4.
Existing conditions & proposed system
This section summarizes the existing bikeway facilities in
Humboldt County, and details the proposed system projects and programs. It
provides a blueprint for developing a bikeway system that includes both on and
off-street bikeways, improved bicycle support facilities, and programmatic
enhancements. It is important to note that the purpose of this update effort is
two-fold: first, the intent of this project is to plan a
unified regional bicycle transportation network throughout Humboldt County,
second, since HCAOG does not have the authority to implement projects contained
within this Plan, it is to develop an individual plan that can be adopted by
each of HCAOG’s member agencies for local implementation.
4.1 Scope and Organization
In order to better define each entities responsibilities, the information in this section has been separated by jurisdiction. Each jurisdiction has a short chapter that includes an existing facilities inventory, bikeway system map, and a proposed system write-up. Proposed projects have been identified as either serving the regional or local system, where appropriate, local projects have been incorporated into this Update for consistency, however, even though the focus of this effort includes an inventory and evaluation to the local level, all recommended facilities, improvements, and programs are specific to and intended to serve the regional system. Thus, additional local planning may be required to better serve local needs. Examples of additional local planning may include local school routes, local bicycle parking needs, or recreational routes. The information presented in this section is the result of the data collection efforts of HCAOG, its Technical Advisory Committee, and the project consultant.
4.2 Bikeway Classifications
Caltrans classifies bikeways into three primary types:
Class I Bikeway – Typically
referred to as a multi-use path, this type of bikeway provides for bicycle and
pedestrian travel on a paved right-of-way completely separated from any street
or highway. These are particularly
popular with novice cyclists but may be avoided by experienced bicyclists
because of the potential for user conflicts when become crowded. The Caltrans
design criteria require a minimum width of 2.4 meters (8 feet) for a two-way
path.
Class II Bikeway – These are often referred to as a bike lane. It provides a striped and stenciled lane for one-way travel on a street or highway. When properly designed, bike lanes help improve the motorists’ awareness of bicyclists. The minimum width of a lane is 1.2 meters (4 feet), 1.5 meters (5 feet) if parking is permitted or the facility is located next to a curb.
Class III Bikeway
– Generally referred to as a bike route, the Class III Bikeway provides for
shared roadway use with motor vehicles and pedestrian traffic (not
recommended), and is identified only by signing. These are recommended to
connect discontinuous segments of bikeway or when through routes are not served
by Class I or Class II bikeways. Proposed enhancements or modifications to the
Class III designation are made in section 4.6 ‘Proposed Regional Projects’.
Paths and Trails If a pathway is to be used primarily for recreation use and not with transportation funding, it may be constructed to reflect local conditions and needs. In some instances, path or trail projects can meet both transportation and recreation needs and consequently appeal to a diversity of funding sources.
Shoulders On many roadways around the county, bicycle lanes may not be feasible where improved bicycle facilities are desired. In these locations, bicyclists will use roadway shoulders and/or traffic lanes where they are available.
Design guidelines for the Regional Bikeway System can be
found in Appendix B.
4.3 Ranking and Prioritization of the Proposed
Improvements
A ranking methodology based on general planning criteria was developed with the TAC and will be used to prioritize the recommended regional bikeway programs and improvements A Decision Matrix was used to attach weights to each criterion and determine which recommendations meet the highest number of criteria listed. It is important to note however, that over time changes will occur that may impact project implementation opportunities, and thus projects that my not be heavily weighted could be implemented in the short term due to opportunity, funding availability, political will, or other reasons.
The ranking matrix is located in Appendix C and the following project tables include ranking results. Project ranking criteria include:
· Land Use: A project that provides or promotes connections or access to multiple land uses (e.g. primary generators such as dense residential neighborhoods with high numbers of bicycle commuters with areas of dense employment) will rank favorably according to the land use criteria. Facilities that provide intra- or inter-neighborhood access to schools, for shopping trips, access to transit, access to public open space/parks would also rank favorably according to the land use criteria. Longer corridor projects that “connect” more land uses will tend to rank higher as they are assigned greater points over shorter projects that do not connect generators with destinations, or vice versa.
