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
Responsibility:	HCAOG, Member Agencies, Caltrans District 1
Class:	Length:	Approximate Cost:
Potential Funding Sources:	TEA – 21, BTA, OTS, Air District Funding
Required Actions/Studies:

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
Responsibility:	HCAOG, Member Agencies, Caltrans District 1, local business, school districts, developers
Class:	Length: NA	Approximate Cost: $250- $1,000 per installation
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.

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
Responsibility:	HCAOG, Member Agencies, Caltrans District 1, school districts, local bicycle organizations,
Class: NA	Length: NA	Approximate Cost: $1,000 - $5,000 per year
Potential Funding Sources:	TEA – 21, SR2S, BTA, TDA, OTS, private sources
Required Actions/Studies:

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

· “See Humboldt County by the seat of your pants. Bike!”

· “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

· 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:

· City Halls

· Tribal Centers

· Worksites

· Retail sites

· Chambers of Commerce

· Visitor Bureaus

· Hotels and Motels

· Social Services

· Libraries

· Community Centers

· DMV offices

· School

Access to the materials would be promoted on the sponsor’s web site.

Murals

Murals have successfully been used in many communities to promote ideals and inform the community of important issues. Murals could be produced at various locations to promote bicycling and of walking. The mural program would solicit help from local volunteers including schools, artists, children, seniors, and other community members. Costs for the production of the murals could be generated by grants through public art foundations.

Education Programs for Children and Adults

Bicycle fairs, races, and rodeos

Bike Fairs could be held on weekends for inexperienced bicyclists that are interested in cycling for health, recreation, and transportation purposes. The clinics would include discussions of the rights and responsibilities of bicyclists, the laws governing bicyclists, bicycling conditions and facilities in Humboldt County. Practical training would occur on an obstacle course. Once all the participants have mastered the basic skills, they would ride on the street with a qualified instructor.

Bicycle Races. The County is well positioned to capitalize on the growing interest in on-road and off-road bicycle races and criteriums. Events would need to be sponsored by local businesses, and involve some promotion, insurance, and development of adequate circuits for all levels of riders. It is not unusual for these events to draw up to 1,000 riders and more spectators, which bring additional expenditures into the area. Local agencies can assist in developing these events by acting as a co-sponsor, and expediting and possibly underwriting some of the expense of - for example - police time. Local agencies should also encourage these events to have races and tours that appeal to the less experienced cyclist. For example, in exchange for underwriting part of the costs of a race the local agency could require the event promoters to hold a bicycle repair and maintenance workshop for kids, short fun races for kids, and/or a tour of the route lead by experienced cyclists who could show less experienced riders how to safely negotiate city streets.

Bicycle Rodeos. Community-based rodeos can be conducted for families of school-aged children. These community-based rodeos could be held on an annual basis and in conjunction with major community events such as the County Fair or Bike to Work Day. Members of local law enforcement agencies and volunteer community members—including parents, senior citizens, bike enthusiasts, and other screened/qualified volunteers—could staff the rodeo. These rodeos would also allow parents to participate in the educational process by involving them in the lesson plans.

Safe Routes to School

The purpose of Safe Routes to School (SR2S) programs are to identify and improve school commute routes to increase the number of students who walk and bicycle to school. Identifying and improving routes for children to walk and bicycle to school is one of the most cost effective means of reducing school-related traffic congestion.

School commute projects are usually developed in a traditional planning process that includes (a) school administrators and teachers, (b) local PTA’s and other groups, (c) neighborhood groups and the public, (d) police departments, and (e) local public agencies staff such as planning, engineering, and public works departments. The planning process can be accomplished by these groups using the step-by-step process outlined below, or by enlisting professional services. A professional School Commute Safety Study typically costs between $5,000 and $40,000, depending on the size of the community.

For more information on how to develop SR2S program go to:

Safe Routes to School Program -California Department of Transportation

Tel 916-654-5266

www,dot.ca.goc/hq/LocalPrograms/saferoute.htm

Marin County Safe Routes to Schools

415-488-4101

http://www.saferoutestoschools.org/

Education Curriculum

Curricula should be implemented in pre-schools, elementary schools, and middle schools throughout the County. The curricula would be designed to target specific grade levels: pre-school, kindergarten, 1st, 2nd, 3rd, 4th, 5th and 6th grades. Each grade level program would include basic information, demonstrations, activities, and printed material. An outline of a model curriculum is described below while a detailed curriculum is attached in the appendix.

The basics of a model curriculum for children include the following lessons:

Pre-school, kindergarten, 1st and 2nd grades

· Stopping before crossing the street

· Recognition of physical barriers

· Model street crossing and visual barriers

· Neighborhood walks

4th, 5th, and 6th grades

· Recognition and avoidance of common bicycle collisions

· Understanding of motorists behaviors, rights, and responsibilities

· Awareness of the California Vehicle Code governing bicyclists

· Bicycle helmet purchase and use

· Bicycle purchase, maintenance, and repair

· Physical, social, and economic consequences of bicycle collisions

· Promotion and benefits of bicycling as an effective mode of transportation

· Traffic knowledge assessment and skills

Pedestrian Education

· Recognition and avoidance of common pedestrian collisions

· Understanding of motorists, right and responsibilities

· Awareness of the California Vehicle Code governing pedestrians

· Physical, social and economic consequences

· Promotion of benefits of walking as an effective mode of transportation

· Traffic knowledge assessment and skills

Adult / Driver Education

· Laws for bicyclists, pedestrians and motorists

· Walk and Bicycle Guides

Potential Funding

Funding programs can come from a number of sources, including Office of Traffic Safety Grants, school safety grants, public health partnerships, private grants, and the general fund.

Program Implementation

Program implementation usually falls under the purview of a public agency, local non-profit organization, or in some cases a school. The best results are achieved when multiple organizations partner together, resulting in wider promotion, interest, and patronage. Although the cost of implementation for programs is relatively inexpensive, finding outside funding can be challenging. However assistance available, many capitol grant programs allow expenditures on educational and promotional materials as a component of funding awards for construction projects. Agencies such as the American Automobile Association, the League of American Bicyclists, and the Federal Highway Administration can provide assistance with planning and marketing resources.

Measuring Effectiveness

The effectiveness of community safety and education programs can be measured by monitoring citywide bicycle and pedestrian collision data and mode split numbers for adult and school commuters. Jurisdictions around the state and nation have detected significant reductions in the number of bicycle and pedestrian accidents after the successful implementation of safety and education campaigns. Pre- and post-project surveys can also help identify target populations and responses to education campaigns.

