other means, such as a locked enclosure or monitoring by to cyclists as to vehicle drivers,who expect convenient and attendants. (See Appendix A for more detailed information secure parking at all destinations.Bicycle parking should be on bicycle parking design and placement.) located in well-lit,secure locations close to the main entrance of a building, no further from the entrance than the closest Bicycle racks must be designed so that they: automobile parking space.Bicycle parking should not inter- . Do not bend wheels or damage other bicycle parts fere with pedestrian movement. • Accommodate high security U-shaped bicycle locks Bicycle racks should support the bicycle well and make it easy . Accommodate securing the frame and both wheels to secure it with a U-shaped lock through the bicycle's frame and the rack.The examples shown are a standard"inverted— • Do not trip pedestrians U"rack and another art design rack that meets these criteria. . Are easily accessed yet protected from motor vehicles Adequate bicycle parking should be incorporated into any • Arecovered whereuserswill leave their bikes for long periods new development or redevelopment project. Bicycle park- ing should be given a balanced level of importance when M" considering car parking improvements or development. Ins, commercial areas where bicycle traffic is more prevalent,such as downtown district,the Huntington Beach Pier, parks andMg shopping centers,increased bicycle parking is recommended. �\ Increased bicycle parking provides an option for individuals i who need to make a short trip to the local store to ride their bicycle rather than drive their car. a Increasing and providing secure bicycle parking will help promote and encourage kids to ride their bikes to school if they know their bikes will be safe.Bicycle parking should also be a standard amenity for existing and future parks. er Bicycle rack type plays a major role in the utilization of the bicycle racks.Only racks that support the bicycle at two points and allow convenient locking should be used.Racks that can x secure the entire bicycle are preferred and recommended for installation in commercial areas,schools,parks and local businesses. Custom racks that showcase local businesses may also be MFt%1%511"I'll ' encouraged to improve aesthetics as long as the racks pro- vide adequate security and reflect local context.Forexample, special districts,especially if they are historically themed,may benefit from custom racks whose design aesthetic relates to 4. other street furniture. A successful bicycle rack desig n ena bles proper locking,which ; means the user must be able to secure a typical ly sized U-lock around the frame and one wheel to the locking area of the Item 14. - 84 xB -386 R R W Bicycle Corrals To provide real security for the bicycle (with its potentially Bicycle corrals are vehicle parking stalls converted to bicycle easily removed components)and accessories(lights, pump, parking.Most have been on-street conversions,but they are tools and bags),either bicycle enclosures,lockers or a check- now being incorporated into shopping center parking lots as in service is required. Bicycle parking facilities are generally well.Corrals can accommodate up to 20 bicycles performer grouped into two classes: car parking space. On-street bicycle corrals provide many benefits where bicycle use is high and/or growing: Long Term-provides complete security and protection from weather.It is intended for situations where the bicycle is left Businesses-corrals provide a much higher customer to unattended for long periods of time:apartments and condo- parking space ratio and advertise"bicycle friendliness." minium complexes,schools,places of employmentand transit They also allow more outdoor seating for restaurants by stops.These are usually lockers,cages or rooms in buildings. moving the bicycle parking off the sidewalk.Some cit- Short Term-provides a means of locking the bicycle frame ies have instituted programs that allow local businesses and both wheels, but does not provide accessory and com- to sponsor or adopt a bicycle corral to improve bicycle ponent security or weather protection unless covered. It is parking in front of their business. primarily for decentralized parking where bicycles are left . Pedestrians - corrals clear the sidewalks and those in- for short periods of time and are visible and convenient to stalled at corners also serve as curb extensions. the building entrance. • Cyclists - corrals increase the visibility of cycling and To identify the number of bicycle parking at a specific land greatly expand bicycle parking options. use, other cities have used various measurement methods W Vehicle drivers - corrals improve visibility at intersec- such as a percentage of auto parking,unit count,proportion tions by preventing large vehicles from parking at street of building square footage and even building occupancy. corners and blocking sight lines. There is a downside when determining bicycle parking spaces based on a percentage of vehicular parking spaces because Especially downtown,where bicycle parking is very limited, when developments reduce the amount of parking spaces to an occasional parking space could be converted into a bicycle create a more bicycle and pedestrian friendly environment, corral to increase the attraction of cycling to the commercial this reduction in the amount of vehicular parking also reduces district instead of driving there.There is great variety in design the amount of bicycle parking.This then actually becomes a including signage,protective barriers,curbs,custom paving deterrent to increasing bicycle parking. or even simply striping. Determining bicycle parking demand is more appropriate In terms of placement, it is desirable to put bicycle corrals when using the proportion of squarefootage or building occu- near intersections.Mid-block placement is not recommended pancy.These units of measure are commonly used during plan because the corral can be hidden by parked motor vehicles, checkand can be easily integrated into the planning process. reducing visibilityfor both vehicle drivers and cyclists.Bicycle corral racks can be customized and have been designed and The bicycle racks can be customized to incorporate an area's fabricated to complement specific locations,as well as avail- aesthetics,or designed to complement a specific building or able"off-the-shelf"designs sized to fit within a standard vehi- business. For example, the City of Long Beach maintains a cle parking space.Referto Appendix A:Design Guidelines and program funded by the American Recovery and Investment the APBP Bike Parking Guidelines for additional information. Act to help business owners install bicycle racks.Their pro- gram provides a range of rack designs, or business owners can provide their own custom designs. xB -387- Item 14. - 85 EMI # . MENINESEINERM Pacific Coast Highway Alternatives Existing Conditions • Right-Of-Way Width:84' • Horizontal Alignment:2x8'parking lanes,2x—16'out- side travel lanes,2x12'travel lane,1x—12'center turn lane The following recommendations are based on the continuity of the proposed bicycle lanes between Goldenwest Avenue and 7th Street. This segment is primarily adjacent to com- mercial and residential land uses along the northbound lanes and Huntington State Beach on the southbound lanes.These alternatives allow cyclists to ride on Pacific Coast Highway and to avoid pedestrian conflicts on the adjacent Huntington Beach Multi-use Beach Path. R vc. , �M SO to, WOOF Sir motor, # t xt ' Team VeNclo 4'ONOO.. x pxmpa Lam L r Lane' Lane Lame � t Existing Conditions-Cross Section Item 14. - 86 xB -388- mon t 0 t • �.x Alternative 1: Bicycle Lanes with Buffers (Parking removed on one side) Proposed Horizontal Alignment Parking:1 x8' Bicycle Lane Buffers:2xl.5' Bicycle Lanes:2x6' Curb Side Travel Lane:2x12' Inside Travel Lanes:2x12' Center Turn Lane:13' Opportunities: Constraints: • Provides additional horizontal clearance from parked • Parking removed from northbound lanes. vehicles and reduces the chances of conflicts with open . City Zoning and Subdivision Ordinance 231.28 -If any vehicle doors. existing Oceanside or on-street parking within the coastal • Metered parking remains on southbound lanes to ac- zone is removed,it shall be replaced on a one for one basis cess beach. in an area that would not result in the loss of any sandy • Exceeds CA MUTCD and Highway Design Manual standards. beach area and within walking distance of the existing site. Replacement parking shall be assured prior to the issuance • Provides additional clearance for larger weekend cy- of the coastal development permit and shall be provided cling groups.More than50percentofcollisionsonPa- before any existing parking is removed so that there will be cific Coast Highway have occurred on weekends. no reduction in the number of parking spaces available. • Loss of revenue from removal of metered parking. • Bus pads will encroach into bicycle lanes. • Proposed configuration requires significant improve- ments beyond striping. • Reconfiguration would require Caltrans approval. Notes: • Ordinance 231.28 would require revision or repeal for this alternative to be implemented without replace- ment parking. HB -389- Item 14. - 87 a'� r s ,.. Lrt r.ter ' 14. t' r TtFn ca4t r Lae Leas Lam§ L ft Lan WNW i Alternative 1-Cross Section 0 r`�Vli 9n Alternative 1-Pacific Coast Highway(view northbound) Item 14. - 88 xB -390- f � Now— ........................................... s s a Alternative 2: One-Way Cycle Track and Bicycle Lane Hybrid Proposed Horizontal Alignment • Bus pads will encroach into bicycle lanes. Parking:2x8' • Reduction to 11'travel lanes would require Caltrans de- Cycle Track Buffers:1x2' sign exception and Caltrans Construction for Evaluated One-Way Cycle Track Lanes:1x5' Program for Experimental Features approval. Bicycle Lanes:1x6' Curb Side Travel Lane:2x11' • According to NACTO, three foot minimum is desired Inside Travel Lanes:2x11' width for parking lane buffer. Center Turn Lane: I Notes: • Landscape or planters are optional within raised curb. Opportunities: Parking may be reduced to seven feet to accommodate • Provides a protected bicycle only cycle track south- wider landscaped curb (Alternative 2b). Reflective and bound and standard bicycle lane northbound. flexible bollards recommended to provide visual cue • Existing metered parking remains on both sides. for parallel parking and additional visual separation if raised curb not installed. • Minimal driveway and intersection conflicts on south- bound cycle track. • Option to use multi-space parking meters or kiosks or timed paper slip meters on sidewalks to reduce number Constraints: of meters needed. • Street sweeping maintenance. • Additional treatments needed for bus stops in south- • Pedestrian and bicycle conflict when crossing cycle bound direction.Options can include floating bus stop track from parked vehicles. within parking lane and cycle track. h�. e i u W , Alternative 20-Pacific Coast Highway(View northbound) HB -391- Item 14. - 89 eAL Ad Of O N �e t' dam, i 4efv tlihfo [iJ j ` L"'Ii � ' <�,'24d'SA �t3tCn'$ Lane lain 4 Lane P� Alternative 2b-Cross Section ^w ,\ \.. Zutt .......... ELM ....... 10 r k { s � Truk 9 Eidr 'hi £ steer Lane L rvt Lg :Lgma 1"e a*2, t21§ t81 filly fil"d flirt t" f Alternative 2a-Cross Section Item 14. - 90 HB -392- R # # Alternative 3: Bicycle Lane (On-street parking retained) Proposed Horizontal Alignment Parking:2x8' Bicycle Lane Buffers:N/A Bicycle Lanes:2x6'(Advisory) Curb Side Travel Lane:2x11' Inside Travel Lanes:2x11' Center Turn Lane:12' Opportunities: • Meets CA MUTCD and Highway Design Manual standards. Constraints: • Provides minimum horizontal clearance from parked • Existing parking remains on both sides. vehicles and opened vehicle doors. • Meets minimum required lane width for trucks and buses. • Bus pads will encroach into bicycle lanes. • Six foot bicycle lanes preferred where speed limit ex- ceeds 40 mph. • Reduction to 11 foot travel lanes would require Caltrans design exception and Caltrans Construction for Evalu- ated Program for Experimental Features approval. • Bus stop encroachment within bicycle lanes. HB -391- Item 14. - 91 • - r r *. ........... .W......------Q---.................... Matcr bike Vehicte s e Tartu vehicle eN Me ParkMg Lane Lme testis Lane Lane Lwie L t l Alternative 3-Cross Section F T 3�14 2�. u4i �,a,r<9I Alternative 3-Pacific Coast Highway(View northbound) Item 14. - 92 Hs -394- d t.a Alternative 4: One-Way Cycle Tracks Proposed Horizontal Alignment Parking:2x8' Cycle Track Buffers:2x1.5' One-Way Cycle Track Lanes:2x5' Curb Side Travel Lane:2x11' Inside Travel Lanes:2x11' Center Turn Lane: I Opportunities: Notes: • Provides protected bicycle-only lane in both directions. Landscape or planters optional within raised curb.Parking • Existing parking remains on both sides. may be reduced to seven feet to accommodate wider land- • Minimal driveway and intersection conflicts on south- scaped area.Reflective and flexible bollards recommend- bound cycle track. ed to provide visual cue for parallel parking and additional visual separation if raised curb not installed. Constraints: • Street sweeping maintenance. May need to use multi-space parking meters or kiosks or timed paper slip meters on sidewalks to reduce num- • Additional treatments needed at intersections and ber of meters needed. northbound driveways. • Additional treatments needed for bus stops in south- • Pedestrian and bicycle conflict when crossing cycle bound direction. Options can include "floating" bus track from parked vehicles. stop within parking lane and cycle track. • Additional treatments needed for bus stops. Options According to NACTO,three foot minimum desired width can include"floating"bus stop in parking lane and cy- for parking lane buffer. cle track. • Reduction to 11'travel lanes would require Caltrans de- sign exception and Caltrans Construction for Evaluated Program for Experimental Features approval. Hs -395- Item 14. - 93 \ R E \.. � ..:.. All Al MW . : ww i OT V4 wilt) 0w AMON' Lan L4,0 Lane *oo 8.nef � 1 Alternative 4-Cross Section Item 14. - 94 HB -396- Alternative 3:Two-Way Cycle Track Proposed Horizontal Alignment Parking: 1 x8' Cycle Track Buffers:2x3' One-Way Cycle Track Lanes: 1 x11' Curb Side Travel Lane:2x13' Inside Travel Lanes:2x12' Center Turn Lane: 12' Opportunities: • Provides protected bi-directional bicycle-only cycle City Zoning and Subdivision Ordinance 231.28 - If any track on beach side of Pacific Coast Highway. existing oceanside or on-street parking within the coastal zone is removed,it shall be replaced on a one for one basis • Existing parking remains on southbound lanes. in an area that would not result in the loss of any sandy • Minimal driveway and intersection conflicts. beach area and within walking distance of the existing site. Constraints: Replacement parking shall be assured prior to the issuance • Street sweeping maintenance. of the coastal development permit and shall be provided before any existing parking is removed so that there will be • Pedestrian/bicycle conflict when crossing cycle track no reduction in the number of parking spaces available. from parked vehicle. Notes: • Parking on northbound lanes removed. Landscape planting optional within raised curb.Parking • Loss of revenue from removed parking. may be reduced to seven feet or cycle track to 11 feet • Additional intersection treatments needed at Golden- to accommodate wider landscaped area.Reflective and west and Huntington Streets to inform cyclists to navi- flexible bollards recommended to provide visual cue gate to cycle track. for parallel parking and additional visual separation if raised curb not installed. • Some cyclists will still stay on PCH travel lanes to ride at higherspeeds,stayin largergroups and avoid pedestrians. • May need to use multi-space parking meters or kiosks or timed paper slip meters on sidewalks to reduce num- • Conflicts between large cycling group rides and pedestrians. ber of meters needed. • Huntington Beach Multi-use Path exists adjacent to PCH. Loss of approximately 99 parking spaces and implica- • Median reconstruction to accommodate cycle track. tions of Ordinance 231.28(see text under Option 1). • Displacement of transit stops on southbound lanes. Additional treatments needed for bus stops in south- bound direction. Options can include "floating" bus • Cyclists will be riding opposite direction of traffic. stop within parking lane and cycle track. • Would require a Caltrans Construction for Evaluated Additional education and outreach needed prior to Program for Experimental Features approval. construction and implementation of cycle track. HB -397- Item 14. - 95 "o o .................... ................... 111�12 al-A Maw" wr C01W VOW W-W TMO1$ia _ Lone Laic . Lam Alternative 5-Cross Section Item 14. - 96 HB -398- Irk EM I BE k E W Common Issues and Solutions The following section shows the typical bicycle safety issues,briefly discusses them and provides possible solutions.The graphic below and Table 14 illustrate issues that may be commonly experienced by regular cyclists. See Table 15 and the following pages for examples of possible solutions. Typical Bicycle Issues B2 B3 B7 B6 �, yt ' 9,19I'4R�i d,9« fi4u, .. g£'Y,...: p < I HB -399- Item 14. - 97 7conflict Freeway on-ramps: Bicycle facilities that cross freeway on-ramps put cyclists 1 B,8B,9B crossing traffic accelerating to highway speeds. B2-Alley Conflicts: Cyclists that use alleys for travel must be aware of visibility problems 1B,2B for drivers,pedestrians and other cyclists. B3-Sidewalk Conflicts: Cyclists riding on sidewalks may not be operating at pedestrian speeds and are at risk of collision with pedestrians and with vehicles at every driveway, 1B,2B,3B,14B intersection,alley and business entrance. B4-Door Zone: Cyclists riding adjacent to parallel parked vehicles can not be expected to ride closer than three feet to parked vehicles.They are at risk for being hit or running into an 4B opening car door.This type of collision between a car door and a cyclist is often referred to as"dooring"and is especially hazardous because cyclists can be thrown into the travel lane. B5-Left Turning Conflicts: Cyclists needing to turn left must navigate their way to left turn lane(or left lane)are at risk for being hit because they are no longer where they are 7B,8B more likely to be seen. B6-Right Turning Vehicles:Cyclists proceeding straight through intersection are at risk for 9B,10B being hit by right turning vehicles. This type of collision is often referred to as a"right hook." B7-Right Turn Only Lanes:Cyclists proceeding straight through an intersection are at risk for being hit by right turning vehicles. Bicycle lanes or shared lanes end before the intersec- 9B,11B,12B tion without providing a facility to allow cyclists to continue through intersection. B8-Bicycle Lanes Placed in the Wrong Location at an Intersection:Bicycle lanes are installed to right of Right Turn Only Lanes.Cyclists proceeding straight through intersection 9B,11B are at risk for being hit by right turning vehicles. This type of collision often referred to as a "right hook" B9-Angled Parking: Cyclists riding behind angled parking are vulnerable to being backed 10B into due to impeded visibility from adjacent vehicles. B10-Outside Lane Too Narrow:Outside travel lane is too narrow for bicycle lanes to be 1B,4B,8B,13B installed and to share with vehicles. 1B:Use caution,yield to slower users 2B:Ride in designated bicycle lanes,routes or streets 3B:Ride bicycle at pedestrian speed 4B:Mark proper lane placement with Shared Lane Markings or"Sharrows" 5B:Install a bicycle lane(6'preferred) 6B:If space is available,install 3'striped buffer between the bicycle lanes and parking lane edge 7B:Install bike box 8B:Increase bicycle awareness signage,"Share the Road"or"Bikes May Use Full Lane' 9B:Add color to the bicycle lane at conflict points 10B:Install reverse angled head-out parking for improved sight lines and increased safety 11B:Install bicycle lanes between through travel and right-turn-only(RTL) lane 12B:Follow Caltrans MUTCD Figures 9C-4 and 9C-5 13B:Install Sharrows in through lane to direct cyclists through the intersection 14B:Create districts where cycling is not allowed on sidewalks Item 14. - 98 HB -400- W • W guns % w . a 7B)Sign and en- force appropriately when pedestrians and bikes shore the sidewalk-Sacra- men to,CA i ,,... 2B&5B)Bicycle lanes on Pacific Coast Highway-Hun- tington Beach,CA IN Al IM L p y eU 'a� Vie` wi ' . fflQ 3B)Enforce cycling speed limits when shoring facilities 4B)Shored lone markings or"Shorrows"remind vehicle driv- with pedestrians-Huntington Beach,CA ers that cyclists con be expected in the roadway and to help cyclists properly place themselves within the roadway.On high bicycle volume streets,a green stripe con be included to further provide horizontal bicycle placement -Oceanside and Long Beach,CA HB -401_ Item 14. - 99 BEIM IMENMEMEMM AR L a Paz r; d, 7B)A bike box creates an advanced stop bar for cyclists. This extra room provides an area for cyclists to cue up in front of vehicles waiting at red light. While this treatment is still considered experimental by the MUTCD,it is thought that it increases a cyclist's visibility,and therefore safety -Cam- bdri e MA 9 6B)A buffer removes extra space from a travel lane and increases the distance between vehicular and motor traffic.If the extra space is added to the bicycle lane and not diagonally striped,the bicycle lane can appear wide enough to be confused with a travel lane- Top:Huntington Beach,CA(Photo credit bottom:APBP) - . > Ulm ", FULL LAN . 8B)Supplemental signage reminds-drivers of bicycle traffic on 9B)Color in the bicycle lane is a visible reminder to vehicle the street-San Clemente,CA drivers to expect cyclists in the bicycle lane(Photo credit: Seattle DOT) Item 14. - 100 HB -402- k o r a 9 \ Ail i � �Vlil9 w', IIIY a: \\ �I'l�for 10B)Reverse angled parking allows greater visibility when vehicle 11B)Bicycle lane properly installed between through travel lane and drivers are exiting a parking stall right-turn-only lane-Huntington Beach,CA en i o ` PF Wk gip NeWAA "',"a 1110", - M1,11 R INUI A All g/ga, WIN, v, -9 \\ \ ate; \ 31 4 N \- \\ \\ . 04 ah 6 "R 4 1044 , WIN \44 ANMIMMAIN WE 0, p, P", / - C q,,%, AN 6 al M W I , d� i"Al Ica e M, \ \ / \ \ / \\ Aid-\ o\ \ \ N M�v \ ' \01� , \ v \a t ' \\ \ INUM \\ \ ` / \ u / ` \ a � M, �44*1 M", �W \\ % a3t mi 'M AMINW, IN 1jiq .......... 