2004 RBT Introduction

1. Introduction

The main purpose of the Humboldt County Association of Government’s (HCAOG) Regional Bicycle Transportation Plan is to encourage the development of a unified bicycle transportation system throughout Humboldt County that serves the needs of bicycle commuters and recreational bicyclists with connections to other regional non-motorized systems, and establishes the region’s eight entities eligibility for the State’s Bicycle Transportation Account funding.

Recommended projects contained within this plan will be given priority for various State and Federal funding sources programmed through HCAOG. It is hoped that each entity in the region will incorporate the Plan’s recommendations into their planning efforts, adopt the Plan and implement the projects that fall under their purview, and support efforts to acquire funding as suggested. It is expected that through individual or combined efforts, many of the proposed projects, or major portions of them, will eventually be implemented.

1.1 BECOMING A BICYCLE-FRIENDLY COMMUNITY

Safety, access, quality of life, and effective implementation are imperative elements for Humboldt County’s success as a bicycle-friendly county.

Safety is the number one concern of citizens, whether they are avid or casual recreational cyclists or bicycle commuters. A consistent bicycle network with either bike lanes or wider curb lanes and signing is generally lacking in the County. In many instances, historic design decisions throughout California have been made to increase vehicular traffic and/or parking capacity and speeds at the expense of bicyclists.

Access for bicyclists between communities and other destinations such as schools, work, and services is hampered in many instances by long distances and the topography in Humboldt County. In addition, the highways which connect the county’s communities such as US 101, SR 255, SR 299, SR 36, SR 169, SR 96, and others pose barriers to all but the most experienced bicyclists due to limited or non-existent shoulders, truck traffic, and/or auto speeds.

This Plan takes measurable steps toward the goal of improving every citizen’s quality of life, creating a more sustainable environment, reducing traffic congestion, vehicle exhaust emissions, noise, and energy consumption. The importance of developing a bicycle system that is attractive and inviting is a key element in preserving Humboldt County as a place where people want to live, work, and visit. This is increasingly important as the County seeks to improve its’ local economic climate and plans for new housing, businesses, and roads in previously undeveloped areas. The attractiveness of the environment not only invites bicyclists to explore the county’s beautiful rural scenery, hills, and waterways, but more importantly, a beautiful environment helps to improve everyone’s positive feelings about the quality of life in Humboldt County.

Education, enforcement, engineering, and funding are the basic components of an effective implementation program for this Bicycle Transportation Plan Update. Education must be targeted not only towards the bicyclist, but also towards the motorist regarding the rights and responsibilities of the bicyclist and automobile driver. Comprehensive enforcement of existing traffic and parking laws, coupled with the implementation of sound design and engineering principles for bicycle corridors is also critical. This plan also proposes systematic review of all new transportation and community development projects, including public works efforts, to assure compliance with planning and building codes and the principles of this Bicycle Transportation Plan. Finally, this plan proposes an aggressive strategy for obtaining grants and competing for other funding sources in order to realize the recommended physical and programmatic improvements.

1.2 EXPECTED BENEFITS OF THE Bicycle transportation PLAN

There are many benefits that will stem from this Plan over time:

· Save lives. Reduce the injury and fatality rate for bicyclists through design standards and guidelines, education, and enforcement and create a bicycle transportation network that reduces public fear of travel by bicycle.

· Provide needed facilities and services. Meet the existing demand and increase the use of bicycles as a means of travel around the county. With the federal goal of doubling bicycling by 2010, the bicycle commute share in Humboldt County would increase from 895 adult commuters (2000 Census) to 2,241 adult commuters. Factoring in the potential for children bicycling to school, bicycle-to-transit trips, and other utilitarian trips, Humboldt County has the potential to increase the bicycle mode share to four percent.

· Improve the quality of life in Humboldt County. Design and build people-friendly streets, paths, trails, and activity centers accessible to everyone, and support sustainable community development. Reduce traffic congestion, vehicle exhaust emissions, noise, and energy consumption by encouraging healthier and more active forms of travel. Improve public health by providing more enticing opportunities for active lifestyles. Encourage visitors to enjoy Humboldt County on a bicycle.