Project # : 4	Regional Bicycle Guide & Map
Responsibility:	HCAOG, Member Agencies, Caltrans District 1
Class: NA	Length: NA	Approximate Cost: $5,000 - 15,000 for map revision. $5,000 - $10,000 for map update and reprints as needed.
Potential Funding Sources:	TEA – 21, BTA, TDA, OTS, Air Quality District, private sources
Required Actions/Studies:

A valuable tool for promoting bicycling in Humboldt County is the existing bicycle guide and map that enables cyclists to readily identify existing and recommended bikeways, recreational routes, points of interest, services, and other noteworthy features of regional system. While seasoned bicyclists can use the map to plan commute and recreational rides, maps can also persuade first-time riders to give bicycling a try by suggesting safety tips and routes on which they might feel comfortable cycling, and maps could encourage visitors to try bicycling as an alternate way to experience the beauty of Humboldt County. To ensure its effectiveness, the map needs to be readily accessible and up-to-date. The existing Humboldt Bay Area Bike Map could be updated to include current bicycle and transit facility information and potentially more extensive coverage of the County. Map marketing efforts could also be expanded.

Other Benefits of Guide Maps

Bicycle guide maps are an essential education and outreach tool which enable users to readily identify existing and recommended bicycle routes. Well-designed guide maps have the ability to provide users with a range of information on designated bikeway facilities from recommended commute routes and safe routes to schools, to recreation and touring information, to informal trails and access to regional mountain bike trails. The local map also includes information regarding bicycle safety and bicycle education opportunities.

To maintain the maps’ effectiveness for the community, the annual development and promotion of the “Humboldt County Bike Map” should receive continued support from the community, be updated annually regularly with physical and programmatic changes, and be widely promoted. In addition to distribution at civic locations, businesses, visitor centers, and schools, the map could be posted at kiosks in public places and at or on transit facilities.

Project # : 5	Bicycle Facility Maintenance Program
Responsibility:	HCAOG, Humboldt County, Caltrans, Member Agencies
Class:	Length:	Approximate Cost:
Potential Funding Sources:	General Funds
Required Actions/Studies:	NA

Regular maintenance of the regional bikeway system will help to protect the investment of public funds in bikeways, so they can continue to be used safely over time. Due to the intimate nature of bicycling, bicyclists are extremely sensitive to the quality of bicycle facilities. As such, facilities that are inadequately maintained will over time become unusable bicyclists, and may become a legal liability. Cyclists who continue to use such facilities may risk equipment damage and injury. Others will likely choose not to use the facilities at all.

Because bicycles ride on narrow high-pressure tires, what may appear to be an adequate roadway surface for automobiles (with four wide, low-pressure tires) can be treacherous for bicyclists. Small rocks can deflect or puncture a bicycle wheel, minor surface irregularities can lead to a loss of control, pot-holes can bend rims, gravel which is naturally swept by vehicles from the travel lanes into bike lanes and the roadway shoulder accumulates in the area where bicyclists are riding, and wet leaves are slippery, all of which can cause a bicyclist to fall. Thus, it is important to properly maintain existing facilities.

Bikeways will always be subject to debris accumulation and surface deterioration. An adequate maintenance program can help to ensure these impacts are mitigated. This type of maintenance is especially important in Humboldt County where inclement weather can exacerbate pavement breakdown. Developing a dedicated maintenance request/response program can help to address low-cost small-scale maintenance issues such as debris sweeping, filling pot holes, vegetation removal, etc. The premise of the program would be to simply identify a staff member who could act as a clearinghouse and report to the TAC so that requests could be routed to the appropriate department. A mechanism such as a maintenance request card, or on-line form would need to be developed. Then bicyclists could make a request in various ways, either by:

· By sending in a request card - cards would be made available at civic buildings, local public works departments, area bike shops, and through bicycle groups.

· By calling the designated point of contact (707)-XXX-XXX, or by

· Sending an email request.

Staff would then catalogue all requests and route them to the appropriate public works department. Requests for work that are outside the scope of the program would be considered for Capital Improvement Program (CIP) or other funding sources. The person making the request would be contacted either by letter or telephone once action is taken.

Project # : 6	Bicycle Loop Detector Installation & Maintenance Program
Responsibility:	Humboldt County, Caltrans, Eureka, Arcata, Fortuna
Class:	Length:	Approximate Cost:
Potential Funding Sources:	TEA – 21, BTA, TDA, OTS, Air District Funding
Required Actions/Studies:
Route Segments	From	To	Length	Cost

To enable safe bicycle travel through signalized intersections, bicycles should be detected at the waiting positions used by cyclists proceeding through and turning left. Detection of vehicles and bicycles is performed either with inductive loops (in-pavement metal detectors carrying a radio-frequency signal, combined with change detection circuitry) or video (overhead cameras combined with image processing software).

Details of saw-cuts and winding patterns for inductive detector loop types appear on Caltrans Standard Detail ES5B. Loop types B (5’ square diamond), C (quadruple), D (diagonal-slashed), Q (figure-8) and modified Type E (circle with slash per City of Palo Alto detail) can reliably detect bicycles across their full width. Types A (6’ square) and E (unmodified circle) are not bike-sensitive in their center. The state standard bicycle detection marking appears on Caltrans Standard Plan A24C.

Video image detection should sense bicycles in all approach lanes and also on the left side of right-turn channelization islands. Some video systems can estimate approach speed, and this capability could be used to extend the green time for slow objects assumed to be bicycles.

Installation

· HCAOG and it’s member agencies should work together to ensure that all traffic signals in the region are equipped with bicycle sensitive signal loop detectors (in many cases they are, however due to the lack of detection stencils, many cyclists are unable to find the correct location to be detected). This project would not impact each jurisdiction, but would greatly benefit the regional system, especially in the Humboldt Bay Area. There are a variety of strategies to that may be utilized to implement bicycle sensitive loop detectors. First, they 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, the TAC could decide to set aside $5,000 of TDA funds a year to purchase and install signal detectors. Operating under an annual budget of $5,000 would allow for the installation of two detectors (or multiple stencils) annually, which could build out the system in a matter of just a few years. Third, bicycle sensitive loop detectors should be a component of all new signal installations.