01,��K 111,01;1 0 mo \ \ ENW1,, \ " ��\ 44 00 IN ME idd ININ E 12B)Examples of Bicycle Lane Treatment at Right Turn Only Lane(Credit-2072 CA MUTCD) HB -403- Item 14. - 101 r r s ` Lr i vs I + & c am O rk 13B)Exomple of Shored Lone Marking directing cyclists through 14B)Exomple of business and commercial district signs enforc- intersection-Philadelphia,PA(Photo credit:City of Philadelphia) ing bicycle policies on sidewalks-Coronado,CA Item 14. - 102 HB -404- f f f f ! I' ff 3.3 Recommended Programs Encouragement Programs Expand Bike Month Encouragement Efforts The League of American Bicyclists(LAB)has developed a set Have the Mayor continue to proclaim Mayas Bike Month and of guidelines called the "Five Es" to assist cities in becom- participate in Bike to Work Week events.Host pit stops during ing bicycle-friendly communities: Engineering, Education, Bike to Work Weeks and Days.To increase encouragement, Encouragement,Enforcement and Evaluation and Planning. host Bike to Work days more often,such as monthly.Coordi- These criteria are good references for any community seek- nate with other agencies on bicycle events such as"Bike to ing to improve its bicycle environment.The basic strategies School Day,"a ciclovia and bicycle safety courses. are as follows: Improve Route Wayfinding Markers Encouragement:Incentives,promotions and programs that inspire and enable people to ride Directional signage allows new cyclists and tourists alike to find their way to their destination or nearby landmark via a Education: Programs that ensure the safety, comfort and recommended route. convenience of cyclists and fellow roadway users The purpose of signage is to direct people and provide in- Enforcement: Equitable laws and programs that ensure formation about destinations,directions and/or distances.It vehicle drivers and cyclists are held accountable increases comfort,assists navigation,warns of approaching roadway crossings and guides users through diverse environ- Engineering: Physical infrastructure and hardware to sup- ments.In the unfortunate eventof an emergency,directional port cycling signage provides important location information to a poten- Evaluation and Planning: Processes that demonstrate a tially uninformed visitor.When applied on a regional level, commitmentto measuring results and planning for thefuture wayfinding can link communities and provide consistent visual indicators to direct cyclists to their destinations along Equity(often referred to as the "sixth E"):Actions that sup- the route of their choice. Wayfinding signage can achieve port equitable roadway use by cyclists, pedestrians and public objectives, such as promotion of a community's at- vehicle drivers tractions,education,mile marking and directional guidance. A good wayfinding system functions to achieve the following This chapter's program recommendations are meant to be a purposes: starting point.They describe a range of examples that could Help people find destinations from various travel modes be implemented in the City of Huntington Beach,including some already in place, in which case,the recommendation Establish clear pathways through the use of signs,maps is to continue them. and other landmarks The Bicycle Advisory Committee provided prioritization input Carry user-friendly and understandable messages based on relative importance and feasibility.The five suggest- ed programs that received the most committee support are highlighted with a star symbol (example at right).However, 14t it should be noted that any program may rise in feasibility for a number of reasons, such as if committed volunteers step forward to champion it,if it piques community interest,or if a funding source emerges. xB -405- Item 14. - 103 People are the single most important component in develop- In designing a wayfinding strategy or system,the following ing a wayfinding strategy. By identifying user patterns and questions need to be considered: destinations,wayfinding users understand how the bicycle What user types are likely to use the wayfinding system? facility system operates and how to move through spaces and get directed to their destinations. Where are these users going? • What do the users or visitors want to see and hear? • Is the goal navigation,directional information,orienta- tion,location information,or interpretation? • Is the signage sending a clear message? • Based on the expected user types,what are the safest or most logical paths or routes? P I L. a Street/bicycle boulevard signaue-Vancouver,B.C. I c. fjs Bicycle wayfinding signage-San Antonio,TX Bicycle wayfinding sign-Portland,OR Source:wwwpedbikeimages.org) Item 14. - 104 HB -406- Host Ciclovia Events Ciclovias are events in which streets are temporarily closed to motorized traffic and instead reserved for NA, �\ non-motorized transportation. It is a celebration of livable streets and communities,encouraging citizens and businesses to get out onto the streets and enjoy their city through active participation. A Ciclovia(also cyclovia)is Spanish for"bicycle path" and describes either a permanently designated bi- cycle route or a temporary event,such as the closing of a street to automobiles for use by self-propelled transportation. Bogota, Colombia, is often credited with starting ciclovias. These events, sometimes Los Angeles'CicLAvio event(Source:www.pedbikeimoges.org) referred to as "Sunday Parkways," occur across the United States, including League Bicycle Friendly Communities Madison,Wisconsin,Portland,Oregon V, and Washington, D.C.The events typically occur one Saturday or Sunday on a city s main streets.The closed w streets often form a circuitous route and are adjacent t y WNNITto a park.In some cities the event occurs once or twice \� 1 o`er=� ayear,whileothersoccureveryweekendthroughouta , the summer.The Portland and Chicago events haveFE t � d different locations around the city each weekend.Los e , 6 i .""j Angeles most recent events have attracted 150,000 a ,a x � r participants. t ` � FR Musicians and groups promoting free, healthy ac- tivities are often stationed along the route. These ;/ � elements are a uni ue mix in each cit .The theme is � _ � � �^ y q Y sn 72 often centered on health, exercise and active trans- N �� portation. o � In Huntington Beach this could happen more easily -'d*r -g : neighborhood sarterial on nei 9 Y r ay FI streets.The biggest cost of hosting an event is traffic control and closing streets. If a neighborhood orga5- � ff nizes and agrees to close their local streets,the cost and city-wide traffic impact is reduced. By startingi �# p; ON of small at the neighborhood level,this event can gain attention and excitement for a larger event in the future. Proposed loops are approximately a mile in 2 length and include a park or school where possible. N o Larger group activities such as a group fitness class or bike rodeo can occur in the park.Proposed loops are C3 : wt Em OR depicted for informational purposes only,interested neighborhoods should find a loop route that works 0 beg for their needs and interest. Suggested Huntington Beach ciciovio routes HB -407- Item 14. - 105 M 0 =. - . INEENEMENEMM Business and Employer Incentive Programs Implement a Bicycle Sharing Program The City and local businesses can support cycling and the Bicycle sharing is an innovative approach to increase bicycle development of a comprehensive bicycle transportation usage throughout an urban area. Providing a bicycle share system as a viable alternative to driving. program,combined with other transportation systems,allows a more diverse,flexible and cost-effective method of alterna- The Citycan support the League of American Bicyclists'(LAB) tive transportations.This program can reduce the number of Bicycle Friendly Business program to encourage alternative overall vehicle trips and travel time between residences and modes of transportation by employees and customers.Busi- transit stops,schools and shopping centers. nesses can give discounts,gifts and incentives to those who frequent their business by bicycle.Incentives can also be Successful bicycle sharing programs have been implemented given to employees who commute by bicycle.The City and in Canada, Europe and many U.S.cities like Washington DC local businesses can provide employees with secure bicycle and Chicago.These systems are highly advanced using key parking and shower and locker facilities to encourage more cards, online advanced rental, GPS and Radio Frequency bicycle commuting. Identification (RFID) technologies making bicycle sharing convenient and simple.Bicyclefleets have been implemented The City and businesses can also provide fringe benefits on university campuses, local businesses or for municipal through the Bicycle Commuter Benefit Act, which allows staff use. employers to reimburse bicycle commuters who regularly use their bikes for a substantial portion of travel between Programs such as B-Cycle can even track riders by their as- home and work.Companies can reimburse employees on a sociated membership numbers.Data such as distance,dura- tax-free basis for"reasonable expenses"incurred as a bicycle tion, calories burned and carbon offset are captured and commuter.This can include the actual purchase of a bicycle uploaded to personal web pages at Bcycle.com. This data and almost any type of accompanying equipment and ac- can also be helpful for those commuting and exercising that cessories such as lights, racks and clothing, up to an annual the same time. limit of$240. Recently,companies like Bike Nation,DECO Bike and others If momentum moves beyond a few distinct businesses to have implemented their systems at no cost to the host city. a cluster of participating businesses,this effort can be a Bi- These privatelyfunded systems rely upon corporate sponsor- cycle Friendly Business District.Long Beach championed this ship for implementation.DECO Bike has successful systems in concept as a pilot project in several neighborhoods:http:// Miami Beach and Surfside,FL and Long Beach,NY.Bike Nation www.bikelongbeach.org/We/come/bike-share-program/bicycle- has plans for a fleet in Los Angeles,Long Beach and Anaheim. friendly-business-district-program. ., emu. Y a�- •• _d.. � Y Zot Wheels bicycle station-UCIrvine Capitol Bikeshore bicycle station-Washington D.C. Item 14. - 106 HB -408- �.g d Develop a Series of Short Loop Rides Southern California is one of the best locations for bicycle The City can work with the local bicycle clubs and shops to riding.The mild year-round weather attracts many profes- promote and organize a bicycle race and/or weekly bicycle sionals and recreational cyclists throughout the year.Bicycle rides throughout the City. Start local races that showcase racing and cycling clubs are a great way to get new cyclists Huntington Beach's landmarks. Local races can draw atten- into the sport that then carries on to daily life such as bicycle tion to the City and at the same time encourage cycling as a commuting. Local cities such as Long Beach, Ladera Ranch, fun and healthy sport. Carson,Dana Point and San Diego participate in bicycle rac- ing during the spring. Jax Bicycle Center offers a group ride on Saturday mornings from their Huntington Beach shop. Websites like Strava®, Endomondo®and MapMyRide®also show rides others have published.Very short rides could be held on the small loops developed as possible ciclovia routes. STRAVA OnSHBOkPC= 1R,yltdiN3 EXPLORE C aLL Pd E UlturadetoPramium �y a c ii > Segment Explore rtent`Search ctii=it}+Search Athictu Butch Orbs'* a° Huntmgto Beid Flit Hdiyll iFe}7 Segments •r � � �® .. 3 central park climb 0,1 mi 9 4% Latse 1 o E r m ct Ens ttetl K Levy Sprint rF p; mi 9;0°tU $ �adberr t ra+b - € CR'T"�a k 71 Back Loop71 a 'I'."1 mi0/- \� Sareassr e i' tF�triex N6a8 sY € �@rr a ...e p 0.5 mi -O:24f� o € �'{ s �d $¢ Go hard StUnit) 0.4 ini 7.6%, � °&Y� a:' i, ' € \ /` I, ' Overlook Dr �� �a �� � � x 0.5 rro -0,7 i0 f �.. p i i EIB Warner.Airport t,.. 0.4rr€i t:.7 ` \ x aeCe . \ ®4a VkE Harp �, t Ceritca W'B Heil,Gralram.to... 9 \\. 0.5 mi 0.09n � �� , � y r � �`� ' v� Run the Rail 0.7 mi Edwards-St s \ 0.8 mi -2;1 leggy MM Example short loop rides-Strovo®web site image capture xB -409- Item 14. - 107 E # t t i MMMENESEMMM Implement the Boltage Program at Schools Participate in Walk and Bike to School Day This program's goal is to increase the number of children This annual one-day event is an international effort in more regularly riding orwalking to school using advanced technol- than 40 countries to celebrate the many benefits of safely ogy to count and provide incentives. walking and cycling to school and toencourage morefamilies to consider getting out of the car and onto their feet on the A solar-powered,Radio Frequency ID(RFID)tag reader called way to school in October.Walking and rolling to school also a Zap machine automatically registers RFID tags attached to embodies thetwo main goals of First Lady MichelleObama's backpacks or helmets.As they pass,the Zap machine regis- Let's Move!campaign:to increase children's physical activity ters the number of times children ride or walk to school and levels and to empower parents to make healthy mobility securely uploads the data to the Boltage web site so children choices. can see how close they are to earning a prize.The Boltage program is not a competition between children,classes, or The National Center for Safe Routes to School,which serves schools, but simply an encouragement to get children to as the clearinghouse for the federal Safe Routes to School ride their bikes to school more often. For more information (SRTS) program,coordinates online registration efforts and on pricing and funding this program,go to www.boltage.org. provides technical support and resources for Walkto School Day. Safe Routes to School programs are sustained efforts by parents,schools,community leaders and local,state and federal governments to improve the health and well-being of children by enabling and encouraging them to walk and bicycle to school.Safe Routes to School activities range from building sidewalks,to getting vehicle drivers to slow down in school zones,to encouraging students to take active trips to school with school-wide competitions.On average,at least half of Walk to School Day events are part of an ongoing Boltage program logo SRTS program each year.For more information,go to www. walktoschool.org. r Bike to School event with police officer-Phoenix,AZ(Source:www.pedbikeimages.org) Item 14. - 108 HB -410- i i W Promote the Bicycle Train ; Continue the Bicycle Valet Service These programs are volunteer-based in which children are Huntington Beach maintains a very successful bicycle valet assisted by adults bicycle to school. This program can be parking program toencourage residentsto ridetodowntown as informal as two families taking turns riding their bikes to beach area events.This effectively reduces vehicle parking school or a more structured route with meeting points, a congestion during particularly high use periods. timetable and a regularly rotated schedule for trained volun- teers. Parents often cite safety issues as one of the primary Just like vehicle valet operations,usersdropoff their bicycles reasons they are reluctant to allow their children to ride to and are given a claim ticket to be redeemed when they return school. Providing adult supervision may help reduce those to pick up their bicycle.Valet parking allows the consolidation worries for families who live within cycling distance to schools. of a large number of bicycles in a relatively compact configu- ration.Users have the convenience of not having to provide The City can start with one school as a pilot program and ex- their own locks or having to lookfor a secure locking location pand to other school if there is demand.Success with a bicycle at a time when demand is particularly high. train may inspire community to build a more structured pro- gram.This may include additional routes,more days of cycling Valet parking hours are Tuesdays from 5 to 9 PM (during and more children. Alternating days between walking and the weekly Surf City Nights street fair and farmer's market) biking to school can provide variety to a structured program. and Saturdays and Sundays from 10 AM to 6 PM through- These programs and volunteer efforts require coordination out the year. The service is free and provided by the City and potential attention to other issues,such as safety training as part of downtown economic development with funding and liability.These efforts can coincide with other educational from the South Coast Air Quality Management District.This programs such as"bike rodeos"atthe schools.The participat- popular program should serve as a model for other coastal ing school principal and administration,law enforcement and communities. For more information, go to http://www.hun- other community leaders should be involved to help promote tingtonbeochco.gov/government/departments/ed/business- an alternative travel to automobiles. For more information, improvement-districts/downtown-valet-link.cfm. visit www.walkingschootbus.org. Bicycle Ambassador Program \\ \s A Bicycle Ambassador Program can be implemented em- ploying paid or volunteer bicycle ambassadors to distribute education materials and provide assistance to local users and tourists. Assistance can be in the form of wayfinding, mechanical adjustments, proper bicycle riding and other local knowledge.This is particularly useful in areas with a lot of tourists who may not receive educational and outreach �- .< 7➢ �I �u material through traditional means such as a City web site, �' g a•, y' r, news outlets or official mailings.The program should include ` adequate training of ambassadors to provide this wide variety of bicycle assistance. 6 a Bicycle ambassador program logo-Ft.Collins,CO Huntington Beach bicycle valet(Source:City of Huntington Beach) HB -411- Item 14. - 109 E ! - e e = ENEIMINEEM Update and Refine City Bicycle Facility Map It is critical to provide a regularly updated map as new bicycle u: facilities are implemented or existing ones change, which users appreciate.The latest version can be made available digitally via the City web site and distributed as hard copy. A map showing the facilities,popular destinations and other useful information can encourage more bicycle use. The reverse side of the map can be used for education materials r and sponsorship information.If printing costs are prohibitive, seeking funding though grants and sponsorship is recom- mended.The cartography and graphic design work can be part of a class project through a local GIS or design class. The City provides a downloadable map as a 36" x 48" PDF file.For ease of use,the City could make this online content available as a more user-friendly Z-Card' folding map, a proprietary design easier to carry, unfold and re-fold than 77d M> conventional maps.The accompanying images illustrate an 'a �- example map distributed and updated annually by the City " of Chula Vista in southern San Diego County, as well as an excerpt from the reverse side on the next page. RP National Cift' 9 San i3 Bike PaEhPI°ra€[. - f N, wnaH:� yrroin maor Darmto ?. s i -W l \ L .. 2 c r 'y' r' a vervs rre mar na ce Paved. Sae tl� N � a $ pp wmr �� r ✓ .,. ,� �,.: � Lah�Re .4 '' F Ream walkers �- Wke Lane € s € `• ++kasrta .Oft,"r,b,xwrvarrrti 'L,` aY at mmkmxrybetay n ,mxroadwam ,FS - "` � - .Reservoir adau miaverecws nd wde�. - � bye ,J� Bak.Rasa. `t, a , 7, San a DI¢ 9 .,; ::�• >r ffi _g✓:.`. � ar,ro� me n bar ref users rail mybbn� k i - epnfiov2 Chula Vista 0 1 Mile re M E P ��-� to gar � � NNoP8r1r -- / �a�eradegr�nfaFwer wm t:arenaa �,.�0:., r i �•��� _�_. ;„�. ,+.. � "� 't '�"`eww'w°,"°.. �� �� a�a�wa�,dm war r—�-'. ng eu ^3 �-�r rostM�kaGkYe ifio rtn,W,- fitw-ny '� .1mp8C9a�EeaCti� °� San rl 'r .. ^v..,. J 'ew,i.v:ra n�r.maey., +r,1 N �, rrouts Z Example bicycle system map (http.//www.chulovistoco.gov/clean/conservation/climate/al ternotive.osp) Item 14. - 110 xB -4 t 2- k ® � e. SHARING THE "art \q\ ROAD SAFELY Please take a moment to read through these tips to learn more about cycling safety In Oceanside. Se pal lie airid be smart,Show respect for all road userit arid you'll � ,, �� To ing, get respect In return„ sright Remember.Cyclists and drivem share the same roads,have the same rights and responsiblKes,and must follow the sate irules. y �N <.' Ito n turns'make io left aAm lot, vold of I rso •? wav ftan ,..r•.• \ / /� yy/:� � c `�\� b Fib 1rpEAoo the far aid* VOW c 4861� rtc>t tr�kib �v You can WP drk ,�;: rc�ifls�ltvrrptP h� Never ride against ,traffict. Nv c '\, .. ,.�... ,.... .; .. ,. er that sort� `°fie F' t i ........ ... ...,c i �..., FioRad1 its? *'fFkz Be refpassing parked s #wfii traadii�bt a trmt realWbM ri p errs i fttk,DMI ` Waub tat le M pok c.w mr4 ft predi to,Aonit wowe n mW r 0M T Ood Wh"you ride in wrA** . y0WM a e kM rid*iri a aE tons at i at> out betw`e `i paAeO me re tl9.A rr�r r t R' Fa also F V a*4doe tw.fti*most foe b daeoa. ame d reca, aeiuted.Weer wh ar iQ to do d►et!a with fi etteiied to e tar 4 a°in Errant otyou, colorod r ing or w ro ae w .of at M1100,W5.. Portion of example educational graphics from reverse side of bicycle system map shown on previous page (http://wwwci.oceanside.ca.us/civica/filebank/bl obd load.asp?BI obl D=23073) HB -413- Item 14. - III Education Programs Institute a Public Education Campaign Aimed at Cyclist,Pedestrian and Vehicle Driver Behavior Develop an education program designed to makes streets a more pleasant and safer place,which can reduce the number of traffic-related collisions,injuries and deaths.This program can address the traffic problems by informing all users, in- cluding vehicle drivers, pedestrians and cyclists.The intent is to raise public awareness and discussion about peoples' " attitudes and actions on the streets.It can offer new ways of thinking and reinforce that laws are to be followed. Simultaneous outreach with media, targeted enforcement with cyclist and driver education, handouts, street signage \ and more will reach the widest audience.To support the effectiveness of a new facility, such as Shared Lane Mark- x ings ("Sharrows") and "Bikes May Use Full Lane" signs, this campaign must be timed to occur just before the facility is implemented. Anotherapproach is targeted outreach to individuals custom- izedtotheirinterestsandpreferences.Theoutreacheffortcan be expanded to include transit and ride share programs.This " program called SmartTrips,has been implemented in several cities and has been attributed to increasing the number of non-motorized trips in Portland. Newport Beach hung light post banners depicting a "Share the Road"message and created business cards with informa- tion about the purpose of"Sharrows."It is likely that future banners will highlight the sharrow graphic to familiarize the public with this relatively new roadway symbol. "Shore the Rood"banner-Newport Beoch(Source:Fronk Peters) The City of San Jose has developed a program and strategic objectives for this type of campaign. Information can be found at http://www.getstreetsmarts.org. The City of San Diego in partnership with the local MPO and bicycle coalition has created a public education campaign called"Lose the Roaditude."More information can be found at http:///osetheroaditude.com. u a "Shorrow"education cord-Newport Beach(Source:Fronk Peters) Item 14. - 112 H B -414- f d k W Expand the Safe Routes to School Program and Encourage All Schools to Get Involved Encouraging schools to actively participate in the Safe Routes Step 1:Form a Safe Routes to School Task Force that involves to School grant program may increase the number of chil- parents,school administrators and teachers, neighbors and dren that ride their bikes or walk to school.Inactivity among community organizations, City officials and staff, bicycle children is a health issue,one that must be taken seriously.In safety professionals and students. the age of computers,the internet and video games,outdoor activity has taken a back seat to indoor entertainment. Rid- Step 2:Evaluate existing conditions through parents surveys, ing to school is a way to get children active and to introduce student surveys,traffic counts,injury data,speed checks,safe exercise into their daily routine.Many parents feel that riding routes checklists and schools policies relevant to school travel a bicycle on the street is unsafe and do not allow their chit- modes and physical activity(i.e.,P.E.requirements,recess time dren to ride to school.Bicycle safety education is important and after-school activities). and can be incorporated into after school activities for both Step 3:Expand the circle by presenting findings to the com- children and parents. munity, holding a design workshop, having an open house Funding to support these education efforts can be obtained and convening a strategy meeting. at both the federal and state level for a Safe Routes to School Step4:Develop a project listand accompanying map by iden- program.This funding can be used for a variety of activities tifying problem areas,setting priorities,grouping projects by including site specific evaluation and planning, infrastructure geographic area,identifying short-term and long-term solu- costs and education programs.The Public Works Department tions,costing out the program and using the whole toolbox of the City of Huntington Beach has successfully used the Safe of solutions (education, encouragement, enforcement and Routes to School Grant program to obtain funding for physical engineering). improvements through capital grants.Future grant awards could be usedfor more programmatic elements like student education. Step 5:Make it off icialby going through the regular planning process and having the plan adopted in the City plan. Assistance with funding applications and program facilitation is available from local non-profits.More information can be Step 6:Get improvements funded by developing a funding found at http://www.saferoutesinfo.org. program,identifying funding opportunities and working with the City to apply for grants. The following are steps to begin the development of a Safe Routes to School Program: • Include youth perspectives in the development of the Safe Routes to School improvement plan. • Determine areas of the improvement planning process that student perspectives will be most useful. • Have students make field observations and conduct assessments on their knowledge, attitudes and beliefs around Safe Routes to School concepts. • Integrate student assessments into the planning process. • Identify a youth Safe Routes to School liaison at the par- ticipating school district and/or school. • Use the SafeRoutes toolkit for in-depth descriptions of classroom activities to educate students during the as- sessment step: http://www.saferoutesinfo.org/resources/ index.cfm. Street crossing-Montclair,NJ((Source:wwwpedbikeimoges.org)) Hs -415- Item 14. - 113 Institute a Cycling Education Program through Schools or City's Parks and Recreation Department Teaching cyclists how to safely ride their bicycle on the streets With the financial support of the Texas Department of of Huntington Beach is an important element in making the Transportation,the U.S.Department of Education and com- Citya saferplaceto ridea bike.Currently,Huntington Beach of- mitted private and member donors, TBCEF is able to offer fers classes through Parks and Recreation.However,expanded the certification training and all curriculum materials to each class options are encouraged in schools or bicycle clubs. participating teacher for free. The SafeCyclist Program has gained both national and international recognition and is There are numerous examples of successful programs considered the model for youth bicycle safety education. In throughout the country.Education programs will need sup- 2003, the National Highway and Traffic Safety Administra- port from the school administration,teachers, parents and tion (NHTSA) conducted an evaluation of the program and community. Education should be considered as essential, if concluded that the program positively influenced children's not more essential,than new bicycle facilities. behavior,essential skills and knowledge gain. Among existing programs,the SafeCyclist curriculum is na- If it is not possible to fit it in the curriculum or budget,this tionally recognized as a comprehensive bicycle safety educa- program can be a successful after-school or summer school tion course.It is directed atfourth and fifth grade elementary program. An interested bicycle club could host a bicycle school physical education teachers and their students.In an education class for the children of its members.The children attempt to institutionalize bicycle safety and physical fitness can learn while the parents are out for a ride.Seeking finan- standards in Texas schools,the Texas Bicycle Coalition Educa- cial support from a private health care source,like the Kaiser tion Fund (TBCEF) sends field instructors to school districts Permanente Foundation,is also an option. across the state to train and certify P.E.teachers in the pro- gram so that they may,in turn,train their students in bicycle To support expanded education efforts,there is a need for and pedestrian safety education. Teachers report that the more licensed cycling instructors in Huntington Beach.The SafeCyclist Curriculum is easy to implement in the classroom training for Leagueof American Bicyclists cycling instructors is and that students enjoy the materials. done in groups as needed when the number of interested cy- clists reaches a minimum.The City,HuBBA,local bicycle club or the Bicycle Advisory Committee must coordinate efforts to gather interest from City departments, local volunteers, advocates and cyclists. r �A �\ s` NMI 01 4000 00 SOON\ r Bike rodeo-Phoenix,AZ(Source:www.pedbikeimages.org) Item 14. - 114 HB -41 6- E f E f Include Education Messages in Local Activities Implement a Proper Helmet Use Program Increased education for vehicle drivers and cyclists is needed. There are many resources available for assistance with cur- Increase public awareness of the benefits of cycling and of riculum,materials and information about bicycle safety and available resources and facilities.Getting more people on bikes specifically helmet usage, fitting and safety statistics.The will also help modify vehicle drivers'behavior.In other cities, California Department of Public Health lists California specific the primary method of education being used to reach both resources for teachers:http://www.cdph.ca.govlHEALTHINFOI vehicle drivers and cyclists is the LAB's BikeEd Road 1 course. 