· Current Bicyclist Demand: Higher points are awarded to those projects that currently have significant usage, based on land uses, population, corridor aesthetics, etc. Justification for this criteria is that corridors or spot locations currently receiving high demand may or may not be optimally designed for safety and functionality and additional improvement would benefit a large number of existing bicyclists.
· Latent Bicyclist Demand: Higher points are awarded to projects likely to generate significant usage, based on land uses, population, corridor aesthetics, etc. Justification for this criteria is that existing corridors or spot locations may be viewed by high percentage of local residents/potential users as undesirable from a safety or operational perspective. If safety or functionality is improved, even high use facilities may increase in use levels.
· Technical ease of Implementation: Technical ease of implementation focuses on the actual engineering challenges of a project, emphasizing the point that typical physical requirements of bicycle projects such as parking removal, traffic lane removal, or lane re-striping are not technically challenging from an engineering perspective. Physical solutions are often readily apparent but may require development of political support, addressed under "Political Ease of Implementation," or that specific operational issues be addressed specifically to demonstrate that no negative impacts will occur to other modes. This criteria addresses specifically the technical, physical aspects of the engineering solution.
· Political Ease of Implementation: Maximum points are assigned for an easy, popular project. If significant neighborhood opposition is a known factor, if support of local elected official is not anticipated, or if other political opposition to a particular aspect of the assumed engineering solution (such as parking removal) is anticipated, then the project received fewer points under this criteria. NOTE: Projects that are supported by current or adopted planning efforts by regional or local agencies receive points under this criteria, for example, projects that were recently identified in the Regional Pedestrian Needs Assessment Study that have the potential to serve both pedestrians and bicyclists.. In addition, projects that are supported by existing or anticipated funding should receive points under this criteria.
· Overcomes Barrier / Connectivity: Maximum points should be assigned to recommended facilities that would address a major safety concern for bicyclists using bridges, interchanges, and other environments difficult for bicyclists to navigate. Higher points should be assigned to roadways with high speed, high traffic volume, wide road width, difficult intersections or other obstacles to bicycle travel. Maximum points should be assigned for filling a gap in the existing network.
· Public Input: This is based directly on public input received during public workshops, results from the public surveys, direct conversations with staff, and an informal survey of local elected officials. Points were assigned in correlation to the number of comments and perceived interest of workshop attendees.
4.4 Existing and proposed System
The following section provides a breakdown of the existing
and proposed regional bikeway system by route classification for each of the
incorporated cities and the County. This section updates the regional bikeway
system inventory. It includes regional
routes that have been identified in previous planning efforts that remain
un-constructed, as well as new routes that have been identified through this
Plan Update process.
The regional system calls for the implementation of approximately 432 miles of bikeways connecting all of the member agencies at an estimated cost of approximately $17.1 million over the 20-year life of the plan. The primary projects identified for implementation in the short-term (next five years) include:
4.4.1 Programs
The Regional Bicycle Transportation Plan provides recommendations for both physical improvements – such as construction projects – and programmatic recommendations such as community education. This section highlights a few of the programs already in place in various jurisdictions and details a number of programs that can be implemented regionally to support and increase the bicycling around the County.
Effective programs are designed to engage the community; enhance safety; educate bicyclists and motorists; and to improve mobility without placing a large burden on agency staff or local funding resources. Bicycle programs can be effective low-cost measures that can be implemented and maintained by citizenry in partnership with local advocacy groups and a sponsoring agency.
It should be noted that barriers to the implementation of bicycle programs exist. First, their implementation requires organizational leadership, funding, follow-through, and maintenance. Second, although there is seldom public opposition to such programs, some leaders and participants may be skeptical of their benefits, especially when budgetary issues arise. Finally, without effective organization and leadership, programs can lack impact or fail to show visible results, and thus atrophy over time. Drawing on a variety of community resources and maintaining community support will be essential to ensure that the policies, programs, and projects within the Regional Bicycle Transportation Plan are implemented over time.