· Improving interagency coordination. Improve coordination of non-motorized transportation facility development between local entities as well as with state governments, including those that are initiated by private developments. Ensure that local planners and developers have clear guidelines for system improvement needs and standards.

· Maximize funding sources for implementation. Equip the HCAOG and its member agencies to successfully compete for State and federal funding, by meeting the requirements of the California Bicycle Transportation Act; the Safe, Accountable, Flexible, and Efficient Transportation Equity Act (SAFETEA); and future State and federal funding sources.

· New era of respect. Build a new era of mutual respect between motorists and people on bicycle or foot in Humboldt County, and emphasize the link between this level of respect and the overall quality of life in Humboldt County for everyone. Through various outreach efforts, educate the general public on the rights of bicyclists, and on the importance of sharing the road and deferring to bicyclists when needed, as well as call on bicyclists to police themselves and spread the word on the importance of obeying rules-of-the-road.

1.3 BTA Eligibility and Local Adoption Procedure

To be eligible for Bicycle Transportation Account (BTA) funds, a city or county must prepare and adopt a Bicycle Transportation Plan (BTP) that addresses items a. – k. in Streets and Highways Code Section 891.2. If a city plans to use a countywide BTP to establish their eligibility for BTA funds, the countywide BTP must include a discussion of the Items a. – k. in Streets and Highways Code Section 891.2 for that city, in addition to the discussions of these items for the unincorporated areas in the county. Therefore, it is important to note that each city and the County can adopt this Plan and meet State and federal requirements for grant funding sources to develop the projects contained within. However, each jurisdiction has the option to develop and approve its own bicycle plan, or to utilize some portion of this Plan to do so. To the extent feasible, this Plan has incorporated existing local plans and priorities as part of its recommendations to eliminate that need. Local projects not specifically included in this Plan can be adopted and funded by each community as well.

Text Box: Following adoption, the city or county sends the plan to the appropriate Regional Transportation Planning Agency (RTPA) for approval. RTPA approval consists of verifying the plan to be in compliance with Section 891.2 and the Regional Transportation Plan (RTP). Following RTPA approval, the local agency submits the plan, adopting resolution, and RTPA letter of approval to the Bicycle Facilities Unit for review to ensure the plan addresses the required elements.

Bicycle Program staff employs a “checklist” approach to BTP review, to determine if the plan includes the required elements. The review does not “grade” the information provided in the discussion of the required elements. Each required element should be addressed in the plan, regardless of applicability to the local agency preparing the plan.

1.4 ROLE OF THE BICYLE PLAN AND CALTRANS COMPLIANCE

The HCAOG Regional Bicycle Transportation Plan Update is primarily a coordinating and resource document that has been developed to guide the creation of a primary bikeway network and associated system enhancements, programs, and safety improvements in Humboldt County. When adopted, this plan will help HCAOG and its member agencies prioritize bicycle improvements for implementation and gain access to the California Bicycle Transportation Account and other state and federal funding programs for bicycle transportation projects for which Caltrans plays an oversight and review role.

According to the 1994 California Bicycle Transportation Act, all cities and counties should have an adopted Bicycle Transportation Plan that contains:

a. The estimated number of existing bicycle commuters in the plan area and the estimated increase in the number of bicycle commuters resulting from implementation of the plan.

b. A map and description of existing and proposed land use and settlement patterns which shall include, but not be limited to, locations of residential neighborhoods, schools, shopping centers, public buildings, and major employment centers.

c. A map and description of existing and proposed bikeways.

d. A map and description of existing and proposed end-of-trip bicycle parking facilities. These shall include, but not be limited to, parking at schools, shopping centers, public buildings, and major employment centers.