1NJVIOSAF/Pages/Bicycle5afety.aspx. More educational opportunities such as bicycle rodeos,public The Bicycle Helmet Safety Institute is another resource with service announcements and increased education at schools a wealth of information, links and free toolkits. It is a small, are opportunities to be investigated to increase awareness non-profit consumer-funded program providing bicycle within the city and to demonstrate to more people that cy- helmet information at http://www.bhsi.org. cling to work orfor recreation is easy,safe and fun.The Orange County Bicycle Coalition (OCBC) and HuBBA are other local Expand Driver Education Efforts resources to utilize for information and assistance. Expand education efforts with the installation of"BICYCLES MAY USE FULL LANE"signage and application of shared lane Install Warning Signage along Popular Routes markings.Educating vehicle drivers and cyclists is an impor- Warn vehicle drivers that there may be cyclists sharing the tant tool for the safety of those using the roads.The more roadway with them. Increase vehicle drivers' awareness of knowledgeable all users are about the rights and rules each cyclists with cautionaryand safety messages.Cycling is an im- party has,the less potential there will be for conflict and inci- portant component of the transportation system and should dents.The education effort should include working to add the be respected by other modes of transportation. However, "share the road"message in local driver's education classes. since cyclists are more vulnerable to injury in a collision with These efforts to education can be in driver's education,lunch an automobile,vehicle drivers should pay particular attention seminars,through the Huntington Beach Police Department, to their presence and safety. fliers in water bills,messages on HBTV3 and light post ban- ners. Long Beach has aired several educational messages The"Bikes May Use Full Lane"Sign (R4-11) may be used on through the theme"Love Letters" between a bicycle and a roadwayswhereno bicycle lanes or adjacent shoulders usable car.These videos can be viewed at http://vimeo.com/45808780. by cyclists are present and where travel lanes are too narrow for cyclists and motorvehicles to safelyoperate side-by-side. This will coincide with wherever a Shared Lane Marking is used,on most Class 3 facilities planned throughout the City. Additionally,a bicycle warning sign"Share the Road"(W11-1 and W16-1P)can be placed as appropriate. f WON d�b Sign R4-77 (CA MUTCD) uk I U-1 � .: FULL LANE �. "Love Letters"-City of Long Beach web site screen capture HB -41 7- Item 14. - 115 Enforcement Programs Maintain a Police Bicycle Liaison Encourage Targeted Enforcement This liaison would be the main contact for the residents con- The Huntington Beach Police Department should continue cerning bicycle-related incidents. A liaison that serves the to use targeted enforcement to educate vehicle drivers and cycling community is an integral piece of communication cyclists about applicable traffic laws and to share the road. between law enforcement and the cycling community.The These efforts are an effective way to expand driverand cyclist liaison would be in charge of educating fellow officers about education. Targeted enforcement should be expanded to bicycle rules, etiquette and behavior to better serve both warn and educate vehicle drivers and cyclists about break- vehicle drivers and cyclists alike,such as recognizing lawful ing the laws, the rules of the road and safety procedures. lane positioning. This liaison should be trained in bicycle This could be in the form of a brochure or tip card explaining safety,as well as ride a bicycle while on duty,as appropriate. each user's rights and responsibilities.This will help educate Allocate funding for the training and support of this duty,as law enforcement,vehicle drivers and cyclists.Possible traffic well as for necessary bicycle equipment. safety problems where enforcement is part of the solution Taking advantage of the liaison's intimate knowledge of local may include the following: cycling conditions and trends,the City could rely on its liaison Vehicle Drivers to make recommendations to revise City codes and policies to . School zone traffic law violations improve safety and convenience. • Illegal passing of school bus This has been successful in Los Angeles.Four officers are solely • Parking violations — bus zone, crosswalks, residential dedicated to bicycle safety and outreach, one for each Los driveways,bicycle lanes,time zones Angeles Police Department Traffic Division.Each Traffic Divi- • Opening vehicle doors into cyclists'path of travel sion is responsible for the investigation of traffic collisions and . Violating cyclists'right-of-way traffic-related crimes located in its respective bureau. • Harassing cyclists • Passing cyclists too close Cyclists • Wrong-way cycling,helmet use,and lane positioning e u Y y ti e\ gii Officer conducting bike rodeo(Source:Prescott Area Daily Photo) Targeted enforcement(Source:www.pedbikeimages.org) Item 14. - 116 HB -418- f f ® t lw�u� Engineering Programs and Policies Establish a Law Enforcement Referral Process Practice a"Complete Streets"Policy At Design a communication process that encourages students The City of Huntington Beach has adopted a "complete and parents to notifytheschool and police of theoccurrence streets" policy. Every street should accommodate cyclists, of crash or near-miss during school commutetrips involving pedestrians, vehicle drivers and transit users. A complete auto, bus, pedestrian,or bicycle transportation. Include the streets policy will enhance the effectiveness of bicycle use Huntington Beach Police Departmentand Cityof Huntington throughout the City by having facilities that will accom- Beach Public Works in this reporting system to help produce modate bicycle travel as well as walking and vehicle driving. more valuable data.Enlist the help of law enforcement with The City of Seattle has documented their complete streets a number of traffic safety duties: policy implementation here:http://www.seattle.gov/transpor- • Enforcement of traffic laws and parking controls tation/compSt how.htm. through citations and warnings. • Targeted enforcement of problem areas-an intensive, Expand and Maintain the Bicycle Network focused effort during the first two weeks of school and Expand bicycleaccessto all parts of the Citythrough a signed a strategy for the rest of the year. network of on and off-street facilities, low-speed streets • Participation in School Safety Committees and Safe and secure parking.Assist cyclists to cross barriers (such as Routes to School task force to help identify safety prob- Interstate 405) and to reach their desired destinations in a lems and solutions. convenient, timely and comfortable manner on a bicycle route network. Consider bicycle-friendly design using new Los Angeles has a successful program called the LA Bike Map® technologies and innovative treatments at intersections and that allows cyclists to submit incidents,see them displayed on roads and bikeways. Install bicycle stencils and bicycle- instantly,and study the overall pattern,dynamically, in one sensitive loop detectors(or other detector type)on bikeways place:http://bikesidela,orgllabikemap. as part of new signals, signal upgrades and resurfacing/ re-striping projects conforming to the latest CA MUTCD \ guidelines.Morefacilities within the bicycle network will en- courage bicycle useas a transportation and recreation mode. Drivers will note increased bicycle use throughout the City, which acts as a recurring reminder to safely share the road. Implement candidate facilities through prioritized projects „- corresponding with available funding. . , Local cyclists should be involved in identifying maintenance IJ needs and ongoing improvements.Develop a maintenance schedule for bicycle facilities.This includes regu lar sweeping .4 and debris removal.When the City or other agencies such as utilities repair roads,the road needs to be restored to satisfac- . tory quality,with particular attention to surface smoothness and restriping suitable for cycling. T LA Bike Map®web site image capture xB -41 9- Item 14. - 117 Require Training for City Staff and Law Enforce- Promote Intermodal Travel, ment on Accommodating Cyclists The City can do this by increasing connections between pub- Require and provide expanded training opportunitiesfor en- lic transport and bicycles, by improving access and bicycle gineering,planning staff and law enforcement on how to best parking at bus stops and other public transport vehicles.This accommodate cyclists. Help City staff to better understand can be enhanced by distributing information via local media cyclists' needs and behavior, their right to use City streets, and on transit facilities on cyclists'options to put their bikes as well as multi-use paths for transportation.For example,in on a bus rack or in a train car to travel outside the City without California a source for outside evaluation is the Institute of the use of personal vehicle. Transportation Studies atthe University of California,Berkeley, which has been one of the world's leading centers for trans- Additionally, the support of expansion of local or regional portation research,education and scholarship. Its mission is transit supports cycling.Every rider of transit walks or bikes to to conduct research and provide instruction to transportation and from their transit stops.What benefits transit most often professionals.Additionally,the City can contact the Orange also benefits other modes of non-motorized transportation. County Bicycle Coalition (OCBC) for staff training available Identify Opportunities to Make Engineering on a fee for service basis.Membership to the Association of Pedestrian and Bicycle Professionals (APBP) includes a sub- Improvements scription to an email listservthat providesan active discussion Engaging the public and school officials on the need to im- on planning and engineering questions relating to bicycle prove facilities at schools is important to promote walking and pedestrian facilities.APBP and other related groups offer and biking to schools, transit stops and shopping centers. webinars on a regular basis. Examples of items to address are: Increase the Amount of Secure Bicycle Parking Traffic control signs in school zone—legible,visible and placed properly This is an important recommendation because Huntington Beach simply needs more bicycle parking. As heavy as de- Curb and pavement markings — crosswalks, parking mand is now,it is likelyto increase as recommended facilities, controls,bicycle lanes and sharrows programs and policies are implemented. Signal timing adjustments—especially during morning and afternoon peak times,to allow more time for chil- The City should provide plentiful,high quality bicycle parking dren to cross the street to complement the existing and proposed bicycle network. Increasing bicycle parking,especially in areas of high bicycle Vegetation trimming and object removal from side- traffic, will encourage more bicycle use as cyclists become walks and paths more accustomed to finding safe places to park their bikes • Drop-off/pick-up operations—safe,efficient,monitored at their desired destinations.The downtown and beach areas and enforced exhibit the highest demand, especially during the summer . Off-street lots for drop-off/pick-up and during events at all times of the year.The Downtown Spe- cific Plan suggests specific locations,including near the pier. Parking controls—bus zone,ADA spaces,truck loading, no parking and time zones Short- and long-term bicycle parking should be provided at employment centers and multi-family developments, at Traffic safety monitoring,supervised crossings and school zone enforcement schools,special events,recreational areas and transit facilities. If there is a safe,weather-proof place to park their bicycles,em- • Street signage for cyclist and driver education ployees may be more inclined to commute by bicycle to work. . Traffic calming Bicycle racks, especially those outdoors along the beach, should be monitored for rust and disrepair.See Appendix Afor more information on how to select and install bicycle racks. Item 14. - 118 HB -420- Evaluation and Planning Programs 5 r Integrate Cycling Network Improvements into Land Use Planning and Development Future developments such as businesses,parks and residential developments need to take into account bicycles as a mode of transportation and incorporate appropriate facilities to meet their needs.Secured bicycle parking such as racks or lockers, as well as showers and changing rooms are a few examples of incorporating facilities within new developments,along with multi-use paths and bicycle lanes.As a condition of project approval,require development projects to construct adjacent bicycle facilities included in the proposed system and provide adequate bicycle parking. This includes coordinating bikeway improvements to coincide m� with already scheduled and funded projects to minimize any overlapping costs or work. For example, include bikeway improvements in the City's Capital Improvement Program. Several cities have bicycle parking ordinances with minimal requirements for new developments.A copy of a model or- b"', dinance for California cities can be found at http://Changelab- sol utions.org/publications/CA-bike-parking. Seattle uses a Complete Streets Checklist to review any ma- jor capital projects: http://www.seattle.gov/transportation/ compSt how.htm. Continue to Support a Permanent Bicycle Ad- visory Committee The existing Bicycle Advisory Committee(BAC)assists the City with implementation of plan projects,policies and programs. City Hall bicycle racks The BAC allows City staff, volunteers and bicycle advocates to continue efforts to improve cycling throughout the City. This group acts as a community liaison and addresses issues ofconcern to local cyclists.The BAC can reviewthe implemen- tation and regularly evaluate the progress of improvements in the Bicycle Master Plan.City support for budgeting time and resources for City staff and elected officia Is to attend and support these meetings is recommended. HB -421- Item 14. - 119 aiii Consistency and Cooperation Create City Staff Bicycle Coordinator Position Strive for intra-agencycoordi nation within the City to ensure The position of a bicycle coordinator or program manager that this Plan's recommendations are incorporated at every can help coordinate between different City departments to level of transportation planning,engineering and design.En- ensure consistency and cooperation in planning projects.A sure all City policies,plans,codes and programs are updated bicycle coordinator would manage programs and implement and implemented to take advantage of every opportunity to projects listed in the Bicycle Master Plan. The coordinator create a more bicycle-friendly community.An integrated ap- would be responsiblefor updating the plan in a timely manner proach results in creative funding opportunities,synergistic and maintaining a prioritized list of improvements,updated teamwork and successful projects.An example is a Portland, cost estimates and appropriate funding sources.These are Oregon project integrating traffic-calming measures and critical to integrating cycling into theCity's plans and projects stormwater retention. Intersection curb extensions were and the investment in a staff position would show the City is installed to serve as a traffic-calming measure,but they were committed to "complete streets"transportation system.This also designed to serve as catch basins to capture stormwater. investment is also often returned since this position usually is This ingenious program is called Portland's "Greenstreets responsible for securing state and federal funding for bicycle Program"and allowed the city to utilize stormwater retention projects.For more information,see a full report at http://www. funding to install otherwise costly traffic-calming infrastruc- bikeleague.org/resources/reports. ture that also improved the local urban visual environment. Cooperation should also extend beyond City limits.Coordi- nate with adjacent military, local and regional agencies to ensure strong bicycle connections and inclusion of the City's plans in other planning efforts. Item 14. - 120 HB -422- a Develop a Bicycle Report Card The City could develop a bicycle report card,a checklist used to measure the success of plan implementation and actions Key adings In.Son Fivneisea lbr2oll'..", within the City.The report card could be used to identify the magnitude of accomplishments in the previous year, since" c t d an fmpreiilver inception and general trends. 71 are i .� . h The bicycle report card could include,but be not limited to, te of 10,,. , riders i a wide menu of factors that the City could present together Ta ft .,,.M" '' i ; as a report card or a la carte: qPP ra • System completion out f- ilnvrf total , cr tt males • Travel by bicycle or on foot(counts) SfWAsurveydato, f ✓. ref • Safety Of tt rt .San dsca orb made ., bicycle, A increasofii.mode sharesince, 0 when • Funding ' t'y t W As opposed to focusing on the actual annual change in LOW Septernber h0s,483% ire tt • a given category, the City could establish the report card Au to track trends. For example, an upward trend in travel by Via. . of Mims U'se bicycle rrt " bicycle would be viewed as a success, regardless of the specific increase in the number of cyclists or walkers.Safety m should be considered relative to the increase in cyclists and Manual Count T s. walkers. Sometimes crash numbers go up simply because cycling increases, at least initially. Instead, measure crashes , as a percentage of an estimated overall mode share count. , A major portion of the bicycle report card would be an evaluation of system completion. An upward trend would z � , r - ,�� <• indicate that the City is progressing in its efforts to complete the bicycle network identified in this document.The report N card could be updated annually and could be expanded to included elements of other transportation modes in the City, such as transit or pedestrian mobility.The report card could be developed to utilize information collected as part of an- nual and on-going evaluations,as discussed in the following sections.The report card is not intended to be an exhaustive 2W ZW7 2M 2ON 2M Zell. effort for City staff, but rather a straightforward means of Thy count trend since_2W6 during, , :' , - conveying the results of the City's recent efforts to the public. P.rm-Peak c6 n rise. If a committee is appointed to help implement the Plan and `A*A"rmdrnateV 2S%Of the reldl t!� P." guide future progress as it relates to cycling in the city,it can shiNngtheMUMOMM earl aura f kr tf m� be a task of the committee to review the report cards and adjust future plans and goals accordingly. Bicycle Report Card excerpt-San Francisco MTA The City of San Francisco publishes their Bicycle Report cards online at http://www.sfbike.org/?reportcard. HB -423- Item 14. - 121 Conduct Annual or Seasonal Cyclist Counts Review Collision Data Conduct regular cyclist counts throughout the city to deter- The Huntington Beach Police Department should continue to mine mode share baseline and changes. Gathering cyclist collect and track collision data.Regular reports of traffic colli- counts would allow the Cityto collect information on where sions should be presented at the Bicycle Advisory Committee. the mostcycling occurs.This assists in prioritizing andjustify- Traffic collisions involving cyclists could be reviewed and ing projects when funding is solicited and received. Cyclist analyzed regularlyto develop plansto reduce their frequency counts can be advantageous in collecting data to study and severity. Any such plans should include Police Depart- cycling trends throughout the City. Analysis that could be ment involvement and should be monitored to determine conducted includes: their effectiveness.Results of the number of bicycle-related • Changes in volumes before and after projects have traffic collisions should be recorded in the bicycle report card. been implemented Quantify Encouragement Efforts • Determining needs for non-motorized facilities As part of education and encouragement goals, the City • Trip generation rates should strive to conduct and quantify the results of at least • Prioritization of local and regional projects one bicycle-related encouragement event per month. Ex- amples of encouragement events include Bike-to-Work day • Research on clean air change with increased bicycle use events, bicycle rodeos,ciclovias,etc.An annual events tally • Traffic impacts could be completed in conjunction with publication of a bicycle report card. Counts should be conducted at the same locations and at the same time every year. Conducting counts during different times of the year may be beneficial to understand the differ- ences in traffic patterns throughout the year. In addition,bicycle counts should be collected as part of any existing traffic counts.Results of the number of cyclists should be regularly recorded for inclusion in the bicycle report card. Item 14. - 122 HB -424- p' 3 • • • ............ Neighborhood Electric Vehicles (NEVs) Neighborhood Electric Vehicles(NEVs)are becoming popular State law treats NEVs differently from the approach used for as an alternative to standard motor vehicles,especially in ur- bicycles and other low speed vehicles. NEVs are prohibited ban areas and for short trips wherethe local climate supports from use on streets with speed limits greater than 35 mph, the use of these often open-sided vehicles. The California yet bicycles can be used on most streets regardless of speed Air Resources Board(CARB)classifies NEVs as zero emissions limit. In addition,electric scooters can be ridden on streets vehicles. Legally, NEVs are"Low-Speed Vehicles"as defined with speed limits of 25 mph, or on streets with limits of 30 by CVC Section 385.5: mph or more if marked with bicycle lanes.Scooter users must use the bicycle lanes and followthe same rules as cyclists.On of A"low-speed vehicle"is a motor vehicle that meets all residential streets with their typical 25 mph speed limits,NEVs of the following requirements: function within the travel lane,and not in the bicycle lanes. (1) Has four wheels. There is interest in expanding the network of NEV-accessible (2) Can attain a speed,in one mile,of more than 20 roadways in Huntington Beach to allow a larger travel area miles per hour and not more than 25 miles per hour, by removing existing legal barriers imposed on their use by on a paved level surface. being restricted from the higher speed streets. This is an evolving issue as mobility choice initiatives,especially those (3)Hasa gross vehicle weight rating of less than 3,000 that support California's climate change mandates,continue pounds. to be debated at the state level. (b) (1) For the purposes of this section, a "low-speed ve- Since state law does not allow NEVs or golf carts within bicycle hicle" is not a golf cart,except when operated pursuant lanes on streets with speed limits greater than 35 mph, ex- to Section 21115 or 21115.1. panding NEV use to would require the City to secure special study status through the legislature.NEVs could then operate hood "low-speed vehicle"is also known as a"neighbor- within these bicycle lanes,but only on designated streets with hd electric vehicle." speeds greater than 35 mph.Wider joint-use lanes may be To satisfy federal safety requirements for manufacturers, acceptable,as has been done in several California cities.On NEVs must be equipped with three-point seat or lap belts, thesedesignated streets,the City could adopt a new standard running lights, headlights, brake lights, reflectors, rear view dimension for bicycle/NEV joint-use lanes, perhaps 7-8 feet mirrors and turn signals. wide including gutter,and marked appropriately. �5 �a VC \\ c Typical NEV(Source:Global Electric Motorcars) Shared lane signage and markings-Palm Desert CA (Source:Alexander Meyerhoff,City MananPr nry of HnitvillP) HB -425- Item 14. - 123 Elm Equity Equity is the sixth and most recent addition to the traditional In addition to these programs,there are engineering solutions "five E's"of bicycle planning:Engineering,Education,Encour- that can encourage more riders. The planning and design agement, Enforcement, and Evaluation and Planning. The perspective used in the recommendations reflect the widely concept of equity in this context is based in transportation used "8-80" concept in which bicycle facilities are planned justice and the idea that infrastructure should equally and for users ranging from eight to eighty years old, wherever equitably address the needs of all peopleforall modes.Bicycle possible.This is reflected in recommendations for facilities infrastructure provides the community a viable and afford- such as the Huntington Beach Multi-use Path and on the able transportation choice that helps to reduce household parallel Pacific Coast Highway.Bicycle boulevards are another travel costs.Additionally,this mode serves those too young example of a type of bicycle facility that meets the needs of or too old to drive,as well as those who would simply prefer a wide range of users.Opening the flood control channels to not to own and maintain a car.This helps to make cycling a cyclists and connecting those channels safely with the road keycomponent of an equitable transportation system.Adult network is another way to expand the Huntington Beach cyclists may use a bicycle because of logistical constraints in bicycle network to serve a broader range of cyclists. their life,such as economic hardship resulting in a lack of per- sonaltransportation,age or public transit limitations. Census information addressing average median income and vehicle ownership are two particularly useful data sets that Equity among cyclists is also important.There is a wide range directly affect personal mobility.This is because persons liv- of types of cyclists and their respective comfort levels for ing in neighborhoods where these values fall well below the riding in different conditions.Not every cyclistfeels comfort- averageare more likelyto use bicycles to get around.The issue able riding in a bicycle lane or sharing the roadway with fast is therefore how readily available proposed bikeway facilities moving and/or high volume traffic.Education,outreach and are to and within these neighborhoods.Median income and encouragement programs can go a long wayto help cyclists vehicle ownership data were therefore compared with the to feel more confident about riding on the streets. proposed system map and analyzed to insure that all people and places within Huntington Beach would be equitably served by a system providing a variety of facility types, such as multi-use paths,bicycle lanes and bicycle boulevards.The following maps were developed to illustrate how the recom- mended bicycle facility network addresses areas of Huntington Beach where average median income and vehicle ownership fall below the City average. Item 14. - 124 HH -426- t t A Figure 21:Median Household Income DES \. \ ` �• 4 "T 477, `... \ AL b4A4ZK s x � i �k 1"'per � a Fin �cg 4 r: S� blChi= o � ,• Aid t� yak \��_ a aArets 71 if 66ti g BIkewaa s �: -1 a ° t 1,•Use Fla .SKI 4 z Wiii, \ q l4tonmrided Sky0e Facifffiest z: OffAuttwC*path \ axe : �.. 