Maintenance

· Each entity should ensure that all bicycle loops are tested annually and are calibrated and operable. For locations that have ongoing maintenance or adjustment problems, the responsible entity should explore the use of video detection. While the cost of video detection is more expensive in the short term, it should provide a long-term cost savings with reduced maintenance costs.

· Standard bicycle detection markings should be applied in the center of the appropriate lane for all loop locations to show cyclists the best place to wait. (For inductive detection this implies that the loop must sense bicycles in its center). As part of the loop detector testing program, the city should ensure that the markings are placed in the proper location above the detector.

· For new installation it is recommended that the City use Type D for lead loops in all lanes except bike lanes, where a narrow Type C may be appropriate.

4.6 Other potential Programs

ADOPT-A-TRAIL

Although there are relatively few Class I paths in Humboldt County at the present time, the desire to build more is likelihood of building them is high. Once a trail is in place, maintaining the trail is essential to uphold the integrity of the investment. On-going trail maintenance can be a significant expense for local agencies as weed abatement, sweeping, trash removal, and other minor repairs can cost more than $4,000 per mile annually. One innovative method to reduce routine maintenance is to establish an “Adopt-a-Trail” program. Such programs have local businesses and organizations “adopt” a trail similar to the adoption of segments of the highway system. Small signs located along the pathway would identify supporters, acknowledging their contribution. Parks, Community Services, local employers, or other groups may administer this program. Support would be in the form of a commitment to perform some of the maintenance duties (weed abatement, trash removal) or pay for upkeep activities. Adopt-a-trail programs are routinely employed by the National Parks and Forest Services with great success.

4.7 PROPOSED REGIONAL PROJECTS

The following sections are each dedicated to existing and proposed bicycle transportation facilities in the eight jurisdictions of Humboldt County. Each section outlines how Bicycle Transportation Account requirements are met for each jurisdiction, lists existing facilities, and outlines proposed facility development or improvement projects (including cost estimates and project ranking).

Some proposed projects are preliminary to the construction phase or are meant to provide additional bicyclist support beyond a standard Class III designation, as described below.

Implementation Strategies and Feasibility Studies In some cases, Class I pathways are recommended by the public, however necessary studies have not been completed in order to determine project constraints, costs, or in some cases, basic feasibility. In most of these cases, an implementation strategy is recommended to enable the lead agency to estimate project needs, permitting requirements and cost estimates for grant proposal development. In these cases, other preliminary studies or recommendations have previously been made. In one case, where a Class I path is recommended between Garberville and Redway, a more preliminary feasibility study is recommended since no prior research has been conducted regarding this project concept and the corridor would be on private property.

Enhanced Class III Bikeway Currently, there are only a few existing Class III routes in the county. There are a number of simple bicycle-friendly augmentations that can provide more bicycle support than a Class III sign alone, but that require less space and./or are less costly than Class II lanes. Ample fog line stripes that provide space between edge of pavement or parked cars and the travel lane are especially helpful to bicyclists in these situations as they delineate the travel lane from the shoulder – this technique can also help visually constrict the roadway and slow traffic speeds. Other options include additional ‘share the road’ signage (which can be placed on existing sign posts or in conjunction with bike route signing) and shared use arrows to delineate bicycle routes. These optional treatments may be appropriate for specific segments of the regional bikeway system to further augment some proposed Class III routes.

Rural Route Class III Bikeway – III ( R ) This augmentation to the concept of standard Class III designation is an opportunity to provide motorists with enhanced notification that cyclists are likely to be present on the roadway. There are some cases where rural two-lane roadways are used frequently by cyclists, however sight distances and widths are such constraints that signing these roads as a ‘Bike Routes’ would potentially attract more cyclists where managers cannot improve roadway conditions to accommodate more bicycle traffic (at least in the foreseeable future). In these instances, it is suggested that such roadways are targeted for ‘Share the Road’ signage (see Section 4.5). Suggested signage includes a yellow bicycle warning sign and ‘share the road’ or ‘share the road with bicyclists’ placard.

Table of Priority Projects

4.7.1 Arcata

The City of Arcata is nearing completion of its local effort to prepare a Pedestrian and Bicycle Master Plan. The Plan is scheduled to be adopted July/August 2004. This Regional Bicycle Plan will compliment Arcata's planning efforts

The following sections identify Bicycle Transportation Act requirements, Section 891.2 of the California Streets and Highways Code, for the City of Arcata. Land use and all existing and proposed facilities are shown on the Arcata Bikeways Map.

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.

City of Arcata
Population	16651	2000 US Census
# of Employed Persons	8091	2000 US Census
# Bicycle-to-Work Commuters	419	1990 US Census extrapolated consistent with population growth
Bicycle-to-Work Mode Share	5.18%	calculated from above
Population: Ages 6-14 years	7,779	2000 US Census
# of College Students	4,285	2000 US Census e
# of Daily Bike-Transit Users		local transit agency
Total # of Bicycle Commuters	1,236	assumes 5% of school students and 10% of college students commute by bicycle - from national studies and estimates
# Miles Ridden by Bicycle Commuters per Weekday	3,750	work commuters (including bike-transit users) x 7 miles + college and school students x 1 mile (round trip)
# of Future Daily Bicycle Commuters	3,449	estimated using increase to 279% of baseline from 2000 LACMTA study by Alta
Future # Miles Ridden by Bicycle Commuters per Weekday	10,464
Reduced Vehicle Miles per Weekday	6,713
Reduced PM10 (lbs/weekday)	123	(.0184 tons per reduced mile)
Reduced NOX (lbs/weekday)	334	(.04988 tons per reduced mile)
Reduced ROG (lbs/weekday)	487	(.0726 tons per reduced mile)
Reduced Vehicle Miles per Year	1,607,400	180 days for students, and 256 days for employed persons
Reduced PM10 (lbs/year)	29,576	(.0184 tons per reduced mile)
Reduced NOX (lbs/year)	80,177	(.04988 tons per reduced mile)
Reduced ROG (lbs/year)	116,697	(.0726 tons per reduced mile)

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.

The City of Arcata has a population of approximately 16,700 people. Arcata has a traditional grid street network and town center with outlying neighborhoods developed in a more contemporary suburban style. Humboldt State University is a significant non- motorized trip generator with the city. Significant challenges to cyclists within the city limits include navigating US 101 over-crossings and access from outlying neighborhoods such as Sunny Brae and Valley West. Major destinations include:

Downtown Areas:

Plaza

North Coast Co-op

City Hall

Uniontown Shopping Center

Baseball Park

Community Center and Sports Complex

Northtown Shopping Area - H and G between 15th and 18th

Community pool

Schools:

HSU

Sunny Brae Middle School

Jacoby Creek School

Sunset Elementary

Bloomfield

Pacific Union

Arcata High School

Parks:

Redwood Park

Sunny Brae Park

Shay Park

Arcata Marsh and Interpretive Center

Skate Park

Please see Arcata Map.