e. A map and description of existing and proposed bicycle transport and parking facilities for connections with and use of other transportation modes. These shall include, but not be limited to, parking facilities at transit stops, rail and transit terminals, ferry docks and landings, park and ride lots, and provisions for transporting bicyclists and bicycles on transit or rail vehicles or ferry vessels.

f. A map and description of existing and proposed facilities for changing and storing clothes and equipment. These shall include, but not be limited to, locker, restroom, and shower facilities near bicycle parking facilities.

g. A description of bicycle safety and education programs conducted in the area included within the plan, efforts by the law enforcement agency having primary traffic law enforcement responsibility in the area to enforce provisions of the Vehicle Code pertaining to bicycle operation, and the resulting effect on accidents involving bicyclists.

h. A description of the extent of citizen and community involvement in development of the plan, including, but not limited to, letters of support.

i. A description of how the bicycle transportation plan has been coordinated and is consistent with other local or regional transportation, air quality, or energy conservation plans, including, but not limited to, programs that provide incentives for bicycle commuting.

j. A description of the projects proposed in the plan and a listing of their priorities for implementation.

k. A description of past expenditures for bicycle facilities and future financial needs for projects that improve safety and convenience for bicycle commuters in the plan area.

In addition to these required elements, Caltrans’ Highway Design Manual contains specific design guidelines that must be adhered to in California. “Chapter 1000: Bikeway Planning and Design” of the Manual sets the basic design parameters for the development of on-street and off-street bicycle facilities.

1.5 Progress Since the 2000 Regional Bicycle Plan

A number of implementation projects and feasibility studies have been completed since the adoption of the 2000 Regional Bicycle Transportation Plan. In general, there has been a great deal of improvements for cyclists in the county since 2000.

Since the 2000 Plan was adopted, much progress has been made toward achieving the goals it set forth. The achievements include:

In Eureka, bike lanes were installed on Myrtle and Wabash Avenues, and City began a bicycle parking campaign that aims to install bike racks citywide.

The City of Arcata is near completion of the development of a Pedestrian and Bicycle Master Plan, and physical improvements have been made including across the community including bike lanes on Janes Rd and South G Street, various traffic calming, school route improvements for bicycle and pedestrian commuters.

In the East County, the community of Willow Creek completed a major downtown rehabilitation project on SR 299. The project was completed in coordination with Caltrans, utilizing context sensitive design to meet the needs of the local community. The result which includes improved facilities for bicycle and pedestrian mobility has been transformed the community.

The County of Humboldt and Caltrans have made significant advancements on bridge work around the county including replacements or improvements on US 101 over the Eureka Slough, Little River, SR 299 over the Mad River, and over Bear Creek on Redwood Drive. In addition, bridge work is almost complete, and shoulder improvements have been made on Redwood Drive between Garberville and Redway. These projects have provided substantial improvements for bicycle safety.

The Humboldt Transit Authority recently installed improved front-loading bicycle racks on all of their Redwood Transit System buses. Blue Lake Rancheria buses are now also equipped with user-friendly bike racks.

The Humboldt Bay Area Bicycle Map has been available for purchase since 2000, and nearly 3,000 maps have been sold or donated since that time.

There have been a number of recent studies that have addressed the bicycling and non-motorized environment in the County since 2000. The Pacific Coast Bike Route Study was developed in 2003 by HCAOG, MCOG and LTCO to provide guidance and establish priorities for improving facilities for touring cyclists in the Caltrans District 1 US 101 corridor. The Pedestrian Needs Assessment completed by HCAOG in 2003 identifies many physical constraints that limit cyclists as well as pedestrians around the County, and the Manila Community Transportation Plan has identified bicycle improvements on the Samoa Peninsula. Finally, feasibility studies were completed for the Hammond Trail, the Annie & Mary Rail-Trail, Humboldt Bay Trails, and an Avenue of the Giants pathway system – all addressing potential development of Class I facilities.