81xt Poole spa - ., t$AedianrNCt �� r 04y° f, tint#n Ion .gyp and � + . —Am ri Communi Qrva y 2 ' BB -427- Item 14. - 125 Figure 22:Vehicle Ownership go +: A, i ;xr 3 , L a _AFL 3s1 f f Na" r MEM ` Ell �\ � ,9,.. ELL / ka�` 'Wd mM S�' IN f ffiYSL Tra& \� z I 00 CIS n ' Qt f i f Existing S keway 1UR#Use Pattway k 41Or f Reconwriended Bicycle facififfi f Iff.f S* !h �' �• o,Lane 1� f�fsehoWt with No Car wnvrsh p— a h k$ P J , 7 Cq of urihngton h and KT � � �.. ' meHi an Cot i i °fir 20k,,A4e,tog 10 edtan In ome o Item 14. - 126 HB -428- s c e s K:w:'wui. 3.4 Implementation Potential Implementation Steps Plan implementation is necessarily multi-faceted. Besides • Preliminary design and/or technical traffic studies adoption of goals and policies,it often includes carrying out • Parking study if parking removal is recommended programs and pursuing projectfunding,whetherthrough the City's capital improvements project process or grant funding. • Construction drawings and detailed cost estimates The plan addresses goals,policies,programs and projects that • Funding(CIP,grant,etc.) may not be feasible to implement right away,but are included . Recommendations for further environmental studies to stir thinking and inspire long-term actions. • Construction Following plan adoption,the next tasks are getting the pro- grams into the City's or appropriate school district's budget, Project Phasing (short-, mid-,and long-term) grant writing to fund projects and programs,amending city Projects listed as short-term are those that would be rela- standards and design guidelines for consistency, including tively easy to implement.These projects typically have low projects in the City's ongoing capital improvements pro- construction costs,would not necessitate the acquisition of grams, and implementing goals and policies in the every right-of-way,and/orwould require onlya categorical exemp- day processes of City management, whether in site plan tion under the California Environmental Quality Act(CEQA) review,traffic enforcement or street engineering decisions. guidelines.An example ofa potential short-term project could Recommendations include education and outreach programs include restriping a roadway to include a buffer to remedy a that can be implemented by the City, schools, volunteers door zone bicycle lane. and Huntington Beach Police Department. Implementation ultimately rests on the community and City's desire to make Mid-term projects are projects that will require a small this plan a reality. amount of further study or a higher cost than projects that require only typical resurfacing and striping. Implementation Steps Implementation of some bikeways,such as multi-use paths, The long-term projects involve pursuing grant funding bicycle boulevards and other innovative techniques described opportunities or further study for the implementation of in this plan,will require a capital improvement project process, larger,and potentially more costly improvements.Examples including identifying funding, a public and environmental of long-term projects include some of the bicycle boulevard review process and plan preparation.Other bikeway improve- recommendations. ments can be integrated into planned construction,such as Program Phasing (short-,mid-,and long-term) resurfacing,reconstruction,or utility work. Program phasing can be addressed in phases in a similar The majority of bikeway facilities are provided on streets in manner.Each program is equally feasible for implementation, the form of shared roadways or bicycle lanes. Shared road- but some will just require more time and money investment ways usually require virtually no change to existing roadways, from city staff, school districts and/or public volunteers. except for some directional signs, occasional markings and Short-term programs can be implemented without significant minor changes in traffic control devices. additional costs,staff or policy change.Mid-term programs Each project will need a varying level of additional study and may require budgetary considerations or significant volunteer analysis before installation. Depending upon the project's involvement. Long-term programs will require additional complexity,some can be done by City staff or more complex staff,significant volunteer involvement,and additional fund- projects can be contracted out to consultants. ing through a grant or budget additions.On the following pages,the recommended programs from each category have been ranked based upon community workshop and Bicycle Advisory Committee input. HB -429- Item 14. - 127 #1: Huntington Beach Multi-use Path Short #1:Main Street Short #2: East Garden Grove-Westminster Channel Long #2:McFadden Avenue Short #3: Seapoint Street Multi-use Path Long #3:Graham Street Short #4: Huntington Beach Channel Mid #4:Lake St/3rd Street Short #5: Talbert Channel Mid #5:Indianapolis Avenue Short #6: Edison Greenway Mid #6:Bolsa Chica Street Short #7: Edison Greenway Mid #7:Pacific Ave(North and South) Short #8: UPRR Rail ROW Long #8:6th Street Short #9: US Navy ROW Long #9:Talbert Avenue Short #10:Palm Avenue Short #1:Brookhurst Avenue Mid #11:Center Avenue Short #2:Goldenwest Street Long #3:PCH(Goldenwest-7th) Long #1:Palm Ave Long #4: Edinger Avenue Long #2:Delaware St Long #5:PCH(Huntington-City limit) Mid #3:Orange Ave Long #6:Beach Blvd(Main to PCH) Mid #4:Utica Ave Long #7:Beach Blvd(City limit to Main) Long #8 Adams Avenue Mid #9:PCH (Goldenwest-City limit) Mid #10:Springdale Street Short #11:Heil Avenue Short #12:Edinger Avenue Long #13:Orange Avenue Short #14:Atlanta Avenue Short #15:Talbert Avenue Short #16:Adams Avenue Long #17:Ellis Avenue Long #18:Springdale Street Short #19:Graham Street Short #20:Bolsa Chica Street Long #21:Talbert Avenue Short Item 14. - 128 HB -430- _9 d ® t • i t t Encouragement Enforcement Expand Bike Month Encouragement Efforts Mid Designate a Police Bicycle Liaison Mid Improve Route Wayfinding Markers Mid Restart Adult Bicycle Diversion Program Short Host Ciclovia Events Long Continue Targeted Enforcement Short Business and Employer Incentive Programs Short Establish a Law Enforcement Referral Process Mid Implement a Bicycle Sharing Program Long Engineering Develop a Series of Short Loop Rides Short Practice a"Complete Streets"Policy Short Implement the Boltage Program at Schools Long Expand and Maintain the Bicycle Network Long Participate in Walk and Bike to School Day Short Require Training for City Staff and Law Enforce- Short ment on Accommodating Cyclists Promote the Bicycle Train Mid Increase the Amount of Secure Bicycle Parking Mid Bicycle Ambassador Program Long Promote Intermodal Travel Mid Continue the Bicycle Valet Service Short Identify Opportunities to Make Engineering Im- Mid Update and Refine City Bicycle Facility Map Mid provements Education Evaluation and Planning Institute a Public Education Campaign Aimed at Mid Integrate Cycling Network Improvements into Short Cyclist,Pedestrian and Vehicle Driver Behavior Land Use Planning and Development Expand the Safe Routes to School Program and Mid Continue to Supporta Permanent BicycleAdvisory Short Encourage All Schools to Get Involved Committee Institute a Cycling Education Program through the Mid Consistency and Cooperation Short Schools or City's Parks and Recreation Department Create City Staff Bicycle Coordinator Position Long Include Education Messages in Local Activities Short Develop a Bicycle Report Card Mid Install Warning Signage along Popular Routes Mid Conduct Annual or Seasonal Cyclist Counts Short Implement a Proper Helmet Use Program Mid Review Collision Data Short Expand Vehicle Driver Education Efforts Mid Quantify Encouragement Efforts r Mid xB _431- Item 14. - 129 Maintenance and Basic Operations The maintenance of bicycle facilities and the monitoring and their pre-construction conditions,that no vertical irregulari- assessment of their performance are critical for ensuring safe ties will result and that no longitudinal cracks will develop. and efficient travel for cyclists.This includes regular sweeping Strict specifications,standards and inspections designed to to remove debris. The "sweeping" effect of passing motor prevent these problems should be developed,as well as ef- vehicle traffic readily pushes debris such as litter and broken fective control of construction activities wherever bikeways glass toward the roadway edges where it can accumulate must be temporarily demolished.A five year bond should be within an adjoining bicycle facility. Since the potential for held to assure correction of any deterioration that might occur loss of control can exist due to a blowout caused by broken as a result of faulty reconstruction of the roadway surface. glass, or through swerving to avoid other debris, proper maintenance is directly related to safety. For this reason, Strive for intra-agency coordination within the City to ensure street sweeping must be a priority on roadways with bicycle that this plan's recommendations are incorporated at every facilities, especially in the curb lanes and along the curbs level of transportation planning,engineering and design.An themselves.The police department could assist by requiring integrated approach results in creativefunding opportunities, towing companies to fully clean up crash scene debris.This synergistic teamwork and successful projects.An example is a would prevent glass and debris from being left in place after Portland,Oregon project integrating traffic-calming measures a motor vehicle crash,or simply swept to the curb or shoulder and stormwater retention.Intersection curb extensions were area.A suggested minimum monthly sweeping schedule is installed to serve as atraffic-calming measure,but they were recommended for heavily used Class 1 and 2 facilities, and also designed to serve as catch basins to capture stormwater. twice a year where use is light. Class 3 facilities should be This ingenious program is called Portland's "Greenstreets swept twice a year. Program"and allowed the cityto utilize stormwater retention funding to install otherwise costly traffic-calming infrastruc- When any roadwork repairs are done by the City or other ture that also improved the local urban visual environment. agencies,the roadway must be restored to satisfactory qual- ity with particular attention to surface smoothness suitable Planning for bicycle facilities on roadways should begin at for cycling.Striping must be restored tothe prior markings or the very earliest stage of project development on all sizes new markings if called for in a project.Bicycles facilities also and types of roadway projects. Even the smallest roadway sometimes seem to"disappear"after roadway construction resurfacing project could result in a missed opportunity if occurs.This can happen incrementally as paving repairs are cyclists and Bicycle Master Plan projects are not taken into made over time and are not followed by proper bikeway re- ° consideration at the initiation of the project. Each roadway striping. When combined with poor surface reconstruction project should be cross-referenced with the Bicycle Master following long periods out of service due to road work,this Plan Project list to ensure any projects on the same roadway can result in the eventual loss of affected bikeway facilities and are implemented along with ongoing improvements. - s decrease the number of cyclists regularly using the facilities. Adjacent construction projects that require the demolition and rebuilding of roadway surfaces can cause problems in maintaining and restoring bikeway function. Construction activities controlled through the issuance of permits, espe- cially driveway, drainage, utility, or street opening permits, can have an important effect on the quality of a roadway surface where cyclists operate.Such construction can create hazards in the form of mismatched pavement heights,rough surfaces or longitudinal gaps in adjoining pavements,or other pavement irregularities.Permit conditions should ensure that pavement foundation and surface treatments are restored to Item 14. - 130 HB -432- �..: ... y W w� i s re _J -M RE ,A a 4%d ! f \ 4.1 Typical Construction Costs Thefollowing lists the unit cost assumptions for typical bicycle Tasks needed to be accomplished prior to facility design, infrastructure improvements used to develop cost estimates such as environmental clearance, coastal access processing for the proposed bicycle facilities.These cost estimates were or other studies,may be an additional cost,sometimes even developed based on recent construction bid results in Cali- higherthan actual project construction costs.This is generally fornia.All costs are assumed to be in 2012 dollars. addressed on a case-by-case basis since not all projects will require such additional analysis.For example,Class 2 bicycle lanes were recently exempted from CEQA review. Description Unit Cost Class 1 multi-use(4"HMAC over 8"Class 2 AB) Linear Foot $150 Class 2 bicycle lanes(minor restriping) Linear Foot $13 Class 2 bicycle lanes(restriping with slurry seal) Linear Foot $40 Class 2 bicycle lanes(streetscape reconstruction) Linear Foot $600 Class 3 bicycle route Linear Foot $1 Curb and gutter Linear Foot $21 Signs Each $150 Decomposed granite Square Foot $2.50 Bicycle rack Each $225 Restriping,minor Linear Foot $13 Restriping,major(includes slurry seal) Linear Foot $40 Retaining wall Linear Foot $80 Bicycle detection(Type D in vehicle lanes) Per Inter.Approach $4,000 Traffic signal Each $120-250,000 Roundabout Each $1.5 million New roadway Mile $4.9 million City of Huntington Beach,California•Bicycle Master Plan HB -433- Item 14. - 131 £" WIN EL 4.2 Bicycle Facility Cost Estimates Cost Categories Class 1 Multi-use Path-New Construction A list of proposed bicycle facilities was developed for the City Assumes a 10 foot wide path of four inch hot mix asphalt over with the goal of increasing connectivity and generally ex- an eight inch aggregate base.Includes striping of edges and panding the dedicated bicycle network.This section provides centerline and path signage at intersections,but no fencing planning-level construction cost estimates for the facilities or landscaping. Grading is limited to roadway excavation listed in the plan, describes the methodology behind the beneath the path.The unit cost is$700k per mile of path,and cost estimation and provides the results of the assessment. $150k per roadway intersection for installation of a signalized crossing. This does not include right-of-way acquisition or Methodology environmental remediation. Proposed facilities were classified under several categories to Class 1 Multi-use Path-Upgraded Facility help estimate costs: Assumes widening in some locations and modifications to • Class 1 Multi-use Path-New Construction curvature that would require reconstruction of the path. Additional earthwork and grading may be added in some • Class 1 Multi-use Path-Upgraded Facility areas.Due to the variability of work along the existing path, • Class 2 Bicycle Lane-Striping Only it is assumed that the cost would be half that of a new path, • Class 2 Bicycle Lane-Road Diet Restriping and is set at$350K per mile. • Class 2 Bicycle Lane-Roadway Widening Class 2 Bicycle Lane-Striping Only • Class 3 Bicycle Route This category assumes that adequate space exists along the roadway to simply add bicycle lane striping and markings • Bicycle Boulevard without modifying the roadway further. It assumes that the Each proposed facilitywas assigned to one of the categories, road is in good condition and doesn't require maintenance and a per-mile construction cost was developed for each or rehabilitation as part of the striping project.No modifica- category. The costs are based on recent construction bid tions to intersection signal equipment are assumed.The cost data for materials costs, assumptions for facility geometry, is$50k per mile. and recent experience with similar projects in Orange and Class 2 Bicycle Lane-Road Diet/Restriping Los Angeles Counties.All of the costs include the following assumed additional factors: This category assumes that there is sufficient curb-to-curb width to install the bicycle lane,but that modifications to exist- Design/Engineering 10 percent ing striping would be necessaryto make room.This includes Mobilization 10 percent removal of existing striping and installation of new striping, Minor items 15 percent as well as slurry-seal maintenance.This could be a reduction Construction Management 10 percent in vehicle lanes or narrowing of existing lanes.The assumed Contingency 20 percent unit cost is$200k per mile,with no assumed modifications to intersection signal equipment. Item 14. - 132 3ton Beach,California•Bicycle Master Plan HB -434- 120 C Results Class 2 Bicycle Lane—Roadway Widening All proposed multi-use paths were considered to be either This category assumes that the curb-to-curb width is not new construction or improvements of existing facilities,and sufficient to install bicycle lanes,and therefore the roadway assigned a per-mile cost for the length of the facility.Table 18 would be widened by 10 feet to accommodate them.This summarizes the results. includes widened pavement sections, new curb, gutter and All proposed bicycle lanes were considered to be additional sidewalk,and relocation of street lighting.Each intersection striping, restriping (for reduction of lanes or lane widths), would also be modified to move signal equipment and install or roadway widening, and assigned a per-mile cost for the new curb returns.The assumed unit cost is $2.5M per mile, length of the facility. and$250k per intersection. The Bicycle Master Plan proposes five alternatives for Pacific Class 3 Bicycle Route Coast Highway.The first four alternatives are all variations of This category assumes signage and shared-use pavement striping modifications,and therefore fall under the categoryof markings("Sharrows")along the length of the route at inter- roadway restriping/road diet.Alternative 5,however,proposes vals of 0.25 miles in each direction and at intersections.This to modify the median,shift all lanes to the north/east to allow assumes that the roadway does not require rehabilitation or room for a beach-adjacent cycle track.Because this does not maintenance.The assumed unit cost is$20k per mile. entail full reconstruction of the curbs and sidewalks, it does not fall under the category of widening. Bicycle Boulevards Based on the structural modifications to the roadway,aper- Bicycle boulevards are essentially Class 3 route facilities that may feature structural roadway modifications such as traffic mile cost of$1.OM was assigned.Assuming that the 2.0 mile calming measures or changes in intersection priority oraccess. stretch of PCH between Goldenwest Street and Beach Boule- Becausethesefacilities need tobe evaluated in more detail to vardistheonlycandidateforthistreatment,theconstruction determine the extent of extra modification,this plan assumes cost for Alternative 5 is estimated to be$2.OM. that costs are equivalent to those of typical Class 3 facilities All bicycle routes and bicycle boulevards were considered to with signage and pavement markings and would be revised include Sharrows and signage along the length of their routes, upward as needed when further study is performed. and assigned a per-mile cost for the length of the facility. City of Huntington Beach,California•Bicycle Master Plan HB -435- Item 14. - 13 3 f 0 ' R R R R R R R "-1 il unt�ngfon BeaMulti7 Upgraded Facity ? $3:5iV1 .] use Beach Paih 10 mi I, ,. e New Construction g \ 2 East Garden Grove Wei mi $3.7M - 41, minster Channel .. 6wcrossin4s p " - Nevv Constructions Likely crossing at Edward St and Palm Ave already Sea omt Street Multi-use„�� 3 $1.23M Path 1.75 signalized wlcrossvvalks;no upgrades assumed f New Constf, tion � a 4.. Huntington Beach Channel 2.5 m1 $2.5M n:. x 5 crossings ak. New ConstructionM� '5' Talbert Channel 325 mi a y $3 18M _. 6 crossings; �.,. " a: New Construction Assumes that'`current`illeandenng path�will not be 6 Edison Greenway 1.0 mi $1 OM used as part of the alignment,iridirect'and narrow, �•� g2 CCOs5ings ,and n eds rehab; ,; , �- P �. New Corstruction 7 Edison Greenway 0,5 mi $350K ` �� ucti ;sue k New Constron Path not current) feasible, cost assumes future 8 UPRR Rail ROW 3 0 mi F $ 85M abandonment and rai,l.removal'by UPRR 5 crossmgs - ` New Construction Path not currentlyfeasible;cos assum''es future 9 U5 Navy R©W 1 2 mi 587flK abandonment and rail removal by US,Navy ,: �,. R, _ -.. ,..... Item 14. - 134 gton Beach,California•Bicycle Master Plan HB -436- 122 i - ' ' ^act 7 BrookhurstAvenue StSr� ingOnl $1.75K Roadway Widening . '.Goldenwest Street 4 miles assumed that widening ouldbe required x �"�zz -V g$� as oh" deans andilane w d hs :25iV1 ed ' All V: 1 crossing %� .•. .. . i" 3 Pacific Coastifinghway(7th to Gold Road Diet/Restrrping Estrmate consistent with PCH'Alts 1-4 Alt 3 $2bflk 5 would assume increased oust due to me enwestStreet} 1 Qmi n rriidifieatiri :. W. e �EdgAI op 1 cad Die,Okestripr 4 ng { r/� mi MW Pacific Coast Hi hway{Golden west Striping Only sj aw, Estimate consistent with PCFI Alts 1 ,Alt" treettaoCity Limit) 5 $263k. 5 would assume increased cost due to rr{e 5 s n ' dian"rriodificat�cins bSeaeh Bo ievapiiig ping-7 \ $15€}k ..., Roamed Diet/RestrrpingffV . 7 Be .ach Boulevard $5 {1gk Striping OnIY � : 8 A Avenue $125k a. �. Estimate consistent with PCH''Alts 1 4,Alt 9 Paafic ast Hghway"(Huritgton Stripg Only x $ .25k :. wo�uttl,assumeincreased cost due tone_ 5treetyt�City limit) : 2.5 mi`` dian modifications,,. k - - - 10 Springdale Street Striping Oniy $25k .. ' •, :,,v ©$t71iFa .a ate" " Str ping Only Section appears to be mostly striped al 11 Heil Avenue $25k -40 10 5 ,ready. Road Diet/Rest 05 riping, 12EdingerAvenue $1a0k . < �Stripin Onl 13 Orange Avenue Y"AI Ok (3.2 rn i - Striplrig Qtlly n �. . ,14 Atlanta Avenu" $25k 0 5 mr 1 � �S�triping Only 15Talbrte Avenu'e $12 Sk ..g _:. t?25:m!., -. .•ter. Striping On lye 16 .,Adams,Avenue $1 E1k Q_ ibis :: '. � cad Diet/RestripingF k r 17 Ellis Avenue R r $ , l Striplrgai . Only „ 18 Springdale Street $62 Sk , 1 25 ni rem ,..:• � T z ` 5tripin10, giOnly 37 5k h 19 Graham Street $ s w .r *tl75Flir rni .... . SoRoad L?ret/Restripmg 2E7 Balsa Ch�ca Street $10ok , ww 11 MR. 21 Tal bert Avenue dWN Striping Only, $50k City of Huntington Beach,California•Bicycle Master Plan HB -437- Item 14. - 13 5 j: „.,�., M ;Main Street ,: . 1,25 i $25k:' " 2 fvl`cFadden Avenue 0.25 mid- $5k 3 Graham Street - >. 0-5 mi if $10kR 4 Lake Street/3rc(Street k 0.3 mi, $6k 5 Indianapolis;Avenue 0.5 mi $10k 6 1361sa Chica Street Aga . - � 0.2,5mi ..