4.1.2 Existing Programs
There
are a number of bicycle programs already in place around the County, which are
aimed at improving safety, convenience, and boosting ridership. Some of these
existing programs have been in place for years, while others are relatively
new. In some cases the programs are
city funded; in others, they are volunteer run. Each entity should take advantage of the success of these
existing programs and the benefits they provide to the community and tourists.
Library Bikes
Arcata Library Bikes evolved from the “green bikes” program in the 1990s. Volunteers repair and rebuild bicycles from donated parts to maintain a selection of bicycles for use. They are available for check out with a $20 deposit for a six-month period. Bikes can be returned before the lending period expires for a refund, or be checked out again. The bicycles can be picked up at lending stations throughout Arcata. Grants, donations, and many volunteers make the program happen. The program has been successful with over 280 bicycles now on loan. “Promise Bikes” are bicycles of higher quality that are loaned to people who vow to give up their car for trips within Arcata or for students moving to Arcata without an automobile. Nearly 90 people are taking advantage of the Promise Bike program. In addition to bike loaning, after-school programs are held to teach kids basic bicycle repair and maintenance.
Bike
to Work Day
The Humboldt Bay Bicycle Commuters’ Association hosts an annual Bike to Work Day celebration at the Eureka Old Town Gazebo during lunch, typically on the Thursday of national Bike to Work Week. They encourage bicycle commuting and give prizes and other incentives for distinctive groups and riders. This year the event expanded to include a celebration on the Arcata Plaza the day following the Eureka event.
Humboldt Bay Area Bike Map
Bicycle
maps are an essential education and outreach tool. They have the ability to provide users information on designated
facilities, recommended routes, trails, recreation and touring information, and
educational and promotional information. To ensure their effectiveness, they
need to be readily accessible and up-to-date. The Humboldt Bay Area Bike Map
serves the communities in the Humboldt Bay Region.
The Natural Resources Service Division of the Redwood Community Action Agency developed this map of West Humboldt County through funding from the North Coast Unified Air Quality Management District. The map shows designated bikeways in the area, undesignated routes that may be good route alternatives, and roadways that only skilled riders are advised to use. The backside of the map provides helpful tips and laws for responsible bicycling and theft prevention, contact information for non-motorized transportation interest groups, a listing of bike shops in the Humboldt Bay Area, and a map of the larger region. These maps are available for purchase at bookstores and bike shops around the area, visitors centers, or may be viewed on-line at www.rcaa.org/bikemap/view.shtml.
Caltrans District 1 also offers a free 48-page Bicycle Touring Guide of the County’s highways complete with maps, points of interest, and elevation charts.
Bicycle education and Safety Programs
Safety is a major concern of both existing and potential bicyclists. For those who ride, it is typically an on-going concern or even a distraction. For those who don't ride, it is one of the most compelling reasons not to ride. In discussing bicycle safety, it is important to separate out perceived dangers versus actual safety hazards.
Bicycle riding on-street is commonly perceived as unsafe
because of the exposure of a lightweight, two-wheeled vehicle to heavier and
faster moving automobiles, trucks and buses. Actual accident statistics,
however, show that bicyclists face only a marginally higher degree of
sustaining an injury than a motorist based on numbers of users and miles
traveled. Death rates are essentially
the same with bicyclists as with motorists.
Bicycle-vehicle accidents are much less likely to happen than
bicycle-bicycle, bicycle-pedestrian, or accidents caused by physical
conditions. And, the majority of
reported bicycle accidents show the bicyclist to be at fault; generally, this
involves younger bicyclists riding on the wrong side of the road or being hit
broadside by a vehicle at an intersection or driveway. Statewide Integrated
Traffic Records System (SWITRS) accident data was available and collected for
the calendar years 1998 - 2003 in Humboldt County. Accident data has been presented by jurisdiction and accident
type in Section 2.