1.6 Major Recommendations of the Regional Bicycle Transportation Plan Update

The Regional Bicycle Plan recommends the completion of a comprehensive bikeway network and support facilities, along with new educational and promotional programs to improve conditions for bicyclists throughout Humboldt County. Completion of the recommendations in this plan has the potential to dramatically increase the number of bicycle trips in Humboldt County. Each trip made by bicycle takes one more car off the road, helping to alleviate the impacts of traffic and congestion that plagues our communities. The primary countywide system calls for the implementation of approximately 486 miles of bikeways connecting all of the member agencies, and adjoining counties at an estimated cost of $17 million over the 20-year life of the plan. The key projects identified for implementation in the short-term (next five years) include:

1. A regional bikeway signing program.

2. A bicycle education and outreach program.

3. A bicycle facility monitoring and maintenance program.

4. The formation of a regional bicycle advisory committee.

5. Priority bikeway projects have been identified for each incorporated community and the County, projects are listed in Chapter 4.

The Plan also provides bicycle facility design standards and guidelines for the development of a uniform and consistent regional bikeway system. The standards are limited to federal and state standards set forth by the Federal Highway Administration and Caltrans, other accepted design manuals and/or generally accepted engineering design standards. On a case-by-case basis, local agencies may seek design exceptions to established State and Federal standards based on local conditions and environmental and economic issues. All projects must be approved by the community’s Public Works Department and in some cases Caltrans.

1.7 Bicycle-related Planning in Humboldt County

HCAOG and its member agencies have a long history of coordinated efforts aimed at improving non-motorized transportation in Humboldt County. Five of eight local entities in the county have conducted previous bicycle planning efforts. These previous efforts, which have received assistance from the Humboldt Bay Bicycle Commuters Association, public input from their respective jurisdictions, and support from HCAOG and Caltrans District 1, have developed goals, objectives, and polices, identified on- and off-street bicycle improvements, addressed support facilities, and developed educational and promotional programs. Although progress has been made with the implementation of many bicycle improvements around the county in recent years, some jurisdictions have not updated their plans as necessary to maintain eligibility and have thus missed the opportunity to receive their fair share of state Bicycle Transportation Account funding. The adoption of this Update will establish or re-establish eligibility for Bicycle Transportation Account funding.

The plans listed below summarize the bicycle planning efforts that affect Humboldt County and its communities.

1.8 Local Plans

Arcata Pedestrian and Bicycle Plan (est. 2004)

The City of Arcata had adopted a pedestrian plan in 1976 and a bicycle plan in 1981. Arcata is nearing the completion of a combined pedestrian and bicycle plan that will enable the City to compete for more funding and update its priorities. The City has a good network of bikeways already in place that encourages high levels of bicycle use throughout the city. New priorities include bicycle boulevards and other improvements to proposed bicycle routes on narrow streets and building Class I trails that will become part of a region-wide trail system.

Avenue of the Giants Community Plan (2000)

The residents of the communities along the Avenue of the Giants have expressed an interest in establishing a multi-use pathway parallel to the Avenue. Most of the pathway would be located in beautiful Humboldt Redwoods State Park with some private property also involved. This community plan provided policies to support the development of this trail and trails to and along the Eel River.

Blue Lake Community Action Plan: Community Visioning and Strategic Planning (July 2003)

The Humboldt County Department of Community Development Services helped residents update the Blue Lake Community Action Plan, a document designed to help guide future development in the community. The Plan included several proposals to improve bicycling in Blue Lake. One proposed project that came out of this process was an interest in a bicycle rental program similar to Arcata’s Library Bike program. A future goal is to adopt a trails plan that would include the Annie and Mary Rail Trail, a trail that could potentially evolve into a major regional trail in Humboldt County.

Blue Lake General Plan (1986)

The Circulation element of the 1986 General Plan promotes non-motorized transportation modes as vital to this small city. Policies to encourage bicycling included non-vehicular access to and along the Mad River, pathways to schools and recreational areas, and bicycle parking requirements.

Eureka Bicycle Plan (1982)

The Eureka City Council initiated the 1982 Bicycle Plan process to enable the City to qualify for state grants and to provide a safe and efficient network of bikeways throughout the City. Policies in the plan addressed not only the provision of bikeways but also bicycle parking, education, and seeking funding to implement the recommendations of the plan.