$Sk , 7 Pacific Street 1.5 mi $30k 8 6th Street 0.38 mi $8k 9 M ;,Talbert Avenue: L5 mi (''; $5k ' 10 Palm Avenue e 1.5 mi 1j, Center Avenue 0.25 mid $'Sk ,= Additional study requtredrto determine cost of traffic 1� Palm Avenue,,._ 075rnig_ $15kr _ calming andrn rovementsat intersections 2, Llelavii'are°Street 2.5 mi $50k+ Additional study required to d f"of"etermine,ccs traffic aw .; calming and improvements'at intersections a 3 Oran e Avenue 1 '17 mi - $24k+ Additional study required to determine cost of traffic g calmin and'im rovements a t`intersectionV� l Additional study.required to determine cost of traffic 4 -Utica Avenue..:, 0.,75 mi $15k P -- calming ano�j provernents'at intersections 411 *Note.Bicycle boulevards have not been implemented to the extent that other facility types have been„nor are there widely accepted standards in place.Their costs are therefore highly variable and can increase significantly if the full range of poten tial physical improvements are included,such as motor vehicle traffic diverters,median refuge islands,roundabouts,street trees, improved lighting,etc.These cost figures reflect the extreme lowrange with minimal physical improvements matching those of Class 3 bicycle routes,which typicallyindude onlysignage and shared lane("Sharrow)markings. Item 14. - 136 gton Beach,California•Bicycle Master Plan HB -438- 124 a m 4.3 Funding Sources Federal,State and local government agencies invest billions of According to the Federal Highway Administration's (FHWA) dollars every year in the nation's transportation system.Only publication, An Analysis of Current Funding Mechanisms for a fraction of that funding is used in development projects, Bicycle and Pedestrian Programs at the Federal,State and Lo- policy development and planning to improve conditions for cal Levels, where successful local bicycle facility programs cyclists.Even though appropriate funds are limited,they are exist, there is usually a full time bicycle coordinator with available, but desirable projects sometimes go unfunded extensive understanding of funding sources. Cities such because communities may be unaware of a fund's existence, as Seattle, Washington, Portland, Oregon and Tucson are or may applyfor the wrong type of grants.Also,the competi- prime examples.Bicycle coordinators are often in a position tion between municipalities for the available bikewayfunding to develop a competitive project and detailed proposal that is often fierce. can be used to improve conditions for cyclists within their jurisdictions. Much of the following information on federal Whenever federal funds are used for bicycle projects,a cer- and State funding sources was derived from the previously tain level of State and/or local matching funding is generally mentioned FHWA publication. required.State funds are often available to local governments on the similar terms.Almost every implemented bicycle pro- gram and facility in the United States has had more than one funding source and it often takes a good deal of coordination to pull the various sources together. o, vm % ca \q W ' Interstate Maintenance �. National Highway Sy tent National Highway mane Programs \ Highway Bridges E c r � ),rAM ftftfta w.. ::: SurfaceTranspartation Prugion, 5strf ...Trans tip.r a. r Transportation ernatlives Safe Routes to School *�. N Recreational Traits crsngesdon Mitigation t 1 ir: +uallty Congestion Mitigation&'TTT r Highway Safety[rnprrrvements Highway safety improvements z; Rait-Highway Crossings y" � bail- i hr ay Crossings �s Metropolitan Planning. M tropolitan planning Equity Bon �6 Forest Htgilyltdyt5 �"��L�tii�S:�CCt'S5s P'r+�gram \ ,.. �aw-..,. y. .mom.�H �........ .., i. ,.....,u- .,.,..,, ..+. ,. v ..• 'a. ...... -� HB -439- Item 14. - 137 Federal Sources The long legacy of U.S. Department of Transportation En- • Legislative Authority hancement Funds SAFETEA-LU (Safe, Accountable, Flexible, SR2S-Streets&Highways Code Section 2330-2334 Efficient, Transportation Equity Act:A Legacy for Users) has SRTS-Section 1404 in SAFETEA-LU ended and has been substantially replaced with a new fund- . Expires ing mechanism entitled MAP-21. MAP-21 (Moving Ahead for SR2S-AB 57 extended program indefinitely Progress in the 21st Century)was approved by Congress and SRTS-Pending SAFETEA-LU reauthorization. signed by the President in 2012. • Eligible Applicants MAP-21 replaces SAFETEA-LU with a similar amount of total SR2S-Cities and counties funding, but significantly changes the overall number and SRTS-State, local,and regional agencies experienced scope of programs.The number of programs has been con- in meeting federal transportation requirements.Non- solidated by two-thirds.The graphic on the previous page profit organizations,school districts,public health illustrates the relationship between the two federal funding departments,and Native American Tribes must partner sources.The Transportation Enhancements(TE)program has with a city,county,MPO,or RTPA to serve as the re- been eliminated and replaced with Transportation Alterna- sponsible agency for their project. tives (TA).The Recreational Trails program is now housed Eligible Projects under the Transportation Alternatives Program. Bicycle SR2S-Infrastructure projects projects remain eligible for major funding and MAP-21 does SRTS-Stand-alone infrastructure or non-infrastructure have an emphasis on safety and active transportation with a 30 percent increase in CMAQ,doubled Highway Safety Im- provement funds and specific mentions of bicycle projects. Local Match SR2S- 10 percent minimum required There are still many unknowns regarding the details and in- SRTS—None terpretations of these changes.The federal levels of funding and scope have been set,yet it remains to be defined how SR2Project Completion Deadline the state and local programs will individually implement afe -Within 4 h years after project funds are allo- c these funding mechanisms.For more in-depth information on Sated to the agency the funding changes and the regional funding implications, SRTS-Within 4 Jz years after project is amended into FTIP contact OCTA Federal Relations Manager,Richard Bacigalupo Restriction on Infrastructure Projects or visit OCTA's Website:About OCTA-Government Relations SR2S-Must be located in the vicinity of a school http://www.octo.net/About/Government-Relations/Federal- SRTS-Infrastructure projects must be within 2 miles of Relations/Overviewl a grade school or middle school Safe Routes to School Programs • Targeted Beneficiaries SR2S-Children in grades K-12 There are two separate Safe Routes to School Programs ad- SRTS-Children in grades K-8 ministered byCaltrans.There istheState-legi slated program . Funding referred to as SR2S and there is the Federal Program referred SR2S-$24.25M annual funding to as SRTS.Both programs are intended to achieve the same SRTS-$23M annual funding basic goal of increasing the number of children walking and cycling to school by making it safer for them to do so.The The Safe Routes to School Program funds nonmotorized facili- differences between the two programs are as follows: ties in conjunction with improving access to schools through the Caltrans Safe Routes to School Coordinator. For more information visit: http://www.dot.co.govlhgAocalProgramsl s a fero u tes/s a fero u tes.h tm Item 14. - 138 KB -440- s Department of the Interior- Land and Water American Recovery and Reinvestment Act 2009 Conservation Fund (LWCF) The$789 billion economic stimulus package provides $27.5 The U.S. Recreation and Heritage Conservation Service and billion to modernize roads and bridges and includes a three the State Department of Park and Recreation administer this percent set aside of each state's share of the$27.5 billion for funding source.Any projectfor which LWCF funds are desired the Transportation Enhancements Program. At least half of must meet two specific criteria.The first is that projects ac- thefunds must be obligated bystates within 120 days,or the quired or developed under the program must be primarily U.S.Secretary of Transportation can recall up to 50 percent for recreational useand not transportation purpose-sand the of the unobligated funds. second is that the lead agency must guarantee to maintain Also included is $8.4 billion to increase public transporta- thefacility in perpetuityfor public recreation.The application tion and improve transit facilities; $8 billion for investment will be considered using criteria such as priority status within in high speed rail and$1.5 billion for a discretionary surface the State Comprehensive Outdoor Recreation Plan (SCORP). transportation grant program to be awarded competitively The State Department of Park and Recreation will select by the Secretary of Transportation. which projects to submit to the National Park Service(NPS) for approval.Final approval is based on the amount of funds The Federal Highway Administration (FHWA) and Federal available that year,which is determined bya population based Transit Administration have issued guidance to assist state formula.Trails are the most commonly approved project. and local agencies in preparing for implementation of the stimulus bill.The guidance includes Q&As and actions that Rivers,Trails,and Conservation Assistance can be taken to expedite economic recovery projects. Program (RTCA) The Rivers,Trails and Conservation Assistance Program is the Other Bicycle Infrastructure Funding Options community assistance arm of the National Park Service.RTCA Additionally,States received a one time appropriation of$53.6 provides technical assistance tocommunities in orderto pre- billion in statefiscal stabilization funding underARRA in 2009. serve open space and develop trails.The assistance that RTCA States must use 18.2 percent of their funding—or$9.7 billion— provides is not for infrastructure, but rather building plans, for public safetyand government services.An eligible activity engaging public participation and identifying other sources under this section is to provide funding to K-12 schools and of funding for conversation and outdoor recreation projects. institutions of higher education to make repairs, modernize and make renovations to meet green building standards.The Leadership in Energyand Environmental Design(LEED)Green Building Rating System,developed bythe U.S.Green Building Council(USGBC),addresses green standards for schools that include bicycle and pedestrian facilities and access to schools. Another$5 billion is provided for the Energy Efficiency and Block Grant Program.This provides formula funding to cities, counties and states to undertake a range of energy efficiency activities.One eligible use of funding is for bicycle and pe- destrian infrastructure. H B -44 t- Item 14. - 139 State Sources Streets and Highways Code State Highway Account Bicycle Transportation Account(BTA) Section 157.4 of the Streets and Highways Code requires The Bicycle Transportation Account(BTA)funds nonmotorized Caltrans to set aside $360,000 for the construction of non- facilities and access to cities and counties that have adopted motorized facilities that will be used in conjunction with bikeway master plans. Section 2106 (b) of the Streets and the State highway system. The Office of Bicycle Facilities Highways Code transfers funds annually to the BTA from the also administers the State Highway Account fund. Funding revenue derived from the excise tax on motor vehicle fuel. is divided into different project categories.Minor B projects The Caltrans Office of Bicycle Facilities administers the BTA. (less than $42,000) are funded by a lump sum allocation by theCTC and are used at the discretion of each Caltrans District For a project to be funded from the BTA,the project shall: office.Minor A projects(estimated to cost between$42,000 i) Be approximately parallel to a State, county,or city road- and$300,000)must be approved by the CTC.Major projects ways,where the separation of bicycle trafficfrom motor vehi- (more than $300,000) must be included in the State Trans- cle traff ic will increase the traffic capacity of the roadway;and portation Improvement Program and approved by the CTC.Funded projects have included fencing and bicycle warning ii) Serve the functional needs of commuting cyclists;and signs related to rail corridors. iii) Include but not be limited to: Transportation Development Act Article III • New bikeways serving major transportation corridors; (Senate Bill 821) • New bikeways removing travel barriers to potential bi- TDA funds are based on a '/4 percent state sales tax, with cycle commuters; revenues made available primarily for transit operating and capital purposes.By law,the Orange County Auditor's office • Secure bicycle parking at employment centers, park estimates the apportionment for the upcoming fiscal year. and ride lots and transit terminals; • Bicycle carrying facilities on public transit vehicles; TDA Article 3 funds may be used for the following activities related to the planning and construction of bicycle and pe- • Installation of traffic control devices to improve the destrian facilities: safety and efficiency of bicycle travel; • Engineering expenses leading to construction • Elimination of hazardous conditions on existing bike- ways serving a utility purpose; • Right-of-way acquisition • Project planning • Construction and reconstruction • Preliminary and construction engineering • Retrofitting existing bicycle facilities to comply with ADA requirements Maintenance is specifically excluded from funding and alloca- . Route improvements,such as signal controls for cyclists, tion takes into consideration the relative cost effectiveness bicycle loop detectors and rubberized rail crossings of the proposed project. • Purchase and installation of bicycle facilities such as im- proved intersections, bicycle parking, benches, drink- ing fountains, rest rooms, showers adjacent to bicycle paths, employment centers, park-and-ride lots, and/or transit terminals accessible to the general public Item 14. - 140 HB -442- p- e s e e Y Local Sources Other Sources Developer Impact Fees Local sales taxes,fees and permits may be implemented as new funding sources for bicycle projects. However, any of As a condition for development approval, municipalities these potential sources would require a local election.Vol- can require developers to provide certain infrastructure unteer programs may be developed to substantially reduce improvements, which can include bikeway projects.These the cost of implementing some routes,particularly multi-use projects have commonly provided Class 2 facilities for por- paths.For example,a focal college design class may use such tions of on-street, previously planned routes.They can also a multi-use route as a student project,working with a local be used to provide bicycle parking or shower and locker landscape architectural or engineering firm. Work parties facilities.The type of facility that should be required to be could be formed to help clear the right of way for the route. built by developers should reflect the greatest need for the A local construction company may donate or discount ser- particular project and its local area.Legal challenges tothese vices beyond what the volunteers can do.A challenge grant types of fees have resulted in the requirement to illustrate a program with local businesses may be a good source of local clear nexus between the particular project and the mandated funding,in which the businesses can"adopt"a route or seg- ment of one to help construct and maintain it. New Construction Private Sources Future road widening and construction projects are one Private funding sources can be acquired by applying through means of providing on-street bicycle facilities.To ensure that the advocacy groups such as the League of American Bicy- roadway construction projects provide bicycle lanes where clists and the Bikes Belong Coalition. Most of the private needed,it is important thatthe review process includes input funding comes from foundations wanting to enhance and pertaining to consistency with the proposed system.Future improve bicycle facilities and advocacy.Grant applications will development in the City will contribute only if the projects typically be through the advocacy groups as they leverage are conditioned. funding from federal,state and private sources. Restoration Tables 19 to 22 on the following pages summarize many of Cable TV and telephone companies sometimes need new the numerous funding sources available. cable routes within public rights of way. Recently, this has most commonly occurred during expansion of fiber optic networks.Since these projects require a significant amount of advance planning and disruption of curb lanes,it may be possible to request reimbursement for affected bicycle facili- ties to mitigate construction impacts. In cases where cable routes cross undeveloped areas,it maybe possible to provide for new bikeway facilities following completion of the cable trenching,such as sharing the use of maintenance roads. HB -4433- Item 14. - 141 E.................M. 'a M_6 Funding subject to North/South Land and Water Conserva CA Dept of Decem- 50% split.(60%for Southern California) tion Act of 1965 Parks and Rec ber Funds outdoor recreation projects STP funds may be exchanged for MAP-21 -Surface Transpor- local funds for non-federally certi- FHWA/Caltrans June 1 20% tation Program(STP) a fied local agencies.No match re- 4 quired if project improves safety MAP-21 -Transportation Funds recreational trails,Safe Alternatives(TA) FHWA/Caltrans Annual TBD Routes to School and Transporta- tion Enhancement projects FHWA/CA MAP-21 -TA-Recreational $53M Dept.of Parks Annual TBD No longer a separate program,now Trails in 2013 and Rec falls underTransportation Alternatives. MAP-21 -National Highway V01 FHWA/Callrans 20% Bicycle projects must provide a : Performance Program high degree W, 3 of safety MAP-21 -Highway Safety Bicycle projects must provide a S' FHWA/Ca trans 10% high degree of safety Improvement Program The amount of CMAQ Funds MAP-21 -Congestion depends on the states popula- Mitigation and Air Quality FH WA/Caltrans April 20% tion share and on the degree of (CMAQ) A air pollution Rivers,Trails and Conserva- Exp National Park Expenditures include bikeway plans, tion Assistance Program 1 411 August corridor st udies tudies and trails assistance (RTCA) Energy Efficiency and Department of Provided formula funding for $3M cities,counties and states to take Block Grant Program Energy part in energy efficient activities HUD&CA Funds improve land use and Community Development $3M Dept of Hous- Ongoing 10% transportation infrastructure in low- Block Grants(CDBG) ing&Com. income neighborhoods or citywide Dvpmt. for accessibility improvements. May be used to build bicycle and Federal Lands Highway $611 M FLH/FHWA Ongoing Varies pedestrian facilities in conjunc- Program 2008-10 tion with roads and parkways at the discretion of the grantee NPS/California LWCF grants may be used for Land and Water Conserva- $30M in Department outdoor recreational planning tion Fund(LWCF) 2010 of Parks and Annual 50% and for acquiring and developing Recreation recreational parks and facilities, especially in urban areas. Sustainable Communities Funding for preparing or Regional Planning Grants $68M HUD Annually 20% implementing regional plans for sustainable development American Recovery and $73 M Reinvestment Act of 2009 in CA FHWA Ongoing http://Www.recovery.gov (ARRA) for 2010 Item 14. - 142 HB -444- a j A� r .���5 ,E .:����\ ��. ,� �f M��� J?1..�" \�., ,,`ate,� '•'a. k\�� March ap- 5a State Highway Ac- plication Must have an adopted count(SHA): Bicycle $7.2M/yr. deadline. o Bicycle Transportation Plan. Transportation Account state-wide Caltrans Consult Local 10/o Funding available for all phases (BTA) Assistance of projects Office Transportation Devel opment Act(TDA)Sec OCTA Annually None 2%of TDA total,funds for tion 99234 ,z bicycle and ped projects AB 2766 Vehicle Regis- $30M in Competitive program for tration Funds 2010 SCAQ February None projects that benefit air quality Vehicle Registration 7-777, Surcharge Fee(AB 434) ll APCB July None Competitive program for RCF projects that benefit air quality Vehicle Registration 40%from Funds distributed to county Surcharge Fee(AB 434) grant APCB April None communities based on PMF source population Developer Fees or Ex- Project- Cities Ongoing None Mitigation required during actions specific land use approval process f Allocated State Gas Tax(local by State Monthly al- None Major Projects,>$300,000 Auditor- share) Auditor- location Controller State and Local Trans- Est. Road projects with bicycle portation Partnership $200M/yr. Caltrans Summer 50% lanes are eligible, requires de- Program (SLPP) state-wide veloper or traffic fee match Caltrans Minor Capital Ongoing Projects must be on state Program Varies Caltrans after July 1 None highways such as upgraded bicycle facilities Environmental State Re- None Enhancement and $10M/yr. October an- required, Individual grants limited to Mitigation Program state-wide sources Agency nually but $350K. (EEM) favored HB -445- Item 14. - 143 Grars# ik Source TCtc1l Al�4nC�t: \\ batch, a O H � Caltrans,CA Community Services and Projects must save energy, Petroleum Violation VariesServices March None provide public restitution and Escrow Account(PVEA) Develop- be approved by CA Energy ment,Air Commission and US DOE Resources Board Community Based Transportation Plan- $3M annu- o Projects must have a transpor- ning Demonstration ally Caltrans November 20% tation component or objective Grant Program Habitat Conservation CA Dept of Fund Grant Program $2M Park and October 50% Sunsets 1 July 2020 (HCF) Recreation Goal to reduce vehicle fatalities Office of Traffic Safety Varies Office of January None and injuries through a safety Program (OTS) Traffic Safety program to include:education, enforcement and engineering Safe Routes to School $24M in Caltrans April 10% Eligible for projects in vicinity Program (SR2S) 2009* of schools grades K-12 State Transportation Gives metropolitan regions Improvement Program Varies Caltrans Every 4 years None more control over state trans- (STIP) portation fund investment California The CCC provides emergency California Conservation Conserva- assistance&public service Corps(CCC) tion Corps T, conservation work. d .m:. Engage low-income and mi- nority communities in trans- Environmental Justice $9M in Caltrans Annually 10% portation projects to ensure (EJ) Planning Grants 2010 equity and positive social, economic and environmental impacts CA Natural Create or expand trails for California River Varies Resources October None walking,cycling and/or eques- Parkways Agency trian activities compatible with other conservation objectives Item 14. - 144 HB -446- m 4 r ® M ISM gyp Ux .a r, k S P Ttat Circle �WOW JA AN Ir z . TDA funds originate from a Transportation statewide sales tax of one Development OCTA Annual None quarter cent for transportation A " (March) projects,which includes two Act(TDA) percent for pedestrian and bicycle facilities. Parking Meter Districts can AN Parking Meter Annual use parking meter revenues City N/A for streetscape improvements Districts ,: Budget such as ped facilities,land- scaping&lighting. Bicycle Corridor o Eligible projects include: Improvement $4.5M in 2012 OCTA Annual 12/o provision of bicycle facilities, Program (BCI) Budget minimum recreation trails and facilities and safety/outreach programs. Created to cover expenses and 00 improvements related to tour- ism and to encourage more Transient tourists to visit.This fund may Occupancy Tax City Budget None be appropriate in areas where (TOT) heavy tourism exists such as along the waterfront, major parks and historic neighbor- hoods. Measure M2 36AM in Annual For streets and roadway im- Turnback 2009 OCTA Budget None provements,including bicycle and pedestrian facilities. Hs -447- Item 14. - 145 =Now z Funs `v �9 All \,. 