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

Existing ARCATA Facilities

Class II Bike Lanes

Street	From	To	Class	Length
14th Street	F Street	L.K. Wood Blvd.	II	0.1
7^th Street	L Street	Union Street	II	0.7
Alliance Road	Spear Avenue	11th Street	II	1.2
Bayside Road	Union Street	Buttermilk Lane	II	0.7
Eastern Avenue (NB only)	Sunset Avenue	Foster Avenue	II	0.1
G Street	Sunset Avenue	Front Street	II	1.3
Giuntoli Lane	Heindon Road	West End Road	II	0.8
H Street	Sunset Avenue	Samoa Blvd	II	1.0
Janes Road	Giuntoli Lane	Spear Avenue	II	1.0
L. K. Wood Blvd.	Redwood Avenue	14th Street	II	1.2
Old Arcata Road	Buttermilk Lane	Hyland Street	II	0.8
Samoa Blvd.	Union Street	Buttermilk Lane	II	0.4
Spear Avenue	Janes Road	St. Louis Road	II	0.7
St. Louis Road	Spear Avenue	L. K. Wood Blvd	II	0.2
Sunset Avenue	H Street	L. K. Wood Blvd	II	0.2
Valley East Boulevard	Giuntoli Lane	Valley West Blvd	II	0.4
Valley West Boulevard	Giuntoli Lane	Valley East Blvd	II	0.3
West End Road	Giuntoli Lane	Spear Avenue	II	1.2

There are currently no existing Class I or III facilities within the City.

Please see Arcata Bikeways Map and the table following this section for proposed facilities.

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.

Arcata Bicycle Parking Facilities Locations
Humboldt State University Campus	Community Center and Sports Complex
North Coast Co-op	Sunny Brae Center
Arcata Plaza	Arcata Marsh Interpretive Center
Uniontown Plaza (Safeway)	Community Pool
City Hall and Library	Northtown Shopping area - various locations
Valley West Shopping Center	Grade Schools

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.

Multimodal Transit Access exists at the transit center on F and 9th Streets. No new facilities are proposed as a part of this Plan.

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.

There are no changing or storage facilities aside from the showers at the Arcata Community Pool. No new facilities are proposed as a part of this Plan.

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.

The Arcata Police and Humboldt County Sheriffs Departments 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.

According to available data, there are currently no regularly scheduled bicycle safety or education programs taught in Arcata. 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. Regional bicycle safety programs are recommended as a part of this Plan. Proposed safety and education programs are detailed in project #3.

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

Please see Analysis of Demand, Section 3.3.

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.

Please see the Introduction, Section 1.9.

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

Please see table on the following page.

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.

The City of Arcata has historically invested approximately $100,000 dollars annually over the last 10 years on non-motorized transportation improvements.

table of arcata Proposed Facilities

city of arcata map

4.7.2 Blue lake

The following sections identify Bicycle Transportation Act requirements, Section 891.2 of the California Streets and Highways Code, for Blue Lake. Land use and all existing and proposed facilities are shown on the Blue Lake Bikeways Map.

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.

Blue Lake
Population	1,135	2000 US Census
# of Employed Persons	556	2000 US Census
# Bicycle-to-Work Commuters	14	1990 US Census extrapolated consistent with population growth
Bicycle-to-Work Mode Share	2.52%	calculated from above
Population: Ages 6-14 years	275	2000 US Census
# of College Students	56	2000 US Census e
# of Daily Bike-Transit Users		local transit agency
Total # of Bicycle Commuters	33	assumes 5% of school students and 10% of college students commute by bicycle - from national studies and estimates
# Miles Ridden by Bicycle Commuters per Weekday	117	work commuters (including bike-transit users) x 7 miles + college and school students x 1 mile (round trip)
# of Future Daily Bicycle Commuters	93	estimated using increase to 279% of baseline from 2000 LACMTA study by Alta
Future # Miles Ridden by Bicycle Commuters per Weekday	327
Reduced Vehicle Miles per Weekday	210
Reduced PM10 (lbs/weekday)	3	(.0184 tons per reduced mile)
Reduced NOX (lbs/weekday)	10	(.04988 tons per reduced mile)
Reduced ROG (lbs/weekday)	15	(.0726 tons per reduced mile)
Reduced Vehicle Miles per Year	51,142	180 days for students, and 256 days for employed persons
Reduced PM10 (lbs/year)	941	(.0184 tons per reduced mile)
Reduced NOX (lbs/year)	2,550	(.04988 tons per reduced mile)
Reduced ROG (lbs/year)	3712	(.0726 tons per reduced mile)

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.

Blue Lake is a small primarily residential community with around 1200 residents. Most of the downtown core was constructed in the late 19th and 20th centuries with a number of small residential subdivisions constructed more recently surrounding the town center. There is one school located in town. Residents travel by bicycle both within the City and to neighboring communities for work, school and services. Major destinations include:

Downtown areas:

City Hall

Library

Blue Lake Museum

Post Office

Schools:

Blue Lake School

Dell Arte

Parks:

Perigot Park

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

Please see Blue Lake map.

Existing Bikeway Facilities in Blue lake

Street	From	To	Class	Length
Chartin Road	Blue Lake Blvd	Casino	II	0.2

Blue Lake has no existing Class I or III bikeway facilities.

Please see the Blue Lake Bikeways Map and the table following this section for proposed facilities.

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.

Bicycle Parking

Location	Existing	Proposed
Blue Lake School	ü
Perigot Park	ü
City Hall	ü
North Coast Co-op	ü
Dell Arte		ü
Post Office		ü

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.

Blue Lake has no multimodal transit access facilities. No new multimodal facilities are proposed as a part of this plan.

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.

Blue Lake has no changing or storage facilities for bicyclists. No new facilities are proposed as a part of this Plan.

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.

The Humboldt County Sheriffs Department enforces 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 Sheriffs Department also responds to particular needs and problems as they arise.

According to available data, there are currently no regularly scheduled bicycle safety or education programs taught in Blue Lake. 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. Regional bicycle safety programs are recommended as a part of this Plan. Proposed safety and education programs are detailed in project #3.