Eureka General Plan (1996)

The Transportation and Circulation element of Eureka’s General Plan addresses the bicycle as a viable mode of transportation. The Plan includes a revised bikeway system from the 1982 bicycle plan and policies supporting the installation of bikeways and bicycle parking.

Fortuna General Plan (1993)

The Fortuna General Plan included an ultimate bikeway system largely comprised of Class II facilities to be implemented as part of the City’s resurfacing program. Additional policies addressed bicycle parking, education, law enforcement, and obtaining funding.

Manila Community Transportation Plan – Phase I (2003)

The Manila Community Services District (MCSD) was awarded funding from HCAOG and Caltrans to study transportation in the community, particularly along Highway 255. Recommendations to improve bicycle safety and access include “Share the Road” signs along Highway 255 and a rail trail between Pacific Avenue / Dean Street / Peninsula Drive intersection and just north of Ward Street. If Phase II is initiated, the study will produce conceptual plans for improvements and set priorities.

McKinleyville Community Plan (2002)

The importance of providing bicycle facilities is evident in the Circulation Plan of the McKinleyville Community Plan. Policies of the Plan that illustrate the commitment to bicycle facilities include new roadway and intersection design standards that incorporate bikeways, funding priorities favoring safe pedestrian and bicycle access to schools, and encouraging more off-street pathways.

Willow Creek Community Action Plan (July 2003)

Humboldt County Community Development staff worked with the residents of Willow Creek to develop a plan to improve the quality of life in this relatively remote community. Willow Creek is interested in promoting its recreational opportunities to increase tourism in the area. Building bicycle trails were one of many recommendations to make the area attractive to both visitors and residents.

1.9 Regional Plans & Studies

Regional Transportation Plan Update (2004)

Humboldt County Association of Governments (HCAOG) developed the 2002-04 Regional Transportation Plan (RTP), a long-range planning document that provides guidance on the development of the regional transportation system. The RTP is supportive of bicycle transportation through goals, objectives, and policies that advocate a balanced multi-modal transportation system, bikes on buses, education and incentive programs, and land use policies that encourage intermodal transportation connections. The RTP identified proposed bicycle projects throughout the county over the next 25 years.

Regional Pedestrian Needs Assessment Study Update (2004)

Humboldt County Association of Governments (HCAOG) prepared a Regional Pedestrian Needs Assessment Update in 2003. The Update identified the existing pedestrian network and developed recommendations to improve pedestrian access throughout Humboldt County with a specific focus on routes within the communities through intersections, to schools, transit, downtowns, civic centers, commercial districts, recreation resources, and neighborhoods. Although the study focused on pedestrian improvements, several multi-use trails were identified which will serve either as segments of the regional bikeway network or local routes.

Humboldt County General Plan Update

The County is currently updating it’s General Plan. At this stage in the update process, two reports give indication of information collected to date and policy considerations under review. The 2001 Critical Choices Report is a compilation of public input. Non-motorized transportation – bicycle, pedestrian and equestrian travel – was desired by many people around the county, while others approved of non-motorized improvements as long as property rights were protected and maintenance issues were addressed. It was recommended that the 1978 County Trails Plan be updated and development policies address practical trail development. ‘Smart Growth’ policies were also discussed as a possible component of the General Plan Update.

The 2002 Moving Goods and People Report presents policy options for inclusion in the Circulation Element of the General Plan. Options affecting the bicycling environment include:

§ Policy Option 3.16 – Update the Humboldt County Trails Plan and include development standards for trails and bike lanes, an education and marketing program, and a funding program. It was also recommended that pedestrian and bikeway standards be included in subdivision requirements.

§ Policy Option 3.17 – Establish Level of Service (LOS) standards for trails and pedestrian facilities to help identify priority improvements and design facilities for the future.

§ Policy Option 3.19 – Make trail improvements a funding priority.