11- sau 1tsfa1'fi�l✓ ` , Agency SRAM Cycling Fund $400,000+/yr SRAM Ongoing None www.sramcyc/ingfund.org Surdna Foundation makes grants to nonprofit organiza- Surdna Ongoing None Surdna tions in the areas of environ- Foundation Project-specific Foundation ment,community revitalization, effective citizenry,the arts,and the nonprofit sector. $180,000 annu- Bikes Belong Three times o Community grants focus on Bikes Belong ally Coalition a year 50% funding facilities and programs. www.bikesbelong.org Kaiser Permanente Kaiser Numerous programs supporting Community $54M annually Permanente Ongoing None Healthy Initiatives Health Initiatives A Focus active transportation is" improvements for an obesity Health Various prevention strategy. Examples Ongoing Foundations foundations include California Wellness j y Foundation, Kaiser and Califor- nia Endowment. z ...' Provides technical assistance for Rails to Trails Rails to Trails , Conservancy Conservancy converting abandoned rail cor- ' ._ _„ ridors to use as multi-use trails. ` Depends on Corporate or individual dona- Mpo Donations type of project Ongoing tions,sponsorships,merchandis- ,., ,F ing or special events. Donated labor and materials for facility construction or main- In-kind Services s Depends on Ongoing tenance such as tree planting type of project programs or trail construction and maintenance. Item 14. - 146 HB -448- a €eat 33333 p r« x w A: Design Guidelines B: Suitability Model and Project Prioritization C: Community Input Summary D: Bicycle Count Location Recommendations E: City of Huntington Beach Municipal Code Bicycle Sections F: California Streets and Highways Code Section 891 .2 Compliance KB -449- Item 14. - 147 Appendix Ao Design Guidelines Class 1 Multi-use Paths Common Issues Class 1 facilities are generally paved multi-use paths, sepa- A Class 1 bicycle facility is located within its own separate rated from motor vehicle traffic.Off street routes are rarely right-of-way,with no motor vehicle traffic permitted. How- constructed for the exclusive use of cyclists since other non- ever, Class 1 facilities are typically shared with other users, motorized user types will also find such facilities attractive. such as pedestrians or equestrians.The common issues as- For that reason, the facilities recommended in this master sociated with the design of Class 1 facilities include: plan should be considered multi-use where cyclists will share the pathways with other users.Recommended Class 1 paths At-grade Crossings-While Class 1 facilities are located on are intended to provide commuting and recreational routes exclusive right-of--way, most must deal with at-grade cross- unimpeded by motor vehicle traffic. ings at roadways or railways. At-grade crossings present several challenges,including safety issues and conflicts with By law,the presence of a Class 1 route near an existing road- automobile traffic operations.Most bicycle related collisions way does not justify prohibiting bicycles on the parallel or occur at at-grade crossings. nearly parallel roadway.Where a bikeway master plan calls for Shared Use Issues-Class 1 facilities are multi-use and not Class 1 routes parallel tithe alignments of planned roadways, for the exclusive use of cyclists, which can create conflicts these roadways should still be designed to be compatible between different user types,particularly due to speed differ- with bicycle use.Two reasons to retain parallel facilities are that an experienced cyclist may find Class 1 paths inappro- entials.Conflicts between different user types are especially likely to occurs on regionally significant recreational paths priate because of intensive use, or the routes may not be direct enough.By the same token,the Class 1 path will likely that attract a broad diversity of users. be much more attractive to less experienced cyclists than a Compatibility of Multiple Use Paths-Joint use paths by parallel facility on the adjacent street. cyclists can pose problems due to the ease of which horses In general,Class 1 facilities should not be placed immediately can be startled.Also,the requirements of a Class 1 bikewayfa- adjacent to roadways. Where such conditions exist, Class 1 cility include a solid surface,which is not desirable for horses. facilities shou Id be offset from the street as much as possible Safety - Safety issues have come up within some com- and separated from it by a physical barrier.These measures munities regarding Class 1 bicycle facilities. Class 1 bicycle are intended to promote safety for both the cyclists and facilities are typically separated and closed off from public the vehicle drivers by preventing unintended movement areas, resulting in the misconception of increased crime or between the street and the Class 1 facility. an unsafe environment. Roadside obstacles-Roadside obstacles area common issue and may include sign posts,light standards,utility poles and other similar appurtenances that impede travel. Item 14. - 148 HB -450- Appendix A: Design Guidelines Opportunities and Potential Treatments At-Grade Crossings Several design options exist for making at-grade crossings safer.The main objective is clear signage to minimize confu- sion between conflicting modes of travel.Crossings should be implemented at all at-grade crossings to clearly show that cyclists or other users may be crossing.Flashers are also helpful, especially at night to notify vehicle drivers of the crossing.The installation of a signalized crossing is preferred. ° Approaches should be somewhat offset to slow users as they Class 1 bicycle path of-grade crossing-San Diego,CA nearthe intersection.(See example at right.)These guidelines should be applied to all at-grade crossings,such as on pro- posed creek and railway corridors. Shared Use Issues of Class 1 Facilities , % , g In general, paths expected to receive heavy use should be a minimum of 14 feet wide, paths expected to experience j �\ moderate use should be at least 12 feet wide and low volume H Y aths can be 10 feet wide.Caltrans Class 1 re uirements call 'y p q ar ,�� for eight feet as the minimum width with two foot clear areas on each side. Methods used to reduce path conflicts havee\ e �� included providing separate facilities for different groups, \, � i � restricting certain uses to specific hours,widening existing facilities or marking lanes to regulate flow. Examples of all of these types of actions occur along southern California's coastal paths where conflicts between different user types Path with marked pedestrian and bicycle lanes-Long Beach,CA can be especially severe during peak periods. Compatibility of Multiple Use of Paths Joint use of paths by cyclists and equestrians can pose prob- lems due to the ease with which horses can be startled.Also, the requirements of a Class 1 multi-use facility include a solid surface,which is not desirable for horses.Therefore,where either equestrian or cycling activity is expected to be high, separate routes are recommended.On facilities where Class 1 designation is not needed and the facility will be unpaved, mountain bikes and horses can share the trail if adequate passing zones are provided,the expected volume of traffic ' by both groups is low and available sight distances allow equestrians and cyclists to see and anticipate each other. ,u. � Education of all path users in"trail etiquette"has also proven Class 1 multi-use path and adjacent horse trail-San Diego,CA to be successful on shared paths. xB -451- Item 14. - 149 Appendix A: Design Guidelines Safety Roadside Obstacles The Delaware Center for Transportation and the State of Dela- To make certain that as much of the paved surface as possible ware Department of Transportation studied the impacts of is usable by bicycle traffic,obstructions such as sign posts, Class multi-use paths to neighborhoods in relation to safety light standards,utility poles and other similar appurtenances and crime(Project Report for Property Value/DesirabilityEffects should be set back with at least a two foot minimum "shy of Bicycle Paths Adjacent to Residential Areas—2006).Examin- distance"from the curb or pavement edge,with exceptions ing multi-use paths in 12 communities across North America, for guard rail placement in certain instances. A three foot the study concluded that crime on such paths is minimal minimum is recommended.Additional separation distance and must be considered in perspective with the typical risks to lateral obstructions is desirable.Where there is insufficient associated with other similar activities.Minimizing crime on paved surface width to accommodate bicycle traffic, any paths involves ensuring that users exercise proper safety pre- placement of equipment should be set back far enough to cautions and that managers maintain the path and support allow roomforfuture projects(widening,resurfacing)to bring path use.The amount of crime in and around recreational the pavement width into conformancewith these guidelines facilities is generally correlated with the amount of crime in when the opportunity arises.Vertical clearance to obstruc- the neighboring area,and not a direct result of the path itself. tions should be a minimum of eight feet.Where practical,a vertical clearance of 10 feet is desirable. Overhead alga at ,NEWr i# ?r 1r if Frdrol deem P�Mf_modnted,s tir 9 at' th r7r ffic MIN, contrctdwce It MIN- 'M ,M d e of E;hanvO-uss p lyh Sign placement on shared-use paths(MUTCD Figure 9B-1) Item 14. - 150 HB -452- Appendix Ao Design Guidelines Permeable Pavement for Class 1 Multi-Use Paths Markings and Striping Traditional impervious surfaces such as asphalt and concrete Marking and striping are used to indicate the separation of can bedamagingto the local environment becausestormwa- directional lanes on multi-use paths. ter running off them collectsdirtand debris,and even oilfrom A yellow center line stripe is recommended where the asphalt itself,and washes these pollutants into streams, paths are heavily used, where sight distances are re- lakes and oceans. When stormwater runoff is not filtered stricted,and on some unlit paths where night time rid- through some form of treatment, it is directly transported ing is expected. The line should be dashed when ad- into the local water system.Stormwater runoff is the leading equate passing sight distance exists,and solid when no source of pollutants entering our waterways. passing is recommended. An alternative to an impervious surface for multi-use paths • A solid white line is recommended for separation of pe- is a pervious pavement such as porous concrete or asphalt. destrian traffic and bicycle/in-line skating traffic. Porous pavement is especially useful for path segments that . Solid white lines along the edge of paths are recom- cannot be drained or are subject to periodic inundation.Its mended where nighttime riding is expected. unique texture is composed primarily of angular aggregates such as crushed stone cemented together to create regular • Markings should be retroreflective. voids that allows water to flow directly downward to the un- . Consideration should be given to selecting pavement derlying substrate.The exposed coarse aggregates provide marking materials that will minimize loss of traction for enhanced traction for maintenance vehicles and bicycles bicycles in wet conditions. and can prevent hazards such as hydroplaning.The textured surface is especially beneficial during the most difficult and Note that Section 9C.03 of the MUTCD leaves the application dangerous of riding conditions,such as during rainfall,since of marking and striping of a Class 1 path optional. water does not remain on the surface and cause flooding. However,some road cyclists feel that the coarse surface can be too rough for very skinny tired bicycles.Also,this type of paving requires regular maintenance to function properly, such as periodic vacuumming. Sign R87 (CA MUTCD) BCE LANE B E 1 IN' Sign R87-A(CA MUTCD) Sign R87-8(CA MUTCD) N [m) xB -453- Item 14. - 151 Appendix A: Design Guidelines Class 2 Bicycle Lanes Recommendations The following are typical guidelines, as well as enhanced • Bicycle lanes are not advisable on long,steep downgrades, treatments,for installing bicycle lanes.Other treatments not where bicycle speeds greater than 30 miles per hour are listed in these guidelines can be considered on a case-by-case expected. If lanes are used, additional width should be basis where warranted. provided to accommodate higher bicycle speeds. Bicycle Lanes • If parking volume is substantial or turnover high,an ad- ditional one to two feet of width is desirable. This facility provides a striped lane for one-way bicycle travel on a street or highway, installed along streets in corridors If six feet is available for a bicycle lane,it is preferred to where there is significant bicycle demand,and where there maintain the six feet if adjacent to a curb with no on- aredistinctneedsthatcan beserved bythem.In streets with street parking present.With on-street parking, stripe a on-street parking, bicycle lanes are located between the four foot bicycle lane with a two foot buffer between parking area and the traffic lanes. the bicycle lane and on-street parking. Common Issues Optional Class 2 Bicycle Lane Enhancements Class 2 facilities are located on highways and must share the • Colored bicycle lanes road with motor vehicles.The most common issue associated • Distinct and unique directional signage with Class 2 bicycle lanes is safety.Traveling adjacent to mo- • Traffic calming, such as curb extensions, street trees for vehicles,especially along high speed corridors,increases and landscaping, designed to increase pedestrian and the risk of motor vehicle and bicycle-related collisions and bicycle safety injuries.Other safety issue concerns include: • Traffic control devices for bicycles at major intersections • Freeway interchanges—slower bicycle traffic can often con- flict with high speed vehicles entering and exiting freeways. References • Parking lanes — bicycle lanes are typically located be- Caltrans HDM Chapter300,California MUTCD2012 tween the parking lane and vehicle traffic lane,which cre- ates unsafe conditions when vehicle drivers are attempt- NACTO Urban Bikeway Design Guide,2012 ing to park. Model Design Manual of Living Streets,2011 • Limited Right-of-Way—roadways ideal for bicycle lanes, but with limited right-of-way can be an issue. Many ; roadways suitable for Class 2 bicycle lanes are located adjacent to residential or commercial uses that allow ` on-street parking. • Visibility—visibility of cyclists on roadways or at inter- y" sections,especially freeway ramps. Design Guidelines cs Y • Provide five foot minimum width for bicycle lanes located between parking and traffic lanes.Six feet is desired. • Provide four foot minimum width if no gutter exists.With a normal two foot gutter, minimum bicycle lane width is five feet. Existing bicycle lone on Pacific Coast Highway-Huntington Beach,CA Item 14. - 152 HB -454- Appendix A: Design Guidelines Bicycle Lane Pavement Markings The following is the suggested pavement signage for bicycle lanes from the California MUTCD. 71 MW IMS Normai vmlle low W"da erne � line p� All U 01, ka M, 72 m0es 72 es 40 B icycle lone markings w m0es (CA MUTCD Figure 9C-3) 44 g IL 4'N E, AM 720100,5 *Arrows optional(but preferred) N Jf 7Z fthas 44 IoCh ' W A F- A alko syr!lboi a-Heirnstipt!Sicyotist Symbol C-VAU4 Logends HB -455- Item 14. - 153 Appendix Ao Design Guidelines Colored Bicycle Lanes Recommendations Color is applied to bicycle lanes to enhance the visibility of • Provide additional signage with matching color. cyclists on bicycle lanes and the bicycle lanes themselves. . Use color and markings consistently. Color can be applied to the entire bicycle lane or at high-risk locations where vehicle drivers are permitted to merge into • Consider different coloring materials based on the lo- or cross bicycle lanes. cation of the bicycle lanes, amount of traffic, road and weather conditions. Design Guidelines References • Signage and dimensional guidelines are the same as a Class 2 bicycle lanes. Innovative Bicycle Treatments:An Informational Report-ITE • Avoid using blue, which is commonly designated for Pedestrian and Bicycle Council disabled facilities.Green has become the standard color for colored bicycle lanes. Portland's Blue Bike Lanes:Improved Safety through Enhanced Visibility—City of Portland, 1999 NACTO Urban Bikeway Design Guide,2012 3 � l q z� Green lone and merge area-Columbia,MO(Source:APBP) Item 14. - 154 HB -456- Appendix A: Design Guidelines Buffered Bicycle Lanes These buffers are the space between the bicycle lane and traffic lane,parking lane or both.Provides a more protected w,® x ,. and comfortable space for cyclists than a conventional bi- cycle lane. :b Design Guidelines • Signage and dimensional guidelines are the same as for ,'ey Class 2 bicycle lanes. i • Provide an additional 2-4 foot buffer or "shy zone' be- tween the bicycle lane and traffic lane and/or parking lane. `` • Line closest to bicycle lane should be dashed. • "Bott's dots"are not generally recommended in buffer uq�, q �li,t zones, but if used, should be linearly spaced 6-8 feet apart so as not to deter cyclists from entering. Recommendations • Add diagonal striping on the outer buffer adjacent to Buffered bicycle lone-San Diego,CA the traffic lanes every six feet. • On-street parking remains adjacent to the curb. • A travel lane may need to be eliminated or narrowed to accommodate buffers. References a NACTO Urban Bikeway Design Guide,2012 iilRi m a�a � ji�lli q V. Buffered bicycle lone-Huntington Beach,CA HB -457- Item 14. - 155 Appendix A: Design Guidelines Back-in Diagonal Parking y' The back-in/head-out parking is considered safer than con- ventional head-in/back-out parking due to better visibility when leaving.This is particularly important on busy streets orwherevehicle drivers mayfind theirviews blocked by large vehicles or tinted windows in adjacent vehicles. Design Guidelines _E Based on existing dimensions from test sites and permanent ; facilities,provide 16 feet from curb edge to inner bicycle lane = ry stripe and a five foot bicycle lane. Recommendations Instructional signage-Solana Beach,CA Test the facility on streets with existing head-in angled park- ing and moderate to high bicycle traffic.Additional signs to direct vehicle driver in howthe back-in angled parking works is recommended. References Back-in/Head-out Angle Parking, Nelson/Nygaard Consulting Associates,2005 City of Los Angeles Bicycle Plan Update,City of Los Angeles This design treatment is not currently present in any State or Federal design standards.It is now a standard configuration in Seattle,WA. Back-in/head-out angle parking-San Clemente,CA g � Bicycle lane with back-in/head-out angle parking Item 14. - 156 HB -458- Appendix A: Design Guidelines �~N :� Bicycle Routes �~m��� � ������m�� ����~��s � _ ThefoUnwing are typical guidelines,as well as enhanced treat- ments forinstu||ingbicyc|evou&s.Cthertrea mentsnnt|isted in these guidelines maybe considered nnacase'by'casebasis when warranted.Common issues associated with Class 3 fa- cilities are similar to Class 2 facilities,but Class 3 facilities are generally located nn roadways with lower speeds and lower traffic volumes.Class]facilities are designated asroadways with nn striped bicycle lanes,but include signagetnindicate cyclists aveaUnwed.The most common issue associated with Class]facilities is signagevidbi|ity Signing When designating a bicycle route,the placement and spac- ing of signs should be based on the California Manual on Uniform Traffic Control Devices, Part 9: Traffic Controls for Bicycle Facilities. For bicycle route signs to be functional, � supplemental plaques can be placed beneath them when Class 3 bicycle route Oceanside,CA located along routes leading to high demand destinations (e.g."To Dovvntnvvn'""To Transit[enter,^etc} Since bicycle route continuity is important,directional changes should be signed with appropriate arrow sub-p|aques.Signing should not end ata barrier.Instead,information directing the cyclist Sign D// / (CA/NUT{Z) around the barrier should be provided. If used, route signs and directional signs should be used frequently because they promote reasnnab|ysafe and efficient operations bykeeping road users informed nf their location. "BIKE ROUTE"-This sign is intended for use where nnunique designation nf routes is desired.However,when used alone, this sign conveys very little information.Itcan be used in con- nection with sub-plaques giving destinations and distances. (See Section lOO]'] nf the Co/8nnz Highway Design Manual SkJnSG45(CA/NUT{Z) and Part 913'20 of the KAUT[D for specific information on sub-plaque options.) , Roadways apprnpriatefnr bicycle use,but are undesignated' usua||ydn not require regulatory,guide nrinfnrmatinna|sign- ing inexceonfvvhatisnnrmaUyrequinedfnrvehidedriven.|n certain situations,however,additional signing maybe needed tn advise both vehicle drivers and cyclists nf the shared use Sign D/-/bR(CA/NUTCD) nf the roadway,including the travel lane. �+�n� 1'1 l �7 }�� -4�0- �°^^^^ ^-,. - ^� ' Appendix A: Design Guidelines "Share the Road"-This sign is recommended where the fol- • High volume urban conditions,especially those with travel lowing roadway conditions occur: lanes less than the recommended width for lane sharing. • Shared lanes with relatively high posted travel speeds • Other situations where it is determined to be advisable of 40 MPH or greater. to alert vehicle drivers of the likely presence of bicycle • Shared lanes in areas of limited sight distance. traffic and to alert all traffic of the need to share avail- able roadway space. • Situations where shared lanes or demarcated shoulders or marked bicycle lanes are dropped or end and bicycle and 'Bicycles May Use Full Lane"(BMUFL)-This sign (R4-11)sign motor vehicle traffic must begin to share the travel lane. may be used: • Steep descending grades where bicycle traffic may • On roadways where there are no bicycle lanes or adja- be operating at higher speeds and requires additional cent shoulders usable by cyclists and where travel lanes maneuvering room to shy away from pavement edge are too narrow for cyclists and motor vehicles to safely conditions. operate side-by-side. • Steep ascending grades, especially where there is no • In locations where it is important to inform all road us- paved shoulder,or the shared lane is not adequatelywide ers that cyclists may occupy the travel lane. and bicycle traffic may require additional maneuvering room to maintain balance at low operating speeds. A Shared Lane Markings(SLM)maybe used in addition to or instead of BMU FL signs to inform road users that cyclists may occupy the travel lane.Both the Share the Road and BMUFL , signs are recommended on most Class 3 routes. ' Sign W76-1 and W11-1 (CA MUTCD) 6AD 3 � Sign R4-11 (CA MUTCD) MAT U S]E FULL _...._... Share the Road sign-San Clemente,CA Item 14. - 15 8 HB -460- Appendix A: Design Guidelines WWI Enhanced Class 3 Bicycle Routes ' r � \, Shared Lane Marking or"Sharrow"Design Criteria The shared lane marking (SLM) is commonly used where parking is allowed adjacent to the travel lane.The center of the marking should be located a minimum of 11 feet from the curb face or edge of the road.If used on a street without on-street parking that has an outside travel lane less than 14 feet wide,the centers of the Shared Lane Markings should be F at least four feet from the face of the curb,or from the edge of the pavement where there is no curb.(Note that these criteria are evolving and that it is now common practice to place SLMs in the center of the rightmost travel lane.) Design Considerations M Shared lane markings may beconsidered in thefollowi ng situations: Shared lane marking(CA MUTCD Figure 9C-9) • On roadways with speeds of 35 mph or less(CA MUTCD) • On constrained roadways too narrow to stripe with bi- cycle lanes • To delineate space within a wide outside lane where cy- clists can be expected to ride • On multi-lane roadways where cyclists can be expected to travel within outside lanes and vehicle drivers should be prepared to change lanes to pass cyclists i m • On roadways where it is important to increase vehicle y: driver awareness of cyclists • On roadways where cyclists frequently ride the wrong way • On roadways where cyclists tend to ride too close to parked vehicles Recommendations Shared lane markings should be paired with the Bicycles May use Full Lane Signs(R4-11). Green striped lane with shared lane markings-Long Beach,CA) Further enhancements such as a green striped lane through- out the Shared Lane Marking is another enhancement being used in cities such as Long Beach and Salt Lake City. s References Caltrans HDM Chapter 300 California MUTCD 2012 NACTO Urban Bikeway Design Guide,2012 Model Design Manual of Living Streets,2011 E, Shared lane marking-Oceanside,CA HB -461- Item 14. - 159 Appendix A: Design Guidelines Cycle Tracks A cycle track is a combination between a bicycle lane and Recommendations shared-use path.This facility can be both two-way or one- . Additional signage,traffic control treatments and pave- way depending on existing road conditions, intersections ment markings is needed to direct cyclists along cycle and adjacent land use.The cycle track is a separate facility track and intersection. adjacent to a pedestrian sidewalk and physically protected from an adjacent travel lane.This treatment reduces the risk Priority needs to be on cyclist safety through intersec- of conflicts between cyclists,pedestrians and parked vehicles. tions and minimizing vehicular/cyclist conflict points. Design Guidelines References • One way cycle track:6.5 feet minimum desired Innovative Bicycle Treatments:An Informational Report-ITE • Two-way cycle track:12 feet minimum desired Pedestrian and Bicycle Council • Cycle track buffer:three feet minimum desired NACTO Urban Bikeway Design Guide,2012 • This facility separates cyclists from the road through ei- ther parked cars, planting strips, bollards, raised medi- ans,or a combination of these elements. • Can be placed on lower speed urban streets or streets with high ADTs and speed,.but they should have with long blocks and little to no driveways or midblock ve- hicular access points i_ Ip'r �Y� fi v� Cycle track examples Cycle track-Long Beach,CA (Upper image illustrates buffered and colored con- fic]urotion and lo'✓ver illustrates raised configuration) Item 14. - 160 BB -462- Appendix A: Design Guidelines Bicycle Boulevards Recommended Enhancements The purpose of creating bicycle boulevards is to provide a • Provide directional signage and/or special street sign primary bicycle friendly route to improve safety and con- design at all intersections. venience of cycling on local streets. Bicycle boulevards are . Provide continuous"Bike Boulevard"signage along route. typically used on residential streets parallel to nearby arterial roads on routes that have high or potentially high bicycle • Increased pavement markings and/or unique pavement traffic.A bicycle boulevard is a roadway available to vehicle markings such as colored bicycle lanes,Shared Lane Mark- drivers,but prioritizes bicycle traffic through the use of vari- ings("Sharrows")or"Bike Boulevard"pavement legends. ous treatments. Motor vehicle traffic volume is reduced by . Periodically re-route vehicular traffic off street without periodically diverting vehicles off the street and the remain- affecting emergency vehicle response. ing traffic is slowed to the same speed as bicycles. Bicycle boulevards are most effective when several treatments are • Limit stop signs and signals to greatest extent possible used in combination. The design features associated with a except where they help cyclists maneuver through busy Bicycle Boulevard can help: intersections. • Increase pedestrian,cyclist and overall community feel- • Alter major intersections with bicycle sensors, cross- ings of comfort and safety. ing actuators,directional signage.Other treatments for intersections can include traffic circles, bulb-outs and • Increase cycling and walking. high visibility crosswalks. • Improve wayfinding. • Add street trees and landscaping. • Discourage neighborhood cut-through traffic. • Route design, amenities and signage must be consis- • Calm and reduce neighborhood traffic. tent throughout entire bicycle boulevard. • Provide shade for pedestrians and cyclists. • Install bicycle parking at applicable locations along route. • Create a pleasant corridor through City center. k $ Bicycle boulevard intersection treatment-Son Luis Obispo,CA Bicycle boulevard pavement symbols-Son Luis Obispo,CA HB -463- Item 14. - 161 Appendix A: Design Guidelines Some optional Class 3 Bicycle Route enhancements