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

Please see Analysis of Demand, Section 3.3.

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.

Please see the Introduction, Section 1.9.

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

Please see table on the following page.

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.

Blue Lake has invested limited funds on bicycle transportation projects in recent years. The development of this Plan will equip Blue Lake to invest in bicycle projects. Please see the proposed projects table on the following page for a breakdown of future financial needs.

table of Blue Lake Proposed Facilities

Blue Lake Map

4.7.3 Eureka

The following sections identify Bicycle Transportation Act requirements, Section 891.2 of the California Streets and Highways Code, for the City of Eureka. Land use and all existing and proposed facilities are shown on the Eureka Bikeways Map.

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.

City of Eureka
Population	26,128	2000 US Census
# of Employed Persons	10,426	2000 US Census
# Bicycle-to-Work Commuters	174	1990 US Census extrapolated consistent with population growth
Bicycle-to-Work Mode Share	1.67%	calculated from above
Population: Ages 6-14 years	6,153	2000 US Census
# of College Students	1,050	2000 US Census e
# of Daily Bike-Transit Users		local transit agency
Total # of Bicycle Commuters	586	assumes 5% of school students and 10% of college students commute by bicycle - from national studies and estimates
# Miles Ridden by Bicycle Commuters per Weekday	1630	work commuters (including bike-transit users) x 7 miles + college and school students x 1 mile (round trip)
# of Future Daily Bicycle Commuters	1,636	estimated using increase to 279% of baseline from 2000 LACMTA study by Alta
Future # Miles Ridden by Bicycle Commuters per Weekday	4,550
Reduced Vehicle Miles per Weekday	2,919
Reduced PM10 (lbs/weekday)	53	(.0184 tons per reduced mile)
Reduced NOX (lbs/weekday)	145	(.04988 tons per reduced mile)
Reduced ROG (lbs/weekday)	211	(.0726 tons per reduced mile)
Reduced Vehicle Miles per Year	691,092	180 days for students, and 256 days for employed persons
Reduced PM10 (lbs/year)	12,716	(.0184 tons per reduced mile)
Reduced NOX (lbs/year)	34,471	(.04988 tons per reduced mile)
Reduced ROG (lbs/year)	50,173	(.0726 tons per reduced mile)

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.

Eureka is the seat of Humboldt County and the primary population center on the North Coast. The population is approximately 26,100 persons. The City is surrounded by rapidly growing unincorporated communities adding to traffic congestion and the need for bicycle facilities. The city is characterized by large residential neighborhoods, multiple small to moderately sized shopping districts, four large parks and large waterfront area along the north and west side of the City. Major destinations include:

Downtown Areas:

Downtown and Old Town commercial districts, including the waterfront boardwalk

Henderson Center commercial district

Harrison Street Commercial District

Shopping Centers:

Eureka Mall

Burre Shopping Center

Bayshore Mall

Schools:

Six Elementary, one Junior High, one High School and one Continuation School

Centers:

Boys & Girls Club and Teen Center

Hospitals and Medical Centers

Multiple Assistance Center

Food Stamp Distribution Center

Adorni Center

Libraries:

County Library

Parks:

Sequoia Park

Cooper Gulch Park

Other:

Elk River Wildlife Area

Rescue Mission

Eureka (Palco) Marsh

Eureka Boat Basin

Eureka Municipal Auditorium and Ink People Gallery

Eureka Theater and Morris Graves Gallery

Human Services Office

Downtown Post Office

County Courthouse

City Hall

Main Post Office

Broadway Theater

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

Please see Eureka Bikeways map.

Existing Eureka Bicycle Facilities

Class II Bike Lanes:

Street	From	To	Class	Length
6^th Street	Broadway	Myrtle Avenue	II	1.2
7^th Street	Broadway	J Street	II	0.7
Fairway Drive	Herrick Road	F Street	II	0.9
Harris Street	Fairfield Street	I Street	II	0.6
Henderson Street	I Street	Fairfield Street	II	0.6
J Street	6^th Street	Harris Street	II	1.5
Myrtle Avenue	4^th Street	Harrison Avenue	II	2.2
Wabash Avenue	Broadway	C Street	II	0.9
Waterfront Drive	L Street	T Street	II

Class III Bike Routes:

Street	From	To	Class	Length
7^th Street	J Street	Myrtle Avenue	III	0.5
California Street	Harris Street	7^th Street	III
F Street	Harris Street	Oak Street	III	0.1

There are currently no existing Class I facilities within the City of Eureka.

Please see Eureka Bikeways Map and the table following this section for a description of proposed bikeway facilities.

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.

Bicycle Parking

Location	Existing	Proposed
City Hall at L Street	ü
Adorni Center	ü
County Courthouse on 5^th Street	ü
Northcoast Co-op, 5^th near M	ü
Henderson Center Bicycles, F Street	ü
Winco Foods, Eureka Mall on Harris	ü
Bayshore Mall at two entrances	ü
Office of Education	ü
County Library	ü

In addition to the above bicycle parking locations, the City has recently retrofit metal sign posts throughout downtown with bicycle racks.

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.

Multimodal Transit Access exists in Eureka at the transit center on H Street - between 3rd and 4th. No new facilities are proposed as a part of this Plan.

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.

The City of Eureka maintains a public restroom in Old Town. Cyclists and the public can use the facility; however, there are no storage facilities. No new facilities are proposed as a part of this Plan.

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.

The Eureka Police and Humboldt County Sheriffs Departments 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.

According to available data, there are currently no regularly scheduled bicycle safety or education programs taught in Eureka. 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. Regional bicycle safety programs are recommended as a part of this Plan. Proposed safety and education programs are detailed in project #3.

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

Please see Analysis of Demand, Section 3.3.

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.

Please see the Introduction, Section 1.9.

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

Please see the proposed projects table on the following page for a listing of proposed projects and their priority listing.

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.

The City of Eureka has historically invested approximately $75,000 dollars annually over the last 10 years on non-motorized transportation improvements. Please see the proposed projects table on the following page for a breakdown of future financial needs.

table of eureka Proposed Facilities

Eureka Map

4.7.4 Ferndale

Ferndale is home to two of Humboldt County's largest annual bicycle events - the Tour of the Unknown Coast and the finish of the Kinetic Sculpture Race. The primary projects suggested for Ferndale are related to creating safer routes to the two schools and improving bicycle access in and out of the city.