§ Policy Option 3.20 – Establish ‘Adopt-A-Path’ programs to help local agencies maintain trails.

§ Policy Option 3.29 – Review and update roadway design standards as necessary, to improve transportation safety and allow for ‘traffic calming’ improvements in residential and commercial areas.

Particulate Matter (PM10) Attainment Plan (1995)

The North Coast Unified Air Quality Management District – encompassing Humboldt, Del Norte, and Trinity Counties – is classified as a non-attainment area for particulate matter under 10 microns (PM10). Under the California Clean Air Act, air quality districts must develop control measures to achieve and maintain ambient air quality standards. Among the control measures mentioned in the 1995 Attainment Plan are programs to accommodate pedestrian and bicycle use and land use development practices that enable people to walk to more destinations and reduce automobile use.

Humboldt County Trails Master Plan (1978)

Humboldt County Public Works prepared a Humboldt County Trails Plan in 1978 as a sub-element of the General Plan. Numerous trail development recommendations were rails identified in the Trails Master Plan. There was a range of trail types identified in this plan, and many (possibly most) of those identified are now obsolete or need updated research on current viability due to the amount of community development and changes in land use practices since that time. Almost none of the trails identified in the 1978 plan have been implemented, with the particular exception of the Hammond Trail. Recent trail and pedestrian facility planning efforts listed above are more relevant, and focus on multi-use trail development. Some of the potentially viable trails addressed in the 1978 Plan are not addressed in current planning efforts, however, such as the Redwood Creek Levee Trail in Orick.

Goals

1. To provide guidelines for establishing a safe, efficient, and enjoyable County trails program for the transportation and recreation needs of bicyclists, equestrians, hikers, and joggers.

2. To increase participation in bicycling, horseback riding, and hiking activities which can provide physical, social, environmental, and economic benefits for County residents and tourists.

Policies

1. Develop an accessible trails network as shown on trails map which includes trails within and between communities, parks and other publicly owned lands.

2. Provide safe bicycle and pedestrian trails to schools when it is determined that inadequate access exists.

3. Encourage development of trails with varying lengths and difficulty through diverse terrain, scenery, and points of attraction.

4. Blend trails into the natural environment to reduce environmental disruption.

Mendocino County Regional Bikeway Plan (2002)

Mendocino County is Humboldt's neighbor to the south. The Mendocino County Regional Bikeway Plan was developed to qualify projects for the Bicycle Transportation account. Thus, the focus is on commuter projects within the larger communities. The Pacific Coast Bike Route is the only route identified which directly connects to Humboldt County

Del Norte County and Crescent City Bicycle Facilities Plan Update (2002)

Del Norte County is Humboldt County’s neighboring county on the north. The Pacific Coast Bike Route on Highway 101 is the only connection between Del Norte County and Humboldt County identified in their bicycle plan.

Trinity County Bikeways Master Plan (2004)

Highway 299, Highway 36, and Zenia Bluff Road are all proposed Class III bicycle routes connecting Humboldt County and Trinity County. “Share the Road” signage is recommended along these routes to warn motorists of bicycles ahead.

Pacific Coast Bike Route Study (March 2003)

In California, the “Pacific Coast Bike Route,” or PCBR, begins on Highway 101 at the California/Oregon State Line, and ends 1,000 miles away adjacent to Interstate 5 at the Mexican border. The California Department of Transportation was legislated to “maintain appropriate signs for experienced bicyclists who may wish to use the route.”

A study of the route through Humboldt County was completed in March 2003. A few miles north of the Humboldt County line, after crossing the Klamath River, the PCBR leaves Highway 101 and follows Newton B. Drury Scenic Parkway through Prairie Creek Redwoods State Park. South of the park, the PCBR rejoins Highway 101, staying on 101 for approximately 40 miles until the City of Eureka. Within Eureka, the PCBR immediately diverts from Highway 101, following a series of one-way city streets with lower traffic volumes. (Southbound: V Street to 6th Street, 6th to J Street, J Street to Henderson, which rejoins Highway 101 in southern Eureka. Northbound: the PCBR detours from 101 at Harris, traveling to J Street, 7th Street, Myrtle Avenue, 6th Street and V Street, before rejoining Highway 101.) South of the City of Eureka, the PCBR travels along Highway 101 approximately 80 miles to the Mendocino County line.