for a • Place destination and distance signs every quarter mile, bicycle boulevard include: prior to signalized intersections, and in the block prior • Sharrows or Bike Boulevard pavement markings to the junctions with other bicycle facilities • Traffic calming (curb extensions, roundabouts, street • Place bicycle boulevard identification signs placed at trees and speed tables)designed to increase pedestrian least at every other corner and bicycle safety • Avoid obscuring vegetation or other visual impediments. • Distinct and unique directional signage • Where wrong-way riding is known to occur, install DO • Traffic control devices for bicycles at major intersections NOT ENTER signs with the bicycle symbol, as well as informational signage citing applicable codes and dan- • Street trees and landscaping gers of wrong-way cycling. General Signage Guidelines Pavement Markings • Signs are a distinctive color to distinguish them from If bicycle lanes are the preferred alternative, they should other traffic and road signs. be installed to meet Caltrans requirements. For further en- • Signs are made with retro-reflective material for im- hancements to the bicycle lanes,the inside of the lane can be proved visibility. painted green for further visibility.Some cities have used blue • Lettering on signs may be no less than two inches high. bicycle lanes, but they have since come under scrutiny be- • Provide bicycle system maps at hubs and near bicycle causethe ADA color designation is also blue.Asa result,green appears to be becoming the new bikeway color standard. boulevard intersections. F Is 1. \ } Sf s - - - E �F E Aw J0 Silared Pmi4E{ TWO Cross section with bicycle boulevard pavement marking Item 14. - 162 HB -464- Appendix A: Design Guidelines r. 4 Bicycle boulevard pavement markings are car-sized white ,. pavement markings that depict a bicycle,the abbreviation � 7 o ' of"BLVD"and a directional arrow.These markings are to be applied directly to the road surface in the center of the drive lane with four to six inch wide white paint striping.Markings ._._ should be placed in each direction of traffic following every intersection,near high volume driveways or other potential Bicycle boulevard traffic diverters-San Luis Obispo,CA conflict points,and at no more than 200 foot intervals.Where the bicycle boulevard turns or jogs,arrows should be turned Aw` 13 e 45 or 90 degrees in the appropriate direction to help aid in w � � way-finding. _ Bicycle boulevard pavement markings can also inform ve- hicle drivers and cyclists of the end of the boulevard.When needed, these should be located in the same location as standard pavement markings to provide sufficient advance R warning for cyclists to make appropriate decisions prior to the change.Advance warning 500 and 200 feet prior to the end of the end of a bicycle boulevard can be indicated on the pavement surface with"END"replacing the arrow and a count in feet until the end of the boulevard. Bicycle boulevard traffic circle-Long Beach,CA The bicycle boulevard symbol is not a standard symbol in the CA MUTCD.The diagram is the measurement based on the symbol used for bicycle boulevards in Berkeley, California. These symbols are to be used where bicycle lanes do not ex- ist.With on-street parking,place the symbol twelve feet from curb face(measured to center of legend).Without on-street parking,place in center of the travel lane. BLVD, Bicycle boulevard pavement marking-(Source:City of Berkeley,CA.) xB -465- Item 14. - 163 Appendix A: Design Guidelines Traffic Control Devices Video Detection As legitimate roadways users, cyclists are subject to essen- A video detection setup consists of a video detector,usually tially the same rights and responsibilities as vehicle drivers. mounted on a riser pole or a mainline pole,and a computer Traffic control devices must be selected and installed to take with video image-processing capability.Video detection can their needs into account should be placed so cyclists who are pick up a cyclist's presence at an intersection over a large properly positioned on the road can observe them. area.These systems have a flexible detector layout allowing for easy reprogramming of detection zones.Video detection Traffic Signals and Detectors technology has advanced to detect bikes with the same ac- curacy as loop detectors. Traffic actuated signals should accommodate bicycle traffic. Detectors for traffic activated signals should be sensitive to Advantages to video detection over loop detection include bicycles,should be located in the cyclist's expected path and the ability to adjust signal timing once activated to allow stenciling should direct the cyclist to the point where the cyclists sufficient time to cross the intersection.Cameras can bicycle will be detected. detect bicycles that do not contain iron,unlike many loop de- tectors,and in some cases can detect pedestrians fairly well. Since detectors can fail, added redundancy in the event of Video detection is also not affected by resurfacing work and failure is recommended in the form of pedestrian push but- may even be used to help direct traffic during construction. tons at all signalized intersections.These buttons should be mounted in a location that permits their activation bya cyclist without having to dismount. It is common for bicycles to be made of so little ferrous met- \ y als that they may not be easily detectable by some currently installed types of loop detectors.As an convenience for cy- clists,the strongest loop detection point should be marked ' ` with a standard symbol Where left turn lanes are provided and only protected left turns are allowed, bicycle sensitive loop detectors should / ;\ be installed in the left turn lane.Where moderate or heavy ` volumes of bicycle traffic exist, or are anticipated, bicycles should be considered in the timing of the traffic signal cycle �r as wel I as in the selection and placement of the traffic detector �\ device.In such cases,short clearance intervals should not be v used where cyclists must cross multi lane streets.According to the1991 AASHTO Guide for the DevelopmentofBicycle Facilities, ,•` �, ` a bicycle speed of 10 MPH and a perception/reaction time of 2.5 seconds can be used to check the clearance interval. Where necessary,such as for particularly wide roadways,an all red clearance interval can be used. y In general,for the sake of cyclist safety,protected left turns are preferred over unprotected left turns.In addition,traffic „ signal controlled left turns are much safer for cyclists than left turns at which vehicle drivers and cyclists must simply yield.This is because vehicle drivers,when approaching an / unprotected left turn situation or planning to turn left at a a yield sign,tend to watch for other vehicles and may not see an approaching cyclist.More positive control of left turns gives Bicycle detector symbol(CA MUTCD Figure 9C-1) rvrllctc an aririari margin of safety where they need it most. Item 14. - 164 H B -466- Appendix A: Design Guidelines Bicycle Signals A bicycle signal is an electrically powered traffic control device • Striping to direct cyclists to a lane adjacent to a traffic that may only be used in combination with an existing traffic lane such as a bicycle lane to left of a right-turn-only lane signal. They are typically used at intersections with heavy . Redesigning intersection to direct cyclists from an off- bicycle traffic, in conjunction with high peak vehicle traffic volumes,high conflict intersections or at the connections of street path to a bicycle lane at a point removed from shared use bicycle lanes and busy roadways. signalized intersection These signals separate conflicting movements between pe- A bicycle signal must meet warrant crtieria before being destrians,vehicles and cyclists. Bicycle signals also provide considered for installation based on the following formula: priority movement for cyclists at intersections and alternates 1.Volume;When W=B x V and W>50,000 and B<50. right-of-ways between the different road users. Where: Bicycle signals direct cyclists to take specific actions and may be used to improve an identified safety or operational W is the volume warrant problem involving cyclists. B is the number of bicycles at the peak hour enter- Only green,yellow and red lighted bicycle symbols are used to ing the intersection implement bicycle movement at a signalized intersection.The V is the number of vehicles at the peak hour enter- application of bicycle signals is implemented only at locations that meet Caltrans bicycle signal warrant criteria.A separate ing the intersection signal phase for bicycle movement is used. (B and V shall use the same peak hour) Alternative means of handling conflicts between cyclists and 2.Collision:When two or more bicycle/vehicle collisions motor vehicles should be considered first.Two alternatives of types susceptible to correction by bicycle signal have that should be considered are: occurred over a 12 month period and the responsible public works official determines that a bicycle signal will reduce the number of collisions. `~ 3.Geometric:(a)Where a separate bicycle/multi-use path intersects a roadway.(b)At other locations to facilitate a bi- � ' cycle movement that is not permitted fora motorvehicle. References ^, California MUTCD 2012 NACTO Urban Bikeway Design Guide,2012 Bicycle signals-Tucson,AZ xB -467- Item 14. - 165 Appendix A: Design Guidelines Bicycle Parking Facilities Whenever possible, racks should be placed within 50 feet of building entrances where cyclists would naturally transi- tion to pedestrian mode.The rack placement would ideally allow for visual monitoring by peoplewithin and around the building.Rack placement should minimize conflicts with both pedestrians and vehicle traffic.All bicycle parking should be on a solid surface and located a minimum of two feet from any parallel wall,and four feet from a perpendicular wall (as measured to the closest center of the rack). The following text and graphics focus on outdoor installa- tions using racks intended to accommodate conventional, , upright,single-rider bicycles and a solid,U-shaped lock,or a cable lock,or both. Rack Element Custom bicycle rack-Oceanside,CA The rack element is the part of the bicycle rack that supports one bicycle.It should support the bicycle by its frame in two places,prevent the front wheel from tipping over,allow the frame and one or both wheels to be secured, and support bicycles with unconventional frames. "Inverted-U"and similar type racks are most recommended because each element can support two bicycles.Commonly used"wave"type racks are not recommended because they " support the bicycle at only one point.Also,cyclists often park their bikes parallel with such racks,instead of perpendicular as intended,which effectively reduces the rack capacity by half. <a The rack element must resist being cut or detached using common hand tools,especially those that can be concealed Custom bicycle rack-San Diego,CA in a backpack. Such tools include bolt cutters, pipe cutters, wrenches and pry bars.Squaretubing is highly recommended. Rack The rack itself is one or more rack elementsjoined on a com\ The rack should provide easy, independent bicycle access. mon base or arranged in a regular array and fastened to a Typical inverted-U rack elements mounted in a row should common mounting surface. be placed on 30"centers.Normally,the handlebar and seat The rack elements may be attached to a single framework heightswill allowtwo bicyclesto line upside-by-side in oppo- or remain single elements mounted in close proximity.They sitedirections.If it is too inconvenient and time-consuming to should not be easily detachable from the rack framework or squeeze the bicycles into the space and attach a lock,cyclists easily removed from the mounting surface.The rack should be will look for alternative places to park or use one rackelement anchored so that it cannot be stolen with the bikes attached, per bicycle and reduce the projected parking capacity by half. such as with vandal-resistant fasteners. Item 14. - 166 HB -468- Appendix A: Design Guidelines Rack Area The rack area is a bicycle parking lot where multiple racks are separated by aisles.The distance between aisles is measured from tip to tip of bicycle tires across the space between racks. The minimum separation between aisles should be two feet, which provides enough space for one person to walk one bicycle. In high traffic areas where many users park or retrieve bicycles at the same time, the recommended aisle width is six feet.The depth of each row of parked bicycles - - � ° should also be six feet. •� Large rack areas in high turnover areas should have more than • one entrance.If possible,the rack area should be protected from the elements.Even though cyclists are exposed to sun, rain and snow while en route,covering the rack area keeps Bicycle rock dimensions for installations odjocent to walls cyclists more comfortable while parking,locking their bicycles and loading or unloading cargo.A covering will also help keep bicycles dry,especially the saddles. ° F'. q Bicycle rock dimensions for installations parallel to curb d' w..»' Y .3' Bicycle rock dimensions for installations perpendicular to curb HB -469- Item 14. - 167 Appendix A: Design Guidelines Rack Area Site The rack area site is the relationship of rack area to the build- The rack area should be no more than a 30 second walk(120 ing entrance or approach. In general, smaller,conveniently feet) from the entrance it serves and should preferably be located rackareas should serve multiple buildings,rather than within 50 feet.A rackarea should be as closeor closerthan the a larger combined,distant one.Racks far from theentrance or nearest car parking space,be clearly visible from the entrance perceived to be where bicycles will be vulnerable to vandal- it serves and be near each actively used entrance. In some ism or theft will not receive much use. cases, an appropriate location may be within the adjacent Rack area location in relationship to the building it serves is right-of-way as a bicycle corral,as shown below. very important.The best location is immediately adjacent to the entrance it serves,but racks should not be placed where they can block the entrance or inhibit pedestrian flow.The rack area should be located along a major building approach line and clearly visible from the approach. k` d 1 4� \s Ir £ Movable bicycle corral-Long Beach,CA �w 4 v. y/ 3 n - W Bicycle corral dimensions-Converts one co parking space into 8-70 bicycle spaces Item 14. - 168 HB -470- Appendix A: Design Guidelines Long-term Parking Bicycle parking facilities intended for long-term parking must Perhaps the easiest retrofit is the bicycle locker. Generally, protect against theft of the entire bicycle and its components they are as strong as the locks on their doors and can secure and accessories. Three common ways of providing secure individual bicycles with their panniers,computers,lights,etc., long-term bicycle parking are: left in place.Some bicycle locker designs can be stacked to • Fully enclosed lockers accessible only by the user,either double the parking density. Weather protection is another coin-operated, or by electronic, on-demand locks op- benefit. Bicycle lockers tend to be used most for long-term erated by "smartcards" equipped with touch-sensitive bicycle commuter parking in areas without continuous imbedded RFID chips oversight.However,lockers with coin-operated locks can be a target of theft and may attract various unintended uses. • A continuously monitored facility that provides at least This can be mitigated by installing lockers with mesh sides medium-term type bicycle parking facilities generally to allow periodic inspection. available at no charge ,] • Restricted access facilities in which short-term type bi- cycle racks are provided and access is restricted only to the owners of the bicycles stored there 3 $IVI20 a;. t. m s zo M� 1'' u; Typical bicycle locker dimensions HB -47 1- Item 14. - 169 Appendix B: Bicycle Suitability Model Overview Bicycle Suitability Model Overview The Bicycle Suitability Model was developed to determine the most likely areas within the City of Huntington Beach where cy- clists are likely to ride to and come from.The model was created to prioritize areas and projects to benefit the largest number of cyclists possible.The Bicycle Suitability Model identifies existing and potential bicycle activity areas citywide utilizing existing data within an extensive GIS database. Bicycle Suitability Model Description The overall model is comprised of three basic models: the The point scoring forthe given attractors are based on a multi- Attractor, Generator and Detractor Models. When these tude of cycling and walking opportunities and bicycleameni- three interim models are combined,they create the Bicycle ties such as bicycle parking connections with other modes of Suitability Model. transportation.For example,elementary schools are typically in neighborhoods to accommodate the younger population. The model identifies the characteristics of each particulararea Some elementary school aged children walk or rely on their in geographic space and assigns a numeric value for each bicycle asa mode of transportation to get toschoolcompared of these characteristics.The score per area is then added to to high school kids who hold a drivers license. create a ranking for that particular area in geographic space. Attractor Inputs Attractor Model Methodology • Pier and Beaches The Bicycle Suitability Model identifies activity areas by • Elementary Schools utilizing cycling-related geographic features likely to attract • Neighborhood Commercial(Local retail) cyclists. Typical bicycle and pedestrian commuter trips to nearbyshopping centers,restaurants and work are very short, • Middle Schools usually between 2-5 miles each way. More avid cyclists will • Neighborhood Commercial commute over 20 miles round trip.School age children will . Parks and Recreation normally ride or walk to school no more than a few miles round trip.The closer these attractors are to neighborhoods • Neighborhood Civic Facilities(Libraries,Post Office and and primary cycling and pedestrian generators the more Religious Facilities) they are conducive for trips by bicycle or walking and are • Bus Stops then given a higher weighting score.A one mile maximum . High Schools and Colleges. distance in the model was given to encompass the majority of the shorter bicycle trips and maximum pedestrian trips.The many attractors are close enough that they would overlap within the mile. Item 14. - 170 HB -472- Appendix B: Bicycle Suitability Model Overview Generator Model Methodology Barrier Model Methodology The Bicycle Suitability Model also utilizes demographic data as Detractors discourage or detract people from riding their indicators of potential volume of cyclists based on how many bikes. Relevant factors are more related to the vehicular people live or work within the cycling activity areas identified intensity and perceived safety of the cycling environment. in theAttractor Model.This particular component is called the Streets with high traffic volumes and high speeds tend to Generator Model.Existing and projected total population and detract people from cycling and walking due to the amount employment were used,as well as other demographic data of traffic adjacent to their route.Known areas of high bicycle such as age and use of public transportation.The weighted and pedestrian related collisions are also a deterrent since multiplier scores werederived from City staff and public input, people may reroute their trip to avoid certain streets and previous applications of the model and the factors that most intersections where safety may be a concern.The point sys- influence bicycleand walking trips within the City.Cycling and tem and weighted multipliers were derived from City input, walking activity areas that contain a greater numberof people public input through previous surveys, past applications of living or working within them are more likely to walk or ride the model and available City data. their bicycle to these areas.The model uses OCTA-defined Barrier Inputs traffic analysis zones(TAZs)citywide and U.S.Census Bureau . Bicycle-related Collisions Census Block Groups. Freeway Crossings Related to Cycling Travel Generator Inputs • Generator Mobility:People who bicycle to work • Traffic Volumes • Non-Vehicular Transportation: People who use public • Speed Limits transportation to work • Slope and Canyons • No Vehicle Ownership Final Composite Model • Current Population Estimate The Bicycle Suitability Model then combines the Generators, • Current Employment Estimate Attractors and Detractors. • 2035 Population Estimate The Attractor,Generator, Barrier and Issues grid cell models • 2035 Employment Estimate wereoverlaid and these combined grid cells containing gen- erator,attractorand attractorand detractor values were added to provide a total composite value for each combined cell.The composite value identifies areas that have a higher cycling activity point total.In some cases,the areas that have a high cycling activity score are areas that already have facilities, but further im- provement can be madeto enhance thecycling environment. xB -473- Item 14. - 171 Appendix B: Bicycle Suitability Model Overview Bicycle Facility priority Criteria and Implementation The projects in this plan are a combination of planned and recommended bicycle facilities. Since the planned projects have yet to be implemented, prioritizing them along with the recommended projects subjects all of them to the same priority and implementation criteria.These projects were then itemized into Prioritized Projects,which are those that will have a significant impact on the existing bikeway system,such as closing major gaps and extending or developing multi-use paths,lanes or routes along major transportation corridors. The following prioritization criteria were used to help identify which routes are likely to provide the most benefit to the City's bikeway system.The numbering used to identify projects within each bikeway facility class in the following sections does not necessarily imply priority.Bikewayfacility implementation has no specific time line,since the availability of funds for implemen- tation is variable and tied to the priorities of the City's capital improvement projects. (Some of these criteria were based on the OCTA 4th District Bikeways Strategy for countywide for consistency.) Bicycle Suitability Model (3 points total) Safety (9 points total) 1.Suitability Scoring 5.Improves locations where bicycle collisions The Bicycle Suitability Model acquires the routestotal model have occurred score and is then divided by the acreage of that project.The • Fatal collisions have occurred directly on this route=3 average score per square feet is then calculated to normalize • Injury and non-injury related bicycle collisions have oc- the score for all facilities.This allows projects with smaller curred on or near this route=2 footprints to have the same scoring parameters as larger • No collisions have occurred on this route= 1 projects.The breakdown in points is as follows: • High:>54=3,Moderate:42-53=2,Low:<42=1 6. Improves routes with high vehicular traffic Mobility and Access (9 points total) volumes • Improves routes with high average daily trips(>20,000)=3 2.Closes gap in significant route . Improves routes with moderate average daily trips • Closes a gap in an existing high bicycle traffic facility=3 (10,000-20,000)=2 • Closes a gap in a non-existent high bicycle traffic facility=2 . Improves routes with low average daily trips(<10,000)—1 • Closes a gap to connect facilities with bicycle use= 1 7. Bicycle Collision Rates (Collision per mile) 3. Linkage to Existing Bikeways • >2=3, 1-2=2,<1 = 1 • Connects to 6 or more bikeways=3 • Connects to 4-5 bikeways=2 • Connects to 1-3 or less bikeways= 1 4. Physical Constraints: 1 =3 points Physical constraints include freeway crossings,interchanges, and railroad crossings that would require special or more costly physical treatments to implement. • None=3, 1-2=2,>2= 1 Item 14. - 172 xB -474- Appendix B: Bicycle Suitability Model Overview Regional Significance (3 points total) Public Support (3 points total) S. Route has regional significance in the bike- 9.Public Outreach Input way system Public outreach was conducted for this plan in the form of • High significance, connects major bicycle facilities and an online survey and public workshops. Stakeholders and activity centers=3(Ex.Part of the OCTA Commuter Stra- members of the public were asked to identify the projects tegic Plan network,connections to adjacentCity's bicycle they feel were important by facility type. facilities) • >6 points=3,3-6 points=2,<3 points= 1 • Moderate significance, connects some routes and ac- tivity centers within the City= 2 (Ex.Important internal The maximum possible score is 27 points for all facility types. connections to regional routes and major activity centers, Proposed projects can be rated periodically at whatever schools and colleges) interval best fits funding cycles or to take into consideration • Little significance,does not directly connect toactivitycen- the availability of new information, new funding sources, ters,etc,but is still important in the bikeway system=1 (Ex. updated crash statistics, etc. Bikeway facility prioritization Project travels through neighborhoods and makes con- and implementation should be fine-tuned and adjusted ac- nections to other facilities) cording to on future circumstances HB -475- Item 14. - 173 Appendix C: Public Input Summary The following pages illustrate responses to the Bicycle Master Plan's online survey.An image capture of the survey opening page is shown below. Huntington 9.tin ton each Bike Plan _ Ise'CJertwebsitefor the Funtington .. Beach Bicycle Make?,Manning Nawss \\ ` \ y \ / \ qgg, r as, / a Survey P� v - Follow our project rrla.Emall \ Enter your email address tofo1- low this blewandreceivona s- - _ .