The following sections identify Bicycle Transportation Act requirements, Section 891.2 of the California Streets and Highways Code, for Ferndale. Land use and all existing and proposed facilities are shown on the Ferndale bikeways map.

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.

Ferndale
Population	1,382	2000 US Census
# of Employed Persons	668	2000 US Census
# Bicycle-to-Work Commuters	2	1990 US Census extrapolated consistent with population growth
Bicycle-to-Work Mode Share	0.30%	calculated from above
Population: Ages 6-14 years	277	2000 US Census
# of College Students	32	2000 US Census e
# of Daily Bike-Transit Users		local transit agency
Total # of Bicycle Commuters	19	assumes 5% of school students and 10% of college students commute by bicycle - from national studies and estimates
# Miles Ridden by Bicycle Commuters per Weekday	31	work commuters (including bike-transit users) x 7 miles + college and school students x 1 mile (round trip)
# of Future Daily Bicycle Commuters	53	estimated using increase to 279% of baseline from 2000 LACMTA study by Alta
Future # Miles Ridden by Bicycle Commuters per Weekday	87
Reduced Vehicle Miles per Weekday	56
Reduced PM10 (lbs/weekday)	1.02	(.0184 tons per reduced mile)
Reduced NOX (lbs/weekday)	2.77	(.04988 tons per reduced mile)
Reduced ROG (lbs/weekday)	4.04	(.0726 tons per reduced mile)
Reduced Vehicle Miles per Year	11,909	180 days for students, and 256 days for employed persons
Reduced PM10 (lbs/year)	219.12	(.0184 tons per reduced mile)
Reduced NOX (lbs/year)	594.01	(.04988 tons per reduced mile)
Reduced ROG (lbs/year)	864.58	(.0726 tons per reduced mile)

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.

Ferndale is a small city well known for its Main Street's Victorian architecture. Downtown Ferndale is a popular tourist destination. The primary access to town is via SR 211 over Fernbridge - a very narrow historic bridge with no shoulders or other bicycle facilities. Major destinations include:

Downtown Areas:

Main Street

Downtown Business Zone

Schools:

Elementary School

High School

Parks:

Russ Park

Other:

Fairgrounds

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

Please see Ferndale bikeways map.

Existing Ferndale Bikeway Facilities

There are currently no existing bikeways in Ferndale.

Please see the Ferndale bikeways map and the proposed projects table following this section for a description of 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.

Bicycle Parking

Location	Existing	Proposed
High School	ü
Elementary School	ü
Scout Hall - Firemen's Park	ü
City Hall		ü
Library		ü
County Fairgrounds		ü
Main Street Public Parking Lot		ü

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.

There are no existing multimodal transit access facilities in Ferndale. No new facilities are proposed as a part of this Plan.

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.

A public restroom is located on Main Street in the center of town. Cyclists and the public can use the facility; however, there are no storage facilities. No new facilities are proposed as a part of this Plan.

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.

The Humboldt County Sheriffs Department enforces 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 Sheriffs Department also responds to particular needs and problems as they arise.

According to available data, there are currently no regularly scheduled bicycle safety or education programs taught in Ferndale. 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. Regional bicycle safety programs are recommended as a part of this Plan. Proposed safety and education programs are detailed in project #3.

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

Please see Analysis of Demand, Section 3.3.

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.

Please see the Introduction, Section 1.9.

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

Please see the proposed projects table on the following page for a listing of proposed projects and their priority listing.

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.

Ferndale has historically invested limited funds for bicycle facilities in recent years. The development of this Plan will equip Ferndale to invest in bicycle projects. Please see the proposed projects table on the following page for a breakdown of future financial needs.

table of ferndale Proposed Facilities

FERNDALE MAP

4.7.5 Fortuna

The following sections identify Bicycle Transportation Act requirements, Section 891.2 of the California Streets and Highways Code, for Fortuna. Land use and all existing and proposed facilities are shown on the Fortuna Bikeways Map.

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.

Fortuna
Population	10,497	2000 US Census
# of Employed Persons	4,259	2000 US Census
# Bicycle-to-Work Commuters	50	1990 US Census extrapolated consistent with population growth
Bicycle-to-Work Mode Share	1.17%	calculated from above
Population: Ages 6-14 years	2,531	2000 US Census
# of College Students	218	2000 US Census e
# of Daily Bike-Transit Users		local transit agency
Total # of Bicycle Commuters	198	assumes 5% of school students and 10% of college students commute by bicycle - from national studies and estimates
# Miles Ridden by Bicycle Commuters per Weekday	498	work commuters (including bike-transit users) x 7 miles + college and school students x 1 mile (round trip)
# of Future Daily Bicycle Commuters	553	estimated using increase to 279% of baseline from 2000 LACMTA study by Alta
Future # Miles Ridden by Bicycle Commuters per Weekday	1,390
Reduced Vehicle Miles per Weekday	892
Reduced PM10 (lbs/weekday)	16.41	(.0184 tons per reduced mile)
Reduced NOX (lbs/weekday)	44.50	(.04988 tons per reduced mile)
Reduced ROG (lbs/weekday)	64.76	(.0726 tons per reduced mile)
Reduced Vehicle Miles per Year	208,182	180 days for students, and 256 days for employed persons
Reduced PM10 (lbs/year)	3,830.56	(.0184 tons per reduced mile)
Reduced NOX (lbs/year)	10,384.14	(.04988 tons per reduced mile)
Reduced ROG (lbs/year)	15,114.04	(.0726 tons per reduced mile)

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.

Fortuna is the third largest incorporated city in Humboldt County with approximately 10,500 residents. It has a traditional town center surrounded by suburban residential neighborhoods and mid sized shopping districts. Bicycle access over and under US 101 has been noted as an issue. Many students from outlying areas travel to Fortuna for school and there are consequently a significant number of schools for a town it's size: three elementary schools a middle school and a high school - as well as a number of small private schools. Major destinations include:

Downtown Areas:

Main Street from 7^th to 14th

Shopping Centers:

Redwood Shopping Mall

Schools:

High School on 12^th Street

South Fortuna Elementary

Ambrosini Elementary

Parks:

Newburg Park

Rohner Park

Other:

River Trail

California Conservation Corps Housing

Hotels along Riverwalk Drive

Hospital

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

Please see Fortuna bikeways map.