The Humboldt County Sheriffs and local Police Departments
in the communities of Arcata, Eureka, and Fortuna enforce all traffic laws, for
bicycles and motor vehicles as part of their regular duties. They ticket violators as they see them. This includes bicyclists who break traffic
laws, as well as motorists who disobey traffic laws and make the cycling
environment more dangerous. The level
of enforcement depends on the availability of officers. The Police Departments also responds to
particular needs and problems as they arise.
Bicycle Safety Programs
According to available data, there are currently no regularly scheduled bicycle safety or education programs taught in Humboldt County. However, free bicycle safety instruction is available in Humboldt County courtesy of the Humboldt Bay Bicycle Commuters Association. The 'Bike Smart' program provides a free two-hour bicycle safety class for youth groups and students. Qualified HBBCA members teach children about the rules of the road with a short lecture and a street training session. After completing the class, children without bike helmets can receive a free helmet courtesy of the Association. In addition, various groups have put on education exercises and other similar events in the past to raise awareness for bicycle safety. Coordinated bicycle safety events can have a positive affect on bicycle ridership because they address and appease safety concerns of potential riders and teach good riding habits. Without these programs, a forum does not exist to address safety concerns that are real or perceived. Recommendations for regional bicycle safety programs are detailed in project #3.
Advocacy Groups
It
is important to recognize the significant contributions that local bicycle
advocacy groups make in their efforts to promote and enhance the bicycling
environment in Humboldt County. These
organizations which range from ad-hoc groups to longstanding foundations with
officers and board members continue to promote education, support local
actions, and organize events ranging from races to elementary school education
programs. Partnerships with these
groups can help to effectively implement many of the programs contained within
this Plan, reduce their related labor cost, provide sustained maintenance, and
ensure their affect. The following
summary identifies many of the existing groups and their activities.
Humboldt Bay
Bicycle Commuters Association – has
the primary goal of improving and encouraging bicycle commuting. The group has
six annual meetings and newsletters, sponsors annual Bike To Work events,
BikeSmart training programs for youth, supports grant proposals for bicycle
projects, and supports numerous bicycle transportation-friendly endeavors in
the greater Humboldt Bay region.
Bigfoot Bicycling Club - promotes road, mountain and family recreational cycling.
Humboldt State University Clubs and Activities
HSU Alternative Transportation Club - was formed in the spring of 2003 on the HSU campus. This group has already helped to educate the student body on the effectiveness and importance of non-motorized transportation and work to improve bicycling and walking conditions on campus. The group sponsored a Car Free Day on campus on September 22rd in coordination with international Car Free Day. The club is eager to work with local communities in addition to improving non-motorized transport on campus.
HSU Mountain Bike Team
– is a campus club that organizes mountain bike rides and races.
HSU Bicycle Learning Center - is a campus club staffed by volunteers dedicated to providing bicycle repairs and maintenance training. They have a shop on campus between Nelson Hall East and the Depot.
South Fork High School Mountain Bike Team – High school students and coaches compete in state competitions and advocate for improved bicycle recreation and transportation facilities.
4.5 priority
PROPOSED PROGRAMS
The following programs are
proposed to support and enhance bicyclist safety and to provide encouragement
for more people to utilize the bicycle
for transportation purposes.
· Project #1: Regional Bikeway Signing Program
· Project #2: Regional Bicycle Parking Program
· Project #3: Regional Non-Motorized Education & Outreach Program
· Project #4: Regional Bicycle Guide & Map
· Project #5: Bicycle Facility Maintenance Program
· Project #6: Regional Loop Detector Installation & Maintenance Program
Project # : 1 |
Regional Bikeway Signing Program |
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Responsibility: |
HCAOG, Member Agencies, Caltrans District 1 |
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Class: |
Length: |
Approximate Cost: |
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Potential
Funding Sources: |
TEA – 21, BTA,
OTS, Air District Funding |
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Required
Actions/Studies: |
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As
the regional bicycle system and level of bicycle use grows, so does the need
for a route signing system. One way to
achieve this in Humboldt County is to develop a signing program using ‘custom’
Caltrans approved SG45 bike route signs in conjunction with way finding and
bicycle warning signs for the Regional Bikeway System. Signing systems can take
on a number of forms; however their ultimate intention is to enhance bikeway
facilities by signaling their presence and location to both potential and
existing users. By leading residents and visitors to bikeways in the county and
to neighboring destinations, effective signage can encourage more people to
bicycle. Signs also promote motorist
awareness by alerting them to the fact that bicyclists may be on the roadway.