� .•��. .�.��.._ 4 ,.� ,.. =_ `� „`.. :.. �:� . . - - cations of new,posts by email. \\ a Joan�a other fallow ers 2 What Is your genders r (Followr�€ - Biala a Female f lIckr Photos 0 Prefer not to answer 'What Is your age? 0-16 years old 17-30 Cii 31-46 41-50 , C'51-60 }65 What type of cyclist do you consider yourself? 'ic zriu:S j • Strong&Fearless(cyclists that will ride regardless of conditions) f- • Enthused&Confident(cautious cyclist) C_) interested but Concerned(fear for safety is primary reason for not riding) No Way No plow(not likely use a bicycle for transportation) Do you work In Huntington Beach. C,Yes -No Are you a resident of Huntington Beach?' Yes. No Item 14. - 174 Hs -476- Appendix C: Public Input Summary What is your gender? Male 98 69% �Oma e 64 I Female 41 29% Prefer not to answer 1 1% Petale t arz£ What is your age? 0-16 years old 0 0% 0-16 years old 17-30 22 15% 31-40 24 17% 17 30 .'p 41-50 24 17% 31 40 IN k, 51-60 36 25% 41 50 >60 35 24% a9 t 51 fill >fill .............�... ............ __......—... . - ......_. 0 7 14 21 28 35 42 What type of cyclist do you consider yourself? Strong&Fearless(cyclists that will ride regardless of conditions) 10 7% Enthused&Confident(cautious cyclist) 53 37% Grn, Interested but Concerned(fear for safety is primary reason for not riding) 6 41/. P' f' ( =€ � � �— a+e'ay Nc i.�c,., , No Way No How(not likely use a bicycle for transportation) 1 1% Do you work in Huntington Beach W ecOO Yes 60 42% No 80 56% ' . 4: "r`csn��CtE. HB -477- Item 14. - 175 Appendix C: Public Input Summary Are you a resident of Huntington Beach? Yes 107 75% �No( j No 33 23% Y .a1G-1- Do you currently ride your bike for running errands? Yes 89 62% No 52 36% r: How often do you commute by bicycle to work? Daily 22 15% Dady 3-4 days per week 23 16% 3.4 daVs P"Or Week 1-2 days per week 9 6% A few times a year 21 15% 1-2 days per week' Never 61 43% A few bmes a,year wls p OEM 0 ( 24 36 oft So �2 What is the distance of your commute round trip? I do not commute by bicycle 62 43% ttio t i commute Less than 2 miles 13 9% Less than 2 miles 2-5 miles 11 8% 6-10 miles 25 17% 2-5,rrileIs More than 10 miles 32 22% 6-1 G miles MaTe than 10 Miles s 0 12 24 36 48 fits 72 Item 14. - 176 HB -478- Appendix C: Public Input Summary How far do you ride your bike for fun or fitness? I do not bicycle for fun or fitness 4 3% I dd nol bicycle.,. Less than 2 miles 8 6% Less than 2 miles 2-5 miles 20 14% •Z 6-10 miles 20 14% r moles More than 10 miles 90 63% r 10 miles #1tl"illil"iPp"g"ia More than 10 mile " 0 18 36 54 72` go Rank your preference of the following bicycle facilities-Bike Paths(separated from the road and traffic,ex. Huntington Beach Bike Path) Like 127 89% Like Prefer not to use 9 6% Prefer not to use Dislike 5 3% Dislike I 0 —.25 50� 75 100 v M125 150 Rank your preference of the following bicycle facilities-Bike Lanes(separated by roadway striping,ex.Magnolia, Gothard,Bushard) Like 100 70% Like Prefer not to use 33 23% IN ,, r; Paler not to ttSf a �a Dislike 5 3% Dislike 0 20 40 60 40 100 Rank your preference of the following bicycle facilities-Bike Routes(shared roadway,ex.Portions of Pacific Coast Highway) Like 48 34% Like Prefer not to use 56 39% Prefer not to use Dislike 35 24% WYYWWPW q 9tl"vt Dislike' �i,`' - :......................................._.....,............._..........-..................._......_...........__................... _._ 0 11 22 33 44 55 66 Rank your preference of the following bicycle facilities-Bicycle Boulevards(low volume streets optomized for easy bicycle travel) Like 120 84% Like Prefer not to use 14 10% Prefer not to use Dislike 5 3% Dislike) ©�W 24 48 72 96 120 HB -479- Item 14. - 177 Appendix C: Public Input Summary Rank your preference of the following bicycle facilities-Shared lanes marked with Sharrows Like 30 21% Like Prefer not to use 36 25% Prefer not to use Dislike 10 7% Dlsl�ke� A;. W............._. ___.. ..............._.....,.._....._..W_.r.................. 0 7 14 21 28 35 42 How would the improvements listed below affect your decision to bicycle more?-Fix unfriendly intersection that have high speed merge lanes Greatly 94 66% Greatly Moderately 35 24% Moderately. �'� Not at all 10 7% Not atall 0 19 38 57 76 95 How would the improvements listed below affect your decision to bicycle more?-Improve public education for motorists with an emphasis on sharing roads with cyclists Greatly 86 60% Greatly V 5 N` Moderately 35 24% `Moderately Not at all 18 13% � , '� Not at all l 0 17 34 51 68 85 102 How would the improvements listed below affect your decision to bicycle more?-Improve public education for cyclists about obeying the rules of the road and riding safely ° ✓ \ 4 Greatly 79 55% Greatly '.< .�g.. . . $ Moderately 37 26% Moderately Not at all 23 16% Not at all _ W. ... W. 0 16 32 48 64 80 How would the improvements listed below affect your decision to bicycle more?-Improve bicycle access to schools,parks and local attractions Greatly 89 62% Greatly Moderately 45 31% Moderately MENEM Not at all 6 4% Not at all 0 18 36 54 72 90 Item 14. - 178 xB -480- Appendix C: Public Input Summary How would the improvements listed below affect your decision to bicycle more?-Improve enforcement of laws that apply to motorists and cyclists Greatly 68 48% Greatly Moderately 53 37% Moderately Not at all 18 13% idV Not at all 0 14 28 42 56 70 How would the improvements listed below affect your decision to bicycle more?-Improve intersection bike loop detection systems qy �\ Greatly 83 58% GreatlyModerately 47 33% Moderately ,k Not at all 5 3% .. H Not at all:.....,,, _.._.__.v _........... .._,.._ ........ ..__......... ................... : 0 17 34 51 68 8s How would the improvements listed below affect your decision to bicycle more?-Create a more connected system by closing bicycle facility gaps Greatly 110 77% Greatly Moderately 26 18% Moderately Not at all 4 3% Not at all - 0 22 44 66 88 110 How would the improvements listed below affect your decision to bicycle more?-Provide more secure bicycle parking at major destinations and public facilities Greatly 87 61% Greatly y Moderately 48 34% Moderately "�" Not at all 6 4% �. Not at all', 0 17 34 51 68 85 162 How would the improvements listed below affect your decision to bicycle more?-Provide more bicycle events such as ciclovias,bicycle rodeos,city tours,etc aW Greatly 59 41°% Greatly s e' Moderatel 49 34% . ., .' Y " Not at all 30 21% Moderately \ ;; Not at all-1 svw�`. 0 12 24 36 48 64 xB -481- Item 14. - 179 Appendix C: Public Input Summary IV II��1 d z ` may` The City of Huntington Beach is developing it's first Bicycle Master Plan and we need your unique perspective! Join us at our first public meeting and give us your thoughts on how to make Huntington Beach a more bike-friendly place. The bike planning consultants and City staff will be on hand to answer your questions and record your comments. Where: Central Library -Talbert Room, 7111 Talbert Avenue When: June 20, Wednesday, 6:00-8:00 p.m. You can also help by filling out an on-line survey at: -� • http://huntingtonbeachbikeplan.com/ � R For more information, please contact the Public Works Depart- ment at (714) 536-5431 . Thanks for contributing to the plan. Item 14. - 180 HB -482- Appendix Do Bicycle Count Location Recommendations Bicycle counts can help to determine and better understand cycling levels at locations citywide,to evaluate the impact of the development of new bicycle facilities,policies or programs,and to better understand collision data through the calculation of crash rates per cyclist.SCAG is currently developing a recommended bicycle count methodology for member jurisdictions and Huntington Beach should consider adopting this count methodology once it has been finalized. The National Bicycle and Pedestrian Documentation Project(NBPD)recommends a minimum of one count location per 15,000 residents for recurring counts, assuming that counts would typically occur annually (or seasonally) over a sequential one to three day period.Based on Huntington Beach's population,this would amount to approximately 13 count locations.Because of the City's relatively high bicycle use levels,its size in terms of land area,and a grid network of roadways that provides multiple parallel options, 24 locations were selected for on-going annual counts. NBPD recommends counting at least once per year, preferably in September. ~---E # Cross Street 1 Cross Street 2 Characteristics 1 Bolsa Chica St Bolsa Ave Existing lanes on Bolsa Ave and Bolsa Chica St s/o Bolsa Ave;Proposed lanes on Bolsa Chica St n/o Bolsa Ave High collision location; Existing lanes on Edinger e/o Springdale; Existing lanes on 2 Edinger Ave Springdale St Springdale n/o Edinger drop before intersection; Proposed lanes on Edinger w/o Springdale and on Springdale s/o Edinger. 3 Edinger Ave Gothard St Existing lanes on Gothard and Edingerw/o Gothard;Proposed bicycle lane on Edinger e/o Gothard 4 Bolsa Chica St Heil Ave High collision location;Existing lanes on Bolsa Chica;Existing lane/route on Heil;Pro- posed lane improvements on Heil 5 Warner Ave Springdale St Existing lanes on Warner and Springdale n/o Warner; Proposed lanes on Springdale s/o Warner. High collision location;Existing lanes on Warner and Gothard;Proposed paths parallel 6 Warner Ave Gothard St to both Warner and Gothard(within —600 feet of each)may impact future ridership/ collisions. 7 Beach Blvd Warner Ave High collision location;Existing lanes on Warner;Proposed lanes on Beach 8 Pacific Coast Hwy Warner Ave Existing lane on Warner drops e/o PCH;Proposed lane on PCH 9 Beach Path s/oWarnerAve Existing path;Screenline(rather than intersection) counts collected along path just south of Warner 10 Beach Blvd Talbert Ave High collision location;Existing lanes on Talbert;Proposed lanes on Beach 11 Goldenwest St Ellis Ave Existing lanes on Goldenwest and Ellis e/o Goldenwest;proposed lanes on Ellis w/o Goldenwest 12 Beach Blvd Indianapolis St High collision location;Existing lanes on Indianapolis;Proposed lanes on Beach 13 Magnolia St Yorktown Ave High collision location;Existing lanes on Magnolia and Yorktown 14 Utica Ave Lake St Existing lanes on Lake St;Proposed bicycle boulevard on Utica Avewill facilitate bicycle through movement between Alabama St and Lake St 15 Adams Ave Newland St Existing lanes on Newland;Proposed lanes on Adams 16 Adams Ave Brookhurst St High collision location;No existing facilities;Proposed lanes on Adams 17 17th St Palm Ave Existing lanes on 17th and Palm n/o 17th; Proposed bicycle boulevard on Palm will reduce number of starts/stops for through cyclists 18 Main St Orange Ave No existing facilities on eitherstreet;Proposed routeon Main;Proposed laneson Orange 19 Magnolia St Atlanta Ave High collision location;Existing lanes on Magnolia and Atlanta 20 Beach Multi-use Main St Existing path;Screenline(ratherthan intersection)countscollected along path at Pier Path 21 Pacific Coast Hwy 1 st Street High collision location;Existing lanes on PCH and 1 st;proposed lane/cycle track on PCH 22 Santa Ana River Trail Edison ROW Existing path along Santa Ana River;Proposed path along Edison ROW 23 Pacific Coast Hwy Beach Blvd Proposed lanes on PCH and Beach Santa Ana River Beach Multi- Confluence of two existing paths. Screenline(rather than intersection)counts would 24 Trail use Path be collected,where path goes under PCH. This will capture number of cyclists transi- tioning between two paths. HB -483- Item 14. - 181 Appendix E:City of Huntington Beach Municipal Code Bicycle Sections-Chapter 10.84 10.84.005 Definitions 10.84.120 Impounding For the purpose of this chapter,the following words and phrases Parked bicycles.No person shall park or leave a bicycle in the area are defined as follows: between Pacific Coast Highway and the mean high tide line of the Pacific Ocean in a manner so as to block or impede any road, (a)"Bicycle lane"is that portion of a roadway,other than state vehicleroute,walkwayorpath,orsoas to block or impede ingress and county highways,set aside by striping for the use of bicycle or egress from any building,stair,pier or bridge.Any bicycle so riders and so designated,as provided in this chapter. parked or left may be impounded by the Community Services (b) "Bicycle path"is a pathway for bicycle riders that has been Departmentor by the Police Department,and may beheld until physically separated from a roadway. the sum of five dollars($5)has been collected to defray the cost of impound.(1784-12/72, 1913-5/74) (c)"Bicycle"is a device upon which anyperson mayride,propelled exclusively by human power through a system of belts,chains, 10.84.130 Impounding or gears,and having either two or three wheels in a tandem or Holding time period.Any bicycle which has been so impounded tricycle arrangement. and held for three(3)months without redemption byoron behalf (d)"Highway'is a way or place of whatever nature,maintained of the lawful owner thereofshall,ifsaleable,be sold atsuch time and open to the use of the public for purposes of vehicular travel. and place and in such manner for the reasonable value thereof, Highway includes street. as provided by this code.(1784-12/72, 1913-5/74,3602-5/03) (e)"Roadway"is that portion of a highway improved,designed, 10.84.160 Riding on sidewalk or ordinarily used for vehicular travel. No person shall ride a bicycle upon a sidewalk within any busi- ness district,or upon the sidewalk adjacent to any public school (f) "Chief of Police"shall include his designated representative. building, church, recreation center,playground or over any (1913-5/74, 1969-4/75,2059-6/76,2175-4/77) pedestrian overcrossing,or within any crosswalk.(22-8/09,322- (g)'Motorized Scooter"shall have the same definition as that of 1/29, 1784-12/72, 1913-5/74,2270-3/78) California Vehicle Code§407.5(a).(3458-5/00) 10.84.170 Yielding right-of-way 10.84.080 Dealer's records. Whenever any person is riding a bicycle upon a sidewalk,such Every person engaged in the business of buying,trading,orselling person shall yield the right-of-way to any pedestrian,and when bicycles in this city shall keep at his place of business a record of overtaking and passing a pedestrian shall give an audible signal. all bicycles,bought,sold or rented by him,giving the date ofsuch A person riding bicycle offa sidewalk and onto a roadway shall transaction, the name and address of the person from whom yield to all traffic on the roadway.(22-8/09, 1913-5/74,1784-12/72) purchased or traded,or to whom sold orrented,a description of 10.84.180 Riding in group such bicycle by name and make,and the frame orserial number. Such record shall be maintained in a plain,legible handwriting Persons operating bicycles on a bicycle lane or path shall not ride in a bound book,which record shall be available for inspection more than two(2)abreast.(1784-12/72, 1913-5/74) by members of the Police Department at all reasonable times. Such person shall make a written report to the Police Department giving the name,address and telephone number of all persons buying,selling or trading bicycles at his place of business,and the bicycle manufacturer, type, and frame number. (432-1/40, 1784-12/72, 1969-4/75,3602-5/03) Item 14. - 182 xB -484- Appendix E:City of Huntington Beach Municipal Code Bicycle Sections-Chapter 10.84 10.84.200 Bicycles on pier 10.84.260 Walking bicycles No person shall ride a bicycle or any similar type vehicle on the Bicycles maybe walked subjectto all provisions oflawapplicable municipal pier.Bicycles or similar type vehicles may be walked to pedestrians.(1913-5174) or pushed on the pier. (344-10131,554-12149, 1784-12172, 1913- 5/74,3185-5193) 10.84.270 Vehicular traffic in bicycle lanes or paths No person shall park a motor vehicle across or on a bicycle path or 10.84.210 Bicycle lanes and paths established lane except to obtain emergencyporking where signs areposted The City Council establishes those bicycle lanes and paths as prohibiting such parking.No person shall drive a motor vehicle designated on the Preliminary Plan;Trails Element to the Master across a bicycle lane except after giving the right-of-way to all Plan of the City of Huntington Beach,and as such Preliminary bicycles operated within the lane.No motor vehicle,motorized Plan,Trails Element to the Master Plan maybe amended hereafter bicycle,motor-driven cycle,or motorcycle may be operated on from time to time.(1784-12172, 1913-5174) a bicycle path or sidewalk. (1913-5174, 2059-6176,2148-1177, 2175-4177) 10.84.220 Implementing establishment of bicycle lanes and paths 10.84.275 Motorized scooter The CityAdministrator is authorized,empowered and directed to For the purpose of this chapter,a motorized scooter shall be sub- implement the establishment of the bicycle lanes and paths,as ject to each and every section that applies to bicycles.(3458-5100) designated on the Preliminary Plan;Trails Element to the Master Plan of the City of Huntington Beach,and as such Preliminary 10.84.280 Penalty Plan,Trails Element to the Master Plan maybe amended hereafter Itsholl be unlawful for anyperson knowingly to violate or know- from time to time.(1913-5174) ingly to permit any other person to violate any of the provisions contained in sections 10.84.160 through 10.84.270 of this chap- 10.84.230 Bicycle lanes-Markings and signs ter, and any person violating any of the provisions contained The Traffic Engineer is authorized to erect orplacesigns upon any in such sections shall be guilty of an infraction and punished street or adjacent toonystreetin the cityindicating the existence upon a first conviction by a fine not exceeding fifty dollars($50) of a bicycle lone orpoth,andotherwise regulating the operation and for a second or any subsequent conviction within a period and use of vehicles and bicycles with respect thereto.When such of one year,by a fine not exceeding one hundred dollars($100). signs are in place,no person shall disobey some. (1913-5174,2059-6176) The bicycle lane shall be designated on such street by a six(6)inch wide reflectorized white line.(1913-5174,2175-4177) 10.84.250 Direction of travel No person shall ride or operate a bicycle within a bicycle lane or path in any direction except that permitted vehicular traffic trav- eling on the some side of the roadway;provided that bicycles may proceed either way along a lane or path where arrows appear on the surface of the lane designating two-way traffic.(1913-5174) uB -485- Item 14. - 183 Appendix Fa California Streets and Highways Code Sections-891.2 (a-k) BTA Compliance For reviewer convenience,code text and associated document sections are listed below: (a)The estimated number of existing bicycle commuters (g) A description of bicycle safety and education gro- in the plan area and the estimated increase in the number grams conducted in the area included in the plan,efforts of bicycle commuters resulting from implementation of by the law enforcement agency having primary traffic law the plan. enforcement responsibility in the area to enforce provi- sions of the Vehicle Code pertaining to bicycle operation, As the City's first bicycle transportation plan, this document and the resulting effect on accidents involving cyclists. recommends establishing a cycling activity baseline, and therefore includes suggested annual count locations shown Officers assigned to the downtown foot beat enforce the"No in Appendix D. Bikes on Sidewalks"ordinance,which is intended to mitigate conflicts in this very high pedestrian and bicycle traffic area. (b)A map and description of existing and proposed land Also, the two officer instructors for the diversion program use and settlement patterns which shall include, but not are available to provide bicycle safety presentations upon be limited to, locations of residential neighborhoods, request.Department-wide training regarding bicycle enforce- schools, shopping centers, public buildings and major ment is conducted on as-needed basis. employment centers. See Chapter 2 maps and tables. (h)A description of the extent of citizen and community involvement in development of the plan including, but (c)Amapand description of existing and proposed bikeways. not be limited to,letters of support. See Chapter 3 maps and tables. See Section 2.6: Opportunities and Constraints Summary, Community Input. (d)A map and description of existing and proposed end-of- (i)A description of how the bicycle transportation plan trip bicycle parking facilities.These shall include,but not be limited to,parking at schools,shopping centers,public has been coordinated and is consistent with the local or buildings and major employment centers. regional transportation,air quality or energy conserva- tion plans,including,but not be limited to,programs that See Chapter 3 maps and tables. provide incentives for bicycle commuting. (e)A map and description of existing and proposed bicycle Encouraging bicycle commuting is addressed throughout transport and parking facilities for connections with and the document,but particularly Section 2.4:Origins and Des- useof other transportation modes.These shall include,but tinations and Section 3.3: Recommended Programs, under not be limited to,parking facilities at transit stops,rail and encouragement and equity. transit terminals,ferry docks and landings,park and ride lots,and provisions for transporting cyclists and bicycles (1)A description of the projects proposed in the plan and a listing of their priorities of implementation. on transit or rail vehicles of ferry vessels. See Chapter 3 maps and tables,particularly Figure 10. See Chapter 3 maps,tables and program recommendations. (f)A map and description of existing and proposed facilities (k)A description of past expenditures for bicycle facili- for changing and storing clothes and equipment.These ties and future financial needs for projects that improve shall include, but not be limited to, locker, restroom and safety and convenience forrbicycle commuters in the shower facilities near bicycle parking facilities. plan area. See Chapter 3 maps and tables,particularly Figures 5-9. In September 2012,the Citywas awarded$192,330,combined with a$64,110 City match,for the Edinger Avenue Class 1 Path. Other expenditures have included approximately$4,000 per year on bicycle facility maintenance Item 14. - 184 xB -486- 11/18/2013 III w .t F, a rill 3 gE -- V WA vi C4LIFO8NIA '�•t\Fvl � b r �I p p NTINGTON BE.�CH History Process began with the Circulation Element Update and establishment of Bicycle and Pedestrian Committee • Funds allocated from AQMD Subvention program to retain consultant (KTU&A selected) • 2 year project • Significant public, committee, commission, City Council and staff envolvement Ship COMMUNICATION Meeting Date; d 1 Agenda Item No. 11/18/2013 Process • Substantial research of local issues/conditions • Successful public outreach campaign • In depth exploration of new trends and standards for bike facility design and planning • Expanded knowledge and perspective of City staff Result • First ever comprehensive Bicycle Master Plan for H B • Commensurate with current public demand and legislative intent to consider all modes of transportation • Document that will help HB qualify for additional grant opportunities to develop bike facilities 2 11/18/2013 Bike Master Plan Components Existing condition research — Review of all facilities in HB — Public feedback on needs/issues — Identify local bike trip attractions • Analysis — Safety analysis — Design issues — Opportunities and constraints Bike Master. Plan Components Recommendations — Project level • Grouped by facility/project type • Initial prioritization — Design • Design improvements • Innovative bikeway treatments(some non-standard) — Programs—6 E's • Encouragement • Education • Enforcement • Engineering • Evaluation. • Equity Funding opportunities 3 11/18/2013 Highlights — Existing Facilities • 38 "door zone" locations to address when possible • Multi-use path striping & signing enhancements • Add sharrow markings and signs to bike routes • Expand bike parking — especially downtown and beach Highlights — Projects • 8 new bike (multi-purpose) paths • New or expanded bike lanes on 21 streets • Bike route designations on 11 streets • Designation and development of bike boulevards on 4 corridors 4 11/18/2013 Y ,_.E •", Existing , a I, ` „:a ' Bicycle - -r _.. Facilities \ I LY ` I���' d M 1{IIIIIII I�q YPFIyPII Y,J' 6 — m '.4 i YII ti e, ' -_- t 1,41 �Y I her II r��fG, 1 tI t llllll�lll IIII I I � I' �w � � I,v h'l� Il"III Ij�lii E nnv sk i T: - m a IIIIIIIII IV{ .,:�:lllllllllf'',Ilijrillllllll i t llll II ins Yul4 Recommended t Bike a Paths `. > 1R }II191ll1,,l �t,": 'llf l t x i M1 :t -vl� - {"'IN11.,,',l IIIII� n I � ;fll�lfl�llll'j,'. ""`Ft III s �RKOnHiIInQEdH 5 11/18/2013 Recommended 7-77 r . Class II Bicycle Lanes ` e V J FT 7"... f g w a tgW ktz, IL y �f 34 ap S � IW Recommended Bike Boulevards 'l r. 2 v ad+ z wr 40 th �- tvrr >d a'hdWl!•iJas plrxuvz c .' P - 'r .>a,4WO LSE¢ _ .�yt�a - _ - 7'4R ., �''•,,,� -_71 1 _3 �3dx Lsa��~one Cs - 1- �• AP >- IxR6lenNKLlte.RWth 6 11/18/2013 Use of the Bicycle Master Plan • Clearly highlights City Council goal to encourage safe, secure and responsible bicycling in Huntington Beach • Outlines policies and goals for meeting the needs of cyclists in the City • Recommends specific efforts to pursue as opportunities arise • Clear direction to staff to actively look for opportunities and incorporate bicycle programs in our work plans Use of the Bicycle Master Plan • Actively pursue grant opportunities for capital projects, enforcement and education • Continue to work closely with local bike advocates and businesses to refine and update projects and goals • BMP does not Mandate specific projects or schedules — Require minimum funding levels of efforts — Supersede other processing requirements (CEQA, CIP, Commission or Committee reviews, compliance with required standards) 7 11 18 2013 �4-Aw V4 \\/bi6ycleFriendly) C9q » \ .q . . : . . . �w 2 8