Existing Ferndale Bikeway Facilities

Class II bike lanes have been striped on Main Street and Rohnerville Road, however, the facilities are intermittent, in need of re-striping, and appear to not meet Caltrans minimum standards for the Class II classification. Those routes are identified in this plan for upgrades.

There are currently no existing Class I or III facilities within the City.

Please see the Fortuna bikeways map and the proposed projects table following this section for a listing of proposed bikeway improvements.

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.

Bike Parking

Location	Existing	Proposed
Toddy Thomas Elementary	ü
Ambrosini Elementary	ü
South Fortuna Elementary	ü
Rohner Park	ü
'Safeway' shopping area		ü
Main Street shopping area		ü
Riverlodge		ü
Redwood Mall shopping area		ü
Park and Ride		ü

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.

A Caltrans park and ride lot is located along US 101 in Fortuna; however, bicycle parking is not provided. No new facilities are proposed as a part of this Plan.

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.

There are no changing or storage facilities for bicyclists in Fortuna. No new facilities are proposed as a part of this Plan.

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.

The Fortuna Police and Humboldt County Sheriffs Departments 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 Sheriffs Department also responds to particular needs and problems as they arise.

According to available data, there are currently no regularly scheduled bicycle safety or education programs taught in Fortuna. 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. Regional bicycle safety programs are recommended as a part of this Plan. Proposed safety and education programs are detailed in project #3.

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

Please see Analysis of Demand, Section 3.3.

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.

Please see the Introduction, Section 1.9.

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

Please see the proposed projects table on the following page for a listing of proposed projects and their priority listing.

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.

Fortuna has invested limited funds on bicycle transportation projects in recent years. The development of this Plan will equip Fortuna to invest in bicycle projects. Please see the proposed projects table on the following page for a breakdown of future financial needs.

table of fortuna Proposed Facilities

FORTUNA MAP

4.7.6 RIO DELL

The following sections identify Bicycle Transportation Act requirements, Section 891.2 of the California Streets and Highways Code, for Rio Dell. Land use and all existing and proposed facilities are shown on the Rio Dell Bikeways Map.

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.

Rio Dell
Population	3,174	2000 US Census
# of Employed Persons	1,177	2000 US Census
# Bicycle-to-Work Commuters	18	1990 US Census extrapolated consistent with population growth
Bicycle-to-Work Mode Share	1.53%	calculated from above
Population: Ages 6-14 years	734	2000 US Census
# of College Students	40	2000 US Census e
# of Daily Bike-Transit Users		local transit agency
Total # of Bicycle Commuters	58	assumes 5% of school students and 10% of college students commute by bicycle - from national studies and estimates
# Miles Ridden by Bicycle Commuters per Weekday	166.7	work commuters (including bike-transit users) x 7 miles + college and school students x 1 mile (round trip)
# of Future Daily Bicycle Commuters	163	estimated using increase to 279% of baseline from 2000 LACMTA study by Alta
Future # Miles Ridden by Bicycle Commuters per Weekday	465
Reduced Vehicle Miles per Weekday	298
Reduced PM10 (lbs/weekday)	5.49	(.0184 tons per reduced mile)
Reduced NOX (lbs/weekday)	14.88	(.04988 tons per reduced mile)
Reduced ROG (lbs/weekday)	21.66	(.0726 tons per reduced mile)
Reduced Vehicle Miles per Year	70,852	180 days for students, and 256 days for employed persons
Reduced PM10 (lbs/year)	1303.67	(.0184 tons per reduced mile)
Reduced NOX (lbs/year)	3534.09	(.04988 tons per reduced mile)
Reduced ROG (lbs/year)	5143.84	(.0726 tons per reduced mile)

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.

Rio Dell has a population of around 3000 residents. It is located along the Eel River just south of Fortuna. The former US 101 route is now the main street (Wildwood Avenue) in the center of town. Several residential neighborhoods are located across US 101. There are two schools located in Rio Dell. There is currently only one bike lane within the City in front of the schools; however, a current city redevelopment project will add additional lanes. Major destinations in Rio Dell include:

Downtown Areas:

Downtown commercial district along Wildwood Avenue

Schools:

Elementary School on Center Street

Middle School on Center Street

Parks:

Park on Davis Street

Other:

City Hall

Post Office on Wildwood Avenue

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

Please see Rio Dell map.

Existing Rio DEll Bikeway Facilities

Class II Bike Lanes

Street	From	To	Class	Length
Center Street (south side only)	Wildwood Avenue	Ireland Avenue	II	0.3

There are currently no existing Class I or III facilities Rio Dell.

Please see the Rio Dell Bikeways Map and the table following this section for proposed facilities.

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.

Rio Dell Bicycle Parking Locations	Existing	Proposed
Elementary and Middle School	ü
City Hall		ü
Wildwood Ave throughout main shopping area		ü
Library		ü
Fireman's Park		ü
Community Park and Tennis Courts		ü
Market on Wildwood		ü

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.

Rio Dell has no multimodal transit access facilities. No new facilities are proposed as part of this Plan.

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.

Rio Dell has no changing or storage facilities for bicyclists. No new facilities are proposed as a part of this Plan.

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.

The Humboldt County Sheriffs Department enforces 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 Sheriffs Department also responds to particular needs and problems as they arise.

According to available data, there are currently no regularly scheduled bicycle safety or education programs taught in Rio Dell. 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. Regional bicycle safety programs are recommended as a part of this Plan. Proposed safety and education programs are detailed in project #3.

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

Please see Analysis of Demand, Section 3.3.

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.

Please see the Introduction, Section 1.9.

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

Please see the proposed projects table on the following page for a listing of proposed projects and their priority listing.

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.

Rio Dell has invested limited funds on bicycle transportation projects in recent years. The development of this Plan will equip Rio Dell to invest in bicycle projects. Please see the proposed projects table on the following page for a breakdown of future financial needs.

table of rio dell Proposed Facilities

RIO DELL MAP

4.7.7 Trinidad

The following sections identify Bicycle Transportation Act requirements, Section 891.2 of the California Streets and Highways Code, for Trinidad. Land use and all existing and proposed facilities are shown on the Trinidad Bikeways Map.

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.