There
are two basic types of signing systems which both use a custom logo to enhance
the identification of routes. The first example uses a route numbering system
similar to the Federal Highway System methodology where routes are numbered
based on their north-south and east-west alignment. This system is typically developed in conjunction with a system
or ‘user’ map that identifies the routes and the major destinations they serve.
Although this system certainly helps motorists and cyclists recognize regional
bicycle routes, users may be at a loss without the accompanying user map. The second system utilizes a custom bike
route sign along with directional signage to define the regional system.
Discrete or special routes may receive their own custom sign treatment, such as
the Pacific Coast Bike Route, the County Bigfoot Bicycle Route SR 254, or the
Trinity Bicycle Route on SR 299.
Way-Finding Signs
In addition to the standard “Bike Lane” and
“Bike Route” signage that is recommended to be installed on all existing and
proposed bicycle facilities, the regional bikeway system would be significantly
enhanced by developing its own unique wayfinding/directional signage
program. These signs should include
directional arrows and distance information to significant local and regional
destinations and connecting bicycle facilities. Such signage programs have been successfully implemented in other
jurisdictions such as Berkeley, and point to destinations such as the
University, BART station, Amtrak station, and downtown. Wayfinding signage can have a simple or
decorative design, depending on the desires of the City and residents that may
live on the roadways where these signs would be installed. Signs should be visible and easy to read,
but should also fit in aesthetically with the context of the region and local
neighborhood.
The
two primary tasks for developing the signage program would be:
· Compile a list of destinations and facilities to be included in the directional signage program.
· Develop a variety of signage designs for public evaluation. Approve the design with resident and cyclist input.
Share the Road
Why
Share the Road? With varying degrees of intensity and equal blame for each
user group, drivers and bicyclists have been battling each other on
California’s roadways. This common practice, which includes verbal abuse and
occasional reckless behavior, has not improved the on-road safety of either
group. Yet it continues. To combat this psychology, Share the Road campaigns
are being implemented by transportation agencies and advocacy groups
nationwide. These relatively new programs have the goal of improving the
knowledge of all roadway users to minimize the likelihood of a crash. The focus
of such programs is a campaign of publicity, education, and enforcement to
encourage motorists and bicyclists to share the road.
The California Vehicle Code gives bicyclists the same rights and responsibilities to the road as drivers. There is one bicycling exception stated in the Code: Cyclists are required to ride as far to the right as is practicable. There are five legal exceptions to this extra "cycling" requirement (1) while passing (2) to turn left (3) when riding in a substandard width lane, (4) when traveling at the normal rate of traffic and (5) to avoid road hazards.
Unfortunately, not all drivers nor all bicyclists act within full accordance with the law, and some members of both communities routinely demonstrate discourteous, unsafe, and sometimes illegal behavior on the road. Such behavior further polarizes the two groups. Share the Road programs are developed to evolve beyond an “us against them” mentality by increasing awareness, fostering understanding, and improving safety for all.
Share the Road programs are designed to reach out to both drivers and bicyclists. This principle underlies the purpose of all Share the Road campaigns. There is no place on the road for any form of competition or confrontation, whether it is between cars, bicycles, or any combination of the two. An increase in the practice of courteous and cooperative roadway users will result in increased safety for all. Sharing the road is in everyone’s best interest, it is good for the community, and it is the law.
Bicyclists use many existing roads in Humboldt County, but they are not always well noticed by motorists. Good signage can improve safety and enhance the bicycling environment in a very short time at relatively low cost of implementation. “Share the Road” signs are a signal to motorists that bicycles may be on the roadway and to stay alert. Humboldt County bike route logo signs can be used in conjunction with “Share the Road” signs to further reinforce the effect. These signs should be installed at regular intervals, at the county boundaries, and at transition points between jurisdictions. The County will need to work with Caltrans to site and maintain the signs on State Routes.