Annie & Mary Rail-Trail Feasibility Study (2003)

The Annie & Mary railroad line, one of the first operational railroads in the West, begins in Arcata where it departs from the Northwestern Pacific Railroad and travels through Glendale and Blue Lake before ending in the mill town of Korbel. Because trains have not run on this line since 1992 and may not run for some time, the possibility of including a multiple-use trail on the corridor is being explored. A feasibility study of this seven-mile corridor was completed in 2003. One of the first actions the study recommends is railbanking the corridor so it can be used for non-rail purposes. Although renovating existing trestles and bridges will require a significant amount of money, some sections of trail on the corridor can be implemented relatively easily. If a trail is developed along this corridor in the future, it will provide a tremendous recreational asset to the Humboldt Bay area and a commuting asset to the Blue Lake and Arcata area.

Hammond Coastal Trail (ongoing)

The State Coastal Conservancy has funded several phases of trail planning and construction on the Hammond Trail in McKinleyville. There are two current efforts underway to improve and expand the Hammond Coastal Trail in western McKinleyville, the region’s only Class I bicycle facility. A missing segment between Murray Avenue and Letz Avenue is currently being designed and permitted and is slated for construction in 2005 or 2006. South of McKinleyville, route alternatives are currently being assessed and a recommended trail route to Arcata, and possibly Manila, will be presented in early 2005.

Humboldt Bay Area Bicycle Use Study (1999)

The Humboldt Bay Area Bicycle Use Study was an exhaustive study into bicycle ridership in the communities of Eureka, Arcata, and McKinleyville. Volunteers were trained to accurately count and obtain additional data such as helmet use, age, and where the bicyclists rode (street or sidewalk). Information was collected for 791 hours over the course of one year. Weekday and weekend data was collected at six intersections in each community, and on SR 101, SR 255, and Old Arcata Road. The study found a substantial amount of bicycling in the area, including touring cyclists on the Pacific Coast Bike Route, most cyclists rode according to the law, and a majority of cyclists were adults.

Humboldt Bay Trails Feasibility Study (2002)

The Humboldt Bay Trails Feasibility Study was developed to encourage non-motorized access to and around Humboldt Bay. The Study recommended immediate and future projects as well as programs such as trail signing and a water trails program. Three of the top priority projects relevant to bicycle planning were identified as:

· Eureka’s Elk River Wildlife Sanctuary Access Project

· Arcata-Eureka 101 Corridor Bicycle Path

· Waterfront Drive Pathway Project

Other relevant projects to bicycle transportation planning efforts that had support but required more research included:

· California Coastal (Hammond) Trail expansion south of McKinleyville in the form of several project segments between the Mad River and Table Bluff;

· Arcata Bay Levee Trail from Arcata to the Mad River Slough;

· Completion of a multi-use Waterfront Trail that would serve as the California Coastal Trail along Eureka’s waterfront; and

· Samoa Bridge bicycle and pedestrian improvements.

Humboldt County Bicycle Facilities Planning Project (1997)

The purpose of this study was to research possible alternatives for improvement to and expansion of bicycle facilities within and between communities in the central coast of Humboldt County. The study found substantial demand for a Class I facility between Arcata and Eureka as well as improvements to Old Arcata Road and State Route 255. As a result of this study, the Humboldt Bay Area Bicycle Use Study was conducted in 1999 to develop bicycling data for the area and the Humboldt Bay Area Bike Map was created to encourage and promote bicycling.

Redwood Pathways Implementation Strategy (2002)

The Redwood Pathways Implementation Strategy was developed to further examine two priorities identified by local residents during the update of the Avenue of the Giants Community Plan and visioning process. Those priorities were: 1) stimulating the local economy and 2) development of an interconnected trail network. The strategy addressed these issues by evaluating the overall feasibility of multi-use trails along the Avenue.