Trinidad
Population	311	2000 US Census
# of Employed Persons	164	2000 US Census
# Bicycle-to-Work Commuters	0	1990 US Census extrapolated consistent with population growth
Bicycle-to-Work Mode Share	0.00%	calculated from above
Population: Ages 6-14 years	54	2000 US Census
# of College Students	12	2000 US Census e
# of Daily Bike-Transit Users		local transit agency
Total # of Bicycle Commuters	4	assumes 5% of school students and 10% of college students commute by bicycle - from national studies and estimates
# Miles Ridden by Bicycle Commuters per Weekday	3.9	work commuters (including bike-transit users) x 7 miles + college and school students x 1 mile (round trip)
# of Future Daily Bicycle Commuters	10	estimated using increase to 279% of baseline from 2000 LACMTA study by Alta
Future # Miles Ridden by Bicycle Commuters per Weekday	11
Reduced Vehicle Miles per Weekday	7
Reduced PM10 (lbs/weekday)	0.13	(.0184 tons per reduced mile)
Reduced NOX (lbs/weekday)	0.35	(.04988 tons per reduced mile)
Reduced ROG (lbs/weekday)	0.51	(.0726 tons per reduced mile)
Reduced Vehicle Miles per Year	1,257	180 days for students, and 256 days for employed persons
Reduced PM10 (lbs/year)	23.12	(.0184 tons per reduced mile)
Reduced NOX (lbs/year)	62.68	(.04988 tons per reduced mile)
Reduced ROG (lbs/year)	91.23	(.0726 tons per reduced mile)

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.

Trinidad is a small community with a population of around 300 persons. Trinidad's very scenic coastal setting, public beaches and small town atmosphere attract a good number of tourists - many of them on bicycles. Touring bicyclists on the Pacific Coast Bike Route and local residents, who regularly ride the coast for recreation, often stop in Trinidad to rest or to utilize the local services. Traffic speeds within the town are generally slow. Major destinations include:

Downtown Areas:

Trinidad Market

Schools:

Trinidad Elementary

Other:

RV Park

Post Office

Fishing Pier and Restaurant just south of town

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

Please see Trinidad bikeways map.

Existing Trinidad Bikeway Facilities

There are currently no existing bikeways in Trinidad.

Please see the Trinidad Bikeways Map and the table following this section for proposed facilities.

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.

Trinidad Bicycle Parking Locations	Existing	Proposed
Trinidad Park and Ride – US 101 & Main	ü
Murphys Market - Trinity Street near Edwards		ü
City Hall		ü
School and Library		ü
Pier, Trinidad Head, Beach Access		ü

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.

Multimodal Transit Access exists at the Trinidad Park and Ride lot at US 101 and Main Street, where bicyclists can store their bicycle in bicycle lockers. No new facilities are proposed as a part of this Plan.

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.

There are no changing or storage facilities for bicyclists in Trinidad. No new facilities are proposed as a part of this Plan.

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.

The Humboldt County Sheriffs Department enforces 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 Sheriffs Department also responds to particular needs and problems as they arise.

According to available data, there are currently no regularly scheduled bicycle safety or education programs taught in Trinidad. 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. Regional bicycle safety programs are recommended as a part of this Plan. Proposed safety and education programs are detailed in project #3.

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

Please see Analysis of Demand, Section 3.3.

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.

Please see the Introduction, Section 1.9.

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

Please see the proposed projects table on the following page for a listing of proposed projects and their priority listing.

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.

Trinidad has invested limited funds on bicycle transportation projects in recent years. The development of this Plan will equip Trinidad to invest in future improvements. Please see the proposed projects table on the following page for a breakdown of future financial needs.

table of trinidad Proposed Facilities

TRINIDAD MAP

4.7.8 county of Humboldt

The following sections identify Bicycle Transportation Act requirements, Section 891.2 of the California Streets and Highways Code, for the City of Arcata. Land use and all existing and proposed facilities are shown on the series of Humboldt County Bikeways Maps.

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.

County of Humboldt
Population	126,518	2000 US Census
# of Employed Persons	54,034	2000 US Census
# Bicycle-to-Work Commuters	895	1990 US Census extrapolated consistent with population growth
Bicycle-to-Work Mode Share	1.66%	calculated from above
Population: Ages 6-14 years	35,118	2000 US Census
# of College Students	7,714	2000 US Census e
# of Daily Bike-Transit Users		local transit agency
Total # of Bicycle Commuters	3,422	assumes 5% of school students and 10% of college students commute by bicycle - from national studies and estimates
# Miles Ridden by Bicycle Commuters per Weekday	8,792	work commuters (including bike-transit users) x 7 miles + college and school students x 1 mile (round trip)
# of Future Daily Bicycle Commuters	9,548	estimated using increase to 279% of baseline from 2000 LACMTA study by Alta
Future # Miles Ridden by Bicycle Commuters per Weekday	24,531
Reduced Vehicle Miles per Weekday	15,738
Reduced PM10 (lbs/weekday)	289.58	(.0184 tons per reduced mile)
Reduced NOX (lbs/weekday)	785.02	(.04988 tons per reduced mile)
Reduced ROG (lbs/weekday)	1,142.59	(.0726 tons per reduced mile)
Reduced Vehicle Miles per Year	3,685,170	180 days for students, and 256 days for employed persons
Reduced PM10 (lbs/year)	67,807.12	(.0184 tons per reduced mile)
Reduced NOX (lbs/year)	183,816.26	(.04988 tons per reduced mile)
Reduced ROG (lbs/year)	267,543.32	(.0726 tons per reduced mile)

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.

Humboldt County, located on California’s North Coast, encompasses approximately 3,500 square miles (nearly 2.3 million acres), 80 percent of which is forestlands, protected redwoods, and recreation areas. Home to a population of approximately 128,000 persons, the county is bound by Del Norte County on the north, the Pacific Ocean on the west, Siskiyou and Trinity Counties on the east, and by Mendocino County on the south. US 101, which runs north/south, is the county’s major transportation corridor. State Route 299, which runs east/west, links the county to Interstate 5 to the east. The study area includes all of Humboldt County; however, it focuses on areas that contain the highest density of bicycle activity. Major destinations include:

McKinleyville

Downtown Areas:

Central Avenue downtown area that hosts numerous shopping areas

Schools:

Morris Elementary School

High School

Junior High

Parks:

Hiller Park

Hammond Trail

Midtown Trail

Garberville/Redway

Shelter Cove

Avenue of the Giants

Hoopa

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

Please see County Bikeways Map.

Existing County bikeway Facilities

Class I Bike Paths:

Corridor	From	To	Class	Existing	Length
Hammond Trail	Letz Avenue	Strawberry Creek	I	ü
Hammond Trail	School Road	Fischer Raod	I	ü
Mid Town Trail	Bates Road	Washington	I