Fluorescent Yellow-Green Warning Signs
The “fluorescent yellow-green” (FYG) designation is the name of a color the FHWA approved as an option for warning signs about schools, pedestrians, and bicycles in an amendment to the Manual on Uniform Traffic Control Devices in June 1998. Fluorescent yellow-green has been an optional background color for use in warning signs for bicycle crossings, pedestrian crossings, school bus stops, and school zones in California since 1998. Although FYG was initially slow to gain popularity, the color is seeing increased use statewide.
The use of fluorescent yellow-green was extensively studied by the FHWA for six years before being approved for use. According to a 1992 FHWA study at five pedestrian and bicycle crossings in the Washington, D.C., area, the number of vehicles that slowed and stopped for pedestrians and bicyclists in response to FYG warning signs increased, and the number of conflicts of vehicles with pedestrians and bicyclists decreased. Another FHWA study in 24 jurisdictions indicated that the color enabled motorists to detect the signs with greater frequency and to recognize the signs from greater distances – especially in low light and foggy/rainy weather – than they were able to detect and recognize standard yellow warning signs. The higher rate of visibility is due to the fluorescent colorants contained in the signs which absorb high energy (short wavelength) light and re-emit lower energy (longer wavelength) light. Although the study found that many of the jurisdictions did not find significant changes in vehicle speeds in response to the FYG signs, motorists commented that the signs heightened their awareness of activity in the roadway environment.
Many credible groups are willing to support Share the Road programs to increase roadway safety for all roadway users. Nationwide, Share the Road Campaigns are the recipients of broad support, including the Federal Highway Administration, State DOTs, highway patrols, local sheriffs departments, district attorneys, local police departments, transit districts, school boards, the American Automobile Association, local newspapers, bicycle clubs, and individual citizens.
Sign Placement
Signs should be placed at route start and stop points, junctions, and turns within a route. Reassurance signs should be placed along long uninterrupted segments and at wide or odd-angled intersections. Share the road signs should be installed on routes with little or no shoulder space for bicyclists, at the county boundaries, and at transition points between jurisdictions to alert motorists. The County will need to work with Caltrans to site and maintain the signs on State Routes.
Project # : 2 |
Regional Bicycle Parking Program |
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Responsibility: |
HCAOG, Member Agencies, Caltrans District 1, local business, school districts, developers |
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Class: |
Length: NA |
Approximate Cost: $250- $1,000 per installation |
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Required
Actions/Studies: |
A formal or informal survey could be performed to better understand localized parking needs. This could include upgrade recommendations for in-effective rack designs, transit stops, etc. |
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The Regional Bicycle Parking Program has been designed to meet the need for bicycle parking, enhance the overall bikeway system, and ensure the future needs of bicyclists are met. The program consists of three basic components:
· Acquiring and installing bicycle parking in public places such as city halls, libraries, parks, schools, etc.;
· Encouraging local businesses to provide bicycle parking for their customers and employees; and
· Updating ordinances or policies to ensure bicycle parking is provided in new developments.
As bicycling becomes more prevalent, there will be more demand for adequate bicycle parking. Four recommendations are presented below to build upon the parking inventory. Individual or groups of local agencies could seek funding to purchase and implement bicycle parking. The bicycle parking could be strictly on public property, or also available to private entities on an at-cost basis.
Recommendation #1:
Each community should prepare a bicycle parking survey to identify installation sites to meet existing and future demand. Bicycle parking should be provided at all public destinations, including transit centers and bus stops, community centers, parks, schools, downtown areas, and civic buildings. All bicycle parking should be in a safe, secure, covered area (if possible), conveniently located to the main building entrance. These improvements will be incremental and as demand warrants.
Recommendation #2:
All new commercial development or redevelopment in excess of 5,000 gross leasable square feet should be required to provide one space in an approved bicycle rack per 10 employees.