The Implementation Strategy includes a summary of 32 proposed projects developed to enhance non-motorized use and access along the Avenue. The Strategy recommends two “priority projects” that are outlined in greater detail. These projects include:

· The South Fork High Trail, approximately six miles in length, would stretch from Miranda to Myers Flat paralleling Highway 254 on west side of the road along the river.

· The Garberville - Benbow River Trail would provide a scenic alternative to Highway 101 for bicyclists. The strategy outlines several options for the proposed route.

1.10 STATE Plans

Completing the California Coastal Trail (2003)

The State Coastal Conservancy recently completed a study of opportunities and constraints associated with the state’s objective to complete a multi-use trail along the entire coastline.

1. Provide a continuous trail as close to the ocean as possible, with vertical access connections at appropriate intervals and sufficient transportation access to encourage public use.

2. Foster cooperation between State, local and federal public agencies in the planning, design, signing and implementation of the Coastal Trail.

3. Increase public awareness of costs and benefits associated with completion of the Coastal Trail.

4. Assure that the location and design of the Coastal Trail is consistent with the policies of the California Coastal Act and local coastal programs, and is respectful of the rights of private landowners.

5. Design the California Coastal Trail to provide a valuable experience for the user by protecting the natural environment and cultural resources while providing public access to beaches, scenic vistas, wildlife viewing areas, recreational or interpretive facilities and other points of interest.

6. Create linkages to other trail systems and to units of the State Park system, and use the Coastal Trail system to increase accessibility to coastal resources from urban population centers.

1.11 FEDERAL AND STATE POLICIES

US DOT Accommodating Bicycle and Pedestrian Travel

“Accommodating Bicycle and Pedestrian Travel: A Recommended Approach” is a policy statement that was adopted by the U.S. Department of Transportation (USDOT) in response to TEA-21. USDOT encourages public agencies, professional organizations, advocacy groups, and any other groups involved in transportation issues to adopt this policy to further promote bicycling and walking as viable components of the transportation system. The four directives issued in this policy statement address measures to improve bicycle and pedestrian access, convenience, and safety in transportation projects. The policy statement notes that:

The challenge for transportation planners, highway engineers and bicycle and pedestrian user groups, therefore, is to balance their competing interest in a limited amount of right-of-way, and to develop a transportation infrastructure that provides access for all, a real choice of modes, and safety in equal measure for each mode of travel.

Caltrans DD-64

Caltrans recently adopted a policy directive related to non-motorized travel that the communities of Humboldt County could follow by issuing a similar statement. The Caltrans Deputy Directive 64 (DD-64) reads:

The Department fully considers the needs of non-motorized travelers (including pedestrians, bicyclists and persons with disabilities) in all programming, planning, maintenance, construction, operations and project development activities and products. This includes incorporation of the best available standards in all the Department’s practices. The Department adopts the best practice concepts in the US DOT Policy Statement on Integrating Bicycling and Walking into Transportation Infrastructure.

It is not clear what the effect of these policy directives will be on the planning, design, and funding of new transportation facilities. Although the USDOT policy encourages agencies and organizations to adopt this position, it does not state the possible repercussions if it is not embraced. Similarly, it is not certain how the Caltrans policy directive would apply to local jurisdictions or to streets that are not classified as “highways.” Nonetheless, these policies reflect the growing concern that public agencies have shown to accommodate the needs of pedestrians and bicyclists in the design and operation of the transportation system.

Assembly Concurrent Resolution No. 211 (ACR 211)

California’s cities and counties have even more reason to pay attention to the two aforementioned policies. ACR 211 (Nation) “Integrating walking and biking into transportation infrastructure” became effective in August 2002, and encourages all cities and counties to implement the policies of DD-64 and the USDOT design guidance document when building local transportation infrastructure. Existing and planned bicycle facilities.