Recommendation #3:
Bicycle parking for existing non-residential uses should be implemented through one or a combination of the following two methods. (1) Require existing non-residential uses to provide bicycle parking per the requirements described above as part of the building permit process. (2) Subsidize the cost of bicycle parking through small advertisements on the racks themselves and/or through grants from public or private sources.
Recommendation #4:
Work with employers where employees have expressed an interest in bike lockers. Lockers could be sold to businesses at a discount with air quality or other grants making up the difference.
Bicycle Parking Placement - Type and Location
Visibility
– bicycle racks and lockers should be located in a highly visible location near
building entrances so cyclists can spot them immediately. Bicyclists and
motorists alike appreciate the convenience of a parking space located right in
front of a destination. A visible location also discourages the theft and
vandalism of bicycles. Preferably, racks will be located as close or closer
than the nearest automobile parking spaces to the building entrance.
Security – properly designed bicycle racks and lockers that are well anchored to the ground are the first measure to help avoid vandalism and theft. In some cases, added measures, which may include lighting and/or surveillance, are essential for the security of bicycles and their users. The rack element (part of the rack that supports the bike) must keep the bike upright by supporting the frame in two places allowing one or both wheels to be secured. Inverted “U”, “A”, and post and loop racks are recommended designs.
Weather Protection – is especially
important. A portion of all bicycle
parking should be protected from the rain and the sun. Various methods can be
employed including the use of building awnings and overhangs, newly constructed
covers, weatherproof bicycle lockers or lids, or indoor storage areas.
Long-term parking should always be protected.
Clearance – adequate clearance is an essential component of rack placement. Clearance is required between racks to allow for the parking of multiple bicycles and around racks to give bicyclists room to maneuver and too prevent conflicts with others. If it becomes too difficult for a bicyclist to easily lock their bicycle, they may park it elsewhere and the bicycle capacity is lowered. Racks should be placed in a position where they do not block access to and from building entrances, stairways, or fire hydrants. Empty racks must not pose a tripping hazard for visually impaired pedestrians. Position racks out of the walkway’s clear zone (space reserved for walking).
Convenience - a row of inverted “U” racks should be situated on 30” minimum centers. Ideally, racks should be located immediately adjacent to the entrance to the building it serves, but not in a spot that may impede upon pedestrian flow in and out of the building. Racks should be as close if not closer than the nearest car parking space to give bicyclists an advantage. On streets with bike lanes, parking areas should be located on the same side of the street as the lane, when possible.
Parking and Transit
Safe bicycle parking is a concern to many bicycle-transit commuters. Both long-term bicycle parking at transit stations and work sites, and short-term parking at shopping centers and other commercial areas, support bicycling. Secure long-term parking is valuable to commuters because bicycles parked for longer periods are more exposed to weather and theft.
All RTS buses are equipped with front-loading racks. Redwood Transit System (RTS) and Blue Lake Rancheria have bike racks on buses. Currently, A&MRTS buses do not have bicycle storage capacity on its vehicles. The agency is looking into installing new front-loading bike racks that carry three bicycles.
Cost of Implementation
The cost of bike rack and locker implementation is generally low, particularly compared to vehicle parking space costs. Rack installations run about $250 for racks accommodating two bikes, and about $1,000 for lockers accommodating two bikes. The cost of providing shelters for covered parking increases the cost; however these costs can be planned into new building or redevelopment projects.
Implementation Strategies
There are a variety of strategies to implement bicycle parking. First, bicycle parking can be funded through competitive sources such as Air District Grants, the Bicycle Transportation Account, TEA-21, and TDA sources. Second, cooperative efforts can be formed. For example, in some locations, redevelopment funds have been used to purchase the infrastructure and the public works department completes the installation. Operating under an annual budget of $5,000 has allowed for the installation of racks and lockers in a given jurisdiction in a matter of just a few years. Third, bicycle parking facilities should be included with new commercial and public developments.
Project # : 3 |
Regional Non-Motorized
Education & Outreach Program |
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Responsibility: |
HCAOG, Member Agencies, Caltrans District 1, school districts, local bicycle organizations, |
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Class: NA |
Length: NA |
Approximate Cost: $1,000 - $5,000 per year |
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Potential
Funding Sources: |
TEA – 21,
SR2S, BTA, TDA, OTS, private sources |
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Required
Actions/Studies: |
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Note: Both bicyclists and pedestrians have been included in the development of these non-motorized education and outreach programs.
Community outreach through education and awareness campaigns is an important component of a successful non-motorized transportation program that not only accommodates non-motorized travel modes, but also encourages travel by these modes. Furthermore, to interact safely with bicyclists and pedestrians, motorists must understand and acknowledge that bicycling and walking are accepted and legitimate modes of travel, and that drivers are responsible for operating their vehicles so as to not endanger non-motorized travelers. Finally, it is imperative that all bicyclists and pedestrians be aware of the hazards that exist while they travel on city streets, an environment that favors the automobile.
National bicycle and pedestrian crash studies identify numerous crash types, a small number of which are by far the most common. For example, the most common type of reported bicycle incident in California involves a younger person (between 8 and 16 years of age) riding on the wrong side of the road in the evening hours. Studies of incident locations around California consistently show the greatest concentration of incidents is directly adjacent to elementary, middle, and high schools. Many less-experienced adult bicyclists are unsure how to negotiate intersections and make turns on city streets. Therefore, the potential exists to improve bicycle and pedestrian safety by focusing education efforts on messages that reduce the most common crash types.
Although education programs have been implemented in various jurisdictions around the County in the past, there has been no coordinated effort to deliver consistent safety and education programs to children and adults. This plan recommends new programs appropriate for the region. Recommended programs will require one or more project sponsors, organizational leadership, funding, follow-through, and maintenance in an effort to get even more residents interested in bicycling and walking more often. Currently RCAA is working with the Humboldt Bay Bicycle Commuters Association, Public Health - Health Education and Injury Prevention as well as others on developing a bicycle education and awareness project for the Humboldt Bay Region. These groups are hoping to partner with local entities on development and implementation.
Basic Components of Program
The basic components of the program include what are known as the “3 E’s”: education, enforcement, and engineering activities.
Education – students and drivers are taught safety skills.
Engineering – infrastructure improvements improve the safety of school commute routes.
Enforcement – various techniques are employed to ensure traffic laws are obeyed.
Key Participants in Program
Key participants in a successful Safety and Education Campaign include city departments and city officials, school districts and individual schools, public health organizations, advocacy groups, local businesses, and the media.
Implementation Strategies
Media Campaigns
A public awareness campaign can make bicycling and walking more exciting for people in the community. Public service announcements promoting non-motorized transportation are created to get people interested in trying bicycling and walking as means of transportation. Awareness is raised through literature and public service announcements. A regionally appropriate example is the program recently undertaken by Bike Safe Sonoma, which can be viewed online at www.bikesafesonoma.com.
Example Public Service Announcement Titles
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“See Humboldt County by the seat of your pants. Bike!”
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“See Humboldt County on your feet. Walk!”
· “Walk, ride, and roll in Humboldt County!”
Maps and
Literature
The print campaign could include guides with map inserts, bumper stickers and posters. The brochures would include the following information:
· Maps highlighting routes and sites
· Rules of the road and sidewalk
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Information/hotline number
·
Available bike parking and facilities (showers and
lockers)
·
Share the Road (message)
·
Where to rent/purchase bicycles
·
Bike shops
· Bumper stickers featuring a promotional slogan
Posters would feature the promotional slogan as well as hotline information, “For More Information, Call 707/XXX-XXXX.” To offset the program costs, sponsors could be secured. Sponsors could have their logos added to the bottom of the promotional posters.
Distribution
The brochures with maps and bumper stickers would be distributed in and around the County to businesses and community groups. Brochures would be provided to local law enforcement agencies for distribution to those who receive moving violations. Brochures and posters would be distributed to the following locations: